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Canadian  Railway  and  Marine 

World 


/ 


GENERAL  INDEX 

FOR  1920 


ACTON  BURROWS,  PROPRIETOR 

70  BOND  STREET,  TORONTO,  CANADA 


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


STEAM  RAILWAY  DEPARTMENT  AND  GENERAL  MATTER. 


Aerial    Transportation    Notes    

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

Alaska   Ry, — 

Development 135.     235,     382.  489 

Timber    bridge    problems    •233 

Alberta    &    Great    Waterways    Ry 550.  606 

Alberta-Hudson    Bay    Ry 135,  235 

AlKoma   Central    &    Hudson    Bay   Ry.   Finance. 

Meetings.    Etc 188,   242,   294.  640 

AlKOma    Eastern    Ry. — 

Appointments     600 

Finance,    Meetings.    Etc 640 

Rolling    stock    496,  553 

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


ing 


535 


American    Railroad    Association — 

Officers    Sec.    3.    Mechanical    364 

Telegraph    and    telephone    division    555 

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

American    Railway    Express    Co 

19.1.    252.    307,    442.   500 

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

Appointments.    Transportation    22.    72. 

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

Atlantic.    Quebec    &    Western   Ky 194.    546.  550 

Automatic    Train    Control    Committee    668 


B 

Baggage    loss,    limited    liability    

Bagotville    Ry _ 18, 

Ballast    spreader    attachment    

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


Beatty.    E.    W.,    Canada's    national 

problems    

Belgian   Railways — 

Rehabilitation    of    

Rolling    stock    ordered    in    Canada    

Birthdays  of  transportation  men  6,  58, 

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

economically     

Board   of    Railway    Commissioners — 

Appointments    

Baggage     loss,     limited    liability    

Brakemen"s    seats    on    locomotives    244. 

Car    lighting    regulations    

Chairman's    speech    at    London    

Coal     seizures     authorized     

Coal    situation,    power    to    deal    with    

Demurrage     not     chargeable      when      delays 

caused    by    customs    officials    

Express    companies,    jurisdiction    over    

fxpress   franks   

Fire     protection     for     wooden     bridsres     and 

trestles    

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

Ry.    in    British    Columbia    

Locomotives    and   tenders,    inspection   of   

Maintenance  of  way  and   flagging   rules   for 

impassable    track     

Motor    car    operating    niles    

Orders  by.   summaries  of  8.   62. 

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

Rehearing    applications    

Sittings    of    

Smoke    from    railway    stationary   plants    

Telegraph     and    telephone    franks    

Traffic   orders   20.   70. 


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

Venereal    diseases    notices    on    railways    602 

Wire     crossing     conditions      and      specifica- 
tions    227,  251 

Wires    along    and    across    railways    72 

Booster  engines  for  locomotives   599,   'eel 

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

Boston    &    Maine    Rd .550 

Brakemen's    seats    on    locomotives    244 

Brandon.    Saskatchewan    &    Hudson    Bay    Ry.  481 

British    America    Express    Co 195 

British    Railways — 

Electrification     of    383 

Government    control,    results    o£    133,  439 

Grouping    plans    378 

Oil    fuel    experiments    594 

Burrard   Inlet   Tunnel   &   Bridge  Co 18,   297,  550 

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


Cable    communication    with    Great    Britain 610 

Cable    communication    with    West    Indies    500 

Cable     extensions.     British     500 

Canada    &    Gulf   Terminal    Ry 389 

Canada    Eastern     Ry 73 

Canadian    Car    Demurrage    Bureau    600 

Canadian    Collieries    ( Dunsmuir)    Ltd 20,     61 

Canadian     Express     Co 

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

Canadian    Express    Co.'s    history    538 

Canadian     Marconi    Co.,    control    of    546 

Canadian  National  Express  Co 54.  110.  140, 

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

Annual    statement   by   Minister   of   Railways  223 

Appointments    22,    72,    131,    185, 

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

British    Columbia    terminals    195 

Caprcol     Y.M.C.A 176 

Construction,     Betterments.     Etc 21. 

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

D.    B.    Hanna    on    65 

Earnings    17_    63, 

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

Electric    railways     302 

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

Farmers"     policy     17 

Finance.    Eu _ 23,    294.  499 

Inspection    trips    477,    547,  603 

Location    betterments    •589 

Locomotives,    numbering    of    668 

I.x3comotives.     6-wheel     switching     'lO 

Merging   of    Grand    Trunk    Pacific    Ry 668 

Merging  of  Grand  Trunk  Ry 376.  424,  486 

Organization     . 176 

President's    messai-e    to    employes    23 

Receipts     and     expenditures     303 

Revaluation    proposal    138 

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

Staff    concert,    etc 22 

Canadian    National    Rolling    Stock    Co 133 

Canadian    Niagara    Bridge    Co 

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

Canadian    North    Eastern    Ry 131 

Canadian    Northern    Pacific    Ry.    Construction 

suit   188 

Canadian    Northern   Ry. — 

Earnings    

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

Finance  75,  6.59 

Report    116.  365 

Canadian    Pacific    Ry. — 

Appointments    22     72 

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


Birch     Lake    construction     refused     301 

Boys'    club,    Montreal    388 

Construction,  betterments,  etc 16.  75,  122 

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

Dining  Car  Department's  war  memorial •497 

Earnings,    expenses. .  etc 17     63 

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

Employes'    annual    passes    174,  434 

Employes'     entertainment.     Montreal     77 

Equipment     trust     certificates     261 

fina>i<^e    294,    499.  646 

Honor    roll     60 

Information    bureaus    432J  554 

Mechanical     Department    machinery    284 

Northern    Alberta,    entrance    into    602 

Officials'    annual    dinner    191 

Pension    Fund    249 

President's    Winnipeg    speech    m 

Quebec    subsidies    X22 

Sur\-eys.     recollection     of     early     244 

Report     and     annual     meeting     _ 228.  283 

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

Scholarships    at    McGill    University    140 

Steel     hopper    bottom    grain    car ^26    •ees 

Telegraphs     390,     452,  500 

Track    section    prize    competition    307 

Tree    windbreaks    on    Western    Lines    374 

War   and    employment   figures    61,  113 

War    veterans    437 

Canadian  Railway  Board  of  Adjustment  No.  1   649 

Canadian    Railway    Club    301 

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

Canadian     Traffic     League     132.  666 

Canadian     Transfer     Co 133    236 

Cape    Breton    Coal.    Iron     &    Ry.    Co 606 

Caraquet   &   Gulf  Shore  Ry 77,  115,  384 

Car   construction    '•353 

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

Car.    Freight,    Roofs    231 

Car    lighting    systems,    regulations    for    139 

Car  operating   rules,   motor,   hand,   etc 60 

Car  records  and  their  relation  to  car  account- 
ing      535 

Car    shortage    situation    546 

Car    wheels    .34g 

Central     Canada     Ry 533 

Central   Ry.   of   Canada  ".",'  290 

Central     Vermont    Ry '.  390 

Chicago    &    Northwestern    Ry 489.  601 

Chicago.    Burlington    &    Ouincy    Rd 185 

Chicago.    Milwaukee    &    St.    Paul    Ry 185 

Commercial    Cable   Co no,  308 

Core  hole  plujs  in  a   locomotive  shop  !^426 

Cornwall    Terminal    Co 61 

Cotter    pin    extractor    ^234 

Couplers    and    draft    gear    ]  362 

Crows    Nest   Southern    Ry.    _ 431 

D 

Dauphin     Industrial     Ry 175 

Delaware    &    Hudson    Co. — 

Appointments    299 

Canadian    properties    , ',  381 

Demurrage    not    chareeable    for    customs    de- 
lays     368 

Dolly   Varden    Mines   Ry 135,   245,  297 

Dominion    Atlantic    Ry. — 

Appointments    545 

Development    135,    'ij'i\  606 

Dominion    Express    Co. — 

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

London    to    Paris    air  service    442 

Dominion     Telegraph     Co 452.  500 

Duluth.     South     Shore     &     Atlantic     Ry 545.  631 

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

manufacture     •2'4 


CANADIAN  RAILWAY  AND  MARINK  WORLD 


March,  1921. j 


Kronomt-    f>r*>«l«-fn^     C^n^4« 


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


■■•- ■    -.n- 

■      Paaltala     Hr.     Hraiil 

toUtair   of   Can*  t 

l>ulp».«l  *   Ti>' 

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

..prri 

l^B.I    ar.nl.l      ,       " 
[wrt     Trrnmtal     Kyi 

140.  I'A.  ::i 

ILxnl    ..r     H*  \ 


6«» 
252 


npm. 


-.1    1.1 


(r.nW.    r 

r<.mmi««i»nrni    

ir«.   appUration   for   incr 

Trmfllc    Aaaociation 


dwatT    hrat^rt     for    locomotivra     S-ll 

olrrllon    for    woodrn    brtdim    and    tm- 


tir 


l»4 


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

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

KrriKht     train.,    rfllrirnt    handlinx    of    642 

Kurl    rconoiny    and    mnokr    prevention    •415 

G 

Gaipe    peninnila.    railway    lituation    118.  442 

Grain  eirvaton.  Government,  at  Fort  Willtam 

and     Port     Arthur     884 

Grain    in»p«te<l    at    omtem    point* 

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

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

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

and     Port     Arthur     189 

Grand    Trunk    Pacific    Ry.— 

Appointments    

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

426.    486.  668 

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

Finance     - 74.  659 

Ijind    srant    by    Ontario    284 

Rollinic    stock    orden    and    deliverica 

69.   126,  241,  888.  427. 

TeleBraph»     646 

Grand    Trunk    Wmtem    Lines    72 

Grand   Trunk    Ry. 

Acquisition    by    Dominion    Government 

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

Apl>otntment!«    72. 

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

Arbitration     of     stock     values     558.  651 

ConJtruclion.    betterments,    etc IS.    124. 

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

Kaminirs.    expenses,   etc 17,  63. 

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

Kleclrical     operation     sunested     195 

Finance 669 

Management    committee    "289 

Menrinit    with    Canadian   National    Rys 

876,    424,  486 

RollinE    stock    orders    and   deliveries 

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

Graphic    production    control    •66,  173 

Great    North    Western    Telegraph    Co 

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

Appointments    249,    800,  890 

Canadian     lines'    report 431 

Development     28S,     297,    886,  606 

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

Appointments     „ 182 

Finance    _ „ 28.  646 


Hamilton     Fjist    Knd    Incline    Ry 306 

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

National    R>s 14 

Slander    action    against    F.    S.    Cahill 303 

Hradlivhts    and    cIsssiAcation    lampa 344 

Ifoushton.    F..    Kecollection    of    early    surveys 

on    C.P.R 244 

Heatjnc    railway    buildines    economically    637 

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

Hulatl.    H..    Romance   of    telesraph.    telephone 

and    wirrlewi    .    .    127 

I 

Industrial,    loffffinir    and    minine    railway*    in 

firitlsh    Columbia    877 

Intercolonial     Ry.     Provident    Fund    „ 180 

Int.Tnational     Ry.    of    New    Brunswick    18R 

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

ISoc    also    Inverness    Ry.    A    Collieries    Ltd.) 

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

I  See    also    Inverness    Ry.    A    Coal    Co.) 


Kettle    Valley    Ry. — 

App«>lntmrnts    .    .    „...,^..,.. ,, 300 

Develftpment    .    .    «-.„. «  „.„.  , 

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

Finance _ M*.  481 

L 
Ijtcomli.-   «    NorthwesUrn    Ry.— 

Development .      ,- |H 

Finance,     meetinirs.     fftr „ 242 

l,ehl(h     Valley     Rd 186 

l.ievrr    Valle)     Power,    Traction    A    Manufae- 

lurinir    Co 18.185 

I.litht     Hallways    Construction    Co 76.   194 

l.iitht     railways     pmjerted     in     Nortlwm     On- 

lar 76.  194 

l.ocomoti\e    as    an    investment    871 

■.^eomniive    boilers.    Desiiin    and    malntcnanc* 

of   •860 

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

I,«K-omotive    house    orKanisailon    666 

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

systems    in    shops "337 

IrfM-omotlve    Terminal     E<iuipment    Association     27 

l.ocomoti\es    for    Roumania    651 

lx>ci>motlves,    seats    on    244.  474 

I>«KlnK.    minlns    and    indnatrial    railway*    in 

British    Columbia    _ _.  877 

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

Umdon    railway    terminal,    tracks,    etc 588 

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

Lumber    conservation    in    railway    croasinff*....     11 

M 

McDonnell.    T.    E..    The    Express    Service    432 

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

Mail,    railway    rates    for   carriase   of    281 

Mainly    About    Railway    People    16,    67, 

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

Maintenance    of    way    methods    643 

Maintenance    of    way    and    flaKlfinfr    rules    for 

impassable    track    113 

Manitoba    Great    Northern    Ry 431 

Marconi    Wireless    Teleeraph    Co 64,  665 

Marxaree    Coal    A    Ry.    Co 660 

Master    Car    Builders'    Association. 

iSee    .Mechanical    Conventions    at    Atlantic    City.) 

Mechanical   Conventions  at  Atlantic  Citiy — 

Car    construction    .'. •3.53 

Committees    SOS 

Couplers    and    draft    gear    362 

Feedwater   heaters   for  locomotives   341 

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

Headliithtji    and    classification    lamps    344 

Interchange     rules 364 

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

Locomotive   terminal    design    and   operation..  359 

Mechanical    stokers    360 

Packlnir    journal    boxes,    standard    method. .^347 

Repair  shop   layouts   •842 

Report.-*,    sundry   862 

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

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

Inir    machines    346 

Superheater    e<iuipment     for    locomotives •351 

Wcldinu.    autoKenous    and    electric    846 

Mechanical     stokers     360 

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

MininK.     industrial    and    loftirinff    railways    in 

British     Columbia     377 

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

Appointments    249.  668 

RollInK    stock     126.  181 

Money.    Canadian,    on    U.S.    trains    69 

Montreal    Central    Terminal    Co 297 

Montreal    Harbor    terminal    railway,    electrifi- 
cation   of    473 

Montreal    Incline    Ry 436 

Montreal.    Joliette     A     Transcontinental    Jet. 

Ry 122,    175.  297 

Montreal    Teleirraph    Co 110 

Morrissey.   Fernie   A    Michel   By 235.  242 

Mount    McKay    A    Kakabeka    Falls    Ry 176,  886 

N 

Nakusp    A    Slocan    Ry -...»..  242 

Naplerv'ille    Jet.    Ry 881 

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

Nelson    A    Fort    Sheppard    Ry 431 

New    Brunswick    Ry 294.  389 

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

New     Westminster    bridne    136 

New    York    Central    Rd.— 

App<iinlments    _„ „ 249.  658 

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

Newfoundland    railway    situation     667 

Newfoundland     transportation     paralysed     by 

snow    and    cold    140 

Niairara    railway    arch    bridge,    proposed    en- 

larvement     «...  690 

Normanilln     Farmers     Ry „.„....18,  136 

Nortli     Ry „„ „__..  136 

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


74.    1»4.    284.    tn.    Ut.    «».  4W 

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

Nova   HcotU    HImI    A    C«al   0«l    — __  IM 


Ottawa    Terminals    Ry. 


•56,   171 
84.    236.  2*7 

14*.  261 

419 


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

Appolnlmentj     1(4.    24*. 

Development     „ 

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

Finance    74.  444 

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

Packinii    journal    boxes,    sUndard    method       _*847 

Parrel    post    rates   on    mall   order    busineM 847 

Paris.    Lyons    A    Medlurranian    Ry 7 

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

Appointntents    „,.  144 

Development    _ _6&4.   446 

Porcupine    Rand    Belt    Electric    Ry.    _.  S61 

PosUI    railway    tunnel    in    London,    Ens 485 

PosUI    Telesraph    Cable    Co 195,  600 

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

Development    .„ ti$ 

Provident     fund     IM 

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


Qu'Appelle.    Lone   Lake   A   Saskatchewan   Rd. 

land   suit   J78 

Quebec    railway    aid    „ 60.  122 

Quebec     railway     and     industrial     development  6M 

Quebec    A    Chiboummau    Ry 136.    428,    645.  656 

Qu»Ih>c    a    Sairuenay    Ry. — 

Development    2*4,  IM 

FrelKht    rates    IM 

Quebec     Bridge    eonstruetian     cost    of    - - Z42 

Quebec   Central   Ry. — 

Development   18.    187,    171.    2M.  «t7 

Finance    .    .    ..„.„„,.«.««. „_ „„..     71 

Report    _.. _...„ ,    ,,  ,  M6 

Subsidies    121 

Quebec    Colonixalion    By It.  117 

Quebec     Eastern     Ry Ig 

Quebec.    Montreal   &   Southern   Ry. — 

Report   _ sn 

Subsidies    m 

Quebec     OrienUl     Ry _ _  Ml 

Quebec     Public     Service    Commission     lccisla> 

tion    _ _ 418 

Quebec    Rapid    Transit    Ry _ IM 

Queens     County    Ry „ Ml 

R 

Railway    Association    of   Canada — 

Appointments    182 

Car    shortaKc    situation    646 

Equipment,     furnishing     of     for    switchins 

service     .    .     4»7 

Freight    rate    increase    applieatioa    _____  4M 

Impounding    of    live    stock I 

Information    „„. .._.  194 

Motor    car    operating     rules    ___.._„.     10 

Officers,    committees.    eU MZ 

Organization,     etc II 

Suggestions    to    shippers    by    rail    4U 

Ties,    disposal    of   worn    27 

Railway  bonds  guaranteed  by  Alberta   227 

liailway    bridges,   standard    specification    699 

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


Railway    Car    Manufacturers    Association    662 

Railway    congestion,    suggestions    for    relief   of  641 

Railway    development    IS. 

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

Railway    earnings,    expenses,    etc 17,    63. 

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

Railway   equipment,   intensive  use  of  411 

Railway    finance,    meetings,    etc _ 

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

Railway    lands    patented    „ 

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

Railway    legislation     in    New    Brunswick    dis- 

allowe<l    _ 12 

Railway    officials,    training    of    489 

Railway    operation     and     maintenanec    under 

divisional    organization    _ •369 

Railway    rails.    cr<-eplng    of    694 

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

•!*.     69.      126. 

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

Railway    subsidies    in    Quebec    122 

Railway   supply  exhibiU  at   Atlantic   City  con- 
ventions       343 

Railway    ties,    disposal    of    worn 27 

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

Railway     track     design     and     manufacture ^24 

Railway    track    laid    in    1919 M,     74 

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

Estimates    .    . 249,  480 


March,  1921. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


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

district    548 

Rates.     freiKht.     increase     application     434 

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

Rates,      freight,      prepayment      from      U.S,      to 

Canada     298,     497.  598 

Rates.    freiKht.    on    lumber    184 

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

Rates    for   carriacce   of    mails    on    railways 281 

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

Red    Mountain     Ry 431 

Reid    Newfoundland    Ry 

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

Repair    shop    layouts    *342 

Robenal-SaKUenay    Ry 19,    137 

Rutland     Rd 300 

S 

St.    George's    Coal    Fields    Ltd 176 

St.  John   &   Quebec   Ry.— 

Development   ,19,   176.  298 

Operation     of    184 

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

Salman    River    &    Northern    Ry 19.  137 

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

equipment     641 

Smoke    from    railway    stationary    plants    23 

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

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

Spokane    &     British    Columbia    Ry 428 

Spokane     International     Ry 490 

SprinKfield    Ry 386 

Standard  blocking  for  cradles  of  car  dumping 

machines     346 

SUnstead.    ShefTord    £    Chambly   Ry 646 

Stationery,    railway,    cost   of    482 

Statistics,    transportation,    compilation    of   23 


Steel     rail     orders     170 

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

Steel    rail    production    in    Canada    194,    599 

Steel     rails    for     Roumanion     railways    '246 

Suggestions    to    shippers    by    rail    485 

Superheater    equipment    on    locomotives    *351 

Sydney    &    Louisburg    Ry 137,    651 

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


Telegraph    and    telephone    franks    discussed    by 

Board    of    Railway    Commissioners    130 

Telegraph,  telephone  and  cable  matters  54,  110, 

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

Telegraph,     telephone    and    wireless,    romance 

of     127 

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

Telegraph    cable    to    West    Indies    368 

Telegraph,  wireless  system  proposed  for  Bri- 
tish   Empire    808 

Temiscouata    Ry. — 


76 
230 


Future  of    

Thousand   Islands   Ry 

Timiskaming    &    Northern    Ontario    Ry. — 

Appointments   182,  658 

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

Earnings   23,   76,  242 

Estimates    301 

Future    of    21 

Rolling    stock    orders    and    deliveries 

241,    293,    388,    427.    553,  646 

Toronto,    Hamilton   &    Buffalo   Ry, — 

Development   19,    176,   286,    298,  607 

Finance,     meetings,     etc 389 

Report    439 

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

Train    service,    curtailment    of    21 


TransporUtion    Club   of   Toronto    61 

Transportation    companies,    sales    tax    applied 

to  .   . 432 

Transportation  companies,  Toronto  assessment 

of    116 

Transportation    interests    and    McGill    Univer- 
sity      648 

Transportation    interests   and   New    Brunswick  134 
Travelling   Engineers'   Association   602 


Union     Pacific    Ry 186.    249,    390 

United    SUtes    Railway    Notes 

74,    123,    176,    249,    302,    651 

United  States  railways   returned  to  companies  132 


Valve  motion   

Vancouver    Terminal    Belt    Ry. 
Victoria    &    Sidney    Ry 


W 

Wabash     Rd.,     Development     176 

Webb,    E.    R.,    Locomotive   house   organization  656 

Welding,    autogenous    and    electric    346 

Western   Union  Telei'raph  Co 390,   452 

Wheels,    cast    iron,    improvements    in    666 

White    Pa.ss    &    Yukon    Ry 76 

Wicksteed,    H.     K..     Location    betterments    on 

Canadian    National    Rys •589 

Williams,   F..    Valve  motion   ^167 

Windbreaks,    railway,    for    snow    and    sand 438 

Windsor-Detroit    bridge    project    14,    61,    434 

Winegar.     B.     M.,     Railway     windbreaks     for 

snow    and    sand     488 

Winnipeg    Railway    Clerks'    Association    296 

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

Wire     crossing     conditions     and     specifications 

227,    251 


ELECTRIC  RAILWAY  DEPARTMENT. 


Accidents,     Automobile    drivers'    responsibility 

for    collisions    with    street   cars    73 

Answers    to     questions      on      electric     railway 

topics    560,  672 


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

Brandon  Municipal   Ry.,   rate  increases  

393,     449, 

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

Development    202,   257, 

Earnings     617, 

Rate    increases    393, 

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

Company    spirit    

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

Earnings  35, 

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

Fares    and    expenditures     

Jurisdiction   over  316,   394. 

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

Report     

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

abolished     

British     tramways    and     light    railways    com- 
panies'   affairs     


Calgary    Municipal    Ry. — 

Development   

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


Fi 


Rate    increases    141,    449, 

Rolling    stock    

Wages,    working    conditions,    etc 

Canadian     Electric    Railway    Association,    an- 
nual  meeting   32 

Cape    Breton    Electric    Co. — 

Development    2i>7,    316, 

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

Rate    increases    253,    315.    502. 

Rolling  stock   

Wages,     working    conditions,     etc 

Chatham.    Wallaceburg    &    Lake   Erie   Ry.— 

Development    84,    263, 

Proposed  purchase   

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


Detroit,    Mich.,    Street    railway    situation    256 

Dominion    Power   &    Transmission    Co. — 

Finance     676 

Purchase     proposals    29 

Rate    increases    449 

Report    and    meeting    197 

Wages,    working    conditions,    etc 256 


Edmonton    Radial    Ry. — 

Development   84,   202,  2.59 

Earnings    35,    84,  562 

Rate    increases    253 

Wages,    working   conditions,    etc 81,  256 

Electric    railway    industry,    U.S.    Commission 


report   on    oan 

Engineering   features   of  tramway  operation. ...•309 

F 

Fares   on    Canadian   street   cars    671 

(See  also  Rate  Increases,  Freight  and   Passenger.) 

Finance,    meetinss,    etc 35,    84, 

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

for   255 

Fort   William   Municipal   Ry.— 

Development    202,  316 

Fare    increases    502,  556 

Purchase    proposals   29 

Rolling    stock    86,    84,  148 


Glasgow    tramways    buy    rails    in    U.S 501 

Grand    River    Ry.— 

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

Fare    increases    85,    83,    675 

Rolling   stock    259 

Grand    Valley    Ry.    finances    143 

Guelph    Radial    Ry, — 

Earnings    84 

Matters    673 

Purchase    proposals    ..^ 29,    82,    392 

Wages,     working    contfitions,    etc 318 

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

fighting   work  30 

H 

Halifax   Elecric  Tramways   Co. 

(See    Nova    Scotia    Tramways    &    Power    Co.) 

Hamilton,   Grimsby  &   Beamsville  Electric   Ry. 

Development    81,    503 

Fare    increases    449 

iSee   also    Dominion    Power   &    Transmission    Co.) 

Hamilton    Radial    Ry.— 

Development    257,    672 

(See   also   Dominion    Power  &  Transmission   Co.) 

Hamilton    St.    Ry.— 

Accident    suit    896 

Development   145,   460.   508,    561,   672 

Fare   increases   253 

Wages,    working    conditions,    etc 

143,    199,    318,    399 

(See   also    Dominion    Power    &   Transmission    Co,) 

Hull    Electric    Co. — 

Development   145,    202,    460 

Fare    increases    399,    614 

Wages,    working   conditions,    etc 451,    557 

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

Radial    railway   enquiry    501.   670 

Radial     railway    projects    

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

Radial     railway    situation     443 

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

Rolling    stock    36,    259.    646 

Sandwich,     Windsor    &     Amherstburg    Ry,, 
Purchase    of    31 

Hydro    Electric    Rys.    Essex    Division — 

Development   392,   503,   561,   616 

Wages,    working    conditions,    etc 399,    461 


K 

Kingston,    Portsmouth     &     Cataraqui    Electric 
St.    By.— 

Development  81 

Fare    increases    602 

Kitchener  &   Waterloo  St  Ry. — 

Development   145 

Earnings    147 


Lake  Erie  &  Northern  Ry. — 

Development    197,    259,    561 

Rate  increases  449 

Rolling    stock    259 

Levis   County  Ry. — - 

Development    503 

Gear   drive   snow   sweeper   •198 

Fare    increases    315,    393,    449 

Rolling    stock     148,     'lOg 

London   &    Lake  Erie  Ry.  and  Transportation 

Co.,   Liquidation  of  36.   121.  450 

London    &    Port    SUnley    Ry. — 

Development     

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

Finance    84,    562 

Rate  increases   141,   393,   556 

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

London    St.    Ry.— 

Development  145,    202 

Earnings    507 

Fares  and  wages  815.  896,  452 

Purchase   proposals   29 

Fare    increases    36.    83.   203,   253,    449 

Situation  147,  562,  614.  673 

Wages,    working    conditions,    etc 

78,    199,    266,    504 


Mail    pay    on    U.S.    electric    railways    569 

Mainly   About   Electric   Railway   People   32,   82, 

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

Manitoba    Public    Utilities    Act    validity    ques- 
tioned      144 

Moncton    Tramways,    Electricity    &    Gas   Co. — 

Development    81,    145,    257 

Finance,    meetings,    etc 200 

Proposed    sale    315.    396,    450 

Rolling    stock    84,    148 

Montreal    &    Southern    Counties    Ry. — 

Bridge    at    Granby,    Que 83 

Development    81,    316 

Finance,    meetings,    etc 674 

Rate    increase    141.    203.    253,    815 

Wages,    working    conditions,    etc 81 

Montreal   Tramways  Co. — 

City    sewers    cost    80 

Damage  suit  86 

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

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

Fare    increases    502 

Report    618 

Snow    fightins    work    30 

Wages,     working    conditions,     etc 

199,     256.    318,     399,    504 

N 

New    Brunswick    electric    railway    taxation 317 

New   Brunswick    Power  Co. — 

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

One   man    cars    393,  •448 


CANADIAN  RAILWAY  AND  MAKINK  WORLD 


ilarch,  1921. 


'  in»     rondttlon*.     ric      . 

Slrorl    Kallwajr    Club . 

WtaWy   Park  A  Clifton  Trmm- 


U<. 

ondlttoB*.  tU.  7K.  141.  I»». 


Not»« 

II 

tiovu 


hi«hr 


Noo   Sroiia  Trmmwajr*   *    >'< 

Drvrlopmrnt    .    .       

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

lUpart    .    .    

Rollln*   Sinrk 

Wa«««.  workinB  e^'n'  ■ 


»97 
.  8»9 


..SI,    14t,    257 


Ontario    Railwar    Art    amrndmrnU    S9.1 

Oahawa    R)r. 

AppolntmrntA 

Orvrlopmcnt    « 

•.ocomotivr.  rlcelrlc  ..„_»._ 

Kollinc   nux-k _ 148,   'SSI 

Otiawa'a    trartlon    problem    ....„ 616 

OtUwa    KIrrlric    Ry.-- 

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

Kinancr.    mn-tinri.    eU »_ 817 

Inturanrr   plan    „._....„- _.„._ 60M 

Propo>r<l    purchase    _ 204,    612 

Karr    infrra«T.    88.    141.    203.  2.^8 

Serv'icr  at  CMt  propoacd   78,    142 

Waco,    workins    conditiont,   etc 

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


PeterfaornuKh  Radial  Ry. — 

Devrlnpmrnt    „ 257.    508 

Fare    inrrvaaea    » » » 258 

Rollinn     mock     _ 259 

Pictou    County    Electric    Co.    ..„ 147,    676 

Porcupine    Rand    Belt   Electric  Rr 892 

Port   Arthur   Ci%ic    Ry. — 

Development _«_ „...81,    202 

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

Future    of 816 

HUtoo'    260 

Purchai^     propoaals     29 

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

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

Public    utilities    should    l>e   self   suppcrtinK 616 


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


Rate   Increase*,    frrlyhi    and   passenser . 


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

Rale    increase*    In    the    U.S 196 

Reiilna    Municipal   Ry 
Development    .    . 


Karniniia 
In 


creases    . 
RnllinK     stock     . 
Rule  of  the  road  In 


84   816,  450 

.85.   507,  617 

.:53,    315,  502 

451,  50K 

bia   2(1,   257,  448 


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

.St.   Thomas   Municipal    Ry.  - 

Development    „...208,    450 

Eaminiis _... 817.    507 

Fare    increases    _..   204.    258 

One-man   cars   „ SS7.    618 

Waire*.     working     conditions,    etc 199,  256 

Sanilwirh.    Windsor   A    AmhentburK    Ry.— 

I>evelopment    316 

Sale   of    81,   82.   258 

Waffci*.    workinir    conditions,    etc 819 

I  See    also    Hydro    Radial    Rri.    Essex    Division.) 

Ssrnia    St.    Ry.— 

Development    - 616 

Fare    increases    .'. 315,    893 

Purchase    proposals    „ «...    29,     82 

Wbrcs.     workins    conditions,    etc 819,    451 

SnKkatoon    Municipal    Ry. — 

Development    503 

Fare    inrrenne    566,    614.    616 

Service  at  cost  proposed  at  Ottawa  79 

SherbnHike    Ry.    t    Power  Co. 

Development    84,  672 

Rollinir    stock    SIR 

Snow    fiKhtins    work    at    Montreal    80 

Southern    Canada     Power    Co.    report    80 

Sudbury-Copper  Cliff  Suburban    Electric    Ry.— 

Fare    increases 614 

Finance    396 

Proposed    sale    _ 450 

RollinK    »tock     _„..._„...„,„ 86 

Sunday    operation    in    Ontario   394 


Taxation  of  substructures  and  superstructures 

in  OnUrio  28 

Three    Rivers   Traction    Co. — 

Development    562 

One-man   cars    _ „ '448.  507 

RollinK     stock     86.     •448 

Toronto,   street  railway  questions   33 

Toronto,    transportation    problems    and    motor 

busses     606 

ToronUi     Islnncl.     tiectric     railway     connection 


*    York    Radial    Ky.— 


-■■•  '  ..«  Ry.-- 

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

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

One-man   ears   ,   ,   — 

Rolllnc  stock -M,  145,  Ul. 

Wajres,    workinv    eondltlona,    ate.    . — 

Toronto    EasUm    Ry 

Toronto    Ry.— 

AddiUonal    cars    

Car    sbortace    penalty    st . 

Devclopin#nt    

EamlnvB   

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

Future    manatfement    „ 

PerrrnUae  paymenU   447. 

Preparations  for  lakinr  ovar  by  city  78 

Report    

Snow    removal   appeal   ».. 

Strike    _ 

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

Fare    increaaca    .— ■     141, 

Purchase    propoaala 

Rollins   stock 

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

Toronln    transportation    matters    

Track     laid     in     1919     


449. 


W 

Wafres,   working   conditions,   etc J1. 

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

Waterloo-WcllinKton     Ry 83.     81.    208,  816 

Windsor.    Essex    A    Lake   Shore   Rapid   Ry.— 

Development    _ 20^ 

Propoi«ed    purchase „ 819 

Kollinn    stock    148.    198.    26».  451 

WinnipefT   motor  busses   vs.   trolley  ears   . CI  8 

Winnipeg    Electric    Ry, — 

Appraisal    of    property    — „ 85 

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

Eaminus    85,    84, 

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

Expenditures    „ 615 

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

Finance,   meetinirs.  etc 258,  817.  670 

Instructions    to    conductors   and    motormen..  676 

Omnibus    ser\-ice    — «- *b6Z 

OperatinR    organization    .    . — .... *659 

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

RollinK    stock    S7S 

Situation    .......«„«.....-. 671 

Street    car    problem „.„« •200 

WaKcs    payments    .,»—..».,.„. 612 

WaRes.    workins    condltiona.    etc.    _ 

199,   266,   819,   451,  504 

Workmen's    tickets    615 

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


MARINE  AND  SHIPBUILDING  DEPARTMENT. 


Aids    to    navigation.    radioteleKraph    and    other 

electric    635 

Alberta    marine    notes    

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

American     Association    of    Port    Authorities....  516 

Atlantic    and    Paciflc    Ocean    notes 51,    lOK, 

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

rine  209,   692 

Awards   to  seamen    by   Canadian   Government  630 

B 

Belle    Isle    Strait,    proposal    to    close    47 

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

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

British    Columbia    piloUge    272 

Britinh    Government   merchant   marine   opera- 
tion   rriticiled    158 

British    Miniatry    of    Shippinc    and    Canadian 

buiinrsn    212 

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

1920-21     413 


Canada    Shlppini    Act    amendmenta    218 

Canada    Steamship    Line*    Ltd.-  - 

Agreement   with    British    Empire   Steel    Cor- 
poration   466 

Appointments    181,    185,  299 

D.    B.    Hanna's    connection    with    245 

Finance,    meetinira.    etc 88,  221 

.Vew    steamship    for    Niacara    River   Line.... 

622,    •564 

Operating     resulU    678 

Iteport     „ 155 

Winter   overhaul    of   steamships   104 

Canaiia-Wrst    Africa    Steamship    service    410 

Canada-West    Indies    Trade    asreement    616 

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

Apprrntice*    for    468 

Report    320 


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

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

Steamship  services   .  .  t 519 

10,500   ton   steel   carRO   steamship  specifica- 
tion      101 

Canadian    Lake    Protective    Association 92.  684 

Canadian    Merchant    Service    Guild    89 

Canadian     Pacific    Ocean    Services    Ltd. — 

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

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

Pacific   Coast  steamships  to  be  converted   to 

bum    coal    691 

Paciflc    Ocean    services    r, 821,    410 

Services    and    shipbuildinff    459 

Canal    estimates     1920-21     280 

Canal     trafttc     sUtistics     614.     572,  683 

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

Coal     exportation     prohibited     514 

Cunard,   Anchor  and  Anchoi^Donaldson  Lines — 

Appointments    489 

Atlantic    services     110,  635 

Customs    re<)uirement«   re  coastwise  entrances 

and    clearance 63 


Demountable   wooden    ships    ^93 

Detroit    River    naviRiition    regulations    271 

Direction    flndinz   stations,    radioteletrraph 

413,   517,  576 

Dominion  Marine  AsatKiation — 

Customs     re<iuirem<'nts     re     coastwise     ent- 


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

Victoria,     B.C _ 

Do'docks,    estimates    .« — „. 


68« 
2ei 
S8« 


Dues    on    Quebec    ships    at    IT.S.    ports    

Freeboani    retfulations    on    Great    Lakes 

Grain    handlinK    charves    apainst    ships 

MeetinKs    92. 

St,     Ijiwrence    River    piloUire    

Overhead    wires    across    Welland   eanal    

Dominion  Shipbuildinc  A  Repair  Co.'s  affairs 
Drydocks- 

FJiquimalt,     B.C  269, 

Louisbunr,    N.S  51, 

Toronto   .   . 


sit    dr>dock    _ 269,  576 


Fisheries  control  transferred  to  Marine  and 
Fishcrti.*    Department    

Fisheries   protection    tujs    on    Lake   Erie 

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

Freeboard    reirulations   on   Great   Lake*   ~ 

Furness  Withy  A  Co.'s  report  


German     ships    interned    in    South     America. 

repair    of    - 42 

Grain     elevators.     Government,     for     Atlantic 

ports    „ 164 

Grain    handling   chanrc*   asainst    ships    6^ 

Grain    shipped    from    Fort    William    and    Port 

Arthur,    Ont _ „_..48.    107.  577 

Grain   shipments,   U.S.  embarEo  ex   Canadian 

ports   618 

Grand   Trunk    Paciflc    Coast   Staamship   Co. — 

Appointments    601 

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

Great    Lakes   A   St.   Lawrence  navicatJOn   628 

Great    I.akes    ice    conditions    » 211 

Great    Ijikes    leveU 684.  682 

Gulf    of    St.    Ijiwrence    Shippinc    A    Tradlns 

Co.'s     ser\'ices    _ - 107 


Halifax    Gravinn    Dock    expropriation 

214.    272,    410, 

Hamilton    harbor   development    . 

Harbors    and    rivers    estimate*    ..- 

Harbors,     rivers    and    dr>'doek    estimata*    

Hudson     Bay    navigation     _ .. — ■ 

Huitson's    Uav    Co.'s   steamships    

HydroKraphic    surveys    in    1920    


March,  1921. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


Imperial     Shipping:     Committee     456 

Inland    navisation    j-ules    220 

International    Seamen's    Conference.    Canada's 

position    468 

J 

J.    A.    McKee,    s.s 221 

K 

Kingston    harbor    improvements    94.    136,    206,  456 


Lady    Evelyn,    s.s 409 

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

winter    navigation    posaibilities    40 

LiKhthouse  service  and  buoy  estimates  1920-21  413 

LiRhthouse    Board    of    Canada    209 

LonKshoremen's    waees    at    Prince    Rupert. 622 

Louisbui'S    drydpck,    proposed     271 

M 

Magdalen    Islands    steamship    communication.. 

327,    G63 

Mail  subsidies  and  steamship  subventions 

280,    331,    467 

Mainly  About  Marine  People  52,   91, 

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

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

Marine    casualties    durine    1919    54 

Marine    Department's    annual    report    102 

Marine  oil   engine   578 

Marine    public    works    contracts    

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

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

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

Montreal-Quebec    pilotage    district    220,  410 

Montreal    shipping    statistics    93 

Montreal    Transportation    Co.'s    sale    413 

N 

National     Association     of     Marine    Engineers 

of    Canada    157 

Naval    policy.    Dominion    Government's    263 

Navigation    on    Great    Lakes    &    St.    Lawrence 

River     628 

Navigation    regulations    on    Detroit    River 271 

Navy     League     of    Canada     163 

Newfoundland    Marine   Notes    51,    108, 

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

Newfoundland     steamship     services     683 

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

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

Northern     Alberta    navigation    414 

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


Ocean 


O 


vers    service    estimates    1920-21.. 

„„  280.    468 

Officers,   steamship,   for  ocean.    lake  and   river 

steamships    208.  270 

Ontario  and  Great  Lakes  52.   108. 

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


Panama     Canal     traffic 524,  563 

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

and     future    policy    164 

Pictou    harbor   control    transfer   .....< 327 

Piles    in    intertidal    spaces,    durability    of 222 

Pilotage    in    British    Columbia 48.    99,    272,  328 

Pilotage.    Canada    Shippins    Act    amendments  822 

Pilotage,     Montreal-Quebec     district 220,  410 

Pilotage.    St.    John.    N.B 571 

Pilotage.    St.    Lawrence    River    52 


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

48,    107.    577 

Port    Arthur    Shipbuilding    Co.'s    report 628 

Prince    Edward    Island    car    ferry    service 626 

Prince    Rupert    Drydock    &    Engineering    Co. 

suspends   operations    685 

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

Q 

Quebec    canals    suff    152 

Quebec    Province,    marine    notes    162, 

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

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

.  Quebec    Steamship    Co.'s    sale    328 

R 

Rates    increased    on    Atlantic    Coast.    Gulf   of 

Mexico    and    Great    Lakes    677 

Roumanian  goods   shipped   through   U.S.   ports  222 

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

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

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

St.    Lawrence    River    ice    conditions    219 

St.    Lawrence    River    improvements    635 

St.   Lawrence  River,  proposed  navigation  and 

and    power    dovglopment   210 

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

Sailors,     lake,     advice     to     689 

Saskatchewan   marine  notes   

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

Sault   Ste.   Marie  canals   traffic  

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

Shipbuilding — 

Australian    412 

British    220,    321,    412,  626 

Canadian  Government  Merchant  Marine  37, 

87,    •149,    205, 

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

Dominion    Government    programme    96,  277 

Dominion   Government,   buildinsr  of   18   knot 

passenger    steamships    opposed    163 

Estimates     for     1920-21     272 

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

Dominion    Government  aid   to    464 

Industry,    cost   of   operation    of   steamships, 

etc 673 

Japanese   depression    519 

United    Kingdom's    position    163.  517 

Wooden,     in     British     Columbia,     Dominion 

Government    aid    100,    276.  407 

In    Canada    for    British    Government 152 

In    Canada    for    overseas    in    1919    158 

In    Canada,    Suggested    bonussins:    of    95 

In    Scotland    in    1919    and    1920    153 

Statistics    461 

Ship    channel    estimates    for    1920-21    272 

Shipping-  - 

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

Canadian,    position    of    519 

Federation    of    Canada    169,  217 

Offices    removed   from  U.S.   to  Canada 633 

Restrictions     favoring     U.S.     ships     on     the 

Pacific     157 

Shipping,    shipbuilding,   steel   and   coal   merger 

projected 411 

Ship   owners'    rights    in    partially    built  ships 

under    liquidation    proceedings    684 

Ships — 
Added  to  and  deducted  from  Canadian  reg- 
ister    

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

Built    in    Canada    for   other    countries 94 

Registered    in    Canada    

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


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

Sorel       Government      shipyard      superintend- 
ency    101,  412 

Stanley,    s.s 220 

Steamship   inspectors — 

Canada    Shipping    Act    amendments 276,  406 

Fees    678 

Steamships    inspected — 

Collingwood    834 

Quebec    and    Vancouver    60 

Steel    plate    disposal    by    Marine    Department..  685 

Sydney,    N.S..    steamship    terminal    461 

T 

Toronto   floating    drydock    514 

Toronto    Harbor    Commission    622 

Toronto    harbor    contract 53 

Toronto    harbor    improvements    333 

Trent  Canal — 

Construction    410 

Marine    railway    operator    100 

U 

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

United  States  navigation  wages  on  the  Great 

Lakes     272 

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

Shipping    and    shipbuilding    notes    

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

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


Vancouver — 

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

Victoria — 

Dock  case  206 

Harbor   improvements   328 

Harbor  tunnel  222 

Port   of   *el» 

W 

Welland   Canal — 

Lock  gate  accidents  334,  465,  576 

Navigation   686 

Welland    Ship    Canal    construction    411,  465 

West    Indies    steamship    services 516.    633.  683 

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

Compulsory    on    ships    206 

Requirements    on    British    ships    47 

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

Bohemian,   loss  of   219 

Canadian    Volunteer,    grounding    105 

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

Chama,    stranding    690 

Chelston.    loss   of   623 

Clare   Hugo   Stinnes   I.    stranding 690 

Kdward     Pyke,     stranding    685 

Georgie.    strandine    690 

Germanicus.   stranding:  42 

Hamonic,  stranding  465 

J.    A.    McKee,    stranding    570 

Lnkeport-Howard     W..    collision    105 

Manchester    Division,    stranding    465 

Manchestx-T    Division-Tunisian,    collision 1570 

Margaret    Hackett-Brookdale    collision    523 

Metagama,    strandinsr    570 

Montreal-Henry    B.    Hall,    collision    690 

Pictou-Laurier    Pier,    collision    465 

Quebec,    stranding    466 

Prince   Albert-Prince   John,   collision   409 

Rio    Negro,    stranding    42 

I'uscarora,   strandine   570 


APPOINTMENTS  AND  BIOGRAPHICAL. 


Adams,    C.    W 

Adams,    F.    G 540 

Adams,   J.    H 

Adams,    J.    O '.A33, 

Ades.    A.    C 

Aitchison.    J.    F 
Alfred,    F.    h! 

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

Anderson,  G 

Anderson.    J 

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

.  540,   543," 

Armstrong,  J.  T 

Arthur,   H.   R lis, 

Ashdown,    J.    H. 

Audrain,   J.   A 237" 

Ayer.    L.    E 488. 


Bsiliie,    G.    M 433.  492 

Baird,     W 22 

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

Pamford.    W.    B 

379.     390.  429 

Hannerman.    J.    M 543 

Barber,    J.     H 237,  248 

Barker,    A.    C 657 

Barnett.    G.    C 22 


Barnsley.    John    412 

Barnwell.     E.     A 299 

Beardshaw,    A 185 

Beaumont.    H.    B 72,  1.59 

Becker.    W.    A 186 

Bell.    R.    H 544 

Bennett.    A.    E 601 

Bennett.    B.    H 489 

Benson,    M.    R 602,  652 

Bertie,    D 185 

Best.     T.     H 600,  662 

Bibby,    W 438 

Bigelow.     F.     C 668 

Bird.     A.     M 185 

Black.    J.    R 600 

Black.    R.    N 181 

Blackwell.    K.    W 379 

Blake,    H.    P 643 

Blake,    W.    C 543 

Boer,    G.    L 601 

Borbridge.    W 652 

Boucher.    W.    R 248 

Bourlier.     H.     C 600 

Bovard.     C 433 

Bower.   E 544 

Bowie.    E.     G 295,  299 

Brady,    F.     P 652.  657 

Bradshaw.   G 177,  185 

Brewer,    H.    H 488 


Broderick,    E 131 

Brookes,    C.    E 652 

Brophy.    G.    D 299 

Brostedt.    A 644,    •595 


..72.   119.   489,  492 


T.    J. 
T.   W. 


601 

22 


Brown.    W.    L 544 

Buchanan.    H.   G 890 

Buckworth.    A.    B.    489.  492 

Bulgin.     E.    J 545 

Buller.    F.    J 72,  600 

Bunting,    G.    E 890,  412 

Burgis,    J.    H 181.  488 

Burke.    W.    H 488 

Bumap.    R.    L -119,  131 

Bums.    T.    J 287 

Burns,    W 543 

Burpee,    F.    D •817 

Burpee,    G.    B 181 

Burr,    W.    J 248,  483 


Burrows.    Acton    •32.     85 

Butler,   F.   L ^505 

C 

Callahan.    J..    D 72 

Callaway.   W.   R 545.  601 

Campbell,     D.     R 600 

Cambie.    H.    J 177,  185 

Cameron.     J 131,  489 

Cameron,    J.    D 644 

Cameron,    J.    R 488,    •652 

Canfield.    L.    J 249 

Carey,  A.  D 390.  439,  644 

Carey,    F 600 

Carey,   F.    F 6.57 

Carleton,    R.    V 390 

Carlson.    0 132 

Carroll,    T 22,      72 

Carson.    H.    A 433 

Caswell,   J.    R.    248.   295.  299 

Cawley,    W.    F 185 

Chappell.     B.    T 644 

Chipman,    J.    R.    H 545 

Chisholm.    R 544.    652 

Chown.     A.    B 429,  433 

Clark.    F 299 

Coates.    S.    C 433 

Coleman.    D.    C 300 

Coleman,  Jas 295,   299 


Collins,    G 

483 

Connell,    J.    W 

.544. 

657 

Connolly.     W.    G 

..544, 

652 

Cooper,    D.    D'E.    .. 

,181, 

218 

Copeland,    J.    M 

890 

Corbett     J      W 

52 

Corcoran.    J.     H.     ., 

..488, 

540 

Couzens.    H.    H 

•615 

Cowan.    H.     W 

•92 

Cowie,    C.    D 

600 

Cox.    A.    E 

543 

Crabbe,    S.    W 

•237, 

248 

Cramer,    J.    L 

1K6 

Crawford.   D.   M.   .. 

429, 

438, 

543 

Crawford,     D.    T.     , 

658 

Crawford.    E 

648 

Creelman.   R 

488, 

540 

Creighton.    F.    J.    .. 

544 

Crombie.    D 

..600, 

652 

Cunningham.    J.    H. 

249 

Cunningham.   W.   A 

548 

D 

Daem,  J 

185 

Oalrymple,    J.    E.    .. 



132 

Davidson.    A 

644 

CANADIAN  RAILWAY  AND  MARINE  WORLD 


March,  1921. 


U*M<iM>n.    W     It 


A.    H 


t>*y 

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

Dohrrtjr.     W.     M 

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


«00 
S7« 
Ml 


2!ll> 


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

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

Duv«l.  J.    E.    2»7.   'SSS 

Ojw.    E.    A 249 

B 

K«»«T,    A.    H Mi 

K«rlr.     C.     K ,%44 

Eutinan.    A 'SS 

Eutxun.    W.    R.-  4SS 

Eaton.   -Sir  John   C 16.     22 

KdaWr.    G.     R .S43 

Edmonion.     W.    H IM 

Edward.    J.    D ISI 

Edward.    J.    H 24S 

Edwardi.    A.    K,       29» 

Edwarrb.    J      A 299 

Edward..    J.    H 1.11 

Ehrkr.    J «58 

Elliott,    E.    C 11».  ISI 

Elliott.    F.    S 390 

Elliott.   R.    H _.   mi 

Bvaiu.    W.    K 438 

F 

Pairfaaim.    R.    L 

B9S.    600,    '601 

Fallon.  T.   H 300 

Farley.   P.  J 600 

Fair.    B.    J 177,  18.i 

Faushnan.    B 64.1 

Fenrunon.    J 18.1.  287 

F»nni»on.   W.   A 600 

Finnlau.    W.    B 433 

FUh.   R.   H 131.  177 

Filch,    W.    A _ 438 

Fitanaurice,    W.   R.   237,   248 

Flinn,     E.    F.    ISI.  488 

Flinn.   F.   0 18.1 

FhMcge,   C.   F.   A Is.l 

FonKcr.     L.     A .140,  544 

FonUinr.    J.    E.    248 

Forpman.    H.    G .143.  COO 

Foreman.    R.   J 488.  492 

Fo««,  C.   0 493 

F<>«.    W.    C 185 

Foater.    F.    72.  181 

Fooae,    F 299 

Fowler,   G.   F.   22 

Fox,    C.    H 185.  237 

For,   F.  C 249,  658,  658 

Francia,    E 483 

Fraaer,    E.    B 185 

Freeman,    E.    .;88 

Friend.    C.    E 14s 

Fryem.   J.    M 248 


Gaboury.     A •33 

Gale.   G.   Gordon   'S* 

Gantt.    I.    W 433 

Gaudrn.    Mm.   E.    H 546 

Gayt.    H.    K 541 

Gilketvon.    W.   J 488 

Gilmour.    A.    G 543 

Ginnelly.     T 600.  658 

Olalebrook,    J 657 

Goad,     G.     N 543.   595 

Goodeve,     A.    S "658 

Goodfrllow,     F.     M 186 

Gorbell.     A.     P 657 

Gormaly.    C.    A 131.  488 

Gorman.    E.     F 546 

Gould.     F 249.   489 

Gow.    A.    H 433,    498.   600 

Cracey.    T.    J 131.    177.   185 

Grant.    Gordon    295 

Grant.     W.     H «00 

Greene.     S.     M 544.   595 

Greer.    John     546 

Grieve.     J.     M 

...248,    879,    •380,    540,   543 

Oriffln,    F 548 

Groat,   J.    H 22 

Ormit,    H.    C.    238.    248,    •295 

Gunn.    n.    R 600 

Guteliua.      F.      P 299.   658 

GuUliu..    N.    E 248 

Guthrie,    W.    C 288.  248 

Gay.    W.    M 72.  186 

Gtowiki,    C.    S 595.  600 


llarkln*. 
Ilalah.  r 
Hair.  G. 
Hall.  Gra 
Hall.  W 
HaUlrad. 
Hatnill.     I 


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

Hatrly.      W 

Hawkrn.    H.    B, 

Hawkinn.    J 

Hay.     R 

Hayden.     F.    G.     . 

Hayea.    C.    A 

Haien.     H.     T. 
Hattanl.    S. 

Head.    H.    S 

Heaman.  J.   A.  ... 

Helwn.     1,.     

Hrm»worth.    G.    M 

Hrrtilwnr.    A.    L 

Hi-rt«ber».    C.    8.    L 

Hrywn<><l.     H.      P 

Hlam.     T.     A.     119,     181, 

Hihlwrd.     G.     W 

.600. 


H     M 
8.     R. 


119 

n« 

MO 

1H« 
458 
540 
6H6 


•541, 


Hirk» 


W. 


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

Horn.  J.  M 

Howard.    C.    K. 


F.    v.. 


.429. 
.481. 
..543, 


Ho 


«rd.     W.     H. 


HuKhe 

Hulatt.     H 

Huneerford.    S.    J 

•289,  488,  541.  • 

Hunter.     W.     C 120, 

Hutrhraon,    J.     E 

Hutehinton,    F.    L 

Hyman.  T.  M.  299.  '379. 


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


248 
185 
544 


Jackaon,    J.     B 299 

Jackson.     J.     W 299 

JamicAon,    J.    L 433 

Jeffrey,     W.    R 890 

Jenkinn.    F.    J 248 

Jenney.    C.    E 544 

Johnson.    C.    Gardner    ....  221 

Johnston,    G.    F 544 

Johnston.   J.    W 6.17 

Johnston.    R.    E 544 

Johnstone.  J.  W.  N.  696,  600 


D. 


Jonen.    D.    L. 


657 
390 


643 

248 

.185,   483 
•289,  290 

%*3 

..299,  380 

185 

•I 


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

Kennedy.    D.    R 601.  657 

Krrr,    J.    .M 299 

Kilby.     W.     H 544 

Kilpatrick.     A 544 

Klnu.    Francis    ^91 

KinK.    R 299 

Klnu.    T 541,    546 

Kinir,    W.    J 181 

Kinssland.    W.     A 657 

KirkpatHck.   J 390 

Kirkpatrick,    J.    P.    488,  544 

Kirkpatrick,    W.    A 

72.     120.    248,    544,  596 


Labrecque,     A 428 

I.abrie,    C.    C 600 

l.ackey.    T.    J 185 

Ijimbkin.     H.    J 248.296 

Ijinraster,     M 548 

Ijindry.    A.    T 299 

Ijinsham.     E 488,    «67 


I.ar 


■<|Ur 


A.    A. 


I.«»h.    Z.    A. 


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

Lrtch,   A.    J 

I.«tt,    R.    C.    W. 


•91 

67 


488 

800 

488 

•5«.'  648 

548 

644 

eoo 

800 


A. 

r.  . 

'.  "w.'.' 
J 

1 ".'.. 

!;.iii. 

M 

A 

n 

rl. 

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

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


MrAdam.    R 
MrArthur. 
MrAulry,    J. 
Mrllrlde.     G 

M<-l-«rr..n. 

MrCauley.    T.    H " 

MrCa»ley.     J 

Mcnellan.l.    J. 

McCormick.    J.     H 

McCowan.    A 

Mc-Cuaiir.     D.    J 

MoCulrheon,     I 

McDonnlri.     E 

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

120.     132.     •nS.     489.     ' 

Macdonald.    J.    K 

MrDonouith.    T.    W 

McFadycn.    J 

McGettiKan,     V 

McGhee.    C.     P 

MacKillivray,     J 

MacirreKor.    J.    A 

488,    '540,    541, 

McGuire,    G.    A 

McGuire,   J.    F 299, 

Mcllroy.    W 299, 

McKay.    G.    G 654, 

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

MacNab.    J.    V 

McNauKhU>n,    A.    B 

178.    185. 

McNauKhton,     R.     F 

McNicholl.    G.    A 

McNutt,    J.    D 

Macrae,    J.    M 

McWood.    J 

Macabe,    T.    J 

Madill.     J _ 

Mamiirc 
Mahanf 
Mahon, 
Ms 


.299. 


..488. 
!.299', 


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


Mathisor 
Mathews 
Mathews 


S 489,  493 

H 601 


G 488,   .141 


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

Miller,    F.    R 

Miller,    R.    A 

Miller.    S.    H 

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

Moffatt.     T 

Mole.    H 

Montvomery.    G.    A * 

Mooney,    P 489. 

Moore,    C.    R.    296,    299. 


296 
238 
249 


«5g 
658 
493 
657 
542 


.543. 


R.    S. 


Mo 
Mo 

Mnore,  T.  J 

Morgan.    H.    M 

Morrison.     H.     K 178, 

Mome.   C.   S 380. 

Mount    Stephen,     Lord.... 

Mullins.    A.    Z 

120.     132,    489, 

Muncey,    L.    F 545,    > 

Munro.    A.    S 

Munro.    W.    I 

Mutchter.    C.    B 182, 


Napier 
Naylor 
Neal. 


N 


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

NeUon.     F.     P 481 

Nelson,     G.     L 112 

Nelson.     J.     e. 541 

NIrhol.     R.     R. Ml 

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

Nicholson.     R.      F 219.  «* 

Norman.    F.    I. U:,  597 

North.    G.    A 541 

Norton.  J.   H.  .'41 

Nowell.    C.    H 120.    131 

O 

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

O'Donnell,    J.    C •5* 

ONeal.    J.    W :    Ml 

Urttenlierser.   C     G 

182.   178.  4M 

Oshorn<.     H.    S 178 

Owens.    W.    C 185 

I* 

Parent.    S.    N 512 

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

Parkinson,    J.    H 601 

Pa;riarch.-.     A 491 

Paul.    John      545 

Peck.    J.    S 545 

Pendleton.    B 657 

Pepall,    G 189.    494 

Percy.    T.    B 91 

Perley.     G.     H 7.! 

Perry.    G.     D .MC 

Peterson.     J.     C 248 

Phillips.     Wm 

181.    178.    •179.  545 

Philp.    J.    F 546 

Pierce,     C.    J 488 

Pierce,     J.     F 131.  218 

PiKKolt.     W.    J 186 

Pitt.    W.    A 299 

Ploss.    H.    W 

132.    179.    489.    494 

Porter.    F.    R 489.  494 

Pratt.    W 548 

Prinnle.    T.    E.    P 545.  596 

Ptolemy.    W.    J 542 

Pulford.     W 182 

Purvis.    Allan    288 


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


Raeburn. 
Reid,  J. 
Richardsc 
Riddell,  I 
Ridell,  J 
sUd. 


M. 


22 


543 

645 

..Ul.  248 


Ripley. 

Rippey.    W.    N 657 

Rivers.    W.    E .143 

Pobb.    W.    D •290 

Rol>erl!<on.     D 545 

Rogers.    W.    K 249 

Roome.    G.    W 248.  412 

Rooney,    P.    A 545 

Rosevear.     A.    E 488.  542 

Ross.    W.    LeB 543.  657 

Rossetcr.    K.    S 433 

Rouleau.    L.    J 430.  433 

Kuel.    Geranl   ...239.   248.  488 

Ruhl.    H.    T 120 

Russell.    G.    M 601 

Russell.   W.   A.    B 545,  596 

Rutley.     B.    G 545 

Ruttan.    H.    N 6.14 

8 

SatTord.     H.     R 179.   185 

Sample.     F.     1 546.  .197 

Sample,     W.     H 132 

Savage.     J.     K 248,  299 

Sawyer.    W.    F 488 

Schofleld.    J 545 

Scott,    Frank    •290 

Scott.    .1.     R 545,  697 

Scott.    S.    0 488 

Seconl.    W.    K 22.     72 

Srmmrns,    E.    J 657 

Sewell.    R.    A 601 

Sharpe.    A.    E 249 

Shaw.     P.     A 543.  597 

Sheppard,    A.    A 617 

■Sims.    C.    S 299 

Skog,    C.    A 545 

Smart.    G.     E 543.  601 

Smiley,    E.    S 299 

Smith.    r>.    M 131 

Smith.    E.    F 890 

Smith.   E.    M .146 

Smith.    H.    B ^667 

Smith.    V.    G 489 

Snell.    A.    W 299 

Snyder.    A.    A 433 

Solly.    L.    H 488 

SpaHing.     J.     M 489.  494 

Snence.     H.     M 601 

Spicer,    W.    H 

132.    179.    489.  494 

Springett.     J 601 

SUpleton.     W 545 


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

.Stevenson,     I) 

Stewart,    A.    F 

Sllbbard,    C.    C 

Stitt.     W.     L.     

StoekbridBe.    U    C.    . 

Stovel.    R.    W. 

Sirachan.     W.    O.    - 

StubU.    R.    M. 

Stuart.     H.     A.     

Sludd.     H.     O.     _ 

Sturge*.    W.    J.    

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

Swan.   W.   G ' 

SwarU.    H.    C. 

Sykea.   8.   H.   


4811 
645 
239 

601 
543 
159 

657 
•218 

4H9 


Tansley.     W.                   381.  »90 

Taylor.    H.    C.                ^90.  4.10 

Tedford.     E.     E  W> 

Temple.    R.    H.     M.  601 

Thomas.    G.    M 430.  43.3 

Thompson.     M.     D 545.  597 

Thompson.    W.    H 600 

Thomson.    L.    C.    _ 

642,   548,    '111 

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

Thurber.    C.    H.    — 600 

Tiflln.    E.    597 

Tilley.    H.    F -  ••  545 

Tiadale,    A.    A.    _ 

„.    488.    644,    697,  601 

Tisdale,    F.    W.    Ml 

Tobin.    J.    A. Ml 

Tomkins.    W.    C.    1»2 

Toier.    T.    S.    **» 

Trudel.   J.    A.   648.  598 

Tnisler.    S.    U    _ «&8 

Tulley.     H.    G.    «2 

Turnbull.     T 545 

Tumbull.    W.    H.    i2 

Tomer.    F.   C.     - 489.  518 

U 

Uren.   W.   J.   —-•- 

289.   248.    •»9«.  299 

UUer,   T.    D. M.     «8 


Vanalstine,    W.    A .US 

Van  Home,  Sir  William  '17 

Va»».    John    _..120.  132 

Vaughan.    B.    C.    

488.     654.     •657 

Vaux.   G.    W - 186 

Veroneau.    L.    A.    489 

Virtu?,    O.    1 390 


Wagner.    C.   E.    

Wagstaff,    S.    G 

_..    72.    488. 

Wainwright.    C.    S 

Walkden.    W 542. 

Walkem.     H.     B 

Walker,     E.     B 

Walker.     L.     D 

Walton.    N.    B 545, 

Wanlrop.    John    

Warren.    A.   E.  488,   •492, 


Wa 


J.    J. 
H.   E. 


.249. 


655. 


WalVins 
Wat.son.    T. 

Watt.    A 

Wau7h.    Jas. 

Way.    W.    B _ 

Weatherston,    R.    J.    S... 

__ 480. 

Webber.    W 

Wheeler.    C.    A 

Wheelwright.    B.    

179.   18*. 

White.    T.    P _. 

Whittenberger.  H.  E.   .... 

120.  182. 

Wickerson.    E.    G.    „ 

Wilcox.     A 

A 239,   248. 

H.   299,    881. 


Willi 

Wilst 

Wilson.     R 

Wilson.    T.    A.    ...- 

V'ilson.     R 

Wilson.    T.    A 

Wint-nwn.    F.    A 

Wollin,    H.    B 

Wolvin.     R.     M 

Wood.    P.    O.    •488,    489. 

Woi>d.    E.    H 

Wood.    F.    G 4SS.   488. 

Wood.     G.     W 

Wooftman.     J.     M 239. 

Worby.    C.    H -248. 

Wright.    J.    A 

249.    296,    489, 


Yates,    F 646.   598.  601 

Yaten.    G.    W.    ._ „ 48S 

Voung.    H.    A.    72 

Young.    W.    R,    601 


Canadian  Railway  and  Marine  World 


January,  1920 

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

Work  Overseas. 


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


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

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

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

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


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


H.  Kendall.  M.C. 


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


to  Petit  Pont  and  Romarin. 

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

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

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

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


CANADIAN  RAILWAY  AND  MARINP]  WORLD 


January,  1920. 


..    All*   for   Ihc 

l<i  krep  in 

;  [iinrtiTS   of 

Aa    the    laihvuy    lint's    in 

•■    ronimunirntion   ort-n    wito 

!•>■     tho     Nord     Ky.    Co.    of 

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

in   ilo.Hc   touch   with   that  company.     As 

the    \nriouB    railwayv    line»    were    ready 

fur    taking   over    hy    the    unit    from    the 

Norii      Ky.,      or      the      Army      Railway 

C'oiistnirtion      Kn>rineor,    the     necessary 

station   nci  omnuHlntion   wns   provided   as 

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

10    ft.,   curruKuted    iron    or   wooden    hut, 

an    old    ruined    building,    or   on    forward 

line.s    a    dugout.      Telephones    were    in- 

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

anil  the  lines  officially  handed  over  at  an 

oi:r<-c<l   time. 

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

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

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


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

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

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


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


lucatiHl.  un   brpl.   ^ii,    lvl»,    n 

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

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


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

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

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


January,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


3 


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

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

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


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

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


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

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

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


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

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

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


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


uge   Operating   Co.    (Canadians). 

bulance   trains    and    throUKh    traffii 
through   traffic. 


R.O.I).    1169 


2-8-0  type  Baldwin 


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

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


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


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

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


CANADIAN  KAILVVAY  AND  MAKINE  WORLD 


January,  1920. 


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

■   •\nlv.     From  ('nnilirai 

wm-  tiiki'M  iiviT  nnd 

'  .11  -  <'«iiilry  -  Hu»ii;ny ; 

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

Viili'iuirnnoii;  Cam- 

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

I  hks-Ia"  Quo.tnoy.    The  lino 

'  >    to  Douai  wax  alKu  assiirn- 

ti.         :.;t,  but  it  wn«  not  found  nc- 

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

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

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

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


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

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


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

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

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


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

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

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

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

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

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

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


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


January,  1920. 


Free  and  Reduced  Railway  Passenger  Transportation. 


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

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

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

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

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

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

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

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

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

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


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

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

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

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

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


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

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

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

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

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

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

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

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

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

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

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

(e)  Railways    from    giving    free    car- 


CANADIAN  liAlLUAV  AM)  MARINK  WORLD 


January.  1920. 


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

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

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

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


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

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


Birthdays  of  Transportation  Men  in  January. 


.Many  happy  returns  of  the  day  to: — 

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

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

R.  Armstrong,  Superintendent,  Bran- 
don Division,  Manitoba  District,  C.P.R., 
Brandon,  born  at  Kingston,  Ont.,  Jan.  27, 
I86.->. 

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

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

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

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

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

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

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

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

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

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

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


born    at    Edinburgh,    Scotland.    Jan.    20, 
1864. 

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

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

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

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

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

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

John  Macrae,  Locomotive  Foreman,  C. 
P.R.,  Swift  Current,  Sask.,  born  at 
Springbum,  Glasgow,  Scotland,  Jan.  30, 
1879. 

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

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

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

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

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

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


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

Ralph  .M.  Reade,  StipcrinU-ndent,  City 
Division  and  Qucl>ec  County  Railwaya, 
Quebec  Railway,  Light  &  Power  Co., 
Quebec,  bom  at  Llanelly,  Wales.  Jan.  1. 
1868. 

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

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

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

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

1,  1865. 

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

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

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

2,  1865. 


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

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

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

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


January,  1920. 

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


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

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

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


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

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

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


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

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


The    Paris,    Lyons   and    Mediterranean 

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

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

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

Acres 

Alberta    and    Great    Waterways    Ky 187.06 

Canadian    Northern    Ry 795.4S 

Canadian   PaciOc   Ry 1.31 

Edmonton,    Dunvcean    and    British    Colom- 
bia Ry 6.95 

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

Total   946.48 


Orders  by  Board  of  Railway  Commissioners  for  Canada. 


January,  1920. 


I'.'.'O 


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rarh  Imux 
.nl  ..r  Rult. 

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Nn    oth«*r    paper    has    tjctnr 

N..>       ?.-        I, .!.,,„.,,.,».     on 


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


No 


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

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

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

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

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

25.992.  Nov.  10.— AppiDvinK  location  of  Cana- 
dian Northern  Pnciflc  Ry.  Kamloops-Vernon-Ke- 
lowna-I.umby  Prnnch.  frrjm  mile  0  to  14.28, 
I.umby  Jet.   to   l.umby.    H.C. 

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

J-,'.''M  Nov.  10.  AppnivioK  location  of  Can- 
tt'iian  Northern  Pacific  Ry.  Kamloop!i-Vemon- 
Krlnuna-I.umby  Branch  from  mile  0  to  38.26 
aouth.  and  mile  0  to  1.29  north.  Vernon  to  Ke- 
lowna.   B.C. 

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

29.014.      Nov.    IS.      AuthoriiinK    Ontario   Govem- 


ni.i.t      1,.      I. till. I      er.--    :  ■      St.- 

Marie    Branch    at    th.  .Su,|. 

I.ury   trunk    rx.ad   wni' 

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

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

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

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

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

20.019.  Nt.v  n.  ApprovinK  location  of  Eaqui- 
mall  *  Nanalmo  Ry.  Great  Central  Lake  Branch 
from  its  Alherni  Branch,  in  District  I»t  42.  at 
mile  0  to  District  IxH  204,  near  Swamp  River 
and  Great  Central  Lake  at  mile  10,  and  a  por- 
tion of  its  Spn.at  Lake  Branch  fn.m  the  Great 
Central  Lake  Branch  in  I»t  81,  to  Ixit  98,  about 
I  ''J   miles. 

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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


International  Ikiundary  on  east  tid*  of  Oaoyooa 
l.Aka. 

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

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

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

tion  at  Kamsark.  S.. 

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

mile    2.    Colonsay    Si 

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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


January,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


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


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

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

29.082.  No 
cific   Ry.   forthwith   to 
AlU. 

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

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

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

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

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

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

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

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


No 


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

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

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

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

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

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

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

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

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

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

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

29.105.  Dec.  5. — Approving  revised  location  of 
C.P.R.  Russell  Northerly  Branch  from  Sec.  10. 
Tp.  21.  Range  28.  at  mile  0  to  Sec.  36,  Tp.  22. 
Range  28.  west  principal  meridian  at  mileage. 
12.34.  // 

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

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

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

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

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

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

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

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

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


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

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

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

29.117.  Dec.  9.— Ordering  C.P.R.  to  appoint 
station  agent  at  Sylvan  Lake,  Alta.,  by  July  1, 
1920. 

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

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

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

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

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

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

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

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

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

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

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


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

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

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

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

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

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

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

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

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

29.140.  Dec.    11.  -Appr 


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

■ing   changes   in  C.P.R. 

iing    of    G.T.R.,  Wood- 


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

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

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

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


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


Week  ended  Dec.   5,    1919. 
Fort  William— 

C.P.R 

Empire     Elevator     Co 

Consolidated    Elevator    Co 

Ogilvie  Flour  Mills   Co 

Western  Terminal  Elevator  Co 

G.   T.    Pacific   

Grain  G'jwcrs'  Grain  Co 

Fort   William   Elevator   Co 

Northwestern  Elevator  Co 

Port  Arthur- 
Port    Arthur   Elevator   Co 

Sask.    Co-op.    Elevator   Co 

Canadian    Government   Elevator   

Thunder    Bay    

Davidson   and   Smith   

Eastern-Richardson     

Vancouver  Can.   Gov't.  Elevator 

Total  public  terminal  elevators... 

Saskatoon   Can.    Gov't.   Elevator 

Moose  Jaw   Can.    Gov't.   Elevator 

Calgary   Can.    Gov't.    Elevator 

Total  Interior  Terminal  Elevators.. 


Depot   Harbor 

Midland— 

Abenleen    Elevator   Co 

Midland    Elevator    Co 

Tiffin,  G.T.P 

Port    McNicoIl    

Goderich— 

Elevator  and   Transit  Co 

Port  Colborne —    ' 

Maple  Leaf  Milling  Co.,  Ltd 

Montreal — 

Harbor  Commissioners  No.  1  and  2.. 

Montreal   Warehousing   Co 

Ogilvie  Flour  Mills   Co 

Quebec    Harbor    Commissioners 

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

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

Halifax,   N.S 


146.746 
229.681 
614.822 
264,697 
440,590 
369.264 
297,059 
186,939 
452.220 

408.021 
646,893 
115,510 
330,960 
100,770 
303,588 
2,649 


33.274 
109,839 

35.837 
108.898 

42,749 
160,514 
171,358 
109,386 

16,007 

326,588 
165,347 
66,664 
263,235 
84,138 
57,858 
28,169 


99,288        

163,491  14,077 

66,743  40,779 

41,116  

15,141  24,355 

37,503  13,071 

128,491  

16,587  8,900 

257,965  43 


26,796 
18,276 

4,047 
29,089 

6,927 
14,208 
40,876 

5,400 
69 


306,104 
535,364 
762,228 
443,800 
629,762 
694,660 
632,784 
317,212 
493,306 


175,704 
81,068 
23,190 

115,169 
27,720 
44,342 
1,368 


151 
23,613 
57,542 
7,919 


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


340,365 
1,536,343 


311,551 

299,740 

1,461,836 

1,926,808 

257,402 

913,300 

4,442,675 

1,701,281 

1,059,799 

548,126 

471,406 

90,512 

101,835 


432,793  1,538 

198,970  6,066 

327,691  17,382 

969,454  24,976 


6,626 
182 


991,329 
47,262 


489,086 
56,887 
47,860 
47,860 
76,555 


23,460 
41,082 


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

Total    Quantity   In    Store 

tCom. 


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


41,206  951,669 

11,706  923,627 

4,409  267,316 

7,682  724,866 

212.628 

29,653  442,960 
32,181 

240,243  8,166,255 

894,646 

t3,671 

1,270  556.948 

5,629  1,887,227 

10,670  3,837,720 

173,775 

62,857  928,428 

164,492  1,150,665 

1,461,838 

3,006,265 

304,664 

913,300 

1,297  4,967.481 

l,7«8,79ft 

1,059,799 

590,986 

671,410 

90.512 

142,917 

228,646  17,120,828 

479,459  28.623,803 


10 


TANADIAN  KAILW  AV  AND  MAKINK  WORLD 


January,  1920. 


Aerial   Transportation   Notes. 


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

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

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

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

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

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

H.  W.  Brodic,  General  Passenger 
Agent,  C.P.R.,  Vancouver,  is  reported  to 
have  said  Dec.  15,  that  the  hydroplane 
will  displace  the  ferry  transportation  be- 
tween the  mainland  and  Vancouver 
Island  within  the  next  few  years  and  that 
the  possibilities  of  aircraft  developments 
will  make  transportation  companies  think 
twice  before  embarking  in  building  or 
buying  additional  steamships  for  such 
8er%ices. 

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

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


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

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

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


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

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

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


Lotbiniere  and  Megantic  Railway  Bought  by  Domin- 
ion Government. 


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

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

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

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


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


January,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


11 


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

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

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

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

PassenKer    earninKS    $  6.167.78 

Freight  and  switching 35.324.22 

Oth.r    earnings    1.1.00     $41,507.00 

Expenses — 

Maintenance    of    Ways    and 
Structures     $11,821.11 

Maintenance  of  equipment..     4.279.26 


Traffic    (Expenses 411.00 

Transportation    13,817.79 

General    expenses   6,675.40     (35,907.56 

Net   operating   eaminRS $  6,699.44 

Deductions.^ 

Taxes      t      900.00 

$  4,699.44 
Corporate   Income — 

Rentals    .'. $  2,106.96 

Net  income  $  2,592.48 

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


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

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

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


Conservation  of  Lumber  in  Farm,  Street  and  Highway  Crossings. 


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

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

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


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

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

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

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

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

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

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


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

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

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

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

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

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

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

$25.45 
Planking     for    a     similar    crossing    would    cost 
$56. 
Single   track— 

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

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

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

$11.96 
Planking     for    a    similar    crossing     would    cost 
$28. 

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

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

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

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

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

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


12 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


January,  1920. 


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

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

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

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

Oil  to  vonr  *U  mi.  ri..  at  IM« I.M 

tu.n 

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

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

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

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

t*M 
Planklna  for  a  almllar  rniaaliw  would  coat  1211. 

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

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

In   BUtomatie   sii^nal   or   electric   track 

:rcuit  territor>-,   insulate   the  rail   on  all 

:<ides,  except  the  head,  by  the  application 

of  asphalt  or  similar  insulating;  material. 

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

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

Make  a  concrete  mixture  of  clean  small 


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

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

Coat  for   formula  3   at   1918  prina: 
Double  track — 

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

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

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

$29.46 
PlankinR  for  a  similar  croaainff  would  coat  $56. 
SIrkIc  track — 

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

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

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

$18.96 
PlankinR  for  a  similar  crossing  would  cost  $28. 


Disallowance  of  New  Brunswick  Railway  Legisla- 
tion Asked. 


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

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


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

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


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

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


The  Engli.sh  Channel  Tunnel 
Project. 

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


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


January,  1920. 


13 


The  Railway  Association  of  Canada's  Organization. 


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

The  Constitution  is  as  follows: 

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

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

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

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

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

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

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


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

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

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

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

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

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

Bylaws — Following  are  extracts  from 
the  bylaws: 

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


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

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

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

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

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

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

The  Railway  Association  of  Canada. 

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

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

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

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

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

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


It 


CANADIAN  RAILWAY  AND  MAIUNK  WORLD 


January,  1920. 


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

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

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


I'rriiiflont.  CJ'.K. 

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


The  Knd  of  Year  One  of  Canadian  National  Railways. 

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


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

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

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

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

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


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

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


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

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

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


Proposed   Windsor-Detroit   Bridge. 


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

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

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

Acres. 

Albrrta    mn<\    Gnp»t    WaUrwrnm    Ry _ 65.10 

ranmliiin    Northrm    Rj _ „ I6S.00 

Edmonton,    Dunvrsan   and   Britiah   Colnmbta 
By «.l- 


ToUI 


,.2»«.27 


January,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


15 


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


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


Canadian  Pacific  Railway  Construction,  Betterments, 

Etc. 


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


The   Prince   of   Wales   saying   goodby 


The  Prince  is  shown 
civilian  clothes) 
illustration. 


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

talking   to  Constable   C.   Rippington. 

s   talking    to  Constable   R.    Beresford. 


Colborne 


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

Conductor   R.    Dort   is   also   shown    in    the 


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

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

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


bairn,  Chief  Engineer,  Montreal. 

Fredericton  Station — A  press  report 
states  that  the  C.P.R.  proposes  to  build 
a  new  station  at  Fredericton,  N.B.,  and 
that  the  plans  provide  for  a  brick  and 
stone  building  at  an  estimated  cost  of 
.$50,000. 

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

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

Russell,  Man.,  northerly,  mile  0  to  12; 
grading  23%  completed;  Northern  Con- 
struction  Co.,  Winnipeg,  contractors. 

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

Lanigan,  Sask.,  northeasterly,  mile  0 
to  50;  grading  5''r  completed. 

Wyniark,  Sask.,  easterly;  mile  0  to  25; 
grading  27%   completed. 

Milden,  Sask.,  easterly;  mile  0  to  .34; 
grading  15%  completed. 


Consul,  Sask.,  easterly;  mile  0  to  30; 
grading,  419'o  completed. 

Leader,  Sask.,  southerly;  mile  0  to  25; 
grading  46%  completed. 

Acme-Drumheller  line,  Alta.;  mile  0  to 
;i7;  grading,  22%c  completed. 

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

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

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

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

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

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

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

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

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

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


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


16 


January,  1920. 


Mainly  About  Railway  People  Throughout  Canada. 


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

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

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

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

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

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

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


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

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

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


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

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

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

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

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


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

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

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

2  Service  Company,  and  in  Sept.,  1918, 
to  No.  16  Field  Company,  Canadian  En- 
gineers, as  second  in  command  and  sailed 
from  Vancouver,  B.C.,  for  Siberia  with 
that  company,  Oct.  11,  1918,  this  beinp 
the  only  enpineerinp  unit  with  that  force. 
During  service  in  Siberia  the  company 
was  engaged  chiefly  on  water  supply, 
building  and  repairing  barracks,  roads, 
etc.  He  returned  to  Canada  in  June, 
1919. 

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

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


January,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


17 


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

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

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

W.  D.  .Matthews,  grain  merchant,  a 
C.P.R.,  director  who  died  at  Toronto,  May 
24,  1919,  left  an  estate  valued  at  $2,- 
291,000. 

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

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

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

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

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

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

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

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

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

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

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


The  Farmers'  Policy  on  the  Na- 
tional Railways. 


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


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

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

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

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


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


Canadian  National  Railways 
Earnings. 


1919  1918- 

January    $  6,744.018  $  4,696,667 

February    6,000,342  4,421,504 

March    „ 6,827.491  6,710,660 

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

May  _ __ _„ 7,618,244  6,580,745 

June    _ 6.009,685  6.868.864 

July 7.657.402  5.733,299 

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

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

October     9.389.795  8.480.468 

November     8.739,4.57  7.836,384 

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


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


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

Increasesor 
Gross         Expenses  Net         decreases 

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

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

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

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

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

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

Deer $      440,516     

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


Grand  Trunk  Railway  Earnings, 
Expenses,  Etc. 


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

Increases  or 
Gross         Expenses  Net         decreases 

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

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

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

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


European    Rolling  Stock    Building — A 

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


IS 


January,  1920. 

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


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

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

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

Canadian      Niagara      Bridge      Co. — A 

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

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

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


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

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

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

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

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

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

Lacombe   and     North    Western     Ry. 

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

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

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


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

Normandin  Farmers  Railway  Co. The 

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

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

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

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

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


January,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


19 


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

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

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


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


Railway  Rolling  Stock    Orders  and 
Deliveries. 


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

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

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

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

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


Whccl    (0-6-0)    SwitchinK   Locomoti 


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

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

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

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


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

Toronto,  Hamilton  and  Buffalo  Ry. — In 

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


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

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


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

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

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

Leiieth   over  end  sills 36   ft. 

Width  over  side  sills 8  ft.   11   Ins. 

Width    inside 8   ft.   2   in. 

Heitrht  from  rail  to  top  of  cupola 15  ft. 

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

Hcisrht.  top  of  rail  to  center  of 

drawbar 2  ft.   10%  in. 

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


20 


CANADIAN  KAILWAY  AND  MARINE  WORLD 


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


January.  1920. 


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

i.<-nirth   overalls jj  (^    ,  »  ,,   . 

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

HtlrM.  top  or  nil  to  tap  of  mrm 

•nifU..  .„      ._ u   f^_   I   |„ 

H'liiht,   rail  lo  top  of  cupola 14  fL 

WMlh  OUT  wln«a.  ntrndcd |«  ft. 

h>ln-nw   width,   niiwil.  9  f(_   (|^   j„ 

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

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

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

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

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


Traffic  Orders  by  Board  of  Railway  Commissioners. 


Free  and    Kedurcd    Kailway    Passenger 

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

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

1.  In  schedules  which  show  the  rates 
opposite  the  station,  the  proper  symbol 
to  be  shown  against  each  rate,  or  each 
rule  or  regulation,  changed. 

2.  In  schedules  in  which  the  rates  ap- 
pear in  a  table  separated  from  the  station 
list:  (a)  Unless  the  station  groupings 
have  been  varied  relatively  to  their 
rates;  the  proper  symbol  to  be  shown  in 
the  rate  table  in  the  manner  prescribed 
in  sec.  1  hereof;  (b)  if  the  station  group- 
ings have  been  varied  relatively  to  their 
rates;  the  proper  symbol  to  be  shown 
affainst  the  reference  on  the  station  page 
to  the  rate  table  and  against  each  rule 
or   regulation  changed. 

Provided  that  if  it  is  found  impractic- 
able in  a  certain  case  to  indicate  changes 
by  cither  of  the  methods  herein  prescrib- 
ed, application  may  be  made  to  the  board 
accompanied  by  a  printer's  proof  of  the 
propo.sed  schedule,  for  relief  from  the 
provisions  of  this  order  in  such  case. 

And  it  is  also  ordered  that  the  char- 
acter of  the  .schedule  be  shown  at  the 
top  of  the  title  page,  thus:  "Advance." 
"Reduction,"  "Reissue,"  "New  Rate  or 
(Rates)"  and  so  on.  as  the  ca.se  may 
be.  And  it  is  further  ordered  that  order 
lfi.900.  June  27,  1912.  b<-  rescinded. 
fJ.T.P.R.  Coal   Freight  Charges. 

29,102.  Dec.  h,  I'.ilii.  Re  complaint  of 
Great  West  (\>a\  Co..  Brandon,  .Man., 
against  freight  charges  assessed  by 
Crand  Trunk  Pacific  Ry.  on  a  car  of 
coal  shipped  from  Drumheller  to  Ray- 
more,  Snsk..  and  afterward  diverted  to 
Punnichy.  .Sask.  Upon  hearing  the  com- 
jilnint     at     \Vimii>,-i-      \-.,v      ],>■,_     \f)\9.    in 


the  presence  of  counsel  for  the  railway 
company  and  a  representative  of  the 
complainant  company.  It  is  ordered  that 
the  complaint  be  dismissed. 

Free  Return  TranNporUtion  for  Live 
Stock  Shippers. 
29.110,  Dec.  12.  1919.  Re  complaint  of 
executive  boards  of  Western  Live  Stock 
Shippers'  Association  and  Winnipeg  Live 
Stock  Exchange  against  cancellation  by 
the  Canadian  Pacific.  Canadian  Northern 
and  Grand  Trunk  Pacific  Railways  of  all 
free  return  transportation  for  live  stock 
shippers  west  of  Port  Arthur,  to  take 
effect  Feb.  1,  1916;  and  order  24,673, 
Jan.  22,  1916,  suspending  such  tariffs. 
In  pursuance  of  the  provisions  of  the 
Railway  Act.  1919,  sees.  45.  345  and  347, 
it  is  ordered  that  order  24,673,  Jan.  22, 
1916,  suspending  the  tariffs  therein  spe- 
cified, be  rescinded;  this  order  to  come 
into  force  Jan.  1,  1920. 

C.P.R.  Class  Freight  Rates. 

29.1.32,  Dec.  11,  1919.  Re  C.P.R.'s  pro- 
posed tariff  of  class  freight  rates  between 
stations  west  of  North  Bay  to  Mackenzie 
and  Sault  Ste.  Marie,  Ont.,  and  stations 
in  Canada  east  of  North  Bay,  on  C.P.R. 
and  connecting  railways.  Upon  its  ap- 
pearing impracticable  to  indicate  the 
rate  changes  by  symbols,  as  required  by 
order  16,900,  June  27th,  1912;  it  is  order- 
ed that  the  C.P.R.  be  relieved  from  com- 
plying with  the  requirements  of  the  said 
order. 

Car  Demurrage  During  Winnipeg  Strike. 

29.1.34.  Dec.  9.  1919.  Re  application  of 
Winnipeg  Board  of  Trade  for  an  order 
determining  whether,  or  to  what  extent, 
the  Car  Demurrage  Rules  shall  apply  in 
connection  with  delays  to  cars  due  to  the 
general  strike  in  Winnipeg  during  May 
and  June.  1919.  Upon  hearing  the  ap- 
plication at  Winnipeg,  Nov.  15,  1919,  the 
Winnipeg  Board  of  Trade,  Empire  Sash 
&  Door  Co..  Imperial  Oil  Co..  Blackwood 
Limited.  K.  L.  Drewry  Limited,  Canadian 
Manufacturers'  Association.  Canadian 
Car  Service  Bureau,  and  Tees  and  Persse 
being  represented  and  what  was  alleged 
the  railway  companies  affected  consent- 
ing; it  is  ordered  that  the  demurrage 
toll  to  be  charged  by  railway  companies 
in  connection  with  delays  to  cars  at  Win- 
nipeg due  to  the  general  strike  in  Win- 
nipeg, from  May  15  to  the  fifth  day  after 
its  termination,  viz..  July  1.  1919.  both 
dates  inclusive,  be  $1  a  car  per  day. 

(irand  River  Railway  Passenger  Fares. 

•29,145,  Dec.  12.  1919.  Re  application 
of  Grand  River  Ry..  for  authority  to  file 
tariffs  providing  for  a  general  advance 
in  tolls  for  the  carriage  of  passengers  in 
the  same  manner  and  to  the  .same  extent 
as  permitted  by  the  board  in  the  ca.se  of 
steam  railways.  Upon  reading  what  is 
filed  in  support  of  the  application,  it  is 
ordered  that   the  company   be  authorize<l 


to  increase  iu  sUndard  maximum  fare 
for  the  carriage  of  ixia.Hengers  to  2^~bc 
a  mile;  iiuch  increased  fare  not  to  U-come 
effective  until  the  company  has  complied 
with  the  requirement*  of  the  Railway 
Act,  1919.  se<-.  3.34. 

Coal  liaadlinR  Fa«iliti«H  at  OlUwa. 

29,161.  De<.  17.  1919.  Re  application 
of  O  Reilly  &  H.langcr  for  an  order  un- 
der sec.  312,  316.  317.  319  and  320  of  the 
Railway  Act.  directing  the  G.T.R.  to 
provide  reasonable  ami  proper  facilities 
for  unloading,  handling,  storing  and  de- 
livery of  the  applicants'  coal  at  the  coal 
trestle  erected  upon  the  railway  com- 
pany's lands  in  iU  sUtion  yards  at  Isa- 
bella St..  Ottawa,  and  for  mandatory 
orrler  directing  the  railway  company 
forthwith  to  terminate  an  agreement  or 
lease,  in  respect  to  the  said  coal  trestle, 
dated  Oct.  25.  1916,  made  between  the 
railway  company  and  the  Coal  Trestle 
Co.  Ltd.;  upon  hearing  the  application  at 
Ottawa.  Dec.  2,  1919.  in  the  presence  of 
counsel  for  applicants  and  the  railway 
company,  it  is  ordered  that  the  applica- 
tion be  refused. 


Steam  Railway  Track  Laid  in  1919. 


The  following  is  a  preliminary 
ment  showing  new  track  laid  on 
railways  during  1919: 

Alberta  and  fircat   Waterway.   Ry. — 

MilcaKc    276.90    to    2M.50 _ „ 

Canadian   National   Rjt.. — 

Thundprhjil    branch.    Sa>k 

Swift  Current  branch.   Sask 

Melfort-Humboldt  line.  Saak 

Luck    I<ake   branch.   Sask 

Hanna-Mrdicine  Hat   line.    Alta 

Oliver-St.   Paul  de  Metis  line.  lAta 

Peace   River   line.    AlU 

Vancouver   Island  line — 

.MilraKe  2t..'.9  to  .-,2.48 


State- 
Steam 


6.M 

1T.4( 
1Z.M 

OM 
l>.7t 
48.ST 
S6.6T 

4.S* 

Z7.g4 


ise.so 

•Dolly    Varden    Mines   Ry.— 

Dolly  Vardon  .Mines  to  Alice  Arm.  B.C.  18.00 
*Lacombe  and   North  Western   Ry. — 

From  near  Bentley  to  Rimbey.  Alta...  17  00 

Pacific  Great  Eastern   Ry.— 

Lone    Butte    near    Home    Lake    to    Deep 

Creek   near  Soda  Creek.  B.C 82.00 

.     Total    tM.M 

*  Approximate. 

The  Canadian  National  Rys.  graded 
261.10  miles  on  17  branch  lines  during 
1919  in  the  prairie  provinces,  and  grad- 
ed approximately  40'^'r  of  the  mileage  of 
the  Kamloops  -  Kelowna  -Vernon-  Lumby 
line  in  British  Columbia.  Track  was  laid 
on  158.46  miles  on  seven  of  the  prairie 
branch  lines.  In  addition  6.75  miles  of 
second  track  was  laid  near  Munspn,  Alta., 
in  the  Drumheller  coal  mining  region. 

While  the  Canadian  Pacific  Ry.  did  not 
lay  track  on  any  new  lines  during  1919, 
it  put  under  contract,  eight  branch  lines, 
or  extensions,  totalling  213  miles,  in 
Manitoba,  Saskatchewan  and  Alberta,  on 
which  grading  is  reported  to  be  from  5rc 
to  56Cf  completed. 


Canadian    Collieries    (Dunsmuir)    Ltd. 

Reorganization — A  London,  Eng.,  cable 
of  Dec.  5.  states  that  a  plan  of  reorgan- 
ization for  this  company  has  been  drawn 
up,  and  that  a  meeting  of  shareholders 
to  sanction  it  will  be  held  Jan.  19.  The 
plan  it  is  said  will  virtually  hand  over 
the  property  to  the  bondholders.  The 
company  a  Mackenzie-Mann  one  was  in- 
corporated .\pril  8,  1910,  and  acquired 
the  capital  stock  and  coal  interests  of 
the  Wellington  Collien,'  Co..  and  James 
Dunsmuir  on  Vancouver  I.«land,  B.C. 
The  property  includes  the  Wellington 
Colliery  Ry.  The  liabilities  include 
$15,000,000  of  capital  stock.  $10,000,000 
of  funded  debt  and  $2,599,885  accrued 
bond  interest. 


January,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


21 


Canadian  National  Railways  Construction,  Better- 
ments, Etc. 


Sydney  Terminal  Facilities — A  press 
report  states  that  Mr.  Gregory,  of  the 
Dominion  Government's  engineering  staff 
has  been  in  Sydney,  N.S.,  taking  some 
soundings  near  the  old  government 
wharf,  and  running  ♦some  levels  in  the 
vicinity  of  Victoria  Parl<,  in  connection 
with  some  projected  improvements  of 
the  railway  and  shipping  terminal  facili- 
ties. The  report  states  that  the  govern- 
ment has  all  the  necessary  data  on  hand 
for  the  construction  of  the  terminals,  and 
it  is  expected  that  tenders  will  be  called 
for  shortly  for  the  work  to  be  done.  The 
governnient  is  said  to  have  provided 
$100,000  in  the  estimates  for  the  erection 
of  a  new  wharf  to  replace  the  old  one  de- 
stroyed by  fire  some  years  ago.  The  con- 
struction of  railway  facilities  with  the 
report  states,  involve  an  additional  ex- 
penditure of  $500,000. 

St.  John  Improvements — A.  P.  Barn- 
hill,  one  of  the  C.P.R.  directors  on  re- 
turning to  St.  John,  N.B.,  Dec.  5,  after 
attending  a  meeting  of  the  board  in  To- 
ronto, is  reported  to  have  said:  "The  im- 
portant matter  now  for  St.  John  is  not 
so  much  the  railway  service  as  terminal 
facilities  for  ocean  business.  The  rail- 
way service  is  here  but  we  still  lack  fa- 
cilities adequate  for  the  ocean  business 
which  must  soon  come  here.  In  answer 
to  my  representations  that.  St  John  is 
entitled  to  consideration  in  the  allotment 
of  steamships  equal  to  that  given  to  any 
other  port,  the  fear  has  been  expressed 
that  there  will  be  congestion  at  this  port, 
that  is,  that  the  facilities  are  not  ade- 
quate for  the  steamships  which  are 
scheduled  to  arrive  here.  While  I  am 
assured  by  the  harbor  master  and  by 
others  having  knowledge  of  our  facilities 
that  these  are  adequate  for  the  present 
year,  yet  it  is  apparent  that  they  must 
be  greatly  increased  at  once  to  take  care 
of  the  business  of  the  immediate  future." 

West  River,  Lachute  Bridge — The 
Board  of  Railway  Commissioners  has  au- 
thorized the  rebuilding  of  the  railway 
bridge  across  the  West  River,  Lachute, 
Que. 

Brockville  Terminal  Facilities — The 
old  Brockville,  Westport  and  Northern 
Ry..  now  a  part  of  the  Canadian  Na- 
tional Rys.,  had  its  southerly  terminus 
at  Brockville,  Ont.,  with  terminal  yards, 
etc.  Npw  that  the  G.T.R.  is  about  to  be 
taken  over  by  the  Dominion  Government, 
an  arrangement  is  reported  to  have 
been  concluded  under  which  the  G.T.R. 
terminal  facilities  will  be  utilized  for 
both  lines.  It  is  also  reported  that  a 
new  station  may  be  built  and  the  ter- 
minal  facilities  enlarged. 

Whitefish  River  Bridges— The  Board 
of  Railway  Commissioners  has  authorized 
the  building  of  bridges  over  the  White- 
fish  River,  at  miles  18.9,  20.3  and  21.6, 
North  Lake  Subdivision,  Ont. 

Oakland  Extension — The  Board  of 
Railway  Commissioners  has  authorized 
the  building  of  the  extension  of  the  Oak- 
land line  across  23  highways  in  Mani- 
toba. 

Amaranth  Extension — The  Board  of 
Railway  Commissioners  has  approved  lo- 
cation plans  for  the  Amaranth,  Man.,  ex- 
tension, through  Tps.  21  and  22,  range 
11  and  12,  west  principal  meridian,  mile 
59.49  to  69.73,  and  has  authorized  the 
building  of  the  line  across  highways  be- 
tween those  points. 


Kamsack  Station — The  Board  of  Rail- 
way Commissioners  has  ordered  the  com- 
pletion of  additions  and  alterations  to 
Kamsack,  Sask.,  station  by  May  15. 

Oliver-St.  Paul  de  Metis  Branch— A 
press  report  states  that  track  has  been 
laid  to  the  north  end  of  Cache  Lake,  mile 
98.5  from  Oliver,  in  Sec.  31,  Tp.  59, 
Range  12,  west  of  4th  meridian,  Alta. 
From  this  point  to  St.  Paul  de  Metis,  21 
miles,  grading  is  reported  to  be  prac- 
tically completed,  but  owing  to  shortage 
of  rolling  stock,  the  track  will  not  be 
laid  at  present.  Ballasting  is  reported 
to  have  been  completed  from  mile  38.9  to 
98..").  A  station  has  been  built  at  Rad- 
way  Centre,  mile  43.  A  station  and  stock 
pens  have  been  built  at  Sinoky,  mile  65, 
and  a  freight  shed  and  stock  pens  at 
Cache  Lake. 

Peace  River  Branch — Track  lying  was 
reported  to  be  in  progress  on  the  exten- 
sion of  the  line  from  Sangudo,  Alta.,  in 
the  direction  of  Peace  River,  early  in 
Dec,  1919.  The  line  has  been  in  opera- 
tion for  some  years  between  Peace  River 
Jet.,  36  miles  westerly  of  Edmonton,  to 
Sangudo,  31  miles,  and  grading  was  com- 
pleted in  1913  to  Whitecourt.  This  grad- 
ing was  repaired  during  the  summer  of 
1919.  Material  for  laying  15  miles  of 
track  was  reported  to  be  on  the  right  of 
way  at  the  end  of  Nov.,  1919,  and  it  was 
expected  that  rails  for  an  additional  18 
miles  would  be  secured  from  Ranfurly, 
Alta.,  on  the  main  lino,  whei-e  60  lb. 
rails  have  been  replaced  by  85  lb.  rails. 

Kamloups  -  Vernon  -  Kelowna  -  Lumby 
Branch — The  route  map  of  this  branch 
shows  a  line  from  Kamloops  Jet.,  on  the 
north  site  of  the  Thompson  River,  en- 
tering Kamloops  by  a  bridge  over  the 
river  and  proceeding  along  the  south 
bank  for  several  miles,  then  turning 
south  and  east,  passing  by  Monte  Lake 
and  reaching  Armstrong,  then  almost 
directly  south  to  Vei-non,  and  passing  by 
the  west  side  of  Long  Lake,  and  the 
east  side  of  Woods  Lake,  reaching  Ke- 
lowna, on  Okanagan  Lake.  From  Lumby 
Jet.,  just  south  of  Vernon,  a  branch  runs 
easterly  to  Lumby. 

The  Board  of  Railway  Commissioners 
has  approved  the  location  of  the  follow- 
ing sections  of  the  branch:  Mile  14.23  to 
32.96  to  56  east  of  Kamloops  Jet.;  mile 
66  to  88.22  east  of. Kamloops  Jet.  From 
Lumby  Jet.  to  Lumby,  mile  0  to  14.23; 
from  Lumby  Jet.,  north  to  Vernon,  1.29 
miles,  and  from  Lumby  Jet.,  south  to 
Kelowna,  33.26  miles.  These  approvals 
cover  the  entire  line  with  the  exception 
of  a  section  between  Kamloops  and  mile 
14.23,  east  of  Kamloops  Jet.,  and  between 
mile  88.22  (near  Armstrong)  and  Vernon. 
The  management's  desire  is  said  to  be 
to  link  up  its  line  with  and  to  obtain 
running  rights  over  the  C.P.R.  between 
the  points  named.     (Dec,  1919,  pg.  658). 


Flin  Flon  Mine  and  Projected  Railway 

— A  Winnipeg,  Man.,  report,  Dec.  18, 
states  that  nothing  further  has  been  done 
in  connection  with  the  proposed  sale  of 
the  Flin  Flon  mine  near  Pas,  Man.,  to 
Hayden  Stone  &  Co.,  of  Boston.  Hon. 
E.  Brown,  Treasurer  of  Manitoba,  stated 
that  the  present  financial  situation  is  re- 
sponsible for  the  delay  in  the  sale,  but 
added  that  a  sale  would  be  made  in  the 
future  though  not  necessarily  to  Hayden 
Stone  &  Co. 


Arrangements   for   Acquisition  of 
G.T.R.  by  Dominion  Government. 

A  meeting  of  G.T.R.  shareholders  will 
be  held  in  London,  Eng.,  in  the  middle  of 
January,  to  ratify  the  agreement  between 
the  company  and  the  Dominion  Govern- 
ment, for  the  acquisition  of  the  G.T.R. 
system.  In  referring  to  this,  the  Lon- 
don Times  says  that,  while  nobody  will 
pretend  that  the  government  has  been 
generous,  the  terms  are  better  than  at 
one  time  seemed  probable,  so  on  the 
whole  the  arrangement  must  be  regard- 
ed as  satisfactory,  and  that  it  renders 
safe  something  like  $70,000,000  to  $80,- 
000,000  of  British  capital  invested  in 
Canadian  railways. 

It  is  said  that  in  the  arbitration  pro- 
ceedings between  the  Dominion  Govern- 
ment and  the  G.T.R.,  in  respect  to  the 
acquisition  of  the  G.T.R.  system,  the 
G.T.R.  will  be  represented  by  W.  H.  Big- 
gar,  K.C.,  Vice  President  and  General 
Counsel;  F.  H.  Phippen,  K.C.,  Toronto; 
A.  W.  Atwater,  K.C.,  Montreal;  and 
Eugene  Lafleur,  K.C.,  Montreal. 


The  Timiskaming  and  Northern 
Ontario  Railway's  Future. 

In  the  course  of  a  recent  trip  to  Cobalt 
and  other  points  in  Northern  Ontario, 
Hon.  E.  C.  Drury,  Premier  of  Ontario, 
received  several  delegations  who  present- 
ed for  his  consideration  matters  connect- 
ed with  the  future  of  the  Timiskaming 
and  Northern  Ontario  Ry.  In  reply  to 
what  was  suggested  he  is  reported  to 
have  intimated  at  Cobalt,  Dec.  8,  that 
the  Ontario  Government  might  suggest 
the  acquisition  of  the  T.  and  N.O.R.  by 
the  Dominion  Government.  The  T.  and 
N.O.R. ,  running  from  North  Bay  to  Coch- 
rane, connects  the  Grand  Trunk  lines  in 
old  Ontario,  which  are  to  be  acquired  by 
the  Dominion,  with  the  National  Trans- 
continental Ky.,  which  the  Dominion  now 
has.  The  Canadian  National  Railways 
system  now  has  running  rights  over  the 
T.  and  N.O.R.  The  Ontario  Government 
railway  might  be  considered  a  useful  ad- 
dition to  the  national  system  if  it  could 
be  acquired  on  satisfactory  terms. 

An  Ottawa  dispatch  of  Dec.  9,  stated 
that  the  Ontario  Premier's  suggestion 
did  not  occasion  any  surprise  in  govern- 
ment circles  there,  and  that  the  opinion 
was  that  such  a  proposition  would  be 
favorably  received. 


Curtailment  of  Canadian  Train  Ser- 
vice— In  connection  with  the  coal  short- 
age in  the  United  States,  which  affected 
the  supplies  for  Canada,  and  the  general 
curtailment  of  the  train  service  south  of 
the  border,  a  very  genei-al  withdrawal 
of  trains  was  put  in  effect  by  Canadian 
lines  Dec.  1,  and  on  subsequent  days  up 
to  Dec.  10.  The  last  and  most  import- 
ant train  to  be  affected  was  the  C.P.R. 
fast  train,  Trans-Canada  Limited,  which 
was  taken  off  Dec.  31.  The  trains  af- 
fected were  mostly  local  ones  although 
some  having  U.S.  connections  were  cut 
off  to  suit  the  curtailments  south  of  the 
border  line.  The  G.T.R.  is  reported  to 
have  had  about  90  trains,  and  the  C.P.R. 
35  trains  cut  off.  For  the  convenience 
of  Christmas  traffic,  most  of  the  trains 
cut  off  were  operated  temporarily  on 
Dec.  24,  25  and  26.  With  the  settlement 
of  the  strike  in  the  United  States,  the 
possibilities  of  the  restoration  of  all  the 
services  is  looked  for,  but  it  is  reported 
that  it  will  take  at  least  two  months  to 
clear  up  the  situation  created. 


I  ANADIAN  KAII.W  AV  AM;  MAHiNK  WOULD 


January.  1920. 


i  raiisporlation  Appuintments  Throug^hout  Canada. 


<  nnadian  National  Rtr.— T.W.BROWN. 

hrrctofiin-  Koniliiiaxtpr,  Mu<<knka  and 
Orillia  Su>Mlivi<(inn,  Toronto,  who,  as  an- 
nounced in  otir  lust  issuf,  was  transfor- 
rotl  to  other  siT\icf.s,  has  sinct-  rosijrnod. 

T.  r.AKHdI.I,  has  l)ocn  appointed  Su- 
pervisor of  Work  Equipment,  with  jur- 
isdiction south  of  the  St.  Ijiwrcncc  River. 
Headiiunrters,   Moncton,  N.B. 

C.  I".  DISNKY,  formerly  in  the  Bridge 
neiuirtnu-nt.  Intercolonial  Ry.,  Moncton, 
N.B..  and  more  recently  in  military  ser- 
vice overseas,  has  been  appointed  acting 
Bridjre  Knjrinet-r,  Kastern  Lines,  Cana- 
dian Northern  Ky.,  vice  W.  I'.  Chapman, 
who  has  been  granted  leave  of  absence, 
at  the  expiration  of  which  he  will  leave 
the   service. 

("..  F.  FOWLER,  City  PasscnRcr  AKont 
llumiltiin.  Ont.,  has  resigned  to  enter 
White  Star  Line's  service  at  Toronto. 

J.  M.ACGILLIVRAY,  formerly  Man- 
a>:er,  and  afterwards  Receiver,  Inverness 
Coal  &  Ry.  Co.,  Inverness,  N.S.,  is  now 
attached  to  the  office  of  the  General  Man- 
ager, Western  Lines,  C.N.R.,  Winnipeg, 
and  is  handling  special  work. 

W.  F.  SECORD  has  been  appointed 
Super\'isor  of  Work  Equipment,  with 
jurisdiction  north  of  the  St.  Lawrence 
River.     Headquarters,  Toronto. 

Canadian  i'acific  Ry. — SIR  JOHN 
EATON,  President,  The  T.  Eaton  Co. 
Ltd.,  Toronto,  has  been  elected  a  di- 
rector of  the  C.P.R.,  succeeding  the  late 
W.  I).  .Matthews. 

H.  L.  .McKE.AN.  heretofore,  Soliciting 
FreiKht  .^Kent,  has  been  appointed 
Travellinjr  Freight  Agent,  St.  John,  N.B., 
vice  J.  P.  Doherty,  resigned  on  his  ap- 
pointment as  Port  Agent,  Canadian  Gov- 
ernment Merchant  Marine,  Ltd.,  St.  John, 
N.B.,  as  announced  in  our  last  issue. 

Lieut.-Col.  BLAIR  RIPLEY,  C.B.E., 
D.S.O.,  formerly  Engineer  of  Grade  Se- 
paration, North  Toronto,  later  in  mili- 
tary service  overseas,  has  been  appointed 
Engineer,  Ontario  District,  vice  A.  L. 
Hertzberg,   retired.     Office.  Toronto. 

T.  D.  UTLEY,  heretofore  Car  In- 
spector and  relieving  Car  Foreman,  Swift 
Current,  Sask.,  has  been  appointed  Car 
Foreman,  Weyburri,  Sask.,  vice  F.  C. 
Reid,  transferred  to  Vancouver,  B.C. 

Canadian  Pacific  Ocean  Services  Ltd. — 
W.  B.\IRU,  General  Agent,  Liverpool, 
Eng.,  has  been  appointed  General  Pas- 
senger Agent  for  Europe.  Office,  Liver- 
pool, Eng. 

E.  T.  STEBBING,  heretofore  Passen- 
ger .Manager,  Liverpool,  Eng.,  has  re- 
turned to  his  former  position  as  General 
Agent,  Passenger  Department,  New 
York. 

Grand  Trunk  Pacific  Ry.— ,1.  T.  ARM- 
STRONG, heretofore  Chief  Dispatcher. 
Biggar,  .Sask.,  has  been  appointed  Chief 
Dispatcher,  Edmonton,  Alta.,  vice  C.  H. 
Brown,  whose  appointment  as  Assistant 
Superintendent,  Edmonton,  Alta.,  was 
announced  in  our  last  issue. 

G.  C.  BARNETT.  heretofore  Road- 
master,  Biggar  to  Wainwright,  Biggar, 
Sask.,  has  been  appointed  Roadmaster, 
Biggar-Calgary,  and  Battleford  and  Cut- 
knife  Branches,  Biggar,  Sask.,  vice  A. 
Rinistad,  transferred. 

J.  H.  GROAT  heretofore  Assistant  Su- 
perintendent.  Edmonton  Alta.,  has  been 


a|>pointed  Chief  Dispatcher,  Biggar, 
•Siisk.,  vice  J.  T.  Armstrong,  traniiferred 
to  E<lm<intan,  Alta. 

A.  RI.MSTAD,  heretofore  Roadmaator, 
Biggar-Calgary  and  Battleford  and  Cut- 
knife  Branches,  Biggar,  Sask.,  has  been 
appointed  Roadmaster,  Biggar  to  Wain- 
wright, both  inclusive,  Biggar.  Sask.,  vice 
G.  C.  Barnett,  transferred. 

W.  H.  TURNBl'LL,  has  been  appoint- 
ed locomotive  foreman,  Biggar,  Sask., 
vice  J.  A.  Moran,  resigned. 


Canadian   National  Kailway.*- 
Concert,  Etc. 


Staff 


The  Canadian  National  Railways,  To- 
ronto olTice  staff"  held  a  social  evening 
recently,  which  included  a  concert  and 
dance.      During     the     evening     a     hand- 


C.    p.   Dimiry. 

ActiriK   Bridge  Enicinecr.   Eastern   Lines.   Canadian 

Northern   Railway. 

soniely  illuminated  address  was  present- 
ed to  the  President,  D.  B.  Hanna,  read- 
ing as  follows: — 

"We,  the  employes  of  the  Toronto  of- 
fices of  the  Canadian  National  Rys.,  take 
this  opportunity  of  conveying  to  you  an 
expression  of  our  united  loyalty,  devo- 
tion and  affection.  We  realize  the  great 
task  you  have  undertaken  as  President 
of  one  of  the  largest  publicly  owned  en- 
terprises in  the  world  and  that  the  un- 
failing loyalty  and  support  of  all  your 
employes  are  necessary  to  make  this  an 
unqualified  success.  We  know  that  ef- 
ficiency is  the  keynote  to  the  ultimate 
success  of  the  Canadian  National  Rys., 
and  with  your  wonderful  example  of 
courage  and  devotion  to  duty  always  be- 
fore us  we  wish  to  assure  you  that  our 
great  aim  will  be  to  assist  you  in  mak- 
ing the  service  of  this  great  railway  one 
hundred  percent  efficient  and  sincerely 
hope  that  you  may  be  spared  to  serve 
for  many  years  as  its  President.  'Heaven 
keep  ye  free  frae  care  and  strife  till  far 
ayont  fourscore.'  " 


.Mr.  Ilanna,  in  replying,  aaid  he  woa 
at  a  Ions  for  words  to  reply  to  iiuch  a 
tentimonial  and  that  it  wan  something 
he  w-ould  treasure  more  highly  than  any- 
thing else  which  could  have  been  given 
him,  and  would  l>c  handed  down  to  hia 
family  as  an  heirloom.  While  he  did 
iiot  require  the  address  to  assure  him 
of  the  esprit  de  corps,  loyalty  and  devo- 
tion existing  between  the  employes  of 
the  Canadian  National  Rys.  an<l  himself, 
for  he  already  had  found  it  through  years 
of  service  together,  he  appreciated  this 
expression  of  it  more  than  he  could  tell. 


Railways  Taken  Over  by  Dominion 
Ciovernment. 


Following  is  a  list  of  railways  which 
have  been  acquired  by  the  Dominion  Gov- 
ernment, since  Aug.  1,  1914,  and  now 
operated  as  Canadian  National  Railways, 
the  dates  mentioned  being  those  on  which 
they  were  taken  over: — 

Owned    Line*: 
International   Ry.  uf  New   Brunswick.  Auif.    1.  1914 
N.'w    Brunswick    and    Prince    Edward 

I«land    Ry _ _....Au«.  »1.  1»U 

M.incton   A    Burtouche  Ky _ „.Jun«  I.  1918 

Salisbury    A    Albert    By July   1.  1918 

Klirin    &    Haveloek    Ry.._ lune  1.  1918 

.St.    Martins    Ry June  1.  1918 

York    A    Carleton    Ry June  J,  1918 

Quebec    A   Sairuenay    Ry Sept.  1.  1919 

Hudson    Bay   Ry Oct.  1, 1918 

ContrelM   Line*: 
Canadian   Northern    Rys.   System Nov.  20.  1918 

Leased    Lines : 

St.  John  A  Quebec  Ry Jan...I.  1916 

Vale   Railway    May  1.  191S 


Dominion  Engineering  and   Machinery 

Co.  Ltd.,  has  been  incorporated  under 
the  Dominion  Companies  Act  with  auth- 
orized capital  of  $3,000,000  and  office  in 
Montreal,  to  carry  on  the  business  of 
general  engineers  and  contractors  for 
the  construction  of  public  and  private 
works  and  a  variety  of  other  businesses 
incidental  thereto.  The  provisional  are 
L.  H.  Ballantyne.  F.  G.  Bush,  G.  R.  Dren- 
nan,  H.  W.  Jackson,  and  M.  J.  O'Brien, 
Montreal.  In  connection  with  the  an- 
nouncement of  the  incorporation  of  the 
company,  there  also  appeared  notice  of 
the  passing  of  a  bylaw,  numbered  21,  in- 
creasing the  number  of  directors  from 
.5  to  12.  The  bylaw  was  passed  at  a 
meeting  of  directors  Dec.  8,  and  the  no- 
tice is  signed  by  F.  G.  Bush,  Secretary. 


Department  of  the  Naval  Service. 
NOTICE  OF  SALE 

SEALED  TENDERS  addrrunl  to  the  ander- 
siirned  and  endor^ied  on  the  envelope  'Tender  for 
C.G.S.  Thirty-Thrre."  will  be  rvcei\-ed  up  to  noon 
of  Thursday,  the  22nd  day  of  January,  1920.  for 
the  purchase  of  the  steamer  •"Thirty-Three."  a« 
she  now  lies  at  Halifax. 

The  lenitth  of  this  vcasel  is  80'.  1*.  arou  ton- 
naice  '9.  resistered  tonnare  U,  H.P.  21,  with  a 
speed  of  approximately  9  knots  and  is  constructed 
of  steel. 

Full  particulars  and  permission  to  inspect  may 
be  obtained  on  application  to  the  undersiKned.  or 
to  the  Captain  Superintendent  H.M.C.  Dockyard. 
Halifax.    N.S. 

G.  J.   DESBARATS. 
Deputy  Minister  of  the  Naval  Service. 

Department  of  the  Naval  Service. 
OtUwa.   December  27.   1919. 
Unauthorised   publication  of   this  notice  will   not 
be  paid  for. 


January,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


23 


CanadianRailwaj 

MaririeWorld 


Devoted   to  Steam  and   Electric   Railway. 
Marine,    Shipbuilding    and    Railway,    Harbor    and 

Canal   Contractors'    Int^resbs. 
Official   Orcan   of   variooa    Canadian    Transporta- 
tion Associations. 
Published  on  the  first  of  each  month. 


ACTON   BURROWS,  LIMITED       -       Proprietor, 
70  Bond  Street,  Toronto,  Canada. 


ACTON    BURROWS, 

ManaffinE   Director  and   Editor-in-Chief. 

AUBREY    ACTON    BUKROWS     -     SecreUry   and 

Business  Manager. 


Associate  Editors 
John  Keir  and  Donald  F.  Kt 


United    States    Business    Repreaentatlve. 
A.  Fenton  Walker.  143  Liberty  St..  Ne 

Member  of 
Associated     Business     Papen, 
Audit  Bureau  of  Circulations 
Canadian     Press     Association, 


Authorized  by  the  Postmaster  General  for  Can- 
ada, for  transmission  as  second  class  matter. 

SUBSCRIPTION  PRICE,  including  postage  any- 
where.  $2  a  year  in  advance. 

SINGLE  COPIES,  26  cents  each,  inelndinK  poat- 
age. 

The  best  method  of  remittting  is  by  express  or 
post  office  money  order.  If  remittance  is  made 
by  cheque,  15  cents  should  be  added  to  cover  cost 
of  collection  unless  cheque  is  payable  at  par  ia 
Toronto  or  Montreal. 

NOTICE  TO  ADVERTISERS. 
ADVERTISING  RATES  furnished  on  application. 
ADVERTISING  COPY  must  reach  the  publiahen 
by  the   10th  of  the  month  preceding  the  date  of 
publication. 

TORONTO.  CANADA,  JANUARY,  1920. 


PRINCIPAL  CONTENTS. 

Appointments.  Transportation  22 

Birthdays    of    Transportation    Men 6 

Board   of   Railway   Commissioners, — ■ 

Orders    by.    Summaries    of 8 

Traffic    Orders    20 

Canadian    National    Rys..    Construction 21 

End  of  the  Year  One 14 

Canadian    PaciBc    Ry.,    Construction 15 

Steel   Hopper   Grain   Car 26 

El^^ic   Railway   Department   28  to  36 

jJPadian  Electric  Railway  Association's  An- 

<9nal    MeetinK    32 

Freight  and  Passenger  Rate  Increases 35 

Hydro    Electric    Power    Commission    of    On- 
tario's   Electric    Railway    Projects 29 

Montreal     Tramways     Co.'s    Snow    Fighting 

Work    30 

Projects,     Construction,     Etc 34 

Sandwich,    Windsor    and    Amherstburg    Ry. 

Sale    31 

Taxation    of   Substructures   and   Superstruc- 
tures   in    Ontario    28 

Track    Laid    in    1919 36 

Wages  Working  Conditions,  Etc 31 

Express  Companies.   Among  the 54 

Lumber    Conser\ation    on    Crossings 11 

Mainly    About    Railway    People 16 

Marine    Department    37    to  54 

British    Columbia    Pilotage 48 

Bunkering    Re<^ulation3    53 

Canadian      Government     Merchant     Marine, 

Operation,    Etc 37 

Customs     Requirements     re     Coastwise     En- 
tries,   Etc 53 

Merchant  Shipping    (Canadian)    Losses  Dur- 
ing   the    War 49 

St.    Lawrence    Winter   Navigation    Possibili- 
ties      40 

Shipbuilding.    General.   Throughout   Canada..  43 

Winter  Moorings  of  Canadian  Vessels 50 

Wireless   Telegraphy  on    British   Ships 47 

Premier's    Address    to   a    Railway    Brotherhood  7 

Railway   Association   of   Canada 13 

Railway    Development    18 

Railway   Earnings 17 

Railway    Finance.    Meetings,    Etc 28 

Railway   Legislation   in    New   Brunswick 12 

Railway    (58th    Broad   Gauge)    Operating  Com- 
pany's   Work    Overseas 1 

Railway  Rolling  Stock  Orders  and  Deliveries....  19 

Railway  Track  Design  and  Manufacture 24 

Railway  Track   Laid   in    1919 20 

Railway  Transportation.  Free  and  Reduced 5 

Telegraph.   Telephone   and   Cable  Matters _  54 


President  Hanna's  Christmas  Mes- 
sage to  Officers  and  Employes. 

D.  B.  Hanna,  President,  Canadian  Na- 
tional Rys.,  issued  the  following,  Dec.  24: 
"To  officers  and  employes: — In  this 
Christmas  message  I  desire  to  express 
my  hearty  appreciation  of  the  co-opera- 
tive efforts  of  officers  and  employes  who, 
with  pratifyinpr  results,  have  worked  hard 
to  make  the  first  year  of  the  Canadian 
National  Rys.  one  of  progress  and  suc- 
cess. During  the  new  year  let  us  keep 
up  the  good  work  and  show  that  govern- 
ment owned  railways  in  Canada  can  be 
operated  efficiently.  I  do  not  believe  that 
personal  incentive  and  ambition  are  elim- 
inated from  the  make-up  of  our  officers 
and  employes  because  they  work  for  the 
government.  You  may  rest  assured  that 
the  opportunities  for  promotion  are  yours 
and  that  good  w^irk  will  be  recognized 
and  rewarded.  In  a  spirit  of  goodwill 
I  extend  the  wish  that  a  full  measure  of 
happiness  be  yours  at  this  Christmas  sea- 
son and  that  wellbeing  attend  you 
throughout  the  new  year." 


Collection  and  Compilation  of 
Transportation  Statistics. 

As  foreshadowed  in  previous  issues  of 
Canadian  Railway  and  Marine  World,  the 
collection,  compilation,  etc.,  of  railway, 
canal,  express,  telegraph  and  telephone 
statistics  carried  on  formerly  in  the  Rail- 
ways and  Canals  Department,  by  Comp- 
troller of  Statistics,  J.  L.  Payne,  has  been 
tran.sferred  to  the  Trade  and  Commerce 
Department's,  Dominion  Bureau  of  Sta- 
tistics, where  it  will  be  carried  on  under 
the  direction  of  the  Dominion  Statistician 
and  Comptroller  of  Census,  R.  H.  Coats, 
B.A.  The  following  staff  have  been  trans- 
ferred from  the  Railways  and  Canals  De- 
partment to  the  Dominion  Bureau  of 
Statistics,  viz.:  J.  S.  Woodill,  clerk,  rail- 
way statistics;  S.  L.  T.  McKnight,  clerk, 
canal  statistics;  C.  B.  Robinson,  clerk, 
telephone  and  telegraph  statistics;  F.  L. 
Kemp,  clerk.  .1.  L.  Payne,  Comptroller 
of  Statistics,  Railways  and  Canals  De- 
partment, has  not  been  transferred,  and 
it  is  said  that  he  will  have  no  further 
connection  with  the  work  he  has  car- 
ried on  heretofore. 

In  June  and  again  in  Oct.,  1919,  the 
Civil  Service  Commission  issued  the  fol- 
lowing notice  inviting  applications: — A 
railway  accountant  for  the  Transporta- 
tion Division  of  the  Dominion  Bureau  of 
Statistics,  Department  of  Trade  and 
Commerce,  at  an  initial  salary  of  $3,000 
a  year.  Candidates  must  have  a  thorough 
knowledge  of  railway  accounting  and  sta- 
tistics in  their  various  phases,  based  on 
experience  in  large  railway  accounting 
office,  preferably  head  office  of  Canadian 
railway;  they  must  be  qualified  by  educa- 
tion and  training  to  undertake  original 
investigations  in  different  aspects  of  c()st 
accounting.  The  position  requires  initia- 
tive and  resourcefulness,  as  well  as  first 
hand  knowledge  of  existing  railway  ac- 
counting systems. 

We  are  officially  advised  that  G.  S. 
Wrong,  of  Toronto,  has  been  appointed 
to  the  position.  He  was  in  the  Hydro 
Electric  Power  Commission  of  Ontario's 
service  up  to  May,  1918,  when  he  en- 
listed and  he  returned  to  the  commis- 
sion's sen'ice  after  demobilization. 


Railway  Finance,  Meetings,  Etc. 

Canadian  National  Rys. — There  has 
been  deposited  with  the  Secretary  of 
State  at  Ottawa  duplicate  original  of  a 
deep  of  collateral  trust  and  mortgage 
dated  Oct.  1,  1919,  between  the  Canadian 
Northern  Ry.,  the  National  Trust  Co., 
and  the  Crown,  securing  certain  5%% 
guaranteed  secured  notes  of  the  Cana- 
dian Northern  Ry. 

There  has  been  deposited  with  the  Sec- 
retary of  State  at  Ottawa,  duplicate  or- 
iginal of  lease  and  assignment  made  be- 
tween the  Canadian  Northern  Rolling 
Stock  Co.  and  the  Canadian  Northern 
Ry.,  and  the  Gerard  Trust  Co.,  dated 
Nov.  29,  1919,  supplementary  to  a  lease 
and  assignment  dated  May  1,  1919,  in 
connection  with  the  Canadian  Northern 
Equipment  Trust,  Series  C,  1919. 

The  Guelph  Jet.  Ry.'s  net  earnings  for 
the  last  financial  period  of  l.'J  weeks, 
were  reported,  Nov.  26,  to  be  to  $20,- 
67.5,  out  of  which  the  directors  authoriz- 
ed the  payment  of  a  dividend  of  $19,975 
to  the  City  of  Guelph,  Ont.  The  total 
amount  paid  to  the  city  for  the  last  fin- 
ancial year  was  $69,700,  or  14% '/c  on 
the  capital  stock  held  by  the  city.  For 
the  preceeding  financial  year  the  city  re- 
ceived $61,569.86.  The  line  which  ex- 
tends from  Guelph  Jet.  to  Guelph,  is 
leased  to  the  C.P.R. 

Ottawa  Terminals  Ry. — Following  are 
the  directors  for  the  current  year: — 
President,  H.  G.  Kelley;  Vice  President, 
W.  D.  Robb;  Vice  President  and  Treasur- 
er, F.  Scott;  other  directors: — J.  E. 
Dalrymple,  R.  S.  Logan,  W.  IT.  Biggar, 
all  being  G.T.R.  officers. 

Timiskaming  and  Northern  Ontario 
Ry.: 

Passenger   earnings    t  81.561.37     $  50,704.37 

Freight  earnings   233,167.82       204,219.57 

Total  earnings   $314,729.19     $264,923.94 


Grain  Inspected  at  Western  Points. 


The  following  figures,  compiled  by  the 
Dominion  Bureau  of  Statistics,  show  the 
number  of  cars  of  grain  inspected  on 
railways,  at  Winnipeg  and  other  points 
in  the  western  division,  for  Nov.,  1919, 
and  for  two  months  ended  Nov.  30,  1919, 
and  Nov.  30,  1918,  respectively: 

2  mons.  to  2  mons.  to 
Nov., 
1919 

C.N.R 6,848 

C.P.R 12,296 

G.T.P.R 3,169 

G.N.R.   (Duluth)    ....  73 


ov.  30, 

Nov.  30, 

1919 

1918 

22,593 

20.107 

86,890 

86,665 

10.056 

7,619 

413 

652 

Total    22,386 


69.952 


64,848 


English    Railways   Freight   Rates  are 

reported  to  have  been  advanced  recently 
from  60  to  70%. 


Smoke  From  Railways'  Stationary 
Plants— The  Board  of  Railway  Commis- 
sioners issued  the  following  circular, 
Nov.  26,  1919:— Complaint  has  been  made 
to  the  board  of  serious  nuisance  arising 
in  cities  by  reason  of  the  befouling  of 
the  atmosphere  by  dense  or  opaque 
smoke  emitted  fro  mthe  stationary  plants 
of  railways  in  such  municipalities.  The 
board  desires  to  be  informed  by  the  rail- 
way companies  subject  to  its  jurisdiction, 
within  .30  days  of  the  date  of  this  cir- 
cular, whether  they  are  agreeable  to  the 
issuance  of  a  general  order  extending  the 
application  of  general  order  18  to  sta- 
tionary plants,  and  requiring  that  such 
stationary  plants  be  equipped  so  as  to 
prevent  the  unnecessary  and  unreason- 
able emission  of  dense  or  opaque  smoke, 
failing  which  a  hearing  of  all  parties 
involved  will  be  held  and  a  decision  arriv- 
ed at  in  the  matter. 


24 


January,  1920. 


Railway  Track  Design  and  Manufacture. 


The   objwrt  of   thi.n   |i«p<T  in   tn  outlini- 
in   a*    fow   wordii   a.i    poKnihU-    tho    nU-pn 
taken    to    ovcrconio    diftlcultio.i    in    track 
consttniction.  that  have  ari»fn  from  tinu- 
to  time,  in  an  endeavor  to  keep  |>aco  with 
the   inrrea5e<i  loads  and  speedR  so  neccB- 
aary  to  modem  civiliiation.     It  would  bo 
impossible  to  irive  any  detail  and  I  trust 
these  few  words  may  irive  sonic  idea  of 
tho  ne<-e5sity   of   having   more  co-opera- 
tion between  manufacturer  and  user.  Our 
United  States  friends  have  several   well 
known    track   societies,   and    their   publi- 
cations and  standards  are  practically  ac- 
cepteil  lis  standard  in  Canada.     This  niny 


n>    W.  K.  L.  UytT.  A.M.K.U\  .Montreal. 

ment  than  bridges,  wat^'r  works  ami 
sewers  combined,  the  subject  is  well 
worth  consideration,  but  in  this  short 
(taper  it  would  be  impossible  to  ko  into 
any  detail  and  the  chief  points  of  inter- 
est only  will  be  dwelt  on. 

The  word  tramway  is  of  Scandinavian 
origin  and  primarily  means  a  beam  of 
wood,  where  the  first  reference  was  made 
in  15,').').  In  lowland  Scottish  "tram"  was 
used  both  as  a  beam  of  wood,  and  spe- 
cifically of  such  a  beam  employed  as  the 
shaft  of  a  cart,  and  in  some  places  to- 
day the  name  is  still  piven  to  wheeled 
vehicles   used  for  carrying  coal   in   min- 


_i 

u 
u 
r 
$ 

NAIL 


FI6.I 


FIRE 


FI6.4.. 


FI6.5. 


fiae. 


116.7 


FI6.8. 


116.9. 


Fi(.  I.   Plair  rail.   i;«T.  c»l  iron.  Fit.   4.   HlrinKcr    rail   without   sroovr.  FiK.  7.   Bridie  rail.    IH3T.  92   lb. 

Pis.  t.   Bdxr  rail,   ITHS,  caal   iron.  Fie.   5.      LivtMy   rail.  Fif.   S.    Double   head    rail,    IS3T. 

Fie.  3.  Slrinifr  rail,  ISOO.  Fix.  6.  Flat  botlom  rail,  1830,  3e  lb.  Fie   9.   Bull   head   rail. 


have  its  ndvantaees,  as  it  saves  us  any 
responsibility,  but  on  the  other  hand  it 
does  away  with  the  possibility  of  de- 
veloping our  own  ideas,  which  are  usually 
turned  down  until  they  revert  back  from 
other  sources.  This  iloes  not  seem  rea- 
sonable and  it  looks  as  though  the  Rn- 
frineerini;  Institute  of  Canada  mi(;ht  take 
this  into  consideration  alonK  with  its 
other  worries.  To  brinK  this  point  be- 
fore you,  I  may  say  that  the  proper  con- 
struction of  track  and  the  efficient  and 
economical  maintenance  involve  the 
science  of  enirincerini;,  although  broadly 
it  is  not  recoirnizcd  as  such. 

Of  the  three  recojrnized  staKcs  havinfr 
to  do  with  tracks  in  service,  either  con- 
struction or  maintenance  are  as  much 
cntrineerinK  as  that  of  track  location, 
and  when  one  considers  that  track  and 
roadbed  represent  a  much  larger  invest- 


ing. "Tramway"  therefore  is  primarily 
either  a  way  made  with  beams  of  wood 
or  one  intendetl  for  the  use  of  "trams" 
containing  coal.  The  usage  of  today  has 
converted  the  meaning  into  the  form  of 
electric  traction  as  applied  to  city  traf- 
fic and  with  which  we  arc  all  familiar. 

There  has  been  considerable  experi- 
mental work  done  since  the  first  beams 
of  wood  were  used  to  lighten  the  labor 
of  hauling  loads,  and  it  was  not  till  1767 
that  attempts  were  made  to  use  bett«'r 
wearing  materials,  and  build  on  a  more 
permanent  basis.  The  first  rails  were 
made  of  cast  iron  about  It  ft.  long,  the 
section  at  the  middle  being  shown  as  in 
fig.  1,  and  tapering  in  depth  to  the  ends, 
thus  making  each  rail  a  small  girder. 
The  rails  were  placed  6  ft.  between  the 
flanges,  which  ser\-ed  the  double  purpose 
of    keeping     the    wheels     in     place    and 


strenKthening  the  casting.  This  rail  wax 
not  satisfactory  to  the  general  public 
who  found  difficulty  in  crossing  the 
flanges,  and  in  17K5t  the  edge  rail  shown 
in  fig.  2  was  tried,  the  wheel  being  kept 
in  place  by  guards  of  either  blocks  or 
timbers.  "This  rail  was  used  extensively 
as  it  did  away  with  the  faults  of  the 
first   experiment. 

About  IHOO  a  complete  change  of  de- 
sign was  required,  owing  to  the  intro- 
duction of  flanged  wheels.  The  first 
flanged  wheels  had  a  tread  of  Hi  in. 
which  probably  established  the  standard 
track  gauge  of  4  ft.  8';*  in.,  as  used  by 
us  today,  the  first  flanged  rails  having 
been  laid  5  ft.  between  flanges  as  men- 
tioned above.  Improved  methods  of  man- 
ufacture allowed  of  rolled  rails  beini: 
made  about  1820.  These  rails  were  sup- 
plied in  18  ft.  lengths,  weighing  2.8  lb. 
per  yard  and  of  the  section  shown  in 
fig.  .'],  the  rails  being  spiked  to  longitu- 
<linal  ties.  This  rail  was  not  satisfac- 
tory, owing  to  vehicle  wheels  catching 
in  the  groove  and  the  design  was  altered 
to  fig.  4,  which  section  was  u.sed  exten- 
sively on  American  roads. 

Fig.  5  shows  the  first  step  in  obtaining 
vertical  stiffness  combined  with  side  spik- 
ing. 

Important  developments   in  rails  were 
rapid   owing  to   increase  in  wheel  loads, 
due  to  the  introduction  of  steam  traction 
and  briefly  were  as  follows: 
Flat     boHom     rail    Iflir.    61.    introducrd     in     1S3«, 

wpiRht  S6  lb. 
UriilKc  mil   (fiir.  7).   introduced  in   1837. 
Double    headed    rail    (ftic.    8).    introduced    in    18t7. 
Bull   head  rail   (  Ak.  9).  intnMluced  in    1S40. 

The  combination  of  the  flat  bottom  and 
bull  head  rails  gave  the  T  rail,  as  used 
today.  The  girder  rail,  as  u.«ed  on  public 
right  of  way,  was  first  patented  in  1859 
and  successfully  rolled  in  1877. 

Rail  joints  have  been  the  chief  source 
of  revenue  to  patent  attorneys  for  a 
number  of  years  and  it  is  difficult  to  find 
two  people  with  the  same  ideas  as  to 
what  a  joint  should  be.  The  evolution 
of  joint  fastenings  has  advanced  thD||Kh 
four  stages:  1,  Spikes  at  the  end  of  »iu1. 
2.  The  chair,  which  maintained  the  ends 
of  the  rail  in  alignment  and  ser%'ed  as  a 
bearing  plate  on  the  joint  tie.  '^,  The  fish 
plate,  which  kept  the  rail  in  alignment 
and  gave  partial  support  to  the  head.  4, 
The  angle  bar,  which  combining  the  fea- 
tures of  the  fish  plate,  effected  a  great 
improvement  in  both  the  vertical  and  hor- 
izontal stifTness  of  the  joint  and  gener- 
ally speaking  is  the  universal  joint  fast- 
ening of  today. 

F.xperiments  are  being  continually 
tried  to  eliminate  the  joint  by  welding 
and  casting,  but  the  results  obtained 
have  up  to  the  present  not  been  of  such 
a  nature  as  to  warrant  a  wholesale  adop- 
tion. One  of  the  largest  Canadian  elec- 
tric railways  has  developed  a  joint  which 
is  giving  very  satisfactory  results;  their 
method  being  to  bolt  up  the  plate  as 
tight  as  possible  with  plates  slightly 
staggered.  The  plate  is  then  electric 
welded  top  and  bottom  to  the  rail. 

This  does  away  with  bonding  tho  track 
and  tests  show  a  perfect  joint  after  se- 
vere service.  To  tike  care  of  expansion 
split  points  are  introduced  at  proper  in- 
t«'rvals. 

The  total  cost  of  joints  as  described  is 
about  $:?  each  for  rails  weighing  80 
lb.  per  yard  and  increasing  in  proportion 
to  the  weight  of  rail. 


January,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


25 


In  practice  the  length  of  splice  bars 
varies  from  20  in.  to  48  in.  A  splice  less 
than  26  in.  is  considered  short  and  one 
exceeding  ;i2  in.  in  length  is  considered 
long.  The  objection  to  a  long  splice  bar 
is  that  when  bolted  up  tight  proper  ex- 
pansion is  not  allowed,  whereas  if  bolted 
loose,  there  will  be  trouble  very  shortly 
with  loose  joints. 

One  method  of  overcoming  bad  joints 
is  either  to  mitre  the  railends  about  55° 
or  to  lap  the  joints.  The  cost  of  this 
method  would  be  prohibitive  on  straight 
track,  but  on  special  work  this  practice 
is  usually  followed  by  manufacturers, 
especially  when  crossings  are  made  of 
manganese  steel  and  from  my  experience 
it  is  about  the  most  satisfactory  way. 
I  have  checked  over  several  lap  joints 
after  18  months  service  and  could  not 
find  any  additional  wear. 

The  roadbed  embraces  the  foundation 
or  earth  support,  the  fill,  and  lastly  the 
track.  We  are  only  interested  in  this 
paper  in  the  roadbed  in  so  far  as  it  al- 
lows proper  support  for  the  tracks  and 
that  is  one  thing  that  should  have  con- 
sideration. 

Diamond  crossings  are  made  extra 
heavy,  to  withstand  excessive  strain,  but 
railways  still  continue  to  treat  the  foun- 
dation for  the  crossings  as  though  there 
were  no  undue  strains,  with  the  result 
that  in  a  number  of  cases  failure  of  the 
track  is  due  to  failure  of  the  foundation. 
Little  extra  expense  would  be  occasioned 
to  put  in  a  solid  concrete  foundation  at 
these  points,  with  ties  properly  cushioned 
with  2  in.  stone  and  the  life  of  a  crossing 
would  be  increased  in  many  cases  at 
least  25' r.  This  point  is  well  worth  ex- 
perimental work  as  I  know  one  case  of  a 
crossing  failure,  due  to  foundation  being 
too  weak  to  stand  the  strain,  and  satis- 
factory results  were  obtained  by  making 
a  reinforced  concrete  foundation  at  that 
point. 

Special  Work  of  Electric  Railways — It 
is  safe  to  say  that  no  railway  has  ever 
been  built  that  has  not  had  a  piece  of 
track  that  required  some  special  pi'epar- 
ation  other  than  that  given  to  plain, 
straight  track  before  it  could  be  laid  in 
place.  It  may  further  be  stated  that  no 
two  street  intersections  have  the  same 
angle  combined  with  similar  manhole  lo- 
cations and  that  railways  delight  to  lay 
tracks  so  that  curves  will  run  through 
diamond  crossings.  It  is  of  course  im- 
possible to  change  location  angles  to  any 
extent,  but  it  should  be  possible,  with 
co-operation  between  engineers  in  charge 
of  gas,  water,  conduit  and  other  depart- 
ments to  arrive  at  some  standards  of 
manhole  location.  Most  systems  have  a 
considerable  percentage  of  their  track- 
age made  up  of  curves,  crossings, 
switches,  etc.,  and  as  they  are  made  spe- 
cifically to  fit  given  locations,  they  are 
called   "special   work." 

The  possibility  of  standardizing  inter- 
section work  is  practically  impossible, 
although  several  spasmodic  attempts 
have  been  made  from  time  to  time,  and 
manufacturers  and  railway  engineers 
have  agreed  that  switches  and  mates  be 
standardized  for  length  and  radius  and 
that  each  manufacturer  be  allowed  to 
supply  his  own  designs;  without  doubt 
this  makes  a  very  satisfactory  arrange- 
ment. 

It  is  stated  by  some  authorities  that 
in  tracks  made  with  rails  of  5  in.  or 
under,  all  curves  over  500  ft.  radius  may 
be  'sprung  in"  and  that  for  heavier  rails, 
such  as  girder  rails,  all  curves  of  1,000 
ft.  and  over  may  be  sprung.  I  am  in 
favor   of  all   curving   being   done   either 


with  power  benders  or  a  crow,  as  curves 
from  sprung  rails,  after  one  year  ser- 
vice, usually  show  angle  joints. 

The  first  special  work  manufactured 
was  made  with  as  small  a  radius  as  pos- 
sible, and  no  attempt  was  made  to  ease 
off  the  ends  of  the  curve.  Consequently 
switches  and  mates  were  made  the  same 
radius  as  the  curve.  This  practice  was 
hard  on  the  tracks,  and  required  a  hea'/y 
stock  of  spares  being  always  kept  on 
hand  as  in  many  cases  there  would  not 
be  two  switches  or  mates  interchange- 
able in  the  same  intersection.  This  made 
an  impossible  condition  and  combined 
with  increased  speed  and  loads  intersec- 
tion work  began  to  standardize  on  radii 
and   curve  easements. 

The  first  step  was  to  compound  the 
curves,  and  as  speeds  and  weights  fur- 
ther increased,  three  centered  curves 
were  used  for  a  number  of  years,  only 
to  be  replaced  by  the  spiral,  or  a  curve 
of  constantly  changing  radius.  The  se- 
lection of  a  spiral  is  governed  by  three 
main  points,  viz.:  1,  The  radius  of  the 
main  curve  must  be  less  than  the  pro- 
ceeding branch  of  the  spiral,  must  be 
more  than  the  next  branch  would  be, 
were  it  produced,  and  should  nearly  equal 
the  latter.  2,  The  longer  the  spiral  the 
easier  the  entrance  will  be.  3,  The  larger 
number  of  branches,  the  easier  on  main- 
tenance. 

The  manufacturer  of  special  work  has 
his  own  spiral  standards  and  if  a  stu- 
dent wishes  to  get  any  special  informa- 
tion he  can  easily  obtain  it  from  cata- 
logues of  different  manufacturers.  At 
first,  special  work  was  made  by  the  near- 
est blacksmith,  but  today  it  is  one  of 
the  highest  branches  of  manufacturing 
skill,  and  very  few  realize  that  inter- 
section work,  going  together  on  the 
street  like  a  puzzle  picture,  has  been  cal- 
culated to  about  10  decimal  places  and 
that  not  1-32  in.  variation  is  allowed  in 
the  joints. 

Many  of  the  larger  intersections  re- 
quire more  than  a  week  for  calculations, 
and  after  that  the  whole  has  to  be  de- 
signed so  that  the  several  pieces  may 
be  manufactured  in  sizes  that  can  be 
readily  handled  in  the  shop  and  on  the 
field.  Maintenance  engineers  would  pre- 
fer crossings  made  in  one  piece  and  the 
manufacturers  would  prefer  them  made 
in  four  pieces.  This  point  has  been  the 
subject  of  considerable  dispute  between 
the  interested  parties  and  had  the  idea 
of  single  piece  crossings  been  adhered 
to,  the  manufacturer  would  have  been 
put  out  of  business. 

Special  work  was  first  built  up  from 
the  rail  section  being  laid,  bolted  to- 
gether with  corner  brackets,  and  some- 
times clipped  to  a  bearing  plate.  To  in- 
crease wear,  the  point  proper  was  shortly 
afterwards  machined  out  from  blocks  of 
tool  or  other  toughened  steel,  held  in 
place  with  cast  iron,  which  was  also  used 
to  hold  rail  ends  in  place,  or  of  man- 
ganese steel. 

K.  W.  Blackwcll  can  be  looked  on  as 
a  pioneer  in  the  introduction  of  steel 
centered  frogs  in  Canada,  he  having  im- 
ported the  steel  centers  and  bolted  the 
rails  in  place  in  Montreal.  These  frogs, 
I  understand,  were  put  into  service  on 
the  G.T.R.,  and  I  happened  to  see  one 
after  about  15  years  service,  which  look- 
ed good  for  about  another  15  years.  How- 
ever, traffic  was  not  heavy  at  that  point. 
For  the  cheaper  types  of  intersection 
work  this  practice  is  adhered  to,  but  with 
the  advance  of  knowledge  as  regards 
manganese  steel,  the  prospects  are  that 
eventually    the    entire     intersection,    in- 


cluding the  closure  rails,  will  be  made  of 
manganese  steel.  At  present  the  prices 
asked  for  this  class  of  work  have  to  be 
considered.  The  first  co.st  of  solid  man- 
ganese is  higher,  but  with  recent  im- 
provements in  production  the  cost  can 
be  materially  reduced. 

There  has  been,  and  still  is,  consider- 
able difference  of  opinion  regarding  the 
merits  of  what  is  known  as  "insert  work" 
and  solid  managncse  steel.  One  conclu- 
sion arrived  at,  after  exhaustive  study 
of  the  question,  is  that  insert  work 
equalled,  and  in  some  cases  surpassed, 
the  serviceability  of  solid  manganese 
work.  This  conclusion  was  arrived  at 
without  taking  into  consideration  the  de- 
fects in  the  entire  piece  of  insert  work 
which  develop  in  service,  but  was  based 
on  the  quality  of  steel  insert  as  com- 
pared with  solid  work.  Insert  work  may 
be  divided  into  three  classes  so  far  as 
the  insert  setting  is  concerned,  viz.,  that 
which  is  supported  entirely  in  a  spelter 
bed,  that  which  is  partially  supported 
on  a  machined  bed  and  surrounded  with 
spelter,  and  that  which  is  supported  with 
a  completely  machined  bearing. 

Insert  fastenings  are  of  two  kinds, 
those  which  are  renewed  from  pavement 
surfaces,  and  those  which  are  renewed 
by  removing  portions  of  the  pavement. 
The  latter  type  may  be  either  bolted 
down,  or  keyed  down,  construction;  the 
former  may  be  bolted  down,  keyed  in,  or 
have  special  set  screw  fastenings.  The 
purchaser  of  this  commodity  has  a  wide 
range  to  choose  from,  and  as  they  all 
have  certain  merits  and  none  are  perfect 
it  is  practically  a  question  of  cost  which 
type  to  use.  The  defects  of  insert  work 
may  be  loose  rails,  defective  body  cast- 
ing or  inferior  shop  practice  placing  in- 
serts; and  if  any  of  the  above  mentioned 
defects  develop,  the  wheel  loads  will  rap- 
idly set  up  a  pumping  action,  which  will 
affect  the  roadbed,  causing  complete 
failure  of  the  piece. 

Solid  manganese  work  does  not  lend 
itself  to  any  such  defects  and  a  piece 
properly  designed,  of  good  workmanship 
and  quality,  will  not  require  continual  in- 
spection once  installed,  as  breakages  do 
not  occur  and  wear  only  has  to  be  con- 
sidered. The  first  cost  of  solid  man- 
ganese is  higher,  but  with  recent  im- 
provements in  production  the  cost  can 
be  materially  reduced. 

Special  Work  for  Steam  Railways:  It 
is  advisable  at  this  point  to  draw  a  dis- 
tinction between  the  two  types  of  spe- 
cial work  as  the  operating  conditions  are 
so  different.  Canadian  railways  have 
about  40,000  miles  of  track,  and  11,000 
turnouts  and  a  number  of  crossings,  to 
maintain.  The  greater  number  of  turn- 
outs and  crossings  are  built  up  from 
rail. 

A  frog  of  any  of  the  kinds  in  general 
use,  is  made  of  4  pieces  of  rail  properly 
shaped  and  held  together  by  some  device 
or  arrangement  of  minor  parts.  Frogs 
arc  of  two  kinds,  rigid  or  stiff  rail,  and 
spring  rail  frogs.  Rigid  frogs  are  the 
cheaper  type,  wearing  out  rapidly,  while 
spring  rail  frogs  are  more  durable,  and 
have  a  life  generally  conceded  to  be  thrte 
times  that  of  a  rigid  frog.  Manganese 
frogs  of  various  designs  are  beginning 
to  be  used  where  wear  warrants  the  ex- 
penditure, and  from  tests  made  the  life 
of  a  manganese  frog  is  at  least  six  times 
that  of  built  up  work  and  I  have  known 
them  to  be  in  service  ten  times  as  long. 
There  is  little  doubt  that  the  built  up 
frogs  will  rapidly  be  replaced  by  man- 
ganese, rigid,  and  spring  rail  frogs. 

To   persons  not   familiar  with   tracks. 


26 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


January,  1920. 


ol  :iry 

1"  :    iiju  ratiu.'i   ;iiiil   .^uliliDrt,  B 

ft  .ar«l     mils.      Turiioiilii    nrc 

t'l'  ■    I,  ft    hnml,  (li'priKlinic  on 

tl  h  thry   triinsfpr  the 

1i.  triwanls   the  Bxvitoh 

p.  i  1st  Ih-  Imrnc  in  mind 

wlun  h|iriiiK   lull   frut:.<<  arc  UM'tl,  but  is 
not  so  importnnt  with  riKirl  froKS. 

At  thp  rro5sin>r  of  2  tmcks,  4  frojrs 
are  nMniinMl.  The  nmnnor  of  construct- 
inc  thrill  ilcpi-nfls  Inrpely  upon  the  an^lc 
at  whuh  tho  tmrks  mwt  and  on  the 
traflir  to  which  ihoy  arc  subject.  In  a 
penomi  way  4  .styles  of  orossintj  con- 
slnirtion  nro  rt-coimizod.  1,  Kor  cross- 
ings of  small  angles— 15"  or  less — the 
usuiil  way  is  to  use  4  frojrs  connected  up 
with  intermediate  rails.  2.  For  angles 
80  and  less,  the  middle  frojrs  arc  re- 
placed by  movable  point  frops.  operated 


On  checkinjr  over  failures  of  diamonds, 
I  have  found  that  after  about  l,r>0(),uun 
whirl  impacts  n  maiiKanese  crossinjr  is 
nbinit  ready  to  scrap,  and  the  results 
obljimed  are  no  belter  than  a  built  up 
cni.M,sinjr.  For  anjrles  below  75'  man- 
jrancHe  can  be  used  economically,  and  the 
smaller  the  anfrle  the  lonjrer  will  be  the 
life   iif   the  crossinjr. 

In  desiirnini;  manjranese  castinjrN  it  is 
advisable  to  have  the  sections  checked 
by  those  familiar  with  the  action  of  ihe 
metal,  and  numerous  failures  couiu  be 
avoided  by  followinjr  these  few  8j^i;7»?*- 
tions:  Make  the  section  of  uniform 
thickness.  Avoid  abrupt  chanjres  in 
thickness.  Use  parallel  ribs,  instead  of 
transverse.  Arranjcc  ribs  to  offer  the 
least  resistance  to  shrinkajre.  Shrink- 
age of  manajrnese  castinjcs  will  jto  about 
%  in.  per  ft.  A  bead  alonjr  the  thin 
edjre  of  castinjr  will  prevent  cracks  and 
makes  for  .sound  castinps. 


C.IMt.  Steol.  MopptT.  T.'i-'I'on  (Jrjiin 
Car. 

The  ear  illustrated  on  this  pattc  was 
built  recently  at  the  C.P.R.  Aninis  shops, 
Montreal,  to  determine,  by  actual  service 
test,  the  net  advantajres  to  be  obtained 
from  a  jrroin  tijrht,  self  clearing,  car  of 
maximum  tonnajre  capacity,  as  compared 
with  standard  box  cars  of  ordinary  ca- 
pacity. 

The  basis  of  the  desijm  for  tonnage  is 
4  M.C.R.  axles,  havinjr  6  x  11  in.  journals. 
The  lenjrth  was  determined  by  the  dis- 
tance, center  to  center,  of  unluadinjr  hop- 
pers in  the  modem  elevators  at  M<mtreal 
and  West  St.  John,  N.B.,  there  is  one 
elevator  havinjr  hopper  centers  48ft. 
The  height  was  determined  by  th"  actual 
cubic  space  required  to  contain  the  full 
load  of  wheat,  plus  an  allowance  of  at 
least  12  in.  on  top  to  permit  of  full  load 


SUcI   Hopprr  Grain   Car,  75   lona  capaciljr,  Canadian   Railway. 


me<-hanically  from  the  sijrnal  tower.  3, 
For  anffles  between  Ih'  and  3.S°  the 
crossinjr  is  made  in  4  sections,  the  end 
and  miildle  froRS  meetinjr  at  joints  all 
round.  4,  For  angles  :!5°  and  up  the 
rails  on  the  tracks  subjected  to  heaviest 
trafTic  are  continuous  throujrhout  the 
lenjrth  of  the  crossinjr  and  jrrooves  are 
slotted  out  to  allow  flanpeway  throujjh 
them.  These  four  styles  are  ajrain  sub- 
divided into  jruarded  and  fourth  rail 
types,  dependinjr  on  traffic  conditions. 

The  advantajre  of  usinjr  manjranese 
steel  for  crossinjrs  is  at  once  apparent,  as 
the  numerous  bolts  tised  in  crossinjrs  will 
stretch  in  service,  allowinj;  the  crossing: 
to  loosen,  and  unless  track  men  are  con- 
tinually tijrhteninjr  the  bolts  the  crossinjr 
will  quickly  wear  out.  A  manjranese 
crossinjr  should  not  be  used  as  a  wear 
economic  for  anjrles  of  from  about  ^n° 
to  J>0*,  as  between  these  anjrles  it  is  not 
n  question  of  wear,  but  of  metal  fatijrue. 


The  forejroinp  paper  was  read  before 
the  Enjrineerinjr  Institute  of  Canada's 
Montreal  branch  recently. 


Rritish  Railway  Rates — London,  Eng. 
cablejrrani,  Dec.  29. — British  shippers 
are  to  pay  the  increased  cost  of  railway 
labor.  The  new  freijrht  rates,  which  go 
into  effect  Jan.  15,  show  advances  from 
25  to  100'y.  Thus  the  commerce  of  the 
country,  strujrjrlinjr  to  revive,  foots  the 
bill  of  hijrher  wajres  and  enhanced  cost 
of  material.  The  revised  rates,  the  Rov- 
ernnient  hopes,  will  put  the  railways 
upon  a  payinjr  basis. 

The  Kinjj  Edward  Construction  Co., 
which  has  been  formed  to  build  an  addi- 
tion to  the  Kinjr  Kdward  Hotel,  Toronto, 
offered  recently  for  subscription,  51,350,- 
000  jruaranteed  l'"r  cumulative  redeem- 
able preference  shares.  The  C.P.R.  Co. 
subscribed  for  $75,000. 


beinjr  placed  in  the  car  without  trimming. 

The  car  is  all  steel,  with  the  exception 
of  the  runninjr  board  and  the  ridjre  on 
top  of  the  center  sill.  The  jreneral  de- 
sijrn  is  practically  the  same  as  commonly 
used  for  coal  cars  of  equal  capacity,  ex- 
cept that  this  car  is  built  with  a  steel 
roof.  The  roof  is  provided  with  ;i  hatch 
openinjrs  on  each  side  of  the  runninjr 
board.  The  hoppers  are  arranjreil  4  on 
each  side  of  the  center  sill.  The  hopper 
openinjrs  are  purposely  made  relatively 
small,  and  the  frame  and  slides  are  ma- 
chined and  carefully  fitted.  The  slides 
are  opened  and  closed  by  a  rack  and  pin- 
ion arranjrement.  The  slides  are  locketj 
by  a  sealinjr  pin  |iassinjr  throujrh  the  slide 
and  hopper  frame.  The  trucks  are  Vul- 
can type,  built  to  U.S.R.A.  dimensions. 

The  car,  havinjr  jriven  satisfactory  per- 
formance on  its  initial  trip  between  Port 
McN'icoll,  Ont.,  and  Montreal,  has  been 
placed    in    rejrular    service    between    the 


January,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


27 


same  port  ami  West  St.  John,  N.B.  We 
are  intebted  to  W.  H.  Wintenowd,  Chief 
Mechanical  Engineer,  C.P.R.,  for  the 
foregoing  particulars. 


Freight  and  Passenger  Traffic  Notes. 


Locomotive  Terminal  Equipment 
Association. 


The  Locomotive  Terminal  Equipment 
Association  has  been  organized,  with 
headquarters  in  Chicago,  "to  make  sur- 
veys for,  and  distribute  data  to  the  public 
and  corporations  interested,  concerning 
the  equipment  of  locomotive  terminals, 
in  order  to  secure  speedy,  efficient  and 
economical  handling,  cleaning,  repairing 
and  returning  to  service  of  locomotives; 
such  data  to  be  impartially  secured  and 
published,  without  advertisement,  or  a 
special  advantage  to  any  individual,  firm 
or  corporation  that  may  be  a  member  of 
the  association."  There  are  two  classes 
of  members;  active  members,  consisting 
of  individuals,  firms  or  corporations  en- 
gaged regularly  in  the  manufacture  or 
sale  of  locomotive  terminal  equipment,  or 
in  any  way  interested  in  the  construc- 
tion of  locomotive  terminals;  and  honor- 
ary members,  who  shall  be  elected  by  the 
directors,  but  who  shall  have  no  vote  nor 
pay  any  dues  or  assessments.  The  ac- 
tive member's  fee  is  $1,000,  and  assess- 
ments may  be  made,  not  exceeding  $1,000 
a  year  for  each  active  member. 

The  following  are  the  officer:  Presi- 
dent, W.  R.  Toppan,  Manager  Railroad 
Department,  William  Graver  Tank 
Works,  Chicago;  Vice  President  and  Sec- 
retary, Bruce  V.  Crandall,  Chicago; 
Treasurer,  J.  S.  Maurer,  Secretary  and 
Treasurer,  National  Boiler  Washing  Co., 
Chicago;  General  Counsel,  Frank  J. 
Loesch,  1540  Otis  Building,  Chicago. 
Other  directors:  Spencer  Otis,  President, 
National  Boiler  Washing  Co.,  Shicago; 
N.  S.  Lawrence,  Vice  President  and  As- 
sistant Sales  Manager,  Whiting  Foundry 
Equipment  Co.,  Harvey,  111;  Wm.  Robert- 
son, William  Robertson  &  Co.,  Chicago; 
R.  A.  Ogle,  President,  Ogle  Construction 
Co.,  Chicago;  P.  W.  Miller,  President,  F. 
W.  Miller  Heating  Co.,  Chicago. 

The  association's  headquarters  ai'e  at 
1824  Lytton  Building,  14  East  Jackson 
Boulevard,  Chicago,  where  there  is  a 
conference  room,  and  where  data  will  be 
arranged  for  easy  reference,  so  that  rail- 
way officials  may  have  every  opportunity 
for  obtaining  information  of  every  kind 
pertaining  to  the  rebuilding  re-equipping 
and  laying  out  of  locomotive  tei'minals. 


Disposal  of  Worn  Out  Railway  Ties — 

The  Railway  Association  of  Canada  has 
issued  the  following  circular  to  member 
railways:  A  number  of  complaints  have 
reached  the  association  that  notwith- 
standing the  existing  shortage  of  fuel, 
large  quantities  of  worn  out  railway  ties 
are  burned  on  the  right  of  way.  Coupled 
with  this  complaint  is  the  suggestion 
that  railways  arrange  to  give  surplus  old 
ties  to  the  public  and  thereby  alleviate 
the  fuel  shortage,  at  least  to  some  extent. 
After  consideration  of  the  matter  at  a  re- 
cent meeting  of  the  association,  the  com- 
plainants were  informed  that  the  rail- 
ways would  be  glad  to  dispose  of  the 
old  ties  as  suggested,  provided  this  can 
be  done  without  expense  to  the  railways. 
It  is  suggested  that  at  places  where  sur- 
plus worn  out  ties  are  available,  notice 
be  given  the  municipal  officials  so  that 
if  they  desire  to  do  so  they  may  avail 
themselves  of  the  opportunity  to  obtain 
them. 


The  Canadian  National  Rys.  has  re- 
moved its  lower  town  ticket  office  in  Que- 
bec City  to  38  Dalhousie  St.,  a  few  doors 
north  of  the  ferry  landing. 

Owing  to  the  continued  increase  in  the 
cost  of  railway  operation,  no  reduced 
fares  were  given  the  general  public  for 
the  Christmas  and  New  Year  holidays. 

Pacific  Great  Eastern  Ry.  traffic  from 
Squamish,  B.C.,  northerly  is  reported  to 
have  been  interrupted  for  some  days, 
pending  the  clearing  out  of  a  tunnel  18 
miles  out  of  Squamish,  which  caved  in 
Nov.  29. 

Alberta  reports  state  that  during  Sept. 
and  Oct.,  1919,  the  railways  handled  over 
800,000  tons  of  coal  in  Alberta.  The 
outfit  shipped  from  the  mines  is  said  to 
be  between  .500  and  1,000  tons  a  day  in 
excess  of  the  outfit  for  1918. 

The  G.T.R.,  which  was  compelled  to 
reduce  its  passenger  train  service,  Nov. 
30,  on  account  of  the  coal  situation,  re- 
sumed its  full  service,  Dec.  28,  and  all 
trains  which  has  had  been  temporarily 
cut  off  were  restored. 

The  Board  of  Railway  Commissioners  has 
authorized  the  Canadian  Northern  West- 
ern Ry.  (Canadian  National  Rys.)  to 
carry  freight  for  its  Hanna-Medicine  Hat 
branch  from  Bonar  to  Saskatoon,  Sask., 
for  four  months  from  Nov.  15,  1919. 

Following  is  a  comparative  statement 
of  the  number  of  loaded  cars  hauled  over 
Quebec  Bridge  for  the  week  ended  Nov. 

29:  1919     i9ig 

From   Bridge   Station   to   Chaudiere  Jct....424     359 
From  Chaudierc  Jet.  to  Bridsre  Station...859     230 

The  Board  of  Railway  Commissioners 
has  recommended  the  Dominion  Govern- 
ment to  sanction  an  agreement  between 
the  Edmonton,  Dunvegan  and  British 
Columbia  Ry.  and  the  Alberta  and  Great 
Waterways  Ry.  respecting  the  joint  use 
and  operation  of  each  company's  terminal 
property  at  Edmonton,  Alta. 

Quebec  City  residents  are  reported  to 
be  agitating  for  a  sleeping  car  for  that 
city  to  be  attached  to  the  westbound 
Ocean  Limited  train,  on  the  Canadian 
National  Rys.  Intercolonial  section.  At 
present,  it  is  stated,  travellers  going  into 
Quebec  City  from  the  Maritime  Pro- 
vinces, have  to  get  off  the  train  at  Levis 
at  4  a.m. 

The  Edmonton,  Dunvegan  and  British 
Columbia  Ry.,  is  reported  to  have  carried 
out  from  Edmonton,  Alta.,  during  the  11 
months  ended  Nov.  30,  1919  the  follow- 
ing freight:  Settlers  effects,  527  cars; 
cattle,  709  cars;  horses,  300  cars;  sheep, 
19  cars,  and  to  have  carried  in  and  trans- 
ferred to  other  railways  at  Edmonton, 
the  following  freight:  Hay,  1,1.50  cars; 
wheat,  296  cars;  oats,  414  cars;  barley, 
49  cars;  cattle,  243  cars. 

The  Canadian  National  Rys.  has  ar- 
ranged an  exchange  system  with  the 
G.T.R.,  under  which  additional  facilities 
are  offered  passengers  who  desire  to 
travel  between  eastern  and  western  Can- 
ada via  Montreal  and  Toronto.  Travellers 
now  have  a  choice  of  routes  and  may 
travel  on  "The  National"  train  via  North 
Bav  and  Cochrane  or  on  train  1,  via 
Caprcol  and  Port  Arthur.  "The  Na- 
tional" leaves  Toronto  9.15  p.m.,  Mon- 
day, Wednesday  and  Friday,  arriving 
Winnipeg  6  p.m.,  Wednesday,  Friday  and 
Sunday.  Train  1  leaves  Toronto  9.15 
p.m.,  Tuesday,  Thursday  and  Saturday, 
arrives  Winnipeg  6  p.m.,  Thursday,  Sat- 
urday  and    Monday.     Both   these   trains 


carry  standard  and  tourist  sleeping  cars, 
dining  car,  first  class  and  colonist 
coaches.  This  exchange  system  of  tickets 
provide^  a  daily,  except  Sunday,  service 
from  Toronto  to  Winnipeg. 

The  Chief  Railway  Commissioner,  Hon. 
F.  B.  Carvell,  is  reported  to  have  said 
at  a  sitting  of  the  Board  of  Railway 
Commissioners  in  Winnipeg,  Dec.  1,  in 
connection  with  a  complaint  as  to  alleged 
insufficient  accommodation  on  a  Cana- 
dian National  Rys.  branch  line:  "In  view 
of  the  fact  that  the  cost  of  operating 
railways  has  more  than  doubled  in  the 
last  two  and  a  half  years,  and  that  the 
expense  to  the  railways  has  increased  by 
$60,000,000,  the  people  may  as  well  re- 
alize that  they  cannot  have  excessive 
railway  accommodation,  such  as  a  train 
a  day  or  two  trains  a  day,  unless  they 
are  prepared  to  pay  for  it." 

The  car  ferry  steamship  Prince  Ed- 
ward Island,  operating  between  Tormen- 
tine,  N.B.,  and  Port  Borden,  P.E.I.,  is 
reported  to  have  made  288  trips  in  the 
48  days  from  Oct.  1  to  Nov.  21,  1919,  an 
average  of  3  round  trips  a  day.  The 
number  of  ears  ferried  across  was  2,865, 
an  average  of  59  a  day.  On  the  third 
rail  district  of  the  P.K.I.R.,  there  were 
1,297  cars  handled,  of  which  738  were 
received  from  and  559  forwarded  to  the 
mainland;  while  from  the  narrow  gauge 
districts  there  were  1,440  cars  forward- 
ed to  Port  Borden  and  there  transhipped 
to  standard  gauge  cars,  and  78  narrow 
gauge  cars  were  loaded  at  Port  Borden 
with  freight  from  the  mainland,  during 
the  period  named. 

The  Edmonton,  Dunvegan  and  British 
Columbia  Ry.,  and  its  subsidiaries — the 
Alberta  and  Great  Waterways  Ry.,  and 
the  Central  Canada  Ry.— put  a  new 
schedule  of  passenger  trains  in  opera- 
tion out  of  Edmonton,  Alta.,  Nov.  30.  A 
train  leaves  Edmonton  at  3  p.m.,  Mon- 
days and  Thursdays,  arriving  at  McLen- 
nan, 7.30  a.m..  Spirit  River,  2.20  p.m., 
and  Peace  River  1.30  p.m.,  on  Tuesdays 
and  Fridays.  The  return  train  leaves 
Peace  River,  3.30  p.m..  Spirit  River  3.00 
p.m.,  and  McLennan,  11.20  p.m.,  Tues- 
days and  Fridays,  and  arrives  in  Edmon- 
ton, 2.50  p.m.,  Wednesdays  and  Satur- 
days. A  train  leaves  Spirit  River  at  2.30 
Tuesdays  and  Fridays,  arriving  at 
Grande  Prairie  at  8  p.m.,  the  same  days; 
and  a  train  leaves  Grande  Ptairie  at  8 
p.m.,  arriving  at  Spirit  River' 1.30  p.m. 
Tuesdays  and  Fridays.  A  train  leaves 
Edmonton  at  8.20  a.m.  on  Mondays  and 
Thursdays,  arriving  at  Lac  la  Biche  at 
6.30  p.m.,  and  returns  thence  at  6.30 
a.m.  Tuesdays  and  Fridays,  arriving  at 
Edmonton,  at  4.30  the  same  evenings. 


United  States  National  Accident  Pre- 
vention Drive — The  U.S.  Railroad  Ad- 
ministration has  received  a  report  from 
its  safety  section,  showing  the  standing 
of  all  roads  under  Federal  control,  dur- 
ing the  National  Accident  Prevention 
Drive  from  Oct.  18  to  31,  1919.  The 
Grand  Trunk  Western  Lines  Rd.  had  0.011 
casualties  per  100  employes  during  the 
drive,  which  is  the  lowest  rate  of  any 
road  having  as  many  employes.  The  At- 
lantic Coast  Line,  with  24,307  employes, 
made  a  record  of  0.012  casualties  per 
100  employes,  which  is  the  next  best  rec- 
ord. The  Grand  Trunk  Western  Lines  Rd. 
has  1,001  miles  of  track  and  9,699  em- 
ployes, only  2  of  whom  were  injured  dur- 
ing the  period  mentioned. 


28 


January.  1920. 


Electric  Railway  Department 

Taxation  of  KIcctric  Railway   Substructures  and   Superstructures  in  Ontario, 


I  mliT  tlu"  Oiit4irio  Aum'ssnu-iit  Act, 
prior  to  thi'  OiiUirio  Lc^rislaturc'.s  Inxt 
ncMion,  ronsiilfrnlilp  (ti.irrimination  was 
madv  ln'twiTii  thi-  nio<Io  of  assejisment  of 
electric  and  .steam  milway  companies 
proportu's.  I'rcvious  to  this  year,  a  num- 
ber of  appeals  were  proseculiKl  by  the 
Canndiaii  Northern  Ry.'s  Tax  Depart- 
ment on  U'half  of  the  Niagara,  St.  Cath- 
arines &  Toronto  Ry.,  a  C'.N.R.  subsidiary 
company,  on  the  pround.s  that  the  sub- 
structures and  superstructure  of  an  elec- 
tric railway,  when  situated  on  the  com; 
pany's  private  ri>:ht  of  way,  was  exempt 
from  taxation.  The  grounds  of  the  com- 
pany's appeal  were  substantiated  under 
.sec.  44  of  the  Ontario  Assessment  Act, 
R.S.O.,  r.il4,  chap.  195,  which  provides 
that,  "The  property  by  paragraph  5  of 
clause  (h)  of  sec.  2  of  the  act  declared 
to  be  land  .  .  .  owned  by  companies 
operating  steam  and  electric  railways, 
etc.,  shall  be  assessed  in  the  ward  in 
which  the  head  office  of  such  companies 
or  person  is  situate,  and  in  assessing 
such  property,  whether  situate  or  not  sit- 
uate, on  a  highway,  street  or  road  or 
other  public  place,  shall  be  assessed  at 
its  actual  cash  value  as  the  same  would 
be  appraised  upon  sale  to  another  com- 
pany, possessing  similar  rights  and  fran- 
chises." 

The  property  referred  to  in  paragraph 
5  of  clause  (h)  of  sec.  2,  is  described  un- 
der this  particular  section  as  being  "All 
structures,  fixtures,  affixed  to  any  high- 
way, lane  or  other  public  communication." 

The  company,  therefore,  contended  that 
the  intention  of  the  act  was  merely  to 
assess  the  structures  and  fixtures,  sit- 
uate on  a  highway  as  declared  by  sec.  44 
above  referred  to,  and  to  exempt  in  a 
similar  manner  to  steam  railway  lands, 
structures  and  superstructures  situate  on 
a  private  right  of  way.  The  matter  was 
finally  disposed  of  on  appeal  to  the 
county  judge  in  the  case  of  Grantham 
municipality,  where  it  was  held  that  the 
ambiguous  subsec.  3  of  sec.  44,  providing 
for  the  assessment  of  lands  described 
under  paragraph  5  of  clause  (h)  of  sec. 
2  (superstructure  situate  on  a  public 
highway),  would  also  include  superstruc- 
ture situate  on  a  private  right  of  way  by 
virtue  of  the  fact  that  the  sub.section 
ambiguously  read,  "The  superstructure 
and  substructure  on  any  highway"  should 
be  assessed  whether  situate  on  any  high- 
way or  not  (private  right  of  way),  at  its 
actual  cash  value  as  the  same  would  be 
appraised  upon  sale  to  another  company 
possessing  similar  rights  and  franchises. 
The  decision  of  the  county  judge  in  tnis 
matter  meant  that  where  steam  was  the 
motive  poweri  the  superstructures  and 
substructures  situate  on  a  private  right 
of  way  were  exempt  from  taxation  under 
sec.  47  of  the  act  (which  specifically  held 
this  class  of  property  exempt  from  tax- 
ation), while  similar  property  of  a  rail- 
way operated  by  electricity  would  be  held 
assessable. 

Finally,  the  attention  of  the  Ontario 
Government  was  drawn  to  the  unfair  dis- 
crimination and  an  amendment  was 
passed  at  the  legislature  last  session  pro- 
viding that  "Notwithstanding  anything 
contained  in  this  section  or  any  other 
section  of  this  act,  the  structures,  sub- 
structures,   superstructures,    rails,    ties. 


poles  and  wires  of  an  electric  railway, 
shall  be  liable  to  a.ssessmcnt  in  the  same 
manner  anil  to  the  same  extent  as  those 
of  a  steam  railway  are  under  the  provi- 
sions of  sec.  47  and  not  otherwise. 

Irrespective  of  this  amendment,  the 
City  of  Toronto  again  assessed  the  To- 
ronto Suburban  Ry.  Co.,  another  C.N.R. 
subsidiary,  for  substructure,  superstruc- 
ture and  machinery,  etc.,  situate  on  the 
private  right  of  way  of  the  com- 
pany. The  C.  N.  R.  Tax  Commission- 
er, T.G.  Watson,  prosecuted  the  appeal 
before  the  court  of  revision  on  June  2. 
The  assessment,  however,  was  confirmed 
and  further  appeal  was  made  to  the 
county  judge.  The  principal  grounds  of 
the  appeal  are  as  follows: 

The  amendment  passed,  at  the  legisla- 
ture's last  session,  to  sec.  44,  relating  to 
the  assessment  of  electric  railway  com- 
panies, provides  that,  "The  structures, 
substructures  and  superstructures,  etc., 
of  an  electric  railway  company  shall  be 
liable  to  assessment  and  taxation  in  the 
same  manner  and  to  the  same  extent  as 
those  of  a  steam  railway  are  under  the 
provisions  of  sec.  47  and  not  otherwise." 

Sec.  47  of  the  Assessment  Act  provides 
in  subsec.  (a)  that  the  roadway  or  right 
of  way  of  a  railway  company  shall  be 
assessed  at  its  actual  cash  value,  not  in- 
cluding the  structures,  substructures  and 
superstructures,  rails,  ties  and  poles,  and 
other  property  thereon  and  subsec.  (c) 
provides  that  the  structures,  substruc- 
tures and  superstructures,  rails,  ties  and 
poles  upon,  in,  over,  under  or  affixed  to 
any  highway,  shall  be  assessed  at  their 
actual  cash  value  as  the  same  would  be 
appraised  upon  sale  to  another  company 
possessing  similar  rights  and  franchises. 

Subsec.  3  of  sec.  47  provides  that,  "Not- 
withstanding anything  in  this  act  con- 
tained, the  structures,  substructures  and 
superstructures,  rails  and  other  property 
on  railway  lands  and  used  exclusively  for 
railway  purposes  or  incidental  thereto 
(except  station,  freight  sheds,  offices, 
warehouses,  elevators,  round-houses  and 
repair  shops),  shall  not  be  assessed." 

Further,  it  is  provided,  under  subsec. 
5  of  sec.  47,  that,  "A  railway  company 
assessed  under  this  section  shall  be  ex- 
empt from  assessment  in  any  other  man- 
ner for  municipal  purposes,  except  for 
local   improvements." 

The  Toronto  Suburban  Ry.  Co.'s  appeal 
in  the  City  of  Toronto  was  filed  on  the 
two  grounds:  First,  that  the  recent 
amendment  to  the  Assessment  Act,  pro- 
viding that  the  assessment  of  electric 
railway  companies  should  be  made  in  the 
same  manner  and  to  the  same  extent  as 
the  property  of  a  steam  railway  under 
sec.  47  of  the  act,  above  referred  to, 
would  exclude  from  taxation  the  sub- 
structures, machinery,  etc.,  of  the  com- 
pany, situate  on  lands  owned  by  the  com- 
pany in  a  similar  manner  as  the  exemp- 
tion granted  the  .same  class  of  property 
of  a  steam  railway.  Further  appeal  was 
prosecuted  on  the  grounds  that  the  To- 
ronto Suburban  Ry.  would  be  exempt 
from  business  taxes  under  the  recent 
amendment  to  sec.  44,  which  provides 
that  an  electric  railway  shall  be  as- 
sessed in  the  .same  manner  and  to  the 
.same  extent  as  steam  railways  under  sec. 
47  of  the  act. 


Subsec.  ^1  of  sec.  47  provides  that,  "A 
railway  company  assessed  under  this  sec- 
tion shall  be  exempt  from  assessment  in 
any  other  manner  for  municipal  purponer 
except  local  improvements."  This  sub- 
section has  always  excluded,  without 
question,  the  lands  of  a  railway  company 
from  business  taxes,  and  it  was,  there- 
fore, submitted  that  an  electric  railway 
company  under  the  recent  amendment  is 
entitled  to  a  similar  exemption. 

The  act  itself  seems  perfectly  clear  on 
this  point,  and  on  equitable  grounds,  it 
would  seem  reasonable  that  all  railway 
companies,  whether  operated  by  steam  or 
electricity,  should  be  granted  the  .same 
basis  of  assessment.  On  appealing  be- 
fore the  court  of  revision  for  the  City  of 
Toronto,  the  court  was  smoewhat  divid- 
ed in  opinion.  The  assessment  was  finally 
confirmed  and  further  appeal  was,  there- 
fore, made  to  the  county  judge. 

The  matter  came  before  County  Judge 
Coatsworth  towards  the  end  of  October, 
when  he  at  first  decided  to  confirm  the 
assessment  and  then,  by  request,  con- 
sented to  reserve  decision.  It  appears 
that  he  is  of  the  opinion  that  the  com- 
pany's transformers  are  not  in  the  na- 
ture of  a  structure  and  are,  therefore, 
correctly  assessable  under  the  provisions 
of  the  1919  amendment  to  sec.  44  of  the 
Ontario  Assessment  Act. 

County  Judge  Coatsworth  finally  held 
that  the  Toronto  Suburban  Ry.  Co.'s 
transformers  could  not  be  defined  as 
structures  under  the  1919  amendment  to 
the  Assessment  Act  which  provides  that, 
"The  structures,  substructures  and  su- 
perstructures, etc.,  of  an  electric  railway 
company  shall  be  liable  to  assessment  in 
the  same  manner  and  to  the  same  extent 
as  those  of  a  steam  railway  company  are 
under  sec.  47  of  the  act." 

In  this  particular  case,  the  Toronto 
Suburban  Ry.  is  not  the  owner  of  the 
building  containing  the  transformers, 
and  there  was,  therefore,  no  appeal  by 
the  railway  as  to  the  assessment  of  the 
building.  The  Grand  River  Ry.  has  ap- 
peals pending  in  Preston  and  Kitchener, 
where  the  power  houses  are  assessed.  It 
would  seem  that  these  buildings  would 
be  exempt  from  assessment  under  sec. 
47  of  the  Assessment  Act  which  declares 
that  'Structures  of  a  railway  company 
shall  be  exempt,  except  stations,  freight 
sheds,  offices,  warehouses,  elevators, 
hotels,  round  houses,  machine,  repair  and 
other  shops." 

Service  at  Cost  Defeated  in  Minne- 
apolis— The  Minneapolis,  Minn.,  City 
Council  passed  an  ordnance,  Sept.  4. 
1919,  granting  a  new  franchise  to  the 
Minneapolis  St.  Ry.  (Twin  City  Rapid 
Transit  Co.),  on  a  cost  of  ser%ice  basis. 
The  franchise  was  submitted  to  the  rate- 
payers on  Dec.  9  for  ratification  and 
was  defeated  by  a  vote  of  30,546  to 
2:i,l('.l. 

Hydro  Electric  Power  Commission  of 
Ontario's  Power  Canal— In  connection 
with  the  construction  of  the  new  Chip- 
pawa  Power  Canal,  the  Hydro  Electric 
Power  Commission  of  Ontario  received 
tenders  to  Dec.  22  for  the  erection  of 
the  steel  superstructure  for  a  bridge  to 
carry  the  Michigan  Central  Rd.  tracks 
across  the  canal  at  Montrose,  Ont. 


January,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


29 


The  Hydro  Electric  [Power  Commission  of  Ontario's 
Electric  Railway  Projects. 


The  Ontario  Picniier,  Hon.  E.  C. 
Drury,  received  a  delegation  of  repre- 
sentatives of  municipalities  interested 
in  hydro  electric  power  and  railway  pro- 
jects in  Toronto,  Dec.  12,  and  in  reply 
to  their  representations,  is  reported  to 
have  said,  among  other  things:  "There  is 
absolutely  no  friction  between  Sir  Adam 
Beck  and  myself.  It  might  not  be  wise 
at  present  to  appoint  him  permanently 
as  chairman  of  the  commission.  An  ar- 
rangement will  be  made  to  suit  Sir 
Adam. 

The  development  has  been  the  work  of 
one  man  and  we  want  it  to  be  so  that 
when  that  one  man  is  taken  from  us  the 
great  work  can  go  on.  In  regard  to  the 
proposed  hydro  radial  railways,  the  situ- 
ation has  changed  recently.  The  G.T.R. 
is  about  to  become  part  of  the  Canadian 
National  Railways.  Some  of  the  project- 
ed electric  railways  would  parallel  G.T.R. 
branches.  I  want  to  be  assured  that 
there  will  be  no  duplication. 

The  United  Farmers  of  Ontario  adopted 
the  following  resolution  at  their  meeting 
in  Toronto,  Dec.  18: — "We  view  with 
alarm  the  proposed  policy  of  hydro 
radials,  involving  expenditure  of  millions 
of  dollars  and  intending  in  many  in- 
stances the  duplication  of  present  rail- 
ways, and  be  it  resolved  that  the  legis- 
lature be  requested  to  move  slowly  in 
this  matter." 

In  connection  with  the  building  of  the 
projected  Toronto-Hamilton  Electric  Ry., 
under  the  Hydro  Electric  Power  Com- 
mission of  Ontario's  plans,  a  press  re- 
port of  Dec.  13,  states  that  work  will  be 
started  early  this  year,  and  that  it  is 
expected  all  problems  in  connection  with 
the  entrance  of  this  and  the  Hamilton- 
Galt-Guelph-Elmira  line  into  Hamilton 
will  be  solved  by  the  end  of  January.  It 
is  reported  that  connection  will  be  made 
with  the  G.T.R.,  either  across  a  bridge 
or  fill  at  Carroll's  Point,  or  back  on  the 
G.T.R.  level  at  the  west  of  the  ravine, 
where  a  bridge  would  not  be  necessary. 
The  municipalities  interested  in  the 
proposal  to  build  a  line  from  Hamilton 
to  Gait,  Elmira  and  Guelph,  will  vote 
on  Jan.  1  on  the  bylaws  to  provide  their 
several  allotments  of  the  total  cost  of 
$6,530,659.  Meetings  have  been  held  at 
various  centers  at  which  Sir  Adam  Beck 
spoke  in  favor  of  the  bylaws.  Consider- 
able opposition  to  the  bylaw  developed 
in  Kitchener.  Upon  the  initiative  of  the 
Kitchener  Light  Commissioners,  who 
operate  the  Kitchener  and  Waterloo 
Electric  Ry.  The  objections  were:  (1) 
The  serious  shortage  in  Niagara  power 
at  present,  and  the  likelihood  of  more 
serious  shortage  before  the  Chippawa  de- 
velopment is  completed.  With  the  con- 
tinuous increase  in  applications  for 
power  from  all  over  the  Niagara  system, 
it  has  been  estimated  that  the  total  load 
available  at  the  new  Chippawa  plant  will 
l5e  required  for  domestic,  commercial  and 
manufacturing  purposes,  without  the  ad- 
ditional loads  required  for  the  proposed 
hydro  radial  railways.  (2)  The  amount 
of  $1,053,080,  which  is  required  to  be 
guaranteed  by  Kitchener  is  altogether 
too  large  in  view  of  the  fact  that  Pre- 
mier Drury  has  gone  on  record  as  saying 
that  no  duplication  of  existing  lines  will 
be  sanctioned  by  the  Ontario  Legislature. 
At  present  there  is  the  G.T.R.  line  from 
Elmira  to  Gait,  which  the  proposed 
hydro  radial  would  parallel,  and  Kitchen- 


er's estimate  as  above  is  based  on  build- 
ing a  new  line.  Should  the  present  G.T.R. 
Elmira-Galt  line  be  turned  over  to  the 
Hydro  Power  Commission  for  electrifica- 
tion, the  amount,  which  Kitchener  should 
be  asked  for  should  be  very  considerably 
less.  (3)  The  Kitchener  Light  Commis- 
sioners also  objected  to  certain  para- 
graphs in  the  agreement.  The  proposed 
extension  of  hydro  radial  railways  in- 
cludes operating  their  cars  over  the  Kit- 
chener and  Waterloo  St.  Ry.  tracks  from 
the  city  limits  to  the  northwesterly  part 
of  Waterloo.  Paragraph  C  of  the  agree- 
ment gives  the  H.E.P.C.O.  power  to  ac- 
quire the  K.  and  W.S.R.  Under  clause 
E,  the  City  of  Kitchener  is  required  to 
furnish  free  right  of  way  for  the 
H.E.P.C.O.  railway  and  power  lines.  T.  J. 
Hannigan,  Secretary,  Ontario  Hydro 
Electric  Radial  Railway  Association,  met 
the  Kitchener  Light  Commissioners,  Dec. 
20,  and  discussed  with  them  points  in  the 
agreement  to  which  they  had  taken  ob- 
jection. It  is  reported  that  an  under- 
standing was  arrived  at  on  the  several 
matters,  and  that  the  H.E.P.O.C.  will 
embody  in  a  letter  to  the  Kitchener  Light 
Commissioners  an  interpretation  of  the 
sections  of  the  agreement  to  which  ob- 
jection is  taken,  on  acceptable  lines. 

The  agreement  between  the  Hydro 
Electric  Power  Commission  of  Ontario, 
the  City  of  Toronto  and  a  number  of 
municipalities  east  of  the  city  for  the 
purchase  of  the  Toronto  Eastern  Ry. 
from  the  Canadian  National  Rys.  and 
its  completion  at  a  total  estimated  cost 
of  $8,360,794,  had  been  approved  by 
bylaws  voted  on  by  the  ratepayers  of 
the  towns  of  Whitby,  Oshawa  and  Bow- 
manville,  and  the  townships  of  Scarboro, 
Pickering,  West  Whitby  and  East 
Whitby,  prior  to  Nov.  30.  Darlington 
Tp.  ratepayers  passed  a  similar  bylaw 
Dec.  18  by  186  to  24  votes.  Toronto  rate- 
payers will  vote  Jan.  1  on  a  bylaw  to 
raise  $4,328,665,  as  its  quota  of  the  cost 
of  entrance  and  terminals  and  York 
Tp.  ratepayers  will  vote  on  Jan.  17  on 
a  bylaw  to  raise  $381,587  for  Toronto's 
share  of  the  work. 


Proposals  for  Buying  Ontario  Elec- 
tric Railways. 


Dominion  Power  and  Transmission  Co. 

— A  press  report  of  Dec.  22  states  with 
respect  to  negotiations  which  have  been 
in  progress  for  some  time  between  the 
Hydro  Electric  Power  Commission  of 
Ontario  and  the  Dominion  Power  and 
Transmission  Co.,  that  the  price  at  which 
the  company's  common  stock  is  propos- 
ed to  be  acquired  is  par.  The  common 
stock  outstanding  is  reported  to  be  $7,- 
714,500.  There  is  also  outstanding  $3,- 
681,000  of  preferred  stock  and  $8,000,000 
of  bonds.  The  company's  electric  rail- 
way properties  are:  Hamilton  St.  Ry.; 
Hamilton  and  Dundas  Electric  Ry.;  Ham- 
ilton Radial  Electric  Ry.;  Hamilton, 
Grimsby  and  Beamsville  Electric  Ry., 
and  Brantford  and  Hamilton  Ry. 

Guelph  Radial  Ry. — In  connection  with 
the  Hydro  Electric  Power  Commission 
of  Ontario's  offer  to  take  over  the 
Guelph.  Radial  Ry.,  free  of  all  encum- 
brance, as  at  July  1,  1920,  for  $150,000, 
Sir  Adam  Beck,  spoke  at  a  meeting  of 
Guelph  ratepayers,  Dec.  4.  He  stated 
that  the  idea  is  to  take  over  the  rail- 


way and  incorporate  it  with  the  proposed 
Hamilton-Galt-Elmira  and  Guelph  line, 
the  bylaws  for  which  are  to  be  voted  on 
on  Jan.  1.  Guelph  City  Council,  at  a 
meeting  Dec.  8,  decided  to  have  the  rate- 
payers vote  on  a  bylaw  to  raise  $150,- 
000  for  the  purpose  of  putting  the  G.ff.R. 
with  the  H.E.P.C.O.'s  railways. 

London  St.  Ry. — The  report  of  the 
Hydro  Electric  Power  Commission  of 
engineers  as  to  the  value  of  the  London 
St.  Ry.'s,  was  considered  by  the  London 
City  Council,  Dec.  6.  The  estimated 
value  of  the  property  was  stated  as  $1,- 
356,000,  and  it  was  estimated  that  the 
city  could  not  pay  what  the  property  was 
worth,  and  operate  it  as  cheaply  as  the 
company  is  able  to  do.  The  council  de- 
cided not  to  ask  the  ratepayers  to  vote 
on  a  purchase  bylaw  on  Jan.  1.  A  press 
report  states  that  the  company  is  will- 
ing to  sell  for  $1,208,000. 

Port  Arthur  Civic  Ry.-Fort  William 
Electric  Ry. — We  are  advised  that  at  the 
request  of  the  Port  Arthur  and  Fort 
William  City  Councils,  the  Hydro  Elec- 
tric Power  Commission  of  Ontario  will 
make  a  valuation  of  these  two  electric 
railways.  Some  of  the  commission's  en- 
gineers have  visited  the  two  cities  and 
collected  some  of  the  information  neces- 
sary, but,  we  are  advised  that  further 
details  will  be  required  before  a  report 
can  be  completed. 

Samia  St.  Ry. — The  Sarnia  City  Coun- 
cil passed  a  resolution,  Dec.  14,  asking 
the  Hydro  Electric  Power  Commission  of 
Ontario  to  make  a  report  upon  the  Sarnia 
St.  Ry.  with  a  view  to  its  acquisition  by 
the  city,  and  we  are  advised  that  the  com- 
mission will  have  the  investigation  made. 
We  are  further  advised  that  the  com- 
pany had  not  been  approached  up  to  Dec. 
20,  and  no  statement  can  be  made  as  to 
whether  it  would  sell. 


Proposal  to  Change  the  Rule  of  the 
Road  in  British  Columbia. 


According  to  a  report  from  Vancouver, 
legislation  will  be  incruded  by  the  gov- 
ernment at  British  Columbia  Legisla- 
ture's forthcoming  session  to  change  the 
rule  of  the  road  from  the  left  to  the 
right  hand.  The  report  adds  that  the 
Vancouver  Board  of  Trade  has  passed  a 
resolution  asking  the  government  in  mak- 
ing the  change  to  provide  that  the  cost 
attendant  upon  the  change  be  borne  by 
the  people  of  British  Columbia  by  taxa- 
tion. George  Kidd,  General  Manager, 
British  Columbia  Electric  Ry.,  attended 
the  meeting  and  explained  that  the  com- 
pany would  not  oppose  the  change,  pro- 
vided that  the  cost  of  making  it  was 
provided  for  by  the  legislature.  The  esti- 
mated cost  of  altering  street  cars, 
switches  and  overhead  equipment,  is 
about  $500,000.  It  was  arranged  that  a 
delegation  from  the  board  of  trade 
should  interview  the  government  upon 
the  matter. 

A  Victoria  report  states  that  W.  G. 
Mun-in,  Assistant  General  Manager,  and 
T.  Goward,  Victoria  Local  Manager,  B.  C. 
E.R.,  met  the  Prime  Minister  and  other 
members  of  the  cabinet,  Dec.  15,  and 
discussed  the  matter.  The  report  says 
it  was  estimated  that  the  cost  of  making 
the  necessary  changes  would  be  $700,000 
(instead  of  $500,000  as  stated  at  Van- 
couver), and  that  it  would  take  a  year 
to  do  the  work.  It  was  arranged  for  the 
B.C.  Public  Works  Department's  Chief 
Engineer  and  the  company's  engineer  to 
meet  and  discuss  details  in  order  that  a 
report  on  the  whole  matter  may  be  pre- 
pared. 


:io 


January,  1920. 


The  Montreal  Tramways  Go's  Snow  Fijjhtinj,^  Work. 


Il>    Arthur  (Ubourjr,  Supcrintt-ndcnt,  Montreal  Tramway*  Co. 


I..  an.        _.    K.~|.,u     .,.■     ...,,.,-. 

b<  Kiic,  from  the  head  down 

to  an,  and  entire  conftdoncc 

in  oni-  :\i..:fi.r.  .'t.  .Mnrliini'."!;  llic  best 
that  jicirnc-p  and  ex pr nonce  have  pro- 
dueed.  Thoci-  thrf'-  i^ii'monts  rombincd, 
an.!  •  '  •      •     and  car 

111'  iilion   to 

o\-  ■  t  of  the 

Mi'  .    a  maintaining 

B  c  of  our  city 

du!  .    ■  ./.zanls. 

III.  .-n.iu!:i.l  lor  tln'  past  -0  winters 
has  nveraired  104  in.,  but  recently  we 
were  sriven  128  in.,  that  is  nearly  11  ft., 
and  when  it  is  said  that  our  sweepers 
were  sent  out  on  Nov.  2:i  that  year,  and 
that  they  were  out  65  times  after, 
it  will  tell  you  that  the  lot  of  a  tramway 
man  is  not  a  very  pleasant  one  in  the 
winter.  On  the  other  hand,  if  it  is  looked 
upon  from  the  right  angle,  there  is  quite 
a  lot  of  real  sport  in  it,  as  there  is  in 
fighting  snow  the  same  ambition  to  win 
as  there  is  in  playing  hockey  or  lacrosse. 

In  the  early  stages  of  our  industry, 
when  street  cars  were  in  the  e.xperimental 
stage,  and  all  other  conditions  somewhat 
similar,  all  we  could  do  was  to  do  our 
best.  When  beaten  by  the  storm  king, 
the  public  had  to  wait  or  walk,  but  today 
the  public  demands  not  only  that  we  keep 
our  cars  running,  but  that  we  run  them 
on  time,  and  in  spite  of  our  modem  equip- 
ment and  thorough  organization,  we  are 
kept  on  our  tip  toes  all  the  time  and  we 
are  taxed  to  the  utmost  to  meet  the  ever 
changing  conditions  that  arise.  Every 
snow  storm  is  different  from  the  previous 
one;  temperature,  wind,  kind  of  snow  and 
road  conditions  are  all  factors,  which 
never  combine  in  the  same  way  and  keep 
all  of  us  on  the  qui  vi\c  to  overcome  their 
different  combinations.  Early  in  Novem- 
ber, we  have  cold  rain  and  sleet,  and  from 
December  until  March  we  have  snow; 
that  i.'  to  say,  from  November  until  the 
end  of  March  there  is  not  a  moment  that 
we  can  safely  say  "We  are  out  of  dan- 
ger." 

Our  snow  fighting  battery  consists  of 
40  sweepers,  6  ploughs,  12  levellers  and 
10  other  pieces  of  apparatus  of  different 
styles,  and  most  of  them  are  of  the  very 
latest  type.  Our  sweepers  have  two 
brooms,  which  rotate  rapidly,  throwing 
out  the  snow  from  the  rails  to  the  right 
hand  side.  Each  sweeper  is  e<iuipped  with 
two  wings,  a  large  one  on  the  right  side 
and  a  small  one  on  the  left  side.  The  idea 
of  having  the  large  one  is  to  open  a  drive 
way  for  the  vehicles,  and  the  small  one 
is  to  remove  the  snow  from  the  center 
of  the  tracks.  Most  of  our  sweeners  are 
of  the  single  truck  type,  but  we  have  had 
built  in  the  last  few  years  a  number  of 
sweepers  of  the  heavy  type,  specially  de- 
signed for  the  steep  hills  with  which  our 
city  has  been  so  generously  blessed  by 
nature.  Our  ploughs  arc  of  the  railway 
rotary  typn  and  are  used  on  the  .'suburban 
lin.  the  open  country.     During 

or  nftor  a  snow  storm   our 

trii.  .  >nn<  >.t  part  of  the  road, 

an<i  ri  '  v.  h;.lr-,  and  especially  autos,  im- 
mediately take  to  them,  and  naturally  to 
the  detriment  of  our  car  serN'ice.  We 
have,  in  consequence,  designed  the  Icvel- 


liTK,  or  wmK  >ui!>,  to  open  tiif  road  alung- 

>idc  of  our  trucks  wide  enough   to  allow 

horso   vehicles    and    automobiles   a   safe 

'    .ly  clear  of  our  cars.     Our  sweeper 

:  ii.nh  back  the  snov.  from  our  track. 

It  C  ft.,  and  the  levellers,  which 

iiir  ..time  of  our  freight  cars  e<|uipncd 
with  a  heavy  concave  iron  wing,  pushed 
out  by  mechanism,  pusn  further  back  the 
snow  left  by  our  sweepers  and  leave  a 
clear  drive  way  of  some  9  ft.  for  the 
trafilc. 

Ne.xt  in  importance  to  good  equipment 
comes  the  need  of  making  the  best  pos- 
sible use  of  it,  and  long  before  winter 
comes,  our  organization  is  complete  and 
plans  have  been  carefully  thought  out  and 
drawn  up.  The  first  actt^l  move  towards 
the  success  of  the  winter's  canipaign, 
takes  place  at  the  beginning  of  S'ovem- 
ber  each  year,  when  a  meeting  of  all  men 
in  charge  of  the  machines  is  called  and 
addressed  by  the  Superintendent.  This 
address  takes  the  form  of  a  friendly  heart 
to  heart  talk,  which  further  cements  the 
esprit  dc  corps.  Special  care  is  taken  to 
impress  on  each  man  in  charge  that  he 
must  feel  proud  to  be  called  to  act  as 
lieutenant  in  this  fight,  and  that  he  would 
not  have  been  called  if  it  was  not  felt  that 
he  was  the  best  man  that  could  be  got. 
Suggestions  are  offered  by  the  men  and 
considered,  and  after  further  amicable 
testimony  of  confidence,  we  separate,  each 
feeling  that  he  is  an  essential  spoke  in 
the  wheel,  and  each  anxiously  waiting  thc- 
monient  that  he  will  be  able  to  show  what 
he  can  do. 

Motormen  in  charge,  and  a->istant 
motormen  in  charge,  are  appointed  for 
each  sweeper  and  leveller,  at  the  begin- 
ning of  a  winter,  and  these  men  keep 
their  own  sweepers  during  the  entire  win- 
ter, subject,  of  course,  to  the  proper  per- 
formance of  their  duty.  The  idea  of  this 
is  that  if  a  man  is  in  charge  of  one  special 
sweeper  all  the  time,  he  will  soon  learn  its 
strength  and  its  weakness,  and  conse- 
quently we  get  better  work  from  both 
the  man  and  the  sweeper  than  if  he 
worked  on  one  sweeper  today  and  on  an- 
other one  tomorrow.  Each  man  in  charge 
of  a  sweeper  is  given  a  certain  one  of  the 
routes  to  cover  and  he  remains  on  this 
route  each  time  he  goes  out,  and  thus 
gets  to  know  its  difficulties  and  danger 
points,  and  how  best  to  overcome  them. 
From  this  system,  a  keen  rivalry  among.st 
the  different  crews  has  grown  up,  each 
claiming  that  his  sweeper  is  the  best  and 
his  route  kept  the  cleanest. 

On  the  other  hand,  the  Superintendent 
and  his  assistants  have  prepared  the 
routes  and  maps  to  take  care  of  the  in- 
side work  of  the  organization.  The  whole 
street  railway  system  is  divided  into  ter- 
ritories, which  arc  assigned  to  the  com- 
pany's four  operating  divisions;  regular 
routes  are  laid  out  for  the  sweepers, 
.separate  and  distinct  from  the  ordinary 
car  routes,  givintr  to  each  division  the 
sweeper  routes  which  can  be  handled  to 
be.st  advantage,  and  each  piece  of  appar- 
atus is  assiirned  to  a  particular  route.  As 
far  as  possible  the  routes  are  arranged  so 
that  each  can  be  completely  covered  by 
its  sweeper  in  from  4.'>  minutes  to  an 
hour,  and  also  arranged  so  as  to  have  one 
central  converging  point  for  three  to  four 
sweepers,  the  idea  boinit  that  when  help 
is  needed,  it  can  be  quickly  sent  by  divert- 
ing the  sweenor  from  another  route  when 
it  reaches  this  spot.  Large  blue  prints 
of  these  routes  arc  posted  in  the  Supcr- 


intt-ndenl'ii    .   '  .idquarlcrs 

and  at  each  .     .^'mailer 

blue  prints  ;.  .irh  piece 

of  apparatu.s,  k'.\i'ik'  th-  .'.e  of 

that  particular  sweeper  . 

Thus  we  h.Tvr-  thr  ro;.  .    ,   de- 

(iiied;  sweep.  I  f.,r  ■  .i.  )i  route, 

a  man  in  ct,  .d,  who  is  fully 

aware  of  tl..  that  route  and 

who  under.'itanil.-  hi.-i  .vceper  and  knows 
how  to  handle  it,  so  as  to  obtain  the  best 
results,  and  when  the  order  is  given  from 
.vnow  headquarters  to  pull  out.  there  is  no 
confusion,  no  valuable  tiine  lost  in  asking 
questions.  Each  man  knows  where  to  go 
und  what  to  do,  and  he  simply  goes  ahead 
and  does  it.  The  best  recording  baro- 
meters are  installed  in  the  home  of  the 
man  in  command,  and  in  the  snow  head- 
quarters down  town,  an.|  the  nightly  con- 
sultations begin.  "Will  we  sleep  tonight 
or  not?"  "Will  it  snow  or  not?"  are  the 
questions  that  are  asked  hundreds  of 
times  during  the  winter,  when  looking  at 
the  barometer  before  going  to  bed. 

The  first  storm  of  the  season  is  always 
the  one  awaited  with  the  most  anxiety. 
Sweepers  have  not  been  in  use  for  8  or  9 
months,  the  men  are  more  or  less  rusty 
at  the  first  run  out,  switchmen  are  not 
available,  and  all  this,  added  to  the  fact 
that  the  first  storm  always  comes  when 
least  expected,  makes  the  men  in  charge 
do  a  lot  of  anxious  thinking.  When  it 
does  come  we  hustle  out  the  200  odd  men 
to  man  all  the  machines  and  send  them  all 
out,  even  if  they  are  not  all  absolutely 
needed,  so  as  to  give  each  machine  a  real 
test  and  see  whether  they  are  all  ready 
for  thir  winter's  work.  It  has  always 
been  our  ambition  to  pull  out  our  whole 
snow  battery  in  less  than  an  hour,  and 
when  this  is  done  and  the  order  given  in 
time,  it  takes  quite  a  blizzard  to  stop  the 
movement  of  the  cars. 

There  is  little  worry  as  regards  men 
attached  to  daylight  snow  storms.  The 
real  worry  begins  between  midnight  and  5 
a.m.,  and  special  care  ha.^  to  be  taken,  so 
as  to  be  able  to  locate  our  men  on  time 
if  snow  begins  between  these  hours.  Call 
boys  are  held  in  each  station  and  sent  out 
to  get  crews  as  soon  as  the  danger  ap- 
pears, so  that  all  our  sweepers  are  ready 
to  go  out  when  the  first  grain  begins  to 
fall.  Our  men  generally  live  around  the 
stations,  and  as  they  c.xjjcct  to  be  calle<l 
at  any  moment  during  th«  winter,  it  does 
not  take  them  long  to  get  dressed  and  on 
the  job,  especially  as  each  one  is.anxious 
to  keep  his  own  line  better  than  the  other 
fellow. 

The  first  trouble  in  .<;now  storms  comes 
at  switches  and  intersections.  The  snow 
blocks  the  switchpoint,  and  motormen 
have  trouble  in  opening  the  switches, 
which  explains  the  delays  at  intersections 
at  the  beginning  of  every  storm.  We  have 
continually  some  80  odd  men  looking  after 
the  hills  and  switches,  brushing  off  the 
sno\v  and  salting  the  switches,  and  at- 
tending to  the  rails  on  the  hills,  to  keep 
them  soft  and  clean;  but  when  the  stonn 
comes,  some  200  additional  men  are 
rushed  to  heln  them,  so  as  to  keep  hills 
and  switches  in  perfect  condition. 

Sweeper  crews  are  also  provided  with 
pood  lunches  when  the  need  arises.  If 
possible,  the  sweeper  is  pulled  into  a  con- 
venient siding  and  the  crew  given  a  good 
meal  at  a  nearby  restaurant,  or  if  it  is 
I.ossible  to  spare  the  sweeper  off  the  road 
for  half  an  hour,  cans  of  coffee  and  good 
sandwiches  are  sent  around  to  them. 


January,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


31 


Our  snow  headquarters  are  at  our  cen- 
tral car  barn,  Cote  St.,  where  special  tele- 
phones are  in  operation,  and  dispatchers 
are  at  hand,  and  here  the  Superintendent 
takes  up  his  position  at  the  center  of  the 
web,  and  directs  the  movement  of  his 
forces.  All  orders  are  issued  from  this 
spot  and  all  news  is  transmitted  there, 
and  I  can  tell  you  that  there  is  lots  of 
that.  Divisional  superintendents  and  in- 
spectors report  every  hour.  Sweeper  and 
leveller  crews  also  report  every  trip,  giv- 
ing their  sweeper  number,  the  place  they 
are  reporting  from,  the  ground  they  have 
covered  and  the  condition  of  their  road, 
and  this  means  some  90  calls  an  hour. 
All  this  information  is  tabulated  in  such 
a  way  that  the  assistant  superintendent 
in  charge  at  the  desk  during  the  snow 
storm  can  tell  at  a  glance,  the  position  of 
each  sweeper  or  leveller.  There  is  a  lot 
of  thinking  to  do  and  he  must  be  a  man 
having  the  whole  system  engraved  in  his 
mind,  as  the  number  of  telephone  mes- 
sages per  minute  would  not  allow  time 
to  consult  any  map.  In  this  way  a  close 
check  can  be  kept  on  the  whole  system 
and  help  can  be  sent  where  it  is  needed 
and  a  sweeper  transferred  from  its  own 
line  to  another,  where  danger  threatens. 

Our  snow  season  begins,  as  I  said  be- 
fore, in  November  and  continues  right 
through  till  St.  Patrick's  Day.  The  snow 
in  December  is  soft  and  comparatively 
easy  to  handle,  as  the  cold  is  not  severe, 
but  in  January  and  February,  our  snow 
storms  live  up  to  their  reputation,  and 
when  the  thermometer  acts  in  conjunction 
and  drops  to  20  or  25  degrees  below,  then 
indeed  we  have  our  work  to  do.  Storms 
m  these  two  months  often  commence  one 
day,  continue  all  that  day  and  night  and 
the  next  day  sometimes,  and  although  the 
snow  fall  is  scientifically  given  as  10  or 
12  in.,  this  means  that  the  streets  are 
covered  with  piles  of  snow  3  or  4  ft.  deep. 


In  storms  like  these,  something  more 
is  needed  than  equipment  and  plans,  and 
that  is  men.  If  your  men  are  of  this 
kind  that  work  only  for  pay,  then  the 
most  complete  equipment,  the  most  care- 
fully laid  out  plans,  will  not  pull  you 
through.  What  you  need,  and  need  badly, 
are  men  who  are  real  men,  men  who  work 
not  only  for  their  pay,  but  do  work  such 
as  cannot  be  paid  for,  in  mere  money. 
Esprit  de  corps  must  permeate  your  whole 
staff  from  Superintendent  down  to  switch- 
man. Men  arc  wanted  whose  ideals  are 
so  well  put  by  Ivjpling  when  he  sayS: 

"No  one  shall   work   for  money. 
No  one  slmll   work   for   fame,  but 
Each  for  the  joy  of  the  working." 

Men  who  answer  the  call,  on  the  jump, 
who  phone  headquarters  even  before  they 
are  called,  who  pull  out  their  sweepers  at 
the  beginning  of  a  storm,  and  return  it 
only  when  the  storm  is  over,  whether  it 
be  after  12,  or  24,  or  .S6  hours,  and  who 
are  indignant  when  offered  relief  for  a 
few  hours  of  needful  rest.  With  a  staff 
that  starts  in  with  the  storm  and  stays 
right  with  it,  eating  sometimes,  sleeping 
at  no  time,  but  fighting  at  all  times,  you 
feel  your  feet  on  solid  ground  and  are 
ready  to  do  your  best  in  the  battle  with 
nature's  storm  king.  And  after  the  storm, 
when  the  last  sweeper  has  been  ordered  in 
and  your  inspectors  are  phoning  in  "cars 
on  schedule  time,"  you  turn  homeward 
for  a  much  needed  clean  up,  tired  and 
worn  out  physically,  but  your  mind  at 
ease,  and  as  you  see  the  streets  piled  up 
with  snow,  but  with  the  car  track  clean 
and  shining  in  the  sun,  the  cars  filled  with 
passengers  riding  safely  and  comfortably 
down  to  \york,  you  are  suddenly  filled 
with  a  feeling  of  joy  and  pride — joy  in  the 
doing  of  a  man's  work,  and  pride  in  the 
organii^ation  of  which  you  are  the  head. 

The  foregoing  paper  was  read  before 
the  Montreal  Publicity  Association. 


Sale  of  Sandwich,  Windsor  and  Amherstburg  Ry.  to  Hydro  Electric 
Power  Commission  of  Ontario. 


The  voting  by  ratepayers  of  W^indsor, 
Ont.,  and  8  other  and  adjoining  munici- 
palities for  bylaws  providing  for  the 
raising  of  $2,100,000  by  debentures  for 
the  construction  and  operation  of  an 
electric  railway  under  the  Hydro  Elec- 
tric Power  Commission  of  Ontario,  de- 
tails of  which  were  given  in  Canadian 
Railway  and  Marine  World  for  Dec, 
1919,  pg.  667,  took  place  Dec.  6,  and  re- 
sulted in  the  bylaws  being  carried  in  all 
the  municipalities  except  Anderdon  Tp. 
Following  are  particulars  of  the  votes: 

For  Against 

Sandwich    East   Tp 214  14 

Sandwich    West    Tp 123  45 

Anderdon  Tp 56  133 

Ford  City  Town 180 

Walkenillc   Town    198  7 

Sandwich   Town   179  17 

Ojibway     Town     8 

Amherstburg  Town  216  40 

Windsor    City    1,100  29 

Total    2,254  286 

The  fiuares  for  Sandwich  West  Tp.  are  stated 
to  be   incomplete. 

In  connection  with  the  defeat  of  the 
bylaw  in  Anderdon  Tp.,  a  resolution  was 
passed  by  the  Sandwich  West  Township 
Council,  Dec.  10,  guaranteeing  that  that 
township  would  assume  its  proportion  of 
the  $143,536,  which  Anderdon  Tp.  was 
to  have  provided  and  other  municipali- 
ties will  probably  do  the  same. 

While  the  bylaws  and  the  agreements 
to  be  signed  by  the  municipalities  under 
them  provide  for  the  construction  of  an 


electric  railway,  no  new  line  will  be  built, 
but  the  Sandwich,  Windsor  and  Amherst- 
burg  Ry.  lines  will  be  acquired  from  the 
Detroit  United  Ry.  for  $1,849,000.  It 
was  reported  that  the  company's  pro- 
perty would  bo  taken  over  within  sixty 
days,  from  the  voting,  and  that  very 
soon  thereafter  work  would  be  started  on 
certain  betterments  which  are  required, 
and  fur  which  there  has  been  consider- 
able agitation.  The  bylaws  provide 
$251,000  for  this  purpose. 

The  bylaws  state  that  the  amount 
estimated  to  be  required  for  the  main- 
tenance of  the  railway,  apart  from  oper- 
ating expenses  is  $134,000  a  year.  The 
operating  revenue  is  estimated  at  $491,- 
000  and  the  operation  and  maintenance 
expenses  are  estimated  at  $339,000. 

The  Sandwich,  Windsor  and  Amherst- 
burg  Ry.  also  owns  a  light  and  power 
plant,  which  it  is  also  proposed  to  be 
acquired  by  the  Hydro  Electric  Power 
Commission  of  Ontario  for  $190,000. 
The  total  price  therefore  for  the  railway 
and  the  light  and  power  plant,  is  $2,- 
039,000,  which  will  be  paid  in  the  Hydro 
Commission's  40  year  iVzVo  bonds.  The 
light  and  power  plant  is  operated  en- 
tirely in  the  City  of  Windsor,  and  will 
be  handed  over  to  the  city's  hydro  elec- 
tric commission  for  operation.  A  bylaw 
to  raise  the  $190,000  necessary  to  pay 
for  this  plant  will  be  voted  on  by  Wind- 
sor ratepayers  on  Jan.   1. 


Electric  Railway  Employes  Wages, 
Working  Conditions,  Etc. 

British  •  Columbia     Electric     Ry.— We 

have  received  a  copy  of  the  agreement 
made  between  the  British  Columbia  Elec- 
tric Ry.,  and  its  employes,  under  the 
terms  of  the  award  of  the  board  of  con- 
ciliation's award  referred  to  in  Canadian 
Railway  and  Marine  World  for  Dec, 
1919,  pg.  671.  The  new  wage  schedule 
was  made  retroactive  to  Sept.  8,  1919, 
and  is  to  continue  in  operation  until 
changed;  30  days  notice  of  any  desired 
change  to  be  given  by  either  party.  As 
the  wages  to  be  paid  differ  in  some  cases 
from  those  mentioned  in  our  last  issue, 
the  schedule  of  conductors  and  motor- 
men,  as  contained  in  the  agreement,  is 
given  as  follows: 

City  and  Suburban  Lines :  Per  hour 

First  6  months 45c 

Second   6   months   60c 

Third  6  months  , 63c 

Thereafter    66c 

Motormen  and  conductors  in  work  train  service 
receive  2c  an  hour  in  addition  to  the  above  rates. 
Interurban  Lines — District  1,  District  4.  Saanich 
Line,  16th  St.  Yard  and  Carroll  St.  Yard: 
Passenger   Conductors   and  Motormen : 

Per  hour 

First  6  months  45c 

Second   6  months   51c 

Third  6   months    67e 

Thereafter    68c 

Freight    Conductors   and   Motormen : 

First  6  months  47c 

Second  6  months B3c 

Third   6   months   57c 

Thereafter    60e 

Passenger    Brakemen : 

First    6    month    s 4.Sc 

Second  6  months  59c 

Third   6   months    52c 

Thereafter    65c 

Freight   brakemen    53c 

Trolleymen    52 ^^c 

Work  done  on  Sundays  and  holidays  to  be  paid 
time  and  a  half.  Extra  men  to  be  guaranteed  6 
hours  work  a  day. 

Edmonton  Radial  Ry.— As  a  result  of 
an  application  by  the  Street  Railway- 
men's  Union  of  Edmonton,  Alta.,  the 
City  Commissioners  were  reported,  Dec. 
15,  to  have  taken  up  with  the  Alberta 
Government  the  question  of  securing  for 
the  Edmonton  Radial  Ry.  employes,  full 
pay  from  the  Workmen's  Compensation 
Board  for  sickness,  or  injury,  caused  by 
accident  over  which  they  have  no  control. 

The  Montreal  and  Southern  Counties 
Ry.  has  advanced  its  conductors  and 
motormen's  wages  as  follows: 

Suburban  Interurban 
lines  lines 

Conductors  and  motormen..  37c  to  46c  38c  to  ■18c 
Conductors  and  motormen..  46c  48c 

The  new  rates  are  an  advance  of  from 
6c  to  9c  an  hour. 

The  Quebec  Ry.,  Light  and  Power  Co. 

increased  its  conductors  and  motormen's 
wages  on  its  city  division  3c  an  hour 
on  Nov.  15  and  2c  an  hour  more  on  Dec. 
1,  the  rates  per  hour  now  being: 

First    year    Sic 

Second    year    „ 84c 

Third   to    6th   year S6c 

Aftt-r  7    years    ..88c 


Toronto  Ry.  and   the  Don   Bridge — In 

connection  with  the  building  of  a  bridge 
on  Queen  St.,  Toronto,  over  the  Don 
River,  the  Board  of  Railway  Commis- 
sioners made  an  order  in  1909,  allocating 
the  cost  of  the  bridge  among  the  several 
parties  interested.  The  amount  which 
the  Toronto  Ry.  was  ordered  to  pay  was 
approximately  $110,000;  the  total  cost  of 
the  bridge  being  $748,035.  The  com- 
pany appealed,  and  subsequently  paid 
$80,000  on  account  under  protest.  The 
case  went  to  the  Imperial  Privy  Council, 
which  gave  judgment  Dec.  18,  against 
the  company  with  costs. 


32 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


January-,  1920. 


Canadian  Klectric  Railway  Association's  Annual 
Meet  in  jj:. 


Thf  Canadian  Klit-lru'  lOiilwav  Anno- 
<  intion'n  annual  nKt-tintr  wa!<  held  in 
Montn-al,  Piv.  .1  ami  I,  the  l*r.-ni<K-nt,  A. 
Ka!<tman,  Vice  PrcHitK-nt  nnd  (irni-ml 
Mnnaircr,  WimUor,  K.isi-x  &  Ijiki-  Shore 
liapid  Railway,  in  the  i-hair. 

The  Honornry  Swretary  -  Treasurer, 
Acton  Hurrows,  reported  on  the  axiiocia- 
tion'«  work  durinK  the  year,  the  report 
boinc  di^ruKited  under  its  different  head- 
inir». 

.1.  A.  Coderrc,  in  rhnr»;e  of  Division  of 
Wood  Preservation,  Forest  Products  La- 
boratories of  Canada,  Interior  Depart- 
ment, in  co-operation  with  McGill  Uni- 
MTsity,  read  n  paper  on  the  preservation 
of   ties,    poles   and    other    timber   used    hy 


J.  E.  Ha(ch«*on. 
G^nrrftl    Manatecr.    Montrral    Tramways    Co.,    who 
has   bcvn    elected    Honorar>-    ProKident.    Canadian 
Fleetric    Railway    A»aociation. 

electric  railways,  which  was  illustrated 
by  lantern  slides. 

The  resignation  of  Acton  Burrows,  as 
Honorary  Secretary  -  Treasurer,  after 
serving  for  over  12  years,  tendered  by 
him  in  July,  I'JllI,  and  at  the  executive 
committee's  request,  held  in  abeyance 
until  the  annual  meeting,  was  discussed, 
and  as  Mr.  Burrows  stated  that  it  was 
absolutely  impossible  for  him  to  con- 
tinue to  occupy  the  position,  owing  to 
demands  on  his  time  for  his  business 
and  his  private  interests,  it  was  accepted 
with  an  expression  of  regret,  and  he  was 
elected  as  the  association's  first  honorary 
member. 

Considerable  time  was  spent  in  dis- 
cussing a  proposed  re-organization  of 
the  association,  so  as  to  widen  its  activ- 
ities, and  extend  its  work,  nnd  the  revi- 
sion of  the  constitution  and  bylaws  was 
referred  to  the  executive  committee, 
which  reported  at  the  seconrl  day's  meet- 
ing. It  is  proposed  to  appoint  a  paid 
secretary-treasurer  or  manager,  to  de- 
vote his  whole  time  to  the  association's 
work. 

The  following  officers  were  elected  for 
the  current  year: — 

Honorary   President,  J.  E.   Hutcheson, 


General     ManaKrr,   Montreal    Tramways 
Co. 

Ilonnrnry  Vice  President,  Acton  Bur- 
rows, Mnnnging  Director,  Canadian  I{ail- 
wny   and    .Marine   World. 

Presiilent,  A.  Ciahoury,  Superintendent, 
Montreal  Tramways  Co. 

Vice  President,  (i.  Gordon  Gale,  Vice 
President  and  General  Manager,  Hull 
Klectric  Co. 

Honorary  Secretary  -  Treasurer  (pro 
temi,  A.  Kastman,  Vice  President  and 
General  Manager,  Windsor,  Essex  & 
Ijike  Shore  Kapid  Railway  Co. 

Executive  Committee — The  President, 
Vice  President,  and  K.  D.  Burpee,  Super- 
intendent, Ottawa  Electric  Railway  Co.; 
C.  C.  Curtis,  Manager,  Cape  Breton  Elec- 
tric Co.;  A.  Eastman,  Vice  President  and 
(Jeneral  Manager,  Windsor,  Essex  & 
Lake  Shore  Rapid  Railway  Co.;  Geo. 
Kidd,  General  Manager,  British  Colum 
bin  Electric  Railway  Co.;  M.  W.  Kirk- 
wood,  General  Manager,  Grand  River 
Railway  Co.;  A.  W.  McLimont,  Vice 
President  and  General  Manager,  Winni- 
peg Electric  Railway  Co.;  R.  M.  Reade. 
Superintendent,  Quebec  Railway,  Light 
and  Power  Co.;  Licut.-Col.  G.  C.  Royce, 
General  Manager.  Toronto  Suburban 
Railway  Co.;  C.  L.  Wilson,  Assistant 
.Manager,  Toronto  &  York  Radial  Rail- 
way Co. 


Mainlv 


About   Electric   Railway 
People. 


O.  E.  Baldwin  is  reported  to  have  been 
appointed  Manager,  Guelph,  Ont.,  Radial 
Ry.,  at  a  salary  of  $1,800  a  year. 

Sir  .\dam  Beck,  Chairman,  Hydro 
Klectric  Power  Commission  of  Ontario, 
was  presented  with  an  illuminated 
Christmas  card  by  the  London,  Ont.,  Ro- 
tary Club,  Dec.  8,  on  the  eve  of  his  de- 
parture for  England,  where  Lady  Beck 
is  ill. 

Albert  Eastman,  who  was  Vice  Presi- 
dent, Canadian  Electric  Railway  Associa- 
tion, 1917-1918;  President,  1918-1919, 
and  who  on  Dec.  4  was  elected  Honorary 
Secretary-Treasurer,  pro  tem,  was  born 
in  Bosanquet  Tp.,  Ont,  Aug.  21,  1870. 
He  entered  transportation  service  in 
1889,  and  was  to  1891,  operator,  Michi- 
gan Central  Rd.;  1892  to  1900,  freight 
and  ticket  clerk  and  operator,  G.T.R., 
Detroit,  Mich.;  1901,  assistant  agent, 
.Michigan  Central  Rd.;  1892  to  1900,  to 
Nov.,  1902,  Travelling  Express  and  Pas- 
senger Agent,  Detroit  United  Ry.;  Dec, 
1902,  to  May,  1903,  General  Express 
Agent,  Utica  and  Mohawk  Valley  Ry.; 
May  to  Nov.,  190.'!,  Division  Superintend- 
ent, Detroit  ITnited  Ry.;  Nov.,  1903,  to 
Nov.,  1907,  Superintendent  of  Employ- 
ment, Public  Service  Corporation  of  New 
.Jersey;  Nov.,  1907,  to  May,  1910,  General 
Express  and  Passenger  Agent,  New  York 
State  Railways,  Syracuse  and  Utica, 
N.Y.;  May,  1910,  he  was  appointed  Gen- 
eral Manager,  and  in  1914,  also  Vice 
President,  Windsor,  Essex  and  Lake 
Shore  Rapid  Ry.,  Kingsville,  Ont. 

Arthur  Gaboury.  who  has  been  elected 
President,  Canadian  Electric  Railway  As- 
sociation, was  born  at  Montreal,  April  0. 
1875,  and  entered  Montreal  Street  Ry. 
Co.'s  service,  June  4,  1S94,  since  when  he 
has  been,  to  Oct.,  1900,  conductor  and 
motorman;  Oct  to  Nov.,  1900,  Assistant 
Inspector;  Nov.  to  Dec..  1900,  night  clerk. 


Cote  St.  Barn;  Dec,  1900.  to  .Sept.,  I»o:i, 
flay  chief  clerk,  St.  Denis;  Sept..  1906.  to 
.May.  HtOfi.  Claimn  Agent;  May,  1906,  Uj 
1907,  AssiNtant  Superint<-ndent;  and  from 
1907,  Sup«'rintendent,  which  position  he 
still  occupies  in  Mf>ntreal  Tramways  Co.'s 
service.  Me  was,  early  in  I91H,  appoint- 
e<l.  by  the  French  (iovemment,  an  officer 
of  the  French  Academy.  He  has  been  a 
member  of  the  Canadian  Electric  Rail- 
way Association's  executive  committee 
for  several  years,  and  was  its  Vice  Presi- 
dent,   191X-1919. 

(i.  (iordon  Gale,  M.E.I.C.,  who  has 
been  elected  Vice  President,  Canadian 
Klectric  Italiway  Association,  after  hav 
ing  been  a  member  of  the  executive  com- 
mittee for  several  years,  was  bom  at 
Quebec,  Que.,  Oct.  9,  1K«2,  and  prior  to 
I'.iOT    was    .X'l-istant    Knt'inifr.    Canadian 


Acton  Burrows. 
ManaKins  Director.  Acton  Burr\>ws  Ltd..  pro- 
prieton.  Canadian  Railway  and  Marine  World, 
who  has  resiirned  the  Honorary  Secret*rT-Tre«- 
surership  of  the  Canadian  Electric  Railway 
AsHuciation,  after  having  been  unanimously  re- 
elected for  12  consecutive  yearsi.  and  who  baa 
been  elected  an  honorary  member  of  the  aaao- 
ciation  and   its   Honorary   Vice   Preaident. 

Rubber  Co.'s  electrical  plant;  1907  to 
Nov.,  1908,  Superintendent  of  Power, 
Hull  Electric  Co.;  Nov.,  1908  to  1909. 
acting  General  Superintendent,  same 
company;  1909  to  June,  1914,  General 
Superintendent  same  company;  June, 
1914  to  Jan.,  1917,  General  .Manager, 
same  company,  and  from  Jan.,  1917,  S'ice 
President  and  General  Manager,  same 
company. 

J.  E.  Hutcheson,  who  has  been  elected 
Honorary  President,  Canadian  Electric 
Railway  Association  was  bom  at  Brock- 
ville,  Ont,  Sept.  10,  1858,  and  entered 
railway  service  in  1874,  in  the  G.T.R. 
mechanical  department,  afterwards  ser\'- 
ing  in  that  company's  ticket  freight  and 
telegraph  departments.  In  1884  he  was 
appointed  a  dispateher,  C.P.R.,  at  Ot- 
tawa, in  1886  Chief  Dispatcher,  and  in 
1S88  Trainmaster,  which  position  he  held 
to  1891,  when  he  took  charge  of  the  Ot- 
tawa Electric  Ry.  Co.'s  operation  of 
which  he  was  Superintendent  until  July, 
1912,  when  he  was  appointed  General 
Manager,    Montreal    Tramways   Co.      He 


January,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


33 


has  taken  an  active  part  in  the  Canadian 
Electric  Railway  Association's  work 
since  its  inception,  having  served  for  sev- 
eral years  as  a  member  of  the  executive 
committee,  and  also  having  been  Vice 
President,  and  for  the  year  1908-09, 
President.  He  was,  for  several  years,  a 
member  of  the  4.Srd.  Regiment,  retiring 
with  the  rank  of  Major,  in  1910,  on  his 
return  from  England,  where  he  acted  as 
Adjutant  in  charge  of  the  Canadian  team 
at  Bisley.  He  was  subsequently  appoint- 
ed an  honorary  lieutenant  colonel.  He 
has  been  a  member  of  the  Militia  Depart- 
ment's small  arms  committee  for  several 
years. 

H.  A.  Lemmon  has  been  appointed  Sec- 
retary, Xova  Scotia  Tramways  &  Power 
Co.,  vice  11.  R.  Mallison,  resigned. 

-Uexander   .MacDonald,  whose  appoint- 


The  Waterloo-Wellington  Railway. 


Arthur  Gaboury. 
Superintendent.  Montreal  Tramways  Co.,  who  has 
been  elected   President.   Canadian  Electric  Rail- 
way Association. 

nient  as  Traffic  Superintendent,  Winni- 
peg Electric  Ry.  was  announced  in  our 
last  issue,  was  born  Apr.  7,  1872,  and 
entered  electric  railway  service  .Tune  5, 
1897,  since  when  he  has  been,  to  1900, 
conductor  and  motorman;  1900  to  1903, 
Inspector;  1904  to  July,  1912,  Superin- 
tendent, Hochelaga  Division,  Montreal 
St.  Ry.;  .July,  1912  to  Nov.,  1919,  Super- 
intendent, St.  Denis  Division,  Montreal 
Tramways  Co. 

H.  C.  Nickle,  General  Superintendent, 
Kingston,  Portsmouth  &  Cataraqui  Elec- 
tric Ry.,  who  has  been  elected  mayor  of 
Kingston,  Ont.,  by  acclamation,  was  born 
there,  May  26,  1874,  and  entered  trans- 
portation service  in  Sept.,  1893,  and  has 
been  with  the  K.P.&  C.E.R.  Co.  ever 
since  the  introduction  of  electric  cars  in 
Kingston. 

F.  W.  Summer,  who  was  a  director  of 
the  Moncton,  N.B.,  Tramways,  Electricity 
and  Gas  Co.,  from  its  inception,  died  re- 
cently. 


The  Berlin  and  Bridgeport  Electric 
Street  Ry.  Co.,  began  operations  between 
those  two  Ontario  municipalities  in  1902, 
and  in  1912,  with  a  view  to  extending 
the  line  northerly,  an  act  was  secured 
from  the  Ontario  Legislature,  changing 
the  name  to  the  Berlin  and  Northern  Ry. 
Co.  and  authorizing  the  extension  of  the 
line  to  Fergus  and  Elora.  In  1919,  ow- 
ing to  the  change  of  the  name  of  the 
City  of  Berlin  to  Kitchener,  the  Ontario 
Legislature  authorized  the  company  to 
change  its  name  to  the  Waterloo-Wel- 
lington Ry.  Co.  and  extended  the  time 
within  which  the  additional  line  of  rail- 
way could  be  built  for  three  years. 

'The  company  owns  2.7.")  miles  of  track 
serving  Kitchener,  Bloom  ingdale  and 
Bridgeport,  and  operates  over  about  a 
mile  of  the   Kitchener  and   Waterloo   Ry. 


20,000  people  at  the  Guelph  end,  and 
three  villages  directly  on  the  route,  with 
several  more  nearby,  and  a  fine,  pros- 
perous rural  territory  and  population  in- 
tervening, an  electric  railway  giving  a 
good  service  between  Kitchener  and 
Guelph,  15  miles,  would,  it  is  contended, 
pay  well  within  a  few  years.  W.  H. 
Breithaupt,  Kitchener,  Ont.,  is  President. 


Toronto  Ratepayers  to  Vote  on 
Street  Railway  Questions. 


Toronto  ratepayers  will  vote  on  the 
following  questions  at  the  municipal 
elections  Jan.  1 :  Are  you  in  favor  of: — 
(1)  The  operation  of  the  Toronto  Ry. 
System  by  a  commission  of  three  rate- 
payer.'^,  resident   in    the   municipality,   to 


The  Electrification  of  the  Italian  State 

Railways  is,  it  is  reported,  to  be  carried 
out  by  an  Italo-United  States  combine 
with  a  capital  of  800,000,000  lire  (at  nom- 
inal rates  of  exchange  $1.50,000,000). 


G.   Gordon   Gale, 
Vice   President   and    General    Manager.    Hull    Elec- 
tric   Co.,    who   has    been    elected   Vice    President. 
Canadian    Electric    Railway    Association. 

tracks,  owned  by  the  City  of  Kitchener. 
The  company  also  owns  a  park  and  ca- 
sino, on  the  Grand  River  at  Bridgeport, 
where  there  is  also  a  race  track,  coun- 
try club  and  other  features  attracting 
a  large  summer  business.  The  company 
operates  its  line  directly,  and  uses  there- 
on 3  motor  cars,  double  truck  and  2 
single  truck.  One  of  the  latter  is  a  one 
man  car  and  it  is  found  entirely  satis- 
factory. The  company  also  owns  3  steel 
dump  cars  for  hauling  gravel,  and  .5  ad- 
ditional smaller  cars. 

We  are  officially  advised  that  the  com- 
pany has  had  some  negotiations  with  the 
City  of  Kitchener,  as  to  the  purchase  or 
taking  over  and  operating  the  W.-W.  line 
in  conjunction  with  the  city's  line,  but 
no  arrangement  has  been  reached  further 
than  the  conclusion  of  an  operating 
agreement  for  the  use  of  power  and  the 
use  of  trackage  in  the  city  for  another 
year. 

We  are  further  advised  that  the  com- 
pany has  a  project  under  way  for  ex- 
tending its  line  to  Guelph;  the  city  au- 
thorities of  which  are  reported  as  having 
expressed  themselves  as  being  strongly 
interested  in  the  project.  With  26,000 
people  at  the   Kitchener  end,  and  about 


Albert  Eastman, 

Vice  President  and  General  Manager,  Windsor, 
Essex  and  Lake  Shore  Rapid  Railway,  who  was 
President,  Canadian  Electric  Railway  Associa- 
tion, 1918-1919.  and  who  has  been  elected  ita 
Honorary  Secretary-Treasurer,  pro  tern. 

be  appointed  by  the  city  council  and  to 
act  without  salary?  and  (2)  The  city 
applying  for  legislation  enabling  it  to 
borrow  money  without  a  further  vote  of 
the  electors,  to  acquire  the  Toronto  Ry. 
Co.'s  property,  which  the  city  is  entitled 
to  take  over  under  the  agreement  be- 
tween the  city  and  the  company,  and  for 
the  purposes  of  the  transportation  com- 
mission, and  to  make  arrangements  for 
the  operation  thereof?" 

A  third  bylaw,  which  will  also  be  vot- 
ed on  an  Jan.  1,  affirms  the  expediency 
of  the  city  taking  over  certain  real  and 
personal  property  of  the  Toronto  Ry.  Co., 
pursuant  to  the  statutes  and  to  the 
agreement  with  the  city. 


The  Ontario  Court  of  Appeal,  on  Dec. 
8,  refused  to  grant  the  Toronto  and  York 
Radial  Ry.  leave  to  appeal  against  an 
order  of  the  Ontario  Railway  and  Munic- 
ipal Board,  authorizing  Toronto  City 
Council  to  cross  the  company's  line  on 
Yonge  St.,  with  its  projected  Mount 
Pleasant  civic  car  line.  It  is  reported 
that  the  case  will  probably  go  on  to  the 
Imperial  Privy  Council. 


84 


January,  1920. 


Klectric  Railway  I*rojects,  Construction,  Hettcrments,  Etc. 


ttrilist)  (  nluMiliia  rir.lri.-  It\ .  -Wv  an- 
,.!'  my    pr.)- 

|.  ,:i    I'Xton- 

Ki.  ■    111   KiMir 

Ku^aiil  ^:t..  en  (Jriiis;lli  St.  \'<  i-onncct 
with  the  tracks  n»w  InitI  mi  Wilson  Koud 
(•ll.ll  Sl.l,  which  will  I'lUihli-  n  direct 
Horvico  to  he  k' I  veil  U'twi-on  KerrisilaU- 
Ami  Vnncouvrr.  I'ndiT  the  ajrrwmont 
Iwlwccn  till-  i.imimiiy  and  the  (.'.I'.K.,  tho 
work  i.-i  to  l>c  Nlurti-d  ut  onco.  It  is  ox- 
pt'clisl  to  have  tho  now  .Hi-rvicc  in  opera- 
tion hy  May  1.     (Nov..   I'JV.i,  pR.  612). 

CalKary  Muniripnl  Uy. — Tender!*  are 
beint;  Bsko<l  for  lo.OilO  railway  ties  and 
5  tons  of  trolley  wire  for  use  in  recon- 
struction work  on  the  various  lines  in 
Calcary,  Alt«.,  during  this  year.  (Dec., 
19111.  pp.  C70). 

<'hathani,  WallareburR  and  I>ake  Erie 
Ry.— We  are  olVicially  advised  that  al- 
though the  company  has  bought  rotarie.s 
and  transformers  to  be  used  in  connec- 
tion with  the  installation  of  hydro  elec- 
tric power,  tho  machinery  has  not  been 
installed,  and  it  is  not  expected  to  put 
it  in  operation  before  Jan.  1.5.  It  is  in- 
tended to  use  two  250  rotary  converters 
at  Chatham.  Ont.,  one  2.50  rotary  con- 
vertor  at  Wallace,  and  one  of  similar  ca- 
pacity at  Cedar  Springs.  The  line  is  still 
beinp  operated  by  tho  company's  own 
steam  plant,  and  it  is  intended  to  use  this 
as  an  auxiliary  in  case  of  failure  of  the 
hydro  power. 

Edmonton  Radial  Ry. — We  are  offi- 
cially advised  that  the  following  new 
track  is  under  con.struction  in  Edmonton, 
.\lta.:  To  exhibition  grounds,  3,000  ft.; 
to  Calder  suburb,  2.000  ft. 

Grand  River  Ry.— We  are  officially  ad- 
vised in  regard  to  the  company's  appli- 
cation to  the  Board  of  Railway  Commis- 
sioners for  approval  of  diversion  of  the 
line  in  WaU-rloo  Tp.  and  the  City  of  Kit- 
chener, Ont.,  that  the  change  in  location 
has  been  brought  about  by  the  city  advis- 
ing the  company,  about  a  year  ago,  that 
on  the  expiration  of  the  franchise  on  Oct. 
8,  VJVJ,  the  city  intended  exercising  its 
rights  by  taking  over  the  portion  of  the 
line  on  King  St.,  between  the  city  limits 
and  Albert  St.,  4,700  ft.,  with  a  view  to 
building  a  second  track,  and  paving  the 
street,  for  the  purpose  of  extending  the 
service  on  the  Kitchener  and  Waterloo 
St.  Ry.  to  the  city  limit.s.  As  the  line  in 
question  serves  the  company's  Kitchener 
freight  terminal,  and  Waterloo,  branch- 
ing off  between  the  city  limits  and  Al- 
bert St.,  it  became  necessary  for  the 
company  to  seek  a  new  location  to  carry 
on  freight  and  express  service  properly, 
and  it  has  been  decided  to  do  so  on  a  pri- 
vate right  of  way.  After  preparing  the 
plans  and  submitting  them  to  the  city 
for  approval  as  to  street  crossings,  the 
Hydro  Electric  Power  Commission  of  On- 
tario appeare<l  and  opposed  the  applica- 
tion unless  the  G.T.K.  agreed  to  grant 
the  commission's  proposed  electric  rail- 
way priority  rights  in  the  way  of  dia- 
mond crossing,  signal  plant  and  opera- 
tion should  the  commission  <locide  to 
cross  this  same  land  at  some  future  date. 
This  the  C.T.R.  refused  to  agree  to,  con- 
sequently il.s  application  for  approval  of 
plans  was  heard  by  the  Hoard  of  Rail- 
way Commis.sioners  at  Hamilton.  Oct.  29. 
The  board's  decision  on  the  matter  has 
not  been  announced.  (Dec,  1019,  pg. 
670). 

NipiHHing  Central  Ry. — Residents  of 
the     part    of    Quebec     lying     round     the 


northern  end  of  Ij»kt>  Timiskaming,  are 
reported  to  l>e  denirous  of  securing  con- 
nection with  l.iskenrd.  Cobalt,  llailey- 
bury  and  other  Ontario  towns.  A  sug- 
gestion has  boon  made  that  the  N.C.R.. 
which  has  a  Dominion  charter,  and  au- 
thority to  build  lines  in  Quebec,  might 
be  extended  from  I.iskeard  through  the 
area  in  question,  as  far  as  the  Ues  Quinze 
River,  where  a  large  water  power  could 
be  developed.  The  N.C.R.  is  owned  by 
tho  Ontario  Government.  (July,  1918, 
pg.  .'iOK). 

Nova  Scotia  Tramways  and  Power 
C. — We  are  officially  advised  that  the 
company  has  in  progress  the  building  of 
a  new  line  on  Cogswell  St.,  Halifax,  N.S., 
about  .'^OOO  ft.;  double  track,  which  will 
connect  the  existing  track  on  Gottingen 
and  Windsor  St.,  the  rebuilding  of  1,800 
ft.  double  track  on  the  Spring  Garden 
Road,  and  the  rebuilding  of  3,400  ft. 
double  track  on  Agricola  St.  The  com- 
pany has  in  contemplation  the  rebuild- 
ing of  other  track  as  follows: — Cobourg 
Road,  2.000  ft.  double  track;  Quinpool 
Road.  4.100  ft.,  double  track;  Windsor 
St..  1,500  ft.,  double  track;  Gottingen  St., 
4,000  ft.,  single  track. 

Ottawa  Electric  Ry. — A  press  report 
states  that  laying  rails  for  the  street  rail- 
on  the  new  Chaudiere  Bridge,  Ottawa,  is 
being  gone  on  with,  and  that  as  soon  as 
this  work  is  completed  the  temporary 
bridge  will  be  removed.  The  Ottawa  City 
Council  was  asked  by  a  citizens'  depu- 
tation, Dec.  6.  to  favor  the  building  of 
a  loop  on  Crcighton  St..  and  decided  to 
refer  the  matter  to  the  company  for  con- 
sideration.    (Dec.  1919,  pg.  670). 

Quebec  Ry.,  Light  and  Power  Co. — We 
are  officially  advised  that  the  agreement 
between  the  company  and  the  Quebec 
"City  Council,  signed  Nov.  25,  under  the 
provisions  of  the  bylaw  passed  by  the 
city  council  Nov.  15,  contains  the  fol- 
lowing provisions  as  to  extensions  of 
lines,  etc.,  to  be  built  in  consideration  of 
the  increase  of  fares  authorized  to  be 
charged:  Extension  on.  Dorchester  St., 
about  0.5  mile;  extension  on  Charles- 
bourg  Rd.,  from  Lamontagne  St.  to  Com- 
missioner St.,  650  ft.  (^Construction  of 
subway  under  Canadian  Northern  Ry. 
Ry.  tracks  on  Beauport  Road  instead  of 
placing  a  railway  diamond  for  level 
crossing,  as  previously  provided,  this  ex- 
tension is  completed,  leaving  the  subway 
only  to  be  built.  The  company  had  un- 
dertaken previously  to  extend  its  line  in 
Belvedere  Ward,  and  by  the  new  agree- 
ment tho  city  has  agreed  to  extend  the 
time  limit  in  connection  with  the  build- 
ing of  this  extension.  The  company  is 
expected  to  commence  the  extension  not 
later  than  July  1,  and  to  complete  it  not 
later  than  Nov.  25. 

The  company  has  also  agreed  to  pay 
the  same  amount  as  paid  last  year  to 
proprietors  and  tenants  in  connection 
with  the  removal  of  snow  thrown  on 
their  properties  by  its  sweepers.  (Dec, 
1919,  pg.  670). 

Regina  Municipal  Ry. — A  special  com- 
mittee of  the  Reginu.  Sask.,  City  Coun- 
cil is  reported  to  have  recommended  the 
council  to  authorize  tho  building  of  a 
loop  of  the  spur  line  now  running  to  the 
Imperial  Oil  works  plant,  and  to  instal 
an  interlocking  plant  at  tho  intersection 
of  the  Fourth  Ave.  line  with  the  C.P.R. 
Bulyea  lino.     (Nov.,   1919,  pg.  612). 

Regina  Municipal  Ry. — Superintendent 
Houston  is  reported  to  have  recommended 


that  the  following  workii  be  carried  out 
on  tho  Regino.  Sask.,  Municipal  Rv.,  dur- 
ing thi.s  year;  Building  a  second  track 
on  Fifth  Ave.,  west  of  Angus  St.;  build- 
ing another  three  track  unit  to  the  car 
barns,  oast  of  the  existing  units,  and 
exl4'nd  the  building  south  to  a  line  flush 
with  tho  offices.  If  a  second  story  is 
added  to  the  office  building,  it  would  then 
be  possible  to  carry  the  roof  across  to 
the  new  unit,  providing  a  good  sized  cov- 
ered area,  the  width  of  the  existing  units 
and  the  length  of  the  present  office  build- 
ing, which  would  also  provitle  partial  pro- 
tection for  cars  not  parked  in  the  storage 
barns.  The  existing  bams  comprise  a 
three-track  unit,  and  a  one-track  unit  in 
the  repair  shops. 

The  Sherbrooke  Ry.  and  Power  Co..  dur- 
ing 1919,  laid  1,800  ft.  of  additional 
track  from  Short  St.  to  Drummond  St.. 
and  1.700  ft.  of  second  track  on  Welling- 
ton St.  The  company  is  building  about 
.'1,000  ft.  of  new  track  on  Alexander,  Gait 
and  Belvedere  SU.     (Dec,  1914,  pg.  670). 

Toronto  Civic  Ry. — A  second  track  is 
being  built  on  Bloor  St.  West,  between 
Quebec  Ave.  and  Runnymede  Road;  60  lb. 
rails  being  laid  on  gravel  ballast.  Other 
material  is  being  secured  and  the  work 
will  be  proceeded  with  as  soon  as  wea- 
ther permits.  D.  W.  Harvey  is  Superin- 
tendent and  Engineer.  (Dec,  1919,  pg. 
671). 

Winnipeg  Electric  Ry. — The  Manitoba 
Public  Utilities  Commissioner  was  asked 
Dec.  10,  to  direct  the  removal  of  the  Win- 
nipeg Electric  Ry.  tracks  to  the  center  of 
Portage  Ave.,  from  the  Winnipeg  city 
limits  to  the  intersection  of  the  line  of 
the  westerly  limit  of  Douglas  St.,  and  for 
the  building  of  a  double  track  subway. 
(Oct.,  1919,  pg.  563). 


London  and  Port  Stanley  Railway 
Betterments,  Etc. 


The  London,  Ont.,  Railway  Commis- 
sion asked  the  city  council  recently  to 
have  the  ratepayers  vote  on  Jan.  1.  on  a 
bylaw  authorizing  the  issue  of  $218,000 
of  debentures  for  London  and  Port 
Stanley  Ry.  purposes.  A  city  council 
committee  recommended  that  the  amount 
be  reduced  to  $200,000.  and  this  amount 
was  inserted  in  the  bylaw  which  will  be 
voted  on  Jan.  1. 

We  are  officially  advised  that  the  woric 
proposed  to  be  done  includes  the  follow- 
ing:— An  extension  of  car  barns  at  Lon- 
don to  provide  additional  space  for  re- 
pairs and  storage.  $7,000.  Double  track- 
ing of  line  through  St.  Thomas,  which  in 
addition  to  tracks  already  laid,  will  give 
the  railway  2.5  miles  of  double  track 
through  that  city.  $.35,000.  A  new  slip 
dock  at  Port  Stanley,  $8,500.  An  exten- 
sion of  Port  Stanley  station,  $19,000. 
Extension  of  other  buildings  there  $11,- 
000.  Installation  of  track  scales  in  Lon- 
don. $9,500.  Shelters  and  platforms  at 
various  concession  stops  along  the  line. 
$9,:!00.  Overhead  railway  bridge  in  St. 
Thomas.  $5,700.  Electric  locomotive  and 
5  or  6  passenger  cars,  $95,000. 

These  expenditures  are  said  to  be  ne- 
cessary on  account  of  tho  business  done 
on  tho  railway  being  about  two  and  a 
half  times  as  great  as  was  estimated 
when  the  citizens  were  asked  to  vote  on 
the  electrification  of  the  line  in  1913. 
The  commission  has  spent  on  various 
betterments  and  on  additional  equipment 


January,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


35 


the  surplus  which  have  accrued  from 
operation  durinjr  the  past  four  years. 

The  additional  double  track  work  in 
St.  Thonia.s  is  necessary  to  take  care  of 
the  heavy  freight  and  passenger  business 
into  and  through  that  city.  The  work 
at  Port  Stanley  includes  some  additions 
to  the  station,  the  erection  of  a  freisht 
shed,  and  the  provision  of  a  closed  ter- 
minal at  the  beach  station,  to  properly 
control  and  handle  the  crowds  that  are 
carried  to  and  from  that  resort  during 
the  summer.  It  is  proposed  to  extend  the 
other  buildings  at  Tort  Stanley  in  order 
to  accommodate  the  patrons  of  the  vari- 
ous concessions  there. 

A  press  report  states  that  the  new  sta- 
tion near  Talbot  St.,  St.  Thomas,  is  near- 
ing  completion.  It  is  of  brick,  with  tile 
roof,  and  is  thoroughly  modern  in  all  its 
appointments. 


Appraisal  of  Winnipeg  Electric 
Railway's  Properties. 

It  was  reported  in  Winnipeg,  Dec.  2, 
that  a  copy  of  the  appraisal  of  the  Win- 
nipeg Electric  Ry.'s  property  and  made 
at  the  instance  of  the  Manitoba  Public 
Utilities  Conmiissioner  in  connection  with 
the  company's  application  for  an  order 
for  the  fi.xing  of  passenger  fare  perman- 
ently at  6c,  was  delivered  to  the  city  of- 
ficials Mar.  30.  The  reports  as  to  the 
figures  contained  in  the  document  are  to 
the  effect  that  the  present  value  of  the 
company's  holdings  is  estimated  as  $12,- 
934,293.85,  and  that  it  would  cost  $15,- 
724,501.16  to  replace  the  plant.  This 
valuation,  it  is  pointed  out,  x'epresents 
a  part  only  of  the  company's  property, 
and  does  not  include  rolling  stock,  land, 
pas  property,  the  Winnipeg  River  Power 
property,  and  intangible  assets.  Press 
comments  on  the  figures  further  set  out 
that  the  J.  G.  White  Co.'s  valuation  of 
1915  put  the  valuation  of  the  company's 
holdings  at  $23,995,860,  and  that  it  would 
then  have  cost  $27,182,322  to  replace 
them.  The  company's  rolling  stock,  which 
is  not  included  in  present  valuation,  was 
valued  at  $1,500,000  in  the  J.  G.  White 
Co.'s  report,  while  the  Public  Utilities 
Commissioner,  about  a  year  ago,  valued 
the  company's  gas  plant  at  $2,200,000 
for  rate  making  purposes. 

At  a  meeting  of  the  city  council,  Dec. 
9,  it  was  resolved  that  the  City  Solicitor, 
after  using  the  services  of  such  city  of- 
ficials as  may  be  found  suitable,  and 
after  consultation  with  the  chairman  of 
the  transportation  committee,  appoint 
such  e.xpert  assistance  as  he  may  require 
in  connection  with  the  valuation  of 
street  railway  properties,  the  finance 
committee  to  provide  sufficient  funds  for 
such  purpose.  The  mayor  informed  the 
council  that  the  idea  was  to  show  the 
actual  cash  put  into  the  concern.  There 
■was  a  great  di.screpency  between  the 
company's  appraisal  and  the  appraisal 
made  by  the  Public  Utilities  Commis- 
sion's experts,  and  the  city  wanted  its 
experts  to  check  over  the  different  valua- 
tions. 


The  Toronto  Board  of  Police  Commis- 
sioners decided,  Dec.  16,  to  make  an  al- 
lowance of  25c  a  day  to  all  members  of 
the  Toronto  police  force  who,  during  the 
period  between  the  issues  of  the  new 
police  badges,  which  the  Toronto  Ry.  re- 
fused to  recognize,  and  the  date  of  the 
issue  of  the  present  T.R.C.  badges,  paid 
their  own  street  car  fares.  The  amount 
involved  is  estimated  at  $600. 


Increases  in  Electric  Railway  Freight  and  Passenger 

Rates. 


British    Columbia    Electric    Rv.  —  The 

freight  and  passenger  tariffs  filed  with 
the  Board  of  Railway  Commissioners  as 
given  fully  in  Canadian  Railway  and 
Marine  World  for  Dec,  1919,  are,  we  are 
officially  advised,  the  same  as  were  in 
force  under  provincial  jurisdiction,  on 
city  lines  in  Vancouver,  New  Westmin- 
ster and  Victoria  and  the  interurban 
lines. 

The  Board  of  Railway  Commissioners 
considered  the  question  of  its  ju,risdic- 
tion  over  the  B.C.E.R.  at  a  sitting  in 
Vancouver  in  Nov.,  1919,  reserving  judg- 
ment, which  had  not  been  delivered  up 
to  Dec.  26. 

Burnaby  Municipality's  Solicitor  was 
in  Victoria,  Dec.  16,  to  discuss  the  mat- 
ter with  the  B.C.  Government.  He  is 
reported  to  have  said: — "The  point  to  be 
urged  against  the  Board  of  Railway 
Commissioners'  jurisdiction  is  that  while 
the  Dominion  Parliament  has  the  right 
to  declare  any  railway  system  to  be  for 
the  general  advantage  of  Canada,  and  as 
such  under  its  control,  those  railways 
must  be  specifically  named,  and  parlia- 
ment has  no  power  to  insert  an  omnibus 
clause  bringing  lines  under  control  with- 
out specifying  them." 

The  British  Columbia  Premier  is  re- 
ported to  have  said  in  connection  with 
the  matter  on  Dec.  20: — "I  am  not,  of 
course,  in  a  position  to  judge  of  the  legal 
side  of  that  question,  but  the  Attorney 
General  is  taking  it  up  with  the  Board 
of  Railway  Commissioners,  and  the  pro- 
vince's side  of  the  case  will  be  thoroughly 
investigated.  It  is  not  possible  to  state 
just  now  what  the  final  outcome  will  be, 
but  the  Attorney  General  will  not  neglect 
any  phase  of  this  question." 

Grand  River  Ry.— The  Board  of  Rail- 
way Commissioners  passed  order  29,145, 
Dec.  12,  1919,  as  follows:— Re  Grand 
River  Ry.  apjilication,  for  authority  to 
file  tariffs  providing  for  a  general  ad- 
vance in  tolls  for  carriage  of  passengers 
for  its  lines,  in  the  same  manner  and  to 
the  same  extent  as  has  been  permitted 
by  the  board  in  the  case  of  steam  rail- 
ways. It  is  ordered  that  the  company  be 
authoi'ized  to  increase  its  standard 
maximum  fare  for  the  carriage  of  pas- 
sengers to  2.875c  a  mile,  such  increased 
fare  not  to  become  effective  until  the 
company  has  complied  with  the  require- 
ments of  the  Railway  Act,  sec.  334. 

London  St.  Ry. — London,  Ont.,  rate- 
payers will  vote  Jan.  1  on  a  proposal  to 
reduce  the  number  of  tickets  sold  for 
25c  by  one.  At  present  7  tickets  are 
available  all  day,  and  9  limited  tickets 
are  sold  for  25c. 

Quebec  Ry.,  Light  and  Power  Co. — We 
are  officially  advised  that  the  Quebec 
City  Council  pas.sed  a  bylaw,  Nov.  15, 
authorizing  an  increase  in  fares  on  the 
company's  lines  and  a  new  contract  was 
signed  Nov.  25,  the  new  rates  becoming 
effective  Nov.  20,  remain  in  force  for  5 
years.  The  new  tariff  is  as  follows: — 
Cash  fare,  from  5  a.m.  until  midnight, 
7c;  cash  fare  after  midnight,  10c;  with- 
out privilege  of  transfer.  Seventeen 
tickets  to  be  sold  for  $1,  and  4  tickets 
for  25c.  Six  "limited  employes"  tickets, 
heretofore  known  as  workmen's  tickets, 
to  be  sold  for  25c,  good  between  6  and 
8  a.m.,  and  5  and  7  p.m.,  daily  except 
Sundays;  all  employes  in  factories,  of- 
fices, stores,  etc.,  will  be  entitled  to  use 


this  style  of  ticket.  School  children  16 
years  and  under,  10  tickets  for  25c.  Chil- 
dren, carried  in  arms  with  parents,  and 
who  do  not  occupy  a  seat,  travel  free; 
children  under  7  years,  3c  cash  fare  or 
10  tickets  for  25c.  These  rates  replace 
those  which  had  been  in  effect  from  June 
22,  1918,  as  follows:— Cash  fare,  5c;  21 
tickets  for  $1.  Seven  workmen's  tickets 
for  25c,  good  between  6  and  8  a.m.,  and 
5  and  7  p.m.,  daily  except  Sundays; 
school  children's  tickets,  10  for  25c,  good 
for  children  attending  school,  14  years 
of  age  and  under.  Children  carried  in 
arms  with  parents  and  who  do  not  oc- 
cupy a  seat,  travel  free;  children  7  years 
of  age  and  under,  3c  cash  fare,  or  10 
tickets  for  25c. 


Electric  Railway  Finance,  Meet- 
ings, Etc. 

British  Columbia  Electric  Ry.  and  sub- 
sidary  companies—  smons.to  Smons.to 

Sept.  30,    Sept.  30, 
Sept.. 1919  Sept.. 1918     1919  1918 

Gross     $681,946    $575.<176  $1,991,206  $1,633,788 

Expenses 503.135      444,928    1,496,478    1,295  634 

Net    181,811       130.548        497.728       238.149 

The  net  for  Sept.,  1919  includes  $23,- 
612,  being  Ic  out  of  each  6c  fare  collect- 
ed in  Vancouver,  and  held  in  suspense 
under  the  terms  of  the  Public  Utilities 
Act,  pending  the  commissioner's  decision. 
Calgary  Municipal  Ry. — Earnings,  ex- 
penditure, etc.,  for  Nov.,  1919: 

Fares    $74,985 

Advertising    ..  j  956 


Profit  .       $11,828 

Statement  for  the  11  months  ended 
Nov.  30,  1919,  is  as  follows: 

Revenue   $736,659 

Expenditures    718,182 

Profit   t  23,877 

Edmonton  Radial  Railway — 

Oct.,  1919       Nov.,  1919 

Total    revenue    $      69,294.62     $    65.733.16 

Passengers  carried  1.006,012  1,121,492 

Montreal  Tramway.s  Co. — At  a  meet- 
ing of  driectors,  Dec.  22,  to  consider  the 
question  of  dividends  on  the  common 
stock,  which  were  deferred  in  1918,  it 
was  decided  to  pay  a  quarterly  dividend 
of  2',2  7<j  at  the  rate  of  lO'/c  per  annum, 
for  the  year  ended  June  30,  1918,  on  the 
paid  up  capital  stock  of  the  company  to 
shareholders  on  record  Dec.  29,  1919. 
Financial  circles  takes  this  as  an  indi- 
cation that  the  company  will  continue  to 
pay  regular  dividends,  and  that  a  meet- 
ing of  the  directors  will  be  held  early  in 
the  new  year  to  consider  paying  arrears. 

Regina  Municipal  Railway — 

Passenger   receipts   Nov..    1919 $29..603.7B 

Number  of   passengers  carried 610,444 

Toronto    Ry.,  Toronto  &  York    Radial 

Ry.,  and  allied  companies — 

9nion8.to    9  mens. to 
Sept.  30,    Sept.  30. 
Sept., 1919  Sept.. 1918     1919  1918 

Gross     $1,124,159  $1,119,925  $9,318,468  $9,596,697 

Expenses        726.221        565.069    6.786,231    5,201.958 
Net     897.938       554.866    8,632.227    4,394.644 

Winnipeg  Electric  Ry.,  and  allied  com- 
panies—  9mon8.to   9mon8.to 
Sept.  80.    Sept.  30, 
Sept., 1919  Sept., 1918     1919  1918 

Gross     $381,248    $286,670  $2,947,060  $2,674,137 

Expenses     ....  816.037       207.477    2,346,188    2.028.450 
Net     65,211        78,193       600,872       646,687 

The  surplus  for  October,  after  allow- 
ing for  fixed  charges,  was  $44,661.57. 


CANADIAN  KAIIAVAV  AND  MARINE  WORLD 


January,  1920. 


Electric  Railway  Notes. 


The  Hydro  Kk-rtric  Powrr  rommi»»ion 
i.f  Ontnrin  han  onlerwl  2  truckn  for  cloc- 
tru-  liioomotivvt  from  Caniiduin  Car  and 
Koundry  Co. 

Siidbur>'-Copp«'r  ("liff  Sutmrhan  Eloc- 
■  ir  Ky.  han  rifrivwl  n  comliination  itnow 
iiioUKh  and  iiwci>p«T  from  Utlawa  Car 
Manufarturintr   <"o. 

The  British  Columbia  Electric  Ry.  of- 
iice  ntntT  hn^  its  nnnuni  dinner  at  Van- 
couver. I>rr.  d;  Cioorpe  Kidd,  General 
Mann^rtT  in  thr  rhnir. 

Thno  Rivers  Traction  Co.,  Three 
Rivers.  Que.,  has  ordered  2  one  man,  near 
side  ^ars,  making  4  now  on  order,  from 
Ottawa  Car  Manufncturinp  Co. 

A.  I..  Farquharson,  Manager,  Fort 
William  Klectric  Ry.,  left  Fort  William, 
Ont.,  Dec.  7  to  secure  options  on  new 
and  second  hand  cars  to  replace  those 
destroyed   in  the  recent  fire. 

The  Ottawa  Electric  Ry.  will,  it  is 
.said,  in  future  he  the  plaintiff  in  actions 
due  to  colli.sions  between  automobiles 
and  street  cars,  where  they  are  due  to 
careless  automobile  drivinp. 

The  Brantford,  Ont.,  City  Council  will 
consider  the  repulation  of  the  speed  at 
which  Brantford  and  Hamilton  Ry.,  and 
Ijike  Erie  and  Northern  Ry.  cars  shall 
be  operated  within  the  city  limits. 

The  Repina,  Sask.,  Municipal  Ry.,  man- 
apemcnt  has  under  consideration  the  pur- 
chase of  some  motors  from  Winnipeg, 
which  it  is  proposed  to  instal  on  the  6 
old  cars,  which  were  bought  in  England, 
to  speed  them  up. 

The  Niagara,  St.  Catharines  &  To- 
ronto Ry.'s  car  bam  at  Niagara  Falls, 
Ont.,  was  destroyed  by  fire  Dee.  10,  to- 
gether with  2  of'  the  latest  type  of  cars 
and  a  snow  plough;  the  damage  being 
estimated  at  $40,000. 

The  Winnipeg  City  Council  on  Dec.  8 
authorized  the  preparation  of  a  bylaw 
creating  a  standing  committee  on  trans- 
portation to  deal  with  all  questions  of 
transportation,  and  to  consist  of  -5  mem- 
bers. 

The  Regina,  Sask.,  Municipal  Ry.,  is 
considering  the  question  of  the  operation 
of  cars  on  .Sundays  to  a  later  hour  at 
night  than  at  present.  Under  the  pres- 
ent schedule,  all  cars  are  in  the  bams 
a  little  after  10  p.m. 

The  Calgary,  Alta.,  Municipal  Ry.,  is 
reported  to  be  buying  4  cars,  and  lo  be 
considering  the  buying  of  2  additional 
cars.  Superintendent  T.  H.  McCauley, 
who  was  in  the  east  recently,  received 
telegraphic  instructions  as  to  the  matter 
Dec.  5. 

The  Moncton  Tramways,  Electricity 
and  Gas  Co.'s  car  barn  and  machine 
shop,  at  Moncton,  N.B.,  was  bumed  Dec. 
2.t;  considerable  machiner>',  one  car,  and 
a  sweeper  being  destroyed.  The  watch- 
man died  from  injuries  received  during 
the  fire. 

The  Regina,  Sask.,  Street  Railway  De- 
partment has  begun  the  issue  of  a  twice 
a  month  pamphlet,  giving  information 
and  items  of  interest  in  connection  with 
the  street  railway.  It  is  entitled  the 
Regina  Municipal  Railway  Headlights, 
ami  is  issued  free  to  the  public. 

The  Toronto  Suburban  Ry.'s  bylaw  au- 
thorizing W.  .1.  Radford,  Assi.stant  Man- 
ager, to  jjrepare  and  issue  passenger 
tariff.i,  and  F.  Butcher,  Freight  Super- 
intendent, to  prepare  and  issue  freight 
tariffs,   was  approved   by   the   Board   of 


Railway  Commissioners  by  order  2U,12-I, 
Dec.  fi. 

The  Imperial  Privy  Council  on  Dec.  r>, 
reserved  judgment  on  the  Toronto  Ry.'s 
apiM'al  against  the  City  of  Toronto  re- 
garding the  removal  of  snow.  A  second 
appeal  case,  in  which  the  same  parties 
were  involved,  having  to  do  with  penal- 
ties for  alleged  inadequate  service,  was 
also  heard. 

County  Judge  Gunn,  Ottawa,  is  Chair- 
man of  a  board  of  conciliation  which 
commenced  its  sittings  in  Toronto,  Dec. 
8,  to  interpret  certain  parts  of  the  award 
of  Sept.  2:5,  1!)19,  respecting  the  Toronto 
Klectric  Co.  and  its  employes.  W.  H. 
Moore  is  the  company's  representative, 
and   F.  Bancroft  represents  the  men. 

The  Nova  Scotia  Tramways  &  Power 
Co.'s  24  cars  ordered  for  its  Halifax, 
N.S.,  electric  railway  as  mentioned  in 
our  last  issue,  are  of  the  standard  Birney 
safety  type,  arranged  for  double  end 
operation.  They  were  ordered  from 
American  Car  Co.,  St.  Louis,  Mo.,  for 
deliverj'  during  Dec,  lOVJ. 

The  Montreal  Tramways  Co.  is  apply- 
ing to  the  Quebec  Legislature  for  an  act 
determining  its  rights  and  obli,?ations 
with  regard  to  its  contribution  to  the 
building  and  maintenance  of  sewers  in 
Montreal  and  other  municipalities  to 
which  its  lines  extend;  to  amend  laws, 
relating  thereto,  and  for  other  purposes. 

The  Hamilton,  Ont.,  City  Council's 
street  railway  committee  is  reported  to 
have  abandoned  its  idea  of  appealing  to 
the  Ontario  Railway  and  Municipal  Board 
for  an  order  to  compel  the  Hamilton  St. 
Ry.  to  give  an  improved  service  pend- 
ing the  outcome  of  the  negotiations  be- 
tween the  Hydro  Electric  Power  Commis- 
sion of  Ontario  and  the  Dominion  Power 
and  Transmission  Co.,  for  the  purchase 
of  the  latter's  interests. 

The  Commissioner  of  Public  Safety  of 
St.  John,  N.B.,  is  reported  to  have  called 
the  attention  of  the  New  Brunswick 
Power  Co.  to  the  frequent  overloading 
of  street  cars  in  contravention  of  the 
law.  The  company  is  stated  to  have  re- 
cently put  on  6  extra  ears  on  two  routes, 
in  order  to  lessen  the  overcrowding.  Dur- 
ing the  rush  hours  and  on  rainy,  days 
tht  company's  conductors  could  not  keep 
people  from  getting  on  cars,  even  when 
they  were  already  well  filled. 

The  Winnipeg  Electric  Ry.  put  in  ef- 
fect on  Dec.  7,  a  general  rerouting  of 
cars  on  a  number  of  its  lines,  aiming,  in 
so  doing,  as  the  more  even  distribution 
of  car  service,  and  permitting  a  greater 
number  of  extra  cars  in  sections  of  the 
city,  where  traffic  is  heaviest  during 
rush  hours.  A  protest  against  this  re- 
routing was  made  at  a  meeting  of  the 
city  council,  Dec.  8,  when  it  was  intim- 
ated that  the  council  would  determine 
whether  or  not  the  company  is  obliged 
to  consult  the  city  when  making  changes 
in  routing. 

The  Winnipeg  City  Council  and  the 
Winnipeg  Electric  Ry.  are  reported  as 
having  arrived  at  an  understanding  in 
reference  to  taxation  matters.  The  city 
claims  approximately  J.'iOO.OOO  for  un- 
paid taxes  from  and  including  1916.  The 
company  alleged  overcharges,  particular- 
ly in  connection  with  street  paving  work. 
Representatives  of  the  city  finance  de- 
partment met  A.  W.  McLimont,  Vice 
President  and  General  Manager,  at  the 
end  of  November  and  subsequently  with 


the  result  that  it  was  reported,  Dec.  9, 
that  an  arrangement  had  been  made. 

The  hearmg  of  the  New  Brunswick 
Power  Co.'s  appeal  in  connection  with 
the  fixing  of  the  original  cost  of  the  com- 
pany's investment  in  St.  John,  N.B.,  for 
street  railway  purposes,  has  been  con- 
cluded before  the  New  Brunswick  Court 
of  Appeal  and  judgment  re.Her%'ed.  The 
special  commission  appointed  by  the  N.B. 
Legislature  in  11M8,  after  an  investiga- 
tion, fixed  the  value  of  the  investment 
at  $2,800,000  on  which  a  return  of  7% 
was  to  be  secured.  In  the  appeal,  the 
St.  John  City  Council  asked  for  a  reduc- 
tion to  below  $2,000,000,  while  the  com- 
pany argued  that  it  should  be  increased 
to  about  $5,000,000. 

The  Sandwich,  Windsor  &  Amherst- 
burg  Ry.'s  Superintendent  suspended  4 
conductors  and  motormen,  in  connection 
with  their  alleged  refusal  to  handle  a 
broken  live  trolley  wire  in  Nov.,  1"J19. 
The  matter  was  referred  to  the  Ontario 
Railway  and  Municipal  Board,  which 
sent  the  following  telegram  to  the  com- 
pany's General  Manager:  "Ontario  Rail- 
way and  Municipal  Board,  on  report  of 
inspector,  finds  fault  in  car  house  fore- 
men not  acting  promptly  when  telephon- 
ed, and  finds  motormen  and  conductors 
in  fault  in  not  telephoning  between  9 
and  11.30  o'clock,  and  orders  reinstate- 
ment forthwith  of  4  suspended  employes 
and  payment  to  them  of  half  pay  for 
period  of  suspension." 


Electric  Railway  Track  Laid  in 
1919. 


Following  is  a  preliminary  statement 
showing  new  electric  railway  track  laid 
during  1910:— 

Miln        MUe* 
Brantford    Municipal    Ry.— 

Colbornc  St.  to  St.   Paul   Ave 1.95 

T..H.&  B.   tracks  to  G.T.R.  track*     .40  Z.SS 

Montreal   Tramways   Co. — 

Cote  de   Neiffes   Cemetery   i^te  to 

Queen    Mary    Road 0.S4 

Monk       Boulevard.      Church       to 

Allard    1.05 

Iberville,  Maason  to   Bclanser LIS  2.74 

OtUwa   Electric   Ry.— 

Raymond  St.   to  Powell   Ave 0.20 

Three  other  extensions  -  0.20  0.40 

Quebec  Ry.,  Ltjrht  and  Power  Co. — 
Ileauport    Road.    C.N.R.,    to    city 

limitii,   RoinR  wcat. „ 1. 15 

C.N.R.    to    3rd    Ave.,    alons    10th 

St..    Koing    wc»t    _ O.BO  1.68 

Sherbrooke  Ry.  and  Power  Co. — 

Short  St.  to  Dnimmond  St...- 0.M 

ToUl  7.48 

The  Nova  Scotia  Tramways  and  Power 
Co.  is  rebuilding  about  4  miles  of  double 
track,  which  is  being  rclaid  with  concrete 
filler  in  pavement. 

The  Sherbrooke  Ry.  and  Power  Co. 
laid  1,700  ft.  of  second  track  on  its  Wel- 
lington St.  line. 

The  Wellington-Waterloo  Ry.,  laid  a 
turning  Y  in  Bridgeport,  Ont,  about  320 
ft.  of  track. 

London  and  Lake  Erie  Ry.  and  Trans- 
portation Co.'s  Liquidation — St.  Thomas, 
Ont.,  ratepayers  decided,  Dpc.  1,  by  a 
vote  of  475  to  37  to  authorize  the  issue 
of  $25,000  of  debentures  to  buy  the  com- 
pany's car  barns,  power  house  and  land 
in  the  vicinity  of  the  Michigan  Central 
Rd.,  and  the  overhea<l  wiring  on  Talbot 
St.  Negotiations  are  reported  to  be  in 
progress  for  the  sale  of  the  company's 
property  on  Horton  St..  London,  the 
buildings  on  which  were  u.scd  as  a  freight 
station  and  the  ticket  office  by  the  rail- 
way before  its  abandonment. 


January,  1920. 


37 


Marine  Department 

Canadian  Government  Merchant  Marine,  Ltd.,  Shipbuilding,  Operation,  Etc. 


Orders  for  Steamships — The  table  on 
page  39  of  this  issue  containing  partic- 
ulars on  orders  for  steel  cargo  steam- 
ships for  Canadian  Government  Merchant 
Marine  Ltd.,  gives  full  particulars  of  53 
ships  ordered  by  the  Marine  Department, 
and  partial  particulars  of  3  others,  56 
in  all.  We  were  officially  advised  Dec. 
17,  that  the  contracts  for  the  3  ships  of 
which  only  partial  particulars  are  given, 
viz.:  1  from  Midland  Shipbuilding  Co.  of 
approximately  3,950  d.w.  tons,  and  2  from 
Wallace  Shipyards,  Ltd.,  of  approximate- 
ly 8,350  d.w.  tons  each,  had  not  then  been 
signed.  If  not  signed  at  the  time  of  writ- 
ing this  (Dec.  26),  they  doubtless  will 
be  in  the  near  future.  Although  no  of- 
ficial information  was  obtainable  up  to 
Dec.  19,  Canadian  Railway  and  Marine 
W'orld  is  aware  that  further  orders  have 
been  decided  on  which  will  bring  up  the 
fleet  to  at  least  60  ships.  These  addi- 
tional orders  include  2  'tween  deck  ocean 
going  steel  cargo  steamships  of  approxi- 
mately 3,950  d.w.  tons  each,  to  be  built 
by  Collingwood  Shipbuilding  Co.,  one  at 
Collingwood,  Ont.,  and  the  other  at  King- 
ston, Ont.  It  is  said  that  the  Nova  Scotia 
Steel  &  Coal  Co.,  New  Glasgow,  N.S., 
has  another  order  for  a  steamship  of 
approximately  2,800  d.w.  tons,  similar  to 
the  first  two  orders  placed  with  it,  and 
that  the  Port  Arthur  Shipbuilding  Co. 
has  an  order  for  another  steamship  of 
approximately  4,300  d.w.  tons,  in  addi- 
tion to  the  orders  placed  with  it  previ- 
ously. 

Oil  Fuel — Referring  to  the  question  of 
equipping  the  4  steel  cargo  steamships, 
of  approximately  8,350  d.w.  tons  each, 
which  were  ordered  by  the  Marine  De- 
partment from  Canadian  Vickers  Ltd., 
on  Sept.  30,  to  use  fuel  oil  instead  of 
coal,  Canadian  Railway  and  Marine 
World  was  advised  Dec.  9,  that  the  de- 
partment had  not  come  to  any  decision 
on  the  question  in  regard  to  any  of  the 
ships  being  built  under  its  orders. 

Launchings  of  Steamships — Since  Can- 
adian Railway  and  Marine  World  for 
December  was  issued  we  have  been  ad- 
vised of  the  following  launchings: 

S.s.  Canadian  Importer;  Marine  De- 
partment contract  34;  builder's  yard  no. 
11;  approximately  8,100  d.w.  tons;  J. 
Coughlan  &  Sons,  Vancouver,  B.C.;  IDec. 
6,  1919. 

S.s.  Canadian  Beaver;  Marine  Depart- 
ment contract  31;  builder's  yard  no.  15; 
approximately  3,'750  d.w.  tons;  Colling- 
wood Shipbuilding  Co.,  Kingston,  Ont.; 
Dec.  10. 

S.s.  Canadian  Farmer;  Marine  Depart- 
ment contract  46;  builder's  yard  no.  65; 
approximately  3,950  d.w.  tons;  Colling- 
wood Shipbuilding  Co.,  Collingwood,  Ont., 
Dec.  27,  1919. 

S.s.  Canadian  Raider;  Marine  Depart- 
ment contract  7;  builder's  yard  no.  102; 
approximately  5,100  d.w.  tons;  Wallace 
Shipyards  Ltd.,  North  Vancouver,  B.C.; 
Dec.  11. 

Delivery  of  Steamships — In  addition  to 
the  steamships  mentioned  in  Canadian 
Railway  and  Marine  World  previously, 
the  following  have  been  delivered  to  the 
Marine  Department  by  the  builders,  and 
were  transferred  to  Canadian  Govern- 
ment Merchant  Marine  Ltd.,  for  opera- 
tion on  the  dates  mentioned. 


Nov.  18,  1919,  s.s.  Canadian  Sower; 
Marine  Department  contract  20a;  build- 
er's yard  no.  42;  approximately  3,400  d.w. 
tons;  Port  Arthur  Shipbuilding  Co.,  Port 
Arthur,  Ont.  She  was  loaded  with  gen- 
eral cargo  at  Montreal  for  St.  John's, 
Nfld. 

Nov.  22,  1919,  s.s.  Canadian  Navigator; 
Marine  Department  contract  23;  build- 
er's yard  no.  73;  approximately  4,300 
d.w.  tons;  Canadian  Vickers  Ltd.,  Mont- 
real. She  was  loaded  with  general  cargo 
at  Montreal  for  London,  Eng. 

Dec.  2,  1919,  s.s.  Canadian  Settler; 
Marine  Department  contiact  13;  build- 
er's yard  no.  5;  approximately  5,100  d.w. 
tons;  Tidewater  Shipbuilders  Ltd.,  Three 
Rivers,  Que.  She  was  loaded  with  gen- 
eral cargo  at  Montreal  for  St.  John's, 
Nfld. 

Dec.  6,  1919,  s.s.  Canadian  Spinner; 
Marine  Department  contract  27;  build- 
er's yard  no.  71;  approximately  8,350 
d.w.  tons;  Canadian  Vickers  Ltd.,  Mont- 
real. She  was  loaded  with  general  cargo 
at  Quebec  for  South  America. 

Dec.  20,  1919,  s.s.  Canadian  Sealer; 
Marine  Department  conti'act  40;  build- 
er's yard  no.  5;  approximately  2,800  d.w. 
tons;  Nova  Scotia  Steel  &  Coal  Co.,  New 
Glasgow,  N.S.  She  has  since  been  re- 
ported to  be  icebound  at  Pictou,  N.S. 

Three  steamships  are  now  at  Quebec 
ready  to  be  delivered  to  Canadian  Gov- 
ernment Merchant  Marine  Ltd.,  viz.: 
Canadian  Planter,  approximately  8,100 
d.w.  tons,  built  by  Canadian  Vickers  Ltd.; 
Canadian  Rancher,  approximately  5,100 
d.w.  tons,  built  by  Tidewater  Shipbuild- 
ers Ltd.;  and  Canadian  Trapper,  approxi- 
mately 5,100  d.w.  tons,  built  Davie  Ship- 
building &  Repairing  Co.  In  view  of  the 
unusual  ice  conditions  in  the  St.  Law- 
rence, they  will  not  be  put  in  service  until 
next  spring,  and  will  be  moored  at  Que- 
bec for  the  winter. 

Officers  of  Steamships — The  following 
officers  have  been  appointed  by  Canadian 
Government  Merchant  Marine  Ltd.  The 
first  column  contains  the  names  of  the 
ships,  the  second  those  of  the  captains 
and  the  third  those  of  the  chief  engin- 
eers: 

Canadian  Importor        A.  O.  Cooper         

Canadian  Planter  A.  L.  Starratt         J.  Yountr 

Canadian  Rancher         W.  Bradley  

Canadian  Recruit          C.  J.  Murphy       W.  Byers 
Canadian  Sower  L.    Cunning- 

ham 
Canadian  Volunteer      E.  C.  Sears  J.    Campbell 

Canadian  Voyageur       J.  D.  MacKenzie 

Canadian  Warrior         C.  R.  Biasett         

Steamship  Services — The  Vancouver 
Board  of  Trade  is  reported  to  have  re- 
ceived word  that  as  soon  as  possible, 
Canadian  Government  Merchant  Marine 
Ltd.,  will  establish  a  steamship  service 
between  Montreal,  Halifax  and  British 
Columbia  ports,  via  the  Panama  Canal. 

The  Canadian  Merchant  Service  Guild 
has  sent  a  petition  to  the  Minister  of 
Marine,  asking  that  a  government  pas- 
senger steamship  service  be  established 
between  Vancouver,  Victoria  and  San 
Francisco.  It  is  pointed  out  that  there 
was  at  one  time  an  indifferent  service 
given  between  these  points  by  vessels 
under  the  U.S.  flag,  but  that  this  was 
withdrawn  some  time  ago. 

The  s.s.  J.  A.  McKee  has  been  charter- 
ed to  the  Newfoundland  Government,  for 
a   short   time,   to   carry  coal   from   Cape 


Breton  to  Newfoundland,  where  there  is 
a  serious  shortage.  She  is  screw  driven 
by  engine  of  204  n.h.p.,  and  is  2,158  tons 
gross,  1,375  tons  register. 

The  s.s.  Canadian  Recruit,  3,964  d.w. 
tons,  built  by  Collingwood  Shipbuilding 
Co.,  and  delivered  to  Canadian  Goverji- 
ment  Merchant  Marine  Ltd.,  June  7,  1919, 
left  Montreal,  Dec.  8,  with  a  general 
cargo  for  Kingston,  Jamaica,  and  Ha- 
vana, Cuba.  She  was  to  call  at  Sydney. 
N.S.,  to  fill  her  bunkers,  and  was  to  take 
a  return  cargo  of  sugar  to  St.  John,  N.B. 
She  passed  Crane  Island  Dec.  16,  en- 
countered serious  ice  trouble,  lost  her 
rudder,  and  went  ashore  on  Vache  Reef, 
near  the  mouth  of  the  Saguenay,  Dec. 
20.  The  officers  and  crew  were  landed 
ashore,  and  the  owners  have  notified  the 
underwriters  that  the  ship  has  been 
abandoned. 

The  s.s.  Canadian  Spinner,  approxi- 
mately 8,350  d.w.  tons,  built  by  Canadian 
Vickers  Ltd.,  and  delivered  to  Canadian 
Government  Merchant  Marine  Ltd.,  Dec. 
6,  left  Quebec  Dec.  16,  with  a  general 
cargo,  via  Halifax,  for  Rio  de  Janeiro. 
Santos,  and  Buenos  Aires.  She  passed 
Red  Island  Dec.  18,  and  at  the  time  of 
writing,  Dec.  27,  was  stuck  in  the  ice 
about  8  miles  off  Metane,  with  her  rudder 
post  being  reported  as  broken.  The  Do- 
minion Government  ice  breaking  s.s. 
Lady  Grey  made  two  attempts  to  go  to 
her  rescue,  leaving  Quebec  Dec.  24  and 
25,  but  put  back  each  time;  the  captain 
declaring  it  impossible  to  proceed  owing 
to  ice  conditions. 

S.s.  Canadian  Trapper — An  action  has 
been  entered  at  Quebec  by  Tidewater 
Shipbuilders  Ltd.,  Three  Rivers,  Que., 
against  the  Davie  Shipbuilding  and  Re- 
pairing Co.,  Lauzon,  Que.,  for  $180,600, 
claimed  to  be  due  for  installation  of 
machinery  by  plaintiffs  in  the  s.s.  Can- 
adian Trapper's  hull,  built  by  defendants. 

The  s.s.  Volunteer,  approximately  4,530 
d.w.  tons,  built  by  Wallace  Shipyards 
Ltd.,  and  delivered  to  Canadian  Govern- 
ment Merchant  Marine  Ltd.,  June  19. 
1919,  left  Montreal  Dec.  6,  with  a  gen- 
eral cargo  for  London,  Eng.,  and  arrived 
at  Quebec,  Dec.  9,  having  struck  three 
times  near  Cap  la  Roche,  causing  leaks 
in  the  bilges.  Owing  to  the  lateness  of 
the  season  she  will  be  kept  at  Quebec 
until  the  spring. 

Canadian  Vickers  Ltd..  Montreal,  de- 
livered the  s.s.  Canadian  Navigator;  Ma- 
rine Department  contract  23;  builder's 
yard  no.  73;  approximately  4,300  d.w. 
tons;  to  the  Marine  Department,  Dec.  2, 
1919.  She  was  immediately  transferred 
to  Canadian  Government  Merchant  Ma- 
rine Ltd.,  and  was  loaded  at  Montreal 
with  general  cargo  for  London,  Eng. 

The  company  also  delivered  the  s.s. 
Canadian  Spinner;  Marine  Department 
contract  27;  builder's  yard  no.  71;  ap- 
proximately 8,350  d.w.  tons;  to  the  Ma- 
rine Department,  Dec.  6,  1919.  She  was 
immediately  transferred  to  Canadian 
Government  Merchant  Marine  Ltd.,  and 
loaded  at  Quebec  with  general  cargo  for 
South  America. 

Collingwood  Shipbuilding  Co.,  which 
has  contracts  from  the  Marine  Depart- 
ment for  2  steel  cargo  steamships,  of 
approximately  3,950  d.w.  tons  each, 
launched  one  of  them,  Canadian  Farmer, 


CANADIAN  RAILWAY  AND  MARINP:  WORLD 


January,  1920. 


.Miii;ii.  I>i  piirtiiK'nt  oiintrncl  i(\;  build- 
er's ynnl  no.  •>.'•;  nt  iU  CollinirwiicHl,  Ont., 

ynr.l.   I>r.-    fT.   I!>):>. 

('nnnilinn    ()l>srrv»T, 

^'  conlrurt    47;    huild- 

•  vpoctt'd  to  Ik>  laiinch- 

^.mkI   111  Kt'hruno'- 

:.   Inunrhrd  nt  iU  KitiKxton, 

'•.'.    .• l'<H-.    10,    the    .H.H.    C'unndian 

H«'avi'r;  .Mnnnc  nppartnicnt  contract  .Tl; 
buililrr'n  ynrd  no.   ir>;  npproximntrly  3,- 

;. .  iliinnt;  Dcrcnibcr,  rccciv- 
111  thf  Murine  Dcnartnu-nt, 
fiir  L*  n.Ti-  stoi'l  rnrtro  .ttcaniships  of 
approxinintoly  ;t,!i50  d.w.  ton.n  each,  one 
to  hv  built  at  the  Kin(r.'<ton  plant  and 
ono  nt  tbf  Collinjrwood  plant. 

J.  Couehlan  and  Sons,  Vancouver,  B.C., 
have,  as  st4itcd  previously  in  Canadian 
Railway  and  iMarine  World,  contract.^ 
from  the  .Marine  Department  for  4  .steel 
oartro  steainship.s  of  approximately  8,100 
il.w.  tons  each.  The  first  of  these,  Can- 
adian Importer,  Marine  Department  con- 
tract ;t4;  builders  yard  no.  11;  was 
launched  Dec.  6,  1919,  the  christeninR 
ceremony  beinjr  porformed  by  Mrs.  R.  C. 
Cooper,  wife  of  the  Colonel  of  the  7th 
Battalion,  who  carried  a   bouquet  show- 

injr  the  msi(;nia,  -    of  the  battalion.   The 

steamship,  when  launched,  carried  the 
Canadian  ensigrn,  the  Canadian  Govern- 
ment Merchant  Marine  flat;,  and  the 
Prince  of  Wales'  honor  fla^,  on  the  bow. 

The  second  steamship,  Canadian  Ex- 
porter, was  expected  to  be  launched 
about  Dec.  .{0,  1019.  Approximate 
launchinf;  dates  for  the  other  two  are, 
('anadian  Inventor,  Jan.  30;  Canadian 
I*rospector,  Feb.  28. 

Nova  Scotia  Steel  and  Coal  Co.,  New 
Glasjrow,  N.S.,  delivered  the  s.s.  Cana- 
dian Sealer;  Marine  Department  contract 
40;  builder's  yard  no.  a;  approximately 
2,800  d.w.  tons,  to  the  Marine  Depart- 
ment, Dec.  20,  1919. 

The  s.s.  Canadian  Miner,  a  sister  ship 
to  Canadian  Sealer,  is  expected  to  be 
ready  for  launching'  by  the  end  of  Janu- 
ar>',  but  will  probably  be  kept  on  the 
ways  till  the  latter  part  of  February,  and 
.■"hould  be  delivered  early  in  April  if  the 
river  is  free  of  ice. 

Port  Arthur  Shipbuilding  Co.,  Port 
.\rthur,  Ont.,  delivered  the  s.s  Canadian 
.Sower,  Marine  Department  contract  20a; 
builder's  yard  no.  42;  approximately  3,- 
100  d.w.  tons;  to  the  Marine  Department, 
Nov.  18.  She  was  immediately  trans- 
ferred to  Canadian  Government  Mer- 
chant Marine  Ltd.,  and  was  loaded  at 
.Montreal  with  general  carpo  for  St. 
John's,  Nfld.  This  was  the  fourth  ship 
delivered  to  the  Marine  Department  in 
1919  by  this  company,  the  others  beinp 
Canadian  Trader,  July  18;  Canadian 
Sailor,  Aufr.  7,  ancl  Canadian  Adventurer, 
Oct.  29;  full  particulors  of  which  are 
Kiven  in  the  toble  on  pace  .'i9. 

The  company  is  al.so  building  for  the 
.Marine  Department,  2  steel  cartfo  steam- 
.ships  of  ajiproximatvly  4,300  d.w.  tons 
each,  Canadian  Runner  and  Canadian 
Carrier;  thi"  keels  of  which  were  laid 
AuK.  29.  1919.  They  will  bo  launched 
early  in  the  sprinir  and  should  be  ready 
t«  .sail  in  June  or  .July  for  Buffalo,  N.Y., 
where  they  will  be  cut  in  two,  so  as  to 
lio  through  the  canals  lo  Montreal. 
After  they  are  rejoined  at  Montreal  their 
trial  trips  will  be  run  and  delivery  made 
to   the    .Slariiie   Department. 

Tidewater  .Shipbuilders  Lt4i,  Three 
Rivers,  Que.,  delivered   the  s.s.  Canadian 


Settler:  .Marine  Di'pnrtnient  cunlract  13; 
builders  yard  no.  fi;  ■pproximntcly  5,100 
d.w.  tons;  to  the  Marinr  Department, 
Dw.  2,  1919.  She  was  immediately 
transferred     lo     Canadian     Government 


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Merchant  .Marine  Ltd.,  and  loaded  at 
Montreal  with  general  cari;o  for  St, 
John's,  Nfld. 

The  deconrl  ship,  ("anadian  lUincher, 
Marine  Department  contract  14;  build- 
er's yard  no.  6;  left  Three  Rivem  in  the 
second  week  of  December  for  Queln-c  to 
have  some  final  work  done  and  to  be  de- 
livered to  the  Marine  Department.  The 
keels  for  the  two  other  ships  this  com- 
pany is  buildintf.  Canadian  Fisher  and 
Canadian  Forester,  were  laid  Sept.  20  and 
Nov.  1,  1919,  respectively. 


Canada    Steamship    Linen    lAd.    Diri- 

dends — At  the  monthly  meeting  of  di- 
rectors of  Canada  Steamship  Lines  Ltd., 
at  Montreal,  Dec.  2,  it  was  announced 
that  the  common  stock  had  been  placed 
on  a  l':'o  dividend  basis,  effective  Jan. 
1.  The  dividend  of  1%  for  the  then  cur- 
rent quarter,  payable  to  shareholders  of 
record,  Dec.  l.i,  was  declared.  An  in- 
crease in  the  dividend  was  expected,  but 
it  was  anticipated  that  it  would  be  made 
Gr't ,  with  a  bonus  of  2'7<- ;  the  directors, 
however,  decided  that  a  straiKhl  increase 
in  the  dividend  was  the  better  plan,  as 
beinK  of  a  more  permanent  character. 
Some  confusion  took  place  on  the  Mont- 
real Stock  Exchanue,  on  account  of  the 
company  not  having  notified  the  ex- 
chanpe  of  the  change,  but  the  company 
explained  that  as  it  was  merely  a  deci- 
.sion  to  place  the  stock  on  a  7r'<r>  basis 
for  1920,  it  was  not  considered  necessary  • 
to  notify. 

The  Sinking  of  the  Empress  of  Ireland 
— The  appeal  of  the  C.P.R.  airainst  the 
Supreme  Court  of  Canada's  judfrment  in 
connection  with  the  collision  between  the 
Norwegian  s.s.  Storstad  and  the  C.P.R.'s 
s.s.  Empress  of  Ireland,  in  the  St.  Law- 
rence River,  May  29,  1914,  came  before 
the  Judicial  Committee  of  the  Imperial 
Privy  Council.  Dec.  5.  The  Supreme 
Court  decided  that  in  the  distribution  of 
the  proceeds  of  the  sale  of  the  Storstad, 
preference  would  be  given  to  the  claims 
of  the  passengers,  but  the  Privy  Coun- 
cil, has  now  decided  that  the  C.P.R.  shall 
share  equally  with  the  other  claimants. 
The  chief  point  dealt  with  was  whether 
the  disaster  occurred  in  Canadian  ter- 
ritorial waters  or  on  the  high  seas. 

The  Marine  Navigation  Co.  of  Canada 
Ltd.,  which  is  operating  several  vessels 
between  Canada  and  France,  was  incor- 
porated at  the  end  of  1916,  and  early  in 
1917  operated  the  steamships  Niiraristan 
and  North  Cambria  between  Halifax  and 
St.  Nazaire.  In  addition  to  these  steam- 
ships, several  schooners,  some  with  aux- 
iliary power,  were  operated,  chiefly  in  the 
lumber  trade.  The  company  is  practic- 
ally a  subsidiary  of  the  Marine  Naviga- 
tion Co.,  Ltd.,  of  England,  controlled  by 
Sir  William  Garthwaite,  Paris,  France. 
Murray  Kennedy,  is  President  of  the 
Canadian  company,  which  is  managed  by 
McLean,  Kennedy  and  Co.,  Montreal. 

Hudson's  Bay  Co.'s  Steamships — Dur- 
ing 1919  the  company's  steamships, 
Athabasca  River.  Peace  River  and  Port 
Simpson,  and  the  motor  boat  Fort 
Churchill,  were  not  in  operation,  and  we 
are  advised  that  the  s.s.  Athabasca  River, 
and  the  motor  boat.  Taltahn,  are  being 
dismantled,  the  former  at  Peace  River 
Crossing,  Alta.,  and  the  latter  at  Port 
Simpson,  B.C.  The  company  has  regist- 
ered the  steamboat  Liard  River,  which 
was  built  at  Fort  Smith,  Alta..  in  1919. 
She  is  paddle  wheel  driven  by  engine  of 
.'l  n.h.p..  and  her  dimensions  are:  length, 
81.8  ft.;  breadth,  16.8  ft.;  depth,  3  ft; 
tonnage,  113  gro.ss,  77  registered. 


January,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


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January.  1920. 


St.   Lawrence  KivtT   Winter   Navigation  Possibilities. 


Ity  Hon.  I).  O.  l.'Kitprranrr.   (hairmnn  (jurhrr   Harbor  <  iimtniitHiun. 


The  iHiHitibilitii-t  o(  niiviKutint;  the  St. 
Ijiwrrnco  in  winter  nn<l  making:  yiiclnH- 
nil  nil  year  o|H'n  port,  may  ut  lir.tt  glance 
liMik  to  many  an  a  l<K-al  iiulijfct  afft'ct- 
inK  ranacia  alone,  and.  tluTrfurc,  nf  lit- 
tlf  loni'fm  to  the  I'nitod  Statv.H.  How- 
rviT.  if  Wf  thruw  a  look  at  ihi-  map  of 
thi'  North  Anu'ricnn  continent,  wo  find 
that  tho  roulc'.i  of  transtportation  by  rail 
and  water  are  so  intimately  connected 
and  interl(H-ked  in  all  the  territory  alonf; 
tho  St.  Ijiwronco  and  tho  Groat  Lakes, 
that  anythintr  which  in  apt  to  affect  or 
proKln^r  the  navigation  on  any  portion 
of  this  >:reat  waterway  is  of  vita!  con- 
cern, not  only  to  Canada,  but  also  to  our 
Croat  entorprisinK  neighbor  to  tho  south. 
Any  one  who,  in  recent  years,  has  fol- 
lowed closely  the  construction  of  rail- 
ways in  Canada,  and  the  rapid  improve- 
ment and  development  of  our  trade 
routes,  may  well  ask  himself  why  the 
port  of  QuoIk-c  from  which  flows  clear 
and  open  water  during  12  months  of  the 
year  ripht  throufrh  to  the  Atlantic,  is 
clo«ed  during  4  months  to  ocean  traf- 
fic, and  this  at  a  time  when  the  use  of 
that  trreat  waterway  would  be  of  im- 
mon.se  advantafrc  for  the  transportation 
of  the  over  fjrowinp  products  of  the 
west.  What  is  the  chief  reason  for  this 
unfortunate  state  of  affairs?  1.  Is  it  the 
lack  of  facilities  in  the  port  of  Quebec? 
2.  Are  the  railways  sorvinp  Quebec  in- 
adequate to  handle  the  traffic  which  a 
more  extended  use  of  the  port  would 
develop?  3.  Is  the  cause  to  be  found  in 
the  fact  that  winter  navigation  as  far 
as  Quebec  is  a  physical  impossibility  ? 
To  the  first  two  questions  I  will  reply 
briefly. 

Quebec  Port  Facilities — Quebec,  locat- 
ed on  the  St.  Lawrence  River.  181  miles 
above  the  entrance  to  the  Gulf  of  St. 
Lawrence,  at  Father  Point,  and  1G6  miles 
below  Montreal  by  the  river,  is  in  a  eom- 
mandinfT  position  at  the  widening  of  that 
jrreat  natural  waterway.  The  facilities 
afforded  in  Quebec  harbor  for  the  accom- 
modation of  larce  vessels  were  demon- 
strated in  a  decisive  manner  when,  dur- 
ing the  embarkation  of  the  first  Cana- 
dian overseas  contingent,  in  Sept.,  1914. 
thirty-one  steamships,  ranping  from 
4,000  to  19,000  tons,  were  accommodated 
at  the  deep  water  docks  and  wharves, 
for  takintr  on  board  men,  horses,  ammu- 
nition, and  supplies  for  the  continjrent. 
In  1918,  the  last  year  of  the  war,  there 
were  on  several  occasions  14  larpe  steam- 
•ihips  lyin»r  at  the  berths  at  the  same 
time,  arrtrreKating  over  l.')0,000  gross 
tons. 

The  harbor  facilities  are  such  that 
.steamships  of  any  size,  or  class,  can  be 
berthed  at  any  time,  day  or  niftht.  The 
present  shod  space  for  ocean  steamships 
has  a  capacity  of  .')2.'i.000  sq.  ft.  Eleven 
of  these  sheds  have  railway  tracks  serv- 
ing them.  The  site  selected  for  the  de- 
velopment of  wharves  is  unusually  favor- 
ed, from  the  standpoint  of  desirable  re- 
quirements for  water  terminals.  In  ad- 
dition to  the  large  natural  basin,  with 
its  many  shelters,  from  a  point  several 
miles  below  Quebec,  in  fact,  as  far  as 
Murray  Hay,  a  distance  of  8.5  miles,  to 
.'i  miles  above  the  City  of  Quebec,  the 
port  affords  the  most  ideal  shelters  for 
ships  awaiting  loads  of  wharf  assign- 
ment, and  provides  ample  sea  room  to 
guarantee  at  all  times  a  full  reserve  of 
ves.sels    to    occupy    dockage.      This    is    n 


favorable  feature  in  that,  by  providing 
the  proper  cur  storage  room,  the  trans- 
portation companies  can  be  always  as- 
surctl  of  constant  employment  of  the 
yard  ami  dock  labor,  which  is  necos-sary 
to  maintain  a  (KTmanent  organization  as 
Well  as  an  ofliciont  one.  The  port  of 
Quebec,  in  recent  years  has  been  pro- 
perly and  adequately  equipped  for  han- 
dling of  passengers,  grain  and  other 
freight  traffic.  Unlimited  space  exists 
for  further  improvements  in  sheds,  grain 
elevators,  docks,  etc.,  as  the  development 
of  trade  justifies.  (For  further  infor- 
mation, see  Quebec  Harbor  Commission's 
annual  reports). 

Itallways  Serving  Quebec — From  the 
standpoint  of  railways  converging  into 
Quebec  the  port  offers  unrivaled  facili- 
ties. It  is  served  by  three  through  trans- 
continental railways,  under  unique  man- 
agement. Tho  Canadian  Pacific  Ry..  with 
its  numerous  branches  and  connections 
by  rail  and  water  all  over  the  world;  the 
National  Transcontinental  and  the  Can- 
adian Northern  Ry..  now  owned  and  oper- 
ated by  the  Canadian  Government.  Be- 
sides, it  is  served  by  the  Grand  Trunk 
Ry.,  tho  Quebec  Central  Ry.,  the  Que- 
bec and  Saguenay  Ry.  and  the  Interco- 
lonial Ry.;  the  two  latter  roads  owned 
and  operated  as  part  of  the  Canadian 
National  Rys.  These  railways  form  a 
vast  not  all  over  Canada  and  tap  all  the 
great  trade  routes  of  the  North  Amer- 
ican continent.  Through  the  building  of 
the  National  Transcontinental,  Quebec 
has  been  made  nearer  to  Winnipeg  by 
some  214  miles,  and  owing  to  the  low 
gradients  of  that  railway,  the  grain  of 
the  west  can  bo  hauled  at  a  much  re- 
duced rate.  All  these  railways  have 
direct  access  to  the  Quebec  Harbor  Com- 
mission's  docks. 

Winter  Navigation — The  approach  by 
water  to  the  City  of  Quebec  via  the  Gulf 
of  St.  Lawrence  and  the  St.  Lawrence 
River,  affords  a  most  desirable  entrance 
to  the  port  of  Quebec  for  the  largest 
of  ocean  vessels,  but  in  the  past,  this 
approach  has  not  been  navigated  during 
the  winter,  usually  closing  early  in  De- 
cember and  remaining  so  until  the  latter 
part  of  the  following  April.  Without 
seriously  going  into  the  problem,  this 
condition  has  been  accepted,  and  still, 
by  some  authorities,  it  is  argued  that 
navigation  on  the  St.  Lawrence  River 
from  tho  Gulf  to  the  port  of  Quebec  is 
impossible  during  winter.  The  principle 
obstacles  that  have  been  accepted  in  the 
past  as  making  the  navigation  of  the 
river  impossible  are,  by  order  of  im- 
portance: 1.  Ice.  2.  Snow  storms.  3. 
Absence  of  navigation  guides. 

As  early  as  the  middle  of  November, 
in  some  years,  the  ice  forming  on  the 
river  above  Montrealand  to  a  point  at 
Cap  Rouge  above  Quebec,  gra<lually 
flows  with  the  current  to  the  narrows  of 
the  river  at  Cap  Rouge  and  at  this  point 
forms  an  ice  bridge,  effectually  backing 
up  tho  ice  as  far  as  tho  port  of  Mont- 
real. Below  this  point  the  ice  forms  in 
the  small  bays  and  the  gulf  al<mg  the 
river  to  the  port  of  Quebec  and  in  the 
Straits  of  Belle  Isle  in  the  same  manner, 
and  with  the  rising  of  the  tides,  it  is 
severed  from  its  shores  anchorage  and 
forced  by  northeasterly  winds  into  the 
channel.  This  ice  obstacle  never  forms 
to  any  great  extent  in  floes  of  sufficient 
size   to    impede   navigation   and   with   tho 


outgoing  tide  u.sually  diAappearn  or  re- 
mains in  such  small  cakes  as  to  be  al- 
most negligible  as  an  obstacle.  I  give 
here  in  support  of  this  contention  the 
names  of  vessels  and  trips  made  in  win- 
ter, from  Quel)ec,  after  the  official  close 
of  navigation: 
Drttmhrr — 

Montnuuny   left  fur  Halifax   D«c.  »,    l»IO. 
Carlrton    Irft    for    Antlro>tl,    Drr.    U.    1*11.    rr- 

tuminx  l>Ff.  22. 
MontmMcny  Irft  for  Halifax.  D«-.   U.  1»U. 
J.    D.    Hairn    Irft    for    ArrhaniH.    Ruuta.    t><«. 

21.    l»l«. 
Sicoa   Irft   for  Halifax.   Drr.   21,    ItlT. 
CaaUlia    Irft   for   ara,    Drr.    SO.    19l«. 
January — 

Montcalm    Irft    for   north   ihorc   port«.   Jan     14, 

1«18. 
Kavoritr  Irft  for  Boaton.  Jan.  II.  t«l». 
Montralm    Irft    for    Gaapr   porta.   Jan.    I«.    1*18. 

rrtuminfc  Jan.   23. 
Canadian    VoyaRrur    Irft    for    Halifax.    Jan.    21. 
1919. 
Frbmary — 

Ijidy  Grry   left   for  north   ihorr  and  Gulf  ports. 

Feb.    29.    1908. 
Montcalm   Irft  for  Gulf  porU.   Frb.   h,  1»11 
Montcalm  left  for  Gulf  porU.  Frb.  ».  1912. 
March- 
Savoy  Irft  for  Gulf  porta.  Mar.  26,  1»0S. 
Montcalm   Irft  for  Gulf  portu.   Mar.  23.   1»1«. 
Montcalm   Irft   for   Gulf  iwrU.   Mar.    16.    1»12. 
Montcalm  Irft  for  Gulf  porta.  Mar.   31.   1»13. 
Grncral  Wolfr  Irft  for  Gulf  porta.  Mar.  24.  1910. 
Aranmorr  and  Nataahquan  Irft   for  north  coaat. 
Mar.   28,    1912.    rrtuminK   April   6. 
April — 

St.    Olaf    left    Qurbrc    for    Gulf    porU.    April    7. 

1900. 
KinK  Edward  Irft  for  Gulf  porta,  April  9.   1994 

and   April    12.    I90r,. 
Polino  left  for  Newfoundland.   April   12.   1»0S. 
Aranmorc    left    for    north    shore   ports.    April    4. 

1909. 
Aranmore    left    for    Gulf    ports.    April    9.    1911. 

retuminK   April    19. 
Savoy  left   for  Anticosti,   April  15.   1911.   rrtum- 
inK  April   22. 
Laurentian   left  for  north   shore  ports.  April   IS. 

1916. 
Druid  left  for  Gulf  porU.   April  4.   1917. 

These  .sailings  have  been  made  in 
winter,  during  all  kinds  of  weather, 
with  signal  stations  all  closed  up,  and 
without  any  of  the  improvements 
which  are  suggested  hereafter  to  make 
winter  navigation  safe.  This  fact  alone 
should  suffice  to  convince  the  unprejudic- 
ed mind  that,  with  the  inventions  and 
means  that  modern  science  has  placed 
at  our  disposal,  winter  navigation  on  the 
St.  Lawrence  as  far  as  Quebec  can  eas- 
ily  become  an  accomplished   fact. 

Ice — Another  obstacle  to  navigation 
in  the  form  of  ice  affecting  the  operation 
of  the  Gulf  is  caused  in  the  spring  from 
the  middle  of  April  to  the  middle  of  May 
by  the  rush  of  ice  out  of  the  Gulf,  caus- 
ing a  block  between  the  St.  Paul  Islands, 
northwest  of  Cape  Breton  Island,  and 
Cape  Ray.  the  southwest  point  of  New- 
foundland. This  block,  which  sometimes 
lasts  for  two  weeks  and  completely  pre- 
vents the  passage  of  ships,  is  known  as 
the  bridge  and  it  is  a  matter  of  record 
that  at  one  time  300  ships  have  been  de- 
tained by  this  obstacle  and  many  wrecks 
have  occurred  in  consequence  on  the 
Newfoundland  coast.  Ice  from  the  Gulf 
is  generally  met  with  in  Cabot  Strait 
early  in  .January,  and  at  this  time  it  is 
thin,  but  increases  gradually  to  as  much 
as  ."i  ft.  thick.  Occasionally  small  bergs, 
some  18  ft.  high,  are  seen,  although  a 
large  berg  is  seldom  visible,  and  the 
ice  has  been  known  to  float  in  this  man- 
ner as  late  as  the  beginning  of  June. 
The  prevalence  of  northwesterly  and 
northerly  winds  drive  tho  ice  towards  the 
strait  and  along  the  north  coast  of  Cape 
Breton,  while  incoming  vessels  meet  no 
ice  except  southward  of  St.  Paul  Island. 
Southwest  gales  occasionally  take  ice  be- 


January,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


41 


tween  Magdalen  Island  and  Cape  Breton 
Island.  When  this  ice  meets  the  main 
body  flowing  past  Bird  Rock,  and  closes 
the  strait  between  St.  Paul  Island  and 
the  Newfoundland  coast,  northwesterly 
winds  open  the  Newfoundland  coast,  and 
the  strait  clears  quickly,  so  that  in  about 
36  to  46  hours  very  little  ice  in  visible 
quantities  passes  through  for  some  per- 
iod after  navigation  is  open,  particularly 
with  north  winds.  Vessels  not  strongly 
built  to  encounter  this  ice  are  seriously 
impeded  by  encountering  it,  but  it  has 
been  found  that  vessels  specially 
strengthened  for  ice  conditions  have  no 
difficulty  in  navigating. 

This  last  condition  appears  to  be  the 
most  serious  obstacle  in  the  operation  of 
the  St.  Lawrence  River  during  winter, 
but  when  it  is  considered  that  this  con- 
dition at  its  worst,  exists  for  but  a  short 
period  of  two  weeks,  at  most,  it  is  con- 
cluded that  vessels  encountering  this  ob- 
stacle can  be  diverted  to  Halifax,  N.S., 
and  St.  John,  N.B.,  and  as  the  time  that 
this  occurs  is  not  at  a  period  when  rail 
traffic  is  most  seriously  congested,  the 
operation  for  the  handling  of  traffic  di- 
verted to  those  ports  could  adequately 
be  carried  on  by  the  present  facilities  af- 
forded at  those  ports  and  lines  serving 
same. 

As  an  extra  precaution  and  guard  to 
navigation,  information  as  to  ice,  wind, 
temperature,  and  weather  conditions  can 
be  obtained  by  communication  between 
vessels  and  any  of  the  marine  or  signal 
stations  in  the  Gulf  and  River  St.  Law- 
rence at  Cape  Ray,  St.  Paul  Island,  Mag- 
dalen Island,  Anticosti,  New  Brunswick 
coast  points,  Gaspe  coast  and  as  far 
north  as  the  Labrador  coast.  It  is  only 
necessary  that  the  small  additional  ex- 
pense of  operating  these  stations  dur- 
ing the  winter  and  early  spring  be  added 
to  that  of  the  summer  season,  and  the 
short  distances  between  those  points  of 
warning  are  an  additional  safeguard  in 
that  they  afford  sufficient  time  for  ships 


to  seek  shelters  that  are  numerous,  en- 
abling them  to  be  protected  against  any 
unusual  conditions. 

Investigations  have  shown  that  strand- 
ings  in  the  Gulf  and  River  St.  Lawrence, 
and  the  approaches,  including  the  New- 
foundland coast,  are  not,  owing  to  the 
danger  of  the  route,  but  to  the  want  of 
care  and  attention  to  navigation.  There 
is  a  wide  variation  in  the  magnetic  bear- 
ing between  Belle  Isle  and  Montreal,  par- 
ticulai'ly  between  the  first  named  point 
and  Anticosti,  and  the  frequent  wrecks 
which  occurred  formerly  on  the  eastern 
part  of  Anticosti,  in  foggy  weather,  were 
doubtless  due  to  non  allowance  for 
change  in  variation,  but  such  obstacles 
to  a  route  should  not  be  considered  a 
hindrance  when  modern  day  care  and 
navigation    instruments   are   considered. 

Snow  Storms  are  at  times  severe,  last- 
ing from  24  to  48  hours.  They  consti- 
tute the  most  serious  menace  to  naviga- 
tion on  the  St.  Lawrence  River  during 
their  duration,  owing  to  the  impossibil- 
ity of  sight.  From  observation  during 
one  of  these  storms  it  was  found  that 
objects  at  a  distance  of  50  ft.  were  en- 
tirely obliterated.  This  condition  can 
be  adequately  met,  so  as  to  entirely 
eliminate  any  chance  of  collision  or 
groundings,  by  careful  warning  of  ves- 
sels, as  suggested  in  the  meeting  of  the 
ice  condition,  and  anchorage  can  be  had 
in  shelters.  The  most  serious  wrecks 
occurring  during  those  snow  storms  have 
resulted  from  vessels  anchoring  in  the 
stream,  and  drifting  to  shore,  after  hav- 
ing anchor  chains  cut  by  the  floe  ice.  To 
meet  this  condition,  two  breakwaters, 
providing  adequate  shelters  could  be  es- 
tablished along  the  river,  behind  which 
ships  would  be  sheltered  from  the  floe 
during  the  storms.  Other  recommenda- 
tions have  been  suggested,  such  as 
guards  carried  by  vessels  for  anchor 
chains.  It  is  estimated  that  if  it  was 
found  necessary  to  establish  the  break- 
waters mentioned,  a  total  investment  of 


$1,000,000  would   be  adequate. 

It  would  also  be  necessary  to  fit  every 
ship  coming  up  the  river  with  an  iron 
or  wooden  apron  over  the  bow,  and  ves- 
sels so  equipped  become  in  themselves 
icebreakers  of  no  mean  ability.  Such  out- 
fits are  in  use  on  all  ships  running  to 
Russian  ports,  and  adequately  protect 
ships  from  harm. 

During  the  past  the  keepers  of  some 
lighthouses  have  been  withdrawn  from 
service  during  the  winter,  and  other 
river  markings  have  been  remjaved  dur- 
ing the  flow  of  ice.  This  practice  can  be 
discontinued  and  the  markings  made  suf- 
ficiently i)ermanent  to  place  them  above 
the  danger  resulting  from  the  ice  flow, 
and  the  expense  of  such  works  and  their 
operation  would  be  almost  negligible 
when  compared  with  the  great  economy 
effected  by  the  handling  of  freight  by 
water  transportation. 

It  appears  that  in  short  there  are  no 
serious  obstacles  for  the  entire  winter 
navigation  of  the  St.  Lawrence  River.  In 
all  northern  countries,  when  the  aver- 
age winter  temperature  is  below  the 
freezing  point,  the  water  becomes  frozen, 
and  attempts  to  continue  navigation  are 
made  with  great  difficulty.  As  popula- 
tion increases,  and  demands  for  cheaper 
and  more  effective  communication  grow, 
the  question  will  arise  as  to  the  feasi- 
bility of  operating  the  waterways  and 
harbors  in  Canada  during  the  winter. 
This  matter  has  been  found  to  be  of  no 
very  serious  moment,  except  in  one  or 
two  instances.  Winter  navigation  has 
been  maintained  for  many  years  between 
Prince  Edward  Island  and  the  New  Bruns- 
wick mainland  and  similar  communi- 
cation has  been  carried  on  with  New- 
foundland, but  when  the  volume  of  trade 
grows  there  can  be  no  question  as  to 
the  needs  of  cheaper  methods  of  tran- 
sit as  afforded  by  water.  In  Russia  win- 
ter navigation  has  been  found  to  prove 
feasible  and  many  ports  require  ice- 
breakers  in    summer   to   reach   northern 


Vessels  Registered  in  Canada  During  October,  1919. 


In  compiline  the  foUowinsr  list*  of  vessels  registered,  steamboats  and  motor  boats,  operated  by  engines  of  less  than  10  n.h.p., 
are  sailing  vessels  of  less  than  100  tons  register. 


eliminated,  as  also 


No.  Name  Port  of  Registry  Where  and  when  built  *         a        5        S,         ,i"^rtJ:  Owners  or  managing  owners 

*^  u  •  S  fl?  o      B^2 

J       n       a      »H      «H   « 

103690     Luckportd) Midland.    Ont. Midland.    Ont 1898     126.0     21.6     12.0     231     134     57      Sc.       Midland     Transportation     Co..    Mid- 
land,  Ont. 

141484     Vaudreuil  (2) Montreal    Cleveland,    Ohio    1889     278.0    40.0    20.8  2514  1436  136      Sc.      C.  A.  Barnard,  Montreal,  Que. 

Lauzon.    Que 1919 

(1)   Formerly.  Magnolia,  a   recovered  wreck.      (2)    Formerly.  Frontenac^ 


Port  of  Begistry        Big 


SAILING. 


Where  and  when  bnilt 


141383  Audrey  P.  Brown LaHave.     N.S Schr Liverpool.    N.S 

1411.51  C.P.R.  No.6 Victoria.    B.C Barge  ....Nelson.     B.C 

141228  Charlotte  Comcau... Weymouth,    N.S Schr Little    Brook.   N.S.. 

141448  Dollar  VllI Vancouver.   B.C Scow Dollarton.     B.C 


..1919 
..1919 
..1919 


141447  E.  C.  E.  8.. 


..Vancouver.  B.C.. 
..Whitehall.  N.Y.. 


..1899 


..1901 


123.4  28.9 

22h.5  42.0 

172.0  37.4 

107.0  36.0 

97.3  28.5 

96.5  17.8 


10.8  2.12 
8.0  652 
13.4     779 


Owner  or  Managing  Owner. 


N.S. 


!.4     235     235 


Little 


Ltd., 


14148.1  F.  L.  Heidritter Montreal     Barge 

141409  Freda  M.  Himmel- 

man Lunenburg.    N.S Schr Lunenburg.    N.S 1919  125.4  26.9 

141095  Holmes  A.  Frank Chatham.    N.B "     Nordin.    N.B 1919  174.0  88.5 

141449  J.C.  No.  14 Vancouver.    B.C Scow New    Westminster,    B.C 1911  84.0  28.1 

141450  K.  50 ■•                         ••     ••                                         1919  87.9  33.7 

141410  Marjorie  Hennigar..Lunenbur«,  N.S Schr Chester    Basin,    N.S 1919  U6.1  27.0 

141411  MaryH.  Hirtle "                       "     Lunenburg,    N.S 1919  124.2  26.8 

141227  Nettie  C Weymouth.  N.S "     Saulnierville.  N.S 1919  150.0  83.3 


7.3     123     108 


10.6  174 

13.0  690 
7.0  139 
8.9  227 

10.6  161 

10:6  169 

13.1  495 


Peaceland Annapolis   Royal,   N.S.. 

Rose  Anne 

Belliveau Weymouth.   N.S 

Seaman.  A.  O Parrsboro.    N.S 

Whiteson *'  


..Annapolis  Royal,  N.S 1919     114.0     80.0     10.6     287 


..Belliveaus  Cove, 
..Cape  d'Or.  N.S.... 
..Alma.    N.B 


•1919 
•1919 
•1919 


130.5  30.8 
152.0  34.5 
175.0     37.6 


18.1     812     762 


218     C.   H.    Ritcey.   M.O..    La   Hav 
662     C.P.R.   Co..   Montreal. 
728     I.    M.    Comcau    Shipping    Co.. 
Brook.    N.S. 
Canadian    Robert    Dollar    Co., 

couver.   B.C. 
Evans.     Coleman     &     Evans, 

Vancouver.    B.C. 
Richelieu   Transportation   Co.,    Mont- 
treal. 

n.   M.O..   Lunenburg. 
Millerton.    N.B. 
lillan.   Vancouver,  B.C. 
S.    McKccn,    Vancouver.    B.C. 
H.   Ritcey.    Riverport,   N.S. 
Hirtle.   M.O..   Lunenburg,   N.S. 
449     Acadia       Shipping       Co.,      Meteghan 

River.    N.S. 
262     Annapolis    Shipping    Co.,    Annapolis 
Royal.    N.S. 

B.  Belliveau,    Belliveau's   Cove,   N.S. 
S.   M.   Field.  Cape  d'Or.  N.S. 

C.  T.  White  &   Son.  Sussex.  N.B. 


114  A.  Himn 
637  J.  Robin 
139  J.  McL. 
227 
108 


282 


42 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


January,  1920. 


Sil>«Ti«.  Winter  naviiration  turn  been 
n»«inUinc«l  for  nuiny  year*  on  the  Great 
Ijiki'ii,  nn<l  at  »ome  |M>inli«  on  Lake  On- 
tario, i.ebreakinjf  ferrien  are  operaled 
tJirouKh  .1  or  4  ft.  of  nolid  ice  for  a  di»- 
taiue  of  fiO  or  CO  mileii. 

The  whole  cowl  of  niakinK  the  St.  Law- 
ri'nce  Kiver  naviKable  in  winti-r  aa  far 
B«  Quebec-,  incluilini;  the  conntruction  of 
two  iiebreakem.  the  dredjtinK  of  the 
rhannel  to  a  minimum  of  40  ft.  and  pro- 


iwr  equipment  of  lijfhta  and  buoyii.  ha* 
been  estimali-d  at  1 1 0,000,000,  in  round 
rtirureii.  The  advnnlaKen  to  be  derived 
by  kcepinj:  the  port  of  Quebi-c  open  the 
year  round  are  no  ifreat  that  the  coat  of 
ec|uipmrnt  to  meet  thenc  conditiona  ap- 
p«'nr«  inxicnincant. 

The  foreicoinif  paper  wan  read  before 
the  American  Axsoeiation  of  I'ort  Au- 
thorities at  ilH  annual  mectint;  in  Galves- 
ton, Texa.H,  recently. 


Wreck  Commissioner's  Enquiries  and  Judj^ments. 


.'<<trnndmK  of  s..s.  Germanirux 
Held  at  .Montreal,  Nov.  21,  by  ("apt. 
L.  A.  Diincrs,  Dominion  NVreck  Com- 
missioner, n.s.siiitcd  by  ("apt.  C.  Ljipicrrc 
and  Commander  C.  J.  Stuart,  R.N.R., 
into  the  cnu.se  of  the  stranding  of  the 
■3.  Gennanicu.4  on  the  northwest  reef  of 
Bicquette  Island  in  the  River  St.  I>aw- 
rence,  Nov.  7.  while  bound  to  Montreal 
from  Rotterdam.  The  s.s.  Germanicus 
was  formerly  a  German  steamship  and 
is  beinp  operated  by  Ropener  &  Co.,  on 
behalf  of  the  British  Ministry  of  Ship- 
pinjr. 

The  court  found  that  the  master's  evi- 
dence showed  a  marked  indifTerence  as 
to  the  manner  in  which  the  ves.sel  was 
navipated.  At  Cape  MaKdalen  the  ves- 
sel had  apparently  deviated  from  her 
course,  and  the  evidence  showed  that 
either  the  courses  by  compass  were 
faulty,  or  were  badly  steered,  or  other 
agencies  were  at  work  which  were  not 
explained.  There  were  no  unusual  cur- 
rents and,  thouph  strong  winds  were  ex- 
perienced, it  was  said  that  they  did  not 
tend  to  take  the  ship  from  her  course. 
At  the  time  of  the  strandinp,  the  mate 
was  in  charvre,  it  beinp  alle^'ed  that  the 
master  was  intoxicated,  and  that  it  was 
impossible  to  arouse  him.  The  vessel 
struck  while  poins  at  half  speed  and  im- 
mediately the  order  full  speed  astern,  was 
Riven,  and  at  that  time  the  master  ap- 
peared on  the  bridpe.  Subseciuent  effort 
to  release  the  vessel  proved  unavailing 
and  further  attempts  will  be  made  if 
possible,  in  the  spring. 

With  regard  to  the  pilot  boat,  the  court 
expressed  the  opinion  that  there  was 
nothing  in  the  weather  conditions  to  pre- 
vent her  beinpr,  if  not  at  the  pilotage 
grounds,  at  least  at  her  station,  which  is 
Father  Point  and  not  Bic.  It  may  happen 
in  rough  weather  that  the  pilot  boat 
would  be  forced  to  take  refuge  at  Bic 
Island,  but  the  moment  the  weather 
moderated  her  place  would  be  Father 
Point,  and  the  court  was  assured  that  at 
the  time  of  the  stranding,  the  pilot  boat 
was  west  of  the  reef  on  which  the  vessel 
stranded  and  in  a  position  not  justified 
by  the  weather  existing. 

The  court  found  that  the  master,  Capt. 
John  Olive,  was  incapable  of  administer- 
ing or  exercising  the  vigilance  and  care 
for  property  with  which  he  was  entrust- 
ed, through  having  indulged  freely  in  in- 
toxicating liquors.  It  cancelled  his  cer- 
tificate an  master,  but  recommended  that 
a  mate's  certificate  be  granted  to  him. 
On  account  of  the  extenuating  circum- 
stances, the  court  exercised  leniency  to- 
wards the  mate,  Thomas  Pinkney,  and  did 
not  deal  with  his  certificate,  but  severely 
reprimanded  him  for  not  taking  into  ac- 
count the  state  of  the  tides.  The  second 
ofTicer  was  exonerated  from  all  blame  and 
his  certificate  returned  to  him.  With  nv 
gard  to  the  pilot  boat  being  away  from 
her  station,  the  court  expressed  the 
opinion  that  it  is  a  matter  which  should 


be  investigate.!  by  the  .Marine  Depart- 
nient,  and  rcconimen<led  that  that  course 
be  adopted  at  the  earliest  moment  pos- 
sible. 

Stranding  of  sa  Rio  Negro. 
Held  at  Quebec,  Que.,  Dec.  3,  1919,  be- 
fore Capt.  L.  A.  Demers,  Dominion 
Wreck  Commissioner,  assisted  by  Capt. 
C.  Lapierre  and  Commander  C.  J.  Stuart, 
R.N.R.,  into  the  stranding  of  the  s.s.  Rio 
Negro  near  Point  des  Monts,  on  the  north 
shore  of  the  Gulf  of  St.  Lawrence,  Nov. 
17.  The  master's  evidence,  which  was 
given  in  a  very  straightforward  manner, 
indicated  that  the  ship's  courses  and  dis- 
tances had  been  made  good  up  to  Martin 
River,  and  a  .safe  distance  was  allowed 
off  the  land  in  order  to  reach  Father 
Point.  On  leaving  the  bridge,  he  left 
written  instructions  in  the  night  order 
book,  as  well  as  verbal  instructions,  that 
he  should  be  called  when  Cape  Chat  was 
visible,  or  the  distance  run.  When  the 
distance  had  been  run,  the  second  ofTicer 
did  not  carry  out  the  instructions  to  call 
the  master,  and  the  ship  proceeded  on 
the  course.  He  was  succeeded  by  the 
first  officer,  who  stated  that  the  weather 
was  clear,  though  his  log  book  shows 
that  a  heavy  snow  storm  had  come  on. 
Seeing  what  he  considered  to  be  the 
Matane  light  ahead  of  him,  he  imme- 
diately put  the  ship  full  speed  astern  and 
hard  aport,  and  called  the  master.  The 
first  officer  then  ordered  half  speed 
ahead,  and  then  full  speed,  with  the  in- 
tention of  leaving  the  light,  thought  to 
be  the  Matane  light,  astern  of  him,  and 
getting  an  offing.  This  speed  was  main- 
tained for  about  four  minutes  after  the 
master  came  on  deck,  and  then  full  speed 
astern  was  ordered,  when  land  became 
visible,  the  ship  striking  at  that  time. 

The  court  was  of  opinion  that  the  cause 
of  the  casualty  was  the  disobeying  of 
instructions  by  the  second  officer,  as  to 
calling  the  master,  and  he  was  declared 
in  default  for  not  carrying  out  implicitly 
the  instructions  he  had  received.  The 
first  officer  erred  in  judgment,  by  being 
led  astray  as  to  the  light  he  saw  being 
the  -Matane  light,  and  considered  that  he 
should  have  made  sure  of  the  nature  of 
the  light  before  acting  on  his  assumption, 
or  to  have  taken  soundings  and  stopped 
the  ship  until  his  position  was  verified. 
He  was,  therefore,  found  in  default  for 
lack  of  judgment.  The  court  considered 
that  there  was  nothing  in  the  master's 
conduct  to  give  rise  to  criticism,  but,  on 
the  contrary,  the  fact  that  he  released 
the  ship  from  her  precarious  position, 
with  such  slight  damage  under  the  cir- 
cumstances, is  much  to  his  credit.  The 
certificate  of  the  second  officer,  David 
Davies,  was  suspended  for  three  months, 
and  the  first  officer,  Alfre<l  Hodder,  had 
his  master's  certificate  suspended  for 
two  months,  dating  from  Dec.  3,  1919. 
The  master  and  third  officer  were  exon- 
erated from  all  blame. 


Repair  of  (.erman  Ships  Interned 
in  South  America. 

The  .Montreal  Gazette's  London,  Kng., 
correspondent  sent  the  following  copy- 
righted cable  dispatch,  Dec.  4:— The 
award  of  the  contract  to  repair  enemy 
ships  inu-med  in  South  American  waU-rs 
to  a  German  instead  of  a  Canadian  firm, 
ha.s  been  explained  in  the  House  of  Com- 
mons at  the  instance  of  Percy  Hurd, 
M.  P.  Col.  Ix-slie  Wilson,  Parliamentary 
Secretary  to  the  .Minister  of  Shipping, 
under  took  to  defend  the  contract,  but  to 
anyone  with  inside  knowledge  of  the  ne- 
gotiations, his  statement  appears  very 
curious.  He  said:  "The  ships  which 
could  not  be  properly  repaired  on  the 
spot,  are  being  towed  to  German  yards 
to  be  repaired,  the  expenses  being  met 
by  Germany."  There  would  not  be  a 
year's  delay,  as  suggested  would  be  oc- 
casioned, but  on  the  contrary,  the  work 
should  be  expedited,  as  the  majority  of 
the  ships  were  built  in  Germany,  and 
German  shipbuilders  are  in  possession  of 
the  drawings,  patterns,  etc.,  of  the  dam- 
aged parts.  Even  if  it  had  been  possible 
for  any  British  or  colonial  firm  to  have 
undertaken  the  repairs,  it  would  have 
cost  a  large  sum,  which  would  have  to 
be  financed  in  cash  by  the  British  Gov- 
ernment. 

Col.  Wilson  appears  to  have  been 
badly  misinformed.  Had  the  Canadian 
contract  been  accepted,  the  ships  would 
have  been  accepted,  the  ships  would  have 
been  ready  six  months  ago,  and  their 
operation  would  have  paid  the  whole 
cost  of  repairs  by  now.  As  it  is,  it  will 
be  another  six  months  before  they  are 
ready.  As  for  Germany  bearing  the  ex- 
pense of  the  repair,  the  Secretary  admit- 
ted to  your  correspondent,  provision  had 
to  be  made  for  this  under  the  treaty  obli- 
gation. Meanwhile  Canada  has  been  de- 
prived of  the  use  of  the  ships. 


Proposed    Drydocks   at   Vancouver — In 

addition  to  the  applications  for  subsidies 
for  the  construction  of  drydocks  at  Van- 
couver, made  by  J.  Coughlan  &  Sons, 
Davidson  &  Cameron,  and  Wallace  Ship- 
yards, Ltd.,  details  of  which  were  given 
in  Canadian  Railway  &  Marine  World 
for  Nov..  1919,  page  621,  we  are  officially 
advised  that  the  Raymond  Concrete  Pile 
Co.  Ltd.,  Montreal,  has  applied  for  a  sub- 
sidy in  connection  with  its  project  to 
build  a  masonry  graving  dock  of  the  first 
class  at  Burrard  Inlet,  Vancouver.  The 
Drydock  Subsidy  Act  provides  tiiat  a 
drj-dock  of  the  first  class  shall  cost  not 
more  than  $5,500,000,  and  shall  be  of  the 
following  dimensions,  clear  length  of  bot- 
tom from  caisson  groove  or  hollow-quoin 
to  head,  1,150  ft.;  clear  width  of  en- 
trance, 125  ft;  depth  of  water  over  sill 
at  high  water  ordinarj-  spring  tides,  38 
ft.  The  subsidy  to  be  paid  for  such  dock 
is  at  the  rate  of  4'a'"r  per  annum  of  the 
cost  of  the  work,  payable  half  yearly  for 
not  exceeding  35  years  from  the  comple- 
tion of  the  work. 

The  s.s.  Frontenac.  which,  as  stated  in 
Canadian  Railway  and  Marine  World  for 
Nov..  1919,  was  bought  from  U.S.  owners 
by  the  Davie  Shipbuilding  and  Repairing 
Co.,  Lauzon,  Que.,  has  been  thoroughly 
overhauled  at  the  company's  yard  and  has 
been  placed  on  the  Canadian  register  un- 
der the  name  of  Vaudreuil,  in  the  name 
of  C.  A.  Barnard,  Montreal.  She  is  screw 
driven,  by  engine  of  136  n.h.p.,  and  her 
dimensions  are:  length,  278  ft.;  breadth, 
40  ft.;  depth,  20.3  ft.;  tonnage,  2,514 
gross,  1,436  registered. 


January,  1920. 


43 


General  Shipbuilding  Matters  Throughout  Canada. 


steamships  for  French  Government — 
In  reference  to  the  Ottawa  press  report, 
to  the  effect  that  the  French  Govern- 
ment was  prepared  to  order  121  steel 
cargo  steamships,  to  be  Duilt  in  Canada, 
a;  $170  a  ton,  which  was  referred  to  in 
Canadian  Railway  and  Marii:e  World 
for  December,  we  are  informed  by  the 
head  of  the  Technical  Department  of  the 
Merchant  Marine,  French  Hij^h  Commis- 
sioner's office,  New  York,  that  nothing 
is  known  there  of  such  an  intention,  but 
that  M.  Falcoz,  a  representative  of  the 
Messageries  Maritimes,  has  been  in  the 
United  States  for  the  purpose  of  pricing 
the  construction  of  several  cargo  steam- 
ships for  themselves. 


Virtually  all  of  the  vessels  contracted  for 
in  the  U.S.  are  completed,  although  a 
few  remain  to  be  finished.  A  question 
that  is  still  pending  between  the  U.S. 
and  French  Governments  is  said  to  be 
preventing  a  large  number  of  contracts 
for  tank  steamships  being  given  to  U.S. 
shipyards. 

Omar  Blinn,  Grosses  Coques,  N.B., 
launched  a  barquentine  of  692  net  tons 
for  C.  E.  K.  Warren,  Halifax,  N.S.,  early 
in  December.  She  is  equipped  with  gaso- 
line engines  for  hoisting,  and  full  elec- 
tric light  installation. 

Canadian  Vickers  Ltd.,  Montreal — In 
addition  to  the  4  steel  steamships  which 
this   company    is   building   for   Canadian 


Dominion  Shipbuilding  Co.,  Toronto — 
Of  the  8  steel  steamships  delivered  dur- 
ing 1919,  by  this  company,  as  mentioned 
in  our  last  issue,  the  first  was  sold  to 
the  Marine  Trading  Co.,  New  York;  4 
have  been  sold  to  the  Aalesund  Steam- 
ship Co.,  of  Norway,  and  the  other  3 
are  being  operated  by  Christoffer  Han- 
nevig  Inc.,  New  York. 

The  company  launched  the  steamship 
T.  L.  Church,  Dec.  20,  the  christening 
ceremony  being  performed  by  Mrs.  L.  H. 
Clarke,  wife  of  the  Lieut. -Governor  of 
Ontario.  The  ship  has  been  designed  for 
ocean  service  and  was  built  on  yard  ac- 
count. Her  dimensions  are:  length,  261 
ft.;    breadth,   moulded,    43'/^     ft.;   depth. 


Steamship   War   Vixen.   3.500   d.w.   tons,   for   British    Govornmint. 
The  S.8.  War  Vixen,  and  sister  ship.  War  MaKic.  were  both  built  by  Canadian  Allis-Chalmers    Ltd..    Bri<li,'uburB,    Ont.,    for    the    British    Government,    under 
orders  from  the  Imperial  Munitions  Board,  and  went   into  service   in  Nov.,  1918.     Canadian  Allis-Chalmci-s  Ltd.,  are  building  two  precisely  similar  ships 
for  private  account. 


A  New  York  press  dispatch  of  Dec. 
20  said: — An  executive  officer  of  French 
High  Commission  states  that  France  has 
definitely  decided  not  to  build  ships  in 
United  States  or  Canadian  yards.  It  is 
stated  that  the  decline  in  the  exchange 
rates  is  responsible  for  the  decision. 
Should  the  rate  of  exchange  become  much 
more  favorable,  it  is  possible  that  the 
French  Government  will  change  its  atti- 
tude. Until  recently  it  was  anticipated 
that  France  would  order  about  150,000 
tons  of  ships  from  American  yards.  An 
unverified  report  was  current  this  week 
to  the  effect  that  a  French  syndicate  had 
placed  a  contract  in  U.S.  yards  for  the 
construction  of  11  tank  steamers;  9  of 
large  dimensions  and  2  of  small  register. 
Enquiry  at  the  French  High  Commission 
revealed  that  the  tankers  had  not  been 
ordered  by  the  government,  and  an  exe- 
cutive stated  that  he  knew  nothing  of 
private  interests  having  placed  this  con- 
tract. In  Canadian  yards,  the  French 
Government  has  had  a  number  of  oil 
barges  of  about  1,.500  d.w.  tons  register 
built,  but  these  have  been  completed  and 
are  now  on  their  way  to   French   ports. 


Government  Merchant  Marine,  Ltd.,  for 
delivery  during  1920,  it  has  orders  for 
2  steel  steamships,  each  of  approximately 
8,3.50  d.w.  tons,  for  Norwegian  interests. 

CoUingwood  Shipbuilding  Co.,  Colling- 
wood,  Ont.— The  Northern  Navigation 
Co.,  s.s.  Hamonic  will  be  docked  by  this 
company  during  the  winter,  for  wheel 
repairs.  •' 

J.  Coughlan  &  Sons,  Vancouver,  B.C. — 
The  trial  trip  of  the  s.s.  War  Chariot, 
the  last  of  the  ships  built  by  this  firm 
for  the  British  Government,  under  orders 
from  the  Imperial  Munitions  Board,  made 
her  trial  trips  in  November,  completed 
her  cargo  at  Burrard  Inlet  and  sailed  for 
Great  Britain  at  the  end  of  November. 
This  firm  has  built  10  steamships  of 
8,800  d.w.  tons  each,  for  the  British  Gov- 
ernment, viz.:  War  Camp,  War  Charger, 
War  Chariot,  War  Chief,  War  Noble, 
War  Cavalry,  War  Convoy,  War  Column, 
War  Company,  and  one  other  which  was 
christened  Alaska,  and  was  on  the  stocks 
at  the  time  the  Imperial  Munitions  Board 
placed  its  original  order,  and  was  taken 
over  by  it  on  behalf  of  the  British  Gov- 
ernment. 


moulded,  23  ft.;  deadweight  carrying  ca- 
pacity, 3,350  tons.  She  is  equipped  with 
triple  expansion  engines  of  approximate- 
ly 1,200  h.p. 

Grant  &  Home,  St.  John,  N.B.,  launch- 
ed the  4-masted  schooner  Cutty  Sark, 
Dec.  8. 

Halifax  Shipyards  Ltd.,  Halifax,  N.S. 
— The  s.s.  Troja,  which  was  built  by  the 
Dominion  Shipbuilding  Co.,  Toronto,  and 
which  stranded  on  the  Old  Proprietor 
Ledge,  early  in  1919,  and  became  almost 
a  total  loss,  has  been  practically  rebuilt 
by  Halifax  Shipyards  Ltd.  After  dock- 
ing and  examination,  it  was  found  that 
all  the  bottom  plating  to  the  bilge  strake, 
floors,  intercostals,  and  859r  of  the  dou- 
ble bottom,  with  11  tank  top  plates  in 
the  fore  hold  and  a  large  number  of 
frames  and  hold  supports,  had  to  be  re- 
newed. The  interior  fittings  were  de- 
stroyed by  fire,  while  the  vessel  was  on 
the  ledge,  and  considerable  damage  was 
done  to  the  steel  plating  in  connection 
with  the  officers'  quarters.  The  engines 
and  boilers  had  to  be  completely  over- 
hauled and  all  missing  parts  replaced. 
The  contract  was    awarded  the    Halifax 


CANADIAN  RAILWAY  AND  MAIilNE  WORLD 


January.  1920. 


■  '>m|Miny.  mtVer  rompfUUun  with  ncvvral 

,...     I    <     ,f,"i-     Am-    29.    I91P.     The 

■    .'  iiin.t      ithow      tho 

'in  Halifax  dr)'- 

i  .K.    .1.  .1    44i'i..ai    <iH>  I    thp    rrpnint    hnil 
I..I  II  c.implotod. 


that,  un  account  of  his  ilfsth,   the  yard 
will  ho  cloned. 

Midland  ShIpbuildinK  <'o..  Ltd..  Mid- 
Innd,  (Int.,  is  huililinK  a  full  canal  nizc 
KtccI  .Htcaniship  under  it«  yard  no.  l>,  of 
nppriixiniatcly    2,.M)0    d.w.    tonn,    for    the 


Built  for  Kincslry  N>viiration  C 
OnL     ThU  ihip  wu  fully  drsrr 


■dii 


Kinolry.  l.SOO  d.w. 
B.C..  by  Canadian 
■  n  Railway  and  Mar 


r   *    Foundry   Co..    Fort   William. 
World  for  Nov..  1919.  pg.  617. 


inxtullatiun  and  all  modem  appliancea. 
The  hoilera  will  be  ll'-i  ft.  diar.  by  11 
ft.  lonK,  fur  a  working  nrcHRure  of  IHO 
ll>..  but  the  entrines  will  probably  be 
transferred  from  another  vesoel. 

The  ».».  F.  P.  Jones,  which,  as  stated 
in  our  laxt  issue,  was  purchased  recently 
from  the  t'nited  States  Shipping  Board 
by  the  Great  I..akeH  Transportation  Co.. 
hu.s  been  thorouKhly  overhaule<l  by  the 
.Midland  Shipbuilding  Co.,  and  a  complete 
derrick  arronKement,  with  8  deck 
winches,  has  >>ecn  installed.  All  steam 
pipes  have  been  placed  on  deck,  as  for  a 
rejfular  oceon  type  vessel,  and  the  boiler* 
have  been  equipped  for  buminK  fuel  oil, 
insteail  of  coal  as  heretofore.  Arranfte- 
ments  have  also  been  made  so  that 
enouKh  oil  for  various  voyapres  can  be 
carried  in  no.  3  tank,  and  al.so  for  stor- 
aev,  so  that  she  may  run  oil  into  a  land 
storaKc  tank,  to  enable  the  owners  to 
operate  mills  on  land  for  Krindin^;  suf^ar. 
The  derrick  posts  have  been  put  on  in 
such  a  way  that  they  can  be  easily  re- 
moved, should  the  vessel  be  transferred 
from  ocean  to  lake  ser\'ice.  The  vessel 
has  been  chartered  for  operation  in 
southern  waters,  to  carry  su^ar  cane, 
and  the  accommodation  for  the  crew  has 
all  been  remodelled,  and  spare  lifeboats 
added.  The  name  of  the  vessel  has  been 
changed   to   Glencaden,  and   not  Glenca- 


Foundation  Co.,  Victoria,  B.C. — The 
trial  of  the  s.s.  Nouvelle  Ecosse,  took 
place  Dec.  .'!,  and  was  considered  satis- 
factory, a  Kcneral  averattc  of  12.42  knots 
an  hour  on  the  Parrj-  Bay  course  beinjr 
obtained.  This  is  the  last  of  the  20 
wooden  steamships  oT  approximately 
3,000  d.w.  tons  built  by  this  company  for 
the  French  Government. 

Wm.  Lyall  .Shipbuilding  Co.,  North 
Vancouver.  B.C.  This  yard,  at  which  a 
number  of  wooden  steamship  bulls  were 
built  for  the  British  Government,  under 
orders  from  the  Imperial  Munitions 
Board,  and  also  for  the  French  Govern- 
ment, and  which  was  closed  on  the  com- 
pletion of  its  contract-s,  will,  it  is  reported 
locally,  be  reopened  for  resumption  of 
business  in  the  near  future.  The  plant 
was  offered  for  sale  recently. 

W.  N.  MacDonald,  Sydney,  N.S.,  is 
building  a  concrete  motor  ship,  Pcrman- 
encia.  which  was  launched  at  Sydney. 
N.S.,  Dec.  She  was  built  under  Lloyd's 
special  survey  for  classification  at  the 
highest  rating.  She  is  128  ft.  long  over 
all.  27 'i  ft.  beam,  and  with  a  depth  of 
12 '-I  ft.  There  are  two  hatches,  each  12 
by  14  ft.,  with  the  deck  house  and  bridge 
placed  amidships,  between  the  hatches. 
The  vessel  will  have  deadweight  carry- 
ing capacity  of  from  4.'>0  to  500  tons, 
and  sleeping  accommodation  for  10  pas- 
sengers, in  addition  to  the  crew.  She  will 
be  equipped  with  a  Bolinder  crude  oil 
engine  of  240  b.h.p..  for  a  speed  of  from 
9  to  10  knots  an  hour  when  loaded,  sup- 
plied by  the  Swe<lish  Steel  and  Import- 
ing Co.  Ltd..  Montreal.  When  completed 
she  will  be  operated  between  Cape  Bre- 
ton. Prince  Edward  Island,  and  New- 
foundland ports. 

McKay  and  Mclean.  F.cononiy.  N.S.. 
Iaun<he<l  the  tern  schooner  Hinini  F).  Mc- 
Ix'on.  4.")0  tons  register,  at  midnight. 
Dec.  f..  She  is  fitted  with  all  the  latest 
improvements,  including  gasoline  power 
for  hoisting  the  sails  and  anchor,  and  is 
classed  in  Bureau  Veritas  for  12  years. 
She  subsequently  went  to  Walton  to  load 
plaster  for  New  York.  She  was  named 
after  Hiram  D.  .McLean,  one  of  the  part- 
ners, who  died  recently,  and  it  is  stated 


Great  Lakes  Transportation  Co.  It  is 
being  built  so  that  it  can  operate  on 
either  the  lakes  or  the  ocean,  which  ever 
it  may  be  called  upon  to  do.  It  will  be 
equipped  with  complete  electric   lighting 


dam,  as  stated  in  our  last  issue. 

New  Westminster  Engineering  &  Con- 
struction Co.,  New  Westminster,  B.C. — 
It  is  reported  fnat  the  shipbuilding  yard 
at  Poplar  Island,  New  Westminster,  B.C., 


January,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


4S 


operated  recently  by  this  company  for 
building  wooden  steamship  hulls,  for  the 
British  Government,  under  orders  from 
the  Imperial  Munitions  Board,  has  been 
sold,  and  that  it  will  be  remodelled  and 
equipped  to  build  steel  steamships  under 
the  manaKement  of  Haley  and  Christian. 
The  I'ort  Arthur  Shipbuilding  Co.,  Port 
Arthur,  Ont..  in  addition  to  building  the 
steel  cargo  steamships  for  the  Marine 
Department,  which  are  referred  to  under 
"Canadian  Government  Merchant  Marine 
Ltd.,"  on  another  page,  completed  early 
in  1919,  four  trawlers  for  the  Naval  Ser- 
vice Department,  which  were  commenced 
late  in  the  autumn  of  1918.  The  com- 
pany, during  1919,  repaired  over  30 
ships,  over  20  of  which  had  to  be  docked. 
Although  in  1918  the  company  turned 
out  six  :),400  d.w.  ton  steel  cargo  steam- 
ships and  6  trawlers,  and  a  tug,  13  ships 
in  all,  as  against  8  in  1919,  a  lot  of  the 


to  build  a  number  of  wooden  sailing  ves- 
sels, provided  some  government  assist- 
ance was  given.  The  proposal  was  made 
by  J.  O.  Cameron,  I'resident  of  the  com- 
pany, that  it  would  build  2  such  vessels, 
and  that  H.  C.  Hansen  would  build  2, 
and  he  is  reported  to  have  stated  that 
plans  were  in  course  of  preparation,  and 
that  it  was  expected  orders  would  be  re- 
ceived to  proceed  within  a  few  weeks. 
D.  O.  Cameron,  of  the  same  company,  is 
reported  to  have  stated  that  the  matter 
was  merely  a  proposal  laid  before  the 
minister,  with  the  object  of  trying  to 
get  some  government  assistance  for  the 
revival  of  wooden  shipbuilding,  and  that 
it  would  be  impossible  to  build  vessels 
without  such  assistance. 

Wallace  Shipyards  Ltd.,  North  Van- 
couver, B.C.,  laid  the  keel  recently  for 
a  steel  steamship  for  the  Union  Steam- 
ship Co.  of  British  Columbia,  and  it  was 


Projected  Harbor  Improvements 
at  Vancouver,  B.C. 


steamship  Troja,  after  having  been   repaired  by  Halifax   Shipyards   Ltd. 


1918  work  was  done  under  war  rush  con- 
ditions and  entailed  a  lot  of  overtime 
work.  During  1919  the  plant  was  stead- 
ily busy  and  the  increased  amount  of 
repair  work  done  over  1918  was  large, 
so  that  the  number  of  employes  through- 
out 1919  was  within  about  200  of  the 
number  employed  in  1918. 

Prince  Rupert  Dry  Dock  and  Engineer- 
ing Co.,  Prince  Rupert,  B.C. — The  Grand 
Trunk  Pacific  Coast  Steamship  Co.'s 
steamships,  Prince  Rupert,  Prince 
George,  Prince  Albert  and  Prince  John, 
will,  each  in  turn,  be  overhauled  at  this 
yard,  during  the  winter.  The  s.s.  Prince 
Rupert  was  withdrawn  from  service,  for 
that  purpose,  towards  the  end  of  De- 
cember. 

Victoria,  B.C. — When  the  Minister  of 
Finance  was  in  British  Columbia  recent- 
ly, a  plan  was  outlined  by  the  Cameron 
Lumber  Co.,  by  which  it  would  undertake 


announced  that  the  builders  hoped  to 
launch  the  ship  by  the  end  of  January. 
All  the  material,  including  the  engines, 
is  on  the  ground,  and  no  delays  are  an- 
ticipated. The  steamship  will  be  173  ft. 
long,  and  approximately  800  d.w.  tons. 

Vancouver     Steamship     Co.     Ltd.,    has 

been  incorporated  under  the  British  Co- 
lumbia Companies  Act  with  $2,000,000 
authorized  capital  and  office  at  Vancou- 
ver, B.C.,  to  own  and  operate  steam  and 
sailing  ships,  and  to  carry  on  a  general 
navigation  and  transportation  business. 

The  British  Government  is  reported  to- 
have  allotted  the  German  steamship 
Kronprinz  Friedrich  Wilhelm,  one  of  the 
vessels  taken  over  from  the  enemy,  to 
Canadian  I'acific  Ocean  Services  Ltd.,  to 
replace  the  s.s.  Melita,  which  has  been 
requisitioned  to  return  troops  from  Great 
Britain  to  India. 


In  connection  with  the  recommenda- 
tions placed  before  the  Vancouver  Har- 
bor Commission-,  for  a  number  of  im- 
provements in  the  harbor,  as  outlined  in 
our  last  issue,  we  are  officially  advised 
that  the  Vancouver  Harbor  Commission- 
ers have  submitted  to  the  Marine  De- 
partment, a  proposal  to  purchase  the 
necessary  site  and  to  build  thereon  a 
modern  pier  1,200  ft.  long,  with  double 
deck  sheds  and  the  latest  loading  and 
unloading  devices.  Among  other  matters 
submitted  for  approval,  are,  the  opera- 
tion of  a  car  ferry  service  between  Van- 
couver and  North  Vancouver,  and  a  pro- 
posal for  terminal  railway  construction. 

A  Montreal  press  dispatch  of  Dec.  11, 
stated  that  the  Vancouver  Harbor  Com- 
missioners and  the  Dominion  Government 
had  approved  of  the  general  scheme  of 
harbor  development  for  Vancouver  as 
prepared  by  A.  D.  Swan,  M.  Inst,  C.E., 
Montreal,  and  that  the  commissioners, 
after  an  extended  tour  of  harbors  in 
eastern  Canada,  and  in  the  United  States, 
had  authorized  Mr.  Swan  to  prepare 
plans  and  specifications,  so  that  tenders 
may  be  asked  as  early  as  possible,  for 
the  first  unit,  which  will  consist  of  deep 
water  accommodation,  by  the  provision 
of  4  modern  steamship  berths  with  2- 
story  reinforced  concrete  sheds,  equipped 
with  mechanical  devices  for  handling 
cargo,  the  estimated  cost  of  the  work 
being  about  $.'S,000,000. 

The  Marine  Department  at  Ottawa,  ad- 
vised Canadian  Railway  and  Marine 
World,  Dec.  18,  that  up  to  that  date  none 
of  the  harbor  commissioners'  proposals, 
as  outlined  above,  had  been  approved. 


A  Novelty  in  Ship  Repair — The  British 
Government  has  completed,  at  its 
Chatham  dockyards,  the  joining  together 
of  the  bow  of  the  destroyer  Zulu  and  the 
stern  of  the  destroyer  Nubian,  thus 
making  a  new  vessel  out  of  the  wrecks 
of  two.  Both  vessels  were  damaged  by 
mines,  during  the  war.  The  new  vessel 
has  been  named  Zubian. 

The  Convoy  Steamship  Co.  Ltd.,  has 
been  incorporated  at  Halifax,  N.S.,  to 
own  and  operate  the  s.s.  War  Convoy, 
one  of  the  steel  steamships  of  8,800  d.w. 
tons,  built  by  J.  Coughlan  &  Sons,  Van- 
couver, B.C.,  for  the  British  Govern- 
ment, under  orders  from  the  Imperial 
Munitions  Board.  The  name  of  the  ves- 
sel  has  been  changed  to  Willdomino. 

The  Canadian  National  Ry.s.  Train 
Ferry  Steamship  Scotia  running  between 
Mulgrave  and  Point  Tupper,  N.S.,  ran 
aground  Dec.  .5  at  ,5  a.m.  while  transfer- 
ring the  night  express  passenger  train 
for  Sydney  across  the  Strait  of  Canso. 
The  ferry  was  released  on  the  following 
day  without  damage  and  the  service  was 
resumed. 

Tide  Tables  for  Eastern  Coast,  includ- 
ing the  St.  Lawrence  River  and  Gulf,  Bay 
of  Fundy,  Northumberland  and  Cabot 
Straits,  have  been  prepared  by  the  Tidal 
and  Current  Survey,  Naval  Service  De- 
partment, under  the  superintendence  of 
W.  Bell  Dawson. 

The  St  Lawrence  Navigation  Season 
of  1919  was  officially  closed  Dec.  10,  so 
far  as  ocean  shipping  was  concerned, 
with  the  departure  of  the  Elder  Demp- 
ster and  Co.'s  s.s.  Bassa.  The  Canadian 
Government  Merchant  Marine  Ltd.,  s.s. 
Canadian  Planter,  just  completed  by 
Canadian  Vickers  Ltd.,  left  for  Quebec, 
to  take  on  cargo,  Dec.  12. 


46 


January,  1920. 


Canadian  Notices  to  Mariners. 


OnUrio — I.iKht  to  br  mUblinhed  on 
Roulhrrn  cxtroniity  of  r<iinto  aux  I'inii, 
■bout  2.r>  niilcii  east  of  Kon<lfnu  harbor. 
OrcultinK  white  BcctyliTio  lii;ht  shown 
from  a  Icnii  lantern  on  n  pole.  The  liRht 
is  unwatchrd. 

OnUrio— St.  .Maryn  River.  I'ointc  aux 
I'lns.  main  liKht,  on  outer  end  of  low  sand 
point,  the  »>th  order  dioptric  apparatus 
will  be  replaced  by  a  4tli  order  dioptric 
ap|>ar«tus.  The  lijrht  will  be  fixed  white 
as  at  present. 

Ontario — I.ake  .Superior,  Port  Arthur 
Harbor- -Durinir  the  past  season  the  slip 
at  the  Thunder  Bay  elevator  wharf,  1,200 
ft.  lone  by  1.^0  ft.  wide,  was  dredjred  by 
the  Public  Works  Pepartnient  to  21  ft. 
below  the  zero  of  the  harbor  >rauKC. 

I'nitrd  States — .St.  Marys  River,  Vidal 
Shoals — Gas  buoy  established,  on  north 
side  of  channel;  occuitinjr  red  lipht  every 
10  seconds,  thus:  lipht  5  seconds,  eclipse 
h  seconds;  steel  cylindrical;  red;  depth, 
2.'S  ft. 

British  Columbia  —  Vancouver  Island, 
West  Coast,  Quatsino  Sound— .1.  H.  Bing- 
ham of  the  tupboat  Canpack  reports  the 
existence  of  a  rock,  with  1  ft.  of  water 
on  it,  in  the  channel  south  of  Limestone 
Island,  between  Sinple  Island  and  Foul 
Islots,  where  the  charts  shows  20 
fathoms. 

British  Columbia  —  Chatham  Sound, 
Malacca  Passage — Lipht  established,  on 
southwest  side  of  Genn  Island;  occult- 
inp  white  acetylene  light,  automatically 
occulted  at  short  intervals;  elevation,  30 
ft.;  visibility,  7  miles  from  all  points  of 
approach;  steel  cylindrical  tank,  sur- 
mounted by  pyramidal  steel  frame  sup- 
porting lantern;  color,  white;  the  light 
is  unwatched. 

British  Columbia  —  Chatham  Sound, 
Entrance  to  Prince  Rupert  Harbor- 
Light  established  on  northwest  side  of 
East  Kinahan  Island;  occulting  white 
acetylene  light,  automatically  occulated 
at  short  intervals;  elevation,  ,30  ft.; 
visibility,  7  miles  from  all  points  of  ap- 
proach; white  steel  cylindrical  tank  sur- 
mounted by  a  pyramidal  steel  frame  sup- 
porting lantern;  the  light  is  unwatched. 

Ontario^I^ke  SL  Clair,  Thames  River 
— During  the  summer  of  1919,  the  Pub- 
lic Works  Department  dredged  a  chan- 
nel 2,500  ft.  long  by  2.')  ft.  wide  with  a 
least  depth  of  5  ft,  from  about  II2  miles 
above  the  mouth  of  the  Thames  River 
through  the  marsh,  on  a  bearing  of  134° 
30'  (S.  43'  E.  mag.)  to  Jeannettes  Creek 
station. 

Ontario— Lake  Superior.  Port  Arthur 
Harbor,    Dredging — Additional    dredging 


has  been  performed  by  the  Public  Worka 
Department  in  the  approach  to  the  Kich- 
■  rd.son  and  .Saskatrhewan  Co-oporative 
elevators  and  in  the  Richardson  slip,  as 
follows;  the  middle  ground  immediately 
in  front  of  the  elevators  has  been  dredg- 
ed to  21,  ft.  deep  to  within  200  ft.  from 
the  front  face  of  the  wharves;  on  the 
south  side  of  the  entrance  basin  a  strip 
120  ft.  wide  and  HOO  ft.  long  was  dredged 
to  2.')  ft.  deep  from  the  2',  ft.  contour 
shoreward;  on  the  north  side  of  the  en- 
trance basin  a  strip  120  ft.  wide  and  8.50 
ft.  long  was  dredged  to  2.5  ft.  deep  from 
the  25  ft.  contour  shoreward;  the  Rich- 
ardson slip  was  completed  to  a  length 
of  l,.tOO  ft.  ami  a  width  of  150  ft.  to  25 
ft.  deep  for  the  outer  600  ft.  and  22  ft. 
deep  for  the  inside  700^  ft. 

United  States — St.  Marys  River, Squaw 
Island — Pipe  Island  Twins,  lipht  estab- 
lished on  northerly  end  of  East  Twin 
Island  in  the  lower  St.  Marys  River; 
flashing  white  light,  showing  one  flash 
of  0.5  second  duration  every  2  seconds; 
elevation,  26  ft;  black  pyramidal  steel 
skeleton  tower  on  concrete  foundation 
pier;  gas  buoy  5B,  will  be  discontinued; 
on  southerly  edge  of  Squaw  it^land  in 
the  lower  St.  Marys  River;  flashing  red 
light,  showing  one  flash  of  0.5  second 
duration  every  2  seconds;  elevation,  26 
ft.;  red  pyramidal  steel  skeleton  tower 
on  concrete  foundation  pier;  gas  buoy,  4, 
will  be  discontinued. 

United  States — .St.  Marys  River,  Hay 
Lake  Cut — North  entrance  light  no.  27 
re-established  on  former  position,  on 
west  side  of  north  entrance  to  Little 
Rapids  cut:  occulting  white  light  every 
5  seconds  thus;  light,  2.5  seconds;  eclipse, 
2.5  seconds;  elevation,  35  ft.;  black  .pyra- 
midal steel  skeleton  tower  on  concrete 
pier;  temporary  fixed  red  light  will  be 
discontinued. 

Ontario — Georgian  Bay,  Parry  Sound 
approach,  .Jones  Island  back  range  light, 
change  in  illuminant — The  fixed  white  oil 
lipht  has  been  replaced  by  an  unwatched 
(ixed  white  acetylene  pas  light. 

Ontario  —  Lake  Superior,  Whitefish 
Bay,  Corbeil  Point,  non-existence  of 
shoal — During  a  recent  examination  of  ■ 
the  vicinity  of  Corbeil  Point,  by  the 
Hydrographic  Survey,  Naval  Service  De- 
partment, it  was  found  that  the  shoal 
reported  about  2.16  miles  287°  30'  (N. 
69°  30'  W.  mag.)  from  Corbeil  Point 
lighthouse  does  not  exist,  a  least  depth 
of  14  fathoms  having  been  found  on  this 
spot. 

Nova  Scotia — West  Coast,  Yarmouth 
harbor    corner    beacon    temporarily    dis- 


Vessels  Added  to  and  Deducted  From  the  Canadian  Register  During 
October,  1919. 


Built   In    Caniicla 

PurrhA»r«l  from   forricnvn 

TrMiifrrrpel    froni    Britiih    pa«MMioii«~._ 
Nrw   mcUUrm .__.„_..._„_..___.__...__ 


St«nin. 

— Tonnaffc — 
GroH.    RosUtercd. 


ToUIj    

DfdartMl. 

Wiwkrd  or  othmrlw  lot „ 

Brokrn   up  or  until   for  uw 

S<ild   lo   forrlicnpn    

Trannf^rrrH    to   llnltml    Kinxioni.. 


Tnin»frrrrH    to    Brltinh    poucwiolu 

New    mcUtrn 

Tunnavf!   altrratlon*.    without    ro-nstitir.. 


Sailinir. 

— TonnaBc — 

Gran.  Reslatcnd 

6.440          6.922 

87 

79 

S.627 

6.001 

9&« 
26 
26 

881 
26 
26 

670 
121 

666 
114 

continued— Position,  S  mile  southwcat- 
ward  of  the  long  wharf,  Yarmouth;  dur- 
ing dredging  operations  in  Yarmooth 
harbor  the  comer  beacon  will  be  discon- 
tinued. 

Prince  Edward  Island — South  Coast, 
Bede<|uc  Bay,  Dunk  River,  Kurds  Point 
pier,  dredging — A  channel  2,130  ft.  long 
and  60  ft.  wi<le  with  a  least  depth  of  9 
ft.  has  been  dredged  by  the  Public  Works 
Department  from  deep  water  to  Hurds 
Point  pier,  about  2Vi  miles  south  of  Sum- 
merside,  on  the  Dunk  River;  from  a  point 
600  fe.  north  of  the  pier  head  the  dredged 
channel  gradually  widens  to  130  ft.  in 
front  of  the  pier,  where  there  is  a  turn- 
ing basin  130  ft.  square. 

Quebec — Gulf  of  St.  Lawrence,  Mouth 
of  Ro<'k  River,  Shelter  Bay — Change  in 
color  of  private  range  lights;  on  or  about 
Dec.  1,  1919;  on  the  islet  south  of  the 
island  about  1  ^  miles  long  at  the  mouth 
of  Rock  River;  the  range  lights  will  be 
changed  from  fixed  red  to  fixed  white. 

Nova  Scotia — South  Coast,  Ship  Har- 
bor—  Uncharted  shoal;  2%  cables  113* 
.30'  (S.  45'  E.  mag.)  from  Wolf  Point 
light;  depth,  13  ft;  pinnacle  of  rock  10 
ft.  across,  dropping  immediately  to  36  ft, 
of  water  to  the  eastward  and  27  ft.  of 
water  to  the  westward. 

Nova  Scotia — South  Coast,  Sheet  Har- 
bor— Uncharted  shoal;  I'-a  cables  south- 
ward of  Monahan  Island  (marked  L. 
northeast  of  Malagash  Island);  depth, 
11  ft.;  large  boulder,  about  9  ft.  square, 
dropping  immediately -off  to  30  ft.  waten 
Nova  Scotia — South  Coast,  Mary-Jo- 
seph harbor — Uncharted  shoals;  1  1-3 
miles  91°  (S.  67°  30'  E.  map.)  from 
Thrumcap  lighthouse;  depth,  17  ft.; 
boulders  over  rock,  10  yds.  across,  with 
a  depth  of  5  fathoms;  3  cables  271*  (N. 
67°  30'  W.  mag.)  from  Lang  shoals; 
depth,  9  ft.;  large  stones  covered  with 
kelp  over  solid  rock,  50  yds,  across  with 
a  depth  of  3V5  fathoms;  1\  miles  68° 
30'  (E.  mag.)  from  Gull  Ledge;  depth, 
5  fathoms;  pinnacle  of  rock,  8  fathoms 
of  water  30  ft.  off. 

British  Columbia — Vancouver  Island — 
The  car  ferry  slip  on  the  south  side  of 
the  Canadian  Western  Fuel  Co.'s  wharf 
in  Nanaimo  harbor  has  been  dredged  by 
the  Public  Works  Department  to  a  least 
depth  of  17  ft.  and  a  width  of  60  ft.  from 
the  shore  end  of  the  slip  to  deep  water. 
British  Columbia — Grenville  Channel, 
Camp  Point — Light  established  on  point 
of  land  directly  opposite  Yolk  Point, 
southern  entrance  to  Grenville  Channel; 
white  acetylene  light,  automatically  oc- 
culted at  short  inter\als;  elevation,  22 
ft.;  visibility,  10  miles  from  all  points  of 
approach;  structure,  concrete  base,  sur- 
mounted by  a  staff  carrying  a  wooden 
structure,  concrete  base,  surmounted  by 
a  sUiff  carr>'ing  a  wooden  slatwork  ball, 
with  lantern  on  top;  color,  white;  the 
light  is  unwatched. 


Job  Shipyard  Corporation,  controlled 
by  Job  Bros,  and  Co.,  St.  Johns,  Nfld., 
has  opened  a  yard  at  Machias,  Me.,  to 
build  sailing  and  auxiliary  powered 
vessels   between    100  and  2,000   tons. 

The  Canada  Atlantic  Transit  Co.'s  di- 
rectors for  the  current  year,  as  elected 
at  the  recent  annual  meetinp,  arc  as  fol- 
lows: It.  G.  Kelley.  President;  W.  D. 
Robb,  Vice  President;  Frank  Scott,  Sec- 
retary and  Treasurer;  W.  H.  Bippar, 
K.C,  and  J.  E.  Dalryniple.  They  are 
all  G.T.R.  officials. 


January,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


47 


The  Proposal  to  Close  the  Straits 
of  Belle  Isle. 


Wireless  Telegraphy  Requirements  for  British  Ships. 


F.  W.  Hyndman,  Charlottetown,  P.E.I., 
has  written  the  local  press  as  follows: — 
I  am  satisfied  that  no  sane  man  having 
a  person  knowledge  of  the  conditions  ex- 
isting in  the  Gulf  of  St.  Lawrence  and 
Straits  of  Belle  Isle  would  for  one  mo- 
ment give  favorable  support  to  the  pro- 
posal to  close  the  Straits  of  Belle  Isle, 
and  thereby  to  cause  a  great  change  in 
climatic  conditions  in  the  Maritime  Pro- 
vinces. 

Some  years  ago,  when  I  was  an  as- 
sistant in  the  hydrographic  survey  of  the 
Gulf  of  St.  Lawrence  and  Newfoundland, 
working  under  the  British  Hydrographic 
Department,  I  spent  two  summers  in  the 
Straits  of  Belle  Isle  surveying  those 
straits  and  the  adjacent  coasts  of  Labra- 
dor and  Newfoundland.  During  those 
two  seasons  our  particular  attention  was 
given  to  recording  the  currents  of  the 
straits  and  the  action  of  this  Arctic 
current. 

We  found  that  the  flow  of  water  from 
the  River  St.  Lawrence,  the  Miramichi, 
and  other  rivers  emptying  into  the  gulf 
caused  a  continuous  flow  of  the  Straits 
of  Belle  Isle  to  be  out  to  the  Atlantic, 
and  there  was  no  current  coming  in.  The 
consequence  was  that  there  was  no  flow 
of  ice  from  the  Arctic  currents  inwards 
through  the  straits,  and  in  those  two 
summers  we  only  saw  two  small  icebergs 
enter  the  straits,  and  they  were  driven 
by  a  heavy  easterly  gale  which  lasted 
three  or  four  days.  The  fact  is  that  the 
Arctic  current  which  comes  down  along 
the  Labrador  coast,  and  east  coast  of 
Newfoundland  is  so  wide,  deep,  and  swift 
that  it  pays  no  attention  to  the  Straits 
of  Belle  Isle;  besides  the  constant  out- 
flow of  water  from  the  gulf  to  the  At- 
lantic prevents  it  having  any  effect. 

To  close  the  Straits  of  Belle  Isle, 
would,  in  my  opinion,  have  a  disastrous 
effect  upon  the  climate  and  inhabitants 
of  the  gulf  coasts  and  Prince  Edward 
Island.  The  ice  of  the  northern  part  of 
the  gulf  is  now  carried  out  with  the  out- 
going current  of  the  straits,  which,  if 
closed,  would  remain  in  the  gulf  until 
late  in  the  summer,  and  have  an  exceed- 
ingly bad  influence  upon  the  farming 
portions  of  those  coasts.  The  Gulf  stream 
which  passes  eastbound  some  120  miles 
south  of  Nova  Scotia  and  Newfoundland 
would  not  be  affected  in  the  slightest 
degree  by  the  closing  of  the  Straits  of 
Belle  Isle. 

I  sincerely  trust  that  before  the  Cana- 
dian Government  take  any  steps,  such  as 
have  been  recommended,  it  will  consult 
the  British  Hydrographic  Office  in  Lon- 
don, where  I  am  satisfied  my  contentions 
will  be  fully  upheld. 


Tugs  for  Fisheries  Protection  Ser- 
vice— The  Naval  Service  Department, 
Ottawa,  will  receive  tenders  to  Jan.  23, 
for  the  construction  of  3  first  class,  single 
screw  tugs,  of  approximately  the  follow- 
ing leading  din\ensions,  viz.:  length  be- 
tween perpendiculars,  75  ft.;  breadth, 
moulded,  17\2  ft.;  depth,  moulded,  9  ft.; 
mean  draft,  loaded,  7V2  ft.;  deadweight 
on  that  draft,  approximately  30  tons; 
speed  on  measured  mile,  10  knots;  com- 
plement, oflicers  and  men,  6;  to  be  de- 
livered at  Port  Stanley  or  Kingsville, 
Ont.,  for  use  on  Lake  Erie.  Contractors 
must  submit  with  their  tenders,  an  out- 
line of  the  general  arrangement  plan 
and  midship  section,  and  detail  specifica- 
tions of  hull  and  machinery. 


An  act  to  make  further  provision  with 
respect  to  wireless  telegraphy  on  ships 
(chap.  38),  was  passed  by  the  British 
Parliament,  Aug.  18,  as  follows: — 

1. —  (1)  Every  seagoing  British  ship 
registered  in  the  United  Kingdom  being 
a  passenger  steamer  or  a  ship  of  1,600 
tons  gross  tonnage  or  upwards  shall  be 
provided  with  a  wireless  telegraph  in- 
stallation, and  shall  maintain  a  wireless 
telegraph  service  which  shall  be  at  least 
sufficient  to  comply  with  the  rules  made 
for  the  purpose  under  this  act,  and  shall 
be  provided  with  one  or  more  certified 
operators  and  watcliers,  at  least,  in  ac- 
cordance with  these  rules:  Provided  that 
the  Board  of  Trade  may  exempt  from 
the  obligations  imposed  by  this  act  any 
ships  or  classes  of  ships  if  they  are  of 
opinion  that,  having  regard  to  the  nature 
of  the  voyages  on  which  the  ships  are 
engaged,  or  other  circumstances  of  the 
case,  the  provision  of  a  wireless  tele- 
graph apparatus  is  unnecessary  or  un- 
reasonable. 

(2)  The  Board  of  Trade,  in  consulta- 
more  than  one  operator  would  have  been 
tion  with  the  Postmaster-General,  shall 
make  rules  prescribing  the  nature  of  the 
wireless  telegraph  installation  to  be  pro- 
vided, of  the  services  to  be  maintained, 
and  the  number,  grade,  and  qualifications 
of  operators  and  watchers  to  be  carried: 

Provided  that  no  ship  shall  be  required 
to  carry  more  than  one  operator  unless 


required  under  the  provisions  of  the 
Merchant  Shipping  (Convention)  Act, 
1914. 

(3)  If  this  section  is  not  complied  with 
in  the  case  of  any  ship,  the  master  or 
owner  of  the  ship  shall  be  liable  in  re- 
spect of  each  offence  to  a  fine  not  exceed- 
ing £500,  and  any  such  offence  may  be 
prosecuted  summarily,  but,  if  the  offence 
is  prosecuted  summarily,  the  fine  shall 
not  exceed  £100. 

(4)  A  surveyor  of  ships  or  a  wireless 
telegraph  inspector  may  inspect  any 
ship  for  the  purpose  of  seeing  that  she 
is  properly  provided  with  a  wireless  tele- 
graph installation  and  certified  operators 
and  watchers  in  conformity  with  this  act, 
and  for  the  purpose  of  that  inspection 
shall  have  all  the  powers  of  a  Board  of 
Trade  inspector  under  the  Merchant 
Shipping  Acts,  1894  to  1916.  If  the  said 
surveyor  or  inspector  finds  that  the  ship 
is  not  so  provided,  he  shall  give  to  the 
master  or  owner  notice  in  writing  point- 
ing out  the  deficiency,  and  also  pointing 
out  what  in  his  opinion  is  requisite  to 
remedy  the  same.  Every  notice  so  given 
shall  be  communicated  in  the  manner  di- 
rected by  the  Board  of  Trade  to  the  chief 
officer  of  customs  of  any  port  at  which 
the  ship  may  seek  to  obtain  a  clearance 
or  transire,  and  the  ship  shall  be  detain- 
ed until  a  certificate  under  the  hand  of 
any  such  surveyor  or  inspector  is  pro- 
duced to  the  effect  that  the  ship  is  pro- 


Sault  Ste.  Marie  Canals  Traffic. 


Articles 

Lumber    Eastbound 

Flour    

Wheat    " 

Grain,  other  than  wheat 

Copper   

PiK   Iron    

Iron   Ore  

Stone    

General  Merchandise " 

PassenKers    " 

Coal,   soft   Westbound 

Coal,  hard  

Iron   Ore   " 

Manufactured  Iron  and  Steel..  " 

Salt     

Oil     


Stone    

General  Merchandie 
Passengers    


Vessel     Passages    

Repistered    Tonnage 
FreiKht— Eastbound 
Westbound 
Total   Freight   


3umm 

iry   for  1919. 

Canadian 

Canal 

U.S.  Canal 

Total 

M.    ft.    B.M. 

n.089 

233.337 

244.426 

Barrels 

3.197,770 

4,889,784 

8,087.664 

Bushels 

25,299.090 

88,435,768 

113.784.848 

Bushels 

23.400.90,5 

29,338,440 

62,734.345 

Short  tons 

10.801 

47,608 

68,408 

Short  tons 

1,897,688 

44,887,789 

46,785.477 

Short  tons 

899 

2,958 

3.867 

Short  tons 

26,057 

25,955 

62,012 

Short  tons 

20,763 

43.274 

64,087 

Number 

20,003 

8,390 

28,393 

Short  tons 

27.';,323 

11,186,639 

11,461,962 

Short  tons 

7,900 

2,406,089 

2,412,989 

67.986 

113.866 

Short  tons 

4.'i.871 

67.985 

113.856 

Short  tons 

i-t.e.si 

79.242 

93.893 

Short  tons 

2.600 

384.423 

887.023 

Short  tons 

663 

318.496 

319.168 

Short  tons 

232,022 

246.119 

478.141 

Number 

21,153 

7,446 

28.599 

Number 

4.070 

13.617 

17.687 

Net 

6.485.099 

43,603.991 

60.089,090 

^ 

Short  tons 

8.568.929 

49,272.276 

62,831.205 

Short  tons 

679.030 

14,825,807 

16,404.337 

Short  tons 

4,187,959 

64.097.583 

68,236,542 

The  Canadian  canal  was  opened  Apr.  12  and  closed  Dec.  16,  1919  ;  season,  248  days. 
The  U.S.  canal  was  opened  Apr.  10  and  closed  Dec.  16,  1919  ;  season,  260  days. 


COMPARATIVE  STATISTICS  FOR  1918  AND  1919. 


Items 

Vessels :  Steamers    Number 

Sailing    Number 

Unregistered     Number 

Total Number 

Lockages     Number 

Tonnage  :  Registered    « Net 

Freight    Short  tons 

Passengers   , ~ Number 

Lumber  M.    ft.   B.M. 

Flour    «..« Barrels 

Wheat - ~ " Bushels 

Grain   Bushels 

Copper     Short  tons 

Iron  Ore  - Short  tons 

Manufactured  and  Pis  lion — —      Short  tons 

Coal :  Soft    ..._ Short  tons 

Hard    ....„ ~ Short  tons 

Salt " Short  tons 

Oil    Short  tons 

Stone    " Short  tons 

General    Merchandise Short  tons 


1919 
14,866 
1,218 
1,608 


17,687 

12,302 

60,089,090 

68.235,642 

66.992 

244,426 

8,087.564 

113,734,848 

52,734.845 

68.409 

46,922,792 

117,713 

11.461,962 

2,412,989 

93,893 

387.023 

871,170 

642,178 


48 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


Januar>'.  1920. 


i>*rly  provided  with  wirelcm  U'luKraph 
(nxUllatinn  and  rprtlflod  oppratom  nnil 
wati-hiTH  in  conftirniity  with  this  net. 

(T.)  The  obliKalions  imposi-d  l>y  thin 
■cl  iihall  not  come  into  optTation  while 
the  oblljfations  with  n-spt-ct  l<>  wirule.i» 
tsloKTsphy  on  nhips  iniposrd  by  the  De- 
fence of  the  Realm  ReKulntion»  remain 
in  force,  but  shall  b<-  in  addition  to,  and 
not  in  »ubstitutit>n  for,  the  obliKBtions 
as  to  wireless  telcKraphy  imposed  by  the 
Wireless  Telv»fraphy  Act.  1904,  or  any 
order  in  council,  or  reirulations  made 
then-under.  or  by  the  Merchant  Ship- 
pinK    (Convention)    Act,    lit  14. 

2.  The  fon-KoinK  provisions  of  this  act 
•hall,  as  from  a  date  three  months  after 
the  coming  into  operation  of  the  obliira- 
Uons  imposed  by  this  act  on  Briti.th  ships 
renistert^d    in    the    United    Kingdom,    ap- 


ply to  ships  other  than  Britiah  ahipa 
recistored  In  the  I'nited  Kingdom,  while 
they  are  within  any  port  in  the  United 
KinKdom  in  like  manner  as  they  apply 
to  British  ships  ho  reKist^-red. 

'.i. — (1)  This  act  nvay  be  cited  as  the 
Menhnnt  ShippInK  (Wireless  Telegra- 
phy) Act,  1919,  and  the  Merchant  Ship- 
ping Acts,  IHIM  to  1916,  and  this  act  may 
be  citeil  together  as  the  Merchant  Ship- 
pinK   Act.H,   1894  to   1919. 

(2)  This  act  shall  be  construed  as  one 
with  the  Merchant  Shipping  Act,  1894, 
and  "pas.seni^er  steamer"  shall  mean  a 
steamer  which  carries  mure  than  12  pas- 
senRers,  and  "wireless  teleirraphy  in- 
spector" means  an  officer  appointed  un- 
der sec.  20  of  the  Merchant  Shipping 
(Convention)  Act,  1914,  for  the  purpose 
therein  mentioned. 


Re-organization  of  British  Columbia  Pilotage 
Authorities. 


The  pilotuRC  districts  and  pilotage 
commis.sions  of  Vancouver,  Nanaimo  and 
Victoria-Ksquimalt,  have  been  abolished 
and  the  F'ilotaKe  District  of  British  Co- 
lumbia have  been  established  in  charge 
of  Commander  B.  L.  Johnston,  D.S.O.,  as 
Superintendent,  British  Columbia  Pilot- 
age Authority.  The  Pilotage  District  of 
New  Westminster  has  not  been  changed, 
and   is  still   in   charge   of  a  commission. 

Order  in  Council — The  following  order 
no.  1,876,  was  passed  at  Ottawa  Sept.  10, 
1919: — The  Deputy  Governor  General  in 
council,  on  the  recommendation  of  the 
acting  Minister  of  Marine,  and  under  the 
provisions  of  the  Canada  Shipping  Act, 
chap.  113,  Revised  Statutes  of  Canada, 
1906,  sec.  416,  is  pleased  to  order  as  fol- 

Thc  orders  in  council  of  Feb.  6,  1904; 
April  15,  1879,  and  Feb.  20.  1880;  fixing 
the  limits  of  the  pilotage  districts  of 
Vancouver.  Nanaimo,  and  Victoria-Esqui- 
malt,  are  hereby  cancelled. 

A  pilotage  district,  to  be  called  to 
Pilotage  District  of  British  Columbia,  is 
hereby  established,  with  limits  from  the 
International  Boundary,  between  Canada 
and  the  United  States  on  the  south,  to 
the  International  Boundary  between  Al- 
aska and  Canada  on  the  north,  excepting 
thereout  and  therefrom  the  waters  of 
the  Pilotage  District  of  New  Westmin- 
.ster,  as  established  by  order  in  council 
of  Feb.  6,   1904. 

The  Deputy  Governor  General  in  coun- 
cfl,  under  the  provisions  of  sec.  430  of 
the  said  act,  is  hereby  further  pleased 
to  order  that  the  payment  of  pilotage 
dues  in  the  said  Pilotage  District  of  Bri- 
tish Columbia  shall  be  compulsory. 

The  Deputy  Governor  General  in  coun- 
cil, under  the  provisions  of  sec.  4.32  of 
the  said  act,  as  amended  by  the  Statutes 
of  1919,  chap.  41,  hereby  appoints  the 
Minister  of  Marine,  the  pilotage  author- 
ity for  the  said  Pilotage  District  of  Bri- 
tish  Columbia. 

The  above  provisions  shall  become  and 
be  effective  on  and  after  Jan.   1,  1920. 

Notice  to  MarinerH — The  Marine  De- 
partment issued  the  following  notice, 
Dec.  2,  1919:-  Pilotage  stations  at  Van- 
couver and  Nanaimo  will  be  discontinued 
as  from  midnight.  Dec.  31.  1919.  A  pilot 
may  join  a  ship  before  it  reaches  British 
Columbia  waters,  on  request,  and  by  the 
ship  paying  in  addition  to  the  regular 
pilotage  dues,  the  pilot's  transportation 
and  living  expenses. 


PILOTAGE  DUES  shall  be  the  same 
for  vessels  propelled  by  sails,  steam  or 
in  tow,  other  than  scows. 

To  or  from  Quarantine.  Royal  Roads  or 
Brotchie  Ledge,  into  Victoria,  or  vice 
versa — 50c  a  ft.  draft,  and  '-zc  a  ton  net 
registered  tonnage  to  a  maximum  of  3,- 
000  tons  net  registered  tonnage.  Esqui- 
malt  and  the  inner  harbor  of  Victoria 
shall  be  deemed  to  be  part  of  the  port 
of  Victoria. 

To  or  from  Quarantine,  Royal  Roads 
or  Brotchie  Ledge,  into  any  ports  or 
ports  (other  than  Victoria  and  ports  on 
the  Fraser  River,  including  New  West- 
minster) as  far  as  Union  Bay  or  Comox, 
or  vice  versa — $2  a  ft.  draft,  and  Ic  a 
ton  net  registered  tonnage. 

On  entering  or  leaving  any  port  in  the 
Pilotage  District  of  British  Columbia 
shall  be  $2  a  ft.  draft,  and  Ic  a  ton  net 
registered  tonnage,  but  vessels  calling  at 
more  than  one  port  on  the  same  voyage 
shall  pay  only  ?1  a  ft.  draft  and  Ic  a 
ton  net  registered  tonnage  on  entering 
the  second  or  subsequent  ports,  provid- 
ed such  port  is  not  Victoria.  Chemainus 
and  Boat  Harbor  shall  be  deemed  to  be 
part  of  the  port  of  Ladysmith. 

In  case  of  ships  registered  elsewhere 
than  in  Canada,  engaged  exclusively  in 
the  coastal  trade  between  any  port  or 
ports  in  British  Columbia  and  any  Pa- 
cific port  in  the  U.S.,  including  Alaska, 
the  following  pilotage  charges  shall  be 
paid: — 

Victoria: — '^c  a  ton  net  registered 
tonnage,  if  over  1,000  tons,  to  a  maxi- 
mum of  2,000  tons  net  registered  ton- 
nage; movages  free,  if  pilots  are  not 
used. 

In  all  other  ports — %c  a  ton  net  reg- 
istered tonnage,  if  not  exceeding  1.000 
tons  net  registered  tonnage;  mc  a  ton 
net  registered  tonnage,  if  over  1,000  tons 
net  registered   tonnage;    IMic  a   ton   net 


rpgistcn-d  tonnaire,  on  every  scow;  mov- 

dtie!<    .shall    U'   pai<l   both    in   and   out   of 
eaih  and  any   port. 

.MOVAGE.S-  (a)  In  the  port  of  Van- 
couver: (I)  in  Burrard  Inlet,  bctww-n 
first  and  Kecond  narrows,  $10  a  move; 
(2t  in  Burrard  Inlet  from  any  place  be- 
low second  narrows  to  any  lace  above 
Mcond  narrows  or  vice  verso;  $15  a 
move;  (41  from  Fal.se  Creek  U>  any  place 
in  Burrard  Inlet  above  second  narrows, 
or  vice  versa,  $.30  a  move. 

(b)  In  the  port  of  Ladysmith  |15  a 
move. 

(c)  In  all  other  ports  not  already  spe- 
cified, $10  a  move. 

The  charges  for  the  services  of  a  pilot 
shall  be  $10  while  compasses  are  being 
adjusted,  $15  for  trial  trips,  and  $20  for 
trial  trips  if  compasses  are  being  ad- 
justed at  the  same  time. 

While  a  pilot  is  on  board,  a  special 
rate  of  $.'t0  a  day  or  fraction  of  a  day, 
shall  be  payable,  in  addition  to  any  other 
pilotage  due.s,  on  any  vessel  proceeding 
to  ports  north  of  Comox  to  the  Alaska 
boundary,  or  to  ports  on  the  west  coast 
of  Vancouver  Island  or  Queen  Charlotte 
Islands. 

For  determining  the  pilotage  dues  pay- 
able under  the  preceding  sections,  it  shall 
be  understood  that  they  are  to  be  cal- 
culated on  the  draft,  or  on  the  net  regis- 
tered tonnage,  of  the  vessel,  or  on  both, 
as  provided;  any  portion  of  a  foot  not 
exceeding  6  ins.  shall  be  paid  for  as  half 
a  foot  and  any  portion  of  a  foot  exceed- 
ing 6  ins.  shall  be  paid  for  as  1  ft. 

Appointment  of  .Superintendent — The 
Dominion  Civil  Ser%-ice  Commission, 
in  August,  1919,  invited  applications 
as  follows: — A  Superintendent  for  the 
British  Columbia  Pilotage  Authority, 
with  headquarters  at  Victoria,  B.C.,  Ma- 
rine Department,  at  an  initial  salary  of 
$3,060  a  year.  Candidates  must  hold  a 
master  mariner's  certificate,  and  must 
have  been  actually  in  charge  of  a  sea- 
going or  coasting  pas.senger  ship  for  at 
least  one  year.  They  must  be  thoroughly 
familiar  with  the  work  of  the  masters, 
seamen,  and  pilotage  branch,  and  must 
have  administrative  ability.  Preference 
will  be  given  to  residents  of  British  Co- 
lumbia. 

We  are  oflficially  advised  that  Com- 
mander B.  L.  Johnston.  D.S.O.,  has  been 
appointed  to  the  position.  He  was  at 
one  time  captain  of  the  Grand  Trunk  Pa- 
cific Coast  Steamship  Co.'s  s.s.  Prince 
Rupert,  and  was  a  pilot  at  Vancouver, 
for  a  number  of  years,  except  from  Aug. 
14  to  June,  1919,  when  he  was  on  war 
service. 


C.  W.  Morse,  Piesidcnt,  United  States 
Steamship  Co.,  suggests  a  federal  ship 
loan  act  to  provide  capital  to  enable  the 
U.  S.  merchant  marine  to  maintain  the 
advantage  given  it  by  the  war  and  to 
keep  the  U.  S.  flag  on  the  seas  as  a 
powerful  competitor  for  a  fair  share  of 
the  world's  trade. 


Grain  Shipped  From  Port  Arthur  and  Fort  William,  Ont. 


The  following  table  shows  the  bushels  adian  and  U.S.  ships  to  Canadian  and 
of  each  kind  of  grain  shipped  from  Fort  U.S.  porta,  from  Sept.  1  to  Dec.  12,  19l'5): 
William  and   Port  Arthur,  Ont.,  in  Can- 

Canxlian  Canadian  Sam*  period 

■hip>  I'.S.  nhipii  ToUl  port>         I'.S.  ports  ToUl  1918 

Wheat  .    ..B2.257.6OR-X0       S4r..27r..20  n2.»02.l)8S-.'iO  Rl.SR.';.<!>7-20   l.SIT,S8»-S0  SS.SCK.SSS-.IO  SO.iiT  1.281 -30 

OaU  7.70«.0.'i2-21    1.4S9. 12.1-14     9.1 411.1 76-01      7.041.010-OS   2.104. 1«S-S2     V.US.ITO-Ol 

Karlrr  8.27S.702-1S       40.1.2SB-52      3.676,9II7-4S      8.278,702-1.1       40S,2S&-.12      S.«76.987-4.'>         S7S.202-31 

Klax  22S.U8-42         90.0II-48         S19.170-34         122.:«0-&0       196.409-40         S19.170-34         64«.t40-4S 

R„  600.327-30       r,00.S27-S0         .".00.327-30       KOO.327-30         106.474-S4 

MUc«i 4.011.661-00         4.011.661-00     4,0ll.«6l-00       4.011.661-00         

.SrrorniniPi  8.957-00         13.197-00  22.K.4-00  22.1.S4-0O  22.i:.4-00  8.152-18 


January,  1920. 


49 


Canadian  Merchant  Shipping  Losses  During  the  War. 


The  following  particulars  have  been 
compiled  from  a  return  "Merchant  Ship- 
ping Losses,"  prepared  by  the  British 
Admiralty,  and  presented  to  the  British 
House  of  Commons  recently.  They  show 
the  names  and  tonnages  of  Canadian 
registered  merchant  ships  which  were 
destroyed  or  captured  by  the  enemy  dur- 
ing the  war,  together  with  the  approxi- 
mate places  of  capture,  the  means  of 
destruction,  when  destroyed,  and  the 
number  of  lives  lost.  Where  the  name 
of  the  ship  is  followed  by  the  letter  "(s)," 
it  was  a  sailing  ship: 
1914 

Dec.    2. — Drummuir    (s),   1,800    gross 
tons)  owned  by  Ship  Drummuir  Co.,  Vic- 
toria, B.C.,  captured  and  sunk  by  bombs 
by  the  s.s.  Leipzig,  near  Cape  Horn. 
1915 

May  26. — S.s.  Morvvenna,  1,414  gross 
tons,  owned  by  Ardeola  Steamship  Co., 
Liverpool,  Eng.,  and  chartered  to  Domin- 
ion Coal  Co.,  Sydney,  N.S.,  captured  and 
sunk  by  torpedo  by  a  submarine  near 
Fastnet;  one  life  lost. 

July  1. — L.  C.  Tower  (s),  518  gross 
tons,  captured  by  submarine  and  set  on 
fire  near  Fastnet. 

Aug.  13. — Royal  Edward,  11,117  gross 
tons,  owned  by  Cunard  Steamship  Co., 
and  owned  formerly  by  Canadian  North- 
em  Steamships  Ltd.,  torpedoed  and 
sunk  without  warning  by  submarine 
near  Kandeliusa;  132  lives  lost. 

Aug.  4.— S.s.  Midland  Queen,  1,993 
gross  tons,  owned  by  Midland  Naviga- 
tion Co.,  Midland,  Ont.,  captured  and 
sunk  by  submarine  gun  fire  near  Fastnet. 

Sept.  28.— S.s.  H.  C.  Henry,  4,219  gross 
tons,  owned  by  Steamer  H.  C.  Henry, 
Vancouver,  B.C.,  captured  and  sunk  by 
submarine  gun  fire  near  Cape  Matapan, 
Mediterranean  Sea. 

1916 

Feb.  27.— S.s.  Empress  of  Fort  Wil- 
liam, 2,181  gross  tons,  owned  by  Canada 
Steamship  Lines,  sunk  by  mine  near 
Dover. 

Mar.  27. — S.s.  Empress  of  Midland, 
2,224  gross  tons,  owned  by  Canada 
Steamship  Lines,  sunk  by  mine  near 
Kentish    Knock. 

May  13.— S.s.  Eretria,  63,464  gross 
tons,  owned  bv  Steamship  Eretria  Co. 
Ltd.  (Battle  Line),  St.  John,  N.B.,  sunk 
by  mine  near  I'le  d'Yeu. 

Dec.  2. — S.s.  Palacine,  3,268  gross,  tons, 
captured  by  submarine  and  sunk  by 
bombs  near  Ushant. 

Dec.  6.— Duchess  of  Cornwall  (s),  152 
gross  tons,  owned  by  R.  Moulton  Ltd., 
St.  John's,  Nfld.,  captured  by  s.s.  Mowe, 
and  crew  made  prisoners;  fate  of  vessel 
unknown. 

Dec.  24.— Harry  W.  Adams  ((s),  127 
gross  tons,  owned  by  H.  W.  Adams,  Lun- 
enberg,  N.S.,  captured  and  sunk  by  sub- 
marine gun  fire  near  Cape  Villana. 

Dec.  30. — Jean  (s),  215  gross  tons, 
owned  by  T.  DesBrisay,  Bathurst,  N.B., 
captured  and  converted  into  a  raiding 
vessel  by  s.s.  Mowe,  near  St.  Paul  Rocks; 
fate  of  vessel  unknown. 
1917 

Jan.  19. — Lillian  H.  (s),  467  gross 
tons,  owned  by  Lillian  H.  Ship  Co.,  Fox 
River,  N.S.,  captured  by  submarine  and 
sunk  by  bombs  near  Old  Head  of  Kin- 
sale. 

Jan.  28. — Perce  (s),  364  gross  tons, 
owned  by  Robin  Jones  &  Whitman  Ltd., 
Halifax,  N.S.,  captured  by  s.s.  Seeadler 
and  sunk  by  gun  fire  near  St.  Paul  Rocks. 


Jan.  31. — S.s.  Dundee,  2,278  gross 
tons,  owned  by  Canada  Steamship  Lines, 
sunk  by  submarine  torpedo,  without 
warning,  near  St.  Ives  Head;  one  life  lost. 

Feb.  16. — Mayola  (s),  146  gross  tons, 
owned  by  T.  DesBrisay,  Bathurst,  N.B., 
captured  by  submarine  and  sunk  by 
bomb  near  Cape  St.  Vincent. 

Feb.  26.— British  Yeoman,  1,953  gross 
tons,  owned  by  Ship  British  Yeoman  Ltd., 
Victoria,  B.C.,  captured  by  s.s.  Seeadler 
near  St.  Paul  Rocks. 

Mar.  10.— James  Burton  Cook  (s),  133 
gross  tons,  captured  by  submarine  and 
sunk  by  gun  fire  near  Malaga. 

Mar.  11. — Kwasind,  formerly  Turret 
Belle,  2,211  gross  tons,  owned  by  the 
Arctic  Steamship  Co.,  Quebec,  Que. 
sunk  by  mine  near  Southwold. 

Apr.  13. — S.s.  Strathcona,  1,881  gross 
tons,  owned  by  Canada  Steamship  Lines 
Ltd.,  captured  by  submarine  and  sunk 
by  bomb  near  Ronaldshay,  nine  lives  lost 
and  master,  chief  and  third  engineers 
made  prisoners. 

Apr.  16. — Victoria  (s),  165  gross  tons, 
captured  by  submarine  and  sunk  by 
bombs  near  Beachy  Head. 

Apr.  19. — Thomas  (s),  132  gross  tons, 
captured  by  submarine  and  sunk  by 
bombs  near  Cape  St.  Vincent. 

Apr.  22. — S.s.  Neepawah,  1,799  gross 
tons,  owned  by  Canada  Steamship  Lines, 
captured  by  submarine  and  sunk  by 
bombs  near  Bishop  Rock. 

Apr.  25. —  Invermay  (s),  1,471  gross 
tons,  captured  by  submarine  and  sunk 
by  bombs  near  Eagle  Island, 

May  1.— S.s.  C.  A.  Jaques,  2,105  gross 
tons,  owned  by  Canada  Steamship  Lines, 
sunk  by  submarine  torpedo,  without 
warning,  near  Boulogne;  three  lives  lost. 

May  14. — Carnmoney  (s),  1,299  gross 
tons,  captured  by  submarine  and  sunk  by 
bombs  hear  Fastnet. 

May  16.— Dorothy  Duff  (s),  186  gross 
tons,  captured  by  submarine  and  sunk 
by  bomb  near  Cape  Culena. 

May  24.— McClure  (s),  220  gross  tons, 
captured  by  submarine  and  sunk  by 
bombs  near  Cape  Carbonara. 

June  10.— S.s.  Scottish  Hero,  2,205 
gross  tons,  owned  by  Hero  Steamship 
Co.,  Halifax,  N.S.,  sunk  by  submarine 
gun  fire,  one  life  lost. 

July  21.— Willena  Gertrude  (s),  317 
gross  tons,  captured  by  submarine  and 
sunk  by  bombs  near  Azores. 

Sept.  29.— Percy  B.  (s),  330  gross 
tons,  sunk  by  submarine  gun  fire  near 
Cape  Villana. 

Nov.  5. — Hilda  R.  (s),  100  gross  tons, 
captured  by  submarine  and  sunk  by 
bombs  near  Cape  St.  Mary. 

Dec.  11.— S.s.  D.  A.  Gordon,  2,.301 
gross  tons,  owned  by  Canada  Steamship 
Lines  sunk  by  submarine  torpedo,  with- 
out warning,  near  Cape  de  la  Huertas, 
one  life  lost. 

1918. 

.Jan.  10.— W.  C.  McKay  (s),  145  gross 
tons,  attacked  by  submarine  off  the 
Azores;  fate  unknown;  6  lives  lost. 

Mar.  15. — S.s.  Armenia,  .'3,226  gross 
tons,  owned  by  Canada  Steamship  Lines, 
sunk  by  torpedo,  without  warning,  near 
Porquerolles  Island,  7  lives  lost. 

May  16. — S.s.  Tagona,  2,004  gross 
tons,  owned  by  Canada  Steamship  Lines, 
sunk  by  torpedo,  without  warning,  near 
Trevose  Head,  8  lives  lost. 

May  24. —  Ruth  Hickman  (s),  417  gross 
tons,  captured  by  submarine  and  sunk  by 
bombs  near  Azores. 

Aug.  2. — Motor  ship  Domfontein,  766 


gross  tons,  captured  by  submarine  and 
burnt  near  Brier  Island,  N.S. 

Aug.  5. — S.s.  Freshfield,  3,445  gross 
tons,  owned  by  R.  L.  Smith,  Montreal, 
sunk  by  torpedo,  without  warning,  near 
Cape  Colonne,  Italy,  3  lives  lost. 

Aug.  5. — Luz  Blanca,  4,868  gross  tons, 
owned  by  Imperial  Oil  Ltd.,  sunk  by  tor- 
pedo, without  warning,  near  Halifax,  N. 
S.,  2  lives  lost. 

Sept.  16.— S.s.  Acadian,  2,305  gross 
tons,  owned  by  Canada  Steamship  Lines 
Ltd.,  sunk  by  torpedo  without  warning 
near  Trevose  Head,  25  lives   lost. 

Oct.  4. — Industrial  (s),  captured  by 
submarine  and  sunk  by  bombs  near  Nan- 
tucket Island,  N.Y. 

The  above  particulars  show  a  total  of 
43  vessels,  of  74,323  gross  tons,  and  199 
lives  lost.  The  list  does  not  include  a  num- 
ber of  Canadian  vessels,  and  vessels  en- 
gaged almost  solely  in  the  Canadian 
trade,  the  majority  of  which  were  on 
the  British  register,  and  which  were  de- 
stroyed by  the  enemy. 

In  addition  to  the  foregoing,  the  fol- 
lowing fishing  boats  were  captured  by 
the  enemy  during  a  sporadic  raid  on 
the  Canadian  Atlantic  coast  in  Aug., 
1918.  All  were  sailing  boats,  except  the 
Triumph,  which  was  captured  and  con- 
verted into  a  raider.  The  following  were 
captured  and  destroyed  by  bombs: — C. 
M.  Walters,  107  gross  tons;  E.  B.  Wal- 
ters, 107  gross  tons;  E.  B.  Walters.  98 
tons;  Elsie  Porter,  136  tons;  Gloaming, 
100  tons;  Lucille  M.  Schnare,  121  tons; 
Nelson  A,  72  tons;  Pasadena,  91  tons; 
Potentate,  136  tons;  Uda  A.  Saunders, 
125  tons;  Verna  D.  Adams,  132  tons.  The 
following  were  captured  but  not  sunk: — 
Clayton  W.  Walters,  80  tons;  Marion 
Adams,  99  tons.  The  s.s.  Triumph,  239 
gross  tons,  was,  as  mentioned,  captured 
and  converted  into  a  raider. 

These  figures  show  a  total  of  13  boats 
and  1,536  gross  tons;  no  lives  were  lost. 


United  States  Shipbuilding  and 
Shipping  Notes. 

Chairman  Payne  estimates  that  marine 
and  shipyard  strikes  during  1919  cost  the 
U.   S.   Shipping   Board   .?37,000,000. 

The  U.S.  Shipping  Board's  chairman 
is  reported  to  have  stated  Dec.  12,  that 
its  construction  division  had  delivered 
5,818,500  d.w.  tons  of  ships  up  to  Dec. 
1  and  that  this  would  be  increased  to 
6,000,000  tons  by  Dec.  31,  1919. 

The  U.S.  National  Marine  League 
states  that  the  U.S.  merchant  marine  has 
expanded  from  4  ships  in  deep  seas  com- 
merce before  the  war,  to  a  fleet  of  9,733,- 
000  tons  in  ocean  service.  The  league  also 
.■states  that  in  addition  U.S.  Great  Lakes 
shipping  measures  2,000,000  tons,  giving 
a  total  of  11,773,000  tons  against  Great 
Britain's  18,000,000  tons. 

The  U.  S.  Shipping  Board  has  announc- 
ed that,  in  order  to  coordinate  its  labor 
policy  and  bring  about  a  more  consistent 
method  of  dealing  with  labor  problems, 
all  questions  of  labor  policy  affecting 
the  construction,  repair,  operation,  load- 
ing and  unloading  of  ships  and  marine 
equipment,  will  hereafter  be  handled, 
subject  to  the  board's  direction,  through 
the  Division  of  Industrial  Relations  of 
the  Shipping  Board  at  Washington,  D.C. 
Darragh  de  Lancey,  heretofore  Director 
of  Marine  and  Dock  Industrial  Relations 
Division,  has  been  appointed  Director  of 
Division  of  Industrial  Relations. 


50  CANADIAN  RAILWAY  AND  MARINE  WORLD 

Winter  Moorinpjs  of  Canadian  Steamships. 


January.  1920. 


Steamship  InnpeotorH  for  Quebec 
and  \  ancciuver. 


FollowinK  In  ■  >i»t  of  r«nii.li«n  stoam- 
nhipx.  »n.l  tho  porU  at  which  thoy  have 
Ytevn  Urthc.l  for  tho  uinlpr.  of  which 
ranaciian  Kailway  and  Mnrino  World  has 
been  adviwd. 

AlKoma  Ontral  SlcamKhipn  I.lnc, 
Saull  Stc.  Mario.  Ont.  —  St.amships 
Airawa.  Cxxlorich,  Ont.;  J.  FrnUr  Tny- 
lor  Port  MoNuoll.  Ont.;  Homo  Smith. 
Vaicartior.  Mi.llnti.l.  Ont.;  W.  C.  Franz. 
ronin»:w....d,  Ont. 

Canada  Atlantic  Transit  (  o..  Montrcnl 
—Stoamship!*  Arthur  Orr,  BufTalo.  N.I.; 
Kcanmrtro.  Chicatro.  111. 

Canada  Steamship  Lines  Ltd.— FreiKht 
sj..  Toiler.  Montreal;  T.  I'.  Phelan, 
SoKuin  an.i  Hrookdalo,  Kmcston.  Ont.; 
Fairfax,  Wyominp.  Omaha,  NipiKon, 
City  of  Hamilton.  City  of  Ottawa.  Belle- 
villo  and  Home  Rule,  Toronto;  Bicker- 
dikc,  Hamilton.  Ont.;  J.  H.  G.  Hafrarty. 
E  B  Osier.  W.  II.  Matthews.  Midland 
Kintr  and  Martian.  Goderich,  Ont.; 
Mapleprovc.  Port  Dalhousie.  Ont.;  B.  L. 
Penninpton.  Rickarton.  J.  R.  Binnintr, 
and  I.-uibel  Reed.  Port  Colborne.  Ont.; 
W  Grant  Mordcn.  Midland  Prmce  and 
Collinirwood.  Port  McNicoll.  Ont.;  Stada- 
cona.  Port  Huron.  Mich.;  Emperor.  Had- 
dinKton  and  Cadillac.  Fort  \\  lUiam.  Ont.. 
Samian  and  Sir  Trevor  Dawson.  But- 
falo.  N.Y.  ., 

PassenKer  Steamships  —  LonfrueuU, 
Louis  Phillippe.  Montreal.  Murray  Bay, 
Picrrepont.  Quebec,  Rapids  Kinfr.  Rapids 
Prince.  Rapids  Queen.  Rochester.  baK- 
uenay,  Syracuse.  Ste.  Ircnce,  Tadousac, 
Three  Rivers.  Sorel.  Que.;  America, 
Brockville,  Ramona.  St.  Lawrence,  Va- 
runa.  Kingston.  Ont.;  Cayuga,  Chippewa, 
Corona.  Kingston.  Macassa.  Modjeska, 
Toronto.  White   Star.  Toronto,   Ont. 

Canadian  Pacific  Car  and  PassenRer 
Transfer  Co..  Prescott,  Ont.— S.s.  Charles 
Lyon.  Prescott.  Ont. 

Canadian  Pacific  Ry.,  British  Colum- 
bia IJjke  and  River  Scn,-ice— Steamships. 
Kokanee  and  Ymir.  Nelson.  B.C.;  Bon- 
nington.  Kootenay.  and  tug  Columbia, 
Nakusp.  B.C.;  s.s.  Okanagan,  and  tugs 
Castlcgar  and  York,  Okanagan  Landing, 
B  C 

Canadian  Pacific  Ry..  Great  Lakes  Ser- 
vice-Steamships. AlberU,  Assiniboia, 
Athabasca.  Keewatin  and  Manitoba.  Port 
McNicoll.  Ont. 

Canadian  Towing  and  Wrecking  Cc 
Port  Arthur.  Ont.— S.s.  Vinmount,  Col- 
lingwood.  Ont.;  sU-am  tugs.  A.  B.  Con- 
mec  A  F.  Bowman  and  James  Whalen, 
Sarnia,  Ont.;  derrick  barge  Empire,  and 
barge  Coteau,  Port  Arthur,  Ont. 

CrysUl  Stream  Steamship  Co.,  St 
.lohn,  N.B.— Stcami<hips  D.  J.  Purdy  and 
Majestic,  Indiantown,  N.B.,  for  general 
repairs. 

Davidson  and  Smith  Elevator  Co.,  Fort 
Arthur,  Ont.-S.s.  Knbert  L.  Fryer,  Port 
Arthur,  Ont.  . 

Donnelly  Salvage  and  Wrecking  Co., 
Kingston,  Ont.  —  Stcamship.s  (omwall, 
FronU-nac,  Harriet  D.,  and  William  John- 
ston,  Kingston.   Ont. 

George  Hall  Coal  Co.  of  Canada— Mont- 
real—SU>am»hips.  Fred  Mercur.  John 
Rugee.  Senator  Derbyshire;  barges.  A.D.. 
Katie  and  Zapotec;  steam  tug.  Margaret 
A.  llackett.  Montreal;  steam  tug,  J.  H. 
Ilnckett.  Quebec;  steamships.  Compton, 
.lames  W.  Follettc.  John  B.  Ketchum, 
Robert  R.  Rhodes,  and  Rockferry;  barges, 
I  uba.  F.  D.  Ewen,  Gladys;  steam  tug, 
Florence,  Ogdcnsburg,  NY. 

Gulf    of    St   IJiwrencc   Shipping    and 


Trading  Co.,  Quebec,  Que.- S.s.  Guide, 
Louise  Basin,  Quebec;  iiJi.  I.abrador, 
Murray  Hay,  Quo.;  »:  Lady  Kvelyn, 
Pictou.  N.S. 

HudHon'H  Hay  Co..  Winnipeg- S.8.  Fort 
York,  Port  Nelson,  Man.;  s.s.  Inencw 
and  motor  ship  Fort  Churchill,  Moose 
Factory.  Man.;  motor  ship  Nannuk.  Lake 
Harbor;  s.s.  Mackenzie  Biver,  Fort 
Smith.  AlU.;  motor  ship  Fort  McMurray, 
near  McMurray.  Alta.;  s.s.  Athabasca 
River.  Peace  River  Crossing.  Alta.;  s.s. 
Peace  River.  Fort  Vermilion.  Alia.;  s.s. 
Port  Simpson  and  motor  ship  Taltahn, 
Port  Simpson,  B.C.;  motor  ship  Fort  Mc- 
pherson, Herschel  Island. 

Hunt.sville,  I^ke  of  Bays  and  Lake 
Simcoe  Navigation  Co..  Huntsville,  Ont. 
—Steamships,  Algonquin,  Phoenix  and 
Ramona.  Huntsville,  Ont.;  Iroquois,  Min- 
ota.  Mohawk  Belle,  Portage,  Ont. 

Imperial  Oil  Ltd.,  Toronto — Steam- 
ships, locolite.  locoma  and  Imperial  and 
barge  41.  Sarnia,  Ont. 

I.ake  Erie  Navigation  Co.,  Walkerville, 
Ont.-S.s.  Marquette  and  Bessemer  No. 
1,  Conneaut  Harbor,  Ohio. 

Marquette  and  Be.ssemer  Dock  and  Navi- 
gation Co.,  Walkerville,  Ont.-S.s.  Mar- 
quette and  Bessemer  No.  2,  Conneaut 
Harbor,  Ohio. 

Newcastle  Steamboat  Co.,  Newcastle, 
N.B.— S.s.  Max  Aitken.  Chatham,  N.B. 

Niagara,  St.  Catharines  and  Toronto 
Navigation  Co.,  St.  Catharines,  Ont.— 
Steamships  Dalhousie  City,  and  Garden 
Citv,  Port  Dalhousie,  Ont. 

North  Bay  and  French  River  Naviga- 
tion Co.,  North  Bay,  Ont.-S.s.  Northern 
Belle,  North  Bay,  Ont. 

Northern  Navigation  Co..  Sarnia,  Ont. 
—Steamships,  Huronic.  Noronic,  Thou- 
sand Islander  and  Waubic,  Sarnia,  Ont.; 
Hamonic,  Collingwood,  Ont.,  for  wheel 
repairs.  ,,     ,       ,     o 

Ontario  Car  Ferry  Co.,  Montreal— S.s. 
Ontario  No.  2.  Cobourg.  Ont.  The  car 
ferry  steamship  Ontario  No.  1  operates 
throughout  the  winter. 

Ottawa  Transportation  Co.,  Ottawa, 
Ont.  —  Steamships,  Dolphin.  Florence, 
Hall.  Harris.  Ottawan.  Scotsman  and  Sir 
Hector.  Hull,  Que. 

Pembroke    Transportation     Co.,    Pem- 
broke, Ont.-S.s.  Oiseau.  Pembroke.  Ont. 
Prescott    and  Ogdensburg    Ferry    Co.. 
Prescott.     Ont.— Steamships.     Ferdinand 
and  Miss  Vandenbuig.  Prescott.  Ont. 

J    F.  Sowarda,  Kingston.  Ont.— Steam- 
ships. H.  N.  Jex,  Jeska  and  Shanly,  King- 
ston, Ont.  ,  .'        o  „ 
Sparrow  Lake  Steamer  Line.  Sparrow 
Lake,  Ont.-S.s.  Glympse,  Port  Stanton, 

Toronto,  Hamilton  and  Buffalo  Navi- 
gation Co.,  Hamilton.  Ont.-S.s.  Mait- 
land  No.  1,  Ashtabula.  Ohio. 

Webster  Steamship  Co.,  Montreal- 
Steamships.  Colin  W..  Eric  W.  and  Rich- 
ard W.,  Montreal;  Howard  W.,  Marian 
W..  and  Stuart  W..  Quebec.  Que. 


U.  S.  Vessels  Passed  Through  the 
Welland  Canal— During  1919.  2:i4  steam- 
ships built  at  U.S.  shipyards  on  the 
Groat  Lakes,  as  well  as  46  steam  tugs, 
passed  through  the  Welland  Canal  on 
their  way  to  the  sea.  Of  those,  10  took 
on  cargo  at  Montreal  for  the  United 
Kingdom.  10  took  cargo  for  Mediterran- 
ean portJt,  and  the  balance  took  coast- 
wise cargoes.  In  their  passage  from  the 
Great  Ijikos  to  Montreal,  70,000  tons  of 
ronl  were  taken  down. 


The  Civil  Service  Commission  at  Ot- 
tawa gave  notice  early  in  December 
that  applications  would  be  received  for 
tho  appointments  of  two  steamship  in- 
spectors, one  for  the  port  of  Vancouver 
and  the  other  for  tho  port  of  Quebec, 
to  act  in  the  dual  capacity  of  inspector 
of  boilers  and  machinery  and  of  hulls 
and  equipment,  at  an  initial  salary  of 
$2,700  a  year,  which  will  be  increased 
on  recommendation  for  efficient  service 
at  the  rate  of  ?180  a  year  until  a  maxi- 
mum of  $:t.240  has  been  reached.  Candi- 
dates must  have  education  equivalent  to 
graduation  in  engineering  from  a  tech- 
nical .school  of  recognized  standing;  at 
least  12  years  of  experience  in  the  de- 
sign, construction,  maintenance  or  oper- 
ation of  ships,  marine  engines  and  boil- 
ers; thorough  knowledge  of  the  theory 
and  the  practice  of  marine  engineering 
and  ship  construction;  ability  to  make 
clear  and  concise  reporU  on  inspections 
and  to  make  working  drawings,  specifi- 
cations, and  estimates  for  proposed  work; 
tact  and  good  judgment. 

The    successful    candidate   will    be    re- 
quired  to  perform   the  following  duties: 
To  inspect  the  boilers  and  machinery  and 
hulls  and  equipment  of  steamships  dur- 
ing construction,  and.  as  required  by  law. 
to  determine  whether  they  are  sufficient 
for  the  service  intended  and  in  good  con- 
dition; to  examine    plans  of    ships  and 
their  equipment,  marine   machinery  and 
boilers,    submitted    for   the     purpose    of 
determining      by     calculations      of      the 
strength   of    the    various    parts   whether 
thev    can    receive    approval;    to    advise 
builders,    owners,   and    others    concerned 
in   the   matter  of   construction   of   ships 
and  their  machinery  and  the  repairs  re- 
quired to  keep  the  same  in  efficient  con- 
dition; when  satisfied  as  regards  the  suf- 
ficiency of  ships,   their  boilers  and   ma- 
chinery,  and   the   law.  as   regards   certi- 
ficated  officers,   etc.,   has   been    complied 
with,  to  issue  a  statutory  certificate   ol 
inspection,    to    examine    candidates    for 
marine  engineer  certificates;  to  act  as  a 
member  of  a  board  of  steamship  inspec- 
tion occasionally  as  required;  to  investi- 
gate and  report  on  accidents  and  break- 
downs happening   to  ships,  their  boileM 
and  machinery;   to  supervise  and  report 
on    repairs    to   government    ships,   their 
boilers   and   machinery,   and   to   perfonn 
other  related  work  as  required.     Candi- 
dates should  be  not  more  than  40  years 

An  examination  will  be  held  in  con- 
nection with  the  filling  of  this  position, 
and  candidates  will  be  notified  later  ol 
tho  date  and  place  of  examination.  Pre- 
ference will  be  given  to  residcnU  of  the 
provinces  of  British  Columbia  and  Que- 
bec respectively. 

The  Gulf  of  St.  Lawrence  Shipping  and 

Trading  Co.'s  steamship  services,  some 
deUils  of  which  were  given  in  our  last 
issue,  will  probably  be  extended  consid- 
erablv  during  this  year.  It  is  hoped  to 
operate  7  or  8  steamships.  2  of  which 
will  bo  in  service  between  Montreal, 
Prince  Edward  Island  and  St.  John  s, 
Nfld  •  2  or  possibly  3.  on  the  north  shore 
of  the  Gulf  of  St.  Lawrence;  one  on  the 
■south  shore  between  Montreal  and  Pas- 
pebiac;  one  between  Pictou.  N.S..  and  the 
Magrfalen  Islands,  and  Pro'^^'ly ,  ?  '>^ 
tweon  Pictou.  N.S..  Prince  Edward  Island 
and  Capo  Breton  porU. 


January,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


51 


Atlantic  and  Pacific  Ocean  Marine. 


The  Leyland  Line  s.s.  Mercian,  which 
sailed  from  Boston,  Mass.,  Dec.  5,  for 
Manchester,  Eng-.,  put  into  St.  John's, 
Nfld.,  Dec.  12,  with  a  fire  in  one  of  her 
holds. 

The  Red  Line  s.s.  Lancastrian  arrived 
at  Halifa.x,  N.S.,  Dec.  18,  from  Antwerp, 
BelRium,  with  fire  in  her  no.  1  hold, 
amonfr  chemicals.  The  crew  had  been 
fighting  the  fire  for  four  days. 

The  British  s.s.  Manxman,  which  left 
Portland,  Me.,  Nov.  30,  is  reported  to 
have  foundered  in  mid  ocean,  with  a  loss 
of  43  of  her  crew,  the  balance  of  16, 
being  picked  up  by  the  British  s.s.  Bri- 
tish Isles,  and  taken  to  New  York. 

Canadian  Pacific  Ocean  Services'  s.s. 
Empress  of  Asia  was  docked  at  Wallace 
Shipyards,  North  Vancouver,  B.C.,  re- 
cently, for  boiler  repairs  and  other  work. 
The  s.s.  Empress  of  Japan  has  had  her 
boilers  overhauled  at  the  same  yard. 

The  Cunard  Line  s.s.  Carmania,  which 
collided  with  another  steamship,  Dec.  14, 
when  approaching  Halifax.  N.S.,  under- 
went temporary  repairs  by  Halifax  Ship- 
yards Ltd.  It  is  said  that  she  will  be 
thoroughly  examined  and  overhauled  in 
Great  Britain. 

Canadian  Pacific  Ocean  Ser\'ices'  s.s. 
Empress  of  Russia,  was  docked  at  the 
B.C.  Marine  Railway  Co.'s  yards,  Van- 
couver, B.C.,  recently,  for  the  fitting  up 
of  coolie  accommodation  for  the  trans- 
portation of  coolie  labor  back  to  China, 
and  also  underwent  extensive  repairs. 

Elder  Dempster  and  Co.'s  s.s.  Bassa, 
which  stranded  on  a  shoal  in  the  St. 
Lawrence  River,  near  Montreal,  Nov.  28, 
through  the  failure  of  the  steering  gear, 
was  released  Dec.  7,  and  taken  to  Can- 
adian Vickers'  dry  dock  for  examination 
and  repair.  She  sailed  again  from 
Montreal,  Dec.  10. 

The  Union  Steamship  Co.  of  New  Zea- 
land, which  operates  a  steamship  service 
between  Canada  and  Australasia,  is  re- 
ported to  be  adding  another  passenger 
steamship  to  its  fleet  for  the  Canadian 
service.  During  the  war  some  of  the 
company's  vessels  were  lost  and  the 
cargo  steamships  Waihemo,  Waikawa 
and  Wairuna,  of  approximately  9,000 
tons  each,  were  bought  to  take  their 
places. 

The  Greek  s.s.  Platea,  which  ran  ashore 
on  Sable  Island,  early  in  November,  and 
which  was  believed  to  be  a  total  loss, 
will  probably  be  salved.  The  ocean  going 
tug  Cruiser  was  working  on  the  vessel 
early  in  December,  and  succeeded  in  mov- 
ing her  about  100  ft.  nearer  to  deep 
water.  It  is  anticipated  that  provided 
the  weather  abates  somewhat  she  may 
be  towed  into  deep  water  and  repaired 
sufficiently  to  enable  her  to  be  docked  for 
complete  examination. 

Furness  Withy  and  Co.'s  s.s.  Messina, 
which  sailed  from  St.  John,  N.B.,  Dec.  5, 
for  Antwerp,  Belgium,  was  reported  by 
wireless,  Dec  12,  to  have  been  abandoned 
in  a  sinking  condition  about  430  miles 
from  Newfoundland.  She  was  a  first 
class  cargo  steamship,  of  about  6,000 
d.w.  tons,  and  it  is  presumed  that  she 
encountered  hea\-y  weather,  which  was 
prevalent  in  the  neighborhood  during 
December.  It  is  reported  that  the  crew 
were  saved  by  another  steamship  which 
had  been  standing  by. 

The  Canadian  Transatlantic  Co.'s  s.s. 
Bilbster.  which  was  scheduled  to  sail 
from  St.  John,  N.B.,  under  Canada 
Steamship    Lines'    schedule,  as    general 


agents  for  the  owners,  Dec.  6,  was  re- 
quisitioned by  the  British  Ministry  of 
Shipping,  to  carry  lumber  to  the  United 
Kingdom.  It  is  said  that  a  protest  was 
made,  on  the  ground  that  so  much  lumber 
is  being  shipped  that  the  docks  are  al- 
ready badly  congested.  The  ship  was  to 
have  been  utilized  in  shipping  Canadian 
live  stock  to  France,  it  being  barred  from 
England. 

The  wooden  s.s.  Colmar,  which  was 
built  by  Three  Rivers  Shipyards,  Ltd., 
Three  Rivers,  Que.,  for  the  French  Gov- 
ernment, and  which  sailed  from  Quebec, 
Nov.  26,  for  Europe,  sprang  a  leak  about 
60  miles  from  Halifax,  N.S.,  Dec.  1,  and 
after  experiencing  heavy  weather,  was 
abandoned  by  the  crew,  Dec.  12,  and 
eventually  sank.  The  crew  took  to  the 
boats  and  set  out  for  Halifax,  in  two 
sections,  the  first  lot  arriving  there  after 
considerable  hardship,  the  second  being 
rescued  bv  the  s.s.  Mississippi  and  land- 
ed at  St.  John,  N.B. 


Maritime  Provinces  and  New- 
foundland. 


The  Red  Cross  Line's  s.s.  Rosalind  has 
been  practically  rebuilt  at  New  York, 
subsequent  to  running  aground  in  Sept., 
1919,  while  en  route  from  Halifax  to 
New  York.  In  addition  to  the  rearrange- 
ment of  her  interior,  she  has  been  chang- 
ed to  a  fuel  oil  burner. 

The  three-masted  schooner  Barbara 
Macdonald,  which  was  built  by  J.  A. 
Macdonald  and  Co.,  Charlottetown,  P.E.I., 
in  October,  was  wrecked  and  became  a 
total  loss,  off  Cape  Vine,  Nfld.,  Dec.  16, 
the  master,  T.  Whitla,  being  washed 
overboard  and  drowned. 

The  Reid  Newfoundland  Co.'s  s.s. 
Ethie.  running  between  Curling,  Nfld., 
and  Labrador,  went  ashore  during  a 
storm,  Dec.  10.  The  passengers  and 
crew,  numbering  92  persons,  were  taken 
ashore  by  a  line  which  was  landed  from 
the  vessel  by  a  dog. 

A  press  dispatch  from  Sydney,  N.S., 
states  that  preliminary  work  has  been 
commenced  there  in  connection  with  the 
proposed  government  harbor  terminal 
work.  Soundings  are  said  to  have  been 
taken,  but  it  is  stated  that  no  work  of 
a  definite  nature  will  be  undertaken  until 
the  spring. 

The  Valley  Steamship  C.o's  s.s.  Gran- 
ville III.,  which  was  built  recently  at 
Meteghan  River,  N.S.,  underwent  her 
trial  trips  Dec.  8,  where  she  developed 
12  knots  an  hour  over  a  measured  mile. 
Her  dimensions  are:  length,  overall,  100 
ft.;  beam,  22.6  ft.;  depth  of  hold,  9  ft. 
She  is  to  be  operated  on  the  St.  John 
River. 

The  construction  of  a  canal  through 
the  Chignecto  Isthmus,  between  Nova 
Scotia  and  New  Brunswick,  is  again 
being  agitated.  For  several  years  a  short 
cut  to  the  ocean  at  this  point  has  been 
under  consideration,  either  by  means  of 
a  canal  or  a  ship  railway.  An  attempt 
to  carry  out  the  latter  plan  was  made 
some  years  ago,  but  ended  in  failure. 

The  United  States  Shipping  Board's 
steamships  Lake  Elmsdale  and  Lake 
Gatewood,  were  driven  ashore  on  the 
Cape  Breton,  N.S.,  coast,  during  a  snow 
storm,  Dec.  10,  the  former  at  Cape  Blue, 
and  the  latter  at  Port  Hood  Island.  The 
Lake  Elmsdale  was  bound  for  Halifax  to 
load  cargo  for  Santiago,  Cuba.  Both 
ships  were  built  recently  at  Cleveland, 
Ohio. 

The  s.s.  David  C,  which  was  built  by 
Burns  and  Kelleher,  Bayside,  N.S.,  early 


in  1919,  has  been  chartered  by  Job  Bros., 
of  Nefoundland,  and  has  had  her  name 
changed  to  Edmund  Donald.  She  loaded 
cargo  recently  at  Sydney,  N.S.,  for 
Wabano,  Nfld.  She  is  in  charge  of  Capt. 
A.  E.  Seaman,  formerly  of  the  s.s.  Stella 
Maris,  with  L.  S.  Freeman  as  chief  en- 
gineer. 

The  steam  tug  Alert,  owned  by  W.  N. 
McDonald,  Sydney,  N.S.,  was  reported  to 
be  ashore  near  Canso,  N.S.,  early  in  De- 
cember, after  having  collided  with  the 
U.S.  Shipping  Board's  s.s.  Lake  Elms- 
dale, in  connection  with  the  salving  of 
which  she  had  been  working  for  some 
time.  The  Alert's  stern  was  badly  bat- 
tered and  temporary  alterations  were 
carried  out  on  this  spot. 

The  s.s.  E.  D.  Kingsley,  owned  by  the 
Kingsley  Navigation  Co.,  Vancouver, 
B.C.,  and  built  recently  at  Fort  William, 
Ont.,  by  Canadian  Car  and  Foundry  Co., 
ran  ashore  at  Whitehead  Harbor,  Dec.  11, 
whilst  en  route  from  Montreal  to  Hali- 
fax, N.S.,  in  ballast.  She  was  refloated 
the  following  day,  and  proceeded  under 
her  own  steam.  She  is  on  her  way  to 
British  Columbia  via  Panama  Canal. 

The  s.s.  Dream,  which  was  purchased 
by  Capt.  C.  Taylor,  St.  John,  N.B.,  re- 
cently, has  been  remodelled  and  a  new 
boiler  installed,  with  the  intention  of 
operating  her  on  the  St.  John  River  in 
the  suburban  passenger  trade  next  sum- 
mer. She  was  built  at  Newark,  N.J.,  in 
1881,  and  is  screw  driven  by  engine  of 
12  n.h.p.  Her  dimensions  are:  length, 
63.9  ft.;  breadth,  14.1  ft.;  depth,  5  ft.; 
tonnage,  45  gross,  30  registered. 

A  deputation  from  St.  John,  N.B.,  in- 
terviewed members  of  the  Dominion 
Government,  Dec.  7,  and  urged  the  de- 
sirability of  at  once  proceeding  with  a 
comprehensive  scheme  of  harbor  im- 
provements at  the  port.  The  work  which 
the  deputation  dealt  with,  is  apart  from 
the  developments  and  improvements  now 
under  way  in  Courtenay  Bay.  It  is  stat- 
ed that  the  dock  accommodation  at  St. 
John  is  utterly  inadequate,  and  that 
ships  going  to  the  port  are  inordinately 
delayed. 

The  Dominion  Government  s.s.  Aran- 
more  ran  ashore  at  Cape  Whipple,  La- 
brador, Dec.  3.  The  Dominion  Govern- 
ment's s.s.  Montcalm,  which  was  sent  to 
her  assistance,  reported  by  wireless  that 
she  was  unable  to  get  within  2  miles  of 
her  on  account  of  the  heavy  sea.  She 
had  been  abandoned  by  the  crew  and  was 
reported  to  bo  pounding  heavily.  The 
Arranmore  was  carrying  winter  supplies 
for  lighthouses  and  wireless  telegraph 
stations  along  the  shores  of  the  Strait 
of  Belle  Isle. 


The  Louisburg  Drydock  &  Shipbuild- 
ing Co.  Ltd.,  the  incorporation  of  which 
was  announced  in  a  recent  issue,  has  ap- 
plied to  the  Dominion  Public  Works  De- 
partment for  a  subsidy  for  a  second  class 
drydock  at  the  mouth  of  Garrets  Brook, 
in  Louisburg  harbor,  N.S.,  between  the 
Dominion  Coal  Co.'s  shipping  piers  and 
the  old  town.  The  dock  is  estimated  to 
cost  $3,060,000.  The  dimensions  pro- 
posed are:  length,  650  ft.;  width,  85  ft.; 
depth  of  water  over  sill  at  high  water, 
ordinary  spring  tides,  30  ft. 

Enemy  Vessels  Handed  to- the  Allies — 
It  was  announced  in  the  British  House  of 
Commons,  Dec.  11,  that  up  to  Dec.  7, 
there  had  been  delivered  to  the  allied 
powers,  355  enemy  ships  with  a  gross 
tonnage  of  1,788,913  tons,  of  which  203 
ships  of  1,200,000  tons  were  in  British 
hands. 


52 


CANADIAN  RAILWAY  AND  MARINK  WORLD 


January,  1920. 


Ontario  and  the  (treat  I.AkeH. 


The  Wcllnnil  ranal  wax  nfTlcially  clniir<l 
for   th«<    winter,   Dm-.    14. 

It  havinir  bfvn  dorirlcH  that  Bonr  Point, 
Ijik^  Krrr.  m  in  Canadian,  and  not  I'.S. 
waton,  a  Mirht.<hip  ha!i  h<-i-n  plarnl  therp 
liy   lh«'   DdniuiKin   (JnviTnnirnl. 

Canada  Stramship  l.inoK  ».:<.  Chicorn, 
whifh  sank  at  her  nioorintr.*  at  Toronto, 
about  the  pml  of  OctobiT,  was  raised 
DW.  6  by  the  .1.  E.  Russell  WreckinK  Co., 
on  behalf  of  the  underwriters. 

Canada  Steamship  Lines'  s.s.  Sir  Tre- 
vor I>nwsun,  left  the  heiid  of  the  lakeH 
Dec.  7,  with  6i;2,000  bu.th.  of  oat.s  for 
BufTalo,  N.Y.  This,  it  is  sUted,  is  the 
larirest  rariro  of  oats  ever  shipped  to 
Buffalo. 

The  ^^lblic  Works  Department  is  re- 
ported to  have  awarded  a  contract  to 
N.  B.  Horton.  Owen  Sound,  Ont.,  for  the 
construction  of  a  concrete  dock  there, 
on  the  east  side  of  the  C.P.R.  property 
at  the  foot  of  11th  Street  East. 

OwinK  to  the  rejrulations  recjuirinp  all 
persons  enterinjr  the  I'nited  States  from 
Ontario  to  be  vaccinated,  it  is  reported 
that  the  ferry  ser\'ice  between  Sault  Stc. 
Marine,  Ont.,  and  Sault  Ste.  Marie,  Mich., 
has  been  suspended  for  the  winter,  and 
that  no  attempt  will  be  made  to  keep 
the  water  route  clear  of  ice. 

The  I'.S.  Lake  survey  reports  the 
stamps  of  the  Great  Lakes  in  feet  above 
mean  sea  level  for  November  as  follows: 
Superior,  602..51;  Michipan  and  Huron, 
580.4:1;  Erie,  572.24;  OnUrio,  ,i4().ll. 
Compared  with  the  averajre  November 
stages  for  the  last  10  years,  Superior 
was  0.01  ft.  above;  .Michigan  and  Huron, 
0.17  ft  above;  Erie,  0.43  ft.  above;  On- 
tario, 0.56  ft.  above. 

The  .Midland  Transportation  Co.  has 
retristercd  the  s.s.  Luckport,  which  was 
formerly  the  s.s.  Magrnolia,  owned  by 
Canada  Steamship  Lines,  Ltd.,  and  which 
was  wrecked  some  time  apo.  She  was 
originally  built  at  Midland,  Ont.,  in  1898 
and  is  screw  driven  by  engine  of  57 
n.h.p.  Her  dimensions  are  length,  126 
ft.;  breadth,  21.6  ft.;  depth,  12  ft.;  ton- 
nage, 231  gross,  134  registered. 

The  Great  Lakes  Transportation  Co.'s 
s.s.  Glenlyon  arrived  at  Port  Arthur, 
Dec.  17,  with  general  cargo,  from  the 
east.  She  had  a  rough  passage,  and  was 
well  encrusted  with  ice,  the  temperature 
during  the  entire  trip  from  Sault  Ste. 
Marie,  which  took  five  days,  having 
varied  from  35  below  zero  to  zero.  This 
is  said  to  be  the  latest  arrival  at  Port 
Arthur  from   the  east,  in  any  year. 

The  Niagara  Ferry  &  Transportation 
Co.  is  reported  to  have  bought  the  tciry 
steamship,  Newton,  in  New  York,  where 
it  has  been  used  in  harbor  work,  for 
operation  between  Fort  Erie,  Ont.,  and 
BufTalo,  N.Y.  Her  dimensions  are:  length, 
152  ft.;  beam,  .52  ft.  She  is  of  th.?  side 
wheel  driven  type,  with  rudder  at  each 
end  and  two  pilot  houses.  The  hull  is 
of  steel,  with  upper  decks  and  cabins. 

The  Ontario  and  Quebec  Navigation 
Co.,  one  of  the  constituent  companies  of 
Canada  Steamship  Lines  Ltd.,  was  given 
judgment  with  costs  and  interest,  at  a 
sitting  of  the  Supreme  Court,  at  Belle- 
ville, recentl-y,  on  a  claim  for  $65,000, 
against  J.  E.  Rathbun,  M.  J.  McFaul,  F. 
Brennan,  D.  B.  Christie,  M.  Pahnntier, 
A.  Leslie,  .M.  Leslie,  H.  Dempsey,  and 
the  estate  of  the  late  J.  F.  Chapman. 
The  amount  was  claimed  on  shares  is- 
sued to  them  in  connection  with  the  ab- 
sorption of  the  Quinte  Navigation  Co. 


The  r.S.  steam  tug  Bison,  which  was 
built  at  Cleveland,  Ohio,  and  iiassed 
through  the  Welland  Canal  and  the  St. 
Ijiwrence,  sailed  from  (Juebec,  early  in 
Dt-cember  for  Halifax,  N.S..  in  company 
with  four  other  lugs,  wos  reported  at 
Halifax,  Dw.  II,  to  have  been  lost  in  the 
Ciulf  of  St.  I,awrence,  with  her  crew. 
She,  however,  arrived  safely  at  Port 
Hastings,  N.S.,  Dec.  12,  having  been  out 
of  touch  with  the  remainder  of  the  fleet 
and  the  shore,  as  she  was  not  equipped 
with  wireless  telegraph. 


British  Columbia  and  Pacific  Coast. 


The  Quadra  Steamship  Co.'s  s.s. 
Quadra,  had  her  engines  and  boilers 
overhauled  by  Yarrows  Ltd.,  Victoria, 
recently. 

The  I'nion  Steamship  Co.'s  steamships 
Chemainus  and  Chilliwack  underwent 
extensive  overhaul  by  the  B.C.  Marine 
Railway  Co.,  Vancouver,  recently. 

The  C.P.R.  s.s.  Princess  Alice  was 
docked  recently  at  Yarrows  Ltd  yards. 
Victoria,  for  cleaning  and  painting,  and 
general  overhaul,  including  the  drawing 
of  the  tail  shaft. 

The  Coastwise  Steamship  &  Barge 
Co.,  Vancouver,  B.C.,  has  bought  the 
barge  Granco,  from  U.S.  owners,  and  has 
transferred  it  to  the  Canadian  register 
under  the  name  of  Barracouta. 

The  Canadian  Fish  &  Cold  Storage  Co., 
Prince  Rupert,  B.C.,  has  bought  the  s.s. 
Louisiana  from  U.S.  owners,  and  has 
transferred  it  to  the  Canadian  register 
with  the  name  of  Chief  Legale. 

The  Grand  Trunk  Pacific  Coast  Steam- 
ship Co.  was  reported  recently  to  be  ne- 
gotiating for  the  purchase  of  the  s.s. 
Roosevelt,  owned  in  Seattle,  Wash.  After 
an  inspection  it  was  found  that  exten- 
sive alterations  would  be  necessary,  and 
it  is  improbable  that  the  ship  will  be 
acquired. 

Canadian  National  Rys.  car  ferry 
steamship  Canora  was  thoroughly  over- 
hauled by  Yarrows,  Ltd.,  Victoria,  B.C., 
recently,  and  resumed  her  trips  between 
Port  Mann  and  Patricia  Bay,  early  in 
December.  It  is  reported  that  she  is  to 
be  used  for  the  transfer  of  cars  to  and 
from  the  Ogden  Point  piers,  Victoria. 

The  Grand  Trunk  Pacific  Coast  Steam- 
ship Co.'s  s.s.  Prince  Rupert  was  laid  up 
at  Prince  Rupert,  Dec.  28,  for  her  annual 
overhaul,  and  the  steamship  service  on 
the  route  between  Seattle,  Vancouver, 
Prince  Rupert  and  Anyox,  was  reduced 
to  a  weekly  one,  with  the  s.s.  Prince 
George.  The  company's  Queen  Charlotte 
Islands  and  Stewart  service  is  being  per- 
formed by  the  s.s.  Prince  Albert,  the  s.s. 
Prince  John  having  been  taken  off  the 
route  until  further  notice. 


PaH.senger    Pares   on    Atlantic   Steam- 

ship.s — War  time  rates  for  passengers 
crossing  the  Atlantic  remain  in  force, 
and  are'  likely  to  do  so  for  some  time. 
The  passenger  business  across  the  ocean 
is  comparatively  heavy,  and  the  prospects 
for  next  year  are  rather  for  an  increase 
than  n  decrease  in  the  number  of  pas- 
sages, both  east  and  west.  First  class 
fares  vary,  according  to  the  type  of  ves- 
sel, from  $202.50  to  $150;  second  class 
fares  from  $110  to  $92.50;  cabin  fares  on 
.single  class  vessels  from  $100  to  $00; 
third  class  fares  from  $67.50  to  $61.25. 
In  adilition  to  these  rates  there  is  a  war 
tax  of  $5  on  those  above  $65;  $3  on 
those  between  $40  and  $65,  and  $1  on 
those  from  $10  to  $40. 


Mainly  About  Marine  People. 

Lionel  H.  Clarke,  grain  merchant,  To- 
ronto, who  has  been  ('hairman,  Toronto 
Harbor  Commission,  since  its  inception, 
tendered  his  resignation  early  in  De- 
cember, on  being  appointed  Lieutenant- 
Governor  of  Ontario.  The  other  commis- 
sioners passed  a  resolution  placing  on 
record  their  high  appreciation  of  his  in- 
valuable service  as  chairman  during  the 
past  seven  years,  and  requested  him  to 
withdraw  his  resignation,  and  to  continue 
to  act  as  chairman,  which  he  consented 
to  do. 

John  Watson  Corb«tt,  whose  appoint- 
ment as  Purchasing  Agent,  Canadian 
Government  Merchant  .Marine,  Ltd., 
Montreal,  was  announced  in  our  last  is- 
sue, was  born  there,  Oct.  4,  1K87,  and 
entered  transportation  serN'ice  in  July, 
1905,  since  when  he  has  been,  to  Mar., 
iy08,  in  Superintendent's  office,  Cana- 
dian Northern  Ry.,  Montreal;  Apr.,  1908 
to  Nov.,  1909,  in  Purchasing  Department, 
same  road,  Quebec,  Que.;  Feb.,  1917  to 
Dec,  1918,  in  Purchasing  Department, 
Imperial  Munitions  Board,  Toronto;  Jan. 
1  to  Oct.  31,  1919,  in  Purchasing  Depart- 
ment, Canadian  National  Rys.,  Winni- 
peg. 

John  P.  Doherty,  whose  appointment 
as  Port  Agent,  Canadian  Government 
Merchant  Marine,  Ltd.,  St.  John,  N.B., 
was  announced  in  our  last  issue,  was  bom 
at  Portland,  Me.,  Apr.  8,  1889,  and  en- 
tered transportation  service  in  May,  1904, 
since  when  he  has  been,  to  Feb.,  1915, 
chief  clerk,  Allan  Line  Steamship  Co., 
at  Quebec  in  the  summers,  and  at  St. 
John,  N.B.,  in  the  winters;  Feb.,  1915  to 
.May,  1918,  chief  clerk,  Canadian  Pacific 
Ocean  Services  Ltd.,  same  places;  Sept., 
1918  to  Nov.,  1919,  Travelling  Freight 
Agent,  C.P.R.,  St.  John,  N.B. 

J.  W.  Norcross,  President,  Canada 
Steamship  Lines,  Montreal,  and  Mrs. 
Norcross,  announce  the  engagement  of 
their  eldest  daughter,  Jessie  Eileen,  to 
D.  H.  Mapes,  Jr.,  of  New  York,  son  of 
D.  H.  Mapes,  Engineer  of  Buildings,  C.P. 
R.,  Montreal,  the  marriage  to  take  place 
in  January. 

Hon.  C.  C  Ballantyne,  Minister  of 
Marine  and  of  Naval  Service,  entertained 
Admiral  Viscount  Jellicoe,  and  a  large 
number  of  other  guests,  at  dinner  at  the 
Country  Club,  near  Ottawa.  Dec.  4.  Mrs. 
Ballantyne  gave  a  dinner  in  Montreal  for 
Lady  Jellicoe,  Dec.  9. 

J.  F.  Paige,  who  was  appointed  Oper- 
ating Manager,  Halifax  Shipyards,  Ltd. 
recently,  took  over  his  new  duties  there 
early  in  December.  He  was  formerly 
General  Manager,  Port  .\rthur  Shipbuild- 
ing Co.,  Port   Arthur,  Ont. 

St.  Lawrence  River  Pilotage — A  peti- 
tion has  been  addressed  to  the  Minister 
of  Marine  urging  the  abolition  of  com- 
pulsory payment  of  pilotage  dues,  and 
against  the  continued  discrimination 
against  ships  from  Ontario,  which  are 
not  includeci  in  the  exemptions  extended 
by  the  Canada  Shipping  Act,  sec.  477. 
This  matter  has  been  brought  before  the 
government  several  times  during  past 
years,  by  the  Dominion  Marine  .Associa- 
tion, but  nothing  has  been  done  to  re- 
lieve the  vessels  trading  to  St.  I>awrence 
ports  from  Ontario.  The  Shipping  Fed- 
eration of  Canada,  which  has  always  op- 
posed any  change  in  the  restrictions 
against  Ontario  shipping,  is  now  stated 
to  favor  the  proposal,  and  it  is  reason- 
able to  expect  that  the  desired  amend- 
ment.s  will  be  made  shortly. 


January,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


58 


Regulations  for  Bunkering  Ships  on  Atlantic  and 
Pacific  Coasts. 


Customs  Requirements  re  Coast- 
wise Entries  and  Clearances. 


The  Canadian  Trade  Commission's 
Fuel  Section  and  License  Department  at 
Ottawa  issued  the  following  circulars  to 
steamship  owners  recently  over  the  sig- 
nature of  M.  J.  Cullen: — 

Nov.  29,  1919.  In  order  to  facilitate 
the  issuance  of  licenses  for  the  bunker- 
ing of  your  boats,  we  would  prefer,  when 
possible,  to  receive  your  application  by 
mail,  furnishing  the  information  requir- 
ed on  the  enclosed  forms,  which  should 
be  transmitted  in  duplicate.  In  addition 
to  the  information  asked  for  on  the 
blanks  we  also  require  to  know  the  na- 
ture of  the  cargo  being  carried  by  the 
vessel  under  consideration,  together 
with  the  country  of  origin  of  the  same. 
When  time  will  not  permit  of  applica- 
tion being  made  by  mail,  telegraphic 
applications  should  contain  all  the  in- 
formation requested  on  the  bunkering 
form,  together  with  the  nature  of  the 
cargo  and  the  country  of  its  origin. 

I  may  inform  you  that  it  is  the  com- 
mission's policy  to  grant  bunkers  to 
boats  of  foreign  registry  sufficient  only 
to  carry  them  to  their  destinations,  while 
Canadian  owned  boats  may  be  bunkered 
for  the  round  trip. 

We  are  desirous  that  as  much  bunker- 
ing as  possible  should  be  undertaken  at 
Sydney,  N.S.,  on  account  of  its  proxim- 
ity to  the  mines,  and  would  appreciate 
your  co-operation  in  having  as  many  of 
your  craft  as  possible  diverted  to  that 
point  for  this  pui-pose. 

In  order  to  expedite  the  coaling  of  ves- 
sels on  the  Eastern  Maritime  coast,  A. 
L.  Woods  has  been  appointed  by  this 
commission  to  issue  licenses  for  bunker- 
ing of  vessels  at  Sydney,  North  Sydney, 
and  Louisburg.  Mr.  Wood's  headquar- 
ters are  at  Sydney  and  any  request  for 
licenses  covering  coaling  of  vessels  at 
points  under  his  jurisdiction  should  be 
directed  to  him. 

Dec.  6,  1919.  In  further  reference  to 
our  circular  letter  of  Nov.  29,  I  beg  to 
advise  you  of  the  policy  now  decided  upon 
by  this  commission  for  the  bunkering  of 
vessels  which  becomes  effective  Dec.  8, 
at  1  a.m.  Bunkers  may  be  given  boats 
for  the  following  movements: 

1.  Vessels  sailing  from  foreign  des- 
tinations to  United  States  ports  may  re- 
ceive bunkers  at  Canadian  ports,  to  take 
them  to  U.S.  destination  and  return,  or 
they  may  be  bunkered  at  Canadian  ports 
to  take  them  to  their  U.S.  destination 
and  thence  back  direct  to  their  foreign 
port. 

2.  Boats  sailing  from  the  U.S.  to  for- 
eign destinations  may  be  given  bunkers 
at  Canadian  ports  sufficient  only  to  take 
them  to  their  destination. 

■i.  Boats  sailing  from  Canadian  ports 
may  be  bunkered  with  sufficient  coal  only 
to  take  them  to  destination. 

4.  Bunkering  of  boats  will  be  govern- 
ed by  the  available  coal  supply,  and  pre- 
ference given  in  the  following  order,  (a) 
Canadian  owned  boats;  (b)  boats  flying 
British  flag;  (c)  boats  flying  U.S.  flag; 
(d)  boats  flying  allied  flag;  (e)  boats 
flying  neutral  flags;  (f)  boats  flying 
other  flags. 

In  order  to  preclude  delay  in  coaling 
at  Halifax  and  St.  John,  we  are  pleased 
to  advise  you  of  the  appointments  of 
the  following  officers  who  are  authorized 
to  grant  licenses  at  these  ports:  Lieut. 
Alfred  J.  May,  Customs  House,  Halifax, 


N.S.;  Lieut.  C.  J.  Mulcahey,  Naval  Dock 
Yards,  St.  John,  N.B.  When  requiring 
permits  to  coal  a  tthese  ports,  please 
direct  your  requests  to  the  above  men- 
tioned officers. 

Canadian  Railway  and  Marine  World 
is  officially  advised  that  in  addition  to 
the  officers  appointed  to  issue  bunkering 
licenses  on  the  Atlantic  coast,  W.  G. 
Gaunce  has  been  authorized  to  grant 
licenses  covering  the  bunkering  of  ships 
on   the  Pacific  coast. 

In  reference  to  the  foregoing  we  are 
advised  that  it  was  necessary  to  control 
the  export  of  coal,  under  an  agreement 
reached  between  the  Canadian  Fuel  Con- 
troller and  the  U.S.  Fuel  Administra- 
tion, whereby  the  latter  arranged  to  let 
Canada  have  a  supply  of  emergency  coal 
for  the  urgent  needs  of  Ontario  and  Que- 
bec, provided  the  use  of  coal  at  the  Can- 
adian .\tlantic  and  Pacific  seaports  was 
curtailed  in  certain  ways.  The  control 
of  exports  was  enforced  formerly  by  the 
War  Trade  Board,  and  after  its  discon- 
tinuance the  control  was  transferred  by 
order  in  council  to  the  Canadian  Trade 
Commission.  It  is  hoped  that  all  restric- 
tions on  the  bunkering  of  vessels  will  be 
removed  early  in   1920. 


Roger  Miller  &  Sons  Ltd.  Toronto 
Harbor  Contract. 


S.  W.  Jacobs,  M.P.  for  Montreal,  asked 
several  question  in  the  House  of  Com- 
mons recently,  which  were  answered  by 
the  Minister  of  Public  Works,  the  ques- 
tions and  replies  being  as  follows: 

Q.  Has  an  order  in  council  been  passed 
giving-  Roger  Miller  &  Sons,  Ltd.,  addi- 
tional work  on  a  cost  plus  basis  over 
and  above  that  originally  provided?  A. 
Yes. 

Q.  What  was  the  amount  provided  or- 
iginally to  be  done  by  Roger  Miller  & 
Sons,  Ltd.,  on  a  cost  plus  basis,  and  what 
were  the  terms  under  which  this  work 
was  to  be  done?  A.  Approximately 
$848,000,  on  basis  of  cost  plus  '!Vi';'<. 

Q.  What  was  the  amount  of  the  work 
under  such  order  in  council,  and  what 
were  its  terms?  A.  Approximately  $2,- 
478,2.50,  on  same  basis  of  cost,  plus  7Va'/'r. 

Q.  Has  an  appropriation  yet  been  made 
covering  the  additional  work  authorized 
by  such  order  in  council  ?     A.  No. 


Canadian    Western     Steamships     Ltd., 

has  been  incorporated  under  the  British 
Columbia  Companies  Act  with  $2,000,000 
authorized  capital  and  office  at  Vancou- 
ver, B.C.,  to  own  and  operate  steam  and 
sailing  ships,  and  to  carry  on  a  general 
navigation  and  transportation  business. 

The  Ko.ss  Navigation  Co.  Ltd.,  Pas, 
Man.,  has  made  application  to  the  In- 
terior Department  for  a  lease  of  lots  25 
and  29,  at  Sturgeon  River  Landing,  Man., 
for  the  erection  of  docks,  wharves,  ware- 
houses, etc.  These  lots  have  a  frontage 
on  the  Sturgeon  River,  of  100  ft.  each, 
with  a  depth  of  25  and  60  ft.,  respective- 
ly, and  were  surveyed  in  1917 .  at  the 
mouth  of  the  Sturgeon  River,  on  Namen 
Lake,  to  meet  requirements  in  connec- 
tion with  navigation  at  that  point,  which 
is  the  head  of  navigation  from  Pas  to  the 
northern  nart  of  Manitoba.  The  rental 
to  the  company  will  be  at  $10  a  year  for 
5  years. 


Canadian  Railway  and  Marine  World 
for  Oct.,  1919  contained  a  reference  to 
the  desires  of  British  Columbia  steam- 
ship owners  for  some  relief  from  alleged 
unnecessarily  onerous  customs  require- 
ments in  connection  with  the  operation 
of  steamships  in  the  coasting  trade.  Un- 
der the  present  rules,  it  is  necessary  for 
all  steamships  engaged  in  the  coasting 
trade  to  make  entry  and  clearance  at  each 
port  of  call,'  whether  carrying  dutiable 
cargo  or  not,  and  regardless  of  the  num- 
ber of  calls  they  may  make  at  the  same 
port  on  the  same  day  or  trip.  An  ex- 
ample of  this  is  shown  in  the  case  of 
the  C.P.R.  s.s.  Princess  Patricia,  a  pas- 
senger steamship  running  the  short  dis- 
tance between  Vancouver  and  Nanaimo, 
making  two  round  trips  daily,  and  having 
to  make  two  entries  and  two  clearances 
at  each  port,  even  when  not  carrying  any 
bonded  or  dutiable  cargo.  The  whole 
question  was  taken  up  by  C.  H.  Nichol- 
son, Manager,  Grand  Trunk  Pacific 
Coast  Steamship  Co.,  Vancouver,  some 
months  ago,  and  in  a  communication  to 
the  Dominion  Marine  Association,  he  ask- 
ed that  association's  aid  in  the  attempt 
to  obtain  some  relief.  The  association 
has  expressed  itself  as  approving  of  the 
movement,  believing  the  requirements 
are  enforced  for  purely  statistical  pur- 
poses and  throw  a  heavier  burden  on  ship 
owners  than  is  justified  by  the  benefits 
received. 

Information  regarding  the  practice 
adopted  by  other  countries  in  this  regard 
has  been  collected  by  Frank  Waterhouse 
and  Co.  of  Canada  Ltd.,  Vancouver,  and 
from  this  it  is  gathered  that  in  the  Unit- 
ed Kingdom  there  is  a  system  of  tran- 
sires,  which  permits  vessels  to  arrive 
and  depart  at  the  various  ports,  when 
not  going  to  a  foreign  port  and  not  carry- 
ing bonded  cargo,  without  reporting  at 
the  customs  house.  A  record  is  kept  and 
reports  are  made  from  time  to  time  as 
required  by  the  Customs  Department,  and 
it  is  said  that  a  similar  practice  obtains 
in  the  various  British  dominions,  with 
the  exception  of  Canada.  In  Norway, 
Sweden,  Japan  and  several  other  coun- 
tries, coastwise  traders  are  not  required 
to  enter  and  clear  each  trip.  In  the 
United  States  special  arrangements  are 
made  for  coastwise  traders,  the  whole 
area  being  divided  into  five  districts,  and 
so  long  as  a  coastwise  vessel  is  trading 
within  one  of  these  customs  districts,  it 
is  not  required  to  enter  or  clear  unless 
can-ying  bonded  or  dutiable  cargo.  When, 
however,  it  is  trading  between  a  port  in 
one  district,  and  a  port  in  another  dis- 
trict, it  is  necessary  to  enter  and  clear. 

It  is  desired  that  the  Dominion  Gov- 
ernment adopt  a  system  of  transires  for 
the  British  Columbia  coasting  trade,  to 
obviate  the  difficulty  complained  of. 


Australian  Shipbuilding  Cost.s — It  has 
been  officially  stated  that  H.M.A.S. 
Brisbane,  which  was  built  at  Cockatoo 
Island  dockyard,  Sydney,  during  the  war, 
cost  £776,000,  against  £385,000  for  H.M. 
A.S.  Sydney,  and  £405,000  for  H.M.A.S. 
Melbourne,  which  were  built  in  Great 
Britain  just  prior  to  tjje  war.  All  are 
practically  sister  ships,  there  being  very 
little  diff'erence  in  tonnage,  armaments 
and  rating.  Most  of  the  material  for 
the  Brisbane  was  imported,  and  difficult 
to  obtain;  the  mechanics  employed  were 
inexperienced,  and  the  cost  of  building 
was  therefore  necessarily  high. 


r>4 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


January,  1920. 


Marine  CaMualtieH  During  1918. 

'Vhv  report  i>f  I..  A.  I>rnnT!<.  Dcmiinion 
Wr»'i-k  I'oniniiiinioncr  for  the  rnlfndnr 
yoar  1SM8,  u-hirh  wan  not  printed  nnd 
di.ilributed  until  Doc..  lOl'.t.  states  thnt 
durintr  the  year  :il  formal  invcatiiratlons 
and  one  donnrtmrntal  inventiiration  were 
held. 

Durinif  ini8  there  were  22f>  casunlties 
reported  to  the  Marine  PepBrtment,  the 
tonnaire  of  the  .Hnnie  being  .'U2.92H,  and 
the  stated  damn^'c  $1,818,895,  while  402 
lives   were   loM. 

Of  the  casualties  180  were  to  roastuiK 
and  sea  trointr  ships,  the  tonnaKi"  JwinR 
280,.'i28.  the  stated  damaire  ?l,713,79n, 
and  402  lives  were  lost;  4Cy  uf  the  casual- 
ties were  to  inland  ships,  the  tonna^o 
b«infr  .'<2,400,  and  the  stated  damafrc 
$105,100. 

In  12U  cases  of  casualties  to  coastint; 
and  sea  rroinfr  ships,  and  24  cases  of 
casualties  to  inland  ships,  the  amount 
of  damaire  is  not  stated;  70  of  the  casual- 
tics  to  coastinfT  and  sea  poinp  ships, 
made  up  of  27  steam  and  4.'t  sailin^r  ships, 
resulted  in  total  losses,  and  of  this  num- 
ber 60  were  Canadian,  2  British  and  8 
foreiim  ships. 

Seven  of  the  casualties  to  inland  ships 
resulted  in  total  losses;  all  were  Cana- 
dian vessels. 

The  casualties  were  as  follows: 
Coaitinc  and  Sm  C«lnc  VmwI*. 

ColliniolM    SO 

Ki>unilcrinin     _ _ _ _ _     28 

Miiminw     vcssell     ^ „.,       8 

MUcelUneoiu  accidents:  Are,  loM  of  laili,  etc.     20 

Stmndins*   79 

V«a*«k  rank  by  rabmarinM „_ „ 20 

Inland  VcMcb. 

Collbions    .._ _.. 17 

Founderinffs     „..«..«......«.. „      4 

Mi>celUnc«m»    accidents    .............. .„ 8 

Stnndinics   „ „ „„ 17 


Nova  Scotia  Workmen's  Compen- 
sation .\ct  Made  Applicable 
to  Seamen. 

.\n  amendment  of  sec.  8  of  the  Nova 
Scotia  Workmen's  Compensation  Act 
comes  into  force  .Ian.  1,  and  provides  as 
follows: — Owners  and  employers  of  ves- 
sels registered  in  Nova  Scotia,  or  oper- 
ated by  an  employer  residinR  or  having 
a  place  of  business  in  Nova  Scotia,  shall 
be  liable  to  any  member  of  the  crew  who 
is  injured  by  an  accident  arising  out  of 
and  in  the  course  of  his  employment. 

The  amount  payable  to  an  injured 
workman  shall  be  an  amount  equal  to 
the  compensation  that  would  be  payable 
under  the  Workmen's  Compensation  Act 
if  the  industrj-  were  within  the  scope  of 
part  1  of  the  act. 

The  employer  may  escape  such  per- 
sonal liability  by  having  the  operations 
of  the  vessel  brought  under  part  1  of  that 
net.      Til    ilii    mi     an    .Tpplication     to     the 


Wurkmvn'a  Cam|H-niuition  Hoard,  and  the 
payment  of  an  assessment  based  upon 
the  amount  of  the  payroll,  arc  neccs- 
.Hnr>'. 

The  amendment  applies  only  to  vessels 
operating  between  places  in  Nova  Scotia 
and  places  in  New  Brunswick,  or  Prince 
Kdward  Island,  or  Newfoundland,  or  to 
vessels  making  fishing  trips  or  voyages 
from  ports  or  places  in  Nova  Scotia. 


Courtcnay  Ray  Development,  St. 
,lohn.  N.H. 

The  St.  John  Dry  Dock  and  Shipbuild- 
ing Co.  made  very  satisfactory  progress 
during  I'Jl'J  on  its  two  contracts  for 
harbor  works  and  dry  dock  respectively. 
The  work  consisted  principally  of  rock 
excavation  for  the  drydock  and  it  is  ex- 
pected that  this  work  will  be  finished  by 
the  middle  of  February.  The  excavation 
is  being  done  by  the  ordinary  methods 
of  drilling  and  blasting  and  removal  by 
steam  shovels.  The  rock  is  loaded  into 
6  yd.  dump  cars  and  hauled  by  locomo- 
tives to  the  breakwater,  where  it  is 
dumped  over  a  trestle. 

The  2,500  ft.  breakwater  extension  is 
nearly  completed,  with  the  exception  of 
laying  the  conerstone.  A  cofferdam  is 
being  built  to  unwater  an  area  sufficient- 
ly large  to  excavate  about  140,000  yd. 
of  rock  in  the  immediate  entrance  chan- 
nel to  the  breakwater.  This  cofferdam 
will  enclose  an  area  of  about  650  x  400 
ft.  The  channel  inside  the  cofferdam 
will  be  250  ft.  wide  and  about  500  ft. 
long.  The  excavation  grade  for  this 
channel  will  be  32  ft.  below  low  water 
which,  with  the  28  ft.  tide,  will  make 
the  extreme  depth  of  60  ft.  at  highest 
water. 

The  whole  work  is  of  very  consider- 
able magnitude  and  will  undoubtedly 
prove  of  very  great  interest  to  engineers 
generally.  In  consideration  of  the  ex- 
treme lead  of  water  and  the  length  of 
the  cofferdam,  it  is  probably  one  of  the 
largest  ever  undertaken. 


Among  the  Express  Companies. 


The  Canadian  National  Ex.  Co.  has 
opened  an  office  at  Birch  River,  Man., 
and  has  closed  its  office  at  Ragged 
Rapids,  Ont. 

"The  Dominion  Ex.  Co.  has  been  re- 
lieved by  the  Board  of  Railway  Commis- 
sioners, from  providing  a  cartage  ser- 
vice at  Courtright,  Ont. 

The  Canadian  National  Ex.  Co.  has 
opened  an  office  at  Entrance,  Alta.,  and 
has  closed  its  offices  at  Perthuis,  Que., 
Burwash,  Ont.,  and  Ardill,  Sask. 

New  regulations  respecting  the  pack- 
ing express  shipments,  went  into  effect 
during  the  early  days  of  December.  Un- 
(l<'r  those  regulations,  shipments  over  25 


lbs.  in  weight  must  be  forwarded  in 
wowlen  containers  or  cartons  bearing  the 
box  makers'  certificate  as  to  the  strength 
and  size  required  by  the  express  com- 
pany. 

The  Canadian  Ex.  Co.  was  fined  $202 
at  Ottawa,  Dec.  17,  for  transporting  • 
<|uantity  of  intoxicating  liquor  from 
Montreal  to  Ottawa  in  contravention  of 
an  onler  in  council,  passed  Feb.  24.  On 
the  application  by  counsel  for  the  de- 
fence, a  stated  case  was  granted  for  the 
Court  of  Appeal.  A  quantity  of  wine 
was  shipped  from  .Montreal  to  the  Ot- 
tawa Country  Club,  which  is  also  in 
Quebec,  and  in  the  course  of  transit,  it 
crossed  the  boundary  between  Quebec 
and  Ontario. 


Telejrraph,  Telephone  and  ("able 
Matters. 


The  American  Railroad  Association's 
Telegraph  and  Telephone  Division  held 
its  annual  meetings  at  Chicago,  Dec.  3 
to  5,  lt»19. 

G.  D.  Perry,  General  Manager,  Great 
North  Western  Telegraph  Co.  and  Mrs. 
Perry,  returned  to  Toronto  early  in  De- 
cember, from  a  trip  to  the  Pacific  coast. 

The  Great  North  Western  Telegraph 
Co.  has  opened  offices  at  Kabina,  Mattice 
and  Ragged  Rapids,  and  has  closed  its 
offices  at  Bansing,  Glenorchy  and  Wat- 
comb,  all  in  Ontario. 

The  Marconi  Wireless  Telegraph  Co. 
of  Canada  Ltd.,  has  bought  the  office 
building  occupied  by  the  Montreal  Stock 
Exchange,  where  it  is  opening  a  school 
for  training  wireless  operators.  The  price 
paid  was  $17  a  sq.  ft. 

The  Marconi  Wireless  Telegraph  Co. 
of  Canada,  will,  it  is  reported,  build  a 
large  wireless  telegraph  station  near 
Vancouver.  B.C.,  at  an  approximate  cost 
of  $2,000,000,  to  handle  commercial  busi- 
ness between  Canada  and  the  Orient,  and 
a  similar  station  will,  of  course,  be  built 
on  the  other  side  of  the  Pacific,  most 
likely  in  Japan. 


Transportation  Associations, 
Clubs,  Etc. 


The  names  of  persons  iriven  below  are  those  of 
the   Bccrctaries   anless    othcrwi»c   stated : 

American  Association  of  Tort  Authorities.  M. 
P.   Kcnncll.  Jr..   B7  Common   St..   Montrral. 

Bellrville  Railway  Men's  Educational  Clnb. 
Mt-eta  each  Tuesday.  7.30  p.m.  F.  A.  Pinluton. 
Belloville.    Ont. 

Canadian  Car  Senice  Burvao— W.  J.  Collins, 
ManaRcr.   401    St.   Nicholas    Buildins.   Montreal. 

Canadian  Electric  Railway  Association — Acton 
Burrows.   70    Bond   Street,   Toronto. 

Canadian  Freight  Association  (Eastern  lines) — 
G.  C.  Ransom,  909  Shaushncssy  Buildlns,  Mont- 
real. 

Canadian  FreiRht  Association  (Western  lines)  — 
W.  E.  Csmpbell,  803  Boyd  Block.  Winnipes. 


For  Sale  and  Classified    Advertising 


Under  this  heading  Canadian  Railway  and  Marine 
World  will  place  advertisements  for  Positions  Want- 
ed, positions  Vacant,  Equipment  for  Sale,  Tenders 
Wanted,  Dividend,  Annual  Meetings,  Legal  Notices, 


ADVEKTISINt;  RATES. 

Rates   for  advertisemrnts  set   in  uniform  style  in  six  point 

under 

Positions   Wantp<l  and   Positions   Vacant.   Sc  per  word. 
Eiiuipmrnt    for   Sale   advcrtisementji.  4c  per  word. 

Allow  five  words  where  replies  arr  to  be  sent  to  a  box  num- 
ber.    Minimum  order-  $1. 

R«t.M.    under   other   hrs.linirs    snd    for    disrlnj    a.hcrli.rmints 


*5 


Canadian  Railway  and  Marine  World 


February,  1920 


Graphic  Production  Control. 


By  E.  T.  Spidy,  Assoc.  Mem.  Am.  Soc.  Mech.  Eni;rs. ;   rroduction  Enarin»r,  AnKUs  Shops,  C.P.R.,  Montrral. 


In  the  management  of  any  industrial 
plant,  the  author  has  become  convinced, 
through  plain  experience,  tliat  apart 
from  the  personality  of  the  management 
directing  affairs,  and  the  regular  ac- 
counting system,  there  is  a  great  neces- 
sity everywhei'e  for  the  placing  of  facts 
in  such  a  manner  that  the  condition  of 
affairs  today  can  be  quickly  seen  in  their 
true  relation  to  the  policy  of  the  man- 
agement. We  are  all  more  or  less  ac- 
customed to  seeing  statistics  shown  gra- 
phically. Their  value  to  show  what  has 
happened  is  unquestioned.  We  are 
able  to  see  at  a  glance  for  instance 
how  our  expenditure  on  a  certain  class 
of  output  compares  with  last  year,  and 
if  we  plot  on  the  same  sheet  the  amount 
of  our  output  we  are  able  to  see  how  the 
cost  has  varied  with  the  output.  Such 
a  diagram  is  a  familiar  one  and  needs 
no  explanation  (sample  shown  in  fig.  1). 
Endless  combinations  are  made  like  this, 
but  they  all  tell  you  what  is  done.  I  wish 
to  emphasize  this  point  because  upon  it 
hinges  the  purpose  of  this  paper. 

I  ask  those  who  are  departmental 
heads,  do  you  not  on  receiving  state- 
ments, whether  in  figures  or  by  diagram, 
often  feel  that  you  have  been  "let  down," 
so  to  speak.  Let  us  suppose  you  have 
received  a  statement  showing  depart- 
mental expenses,  or  a  statement  of  out- 
put in  which  an  item  shows  lower  than 
your  expectations  or  the  average.  You 
see  a  condition  that  if  you  had  known 
it  was  happening,  you  could  have  done 
something,  but  you  didn't,  and  all  you 
can  do  now  is  to  investigate  and  make 
such  changes  as  your  judgment  dictates. 

After  you  have  received  an  explana- 
tion, called  your  man  down  or  perhaps 
replaced  him.  what  guarantee  have  you 
that  you  will  not  look  at  an  even  worse 
condition  next  month?  The  only  guar- 
antee you  have  is  your  confidence  m  the 
man  in  charge.  This  confidence  I  do  not 
for  an  instant  depreciate,  because  it  i.s 
your  main  stay  with  the  most  perfect 
of  systems,  but  consider,  in  this  age  of 
specializing,  would  you  not  be  better  off 
and  would  not  the  individual  depart-  . 
mental  heads  or  foreman  be  better  off  ■ 
if  you  were  to  supply  him  with  such  in- 
formation on  expenses  or  where  he  stands 
on  this  output,  or  other  details  that  are 
"up  to  the  day  of  looking  at  it,"  so  that 
he  can  control  the  situation  to  give  you 
what  you  want.  The  natural  question 
becomes,  can  it  be  done?  It  can  if  you 
organize  to  do  it.  To  organize  to  do  it, 
means  that  you  must  assist  that  execu- 
tive or  foreman  by  training  specialists 
to  perform  functions  that  are  at  present 
part  of  that  foreman's  duties,  to  do  them 
bettor  than  the  foreman  can,  by  reason 
that  these  specialists  concentrate  on  one 
particular  object  only. 

Specializing  needs  no  introduction,  on 
our  machines  and  operations  we  know 
a  specialist  can  produce  more  than  an 
all  round  man  on  work  adaptable  to  spe- 
cializing. We  no  more  think  of  having 
the  same  boilermaker  that  puts  a  patch 
on  a  boiler,  roll  in  tubes,  than  we  would 


ask  a  tuber  to  put  on  a  patch  even  if 
they  do  get  tin;  same  rate.  Therefore, 
I  say,  for  the  reason  that  specializing 
cuts  costs,  so  it  applies  in  management 
questions. 

Without  further  discourse  on  the  prin- 
ciples involved,  I  propose  to  give  a  few 
concrete  examples  of  how  graphical  pro- 
duction methods  permit  a  specialist  to 
perform  functions  that  assist  the  execu- 
tive by  supplying  information  that  is  "up 
to  the  day  of  looking  at  it,"  that  show 
"What  is  causing  delays,"  or  "What  will 
cause  delays."  The  diagrams  I  have 
made  are  for  obvious  reasons  of  size  and 
data  made  so  as  to  show  the  principle. 
Colors  ai'e  used  on  actual  forms  in-order 
to  create  striking  contrast. 

Locomotive  or  Passenger  Car  Repair 
Schedule — Example  1  is  a  shop  repairing 
locomotives.  The  methods  apply  equally 
to  a  passenger  car  repair  shop.  Our  ob- 
ject is  to  assist  all  foremen  to  plan  their 
work  so  that  delays  to  outjjut  are  min- 


PRODUCTION   AND  COSTS         .019    | 

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1 

Fis.    1,    What    HAS    happened. 

imized.  Analyzing  the  situation,  wo  find 
we  have  about  30  departments,  all  of 
which  receive  some  part  of  each  loco- 
motive or  car  to  repair,  and  on  all  of 
which  rests  the  responsibility  of  having 
it  ready  at  a  certain  time,  when  the  pro- 
cess of  erecting  demands  it.  Based  on 
the  road  report,  and  a  preliminary  in- 
spection our  specialist,  the  scheduleman, 
in  conjunction  with  the  general  foreman 
of  the  shop,  determines  that  it  will  require 
so  many  days  to  complete.  This  period 
is  determined  by  adding  together  the 
time  required  on  all  the  various  detail 
jobs  known.  From  past  experience  we 
have  on  this  work  developed  a  series  of 
schedules  from  9  to  :?0  days  each,  one  of 
which  is  applied  to  each  locomotive  or 
car  as  the  case  may  be,  as  the  work  de- 
mands. The  locomotive  repair  schedules 
are  practically  all  based  on  one  18  day 
schedule,  in  that  on  all  locomotives  the 
operations  for  the  first  .5  days  are  prac- 
tically the  same,  and  for  the  last  7  days 
also,  they  are  the  same;  the  space  in  be- 
tween being  taken  up  by  the  depart- 
ment having  the  excessive  or  special 
work  to  do. 

We  now  come  to  our  first  chart  which 
we  call  a  master  schedule  (fig.  2).  "The 
master    schedule    forms     have     detailed 


down  the  left  side  all  the  controlling  de- 
tail operations  or  parts  listed  in  the  se- 
quence in  which  they  are  required  com- 
pleted. At  the  top  of  the  vertical  columns 
we  enter  the  locomotive  or  car  number 
as  each  is  taken  in  the  shop,  and  then 
by  the  application  of  the  particular 
schedule,  on  which  each  locomotive  or  car 
is  to  follow,  we  enter  opposite  the  opera- 
tion or  part  the  date  it  is  required  com- 
pleted or  delivered.  When  this  is  done 
we  take  our  second  form  called  a  date 
schedule  (fig.  3),  which  is  identical  with 
the  master  schedule,  except  that  instead 
of  locomotives  or  car  numbers  at  the  top 
of  the  vertical  column,  we  have  all  the 
days  of  the  month,  and  we  insert  in  the 
column  for  the  date  as  entered  on  the 
master  schedule  the  locomotive  or  car 
numbers  opposite  the  operation. 

This  is  done  as  soon  as  the  locomotive 
or  car  is  taken  in  the  shop.  By  a  four 
color  code  we  record  on  both  charts  every 
day  exactly  what  has  happened,  whether 
"on  time,"  "shop  late,"  "material  de- 
livery late,"  or  "drawings  late,"  in  black, 
green,  red  or  yellow,  respectively.  This 
is  done  as  follows:  Each  day,  at  a  cer- 
tain time,  the  schedulemcn  make  a  cheek 
of  all  shops,  after  which  they  mark  up 
the  master  and  date  schedules.  Follow- 
ing this  they  make  out  from  the  date 
schedule  for  each  departmental  foreman, 
a  list  of  operations  due  completed  to- 
morrow, and  include  on  it,  especially 
marked,  all  items  that  are  late.  This  daily 
order  of  work  sheet  is  delivered  to  each 
foreman  the  night  before  the  day  it 
covers,  so  that  they  can  plan  their  work 
to  cover  every  item.  Incidental  to  this 
a  list  of  all  late  items  in  all  shops  is 
prepared  for  the  general  foreman  and  su- 
perintendent's use  in  order  that  they  may 
use  their  influence  to  prevent  further  de- 
lays. 

Summarizing  this  example,  we  provide 
each  departmental  foreman  with  a  list  of 
work  which  must  be  done  tomorrow;  we 
provide  a  list  of  late  operations  and  ma- 
terial so  that  delays  may  be  investigat- 
ed and  something  can  be  done  early  in 
the  progress.  We  "have  before  us  a  gra- 
phic record  of  each  locomotive  or  car's 
progress,  showing  each  delay,  as  it  oc- 
curs, and  we  have  a  graphic  record  of 
each  day's  progress,  from  which  weak 
points  can  be  seen  at  a  glance.  The  re- 
sult of  this  performance  is  that  we  get 
a  "to- operative  effort,  because  each  de- 
partment, being  familiar  with  the  pro- 
cess, realizes  that  the  management  knows 
what  is  going  on  and  can  measure  each 
man's  effort.  It  makes  it  unnecessary 
for  foremen  to  leave  their  shops  to  trace 
material,  this  being  part  of  schedule- 
man's  duties.  Changes  that  occur  when 
extra  work  is  found  necessary,  causing 
a  set  back  to  the  original  date  of  de- 
livei-y  are  automatically  taken  care  of 
by  the  production  department.  The  net 
result  is  a  shorter  number  of  days  in  the 
shop  per  unit,  time  between  jobs  reduced 
and  lower  costs. 

Locomotive  or  Passenger  Car  Repair 
Costs — Example  2  may  be  considered  a 


56 


CANADIAN  KAIIAVAY  AND  MARINE  WORLD 


February.  1920. 


ronliiumtion  of  the  rtr»t  cxampip  in  that 
it  roiiirriiH  contJi.  It  in  important  tliat 
wi-   '■  'H   (li-tnil   costs   lit  riirront 

jMM  •!•>  thi-  shop  litlli-  Kood  if 

thi  J  11  Iho  job  tit  conipU'tc  and 

anuy  iKnn  u».  Our  proposition  Ihvn  Is 
to  kwp  track  of  loconiotivo  repair  vx- 
pcndilurc  in  ordi-r  to  kcop  the  cost  ri»;ht- 
The  nii'lbo<l  is  suiUil>l('  for  all  cinsscs  of 


In  each  loromoUvo  cost  column,  a  red 
cross  line  is  drawn  nt  a  point  oppoiiit* 
the  eslmialiMl  cost  of  the  job.  An  cstim- 
iite  is  made  for  each  locomotive  based 
im  an  avcrnife  in  the  case  of  straiicht  re- 
pairs, as  soon  as  inspection  is  complete, 
anil  which  includes  extra  allowances  in 
the  case  of  extra  or  special  repairs.  Now, 
when  an  executive  looks  at  the  chart,  he 


lyzod  and  acted  upon  before  the  que*tion 
is  asked. 

Cost  of  Manufactured  Material — Ex- 
ample ;i  concerns  the  efficiency  and  cost 
of  detail  manufacturetl  material.  Our 
desire  is  to  know  the  efficiency  and  coat 
of  each  order  up  to  date,  during  its  pro- 
gress throuKh  tne  shops.  The  methcnl  de- 
scribed  is   used   by   manufacturing   con- 


«o-T»«r    ^     ,-,>^        REPAIR   SCHEDU 

OP.  K.T, ».  /s's^w^.ry^ir^^^M; 

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DrtTL      SCHEDULE 


work  where  average  costs  are  maintain- 
ed and  used  as  a  base  for  expenditure.  It 
is  not  recommended  in  this  form  for 
manufacturing  of  a  small,  multitudinous, 
or  varied  nature. 

The  chart  shown  in  fig.  4  is  a  graphic 
representation  of  current  locomotive  re- 
pair costs.  The  method  here  also  would 
apply  to  passenger  equipment  costs.  On 
the  left  is  a  scale  of  dollars  large  enough 
to  cover  the  anticipated  range.  Each 
vertical  column  is  headed  with  the  loco- 
motive number,  the  date  it  came  in  the 


notes  particularly  those  that  have  gone 
past  the  red  mark  and  by  consultation 
with  the  locomotive  master  schedule 
(similar  to  chart  2)  he  sees  what  has 
happened,  when  it  happened  and  the  pro- 
gress of  that  particular  locomotive.  He 
is  then  in  a  position  to  act  if  his  judg- 
ment indicates  the  cost  is  abnormal.  It 
will  be  noted  that  short  thin  black  lines 
extend  from  each  locomotive  cost  line, 
at  more  or  less  irregular  intervals,  with 
a  number  close  at  hand.  These  lines  are 
to  indicate  the  amount  added  each  day. 


cerns  which  have  found  that  the  way  to 
control  costs  is  in  the  shop  while  the  job 
is  in  progress.  It  is  applicable,  in  a 
form  adapted  to  railway  back  shop  manu- 
facturing, and  is  a  real  way  to  keep  these 
costs  right.  It  consists  of  a  job  cost 
sheet,  and  is  kept  and  entered  up  in  the 
shop  office.  These  sheets  are  kept  in 
loose  leaf  book  form,  and  the  duties  of 
the  cost  clerk  are  to  enter  in  the  proper 
column,  from  the  daily  time  cards,  the 
costs  incurred  the  previous  day.  Thus 
by  noon  the  cost  of  each  order,  up  to  the 


9.  c^  „.»  LOCO    REPAIR     cost; 


FI&    4 


LOCO     REPAIR    COSTS 


SUMMARY 


CMrtRftcO  TO 


HfW    IHCIMtS 


REPHIR   ENQlNESt 


STO<«t   OROt«'. 


f  Ktl&HT    CUR  O 


TOOLSVMnCM  "ll 


riQ  3 


SyrtWARV    h  EXPENDITURE 


shop,  and  the  class  of  repair  it  is  get- 
ting is  also  inserted  small  for  reference. 
By  arrangements  with  the  cost  depart- 
ment these  daily  costs  arc  given  a  pre- 
ference, and  are  supplied  the  second  day 
after  they  are  incurred,  on  a  special  form 
for  the  purpose,  and  on  the  cost  chart 
a  black  line  is  extended  under  each  loco- 
motive daily,  to  show  total  cost  to  date. 


and  the  number  represents  the  dale.  Wo 
can  thus  see  whether  the  labor  expended 
has  been  irregular,  or  whether  it  is  a 
steady  growth.  This  is  a  clear  indication 
of  good  or  bad  organization  in  the  shops. 
Very  great  use  can  be  made  of  this  chart. 
It  shows  poor  distribution  of  labor  in 
detail  and  enables  conditions  that  bring 
about  high  costs  to  be  thoroughly  ana- 


previous  evening,  should  be  enteroii.  On 
each  sheet  is  detailed  the  standard  meth- 
od of  doing  the  job  and  the  standard 
time  allowed  for  each  operation.  This 
information  is  obtained  from  the  produc- 
tion department,  which  develops  the  cor- 
rect method,  in  conjunction  with  the  shop 
engineer  and  foreman  of  the  department, 
who,  at  the  same  time,  recommend  such 


February,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


57 


special  jigs  and  tools  as  may  be  deemed 
necessary.  When  the  order  is  a  special 
one,  that  is,  unusual,  or  rare  enough  not 
to  warrant  making  standards  for  further 
use,  a  summary  estimate  is  made  up  for 
each  operation  by  the  production  de- 
partment, in  order  that  a  daily  check 
may  be  kept  on  the  job.  The  duty  of 
the  cost  clerk  is  to  call  the  attention  of 
the  foreman,  or  party  concerned,  when 
the  cost  e.xceeds  the  allowance  up  to  the 
point  in  the  progress  the  order  has  reach- 
ed. We  thus  have  a  means  of  keeping 
our  foreman  posted  up  to  date  on  the 
cost  of  each  job,  at  all  points  of  its  pro- 
gress, not  when  it  is  done  and  too  late 
for  him  to  do  something. 

Major  Account  Expenditure — E.xample 
4  is  a  form  that  we  use  to  show  us  gra- 
phically our  unit  and  summary  expendi- 
tures on  major  accounts.  It  was  develop- 
ed by  the  late  H.  L.  Gantt  and  used  effec- 
tively to  record  progress  of  airplane  and 
munition  manufacture,  also  many  other 
items  in  his  work  for  the  U.S.  Govern- 
ment during  the  war.  We  want  to  know- 
how  our  daily  expenditure  on  each  ac- 
count compares  with  the  allowance  for 
the  day,  also  how  our  total  expenditure 
to  date  compares  with  the  total  allow- 
ance to  date  on  each  account.  The  chart, 
fig.  5,  contains  one  vertical  column  for 
each  day  of  the  month,  over  which  the 
date  is  inserted.  On  the  left  hand  side 
the  name  of  each  account  is  inserted. 
We  then  calculate  the  allowance  for  each 
working  day  of  the  month  and  enter  it 
for  reference  on  the  right  hand  side  of 
the  chart.  Now  in  making  up  the  chart 
it  must  be  understood  that  the  distance 
horizontally  between  each  date  column 
represents  100',;,  or  the  allowance  figure 
for  the  day,  on  the  right,  and  as  your 
actual  expense  figures  are  received,  you 
make  a  line  across  that  space  equal  to 
the  amount  actually  expended.  If  less 
than  the  allowance,  this  line  will  not 
cover  the  space,  if  more  than  the  allow- 
ance, an  extra  line  over  the  one  covering 
the  space  shows  how  much.  Directly 
under  this  line,  representing  the  daily  ex- 
penditure, is  a  thicker  line,  that  repre- 
sents summary  cost  to  date.  This  line 
is  merely  extended  daily,  by  the  same 
amount  as  entered  under  the  daily  cost 
column,  except  that  it,  being  no  respecter 
of  dates,  it  shows  by  its  total  length, 
whether  the  account  is  over  or  under  ex- 
pended to  date,  the  comparative  point 
being  always  the  line  of  the  date  up  to 
which  the  chart  is  entered. 

While  this  sounds  somewhat  complex, 
it  really  is  extremely  simple  in  operation 
and  we  have  a  complete  record  on  each 
account  of  how  much,  when,  and  on  what 
account  we  have  over  or  under  expended. 
The  chart  is  soon  readable  by  anyone 
and  shows  immediately  how  close  in- 
structions are  being  attended  to.  As 
may  be  seen,  the  idea  is  one  of  vast  pos- 
sibilities outside  of  costs,  where  unit  anjl 
summary  data  are  required. 

Building  New  Equipment — Example 
5  covers  the  manufacturing  of  new 
equipment,  such  as  locomotives,  passen- 
ger cars  or  freight  equipment  of  any  de- 
scription. Here  a  new  element  demands 
first  consideration,  and  that  is  raw  ma- 
terial, the  source  of  which  we  do  not 
control.  It  goes  without  saying  that  the 
shops  can  make  no  progress  without  ma- 
terial and  drawings.  Therefore,  we  re- 
quire practically  all  the  items  that  are 
not  stores  stock  to  be  included  on  our 
schedule  for  erection.  Material  that  is 
regular  stores  stock  requires  to  be  check- 
ed at  definitely  determined  periods,  be- 
fore  it  is  required  for  erection,   but  by 


reason  of  the  number  of  items  it  is 
usually  followed  on  a  special  chart.  It 
is  essential,  however,  that  all  castings 
and  all  purchased  material  be  listed  on 
our  erecting  schedule.  Our  object  is  to 
complete  so  much  equipment  at  a  certain 
date.  On  the  master  schedule  chart,  we 
list  all  these  parts  on  the  left  hand  side, 
and  head  all  our  vertical  columns,  which 
cover  a  period  of  three  months,  with  the 
date.  We  insert  the  completion  date  at 
the  point,  the  first  unit  is  required  com- 
pleted, and,  working  back  from  that  date 
for  each  item,  w-e  then  insert  the  date 
each  item  is  required  completely  machin- 
ed, ready  for  erection.  Then,  from  each 
of  these  dates,  we  compute  the  neces- 
sary time  for  machining  each  item,  which 
gives  us  the  date  raw  material  must  be 


resent  whether  item  is  "on  time,"  "shop 
late,"  "material  late"  or  "drawings  late." 
Black  represents  "on  time"  in  every  case, 
and  green,  red  and  yellow,  respectively, 
represent  late  on  the  other  items.  This 
color  scheme  is  standard  on  all  charts 
and  a  clear  indication  at  all  times  is 
available  of  the  general  condition  of  the 
order.  A  permanent  record  is  incident- 
ally available,  showing  reasons  for  de- 
lays, which  places  the  responsibility 
where  it  belongs.  It  also  shows  much 
good  matter  for  consideration  when  fu- 
ture orders  are  being  placed.  Its  chief 
value  to  the  shop  is  that  it  shows  what 
is  due  to  be  done  each  day,  and  shows 
at  a  glance  how  the  material  is  coming 
along,  and  how  dates  are  being  main- 
tained so  that  the  shops  can  be  organized 


available.  After  this  we  take  into  ac- 
count the  necessary  time  to  deliver  pat- 
terns, and  to  obtain  material  from  brass, 
steel  or  grey  iron  foundry  or  other  source 
from  which  material  is  obtained,  and 
thus  we  arrive  at  the  date  drawings 
must  be  completed.  All  these  dates  are 
marked  plainly  on  the  chart  and  the 
parties  concerned  are  given  a  copy  of 
the  schedule.  The  whole  form  repre- 
sents what  must  be  done  in  order  that 
the  final  completion  date  be  made.  It 
does  not  matter  if  material  arrives  before 
that  date,  but  a  certain  time  before  each 
item  becomes  due,  our  schedule  tracers 
commence  to  trace  the  party  concerned, 
in  order  to  prevent  avoidable  delays. 
Each  day,  as  it  passes,  one  date  column 
is  filled  in  with  the  proper  color,  to  rep- 


accordingly.  We  are  able  very  definitely 
to  advise  the  management  months  ahead, 
that,  for  the  reasons  shown,  a  change  in 
programme  may  be  necessary.  The  ne- 
cessity of  prompt  action  is  also  shown 
vividly  when  delays  in  initial  stages  have 
occurred.  We  use  this  system  on  all  our 
new  equipment  programmes  with  very 
good  results. 

Detail  Operation  Schedule — Example 
6  is  a  method  used  by  the  author  to  plan 
the  work  for  every  productive  man  and 
machine  in  a  department.  The  object  is 
to  provide  the  shop  foremen  with  infor- 
mation as  to  the  "next  job"  for  every 
man.  Fig.  7  is  a  photograph  of  a  shop 
control  board,  which  consists  of  a  board 
containing  a  separateslot  for  every  man  or 
machine,  the  identification  being  down  the 


o8 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


February,  1920. 


As    oach    ordrr    in    rv- 
iriKlurtion  Hpfwrlmfnt.   n 


or  ..■  r.i|..  ..  . ;..  ..  ..... 

Hi.  hour.  Tlu'  tiiinni  is 

bl.i  I  vorticiilly  at  Wf«'k- 

ly  I.. I    is   liK-nlwl 

til.  of  the  month 

<-o\  .<n  fhf  l.nnrd. 

All 
on 
p<i 

a\..  ■  ..n.    Iri'iii    till-    lirst 

to  •  I   in  tho   resppctivc 

»]■  that   tinip  between 

0|"  IN,  tflkin^r  into 

a<'.  ;    of  work   in 

en.  '  iisly   with   the 

mak.r^  ri  lii.j  t.'ntr..|  bi.urd  tickets,  a 
job  curd  is  made  for  the  shop  foreman's 
office  board.  This  board  contains  a  com- 
partment for  each  man,  and  the  cards  are 
arranged  to  correspond  with  the  master 
control  board  with  the  "next  job"  card 
alway..)  in  front.  As  each  man  ncars 
completion  of  his  work  in  hand,  his  prang 
boss  jfoes  to  the  board,  and  takes  the 
next  job  ticket,  and  trets  the  material  to 
the  machine,  together  with  the  necessary 
toolini;  equipment.  The  card  stays  with 
the  work,  and  then  pocs  to  the  inspector, 
who,  after  inspection,  passes  it  to  the 
cost  department.  This  system  plans  the 
work  in  preat  detail  for  the  foremen.  It 
shows  when  machines  are  overloaded, 
when  idle  due  to  breakdown,  man  absent, 
or  out  of  work,  all  points  of  vital  in- 
terest where  costs  and  delivery  are  of 
prime  importance.  The  scope  of  this 
paper  does  not  allow  of  Koinp  into  the 
detail  of  this  system  more  elaborately, 
but  it  is  a  point  to  be  noted  particularly, 
that  the  most  successful  commercial  con- 
cerns of  today  find  that  it  pays  to  plan 
this  detail  by  means  of  a  specialist  pro- 
duction department. 

In  conclusion  I  want  to  point  out  one 
fundamental  principle  which  you  may 
have  noticed  in  all  these  methods.  In 
every  case  a  standard  or  task  is  set  as 
the  object  to  be  attained,  and  that  stand- 
ard is  set  at  the  beginning  of  the  job. 
All  the  methods  provide  a  means  of 
knowing  whether  the  standard  is  main- 
tained at  all  points  in  the  progress  up 
to  the  completion  of  each  particular  task. 
You  will  also  note  that  I  have  preceded 
each  example  with  a  clear  statement  as 
to  the  object  to  be  attained  by  each 
method.  This  is  very  important,  on  ac- 
count of  the  multiplicity  of  detail  which 
has  to  be  dealt  with,  and  which  will 
often  lead  one  off  the  track  unless  stead- 
fastly maintained.  Last,  I  ask  you  to 
note  that  while  all  this  looks  like  so 
much  statistical,  clerical  and  accounting, 
it  is  an  entirely  different  thing.  The 
viewpoint  is  not  that  of  an  accountant, 
nor  could  it  be  handled  by  an  account- 
ant, it  is  distinctly  a  management  engin- 
eering proposition  for  an  engineer. 

The  principles  outlined  in  this  paper 
have  been  adopted  by  the  C.P.R.  man- 
agement in  the  creation  of  a  special  de- 
partment, called  the  protluction  depart- 
ment, attached  to  the  chief  executive  of 
Angus  shops  to  develop  this  work.  It 
is  a  distinctly  new  department  for  rail- 
way shops  and  credit  must  \h-  given  to 
W.  H.  Wintcrrowd.  Chief  Mechanical 
Knirin.ir,  f..r  recognizing  that  there  was 
n..  .1   ..n    why    metho.ls    of   suc- 

ci'  -^    insUtutions   ."^tiould   not 

be  I    into  railway   shops.     To 

the   hi.il   of   n)y     knowle<lge    the   Angus 


shopK  lire  the  only  railway  shops  on  the 

continent     that     have     such     a     deiart- 

"•''     "'■!'     It     opemting    ns    a     scpar- 

•  III     with     full     confidence 

■  .ii  of  the  supervising  staff. 


can  render  better  service  than  was  pos- 

oiblo  when  they  each  had  to  chase  their 

.ill-rial  from  shop  to  shop.     They 

'■  that  when  a  certain  output  is 

I.  that  the  special  department  can 


advise    what    opiTations   are    to    be   done 
each  day,  can  advise  on  all   items  late, 

and    state    what   must   be   ■' .^..K-     so 

that  the  final  result  is  v  od, 

IxTause   it   has   more   coi  .la- 

' 'nn  any  one  dcpartii.. ...  .....  j/os- 

.ive  or  get.  In  all  cases  the  bissic 
li-s  are  developed  by  or  with  the 
...  |.jii  uiiental  head  concerned  so  that  he 
feels  that  it  is  his  sche<lulc  and  he  con- 
sequently realizes  that  he  is  being  helped 
and  actively  as.sisted  by  the  management. 
The  foregoing  was  reail  before  the  Cana- 
dian Railway  Club,  in  Montreal,  recently. 


Birthdays  of  Transportation  Men  in  February. 


Many  happy  returns  of  the  day  to: — 

T.  Britt.  General  Fuel  Agent,  C.P.R., 
Montreal,  bom  there,  Feb.  :{,  1871. 

J.  S.  Byrom,  General  Superintendent, 
Sleeping,  Dining  and  Parlor  Cars,  and 
News  Service,  Kastem  Lines,  C.P.R., 
Montreal,  bom  at  Jersey  City,  NJ.,  Feb. 
10,  1872. 

M.  R.  Charlton,  General  Advertising 
Agent,  G.T.R.  and  G.T.P.R.,  Montreal, 
born  at  St.  Johns,  Que.,  Feb.  9,  1866. 

R.  Colclough,  Superintendent,  St. 
Maurice  Division,  Quebec  District,  Can- 
adian National  Rys.,  Quebec,  Que.,  bom 
at  Bic,  Que.,  Feb.  24,  1871. 

R.  Crawford,  Northwest  Agent,  North- 
ern Navigation  Co.,  Winnipeg,  Man.,  bom 
at  Kingston,  Ont.,  Feb.  21,  1870. 

V.  A.  G.  Dey,  Engineer,  Toronto  Ter- 
minals Division,  Ontario  District,  C.P.R. , 
Toronto,  bom  at  Aberdeen,  Scotland, 
Feb.  4,  188:5. 

A.  J.  Donegan,  ex-Superintendent,  Al- 
goma  Eastern  Ry.,  Sault  Ste.  Marie,  Ont., 
bom  at  Perth,  Ont.,  Feb.  17,  1872. 

R.  W.  Drew,  Division  Freight  .'Vgent, 
Saskatchewan  District,  C.P.R.,  Regina, 
bom  at  Kingston,  Ont.,  Feb.  17,  1874. 

E.  A.  Evans,  Consulting  Engineer,  ex- 
General  Manager  and  Chief  Engineer, 
Quebec  Ry.,  Light  &  Power  Co.,  Quebec, 
bom  at  Kensington,  Eng.,  Feb.  26,  1855. 

Goodwin  Ford,  General  Superintendent 
Western  Lines,  Dominion  Express  Co., 
Winnipeg,  bom  at  Bordentown,  N.J.,  Feb. 
23,  1859. 

U.  E.  Gillen,  General  Manager,  To- 
ronto Terminal  Ry.  Co.,  Toronto,  bom 
at  Brooklyn,  Mo.,  Feb.  27,  1867. 

L.  L.  Grabill,  General  Baggage  Agent, 
G.T.R.,  Toronto,  bom  at  Walkerton,  Ont., 
Feb.  6,  1878. 

A.  J.  Hills,  Assistant  to  President, 
Canadian  National  Railways,  Toronto, 
bom  there,  Feb.  15,   1879. 

T.  C.  Hudson,  General  Master  Me- 
chanic, Eastern  Lines,  Canadian  National 
Railways,  .Montreal,  born  at  Brockville, 
Ont.,  Feb.  20,  1873. 

H.  Hulatt,  Manager  of  Telegraphs, 
G.T.R.  and  G.T.P.R.,  Montreal,  bom  at 
London,  England,  Feb  15,  1883. 

C.  Gardner  Johnson,  Lloyd's  .\gent  for 
British  Columbia,  Vancouver,  B.C.,  born 
at  Dunblane,  Scotland,  Feb.  8,  1857. 

A.  H.  Jones,  Assistant  Engineer,  Can- 
adian Government  Railways,  Moncton, 
N.B.,  born  at  Liverpool,  Eng.,  Feb.  16, 
1884. 

John  McCraw,  ex-General  Agent,  Cen- 
tral Vermont  Ry.,  New  I.K)ndon,  Conn., 
bom  at  Craigvale,  Ont.,  Feb.  6,  1868. 

G.  L.  McCrea,  Local  Freight  Agent, 
C.P.R.,  Vancouver,  B.C.,  bom  at  Spring- 
town,  Ont..  Feb.  9,   1876. 

T.  McNab,  ex-Master  Mechanic,  Al- 
berta Ry.  &  Irrigation  Co.,  now  of  Pic- 
ture Buite.  Alia.,  born  in  Scotland,  Feb. 
16,  1849. 


J.  K.  McNeillie,  Superintendent,  Sus- 
quehanna Division,  Delaware  &  Hudson 
Rd.  (T.S.R.A.),  Oneonte,  N.Y.,  bom  at 
Toronto,  Feb.  23,  1874. 

J.  D.  McNutt,  Inspector  of  Train  Dis- 
patching. Canadian  Government  Rys., 
Moncton,  N.B.,  bom  at  Stewiacke,  N.S., 
Feb.  8.  1873. 

D.  C.  Macdonald,  Assistant  General 
Claims  Agent,  C.P.R.,  Winnipeg,  bom  at 
Elmsdale,  N.S.,  Feb.  9,  1874. 

C.  S.  Maharg,  Superintendent,  Cran- 
brook  Division,  British  Columbia  District. 
C.P.R.,  Cranbrook,  bom  in  Dufferin 
County,  Ont.,  Feb.  4,  1867. 

V.  J.  Melsted,  ex-Engineer  of  Water 
Ser\'ice,  C.P.R.,  now  of  Milton  Hersey 
Co.,  Winnipeg,  bom  at  Gardar,  N.D., 
Feb.  20,  1887. 

G.  A.  Montgomery,  Vice  President  and 
General  Manager,  Algoma  Central  & 
Hudson  Bay  Ry.,  Sault  Ste.  Marie,  Ont, 
bom  at  Bradford,  Ont.,  Feb.  11.  1871. 

A.  Z.  Mullins,  Division  Freight  Agent, 
G.T.R.,  Grand  Rapids,  Mich.,  bom  at  Ap- 
pin,  Ont.,  Feb.  14,  1862. 

M.  G.  Murphy,  General  .\gent.  Passen- 
ger Department,  C.P.R.,  Detroit,  Mich., 
bom  at  Halifax,  N.S.,  Feb.  26,  1878. 

J.  E.  Proctor,  District  Passenger 
Agent,  C.P.R.,  Calgary,  Alta.,  bom  at 
Saraia,  Ont.,  Feb.  17,  187.«. 

C.  T.  Ridalls,  Car  Foreman,  C.P.R., 
London,  Ont.,  bom  at  St.  Heliers,  Jersey, 
Channel  Islands.  Feb.  8,  1864. 

W.  J.  Robider,  General  Master  Car 
Builder,  C.P.R.,  Montreal,  bom  at  Sa- 
vannah. Ga..  Feb.  15.  1869. 

A.  E.  Rosevear,  General  Freight  Agent, 
G.T.P.R.,  and  Grand  Tmnk  Pacific  Coast 
Steamship  Co.,  Winnipeg,  bom  at  Mont- 
real, Feb.  20,  1863. 

J.  G.  Scott,  ex-General  Manager,  Que- 
bec &  Lake  St.  John  Ry.,  Quebec,  bom 
there,  Feb.  13.  1847. 

J.  J.  Scully,  Genera!  Superintendent. 
Algoma  District.  C.P.R..  North  Bay.  Ont. 
bom  at  Montreal.  Feb.  3,  1872. 

G.  Spencer,  Chief  Operating  Officer, 
Board  of  Railway  Commissioners,  Otta- 
wa, born  in  London.  Eng.,  Feb.  21,  1865. 

II.  E.  Suckling.  Treasurer,  C.P.R.. 
Montreal,  born  at  Gibraltar.  Feb.  27, 
1851. 

A.  P.  Villain,  City  Ticket  Agent.  C.P. 
R..  San  F'rancisco.  Cal.,  bom  there.  Feb. 
6.  1891. 

F.  L.  Wanklyn,  General  Executive  As- 
sistant, C.P.R.,  Montreal,  bom  at  Buenos 
Ayres,  Feb.  25,  1860. 

J.  R.  Watson,  Assistant  Superintend- 
ent, Sleeping,  Dining  and  Parlor  Cars, 
and  News  Ser^-ice,  Eastem  Lines,  C.P.R., 
Montreal,  bom  at  Morpeth,  Eng.,  Feb. 
8.  1873. 

A.  Williams.  Superintendent,  London 
Division,  Ontario  District,  C.P.R.,  Lon- 
don, bom  at  Mono  Road,  Ont.,  Feb.  22. 
1872. 


February,  1920. 


59 


Canada's  National  Economic  Problems. 


By  E.  W.  Beatty,  K.C.,  President   Canadian   Pacific   Railway. 


Our  national  economic  problem  is  not 
only  to  produce  much,  but  to  produce 
cheaply,  and  not  only  to  produce  much 
and  cheaply,  but  to  be  so  quick  and  elas- 
tic in  our  marketing  arrangements  as  to 
be  able  to  sell  our  (roods  always  in  the 
most  profitable  of  the  world's  various 
and  constantly  changing  markets.  The 
right  of  every  Canadian  to  look  for- 
ward to  prosperity,  that  is,  to  plenty  of 
work,  and  wholesome  work,  for  a  return 
that  will  maintain  a  decent  standard  of 
living  and  provide  something  for  the 
rainy  day,  is  thus  related  closely  to  the 
condition  of  the  railways  of  this  country. 
For  our  railways  are  the  means  of  quick 
and  regular  deliveries  to  market.  They 
are  to  Canada  what  an  efficient  conveyor 
system  may  be  to  a  factory  which  has 
otherwise  no  advantage  over  its  older 
competitor,  sa\nng  it  time  and  expense 
in  moving  material  into  the  receiving 
rooms,  or  from  one  machine  to  another, 
or  out  again  to  the  ultimate  consumer. 
In  short,  the  ability  of  our  railways  to 
handle  any  possible  peak  load  of  traffic, 
of  any  character,  in  any  direction,  at  any 
time,  and  cheaply,  is  something  vital  to 
every  worker  with  hand  or  brain,  from 
the  most  obscure  of  farm  districts  to  the 
largest  of  our   industrial   centers. 

For  example:  the  apple  crop  in  a 
well  known  Nova  Scotian  valley  exceed- 
ed the  estimate  of  the  authorities  by  al- 
most 7.5';< .  Instead  of  something  over 
1,000,000  barrels  there  were  2,000,000. 
Frost  following  close  on  the  harvest  re- 
duced the  time  during  which  the  apples 
could  be  moved  in  ordinary  cars.  Fur- 
thermore, the  market  for  these  apples, 
instead  of  lying  largely  in  the  United 
Kingdom,  as  in  other  years,  developed 
with  practically  no  warning  in  the  Unit- 
ed States  and  in  Central  and  Western 
Canada.  In  other  words,  prices  over- 
seas had  gone  down;  American  bids 
were  high.  The  difference  between  a 
large  profit  or  a  small  profit  to  Canada 
on  the  year's  work  of  these  Annapolis 
Valley  apple-growers  became  almost  en- 
tirely a  matter  of  railway  service.  In 
place  of  a  normal  crop  to  be  hauled  a 
few  miles  to  the  seaboard  in  ordinary 
cars,  an  unprecedentcdly  large  crop  had 
to  be  hauled  in  special  refrigerator  cars 
to  distant  cities  in  the  United  States  and 
Canada.  Details  are  not  necessary.  The 
crop,  I  may  say,  is  still  in  pi-ocess  of 
being  moved,  but  the  peak  load,  which 
has  passed,  could  never  have  been  han- 
dled had  the  Canadian  transportation 
machine  not  been  the  superior  organi- 
zation it  is.  The  apple-growers  in  this 
case  were  served  by  a  small  railway 
company  which  had  never  before  known 
a  similar  crisis.  Almost  2,000,000  bar- 
rels had  to  be  moved,  225  barrels  a  car. 
Through  the  Railway  Association  of 
Canada,  that  is,  the  old  Canadian  Rail- 
way War  Board,  the  larger  associates 
of  this  small  railway,  the  Grand  Trunk, 
Canadian  National,  and  Canadian  Pa- 
cific, scoured  the  Dominion  to  get  to- 
gether a  supply  of  refrigerator  cars,  al- 
ready scarce  owing  to  the  detention 
of  Canadian  refrigerators  in  the  United 
States,  to  meet  this  extraordinary  de- 
mand. These  cars  were  gathered  even 
from  the  very  ends  of  the  transcon- 
tinental lines.  They  were  rushed  to  the 
Canadian  National  at  Montreal  and  by 
the  Canadian  National  forwarded  to  the 
small   local   carrier  to  which  I  have  re- 


ferred. Instead  of  recording  in  the  gov- 
ernment blue  books  for  1919  an  export 
of  so  many  dollars'  worth  of  applies, 
Canada  will  be  able  to  show  an  export 
much  higher,  due  very  largely  to  the 
efficiency  of  the  railroads. 

This  is  the  kind  of  service  the  Cana- 
dian railways  have  been  giving  and  are 
still  able  to  give  Canada.  There  was  no 
breakdown  during  the  war,  though  every 
other  country  had  to  make  radical  read- 
justments. No  failure,  when  the  signing 
of  the  armistice  in  Nov.,  1918,  brought 
about  great  changes  in  the  character  and 
direction  of  traffic.  Between  Nov.,  1918, 
and  Oct.,  1919,  they  handled  271,.500  re- 
turning soldiers  through  the  ports  of  St. 
John,  Halifax,  and  Portland,  a  movement 
involving  827  special  trains,  traversing 
over  2,427,162  train  miles.  I  may  add 
that  a  greater  degree  of  comfort  was 
assured  each  soldier  on  his  homeward 
journey  through  Canada  than  was  even 
attempted  by  either  the  United  States 
or  Great  Britain.  The  return  of  com- 
mercial confidence  after  the  first  uncer- 
tainties of  peace,  and  the  change  in 
freight  traffic  back  to  the  lines  of  devel- 
opment which  had  been  interrupted  four 
and  a  half  years  before  by  the  outbi-eak 
of  war,  was  met  without  difficulty. 
Threatened  labor  troubles  in  Mar.,  1919, 
were  successfully  dealt  with  by  joint  ac- 
tion through  the  Canadian  Railway  War 
Board.  The  settlement  involved,  it  is 
true,  serious  but  unavoidable  outlays  t)y 
the  railways.  It  was  eff"ected  about  three 
months  ago,  but  with  no  corresponding 
increase  in  railway  rates.  A  strike  of 
bituminous  coal  miners  in  the  U.S.  had 
no  more  serious  reflection  in  Canada  than 
a  minor  and  temporary  reduction  in  pas- 
senger train  service.  Canada,  through 
the  foresight  of  most  of  her  railways  in 
providing  large  stocks  of  fuel  in  advance, 
was  able  to  avoid  the  serious  freight 
embargoes  which  elsewhere  were  the  re- 
sult of  the  strike. 

So  much  for  the  manner  in  which  the 
transportation  machinery  of  the  country 
is  caiTying  out  its  obligations  to  the 
Canadian  producer.  Other  aspects  of  the 
transportation  problem  are  less  satis- 
factoi-y.  There  are  many  people  who 
look  upon  Canadian  railways  as  custo- 
dians of  magic  fortunes  which  cannot  be 
exhausted.  That  bookkeeping  should  be 
as  simple  and  inexorable  in  its  tale  of 
losses  and  vanished  profits  to  a  railway 
as  it  may  be  to  a  corner  grocer,  is  to 
these  people  unthinkable.  It  ajiparently 
does  not  occur  to  them  that  to  no  public 
is  it  more  important  than  to  the  Cana- 
dian public  that  the  good  reputation  of 
its  railway  securities  in  the  world  of 
thrift  and  investment  should  be  carefully 
guarded.  To  those,  however,  who  under- 
stand these  things  clearly  and  who  view 
the  matter  from  the  standpoint  of  broad 
public  interest,  it  is  at  once  apparent 
that  the  Canadian  public  pays  a  very  low 
rate  for  the  quality  of  service  rendered 
and  that  a  time  is  rapidly  approaching 
when,  if  Canadian  railway  securities  are 
not  to  be  made  less  desirable  to  investors 
than  almost  any  other  kind  of  industrial 
security,  railway  rates  will  either  have 
to  go  up,  or  railway  operating  costs  go 
down.  Such  persons  recognize  that  it  is 
not  because  the  situation  of  the  railways 
is  an  easy  one  that  certain  companies 
have  been  able  to  show  net  earnings — 
very  low  net  earnings  compared  to  the 


actual  cash  invested  in  the  industry — 
but  because  in  the  past  the  shareholders 
of  such  companies  have  been,  as  they 
are  today,  courageous  persons  willing  to 
supply  the  means  for  constructive  enter- 
prises in  which  no  one  but  themselves 
had  faith,  and  because,  too,  their  officers 
have  been  skilled,  resourceful  and  loyal 
business  men,  assisted  by  staffs  filled 
with  the  spirit  of  pride  and  devotion  to 
their  work.  This,  indeed,  is  the  thing 
which  has  made  it  possible  for  Canada's 
railways  to  function  successfully  during 
the  war,  without  making  anything  like 
the  demands  that  foreign  roads,  less  ef- 
ficient in  sen'ing  their  community,  yet 
earning  the  safe  rates  and  paying  the 
same  wages,  have  made  upon  their  pub- 
lic exchequers.  I  do  not  believe  that  this 
strain  upon  the  railways  and  this  ten- 
dency to  weaken  the  general  reputation 
of  Canadian  railway  securities  should 
continue.  The  servant  after  all  is  worthy 
of  his  hire  and  railway  capital  is  not  less 
worthy  a  servant  than  other  forms  of 
capital  whose  earnings  have  not  been  so 
consistently   depressed. 

The  net  earnings,  during  the  war 
years,  of  those  companies  which  show- 
ed net  earnings,  would  have  been  much 
lower  had  the  Canadian  railways  been 
making  expenditures  for  maintenance 
which  circumstances  would  have  justi- 
fied, but  which  conditions  prevented  dur- 
ing that  period.  These  arrears  have 
now  to  be  made  up.  During  1919  the 
C.P.R.  laid  70,000  tons  of  steel  rail.  In 
place  of,  say,  2,000,000  ties,  worth  44c 
in  1914,  the  C.P.R.  laid  4,434,000  tics  at 
85c  a  tie.  The  sensational  advance  in 
the  rate  of  railway  wages  is  well  known. 
Further  advance  may  be  necessary  with- 
in the  very  near  future,  as  indicated  by 
discussions  in  the  United  States.  The 
price  of  coal  for  locomotives  was  $3.09 
in  1913.  Now  it  is  $4.77.  The  cost  of 
hauling  an  average  train  (freight  or  pas- 
senger) one  mile  rose  from  $1,604  in 
1913  to  $2,494  in  1918.  It  is  higher  to- 
day. The  operating  expenses  of  one 
mile  of  line  in  1915  were  $4,152;  in 
1918,  $7,046,  and  today,  they  are  even 
greater.  On  the  other  hand,  railway 
i-ates,  taking  all  classes  of  revenue  to- 
gether, have  advanced  scarcely  25',r .  I 
venture  to  say  no  other  industry  in  the 
Dominion  can  show  such  moderation. 


The     Flin     Flon     Mine   and    Projected 

Railway — A  press  report  of  Dec.  29 
stated  that  Hayden  and  Stone,  of  Bos- 
ton, had  withdrawn  from  negotiations 
for  the  purchase  of  the  Flin  Flon  mining 
property  near  Pas,  Man.,  on  the  ground 
of  the  refusal  of  the  present  owners  to 
grant  an  extension  of  the  firm's  option 
on  the  property  for  another  year.  The 
report  added  that  negotiations  had  been 
opened  for  the  sale  of  the  property  to 
the  Anaconda  Mine  Co.,  Butte,  Mon- 
tana. The  construction  of  a  railway  to 
serve  the  mining  area  in  which  the  Flin 
Flon  property  is  situated  is  under  con- 
sideration, and  the  Manitoba  Premier 
has  intimated  that  if  the  Canadian  Na- 
tional Rys.  does  not  undertake  it  the 
Manitoba   Government  will. 

The  Dominion  Atlantic  Ry.,  in  con- 
junction with  the  Nova  Scotia  Depart- 
ment of  Agriculture  is  offering  prizes 
for  the  best  acre  of  potato  ground  in  the 
Annapolis  valley  served  by  its  line. 


60 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


February,  1920. 


()ufhcc  I'roxinrial   Aid   to  Railway 
Construclion.  l«)0:i-191«J. 

The  Qurboc  MlniiiU<r  of  Piililic  Work* 
utattni  in  tho  Quoboc  Lvfrinlaturc  ro- 
cfntly  thjit  the  totnl  Icnirth  of  milwnys 
built  or  f>u)<5ifiiro<l  by  thr  Qurbi-o  Ciov- 
ornm.iii  fr.in  .Inly  1.  !!•():>  to  July  1, 
IIH'  -  11   niilen.     The  following 

am  i>nid  hh   HubiiidIcA   durinir 

It,. 

■0  itii-ia t  ».M2.»o 

•I  l»l»-u R.;:.o.oo 

II  I«t4-I»..- 8.760.00 

1  •■■  "II  I9I!>-I«  47.890.94 

l»>>  "II  1916-17 7&0.00 

1»1'  "1  1917. IH 760.00 

191  :  «  1918-19 760.00 

I  rnnts  jrivon   to  railway.", 

•u"  not   cxi(riblo,   nt   July    1, 

191-  '112.70;  the  land  subsidies 

(riv<  Ti  t.i  !;ii!ways  converted  or  capable 
of  bi'inc  converted  into  money  authoriz- 
ed but  not  e.xij:ible  at  July  1.  1918,  was 
|n,3U;.19;  the  land  subsidies  prantcd  to 
railwny.H,  not  converte<l  into  money  and 
authorized  but  not  exigible  ut  July  1, 
1918.  was  8.701.064  acres. 

Motor  Car.  Hand  Car,  Velocipede 
and  Push  Car  OperatinR  Rules. 

The  Railway  .Vs.cociation  of  Canada  is- 
sue<l  the  following  cin-ular  Jan.  9: — The 
followintr  regulations  to  govern  the  use 
and  operation  of  motor  cars,  hand  cars, 
velocipedes  and  push  cars  have  been  pre- 
pared by  the  association  at  the  sutrtres- 
tion  of  the  Board  of  Railway  Commis- 
sioners for  Canada,  with  a  view  to  as- 
sisting the  establishment  and  observance 
of  safe  practices  in  the  handling  of  the 
vehicles  mentioned. 

No  motor  car,  hand  car,  or  similar  ve- 
hicle is  to  be  operated  on  the  railway 
without  permission  of  the  proper  au- 
thority. 

No  person  or  persons,  except  employes 
in  the  discharge  of  their  duty,  shall  be 
allowed  to  ride  on  such  cars  on  the 
tracks  of  the  railway,  unless  holding  spe- 
cial permission  from  the  proper  author- 
ity. 

The  person  in  charge  of  the  operation 
of  car  must  inform  himself  of  the  move- 
ment of  trains. 

Immediat^'ly  after  starting,  brakes 
must  be  tested,  to  ensure  that  they  are 
in  proper  working  condition.  All  cars 
not  in  actual  us(*  must  be  lifted  off  track, 
or  otherwise  placed  clear  of  passing 
trains.  They  must  not  be  left  on  or  near 
road  crossings.  When  unattended  they 
must  be  locked. 

When  approaching  railway,  street  and 
highway  crossings  and  switches,  cars 
must  be  under  full  control,  and  prepared 
to  stop  immediately.  Cars  must  not  be 
run  over  crossings  protected  by  gates, 
until  the  gates  are  down;  or  over  cross- 
ings protected  by  flagmen,  until  given 
"Proceed"  signal  by  flagman. 

Cars  loaded  with  rails,  frogs,  ties,  or 
.similar  material,  must  not  go  on  main 
track  without  protection,  as  set  forth  in 
the  company's  rules. 

Rails,  frogs  or  similar  material  must 
not  be  carried  on  motor  or  hand  cars, 
except  in  oases  of  emergency.  Water 
kegs,  track  jacks,  and  other  tools  likely 
to  derail  car  if  they  were  to  fall  off,  must 
be  carried  on  side  or  rear  of  same. 

Motor,  hand  or  push  cars  must  not  be 
attached  to  a  train. 

Cars  must  not  \ye  run  after  sunset,  or 
during  foggy  or  stormy  weather,  except 
in  cases  of  actual  necessity.  In  such 
cases,  on  single  track,  a  red  light  must 
be  displayed  to  the  front  and  to  the  rear, 
and  on  double  track  a  white  light  to  the 


front  and  a  red  light  to  tho  rear.  Durinfr 
foga  and  Rtonnii,  flagmen  Hhould  be  sent 
out  in  each  direction  anil  the  cur  run  no 
faster  than   IheBc  flagmen  can   walk. 

A  di.Htance  of  not  less  than  500  ft. 
must  be  maintained  between  two  motor 
cars,  and  In-tween  hand  cars  or  veloci- 
pedes following  a  moving  train,  and  of 
hand  cars  and  velocipedes  moving  in  the 
same  direcliim  on   the  same  Inick. 

Motor,  hanil  and  velm-ipede  cars  must 
be  run  with  great  caution  ariuind  blind 
curves,  and  must  be  stopjR'd  fre(|uently, 
so  that  aiipi'oachiiig  trains  may  he  heard. 


Hand  cars,  unloaded  push  cars,  and 
velocipede  cam,  must  be  passed  from 
one  track  to  another  by  lifting  cars,  in- 
stead of  turning  switchM.  When  necea- 
sary  to  use  switches,  they  are  to  be  turn- 
ed only  undiT  supervision  of  the  fore- 
man, who  will  be  held  responsible  for 
seeing  that  they  are  left  set  and  locked 
in  proper  condition. 

In  all  cases  a  lookout  must  be  kept  in 
i-ach  dirt-ction,  whether  on  single  or  dou- 
ble track. 

The  above  rules  do  not  apply  to  motor 
cars  operated  by  train  order. 


Canadian  Pacific  Railway  Honor  Roll  45. 


Ackrrlrr.    Rocrr 

Clerk 

Liverpool 

Killed  in  Action 

Amutmnic.    Andrew 

Carpenter 

Str«thmore 

Wounded 

Atkinton.    Hrrlwrt   Jnc. 

i-'i  reman 

Brandon 

Presumed    dead 

Ayicn.   G.   H.   S. 

Clerk 

Calsary 

Died  of  wound* 

lliirbcr.  C.    W. 

Fireman 

Glacier 

Shell    shock 

ilMvi-r.   Wm.    Geo. 

Clerk 

Brandon 

Wounded 

Hwnlcy.  E.  C. 

Tracker 

Toronto 

Wounde.1 

Ilcnllry.  C.   W.   S. 

AsaiaUnt  asent 

Redcliffe 

Wounde<l 

nouchor.   W.    K. 

Clerk 

ReKina 

Kille.1  in   Action 

lt..ur.l.iiu.   W.   J. 

Trainman 

Kinirston 

Wounde<l 

Itoumw.   J.   E. 

Fireman 

Fort  William 

Presumed    dead 

Ilruun.    Arthur 

Teamster 

Strath  more 

Killed  in  Action 

llD-nnt.  Ju. 

l.ocomotive  flrcman 

Winnipei: 

Wounded 

Ilulrnrk.  Jim 

Checker 

Montreal 

Wounded 

HurKe»«,   Fred 

Slower 

Winnipetr 

Killed  in  Action 

Cnimj.  James 

Waiter 

B.C.  Coast  Service 

Wounded 

Cnmeron.  S.  K. 

Wiper 

Resina 

Wounded 

Oarmichael.   Melville 

Rodman 

Glacier 

Presumed   dead 

C«rtwriiiht.  G.  H. 

Kmkeman 

Rexina 

Killed  in  Action 

Colton.   John 

Assistant  auent 

Rush    I.«ke 

Wounded 

Cook.    Lionel   .Stewart 

Waiter 

Montreal 

Wounded 

Coulin.    Loui?   Aufruste 

Clerk 

Montreal 

Wounded 

Currie.  Wm.  Carmiehael 

Call    boy 

Brandon 

Gassed 

Dale.   Edwin 

Helper 

Strathcona 

Wounded 

l>alton.  Frances  Jamea 

Clerk 

Winnipej: 

Killed  in  AcUon 

Dawson.    Chas.    Jas. 

Checker 

CalRary 

Killed  in  Action 

Denne.   Wm.   Charlea 

Car  repairer 

Winnipeg 

Killed  in  Action 

Doyle.  H. 

Engineer  apprentice 

C.P.O.S. 

Dead 

Dr>-9dale.    Arthur 

Electrician 

Angus   shops 

Killed  in  Action 

Eaaterbpook.  R. 

Boatswain's  helper 

C.P.O.S. 

Killed  in  Action 

Gatbn.  Jno.  Jamison 

Clerk 

Vancouver 

Wounded 

EmiRh,   Lewis   Carl 

Car  checker 

Broadview 

Wounded 

Kairmar.   R.   W. 

Clerk 

Toronto 

Wounded 

Garrow.   James 

Commissionair.! 

Glasgow 

Wounded 

Gibbs.    R.   J. 

Sectionman 

Port    Hope 

Died  of  wounds 

Gilbert.  E.   H. 

Rodman 

Strathmore 

Wounded 

Grist.  Jas.   Wm. 

Hrakcman 

Regina 

Wounded 

Gulley.    Wm. 

Laborer 

Smiths  Falls 

Wounded 

Haropson.    Fred 

Ijilxirer 

Ogden 

Killed  in  Action 

Harrop,  James  I.awton 

Ice  foreman 

Moose  Jaw 

Died  of  wounds 

Heal.   Alfred  Norman 

Waiter 

Vancouver 

Wounded 

Hoarc.    Henry 

Clerk 

Moose   Jaw 

Wounded 

Howard.    Wm. 

Sleeping  car  cond'r 

Montreal 

Killed  in  Action 

Huehcs.    Geo.    Bancroft 

Clerk 

Liverpool 

Wounded 

HuKhes.  H.   R. 

Fifth  officer 

Empress  of  BriUin 

Lost   at  sea 

Kelly.   James 

Yard  foreman 

Toronto 

Killed  in  Action 

Kirkham,   E.   D. 

Clerk 

Montreal 

Wounded 

Knowles.    Harold 

Waiter 

Montreal 

Killed  in  AcUon 

Livingstone.    Herbert 

Trainman 

Brownville   Div. 

Wounded 

McKelvoy.    Edwin    Robt. 

Trainman 

North    Bay 

Killed  in  AcUon 

.McKinnie.    H.   T. 

Watchman 

Coquitlam 

Wounded 

McLean.    A.   J. 

Laborer 

Glasgow 

Killed  in  Action 

MacLean,   Finlay  Gordon 

Collection  inspector 

Calgary 

Wounded 

McLeod.    Roderick 

Clerk 

Glasgow 

Wounded 

McPherson.  D. 

Iji  borer 

Glasgow 

Killed  in  Action 

McRae.    Alex. 

Operator 

Winnipeg 

Died   of   wounds 

Marriott.    Wm. 

Slied  foreman 

Swift  Current 

Presumed    dead 

Milne.   Hunter  Gilxnn 

Brakeman 

Edmonton 

Killed  in  Action 

Moore,   Richard 

Laborer 

Calgary 

Wounded 

Murray.   J.    H. 

Enuineer 

Bankhead 

Killed  in  Action 

Olive.    Arthur   K. 

Inspector 

Calgary 

Wounded 

Parsons.    A.   E. 

Cashier 

Avonmouth 

Wounded 

Paton.   Robert 

Clerk 

Sutherland 

Wounded 

Perry.    Ceo.    Wm. 

Clerk 

North   Bay 

Woun.led 

Potter.   Chas.   Albert 

Clerk 

Edmonton 

Wounded 

Potts.    Thos. 

Storeman 

Montreal 

Wounded 

Powell.   Thos.    R. 

Fireman 

Smiths   Falls 

Killerl  in  Action 

Rak.  John 

Semper 

Ix-thbriilge 

Presumed    dead 

RawlinKs.  Arthur 

Clerk 

Winnipeg 

Wounded 

Rixlger.  Wm.  Alex. 

Clerk 

Vancouver 

Presumed    dead 

Rutledee.   Melville 

Brakeman 

Maclcod 

Wounded 

.Saunders.  Thos.    Percy 

Brakeman 

Lethbridge 

Wounded 

Seribner.   Harry  Tennyson 

Checker 

West   St.    John 

Wounded 

.Shee.   H.  J. 

Enttineer 

B.C.    Coast   Service 

Lost   at   sea 

Slim.  Wm.  Hy. 

Clerk 

Calgary 

Wounded 

Smyth.    Albert    KinKsley 

Fireman 

Ottawa 

Wounded 

Still.   GeolTrey 

Fireman 

B.C.    District 

Died   of   wounds 

Thompson.    Geo.    R. 

I..oeomotlve  man 

Mo.  ...   .Inw 

Killed  in  Action 

Tidswell.    Isaac 

Helper 

Macleod 

Wounded 

Walker.   John 

ConsUble 

Montreal 

Gassed 

Wallace.    James 

EnKin-er 

lie.    Coast   Service 

Lost  at  aea 

Wallace.   Walter 

Ditcher  fireman 

Ix>thbridge 

Gassed 

Wnlmlsey.    R.  T 

Clerk 

Liverpool 

Killed  In  Action 

Watson.   J.   0. 

Officer 

Pacific  Sen-ice 

I.ost  at  aea 

Watts.    Dennis    Wm. 

Cleaner 

Toronto 

Wounded 

Wilcox.  Thos.   A. 

Cook 

Montreal 

Die.1  of  wound* 

Wilkes.    Walter    Wm. 

I.oeomotive  fireman 

Schreiber 

Wounded 

Wilkinson.  Chas.  McWhInnI 

.            C.».k 

Moose    Jaw 

Killed  in  Action 

Wood.    Arthur  Dnuirlas 

Ij*l»orer 

Calgary 

Wounded 

Woo.ls.   Thos.   S..ul»by 

Oiler 

Victoria 

W..unded 

Vouni:.  Edwin 

Specialist 

Anvu. 

Wounded 

Shown  on  honor  llsta 

to  Dec.  81.  1919:  Knie<I.  MS: 

wounded.  2.04* :  total.  I.tM. 

February,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


61 


C.P.R.  War  and  Employment 
Figures. 


The  following  figures,  revised  to  Dec. 
31,  1919,  show  the  C.P.R.  employes'  war 
record,  and  the  employment  by  the  com- 
pany of  soldiers  discharged  from  the 
army: 

Total  reported  as  joining  army 10.875 

Dead    1.042 

Wounded    „ 2,045 

Re-employed  in  the  service. 6,463 

Other  soldiers  sriven  employment. 8,137 

Total  soldiers  eiven   employment 14,600 


Canadian  Collieries  (Dunsmuir) 
Reorganization. 


The  plan  for  the  reorganization  of 
Canadian  Collieries  (Dunsmuir),  which 
has  been  under  consideration  of  a  bond- 
holders' committee,  appointed  in  1915, 
provides  for  the  cancellation  of  the  fol- 
lowing securities: — First  mortgage  gold 
bonds  and  all  arrears  of  interest,  £2,0.54,- 
000,  second  mortgage  debenture  stock; 
3  year  notes,  £50,000;  preferred  stock, 
£3,500,000  (out  of  £5,000,000),  and  com- 
mon stock,  £9,900,000  (out  of  £10,000,- 
000) ;  and  for  the  creation  of  the  fol- 
lowing new  stocks:  £1,027,000  of  5% 
non  cumulative  A  income  debenture 
stock;  £1,027,000  of  5^<  non  cumulative 
B  debenture  stock;  $3,400,000  of  new 
preferred  stock,  and  $1,027,000  of  new 
common  stock.  Holders  of  existing  bonds 
will  receive  for  every  £100  of  bonds  now 


held,  £50  of  A  debentures,  £50  of  B  de- 
bentures, $100  of  preferred  stock  and 
$50  of  common  stock,  and  so  on  in  pro- 
portion for  amounts  of  less  than  £100. 
The  holders  of  the  £50,000  three  year 
notes  will  receive  $250,000  of  preferred 
stock,  of  which  a  balance  of  $1,090,000 
will  remain  unissued  after  the  bond- 
holders' claims  have  been  satisfied.  A 
new  debenture  stockholders'  committee 
is  to  be  appointed  to  issue  prior  lien 
securities  to  an  amount  not  exceeding 
$1,500,000  at  10';.  and  other  powers. 
Subject  to  approval  half  of  the  net 
earnings  are  to  be  applied  to  redeeming 
A  debentures  by  annual  drawings,  and 
the  remainder  to  paying  interest  on  A 
and  B  debentures,  while  any  balance  is 
to  be  utilized  for  the  redemption  of  A 
debentures  until  paid  off,  and  then  to  the 
payment  of  dividends  on  the  capital 
stock. 


Grain  Inspected  at  Western  Points. 


The    Transportation    Club    of   Toronto 

has  elected  the  following  officers:  Presi- 
dent, A.  M.  Adams,  Local  Freight  Agent, 
G.T.R.;  Vice  President,  W.  A.  Mcllroy, 
chief  clerk.  District  Passenger  Agent's 
office,  C.P.R. ;  Treasurer,  M.  Macdonald, 
Assistant  Superintendent  of  Weighing, 
G.T.R. ;  Secretary,  W.  A.  Gray;  commit- 
tee chairmen,  membership,  C.  E.  Hom- 
ing, District  Passenger  Agent,  G.T.R., 
entertainment,  E.  R.  Thorpe,  City 
Freight  Agent,  G.T.R.;  publicity,  T. 
Marshall,  "Traffic  Manager,  Board  of 
Trade;  sick,  J.  J.  Rose,  Robert  Reford 
Co.;  reception,  W.  Fulton,  Assistant  Dis- 
trict Passenger  Agent,  C.P.R. 


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


Week  ended  Jan.  2,  1920. 
Fort  William- 

Wheat 
Bnsh. 

143,135 
351.770 
568.211 
408,861 
543,044 
536..560 
660.933 
369.650 
548.740 

639.081 

1.228.539 

127,796 

.     277,024 

49.710 

341,092 

1,588 

Oats. 
Bnsh. 

30,628 
228.108 

58,118 
144,500 

57,223 
272.259 
368,512 
324,400 

10,085 

259.232 
225,728 
76.820 
213,696 
76,816 
98,300 
13.530 

Barley. 
■  Bush. 

78.541 
157.078 
73.401 
85,067 
16.525 
50.108 
154,915 
43,393 
39.024 

141,186 
45,272 
23.109 
93,348 
10,740 
38.548 
4.044 

Flax. 
Bosh. 

Rye. 
Bush, 

34,032 
27.954 

8.562 
38,850 

6.928 
23.515 
64.892 

8.482 
68 

46.326 
17.071 
12.339 
10,908 
1.081 
30.304 

Totals. 
Bush. 

286.336 

Empire     Elevator    Co 

17,144 
36,170 

782.054 
744.462 

Osilvie  Flour  Mills   Co 

Western  Terminal  Elevator  Co 

G.  T.    Pacific   ; 

Grain  G-jwers'  Grain  Co 

677.278 

23,560 
24,893 

647.280 

907,335 

1,249.262 

12,770 
43 

1.019 
30,924 
65.813 

8,165 

768.695 

Northwestern  Elevator  Co.  ._ 

Port  Arthur- 

597,960 
1.086.844 

1,547,634 

Canadian    Government   Elevator   

Thunder   Bay    

305,877 
603.141 

4.942 

513.186 

21,162 

Total  public  terminal  elevators.... 

6.795,734 
441,455 
275,977 

1,401,680 

2,459,955 

1,054,299 

225.44S 

331,312 

10.866,734 

423.034 
203,961 
467.811 

2,338 
6,056 
36.640 

Moose  Jaw  Can.   Gov't.  Elevator 

Calgary    Can.    Gov't   Elevator 

9,086 
182 

t2,740 
1,270 

tl.791 
5.611 

499,090 
1.913,715 

ToUl  Interior  Terminal  Elevators.. 

2.199,112 

1.094.806 

43,034 

9,268 

11,412 
62,857 

'3.279,632 

Midland- 

81,155 

418,728 
1.012,862 

856,826 

400,057 

189,381 

733,450 

Tiffin    G  T  P 

418,728 

1,197.078 

119.200 

5.829 

70,468 

31,761 

2,312,144 

Goderich — 

976,026 

Kingston — 

5,829 

Port  Colbome — 

Maple  Leaf  Milling  Co.,  Ltd 

Montreal — 

757,069 

2,989.808 
1.400.568 
8'<>  198 
899,248 
426.225 
45,509 
122,042 

737,069 

6,806.624 
35,852 

41,204 
10.622 

1.447.042 

869.632 

84.416 
307,546 

381,816 
29,090 
50,586 

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

74.599 

Halifax,    N.S 

172.628 

9,366.238 

2.680,602 

783,586 

94,608 

12,928.034 

Total    Quantity  ^n    Store. 

tCom. 

18.284,084 

6.235,363 

1,882.019 

284,711 

437.332 

27,074.409 

The  following  figures,  compiled  by 
the  Dominion  Bureau  of  Statistics,  show 
the  number  of  cars  of  grain  inspected 
at  Winnipeg  and  other  points  on  the 
Western  Division,  for  Dec,  1919,  and 
for  4  months  ended  Dec,  31,  1919  and 
1918  respectively: — 

C.N.R 4.178  26,771  27,334 

C.P.R 7.909  44,799  48,491 

G.T.P.R 2,455  12,511  11,044 

G.N.R.  (Duluth)  42  455  "677 

Total    14.584         84,636         87,646 


Railway  Hotels — The  Dominion  At- 
lantic Ry,  is  reported  to  have  taken  over 
the  Aberdeen  Hotel,  Kentville,  N,S.,  and 
to  be  preparing  it  for  the  summer  tourist 
traffic. 

Rails  for  Roumania — The  Dominion 
Iron  and  Steel  Co.  has  received  an  order 
for  7,500  tons  of  steel  rails,  of  a  special 
section,  to  weigh  30  kilos  per  meter,  and 
to  be  delivered  to  the  Roumanian  Com- 
mission at  Sydney,  N.S.,  for  shipment, 
about  February. 

French    Railway    Rate.s    Advanced — In 

order  to  meet  an  anticipated  deficit  of 
2,400,000,000  francs  in  the  operation  of 
French  railways,  the  government  asked 
parliamentary  authority  for  an  increase 
of  rates,  which  was  approved  by  the 
Chamber  of  Deputies,  Dec.  31, 

The  Cornwall  Terminal  Co.,  to  which 
reference  was  made  in  Canadian  Rail- 
way and  Marine  World,  Aug.,  1919,  pg. 
440,  has  been  granted  supplementary  let- 
ters patent  under  the  Dominion  Com- 
panies Act,  increasing  its  authorized 
capital  stock  from  $100,000  to  $200,000. 

R.F.Richardson,  formerly  Local  Freight 
Agent,  C.P.R.,  Edmonton,  Alta.,  who  has 
been  appointed  General  Agent,  C.P.R., 
Alaska  and  Yukon  Territory,  at  Juneau, 
Alaska,  in  writing  Canadian  Railway  and 
Marine  World  to  change  his  address,  says 
that  he  does  not  wish  to  miss  a  copy  of 
the  paper. 

The  Canadian  Fur  Auction  Sales  Co., 
which  is  in  formation  in  Montreal,  has 
among  its  promotors,  Lord  Shaughnessy, 
Chairman  of  the  Board  C.P.R.;  Sir  Her- 
bert Holt,  a  C.P.R.  director,  and  Lome 
C.  Webster,  President  Quebec  Ry.,  Light 
and  Power  Co.,  Webster  Steamship  Co., 
etc. 

Victoria  and  Sidney  Ry.  Liquidation — 
The  Saanich,  B.C.,  Tp.  Council  is  report- 
ed to  be  negotiating  with  the  Victoria 
and  Sidney  Ry.  liquidator  for  the  pur- 
chase of  the  abandoned  right  of  way 
from  Saanichton  northerly  to  the  junc- 
tion with  the  Canadian  Northern  Pacific 
Ry.  It  has  taken  steps  to  protect  the 
road  crossings,  the  cost  of  repairs,  to 
the  same  to  be  recovered  from  the  parties 
liable,  and  to  protect  the  township's 
rights  as  to  taxes,  etc.,  pending  the  sale 
of  the  property. 

Detroit  River  Bridge — A  press  report 
of  Jan.  13  states  that  preliminary  sur- 
veys for  the  projected  bridge  across  the 
Detroit  River  between  Windsor,  Ont, 
and  Detroit,  Mich.,  have  been  started 
and  that  C.  E.  Fowler,  who  is  associated 
with  G,  Lindenthal,  New  York,  who  is 
designing  the  bridge,  is  in  charge  of  the 
work.  He  is  reported  to  have  stated 
that  the  logical  site  for  the  Canadian 
end  of  the  bridge  is  at  the  Huron  line 
in  Sandwich,  where  it  would  serve  not 
only  the  center  of  the  border  population, 
but  also  the  railway  system  and  the  elec- 
tric railways. 


tV2 


February.  1020. 


Orders  by  Hoard  of  Railway  Commissioners  for  Canada. 


llri>..rl«i  1     irnffi- 


nw 


.1,  r-      ti.n.I.       )^^      ll>r      board 


■hall 


tfir 


•i^'  tiL>     lh«rclo. 
(;^„.  nltnulnu    in  cf. 

fc<-«    ,.11     ..1-1     11. .m    Jnii       1.     i.'-".     -ubjM'l    t">    provl- 

>l«f»  .ir  llailwar  Act.  lum.  WIU  ..f  railway  rom- 
panira   •ulijc^t    U>    boartji    JurUdicllon. 

Cm.  r.Tl  ..rNl.  r  .'"T.  I>rc.  29.-  Dirccjing  manner 
„f    ,„  .•    in    frriKhl.    pa»«-nilrr.    rx- 

pr...  .  trlrsraph   Urift  Mhwlulca. 

C.  ,  V     Jan.     S.     AulhoriiinK     cx- 

pnT.  hanic  loll"  publwhcd  in  their 

larit*  iMuird. 

C.  1  '      Jan.    &.- DInallowinu   Cana- 

dian .liun'.   Urill   C.K.C.    I».   ofTcc- 

livr    .\...      -  .   nivinir   rale  on   frrnh   fruiu  to 

Winnip..i;  aii.l  unUnnic  it  forthwith  to  file  UrilT 
rMtnrinit  rates  on  frmh  fruiU  from  OnUrio  anil 
Uuebee  puintu  to  WinnipeK.  PortaKo  la  Prairie 
and  llrandnn.  Man..  pr«i<-ribe<l  in  ..rder  dated 
Ort,  10.  11*01.  m*  increai»*^i  by  order  -12.  Jan.  5. 
1»I8.  and  further  increa»e<l  by  onler  in  council 
PC  ll'S.n  July  2T.  1918.  »aid  incrcaiw*  having 
b^n"  contlnue.1  In  effect  by  general  order  276. 
!>»«.   »l.    1919. 

General  order  280.  Dec.  23.  1919.  Amending 
order  2IS.  Auk.  19.  1918.  by  »triking  out  rnrula- 
tion  9.  page  2.  and  »ub<ititutinB  therefor:  9.— That 
a  •ignal  of  a  iirr>iceable  type,  to  be  approved  by 
the  boar.1.  U-  u»<-d  to  .lii.play  the  aignaU  direct- 
ed to  br  provided  und.r  rulw  3  (bl  and  6  (yel- 
low .iirnah  of  lhi»  order  and  rule  3".  I  yellow 
pignall.  of  the  Uniform  Code  of  Operating  Rules. 
29.145.  Dec.  12.  Authorizing  Grand  River  Ry. 
to   increase  iu   lUndarJ   maximum   pas»eni:er  fare 


to 


mile 


29.146.  Dec.  12.— Relieving  G.T.R.  from  pr<v 
viding  farther  protection  at  first  cro«sin:<  north 
of  Milton,  Ont.  „        ,  >, 

29.147.  Dec.  17.— Authoriiing  Canadian  Na- 
tional Rys.  to  open  for  traffic,  its  Grenvillc  cut- 
off near  mile  60.  west  from  Joliette.  in  Lot  3i)9. 
Range  1   Block  C.  Chatham  Tp..  Que. 

21  148.  Dec.  17.  Authoriiing  Ekbcx  Terminal 
Ry.  to  build  Hiding  across  Shephard  Ave.  Wind- 
sor,  Ont.  o        . 

29  149.  Dec.  15.— Aulhormng  Oshawa  Ky.  to 
baild  second  track  across  Wilkinson  ami  Barnc 
Ai-es..  and  to  make  changes  in  location  of  spur. 
in   Oshawa.   Ont.  ,         .  ,      , 

29  150.  Dec.  l.'i.-  Approving  location  and  do- 
UiU  of  Gmnd  Trunk  Pacific  Ry.  sUlion  nl  Vivian. 
SMk.  „        ,.        ..     .. 

29.151.  Dec.  16.— Authorizing  Canadian  North- 
em  Saskatchewan  Ry.  to  build  across  AKsiniboia 
Ave..  Pecbl.n.  Sask. 

29  152.  Pec.  17.— Amending  order  29.023.  Nov. 
16.  which  authoriicd  Canadian  Northern  West- 
ern Ry.  to  carry  freight  traffic  over  its  Hanna- 
Me<lirine  Hat  Hrnnch  from  Bonar,  AlU.,  by  strik- 
ing out  the  wor^l  "freight." 

29.1.'.3.  Dec.  13.-  Relieving  Canadian  National 
Rys  and  C.P.R.  from  m.iinUining  signalman  on 
Sundays  to  operate  interlocking  plant  at  crossing 
at  Coniiuest.   Sask. 

29  l.M  Dec.  12.-  Approving  agreement.  Nov. 
21.  1919.  between  Boll  Telephone  Co..  and  Donegal 
Telephone  Co..   Renfrew  County,   Ont. 

29  155.  Dec.  12.-  Authoriiing  G.T.R.  to  rebuild 
bridge  88  across  the  narrows  at  mile  120.39.  near 
Atherley   Jet..   Ont.  „     ,     .  .. 

29  l.',6.  Dec.  16.  Authoriiing  Saskatchewan 
Go^'em^M•nt  to  build  highway  crossing  over  C.P.R. 
sUtion*  groun.U  in  n.e.  M  Sec.  9.  Tp.  3..  Range 
25.   west   3nl   meridian. 

29  157.  Dec.  IS.-  Authoriiing  Canadian  Na- 
tional Ry.  to  connect  with  the  Inlernat  onal 
Bridge  A  Terminal  Co.'s  tracks  and  Shevlin-Clarke 
Co.'s  spur  at   Kort  Frances.  Ont.  ,  /^  t>  u 

29.158.  Dee.  12.-  Approving  location  of  C.P.K. 
L^nigan  northeasterly  branch  from  mile  0  to 
e«.98.  Saskatchewan,  also  authoriiing  the  eroas- 
ing  of  53  highways. 

29  158.  Dec.  .-.-  Authoriiing  Hamilton  Radial 
Electric  Ry.  to  build  temporary  spur  for  !•  Ire- 
stone  Tire  and  Rubber  Co.  of  Canada,   in   Barton 

"29  160.  Dee.  12. -Ordering  Toronto  Ry.  to  pay 
to  C  P  R  .  110.095.98.  being  lO^e  of  estimated  cost 
of  building  subway  at  Avenue  Road.  Toronto, 
with  interest  nt  :,".  on  half  cost  of  work  during 
eonstnicllnn  and  on  loUl  cost  from  completion 
to  dale    via.:   I1S.H07.01.   in   all.   12.3.900.99. 

2»1«1  Dec.  17.-  Dismissing  application  of 
OReilly  *  Helanger.  Ltd..  OlUwa  Ont..  respect- 
ing   trestle   accommo<lation   on    G.T.R. 

29  162.  Dee.  17.  Authorising  O  r.R.  to  build 
spur  for  Knechlel   Kumilure  Co..   Hanover.  Ont. 

20.163.     lu-c.     19.     Authoriiing     ( nnndisn      N»- 


iL.tiol    Il>.     (,.    ■  r.-.    Iioll   ..11    Tiirr    Ixil    33.  Tp.    4«. 

1  Ifonl    «    11am. 

further    prt.. 

1    I,*    from    Brmnt- 

r..r.|.     Illil  ^ 

29  K>."..      Dec.    19.      Approving   agreement.   Dee.   4, 

hrlween    Bell    Telephone    Co.    and    Thessalon    Tp.. 

Algoma    District.    Ont. 

i9.lM.     Dec.     18.  -Approving    change    of    work. 

•  Pecincation  and  plan  of  culvert  to  l>e  built  under 

C.T.R.    at    mile    12.47.    Douceta    landing    Branch. 

29  167.  Dec.  18.— Ordering  E»<iulmalt  *  Na- 
nalnio  Ry.  to  appoint  sUtion  ag.-nt  at  (jualicum 
Ikach.    B.C..    by    Feb.    1.    1920 

29.168.  Di-e.  18.  — Relieving  Dominion  hipreas 
C...    fr«im   pnividlng   carUge   service  at    Courtright. 

29.169.  Dec.  18.  Relieving  Canadian  National 
Rys  from  providing  further  protection  at  crossing 
at  first  public  n«d  north  of  Anson  sUtion.  Ont. 

29  170.  Dec.  20.  Approving  agreement.  Dee. 
6  bi-tween  Bell  Telephone  Co.  and  Egypt  Tele- 
phone Co..   Ontario  County.   Ont. 

■'9  171.  Dec.  20.-  Extending  to  Jan.  16,  1920, 
time'  within  which  Ijikc  Erie  ft  Northern  Ry. 
may  opernto  over  G.T.R.  crossing  nt  Brnntford. 
Ont..   pending   insUllnlion   of   interlocking   plant. 

29  172  Dec.  12."  Authoriiing  Toronto,  Hamil- 
ton 'ft  Buffalo  Ry.  to  operate  over  Hamilton  ft 
Dundas  St.  Ry..  on  Aberdeen  Ave..  Hamilton. 
Ont.  «        jt  XI 

29  173.  Dec.  19. — Authoniing  Canadian  Na- 
tional Rys.  to  build  bridge  over  Carillon-Grenville 
canal.   Grenville  Tp..  Que.  ,,,„,« 

29  174.  Dec.  20.— Extending  to  Jan.  15.  1920. 
time"  within  which  Lake  Erie  ft  Northern  Ry.. 
pending  installation  of  interlocker.  may  operate 
over  Toronto.  Hamilton  ft  BulTalo  Ry..  in  Brant- 
ford.  Ont.  ...  /.  I,  D 

29  175  to  29.177.  Dec.  23.-  Authoriiing  C.F.K. 
to  biiild  itJi  irrigation  canal.  Taber  Irrigation  Dis- 
trict, across  its  track  in  Sees.  27.  14  and  36:  Tp. 
1  •  Range  17  :  west  1th  meridian.   AlU. 

'O  178  Dec.  22.-  Relieving  G.T.R.  from  pro- 
viding further  protection  at  first  crossing  east  of 
Cataratiui  crossing   2   miles   west  of   Kingston  Jet.. 

°"29.179.  Dec.  22.-Relieving  C.P.R.  from  pro- 
viding further  protection  at  the  first  road  allow- 
ance west  of  Minnedosa  Subdivision.   Man. 

•>9  180  29  181.  Dec.  23.  -  Authoriiing  C.P.R.  to 
bund  irrigation  canal.  Tabsr  Irrigation  n>''t"<;'- 
across  iU  tracks  in  Sec.  28.  Tp.  9.  Range  18.  »"•» 
Sec    28.  Tp.  9.  Range  17.  west  4th  meridian.  AlU. 

"'t  18''  Dec.  9.  —  Dismissing  application  of 
Va'ncouver  and  Districts  Joint  Sewerage  and 
Drainage  for  order  fixing  rate  on  sand  and  gravel 
on  British  Columbia  Electric  Ry.  Lulu  Island 
liranch.   from   Vancouver  Terminals  to  21th   Ave. 

■'9  183  Dec.  23.— Authoriiing  G.T.R.  to  use 
bridge   carrying    highway   over   its   main    line   near 

'29181'.  Dec.  22.— Ordering  Vancouver.  Victoria 
ft  Eastorn  Ry.  ft  Nav.  Co.  (G.N.R.).  to  provide 
proper  drainage  for  water  to  prevent  its  flooding 
Thos  Shoav.s'  land  at  Sunbury.  B.C..  water  so 
collected  in  railway  cuU  to  bo  taken  out  at  north- 
em   and  southern   ends  of   respective  cuts. 

29.185.  Dec.  22.— Rescinding  order  10.162.  Apr. 
14,  1910.  re  G.T.R.  spur  for  D.  G.  Coapi-r.  CoUlng- 
wood.  Ont.  1   •    .   ..#    ..-1 

29.186.  Dec.  19.-  Dismissing  complaint  of  re»l- 
denU  between  Rockland  and  South  Indian.  Ont.. 
against     alleged    unsatisfactory     train     service     By 

•'9  187  Dec.  23.-  Ordering  that  crossing  of  Brl- 
li.sh  Columbia  Electric  Ry.  and  &.iuimalt  *  Na- 
nnimo  Ry  near  Russell.  B.C..  be  protected  by 
watchmen  between  8  a.m..  and  midnight  only, 
instead  of  by  day  and  night  watchmen.  a»  re- 
„uire.l   by  order  18.733.  Feb.   18.   1913. 

•><l  tS8  Dec.  9.-  Rescinding  order  21,112.  reo. 
24"  1914, •  which  authoriled  Canadian  Northern 
Ry.  to  remove  roils  on  siding  built  for  Alberta 
Agencies     Edmonton.    AlU. 

29  189'  Dec.  27.-  Amending  order  29.139.  Dec. 
11  Which  aulhoriied  C.P.R.  to  divert  road  allow- 
an'ce  in  n  e  I.  Sec.  32.  Tp.  28.  Range  ...  west 
3rd  meridian.  Sask..  at  mile  100.2.  by  subeti- 
lutin»  28  for  38.  aftor  Tp.  „         ..  », 

29.190.  Dec.  19.  Authoriiing  Canadian  Na- 
tional Rys.  to  cross  trail  on  River  IjOt  33.  Tp. 
46     Range   25.    west   2nd   meridian.    Sask. 

29  191  Dee.  26.-  Relieving  G.T.R.  from  pro- 
vldl'iig  further  protection  at  creasing  on  Lan- 
caster St..   Kitchener.   Ont. 

29.192.  Dec.  30.  Approving  Grand  River  K>. 
>.Un<lard    passenger   tariff.  v.ttl.. 

29.193.  Dec.  27.  Approving  plans  of  Ket  e 
Valley  Ry.  sUndnnl  trestle  to  be  built  on  its 
IN.pper  MounUin   Branch.   B.C.         ^         ,.  « 

29  104  Dec.  2G.  Authoriiing  Canadian  Na- 
tioniil  Rys.  to  open  for  '""ffi^v'"  0"7;  "™"f!;: 
from  Oliver  to  mile  98.5,  speed  of  trains  llmiled 
to  15  miles  an  hour;  except  between  mile.  36 
and  90.  where  the  limiUtion  is  25  "'i:"  "","""'• 

29  195.  Dee.  »0.  -  Authoriiing  O.T.R.  to  re- 
move Pilon  siding.  3  mile,  west  of  Casselman. 
Ont. 


29  |o*      Jimr    n.-  Aatlioriiing  l>on<>oo  and  Port 

Kspi..      |(.      I..    l«iil.l    vsuriiirt    track    aeroM    Mill 
•r, .  ih    switrhe*    ami 

,  IVrr    Maniuette 

I  ,  .  n ranee    for    poles 


'..r   office 

^0.    192«. 

.  ^11  be  in- 
I  Rys.  by 
n    of    Vle- 

•  ection      of 


tlm-   u.'i 

.Ulle.1    a! 

Kort  Will 
toria    Av. 

Franklin  St  .  I  ■  n  Wiilmm  Oi.'  „  ^  ...  ,„,, 
29  199.  Dec.  27.-  Extending  to  Feb.  2i.  1920. 
time'  within  which  C.P  R.  shall  insUll  dUUnt 
signals  where  its  line  crosses  Canadian  National 
Rys.   at    Bonarlaw,   Ont. 

29.200.  Dec.  26.  Approving  C.P.R.  elearmnees 
at  Vancouver  Ice  and  Cold  Storage  Co.  •  ware- 
house.  Vancouver.    B.C.  _  „  „     . 

29.201.  Dec.  23.  -Relieving  C.P.R.  from  l>ro- 
vidiiig   further  protection   at   Aberdeen   Ave..    Win- 

29  202  Dec.  27.— Approving  Fredericton  and 
Graiid  Lake  C<«l  and  Ry.  Co.s  byUw.  authoriiing 
Passenger  Traffic  Manager  and  AssiaUnt  ^  rwt 
Traffic  Manager  to  issue  passenger  and  freigbl 
Uriffs    respectively. 

29  203.  Dec.  29.— Extending  to  June  1.  1920. 
time'  within  which  G.T.R.  shall  build  farm  cross- 
ing for  A.  Mcf.uiness.  I.«t  31.  nortJi  range  of 
Con.    1.    south    of    Slash    Road.    Tyendlnaga    Tp.. 

09204  Dec  31— Suspending  order  20.8.59.  Nov. 
m"  1913  as  amen<led  by  orders  28.-537  and  28.269. 
Sept.  12.  1914  and  Apr.  28.  ^^^^-  ^^^^^^,,Z 
insUllation  of  crtising  gates  at  Whyte  St..  Ed- 
monton  AlU..  by  C.P.R.  x7   _». 

29  20'>  Dec.  31. — Aothoniing  Canadian  Nortn- 
em  'western  Ry.  to  cross,  close  and  divert  north 
and  south  road  allowance  between  Sees.  SO  and 
19    Tp.  20.   Range   12.  w<-st  4th   meridUn.   AlU. 

29.206.  Dec.  31.-  Authoriiing  Canadian  Na- 
tiirnal  Rys  to  remove  diamond  at  crossing  at 
Spruce  Ave..  Edmonton.  AlU..  and  lay  straight 
rail :  to  be  operated  for  6  months  from  date. 

"J  '07  Dec.  9.  —  Dismissing  application  of 
WawoU  Village.  Snsk..  for  onler  re<iuiring  better 
train  service  on  C.P.R.  Reston-Wolseley  Branch 
with     connections     at     Wolsel.y     with     westbound 

29,208.  Dec.  31.— Approving  New  Brunawick 
Governmenfs  order  in  council,  passed  Dec.  9. 
1919.  authoriiing  New  Brunswick  Coal  and  Ky. 
Co -8  Passenger  Traffic  Manager  and  AnsuiUnt 
Freight  Traffic  Manager  to  issue  passenger  and 
freight  Uriffs   respectively. 

29  209  Dec.  81.— Authoniing  Canadian  Na- 
tional R>T.  to  cross  and  divert  north  and  aouth 
road  allowance  in  n.w.  Vi  See.  9.  Tp.  24.  Range 
27.  at  Norfolk.   AlU.  .  . 

29  210.  Dec.  23.— Authoniing  Canadian  isa- 
tionil  Ry«.  to  rebuild  bridge  over  Rideau  Canal, 
at    mileage    40.10    from    Brockville.    North    Croaby 

'^"2921"''  Dec.  27.— Authoriiing  C.P.R.  to  buOd 
spur'  at    grade    across    Scujo;    St..    Bowmanvllle. 

""29.212.  Jan.  S.-Amending  order  29.108.  Dee. 
6  1919.  re  crossing  of  certain  highways  in  Man- 
itoba   by  Canadian   National    Rys. 

29  MS  Jan.  5.-  Dismi.«»ing  Applclale  Progres- 
sive '  Association's  application  for  order  directing 
C.P.R.  to  erect  shelter  and  platform  at  Appledale. 

29.214.  Dec.  31.— Approving  Canadian  North- 
em  Western  Ry.  location,  mile  117.94  to  121.11. 
St  Paul  dc  Metis.  AlU..  including  locaUon  of 
SUtion  and  closing  and  diversion  of  Po/^n  »' 
Center  ,\ve..   also  authoniing  crossing  ot  aaverai 

'''-5'^l.r'  Jan.  2.  1920.  Dismissing  applicaUon 
of"wm  Taylor.  Richmond.  Que.  for  order  auth- 
orising opening  of  highway  crossing  over  G.T.R 
insU-ad  of  farm  crossing  provide.1  under  order  -..- 

■^"29  2*16!''  Jan."  2.- Authoriiing  G.T.R.  to  remove 
electric  alarm  at  Jeffries  highway  crossing  near 
Richmond   sUtion.   Que.  _,  ,     <« 

■•■l-'17.  Dec.  27.  1919.  Rescinding  order  28^ 
630.  Aug.  8.  1919.  which  disallowed  C  PR.  Uriff 
C  R  C  3  369  in  so  far  as  it  provided  for  cartage 
allowance  of  l'.c  per  100  lb.  to  Canada  Sugar 
Kefininu   Co.,    Montreal.  »!«..»», 

'9  "18  Jan.  2.  Authoniing  Canadian  NoTOi- 
erii  Town  Properties  Co.  to  make  highway  croaa- 
mg  ov-er  Canadian  National  Rr».  in  s.e.  >„  See.  4. 
Tn    29     Range  7.   west  4th  meridian.   AlU. 

•i<>219  Dec  31.  1919  Authoriiing  Canadian 
National  Rys.  to  make  ending  "ver  track,  on 
road  allowance  Wtween  Sees.  31  and  32.  Tp.  48. 
Range   19.   near   Edam.   Sask. 

•'J'-O  Jan  2  1920.  Authorising  Canadian 
Na'ti'oMi  Rys.'  to'  build  highway  '"?»;"«  *"*' 
1;  Sec.  9.  Tp.  26.  Range  17.  west  3rd  meridian. 
.Sask 


February,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


68 


29.221.  Jan.  2.— Relieving  Canadian  National 
Rys.  from  ere<:tin(?  fences.  Rates  and  cattle  guards 
along  its  line  between  Toronto  and  Ruel.  and  a 
number  of  points  on  its  Muskoka,  Sudbury  and 
Ruel  Subdivisions,  Ont. 

29.222.  Jan.  3.— Authorizing  C.P.R.  to  build 
spur  for  Cambrian  Coal  Co.,  Elcan,  Alta. 

29.223.  Jan.  3.— Rescinding  order  23.095,  Jan. 
8,  1915,  re  Canadian  Northern  Ry.  siding  for 
Sterling  Coal  Co..  at  mile  312.16.  Calgary  Subdi- 
vision and  authorizing  removal  of  spur. 

29.224.  Jan.  2.— Dismis.sing  Grand  Trunk  Pa- 
cific Ry.  application  for  authority  to  remove  ita 
station  agent  at  Entwistle,  Alta..  with  leave  to 
renew   application  six   months   from  date. 

29,22.5.  Jan.  2.-  Relieving  Canadian  National 
Rys.  from  providing  further  protection  at  crossing 
9  poles  west  of  mile  4,  Winnipeg  Subdivision, 
Man. 

29.226.  Jan.  2.  Relieving  Canadian  National 
Rys.  from  providing  further  protection  at  cross- 
ing 6  poles  west  of  mile  .SO.  Riding  Mountain 
Subdivision,   west  of   Birnie,   Man. 

29.227.  Dec.  30,  1919. — .\pproving  agreement. 
Dec.  15.  between  Bell  Telephone  Co.  and  Otonabee 
Tp..  Ont. 

29.228.  Jan.  B,  1920.— Extending  to  May  .  5. 
time  within  which  C.P.R.  may  build  extension  to 
spur  for  Saskatchewan   University. 

29.229.  Dec.  31,  1919.— Extending  to  May  1. 
1920,  time  within  which  C.P.R.  may  build  a 
permanent  culvert  with  opening  20  ft.  wide,  at 
mile  37.56.  near  Golden,  B.C.,  as  required  by 
order  28.544,  July  4. 

29.230.  Jan.  2. — Dismissing  application  of  As- 
sociated Boards  of  Trade  and  Saskatchewan 
Grain  Growers'  Association  for  reduction  in  rates 
to  stations  on  C.P.R.  Weyburn-Lethbridgc  line, 
and  for  the  building  of  uncompleted  portion  of 
the   line. 

29.231.  Jan.  9.— Ordering  Canadian  Freight 
Association  to  reinstate  by  Jan.  15.  1920.  rates 
to  Seattle  and  Tacoma,  Wash.,  in  its  tariff  on 
freight  for  export  to  trans-Pacific   destinations. 

29.232.  Jan.  5. — Relieving  Canadian  National 
Rys  from  providing  further  protection  at  cross- 
ing at  Letellier,  Man. 

29.233.  Jan.  8.— Authorizing  C.P.R.  to  build 
spur  for  Exchange  Orange  Products  Co..  and 
Eureka    Planter   Co.,    Woodstock,    Ont. 

29.234.  Jan.  7. — .\uthori2ing  Canadian  Nation- 
al Rys.  to  take  certain  extra  lands  for  right  of 
way  and  retaining  walls  for  Athabasca  St.  sub- 
way. Moose  Jaw,  Sask. 

29.235.  Jan.  9.— Extending  to  Feb.  15,  1920. 
time  within  which  C.P.R.  may  build  spur  for 
Vancouver  Ice  and  Cold  Storage  Co..  Vancouver, 
B.C.,  as  authorized  by  order  28,807,  Sept.  20.  1919. 

29.236.  Jan.  10.— Authorizing  G.T.R.  to  re- 
build bridge  carrying  public  highway  over  its 
track  at  mile   147   near  Huntsville.   Ont. 

29.237.  Jan.  10.  —  Dismissing  complaint  of 
Broadview  Ratepayers'  Association,  Burnaby,  B.C.. 
against  fares  charged  by  the  British  Columbia 
Electric   Ry. 

29.238.  Jan.  12.— Authorizing  C.P.R.  to  build 
spur  for  Goodyear  Tire  &  Rubber  Co.  of  Canada, 
Regina,   Sask. 

29.239.  Jan.  13.— Authorizing  Hillcrest  Lumber 
Co.  to  cross  under  Esquimalt  &  Nanaimo  Ry.  at 
mile  4.5.  Lake  Cowichan  Subdivision.  Vancouver, 
Island,   B.C. 

29.240.  Jan.  12.— Authorizing  G.T.R.  to  use 
bridge  on  Lot  21,  Range  8,  Markham  Tp..  Ont. 

29.241.  Jan.  12. — Recommending  to  Governor 
in  council  for  sanction,  Algoma  Eastern  Ry. 
General   Train   and   Interlocking   Rules. 

29,242  to  29,2.->0.  Jan.  13.— Authorizing  Cana- 
dian National  Rys.  to  build  across  highway  at 
9  points  on  its  Munson  to  Wayne  second  track, 
Alta. 

29.251  to  29,253.  Jan,  12.— Authorizing  G.T.R. 
to  use  bridges  on  Lot  10,  Range  5,  Markham  Tp., 
Ont. :  between  Lots  30  and  31.  Con.  B,  Scar- 
borough Tp.  Ont.,  and  on  line  of  Bethune  St., 
Peterborough.   Ont. 

29.254.  Jan.  14. — Authorizing  Canadian  Na- 
tional Rys.  to  cross  road  on  its  Acadia  Valley 
Branch,  between  Sees.  29  and  20,  Tp.  26.  Range 
28.  west  3rd  meridian,   Sask. 

29.255.  Jan.  12.— Amending  order  28.496.  July 
8,  1919,  re  location  of  portion  of  C.P.R.  Lang- 
don   North    Branch,   Alta. 

29.256.  Jan.  13.— Authorizing  G.T.R.  to  rebuild 
bridge  carrying  public  highway  over  its  tracks 
between  Lot  19,  Con.  8.  and  Lot  19,  Con,  9, 
EsQUesing   Tp.,   near   Georgetown.    Ont. 

29.257.  Jan.  9. — Authorizing  City  of  Regina, 
Sask.,  to  build  foot  passenger  subway  under 
C.P.R.    on    Hamilton    St. 

29.258.  Jan.  13.— Authorizing  C.P.R.  to  build 
spur  for  P.   Burns  &   Co..  Regina.   Sask. 

29.259.  Jan.  13. — Authorizing  Canadian  North- 
em  Saskatchewan  Ry.  to  build  across  8  highways 
on   its  Lampman-Pcebles   Branch,  mile  8  to  22.39. 

29.260.  Jan.  13.— Authorizing  C.P.R.  to  build 
spurs  for  Canada  Creosoting  Co.,  Trenton.   Ont. 

29.261.  Jan.  13. — Authorizing  Toronto,  Hamil- 
ton &  Buffalo  Ry.  to  build  spur  for  Norton  Co. 
of  Canada,  and  C.  S.  Anderson,  Hamilton,  Ont. 

29.262.  Jan.  13.— Authorizing  Canadian  Na- 
tional Rys.  to  build  across  and  divert  road  be- 
tween Sec.  36.  Tp.  28,  Range  20,  and  Sec.  31, 
Tp.  28.  Range  19.  west  4th  meridian.   Alta. 

29.263.  Jan.     10. — Approving     Fredcricton     and 


Grand    Lake  Coal    &    Ry.   Co.'s    sUndard   tariff  of 
maximum  mileage  freight   rates  C.R.C.   84. 

29,261.  Jan.  10.— .Approving  Now  Brunswick 
Coal  &  Ry.  Co.'s  standard  tariff  of  maximum 
mileage  freight  rates  C.R.C.  51. 

29.265.  Jan.  3.— Authorizing  C.P.R.  to  take 
certain  lands  of  H.  Bousquet  for  extending  aid- 
ing and  station   grounds   at  St.   Rosalie.   Que. 

29.266.  Jan.  2. — Approving  location  and  de- 
tails of  Canadian  National  Rys.  station  building 
at  Alfred  Center,   Que. 

29.267.  Jan.  13. — Approving  agreement,  Dec. 
30,  1919,  between  Bell  Telephone  Co.  and  Barrie- 
Angus   Telephone   Co..   Simcoe   County.   Ont. 

29.268  to  29.270.  Authorizing  Canadian  Na- 
tional Rys.  to  build  across  highway  at  8  points 
on  its  Munson  to  Wayne  second  track.  Alta. 

29.271.  Jan.  14.— Authorizing  G.T.R.  to  build 
spur  for  Beachville  White  Lime  Co.,  Oxford  North 
Tp..  Ont. 

29.272.  Jan.  10.— Ordering  G.T.R.  to  make 
such  changes  in  boarding  its  double  deck  stock 
cars  as  will  give  3  or  4   in  of  air  space  at  top. 

29.273.  Jan.  16.— Relieving  Michigan  Central 
Rd.  from  maintaining  day  and  night  watchmen 
at  crossing  of  Middle  Road,  near  Ruscomb  sta- 
tion.   Ont. 

29.274.  Jan.  16.— Authorizing  G.T.R.  to  build 
bridge  carrying  highway  over  its  tracks  between 
Lots  14  and  15.  Broken  Front  Concession.  East 
Whitby   Tp.,    near   Oshawa.   Ont. 

29.275.  Jan.  16. — Rescinding  order  29.011.  Nov. 
10,  1919,  approving  location  of  Canadian  North- 
em  Pacific  Ry.  Kamloops  -  Vernon  -  Kelowna  - 
Lumby  Branch,  mile  66  to  82.22  east  from  Kam- 
loops Jet..   B.C. 

29.276.  Jan.  16. — Authorizing  Canadian  Northern 
Ontario  Ry.  to  rebuild  bridge  at  Orient  Bay.  mile 
44,1    from  Jellicoe,    Ont. 

29.277.  Jan.  16.-  Authorizing  Canadian  Na- 
tional Rys.  to  carry  ti-affic,  temporarily,  over  its 
MacRorie  Westerly  Branch  from  Glidden  mile 
105.0  to  Eaton,  mile  115.0,  Sask.;  speed  of  trains 
limited  to  19  miles  an  hour. 

29.278.  Jan.  16.— Relieving  Michigan  Central 
Rd.  from  providing  further  protection  at  cross- 
ing  of   Middle  Road,   near  Comber,   Ont. 

29.279.  Jan.  16.— Approving  detail  plan  of  C. 
P.R.  subway  at  mile  28.3.  MacTier  Subdivision, 
Ont. 

29.280.  Jan.  16. — Ordering  on  application  of 
Canadian  Manufacturers'  Association,  on  behalf 
of  Canadian  General  Electric  Co.,  Canadian  Wcst- 
inghouse  Co.,  et  al,  that  rating  of  twice  first 
class  for  electric  light  bulbs  shown  in  Express 
Classification  for  Canada  4,  be  reduced  to  l^A 
times  first  class  ;  change  to  be  effective  by  Feb.  1. 

29.281.  Jan.  16.— Rescinding  order  26,363,  July 
24,  1917,  re  agreement  between  Bell  Telephone 
Co.,  and  Heath  Head  &  Grey  Telephone  Co.,  Grey 
County.   Ont. 

29.282.  Jan.  19.— Authorizing  Canadian  North- 
ern Pacific  Ry.  to  open  for  freight  traffic  its 
line  from  junction  with  Patricia  Bay  Line,  mile 
1.80  to  26.5,  from  Victoria,  B.C.:  speed  of  trains 
limited  to  10  miles   an  hour. 

General  order  281.  Jan.  12. — Authorizing  rail- 
ways on  application  of  Railway  Association  of 
Canada,  to  issue  free  or  reduced  rate  transporta- 
tion to  private  secretaries  of  Dominion  Govern- 
ment Ministers  and  of  the  opposition  leader. 


the  magnificent  train  which  has  trans- 
ported me  across  the  Dominion,  and  in 
which  I  have  lived  in  such  comfort  for 
the  last  two  and  a  half  months,  and  I 
should  like  to  take  this  opportunity  of 
thanking  the  Canadian  Government  for 
all  the  admirable  arrangements  that 
have  been  made  for  the  tour.  I  am  also 
very  grateful  to  all  the  Canadian  rail- 
ways for  the  care  which  they  have  taken 
of  me  and  for  the  consideration  they 
have  shown  in  making  my  9,000  mile 
journey  so  easy  for  me.  Railways  seem 
to  be  the  subject  of  quite  a  lot  of  excite- 
ment at  present.  I  am  not  going  to 
talk  about  that,  but  I  do  know  that  I 
could  never  have  got  across  to  Van- 
couver and  back  without  the  Canadian 
railways.  Far  more  important  still, 
there  would  have  been  no  Dominion  of 
Canada  today  but  for  them.  I  know 
of  no  country  in  whose  history  railways 
have  played  so  important — in  fact,  de- 
cisive— a    part." 


Canadian  National  Railways 
Earnings. 


1919  1918 

January    $  6,744,018  $  4,696.567 

February    6.000,342  4.421.604 

March   6,827.491  6,710,660 

April   6,909,632  7,165.890 

May   _ _ 7.518,244  6,680,746 

June    6,009,585  6,868,864 

July  7,657,402  5,783,299 

August    8,274,882  8,256,942 

September   __ 8,627,268  7.058,881 

October     „ 9.389.795  8,480.468 

November    8,739,457  7,836.884 

December     8,828.482  7,289,969 

$91,625,593  $80,098,633 
Approximate    earnings    for    three    weeka    ended 
Jan.    21,    1920,    $5,106,071    against    $4,255,864    for 
same  period.  1919. 


Canadian  Pacific  Railway  Earn- 
ings, Expenses,  Etc. 


The  Prince  of  Wales  on  the  C.P.R. 
and  Other  Canadian  Railways. 

The  following  letter,  written  to  E.  W. 
Beatty,  President,  C.P.R.,  by  the  Prince 
of  Wales,  from  Government  House,  Ot- 
tawa, ju.st  prior  to  his  departure  from 
Canada,  is  only  now  available  for  pub- 
lication:— Dear  Mr.  Beatty: — I  am  send- 
ing today  a  signed  and  framed  photo- 
graph of  myself,  which  I  hope  you  will 
accept  as  a  very  small  acknowledgment 
of  your  kindness  and  care  during  my  tour 
in  Canada.  I  cannot  look  back  upon  my 
journey  across  the  Dominion  and  back 
without  the  warmest  admiration  for  the 
wonderful  efficiency  with  which  it  was 
organized.  I  greatly  appreciated  the 
comfort  and  smooth  working  of  the  train, 
the  thoroughness  of  all  your  arrange- 
ments, and,  above  all,  the  unvai-ying 
forethought  and  courtesy  of  the  C.P.R. 
staff  which  travelled  with  me.  For  all 
this  I  am  very  grateful  to  you  yourself 
and  to  the  whole  organization  under  you. 
Neither  I,  nor  the  members  of  my  staff, 
will  ever  forget  the  very  pleasant  jour- 
ney which  we  made  under  the  auspices 
of  the  C.P.R.  Believe  me,  yours  sincerely, 
Edward   P. 

Towards  the  close  of  his  Canadian 
tour,  the  Prince  said: — "T  have  just  left 


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

Increases  or 
Gross         Expenses  Net         <Iccreafles 

Jan.  ..$13,028,328  $11,474,816  $1,553,512$  385.619 
Feb.  ..  11,064,167  10,083,051  981,116  390,218 
Mar.  ..  12,374,182  10,835,138  1,539,044  •1,453,787 
Apr.  ..  13,108,905  11,020,281  2,088,624  •1,366.765 
May  ..  13.569,411  10,635,650  3,033,761  '654,015 
June  .,  13,577.274    10,586.852      2,990.421  178,274 

July  ..  14.720.362  11,723,659  2,996,703  826.692 
Aug.  ..  16,283,654  11.605,486  8,778.168  569,584 
Sept.  ..  17.613,691  13.421.771  4,091.920  970,479 
Oct.  ..  18,296,653  12,948,871  6.347,782  261.945 
Nov.  ..  17,366.850  14.517.041  2.849,809  •548,663 
Dec.     ..  17,025,584    16,843,407      1,682,177    •1,128,885 

$176,929,060  143.996,024  $32,933,036    $1,569,851 


Approximate  earnings  for  three  weeks  ended 
Jan.  21,  1920,  09,339,000  against  $8,696,000  for 
the  same  period  1919. 

•Decrease. 


Grand  Trunk  Railway  Earnings, 
Expenses,  Etc. 


Gross 

earnings.  ' 

K-orking  expenses,  net  earnings. 

peases    or 

decreases. 

from    Jan, 

1,    1919, 

compared  with   those  of   1918; 

Gross 

Expenses 

Net         de 

c  reases 

Jan.     ..$ 

4,402,229  $  5,118,234  $t    716,005  $•    81,794 

Feb.     .. 

4,088.028 

4,397,953 

309.952 

660,229 

Mar.     ., 

6,613,593 

4,673.298 

840,295 

762,766 

Apr.     .. 

6,357.537 

4,601,550 

755,987 

92.889 

May     .. 

5.272.060 

4,603,411 

668,649 

•36.495 

4,947,795 

4,644,659 

303,136 

July     .. 

6,021,746 

4,886,147 

1.135.599 

•35.347 

6,719.921 

5,043,662 

1.676,259 

•101.890 

Sept.    .. 

7.004,277 

5.611.125 

1,393,152 

164.047 

Oct.     ... 

7.136.376 

5,764,044 

1.372.331 

189.280 

Nov.     .. 

6.092,603 

5,589,730 

502,873 

•398,214 

$62,556,165  $54,933,813    $7,622,352     $508,404 
tDeficit,      •Decrease. 


<•  I  February.  1920. 

I).  H    llanna  on  the  Canadian  National  Hallways  System,  Ktc. 


I>uni\K   till-  rnrly   part  of  .Iniuinry.  1) 
{(    llannii.   IVfnidont,  Canadian   National 
I"'.  •.  ,  •^|«"kr  ;i(  -iMTnl  places  in  Onlario, 
n  ,•.:•,   London,  .St.  Thomo« 
'■   i  I         • '  :•       Kiiton      Memurial 

(iuii.ii,  r..iMi<i...  in  .spi-akini;  at  tlu- 
Stratford  t'hamh«T  of  ComnuTce  din- 
nor,   hi-  wild:  — 

"TluTf  i«  no  .Hubjttt  I  know  of  that 
i.H  of  inoro  inifHirtunn-  than  that  of  truns- 
portntion:  it  i.s  peculiarly  a  basic  subjoct 
a>  far  n.-<  this  ('anuda  of  ount  is  con- 
ci-nu'd.  (  aimda  has  «n  aroo  of  ;t,72U,000 
Hqiu.r.'  11  !.  >;  a  populntijii  estimated  at 
•<■'  "h   is  only   c.ju i  .■  ji U-n :  to  2 

]>■  .cry   .square   mile.     In   the 

I  I  -  there  is  an  area  of  :>,050,- 

7hU  .-.quale  miles,  and  a  population  of 
116.000,000.  acvurdint;  to  1  k'uh.s  I  re- 
ceived from  the  U.S.  Consul  in  Toionio 
yesterday;  so  that  that  Rreal  country 
has  an  equivalent  of  .'!K  persons  to  every 
square  mile  of  territory.  The  la.si,  census 
(fives  a  population  to  Great  Britain  i-nd 
Ireland  of  4.i.lO0,000,  with  on  area  of 
120,.')80  square  miles,  which  is  equiv.ilent 
to  a  density  of  .'(77  persons  to  every 
Hquare  mile.  It  will  be  seen,  therefore, 
that  Canada  has  a  lonj;  way  to  go  in 
order  to  measure  up  to  the  U.S.,  and  a 
niurh  lonjrer  road  to  ko  to  measure  up 
to  Great  Britain  and  Ireland.  But  as 
regards  forests,  fisheries,  mines,  coal 
and  other  minerals,  Canada  is  very  much 
in  excess  of  the  U.S.  In  population 
Cana<la  has  only  about  7'2':'f  that  of  the 
U.S..  but  in  railway  mileage  we  are  about 
12'"f  of  theirs.  On  this  basis  it  might 
be  argued  that  we  have  more  railway 
mileage  in  operation  than  is  absolutely 
necessary  at  present,  and  Canada  has 
probably  overdone  herself  in  that  regard. 
It  must  be  remembered,  however,  that 
very  little  new  mileage  was  added  dur- 
ing the  war.  to  Canada's  total,  and 
much  of  the  intensive  construction  which 
was  done  prior  to  the  war  has  not  added 
a  very  great  deal  to  the  Dominion's 
wealth  in  industries,  food  production  or 
population.  A  new  era  has  now  de- 
veloped, and  if  the  same  courage  and 
loyalty  that  permeated  Canada  in  its  im- 
perishable war  activities  is  directed  to  the 
pursuits  of  peace,  we  will  make  a  far 
greater  development  than  we  have  done 
in  the  past. 

"It  is  not  true  to  say  that  Canada  has 
more  railway  mileage  than  is  necessary. 
That  may  be  true  in  isolated  cases,  but 
it  only  represents  a  small  percentage  of 
the  total  mileage  constructed,  where  du- 
plication has  been  permitted.  But  think 
of  the  country  to  the  north,  in  both  On- 
tario and  Quebec;  do  not  overlook  the 
fact  that  there  are  provinces  west  of 
Ontario  where  there  are  millions  of 
acres  of  land  which  has  not  yet  been 
brought  under  cultivation.  We  know- 
that  land  cannot  be  profitably  cultivat- 
ed where  the  haul  is  .iO  miles  from  the 
railway,  yet.  due  to  the  insistent  demand 
for  more  production  during  the  war. 
many  farmers  rose  to  the  heart-break- 
ing task  of  hauling  their  products  to 
the  railway,  in  some  cases  over  ."iO  miles 
away.  That  condition  cannot  always 
continue,  and  therefore  I  say  let  no  one 
imagine  that  railway  building  is  over 
in  Canada.  On  the  contrary.  I  am  con- 
vinced that  in  the  years  to  come  we  are 
going  to  have  as  much  additional  mile- 
age built  as  is  now  in  operation.  There 
will,  of  course,  be  greater  judgment  dis- 
played in  the  building  of  future  lines, 
duplication    will    not    be    permitted,    and 


inasmuch  a.s  there  arc  only  to  be  two 
companien  comppting  for  the  new  ter- 
ritory, a  sane  policy  will  obtain,  ond 
the  country  will  bv  the  gainer  by  it. 

"My  reason  for  saying  these  things 
is,  that  Canada  is  on  the  world's  map  us 
never  before;  immigration  will  begin 
again  in  a  larger  volume;  and  more  than 
ever  (ireat  Britain  and  her  allies  will 
depend  on  Canada  for  foodstuffs.  Thus, 
trade  commissions,  boards  of  trade, 
chambers  of  commerce,  and  other  activi- 
ties regarding  industrial  operations  are 
iK'ginning  to  grow,  and  new  enterprises 
are  being  established  throughout  the 
Dominion.  In  the  years  to  come  we  are 
going  to  be  less  dependent  on  U.S.  in- 
dustries to  supply  us  with  goods  and 
manufactured  articles,  which  we  will 
manufacture  ourselves.  There  is  too 
much  raw  material  going  out  of  this 
country  to  be  manufactured  elsewhere 
and  we  must  find  means  to  correct  that 
condition.  With  a  better  understand- 
ing between  capital  and  labor,  with  that 
spirit  governing  our  joint  activities;  we 
cannot  but  feel  that  Canada — Canada, 
the  promised  land— in  the  years  to 
come,  has  a  profitable  development  be- 
fore her  and  her  people.  To  me  the  de- 
velopment of  this  Canada  of  ours  is  a 
never  ending,  interesting  story,  because 
of  what  I  have  seen,  particularly  in 
western  Canada,  during  the  past  35 
years. 

"I  wish  to  speak  to  you  about  the 
Canadian  National  Rys.,  as  I  find  the 
Canadian  people  are  not  yet  fully  seized 
with  the  importance  of  these  railways 
to  the  counti-y,  and  they  have  failed  to 
grasp  their  individual  responsibility  to 
assist  in  the  success  of  the  Canadian  Na- 
tional Rys.  Speaking  in  regard  to  my 
own  experience,  and  particularly  in  re- 
gard to  the  west,  I  am  always  very  dif- 
fident about  using  the  personal  pronoun 
"I,"  antl  yet  sometimes  one  cannot  get 
away  from  it.  Strange  as  it  may  appear 
to  you,  I  am  a  very  humble  person,  but, 
I  am  a  Scotchman,  and  that  is  one  of  the 
characteristics  of  the  race.  When  I  hear 
laudatory  things  said  about  myself.  I 
am  always  reminded  of  an  incident  that 
occurred  in  my  early  railway  career,  in 
the  old  land,  .^s  a  young  lad.  selling 
passenger  tickets  at  a  place  called 
Barrhead,  where  my  mother  was  born,  in 
Scotland.  I  was  carrying  on  my  work  in 
the  usual  way  when  an  old  lady  came 
to  the  ticket  window  to  purchase  a 
ticket  to  Glasgow.  She  looked  at  me 
very  intently  for  a  moment  or  so.  and 
said.  "They  tell  me.  laddie,  you  are  a 
son  of  .lanot  Blair's."  I  said.  "Yes,  I 
am."  She  went  on  "I  kent  your  nionther 
when  she  was  young,  and  she  was  a  fine, 
handsome,  strapping  woman — you  are 
no  a  bit  like  her."  So,  I  carry  through 
life  that  humble  spirit,  because,  know- 
ing the  visible  truth  that,  "pride  goeth 
before  a  full,"  probably  it  is  just  as  well 
not  to  tumble  into  it  any  more  than 
you  can   help. 

"The  Canadian  National  Rys.  System 
is  composed  of  the  Intercolonial  Ry.,  the 
Prince  Kdward  Island  Ry.,  the  National 
Transcontinental  Ry..  ond  the  Cana<lian 
Northern  Ky.;  hoving  a  total  of  close 
to  14.000  miles  of  lines,  and  operating 
in  every  province  of  the  Dominion.  As 
to  the  Intercolonial — what  need  I  say? 
It  is  there.  It  was  originally  built  as 
a  military  road.  It  has  been  perform- 
ing a  service  and  I  do  not  think  the  peo- 
ple  of   this   country   exactly   understand. 


Strange  aa  it  may  seem  to  a  great  many 
people,  the  Intercolonial  Ky.  in  a  very 
valuable  profterty,  and  there  is  a  time 
coming,  and  not  in  the  dintant  future, 
either,  when  both  ends  can  Ih!  made  to 
meet;  that  m  to  xay,  the  earnings  will 
pay  the  expenses;  and  we  will  hope  a 
little  later  to  see  it  make  a  little  bit  of 
profit.  It  has  got  an  organization  which 
is  just  as  good  as  any  organization  any- 
where in  Canada  or  elsewhere,  for  that 
matter.  You  know  all  about  the  National 
Tran.scontinental  Ry.  It  was  a  subject 
for  political  discussion  for  many  years; 
but  it  has  been  built,  and.  strange  to 
.say.  it  is  there,  too.  There  is  a  develop- 
ment going  on  which  is  perfectly  amaz- 
ing; lumber  mills  are  being  built  in 
every  direction;  settlers  are  going  in;  in- 
dustries are  being  developed;  and  a 
through  freight  and  passenger  service 
has  been  inaugurated  that  in  time  to 
come  will  be  of  some  advantage  to  the 
whole    system. 

'Do  not  let  us  forget  that  the  Inter- 
colonial and  the  National  Transcontin- 
ental railways  are  two  assets  that  can 
be  made  in  the  years  to  come,  much 
more  valuable  than  they  are  today,  from 
the  standpoint  of  dollars  and  cents.  Had 
I  time  I  could  tell  you  what  ser\'ice 
those  railways  rendered  during  the  war, 
and  you  would  be  amazed.  Prince  Ed- 
ward Island  was  a  contribution  to  Con- 
federation, and  let  me  tell  you  that  VtiTr 
of  the  arable  land  of  that  little  province 
is  under  cultivation,  at  one  time  or  other 
during  the  year.  It  is  an  amazing  little 
island;  full  of  business,  although  handi- 
capped by  being  away  from  the  main 
land. 

"The  Canadian  Northern  Ry.,  is,  after 
all,  the  mainstay  of  the  system  for  the 
time  being.  In  the  Canadian  Northern 
you  have  a  property  which  1  know  all 
about.  I  am  exhibit  "a"  of  that  property. 
I  turned  the  first  wheel  in  1896;  and  I 
have  seen  a  little  property  grow  from 
100  miles,  n  single  locomotive  and  50 
cars,  to  what  it  was  in  If  18,  when  it 
was  turned  over  to  the  government. 
What  has  it  done  in  all  that  time? 
There  has  been  a  great  deal  of 
loose  talk  about  the  Canadion  Northern 
being  so  much  junk,  and  being  pitch- 
forked into  the  govemment's  hands  to 
be  got  rid  of,  and  that  the  govern- 
ment has  had  to  pay  for  the  privilege 
of  taking  it  over.  The  Canadian  North- 
ern began,  as  I  said  before,  in  a  small 
way.  Railway  men  who  are  here  will 
appreciate  this  joke  because  it  requires 
a  railway  man  to  understand  it.  "Time- 
table 1.  which  I  prize  with  a  great  deal 
of  satisfaction,  says.  'No.  4  will  not  leave 
until  No.  .'!  has  arrived.'  In  those  days 
we  had  pretty  dry  times;  we  were  a  long 
way  from  being  flush  with  money,  but 
I  could  not  help  working  in  a  little 
humor,  and  of  taking  advontage  some- 
times of  our  richer  brother,  the  C.P.R. 
In  18!i5-(i  the  safety  coupler  was  not 
what  it  is  today;  we  used  the  old  link 
and  pin,  and  I  can  remember  our  con- 
ductor, old  Dad  Ritsteen,  who  is  still  with 
us,  ond  is  one  of  the  type  of  conductor 
who  has  gone  by  the  boord.  Dod  used 
to  wander  into  the  C.P.R.  yard,  where 
we  got  our  freight,  and  occasionally  he 
would  pick  up  a  link  and  pin,  so  that 
he  could  alwoys  keep  ahead  of  his  re- 
quirements in  a  fairly  life  sized  borrcl 
that  he  kept  in  the  baggage  car.  In 
fact,  it  was  a  physical  example  of  the 
widow's  cruise  of  oil,  because  the  more 


February,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


65 


he  took  out,  the  more  there  always 
seemed  to  be  in  that  barrel.  And  the 
singular  thing  of  all  was,  to  my  i-ecol- 
lection,  I  never  bought  one  link  or  pin. 
The  C.P.R.  cannot  make  a  claim  on  us 
now,  I  think  it  is  outlawed,  and  so  I 
am  free  to  tell  the  story. 

"In  those  days  we  had  to  be  very  econ- 
omical. I  practically  lived  on  the  rail- 
way; I  was  not  only  general  superin- 
tendent, but  master  mechanic,  roadmast- 
er,  and  traffic  manager.  1  looked  after 
whatever  lands  there  were  to  sell,  and 
did  any  other  thing  that  nobody  else 
would  do.  I  took  a  great  deal  of  pride 
in  doing  that  work,  because  I  was  see- 
ing, as  so  few  people  had  been  able  to 
see,  how  that  country  would  grow.  I 
looked  upon  it  as  such  a  romantic  thing, 
and  enjoyed  every  minute  of  it,  very 
much  to  the  neglect  of  my  own  family. 
In  the  spring  of  1897  we  were  bowling 
along  with  what  they  used  to  call  the 
'Muskeg  Limited,"  with  12  or  14  freight 
cars,  and  2  passenger  cars  in  the  rear, 
taking  up  into  the  Dauphin  country  a 
number  of  people  from  Huron  and  other 
Ontario  counties  to  locate  there,  and  they 
are  doing  well.  A  stray  heifer  ran  across 
the  track,  and  the  locomotive  caught  it 
by  the  legs  and  threw  it  over  to  one 
side,  but  it  was  not  killed.  The  train 
was  stopped  and  I  went  forward  with 
the  conductor  to  see  what  was  the  trou- 
ble. We  found  the  heifer  lying  there, 
the  brakeman  happened  to  be  a  butcher, 
and  on  the  train  was  another  butcher 
belonging  to  the  construction  depart- 
ment. I  got  them  together  and  said,  'Let 
us  kill  this  animal,  dress  it,  and  take  it 
to  the  construction  camp.'  The  passen- 
gers got  out  and  stood  around  while 
the  two  butchers  tackled  the  job,  and  in 
16  minutes  they  had  it  hanging  up  in  a 
box  car,  in  quarters.  In  the  meantime 
the  owner  turned  up,  and  he  was  the 
most  wrathful  man  I  ever  met  in  my 
life,  his  language  was  such  that  I  could 
not  repeat  it.  I  told  him  we  would  set- 
tle his  claim  and  in  that  way  calmed 
him.  We  took  the  carcase  along  and  I 
sold  it  to  the  constniction  department, 
and  paid  the  man's  claim  in  full,  estab- 
lishing a  principle,  probably  the  first 
time  in  railroading,  by  paying  the  claim 
in  full  without  disputing  it,  and  I  had 
$4  to  the  good.  And  so,  all  during  those 
,  years,  from  1896  to  1902,  when  I  moved 
from  the  west  to  the  east,  I  saw  that 
country  grow,  particularly  the  territory 
tributary   to  the  Canadian  Northern  Ry. 

"When  the  govei-nment  took  over  our 
property  there  were  between  9,000  and 
10,000  miles  of  railway;  we  had  placed 
on  the  map  of  Canada  over  600  towns 
or  villages;  we  had  made  it  possible  to 
find  homes  for  hundreds  of  thousands 
of  new  settlers.  We  saw  the  revenue  of 
that  railway  grow  from  $67,000  during 
the  first  full  year  of  operation  in  1897, 
to  $44,.500,000,  we  handled  millions  of 
tons  of  freight  in  that  time;  and  we  per- 
formed a  service,  and  I  say  it  from  the 
knowledge  that  I  have,  second  to  none; 
not  even  the  C.P.R.  in  the  sphere  in 
which  we  were  located.  I  am  a  great 
believer  in  the  C.P.R.;  I  consider  that 
company  is  a  credit  to  Canada,  we  are 
all  proud  of  it,  because  it  is  the  biggest 
thing  in  Canada,  and  under  the  British 
crown,  its  organization  is  all  that  could 
be  desired,  and  it  has  done  a  service  to 
this  Dominion,  particularly  in  the  west, 
that  was  only  duplicated  by  the  Cana- 
dian Northern. 

"Much  of  the  mileage  the  Canadian 
Northern  had  built  was  practically  com- 
pleted   about     the     time   war     came    on. 


When  the  war  came,  immigration  ceas- 
ed, we  were  taking  people  out  by  the 
tens  of  thousands,  and  others  were  not 
going  to  take  their  places,  therefore, 
that  mileage  has  still  to  be  properly  de- 
veloped, and  the  day  will  come  when  the 
Canadian  Northern  Ry.  will  come  into 
its  own.  There  is  no  institution  in  Can- 
ada, no  government  in  Canada,  that  has 
spent  as  much  money  as  the  old  Mac- 
kenzie and  Mann  organization,  in  get- 
ting to  know  something  about  that 
western  country.  Wo  can  tell  you  all 
about  it.  We  know,  just  as  well  as  any 
government  can  tell,  just  how  far  north 
you  can  go  and  raise  grain,  and  we  have 
|n-oved  it;  but  we  are  a  long  way  from 
being  finished.  That  western  country  is 
a  long  way  from  being  developed,  not- 
withstanding the  mileage  that  has  been 
developed.  There  are  lines  to  the  north 
that  are  still  to  be  brought  into  real 
opei'ation,  and  when  that  is  done,  and 
that  must  be  done,  we  are  going  to  have 
in  Canada  such  operation  through  that 
western  country  that  will  have  its  effect 
in  every  industry  in  Ontario  and  Que- 
bec, and  right  down  to  the  sea. 

"Why  do  I  tell  you  these  things?  It 
is  because  I  want  you  to  understand 
exactly  what  you  have  got.  There  is 
not  one  of  you  here  who  is  identified  with 
any  business  interest  who  has  not  got 
personal  responsibility  in  the  success  of 
this  national  railway  of  ours.  I  do  not 
mean  by  that  to  say  we  have  to  ignore 
the  C.P.R.  There  is  plenty  of  business 
in  this  country  for  both  railways,  but 
I  want  everyone  here  to  know  as  I  have 
told  the  people  at  London,  St.  Thomas 
and  Toronto,  that,  just  in  proportion  as 
the  people  here  and  elsewhere  realize 
the  responsibility  that  the  ownership  of 
1,300  odd  miles  of  railway  casts  upon 
them,  will  they  lend  their  support,  and 
be  doing  something  in  their  own  and  in- 
dustrial interests.  I  want  you  to  feel 
that  in  what  you  are  doing  you  are  not 
doing  anything  to  assist  me,  but  to  as- 
sist the  organization. 

"The  Canadian  National  Rys.  are  very 
strong  in  the  west.  Let  me  just  go 
back  a  moment  to  speak  of  the  Cana- 
dian Northern  Ry.  The  layman  knows 
the  value  of  railway  property,  if  he  sees 
two  lines  of  railway  running  in  parallel 
order;  on  the  one  line  there  is  a  locomo- 
tive of  the  same  standard  as  on  the 
other  line;  one  hauling  10  cars  and  mak- 
ing a  fuss  over  it;  another  hauling  2.t 
cars  and  doing  it  with,  'AH  right,  I 
thank  you,  we  are  doing  very  well.'  That 
is  the  condition  of  the  Canadian  North- 
ern lines  in  the  west,  with  a  grade  going 
through  the  mountains,  with  the  excep- 
tion of  some  28  miles,  of  five-tenths  of 
K/f.  Let  me  illustrate  what  that  means. 
In  1915  the  Senators  and  members  of 
parliament  were  taken  on  a  trip  to  the 
Pacific  coast.  I  have  always  said,  and 
repeat  it,  that  if  they  talked  less  in  Ot- 
tawa, and  did  a  little  more  travelling, 
so  as  to  know  something  more  of  the 
country,  we  would  think  a  great  deal 
more  of  them.  I  think  the  ignorance  of 
some  members  of  parliament  is  collosal, 
in  regard  to  the  Dominion  as  a  xyhole.  On 
that  trip  we  hauled  15  cars,  consisting 
of  sleeping  cars,  dining  cars,  and  a 
lounge  car  where  they  could  have  enjoy- 
ment, speeches,  and  reminiscences  by  the 
old  time  members  of  parliament.  Fif- 
teen cars  were  hauled  by  a  single  locomo- 
tive through  the  mountains  to  Vancou- 
ver. Consider  what  that  means.  How 
many  of  you  have  been  to  the  coast?  How 
many  have  travelled  over  the  Canadian 
Northern  Ry?     (One).     You  should  get 


the  Victoria  Cross  for  that.  Those  who 
have  been  to  the  coast  have  seen  how 
the  C.P.R.,  with  G  or  7  cars,  struggled 
to  get  up  the  grades  across  the  Fraser 
River;  whereas  we  can  take  15  cars  with 
a  single  locomotive.  That  means  that 
the  Canadian  Northern  Railway  comes 
into  its  own,  as  it  is  going  to  come  into 
it,  as  sure  as  I  am  standing  here.  It  is 
but  a  question  of  time.  We  have  a  line 
of  railway  that  will  do  1507c  more  busi- 
ness than  our  good  friends  across  the 
Fraser  River  and  do  it  at  less  cost.  If 
we  have  any  faith  in  our  country  at  all, 
it  is  only  a  question  of  time  when  this 
property  of  yours  can  be  made  a  valuable 
asset  to  Canada. 

"We  are  strong  in  the  west;  we  are 
strong  in  the  east;  but  we  are  weak  in 
the  centre  of  the  system.  That  is  where 
the  Grand  Trunk  will  fit  in  to  a  nicety. 
I  am  not  going  to  discuss  the  why  and 
wherefore  of  that;  it  is  not  my  pro- 
vince. I  consider  the  government  acted 
with  great  wisdom  when  it  made  up  its 
mind  that  no  more  money  was  to  be  ad- 
vanced to  carry  on  operations  with  re- 
spect to  the  Grand  'Trunk  and  Grand 
Trunk  Pacific,  but  that  it  had  better 
take  over  the  property.  That  is  what 
it  has  done.  It  was  the  logical  thing  to 
do;  and  it  is  going  to  mean  everything 
to  the  Canadian  National  Rys.  system. 
The  Grand  Trunk  is  linked  up  with  all 
industries  of  any  importance  in  Ontario, 
and  Quebec,  with  a  continuous  roll  of 
traffic  both  east  and  west,  and  when  the 
national  system  gets  the  benefit  of  the 
long  haul  you  can  see  where  we  will  be. 
We  are  not  going  to  lose  much  sleep  over 
our  friends  the  C.P.R.,  that  will  be  their 
business.  Our  business  is  to  see  that 
the  Canadian  National  Rys.  are  consid- 
ered first.  In  that  you  must  play  your 
part. 

"Here  we  have  a  complete  system.  It 
means  in  figures  to  you  that  Canada 
will  have  an  investment  of  about  ?1,- 
000,300,000.  What  does  it  get  for  that? 
Let  me  read  some  figures;  22,375  miles 
of  railway,  doing  business  in  every  pro- 
vince of  the  Dominion,  and  1,881  miles 
in  the  United  States;  gross  earnings,  ■ 
assuming  consolidation  with  the  Cana- 
dian  National    Rys.,   of  about  $200,000,- 

000  with  90,000  employes;  3,020  locomo- 
tives; 3,200  passenger  cars;  120,000 
freight  cars;  and  this  year  would  have 
handled  60,000,000  tons  of  freight,  and 
22,500,000  passengers.  Now,  I  submit 
that  is  a  pretty  big  property  for  any 
man  to  handle.  Yet,  after  all,  it  is  very 
simple.  There  is  no  earthly  reason  why 
the  same  management  cannot  be  given 
to  this  property  as  the  C.P.R.  gives  to 
its  road.  The  only  way  the  Canadian 
National  Rys.  can  be  given  that  man- 
agement is  that  there  must  be  no  inter- 
ference. I  do  not  mean  from  that  that 
the  government  should  not  be  fully  ad- 
vised; I  recognize  as  any  man  does  the 
supremacy  of  the  government,  it  must 
be  advised  of  everything  that  is  being 
done  with  its  property;  it  must  know 
the  why  and  wherefore  of  certain 
things,  as  it  has  to  advance  moneys  from 
time    to    time    for    capital    expenditures. 

1  submit  with  all  deference  to  my  friend 
Mr.  Morphy  here,  that  the  fact  he  is  a 
member  of  parliament  does  not  give 
him  any  sort  of  privilege  to  come  to  me, 
or  to  say  to  any  of  my  directors  that 
this,  that,  or  the  other  thing  ought  to  be 
done,  or  that  somebody  ought  to  be  ap- 
pointed to  take  the  place  of  somebody 
else,  because  that  person  does  not  fill 
the  bill.  I  tell  you,  as  far  as  I  am  con- 
cerned, and  so  far  as  the  other  directors 


66 


CANADIAN  ItAILWAY  AND  MARINE  WORLD 


February,  1920. 


•r»  conc»nifcl.  when  that  nituation  bcirins 
to  criwp  in.  wc  will  not  crcop  out,  but 
wc  will  juinp  out.  I  nm  jrlml  to  \h>  nble 
to  liny  Ihnt  nftcr  Ti  nioTith-i  cxprrifiicc 
with    ■'  t    wo    hnvr 

I'"  "  !i  Ihi-  othiT 

»"«"''•  li  in  iUs  np- 

pniviii  ,,(  imin.N.t  r..iui!r,|  for  rnpital 
••xp<iulituri>,  and  for  tlu'  Ki-nirnl  Iwtter- 
nunt  of  the  Kovrrnnifnt's   proprrty. 

"Thort?  is  no  xcrioiiH  trick  in  the 
operation  of  rnilwnyx;  the  question  of 
lariro  niilenKe,  lurne  revenues,  does  not 
»o  much  nintter:  after  nil  it  is  onraniza- 
tion.  I  know  that  on  the  Intercolonial, 
the  National  Transcontinental,  the  Can- 
adian Northern,  and  on  the  Grand 
Trunk,  there  are  men  equal  to  the  best. 
Their  ability  is  not  in  question;  their 
loyalty  is  beyond  any  doubt;  and  if  rov- 
emed  by  a  proper  board  of  nianajrenient 
it  cannot  be  anything  else  but  a  success. 
It  all  depends  on  you,  and  others,  to  see 
to  it  that  the  orjranirjition  is  not  inter- 
ferrcd  with,  and  that  the  board  will  be 
permitted  to  carry  on  what  they  conceive 
to  l>e  pro|)er  and  in  the  interest  of  the 
Dominion  as  a  whole,  not  in  the  interest 
of  any  individual  part  of  it. 

"In  addition  to  the  railways,  the  Can- 
adian National  Rys.  are  in  the  steamship 
tu.'iine.ss.  .Vt  present  we  are  operating 
-'■i  steam.ships,  doinjr  business  to  the 
West  Indies,  South  America.  Cuba; 
across  to  London.  Glas>;ow  and  Liver- 
pool. We  contemplate  another  service 
to  the  Mediterranean,  and  have  just  com- 
menced a  ser\ice  from  the  Pacific  coast 
to  .Australia.  A  year  from  now  we  will 
have  over  60  ships,  and  we  will  have  the 
larpest,  by  lonjr  odds,  floating  fleet  fly- 
inc  the  Canadian  flap.  There  will  be 
over  .{00.000  tons  floating,  a  year  from 
now.  in  the  transport  of  freight.  The 
principal  thinjr  we  are  concerned  about 
is  this,  the  trade  of  Canada  must  be  de- 
veloped, there  must  be  new  avenues  for 
its  output,  and  our  business  is  to  come 
in  contact  with  chambers  of  commerce, 
boards  of  trade  and  manufacturing  asso- 
ciations, so  that  we  may  know  alonp 
what  channels  they  are  developing  their 
•  business,  and  the  points  they  desire  to 
reach.  Wc  arc  not  in  the  benevolent 
business,  by  any  means.  We  are  not  do- 
injT  somethinK  for  nothing,  that  would  be 
strictly  against  my  nationality.  We  do 
expect  that  for  every  dollar  we  spend, 
we  will  at  least  get.  not  only  a  dollar 
back,  but  enough  to  pay  fixed  charges 
for  the  ships  that  are  operating  in  the 
business.  In  addition  to  the  freight  ships 
we  will  have  passenger  ships.  We  must 
be  properly  equipped,  and  as  a  national 
.system  we  must  be  in  a  position  to  not 
only  carry  on  our  business  in  every  pro- 
vince of  the  Dominion,  but  we  must  be 
able  to  see  to  it  that  on  the  Pacific  coast 
and  north  Atlantic  wc  can  carry  the 
proilucU  of  our  allies,  or  of  our  enemies 
if  need  be.  We  must  have  a  complete 
.system  and  the  only  way  we  can  com- 
plete it  is  by  having  ships  going  in 
every  direction,  carrying  freight,  and  in 
time  to  come,  passenger  ships. 

"I  have  not  been  talking  about  what 
it  costs  to  do  the.se  things,  so  I  will  tell 
you  something  about  that  'The  laborer 
is  worthy  of  his  hire.'  I  have  often 
quoted  that  in  my  own  family,  because 
sometimes  I  think  some  get  more  than 
thoy  ought  without  working  vei-y  much 
for  it.  Due  to  con<litions  over  which  we 
had  no  control,  the  Canadian  National 
Ry.s.  system  began  operations  under  a 
cloud,  as  it  were,  because  we  were  only 
in  operation  for  some  two  months  when 
a   gentleman   named    McAdoo   loomed   on 


the  horizon.  I  am  not  going  to  say  a 
word  about  the  rates  of  wagcR  for 
which  he  was  responsible.  I  am  a  be- 
liever in  the  doctrine  that  the  laborer  is 
worthy  of  his  hire.  I  am  a  In-liever  in 
paying  goo<l  wages,  because  I  think  by 
doing  that  we  get  better  ser\icc  and  a 
better  class  of  employes.  However,  if 
we  do  pay  goo<I  wages,  if  wc  have  to 
pay  excess  amount*  for  our  coal,  and 
other  materials  which  enter  into  the 
operation  of  a  railway,  but  do  not  get 
enough  revenue  to  meet  those  bills,  what 
is  the  answer?  'Lift  the  freight  rates." 
The  other  day  the  wheat  board  raised 
the  price  of  wheat  fiOc  a  bushel  over 
night.  There  is  not  one  industry  repre- 
sented here,  but,  if  it  finds  the  cost  of 
operation  is  so  much  greater  than  it 
was  before,  will  increase  the  price  to 
the  consumer,  and  I  do  not  blame  them, 
as  it  is  the  proper  thing  to  do.  What 
about  the  railway  companies?  The  fact 
is  that  the  revenue  per  ton  mile  is  ac- 
tually less  today  than  it  was  in  1907, 
while  wages  have  gone  up  in  that  time, 
142';'f.  Now,  I  submit  to  you,  there  is 
a  question  for  us  all  to  face.  Would  you 
rather  pay  the  deficit  in  taxes,  or  would 
you  rather  make  the  man  who  gets  the 
use  of  the  railway  pay  the  bill?  It  is  a 
simple  question,  and  the  answer  is  very 
simple,  too.  There  is  no  country  in  the 
world,  as  far  as  I  know,  that  has  lower 
freight  rates,  not  even  excepting  the 
U.S.,  than  you  have  here  in  Canada. 

"Sometimes  great  truths  can  be 
brought  home  to  people  by  homely  illu- 
strations. Here  is  a  cigar;  say  it  cost 
lOc;  yet  Canadian  railways  are  com- 
pelled to  haul  a  ton  of  freight  12'/6  miles 
to  earn  enough  to  buy  such  a  cigar. 
Your  chairman,  Mr.  McDonald,  may 
make  a  complaint  to  his  railway  agent 
that  he  is  not  getting  freight  in  as 
promptly,  or  that  freight  is  not  going 
out  as  promptly,  as  he  would  like,  and 
the  agent,  as  a  good  agent,  being  en- 
quiries to  find  out  what  is  the  trouble, 
and  he  writes  a  reply  on  the  typewriter, 
puts  it  in  an  envelope  and  places  a  post- 
age stamp  on  the  letter,  which  costs  2c. 
The  Grand  Trunk  has  to  haul  a  ton  of 
freight  almost  3  miles  to  eam  the  2c 
which  it  cost  to  put  that  stamp  on  the 
envelope.  It  is  such  illustrations  that 
bring  home  to  us  exactly  what  is  being 
done  in  this  country  by  the  railways;  yet 
every  time  the  question  of  an  increase 
in  rates  arises,  chambers  of  commerce, 
boards  of  trade,  and  institutions  of  one 
kind  or  another  are  on  their  toes,  and  I 
do  not  blame  them.  The  facts  must  be 
placed  before  them,  and  the  fact  is  that 
this  year  the  Canadian  National  Rys. 
have  a  payroll  of  .$21,000,000  greater 
than  it  was  last  year,  due  to  the  in- 
crease in  wages  paid  to  our  employes.  I 
am  not  questioning  that,  I  am  glad  to 
see  it,  I  like  to  sec  proper  wages  paid 
and  have  stood  for  that  all  my  life  and 
am  too  old  now  to  change.  I  say  to  you, 
as  I  have  said  to  other  boards  of  trade, 
there  must  be  equilibrium  between  ex- 
penses and  receipts,  and  so  the  question 
i.s_  bound  to  come  up  at  a  later  period. 
AVe  may  not  be  so  jovial  as  we  are  to- 
night when  that  time  comes.  Let  me 
say  further  that  the  total  increases  of 
wages  paid  by  all  the  railway  companies 
in  Canada  amounted  to  .?77,"000.000  last 
year,  nearly  $10  per  head  of  the  whole 
population  of  ('ana<la.  Other  costs  have 
gone  up  in  proportion.  To  me,  there  is 
nothing  so  heartrending  as  to  find,  month 
after  month,  after  the  work  of  our  or- 
gani74ition  in  regard  to  the  hauling  of 
freight,  that  when  the  bills  are  paid  we 


arc  Worse  off  than  nothing  at  the  end 
of  the  month.  Figuren  in  red  ink  have 
a  very  distressing  effect  on  me;  and  I  am 
hopeful,  as  I  go  from  place  to  place  and 
preach  the  doctrine  of  national  railways, 
and  let  all  the  iK>oplo  know  what  they 
have,  that  they  will  at  least  do  one 
thing;  and  that  is.  they  will  remember 
they  have  a  railway  and  it  is  their  duty 
to  support   it. 

"There  are  many  other  features  about 
the  Canadian  National  Rys.  that  I  would 
like  to  tell  you  about,  but  there  is  not 
tinrie.  this  is  a  social  night  ond  we  are 
going  to  have  some  more  music.  I  want 
to  say  this  about  Canada  as  a  whole, 
it  is  a  great  subject  to  me.  I  have  been 
away  in  Sydney,  Novo  Scotia,  and  in 
Sidney  on  the  British  Columbia  coast,  I 
have  been  identified  with  railways  in 
this  country  since  1882;  I  have  seen  so 
much  change,  and  so  many  developments, 
that  I  feel  extremely  confident  that  this 
country  is  a  real  promised  land,  it  is  a 
country  of  great  potentialities,  and  it 
is  up  to  us.  particularly  of  the  younger 
generation  coming  along,  to  see  to  it 
that  we  develop  it  along  proper  lines; 
not  only  along  material  lines,  but  along 
spiritual  lines.  If  we  keep  that  ideal 
before  us,  we  may  be  very  sure  that 
wherever  we  may  go  outside  of  Canada, 
we  will  be  able  to  hear  things  spoken 
well  of  us. 

"The  management  of  the  Canadian  Na- 
tional Rys.  is  a  very  serious  thing.  There 
will  be  some  changes  when  the  Grand 
Trunk  comes  under  the  control  of  the 
national  lines.  I  do  not  know  what  the 
government's  views  are  in  that  regard; 
I  do  not  think  it  has  any  views  about 
it;  I  do  not  mean  that  in  a  humorous 
way.  I  mean  it  probably  has  other  things 
to  attend  to;  but  it  is  going  to  have  the 
biggest  thing  in  Canada  very  shortly,  to 
think  about — bigger  than  the  govern- 
ment itself.  I  do  not  know  what  the 
government  proposes  to  do,  whether  the 
Canadian  National  Rys.  will  be  operated 
by  a  board  of  directors,  or  by  a  board  of 
management,  or  by  a  commission,  or 
who  is  going  to  be  in  control.  Person- 
ally, it  will  be  my  pleasure  to  render 
assistance  to  any  one  who  may  succeed 
me.  I  have  no  expectation  that  I  shall 
be  the  head  of  that  organization,  I  do 
not  expect  it.  Whoever  it  is,  I  shall  be 
glad  to  render  him  every  assistance  pos- 
sible, because  I  have  unlimited  faith  in 
this  countr>-  of  ours.  I  know  that  Can- 
ada can  be  developed.  I  am  optim- 
ist always,  I  do  not  think  there  is  room 
in  this  country  for  a  pessimist,  if  there 
is,  he  ought  to  be  railroaded  out  of  the 
Dominion.  Believing  what  I  do  of  Can- 
ada, having  seen  what  it  has  already 
done;  just  as  sure  as  I  stand  here,  the 
railways  are  just  as  important  as  the 
nation  itself,  and  the  development  of 
one  will  mean  the  development  of  the 
other;  and  what  you  are  doing  here  in 
your  own  city,  what  others  are  doing 
elsewhere,  is  contributing  towards  the 
time  when  that  great  railway  property, 
the  Canadian  National  Rys..  will  be  con- 
sidered one  of  Canada's  most  valuable 
assets." 


liaitwny  Lands  Patented — Letters  pa- 
tent were  issued  during  Dec.,  IDUi.  for 
Dominion  milway  lands  in  Manitoba, 
Saskatchewan,  Alberta  and  British  Co- 
lumbia, as  follows, —  Aetm. 

Allicrta  anil  Grrnt   Watfrwayi  Ry B.M 

Ciiniiilian   N<.rthcm   Rjr _ M2.00- 

Cnnxlian   PaciHc  Rr.  mdbtd  and  •Ution 

irrounda    .„„.. „ 7S.4S 

Total    l.OM.tO 


February,  1920. 


67 


Mainly  About  Railway  People  Throughout  Canada. 


W.  J.  Babe,  for  several  years  a  Michi- 
gan Central  Rd.  conductor  at  St.  Thomas, 
Ont.,  has  been  appointed  Deputy  Presi- 
dent of  the  International  Brotherhood 
of  Railway  Trainmen,  and  will  under- 
take the  work  supervised  formerly  by 
the  Vice  President,  Jas.  Murdock,  who 
was  appointed  recently  to  the  Dominion 
Board  of  Commerce.  Until  his  present 
appointment,  Mr.  Babe  was  general 
chairman,  of  the  Brotherhood's  griev- 
ance committee. 

W.  R.  Baker,  C.V.O.,  formerly  Assist- 
ant to  President,  and  Secretary,  C.P.R. 
Co,  returned  to  Canada  early  in  Janu- 
ary, via  New  York,  after  an  extended 
visit  to  Europe  He  has  been  re-elected 
President,  Royal  Montreal  Golf  Club. 

E.  W.  Beatty,  K.C.,  President  C.P.R., 
left  Montreal  by  special  train,  Jan.  13, 
for  a  trip  of  inspection  over  the  com- 
pany's western  lines  He  arrived  at  Port 
Arthur,  Jan.  18,  where  he  was  met  by 
D.  C.  Coleman,  Vice  President,  Western 
Lines,  who  accompanied  him  to  the  Pa- 
cific coast.  Mr.  Beatty  was  expected  back 
in  Montreal  during  the  first  week  in 
February. 

F.  Brinkman,  Yardmaster,  Pere  Mar- 
quette Rd.,  St.  Thomas,  Ont.,  was  elect- 
ed Mayor  of  that  city,  Jan.  1. 

/  Acton  Burrows,  Proprietor  and  Editor, 
Canadian  Railway  and  Marine  World, 
■who  has  been  Chairman  of  the  Canadian 
Press  Association's  Trade  and  Class  Sec- 
tion for  the  past  four  years,  has  been 
unanimously  elected  President  of  the 
newly  organized  Canadian  National 
Newspapers  and  Periodicals  Association. 

Sir  Gee.  Bury,  e.x-Vice  President,  C. 
P.R.,  now  President,  Whalen  Pulp  & 
Paper  Co.,  Vancouver,  was  repoi'ted  in 
an  Ottawa  press  dispatch  of  Jan.  5,  to 
have  been  appointed  by  the  Dominion 
Government  as  Canadian  representative 
to  advise  the  British  members  of  the 
Reparation  Commission  as  to  Canada's 
claims  for  damages  sufi"ered  during  the 
war.  This  report  had  not  been  officially 
confirmed  up  to  the  time  of  going  to 
press. 

Hon.  J.  A.  Calder  is  acting  Minister  of 
Railways  and  Canals,  at  Ottawa,  during 
Hon.  J.  D.  Reid's  absence  in  Florida. 

E.  Chandler,  Foreman,  Bridge  and 
Building  Department,  G.T.R.,  Stratford, 
has  retired  after  42  years  service  with 
the  company.  On  Dec.  31,  he  was  enter- 
tained by  a  number  of  his  associates  and 
presented  with  a  set  of  chairs. 

Mrs.  Cochrane,  widow  of  Hon.  Frank 
Cochrane,  some  time  Minister  of  Rail- 
ways and  Canals,  has  gone  to  California, 
to  spend  several  weeks. 

W.  J.  Cowan,  formerly  of  the  Cowan 
Construction  Co.,  which  carried  out  sev- 
eral contracts  on  the  Canadian  Northern 
Ry.  Western  Lines,  and  who  died  at 
Cannington,  Ont.,  during  the  elections 
for  the  Dominion  Parliament  in  Decem- 
ber, w-hen  he  was  one  of  the  conservative 
candidates;  left  an  estate  valued  at  $191,- 
908.09.  R.  J.  Mackenzie,  a  former  di- 
rector of  the  Canadian  Northern  Ry.,  and 
a  son  of  Sir  William  Mackenzie,  formerly 
President  of  tKat  company,  and  A.  J. 
Reid,  of  the  C.N.R.  legal  staff,  are  the 
executors. 

Baron  Cunliffe,  Governor  of  the  Bank 
of  England,  who  died  suddenly  in  Lon- 
don, Jan.  5,  was  a  director  of  the  North 
Eastern  Railway  Co.  of  England. 

Chas.   P.   Disney,   whose   appointment 


as  acting  Engineer  of  Bridges,  Eastern 
Lines,  Canadian  Northern  Ry.,  Toronto, 
was  announced  in  our  last  issue,  was 
born  at  Montreal,  June  11,  1877,  and 
from  1902  to  1!)0.")  was  bridge  drafts- 
man. Dominion  Bridge  Co.,  Montreal; 
1905  to  1906,  steel  checker.  Locomotive 
&  Machine  Co.,  (afterwards  Montreal 
Locomotive  Works),  Montreal;  1906  to 
1907,  taking  a  course  at  Institute  of 
Technology,  Boston,  Mass.;  1907  to  1914, 
designing  and  estimating.  Bridge  En- 
gineer's office.  National  Transcontinental 
Ry.,  Ottawa;  Oct.,  1914  to  Sept.,  191.'), 
in  bridge  department.  Intercolonial  Rv., 
Moncton,  N.B.;  1915  to  1919,  on  military 
service,  being  for  18  months  a  sapper 
with  the  Canadian  Engineers,  and  then 
3  years  consecutively.  Lieutenant  and 
Captain  in  the  Royal  Engineers,  his  ser- 
vice in  France  being  continuous  for  four 
years. 

J.  L.  Englchart,  Chairman,  Timiskani- 
ing  and  Ontario  Ry.  Commission,  left 
Toronto  .Jan.  7,  for  Santa  Barbara,  Cal., 
intending  to  remain  there  until  May.  His 
resignation  has  not  been  accepted  by  the 
Ontario  Government,  but  it  is  said  that 
he  will  not  withdraw  it,  as  he  is  deter- 
mined to  retire,  on  account  of  the  state 
of  his  health. 

Geo.  H.  Ham,  of  the  C.P.R.  headquar- 
ters staff,  left  Montreal,  Jan.  13,  for  the 
Southern  States,  expecting  to  be  away 
about  three  months. 

D.  B.  Hanna,  President,  Canadian  Na- 
tional Rys.,  left  Toronto  Jan.  17,  with 
Mrs.  Hanna,  and  their  two  daughters, 
for  Miami,  Florida,  expecting  to  remain 
there  about  three  weeks. 

Anton  Lund  Hertzberg,  whose  retire- 
ment from  C.P.R.  service  was  announced 
in  our  last  issue,  died  at  Toronto,  Jan.  31, 
after  a  short  illness.  He  was  born  at  Hor- 
ton,  Norway,  April  30,  1855,  and  came  to 
Canada  early  in  1880,  since  when  he  was, 
to  1883,  in  G.T.R.  service.  In  1883  he 
was  appointed  Chief  Engineer,  Credit 
Valley  Ry.,  and  Toronto,  Grey  and  Bruce 
Ry.,  and  when  they  were  taken  over  by 
the  C.P.R.,  he  remained  with  that  com- 
pany, as  Resident  Engineer  at  Toronto, 
and  was  for  two  years  Engineer, 
Maintenance  of  Way  Department,  Mont- 
real, after  which  he  was  appointed  En- 
gineer, Ontario  Division,  later  Ontario 
District,  at  Toronto.  He  retired  from 
active  service  Jan.  1,  after  37  years  of 
continuous  service  with  the  company. 
The  funeral,  which  took  place  at  Toronto, 
Feb.  2,  was  attended  by  a  number  of  his 
former  colleague*. 

Gerald  Hiam,  District  Freight  Agent, 
C.P.R.,  Cleveland,  Ohio,  was  married  at 
Fort  William,  Ont.,  recently,  to  Miss  D. 
C.  Young,  daughter  of  Lt.-Col.  S.  C. 
Young. 

Miss  Dorothy  C.  Jones,  elder  daugh- 
ter of  F.  W.  Jones,  of  Victoria,  B.C., 
who  for  many  years  occupied  prominent 
positions  in  the  C.P.R.  service  at  Winni- 
peg, was  married  Jan  3,  to  Lt.-Com- 
niander  D.  S.  Lambert,  R.N.,  son  of  the 
late  Major  General  Lambert,  C.B.,  of 
Hampshire,  Eng. 

Zebulon  Aiton  Lash,  KC,  Senior  Coun- 
sel, Canadian  National  Rys.,  died  at  To- 
ronto, Jan.  24  after  an  illness  lasting 
several  weeks,  and  culminating  in  a 
stroke  of  paralysis,  Jan.  11.  He  was 
born  at  St.  John's,  Nfld.,  Sept.  29,  1846, 
and  educated  there,  at  Dundas  Ont.,  and 
Toronto  University  and  was  called  to 
the    Ontario   bar    in    1868,    and    made   a 


Q.C.,  in  1879.  He  was  appointed  Deputy 
Minister  of  Justice  for  Canada  in  1872, 
under  Hon.  Alex.  Mackenzie's  ministry, 
resigning  in  1876,  and  has  since  been 
a  partner  in  the  legal  firm  of  Blake, 
Lash,  Anglin  and  Cassels,  Toronto.  He 
was  for  many  years  a  director  of  the 
Canadian  Northern  Ry.  Co.,  and  its  Gen- 
eral Counsel,  and  at  the  time  of  the  tak- 
ing over  of  the  railway  by  Canadian  Na- 
tional Rys.,  he  was  a  director,  and  Vice 
President  and  General  Counsel.  He  was 
also  President,  Great  North  Western 
Telegraph  Co.,  a  director  of  the  Sao 
Paulo  Tramway,  Light  and  Power  Co., 
Mexico  Tramway  Co.,  Rio  de  Janeiro 
Tramway,  Light  and  Power  Co.,  and  a 
number  of  other  companies,  and  also  of 
the  Canadian  Bank  of  Commerce  and 
National  Trust  Co.,  as  well  as  occupy- 
ing positions  on  the  boards  of  Toronto 
University  and  several  other  public  in- 
stitutions. He  was  buried  at  Forest 
Lawn   Mausoleum,  Toronto. 

James  McGregor,  Superintending  En- 
gineer, Halifax  Ocean  Terminals,  Cana- 
dian National  Rys.,  is  visiting  in  Scot- 
land and  expects  to  spend  some  time 
there. 

R.  Marpole,  General  Executive  As- 
sistant, C.P.R.,  Vancouver,  B.C.,  and  Mrs. 
Marpole,  left  there,  Jan.  12,  to  spend 
some  time  in  Southern  California 

Flight  Lieut.  J.  A.  Middleton,  whose 
death  as  a  wounded  prisoner  in  Ger- 
many, in  June,  1917,  was  reported  only 
recently,  was  born  at  Toronto  in  1888, 
and  educated  in  Natal,  South  Africa, 
and  Edinburgh,  Scotland.  In  1906  he 
joined  the  C.P.R.  engineering  staff,  and 
was  engaged  on  bridge  work  in  British 
Columbia  at  the  outbreak  of  war.  He 
enlisted  in  Lord  Strathcona's  Horse,  and 
wont  to  France  with  that  regiment, 
transferring  later  to  the  7th  Cameron 
Highlanders.  Having  joined  the  air  ser- 
vice, he  served  as  a  pilot  with  the  Royal 
Flying  Corps  in  1916  and  on  March  24 
of  that  year,  during  a  heavy  enemy  at- 
tack, his  machine  was  forced  down  within 
German  lines.  A  younger  brother, 
Lieut.  A.  S.  Middleton,  who  died  of 
woudns  after  the  battle  of  Loos,  in 
France,  was  formerly  on  the  Canadian 
Northern   Ry.   engineering   staff. 

R.  P.  Orm.sby,  Secretary,  Canadian 
National  Rys.,  expects  to  leave  Toronto 
early  in  February,  to  spend  about  two 
months  in  England. 

F.  O.  Parent, ,  agent,  G.T.R.,  Pem- 
broke, Ont,  died  suddenly  at  Rockland, 
Ont.,  Jan.  12  One  brother,  F.  A.  Parent, 
is  agent,   G.T.R. ,  Casselman,  Ont. 

F.  H.  Phippen  K.C.,  is  expected  to  re- 
turn to  Toronto,  from  England,  about 
the  middle  of  February. 

J.  A.  Pratt,  station  agent,  Canadian 
National  Rys.,  Riviere  du  Loup,  Que., 
died  there  suddenly,  Jan.  23,  aged  64.  He 
was  in  Intercolonial  Ry.  service  for  sev- 
eral years. 

Hon.  J.  D.  Reid,  Minister  of  Railways 
and  Canals,  and  Mrs.  Reid,  left  Ottawa 
Jan.  23,  for  St.  Augustine,  Florida,  to  be 
absent  about  a  month. 

F.  Rioux,  formerly  Assistant  to  Presi- 
dent, Reid  Newfoundland  Co.,  St.  John's, 
Nfld.,  and  who  went  overseas  in  1916  as 
a  second  lieutenant  in  the  British  Army 
Service  Corps,  was  released  from  mili- 
tary service  recently  and  has  been  visit- 
ing friends  at  St.  John's,  subsequently 
returning  to  Montreal,  where  he  will  live 
in  future. 


f.8 


CANADIAN  UAn.WAY  AND  MARINE  WORLD 


February.  1920. 


I.irut.-Col.  Illair  Kiplry,  (  .H.K..  D.S.O. 

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1  Ull»    <]L 

>  II.,  ond 
ui.l  Mon- 
.  l'.'ii:>.  Chii-f 
.  St.  Marys 
from  ly04  to 
of  Coiislruc- 
aion  t'o.:   11*05 


,nt 


M »..,rv.  W.l.l'.U., 

,  H.l'.;  1U07  to  May  1, 
Kncinwr  on  pradc  revi- 
BiMii.  <  I  K  .  .MapU-  (reek  to  Medicine 
Hat,  AlUi.;  Resident  Knjrineer  on  field 
work,  U'thbrid»re  viaduct,  C.I'.R.;  Assist- 
ant Kn»rineer  in  charRe.  Old  .Man  River 
viaduct.  C.r.R..  Macleod.  Alia.;  Assist- 
ant Engineer  in  ehnr^e.  Outlook  viaduct, 
C'.P.R..  Outlook.  Sask.  On  the  comple- 
tion of  these  works  he  wa.s  sent  by  the 
C.P.R.  to  Nova  Scotia  to  report  on  bet- 
terments and  improvements  for  the  Do- 
minion Atlantic  Ry..  and  to  organize  and 
prepare  for  the  replacement  of  some 
larjre  and  difficult  bridKes  on  the  waters 
of  the  Kay  of  Fundy.  In  1912  he  was 
appointe<l  Engineer  in  chnrpe  of  Grade 
Separation,  C.P.R. ,  North  Toronto.  In 
1916  he  was  appointed  Lieutenant-Col- 
onel of  the  Canadian  Railway  Troops 
1st  Battalion,  rai.-^ed  for  general  rail- 
way an<l  bridire  construction  work  at 
the  front.  He  was  given  the  D.S.O.  for 
services  in  the  field  and  at  the  close  of 
the  war  was  made  a  Commander  of  the 
Order  of  the  British  Empire. 

J.  K.  I..  Ros.«,  director,  C.P.R.,  and  who 
recently  retired  from  the  Dominion  Steel 
Corporation's  board  of  directors,  has 
been  elected  a  director  of  the  Consoli- 
dated Mining  and  Smelting  Co.  of  Can- 
ada, succeeding  the  late  W.  D.  Matthews, 
who  was  also  a  C.P.R.  director  and 
father  of  Mrs.   Ross. 

Hon.  N.  W.  Rowell  is  acting  Minister 
of  Public  Works  at  Ottawa. 

W.  A.  Sibbett,  who  was  engaged  by 
the  Colombian  Government  recently  to 
sur\-ey  the  harbor  at  Barranquilla  for 
extensive  water  front  improvements,  was 
bom  at  Bracebridge.  Ont.,  Nov.  4,  1890, 
and  educated  at  Barrie,  Ont.,  and  To- 
ronto Univerf.ity  graduating  with  honors 
in  civil  engineering  in  1911.  He  quali- 
fied as  an  Ontario  land  surveyor  in  1912, 
and  after  spending  some  time  on  muni- 
cipal work  was  engaged  as  a  surveyor 
on  the  C.P.R.  at  North  Bay,  Ont.  In 
1915  he  surveyed  harbors  in  British  Co- 
lumbia for  the  Dominion  Government. 
He  enlisted  for  active  service  in  1915  and 
went  overseas  as  lieutenant  in  the  122nd 
Muskoka  Battalion,  just  prior  to  which 
he  qualified  as  a  Dominion  land  sur- 
veyor. 

Mrs.  Somers,  wife  of  G.  O.  Somcrs 
died  at  St.  Paul.  Minn.,  Jan.  12,  and  was 
buried  at  Toronto.  Mr.  Somers,  enter- 
ed railway  service  at  Toronto  in  1879 
as  telegraph  operator.  Northern  Ry.,  and 
was  subsequently  assistant  agent,  re- 
lieving agent,  station  agent,  and  clerk 
to  Superintendent  of  that  road;  from 
1880  to  1H82  he  was  in  private  business 
in  Chicago.  111.;  188:!  to  1885  succ»'s- 
sively,  clerk  in  General  Freight  Depart- 
ment; acting  General  Baggage  Agent, 
and  chief  clerk.  General  Passenger  and 
Ticket  Department.  C.P.R..  Winnipeg; 
188fi.  chief  clerk.  General   Passenger  and 


Ticket  tifllci  I         '  hi- 

rng".     111.;      I  -er 

A,-. T.I.   liuliit  ,,iilic 

•;..  .Muh.,  1.VS7  to  .Sept.. 
vely  chief  clerk,  (leneral 
i  ii-parlnient,  an<l  A.i.«islant 
GeiKiiil  1' I  eight  Agent,  (ireat  Northern 
Ry.,  St.  Paul,  Minn.  In  Sept..  1904,  he 
was  appointed  (ieneral  Freight  .Xgent, 
(Ireat  .Northern  Ry.,  and  later  was  trans- 
ferred to  a  similar  position  on  the  ('hi- 
cago  (Jreat  Western  Rd.,  which  position 
he  resigned  in  1912  to  enter  the  Canada 
Bond  Co.,  Toronto.  Shortly  afterwards 
he  resigned  and  returned  to  the  United 
States  and  has  latterly  been  in  United 
States  Railroad  Administration's  ser- 
vice. 

R.  W.  Stovel,  who  was  appointed  Con- 
sulting Engineer,  Westinghouse,  Church, 
Kerr  and  Co.,  recently,  was  born  at  To- 
ronto Feb.  22,  1877  and  educated  at 
U|)|)er  Canada  College  Toronto,  Ridley 
College,  St.  Catharines,  Ont.,  and  Mc- 
Gill  University.  He  entered  Westing- 
house  Church,  Kerr  &  Co.'s  service  in 
1898,  and  all  of  his  work  has  been  in  the 
U.S.,  with  the  exception  of  the  design 
and  construction  of  the  C.P.R.  passen- 
ger terminal  and  steamship  pier  at  Van- 
couver, B.C.  He  enlisted  for  active  ser- 
vice with  the  U.S.  Army  in  Oct.,  1917, 
and  went  to  France  with  the  Chief  En- 
gineer of  the  Transportation  Service,  and 
in  Aug.,  1918  was  appointed  Electrical 
and  .Mechanical  Engineer  in  charge  of 
the  Pier  Utilities  Branch,  Terminal  Fa- 
cilities Division,  and  in  the  following 
month  was  made  chief  of  that  division  in 
charge  of  all  French  terminal  facilities 
under  the  U.S.  Army  Transport  Service's 
jurisdiction,  with  the  rank  of  lieutenant- 
colonel. 

Thomas  Dennis  Utiey,  whose  appoint- 
ment as  Car  Foreman,  C.P.R.,  Weyburn, 
Sask.,  was  announced  in  our  last  issue. 
was  born  at  Leytonstone,  London,  Eng., 
Nov.  1,  1890,  and  entered  railway  ser- 
vbice,  Jan.  5,  1907,  since  when  he  has 
been  to  Mar.  4,  1910,  .Assistant  Inspector 
London  Tilbury  and  Southend  Ry.,  Lon- 
don, Eng.;  Apr.  4  to  May  21,  1911,  la- 
borer. May  22  to  June  24.  1910.  car 
cleaner,  and  June  25,  1910  to  Mar.  29, 
1911,  car  repairer,  C.P.R.,  Winnipeg;  Oct 
20,  1911  to  Sept.  28,  191.!,  to  Nov.  16, 
1919,  Car  Inspector  C.P.R.,  Swift  Cur- 
rent, Sask.  He  was  for  a  short  while 
in  Grand  Trunk  Pacific  Ry.'s  service  as 
car  repairer  at  Rivers,  Man. 

Hugh  B.  Walkem.  Assistant  District 
Engineer,  C.P.R.,  Vancouver,  is  on  sick 
leave,  spending  the  winter  in  Southern 
California.  He  was  one  of  the  engineers 
engaged  in  the  original  location,  and 
subse(iuent  construction  and  mainten- 
ance, of  the  C.P.R.,  and  has  been  in  that 
company's   service   for  nearly   39  years. 

L.  D.  Walker,  who  has  been  appointed 
Waterworks  Engineer  and  Inspector, 
Canadian  Fire  Underwriters'  Associa- 
tion, Toronto,  was,  for  a  time  in  1907, 
engaged  as  an  engineer  in  the  Mainten- 
ance of  Way  Department.  C.P.R.,  at 
Montreal,  and  later,  entered  Grand  Trunk 
Pacific  Ry.  service,  being  engaged  on  the 
construction  at  the  Fort  William  term- 
inals and  the  Lake  Superior  Branch. 
From  1909  to  1911  he  was  in  the  Chief 
Engineer's  office,  G.T.P.R.,  Winnipeg, 
and  from  1911  to  191:!.  Assistant  Engin- 
eer, Algoma  Central  and  Hudson  Bay 
Ry..  Sault  Ste.  Marie.  Ont..  resigning  in 
1911!.  on  receiving  an  appointment  under 
the  Dominion  Public  Works  Department 
at  Sault  .Ste.  Marie.  Ont. 

G.  T.  Waufjh,  station  agent,  G.T.R.. 
York.   Ont.,   retired   from   active   service. 


Dec.  :il,  HMU,  after  .10  yearn  with  the 
company.  On  Jan.  5  he  was  preiient4Ml 
with  II  club  Iwjg  by  the  Icxal  xtufT  and 
left   fi.r  California. 

Acceptanro  of  Canadian   .Montv  at 

Par  on  MiihiKan  Central  Rd. 

in  Canada. 

We  have  been  favored  with  copies  of 
the  following   telegrams: 

Frimi  John  Bridge.  President.  West- 
em  Ontario  United  Boards  of  Trade,  to 
Chief  Comnii.-'sioner,  Board  of  Railway 
Commissioners,  Ottawa,  Jan.  10.  "Din- 
ing car  and  Pullman  conductors  on 
Michigan  Central  between  Niagara  and 
Windsor  are  refusing  to  accept  <'ana- 
dian  currency  in  payment  for  meals  or 
other  service.  Crews  are  apparently  act- 
ing in  good  faith,  under  misapprehension 
of  instructions  from  I'nited  States  Rail- 
road Administration.  Hope  that  prompt 
measures  can  be  taken  to  present  this 
injustice  on  Canadian  soil." 

From  Chief  Commissioner,  Board  of 
Railway  Commissioners,  to  John  Bridge, 
Jan.  12,  "Telegram  re  .Michigan  Central 
received.  Am  taking  energetic  mea- 
sures." 

From  Chief  Commissioner.  Board  of 
Railway  Commissioners,  to  D.  W.  Don- 
ahue. Superintendent,  Michigan  Central 
Rd.,  St.  Thomas.  Ont.,  Jan.  12.  "Com- 
plaint just  received  that  your  employes, 
acting  under  instructions,  are  refusing 
to  accept  Canadian  currency  for  Pullman 
and  dining  car  service.  Please  .see  this 
is  discontinued  immediately,  and  wire 
me  to  that  effect." 

From  D.  W.  Donahue,  Superintendent, 
.M.C.R.,  St.  Thomas,  Ont.,  to  Chief  Com- 
missioner, Board  of  Railway  Commis- 
sioners, Jan.  12.  "Your  wire  date.  In- 
structions referred  to  are  addressed  to 
agents,  conductors,  etc.,  in  the  United 
States.  Canadian  currency  or  coin  is  ac- 
cepted at  par  in  Canada." 

From  Chief  Commissioner,  Board  of 
Railway  Commissioners,  to  John  Bridge, 
President,  Western  Ontario  United 
Boards  of  Trade,  London,  Ont..  Jan.  12. 
"Michigan  Central  wires  Canadian  cur- 
rency is  accepted  at  par  in  Canada." 

From  John  Bridge.  London.  Ont.,  to 
Chief  Commissioner,  Board  of  Railway 
Commissioners,  Jan.  1.'!.  "Wires  receiv- 
ed on  Jan.  9  and  10.  Pullman  and  din- 
ing conductors  Michigan  Central  west- 
bound passenger  train  2:!,  ButTalo  to  De- 
troit, refused  to  accept  Canadian  money 
for  services  rendered  on  Canadian  soil. 
Understand  now  these  crews  placed 
wrong  interpretation  on  order  issued  by 
U.S.  Railway   Board." 

Railway  Employes*  Voting  —  Polls 
were  opened  nt  n  number  of  railway 
centers  prior  to  Jan.  1.  for  the  municipal 
elections  in  Ontario  cities.  It  was  re- 
ported .Ian.  6.  in  Stratford.  Ont..  that  in 
the  two  days  the  poll  was  open  only  11 
votes  were  recorded,  and  that  the  cost 
of  recording  them  was  $24. 

Rarsa-Bagdad  Ry. — .\  London.  Eng., 
cablegram  of  Jan.  1,  states  that  it  is  ex- 
pected to  have  the  Barsa  to  Bagdad 
railway  in  .\siatic  Turkey  completed  for 
traffic  at  an  early  date.  Construction  is 
reported  to  be  progressing  at  the  rate  of 
14  miles  a  day.  A  daily  passenger  train 
is  expected  to  make  the  trip  in  28  hours 
at  the  opening  of  the  line,  which  will  be 
rinluced  to  about  12  hours  when  the  line 
is  got  into  thorough  working  order. 
Freight  trains  will,  it  is  stated,  make 
the  trip  in  48  hours. 


February,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


69 


Railway  Rolling  Stock  Orders  and  Deliveries. 


Canadian  National  Rys.  have  received 
3  sleeping  cars  from  Canadian  Car  and 
Founrry  Co. 

Canadian  National  Rolling  Stock  Ltd., 
has  ordered  80  cabooses  from  Canadian 
Car  and  Foundry  Co. 

Canada  Creosotinjr  Co.  has  ordered  50 
tram  cars,  and  54  sets  of  running  gear' 
from   Canadian   Car  and   Foundry   Co. 

The  G.T.R.,  to  Jan.  10,  received  44 
steel  fram  bo.x  cars,  80,000  lb.  capacity, 
from  Canadian  Car  and  Foundry  Co. 

Algoma  Steel  Corporation  has  ordered 
2  standard  gauge  car  trucks,  80,000  lb. 
capacity,  from  Canadian  Car  and  Foun- 
dry Co. 

Bedford  Construction  Co.,  St.  John, 
N.B.,  has  bought  one  20  yd.  steel  dump 
car  from  Canadian  Car  and  Foundry 
Co. 

The  Grand  Trunk  Pacific  Ry.  is  hav- 
ing a  further  1,500  cars  repaired  by 
Canadian  Car  and  Foundry  Co.  at  Fort 
William,  Ont. 

The  G.T.R.  has  received  44  box  cars 
and  2  stock  cars,  and  233  repaired  box 
cars  and  138  repaired  hopper  cars  from 
Canadian  Car  and  Foundry  Co. 

The  Canadian  National  Rys.,  has  invit- 
ed tenders  to  be  sent  in  by  Feb.  10,  for 
the  following  rolling  stock, — 2,000  box 
cars,  40  tons  capacity;  500  refrigerator 
cars,  30  tons  capacity;  500  general  ser- 
vice cars  (coal),  50  tons  capacity;  350 
ballast  cars,  50  tons  capacity;  20  bag- 
gage cars,  73',^  ft.  long;  18  sleeping  cars, 
12  dining  cars,  30  Pacific  type  locomo- 
tives, and  20  switching  locomotives. 

Canadian  National  Rys.  have  received 
6  six  wheel  switching  locomotives  from 
Canadian  Locomotive  Co.,  completing  an 
order  for  25,  placed  Jan.  28,  1919,  with 
Canadian  Locomotive  Co.,  and  illustrat- 
ed in  our  last  issue.  Following  are  the 
chief  details: 

Weight   in   workinK  car l.'iO.OOO   lb. 

Wheel    base,    engine 12    ft. 

Wheel   base,  engine  and  tender 41  ft.   IVt  in. 

Heating   surface,    fire  box 132  sq.   ft. 

Heating   surface,    tubes   and   arch   tubes 

1449.7  sq.  ft. 

Heating   surface,   total 1,581.7    sq.    ft. 

Driving  wheel,   diar 51   in. 

Driving  wheel,   centers cast  iron 

Driving  journals,  diar.  and  lenKth....8H  x  11%  in. 

Cylinders,  diar.  and  stroke 21  x  26  in. 

Boiler,    type Straight   top 

Boiler,   pressure  180  lb. 

Tubes,   no.  and  diar 157 — 2  in. 

24—5%  in. 

Tubes,  length 12  ft.  5  in. 

Airbrakes Westinghouse  E.T.   6 

Packing   Metallic 

Fire    brick Security 

Valve  motion    Walschaerat 

Cab  Steel,  wood  line 

Headlight 10   Pyle  National   type  K.   and 

15   Schroeder  Electric  Taylor  and  Arnold  casing 

Weight  of  tender,   loaded 96.000   lb. 

Water  capacity  3.800  imp.  gals. 

Coal  capacity  6  tons 

Truck  type 4   wheel  arch   wire 

Steel,   dair 33   in. 

Wheel,  type....  10  Davis  C  and  15  cast  iron  chilled 

Journal,  dair.  and  length 4Vi   x  8 

Break    beam Simplex 

The  Jamaica  Government  Ry.  has 
ordered  7  twelve  wheel  (4-8-0)  locomo- 
tives from  Canadian  Locomotive  Co. 
They  are  duplicates  of  an  order  placed 
in  Oct.,  1919,  except  that  the  present 
ones  are  to  be  equipped  with  superheat- 
ers.    Following  are  the  chief  details: 

Weight   in   workint;   order  on   drivers 110,000   lb. 

Weight    in    working   order   total 140.000    lb. 

Wheel  base  engine,  rigid 12  ft.  9  in. 

Wheel    base,    total    23    ft. 

Wheel  base,  engine  and  tender 50  ft.  2  in. 

Heating    surface,    fire    box   and    arch    tubes 

148   sq.    ft. 

Heating  surface,   tubes 1,355   sq.   ft. 

Heating  surface,   total   1,503  sq.  ft. 


Driving    wheel    diar 46    in. 

Driving   wheel   centers Cast  iron 

Driving  journals,  diar.  and  lenffth  8H  in.  x  10  in. 

Cylinders,   diar.    and  stroke 19   x   26   in. 

Boiler,    type    Straight  top 

Boiler,    working   pressure   190   lb. 

Tubes,   no.  and  diar 139—2   in. 

21—5%  in. 

Tubes,   length  18  ft.  4  in. 

Air  brakes   Westinghouse  E.T. 

Packing    Metallic 

Superheater Locomotive  Superheater  Co.  type  A 

Valve  motion  Walschaert 

Headlight    Electric 

Weight   of  tender,   loaded 94,100   lb. 

Tank  capacity 3,600  imp.  gal. 

Tank    type   U   shape 

Coal  capacity  1,400  lb. 

Track,  type 4  wheel  arch  bar  type 

Wheel,   diar 33   in. 

Wheel,    type C.I.  center  with   steel   tires 

Journal,   diar.  and  length 4Vi   x  8   in. 

Urake   beam Simplex    high   speed 

Belgian  Rolling  Stcck  Orders. 

The  Belgium  State  Railways  have 
ordered  75  consolidation  (2-8-0)  locomo- 
tives from  American  Locomotive  Co., 
Schenectady,  N.Y,  The  Belgian  railway 
standard  train  connections,  front  and 
rear,  will  be  included  in  the  equipment, 
but  the  general  design  will  be  the  Amer- 
ican Locomotive  Co.'s.  Following  are 
the  chief  details: 

Gauge 4   ft.  8'A  in. 

Cylinders,   diar.  and  stroke 24  x  28   in. 

Driving    wheel,    diar 59.84   ft. 

Boiler,  outside  diar : 68  in. 

Boiler   pressure    200   lb. 

Firebox,   length   and  width 96  x   eOVi   in. 

Tubes,   no.  and  diar 160 — 2  in. 

26-5%   in. 

Heating  surface,  superheater 564   sq.   ft. 

Heating  surface,    tubes 1,292  sq.   ft. 

Heating  surface,  arch  tubes 25  sq.   ft. 

Heating   surface,    arch   tubes 25   sq.    ft. 

Heating  surface,  firebox   150  sq.   ft. 

Heating  surface,   total   2,031   sq.  ft. 

Heating  surface,  superheating 510  sq.  ft. 

Grate  area   40  sq.    ft. 

Wheel  base,  driving 19  ft.  6  in. 

Wheel  base,  engine 28  ft. 

Wheel    base,  engine  and  tender 54    ft. 

Weight,    leading   truck 22.000   lb. 

Weight,   driving   truck 164,000   lb. 

Weight,  total  engine  18G.000  lb. 

Weight,    tender 117,000   lb. 

Maximum  tractive  effort  based  on   eS^c    boiler 

pressure    35.000    lb. 

Factor   of    adhesion    4.7 

Limiting  weight,  per  axle 42,900  lb. 

Tender   type    6   wheel 

Capacity,   water 6,340  U.S.   gal. 

Capacity,    coal 7    metric    tons 

Superheater   Locomotive   Super- 
heater Co.   fire   box  tube,   type  and   cross   header 

Airbrakes Westinghouse.   French   automatic 

Sanders    Lambert 

Couplers    Bel- 
gian standard  screw  link  with  2  spring  buffers 

Brake  Belgian  standard 

London,  Eng.,  press  dispatch,  Jan.  22. 
— The  Belgian  Minister  of  Railways  is 
here  negotiating  for  the  purchase  of  50 
locoiritives  and  3,000  cars  from  Cana- 
dian manufacturers  through  the  Cana- 
dian Government.  The  contracts  will 
be  signed  as  soon  as  the  Canadian  Fi- 
nance Minister  consents  to  an  advance 
of  credit.  Belgium  only  had  about  $11,- 
000,000  of  the  $25,000,000  granted  last 
year.  This  credit,  with  others  in  Europe, 
expired  at  the  end  of  December.  The 
total  unused  amount  will  be  advanced 
when  good  propositions  are  put  forward. 
Belgium  hopes  to  obtain  a  credit  for 
needed  rolling  stock  amounting  to  about 
$10,000,000. 

Ottawa  press  dispatch,  Jan.  27. — It  is 
said  here  that  large  United  States  firms 
are  interested  in  the  fact  that  the  Bel- 
gian Government  is  in  the  market  for 
50  locomotives,  18,000  freight  cars  and 
a  number  of  passenger  cars.  Whether 
they  will  gel  any  of  the  business  de- 
pends on  the  Belgian  Government,  which 
now  has  the  Canadian  offer  before  it  to 
accept  Belgian  Government  5  %'/<-,  five 
year  treasury  bonds  in  payment  for  the 


locomotives  and  cars.  Sir  Henry  Dray- 
ton's proposal  that  the  companies  them- 
selves should  extend  five-eighths  of  the 
credit  and  the  Dominion  Government  the 
balance  has  been  accepted  by  the  com- 
panies. A  50-50  basis  was  originally 
suggested  by  the  companies. 

The  Chief  Railway  Commissioner 
on  Applications  for  Rehearings. 

Hon.  F.  B.  Carvell,  Chief  Commission- 
er, Board  of  Railway  Commissioners,  at 
a  sitting  of  the  commission  in  Montreal, 
Jan.  20,  at  which  the  Canadian  Freight 
Association,  on  behalf  of  the  C.P.R.,  the 
G.T.R.,  and  the  Canadian  National  Rys., 
asked  for  a  rehearing  of  the  joint  freight 
tariffs  order  of  Aug.,  1919,  is  reported 
to  have  said:  "What  interests  me  in  this 
matter  is  that  nothing  this  board  ever 
does  seems  to  be  accepted  as  final.  When- 
ever a  judgment  is  made  and  the  rail- 
ways do  not  like  it,  back  they  come  try- 
ing to  get  the  case  reheard.  In  this  par- 
ticular matter  the  board  issued  an  order 
in  August  last.  Why  was  it  not  obeyed? 
Why  this  request  that  the  case  should  be 
reopened.  I  have  not  been  long  on  the 
board,  but  since  I  have  been  there  have 
been  two  occasions  on  which  cases  have 
been  asked  to  be  retried.  If  the  applic- 
ants can  show  that  the  board's  order 
took  any  person  by  surprise,  or  is  not 
sound  in  law  why  all  right,  but  if  it  is 
simply  because  you  don't  like  the  order 
that  you  ask  to  have  the  case  reheard 
then  I  do  not  feel  like  hearing  it  again. 
I  find  no  fault  with  you  for  coming  back 
if  you  think  you  have  a  real  case,  but  I 
find  it  creeping  up  all  the  time  that  when 
an  order  is  not  pleasing  to  the  railways, 
they  come  back  to  endeavor  to  have  it 
changed.  They  seem  to  want  to  treat  this 
board  as  if  it  was  nothing  more  than  a 
rubber  stamp.  Every  order  this  board 
has  made  has  only  been  made  after  we 
have  given  it  the  most  careful  considera- 
tion. In  fact  I  have  been  rather  sur- 
prised at  the  amount  of  work  in  connec- 
tion with  each  case  and  I  have  reached 
the  opinion  that  in  what  we  are  doing 
we  are  giving  you  our  best  well  consider- 
ed judgment.  I'll  admit  that  decisions 
are  not  reached  as  quickly  as  it  is 
thought  they  should  be,  but  I  contend 
that  every  case  is  thoroughly  considered 
in  all  its  phases  before  an  order  is  made. 
That  being  so,  you  must  have  very  good 
grounds  before  you  can  ask  for  a  re- 
hearing." 


New  Brunswick  Workmen's  Compen- 
sation Act — The  board  appointed  by  the 
N.B.  Government  to  carry  out  the  Work- 
men's Compensation  Act  of  1918,  issued 
on  Dec.  29,  1919,  a  notice  containing 
the  rate  of  assessment  to  be  made  upon 
the  pay  roll  of  every  concern  in  the  pro- 
vince for  the  purpose  of  the  act.  The 
amount  of  the  pay  roll  is  to  be  ascer- 
tained under  conditions  prescribed  in  the 
act,  and  the  rate  of  assessment  is  set 
out  in  a  schedule  attached  to  the  notice. 
The  operation  of  steam  and  electric  rail- 
ways, railway  car  shops,  steel  and 
wooden  shipbuilding  yards;  wrecking  and 
salvaging,  towing,  express  companies' 
operations,  bridge  building  and  a  vari- 
ety of  other  occupations  affecting  trans- 
portation interests  come  under  the  act. 

W  F.  Barry,  Commercial  Agent,  Can- 
adian National  Rys.,  San  Francisco,  Cal,, 
in  renewing  his  subscription  to  Canadian 
Railway  and  Marine  World,  virrites:  "It 
is  a  pleasure  to  continue  receipt  of  your 
very  newsy  and  useful  paper," 


70 


February.  1920. 


Trallic  Orders  by  Board  of  Railway  Commissioners. 


lUilwo)    TolU    (.'untinurit    in    Kffrft. 

tJtncnil  oiticr  276.  Doc.  31.   llUtt.     Ro 

iirdor  In  rnuncil    IftO.'l.  •«   nmontlcd.  oiul 

'       "    •   ">    and    in    pursunnco    of    the 

t.  rrf<l  upon  thf  l>oaril  by  bi-c. 

Rnilwny    Aft,    ll»l»:     It    is 

'iiTt    to    the    provisions 

\.l,    llM'.i.   the   tolls   of 

-    in    I'fTiTt   as   of   this 

(Int.-,   11!.     I.I  II  I. y    riintinued    in   effect,   on 

•nd  from  .Inn.  1,  I'.'^O. 

Keculatiuns   KesprclinR  Tariffs. 

General  order  277,  Dec.  2'J.  19ia.  Re 
indiratine  rhanires  in  tolls  in  frciifht, 
I  "  -5,   telephone,   and   tele- 

in    pur.Hunnce     of    the 
upon  the  board  by  the 
•.    1 ;'!".',    sec.   .'124,   and    upon 
!  1  iillio  Oiricer's  report  and  re- 
.     .11.  It  i.s  ordered  that  freiKht, 
pa--.iiLi  r.   express,   telephone,   and   telc- 
»rniph   tariffs,    and   supplements   thereto, 
applyinir   between   points    in    Canada,   or 
from    a    point    in    Canada    to    a    foreign 
countrj-.   hereafter  filed   with   the   board, 
shall,  e.vcept  as  hereinafter  provided,  in- 
dicate advances  thereby  made  by  the  sym- 
bol   "A."   and    reduction    by    the    symbol 
"R,"    with     the      neces.sary     explanatory 
note,   in   the   folIowinR   manner,  viz.: 

1.  In  schedules  which  show  the  rates 
opposite  the  station,  the  proper  symbol 
to  be  shown  acainst  each  rate,  or  each 
rule  or  regulation,  chanped.  2.  In  sched- 
ules in  which  the  rates  appear  in  a  table 
.separated  from  the  station  list:  (a)  Un- 
less the  station  grroupinps  have  been  va- 
ried relatively  to  their  rates;  the  proper 
symbol  to  be  shown  in  the  rate  table  in 
the  manner  prescribed  in  sec.  1  hereof; 
(h)  If  the  station  proupingrs  have  been 
varied  relatively  to  their  rates;  the  pro- 
per symbol  to  be  shown  af^ainst  the  re- 
ference on  the  station  page  to  the  rate 
table,  and  apainst  each  rule  or  regula- 
tion changed. 

Provided  that  if  the  columns  of  rates 
are  so  close  together  as  to  leavq  insuf- 
ficient space  for  the  symbols,  and  in  such 
cases  only,  increases  shall  be  printed  in 
full-face  type,  and  reductions  in  italics, 
with  the  necessary  explanatory  note. 
Provided,  also,  that  if  it  is  found  im- 
practicable to  indicate  changes  in  a 
schedule  by  either  of  the  methods  herein 
prescribed,  application  may  be  made  to 
the  board,  accompanied  by  a  printer's 
proof  of  the  proposed  schedule,  for  relief 
from  the  provisions  of  this  onler  in  such 
case.  And  it  is  also  ordered  that  the 
character  of  the  schedule  be  showrn  at 
the  top  of  the  title  page,  thus:  "Ad- 
vance," "Reduction,"  "Reissue,"  "New- 
Rate  (or  rates)"  and  so  on,  as  the  case 
may  be.  General  order  275,  Dec.  16, 
1919,  is  rescinded. 

Express  Companies'  Tariffs. 

General  order  278,  Jan.  3.  Re  the 
Railway  Act.  1919,  Sec.  360.  and  ex- 
press companies'  tariffs.  It  is  ordered 
that,  subject  to  such  order  or  orders  as 
the  boani  may  from  time  to  time  issue, 
all  express  companies  within  the  legis- 
lative authority  of  the  Parliament  of  Can- 
ada be  authorized  to  charge  the  express 
tolls  published  in  their  respective  tariffs 
filed  with  the  board. 

Fresh  Fruit  Rates  to  Manitoba. 

General  order  279,  Jan.  5.  Re  com- 
plaint of  Vinemount  Orchard  Co..  Vine- 
mount,  against  rate  on  fresh  fruits  to 
Winnipeg,  as  shown  in  Canadian  Freight 
Association's    Special    Commo<lity    Tariff 


t  .K.l  .  19.  effective  Aug.  20.  191«.  Upon 
hearing  the  submissions  of  the  C.P.K.'s 
freight  trnflU-  manager,  on  behalf  of  the 
railway  cunipnnies  interested  her«*in.  ot 
Ottawa.  Sept.  16.  1919,  the  Canadian  Pa- 
cific, Grand  Trunk  and  Canadian  Na- 
tional Railways,  the  Canadian  Freight 
Association,  and  the  Dominion  Depart- 
ment of  Agriculture's  fruit  branch,  being 
represented  and  upon  the  board's  Chief 
Traffic  Officer's  report  and  reading  the 
written  submissions  filed  subsequently 
on  behalf  of  the  Department  of  Agricul- 
ture's Fruit  Commissioner,  and  it  ap- 
pearing that  the  tariff  contravenes  the 
board's  order  of  Oct.  10,  1904,  in  the 
complaint  of  the  Ontario  Fruit  Growers' 
Association,  and  order  8,207,  Sept.  27. 
1909.  dismissing  the  Canadian  Freight 
Association's  application  for  an  order 
rescinding  the  order  of  Oct.  10.  1904;  it 
is  ordered  that  the  Canadian  Freight 
Association's  Tariff  C.R.C.  19.  effective 
Aug.  20,  1918,  be  disallowed.  And  it  is 
further  ordered  that  the  Canadian 
Freight  Association,  in  virtue  of  the  au- 
thority thereupon  conferred  by  powers 
of  attorney  of  the  railway  companies  in- 
terested herein,  forthwith  publish  and 
file  a  tariff  restoring  the  rates  on  fresh 
fruits  from  points  in  Ontario  and  Que- 
bec to  Winnipeg,  Portage  la  Prairie,  and 
Brandon,  prescribed  in  the  order  of  Oct. 
10,  1904.  as  increased  by  authority  of 
order  212,  .Ian.  1.5,  1918,  and  as  further 
increased  by  order  in  council  1,863,  July 
27,  1918;  the  said  increases  having  been 
continued  in  effect  by  general  order  276, 
Dec.  31,  1919. 
Transportation   for  Private  Secretaries. 

General  order  281,  Jan.  12.  Re  appli- 
cation 2,  Dec.  30,  1919,  of  Railway  Asso- 
ciation of  Canada,  under  the  Railway 
Act,  1919.  sec.  345.  for  permission  to 
issue  free  or  reduced  rate  transportation 
to  the  classes  of  persons  specified  in  the 
application.  Upon  reading  the  applica- 
tion, and  considering  what  was  filed  in 
support  thereof,  it  is  ordered  that  rail- 
way companies  within  the  legislative  au- 
thority of  the  Parliament  of  Canada  be 
permitted  until  further  order,  to  issue 
free  or  reduced  rate  transportation  to  the 
following  class  of  persons,  viz.:  Private 
.secretaries  of  ministers  of  the  Dominion 
Government,  including  the  private  sec- 
retary of  the  leader  of  the  opposition. 
Sand  and  Gravel  Rates  From  York,  Ont. 

28,163,  Dec.  22,  1919.  Re  complaint  of 
York  Sand  &  Gravel  Co..  Toronto, 
against  rates  on  sand  and  gravel  from 
York  to  private  sidings  and  team  tracks 
on  G.T.R.  in  and  contiguous  to  Toronto. 
Upon  hearing  the  complain  in  Toronto, 
Oct.  31,  1919.  the  complainant,  the  Can- 
adian Manufacturers'  Association,  the 
Toronto  Board  of  Trade,  the  G.T.R.,  be- 
ing represented  at  the  hearing,  and 
upon  reading  the  further  submissions 
filed,  and  the  report  and  recommenda- 
tion of  the  board's  Chief  Traffic  officer, 
it  is  ordered  that  the  G.T.R.  be  directed 
to  publish  and  file  a  tariff,  which  may 
be  made  effective  Jan.  1,  1920,  showing 
the  following  rates  in  cents  per  100  lb. 
on  sand  and  gravel,  in  car  loads,  from 
York,  Ont.: 
EMt    of    Churrh    St.    to    CoxwcU    Avr.    »nH 

Don    Valley    2\c 

Church   SL   to  South    Parkdalc  and   Dundaa 

at.   briduM  »f 

Wrot  of   South    Parkdalc  to  Swanwa.    wnt 

i.f  nundaii  St.  briilirM  to  W«t  Toronto...  SHt 
North  ..f  l>un<lR»  St.  bridir«  to  Davenport  SHc 
Mimiro.   Nrw  Toronto  and   Brit  Line  beyond 

Davenport   to   Daviarnie    ( Merton   St.) t^c 


That  the  minimum  weight  be  the 
marked  capacity  of  the  car;  except  that 
when  cars  fully  loaded  will  not  contain 
the  marked  capacity,  the  minimum  shall 
be  the  actual  weight,  but  not  less  than 
60.000  lb. 

That  the  rate  to  New  Toronto  be  ex- 
clusive of  delivery  on  manufacturers' 
siding  at  that  point. 

Grand  River  Ry.  Pasiienger  Tariff. 

29.192.  Dec.  30,  1919.  Re  the  oppli- 
cation  of  the  Grand  River  Ry.  under  the 
Railway  Act.  1919.  .sec.  534.  for  ap- 
proval of  its  Standard  Passenger  Tariff 
C.R.C.  14.  The  said  tariff  having  been 
filed  on  the  basis  permitted  by  order 
29,145,  of  Dec.  12,  1919,  to  become  ef- 
fective Jan.  12,  1920.  it  is  ordered  that 
it  be  approved;  the  tariff,  together  with 
reference  to  this  order,  to  be  published 
in  at  least  two  con.secutive  issues  of  the 
Canada  Gazette. 

Fredericton    and   Grand    I..ake   Coal   and 
Ry.  Co.'s  Tariff. 

29.202.  Dec.  27.  1919.  Granting  appli- 
cation of  Fredericton  &  Grand  Lake  Coal 
and  Ry.  Co.  under  the  Railway  Act,  1919, 
sec.  323,  for  approval  of  a  bylaw,  passed 
Oct.  7.  1919.  authorizing  the  company's 
Passenger  Traffic  Manager  and  Assist- 
ant Freight  Traffic  Manager,  to  prepare 
and  issue  tariffs  of  the  tolls  to  be  charg- 
ed for  carriage  of  passengers  and  freight 
traffic. 

New   Brunswick  Coal  and  Railwav  Co.'s 
Tariffs. 

29.208,  Dec.  31,  1919.  Re  application 
of  C.P.R.  as  lessee  exercising  franchi.ses 
of  the  New  Brunswick  Coal  &  Ry.  Co., 
under  the  Railway  Act.  1919,  sec.  323, 
for  approval  of  order  in  council  of  New 
Brunswick  Government,  passed  Dec.  9, 
1919,  authorizing  Passenger  Traffic  Man- 
ager and  Assistant  Freight  Traffic  Man- 
ager of  New  Brunswick  Coal  &  Ry.  Co. 
to  prepare  and  issue  tariffs  of  tolls  to  be 
charged  for  carriage  of  passengers  and 
freight.  Upon  reading  the  order  in 
council,  and  it  appearing  that  the  in- 
tention is  to  authorize  the  officials  named 
therein  to  prepare  and  issue  tariffs  of 
tolls  to  be  charged  in  respect  of  the  rail- 
way owned  by  it  and  operated  by  the 
C.P.R. ,  it  is  ordered  that  the  order  in 
council  be  approved. 

Cartage  Allowance  to  Canada  Sugar 
Refining  Co. 
29.217,  Dec.  27,  1919.  Re  application 
of  C.P.R.  for  an  order  rescinding  order 
28,630,  Aug.  8,  1919,  disallowing  the 
company's  tariff  C.R.C.  no.  E-3,369,  in 
so  far  as  it  provided  for  a  cartage  al- 
lowance of  l^ic  per  100  lb.  to  Canada 
Sugar  Refining  Co.,  Montreal,  in  lieu  of 
intersw  itching  by  G.T.R.  It  appearing 
that  the  G.T.R.  distance  from  the  Can- 
ada Sugar  Refining  Co.'s  refinery  to  the 
point  of  interchange  with  the  limitation 
of  4  miles,  as  defined  in  general  order 
252,  and  that,  therefore,  the  movement 
over  the  G.T.R.  is  not  regulated  by  the 
provisions  of  sec.  15  of  said  general 
order,  and  upon  reading  what  is  filed  on 
behalf  of  the  railway  comjiany,  and  the 
report  and  recommendation  of  the 
board's  Chief  Traffic  Officer,  is  is  ordered 
that  order  28.630,  Aug.  8.  1919.  be  re- 
scinded. 

Freight  Rates  to  Seattle  and  Tacoma 

for  Export. 
29.231,    Jan.    9.       Re    complaints    of 


February,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


71 


Riordon  Sales  Co.,  the  Ha  Ha  Bay  Sul- 
phite Co.,  and  the  Canadian  Export 
Paper  Co.  of  Montreal;  Grace  &  Co., 
the  Meishosha  Co.,  and  Jardine,  Mathe- 
son  &  Co.,  of  New  York;  and  Caldwell 
&  Co.,  on  behalf  of  Federal  Export  Cor- 
poration, International  Trading  Corpor- 
ation, Mitsubishi  Goshi  Kaisha,  Frazar 
&  Co.,  Mitsui  &  Co.,  A.  D.  de  Shubirin 
&  Co.,  American  Trading  Co.,  Pacific 
Commercial  Co.,  Anderson  Meyer  &  Co., 
China,  Japan  and  South  American  Trad- 
ing Co.,  A.  G.  Kidston  &  Co.,  Suzuki  & 
Co.,  and  Iwai  &  Co.,  of  New  York, 
against  withdrawal  of  export  rates  to 
Seattle  and  Tacoma,  Washington,  by 
tariff  C.R.C.  43,  of  Canadian  Freight 
Association,  published  to  become  effec- 
tive Jan.  15.  Upon  hearing  the  com- 
plaints at  Ottawa,  Jan.  7,  the  com- 
plainants and  the  Canadian  Freight  As- 
sociation being  represented  and  what 
was  alleged,  it  is  ordered  that  the  Can- 
adian Freight  Association  be  required, 
not  later  than  Jan.  15,  1920,  to  rein- 
state the  rates  to  Seattle  and  Tacoma 
in  its  tariff  on  freight  for  export  to 
trans-Pacific   destinations. 

British  Columbia  Electric  Ry.  Fares. 

29,237,  Jan.  10.  Re  complaint  of 
Broadview  Ratepayers'  Association, 
Burnaby,  B.C.,  against  fares  charged  by 
British  Columbia  Electric  Ry.  in  Broad- 
view District;  upon  hearing  the  com- 
plaint at  Vancouver,  Nov.  21,  1919,  the 
complainants  and  the  railway  company 
being  represented  at  the  hearing,  and 
what  was  alleged,  it  is  ordered  that  the 
complaint  be  dismissed. 

Assistant  Chief  Commissioner  McLean 
gave  the  following  judgment,  Dec.  28, 
1919:  At  the  board's  sittings  in  Van- 
couver, Nov.  22,  1919,  complaint  was 
made  of  the  rates,  particularly  those  af- 
fecting Home  Payne  and  Crown  Ave. 
stations.  As  expressed  by  Mr.  Collier, 
one  of  the  parties  applicant:  "This  has 
been  argued  before  by  the  solicitor  for 
the  municipality,  but  the  ratepayers'  as- 
sociation instructed  me  to  come  and  make 
a  formal  protest  before  this  board  as  to 
what  we  consider  an  exorbitant  inci-ease 
that  was  granted  the  company  on  this 
line  last  June.  Previous  to  that  we  had 
a  50c  rate  ticket  in  existence.  I  will 
mention  Home  PajTie  and  Crown  Ave. 
stations.  At  Home  Payne  the  rate  was 
5c  a  ride.  Crown  Ave.  6c,  buying  a  book 
costing  ?3.  The  new  rate  to  Home 
Payne  is  7c,  an  increase  of  2c,  the  new 
rate  to  Crown  Ave.  is  9c,  an  increase  of 
50S^f,  which  we  consider  is  exorbitant. 
The  company  in  its  statement  listed 
the  old  rate  on  the  basis  of  a  10  ride 
ticket,  which  in  the  case  of  Crown  Ave. 
would  read  7%  to  57c  for  a  10  ride 
ticket.  So  far  as  we  were  concerned, 
using  that  station,  the  10  ride  ticket  was 
practically  nonexistent,  so  that  to  us 
the  old  rate  was  6c  and  the  new  rate 
is  9c." 

The  stopping  points  particularly  re- 
feiTed  to  are  located  on  the  British  Co- 
lumbia Electric  Ry.'s  Bumaby  Lake  line, 
which  in  temis  of  its  charter,  is  the 
Vancouver,  Eraser  Valley  and  Southern. 
The  application  of  the  B.C.  Electric  Ry. 
for  increases  in  passenger  rates  on  that 
line  was  dealt  with  by  the  board  in  its 
judgment  of  Nov.  14,  1918.  In  the  in- 
creases for  which  sanction  was  asked 
were  certain  commutation  rates.  The 
rates  herein  involved  fall  in  this  class. 
The  following  detail  sets  out  the  for- 
mer rate  and  the  rate  for  which  sanc- 
tion was  asked. 


s    5     z      a    5     z 

Home    Payne    4.9  $0.60  $0.70     9.8  $1.25  $1.50 

Crown    Ave 5.3     0.90     0.90     9.2     1.25     1.50 

The  figures  as  to  earnings  and  ex- 
penses were  carefully  analyzed  at  the 
time,  and  the  conclusion  was  unescap- 
able  that  the  various  increases  involved 
\vere  justified;  and,  accordingly,  a  sanc- 
tion which  covered  the  rates  herein  com- 
plained of  was  given.  At  the  hearing 
in  Vancouver,  additional  information  as 
to  this  condition  of  the  line  was  sub- 
mitted by  the  railway.  Intimation  was 
given  at  the  hearing  by  the  Chief  Com- 
missioner that  on  the  showing  made  it 
was  improbable  that  the  line  could  carry 
on  on  lower  rates.  While  it  cannot  be 
said  that  there  was  much,  if  anything, 
new  in  the  way  of  evidence  as  showing 
that  a  lower  rate  basis  was  justifiable 
at  present  on  the  line  in  question,  the 
urgent  submissions  as  to  the  effect  of 
the  rate  increases  has  caused  the  matter 
to  stand  for  further  consideration.  Fur- 
ther consideration,  however,  in  view  of 
the  fact  that  no  change  for  the  better 
in  the  condition  of  the  line  in  question 
has  been  shown  as  compared  with  the 
date  when  the  original  judgment  was 
given  simply  emphasizes  the  fact  that 
the  increases  allowed  are  still  justifiable. 
The  Chief  Commissioner  and  Commis- 
sioner Rutherford  concurred. 
Fredericton  and  Grand  Lake  Coal  and 
Ry.'s  Freight  Tariff. 

29.263,  Jan.  10.  Re  application  of  the 
C.P.R.,  as  lessee  exercising  franchises  of 
Fredericton  &  Grand  Lake  Coal  &  Ry. 
Co.,  under  sec.  330,  of  the  Railway  Act, 
1919,  for  approval  of  its  Standard  Mile- 
age Tariff,  C.R.C.  34;  upon  the  report 
and  recommendation  of  the  board's  Chief 
Traffic  Officer,  it  is  ordered  that  the  said 
tariff  of  maximum  mileage  freight  rates 
to  apply  between  stations  on  the  Fred- 
ericton &  Grand  Lake  Coal  &  Ry.  Co.'s 
line,  be  approved;  the  tariff,  with  a  re- 
ference to  this  order,  to  be  published  in 
at  least  two  consecutive  issues  of  the 
Canada   Gazette. 

New   Brunswick  Coal  and   Rv.  Co.'s 
Freight  Tariff. 

29.264,  Jan.  10.  Re  application  of  C. 
P.R.  as  lessee  exercising  franchises  of 
New  Brunswick  Coal  &  Railway  Co., 
under  sec.  330  of  the  Railway  Act,  1919, 
for  approval  of  its  Standard  Mileage 
Freight  Tariff,  C.R.C.  51;  upon  the  re- 
port and  recommendation  of  the  board's 
Chief  Traffic  Officer,  it  is  ordered  that 
the  said  tariff  of  maximum  mileage 
freight  rates,  to  apply  between  stations 
on  the  New  Brunswick  Coal  &  Ry.  Co.'s 
railway,  be  approved;  and  that  the 
tariff,  with  a  reference  to  this  order,  be 
published  in  at  least  two  consecutive 
weeks  of  the  Canada  Gazette. 

Express  Rates  on  Incandescent  Lamps. 

29,280,  Jan.  16.  Re  applications  of 
Canadian  Manufacturers'  Association  on 
behalf  of  Canadian  General  Electric  Co., 
Canadian  Westinghouse  Co.,  Solex  Co., 
Northern  Electric  Co.,  Dominion  Lamp 
Co.,  and  Toronto  Board  of  Trade  for  a 
reduction  from  double  first  class  to  first 
class  rates  on  incandescent  electric  lamps 
carried  by  express;  upon  hearing  the 
application  at  Toronto,  Oct.  31,  1919,  the 
applicants,  the  Express  Traffic  Associa- 
tion of  Canada,  and  the  Dalyte  Electric 
Co.,  being  represented  at  the  hearing, 
and  what  was  alleged;  and  upon  the  re- 


commendation of  the  board's  Chief  Traf- 
fic Officer,  it  is  ordered  that  the  rating 
of  two  times  first  class  for  electric  light 
bulbs,  shown  in  Express  Classification 
for  Canada  no.  4,  be  reduced  to  one  and 
one-half  times  first  class;  the  change  to 
be  made  effective  not  later  than  Feb.  1, 
1920. 

Claim  for  Loss  of  Grain. 
29,288,  .Jan.  22.  Re  complaint  of 
United  Grain  Growers  Ltd.,  of  Winni- 
peg, that  Canadian  National  Rys.  have 
refused  compensation  for  loss  occasion- 
ed by  delivery  to  Thunder  Bay  elevator 
instead  of  Paterson's  elevator,  as  direct- 
ed, car  C.N.R.  44,458,  grain,  ex  Deep- 
dale,  Man.,  Dec.  5,  1918,  consigned  to 
complainants  in  care  of  terminal  ele- 
vator of  Canadian  Northern  Ry.  Co., 
Port  Arthur;  upon  hearing  the  com- 
plaint at  Winnipeg,  Nov.  15,  1919,  the 
complainants  and  the  railway  company 
being  represented  and  what  was  alleged; 
and  upon  its  appearing  that  what  is  in- 
volved is  a  loss  and  damage  claim,  in 
which  the  board  is  without  jurisdiction; 
it  is  ordered  that  the  complaint  be  dis- 
missed. 

Toronto  Suburban  Ry.'s  Freight  Tariff. 

29,293,  Jan.  23.  Re  application  of  To- 
ronto Suburban  Ry.,  under  sec.  330  of 
the  Railway  Act,  1919,  for  approval  of 
its  Standard  Freight  Tariff  C.R.C.  1; 
upon  its  appearing  that  the  company's 
wage  schedule  is  substantially  that  of 
the  Canadian  National  Ry.  System,  of 
which  the  said  railway  forms  a  part;  and 
in  virtue  of  which  the  Canadian  Na- 
tional Rys.  were  permitted,  by  order  in 
council,  1863,  to  increase  their  rates,  the 
tariffs  submitted  for  approval  being  iden- 
tical with  that  of  the  Canadian  Na- 
tional Rys.  System  for  similar  distances; 
it  is  ordered  that  Standard  Freight  Mile- 
age Tariff  C.R.C.  1  be  approved;  the 
tariff,  together  with  a  reference  to  this 
order,  to  be  published  in  at  least  two 
consecutive  issues  of  the  Canada  Ga- 
zette. 

Charge  for  Lining  Cars  for  Flaxseed. 
29,309,  Jan.  26.  Re  application  of  W. 
E.  Campbell,  Secretary,  Canadian  Freight 
Association,  Winnipeg,  on  behalf  of  the 
railways  operating  in  Western  Canada, 
for  an  order  authorizing  them  to  in- 
crease their  charge  from  $3  to  $4  a  car 
for  lining  cars  used  for  carriage  of  flax- 
seed in  bulk;  upon  hearing  the  applica- 
tion at  Winnipeg,  Nov.  15,  1919,  the  ap- 
plicant, the  North  West  Grain  Dealers' 
Association,  the  Canadian  National,  Can- 
adian Pacific  and  Grand  Trunk  Pacific 
Railways,  and  certain  shippers  interest- 
ed being  represented,  and  what  was  al- 
leged; and  upon  the  consent  of  the  rep- 
resentatives of  the  said  shippers  and  of 
the  Northwest  Grain  Dealers'  Associa- 
tion, it  is  ordered  that  the  said  railway 
companies  he  authorized  to  increase  their 
charge  for  lining  cars  used  for  the  car- 
riage of  flaxseed  in  bulk  from  $3  to  $4 
a  car,  subject  to  conditions  set  out  in 
order  23,894,  June  2,  1915.  Order  25,- 
956,  Mar.  28,  1917,  made  herein  is  re- 
scinded. 

Express   Charges   on   Apples — Virden   to 
Cromer. 

On  Dec.  13,  1919,  the  board  received 
the  following  letter  from  the  United 
Grain  Growers,  Ltd.,  Eastern  Division, 
Winnipeg:  "On  Nov.  4  we  made  a  ship- 
ment of  251  boxes  of  apples,  weight 
12,550  lb.,  Virden  to  Cromer,  via  Cana- 
dian National  Express,  which  exacted 
express  charges  on  basis  of  55c  per  100 
lb.,   which   is  full   tariff   rate.     We  are 


CANADIAN  RAILWAY  AND  MAUINK  WORLD 


.In.tJiiul    that    thi'    railway 

V     u-i    n    rrfund 

lo  tlu'ir  main- 

at    t)iiK    point, 

hipnu-nt    frnni 


Bir«'  of  the  coal  wan  to  Ik'  nmilc,  and 
whirh  !<>  n-fiTrccI  to  im  ii  ri'iison  for  ox- 
l.-iiiiiiii  <>(  till-  fri'f  time.  I"  n  ili»ul)ilily 
f.ir  which  the  railwuy  is  in  no  way  ri-- 
iipnu-nl  iioni  sp<it>itiblf.  Thi-  fn-i-  tinu'  for  unloudinR 
\Vf  nn-  alito  ii»  IUimI  hy  thi-  boiinl  in  th.'  Dcniurraifr 
UiiIrK  m  of  Ki-nrra'  npplirnlion,  an«l 
rovorn  what,  after  careful  consiHcTalion. 
\»    ri'Kardfd    ait    a    muxiniuin    ronsonahli- 


t<Tni      for     imlondinif 


a   very   rciont 

Ifult   with   by 

you     kindly 

..iiiiniiiun   rulinK 


fi..-    Inn.-.    ■ 
juHlin«-d  in  , 
It  dot'R  not   :  ■ 
un  «'Xtfn»ion  >h' 
ent   inntnncc. 


111. I  I.' 


February.  1920. 

In     other    caac* 

.  'IT  lack  of  facil- 

upplirant,    have 

'1  for  additional 

•    f«-lt   ItM-lf 

frcf  time 

'  .iiitinK  that 

•  iiijiilf  in  the  pren- 


rulini;  wan  rommuniratod 
I,.  '  •    letter  from  the  As- 

j,;  '.c.   lit,  as  follows:  — 

••|  .ite  that  a  somewhat 

.k  n   dealt  with   in   the 

,,  .kint:  Co.  of  London 

(I;  iscd  as  follows:  "Rc- 

ferniu-  i.i  yui  i.  ti.-r  t,o  the  Chief  Com- 
missioner, i  am  directed  to  say  that  the 
judirnicnt  rcK-itcs,  inter  alia:  "There  are 
many  points,  hiindrt»ds  of  them,  where 
there  is  no  waifon  service  and  where  the 
cost  of  maintaininK  a  wagon  service 
would  be  entirely  disproportionate  to  the 
total  receipts.  Nevertheless  these  points 
pay  just  the  same  rates  as  do  points 
where  a  wagon  ser\-ice  exist,s,"'  and  then 
troes  on  to  provide  as  to  the  reductions 
to  be  made.  Your  correspondence  raises 
the  contention  that  where  at  a  cartaKf 
point  the  shipper  or  consignee  performs 
a  wagon  service  after  cartage  hours 
there  shoubl  be  a  similar  reduction  in 
respect  of  the  shipper  or  consignee.  The 
intention  of  the  judgment  is  that  the 
rcduition  should  be  limited  to  points 
where  there  is  no  cartage  of  any  kind 
whatever  performed  by  the  express  com- 
panies.' 

"I  am  further  directed  to  say  that  the 
rates  have  been  checked.  The  first-class 
rate  between  the  Virden  and  Cromer 
blocks  is  85e  Cromer  is  not  a  cartagi 
point.  In  accordance  with  the  judg- 
ment, there  is  deducted  from  the  100  lb 
rate  l.ic,  making  the  net  first  class 
rate  70c.  The  charge  for  the  box  of 
apples  graduated  on  the  first  class  rate 
of  70c  gives  a  rate  of  hhc,  as  charged 
Virden  is  a  cartage  point.  In  terms  of 
the  letter  above  quoted  the  reduction  of 
llic  as  referred  to  applies  only  at  points 
where  there  is  no  cartage  service  of  any 
kind.  Where  the  express  company  main- 
tains a  cartage  service,  which  the  ship- 
per does  not  see  fit  to  take  advantage  of. 
this  does  not  justify  the  reduction  ask- 
ed for." 
Demurrage   on   Coal   at  Three   Rivers. 

The  application  was  set  out  in  a  letter 
of  Dec.  4,  lOiy,  from  Bureau  &  Bique. 
advocates,  as  follows: — "We  are  acting 
for  J.  H.  Giroux,  owner  of  a  lime  quarry 
which  is  situated  a  short  distance  from 
Three  Rivers,  but  some  4  miles  from 
the  nearest  station  on  the  St.  Maurice 
Valley  Ry.,  running  from  here  to  Shaw- 
inigan  Falls.  Under  regulations  rati- 
fie<l  by  your  board,  demurrage  is  charged 
after  :!  days  without  unloading.  As  the 
pit  of  this  quarry  is  some  4  miles  from 
the  station  and  the  roads  are  none  toe 
good,  especially  in  winter  and  spring,  it 
is  almost  an  impossibility  to  unload  a 
car  of  coal  in  H  days.  Mr.  Giroux  would 
want  T>  days  without  demurrage.  Under 
the  circumstances,  his  request  seems 
fair;  as  his  industry  is  young,  but  very 
important  for  the  district,  it  seems  that 
no  undue  expense  should  be  added  to  his 
cost  of  production.  The  St.  Maurice 
Valley  Ry.  is  operated  by  the  C.P.R. 
Would  you  kindly  tell  us  when  it  would 
lie  pos»n>le  to  have  this  point  adjudicat- 
ed upon  by  your  board?" 

The  boarrl  rules  as  follows:— The  con- 
dition of  the  highway  over  which   haul- 


Transportation  Appointments  Throughout  Canada. 


Ttw  Infurmatiiin  under  thin  head,  which  it  B«lh- 
iTr<l  almuat  rntlnlr  frnm  official  •ourcn,  i«  com- 
pllnl  with  the  ifrmlMt  c«rr.  no  »  to  rnnurc  »li»o- 
lutr  accuracy.  Anyone  who  may  notice  any  error 
in  our  announcimrnt*  will  confer  a  favor  by  ad- 
\i»inK    u>. 

Canadian  .N'atlunal  Rys. — F.J. DULLER, 
formerly  I 'ay  master,  F:astern  Lines,  Can- 
adian Norlhirn  Ry.,  has  re-entered  the 
.service  and  has  been  appointed  Super- 
visor in  charge  of  Local  Treasurers  and 
Paymasters,  Canadian  Northern  Railway 
System.     Ollice,  Toronto. 

W.  A.  KIRKI'ATRICK  has  been  ap- 
pointed acting  Assisting  Superintendent, 
Division  2,  Central  District,  vice  D.  W. 
Steeper,  assigned  to  other  duties.  Of- 
fice Sioux  Lookout,  Ont. 

G.  H.  PERLEV,  heretofore  transitman, 
New  Glasgow,  N.S.,  has  been  appointed 
Resident  Engineer  there,  vice  R.  Mont- 
gomerie,  resigned  on  his  removal  to 
Scotland. 

The  positions  of  Supervisors  of  Work 
Equipment,  with  jurisdiction  north,  and 
south,  of  the  St.  Lawrence  River  held  by 
W.  S.  Secord,  Toronto  and  T.  Carroll, 
Moncton,  N.B.,  respectively,  as  announc- 
ed in  our  last  issue,  are  new  ones.  Their 
duties  are  to  look  after  the  maintenance 
of  work  equipment,  provide  the  necessary 
outfit  and  operators  for  its  successful 
operation,  and  arrange  for  its  distribu- 
tion, after  consultation  with  the  proper 
officials. 

Canadian  Pacific  Ocean  Services  Ltd. — 
H.  B.  BE.VUMOXT  has  been  appointed 
General  .^gent.  Passenger  Department, 
Montreal  District,  vice  W.  Webber,  pro- 
moted.    Office,  Montreal. 

P.  D.  SUTHERLAND  has  been  ap- 
pointed General  Passenger  Agent  for  the 
Orient.     Office,  Hong  Kong,  China. 

W.  WEBBER,  heretofore  General 
Agent,  Passenger  Department,  Montreal 
District,  has  been  appointed  General 
Agent,  Passenger  Department  in  charge 
of  the  handling  of  passenger  traffic  at 
Atlantic   ports.     Office,    Montreal. 

Canadian  Pacific  Ry.— S.  A.  BROWN, 
heretofore  Assistant  Vardmaster,  has 
been  appointed  Yardmaster,  Port  Arthur, 
Ont.,  vice  .1.  D.  Callahan,  transferred. 

.1.  D.  CALLAHAN,  heretofore  Y'ard- 
master,  Port  Arthur,  Ont.,  has  been  ap- 
pointed Yardmaster.  Medicine  Hat,  Alta. 

R.  F.  RICHARDSON,  heretofore  Local 
Freight  -Agent,  Edmonton,  Alta.,  has 
been  appointed  General  Agent,  Alaska 
and    Yukon     Territory.      Office,     Juneau, 

D.  STF:VENS0N,  who  returned  re- 
cently from  active  military  service  over- 
seas, has  been  appointed  Assistant 
Yardmaster,  Port  Arthur,  Ont.,  vice  S. 
A.  Brown,  promoted. 

(;rand  Trunk  Ry.— G.  H.  BROWN  has 
been  appointed  Commercial  Agent, 
Grand  Trunk  Ry.  lines  in  Canada,  vice  J. 
Waugh,  transferred.  Office,  Minneapolis, 
Minn. 

FRANK  FOSTER  has  been  appointed 
Assistant  to  Superintendent,  Motive 
Power,  Ontjirio  Lines,  Allendale,  Ont., 
vice  John  Vass,  assigned  to  other  duties. 


C.  J.  HAIGH  lias  been  appointed  Com- 
mercial Agent,  G.T.R.  lines  in  Canada. 
Office,    Philadelphia,    Pa. 

S.  G.  WAGSTAFF  has  been  appointed 
Commercial  Agent,  G.T.R.  lines  in  Can- 
ada.    Office.  Toledo,  Ohio. 

C.  S.  WAINWRIGHT  has  been  ap- 
pointed Commercial  Agent,  G.T.R.  lines 
in  Canada.     Office,  Los  Angeles.  Cal. 

JA.MES  WAIGH.  heretofore  Commer- 
cial Agent,  .Minneapolis,  Minn.,  has  been 
appointed  Commercial  Agent,  G.T.R. 
lines  in  Canada.  Office,  San  Francisco, 
Cal. 

Grand  Trunk  Western  Lines  Rd. — W. 
.M.  GUY,  heretofore  Travelling  Freight 
Agent,  London.  Ont.,  has  been  appointed 
Division  Freiglit  Agent  there,  vice  R. 
W.  Y'oungs. 

Walford  Forwarding  Corporation — H. 
A.  YOUNG,  formerly  Traffic  Manager. 
Canadian  Lake  Line,  has  been  appointed 
agent  Walford  Forwarding  Corporation, 
New  Y'ork.  Office,  .53  Yonge  St.,  To- 
ronto. 


Telegraph  Address  Registration — Jas. 
Richardson  &  Sons,  Ltd.,  et  al,  com- 
I)laine<l  to  the  Board  of  Railway  Com- 
missioners recently  against  the  fee  of 
S2..i0  proposed  to  be  charged  by  the  C. 
P.R.  Co.'s  Telegraph  and  the  Great  North 
Western  Telegraph  Co.,  for  recording  a 
registered  address  as  set  forth  in  a  cir- 
cular letter  of  Nov.  20,  1919,  issued  by 
those  telegraph  companies.  The  Chief 
Railwav  Commissioner  gave  the  follow- 
ing ruling,  Dec.  24,  1919:  The  board 
has  considered  the  substance  of  the  ap- 
plication. I  am  of  the  opinion  that  the 
charge  is  not  a  rate  under  the  control 
of  this  board,  because  it  is  a  charge 
made  by  the  telegraph  companies  for  a 
service  to  be  performed  by  the  cable 
companies,  over  which  we  have  no  juris- 
«iiction.  In  other  words,  the  telegraph 
company  is  acting  to  some  extent  as  an 
agent  for  the  cable  company  by  devising 
a  means  by  which  one  or  two  words  may 
answer  the  purpose  of  half  a  dozen  words 
which  would  be  charged  for  individually 
by  the  cable  company.  Therefore,  I  do 
not  see  that  we  have  any  jurisdiction  t< 
interfere. 

Rules  for  Wires  Erected  Along  or 
.Across  Railways— The  Board  of  Railway 
Commissioners  issued  the  following  cir- 
cular, Jan.  h:  Referring  to  circular  167. 
June  19,  191S,  to  the  effect  that  under 
the  provisions  of  the  old  act  and  the 
amendment  of  1911,  sec.  7,  c.  22,  general 
order  2:!1,  May  0,  1918,  and  the  rules 
thereby  adopted  and  confirmed,  applied 
onlv  to  construction  across  a  railway. 
Sec.  ;?72  of  the  Railway  Act,  1919,  is 
not  so  limited  and  applies  to  construc- 
tion along  as  well  as  across  a  railway. 
Where,  therefore,  the  constniction,  whe- 
ther along  or  across  the  railway,  is  by 
consent  and  in  accordance  with  the  Stan- 
dard Conditions  and  Specifications  set 
out  in  the  schedule  to  general  order  231. 
and  approved  by  that  order,  no  further 
leave  of  the  board  is  necessary. 


February,  1920. 

Canadian   National  Railways  Construction,  Betterments,  Etc. 


73 


St.  John,  N.B.,  Terminals— A.  P.  Barn- 
hill,  one  of  the  C.N.R.  tlirectors,  in  ad- 
dressing: the  Commercial  Club  at  St. 
John,  N.B.,  Jan.  10,  is  reported  to  have 
said  the  city's  interest  would  be  well 
cared  for  by  the  board,  and  that  the  port 
would  be  given  fair  treatment.  At  the 
next  meeting  of  the  board  the  first  ap- 
propriations under  the  present  manage- 
ment would  be  submitted,  and  St.  John 
will  have  no  cause  for  complaint  when 
the  appropriations  are  made  public,  so 
far  as  matters  within  the  driectors'  au- 
thority are  concerned.  The  important 
point  for  the  citizens  of  St.  John  is  to 
impress  on  the  Dominion  Government  is 
that  additional  terminal  facilities  should 
be  provided  by  the  government  in  fulfil- 
ment of  its  several  promises  to  the  city. 
The  directors  may  decide  on  certain 
terminal  improvements  but  money  must 
come  from  the  government,  and  any  re- 
commendations by  the  directors  will  be 
subject  to  revision  by  the  government. 
The  board  has  under  consideration  plans, 
the  prepartion  of  which  is  well  advanced, 
for  a  new  station,  and  a  large  appro- 
priation will  be  recommended  for  ad- 
ditional yard  accoiiuiioilation. 


one  of  the  C.K.R.  lines,  to  give  a  through 
connection  to  Quebec.  The  L.  and  B. 
R.  has  been  acquired  by  the  Dominion 
Government   recently. 

Grenville  Cut  Off— The  Board  of  Rail- 
way Commissioners  has  authorized  the 
opening  for  traffic  of  the  Grenville  cut 
off  on  the  Lachute  Division,  Que.,  from 
Lot  3.59,  Range  1,  Block  O,  Chatham  Tp., 
near   mile   60   from    Joliette. 

Carillon-Grenville  Canal  Bridge — The 
Board  of  Railway  Commissioners  has 
authorized  the  company  to  rebuild  its 
bridge  across  the  Carillon  -  Grenville 
canal   in  Grenville  Tp.,   Que. 

North  Crcsby  Bridge — The  Board  of 
Railway  Commissioners  has  authorized 
the  company  to  rebuild  its  bridge  across 
the  Rideau  Canal,  in  North  Crosby  Tp., 
Ont.,   mile  40.10   from   Brockville. 

Capreol  Y.M.C.A.  Building — The  com- 
pany is  erecting  a  Y.M.C.A.  building  at 
Capreol,  Ont.,  at  the  south  end  of  the 
yard  facing  the  main  line  from  Parry 
Sound,  the  rear  elevation  overlooking 
Bloor  St.  The  building  has  concrete 
foundation  walls,  the  main  exterior  walls 
being   of   brick   finished   with   stucco,   the 


S      « 


■     r  ,r 


Canadian    National    Railways   Y.M.C.A.  Building  at  Capreol,  Ont. 


Canada  Eastern  Ry. — A  recent  press 
report  states  that  work  has  been  started 
on  the  section  of  the  Intercolonial  Ry., 
known  formerly  as  the  Canada  Eastern 
Ry.,  between  McGivney  Jet.  and  Fred- 
ericton,  N.B.,  to  give  the  National  Trans- 
continental Ry.  direct  connection  into 
St.  John,  over  the  St.  John  and  Que- 
bec Ry.  S.  B.  Wass,  District  Enurineer, 
Moneton,  is  reported  to  have  said  in 
Moncton,  recently,  that  work  had  been 
started  on  a  big  rock  cut  near  Durham, 
that  this  was  the  beginning  of  the  work 
of  the  revision  of  the  line  between  Mc- 
Givney Jet.  and  Fredericton,  and  that 
this  section  of  the  line  is  to  be  brought 
up  to  the  standard  necessary  ofr  heavy 
trains.  The  report  also  states  that  the 
work  will  include  the  construction  of  a 
new  bridge  across  the  St.  John  River  at 
Fredericton. 

Quebec  Station — A  press  report,  Jan 
14,  states  that  plans  have  been  submit 
ted  to  the  Railways  Department  for  the 
building  of  a  station  in  Quebec  on  the 
sit  occupied  formerly  by  the  Canadian 
Northern  Ry.,  and  the  Quebec  and  Lake 
St.  John  Ry.  station. 

Lotbiniere  and  Megantic  Ry. — A  press 
report  states  that  tenders  will  be  called 
for  shortly  by  the  Canadian  National 
Rys.  for  building  an  extension  of  the 
line  from  Fortierville  to  a  junction  with 


roof  is  sloped  and  covered  with  cedar 
shingles.  An  entablature  of  galvanized 
iron  returns  all  round  the  building,  the 
dormer  windows  of  the  third  floor  being 
just  above  the  cornice  of  the  entabla- 
ture. In  the  center  of  the  front  eleva- 
tion there  is  a  portico  of  4  piers,  2  stories 
high  and  supporting  two  verandahs.  Tht 
main  entrance  doors  open  off  the  lower 
of  these  and  give  access  to  the  main  hall 
or  rotunda  through  a  vestibule.  Just  at 
the  left  of  the  entrance  from  the  vesti- 
bule is  the  oflice  and  manager's  room. 
The  office  is  provided  with  sliding  sash 
and  counter.  Immediately  to  the  right  of 
the  entrance  is  the  library,  which  is  also 
provided  with  a  counter  and  sliding  sash. 
In  the  center  of  the  hall  and  opposite 
the  entrance  there  is  a  spacious  alcove 
with  a  fireplace.  To  the  right,  columns 
divide  off  the  billiard  room ;  a  games 
room  being  screened  off  at  the  back  of 
the  billiard  room.  An  open  writing  room 
is  provided  at  the  back  of  the  main  hall 
between  the  alcove  and  the  games  room. 
To  the  left,  between  two  columns,  ac- 
cess is  obtained  to  the  dining  room  or 
cafeteria.  If  found  neces.sary  this  room 
can  be  partitioned  off  from  the  main  hall. 
Entrance  through  swing  doors  is  provid- 
ed, between  the  dining  hall  and  the  kit- 
chen at  the  back  of  it.  At  the  back  of 
the  main  hall,  between   the  kitchen  and 


alcove  is  the  main  staircase,  also  an 
entrance  from  the  street.  The  main  or 
first  floor  has  large  open  spaces  which 
can  be  used  for  meetings  and  lectures. 
A  simple  treatment  of  stucco  beams, 
with  a  plain  cove  cornice  mould,  and 
plaster  columns,  is  used  throughout  the 
main  floor,  which  is  finished  with  oak; 
the  partitions  and  trim  on  this  floor  are 
of  Georgia  pine,  stained  and  varnished. 
On  the  second  floor  there  are  18  bed- 
rooms; a  sick  bay,  large  lavatory  and 
bathroom  and  linen  closets.  There  is 
access  to  4  balconies  from  the  corridors 
and  some  of  the  rooms.  The  balconies 
are  for  fire  protection  and  sleeping 
porches.  On  the  third  floor  there  are 
18  single  bedrooms  and  one  double  bed- 
room, a  large  lavatory  and  linen  closets. 
There  is  access  to  the  balcony  roofs  on 
this  floor,  also  for  fire  protection,  and 
outside  sleeping  porches.  At  the  ends 
of  the  second  and  third  floors,  doors  are 
provided,  so  that  an  exit  can  be  obtained 
to  future  iron  fire  escapes.  The  floors 
are  of  wood  joists,  the  main  floor  being 
finished  in  oak,  and  the  second  and  third 
floors  in  bii'ch.  The  partitions  are  of 
wood  studs,  the  whole  of  the  walls  and 
partitions  on  the  main  or  first  and  sec- 
ond and  third  floors  being  covei'ed  with 
lath  and  plaster.  The  trim  on  the  main 
floor  is  of  Georgia  pine,  stained  and  var- 
nished, and  on  the  second  and  third  floors 
of  pine  painted.  In  the  basement  pro- 
vi.sion  is  made  for  2  bowling  alleys 
■which  will  be  put  in  later.  A  boiler 
room  and  fuel  room  are  provided  in  the 
liasement  at  the  rear.  Provision  is  also 
made  for  the  installation  of  a  public  and 
a  private  lavatory.  One  room  at  the  rear 
can  be  used  for  help  and  if  necessary  two 
more  rooms  can  be  erected  at  this  end 
of  the  basement,  between  piers,  as  living 
quarters  for  any  further  help.  The 
building  was  designed  by  G.  C.  Briggs, 
Supervisor   of  Buildings. 

Fort  William  Interlocking  Plant — A 
press  report  states  that  a  contract  has 
been  let  for  the  installation  of  2  half 
interlocking  plants  at  Fort  William,  Ont. 

Western  Lines  Construction,  Etc. — We 
are  officially  advised  that  grading  and 
other  construction  work  was  done  on  16 
branch  lines  in  Manitoba,  Saskatchewan 
and  Alberta  during  1919.  Grading  on 
some  of  these  lines  had  been  done  in 
previous  years,  while  on  others  the  grad- 
ing contracts  were  only  been  let  in 
1919.  During  1919  there  were  2.53,9.5 
miles  of  new  grading  completed  on 
the.se  lines,  and  158.46  miles  of  track  laid, 
on  7  of  the  lines,  partly  on  grading  com- 
pleted previously  and  partly  on  new 
grading.  In  addition  7.15  miles  of  sec- 
ond track  were  laid  near  Munson,  Alta. 
The  following  table  shows  the  miles  of 
grading  and  track  laying  done  during 
1919: 

GradinK.  Track  . 
Miles        laid 

Amaranth    extension.    Man 11.68 

St.  Rose  du  Lac  extension,  Man 9.32 

Alsask    southeasterly.    Sask 1*6  , 

Eston  southeasterly.  Sask....^ 25.16 

Jackfish  Lake  line.  Sask 11.-13 

Luck    Lake   line.    Sask 16.04       19.7r. 

Melfort-Humbolt    line.    Sask 23.63         0.3.'. 

Melfort   northeasterly.    Sask 18.72 

Peebles-Lampman    Ine.    Sask 17.96 

Swift   Current   line,   Sask 22.11       12.96 

Thundcrhill    extension.    Sask 1.41       17.45 

Acadia  Valley  line.  Alta 19.38 

Hanna-Medicine   Hat   line,   Alta 54,17       48.08 

Peace   River   line.    Alta 0.48         4.80 

Vegreville-Calgary    revision,    Alta....       0.44 

Oliver  northerly,    Alta 25.82       55.57 

253.95     158.46 


71 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


February.  1920. 


John    WiinlrMpr.    (niuiiii    Ak'fiit,    Nn- 
tiirnl     KoMouri-i'.t    I)rp«rlnu'nt.    iRsiiod    a 
.st;it.iii<  nt    ri'.ntlv    iti    roirnrd    to    work 
II    I'.tl'.i.     In  a<l- 
.iiHlruftion,   cU., 
AC,    hi-   itnvc   the 
•A     number    of 
•!   hiiilt  nt   coun- 
plnt forms    nnd 
»UMk  >iiiu  \t<n(li-il  nnil  pro- 

vidoil   At    y  'ii'iii'    prtviou«ly 

cxi!ite<l.      A;  >  •>•    n    now   stAtinn 

was  built.  III...  iiiik'lit  shed  nnd  oflicc 
buildinir.  At  Vnncouv.r  n  $1,000,000 
ntJition  wa.H  comploted  nnd  put  in  opera- 
tion. Commencement  wns  made  on  ter- 
minnl  facilities  nt  Victorin.  Terminal 
facilities  at  the  followinc  points  have 
been  enlarjfod:  Port  Arthur,  Kamsack 
Humbolt.  North  Battleford.  Edmonton, 
Hanna.  Calparj-.  BiK  Vnlley,  Kindcrslcy. 
Prince  Albert  nnd  Saskatoon.  Train 
service  has  been  placed  on  the  north- 
easterly part  of  the  Hanna-Medicine  Hat 
line. 

Radvillc  to  Weyburn,  Sask.— A  press 
report  states  that  a  survey  is  bcinp  made 
for  a  line  from  Radvillc  to  Weyburn, 
Sask.,  and  that  construction  will  be  start- 
ed this  year. 

I*eeblcs-I>ampman  Line — The  Board  of 
Railwnv  (  onimissioners  has  authorized 
the  Canadian  Northern  Saskatchewan 
Ry.  to  lay  tracks  across  Assiniboia  Ave., 
Peebles,  Sask. 

Hanna  -  Medicine  Hat  Line  —  The 
Board  of  Railway  Commissioners  has 
authorized  the  Canadian  Northern  West- 
em  Rv.  to  open  for  traffic  its  Hanna- 
Medicine  Hat  Branch  from  Bonar,  Alta., 
southerly.  This  branch  was  previously 
opened  previously  for  freifrht  traffic,  and 
the  recent  order  removes  the  restriction 
as  to  the  kind  of  traffic  that  may  be 
carried.  A  press  report  states  that  9 
stations  are  beinp  opened  on  the  section 
of  the  line  referred  to  for  traffic,  viz.: 
Taplow,  Sheemess,  Honey,  Halladay. 
Kenowall,  Carolside,  Roope,  Cassford  and 
mile  .17. 

Edmonton  Car  Shops — A  recent  report 
spates  that  it  was  proposed  to  erect 
larpe  car  shops  at  Saskatoon  Sask.,  and 
that  the  present  shops  at  Edmonton, 
Alta.,  would  be  closed,  let  the  Edmonton 
City  Council  to  arrange  on  Dec.  30,  for 
a  delegation  to  interview  the  manage- 
ment in  Toronto,  and  the  Minister  of 
Railways  at  Ottawa.  A  telegram  from 
D.  B.  Hanna,  President,  C.N.R.,  on  Jan 
1,  informed  the  council  that  there  was 
no  foundation  for  the  rumors,  but  that 
on  the  contrary  it  was  proposed  to  en- 
lartre  the  plant  there  as  business  neces- 
sitities  mieht  require. 

Oliver-St.  Paul  de  Metis  Line — The 
Board  of  Railway  Commissioners  has  au- 
thorized the  opening  for  traffic  of  the 
branch  line  from  Oliver  towards  St.  Paul 
de  Metis,  AlU.,  to  mile  98.5,  with  limita- 
tions as  to  speed. 

Kamloops  -  Kelowna  -  Vernon  -  Lumby 
Line— We  are  officially  advised  that  con- 
struction is  approximately  about  40'"'r 
completed  on  this  line,  which  includes 
the  main  line  from  Kamloops  to  Kel- 
owna. l^.-l.^  miles,  nnd  a  branch  from 
Vernon  to  Lumby,  l.'i.S  miles.  The  con- 
tractors for  the  grading,  etc.,  are  J.  W. 
Stewart  &   Co.,  Vancouver. 

Vancouver  Island  Line — We  are  offi- 
cially advised  that  track  has  been  laid 
on  the  line  from  Victoria  to  the  bridge 
across  the  Koksilah  River,  mile  .''>2.43, 
and  that  work  is  in  progress  from  that 
point  to  mile  140.  a  distance  of  87.57 
miles.  Track  laying  is  being  done  by  the 
company's  own  forces. 


A  pren!!  report  states  that  tenders  are 
under  considemtion  for  the  erection  of 
n  liKomotive  house  nt  the  terminal  yards 
on  the  Songhces  Reserve,  Victorin.  (Jan., 
pg.  21). 

United  States  Railway  Notes. 

Hi.wiinl  Elliott,  President,  Northern 
Pacific  Ril.,  is  reported  to  have  stated 
rwently  that  $;i,()00,noO,000  must  be 
S|H'nt  by  U.S.  railways  within  the  next 
few  years,  to  provide  first  class  passen- 
ger and   freight  facilities. 

The  Baltimore  &  Ohio  Rd.'s  Presi- 
dent, in  addressing  the  Baltimore  Cham- 
ber of  Commerce  recently,  said  that  un- 
less U.S.  railways  are  granted  means  of 
getting  increased  revenues,  in  proportion 
to  increased  cost  of  operation,  when  re- 
turned to  private  control,  they  will  have 
to  revert  again  to  government  control. 
He  stated  the  increase  in  cost  of  opera- 
tion  since   1916  as  being  about  70'/'c. 

Director  General  Hines  of  the  United 
States  Railroad  Administration,  states 
that  a  national  agreement  covering  rules 
and  working  conditions  for  railway  em- 
ployes represented  by  Brotherhood  of 
Railway  and  Steamship  Clerks,  Freight 
Handlers,  Express  and  Station  Employes 
has  been  signed  betsveen  himself  and  of- 
ficers of  that  organization  to  continue 
in  force  during  the  period  of  federal 
control. 


Sir  R.  G.  Reid*s  Estate — Two  judg- 
ments were  delivered  Jan.  17,  by  the 
Quebec  Court  of  Appeal,  in  connection 
with  the  action  brought  by  Miss  Helen 
Duff  Reid,  against  Sir  William  D.  Reid, 
H.  D.  Reid,  R.  G.  Reid,  the  Reid  New- 
foundland Co.,  Lord  Shaughnessy  and 
the  Royal  Trust  Co.,  involving  54,768 
shares  in  the  Reid  Newfoundland  Co. 
The  Quebec  Superior  Court  had  ordered 
the  sequestration  of  the  shares  pending 
final  judgment  in  the  principal  action, 
and  the  same  court  in  a  second  judg- 
ment had  dismissed  an  application  of  H. 
D.  Reid  and  R.  G.  Reid,  requesting  that 
Miss  Reid  make  option  as  to  which  of 
the  several  claims  in  the  action  she 
would  proceed  upon.  In  the  first  case 
the  court  decided  that  this  was  not  a  case 
where  sequestration  should  be  ordered, 
and  in  the  second  appeal,  a  majority  of 
the  court  confirmed  the  Superior  Court's 
decision  that  Miss  Reid  was  not  obliged 
to  make  an  option  of  the  several  claims 
in  her  action. 

Another  Hotel  for  Montreal — In  con- 
nection with  the  erection  of  the  project- 
ed hotel  in  Montreal  by  a  syndicate  which 
includes  Lord  Shaughnessy,  Chairman 
C.P.R.  Co.,  and  E.  W.  Bcatty,  K.C., 
President,  C.P.R. .  application  was  made 
recently  to  Montreal  City  Council  for 
permission  to  erect  a  16  story  building, 
the  present  building  bylaw  restricting 
the  height  of  buildings  to  10  stories.  A 
committee  to  which  the  matter  was  re- 
ferred favorably,  and  on  the  council. 
Jan.  1.1,  by  a  vote  of  11  to  8,  authorized 
an  amendment  of  the  bylaw  to  permit 
the  erection  of  the  hotel. 

Dominion  Government  Acquisition  of 
G.T.R.  System— The  Dominion  Govern- 
ment was  reported,  Jan.  7,  to  have  ap- 
proved of  the  agreement  between  it  and 
the  G.T.R.  Co.  for  acquiring  the  system. 
under  the  provisions  of  the  net  passed 
last  session.  A  meeting  of  the  com- 
1  any's  shareholders  will  be  held  in  Lon- 
don, Eng.,  Feb.  19,  to  consider  the  agree- 
ment, and.  if  deemed  advisable,  ratify- 
ing it. 


.SU-am  Railway  Track  Laid 
in  \919. 

The  total  of  new  first  track  laid  in 
Canada  on  stt-am  railways  during  1918 
was  121. -'12  miles,  against  which  the  fol- 
lowing table,  compiled  from  ofTicial  re- 
turns to  Canadian  liailwny  nnd  Marine 
World,  show  that  :i2.">.77  miles  of  new 
track  were  laid  by  five  companies  on  13 
different  lines,  during  1919.  The  Can- 
adian National  Rys.,  on  its  Canadian 
Northern  Ry.  lines  in  Saskatchewan,  Al- 
berta and  British  Columbia,  laid  202.17 
miles  of  this  and  the  British  Columbia 
Government  laid  82  miles  of  the  re- 
mainder on  it.s  Pacific  Great  Eastern  Ry. 
The  length  of  track  laid  in  the  several 
provinces  was:  Alberta,  134.75  miles; 
British  Columbia,  l21Jiii  miles;  and  Sas- 
katchewan, 6.'i.l8  miles.  Following  are 
details: 
AlbfrU    and    i;r»t   W«t«rw«r>   Rr. — 

.Mill-Kite     .'Tft.'.'O     to     2M.iO.- _ •.•• 

Canadian   National   Rr*. — 

Thundcrhill     lirnnch.    Sa«k._ 2e.lS 

Swift   Curnnt    branch.    Sa»k 18.M 

Meirort-HumbuWIt    line.     Saak. OJtS 

Luck    Laki-    branch.    Saak 19.75 

Alaask    South    Gaatirly.    Saak 4.90 

Hanna-Mc.licinr    Hat    line.    Alta 48.08 

Olivcr-St    Paul  dc  Mrtia  line.   Alts.  66.67 

Pmco    River    line.    AlU 27.84 

Vancouver   laland   line— 

Mileaii,-    -I ..-.'J    to    f.-.:.t3 27.84  202.17 

Dollr    Vardrn    Mine*  Ry. — 

Dully    Vnr.l.n    .Min»    to    Alice    Arm.    B.C.     18.00 
Lacombe   and   North   Western   Ry — 

From  near   Hentley  to   Rimbey.  Alta _.     17.00 

Pacific  treat    Eaatem   Ry. — 

l^onc     Hutu-    near    Horse    Lake    to    Deep 

Creek    near   Soda   Creek.    B.C 82.00 


Saskatchewan    Provincial    Guaran- 
tees of  Grand  Trunk  Pacific 
Railway  Bonds. 

Hon.  W.  F.  A.  Turgeon  is  reported  to 
have  stated  in  the  Saskatchewan  Legis- 
lature, Jan.  20,  that  he  had  received  a 
telegram  from  Hon.  J.  A.  Calder,  Ottawa, 
as  follows: — "Matter  we  discussed  in 
Toronto  agreed  to.  You  may  expect 
word  in  near  future  from  Drayton. 
Settlement  will  cover  past  as  well  as 
future."  This  telegram  had  reference 
to  the  question  of  interest  paid  by  the 
province  in  respect  of  branch  line  con- 
struction. Up  to  the  present  the  pro- 
vince has  paid  1537.000,  which  the  Do- 
minion Government  will  apparently  re- 
pay, as  well  as  take  over  all  future  lia- 
bility of  Saskatchewan  under  its  guar- 
anttces.  The  contingent  liability  of  Sas- 
katchewan under  its  guarantees  the  G.T. 
R.  is  $13,211,000. 


Alien  Enemy  Property  in  Canada — .\n 

Ottawa  press  report  states  that  it  is  pro- 
posed to  convert  into  cash  the  $40,000,- 
000  or  more  of  Austrian  and  German 
property  vested  in  the  Finance  Minister 
under  the  provisions  of  the  orders  as 
to  alien  investments  in  Canada,  and  to 
distribute  the  same  in  liquidation  of 
debts  in  Canada  by  .\ustrians  nnd  Ger- 
mans, nnd  for  other  purposes,  under  the 
directions  of  the  Repai^tion  Committee. 
It  is  stated  that  the  fund  includes  $28,- 
000.000  of  C.P.R.  stock  with  accrued  di- 
vidends. 

Reported  Merging  of  Railways  and 
Canals  Department  and  Public  Works 
Deimrtment — .An  Ottawa  press  report 
states  that  there  is  n  probability  that 
the  Public  Works  Department,  and  the 
Railways  and  Canals  Department  will  be 
merged"  under  one  minister.  The  De- 
partment of  Public  Works,  is  at  present 
without  a  minister. 


February,  1920. 


75 


Canadian  Pacific  Railway  Construction,  Betterments,  Etc. 


Appropriations  for  1920 — We  are  of- 
ficially advised  that  the  appropriations 
for  eastern  and  western  lines  for  this 
year  provide  for  tie  and  rail  renewals; 
bridge  work,  including  turntables;  bal- 
lasting, ditching,  tile  drains,  etc.;  tie 
plates  and  rail  anchors;  station  and 
building  work;  siding  and  yard  tracks; 
terminal  and  other  improvements;  addi- 
tional coaling  plant  facilities  at  Fort 
William;  new  station  tei'minal  improve- 
ments at  Moose  Jaw;  water  supply,  pipe 
lines,  tanks,  etc.;  automatic  signals  and 
interlockers;  fencing,  repairs  and  re- 
newals, British  Columbia  coast  and  river 
steamships,  miscellaneous,  telegraph 
work,  renewals  and  improvements. 

The  cut  off  from  Molson,  Man.,  to 
Winnipeg,  88.1  miles,  will  have  a  second 
track  build.  The  ballasting,  ditching,  tile 
drainage,  tie  plates,  rail  anchors  and 
rail  renewals  will  be  largely  improve- 
ments to  present  track.  The  siding  and 
yard  track  work  will  cover  extensions  to 
present  tracks  at  various  points.  The 
fencing  will  include  the  usual  amount 
of  repair  work,  as  well  as  further  tree 
planting,  for  snow  protection,  which  was 
started  last  year. 

Renewals  and  repairs  of  bridges,  etc., 
will  include,  in  addition  to  ordinary  main- 
tenance, a  number  of  new  turntables  at 
various  places,  and  the  putting  in  of 
heavier  spans  at  various  points  on  the 
main  line,  as  well  as  a  large  amount  of 
culvert  replacements  and  renewals. 

Water  supply  work  will  include  the 
renewal  of  several  tanks  in  steel,  as  well 
as  the  installation  of  some  new  tanks 
and  standpipes,  at  points  where  they  are 
required  owing  to  exigencies  of  traf- 
fic. 

Terminal  and  other  improvements 
will  include  the  extension  of  various 
buildings  at  Angus  ships,  Montreal,  as 
well  as  other  important  terminals 
throughout  the  system;  the  station  and 
building  express  buildings,  as  well  as 
the  extension  of  some  of  the  present 
stations  and  express  buildings  at  vari- 
ous points. 

The  automatic  signal  will  include 
yard  and  station  protection  at  several 
points  on  both  eastern  and  western  lines, 
and  the  rebuilding  of  Hamilton  Jet.,  in- 
terlocker. 

The  telegraph  work  cover  the  replace- 
ment of  some  wires  on  important  lines 
with  copper,  as  well  as  dispatching  and 
telegraph  system  between  Montreal  and 
Smiths  Falls. 

The  British  Columbia  coast,  lake  and 
river  steamship  work  will  include  the 
usual  maintenance  and  repairs,  a  new 
station  and  office  building  at  Victoria, 
2  new  tugs  and  a  new  barge  for  the  B.C. 
lake  and  river  service. 

Western  Lines  W'ork — D.  C.  Coleman, 
Vice  President,  Western  Lines,  returned 
to  Winnipeg,  Jan.  1.5,  from  Montreal, 
where  he  spent  some  days  discussing 
the  appropriations  for  this  year's  bet- 
terments and  construction  work.  He  is 
reported  to  have  made  a  statement  at 
Fort  William,  Ont.,  Jan.  14,  as  to  the 
works  to  be  undertaken  as  follows:  "This 
year's  programme  of  betterments,  im- 
provements and  extension  is  the  most 
considerable  undertaken  since  1913. 
Given  a  normal  grain  yield,  we  look  for 
the  heaviest  volume  of  freight  traffic  we 
have  been  called  on  to  move,  and  we 
propose  to  make  such  provision  for  it 
that  the  public  will  continue  to  receive 
the  best  quality   of   service.     The   work 


of  double  tracking  those  portions  of  the 
hne  where  traffic  is  especially  dense  will 
be  resumed.  It  is  proposed  this  year 
to  double  track  the  Molson  cut  off',  from 
Molson  to  Winnipeg,  and  to  provide  for 
the  handling  of  all  through  ireight  and 
passenger  traffic  by  that  route.  The  in- 
creasing volume  of  livestock  traffic  will 
be  recognized  by  the  construction  of  29 
additional  stockyards.  The  housing  of 
employes  at  isolated  points  will  continue 
to  engage  earnest  attention  and  this  year 
21  additional  houses  for  section  foremen 
and  a  large  number  of  additional  bunk 
houses  for  temporary  section  laborers 
will  be  provided.  The  building  of  branch 
lines  to  promte  settlement  and  to  serve 
farming  districts  now  without  transpor- 
tation facilities  will  proceed  rapidly,  but 
a  definite  announcement  as  to  what  may 
be  completed  this  year  is  deferred  until 
the  prospects  as  to  labor  supply  can  be 
gauged  a  little  more  accurately. 

"At  Fort  William  work  will  be  started 
on  another  unit  of  the  coal  handling 
plant  on  Island  1,  which  oven  now  is 
considered  the  nest  on  the  Great  Lakes. 
The  new  unit,  which  will  take  the  best 
part  of  two  years  to  build,  will  practic- 
ally double  the  storage  capacity  which 
can  be  served  by   the  plant." 

At  Winnipeg,  block  asphalt  platforms 
will  be  laid  to  serve  the  station  tracks. 
A  new  plant  will  be  put  in  to  provide  for 
the  moi'e  rapid  cleaning  and  disinfecting 
of  passenger  cars,  the  freight  car  shop 
at  Weston  will  be  extended,  and  provi- 
sion has  been  made  for  many  improve- 
ments in  the  other  facilties  there. 

At  Regina  the  locomotive  house  will 
be  extended.  A  new  coaling  plant  will 
be  erected.  A  further  extension  to  the 
station  will  be  erected  to  provide  for  the 
constantly  increasing  express  and  mail 
traffic,  and  a  rearrangement  of  the  main 
building  will  be  made  to  provide  more 
waiting  room  and  ticket  office  accom- 
modation. At  Regina  Beach,  additional 
trackage  will  be  provided  to  accommo- 
date excursion  tratfic. 

At  Weyburn,  at  new  building  will  be 
erected  for  the  Dominion  Express  Co., 
and  the  locomtive  house  will  be  extended. 

At  Saskatoon,  the  freight  shed  facili- 
ties will  be  improved,  an  electric  staff 
system  will  be  installed  on  the  joint 
section  to  Harwood,  and  at  Sutherland 
the  car  shop  will  be  completed  and  the 
locomotive  house   facilities  improved. 

At  Moose  Jaw,  the  new  station  and 
office  building  will  be  proceeded  with. 
The  platforms  will  be  reached  through 
a  subway  from  the  station,  and  the  lay- 
out will  be  of  the  most  modern  type.  A 
central  steam  heating  plant  will  also  be 
built  and  the  engine  house  extended. 

At  Yorkton,  the  track  facilities  will  be 
greatly  increased  and  a  new  freight  shed 
of  much  increased  capacity  will  be  built. 
Extensions  will  also  be  made  to  the  loco- 
motive houses  at  Wynyard,  Sask.,  and 
Hardisty,   Alta. 

At  Medicine  Hat  the  station  facilities 
will  be  improved,  the  locomotive  house 
facilties  increased,  arid  an  increase  in 
freight  yard  tracks  is  on  contemplation. 

At  Calgary  a  handsome  new  building 
for  the  Dominion  Express  Co.  will  be 
built  east  of  the  present  Y..M.C.A.  build- 
ing, the  capacity  of  Alyth  freight  ter- 
minal will  be  greatly  increased  by  addi- 
tional tracks  and  the  ice  houses'  facili- 
ties  will   be  extended. 

At  Edmonton  there  will  be  a  rear- 
rangement of  tracks  at  the  station  with 


a  view  to  increased  capacity,  and  a  sub- 
stantial extension  will  be  made  to  the 
freight  shed. 

At  Lethbridge,  and  at  Macleod,  there 
will  be  considerable  expenditure  for  im- 
provement of  present  facilities. 

At  Cranbrook,  the  locomotive  house, 
machine  shops,  and  the  ice  house  will  be 
X'eplaced  by  new  structures. 

At  Revelstoke,  the  locomtive  house  fa- 
cilities will  be  materially  improved. 

To  handle  the  constantly  increasing 
fruit  traffic  on  Okanagan  Lake,  an  ad- 
ditional tug  and  an  additional  car  barge 
will  be  provided  and  a  new  tug  will  also 
be  placed  on  the  Arrow  lakes. 

At  Vancouver,  work  on  the  new  ocean 
pier  will  be  pressed  vigorously,  and  there 
will  be  other  improvements  undertaken 
to  provide  for  the  handling  of  the  grow- 
ing traffic  of  that  great  port. 

At  Victoria,  in  connection  with  the 
coast  steamship  service,  it  is  intended 
to  add  to  the  appearance  of  the  inner 
harbor  by  erecting  a  fine  office  and  ter- 
minal building. 

In  addition  to  the  works  already  enum- 
erated, stations  will  be  built  at  Lydiatt, 
Harrowby,  and  Schwitzer,  in  Manitoba; 
at  Willows,  Corrinne,  Insinger,  Dafoe, 
and  Rutland,  in  Saskatchewan,  and  at; 
Metiskow. 

West  St.  John,  N.B.— The  new  bag- 
gage shed  at  West  St.  John,  N.B.,  des- 
cribed in  Canadian  Railway  and  Marine 
World  previously,  was  reported  to  be 
sufficiently  completed  for  use  early  in 
January,  about  a  month  ahead  of  the 
contract  date.  The  painting  of  the  struc- 
ture and  the  installation  of  the  heating 
plant  were  said  to  be  the  only  works 
uncompleted.  Grant  and  Home  were  the 
contractors. 

Rapid  progress  is  reported  to  have 
been  made  with  the  construction  of  the 
passenger  camp  from  the  baggage  shed 
to  the  pier.  Permission  for  the  con- 
struction of  this  camp  was  granted  re- 
cently by  the  St.  John  City  Council. 

The  company  is  reported  to  have 
given  a  contract  to  the  Fegles  Construc- 
tion Co.,  Port  Arthur,  Ont.,  for  the  in- 
stallation of  the  equipment  in  the  con- 
veyors, connecting  berth  15  with  the 
company's  elevators  at  West  St.  John, 
at  an  approximate  cost  of  $50,000.  The 
conveyors  are  being  built  by  Grant  and 
Home,  St.  John,  N.B. 

Chateau  Fronfanac,  Quebec — D.  H. 
Mapes,  Engineer  of  Buildings,  C.P.R., 
addressed  the  Montreal  Rotary  Club, 
Jan.  13,  on  "Problems  which  face  a 
building  engineer,"  in  the  course  of 
which  he  gave  details  of  the  projected 
extension  of  the  Chateau  Frontenac. 
These  extensions  he  said  will  alter  the 
front  of  the  hotel,  the  new  wing,  which 
will  increase  the  iiotel's  capacity  by  250 
rooms,  running  up  St.  Louis  St.  The 
roof  of  the  addition  will  provide  a  look- 
out for  guests. 

Aylmer  Station — A  press  report  states 
that  an  improved  station  will  be  erected 
at  Aylmer,  Que.,  during  this  year;  that 
a  new  site  has  been  surveyed  and  that 
cert  ain  preliminary  work  has  been  done. 

London  Division — A.  Williams,  Super- 
intendent, London  Division,  is  reported 
to  have  stated  that  an  expenditure  of 
$245,000  had  been  approved  for  better- 
ments on  the  division;  that  the  work  to 
be  done  will  include  a  new  station  at 
Ayr,  at  an  estimated  cost  of  $23,000; 
a   new   station   at   Puslinch,   at  an   esti- 


76 


CANADIAN  RAILWAY  AM)  MAUINK  WOULD 


February,  1920. 


to    t 
Wii, 


of  111,000;  ((••"••"'l  iM'ttcr- 
hntlinni,  at  on  oitimaUMi  c(>»t 
iiii|iri>vi-mi-nt.H  nt  Cnit,  nt  nn 
•  /  $H>.000;  impriivriiX'iil.H 
houM-5  nt  London  and 
nu  trmrk  bctwrrn  Zorr« 
I...  K  111  an  r.HlunattMl  rout  ol 
^^.000;  that  Itu-  pri>M<>nt  ml  lijfhm  on 
tif>  miii'ii  on  Ihi-  division  on  which  the 
bliK-k  iiimal  .«y»l«ni  hao  lunn  inRtallod 
will  l>o  ri-|ilaiid  l<y  tUitric  liirhtu,  and 
that  mir.ir  \v.irk-<  will  be  done  at  other 
poii.r  11.     The  insttallinR 

of  II  n  between  Guelph 

Jet.  .IS  completed  dur- 

injf  l'.'!.'.  aiiil  thru-  is  u  possibility  of 
the  sy.«tein  beinK  instjilled  durinp  this 
year  between   Milton  and  CJiielph  Jcl, 

IjiniRan  Northeasterly  Kranch  —  The 
Ttoaril  of  Kailway  f'omniissioners  has  ap- 
proved location  plans  of  the  branch 
northeasterly  from  l-anipan,  Sask.,  mile 
0  to  fiO.StS,  and  authorized  its  construc- 
tion across  fi3  hiphways.  This  is  a  line 
which  the  Dominion  Tarliament  at  its 
last  session  authorized  to  be  built 
throufrh  Melfort  into  the  Carrot  River 
district.  A  contract  for  pradinp  the 
first  50  miles  was  let  in  May,  1919,  to 
Stewart  and  Welch.  Talirary,  Alta.,  and 
we  were  officially  advised  recently  that 
S^'r  of  the  pradinK  on  it  had  been  done 
up  to  Dec.  :W,  1919.  This  is  evidently 
the  line  referred  to  in  a  press  report 
which  states  that  the  company  had 
made  preliminary  arranpements  for 
buildinp  a  line  into  the  Pas  district, 
which  would  ultimately  mean  its  exten- 
sion into  the  Copper  Lake  and  Lake 
Athapapuskow  pold  niininp  district.  The 
Carrot  River  runs  into  the  Saskatche- 
wan River  near  Pas,  and  the  niininp 
districts  referred  to  north  of  that  place. 

ConnauKht  Tunnel — A  press  report 
states  that  a  contract  has  been  let  to 
Sidney  E.  Junkins  Co.,  for  puttinp  a 
concrete  lininp  in  the  Connaupht  tun- 
nel in  the  Selkirk  Mountains.  The  tun- 
nel is  .">  miles  lonpr  and  the  lininir  of  it 
will,  it  is  said,  be  one  of  the  larpest  con- 
eretinp  jobs  ever  contracted  for.  (Jan., 
PR.   U,). 

Vancouver  Pier  Extension — In  a  state- 
ment made  at  Vancouver,  B.C.,  Dec.  29. 
D.  C.  Coleman.  Vice  President,  C.P.R., 
Western  Lines,  is  reported  to  have  said 
that  the  construction  of  the  new  pier 
will  l>e  put  in  hand  just  as  soon  as  the 
contract  is  let,  and  that  it  is  intended  to 
ask  for  tenders  very  shortly.  This  pro- 
jected pier  is  part  of  a  comprehensive 
plan  for  the  provision  of  complete  facili- 
ties for  the  handling  of  the  company's 
uc-ean  and  coastal  ships  at  Vancouver. 
The  location  of  the  porjected  pier  is  to 
be  between  two  existing  piers,  and  it  is 
to  be  known  as  B.C.  pier.  The  work  pro- 
posed to  be  put  in  hand  immediately  will 
consist  of  dredpinp  and  fillinR. 

The    National    .Steel    Car    Corporation 

incorporated  recently  under  the  Dominion 
Companies  .\ct,  has  taken  over  the 
plant,  equipment,  business,  assets  and 
liabilities  of  the  National  Steel  Car  Co., 
Hamilton,  Ont.,  under  the  terms  of  the 
apreement,  particulars  of  which  were 
published  in  Canadian  liailway  and  Ma- 
rine World.  The  followinif  are  ilirectors: 
R.  .1.  Mapor,  New  York,  President;  D. 
Syniinpton,  Baltimore.  .Md.;  H.  H.  Price. 
New  York;  D.  B.  Dewar.  Hamilton.  It 
is  reported  that  other  directors  will  be 
dir«Tted  shortly  when  the  other  officers 
will  be  appointed.  The  company  will 
continue  to  manufacture  railway  cars, 
for  ser\-ice  and  will  largely  increase  its 
motor  truck  manufacturing  department. 


I.JKht  Kailway.s  Projected  for 
Northern  Ontario. 

In  connection  with  the  pr<ij<-ct  for  the 
construction  of  light  railways  in  North- 
ern Ontario,  to  which  reference  was  made 
ill  Canadian  iiailway  anil  Marine  World 
for  Dei-.,  I'.Mlt,  pg.  t;.')h,  w«-  are  officially 
advised  that  the  Canadian  Lipht  Ry.  Con- 
struction Co.  Lt<l.,  plans  to  commence 
construction  of  a  railway,  meter  gauge, 
approximately  ay's.  in.  between  lakes 
village  and  Gowganda  town  plot,  as  soon 
as  the  snow  goes  otT  the  ground;  that 
it  is  proposed  to  have  the  material  on 
the  ground  ready  for  starting  work  by' 
that  time;  that  .'10  lb.  steel  rails  will  be 
u.sed  for  the  '27  miles  of  track;  that  the 
motive  power  will  consist  of  gasoline 
and  oil  burning  steam  locomotives  and  it 
is  expected  to  have  trains  running  into 
Gowganda  by  midsummer. 

The  company,  we  are  further,  advised, 
proposes  to  build  extensions  of  the  line 
from  Gowganda  into  the  Fort  Matcha- 
wan  and  West  Shining  Tree  mining  dis- 
tricts respectively,  and  is  working  on 
plans  to  build  on  loop  line,  leaving  the 
Timiskaming  and  Northern  Ontario  Ry. 
at  Swastika,  poinp  throuph  the  Kirkland 
Lake,  Larder  Lake,  Skead  Tp.,  and  Bos- 
ton Creek  areas  and  connecting  again 
with  the  T.  and  N.O.R.  at  Boston  Creek. 

In  connection  with  this  project  articles 
have  appear  in  local  papers  comparing 
Australian  railways  of  Australia  with 
the  light  railways  projected  for  Northern 
Ontario.  The  Canadian  Light  Railway 
Construction  Co.  has  issued  the  follow- 
ing circular  letter  in  this  connection: 
"The  railway  situation  in  Australia  is 
that  several  trunk  and  main  lines  have 
been  built  on  different  gauges,  which  of 
course  has  created  an  unsatisfactory  sys- 
tem of  railway  transportation.  The  sit- 
uation in  Northern  Ontario  is  that  for 
the  past  10  years  railway  extensions, 
good  roads,  etc.,  have  been  promised  for 
these  districts,  or  the  subject,  in  some 
form,  has  been  under  consideration  by 
various  governments,  but  very  little  has 
bee  done.  The  idea  of  building  light  rail- 
ways is  to  give  undeveloped  districts  im- 
mediate transportation  facilities.  The 
construction  of  light  railways  is  only 
temporary.  Their  operation  will  assist 
development  of  water  power  and  of  the 
mining  industry.  When  the  business  in- 
creases to  warrant  it,  the  light  railways 
can  be  turned  into  electric  or  standard 
roads  and  the  light  rails  and  equipment 
can  be  transferred  to  new  fields,  to  be 
used  again  as  a  method  of  assisting  de- 
velopment. It  is  the  intention  to  use 
light  railways  to  assist  the  development 
of  new  and  undeveloped  districts.  They 
are  cheaper  to  build  and  maintain  than 
niacadami7.e<l  roads,  and  will  do  the  busi- 
ness on  short  hauls  up  to  their  capacity 
of  a  standard  railway,  and  their  is  a 
commercial  and  business  proposition. 
The  Canadian  Light  Railway  Construc- 
tion Co.  plans  only  to  build  branch  lines, 
not  trunk  lines.  Light  narrow  gauge 
railways  embody  three  ii-onomic  prin- 
ciples, low  cost  of  construction,  main- 
tenance and  operation.  In  a«ldition  they 
can  be  quickly  laid  down  and  run  over 
almost  any  kind  of  country.  They  prov- 
ed to  be  the  most  economical  and  success- 
ful method  of  transportation  adopte<l  by 
the  allies  during  the  war.  Commercial- 
ly they  have  been  used  in  France,  Bel- 
gium, Germany  and  Russia,  for  the  past 
20  years,  as  feeders  to  the  main  railways, 
ami  it  is  proposed  to  use  them  in  the 
.lame  capacity  in  this  country.  The  Can- 
adian Light  Railway  Construction  Co.  is 


not  advocatinK  light  r»ilways  in  prefer- 
ence to  grovemment  owned  stamlard  or 
electric   roads." 

A  convention  of  those  interest<.-d  in 
the  development  of  Northern  Ontario 
was  opene<l  at  North  Bay,  Ont.,  Jan.  21, 
and  among  the  subjects  considere<l  was 
that  of  the  construction  of  liirht  narrow 
gauge  railways. 


Railway  Finance,  MeetinfCii,  Etc. 

Canadian  Northern  Ry.— A  New  "York 
press  dispatch  of  Jan.  9,  stat«<l  that 
William  A.  Read  &  Co..  who  placed  on 
the  market  on  Jan.  7  an  issue  of  $7,- 
■'iOO,000  Canadian  Northern  Ry.  Equip- 
ment Trust  *}' r  bonds.  Series  D,  1S»19, 
had  .sold  nearly  the  whole  issue.  The  se- 
curities maturing  June,  1920,  to  Dec., 
1921,  were  reported  to  have  been  sold 
on  a  6>4'r  basis,  and  those  maturinir 
June,  1922  to  Dec.  1929.  on  a  6'a''r  basis. 

Canadian  Northern  Rolling  Stock  I-td. 
— There  was  deposited  with  the  Secre- 
tary of  State  at  Ottawa,  Jan.  '22,  dupli- 
cate original  of  a  lease  made  by  Can- 
adian Northern  Rolling  Stock  Ltd.,  to 
Canadian  Northern  Ry.  Co.,  dated  Dec. 
1,  1919,  to  which  is  attached  an  assign- 
ment to  Fidelity  Trust  Co.,  Philadelphia, 
Pa. 

Ottawa  Terminals  Ry. — The  directors 
for  the  current  year,  elected  at  the  re- 
cent annual  meeting,  are:  H.  G.  Kelley. 
President;  W.  D.  Robb,  Vice  President; 
Frank  Scott,  Vice  President  and  Trea- 
surer; J.  E.  Dalrymple,  R.  S.  Logan,  W. 
H.  Biggar  and  F.  L.  Bond. 

Pacific  Great  Eastern  Ry. — The  British 
Columbia  Government  has  placed  an  is- 
sue of  $2,500,000  of  .5  years  h'r  gold 
bonds  at  97.84,  yielding  the  investor 
■5>*i'', ,  the  proceeds  of  which  will  be 
used  exclusively,  the  Finance  Minister 
is  reported  to  have  said,  in  Victoria,  Jan. 
6,  for  construction  of  the  Pacific  Great 
Eastern  Ry. 

The  Quebec  Central  Ry.— Accounts  foi 
the  year  ended  June  HO,  1919,  issued  re- 
cently, show  a  surplus,  after  meeting 
interest  charges,  of  $274,742.  and  $88,249 
was  brought  in  making  $362,991.  The 
guaranteed  dividend  of  b'r  has  been 
paid;  $80,000  set  aside  for  renewals,  and 
$2.5.000  transferred  to  contingent  fund. 
leaving  a  balance  to  be  carrie<i  forward 
of  $88,911. 

Temiscouata  Ry. — \  meeting  of  holders 
of  provisional  certificates  issued  by  the 
bondholders'  committee  for  the  B'V  con- 
solidated mortgage  income  bonds  was 
held  in  London,  Enp.,  recently.  J.  R.  Ball, 
chairman,  informed  the  certificate  hold- 
ers that  if  the  extraordinary  conditions 
under  which  the  railway  was  operated 
were  taken  into  consideration,  the  re- 
sults of  the  operations  for  the  year 'ended 
June  :10.  1919,  should  not  be  considered 
unsatisfactory. 

Timiskaming     and     Northern    Ontario 

Ry.- 

r«.»rim<TNov..I!>19Nov..l91S  Dro..l9I9  IVc. 191(1 
cminif.  fTO.^.Il.li  H7.S99.04  072.S0».7«  »S2.921.20 

Krriuht 
Mrninin'  190.1&9.1S  1S4.9S1.81  187,715.99  lSt.800.49 

Tol»l 
r»rninii»  260.S90.2r,  2O2.SS0  sr.  ^60.S19.7.^  e»S.721.«9 

White  Pa.ss  and  Yukon  Ry.— The  ac- 
counts for  the  year  ended  June  30,  1919, 
\*hich  were  issued  recently,  show  a  credit 
Iwlance  of  i'l)7,847,  instead  of  a  debit  bal- 
ance of  £48.427,  as  at  June  :!0.  1918.  This 
is  reported  ti>  In?  due  to  adjustments 
made  in  the  company's  finances  under  a 
.scheme  of  arrangement. 


February,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


77 


Canadian  Railway 
MaririeWorld 


Index  to  Canadian  Railway  and 
Marine  World  for  1919. 


Devoted  to  Steam  and  Electrio  Railway. 
Marine,    Shipbuildins   and   Railway.    Harbor  and 

Canal  Contractors*   Interests. 

Official   Organ   of   various  Canadian   TranspoHa- 

tion  Associations. 

Published  on  the  first  of  each  month  at 

70  Bond  Street.  Toronto.  Canada. 


Assistant   Editoi-s. 
John  Keir  and  Donald  Y.  Keik 


Unit«<l  States  Business  Representative. 

A.  Fenton  Walker.  143  Liberty  St.,  New  York. 

Member  of 
Associated       Business       Papei's. 
Audit     Bureau    of     Ciixulations 
Canadian    National    Newspapers 

and   Periodicals   .Association. 
Canadian        Press      Association, 


cludint?  postage  any- 
incluJinK 


SUBSCRIPTION  PRICE, 
where,  $2  a  year  in  advanc 

SINGLE     COPIES,     2.5     cents 
postaf;e. 

The  best  method  of  remittinK  is  by  express  or 
post  office  money  order.  If  remittance  is  made 
by  cheque.  1.5  cents  should  be  added  to  cover  cost 
of  collection  unless  cheque  is  payable  at  par  in 
Toronto  or   Montreal. 

NOTICE   TO    ADVERTISERS. 
ADVERTISING  RATES   furnishetl  on  application. 
ADVERTISING  COPY   must   reach   the   publishei-s 
by    the    10th    of    the    month    precedintr    the    date    of 
the  issue  in  which  it  is  to  appear. 

TORONTO.    CANADA.    FEBRUARY,    1920. 


PRINCIPAL   CONTENTS. 

Appointments.    Transportation    72 

Birthdays    ol    Transportation    Men -58 

Hoard   ol    Railway   Commissioners,— 

Orders     by.     Summaries     of 62 

Traffic    orders    70 

Canadian    National    Economic    Problems 59 

Canadian    National    Rys.. — Construction 73 

D.    B.    Hanna   on 64 

Canadian    Pacific    Ry., — Construction 75 

Honor    roll    60 

Electric    Railway   Department.. 78   to  86 

CalRary    Municipal     Ry.    Results .".  86 

Electric    Railways   in    Ontario,    Proposals   to 

Purchase     82 

Finance,    Mcetines,    Etc 84 

Freijrht   and    Passenger   Rate  Increases 83 

Hydro    Electric    Power    Commission    of    On- 
tario,— Railway    Projects    79 

Ottawa   Electric    Ry..— Service   at   Cost 79 

Projects,    Construction.    Etc 81 

Quebec,    Montmorency    and    Charlevoix    Ry., 

NcKotiations    for    Sale   of 83 

Southern   Canada    Power  Co.'s   Report 80 

Toronto  Ry     »nd  the  City 78 

Penalty    Case    Appeal 80 

WaKi^      vVnrkinpr    Con.litions.    EU 78 

Express  Companies,  Amonpr  the 110 

Grain    in    .-.tore   »t   Terminal    Elevators 61 

Graphic   Production  Control   65 

Lifrht    Railways    for   Northern    Ontario 76 

Mainly    About    Railway   People 67 

Marine  Department  87  to  110 

Canadian      Government      Merchant      Marine 

Ltd..    ShipbuildinK,    Operation,   Etc S7 

10,.500    ton    Steel    Steamship 101 

Dominion   Marine   Association  and  Canadian 

Lake   Protective   Association  Meetings 92 

Marine    Department's    Report 102 

Montreal   Shipping   SUtistics,    1919 93 

Notices   to   Mariners   107 

PilotBEe,    British    Columbia    Coast 99 

Shipbuilders,     Bonusses    Asked    for 95 

Shipbuilding,     Dominion     Government     Pro- 
gramme       96 

Shipbuilding.     General     in    Canada 98 

Shipbuilding.    Wooden    in    British   Columbia, 

Dominion    Govtrnmsnt    Aid K'O 

Vcs.sels    registered    106 

Wreck   Commissioner's  Judgments 105 

Railway    Earnings    63 

Railway    Finance.    Meetings.    Etc 76 

Railway   Rolling  Stock.   Orders  and  Deliveries  69 

Railway  Track  Laid   in  1919 74 

Telegraph,  Telephone  and  Cable  Matters 110 


At  the  end  of  this  issue  is  a  very  com- 
plete index  to  the  contents  of  the  volume 
for  191!)  which  as  in  former  years,  will 
doubtless  be  fully  appreciated  by  the 
larne  number  of  subscribers  who  bind 
Canadian  Railway  and  Marine  World  for 
rjeference    purposes. 

Even  a  casual  grlance  over  the  patres 
of  closely  printed  matter  will  show  the 
tremendous  range  of  subjects  covei'ed 
and  the  thoroujrh  manner  in  which  this 
paper  represents  the  entire  transporta- 
tion interests  of  the  whole  Dominion, 
steam  railway,  electric  railway,  marine 
shipbuildinsr,  express  and  telegraph  in- 
terests, as  well  as  railway  and  canal  and 
harbor  contracting  work. 

Caraquet  and  Gulf  Shore  Ry.  Pro- 
posed Sale. 

Gloucester,  N.B.,  County  Coiincil  is 
reported  to  have  passed  a  resolution  ask- 
ing the  Dominion  Government  to  take 
over  the  line  from  the  company  and  make 
it  a  Canadian  National  Ry,  branch,  or  to 
allow  the  New  Brunswick  Act  summar- 
ized in  Canadian  Railway  and  Marine 
World.  January,  on  pg,  12,  to  tome  into 
immediate  eflFect.  The  Dominion  Gov- 
ernment has  poweT  to  veto  acts  passed 
by  a  provincial  legislature  within  a  cer- 
tain limited  time.  The  Caraquet  and 
Gulf  Shore  Ry.  Co.  has  petitioned  the 
Dominion  Government  to  veto  the  N.B 
act  referred  to;  another  press  report 
states  that  a  proposition  may  be  made 
under  which  Gloucester  County  would 
issue  bonds  for  the  difference  of  about 
$.50,000  between  the  price  at  which  the 
company  is  willing  to  sell,  and  that  which 
the  Dominion  Government  is  willing  to 
give  for  the  line. 

A  letter  signed  C.  W.  White,  in  the 
St.  John.  N.B.,  Globe,  of  Jan.  21,  re- 
ferring to  the  Caraquet  and  Gulf  Shore 
Ry.  says:  "This  road  is  under  option  to 
a  number  of  New  York  gentlemen,  who 
will  close  the  transaction  during  Feb- 
ruary. R.  D.  Isaacs,  of  St.  John,  who 
was  "in  Bathurst  recently,  went  over  the 
road  with  an  engineer.  It  is  fully  un- 
derstood that  Mr.  Isaacs  is  the  pur- 
chaser for  the  New  York  parties." 

C.P.R.  Employes  Entertained  at 
Montreal. 

On  New  Year's  Eve,  the  President, 
Vice  President  and  other  C.P.R.  officers, 
entertained  about  0,000  of  its  Montreal 
employes  at  an  at  home  at  the  Windsor 
St,  station.  The  feature  of  the  evening 
was  the  conveyance  by  picture  of  the 
season's  greetings  of  the  company's 
chiefs  to  the  employes,  each  greeting 
beting  proceeded  by  a  portrait  of  the  of- 
ficer  sending  it. 

The  principal  messages  were  as  fol- 
lows: .  ,  „^      .  , 

E.  W.  Beatty,  K.C.,  President:  "I  wish 
every  officer  and  employe  a  very  happy 
new  year.  In  doing  so  let  me  suggest 
that  the  greatest  happiness  can  be 
achieved  by  duties  faithfully  performed, 
and  that  the  first  duty  of  a  railway  of- 
ficer or  employe  is  an  appreciation  of 
the  grave  responsibilities  of  his  position 
and  the  paramount  necessity  of  good  ser- 
vice to  the  public.  The  high  standard 
of  the  company's  service  can  be  main- 
tained only  by  unremitting  diligence,  by 
courtesy,  by  friendly  co-operation  and  by 


unfailing  pride  in  the  company's  great 
traditions.  I  trust  that  you  will  all  en- 
joy a  maximum  of  health  and  happiness 
iluring  the  coming  year." 

Lord  Shaughnessy,  Chairman  of  the 
company:  "Peace,  contentment,  happi- 
ness in  home  and  occupational  life,  with 
all  other  blessings,  be  yours  in  the  new 
year." 

I.  G.  Ogden,  Vice  President,  Finance 
Department:  "May  I  have  as  good 
wishes  from  you  all  as  1  send  to  all  of 
you  for  the  now  year." 


E.  W.  Beatty  Urges  Thrift. 

E.  W.  Beatty  contributed  the  following 
to  the  New  York  Sun  recently:  "With 
every  new  year  we  usually  resolve  to 
turn  over  a  new  leaf.  If  there  is  to  be 
any  general  resolution  made  by  the  North 
American  continent  for  the  year,  it  might 
well  be  in  the  direction  of  thrift,  for  the 
first  after-the-war  years  are  causing  na- 
tural concern  to  those  who  remember  the 
financial  panics  which  have  always  closed 
similar  periods  of  careless  spending.  The 
extravagance  noted  by  every  recent 
visitor  from  Europe  to  this  continent 
synchronizes  with  conditions  of  actual 
starvation  affecting  millions  of  people  in 
Europe  itself,  who  fought  for  freedom 
only  to  die  for  lack  of  food.  This  ex- 
travagance has  been  made  possible,  at 
least  in  part,  by  the  heavy  purchases 
made  under  stress  of  war  by  European 
nations  on  this  continent.  It  represents 
the  expenditure  of  unexpected  profits, 
which  are  being  dissipated,  instead  of 
placed  in  reserve  for  a  rainy  day.  In 
this  orgy  of  extravagance,  Canada  is 
just  as  great  a  sinner  as  the  United 
States.  In  the  last  few  weeks  Canadians 
have  been  penalized  to  some  extent  for 
their  uncurbed  purchase  of  United 
States  made  luxuries  by  an  adverse  ex- 
change. What  the  penalty  to  be  paid 
by  the  U.S.  will  be,  remains  to  be  seen." 

Electrification  of  Steam  Railways. 

D.  B.  Hanna,  President,  Canadian  Na- 
tional Rys.,  was  reported  in  a  London, 
Ont.,  press  dispatch  to  have  said  in  a 
speech  there  early  in  January,  that  with- 
in a  short  time  all  Canadian  railway 
terminals  will  be  electrified.  We  are  of- 
ficially advised  that  Mr.  Hanna  made  no 
reference  to  the  matter  in  his  speech, 
but  subsequently  in  conversation  with 
some  London  business  men,  he  did  say  that 
a  time  would  perhaps  come  when  rail- 
way companies  would  be  forced  to  face 
such  a  situation.  He  did  not  say  that 
the  C.N.R.  or  any  other  Canadian  rail- 
way had  any  present  intention  of  elec.- 
trifying   its  railway. 

A  Toronto  daily  paper,  which  has  pub- 
lished several  apparently  fake  stories 
recently  about  railway  matters,  stated 
earlv  in  January  that  the  C.P.R.  had  de- 
cided to  electrify  its  whole  system,  mam 
line  and-  branches.  Grant  Hall,  Vice 
President,  gave  a  categorical  denial  to 
this  at  once.  We  are  advised  that  while 
the  C.P.R.  management  is  always  lookiiig 
into  the  future  and  has  obtained  data  in 
connection  with  the  possibility  of  elec- 
trifying various  portions  of  its  lines, 
nothing  whatever  has  been  done  towards 
carrying  out  any  portion  of  the  work, 
nor  is  their  any  likelihood  of  anything 
being  done   in  the  immediate  future. 

Saxon    Slate    Railways    Deficits  —  A 

Berlin,  Germany,  cablegram  says  that 
the  state  owned  railways  of  Saxony, 
show  a  deficit  of  300,000,000  marks. 


78 


February,  1920^ 


Electric  Railway  Department 


Klt'itric  ltail\\a>    Kmploj  t-s"  Wa^fs. 
Working  Conditions.  Etc. 

I.ondun  SU  K>.—  Kul lowing  Ihc  ad- 
verse ri'siill  of  the  plvbiscitv  on  tho 
quvation  of  an  inrrvasc  of  fares  by  the 
ralopnytTji  of  London,  Ont.,  Jan.  1,  the 
question  of  what  the  company  vsould  do 
WHS  nt  oiKT  diM-iiHsed.  C.  Curric,  Presi- 
dent, arrived  in  London  from  Cleveland, 
Ohio,  and  after  Kointr  over  the  situation, 
it  was  announced  Jan.  h,  that  the  com- 
pany would  continue  to  pay  the  increas- 
ed wapes  ):ranted,  in  the  "hope  that  the 
ratepayers  would  authorize  an  increase 
in  rates,  and  would  endeavor  to  recoup 
itself  by  reducing  the  service  given.  On 
Jan.  12,  announcement  was  made  that 
there  would  be  a  curtailment  of  service, 
it  l>einjr  stated  that  two  cars  would  be 
taken  off  the  Ottawa  line  and  one  each 
off  the  Oxford,  Normal  and  Richmond 
routes  on  Jan.  Ifi.  The  service  will  be 
maintained  as  at  pre.'ent  on  Saturdays 
and  Sundays;  4.">  cars  will  be  operated 
during  rush  hours;  "trippers"  will  be 
run  whenever  traffic  warrants,  but  the 
new  sche<lule  cuts  down  the  service  dur- 
ing the  hours  when  traffic  is  light.  The 
London  City  Council  had  the  matter  of 
the  reduced  car  service  before  it  Jan. 
10.  when  it  was  referred  to  a  committee 
for  consideration. 

Niagara,  St.  Catharines  &  Toronto  Ry. 
Wages — A  Board  of  Conciliation  has 
been  appointed  to  investigate  the  ques- 
tion of  wages  and  working  conditions 
of  the  Niagara,  St.  Catharines  and  To- 
ronto Ry.'s  employes,  G.  D.  Kelly,  Ot- 
tawa, representing  the  company;  J.  A. 
.McAninch,  representing  the  men,  and 
County  Judge  Snider,  Hamilton,  Ont., 
being  Chairman. 

Ottawa  Electric  Ry.  —  F.  D.  Burpee, 
Superintendent,  issued  the  following 
bulletin,  Jan.  7:  "Beginning  Jan.  16,  the 
following  rules  will  apply  to  spare  con- 
ductors and  motormen.  A  spare  con- 
ductor or  motorman  is  one  who  is  not 
booked  on  a  regular,  relief  or  swing  run. 
Spare  men  must  report  at  the  barns  or 
relief  points  at  the  following  hours, 
week  days,  5..50  a.m.,  10  a.m.,  and  .5.25 
p.m.  Sundays,  8  a.m.,  11.40  a.m.,  and  4 
p.m.  After,  reporting  they  must  remain 
as  long  as  the  relief  inspector  or  night 
bam  clerk  wishes.  They  must  he  pro- 
perly clothed  in  uniform  and  ready  to 
work.  Spare  men  must  report  also,  at 
times  other  than  the  above,  when 
specially  ordered  to  do  so  by  an  in- 
spector, night  clerk,  or  other  proper 
authority.  If  a  spare  man  is  not  employ- 
ed after  reporting,  he  will  be  credited 
with  the  full  time  he  is  held,  which  time 
in  any  case  will  not  be  less  than  one 
hour.  The  Inspector  of  Reliefs  (Mr. 
Carson)  will  have  charge  of  all  booking. 
Spare  men  are  entitled  tn  lay  off  one  day 
in  each  week  nf  seven  days  if  they  wish 
to  do  so,  but  this  layoff  day  must  be  ar- 
ranged for  with  the  Inspector  of  Reliefs. 
Spare  men  will  not  be  allowe<l  to  lay 
off  on  Satunlays,  Sundays  or  public 
holidays.  A  spare  man  who  does  not  re- 
port at  the  regular  times  mentioned 
above,  or  whenever  specially  ordered, 
will  be  charged  with  a  miss  for  each 
time  he  fails  to  <lo  so.  No  miss  will  be 
charged  against  any  man  when  he  is  off 
duty,  by  arrangement  with  the  Inspector 
of  Reliefs,  or  is  on  leave  of  absence,  or 
has  reported  sick.     F",arh  spare  man  who 


ban  no  misses  charged  against  him,  or 
who  is  not  away  on  account  of  sickness, 
or  who  is  not  on  leave  of  absence  (ex- 
cept the  weekly  day  off),  will  be  guar- 
anteeil  |.'!7.riO  for  each  pay  period  of 
one-half  month  as  a  minimum  wage,  ^f 
the  time  that  has  been  credited  to  him 
for  working  and  reporting  does  not  reach 
that  amount,  the  difference  will  be  paid 
to  him  on  the  regular  pay  days. 
Not  more  than  5  spare  conductors  and  5 
spare  motormen  must  be  allowed  away 
on  leave  at  the  same  time.  No  leave 
will  be  granted  for  more  than  .10  days, 
and  only  then  if  the  demands  of  the  ser- 
vice permit  it.  In  future  when  spare 
men  are  employed  they  will  be  consider- 
ed as  on  probation  for  (i  months.  At 
the  end  of  this  probationary  period,  if 
their  conduct  has  been  satisfactory  to 
the  Chief   Inspector,  they  will   be  taken 


Canadian  Electric  Railway 
Association. 

Honorary  Prmidrnt.  Lieut.-Col.  J.  E. 
Hutrhofton.  General  MannKer,  Montreal 
Tramways   Co. 

Honorary  Vic*  President.  Acton  BorrowB, 
Proprietor  and  Editor,  Canadian  Railway 
and    Marine    World. 

President,  A.  Gabourj',  Superintendent, 
Montreal  Tramways   Co. 

Vice  President.  G.  Gordon  Gale.  Vice 
President  and  General  ManaRer,  Hull  Elec- 
tric Co. 

Honorary  Secretary-Treasurer,  pro  tem. 
A.  Eastman,  Vice  President  and  General 
Manajrer.  Windsor,  Essex  &  Lake  Shore 
Rapid    Railway   Co. 

ExecatiTe  Committee,  The  President,  Vice 
Pn^sident.  and  V.  D.  Burpee.  Superintend- 
ent. OtUwa  Electric  Railway  Co. :  C.  C. 
Curtis.  ManaRer,  Cape  Breton  Electric  Co.  : 
A.  Eastman.  Vice  President  ami  General 
Manaser.  Windsor,  Essex  &  Lake  Shore 
Rapid  Railway  Co. :  Geo.  Kidd,  General 
Manajrer,  British  Columbia  Electric  Rail- 
way Co. :  M.  W.  Kirkwood,  General  Man- 
SKer.  Grand  River  Railway  Co.  and  Lake 
Erie  &  Northern  Railway  Co.:  A.  W.  Mc- 
Limont.  Vice  President  and  General  Man- 
aKer.  Winnipeg  Electric  Railway  Co. :  R. 
M.  Reade.  Superinten<lent.  Quebec  Railway 
Light  &  Power  Co. ;  Lt-Col.  G.  C.  Royce. 
General  Manager,  Toronto  Suburban  Rail- 
way Co.  ;  C.  L.  Wilson.  Assistant  Manager, 
Toronto  &  York   Radial   Railway  Co. 

Official  Organ — Canadian  Railway  and 
Marine   Woriil.   Toronto. 


on  as  permanent  employes.  If  not  sat- 
isfactory, thev  will  be  relieved  from 
duty." 


Preparing  for  Taking  Over  Toronto 
Railway  by  the  City. 

Following  the  carrying  of  bylaws  pro- 
viding for  the  city  acquiring  the  To- 
ronto Ry.  on  the  expiration  of  its  fran- 
chise in  1921  for  the  establishment  of  a 
transportation  commission,  and  for  the 
operation  of  the  railway  by  a  commis- 
sion of  three  persons,  without  salary  to 
be  appointed  by  the  city  council,  the  city 
council  is  applying  to  the  Ontario  Leg- 
islature for  the  power  to  establish  the 
Toronto  Transportation  Commission, 
consisting  of  three  members,  each  of 
whom  shall  be  a  resident  and  a  rate- 
payer, and  appointed  by  the  city  coun- 
cil for  three  years,  without  salary,  for 
tho  operation  and  control  of  all  car 
lines,  controlled  or  owned  by  the  city. 
The  commission's  power  to  include  the 
fixing  of  fares,  so  that  the  income  shall 
be  sufficient  to  make  the  transportation 
facilities    self    sustaining,    and    to    make 


requisition  upon  the  council  for  funds 
to  carry  out  its  duties.  The  powers  ask- 
ed by  the  council  provide  that  it  may 
without  submitting  the  same  to  the 
electors,  pass  bylaws  for  the  issue  of 
debentures  to  cover  the  purchase  of  the 
Trironto  Ry.'s  property,  and  for  the  con- 
struction fo  any  new  lines  or  extensions 
of  existing  lines,  for  rolling  stock,  build- 
ings and  other  equipment. 

.\utoniol)ili'    Drivers'  Kesponsibil- 

ity  for  Collisions  With  .Street 

Cars. 


The  Ottawa  Electric  Ry.  will  be  the 
plaintiff  in  accidents  due  to  collisions 
with  automobiles  and  other  vehicles 
where  such  accidents  are  due  to  care- 
less and  reckless  driving  of  automobiles 
and  other  vehicles.  F.  D.  Burpee,  Super- 
intendent, O.E.R.,  in  referring  to  the 
matter  recently,  said:  "These  accidents 
are  becoming  too  frequent,  and  so  many 
of  them  result  in  damage  to  the  com- 
pany's cars  that  we  are  obliged  to  take 
action.  Careless  driving  upon  the  part 
of  chauffeurs  is  becoming  very  serious. 
There  is  a  class  of  chauffeur  who  reck- 
lessly rush  in  from  side  streets  on  to 
the  main  streets,  without  regard  to  re- 
sults. .Many  of  them  have  an  idea  that 
if  a  street  car  is  on  their  left  hand  they 
therefore  have  the  right  of  way.  This 
is  a  mistake.  Streets  cars,  under  the 
city  bylaws,  have  right  of  way  over  all 
other  traffic  at  all  times,  but  apart  from 
this  fact  motormen  on  the  cars  are  in 
many  cases  powerless  to  prevent  colli- 
sions. The  street  cars  are  held  to  the 
tracks.  Motormen  can  only  go  ahead  or 
back  up.  They  cannot  turn  out.  Their 
instructions  from  the  management  to 
exercise  care  at  all  times  and  to  do 
everything  possible  to  avoid  accidents, 
are  strict  and  frequently  repeated.  On 
the  other  hand,  practically  ever>'  oppor- 
tunity of  avoiding  collision  is  open  to 
the  chauffeur.  He  can  approach  main 
streets  with  caution,  and  he  can  guide 
his  -automobile  in  any  direction  and  at 
any  degree  of  speed.  The  public  gener- 
ally is  vitally  interested  in  this  growing 
recklessness  on  the  part  of  chauffeurs. 
Pedestrians,  as  well  as  passengers  in 
street  cars,  are  in  constant  danger.  Much 
can  be  done  to  njinimize  the  danger,  and 
to  decrease  the  number  of  accidents,  if 
the  owners  of  automobiles  will  warn  their 
drivers,  and  punish  them  when  accidents 
occur." 


J.  B.  Bulley,  Superintendent,  Cape 
Breton  Electric  Co.'s  Sydney  Division, 
was  presented  with  a  set  of  pipes  by 
motormen  and  conductors  of  his  division 
recently. 

.V.ssessments  of  Electric  Railways — 
The  Grand  River  Ry.  appealed  recently 
against  its  assessment  in  Kitchener  and 
Preston,  Ont.  The  Kitchener  court  of 
revision  dismissed  the  appeal  against 
the  assessment  on  the  comi>any's  battery 
building,  and  the  company  has  appealed 
to  the  county  judge. 

Louise  Bridge,  Calgary — The  Calgar>\ 
.Vita.,  City  Council  has  under  considera- 
tion plans  for  the  erection  of  a  new 
bridge  across  the  Bow  River,  on  the  site 
of  the  present  Louise  bridge;  the  new 
structure  to  be  of  full  street  width,  to 
accommotlate  a  double  track  electric  rail- 
wav  and  the  ordinary  sidewalk. 


February,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


79 


Ottawa  Electric  Railway  Proposes  Service  at  Cost. 


F.  D.  Burpee,  Superintendent,  Ottawa 
Electric  Ry.,  wrote  the  mayor  of  Ottawa, 
Jan.  21,  asking  that  the  city  board  of 
control  at  first  opportunity  take  up  the 
consideration  of  a  service  at  cost  ar- 
rangement as  a  solution  of  the  electric 
railway  problems.  He  pointed  out  that 
with  the  certainty  that  the  city  will  not 
renew  the  franchise  on  its  expiry  in 
1923,  the  company  could  not  be  expected 
to  spend  money  in  providing  extensions 
of  the  service.  In  connection  with  this 
matter,  Mr.  Burpee  issued  the  follow- 
ing statement  Jan.  2: — 

'Operating  a  street  railway  today,  par- 
ticularly on  a  5c  fare,  is  no  bed  of  roses, 
a»d  most  companies  are  eager  enough 
to  have  municipalities  buy  them  out.  The 
costs  of  operation  increase  directly  with 
the  volume  of  business  done,  and  the 
price  of  every  item  that  makes  up  the 
costs  of  operation  has  nearly  doubled 
since  before  the  war,  but  the  revenue  is 
definitely  controlled  by  the  rate  of  fare. 
Service  at  cost  contracts  are  not  ob- 
structive to  municipal  o\\Tiership.  In 
fact  the  most  of  those  in  force  provide 
that  the  city  can  take  over  the  railway 
at  any  time  on  giving  a  year's  notice. 
This  clause  makes  such  a  contract  a 
stepping  stone  towards  municipal  own- 
ership. Ottawa  Electric  Railway  share- 
holders are  not  averse  to  municipal  own- 
ership, and  if  the  city  desires  to  pur- 
chase in  1923,  will  do  everything  pos- 
sible to  facilitate  the  transfer  of  the 
property. 

"The  normal  increase  of  business  which 
halted  during  the  war,  has  resumed,  and 
we  feel  sure  that  this  increase  of  busi- 
ness will  continue.  Next  year  it  will  be 
still  more  difficult  to  handle,  and  in- 
creasingly so  from  year  to  year  till  the 
end  of  the  franchise.  We  are  making 
daily  use  of  our  entire  plant,  and  we 
cannot  help  but  realize  that  from  now 
on  the  general  efficiency  of  our  plant  will 
be  affected,  but  the  demand  for  constant 
use  will  steadily  increase.  We  admit 
that  we  cannot  adequately  sei-\-e  the  Ot- 
tawa public  today,  but  we  ai'e  doing  our 
level  best  and  placing  every  available 
car  where  it  will  serve  the  greatest  num- 
ber of  people.  The  mayor  stated  yes- 
terday that  there  seemed  no  good  rea- 
son why  the  company  should  not  make 
the  necessary  extensions  and  additions 
to  its  assets,  as  there  was  apparently 
little  risk  that  there  would  be  a  fall  in 
prices  between  now  and  1923,  when  the 
city,  under  its  agreement,  is  bound  to 
pay  for  everything  the  railway  has  at 
that  time.  We  have  no  cash  reserves  to 
make  such  purchases.  Our  reserves  are 
already  invested  in  cars,  power  house 
machinery,  barns,  etc.  As  a  very  large 
amount  would  be  required  to  make  any 
material  improvement  in  the  system,  the 
shareholders  certainly  do  not  intend  to 
try  and  raise  that  large  amount  on  a 
franchise  of  three  years,  even  if  it  were 
possible  to  do  so,  which  is  extremely 
doubtful.  The  mayor  also  stated  that 
any  valuation  taken  today  must  neces- 
sarily be  higher  than  anything  we  have 
ever  known  and  that  no  one  can  tell  how- 
it  will  compare  with  future  values.  Is 
it  not  also  positive  that  future  values 
may  be  considerably  higher  than  they 
are  today,  and  this  may  be  the  case  in 
1923  ?  Certainly  there  are  no  indica- 
tions of  falling  prices.  Many  of  the 
best  economists  in  the  world  are  of  the 
opinion  that  the  present  standard  of 
values  is  a  permanent  one,  and  that  we 


cannot  expect  ever  to  return  to  the  old 
state  of  things  that  existed  before  the 
war. 

■'To  put  a  service  at  cost  contract  into 
effect  requires  a  valuation  of  the  pro- 
perty to  decide  what  return  shall  be 
made  to  the  owners  of  it.  It  makes  no 
difference  whether  the  company  is  cap- 
italized at  one  million  or  ten  million,  the 
value  is  based  on  what  the  company  ac- 
tually owns,  not  on  stock  certificates. 
Such  a  valuation  is  exactly  the  same  as 
that  called  for  by  our  franchise  at  its 
expiration  in  1923.  Why  not  take  such 
a  valuation  now,  and  if  prices  are  ex- 
pected to  change,  provide  that  any  time 
the  city  decides  to  take  over  the  pro- 
perty, another  valuation  should  be  made? 
The  mayor  infers  that  a  service  at  cost 
contract  will  tend  to  extravagant  oper- 
ation. One  of  the  fundamental  princi- 
ples of  such  contracts  is  that  all  ex- 
penditures are  absolutely  fixed  by  an 
independent  commission  appointed  by 
the  public.  If  the  company  spends  more 
money  on  operation  than  the  commission 
has  allowed  the  e.xcess  must  be  paid  out 
of  a  guarantee  fund  which  the  company 
is  called  upon  to  maintain  at  all  times 
out  of  the  pockets  of  the  shareholders. 
Some  of  these  contracts  add  an  extra 
spur  to  economical  operation  by  permit- 
ting the  company  and  its  employes  to 
share  to  some  extent  in  any  surplus  that 
may  accrue  over  and  above  the  costs  of 
operation. 

"The  promoters  of  this  company  were 
the  pioneer  electric  railway  men  of 
Canada,  and  they  naturally  have  more 
than  a  financial  interest  in  the  electric 
railway  here.  We  have  our  critics,  as 
all  public  utility  concerns  have,  but  it 
is  generally  admitted  that  in  the  past 
the  city  has  been  well  served  by  its 
street  railway.  We  are  anxious  to  pre- 
serve that  good  opinion.  To  relieve  a 
situation  that  it  is  clear  to  us  will  be- 
come a  very  difficult  one  in  the  near  fu- 
ture, we  have  suggested  service  at  cost 
as  an  immediate  remedy,  and  have 
asked  the  city  government  to  look  care- 
fully into  it.  It  is  being  successfully 
operated  today  in  a  number  of  cities  on 
this  continent  to  the  evident  satisfac- 
tion of  the  riding  public.  We  are  ready 
to  make  a  definite  proposition  after  a 
discussion  with  the  city's  representatives, 
but  at  present  suggest  that  the  general 
idea  of  the  plan  be  looked  into,  and  that 
the  fullest  publicity  be  given  to  the  whole 
question." 


Toronto  Railway's  Snow  Removal 
Appeal. 


The  Judicial  Committee  of  the  Imper- 
ial Privy  Council  has  dismissed  the  To- 
ronto Railway  Co.'s  appeal  against  the 
city's  claim  for  removing  snow  from  the 
streets,  where  it  had  been  deposited  by 
the  company,  after  removal  from  its 
tracks.  The  specific  claim  was  for  $14,- 
000  for  clearing  snow  in  1914.  A  Lon- 
don dispatch  giving  a  summary  of  the 
judgment,  states  that  the  correspond- 
ence between  the  company  and  the  city, 
particularly  in  1914-1.5,  showed  acute  dif- 
ference between  the  parties  on  the  sub- 
ject of  snow  removal.  The  company 
claimed  that  it  had  the  right  to  deposit 
the  snow  in  the  same  places  as  used  by 
the  city.  Local  courts  decided  that  the 
company's  claim  was  untenable,  and 
stated  the   company's   duty   in  the   mat- 


ter. Later  proceedings  before  the  On- 
tario Railway  and  Municipal  Board  had 
the  same  result  and  the  board's  orders 
on  the  subject  were  not  complied  with. 
The  judgment  states  that  the  board  was 
practically  helpless  to  enforce  its  order 
in  this  regard,  as  by  the  statutes  there 
is  nothing  expressed  or  implied,  which 
would  give  it  power  to  penalize  the 
company  for  a  breach  of  contract.  The 
judgment  considered  it  the  company's 
duty  not  to  deposit  snow  on  a  street 
without  having  first  obtained  permission 
of  the  city  engineers  and  there  appear- 
ed to  be  no  doubt  that  the  company  did 
so,  thereby  committing  a  breach  of  its 
statutory  duty.  Therefore  the  city  is 
quite  within  its  rights  in  seeing  to  the 
.streets  being  cleared,  and  the  expense 
so  incurred,  so  far  as  applicable  of  the 
removal  of  improper  deposits  by  the 
company,  is  one  which  the  company  is 
under  obligation  to  pay. 

The  Hydro  Electric  Power  Com- 
mission of  Ontario's  Electric 
Railway  Projects. 


Toronto  Eastern  Ry.— The  City  of 
Toronto  and  all  the  other  municipalities 
concerned  in  the  project  for  the  pur- 
chase of  the  Toronto  Eastern  Ry.  from 
the  Canadian  National  Railways,  and  its 
completion  with  terminals  in  Toronto  at 
a  cost  of  $8,360,794  have  passed  bylaws 
approving  the  agreement,  and  authoriz- 
ing the  issue  of  debentures  for  their  sev- 
eral proportions  of  the  cost.  The  City 
of  Toronto  vote  on  Jan.  1,  carried  the 
bylaw  by  22,351  to  4,333,  and  York  Town- 
ship, voting  Jan.  17,  carried  it  by  252 
votes  to  10.  Following  is  a  list  of  the- 
municipalities  and  the  amounts  of  de- 
bentures authorized: 

Township    of    York $    381,587 

Township    of    Scarborough 892,686 

Townsihp    of     Pickering 482,050 

Township    of    Whitby 280.304 

Township   of   B^ast   Whitby 299.943 

Township    of    Darlington 429,680 

Town    of    Whitby    277,955 

Town    of    Oshawa 711,894 

Town    of    Bowmanville 216,030 

City    of    Toronto 4,328,665 


$8,360,794 


Hamilton-Galt-Elmira-Guelph      Line — 

Ten  of  the  17  municipalities  interested 
in  the  project  for  the  construction  of 
an  electric  railway  from  Hamilton  to 
Gait.  Elmira  and  Guelph,  voted  at  the 
municipal  elections  early  in  January  on 
bylaws  to  raise  their  several  propor- 
tions of  the  total  of  $6,530,659,  which 
the  line  and  its  terminals  in  Hamilton 
are  estimated  to  cost.  Eight  of  the  mu- 
nicipalities gave  majorities  for  the  by- 
laws, and  in  only  one  case,  West  Flam- 
boro,  was  it  defeated.  Following  is  a 
list  of  the  municipalities,  the  amount  of 
debentures  authorized  to  be  issued,  and 
the  number  of  votes  for  and  against 
where    the    voting     has     already     taken 

place: —  p^^  Acainst 

Ancastor    Tp $  174.080  426         247 

Flamboro  West  Tp 82,734  131         225 

Beverley  Tp 241.464  328         183 

Dumfries    North    Tp 157.817  80           65 

Dundas   Town    168,942  319           82 

Waterloo    Town    379,487  439           58 

Hamilton    City    607,173  B,577      1.742 

Gait   City   1,318,031  1,029           73 

Kitchener  Cit>-   1,053,080  1.174         407 

Guelph    City    855,239  1,099         248 

Waterloo    Tp 5157,973  385         211 

Woolwich    Tp 283,687  284           27 

Puslinch    Tp 38,643         

Guelph    Tp 92.549         

Elmira    Village    91.484  271             2 

Preston    Town    281.615  317         153 

Hespeler    Town    146,761         

Total     - $6,530,659 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


Ffhruarv.  HriO. 


Toronto 


Itailway's   Car  Shortapfe  Penalty   Appeal 
Allowed  l)v  l*rivy  Council. 


The  Toronto  Ry.  Co.'n  appfal  iiKninit 
a  pi'tialty  nf  |1,0<)0  a  day  for  L'4  ilnyit, 
imposi-il  by  tho  Ontario  Ilailway  and 
Munii'i|ial  Itourd  for  fnilurt-  to  rarry  out 
the  l.<Min)".H  ortlcr  of  Nov.  l».  IIMJ.  for  tho 
xupply  of  100  (loiililp  truck  cars  liy  .Ian. 
I,  I'.Mt*.  ami  nnothc-r  100  by  .Inn.  1.  I'.M'.t. 
wan  nllowi'il  by  the  .ludicinl  Committee 
of  the  Imperial  Privy  Council,  .Ian.  20, 
with  co.st.s  of  the  Privy  Council  and  the 
Ontario  Supreme  Court  appeals.  The 
hi.Htory  of  the  ca.se  dates  linck  for  .some 
time  In-fore  the  war.  Different  orders 
were  made  by  the  board,  on  the  city's 
•  pplicntion  for  the  provision  of  addi- 
tional cars  of  a  type  to  be  approved 
by  the  board,  and  after  considerable  ex- 
porimentinc  by  the  company,  it  was 
practically  shown  that  the  type  of  car 
desired  by  the  out.side  parties  was  more 
or  less  of  a  freak  and  was  impracticable. 
The  orders  were  then  rescinded  and  a 
new  order  made  on  Nov.  !»,  liMI,  after 
a  special  report  prepared  under  an  order 
of  the  board  on  the  Toronto  Ry.  traffic 
conditions,  that  the  company  pro\ndc 
100  additional  cars  bv  Jan.  1,  1918,  and 
another  100  by  Jan.  1,  1919.  In  the 
meantime,  war  had  commenced,  and  not 
only  the  financial  condition,  but  the  gen- 
eral industrial  condition  of  the  country 
wa.s  upset,  owinp  to  the  necessity  for 
diverting:  cverythinp  of  that  nature  to 
war  purposes,  and  it  was  practically 
impossible  for  cars  to  be  built  for  or- 
dinary uses.  The  city  made  various  ap- 
plications to  the  board  to  compel  the 
company  to  carry  out  the  board's  order, 
without  having  any  regard  to  the  condi- 
tions prevailing  throughout  the  world, and 
alleging  what  amounted  to  contumacy  on 
he  company's  part.  The  matter  drifted 
along  until  early  in  1918,  when  special 
legislation  was  passed  by  the  Ontario 
Legislation  for  the  alleged  purpose  of 
strengthening  the  board's  power  to  en- 
forci-  compliance  with  any  order  it  might 
make,  by  providing  a  penalty  not  exceeding 
$1,000  a  day  for  noncompliance  with  any 
such  order.  This  legislation  became  effec- 
tive Mar.  26,  1918,  and  on  Apr.  9,  on  the 
city's  application,  the  board  inflicted  a 
penalty  of  $1,000  a  day,  from  Mar.  26  on 
the  company  for  not  carrying  out  the 
order  to  provide  100  cars  by  Jan.  1,  1918. 
The  company  immediately  entered  an 
appeal  against  the  penalty  order  on  the 
jrrounds  that  the  board  had  no  jurisdic- 
tion to  make  such  an  order,  that  tho 
order  was  not  made  for  the  purpose  of 
cnforcin  gcomplaince  with  any  order, 
and  that  under  the  Ontario  Railway  Act, 
the  board  cannot  order  a  penalty  to  be 
paid  for  any  neglect  or  noncompliance 
with  any  order  prior  to  the  date  of  the 
order  providing  such  penalty:  that  the 
company  used  its  best  efforts  to  comply 
with  the  board's  order,  but  it  was  impos- 
sible, owing  to  war  and  other  conditions 
to  obtain  cars,  and  that  tho  order  in- 
flicting a  penalty  was  against  evidence 
and  contrary  to  law  and  tho  weight  of 
evidence,  and  also  that  evidence  was 
wrongfully  rejected.  The  Supreme  Court 
of  Ontario's  Appellate  Division,  con- 
firmed the  board's  orders,  both  as  to  the 
provision  of  the  cars,  and  the  infliction 
fif  the  penalty,  the  company  immediately 
entering  an  appeal  to  the  Imperial  Privy 
Council. 

In  allowing  the  appeal.  Lord  Finlay 
is  reported  to  have  stated  that  the  board 
is    authorized    to    impose    penalties    for 


niincumpliance  with  il»  ordem,  but  iiub- 
jti-t  to  the  condition  that  such  penalties 
must  lie  "for  the  purpose  of  enf<ircinK 
compliance"  with  these  orders,  and  this 
expression  points  not  to  the  summary 
imposition  of  a  penalty  for  a  past  breach 
without  previous  warning,  but  the  impo- 
sition of  a  penalty  in  advance,  for  the 
purpose  of  procuring  obedience  to  the 
oriier,  and,  in  his  opinion,  it  was  not  the 
Ontario  Legislature's  intention  that  the 
board  should  be  empowered  to  impose 
penalties,  except  after  giving  the  rail- 
way warning  that  penalties  would  be 
imposed,  after  a  specified  period,  and 
giving  it  the  opportunity  of  avoiding 
such  penalties  by  complying  with  the 
order.  Accordingly,  tho  order  of  Apr.  19, 
191K,  was  authorized  by  the  act.  He  con- 
sidered that  tho  company  was  not  pre- 
vented by  war  conditions,  from  supplying 
cars,  and  was  gravely  in  default,  but 
even  so,  was  entitled  to  a  notice  of  pen- 
alty and  an  opportunity  of  meeting  it. 
The  point  raised  by  the  company,  that 
by  the  powers  conferred  on  the  board, 
it  must  be  regarded  as  a  superior  court 
within  the  meaning  of  the  British  North 
America  Act,  and  that  members  should 
be  appointed  by  the  Governor  General  of 
Canada,  and  not  by  the  Lieut.-Governor 
of  Ontario,  was  fully  considered  by  the 
Supreme  Court  of  Ontario,  which  decided 
against  the  company,  and  in  consequence 
of  the  view  taken  on  other  points  of  this 
appeal  it  was  unnecessary  for  the  Ju- 
dicial Committee  to  argue  it,  and  he  ex- 
pressed  no  opinion   on   the  matter. 


Nova  Scotia  Tramways  and  Power 
Co.'s  Increased  Expenditures. 


In  connection  with  the  passing  of  the 
semi-annual  cumulative  dividend  recently, 
making  one  year  now  in  arrears,  the 
company  issued  a  circular  to  sharehold- 
ers, from  which  the  following  are  ex- 
ti-aets: — "For  the  12  months  ended  Sept. 
20,  1919,  gross  earnings  increased  ap- 
proximately $237,000  over  the  corres- 
ponding period  of  1918,  but  operating 
expenses  and  taxes  increased  $296,000. 
The  increase  in  operating  expenses  was 
due  to  to  the  high  cost  of  labor  and  ma- 
terials, to  largo  expenditures  needed  to 
place  the  gas  and  tramways  departments 
in  better  operating  condition,  and  to  an 
increase  in  tjixes  amounting  to  almost 
.■i.TC'f.  Tho  tramway  is  obliged  by  the 
terms  of  its  charter  to  maintain  a  rate 
of  fare  averaging  4..'?c  per  passenger. 
Every  possible  effort  will  be  made  at  the 
next  session  of  the  legislature  to  have 
the  charter  changed  to  allow  for  a  pro- 
per increase  in  the  rate  of  fare.  With 
a  higher  fare  and  by  tho  use  of  one- 
man  -safety  cars  which  are  being  in- 
stalled, the  situation  should  be  helped 
materially.  For  the  9  months  ended 
Sept.  'M,  the  balance  of  oarn.ings  for  re- 
serves, replacomonts  and  dividends  was 
$94,.')7S  and  it  is  estimated  that  this 
balance  for  the  12  months  ended  Dec. 
:tl,  1919,  will  not  exceed  $116,216.  Tho 
semi-annual  dividend  of  $.■?  per  share 
pai<I  in  .luly,  1919,  required  a  disburse- 
ment in  cash  of  $62.. "64,  thus  leaving 
a  balance  which  would  be  insufficient  to 
cover  tho  dividend  due  <m  .Ian.  2.  1920, 
even  if  no  provision  were  made  for  de- 
preciation." 


Southi-rn   (  anada  Tower  Co.'h 
Annual  Report. 

The  .Southern  Canada  Power  Co.  own* 
11  eli-clric  lighting  and  power  plants  in 
Canada  and  one  in  Vermont,  and  of 
these  only  one,  the  Sherbrooko  Ry.  and 
Power  Co.,  operates  an  cU-ctric  railway 
in  addition.  The  annual  report  for  the 
year  endc-d  Sept.  .'10,  1919,  issued  re- 
cently does  not  give  details  of  the  rail- 
way operations  separately,  but  gives 
earnings,  expenses,  etc.,  of  its  whole 
operations  in  bulk.  The  following  table 
gives  the  figures,  all  inter-company 
charges    beinfr   eliminated: — 

Gr.-.    raminm    _ _  t&M.MI 

l'urrha«t.<l    power    |  n.941 

Tax...    _ lO.W* 

Uprrntion    and    malnUnmae* IN.M* 

AdminintrmUon     ._     I».t87  tO««M 


Pruflt  from  o 
Nan-<>p4.rBtinir 

prrBtion 
proflu 



4ZM.III 

—     t.tn 

n».l   dcbU   

Intcrr^t     ..- 

.4     I.IU 

..  204,115  20S.ZZ* 

Surpliu    for    rear ISg,0S4 

The  profit  and  loss  account,  showed  a 
balance  of  $146,008.84  brought  forward, 
which' has  been  increased  to  $201,0.'J.5.02. 
The  total  assets  are  valued  at  $8,42.5.- 
707.06,  of  which  $7,961,897..51  repre- 
sents the  company's  various  properties. 
The  capital  outstanding  includes  $285,- 
200  preferred  stock,  $4,285,200  common 
stock;  $.!,036,900  first  mortgage  bonds; 
$110,777.95  bonds  of  subsidiary  com- 
panies, and  $27,307.75  real  estate  mort- 
gages. The  current  liabilities  were 
$74,787,27,  and  the  accrued  bond  inter- 
est $15,699.07,  the  other  liability  being 
the  $201,035.02  balance  to  credit  of  pro- 
fit and  loss  account? 

The  following  are  the  directors  for  the 
current  year: — President,  W.  C.  Haw- 
kins; General  Manager,  Jas.  B.  Wood- 
yatt;  other  directors:  W.  K.  Baldwin, 
M.P..  Jas.  Davidson,  J.  S.  Gillies,  W.  H, 
Minor,  A.  J.  Nesbitt,  G.  Parent,  K.C., 
M.P.;  C.  E.  Read,  J.  M.  Robert.son,  H. 
Sifton,  J.  R.  Moodie.  Secretary-Treasur- 
er and  Purchasing  Agent.  L.  C.  Haskell; 
Assistant  Secretarj-  -  Treasurer  and 
Comptroller,  C.  Johnstone.  The  Sher- 
brooko Ry.  and  Power  Co.'s  directors  for 
the  current  year  are:  W.  C.  Hawkins,  A. 
J.  Nesbitt,  J.  B.  Woodyatt,  Grant  John- 
ston, C.  Johnstone  and  L.  C.  Haskell. 


Montreal  Tramways  Co.  and  Cost 
of  Citv  Sewers. 


Under  existing  legislation  the  Mont- 
real Ti-amway's  Co.  has  to  pay  one-half 
of  the  cost  of  sewers  built  on  the  high- 
ways along  the  company's  right  of  way. 
The  company  contends  that  it  does  not 
benefit  in  any  way  from  the  building  of 
such  sewers,  the  only  benefit  occruing 
to  the  owners  of  properties  alongside 
tho  right  of  way,  and  that,  therefore  it 
should  bo  relieved  of  tho  charge.  A  bill 
has  been  introduced  in  the  Quebec  Legis- 
lature to  add  a  new  section.  25b  to  the 
act,  1  George  V,  as  amended  by  the  act 
2,  George  V,  as  follows:  "Notwith- 
standing any  law  to  the  contrary,  the 
strips  of  land  belonging  to  the  com|iany 
and  constituting  its  right  of  way,  when 
in  the  centre  or  boi-dering  on  a  street 
road  or  highway  in  a  municipality,  shall 
not  be  considered  as  property  fronting 
on  such  street,  road  or  highway,  nor  re- 
quired, as  such,  to  contribute  to  the  cost 
of  construction,  maintenance  or  repair 
of  roads,  si<lewalks,  waterworks,  or  pub- 
lic drains  of  such  municipality." 


February,  1920. 


81 


Electric  Railway  Projects,  Construction,  Betterments,  Etc. 


Hritish  Columbia  Electric  Ry. — Point 
Grey  municipal  council  on  Jan.  13,  grant- 
ed the  company  permission  to  lay  tracks 
on  Grenville  St.  W.  G.  Murrin,  Assist- 
ant General  Manager,  Vancouver,  was 
present  and  explained  that  the  company 
has  no  particular  desire  to  build  the 
line,  but  it  is  under  an  obligation  to  the 
C.P.R.  to  make  an  expenditure  of  $50,- 
000.     (Jan.,  pg.  :U). 

Calgary  Municipal  Ry. — Tenders  have 
been  received  for  the  supply  of  tics  and 
bolts  for  repairs  to  the  tracks  during 
this  year. 

After  lengthened  consideration,  the 
Calgary,  Alta.,  City  Council  has  adopted 
a  route  for  the  extension  of  the  Tuxedo 
Park  line.  It  favors  the  extension  of  the 
present  Center  St.  line  from  the  present 
terminus  at  Twentieth  Ave.  to  beyond 
Thirty-Second  Ave.  In  order  to  carry 
out  this  plan  the  Canadian  Estates  Co. 
is  being  asked  to  permit  the  removal  of 
the  present  line  on  First  St.,  northeast 
to  Center  Ave.,  and  for  the  taking  up  of 
the  present  line  from  Twenty-Fourth 
Ave.  northeast,  this  track  to  be  relaid 
on  the  Edmonton  trail  to  Twenty- 
Seventh  Ave.,  northeast. 

In  connection  with  a  recent  accident 
on  the  Fourteenth  St.  West  hill,  A.  G. 
Graves,  City  Commissioner,  and  T.  H. 
McCauley,  Superintendent,  have  made  a 
number  of  recommendations  for  the  re- 
routing of  cars,  the  construction  of  new 
loops,  improvements  to  the  car  brakes, 
etc.,  with  the  view  of  making  the  opera- 
tion safe.  A  press  report  states  that 
the  estimated  cost  of  the  improvements 
is  $14,000.     (Dec,  1919;  pg.  670). 

The  Hamilton,  Grimsby  and  Beamsville 
Electric  Ry.'s  barns  at  Beamsville,  Ont., 
together  with  3  passenger  cars,  were  de- 
stroyed by  fire,  Dec.  28.  The  amount 
of  the  damage  is  variouslv  estimated 
at  from  .$40,000  to  $75,000. 

Kingston,  Portsmouth  and  Cataraqui 
Electric  Ry. — We  are  officially  advised 
that  the  company  will  make  necessary 
repairs  to  its  track,  but  is  not  contem- 
plating any  new  consti'uction. 

London  and  Port  Stanley  Ry. — London, 
Ont.,  ratepayers  on  Jan.  1,  by  a  vote 
of  2,930  to  2,188  defeated  a  bylaw  for 
carrying  out  various  betterments  on  the 
line,  and  the  purchase  of  an  electric 
locomotive  and  G  passenger  cars  as  de- 
tailed in  Canadian  Railway  and  Marine 
World  for  January,  pg.  34.  The  com- 
mission asked  for  $218,000,  but  the  city 
council  cut  it  down  to  $200,000,  which 
was  the  figure  voted  on.  P.  Pocock,  Vice 
Chairman  of  the  London  Railway  Com- 
mission, is  reported  to  have  stated,  Jan. 
5,  that  the  defeat  of  the  bylaw  was  prob- 
ably caused  by  the  large  number  of 
money  bylaws  voted  upon,  and  the  total 
amount  asked  for  frightened  the  people 
that  the  money  asked  for  the  L.  &  P.S.R. 
is  absolutely  needed  if  the  commission  is 
to  take  care  of  the  traffic  and  that  the 
commission  will,  most  probably,  ask  the 
council  to  have  the  bylaw  submitted 
again  at  an  early  date.  At  this  year's 
inaugural  meeting  of  the  London  Rail- 
way Commission  the  question  of  the 
purchase  of  an  electric  locomotive  and  6 
cars  was  laid  over  for  future  considera- 
tion. It  is  said  to  be  probable  that  the 
money  for  this  rolling  stock,  and  bet- 
terments for  which  the  $200,000  is  re- 
quired will  be  obtained  by  means  of  short 
term  loans. 

The     new     station     building     at     Port 


Stanley,  Ont.,  which  has  already  been 
described  in  (L'anadian  Railway  and  Ma- 
rine  World,  was   opened  Jan.   19. 

An  agreement  with  the  London  Gas 
Co.  for  the  building  of  a  spur  line  to  the 
gas  works  has  been  approved,  and  it  was 
decided  to  make  application  to  the  gas 
company  for  permission  to  extend  the 
spur  to  the  old  Hunt's  mill  property  and 
the  hvdro  electric  substation.  (Jan.,  pg. 
34). 

The  Moncton  Tramways  Electricity 
and  Gas  Co.'s  car  barns  at  Moncton, 
N.B.,  were  destroy  by  fire  Dec. 
26,  the  estimated  amount  of  the 
damage  being  about  $50,000.  The  pro- 
perty destroyed  included  the  car  barn, 
and  the  machine  shop,  together  with  one 
car  and  a  sweei)er.  A  watchman  lost  his 
life  as  a  result  of  injuries  received  dur- 
ing the  fire.  The  property  was  only  par- 
tially covered  by  insurance,  the  amount 
awarded  to  the  company  by  the  adjusters 
being  reported  to  be  $8,540. 

The  Montreal  and  Southern  Counties 
Ry.  Co.  is  asking  the  Dominion  Parlia- 
ment to  extend  the  time  within  which  it 
may  build  its  authorized  lines  of  rail- 
way, and  for  other  powers.  The  company 
was  incorporated  by  the  Dominion  Par- 
liament in  1897  to  build  a  railway  to  be 
operated  by  electricity  or  any  other  me- 
chanical power  except  steam,  from  the 
northern  limit  of  Chambly  County,  Que., 
through  Chambly,  Vercheres.  Rouville, 
St.  Hyacinthe,  Laprairie,  St.  Johns, 
Iberville,  Missisquoi,  Brome,  Shefford, 
Stanstead  and  Sherbrooke  Counties  to 
the  City  of  Sherbrooke,  Que.  In  1898  it 
was  given  power  to  build  lines  also  in  the 
Beauhai-nois,  Chateauguay,  Huntingdon 
and  Napierville  Counties.  Extensions  of 
time  for  construction  were  subsequently 
granted,  the  last  being  one  of  five  years, 
granted  in  1915.  The  company  passed  un- 
der G.T.R.  ownership,  and  its  railway 
consists  of  a  line  built  from  Montreal 
crossing  the  G.T.R.  Victoria  Jubilee 
Bridge  to  St.  Lambert  and  Longueuil, 
and  a  converted  Central  Vermont  Ry. 
branch  having  a  total  mileage  of  52.20 
miles.     (Dec,  1919,  pg.  670). 

The  Montreal  Tramways  Co.  is,  we  are 
officially  advised,  building  a  new  line  on 
Stroville  St.,  from  Mason  St.,  to  Belanger 
St.,  1.15  miles.  At  present  it  is  not  con- 
templating doing  any  new  construction, 
but  the  usual  work  of  renewal  of  tracks 
will  be  gone  on  with  during  the  coming 
construction  season.  The  company  con- 
templates the  immediate  construction  of 
a  new  substation  at  Cote  St.,  with  10,- 
000  k.w.  capacity.     (Dec,  1919,  pg.  670). 

The  Oshawa  Ry.  has  been  authorized 
by  the  Board  of  Railway  Commissioners 
to  lay  a  second  track  across  Wilkinson 
and  Barrie  Aves.,  and  to  make  changes 
in  the  location  of  an  existing  spur  line 
in  Oshawa,  Ont.     (Aug.,  1919,  pg.  449). 

Port  Arthur  Civic  Ry.— A  press  re- 
port states  that  the  Port  Arthur,  Ont., 
Civic  Ry.  contemplates  the  purchase  of 
wires,  etc.,  for  the  renewal  of  the  over- 
head work  on  4.5  mile  of  single  track  dur- 
ing this  year. 

Quebec  County— A  Quebec  press  re- 
port states  that  plans  have  been  pre- 
pared for  building  an  electric  railway  to 
link  up  a  number  of  parishes  and  sum- 
mer resorts  in  Quebec  County,  and  that 
the  project  was  laid  before  representa- 
tives of  municipalities  interested  at  a 
meeting  held  recently  at  Loretteville. 
The    suggestion     is    to    start    from     the 


Sillei-y  terminus  of  the  Quebec  County 
Ry.,  a  subsidiary  of  the  Quebec  Ry.,  Light 
and  Power  Co.,  run  through  the  Sillery, 
Cap  Rouge,  La  Suede,  Les  Sauls,  Lor- 
retteville,  Ancicnne,  Lorette,  Charles- 
bourg  and  Beauport  municipalities  and 
connect  with  the  Q.R.,L.  and  P.  Co.'s  line 
in  Limoliou  Ward,  Quebec  City.  The 
estimated  cost  is  $500,000,  and  the  pro- 
moters are  said  t  o  be  ready  to  begin 
building  in  April. 

Quebec  Ry.,  Light  and  Power  Co. — Some 
complaints  having  been  made  as  to  the 
condition  of  extension  work  on  the  Beau- 
port  Road,  W.  J.  Lynch,  Genei-al  Man- 
ager, was  reported  to  have  said,  .Ian.  13, 
that  the  extension  was  completed  and 
that  cars  were  running  as  far  as  the  Ca- 
nadian Northern  Ry.  crossing  by  Nov. 
13,  two  days  ahead  of  the  date  stipulated 
on  the  agreement  with  the  city.  Beyond 
the  C.N.R.  tracks  grading  has  been  fin- 
ished and  track  laid,  but  owing  to  the 
state  of  the  ground,  the  erection  of  the 
poles  for  the  overhead  work  has  been 
suspended.  It  is  the  company's  inten- 
tion to  complete  the  work  with  as  little 
delay  as  possible.     (Jan.,  pg.  34). 

Toronto  Civic  Ry. — We  are  officially 
advised  that  there  were  no  extensions 
of  or  additions  to  the  track,  rolling  stock 
or  buildings  during  1919.  The  only  pro- 
jected extension  on  which  there  is  any 
definite  instruction  at  present  is  the  dou- 
ble tracking  of  the  pi-esent  temporary 
single  track  line  on  Bloor  St.  West,  be- 
tween Quebec  Ave.,  and  Runnymede 
Road,  0.491  mile. 

Tenders  will  be  received  to  Feb.  17, 
for  the  construction  and  equipment  of 
the  St.  Clair  Ave.-Mount  Pleasant  Road 
extension.  The  specifications  show  that 
this  work  involves  the  widening  of  St 
Clair  Ave.,  east  of  Yonge  St.;  the  laying 
of  a  permanent  pavement,  with  a  double 
track  railway,  along  the  middle  of  the 
street;  the  grading  of  Mount  Pleasant 
Road,  the  installation  of  a  temporary 
ballast  line;  the  construction  of  bridges 
and  trestles,  and  the  provision  of  13  cars 
for  the  operation  of  the  line.  The  track 
will  be  laid  with  7  in.  girder  rails,  122 
lb.  to  the  yard;  the  St.  Clair  Ave.  track 
to  be  classed  as  permanent,  and  the 
Mount  Pleasant  Road  track  to  be  classed 
as  temporary.     (Jan.,  pg.  34). 

Toronto  Ry.— The  Board  of  Railway 
Commissioners  has  ordered  the  com- 
pany to  pay  the  C.P.R.  $10,093,98, 
being  lO'/i  of  the  estimated  cost  of  the 
subway  at  Avenue  Road,  and  interest  at 
5',:/  on  half  the  cost  of  the  work  during 
construction,  and  on  the  total  cost  from 
completion,  amounting  to  $13,807.01,  al- 
together $23,900.99.  (Dec,  1919,  pp,'. 
671). 

The  Waterloo- Wellington  Ry.  Co.  will 
apply  to  the  Ontario  Legislature  to 
amend  the  letters  patent  incorporating 
the  company  under  the  name  of  the  Berlin 
and  Bridgeport  Electric  St.  Ry.  by  au- 
thorizing it  to  build  an  electric  railway 
from  Bridgeport,  through  the  Waterloo 
and  Guelph  townships  to  the  City  of 
Guelph. 

A  press  report  referring  to  the  above, 
prior  to  the  official  notice  of  the  applica- 
tion to  the  legislature  being  published, 
stated  that  W.  H.  Breithaupt,  Kitchener, 
President  of  the  company,  said  that 
after  such  a  line  had  been  built  the  com- 
pany might  be  induced  to  sell  out  to  the 
Hydro  Electric  Power  Commission  of 
Ontario  at  a  fair  price.     (Jan.,  pg.  33). 


CANADIAN  KAII.W  AY  AND  MARINE  WORLD 


February,  1920. 


•Mainly  About  Electric  Railway  People. 


I'roposal.s   for   ituNin^   Ontario 
Electric  RailwayH. 


rhi>s.  Aluarn,  rri-sidcnt,  Ottawa  EU-c- 
trii'  Uy.,  ii  Hpt-ndinir  Bomv  tinio  nt 
('■•runado  Boarh,  California. 

<>.  E.  Italdwin,  hori-toforc  Purchasing 
Ak'inl  fur  till-  City  of  Cutlpli.  Ont.,  has 
l>fvn  appointi-d  .Mnnnk'cr,  (iuclpli  Kadial 
Ky.  at  n  yearly  m\\nry  of  $1,S00.  Ho 
had  tmnsporLation  cxporii'ni-i-  in  London, 
Kntf.,  when"  he  i»  reported  to  have  nian- 
aifwl  n  motor  Uvif  company. 

Sir  Adam  iicrk,  Chairman,  Hydro 
F^lei-trif  I'ower  Commission  of  Ontario, 
who  went  to  Knirlnnd.  towards  the  end 
of  Dec.,  It'lli.  where  he  was  attacked 
hy  pneumonia,  is  reported  to  be  con- 
■.  .1  .  iiik:  there  and  noping  to  be  able 
.,il  for  Canada  about  the  middle  of 
I  I  Miiary.  He  has  been  reappointed  by 
tile  London,  Ont.,  City  Council  to  the 
London  Railway  Commission,  which  mnn- 
njres  the  London  and  Port  Stanley  Ry. 
for  two  years.  He  has  also  be  re-elected 
Chairman   L.R.  Commission. 

H.  Brooker,  dispatcher,  Niapara,  St 
Catharines  and  Toronto  Ry.,  St.  Cath- 
arines, Ont..  has  resigned,  and  is  report- 
ed to  have  entered  Hyiiro  Electric  Power 
Commission  of  Ontario's  service,  in  con- 
nection with  the  operation  of  the  Sand- 
wich, Windsor  and  Amherstburg  Ry., 
which  is  being  taken  over  by  the  com- 
mission. 

E.  I'.  Coleman,  General  ManaRer,  Do- 
minion Power  and  Transmission  Co.,  ad- 
dressed the  Hamilton,  Ont.,  scientific 
society,  Jan.  IG,  on  public  utilities,  deal- 
intr  particularly  with  those  supplying 
electric  lijrht  and  power,  and  operatinj; 
electric  railways.  In  the  course  of  his 
address  he  pave  an  account  of  the  origin 
and  development  of  the  Dominion  Power 
and  Transmission  Co.,  and  the  electric 
railway  companies  owned  and  operated 
by  it 

N.  S.  Gumming,  heretofore  chief 
clerk.  Dominion  Power  and  Transmis- 
sion Co.'s  railway  department,  Hamilton, 
Ont.,  has  been  appointed  Superintendent 
Niagara,  St.  Catharines  and  Toronto  Ry., 
St.  Catharines,  Ont.,  vice  W.  R.  Robert- 
son, resigned  to  enter  the  Hydro  Electric 
Power  Commission  of  Ontario's  service. 

Alderman  T.  J.  Hannlngan,  Secretary, 
Ontario  Hydro  Electric  Railway  Associa- 
tion, resigned  from  the  Guelph,  Ont., 
City  Council,  Jan.  12,  as  a  protest  against 
the  council  having  elected  .-Mderman  H. 
Westoby  as  mayor,  Mr.  Hannigan  al- 
leging that  .Mr.  Westoby  is  opposed  to 
the  hydro  projects,  though  the  latter  ex- 
pressed himself  subsequently  as  in  favor 
of  at  least  some  of  them. 

A.  F.  McGill,  Assistant  Superintend- 
ent, Niagara,  St.  Catharines  and  Toronto 
Ry.,  St.  Catharines,  Ont.,  has  resigned, 
and  is  reported  to  have  entered  Hydro 
Electric  Power  Commission  of  Ontario's 
service,  in  connection  with  the  operation 
of  the  Sandwich,  Windsor  and  Am- 
herstburg  Ry.,  which  is  being  taken  over 
by   the   commission. 

J.  Moir,  Traffic  Superintendent,  Ed- 
monton, Sask.,  Radial  Ry.,  was  suspend- 
ed from  duty  by  the  mayor,  Jan.  7.  On 
the  following  day  the  mayor  issued  a 
memorandum  giving  reasons  for  the  step 
he  had  taken,  and  making  a  number  of 
charges  against  Mr.  Moir.  The  com- 
mittee in  charge  of  public  utilities  held 
a  meeting  Jan.  !•,  at  which  the  mayor 
withdrew  all  the  charges  made  and  with- 
drew the  suspension  of  Mr.  Moir,  who 
was  thereupon   reinstated   in  office.     Mr. 


Moir  then  resigned  his  position,  his  rc- 
hignation  to  take  place  in  .'JO  days.  On 
Jan.  10  the  city  commissioners  granted 
him  two  months  pay  on  his  retirement. 

A.  N.  Pay,  Master  Mechanic,  Niagara, 
St.  Catharines  and  Toronto  Ry.,  St. 
Thomas,  Ont.,  has  resigned,  and  is  re- 
ported to  have  entered  Hydro  Electric 
i'ower  Commission  of  Ontario's  ser\'ice 
in  connection  with  the  operation  of  the 
Sandwich,  Windsor  and  Amherstburg 
Ry.,  which  is  being  taken  over  by  the 
commission. 

P.  Porock  has  been  reappointed  by 
London,  Ont.,  City  Council  as  a  mem- 
ber of  the  London  Railway  Commission 
which  manages  the  London  and  Port 
Stanley  Ry.  for  a  further  term  of  two 
years.  He  has  also  been  re-elected  Vice 
Chairman   of    the   commission. 

W.  R.  Robertson,  Superintendent,  Ni- 
agara, St.  Catharines  and  Toronto  Ry., 
has  resigned  to  enter  the  Hydro  Electric 
Power  Commission  of  Ontario's  service. 
He  is  on  its  railway  department's  staff 
and  is  in  charge  of  operation. 

Herbert  Grant  Tulley,  who  has  been 
appointed  President,  International  Ry. 
Co.,  Buff'alo,  N.Y.,  was  born  at  St.  John's 
Common,  Sussex,  Eng.,  Aug.  1,  1872,  and 
for  some  years  was  in  the  British  army 
in  India.  On  leaving  the  British  army, 
he  went  to  the  United  States,  entered 
the  Metropolitan  Life  Insurance  Co.'s 
service,  and  served  in  various  capacities 
from  1899  to  1905.  From  190,5  to  1911 
he  was  investigator,  adjuster,  assistant 
claims  agent,  and  officer  in  the  Trans- 
portation Department,  Chicago,  City 
Railways,  Chicago,  111.;  1911  to  Jan.  14, 
1920,  Assistant  Superintendent  of  Trans- 
portation, Superintendent  of  Transpor- 
tation, and  Vice  President,  Philadelphia 
Rapid  Transit  Co.,  Philadelphia,  Pa.  The 
International  Ry.  operates  435  miles  of 
track,  including  city  services  in  Buffalo, 
Niagara  Falls  and  Lockport,  N.Y.,  and 
connecting  interurban  lines,  and  the  Ni- 
agara Falls  Park  and  River  Ry.  in  Can- 
ada. 

Senator  J.  M.  Wilson,  one  of  the  Mont- 
real Tramways  Co.'s  directors,  has  given 
$100,000,  towards  the  restoration  of 
Laval  University,  Montreal,  which  was 
seriously  damaged  by  fire  recently. 

C.  J.  Yorath,  City  Commissioner,  Sas- 
katoon, Sask.,  who  has  charge  of  Sas- 
katoon Municipal  Ry.,  was  reported  re- 
cently to  have  been  appointed  Comp- 
troller-General for  Manitoba.  The  Pre- 
mier of  Manitoba  advised  Canadian 
Railway  and  Marine  World,  Jan.  25,  that 
Mr.  Yorath  had  not  received  any  ap- 
pointment from    his   government. 


Transcona-Winnipeg  Omnibus  Line — 
The  Transcona,  Man.,  Town  Council,  on 
Jan.  i:!,  instructed  its  clerk  to  get  in 
touch  with  Winnipeg  city  officials  to  ob- 
tain permission  to  establish  a  terminus 
in  Elmwood  for  an  omnibus  line  from 
Transcona;  to  secure  estimates  of  the 
cost  of  motor  busses  and  to  report  to  a 
future  meeting.  The  route  of  the  pro- 
jected line  follows  the  Nairn  Road  fron\ 
Transcona  to  the  Elmwood  end  of  the 
Louise  bridge,  Winnipeg,  near  the  end 
of  the  Winnipeg  Electric  Ry.  on  Talbot 
Ave.,  4.5  miles.  Details  of  the  service 
an(l  the  fares  will  be  fixed  at  a  future 
meeting.  Several  attempts  to  establish 
an  electric  car  line  between  Transcona 
and  Winnipeg  have  failed. 


Guolph  iUdial  Ky,— Guelph,  Ont.. 
ratepayers,  by  a  vote  of  1,095  to  2:17, 
passed  a  bylaw  on  Jan.  1  to  raise  $15U,- 
000  by  debentures  for  improving  the 
(iuelph  Radial  Ry.  and  buymg  additional 
rolling  stock.  It  is  to  be  operated  as  part 
of  the  electric  railway  system  to  be  built 
and  operated  by  the  Hydro  Electric 
Power  Commission  of  Ontario. 

Mayor  Westoby,  in  his  inaugural  ad- 
dress to  the  city  council  on  Jan.  19  is 
reported  to  have  urged  its  members  to 
co-operate  in  every  way  with  the  Hydro 
Electric  Power  Commission  of  Ontario 
to  the  end  that  Guelph  may  secure  at 
an  early  date  the  hydro  radial  railways 
promised.  He  is  also  reported  to  have 
said  that  the  Radial  Ry.  will  be  taken 
over  by  the  commission,  under  the  terms 
of  the  bylaw,  in  July,  when  improve- 
ments in  the  service  will  be  made. 

Sandwich,  Windsor  and  Amherstburg 
Ry. — We  were  officially  advised,  Jan.  15, 
that  it  was  expected  that  the  Hydro 
Electric  Power  Commission  of  Ontario 
will  assume  control  of  this  railway,  the 
purchase  of  which  was  authorized  by 
bylaws,  passed  by  the  nine  municipali- 
ties interested,  on  Dec.  6,  1919,  about 
the  middle  of  March.  Until  the  trans- 
fer is  made  the  railway  will  be  man- 
aged by  the  same  staff  as  heretofore. 
One  of  the  conditions  of  the  transfer  is 
that  any  of  these  officials  shall  resign 
on  request  from  the  commission. 

Samia  St,  Ry. — A  member  of  the 
Hydro  Electric  Power  Commission  of 
Ontario's  engineering  staff  visited  Sar- 
nia,  Ont.,  recently  and  it  was  reported 
Jan.  16,  that  complete  survey  of  the 
Samia  St.  Ry.  and  its  possibilities  would 
be  commenced  by  the  commission's  en- 
gineers during  February.  It  is  expect- 
ed that  as  the  result  of  the  sur%-ey  a 
proposition  will  be  made  to  acquire  the 
line  by  the  city,  and  to  extend  it. 

Toronto  Suburban  Ry.— On  Oct.  16, 
1919,  the  Toronto  Board  of  Control  re- 
quested the  Works  Commissioner  to 
confer  with  the  government  authorities 
to  ascertain  what  arrangements  could 
be  made  for  co-operation  in  the  opera- 
tion of  the  ."City  and  Suburban  Street 
Ry."  and  to  form  a  scheme  of  opera- 
tion for  the  benefit  of  the  citizens.  On 
Jan.  2,  the  Works  Commissioner  reported 
that  he  had  received  the  following  letter 
from  A.  J.  Mitchell,  Vice  President, 
Canadian  National  Rys.,  dated  Oct.  30, 
1919:— 

"The  sale  of  the  street  railway  lines 
within  the  City  of  Toronto,  owned  by  the 
Canadian  National  Rys.,  was  discussed 
at  the  last  meeting  of  our  board,  when 
it  was  decided  that  the  company  would 
consider  the  sale  of  such  lines  at  a  fair 
price  to  be  agreed  on  with  the  city,  or 
subject  to  arbitration,  providing  that 
the  city  would  agree  to  taking  over  the 
Woodbridge  extension,  or  providing  run- 
ning rights  to  this  company  on  an  equit- 
able Iwsis  over  the  lines  taken  over. 
"The  whole  question  of  the  operation  of 
electric  lines  is  under  consideration  at 
the  present  time  and  should  the  Hydro 
Electric  Power  Commission  of  Ontario 
proceed  with  an  extensive  programme  of 
hydro  radials  this  company  might  make 
ail  arrangement  with  the  commission 
with  respect  to  its  lines  outside  the  City 
of  Toronto.  I  presume  such  an  arrange- 
ment would  not  affect  but  would  rather 
advance,  what  the  City  of  Toronto  has 
in    mind   with   respect   to   radials   within 


February,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


83 


the  city  limits.  I  will  be  glad  to  dis- 
cuss this  matter  further  with  you  at 
any  time." 

In  submitting  this  letter  to  the  board 
of  control,  the  Works  Coniniissioner  said: 
"Having  regard  for  the  provisions  of 
the  agreement  between  the  city  and  the 
Hydro  Electric  Power  Commission  of 
Ontario,  requiring  the  assent  of  the  com- 
mission to  acquisition  by  the  corpora- 
tion of  any  such  lines,  will  your  board 
please  adopt  a  policy  and  instruct  me 
further?" 

On  Jan.  14  the  board  of  control  de- 
cided to  consult  the  Hydro  Electric  Power 
Commission  of  Ontario  on  the  matter. 


Reported  Negotiations  for  Sale  of 

Quebec,  Montmorency  and 

Charlevoix  Ry. 


Under  an  act  of  1918  the  Dominion 
Government  was  authorized  to  acquire 
from  the  Quebec  Ry.,  Light  and  Power 
Co.,  the  portion  of  its  lines  known  for- 
merly as  the  Quebec,  Montmorency  and 
Charlevoi.K  Ry.,  extending  from  Quebec 
to  St.  Joachim,  25.1  miles,  and  there  con- 
necting with  the  Quebec  and  Saguenay 
Ry.  Although  this  latter  line  has  been 
taken  over  by  the  government  under  the 
same  act,  the  Quebec,  Montmorency  and 
Charlevoi.x  Ry.  has  not,  but  the  Quebec 
and  Saguenay  trains  are  operated  over 
it  to  Quebec  under  traffic  agreement. 

A  press  report  states  that  negotia- 
tions are  in  progress  between  an  English 
syndicate,  acting  in  close  conjunction 
with  the  Delaware  and  Hudson  Co.,  for 
the  purchase  of  the  line  from  Quebec  to 
St.  Joachim;  the  price  mentioned  being 
$2,000,000.  The  D.  and  H.  Co.,  through 
its  own  lines  in  Canada — the  Quebec, 
Montreal  and  Southern  Ry.  and  the  Na- 
pierville  Junction  Ry. — is  reported  to 
have  secured  running  rights  which  will 
carry  it  up  to  the  Quebec  Bridge.  Ar- 
rangements for  running  rights  over  this 
bridge  into  Quebec  can,  it  is  stated,  be 
secured,  and  as  a  result,  the  Q.,  M.  and 
S.R.  could  be  linked  up  and  with  running 
rights  over  the  Quebec  and  Saguenay 
Ry.,  which  could  probably  be  secured 
from  the  Dominion  Government,  the  D. 
and  H.  Co.  would  have  a  through  route 
to  Murray  Bay  and  other  tourist  points 
on  the  lower  St.  Lawrence  River. 


British  Columbia  Electric  Railway 
Passenger  and  Lighting  Rates. 

The  British  Columbia  Public  Utilities 
Commissioner  gave  his  decision  recently 
on  the  Burnaby  District's  complaint  that 
the  British  Columbia  Electric  Ry.  was 
discriminating  against  the  municipality 
in  its  electric  light  rates.  The  company 
in  July,  1918,  faced  an  inoi-ease  in  wages 
and  suffered  a  strike.  Before  reoperat- 
ing  the  cars  the  company  asked  for  an 
increase  of  passenger  fares  in  the  City 
of  Vancouver  and  in  the  Point  Grey, 
South  Vancouver  and  Burnaby  munici- 
palities. The  increase  was  granted  by 
all  the  municipalities  except  Burnaby, 
and  in  return  for  this  concession  the 
company  agreed  to  a  reduction  in  rates 
for  lighting  charged  in  the  three  mu- 
nicipalities named.  The  single  city  line, 
the  Hastings  East  line,  in  Burnaby  oper- 
ate on  the  old  fares.  The  Burnaby  Lake 
line  is  an  interurban  one  under  the  Board 
of  Railway  Commission's  jurisdiction. 
Apart  altogether  from  negotiations  for 
increased  fares  on  city  lines,  the  com- 
■Dany  applied  for,   and   received,  author- 


ity to  increase  them  on  the  Burnaby 
Lake  line  from  the  Board  of  Railway 
Commissioners,  but  Burnaby  municipal- 
ity appealed  against  this  decision. 

The  commissioner,  after  reviewing  the 
whole  matter,  says  he  can  see  noth- 
ing in  the  case  which  implies 
discrimination  by  the  company.  It  ap- 
pears that  Burnaby  municipality  is  seek- 
ing relief  from  a  situation  which  has 
arisen  out  of  its  council's  considered  ac- 
tion. It  is  probable  that  under  the  ex- 
isting rates,  brought  about  in  the  way 
described,  users  of  electric  light  are  suf- 
ferers in  comparison  with  users  in  other 
municipalities  who  pay  standardized 
rates,  but  on  the  other  hand  users  of 
the  Hastings  St.  car  line  are  gainers. 
If  this  discrimination  exists,  it  is  dis- 
crimination against  electric  light  users, 
but  the  Burnaby  people  are  responsible 
therefor  through  their  elected  council. 
As  the  commissioner's  jurisdiction  as  to 
fares  on  the  Hastings  St.  line  is  to 
say  the  least  of  it,  questioned  by  the 
1919  amendment  to  the  Dominion  Rail- 
way Act,  he  considered  himself  only 
competent  to  deal  with  electric  light 
rates,  and  these  could  not  be  dealt  with 
until  after  a  proper  segregation  of  the 
company's  electric  light  and  power  sys- 
tems from  its  railways.  The  applica- 
tion was  therefore  adjourned  until  the 
question  of  jurisdiction  has  been  de- 
finitely settled.  As  the  company  wishes 
to  standardize  both  railway  rates,  on 
the  Hastings  St.  line,  and  light  rates, 
he  suggested  that  the  parties  get  to- 
gether and  come  to  an  agreement  on 
such  a  basis. 


would   not   become   operative   for   many 
months. 


Increases    in    Electric    Railway 
Freight  and  Passenger  Rates. 


Grand  River  Ry.— The  Board  of  Rail- 
way Commissioners  has  authorized  the 
company's  standard  passenger  tariff  16, 
C.R.C.  14,  fixing  a  fare  of  2.875c  a  mile 
on  all  its  company's  lines  and  which 
went  into  effect  Jan.  20. 

London  St.  Ry. — London,  Ont.,  rate- 
payers on  Jan.  1,  voted  4,080  to  3,604 
against  authorizing  the  company  to  in- 
crease its  fares. 

Ottawa  Electric  Ry. — In  connection 
with  the  company's  appeal  against  the 
Board  of  Railway  Commissioners'  refusal 
to  grant  an  increase  of  fares  on  the  Bri- 
tannia line,  which  was  argued  before 
the  Supreme  Court  of  Canada,  Nov.  17 
and  18,  1919,  the  court  on  Dec.  22,  1919, 
decided  that  it  requires  further  argu- 
ment on  the  following  questions: — 1.  Has 
the  Board  of  Railway  Commissioners 
authority  to  reduce  the  company's  charge 
for  passenger  services  within  the  City 
of  Ottawa,  below  the  fare  of  5c  now 
charged  for  any  such  services  ?  2.  If 
the  first  question  is  answered  in  the 
negative,  has  the  board  power  to  require 
the  company  to  provide  a  service  partly 
within  and  partly  beyond  the  limits  of 
the  City  of  Ottawa  for  a  charge  not  ex- 
ceeding 5c?  3.  In  passing  upon  the 
questions  raised  upon  this  appeal  is  the 
court  in  any  respect  governed  by  the 
Railway  Act,  1919,  Sec.  325?  The  argu- 
ment will  probably  be  heard  in  February. 
Nepean  Tp.  is  the  respondent. 

Winnipeg  Electric  Ry. — A  Winnipeg 
press  dispatch  of  Jan.  28  says  that  the 
6c  street  car  fare  there,  will  continue 
for  some  months.  Justice  Curran  hav- 
ing stated  that,  even  if  the  city  should 
be  successful  in  an  action  to  obtain  an 
injunction  restraining  the  company  from 
collecting    such    a    fare,    the    injunction 


Montreal   and    Southern    Counties 
Ry.  to  Build  Bridge  at  Granby. 

Judgment  was  given  Dec.  31,  in  the 
Quebec  Court  of  King's  Bench,  upon  the 
Montreal  and  Southern  Counties  Ry.'s 
appeal  against  a  Quebec  Superior  Court 
judgment  in  an  action  brought  against 
the  company  by  the  City  of  Granby. 
The  action  arose  out  of  the  interpreta- 
tion of  the  company's  franchise  contract 
with  the  city;  one  of  the  clauses  of 
which  provided  for  the  construction  of 
a  general  traffic  bridge  over  the  Yamaska 
River  by  the  company,  and  authorizing 
the  city,  if  the  company  failed  to  build 
the  bridge,  to  build  it  at  the  company's 
expense.  The  company  had  not  built  the 
bridge,  because  it  did  not  want  to  lay 
its  lines  along  the  road  crossing  the 
river,  but  the  city  called  for  its  erection. 
The  Superior  Court  held  that  the  com- 
pany should  build  its  bridge,  and  the 
Court  of  King's  Bench,  with  one  dissent- 
ient, has  upheld  that  decision. 

The  appeal  raised  not  only  a  question 
of  the  legal  interpretation  of  the  con- 
tract between  the  parties,  but  also  ask- 
ed whether  the  issue  was  not  one  for 
the  Board  of  Railway  Commissioners 
and  not  the  civil  courts  to  decide.  Judg- 
ment, as  arrived  at  by  a  majority  of  the 
court — Justice  Carroll  dissenting — was 
that  under  the  conditions  of  the  contract 
this  was  a  question  properly  before  the 
courts  and  that  the  company  was  wrong 
in  its  contentions.  As  a  result,  the  ma- 
jority judgment,  orders  the  company  to 
build  a  steel  bridge  over  the  Yamaska 
River  at  Irwin  St.,  over  which  vehicles 
and  pedestrians  may  safely  pass.  If  it 
fails  to  do  so,  the  City  of  Granby  is 
authorized  to  build  the  bridge  at  the 
company's  expense. 


Hydro   Electric   Power  Commission   of 

Ontario's  Railway  Construction  —  In 
connection  with  the  railway  work  which 
forms  part  of  the  power  development 
being  carried  out  by  the  Hydro  Electric 
Power  Commission  of  Ontario  in  the 
Niagara  Peninsula,  we  are  officially  ad- 
vised that  the  Canadian  Bridge  Co.'s 
tender  has  been  accepted  for  the  supply 
and  erection  of  3  double  track  deck 
plate  girders  to  be  designed  for  Cooper's 
E-70  loading.  Each  span  will  be  75  ft. 
long,  designed  in  accordance  with 
Michigan  Central  Rd.  specifications,  with 
concrete  floor  for  ballasted  deck.  The 
bridge  will  be  erected  at  the  crossing  of 
the  Niagara  power  development  canal 
about  1,000  ft.  east  of  the  crossing  by 
the  M.C.R.  main  line  of  the  Welland 
River  at  Montrose,  Ont. 

Application  for  Increased  Fares  in 
New  York — The  Receivers  for  the  New 
York  Ry.,  the  Interborough  Subway  and 
Elevated  Lines,  in  Manhattan,  and  the 
Brooklyn  Rapid  Transit  Co.,  have  ap- 
plied to  the  city  for  permission  to  charge 
an  8c  fare  until  June  30.  It  was  stated 
that  unless  an  increased  fare  is  granted 
the  companies  may  be  compelled  to  sus- 
pend all  traffic. 

Charles  Kennedy  and  Lewis  Kennedy, 
father  and  son,  were  each  fined  $20  at 
at  the  St.  John,  N.B.,  police  court,  re- 
cently, for  assaulting  a  New  Brunswick 
Power  Co.'s  conductor,  while  in  charge  of 
a  car,  Dec.  26.  The  accused  persisted 
in  taking  a  dog  into  the  car  with  them 
in  contravention  of  the  rules. 


84 


CANADIAN  UAIIAVAY  AND  MARINP:  WORLD 


February.  1920. 


KIrrtrir  Itnilwny   FInnnrr.  Meet- 
ings, Klc. 

ItritiHh  Columbia   EIrclrir  Ky.  nml  nl- 

lird  coniiwnii'H:  in>.r..t..     in<..».  t.< 

Or' 

CroM     |: 

N»t l>J.ll;.        Kl. .!.!'-■         ijM.ll.i         ;!t.:.»7t 

— Cap«  lirrlon  Electric  Co.  — 


Grm*    .  til.' 
K«prnM«  40. 

Nrt    .-,      ll.:>':         i-ii.i'-M.    1  .'.(Ku  ■.".'    ij..ii.7-j 

Edmonton  Itadial  Ry. — A  report  by  the 
city  controllers  of  Kdmonton,  Alta.,  on 
the  o|M'mtion  of  the  civic  public  utilitie.i 
to  Nov.  .'10.  I'.MU,  contains  the  followinir: 
"The  irross  earnings  for  the  months 
were  $l,SM2,:t22.RS,  while  operation  and 
maintenance  cost  $1,07:{, 140.27.  .showinit 
a  net  .nurplus  on  operation  of  $s:{;i, 182.1)1, 
a.s  ajrain-st  jeiM.'JfitJ.nfi  for  the  same 
period  of  the  previous  year,  and  after 
mcctinK  capital  and  depreciation  charges 
there  i.s  a  net  surplus  on  all  the  utilities 
(inclusive  of  the  deficit  on  the  street 
railway)  for  the  11  months  of  $i:{7,- 
919.07  compared  with  $2,.'i28.76  for  the 
correspondini:  period  of  1918.  The  street 
railway  for  November  showe<l  a  net  sur- 
plus (inclusive  of  capital  and  deprecia- 
tion charges),  of  $1,52G.:59,  against  a  net 
deficit  for  Nov.,  1918  of  $25,546.0.5.  The 
net  deficit  on  the  street  railway  for  the 
11  months  to  Nov.  30,  1919  was  $53,- 
283.94." 

Guelph  Radial  Ry. — A  press  report 
states  that  the  receipts  for  1919  show  an 
increase  of  $16,000  over  those  for  1918. 
We  were  officially  advised  Jan.  20  that 
the  accounts  were  being  audited,  and 
that  figures  were  not  available. 

London  and  Port  Stanley  Ry.  Co. — The 
directors  for  this  year  are:  President,  E. 
S.  Little,  mayor;  Vice  President,  Alder- 
man G.  B.  Drake;  other  directors,  Alder- 
men Watkinson,  Ashton,  Wheatcroft, 
Cunningham,  Brighton  and  W.  A.  Wil- 
son. The  mayor  of  London,  Ont.,  ex- 
plained. Jan.  17,  that  it  is  necessary  to 
hold  an  annual  meeting  to  keep  the  com- 
pany formally  in  existence,  as  the  capital 
stock  the  Grand  Trunk  Ry.  holds  210 
shares,  and  other  persons  hold  47  shares. 
The  remaining  8,637  shares  are  owned 
by  the  City  of  London.  The  company 
had  paid  out  of  the  $183,.">64.31  received 
from  the  London  Railway  Commission, 
$183,494.51  for  interest,  sinking  fund, 
etc.,  and  the  balance  of  $68.80  for  cur- 
rent expenses. 

The  Montreal  Tramways  Co.  has  de- 
clared a  dividend  at  the  rate  of  $2.50 
a  share  of  its  capital  stock  for  the  quar- 
ter ended  Dec  29,  1919.  It  is  reported 
that  the  meeting  of  directors,  Jan.  15,  at 
which  the  dividend  was  declare,  the  Presi- 
dent presented  figures  to  show  that  ow- 
ing to  the  recent  advance  granted  in 
fares  with  a  corresponding  increase  in 
passenger  traffic,  the  company  had  been 
placed  in  a  position  to  resume  the  pay- 
ment of  dividends  on  the  common  stock, 
payment  of  which  had  been  suspended 
since  the  spring  of  1918. 

Nova  Scotia  Tramways  &  Power  Co. — 
A  Halifax,  N.S.,  press  report  states 
that  no  dividends  will  be  pai<l  in  the 
preferred  stock  for  the  6  months  ended 
Dec.  3L  1919.  There  are  outstanding 
$2,200,000  of  preferred  shares,  liearing 
interest  at  Ct''r  per  annum  and  payable 
half  yearly,  the  intt-rest  being  one  year 
in  arrears,  approximately  $122,000.  Con- 
siderable   sums    have    been    expended    on 


renewal  of  truck  and  other  improvements, 
for  which  a  .thort  term  loan  of  $1,000,000 
wn.i  made  during  1919,  and  half  of  which 
has  been  spent.  This  improvement  works 
will  be  continued  during  this  year. 
Toronto  Civic  Railway — 

Rr.  Krr.llllV    Drr.lVIH  |S|B  1«|S 

_  C-IPU  »H.l  lO.TK  H2.07f..4B  I44I.9SS.09  ISXI. 411.24 

urn      ;;,60.'i.0fi,-.    i.ii:';;.4o«    26.luo.a3s    I9.7.'.r..07: 
Toronto  Ry..  Toronto  and  York  Radial 
Hy.  and  allied  companies — 

lOmcmR.to  lOmons.to 
Oct.  31.       Oct.  .11. 
Ort..l919  Oct..l9IH         IIU'J  191H 

..ll.U'S.SOl  ll.04H.47l<ll0.4l'.!.2S«tlO.S4.'S.07fi 

biprnx*     7:;'j.4ao     i'.r.7.»0M     6.r,ir,.66i     :..7r,»,Mi 

Net    R94,871        480,570       3.92«.r>98       4.88.'..214 

Toronto  Railway — 

January 
Krbmary 


,K«.pt«.|nbrr 
Ortobrr 

Dr^rmbrr 


(7H.407 


I91K 
4  662.077 
6«9,6S0 
r.7S.967 


1919 

A88.92S 

.145.771 

«IK,S2« 


Ti.UN  l«.5Hlt.W)0     I7.l7i.l«7 

'Strikes  in   progress. 

The  city's  percentage  for  1919  was 
$1,251,310. 

Winnipeg  Electric  Ry.  and  allied  com- 
panies—  lOmrm- to  lOmnnt  to 

Or-       •'  >...•.• 

Oct.. 1919     Oct-.l9|H 

Grou      I«2S,33»  1296.005  1.1 

Expvnm     S21.795     2*1.441     ;•  ■  -  •! 

Net     106.544        »S.5«4        :-..i. ■..;,.l 

The  surplus  for  Nov.,  1919,  after  pro- 
viding for  fixed  charges,  was  $37,623.71. 


Electric  Railway  Notes. 


Moncton  Tramways,  Electricity  and  Gas 
Co.,  Moncton,  N.B.,  is  reported  to  have 
ordered  2  new  cars,  and  a  new  .sweeper, 
to  replace  the  car  and  sweeper  destroyed 
when  the  car  barn  was  burned  Dec.  26. 

Calgary,  Alta.,  City  Council  is  receiv- 
ing applications  for  the  position  of  Traf- 
fic Manager  of  the  Calgary  Municipal 
Ry.,  a  new  position  which  the  city  com- 
missioners recommended  shoulcj  be  creat- 
ed. 

The  Moose  Jaw,  Sask.,  Electric  Ry.,  is 
reported  to  have  put  in  operation  on  Jan. 
12,  a  regular  6  minute  car  service  on 
the  belt  line  in  place  of  the  in-egular 
sei-viee  in  operation  for  some  time  pre- 
viously. 

The  Toronto  Civic  Works  Department 
called  for  tenders  during  January  for  2 
single  truck  cars  for  the  Toronto  Civic 
Ry.'s  Bloor  St.  route.  It  is  expected  that 
the  order  will  be  placed  about  the  end  of 
February. 

Calgary,  Alta.,  City  Council  is  report- 
ed to  have  ratified  an  agreement  with 
the  Dominion  Government  for  carrying 
letter  carriers  on  the  Calgary  Municipal 
Ry.  at  $40  each  per  year  instead  of  $35 
as   heretofore. 

The  Cape  Breton  Electric  Co.  has  is- 
sued an  illustrated  calendar  for  1920. 
The  top  half  of  the  sheet  for  each  month 
contains  a  colored  cartoon  of  a  humorous 
character  illustrating  a  phase  of  the 
safety  first  movement. 

Winnipeg  Electric  Ry.  employes  de- 
cided, Jan.  8.  by  a  vote  of  550  to  300, 
to  withdraw  from  the  International 
Street  Railway  Men's  Union  and  to  form 
an  independent  union.  The  company  em- 
ploys about  1,100  men. 

By  order  of  the  Montreal  Tramways 
Commission,  the  public  were  given  the 
privilege  of  using  the  Montreal  Tram- 
ways C'o.'s  cars  at  the  ordinary  day  rates 
from  midnight  to  5  a.m.  on  Christmas 
and  New  Year's  mornings.  The  regular 
night  fare  between  these  hours  is  15c 
cash. 

The  Toronto  Board  of  Control,  on  Jan 
21,  made  an  order  for  the  return  of  re- 
ports made  in  1918  in  connection  with 
the  proposed  building  of  a  civic  car  fac- 
tory in  Toronto,  so  that  it  may  again 
consider  the  question  of  the  building  of 
cars  by  the  city  for  the  operation  of  the 
civic  railway. 

The  Toronto  Police  Commissioners  are 
paying  the  Toronto  Ry.  $100  a  year  each 
for  budges  to  be  used  by  plainclothes  men 
and  detectives,  when  riding  on  the  com- 
pany's cars.     It  was  announced  early  in 


January  that  160  of  these  were  in  use, 
but  that  the  number  will  probably  be  con- 
siderably curtailed. 

The  Detroit  United  Railway  adopted 
the  queue  system  recently  at  Detroit, 
Mich.,  for  handling  crowds  during  the 
rush  hours.  Both  the  front  and  rear 
doors  of  the  car  are  utilized,  and  two 
lines  of  intending  passengers  are  formed, 
one  for  each  door.  Extra  conductors  are 
placed  at  each  end  to  facilitate  collec- 
tion of  fares. 

The  case  of  the  City  of  Winnipeg 
Electric  Ry.,  respecting  the  validity  of 
the  order,  made  by  the  Public  Utilities 
Commissioner  for  Manitoba,  increasing 
car  fares,  was  set  down  for  hearing  at 
the  sittings  of  the  Manitoba  Court  of 
King's  Bench,  which  opened  Jan.  26.  The 
city  questions  the  validity  of  the  Public 
Utilities  Act. 

The  Toronto  Board  of  Control,  after 
considering  the  Imperial  Privy  Council's 
judgment  on  the  Toronto  Railway's  ap- 
peal against  the  penalty  of  $1,000  a  day 
for  noncompliance  with  an  order  of  the 
Ontario  Railway  and  Municipal  Board 
to  provide  additional  cars,  decided  that 
an  application  be  made  to  the  board 
forthwith  for  the  enforcement  of  the  or- 
iginal order. 

The  Quebec  Ry.,  Light  and  Power  Co. 
is  reported  to  have  announced,  Dec.  24, 
that  all  tickets  purchased  at  the  rates 
in  force  prior  to  the  recent  increase  in 
rates,  would  be  accepted  for  transporta- 
tion on  the  cars  at  face  value.  It  was 
originally  stated  that  these  tickets  would 
only  be  accepted  on  the  cars  for  one 
month  after  the  new  rates  went  into  force 
on  Nov.  20,  1919. 

The  Toronto  Board  of  Control,  on  Jan. 
21,  voted  $200,000  for  the  purchase  of 
motor  cars  for  operation  on  the  civic 
railway,  chiefly,  to  relieve  congestion  on 
Danforth  and  St.  Clair  lines.  The  Works 
Commissioner  was  instructed  to  buy  cars 
making  the  best  possible  arrangement, 
preference  to  be  given  to  Canadian  car 
building  companies,  but  not  to  close  any 
deal  without  further  instructions  from 
the  board. 

The  Fort  William  Municipal  Ry.  has 
bought  14  cars  from  the  Cleveland  St. 
Ry..  Cleveland,  Ohio,  to  replace  those 
destroyed  by  fire  in  Dec,  1919.  They  are 
somewhat  shorter  than  those  being  oper- 
ated at  present  in  Fort  William.  "Two  ar- 
rived at  Fort  William  towards  the  end 
of  January,  and  were  immediately  over- 
haulect  and  put  in  service.  The  price 
paid  for  the  cars  delivered  at  Fort  Wil- 
iam   is  approximately  $4,800  each. 


February,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


85 


At  the  British  Columbia  Electric  Ry., 
Vancouver  Island  employes'  annual  din- 
ner at  Victoria,  recently,  A.  T.  Goward, 
Local  Manager  presiding,  it  was  stated 
that  li-  •■  "'  idnipanv  f  employes  ir 
the  Island  Division,  who  enlisted  for 
overseas  service,  II  were  killed  and  14 
wounded  in  action.  Of  the  company's 
employes  in  the  whole  province,  564  en- 
listed, and  of  these  40  were  killed  in 
action,  41  wounded,  and  81  died.  Of  the 
remainder,  318  had  returned. 

Edmonton,  Alta.,  Radial  Ry.  employes 
are  reported  to  have  requested  the  city 
commissioners  to  discontinue   the  opera- 


tion of  one-man  cars,  and  to  put  two 
men  in  charge  of  all  cars.  The  men  con- 
tend that  it  is  too  much  to  expect  one 
man  to  punch  transfers,  collect  transfers, 
give  change,  sell  tickets,  attend  to  fare 
box  and  run  a  car  on  schedule  time,  that 
it  is  taking  altogether  too  great  a  risk, 
is  unreasonable,  and  that  the  service 
would  be  greatly  improved  by  its  altera- 
tion. It  is  stated  that  during  certain 
periods  of  the  a  second  man  is  placed  on 
the  one  man  cars  to  enable  the  work  to 
be  done. 

The  Board  of  Railway  Commissioners, 
sitting  at   Kitchener,   Ont.,  Jan.   12,   had 


under  consideration  the  Grand  Trunk 
Ry.'s  appeal  for  an  order  to  direct  the 
Kitchener  Light  Commission,  operating 
the  Kitchener  and  Waterloo  St.  Ry.  to 
pay  SO'r  of  the  cost  of  the  watchmen 
at  the  King  St.  crossing  at  Kitchener. 
It  is  stated  that  the  Kitchener  commis- 
sion at  present  only  pays  2c  a  day  to- 
wards the  watchmen's  wages,  which 
amounts  to  $9,75,  and  the  G.T.R.  claims 
that  a  fourth  man  will  have  to  be  em- 
ployed. Commissioner  Goodeve,  who 
heard  the  application,  recommended  the 
parties  to  come  to  an  agreement  and 
report. 


The  Canadian  Electric  Railway  Association  Expresses  its  Appreciation  of  Its 

Honorary  Secretary-Treasurer. 


On  the  eve  of  leaving  Toronto  for  a 
short  New  Year's  holiday,  Acton  Bur- 
rows, who  resigned  the  Honorary  Secre- 
tary-Treasurership  of  the  Canadian  Elec- 
tric Railway  Association  recently,  after 
having  been  unanimously  re-elected  for 
12  years,  and  who  has  been  elected  an 
honorary  member  of  the  association  and 
its  Honorary  Vice  President,  was  enter- 
tained at  luncheon  at  the  Albany  Club, 
Toronto,  by  a  number  of  officials  of  elec- 
tric railways  which  are  members  of  the 
association,  the  arrangements  having 
been  made  by  a  committee,  consisting 
of  A.  Eastman,  Vice  President  and  Gen- 
eral Manager,  Windsor,  Essex  &  Lake 
Shore  Rapid  Ry.;  Lt.-Col.  G.  C.  Royce, 
General  Manager,  Toronto  Suburban  Ry.; 
and  C.  L.  Wilson,  Assistant  Manager, 
Toronto  &  York  Radial  Ry 

After  the  King's  health  had  been 
drunk,  the  association's  President 
A.  Gaboury,  Superintendent,  Montreal 
Tramways  Co.,  who  occupied  the  chair, 
said:  " — I  need  not  explain  the  purpose 
of  this  luncheon,  unfortunately  we  all 
know  it  too  well,  but  I  certainly  cannot 
let  the  occasion  go  by  without  saying  a 
few  words  of  the  great  loss  the  asso- 
ciation has  sustained  in  the  resignation 
of  its  Honorary  Secretary-Treasurer, 
Acton  Burrows,  who  has  acted  for  so 
many  years  in  that  capacity,  who  has 
rendered  such  valuable  services  to  the 
association,  who  has,  as  a  matter  of  fact, 
sacrificed  a  great  part  of  his  time  and 
energy,  possibly  to  the  detriment  of  his 
own  personal  affairs,  for  the  purpose  of 
helping  along  the  Canadian  Electric  Rail- 
way Association,  and  making  it  a  suc- 
cess. It  is  safe  to  say  that  it  is  the  un- 
animous opinion  of  every  member,  from 
coast  to  coast,  that  much  of  its  success 
has  been  due  to  the  energy,  experience 
and  courage  displayed  at  all  time  by 
our  good  friend  Acton  Buri'ows. 

"Mr.  Burrows,  we  have  had  the  plea- 
sure of  knowing  you  for  a  great  many 
years,  and  in  those  years  you  have  made 
us  feel  that  we  could  call  upon  you  for 
all  the  help  and  assistance  that  lay  in 
your  power.  You  have  always  replied 
to  any  request  for  information,  cheer- 
fully and  conscientiously,  and  I  can  as- 
sure you  that  we  have  appreciated  and 
do  still  appreciate  the  courtesy  and  kind- 
ness you  have  always  shown,  both  in 
your  capacity  of  Honorary  Secretary- 
Treasurer  of  the  associatioH,  and  as  a 
personal  friend.  As  a  mark  of  our  es- 
teem we  herewith  tender  you  a  small 
token  of  the  very  deep  affection  and 
love  that  all  the  members  of  the  asso- 
ciation feel  for  you.  Do  not  accept  the 
tokens  at  their  price  value,  they  are  not 
intended  as  such,  but  accept  them  as  a 


reminder  of  deep  attachment  and  friend- 
ship that  will  last  forever." 

The  presentation  consisted  of  a  large 
Sheffield  plate  tray,  silver  on  copper,  with 
mounts,  silver  milled  and  hand  engraved, 
and  a  Sheffield  plate  coaster,  both  of 
the  period  from  1800  to  1820,  and  sev- 
eral pieces  of  cut  glass.  The  tray  bore 
an  engraved  inscription  "Presented  to 
Acton  Burrows  by  Canadian  Electric 
Railway  Association,  Dec,  1919."  Mr. 
Burrows  expressed  briefly  his  deep  ap- 
preciation of  the  presentation,  and  of 
the  too  flattering  manner  in  which  Mr. 
Gaboury  had  spoken  of  his  services,  and 
assured  the  donors  that  although  he  felt 
compelled,  owing  to  his  business  and 
personal  affairs  requiring  his  whole  at- 
tention, to  resign  the  honorary  secre- 
tary-treasurership,  he  would  always  be 
at  the  association's  disposal,  and  he 
hoped  to  continue  to  meet  the  members 
on  many  future  occasions  and  to  be  in 
frequent  correspondence  with  them  from 
the  Canadian  Railway  and  Marine 
World's  office. 

The  following,  among  those  pi'esent, 
also  spoke,  A.  Eastman,  Vice  President 
and  General  Manager,  Windsor,  Essex  & 
Lake  Shore  Rapid  Ry.,  and  Honorary 
Secretary-Treasurer  pro  tern  of  the  as- 
sociation; E.  P.  Coleman,  General  Man- 
ager, Dominion  Power  &  Transmission 
Co.;  E.  W.  Oliver,  General  Superintend- 
ent, Niagara,  St.  Catharines  &  Toronto 
Rv.;  C.  L.  Wilson,  Assistant  Manager, 
Toronto  &  York  Radial  Ry.;  F.  D.  Bur- 
pee, Superintendent,  Ottawa  Electric 
Ry.;  W.  .1.  Radford,  Assistant  Manager, 
Toronto  Suburban  Ry.;  Jas.  Anderson, 
Vice  President,  Sandwich,  Windsor  & 
Amherstburg  Ry.;  J.  F.  Deadey,  Super- 
intendent, Mimico  Division,  Toronto  & 
York  Radial  Ry. 

A.  Eastman,  acting  Honorary  Secre- 
tary-Treasurer, pro  tem,  read  a  number 
of  telegrams  and  letters,  received  from 
officials  of  companies  which  are  mem- 
bers of  the  association,  from  which  the 
following  are  extracts: 

E.  P.  Coleman,  General  Manager,  Do- 
minion Power  &  Transmission  Co.,  Ham- 
ilton, Ont.:  "We  greatly  regret  to  note 
that  our  Honoraiy  Secretai-y-Treasurer, 
Acton  Burrows,  has  felt  constrained  to 
tender  his  resignation  to  the  association, 
we  consider  this  a  very  serious  matter, 
as  there  is  no  doubt  that  the  success  of 
the  association  in  the  past  has  been 
mainly  due  to  the  efficient  and  unselfish 
ministration  of  our  honored  and  Honor- 
ary Secretary-Treasurer  and  his  wise  di- 
rection of  its  affairs." 

C.  C.  Curtis,  Manager,  Cape  Breton 
Electric  Co.,  Sydney,  N.S.:  "Please  con- 
vey to  Acton  Burrows,  the  grand  young 


man  of  the  C.E.R.A.,  my  regret  at  being 
unable  to  be  with  you  today,  also  my 
best  wishes  for  a  happy  and  most  suc- 
cessful  New  Year." 

E.  J.  Dickson,  Vice  President,  Inter- 
national Ry.,  Buffalo,  N.Y.:  "Regret  im- 
possible to  attend  luncheon.  Kindly  con- 
vey our  very  best  wishes  to  Mr.  Burrows 
for  all  manner  of  success  in  the  future." 

G.  Gordon  Gale,  Vice  President,  Hull 
Electric  Co.:  "I  regret  that  I  shall  not 
be  able  to  be  in  Toronto  for  the  luncheon. 
I  should  very  much  like  to  join  with  you 
all  in  the  pi-esentation  which  will  take 
place  at  that  time." 

Lt.-Col.  J.  E.  Hutcheon,  General  Man- 
ager, Montreal  Tramways  Co.,  Montreal: 
"I  am  pleased  to  note  that  a  presenta- 
tion is  to  be  made  to  Mr.  Burrows.  I 
would  like  very  much  to  be  present,  but 
I  fear  that  my  attention  will  be  requir- 
ed here  during  the  entire  week,  on  mat- 
ters of  very  great  importance  to  the 
company.  If  it  is  at  all  possible  to  get 
away,  I  assure  you  I  will  be  present 
Mr.  Burrows  has  been  of  very  great 
value  to  the  association,  in  the  many 
years  he  has  occupied  office,  and  we  can- 
not do  too  much  on  his  retirement  to 
show  our  appreciation." 

C.  B.  King,  Manager,  London  Street 
Ry.,  London,  Ont.:  "We  are  very  sorry 
that  Mr.  Burrows  finds  its  necessary  to 
discontinue  serving  as  Honorary  Secre- 
tary-Treasurer. Personally  I  feel  the 
association  may  be  quite  unable  to  se- 
cure a  substitute." 

M.  W.  Kirkwood,  General  Manager, 
Grand  River  Ry.  and  Lake  Erie  &  North- 
ern Ry.,  Gait,  Ont.:  "It  would  really  be 
a  pleasure  to  attend  the  luncheon,  but 
owing  to  perss  of  business,  it  is  not 
possible  for  me  to  do  so." 

A.  W.  McLimont,  Vice  President  and 
General  Manager,  Winnipeg  Electric  Ry., 
Winnipeg,  Man.:  "Unfortunately  it  will 
be  impossible  for  any  of  this  company's 
officials  to  be  represented  at  the  luncheon 
to  be  tendered  Acton  Burrows.  I  per- 
sonally regret  very  much  not  being  able 
to  attend,  as  there  is  nothing  that  the 
members  of  the  C.E.R.A.  can  do  that 
would  be  more  than  Mr.  Burrows'  untir- 
ing efforts  for  the  association's  inter- 
ests have  entitled  him  to." 

C.  U.  Peeling,  Manager,  Cornwall 
Street  Ry.,  Light  &  Power  Co.,  Cornwall, 
Ont.:  "While  our  company  cannot  be  rep- 
resented at  the  luncheon  we  heartily 
concur  in  the  association's  action,  and 
regret  that  we  have  been  unable  to  show 
our  appreciation  of  Acton  Burrows'  ser- 
vices at  an  earlier  date. 

W.  B.  Powell,  General  Manager,  Mont- 
real &  Southern  Counties  Ry.,  Montreal, 
Que.:    "I   regret   very   much    that   owing 


86 


CANADIAN  KAILWAY  AND  MAKINE  WORLD 


February,  1920. 


to  our  iH'inir  very  nhort  hanilt-d  nt  pres- 
ent, wf  will  be  unjible  tu  nend  a  rcprv- 
iienUitive." 

K.  M.  Keado,  Superintendent,  Quebec 
Ry..  I.ijtht  &  I'ower  Co..  guebec.  Que.: 
"Sly  bent  thuUKbtx  and  wi-ihes  ro  out  to 
all  of  you  at  this  lime,  and  I  n-irret  ex- 
ciM-dingly  my  inability  to  1h>  pn'sont,  ow- 
inif  to  thin  time  of  year  beinjr  the  bu»- 
ient  port  of  our  winter  sea.Hon.  Wc  hate 
to  lone  Arton  Burrowji,  even  after  i:i 
yearn,  l>ecaune  he  hn.s  alwayn  bei-n  a  (fen- 
uine  in.vpiration  to  all  of  un,  nrtive  and 
alwayn  in  artion,  the  man  who  has  done 
thintr!*  for  the  asncH-intion,  and  Dec.  2t> 
llM'.i,  will  .itjind  out  as  evidence  of  his 
.iterlinK  chanicler  and  worth,  showing 
the  irreat  e.steem,  and  I  may  say  affec- 
tion, we  all  have  for  him.  Here's  to  his 
very  (food  health  and  happiness  and  I 
hope  that  as  Honorary  Vice  President  of 
the  Asswiation  he  will  jtive  us  the  bene- 
fit of  his  mature  experience  in  thinjjs 
"electro-politico."  I  feel  we  can  count  on 
his  hearty  co-operation,  not  only  now  in 
the  re-orjraniiation,  but  in  the  years  to 
come." 

H.  E.  Weyman,  .ManaKer,  Levis  County 
Ry.,  Levis,  Que.:  "Sorry  cannot  attend 
Please  accept  my  esteemed  appreciation.'" 

W.  S.  Hart.  Secretary  -  Treasurer. 
Three  Rivers  Traction  Co.,  Montreal, 
wrote  Mr.  Burrows  personally:  '"I  recret 
to  note  from  circular  issued  by  Mr.  East- 
man that  you  have  resipned  as  Honor- 
ary Secretary-Treasurer  of  the  Canadian 
Electric  Railway  Association.  I  am 
hardly  surprised  at  that  action  as  cer- 
tainly it  must  have  been  a  great  sacri- 
fice to  you  to  give  up  so  much  time  as 
you  have  to  the  affairs  of  the  associa- 
tion. The  hiph  standing  of  our  asso- 
ciation is  such  that  I  feel  we  should  tes- 
tify our  gratitude  for  the  work  that  you 
ha\'e  done.  I  have  not  been  a  very  im- 
portant factor  in  the  association,  but  all 
of  my  relations  to  it  have  been  of  a 
most  satisfactory  nature." 


MlAcollanrotu 


Calpary  Municipal  Railway  Operat- 
inK   Results. 

City  Comptroller  Wood  in  a  report 
upon  the  operations  of  Calgary,  Alta., 
public  utilities  for  the  11  months  ended 
Nov.  .'{0,  1919,  is  reported  to  have  said: 
"In  the  street  railway  department,  there 
was  a  deficit  at  the  beginning  of  the  year 
which  totaller  $7,118.24.  Increased  traf- 
fic, especially  during  the  autumn  and 
early  winter,  however,  quickly  brought 
a  surplus  to  this  department,  and  at  the 
end  of  November,  the  total  actual  rev- 
enue of  the  lines  was  $736,559.05,  as 
against  total  expenditures  of  $713,182.64 
leaving  a  surplus  of  $2.3,376.41.  The 
milder  weather  of  December,  it  is  ex- 
pected, will  cut  down  the  revenue  some- 
what as  compared  to  November,  but  the 
figures  indicate  that  the  lines  will  finish 
the  year  with  a  surplus  of  approximate- 
ly $25,000.  The  unfortunate  accident  of 
Dec.  20,  will  have  no  effect  on  the  pro- 
fits of  the  line,  for  the  reason  that  such 
accidents  are  paid  for  out  of  a  special 
reserve  fund  create<i  by  taking  2'r  of 
the  gross  profits  each  year  and  setting 
them  aside  for  this  purpose.  At  the  be- 
ginning of  1919,  there  was  $lK,:tr.7  and 
the  2','r  of  the  gross  this  year  will  add 
another  $l.'i,000  about.  However,  a 
number  of  other  minor  accident  cases  had 
to  be  paid  for  out  of  the  money  on  hand 
at  the  beginning  of  the  year  so  that  the 
recent  accident  will  just  about  clean  out 
the  re»er\'e  fund." 


A  premi  report  of  Jan.  6,  stated  that 
the  renultn  of  the  ycar'ii  operation  would 
be  about  as  follows: — 

I7*2.xitl.0& 

t&.04(>.ir> 

....„ 27.»;«.JI1  |2l&.0»t.4t 

The  cost  of  operation  is  not  given,  but 
it  is  stated  that  the  surplus  is  expected 
to  be  from  $2.'>,000  to  $:10,000. 

In  conni-ction  with  these  figures,  T.  H. 
.McCauley,  Superintendent,  is  reported  to 
have  given  the  following  additional  in- 
formation:— ""The  total  hours  of  opera- 
tion for  the  year  ended  Dec.  31,  were 
304,596.  On  this  basis,  with  2  men  on 
a  car  at  60c  an  hour,  or  $1.20  an  hour, 
the  cost  would  have  been  $365,515.20. 
With  one  man  on  a  car,  at  0.5c  an  hour, 
the  cost  was  $197,987.40,  a  saving  of 
$167,527.80.  To  this  must  be  added  sav- 
ing in  double  time  for  holidays  of  $8,- 
223.60;  .saving  on  uniforms  of  $5,550; 
winter  trousers,  $1,612.50;  saving  on 
caps,  $487;  a  total  saving  of  $185,613.10. 

Suits  Against  Montreal  Tramways 
Co. 


The  Quebec  Superior  Court,  sitting  at 
.Montreal,  Jan.  14,  awarded  $465..50  dam- 
ages and  costs  in  favor  of  George 
Gautier,  against  the  Montreal  Tramways 
Co.  In  Nov.,  1917,  the  plaintiff  was  a 
passenger  on  one  of  the  company's  cars 
and  after  he  had  got  off  and  was  waiting 
for  it  to  move  on,  the  conductor,  it  was 
alleged,  deliberately  kicked  him  in  the 
eye,  causing  a  severe  wound.  There  evi- 
dently had  been  some  wrangling  between 
the  plaintiff  and  the  conductor  before  the 
former  got  on  the  car,  and  the  conductor 
admitted  that  in  endeavoring  to  close  the 
door  of  the  car  he  touched  the  plaintiff, 
but  without  intending  in  anyway  to  cause 
him  injury. 

The  Quebec  Superior  Court,  sitting  at 
.Montreal,  Jan.  12,  gave  a  verdict  in 
favor  of  the  Montreal  Tramways  Co.  in 
an  action  brought  against  it  by  Mrs. 
McConnell,  who  claimed  $2,000  dam- 
ages for  the  death  of  her  husband, 
caused  by  W.  T.  Mattice,  an  Italian. 
The  evidence  showed  that  Mc- 
Connell was  a  passenger  on  one  of  the 
company's  cars.  May  17,  1917,  on  which 
the  conductor  had  an  altercation  with 
an  Italian.  The  Italian  was  ejected,  but 
ran  after  the  car,  boarded  it,  and  drew 
a  knife.  The  conductor  retreated  to  the 
interior  of  the  car  and  closed  the  door. 
The  Italian  being  in  a  rage  turned  on 
the  passengers  on  the  platform,  inflicting 
such  injuries  on  McConnell  that  he  died 
June  8,  1917.  The  plaintiff  alleged  that 
the  conductor  did  nothing  to  protect  the 
lives  and  safety  of  the  passengers  on  the 
platform.  The  court  held  that  the  death 
of  the  passenger  was  due  to  the  criminal 
act  of  the  Italian,  and  that  the  plaintiff 
had  failed  to  prove  the  essential  allega- 
tion of  her  claim,  viz.,  the  responsibility 
of  the  Montreal  Tramways  Co. 


The  Nova  Scotia  Tramways  and  Power 

Co.'s  24  safety  cars,  which  are  being 
built  by  the  American  Car  Co.  for  the 
Halifax  tramways  service,  as  mentioned 
in  a  previous  issue,  are  of  the  following 
general  dimensions, — length  over  bump- 
ers, 28  ft.,  '4  in.;  length  over  dashers. 
26  ft.  9'-i  in;  length  of  body,  17  ft.  9'3 
in.;  width  overall.  8  ft.;  width  over  side 
plates,  7  ft.  8  in.;  wi<lth  inside,  7  ft.  2 
in.;  height  from  rail  to  roof,  9  ft.  10 Si 
in.;  height  from  rail  to  floor,  2  ft.  4  15-16 
in.;  wheel  base,  8  ft.  The  cars  have 
seating  capacity  of  32  persons  each,  and 
arrangement     is     made    for    fitting     a 


hinged  seat  against  each  vestibule,  which 
is  folded  up  when  the  door  adjacent 
thereto  ik  in  use.  The  weight  of  each 
car  is  approximately  7'/^  tons,  and  owing 
to  the  iniitallation  of  special  safety  de- 
vices, it  is  claimed  that  they  can  be  oper- 
ated on  shorter  headway  The  safety  de- 
vices applied  to  the  cars  are  int<-rlocked 
with  a  controller  and  brake  handle,  and 
it  is  neces.sary  for  the  motorman  to  hold 
the  control  handle  down  to  keep  the  car 
in  motion,  the  releasing  of  the  handle 
through  any  cause  automatically  cutting 
off  the  power,  applying  the  brakes  and 
rc-leasing  the  pneumatically  operated 
doors.  Approximately  Ih'e  of  the  weight 
of  the  car  body  and  passenger  load  is 
supported  on  swing  links,  suspended  by 
the  ends  of  quarter  elliptic  springs  on 
the  four  comers  of  the  truck. 

Winnipeg  Car  Routing — The  Winnipeg 
Electric  Ry.  some  time  ago  arranged  a 
rerouting  on  a  number  of  its  car  lines; 
Elmwood  residents  protested  against 
the  rerouting  insofar  as  it  had  effected 
a  reduction  on  the  three  lines  serving 
the  Elmwood  and  East  Kildonan  dis- 
tricts. The  Public  Utilities  Commissioner 
heard  the  case  Dec.  23,  1919,  and  gave 
his  decision  Jan.  15,  stating  that  the 
effort  to  make  a  through  route  over  the 
whole  district,  including  Sutherland 
Ave.,  and  Talbot  Ave.  West,  will  never 
be  satisfactory,  and  he  therefore  dis- 
approved of  it.  He  approved  the  loop- 
ing of  the  Elmwood  line  at  Donald  and 
Ethel  Sts.  The  consideration  of  ':tho 
route  to  be  taken  by  the  Morse  place 
cars,  whether  the  old  route  will  be  re- 
stored, or  a  new  one  arranged  was  held 
over  for  further  consideration. 


MARINE  DEPARTMENT. 

Facilities  for  .Vidinjr  Early  and 

Late  Navigation  on  St. 

Lawrence  River. 

Early  in  Januarj-  the  Quebec  Board  of 
Trade  wrote  the  Minister  of  Marine 
urging  that  facilities  be  provided  to  as- 
sist early  and  late  navigation  on  the 
St.  Lawrence  River.  Mr.  Ballantyne  re- 
plied in  part  as  follows: — "The  casualty 
that  befell  the  s.s.  Canadian  Recruit  is 
very  much  to  be  regretted  indeed.  The 
very  severe  ice  conditions  that  resulted 
in  the  loss  of  this  ship  came  about  at  a 
much  earlier  period  than  was  anticipat- 
ed here  with  regard  to  the  experience 
of  previous  years.  So  far  as  the  s.s. 
Canadian  Spinner  is  concerned,  while 
the  situation  is  extremely  serious,  it  is 
hoped  it  may  be  possible  to  rescue  her 
from  the  other  end. 

"I  have  realized  for  some  time  that 
the  facilities  available  for  assisting  ves- 
sels to  navigate  the  St.  Lawrence  River 
after  severe  weather  sets  in  are  quite  in- 
adequate. For  reasons  that  I  am  sure 
will  commend  themselves  generally,  the 
Marine  Department  consented  to  the 
transfer  to  the  Russian  Government  of 
the  ships  that  would  be  really  effective 
in  combatting  the  ice  conditions  in  the 
St.  Ijiwrence.  My  present  intention  is 
to  tiike  such  steps  as  may  be  necessary 
to  provide  equipment  that  will  be  rea- 
sonably adequate  to  assist  any  ships 
that  may  find  it  necessary-  to  navigate 
the  St.  Lawrence  after  the  ice  conditions 
became  severe.  The  representations  sub- 
mitted as  to  the  extent  to  which  facili- 
ties should  be  provided  will  be  borne  in 
mind  by  me  in  the  course  of  the  further 
consideration  that  the  question  will  re- 
ceive." 


February,  1920. 


87 


Marine  Department 

Canadian  Government  Merchant  Marine,  Ltd.,  Shipbuilding,  Operation,  Etc. 


Orders  for  Cargo  Steamships — Cana- 
dian Railway  and  Marine  World  for  Jan- 
uary save  particulars  of  orders  placed 
by  the  Marine  Department  for  56  steel 
cargo  steamships  for  operation  by  Can- 
adian Government  Merchant  Marine  Ltd., 
and  also  referred  to  further  orders  which 
were  beinjr  negotiated  for  on  Jan.  12, 
we  were  officially  advised  that  the  fol- 
lowing additional  orders  had  been  decid- 
ed on: 

Colling^vood  Shipbuilding  Co.,  two 
ships,  approximately  3,890  d.w.  tons 
each,  one  will  be  built  at  Collingwood, 
Ont.,  and  one  at  Kingston,  Ont. 

Nova  Scotia  Steel  and  Coal  Co.,  New 
Glasgow,  N.S.,  one  ship,  approximately 
2,800  d.w.  tons. 


ToUl    value.    4.i    ships    $.')4.284,635 

Averase    cost    per    ton    $199.63 

Summary   2. 
No.     of     contracts     aKreed     upon     since 

siKninc  of  armistice.   Nov.   11,   1918....  15 

Total    d.w.     tonnaKc 88,280 

Total     value,    l.'i    ships    $15,287,625 

Average     cost     per     ton $173.17 

Summary   3. 

Total    no.    of   contracts    agreed   upon    to 

Jan.     12    60' 

Total    d.w.    tonnage    _ 359,946 

Total    value,    60    ships    $69,522,260 

Average   cost    per    ton $193.14 

Summary    4. 

No.  of  ships  completed  to  Jan;   12 23 

Total     d.w.     tonnage 121.275 

Summary   5. 
No.     of    ships    turned    over    to    Canadian 
Government      Merchant      Marine      Ltd., 

to    Jan.    12,    and    in    service 19 

Total    d  w.    tonnaec    99,885 


12;  approximately  8,100  d.w.  tons;  J. 
Coughlan  &  Sons,  Vancouver,  B.C.:  Dec. 
27,   1919. 

S.s.  Canadian  Inventor;  Marine  De- 
partment contract  36;  builders'  yard  no. 
13;  approximately  8,390  d.w.  tons;  J. 
Coughlan  and  Sons,  Vancouver,  B.C., 
Jan.  24,  1920. 

Deliveries  of  Steamships — In  addition 
to  the  steamships  mentioned  in  Canadian 
Railway  and  Marine  World  previously, 
the  following  were  delivered  to  the  Ma- 
rine Department  by  the  builders  on  the 
dates  mentioned. 

Dec.  20,  1919;  s.s.  Canadian  Sealer; 
Marine  Department  contract  40;  build- 
ers' yard  no.  f);  approximately  2,800  d.w. 


Steel    cargo    steamship,    Canadian    Navigator;    appr 


t    Merchant   Marine   Ltd.,   by  Canadian   Vicker 


Davie  Shipbuilding  and  Repairing  Co., 
Lauzon,  Que.,  one  ship,  approximately 
8,390  d.w.  tons. 

Fuller  particulars  of  these  ships  are 
given  in  the  table  on  pg.  90  of  this  issue. 

In  connection  with  the  shipbuilders' 
deputation  which  waited  on  the  Domin- 
ion Government  on  Jan.  7,  it  is  said  that 
the  orders  for  steel  cargo  steamships  will 
be  increased  from  the  60  already  placed 
to  70,  and  negotiations  are  under  way 
in  this  connection. 

J.  J.  Coughlan,  of  J.  Coughlan  and 
Sons,  Vancouver,  on  returning  there  re- 
cently from  Ottawa,  where  he  spent 
some  time,  is  reported  to  have  said  that 
he  had  arranged  for  orders  for  two  ships 
of  approximately  8,100  d.w.  tons  each. 
The  Port  Arthur  Shipbuilding  Co.  was 
reported  on  Jan.  10  to  have  received  an 
order  for  one  ship  of  approximately  3,- 
940  d.w.  tons,  in  connection  with  which 
we  were  officially  advised  Jan.  26,  that 
negotiations  were  proceeding,  but  that 
details  had  not  been  agreed  on. 

Statistics  re  Orders,  Deliveries,  Etc. — 
The  following  information  has  been  fur- 
nished by  the  Marine  Department  as 
of  Jan.  12: — 

Summary  1. 

No.    of    contracts     agreed     upon    before 

date   of  armistice,   Nov.    11.   1918 45 

Total    d.w.    tonnage    271,665 


Passenger    Ships    to    Be    Ordered — As 

fully  reported  on  pg.  96  of  this  issue, 
the  Minister  of  Marine  in  speaking  at 
the  Dominion  Marine  Association's  din- 
ner in  Montreal,  Jan.  9,  stated  that  the 
government  has  under  consideration  the 
building  of  combined  passenger  and 
freight  ocean  steamships  of  about  15,000 
gross  tons,  and  a  speed  of  18  knots,  to 
be  operated  by  Canadian  Government 
Merchant  Marine  and  that  they  will  be 
built  in  Canada.  The  Marine  Department's 
Naval  Constructor,  C.  Duguid,  is  now 
in  Great  Britain  on  official  business  and 
while  there  will  probably  look  into  the 
most  up  to  date  practice  for  this  class 
of  ships. 

Keels  Laid — Since  our  last  issue  we 
have  been  advised  of  the  laying  of  the 
following  keel:  — 

S.s.  Canadian  Victor;  Marine  Depart- 
ment contract  50;  builders'  yard  no.  77; 
approximately  8,350  d.w.  tons;  Cana- 
dian Vickers  Ltd.,  Dec.  10,  1919. 

Launchings  of  Steamships  —  Since 
Canadian  Railway  and  Marine  World 
for  January  was  issued,  we  have  been 
advised  of  the  following  launchings: 

S.s.  Canadian  Exporter;  Marine  De- 
partment contract  35;  builder's  yard  no. 


tons;  Nova  Scotia  Steel  &  Coal  Co.,  New 
Glasgow,   N.S. 

Dec.  27,  1919;  s.s.  Canadian  Rancher; 
Marine  Department  contract  14;  build- 
ers' yard  no.  6;  approximately  5,100  d.w. 
tons;  Tidewater  Shipbuilders  Ltd.,  Three 
Rivers,  Que.;  delivered  to  Marine  De- 
partment, Dec.  27,  1919. 

Dec.  27,  1919;  s.s.  Canadian  Planter; 
Marine  Department  contract  28;  build- 
ers' yard  no.  72;  approximately  8,100 
d.w.  tons;  Canadian  Vickers  Ltd.,  Mont- 
real. 

Jan.  17,  1920;  s.s.  Canadian  Raider; 
Marine  Department  contract  7;  builders' 
yard  no  102;  approximately  5,100  d.w. 
tons;  Wallace  Shipyards  Ltd.,  North 
Vancouver,  B.C.  She  was  transferred 
to  Canadian  Government  Merchant  Ma- 
rine Ltd.,  and  is  taking  a  cargo  of  lum- 
ber to  Australia. 

As  stated  above,  23  of  the  60  ships 
ordered  had  been  completed  up  to  Jan. 
12,  and  of  these  19  had  been  transferred 
to  Canadian  Government  Merchant  Ma- 
rine Ltd.,  for  operation. 

Officers  of  Steamships — The  following 
officers  have  been  appointed  by  Cana- 
dian Government  Merchant  Marine  Ltd. 
The  first  column  contains  the  names  of 
the  ships,  the  second  those  of  the  cap- 


?s 


CANADIAN  ItAlIAVAV  AND  MAIUNK  WOIU.D 


February.  1920. 


tninn  Aiiil  the  thinl  Ihoof  of  thi>  chief  rti- 

Kiru-tTit: 

C,     ,',      \   ;»i.,r      II  S   Ihllon         J.  F.  Ilr^wn 

II.  Winter  

Mis  nf  SlramHhipH — C«nm(lian 

.Mnriiu-    World     for    Sept.. 

1    '  ••.mini  n   tnhlr   jihowinK   the  np- 

|iri>\iiiintc  <l.w.  t<ins  provided  for  in  ron- 

Inii-tn  for  S  of  the  »U-v\  cnrjro  sti-nm.ihipn 

orderwl    liy    the    .MnriMe    Departniont    for 

I'nnadinn   tiovermnent    .Meivhiiiit    .Mnrine 

Mil.,  Hill!  t!u    IhuiI  ileterinine<l  weiirht.s  nt 

.^  were  (laid  nt  the  price 

'   I  ill  the  contrnet.  The 

...irs   have   been  rt>ceive<l 

a.s  til   '■'>  uUur  steaniRhips:  — 

Appruklnuttr  Drtrrminnl 

Canadian    Adrrnturrr    S.400  S.40H 

Canaillan     Mllirr     tl.lOO  N.-^DO 

Canadian     Sowrr     S.IOO  S.^Ofi-^ 

SleamHhip  S«nriceii — Canadian  Rail- 
way and  .Marine  World  for  January 
nientioneil  that  the  Vancouver  Board  of 
Trade  wa.s  reported  to  have  received 
woril  that,  n.s  .soon  as  po.>!sible,  Canadian 
(lovcmment      Mcn-hnnt      Marine      Ltd., 


It  i»  Ktated  that  iinti^ih  nliippini;  freiKhtit 
arc  nirain  bniiKiiiK  ">  the  eiKirniouii  rev- 
enue of  over  $.'.,(liM),0(m  daily.  The  Can- 
ndinn  Induxlrial  Keconxtruction  AsHocia- 
tioii  ha.N  preimred  a  .statement  upon  the 
cpie.Htion  of  exchange  and  ainonjcct  ten 
reconinienilationM  to  hrin^r  about  itx  re- 
return  to  Ktability,  from  which  the  fol- 
lowinK  is  seli-cted:  "Utilize  Canadian 
service.  ShipnientH  should  be  made  over 
Canadian  carriers  and  in  case  of  over- 
sea.s  export.s  through  'Canadian  ports  in 
Cana<lian  ships."  That  this  recommenda- 
tion is  sound,  must  be  quite  obvious. 
Why  not  assist  in  the  buildinK  up  of 
Canada's  treasury  by  patronizing  Cano- 
diun  owned  vessels?  The  Dominion 
Government  is,  at  the  public  expense, 
establishintr  a  merchant  marine,  known 
as  Canadian  Government,  .Merchant  Mu- 
rine Ltd.,  operated  by  the  Canadian  Na- 
tional Rys.  Koard.  "There  are  in  service 
at  this  date,  2G  ships  in  the  following 
trade  routes,  viz.,  11  to  the  United  KinR- 
dom;    10  to  the   British   West   Indies  and 


The  s.»t.  Canadian  Spinner,  whn  i.,  .1 
reported  in  our  InHt  issue,  was  iri-l-  .'  m 
in  the  St.  Ijiwrence  River,  near  .M;it,ii;.  , 
while  on  her  voyage  from  yuel)ec  to 
Halifax,  N.S.,  was  released  subsequently 
from  the  ice.  with  the  aid  of  the  Domin- 
ion Government  h,s.  .Montcalm,  and  ar- 
rived at  Sydney,  .\..S.,  .Ian.  i:{.  She  sail- 
ed from  (Juebec  at  7  a.m.,  Dec.  16,  with 
|«rt  of  a  K'eneral  carifo  for  Kio  dc  Jan- 
eiro, Santos  and  Buenos  Aires,  which  was 
to  be  completed  at  Halifax  and  very  soon 
experienced  trouble  with  ice.  She  pass- 
ed Crane  Island  Dec.  16,  at  2  p.m.,  was 
ofl'  Murray  Bay  Dec.  17,  at  I*  a.m.  and 
passed  Red  Island  Dec.  IK  at  10  a.m. 
Shortly  afterwards  she  was  reported  as 
unmanageable  through  ice,  and  to  be 
drifting  with  the  current,  with  her  rud- 
der post  broken.  She  passed  Metis  Dec. 
2.'i,  and  made  some  little  headway,  ow- 
inK  tu  a  momentary  slackening  of  the 
ice,  which,  however,  closed  in  a^ain 
about  Dec.  27.  Pointe  dcs  Monts  was 
passed  Dec.  29,  and  on   Dec.   30  she  was 


CollinxwiHHl    Ship- 


would  establish  a  steamship  ser\'ice  be- 
tween Montreal,  Halifax  and  British 
Columbia  ports,  via  the  Panama  Canal 
We  are  advised  that  this  matter  has 
l>een  broujrht  to  the  Canadian  Govern- 
ment .Merchant  Marine  managements"  at- 
tention on  several  occasions,  and  that 
the  inauiniration  of  such  a  service  has 
been  ur^ed,  hut  the  manacement  has  not 
been  able  to  satisfy  itself  that  it  could 
be  made  to  pay,  and  nothinp  definite  has 
therefore  been  done  in  connection  with 
the  matter. 

In  reference  to  the  petition  sent  by 
the  Canadian  Merchant  Service  Guild  to 
the  Minister  of  Marine,  asking  that  a 
Kovemnient  passenper  steamship  service 
i)e  established  between  Vancouver,  Vic- 
toria and  San  Francisco,  we  are  advised 
that  the  same  has  been  referred  to  the 
Canadian  Government  Merchant  Marine 
mnnaKenient  in  connection  with  the  mat- 
ter. 

D.  O.  Wood,  Trafl'ic  Manojter,  Cana- 
dian Government  Merchant  Marine  Ltd., 
has  issued  a  circular  to  Canadian  im- 
porters and  exporters  as  follows:  "Press 
dispatches  declare  that  trade  rc^turn^ 
show   British  trade  is  once  more  solvent. 


Cuba;  3  to  Brazil  and  South  America; 
2  to  Australia  and  New  Zealand,  with 
34  vessels  to  follow  within  12  months. 
The  attention  of  the  principals  of  all 
exporting  and  importing  firms  is  par- 
ticularly drawn  to  these  facts,  and  their 
co-operation   is  earnestly   desired." 


The  .s.s.  Canadian  Sealer,  which  was 
delivered  to  the  .Marine  Department  by 
the  Nova  Scotia  Steel  and  Coal  Co., 
Dec.  20,  191!),  and  which  was  sent  subse- 
quently with  supplies  for  the  Mapdalen 
Islands,  was  reported  to  have  been  caupht 
in  the  ice  at  Souris,  P.E.I.,  Jan.  19.  The 
D.  G.  S.  Montcalm  was  sent  to  break  the 
channel  through  to  the  Canadian  Sealer 
and  take  the  Mapdalen  Island  supplies 
from  that  steamship  to  the  Mapdalen 
Islands,  about  7.'>  miles  from  Souris.  The 
transfer  of  the  supplies  was  accomplish- 
etl  and  the  Montcalm  left  Souris,  Jan. 
24,  hut  by  noon,  Jan.  27,  she  had  made 
barely  2.")  miles  and  was  practically  ice 
bound.  It  was  later  reported  that  she 
was  driftinp  away  from  the  Island  with 
the  current,  and  that  she  had  been  order- 
ed to  abandon  the  trip  temporarily  and 
try  to  make  for  Halifax,  N.S. 


oflf  Cap  Chats,  beinp  reported  as  about 
15  miles  from  shore,  with  the  wind  and 
current  pradually  drivinp  her  farther 
out,  and  towards  Cap  Mapdalen.  The 
master  reported  by  wireless  that  the  ship 
was  in  no  immediate  danper,  and  that 
everythinp  was  well  on  board.  On  Jan. 
2,  she  was  reported  about  5  miles  off 
shore,  and  3  miles  west  of  Cap  Mapdalen. 
On  Jan.  3  at  9  a.m.,  it  was  announced 
that  she  was  nearly  clear  of  the  sur- 
roundinp  ice  and  about  a  mile  east  of 
Fame  Point.  Durinp  the  drift,  tempor- 
ary repairs  were  made  to  the  broken 
rudder  post.  The  Dominion  Government 
iccbreakinp  s.s.  Montcalm  was  ordered 
up  the  Gulf  from  Sydney.  N.S.,  to  aid 
the  Canadian  Spinner,  an<I  on  Jan.  h 
siphted  her  about  20  miles  east  of  Fame 
Point,  where  she  had  apain  become  ice- 
bound. At  this  time  the  Montcalm  was 
about  TiO  miles  east  of  Fame  Point.  A 
way  was  pradually  made  throuph  heavy 
ice,"  the  Canadian  Spinner  beinp  off 
Southwest  Point  on  Jan.  6,  the  ships 
meetinp  on  Jan.  7.  The  Mont<?alni  led 
the  way  out  of  the  ice,  and  both  ships 
were  reported  to  be  at  48  n.  60  w.  at 
noon  Jan.   12,  arrivinp  at  Sydney,  N.S., 


February,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


89 


at  3  p.m.,  Jan.  13,  and  at  Halifax,  Jan. 
15  at  noon. 

Sailings  of  Steamships — The  following 
sailings  (dates  on  or  about)  are  sched- 
uled subject  to  change  without  notice. 
The  number  in  front  of  the  ship's  name 
in  each  case  is  that  of  the  voyage. 

Liverpool  Service,  from  Halifax,  N.S. 

4.  Canadian  Seitineur  Feb.  23 

I.  Canadian    Miller  Mar.   17 

Liverpool  Service,  from  St.  John,  N.B. 

6,  Canadian    VoyaKeur   Feb.   10 

-.,  Canadian   RanKer  Feb.   29 

London   Service,   from  St.  John,   N.B. 
H.  Canadian    Trooper    Feb.    28 

(ilasRow  Service,  from  Halifax,  N.S. 

i.  Canadian    Aviator    Feb.    17 

i.  Canadian    Settlor    Mar.      4 

Australian    and    New   Zealand   Service,   calling 
at      Sydney      and      Melbourne,      Australia,      and 
Auckland    and    WellinetoQ,    N.Z.,    from    Vancou- 
ver,  B.C. 
I,  Canadian  Exporter  Feb.   15 

Havana,  Cuba,  Service,  from  Halifax,  N.S. 
.").  Canadian  Trader  Feb.     5 

5.  Canadian    Sailor    Feb.   16 

Havana,  Cuba,  Service,  from  St.  John.  N.B. 

I.  Canadian    Adventurer    Feb.     1 

i.  Canadian    Sower    Feb.   10 

Kingston,    Jamaica,    Service,    from    St.    John. 
N.B. 

1.  Thos.  J.  Drummond Feb.  25 

S.  Canadian   Warrior Mar.     7 

Barbados,     Trinidad     and     Demerara     Service, 
from  Halifax.   N.S. 

4,  Canadian    SiRnaller    Feb.    19 

3.  Canadian  Gunner  Mar.     6 

British     American     Shipbuilding     Co., 

Welland,  which  has  contracts  from  the 
Marine  Department  for  2  steel  cargo 
steamships  of  approximately  4,350  d.w. 
tons  each,  expects  to  launch  the  first  one, 
builder's  yard  no.  4;  Canadian  Otter;  to- 
wards the  end  of  February. 

Canadian  Vickers,  Ltd.,  Montreal,  laid 
the  keel  of  s.s.  Canadian  Victor;  Ma- 
rine Department  contract  50;  builder's 
yard  no.  77;  approximately  8,350  d.w. 
tons,  Dec.  10,  1919,  and  advised  Jan.  G 
that  the  keel  of  s.s.  Canadian  Conqueror; 
Marine  Department  contract  51;  builder's 
yard  no.  78;  approximately  8,350  d.w. 
tons,  would  be  laid  "in  the  near  future" 
thereafter. 

This  company  delivered  s.s.  Canadian 
Planter;  Marine  Department  contract 
28;  builder's  yard  no.  72;  approximately 
8,100  d.w.  tons,  to  the  Marine  Depart- 
ment, Dec.  27,  1919. 

Collingwood  Shipbuilding  Co.  has  re- 
ceived additional  orders  from  the  Marine 
Department  for  2  more  steel  cargo  steam- 
ships of  approximately  3,890  d.w.  tons 
each,  one  to  be  built  in  its  Collingwood, 
Ont.,  yard  and  one  in  its  Kingston,  Ont., 
yard  at  $182.50  per  long  d.w.  ton. 

J.  Coughlan  &  Sons,  of  Vancouver,  B.C. 
launched  the  steel  cargo  steamship, 
Canadian  Exporter;  Marine  Department 
contract  35;  builder's  j'^rd  no.  12;  ap- 
proximately 8,390  d.w.  tons,  Dec.  27, 
1919,  and  the  s.s.  Canadian  Inventor; 
Marine  Department  contract  36;  builder's 
yard  no.  13;  approximately  8,390  d.w. 
tons,  Jan.  24,   1920. 

They  also  launched  the  Canadian  In- 
ventor, Marine  Department  contract  36; 
liuilders'  yard  no.  13;  8,100  d.w.  tons, 
Jan.  24,  the  christening  being  performed 
by  Miss  Dorothy  Lougheed,  daughter  of 
Senator  Sir  James  Lougheed.  This  is 
the  third  steamship  of  this  type  to  be 
launched  by  this  company  for  Canadian 
Government  Merchant  Marine,  the  keel 
having  been  laid  May  3,  1919. 

Davie  Shipbuilding  and  Repairing  Co., 
Lauson,  Que.,  has  received  an  additional 
order  from  the  Marine  Department  for 
a  steel  cargo  steamship,  approximately 
8,390  d.w.  tons,  at  $167.50  per  long  d.w. 
ton. 

Harbour  Marine  Co.,  Victoria,  B.C., 
which    has    contracts    with     the     Marine 


Department  for  2  steel  cargo  steamships 
of  approximately  8,100  d.w.  tons,  ad- 
vises that  the  lirst  one,  s.s.  Canadian 
Armourer,  will  probably  be  launched 
about   the  end   of   February   or  early   in 


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March,  and  the  second  one,  s.s.  Canadian 
Composer,  about  a  month  later. 

Nova  Scotia  Steel  and  Coal  Co.,  New 
Glasgow,  N.S.,  delivered  the  steel  cargo 
s.s.  Canadian  Sealer;  Marine  Depart- 
ment contract  40;  builder's  yard  no.  5; 
approximately  2,800  d.w.  tons  to  the  Ma- 
rine Department,  Dec.  20,  1919.  See  also 
sidehead  paragraph  "Canadian  Sealer" 
above. 

The  company  has  received  an  order 
from  the  Marine  Department  for  an- 
other steel  cargo  steamship,  approxi- 
mately 2,800  d.w.  tons,  at  $190  per  long 
d.w.  ton. 

The  Port  Arthur  Shipbuilding  Co., 
Port  Arthur,  Ont.,  is  negotiating  with 
the  Marine  Department  for  an  additional 
order  for  a  steel  cargo  steamship  of  ap- 
proximately 3,940  d.w.   tons. 

Tidewater  Shipbuilders  Ltd.,  Three 
Rivers,  Que.,  delivered  the  s.s.  Canadian 
Rancher;  Marine  Department  contract 
14;  builder's  yard  no.  6;  approximately 
5,100  d.w.  tons;  to  the  Marine  Depart- 
ment,  Dec.  27,   1919. 

The  company  is  also  building  2  other 
steel  cargo  steamships  of  approximately 
5,100  d.w.  tons  each,  for  the  Marine  De- 
partment, viz,.  Canadian,  Fisher;  Ma- 
rine Department  contract  15;  builder's 
yard  no.  7;  the  keel  of  which  was  laid 
Sept.  20,  1919;  and  Canadian  Forester; 
Marine  Department  contract  16;  build- 
er's yard  no.  8;  the  keel  of  which  was 
laid  Nov.  1,  1919.  It  expects  to  launch 
both  in  the  spring. 

Wallace  Shipyards  Ltd.,  North  Van- 
couver, B.C.,  delivered  the  steel  cargo 
s.s.  Canadian  Raider;  Marine  Depart- 
ment contract  7;  builder's  yard  no.  102, 
approximately  5,100  tons,  to  the  Marine 
Department,  Jan.   17. 


The  Canadian  Merchant  Service  Guild 

held  its  annual  meeting  at  Vancouver, 
recently.  The  report  for  1919  showed 
that  there  were  160  new  members,  the 
total  membership  being  606,  including  9 
honorary  members.  Decorations  were 
won  for  bravery  during  the  war  by  mem- 
bers, including  one  Order  of  the  British 
Empire,  one  Distinguished  Service  Order 
and  one  Distinguished  Service  Cross.  The 
financial  statement  showed  a  balance  in 
the  bank  of  $1,781.06,  not  including  a 
special  reserve  fund  of  $2,427.61.  Capt. 
W.  L.  Gilchrist,  master  of  the  C.P.R. 
s.s.  Princess  Patricia,  was  elected  Presi- 
dent. The  other  officers  are: — Vice  Presi- 
dents, J.  B.  Weeks,  Nanaimo;  D.  Morton, 
Prince  Rupert;  J.  J.  Mulligan,  Vancou- 
ver; D.  Mackenzie,  Victoria;  .1.  H.  Brown. 
Yukon,  and  J.  O.  Williams;  Secretary,  A. 
Goodlad;  Treasurer,  C.  W.  Wearmouth. 
Representatives  of  the  various  classes 
of  ships  were  elected  as  follows:  Ocean 
going,  R.  A.  Bachelor;  local  passenger, 
D.  Donald;  local  freight,  John  McNaugh- 
ton;  tow  boats,  W.  W.  Best;  government 
boats,  owned  or  chartered,  H.  R.  Hilton; 
licensed  pilots,  J.  C.  Foote. 

Steamships  to  Be  Salvaged — Capt.  J. 
T.  Reid,  General  Manager,  Reid  Towing 
and  Wrecking  Co.,  Sarnia,  Ont.,  is  re- 
ported to  have  stated  that  ho  will  close 
negotiations  shortly  for  the  salving  of 
several  steamships  which  were  wrecked 
along  the  Atlantic  and  Gulf  of  St.  Law- 
rence coasts,  during  last  year.  He  ex- 
pects to  have  sufficient  contracts  to  keep 
the  salvage  crews  busy  throughout  the 
forthcoming  season.  In  cases  where  the 
hull  is  considered  beyond  salvage,  atten- 
tion will  be  paid  only  to  the  machinery 
and  boilers. 


90 


CANADIAN  UAllAVAV  AND  MAKINK  WOULD 


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February,  1920. 


91 


Mainly  About  Marine  People. 


Capt.  Barrett,  of  the  Keystone  Trans- 
portation Co.,  has  been  appointed  head 
of  the  School  of  Navigation,  in  connec- 
tion with  Queen's  University,  Kingston, 
Ont. 

Commander  Sir  A.  Trevor  Dawson, 
R.N.,  one  of  the  directors  of  Vickers  Ltd., 
London,  Eng.,  and  of  Canadian  Vickers, 
Ltd.,  Montreal,  also  Chairman,  Canada 
Steamship  Lines  London,  Eng.  Advis- 
ory committee,  who  was  a  knight 
bachelor,  has  been  created  a  baronet. 

A.  E.  Disney,  heretofore  Passenger 
Agent,  White  Star  Line,  Seattle,  Wash., 
has  been  appointed  Assistant  General 
Manager,  White  Star  Line,  New  York. 

Chas.  Duguid,  Naval  Constructor,  Ma- 
rine Department,  left  Ottawa,  about  the 
middle  of  January,  for  Great  Britain, 
on  official  business,  expecting  to  be  away 
a  month  or  six  weeks. 

A.  C.  Garden  has  been  elected  chair- 
man of  the  Hamilton,  Ont.,  Harbor  Com- 
mission. 

Capt.  W.  L.  Gilchrist,  master  of  the 
C.P.R.  s.s.  Princess  Patricia,  has  been 
elected  President  of  the  Canadian  Mer- 
chant Service  Guild. 

M.  J.  Haney,  Vice  President,  Canada 
Steamship  Lines,  Ltd.,  and  a  director 
of  Canadian  Locomotive  Co.,  has  retired 
from  the  presidency  of  the  Home  Bank 
of  Canada. 

Francis  King,  of  Kingston,  Ont.,  Gen- 
eral Counsel,  Dominion  Marine  Associa- 
tion, whose  portrait  appears  in  this  is- 
sue, was  born  at  Kingston  in  1870.  He 
is  an  M.A.  of  Queen's  University,  King- 
ston, 1890,  was  called  to  the  bar  in  1892, 
and  in  1903  formed  a  partnership  with 
Geo.  H.  Smythe,  B.A.,  son  of  the  late 
E.  H.  Smythe,  K.C.,  LL.D.;  the  firm 
name  being  King  &  Smythe.  He  as- 
sisted in  the  formation  of  the  Dominion 
Marine  Association  in  1903,  and  has  been 
connected  with  it  since;  first  as  Secretary 
Treasurer,  and  since  as  General  Coun- 
sel. He  has  been  a  member  of  council 
of  Queen's  University  since  about  1900, 
and  is  now  Counsel  for  the  university. 
He  is  an  Anglican,  and  has  been  Honor- 
ary Lay  Secretary  of  Ontario  Diocese  for 
the  past  10  years.  He  is  a  member  of 
council  of  Ontario  Bar  Association,  and 
chairman  of  its  committee  on  legal 
ethics,  a  member  of  board  of  commission- 
ers (three  in  number)  appointed  three 
years  ago  by  the  Ontario  Government 
to  act  with  commissioners  from  the  other 
provinces  in  promoting  uniformity  of 
legislation  throughout  Canada,  was 
President,  Kingston  Board  of  Trade,  in 
1917  and  1918,  and  is  President,  Fron- 
tenac  Club,  Kingston,   1919-1920. 

Alphonse  Arsene  Larocque,  who  has 
been  elected  Second  Vice  President,  Do- 
minion Marine  Association,  was  born  at 
Henry\-ille,  Que.,  April  30,  1865.  From 
1904  to  1918  he  was  Managing  Director, 
Sincennes-McNaughton  Line,  Ltd.,  Mont- 
real, and  since  1918  has  been  President 
of  that  company.  He  has  also  been 
President,  Sorel  Mechanical  Shops,  Ltd., 
Sorel,  Que.,  from  1916;  President,  Mont- 
real Drydocks  and  Ship  Repairing  Co., 
Ltd.,  Montreal,  since  1917;  and  a  di- 
rector of  the  Banque  d'Hochelaga,  Mont- 
real, since  1912. 

Capt.  G.  LeMarquand,  formerly  of 
Bay  City,  Wash.,  has  been  appointed 
Manager,  Consolidated  Whaling  Co.'s 
plant,  Victoria,  B.C.,  vice  S.  C.  Ruck, 
■who  has  left  the  company's  service. 


I'rederick  Orr  Lewis,  President,  Can- 
adian Vickers  Ltd.,  shipbuilders,  etc., 
and  of  Lewis  Bros.,  Ltd.,  wholesale 
hardware   n\erchants,   Montreal,  who  has 


A.  A.  Larocque, 

'resident.  Sincennes-McNaughton  Lines  Ltd..  and 
Second  Vice  President.  I)ominion  Marine  As- 
sociation and  Canadian  Lake  Protective  Asso- 
ciation. 


Francis  King.  M..\.. 

General     Counsel.     Dominion     Marine     Association 

and   Canadian   Lake   Protective    Association. 

spent  a  considerable  portion  of  his  time 
in  England  during  the  last  few  years, 
has  been  created  a  baronet.  He  was  born 


at  Hamilton,  Ont.,  Feb.  11,  1862,  his 
father  being  a  shipowner  on  the  Great 
Lakes,  who  retired  from  active  business 
in   1890. 

A.  E.  Mathews,  Managing  Director, 
Mathews  Steamship  Co.,  Toronto,  and 
President,  Dominion  Marine  Association, 
and  Canadian  Lake  Protective  Associa- 
tion, is  spending  a  few  weeks  in  Florida. 

J.  C.  Mitchell,  has  been  appointed 
Assistant  Manager;  N.  R.  Nichol  has 
been  appointed  Inspector  of  Construc- 
tion, and  F.  Rockwell  has  been  appoint- 
ed Superintendent  of  Construction,  To- 
ronto Harbor  Commission. 

Thomas  R.  Percy,  who  was  appointed 
General  Agent  Canadian  Pacific  Ocean 
Services  Ltd.,  Yokohama,  Japan,  recent- 
ly, was  born  in  Ireland,  Apr.  21,  1888, 
and  entered  transportation  service  in 
March,  1902,  since  when,  he  has  been  to 
April,  1907,  freight  traffic  clerk,  Belfast 
and  Northern  Counties  Ry.  (Midland 
Ry.),  Belfast,  Ireland;  May,  1907,  to  Jan., 
1916,  steamship  audit  clerk,  C.P.R. , 
Montreal;  Jan.,  1916  to  Aug.,  1919,  chief 
clerk.  Passenger  Department,  Canadian 
Pacific  Ocean  Services,  Ltd.,  Montreal. 
He  travelled  all  over  the  world  until 
1905,  with  his  father,  who  was  an  ocean 
captain,  and  who  died  while  on  a  voyage 
from  Calcutta  to  England.  A  brother 
is  in  Furness  Withy  &  Co.'s  service  at 
.Montreal. 

C.  P.  Sargeant,  heretofore  Assistant 
Passenger  Agent,  White  Star  Line,  To- 
ronto, has  been  appointed  Passenger 
Agent,  White  Star  Line,  Seattle,  Wash., 
vice  A.  E.  Disney,  promoted. 

D.  A.  Stewart,  Deputy  Port  Warden, 
Montreal,  died  there  Jan.  1,  of  pneu- 
monia, aged  39.  Prior  to  his  appoint- 
ment in  April,  1914,  he  was  for  some 
years  in  C.P.R.  ocean  steamship  ser- 
vice. 

William  George  Swan,  who  has  been 
appointed  Chief  Engineer,  Vancouver 
Harbor  Commissioners,  was,  prior  to 
the  war,  in  Canadian  Northern  Pacific 
Ry.  service  in  connection  with  railway 
construction  in  British  Columbia,  with 
headquarters  at  New  Westminster.  He 
also  supervised  the  building  of  the  term- 
inals at  Port  Mann.  He  spent  three 
years  on  active  militai-y  service  in 
P'rance,  with  one  of  the  railway  con- 
struction battalions,  with  the  rank  of 
major,  and  latterly  has  been  in  charge 
of  construction  of  the  Canadian  National 
Rys.  Kamloops-Vernon-Kelowna-Lumby 
Branch. 

John  Torrance,  Managei",  White  Star- 
Dominion  Lino,  Montreal,  who  has  re- 
tired from  that  position,  was  entertain- 
ed at  dinner  recently  by  the  Shipping 
Federation  of  Canada,  of  which  he  was 
chairman  of  executive  committee  for  the 
past  three  years.  He  first  entered  trans- 
l)ortation  business  in  1876  with  David 
Torrance  &  Co.,  agents  for  the  Domin- 
ion Line,  and  remained  with  the  Domin- 
ion Line  after  its  absorption  by  the 
International  Mercantile  Marine  Co., 
and  its  incorporation  with  the  White 
Star  Line. 

R.  Winter,  heretofore,  chief  officer,  s.s. 
Canadian  Trooper,  has  been  appointed 
captain,  s.s.  Canadian  Raider,  Cana- 
dian (Jovernment  Merchant  Marine,  Ltd. 

H.  A.  Young,  formerly  Traffic  Man- 
ager, Canadian  Lake  Line,  has  been  ap- 
pointed agent  for  the  Walford  Forward- 
ing Corporation  of  New  York,  with  of- 
fice at  53  Yonge  St.,  Toronto. 


02  February,  1920. 

Dominion  Marine  and  Canadian  Lake  Protetlive  Associations' Annual  Meetings. 


Till'  Poiniiihin  Marinp  Assoriation'n  an- 
miii  at  held  nt   MoiUn-nl,  .Inn. 

1».  .  <•  i.f  the   I'rcsiilint.   W. 

J.     M    '  .SuiHTintviKlrnt,    AlK<'nin 

Cflilral  .SUjiiii.'.hi|i  I, inc.  Suiilt  ."<tc.  Mnrir. 
Ont..  thf  First  Vu.-  I'lrsulint.  A.  V. 
MnlhrwK,  MunnKink'  Pircrtor,  Mnthow 
SU'tiniiihip  Co..  o»TU|ii«'<l  tin-  ihair. 

Tho  Kxifutivi-  ("i>mmiltoo'»  ri-port  fm 
lUlU  prcnnred  by  tho  (ioni'ml  ("ounsfl. 
KranciK  Kinir.  M.A.,  ami  nppri>v<'<l  1>\ 
the  rommittco,  waii  suhniittcd  in  printol 
book  form,  HcnlinK  with  thi-  following' 
Kiibjcctv:  Lvcii^latitin,  inoluilini;  bills  in- 
troduced and  those  passed  at  the  Do 
minion  Parliament's  last  session;  eoiist 
inif  laws;  coastwise  customs  clearanci- 
in  Canada;  immifrnition  laws;  St.  Law 
rence  River  pilotage;  double  courses  on 
the  Great  IjiKes;  Pominion  Wreck  Com- 
missioner; International  .Joint  Commis- 
sion; Board  of  drain  Commissioners: 
Canadian  Wheat  Board;  conference  at 
Ottawa  refrardintr  movement  of  lOl'.' 
Krain  crop;  St.  Lawrence  River  develop- 
ment; Welland  Ship  Canal  and  facilities 
for  trans-shipment  at  Kinjrston;  addi- 
tional canal  lock  at  Sault  Ste.  Marie; 
licenses  for  bunker  coal  and  supplies; 
hospital  expenses  of  seamen;  shippiiiv: 
register  at  Toronto;  lake  levels;  dock. 
harbor,  channel  and  canal  improvements: 
aids  to  navigation;  obituary;  freneval 
business,  membership  and  tonnape.  Un- 
der the  headinp  last  mentioned,  it  was 
stated  that  the  steam  tonnage  enrolled 
in  1919  was  l."i8,:J13  net  repistered  tons. 
and  the  barpe,  or  sailinp,  tonnape,  19,- 
.')49  net  registered  tons,  apainst  21,710  in 
1918,  a  total  of  177,862  tons  in  1919 
apainst  160.108  tons  in  1918.  The  steam 
tonnage  was  increased  by  the  enrolment 
of  ships  belonping  to  a  number  of  new 
member  companies.  Appended  to  the  re- 
port were  reports  from  the  Public  Works 
Department's  district  engineers  between 
Fort  William  and  Montreal  and  from  the 
Dominion  Canals  superintending  engin- 
eers, showing  work  undertaken  and  im- 
provements made  in  1919  and  in  sonic 
cases  forecasting  further  work  contem- 
plated or  suggesting  improvements  which 
should  be  made  and  may  reasonably  be 
expected  when  the  present  financial 
stringency  is  lessened.  On  account  of 
the  exigencies  of  war,  but  little  expendi- 
ture of  public  money  has  been  made  on 
works  not  demanded  by  actual  necessity. 
Illustrations  of  a  few  of  the  more  im- 
portant recent  marine  undertakings  on 
the  Canadian  side  of  the  lakes,  and  up- 
per St.  Lawrence,  and  photographs  of 
officers  and  members  of  the  committee 
were  inserted  in  the  report  for  first  tinir 

It  was  resolved  to  obtain  from  the  Up 
per  Canada  Tract  Society  a  report  as  t- 
the  use  made  of  the  shipping  regist'i 
at  Toronto,  towards  which  the  associatim 
has  contributed  certain  amounts. 

The  executive  committee  having  ap 
proved  of  a  proposal  for  the  merger  «'■ 
the  Canadian  Lake  Protective  Associa 
tion  in  the  Dominion  .Murine  Associatim  , 
the  following  resolution  was  adopteil; 
Whereas  the  Canadian  Lake  Protective' 
Association  sprang  from,  and  its  mem- 
bers are  all  members  of,  the  Dominion 
Marine  Association,  and  whereas  all 
the.se  members  have  expressed  their  wil- 
lingness that  the  Canadian  Lake  Pro- 
tective Association  should  be  merged  in 
the  Dominion  Marine  Association  and 
conduct  its  proceedings  as  a  committee 
or  section  of  the  parent  organi/jition; 
and  whereas  it  appears  to  be  expedient 


the  Dominion  Marine  Association  hereby 
that  this  amalgamation  or  merger  Hhoubl 
take  place;  therefore,  be  it  resolved,  that 


A.    E.    Malhrws, 
ManaKtnK      Dircclor.      Mathews      Steamships      Co.. 
President,      Dominon     Marine     Association     and 
Canadian    Lake    Protective    Association. 


II.    \V.    Cowan. 
Directi>r    of    Operntion.    Canada    Steamship    t.inr« 
Ltd..    and    First    Vic-    Pr«-«id,-nt.    Ilominion    Ma- 
rine   Association    and   Canadian    I<ake    Protective 
Association. 

agrees  to  the  proposal  and  to  accept  the 
assets  and  liabilities  of  the  Canadian 
I>ake  Protective  Association  and  to  carry 


on  it*  work,  or  otherwise  act  in  the 
premises,  in  accordonce  with  the  terms 
of  a  resolution  adopted  by  the  Canadian 
Ijiki-  Protective  As«<jciation  in  the  an- 
minl   general   meeting  this  day. 

.1.  F.  .M.  Stewart,  Point  Anne  QuarrieB, 
Ltd.,  mtroduced  a  suggestion  for  en- 
largement of  the  association's  ncope  so 
ns  to  include  coasting  or  ocean  trade, 
and  after  discussion  and  the  reading  of 
II  letter  from  W.  K.  Burke  on  the  same 
subject,  the  matter  was  referred  to  the 
executive  committee. 

It  was  resolved  to  amend  the  consti- 
tution in  accordance  with  notice  given 
and  in  accordance  with  the  executive 
committee's  recommendation  so  as  to 
permit  the  election  of  an  executive  com- 
mittee of  12  or  more  members. 

Plans  of  improvements  proposed  at 
Kingston  to  provide  facilities  for  trans- 
shipping cargoes  arriving  through  the 
new  Welland  Ship  Canal  were  submitted 
from  the  Kingston  Board  of  Trade,  as 
approved  by  the  Public  Works  Depart- 
ment's District  Engineer,  the  engineer 
engaged  by  the  City  of  Kingston  and 
the  engineers  for  the  three  railway  com- 
panies, and  the  plans  were  referred  to 
the  executive  committee. 

It  was  resolved  that  the  executive  com- 
mittee be  asked  to  present  a  protest 
against  the  arbitrary  action  of  the  Can- 
adian Wheat  Board,  and  also  to  make 
enquiry  as  to  the  method  of  ice  breaking 
at  the  head  of  the  lakes,  with  special  re- 
ference to  lack  of  assistance  suffered  by 
certain  ships. 

T.  R.  Enderby,  Managing  Director, 
Montreal  Transportation  Co.,  suggested 
that  the  Dominion  Government's  atten- 
tion should  be  called  to  the  absolute  ne- 
cessity of  having  the  Port  Colbome,  Ont.. 
elevator  repaired  and  in  service  again  for 
the  opening  of  navigation  this  year.  He 
said  that  the  elevator  was  destroyed  on 
.\ug.  9,  1919,  and  ship  owners  have  been 
veo'  severely  handicapped  by  loading  and 
(lischarpinp  grain  there  through  the 
.Maple  Leaf  Milling  Co.'s  house  on  ac- 
count of  the  loading  and  discharging  fa- 
cilities not  being  as  efficient  as  the  gov- 
ernment house.  The  last  reports  receiv- 
ed on  the  repairs  to  the  elevator  did  not 
show  that  the  repairs  were  in  a  very  ad- 
vanced stage.  It  was  resolved  to  ask 
the  Dominion  Government  to  have  the 
elevator  ready  for  operation  by  the 
openin.g  of  navigation  in  the  spring. 

The  question  of  the  half  cent  charge 
for  trans-shipment  at  the  Maple  Leaf 
elevator  at  Port  Colbome,  Ont.,  pro- 
tested against  by  the  association,  was 
nfcrrcd   to  the  executive  committee. 

The  following  were  appointed  a  com- 
mittee on  aids  to  navigation:  W.  ^ 
Hassett,  J.  D.  Andrews,  .\.  E.  Mathews. 
W.  J.  McCormack,  H.  N.  McMaster,  W. 
II.  Smith,  .J  F.  Sowards  and  John  Waller 

The  following  were  elected  members  of 
I  lie  executive  committee  for  one  year: 
Nomination  for  the  executive  committee 
were  then  called  for  and  the  following 
were  received:  W.  J.  McCormack,  Algo- 
ma  Central  Steamship  Line;  H.  W. 
Cowan,  Canada  Steamship  Lines  Ltd.; 
W.  H.  Smith,  Ontario  Car  Ferry  Co.. 
retiring  members,  and  G.  J.  Madden,  Geo. 
Hall  Coal  Co..  of  Canada;  T.  R.  Enderby, 
Montreal  Transportation  Co.;  E.  W. 
Oliver,  Niagara.  St.  Catharines  and  "To- 
ronto Navigation  Co.;  J.  Wilkie,  Marine 
Superintendent,  Imperial  Oil  Ltd.;  E.  H. 
Beazley,  Union  Steamship  Co.  of  British 
Columbia. 


February,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WOULD 


93 


At  a  subsequent  meeting  of  the  execu- 
tive committee  the  following  officers  were 
elected:  President,  A.  E.  Mathews,  Man- 
againg  Director,  Mathews  Steamship  Co., 
Toronto;  First  Vice  President,  H.  W. 
Cowan,  Director  of  Operation,  Canada 
Steamship  Lines,  Montreal;  Second  Vice 
President,  A.  A.  Larocque,  President, 
Sincennes-McNaughton  Line,  Montreal. 
Canadian  Lake  Protective  A.sscciation. 
The  Canadian  Lake  Protective  Asso- 
ciation's annual  meeting  was  held  im- 
mediately after  the  Dominion  Marine 
Association's  meeting.  In  the  absence 
of  the  President,  W.  J.  McCormack,  A. 
E.  Mathews  occupied  the  chair. 

The  executive  committee  having  ap- 
proved of  a  proposal  for  the  merger  of 
the  association  in  the  Dominion  Marine 
Association,  it  w-as  resolved  that  whereas 
the  Canadian  Lake  Protective  Association 
sprang  from,  and  its  members  are  all 
members  of  the  Dominion  Marine  Asso- 
ciation, and  whereas  all  these  members 
have  expressed  their  willingness  that 
the  Canadian  Lake  Protective  Associa- 
tion should  be  merged  in  the  Dominion 
Marine  Association  and  conduct  its  pro- 
ceedings as  a  committee  or  section  of 
the  parent  organization;  and  whereas  it 
appears  to  be  expedient  that  this  amal- 
gamation or  merger  should  take  place; 
therefore  be  it  resolved  that  the  Cana- 
dian Lake  Protective  Association  be 
merged  in  the  Dominion  Marine  Asso- 
ciation, and  that  all  its  future  proceed- 
ings be  conducted  or  determined  in  such 
manner  as  may  be  decided  by  the  last 
named  association,  which  shall  here- 
after have  full  power  and  authority  ti' 
deal  in  the  matter  as  fully  and  effectively 
as  with  its  own  affairs;  and  that  the 
President  of  the  Dominion  Marine  Asso- 
ciation, who  is  ex-officio  Chairman  of  the 
Canadian  Lake  Protective  Association, 
and  the  Secretary-Treasurer  of  the  Can- 
adian Lake  Protective  Association  are 
authorized  to  transfer  to  the  Dominion 
Marine  Association,  Victory  Bonds  for 
$.3,000,  the  funds  in  bank,  and  all  other 
assets  belonging  to  the  Canadian  Lake 
Protective  Association  and  to  sign  all 
such  documents  as  may  be  necessary. 

The  following  were  elected  as  the  com- 
mittee for  1920:  A.  E.  Mathews,  Chair- 
man, Toronto;  W.  J.  Bassett,  Toronto; 
W.  E.  Burke,  Montreal;  H.  W.  Cowan, 
Montreal;  J.  D.  Andrews,  Montreal;  T. 
R.  Enderby,  Montreal;  W.  J.  McCormack, 
Sault  Ste.  Marie;  J.  Wilkie,  Toronto;  H. 
N.  McMaster,  Montreal;  W.  H.  Smith, 
Montreal;  John  Waller,  Montreal;  A.  A. 
Wright,  Toronto. 

Dominion  Marine  Association's  Annual 
Dinner. 
The  Dominion  Marine  Association's 
annual  dinner,  the  holding  of  which  was 
suspended  during  the  war,  was  held  at 
the  Windsor  Hotel,  Montreal,  in  the 
evening,  was  largely  attended  and  was 
most  enthusiastic  and  successful.  A.  E. 
Mathews,  President,  occupied  the  chair. 
The  principal  speaks  were  the  Minister 
of  Marine,  Hon.  C.  C.  Ballantyne,  and 
the  Minister  of  Railways  and  Canals, 
Hon.  J.  D.  Reid,  full  reports  of  whose 
speeches  appear  further  on  in  this  is- 
sue. A.  Johnston,  Deputy  Minister  of 
Marine,  and  W.  E.  Becker,  Cleveland, 
Ohio,  the  latter  representing  the  Lake 
Carriers'   Association,  also  spoke. 


Montreal  Shipping  Statistics  for 
1919. 


During  1919  there  arrived  at  Montreal 
702  trans-Atlantic  ships  representing  a 
tonnage  of  2,041,638,  compared  with  ()44 
ships  in  1918,  with  a  tonnage  of  1,910,- 
621.  In  1910  the  number  of  such  ships 
arriving  was  410,  and  in  1914,  when  war 
had  not  greatly  affected  the  situation, 
the  number  w-as  551. 

The  grand  total  of  sea  going  -ships 
which  arrived  in  1919  was  786,  with  a 
total  tonnage  of  2,179,280,  and  the  num- 
ber of  seamen  who  operated  them  was 
46,448.  The  great  bulk  of  this  shipping 
was  British,  there  being  501!  ships  with 
a  tonnage  of  1,646,532,  under  that  flag; 
while  the  next  in  importance  was  Unit- 
ed States  with  229  ships,  representing 
a  tonnage  of  384,555.  For  the  rest,  there 
were  French,  Italian,  Norwegian,  Greek, 
Dutch,  Danish,  Brazilian  and  Rumanian 
craft.     Of  this  total  756  were  of  iron  or 


644,  and  in  1919  to  702.  It  must  be  borne 
in  mind  that  certain  ships  which  belong 
to  the  St.  Lawrence  have  been  withheld 
by  the  British  Ministry  of  Shipping,  and 
there  were  also  some  delays  and  breaks 
in  the  port's  activities  owing  to  strikes 
on  the  other  side  of  the  Atlantic. 

The  Maritime  Provinces'  shipping 
shows  a  distinct  falling  off  since  the  war. 
The  year  1910  saw  336  vessels,  with  a 
tonnage  of  574,808,  and  that  standard 
was  adhered  to  fairly  well  up  to  1915; 
then  in  1916  the  figures  fell  to  129  ships, 
with  68  for  1917,  30  for  1918,  rising  to 
84  for  1919. 

In  the  figures  for  inland  transporta- 
tion there  is  a  similar  decline.  In  1910 
there  were  13,636  ships,  and  in  1915,  the 
number  fell  to  8,572  from  12,225  in 
1914.  The  number  in  1919  was  7,499; 
but,  the  total  tonnage  of  1914  was  4,- 
357,734,  compared  with  4,327,799  in  1910, 
which  indicates  that  though  fewer  ships 
are  plying  up  and  down  the  river  and 
l-ikps.  they  are  of  a   larger  tyjie. 


Demounlablt'  Wouiitn  Ship,  with  .\uxiliarj-  Power. 
The  above  shows  a  demountable  wcioden  sluu.  lU-^innul  by  Juliii  .\rbuthnot.  Victoria.  B.C..  with  the 
foIlowinK  approximate  dimensions,-  lenKth.  i.'.O  ft.  ;  bsam.  60  ft.  ;  depth.  25  ft.  :  built  up  of 
lumber,  with  sails  spread  from  4  masts  stepped  in  the  carBo.  Ships  of  this  type  will,  it  is 
announced,  be  operatinit  shortly  between  British  Columbia  ports  and  Great  Britain.  On  arrival 
at  a  British  port,  the  ships  will  be  demounted,  the  lumber  cut  to  marketable  dimensions,  and 
the'auxiliary  machinery  sold,  or  returned  to  Bi-itish  Columbia  for  further  similar  service.  Cana- 
dian Railway  and  Marine  World  published  a  considerable  number  of  interestinE  facts  concerninK 
this  type  of  ship  in  its  issues  of  July,  AuK.,  and  Sept..   191U. 

Steel,  with  a  tonnage  of  2,174,133,  and  30  -^Proposed  Development  of  Hamil- 


J.  W.  Troup,  Manager,  British  Co- 
lumbia Coast  Service,  C.P.R.,  is  in  Great 
Britain  regarding  the  possible  building 
of  a  steamship  or  steamships  for  the 
coast  service. 


were   of   wood,   repi-esenting   5,147   tons. 

Shipping  between  Montreal  and  the 
Lower  St.  Lawrence,  also  inland  ship- 
ping, showed  some  recovery,  but  far 
from  the  standard  of  pre-war  days.  In- 
land transportation  was  represented  by 
7,499  ships,  the  tonnage  of  which  was 
4,357,734,  an  increase  of  1,397  ships  and 
of  1,043,826  tonnage  over  1918.  The  war 
period  was  a  poor  one  for  inland  trans- 
portation owing  partly  to  the  fact  that 
it  was  more  expeditious  to  move  food- 
stuffs by  rail,  and  also  on  account  of  the 
fact  that  many  small  craft  were  diverted 
elsewhere  for  special  war  purposes. 

River  and  gulf  traffic  between  Mont- 
real and  the  Maritime  Provinces  also 
showed  a  decided  improvement,  the  num- 
ber of  ships  in  this  category  being  84, 
with  a  tonnage  of  137,642,  compared 
with  30  ships  and  22,861  tonnage  in  1918. 
In  this  case  again  the  war  had  caused 
great  inteiTuption  of  traffic. 

Statistics  for  the  past  decade  shows 
that  while  the  trans-Atlantic  traffic  has 
been  steadily  growing,  the  traffic  be- 
tween Montreal  and  the  Maritime  Pro- 
vinces and  the  Great  Lakes,  dropped  with 
the  outbreak  of  war  and  has  by  no  means 
recovered. 

In  1910  the  number  of  trans-Atlantic 
vessels  that  aiTived  in  port  was  411,  in 
1913  it  was  477,  and  in  1914,  551.  Then 
came  the  war,  and  the  figures  in  1915 
dropped  to  484.  In  1916  the  total  rose 
to   569,   in   1917   to   579,   and   in   1918   to 


ton  Harbor. 


J.  M.  Wilson,  District  Engineer,  Pub- 
lic Works  Department,  Central  Ontario 
District,  has  reported  to  the  Hamilton 
Harbor  Commission  on  a  proposed  de- 
velopment of  the  port  of  Hamilton,  Ont. 
The  city  has  a  population  of  110,000,  but 
is  growing  very  rapidly,  particularly  in 
its  industries.  The  proposed  harbor 
scheme  is  intended  to  take  care  of  the 
growth  of  the  city  for  a  number  of  years 
to  come,  but  has  certain  provisions  for 
early  construction.  The  proposition  re- 
sembles very  much  the  new  harbor  de- 
velopment at  Toronto,  and  shows  the  in- 
fluence of  the  Toronto  harbor  engineers 
who  acted  in  an  advisory  capacity.  _  It 
provides,  in  general,  for  ships  drawing 
30  ft.  of  water,  to  dock  in  slips  on  the 
present  shoi-e  line  and  along  wharves 
built  out  into  the  harbor;  the  reclama- 
tion of  considerable  of  the  inner  harbor 
area  by  dredging,  which  will  deepen  the 
central  harbor,  service  of  the  industrial 
lines  with  cheap  electric  transportation 
concentrated  on  a  marginal  way;  and  the 
creation  of  park  lands,  recreation  centers 
and  a  boulevard  drive  around  the  entire 
water  front.  The  completion  of  the  work 
would  leave  Hamilton  harbor  with  an 
area  of  4,380  acres  or  6.8  square  miles, 
having  a  general  depth  for  naviga- 
tion of  30  ft.,  compared  with  the  pres- 
ent  4,500    acres    having   a    depth    of    18 


CANADIAN  RAILWAY  AND  MAKINK  WOULD 


February,  1920. 


ft.  Th«Tf  w.mlH  hi-  nMni  1,'250  arrm 
•■f    piirk    an. I  pr.>|HTly.    I.IUH 

""■<-    <'f     li  fur     in.luntrinl 

r"T"'""'-  "■  nf  (IcH'kinir  nc- 

n\    r('<|tiir<'ci    for 
:*  about  $4,500.- 
'  i.l  .Hhoulil  Ik.'  np- 

|i.r!  I'll.  ,|  ;im..iiK-  tli<  I>i>iiiJiiion  (iovom- 
iiniit,  the  City  of  Ilninilton,  nnd  Ihi- 
llnniilton  llarlior  (.'onimi.inioii,  nfter  tho 
JMimo  Konoral  scheme  which  is  lu-ink'  fol- 
lowed in  Toronto. 

I  nit«'d   .^laU's  .Shipping  and   Ship- 
huildin);  Notvs. 

Actual  construction  is  reported  to 
have  been  sUrted.  in  38  U.S.  shipyards, 
on  l.''>2  steel  ships,  asrpretfatinjr  80.^,147 
jrross  tons,  contracted  for  by  private 
interests. 

Airordinj:  to  estimnti-s  completed  by 
r  S.  board  officials.  .Inn.  1."),  the  board's 
v.-ss.l.-i  earned  about  $100,000  each  in 
r.'r.i.  Twelve  hundred  .ship.s  were  oper- 
ated durin»r  the  year,  but  it  is  explained 
that  net  earnings  would  not  be  $120,000,- 
000.  as  overhead  and  other  charpes  must 
be  deducted  from  this  total. 

The  I'.S.  Bureau  of  Navigation  re- 
ports that  durinp  1919  private  U.S. 
.■shipyards  built  2,:J38  merchant  ships  of 
4,2i;!,891  jrross  tons,  which  have  been 
officially  numbered  for  U.S.  shipowners, 
and  are  now  in  trade,  or  about  to  en- 
jrajre  in  trade.  U.S.  shipbuilders  also 
built  2.=;  ships  of  44,2.")0  >rross  tons,  for 
foreifrn  owners,  mal<inp  a  total  output  of 
2..'i63  ships  of  4,2.58,141  pross  tons  for 
12  months. 

The  U.S.  Shipping  Board  announced 
an  advance  of  7.Sc  a  ton  in  coal  rates 
from  Hampton  Roads  and  Baltimore  to 
Boston  and  other  New  Enpland  ports, 
eff^ective  Jan.  10.  The  Division  of  Oper- 
ations explains  that  this  advance  is 
broupht  about  by  the  fact  that  ships  in 
this  sen-ice  have  been  operatinj;  at  a 
loss  and  that  75c  a  ton  will  simply  take 
care  of  increased  costs  of  operation. 

The  Atlantic  Coast  Shipbuilders'  Asso- 
ciation (U.S.A.),  reports  that  work  for 
private  accounts  is  replacing  that  which 
was  being  done  for  the  U.S.  Shipping 
Board  and  although  a  number  of  orders 
for  U.S.  industries  have  been  completed 
or  withdrawn  during  the  past  few  weeks, 
the  shipyards  today  are  building  over 
2.50,000  gross  tons  more  than  they  were 
a  month  ago  and  nearly  half  a  million 
tons  more  than  in  Oct.,  1919.  The  total 
under  construction,  exclusive  of  all   l'uv- 


ernmenl  work,  is  805,000  gross  tons,  the 
equivalent  of  more  than  1,200,000  d.w. 
tons  of  sea   going  vensels. 

Ilarlxtr  Improvements  at  Kin^rston, 
Onl. 

A  Kingston,  Ont.,  deputation  waited 
on  the  Dominion  Government  recently  in 
connection  with  proposed  improvements 
in  Kingston  harbor,  being  received  by 
Hon.  .1.  D.  Ueid.  Minister  of  Railways 
and  Canals;  lion.  Sir  Henry  Drayton, 
.Minister  of  Finance  and  M.I',  for  King- 
ston, and  Hon.  N.  W.  Rowell,  President 
of  the  Council.  The  plans  include  the 
dredging  of  the  approach  through  the 
outer  harbor  to  a  depth  of  2,'>  ft.,  and 
dredging  in  the  inner  harbor  to  a  depth 
of  '25  ft.,  and  dredging  in  the  inner  har- 
bor above  the  LaSalle  highway  to  the 
same  depth,  so  as  to  provide  a  first  class 
landlocked  basin,  sufficient  to  accommo- 
date a  large  number  of  great  lakes 
freight  steamships.  Dock  frontage  will 
be  provided,  with  a  modern  grain  ele- 
vator with  400,000  bush,  capacity  in  the 
operating  house,  and  2,400,000  bush,  ca- 
pacity in  the  adjoining  storage,  with  pro- 
vision for  ample  extension.  The  basin  is 
to  be  dredged  toward  the  elevator,  to 
provide  for  the  prompt  loading  of  river 
craft,  and  the  plans  also  show  a  com- 
plete layout  of  railway  tracks  and  yards 
to  afford  the  best  possible  facilities  for 
forwarding  cargoes  by  rail.  The  esti- 
mate of  cost  is  about  $2,500,000.  The 
plans  and  estimates  were  prepared  by  S. 
J.  Chapleau,  District  Engineer,  Public 
Works  Department,  who  had  been 
charged  specially  with  the  work,  for  the 
government.  The  deputation  asked  that 
the  work  be  commenced  at  once,  so  that 
the  harbor  will  be  in  a  position  to  pro- 
vide the  necessary  trans-shipment  facil- 
ities before  the  Welland  Ship  Canal  is 
completed.  The  representations  were 
favorably  received,  and  the  deputation 
was  practically  assured  that  the  work 
would  be  undertaken  and  completed  in 
time  to  receive  the  first  ship  through 
the  new  canal,  and  it  is  anticipated  that 
the  estimates  to  be  dealt  with  at  the 
forthcoming  parliamentary  session,  will 
include  an  amount  to  permit  commence- 
ment of  the  work. 

Trawler  Sales — The  Anderson  Co.  of 
Canada,  which  bought  the  trawlers  and 
drifters  built  in  Canada  for  the  British 
Government,  has  sold  T.R.  41  to  a  Euro- 
pean   purchaser,   and   she    is   being   fitted 


Non-UeKi.stered  Ve.s.sels  Hiiill  in  Canada  for  Other  Countries  in  1919. 


Full  date  as  to  the  extent  In  which 
Canadian  shipyards  contributed  to  the 
tonnage  of  other  countries  in  1929  are 
not  yet  available,  but  the  Marine  Depart- 
ment has  furnished  some  figures  show- 
ing the  operations  in  this  respect  for  the 
first  11  months  of  the  year.  There  were 
altogether  65  vessels,  representing  a 
total  net  tonnage  of  79,992,  which  were 
not  registered    in   Canada   and   were   ex- 


llrittah     Columbia 

OnUrio    

Qurbr« 

New    nniiuwlek    . 
Novii    S<rotl*    


j)ortc(l  to  other  countries.  Only  7  of 
these,  however,  were  steel  ships,  and 
about  half  of  the  totel  number  were 
wooden  ships  built  on  the  Pacific  Coast 
for  French  interests.  The  7  steel  ships 
were  divided  up  among  Ontario,  Quebec 
and  Nova  Scotia.  Following  are  the  of- 
ficial returns  for  the  11  months  ended 
Nov.  30,  1919: 


No. 

tall 
T. 

onnaKi- 

No. 
92 

"'» 
6 

7 

M 

Stram. 
Net 
tnnnnRp. 
39.28.1 

Stcfla 

No. 

2 
2 

S 

7 

nil  Stntm. 

Net 

tijnnasc. 

•- 

3.09K 
9.238 
12.436 

M.OOZ 

2.«68 

«...       S 

1.S67 

4.658 

14.423 
6S 

79.««2 

out  at  Halifax,  N.S.,  after  which  she 
will  croitH  the  Atlantic  and  In?  exhibiU-d 
at  various  Kuronean  ports,  prior  to  l>eing 
turned  over  Ui  her  new  owner,  ("apt.  <". 
K.  Hnrrj-,  Beaumont,  Tex.,  has  bought 
T.R.  57,  the  second  he  has  acquired,  the 
first  one  being  T.R.  .50,  which  he  renamed 
Colonel  Rockwell.  He  reports  that  this 
steamship  has  far  exceeded  his  expecta- 
tions. She  made  a  trip  of  about  3.000 
miles,  in  13  <lays,  without  any  trouble. 
He  is  using  her  as  a  cargo  ship  and  for 
towing  lumber  barges  between  Beau- 
mont and  Tampico,  and  on  one  voyage, 
while  loaded  with  300  tons  of  cargo,  she 
towed  2  lumber  barges  to  Mexico  at  an 
average  speed  of  7>-2  knots  for  the  trip. 
He  is  negotiating  for  the  purchase  of 
another  similar  ship. 

The  Toronto,  Hamilton  and  BulTalo 
.Navigation  Co.'s  car  ferr>',  .Maitland  No. 
1,  which  was  beached  at  Lowe's,  or  Pat- 
ton's  Point,  in  Lake  Erie,  about  4  miles 
west  of  Port  Maitland,  Dec.  23,  was  re- 
leased by  tugs,  Dec.  29,  and  proceeded 
to  Port  .Maitland,  after  which  she  took 
full  cargo  for  Ashtabula,  Ohio,  and  then 
proceeded  to  Buffalo,  N.Y.,  where  she 
was  drydocked  for  examination.  It  was 
found  that  20  plates  had  been  damaged, 
and  on  completion  of  these  repairs,  she 
was  berthed  at  Buffalo  for  the  remainder 
of  the  winter. 

The  Keystone  Transportation  Co.  of 
Canada,  Ltd..  has  acquired  the  Penn 
Coal  and  Transportetion  Co.  Ltd.,  and 
has  obteined  supplementary  letters  pa- 
tented, changing  the  name  of  the  latter 
company  to  that  of  the  former  company; 
and  it  has  also  been  granted  supplement- 
ary letters  patented,  changing  the  name 
of  the  Keystone  Transportation  Co.  of 
'Canada,  Ltd.,  to  Laurentian  Transporte- 
tion Co.  Ltd.  The  company  is  controlled 
by  interests  associated  with  the  Mont- 
real Light.  Heat  and  Power  Co. 


VESSEL  FOR  SALE. 


TENDERS  addrrsstfd  to  the  undersigned  at  Ot- 
tawa, and  endorsed  on  the  envelope  'Tender  for 
steamer  Champlain."  will  be  received  up  to  noon 
of   the 

Ninth   Dajr   of   Februarr.    1*20 
for    the    purchase    of    the    steamer    "Champlain." 
now    at    Murray    Bay.    P.Q..    where    it    may    be    in- 
spected  by   intending  tenderers. 

The  leading;  dimensions  of  the  vessel  are  as 
follows    ■ 

I.en»rth.   120'  0". 
Br».«dth.  .10'  8". 
Depth.    17'   6". 
Gross  tonnaRe,  522. 
Net  tonnaRe,  235. 

Boiler,  built  in   1904  by  Klemine  A   Fenrason. 
Scotch  Marine.  16'  x   11'.      Pressure.  120  lbs. 
KnKine.    compound    surface    condensinR.    direct 
actinR.    2   cylinders,    22'.j-.    46".    stroke    24". 
The   vessel   will   be  sold  as   it    now   sUnib.   with- 
out any   warranty   as    to  condition   of   hull,    boiler, 
machinery,    niuipmcnt    or   appurtenances,    and    the 
successful    tenderer   must   auree  to   take   immedinte 
deliver)-   of   the   vessel. 

Each  tender  must  be  accompante.1  by  an  ac- 
ceptA'd  cheijue  on  a  chartereil  Canadian  bank.  e«iual 
to  Ave  Per  cent,  (S"";)  of  the  whole  amount  of  the 
offer,  which  cheque  will  be  forfeitol  if  the  suc- 
cessful tenderer  declines  to  complete  the  purchase 
of  the  steamer  at  his  tender  price.  Chc^iues  ac- 
companyinR  unsucce*sful  tenders  will  be  returned. 
The  hlRhest  or  any  offer  not  necessarily  ac- 
c,-pted. 

Newspapers  copyinR  this  advertisement  with- 
out authority  from  the  Department  will  not  be 
paid   for  same. 

ALEXANDER  JOHNSTON. 
Deputy    Minister   of    Marine. 
Department   of    Marine. 
Ottawa.  January  23.    1920. 


February,  1920. 

Shipbuilders  Petition  Dominion  Government  for  Bonusses. 


95 


A  delegation  waited  on  Sii-  Geo.  E. 
Foster,  Minister  of  Trade  and  Commerce, 
and  acting  Premier,Hon.C.C.Ballantyne, 
Minister  of  Marine,  and  other  members 
of  the  Dominion  Government  at  Ottawa, 
Jan.  7,  to  present  a  petition  aslcing  for 
bonusses  in  aid  of  shipbuilding:,  the 
companies  named  beinj;  represented  as 
follows;  British  American  Shipbuilding 
Co.  Ltd.,  Welland,  Ont.:  H.  M.  Belfour 
and  ....  Davison;  Canadian  Allis-Chalm- 
ers  Ltd.,  Bridgeburg,  Ont.,  E.  Jenking; 
Canadian  Vickers,  Ltd.,  Montreal,  A.  R. 
Gillham  and  P.  L.  Miller;  Collingwood 
Shipbuilding  Co  Ltd.,  Collingwood,  Ont., 
H.  B.  Smith  and  J.  S.  Leitch;  Davie 
Shipbuilding  and  Repairing  Co.  Ltd., 
Lauzon,  Que.,  Sir  David  Watson;  Hali- 
fax Shipvards  Ltd.,  Halifax,  N.S.,  M.  J. 
Haney,  J.  F.  M.  Stewart  and  R.  M. 
Wolvin;  Midland  Shipbuilding  Co.,  Mid- 
land, Ont.,  J.  Wilkinson;  Port  Arthur 
Shipbuilding  Co.,  Port  Arthur,  Ont.,  P. 
E.  Chace  and  J.  Whalen;  Three  Rivers 
Shipyards,  Ltd.,  Three  Rivers,  Que.,  H. 
L.  CliflFord;  Tidewater  Shipbuilders,  Ltd., 
Three  Rivers,  Que.,  A.  A.  Wright. 

The  petition  was  addressed  to  the  act- 
ing Premier,  the  Right  Hon.  Sir  (Jeorge 
K.  Foster,  as  follows: — On  behalf  of  the 
following  shipbuilders  viz.:  Halifax 
Shipyards  Ltd.,  Halifax  and  Dartmouth, 
N.S.;  Nova  Scotia  Steel  and  Coal  Co., 
New  Glasgow,  N.S.;  Thi-ee  Rivers  Ship- 
yards Ltd.,  Three  Rivers,  Que.;  Davie 
Shipbuilding  &  Repairing  Co.,  Lanson, 
Que.;  Tidewater  Shipbuilders  Ltd.,  Three 
Rivers,  Que.;  Canadian  Vickers  Ltd., 
Montreal;  Dominion  Shipbuilding  Co., 
Toronto;  British- American  Shipbuilding 
Co.,  Welland,  Ont.;  Canadian  Allis- 
Chalmers  Ltd.,  Bridgeburg,  Ont.;  Mid- 
land Shipbuilding  Co.,  Midland,  Ont.; 
Collingwood  Shipbuilding  Co.,  Colling- 
wood and  Kingston,  Ont.;  Port  Arthur 
Shipbuilding  Co.,  Port  Arthur,  Ont.; 
Yarrows  Limited,  Victoria,  B.C.;  Prince 
Rupert  Dry  Dock  and  Shipbuilding  Co., 
Prince  Rupert,  B.C.;  Victoria  Machinery 
Depot  Ltd.,  Victoria,  B.C.;  Wallace 
Shipyards  Ltd.,  North  Vancouver,  B.C.; 
J.  Coughlan  &  Sons,  Vancouver,  B.C., 
we  respectfully  submit  the  following  pe- 
tition:— 

Prior  to  the  outbreak  of  war  steel  ves- 
sels were  built  in  Canada  in  only  a  few 
shipyards,  which  produced  intermittent- 
ly a  small  tonnage  of  lake  cargo  and 
passenger  vessels,  scows,  dredges,  buoy 
steamers,  etc.  Subsequent,  however,  to 
the  outbreak  of  war,  all  the  existing 
companies,  and  a  number  of  new  ones, 
have  energetically  gone  in  for  steel 
shipbuilding,  and  many  extensive  ship- 
yard organizations  have  been  built  up. 
The  capital  actually  invested  at  present 
is  approximately  $47,000,000,  exclusive 
of  working  capital,  and  the  industry  fur- 
nishes employment  to  approximately  23,- 
.500  men  in  the  shipyards  (not  less  than 
25%  of  these  men  having  served  over- 
seas) and  almost  another  2:5, .500  men 
engaged  in  the  construction  of  ship 
plates,  shapes,  machinery  furnishings 
and  equipment.  Adopting  the  usual 
standard  of  dependents  for  each  work- 
man, over  200,000  persons  are  subsist- 
ing on  this  industry  at  present.  An  im- 
portant feature  to  be  noted  is  that  the 
expenditure  for  labor  and  material  in 
ship  construction  is  almost  entirely  made 
within  the  country,  whereas  the  product 
is  chiefly  for  export,  the  result  being 
additional  wealth  for  the  country. 

Owing  to  the   great  demand  for   ton- 


nage in  191G,  the  British  Government, 
through  the  Imperial  Munitions  Board, 
induced  the  existing  steel  shipbuilding 
yards  in  Canada  to  construct  steel  ships 
were  built,  not  only  in  the  yards  on  the 
lakes,  but  also  at  Vancouver,  Montreal 
and  elsewhere.  In  the  latter  yards  cargo 
vessels  were  constructed  as  large  as  8,- 
SOO  d.w.  tons.  When  the  present  Do- 
minion government  came  into  power  in 
iyi7,  it  very  wisely  decided  that  Canada 
required  a  merchant  marine  of  her  own, 
and  from  that  date  up  to  now  that  work 
has  kept  the  existing  steel  yards  in  Can- 
ada fully  occupied.  From  the  above 
some  idea  of  the  magnitude  of  the  in- 
dustry can  be  formed,  and  the  import- 
ance to  the  country  of  continuing  its 
operation  is  manifest. 

The  Minister  of  Marine  has  publicly 
refen-ed  from  time  to  time  with  pride 
to  the  results  accomplished,  and  the  ship- 
builders feel  confident  that  the  govern- 
ment will  assist  them  in  maintaining 
their  operations.  Following  the  suspen- 
sion of  hostilities,  the  Canadian  Govern- 
ment shipbuilding  programme  provided 
the  necessary  work  to  keep  the  yards  oc- 
cupied to  full  capacity,  and,  what  was 
more  important,  Canada  has  been  able 
to  greatly  expand  her  export  business, 
and  to  supply  ships  that  will  be  needed 
to  co-operate  with  the  Canadian  National 
Railways;  thereby  greatly  improving  the 
government's  transportation  system.  It 
must  be  gratifying  to  the  government 
to  know  how  enthusiastically  its  ship- 
building programme  has  been  received 
throughout  the  country,  and  that  when 
its  fleet  of  ships  is  completed  it  will 
have  placed  Canada  in  the  position  of 
trading  successfully  with  other  coun- 
tries. 

The  Minister  of  Marine,  made  the 
statement  in  parliament  in  May,  1919, 
that  the  govemment  was  nearing  the 
end  of  its  shipbuilding  programme  and 
cleai-ly  indicated  that  if  the  shipyards 
in  Canada  hoped  to  continue  they  would 
have  to  look  for  business  elsewhere. 
When  introducing  the  government's 
ship  building  programme  in  Mar.,  1918, 
the  Minister  of  Marine  made  the  state- 
ment that  the  government's  policy  was 
to  encourage  shipbuilding  as  a  perman- 
ent industry,  which  policy  was  confirm- 
ed subsequently  by  the  encouragement 
given  to  the  erection  of  a  large  plate  mill 
at  Sydney,  N.S. 

The  workmen  employed  in  our  Cana- 
dian shipyards  have  demonstrated  their 
efficiency  and  ability  to  build  ships  in 
a  sound  and  workmanlike  manner,  and 
equal  in  all  respects  to  those  constructed 
in  any  other  country,  and  in  fairness  to 
the  workmen  and  their  dependents,  and 
having  regard  to  the  large  capital  in- 
vested, we  submit  that  the  present  time 
is  most  opportune  for  co-operation  be- 
tween the  government  and  the  shipyards 
to  the  end  that  this  great  industry  be 
firmly  established.  A  reasonable  bounty 
would  enable  Canadian  shipbuilders  to 
compete  in  the  markets  of  the  world  for 
business,  and  permit  them  to  operate  to 
their  fullest  capacity,  resulting  in  the 
ultimate  reduction  of  costs  and  the  plac- 
ing of  the  industry  on  a  permanent  basis. 
In  addition  to  the  world  wide  financial 
difficulties,  the  shipbuilders  are  also 
faced  with  the  abnormal  conditions  of 
exchange,  which  at  present  militate  so 
greatly  in  favor  of  Great  Britain.  Our 
shipbuilding  industry  commenced  a  few 
years  ago,  with  wide  diflference  in  wages 


and  efficiency  as  compared  with  the  Bri- 
tish shipbuilder,  skilled  in  his  trade  from 
the  days  of  his  apprenticeship.  The  ex- 
perience received  on  the  vessels  we  have 
built  has  gradually  increased  the  effi- 
ciency of  Canadian  workmen,  and  if  this 
industry  can  go  on  continuously  for  a 
term  of  years,  the  excess  labor  cost  in 
Canada  will  disappear,  and  Canada  will 
have  a  national  asset  represented  not 
so  much  by  $50,000,000  of  operating 
shipyards,  as  by  an  army  of  skilled  ship- 
builders. Skilled  labor  is  a  nation's 
greatest  asset. 

The  applicants  therefore  ask  as  an  es- 
sential to  the  life  of  their  industry,  that 
the  Dominion  Government  grant  for  a 
term  of  10  years  a  bonus  of  $10  per  load 
displacement  ton,  and  $10  per  indicated 
horse  power  on  steel  ships  built  in  Can- 
ada and  completed  after  April,  1920. 
Without  the  assistance  asked  for,  the 
existing  plants  cannot  be  continuously 
employed,  and  the  breaking  up  of  the 
organizations  will  necessarily  follow, 
thereby  throwing  large  numbers  of  men 
out  of  employment,  and  undoing  much 
of  the  good  which  the  government  has 
achieved  by  the  encouragement  given  to 
the  shipbuilding  industry,  and  in  the 
employment  of  returned  soldiers  and  men 
previously  at  work  on  munitions.  We 
are  convinced  of  the  great  merit  of  our 
request  and  respectfully  ask  your  earn- 
est and  favorable  consideration  and 
prompt  action  in  the  matter. 

Signed  on  behalf  of  the  companies 
above  named  by  J.  F.  M.  Stewart,  To- 
ronto and  W.  L.  Murray,  Secretary. 

Subsequently  P.  L.  Miller,  H.  B.  Smith, 
J.  F.  M.  Stewart  and  R.  M.  Wolvin,  were 
appointed  a  committee  to  go  into  details 
with  the  government. 

A  number  of  boards  of  trade  and  other 
bodies  were  advised  that  the  shipbuilders 
intended  asking  the  government  for  sub- 
stantial co-operation,  and  resolutions 
urging  the  same  from  the  following  or- 
ganizations were  attached  to  the  peti- 
tion:— 

Halifax,  Kingston,  Montreal,  New 
Glasgow,  Port  Arthur,  Stellarton,  Three 
Rivers,  Sydney,  Toronto  and  Welland 
boards  of  trade;  Collingwood  Chamber  of 
Commerce;  Halifax,  Kingston,  Port  Ar- 
thur, and  Sydney  City  Councils;  and 
Bertie   Tsp.   Council. 

The  Montreal  Board  of  Trade  at  a 
recent  meeting  passed  a  resolution;  as 
stated  above,  urging  the  government  to 
seriously  consider  measures  toward  en- 
suring the  continuance  of  the  steel  ship- 
building industry  in  Canada,  Sir  George 
Foster,  and  Hon.  C.  C.  Ballantyne, 
acknowledged  its  resolution  and  gave  as- 
surance of  their  appreciation  of  its 
terms,  which  would  receive  the  govern- 
ment's most  careful  consideration.  Mr. 
Ballantyne  referred  to  the  matter  at  the 
Dominion  Marine  Association's  dinner  in 
Montreal,  Jan.  9,  and  a  full  report  of  his 
remarks  appears  on  another  page. 

Steamship  Glencadam — Canadian  Rail- 
way and  Marine  World  for  Dec,  1919, 
contained  an  item  announcing  that  the 
Great  Lakes  Transportation  Co.,  Mid- 
land, Ont.,  had  bought  the  s.s.  F.  P.  Jones 
from  U.S.  owners,  and  had  transferred 
her  to  the  Canadian  register  under  the 
name  of  Glencadam.  We  were  later  ad- 
vised that  the  name  was  Glencaden,  and 
made  this  announcement  in  the  January 
issue.  The  correct  name  is,  as  first 
mentioned,  Glencadam. 


96 


February,  1920. 


The  Minister  of  Marine,  and  the  Minister  of  Railways  and  Canals,  on  the  Do- 
minion (iovernment's  Shipbuilding^  I'roKranime,  the  Canals,  Ktc. 


Tlu-  Mini.sUr  of  Maiiiu-.  Hen.  I'.  C. 
itallnntyni',  and  thf  Miniiitvr  uf  IlailwuyB 
nnil  CannU,  lion.  .1.  I).  Ri-id,  were  the 
|>rinii|wl  kuckLh  nt  II  ilinntT  trivt-n  by  the 
Dominion  Murine  .V.s.xociation  at  the 
Windsor  lloU'l,  Montreal,  on  the  cveninir 
after  the  n.t.scM-iution'.H  annual  mcctinK, 
on  Jan.  '-•. 

Mr.  Ballantynr,  in  replyinp  to  the 
toa.^t  of  hi.s  health,  explained  what  had 
In-en  done  hy  the  >:overnment  in  its  ship- 
huildin>r  projrramnie,  this  beinK  for  the 
benefit  of  the  visitors  from  the  I'nited 
States,  thoui;h  he  admitted  this  pro- 
(rmmnie  had  not  been  on  anythinc  like 
the  scale  of  the  United  States  fc;mer- 
jrency  Shipbuildini;  Corporation.  He 
.said: — "It  may  interest  you  to  know  that 
we  have  60  steel  ships  under  construc- 
tion. When  they  are  finished,  not  later, 
I  hope  than  this  time  ne.xt  year,  we  will 
have  a  net  tonnace  of  360,000  tons. 
Twenty-three  of  these  vessels  are  in  ser- 
vice. Their  tonnage  ranpes  from  the 
lake  size  vessels  of  ^,'hO  d.w.  tons  to  as 
much  as  10,.500  tons,  the  latter  ships 
are  being'  built  by  the  Halifax  Shipyards 
Ltd.,  so  you   will   see   we   have  a   pretty 


marine  rest.s  entirely  on  the  shoulders 
of  D.  H.  Hanna  and  his  board  of  direct- 
ors. What  routes  they  shall  be  used  on, 
what  freik'ht  they  will  carry,  what  the 
rates  of  freight  will  be,  is  not  a  matter 
for  the  Dominion  Government  to  deal 
with. 

"We  have  shipbuilding  yards  from 
Halifax  to  Prince  Rupert.  Canada's 
ship  building  programme  is  younjr.  A 
(Treat  deal  of  credit  is  due  to  Canadian 
ship  builders  for  having;  risen  to  the 
occasion  when  the  government  asked 
them  to  undertake  steel  ship  buildintr, 
for  the  first  time,  in  that  they  have 
done  as  well  as  they  have.  I  am 
not  statiPK  anythinu  beyond  absolute 
facts  when  I  say  that  the  steel  ships 
that  have  been  built  in  our  yards 
throughout  Canada  are  equal  in  desiK". 
workmanship  and  efficiency  to  similar 
ships  built  in  England,  Ireland  or  Scot- 
land. It  is  astonishint;  to  find  that  the 
capital  invested  at  present  in  the  ship 
yards  amounts  to  the  very  large  sum  of 
$47,000,000.  The  number  of  men  em- 
ployed in  ship  yards  only  is  23,500.  Not 
less  than  2.S',(   of  those  men  have  served 


handsome  one  indeed,  and  that  reflects 
a_  great  deal  of  credit  on  the  C^anadian 
Government  Merchant  Marine  manage- 
ment. 

"Our  Canadian  shipbuildem  have 
demonstrated  that  they  can  build  freight 
ships.  I  am  happy  to  tell  you  that  on 
the  representations  that  have  been  made 
to  Dr.  Reid  by  Mr.  Hanna  for  pas.nengcr 
ships  of  a  one-class  type,  that  is,  a  pas- 
senger ship  of  15,000  gross  tons,  with 
speed  of  IK  knots  and  carrying  both  pas- 
sengers and  freight,  the  government  has 
under  consideration  the  building  of  such 
a  type  of  steel  ship.  The  government 
has  no  intention  of  ordering  one  outside 
of  Canada,  but  it  is  the  government's 
intention  to  have  these  passenger  ships 
built  in  this  country  by  our  Canadian 
workmen  and  to  use  Canadian  materials. 

"If  ever  the  time  comes — and  I  do  not 
know  what  the  government's  naval  policy 
will  be,  as  this  is  a  matter  that  has  not 
yet  been  discussed  by  the  government — 
that  Canada  finds  it  necessary  to  build 
ships  of  war  in  this  country,  I  am  sat- 
isfied that  Canadian  shipbuilders  will  be 
able  to  build  any  war  craft  that  may  be 


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bnill  hj  Tidriratrr  Shipbuilden  Ltd.,  Three  Ri' 


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good  nucleus  now,  and  by  this  time  next 
year,  with  our  60  ships,  we  hope  to 
>n"ently  expand  Canada's  export  busi- 
ness. The  country  at  present,  due  to 
the  war  and  the  other  expenditures  that 
were  necessary,  is  of  course  rather  handi- 
capped. With  a  young  and  growing 
countrj-  like  this,  and  more  particularly 
if  Canada  will  expand  her  export  trade, 
everything  will  come  out  all  right,  and 
I  hope  that  Canadian  manufacturers  of 
Canada  will  take  full  advantage  of  the 
Government  Merchant  Marine  and  go 
actively   after   foreign   business. 

"\Vhile  these  ships  are  built  by  the 
Dominion  Government,  and  own  by  the 
government,  they  are  not  operated  or 
managed  by  the  government.  The  Can- 
adian Government  Merchant  Marine, 
which  is  a  subsidiary  cmiipany  to  the 
('anadian  National  Railways,  while  it  is 
owned  by  the  government,  is  the  com- 
pany that  operates  and  manages  the 
Canadian  Government  Merchant  Marine. 
D.  H.  Hanna  and  his  board  of  directors 
have  an  absolutely  free  hand  in  the 
management  of  the  government  ships. 
A»  Minister  of  Marine  I  never  assume 
to  dictate  to  them  in  any  way  at  all, 
neither  does  any  other  member  of  the 
government.  The  responsibility  for  the 
success    of    the    government's    merchant 


overseas.  Then  in  addition  to  that  there 
are  25,000  men  engaged  in  the  construc- 
tion of  ship  plates,  ship  machinery,  fur- 
nishing, and  so  forth.  Adopting  the 
usual  standard,  there  are  at  least  200,- 
000  men  who  are  subsisting  at  this  time 
on  these  industries.  Another  important 
feature  is  that  the  material  that  enters 
into  the  construction  of  these  ships  is 
very  largely  produced  in  our  own  coun- 
try and  by  Canadian  workmen. 

"Another  very  gratifying  fact  to  the 
government  is  that  notwithstanding 
when  the  war  was  on,  Canada  was  able 
to  produce  steel  ships  at  as  low  cost  as 
any  other  nation  was  doing,  and  in  a 
great  many  cases  even  less.  Our  ships 
contracted  for  <Iuring  the  war  have  all 
cost  considerably  less  than  $200  a  d.w. 
ton,  and  as  soon  as  the  armistice  was 
signed  the  government  was  able  to  close 
contracts  at  $25.00  a  ton  less  than  dur- 
ing the  war.  I  think  this  speaks  very 
well  indeed  for  the  efficiency  and  energy 
of  our  Canadian  shipyards  and  the  men 
who  are  engaged  in  them.  Then  in  ad- 
dition to  that,  and  what  is  a  great  deal 
more  important  to  the  government,  one 
of  Mr.  Ilanna's  officials  has  been  good 
enough  to  give  me  figures  as  to  the  ships 
that  are  in  operation,  showing  that  their 
net  profit  of  these  ships  has  been  a  very 


ian    liorrrnmrnt    Mrrrhanl    M.irinc    Ltd.. 

reciiiired   hy   this  country. 

"The  shipbuilders  waited  upon  the  gov- 
ernment this  week  at  Ottawa,  asking  in 
their  modest  way  for  a  certain  amount 
of  protection  of  the  shipbuilding  indus- 
try'- The  matter  will  receive  the  con- 
sideration that  it  deserves  at  the  hands 
of  the  government.  I  do  not  know  what 
action  the  government  may  take,  but  I 
want  to  assure  the  shipbuilders  here  to- 
night that  their  representations  will  re- 
ceive the  most  careful  consideration  of 
the  government,  and  I  hope  before  par- 
liament meets  that  they  will  know  whe- 
ther or  not  tliey  are  going  to  get  aid 
from  the  government.  Their  requests 
appear  reasonable  in  view  of  the  fact 
that  there  is  no  protection  of  any  kind 
whatsoever  on  ships  coming  into  Can- 
ada. Other  industries  in  this  country 
have  received  a  certain  amount  of  pro- 
tection for  a  great  many  years,  and  in 
that  way  the  country  has  In-en  able  to 
build  up  very  large  industries  from  one 
end  of  Canada  to  the  other.  If  the  gov- 
ernment is  able  to  see  its  way  clear  to 
assist  shipbuilders  in  any  way,  I  look 
forward  to  a  very  great  expansion  of 
the  shipbuilding  industry  in  Canada.  I 
believe  that  a  large  number  of  the  big- 
gest shipbuilders  in  England  will  likely 
come  to  C-anada  to  erect   plants.     I   had 


February,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


97 


interviews   with    many   of   them   when    I 
was  in  England  in  1918. 

"You  are  aware  that,  as  a  result  of 
our  shipbuildinfT  programme,  the  Domin- 
ion Steel  Corporation  was  given  a  veiy 
large  contract  for  ship  plates.  We  want 
business,  and  as  it  is  necessary  to  be 
as  self-contained  as  possible,  the  gov- 
ernment thought  it  well  to  enter  into 
the  large  contract  it  did  with  the  Domin- 
ion Steel  Corporation.  That  corporation 
has  erected  a  large  mill  at  Sydney,  N.S., 
at  a  cost  of  $5,000,000.  It  is  a  very  mod- 
em mill,  and  it  hopes  to  turn  out  ship 
plates  at  the  end  of  February." 

The  Minister  of  Railways  and  Canal.s' 
Speech. 

Hon.  J.  D.  Reid  said: — "I  can  remem- 
ber well  the  ships  that  passed  through 
Welland  and  St.  Lawrence  Canals  in 
the  earlier  days.  They  were  probably 
of  about  1,000  or  1,200  tons.  They  ran 
between  Port  Arthur  and  Montreal,  and 
between  Chicago  and  Montreal.  We 
used  to  think  they  were  great  vessels. 
However,  a  short  time  afterwards  pub- 
lic opinion,  and  the  marine  men  them- 
selves, decided  that  ships  of  that  type 
were  useless,  that  they  would  have  to 
build  larger  ones  and  on  the  advice  of 
the  marine  men  submitting  the  class  of 
ship  that  was  required — the  large  ships 
that    were    required    to    travel    between 


bringing  your  seven,  or  eight,  or  ten 
thousand  ton  ships  to  Kingston,  but,  not 
only  that,  the  scheme  between  Prescott 
and  Montreal  would  be  under  way  with 
a  view  of  canalizing  the  St.  Lawrence 
River. 

"When  the  government  decided  that  it 
was  going  to  enlarge  your  canals,  it  was 
realized  that  to  make  a  good,  perfect, 
complete  highway  for  the  vessels  there 
must  be  terminal  facilities  of  a  good 
character.  The  government  of  the  day 
looked  around  for  a  man  to  get  the 
proper  facilities  for  the  port  of  Mont- 
real, and  I  want  to  say  here  (and  I 
am  saying  it  as  sincerely  as  any  man 
can),  that  if  you  had  not  got  a  man  with 
the  backbone  and  public  spirit  of  Mr. 
Ballantyne,  you  would  not  have  the  ter- 
minal facilities  in  Montreal  that  you 
have.  The  very  fact  of  Monti'eal  get- 
ting such  splendid  terminal  facilities, 
which  were  necessary  for  the  men  that 
are  operating  vessels,  Halifax  and  St. 
John  demanded  the  .same,  and  the  gov- 
ernment was  compelled  to  do  for  them 
what  they  did  for  Montreal,  and  there- 
fore we  have,  not  only  at  Montreal, 
but  at  Halifax  and  St.  John,  practically 
as  good  terminal  facilities  as  any  ports 
on  the  Atlantic.  Up  at  the  head  of  the 
Great  Lakes  the  same  thing  had  to  be 
done   because   it  was  necessaiy. 

"We  had  in  Canada,  prior  to  the  war. 


with  them  the  marine,  that  is,  they  must 
have  vessels  inland  carrying  traffic  to 
and  from  the  railways,  and  they  must 
have  vessels  at  Atlantic  and  Pacific  ports 
carrying  traffic  to  and  from  our  country. 
You  all  know  that  the  government  is 
now  a  large  owner  of  railway  systems 
in  Canada.  When  I  first  entered  parlia- 
ment there  were  10,000  miles  of  railway 
in  Canada.  Today  we  have  at  least  40,- 
000  miles,  and  of  that  16,000  miles  are 
controlled  and  operated  by  the  Domin- 
ion Government,  and  within  a  very  short 
time  we  expect  to  take  over  the  Grand 
Trunk,  when  we  will  have  22,000  miles, 
so  that  we  have  a  great  railway  sys- 
tem in  Canada. 

"With  that  then,  there  is  of  course, 
the  Canadian  Pacific,  the  two  great  sys- 
tems that  practically  own  all  of  the  rail- 
ways in  Canada,  and  let  me  say  that 
while  we  have  two  systems,  it  is  the 
governments  duty  to  see  that  no  injus- 
tice or  unfair  advantage  is  taken  of  our 
gieat  C.P.R.  because  we  happen  to  own 
the  other  half  of  the  railways.  In  other 
words,  the  management  of  the  Canadian 
National  Rys.  under  instructions  from 
the  government,  communicated  through 
me  is  operating  the  government  lines  as 
a  private  railway,  and  it  must  go  out 
in  the  open  market  and  compete  with 
the  C.P.R.  on  fair  and  just  and  equal 
privileges,  and   in   that   way    it   must  be 


Steel   cargo   steamship,   Canadian    Planter;   appro: 


Port  Arthur  and  Montreal,  and  do  work 
on  the  Great  Lakes — plans  were  made  by 
the  government  to  provide  a  water-way 
between  Port  Arthur  and  Montreal,  and 
it  was  decided  to  enlarge  the  Welland 
Canal. 

"It  is  historical — it  is  in  the  records 
of  the  Honuse  of  Commons  and  in  the 
department  over  which  I  preside — that 
the  Chief  Engineer  of  the  department 
at  that  time,  Mr.  Page,  who  was  a  very 
able  man,  decided  that  in  enlarging  the 
Welland  Canal,  it  would  be  50  years 
before  it  would  be  found  necessary  to 
enlarge  it  again.  Now,  let  me  tell  you 
this,  because  perhaps  it  is  a  secret  that 
has  been  kept,  but  is  not  any  longer 
necessary  to  keep.  When  the  govern- 
ment decided  to  proceed  with  the  en- 
largement of  the  Welland  Canal,  we 
never  let  it  be  known,  at  least,  we  could 
not  emphasize  the  fact,  we  took  the 
ground  that  it  was  intended  to  bring  the 
ships  from  Port  Arthur  to  Kingston,  but 
we  always  had  in  mind  that  as  soon  as 
we  got  them  to  Kingston  we  could  then 
start  and  enlarge  the  St.  Lawrence  so 
that  we  could  take  them  through  to 
Montreal.  If  it  had  not  been  for  the 
five   long  years   of  war,   you   would  be 


in  1913,  1,200,000  registered  tonnage.  I 
knovvf  that  a  good  many  Canadian  reg- 
istered vessels  were  lost  during  the  war, 
many  more  probably  than  is  generally 
realized,  and,  on  this  account,  the  latest 
figures  might  have  been  expected  to 
show  a  decrease.  But  I  was  agreeably 
surprised  to  see  by  the  Marine  Depart- 
ment's report  that  instead  of  1,200,000 
tons,  we  have  increased  our  tonnage  to 
1,475,000  or  250,000  tons  more  than  we 
ever  had.  When  we  come  to  the  end 
of  the  present  year  we  will  probably 
have  made  that  nearly  2,000,000,  and  it 
is  gratifying  to  know  that  today  we 
stand  eighth  among  the  largest  ship 
owning  countries  of  the  world,  and  at 
the  end  of  this  year  it  is  believed  that 
we  will  be  fifth   in  that  class. 

"It  is  very  gratifying  to  me  to  know 
that  in  our  inland  waters,  years  ago 
when  I  first  entered  parliament,  about 
1,200  tons  was  the  largest  vessel  that 
we  had  in  Canada,  and  today  we  have 
on  the  upper  lakes  vessels  of  12,000  ton- 
nage, and  we  are  able  to  use  them  at  a 
profit. 

"Railways,  of  course,  must  work  with 
the  marine.  The  railways  could  not 
operate    successfully    unless     they     had 


made  a  success.  I  want  to  be  in  a  posi- 
tion, if  I  can,  before  I  pass  away  from 
this  life,  to  be  able  to  say  that  I  can 
get  on  the  government  railway  system, 
to  go  to  Vancouver  and  get  on  a  Cana- 
dian owned,  built  and  controlled  steam- 
ship, built  in  Canada  of  Canadian  pro- 
ducts, by  Canadian  workmen,  and  travel 
right  around  the  world  on  Canadian  pro- 
perty. 

"Mr.  Ballantyne  has  also  referred  to 
our  great  industry  down  by  the  sea,  the 
Dominion  Iron  and  Steel.  Iron  and  steel 
is  the  basic  industry  of  this  country. 
That  is  a  great  plant,  but  we  have  one 
nearly  as  large  in  Ontario,  the  Algoma 
Steel  Corporation,  and  we  have  other 
similar  industries — iron  products,  out  in 
British  Columbia,  but  we  have  more 
than  that— we  have  in  Canada  natural 
resources  of  every  kind  and  nature  that 
will  build  up  this  country  and  w;ith  im- 
migration, we  will  be  in  a  position  to 
develop  this  country  and  make  it  equal 
to  any  country  on  the  face  of  the  earth." 


The    Toronto     Harbor     Commissioner.s 

sold  recently,  $2,000,000  of  4%'/r  bonds, 
guaranteed  by  the  city  and  due  in  1953, 
to  Wood,  Gundy  &  Co.,  at  80.687. 


February,  1920. 


(ieneral  Shipbuildiiiji:  Matters  Throughout  Canada. 


Hriliiih  (.'olumbia  Marinr  Kailway  Ltd., 
Nntu'iiuviT,  It.C,  launchi'il  n  xtonniKhip 
Dec.  au,  llMSi.  fur  thi-  I'mon  Steam!ihi|i 
Co.  of  Rritmh  Colunihin,  which  wan 
chriiiU'no«1  CaniluMu,  l>y  .Mrs.  K.  II.  B<'az- 
ley,  wifi-  iif  tho  owiimir  rnniimny'n  (icn- 
vn\  MnniiKor.  Thi-  Cnpilnno  m  145  ft. 
lonir  with  rapacity  for  about  .'150  |>ax- 
vcnirfrH,  ami  it  ik  intended  to  opt-ratc 
her  in  the  "iuinnier  oxcur.sion  tratlic.  This 
is  tho  tinil  ve.«!iel  huilt  hy  Hrilish  l"o- 
lumhia  Marine  Kailway  Ltd..  an<l  it  is 
stated  that  armnKenient.H  are  beinir  made 
by  the  company  for  building  larve  ve.ssels. 

RritiHh  i'olumhia  ShipyardN — A  Van- 
couver pro.is  di.Hpatch  of  Dec.  'M.  stated 
that  the  total  of  steel  and  wooden  ships 
launche  dat  British  Columbia  yards  dur- 
ing lltllt,  was  10  st«el  and  4t!  wood.  170,- 
000  d.w.  tons.  This  is  sUted  to  be  14,- 
1100  d.w.  tons  more  than  in  lUlS.  The 
yard.-i  arc  also  stated  to  have  orders  for 
65,600  d.w.  tons,  most  of  which  is  well 
on  the  way  to  completion. 

Canada  .Steamship  l.ine.s  Ltd.  is  re- 
porte<i  to  be  contemplatinK  buildinp  an 
excursion  passenger  steamship  of  some- 
what novel  desi^rn,  for  its  Toronto-Lew- 
iston-Quecnston  ser\Mce.  It  is  said  that 
the  ship  will  embody  a  number  of  new 


until  the  end  of  .lanuary  or  early  in 
Febniar>'.  The  dnmaire  caused  by  fire 
was  estliiiuted  ut  $15,000. 

The  CnllinKwood  Shipbuilding  (.'o.'n 
stock  advanced  in  the  unlisted  section 
in  Toronto  in  .January  from  6.'>  to  75  bid 
and  none  ofTerinK,  and  95  was  bid  for 
it-s  bonds.  The  Toronto  Globe  says: 
"Brokers  are  at  n  loss  to  explain  the 
sudden  activity,  and  two  theories  were 
advanced.  One  was  new  orders  received 
by  the  company  and  the  other  allcfred 
netrotiations  by  which  the  company 
would  join  up  with  Dominion  Steel  and 
other  corporations  in  a  jjrcat  merger. 
Collintrwood  Shipbuilding  has  issued 
stock  of  about  $1,«HO,000,  out  of  $2,- 
.'>00,000  authorized.  It  has  plants  at 
Collingwood  and  Kingston.  There  is 
very  little  of  the  stock  available,  and 
the  bonds  to  be  had  are  said  to  have 
been  about  all  picked  up  in  the  last  few 
days." 

J.  Coughlan  &  Son.s,  Ltd.,  has  been  in- 
corporated under  the  British  Columbia 
Companies  Act,  with  $5,000,000  author- 
ized capital,  and  office  at  Vancouver, 
B.C.,  to  take  over  the  stock  in  trade, 
plant,  contracts,  etc.,  of  J.  Coughlan   & 


a  few  days  shut  down,  during  which 
some  financial  n-organization  was  car- 
ried   through. 

Dominion  Shipbuilding  Co^  Toronto, 
launched  its  tenth  steel  steamship,  Jan. 
17,  which  was  named  Torontonian,  the 
christening  being  performed  by  Mr*.  C. 
F.  Kasson.  The  ship  is  of  the  single 
deck  type,  with  poop,  bridge  and  fore- 
castle, steel  texas  on  bridge,  wing  deck 
houses,  with  chart  room  and  pilot  house 
above,  and  the  hull  is  built  on  the  trans- 
verse system.  There  are  .'t  decks,  main, 
bridge  and  boat,  arranged  on  the  .'<  island 
plan,  and  there  are  4  cargo  hatches,  each 
22  X  18  ft.  She  is  schooner  rigged,  with 
2  pole  masts,  and  the  hull  is  divided  into 
compartments  by  4  water  tight  bulk- 
heads and  1  .Hcreen  bulkhead.  There  are 
2  holds,  with  grain  capacity  of  161,- 
466  cu.  ft.  The  dimensions  are:  length, 
overall,  261  ft.;  breadth,  moulded,  43 >^ 
ft.;  depth,  moulded,  28  ft.  2  in.;  d.w. 
capacity  4,;'00  tons.  She  is  to  be  classed 
100  Al  at  Lloyd's  for  ocean  serx'ice.  The 
propelling  machinery  which  is  placed 
amidships,  consists  of  a  triple  expansion 
inverted  engine,  with  cylinders  20,  33 
and  54  in.  diar.  by  40  in.  stroke,  1,300 
i.h.p.,  at  87.5  r.p.m.,  supplied  with  steam 


Str^l  carfo  •tramiihip,   Canadian   Spinner;    approiimatrly    h,.150  d.w.  tonit;   for  Canadia 

Lid..  Montreal. 


nt     Mrrrhanl     Ma 


Cnniidi; 


features,  such  as  terraced  decks,  moving 
picture  theatre,  children's  playground, 
dancing  pavilion,  etc.  In  addition  to  this, 
it  is  said  that  the  lifeboats  will  be  re- 
ces.sed  into  the  sides  of  the  ship,  that 
the  construction  will  be  fireproof,  and 
that  the  ship  will  have  a  speed  of  18 
knot.s  an  hour.  No  official  information 
is  yet  available,  but  it  ap|)ears  probable 
that  such  a  ship  will  be  built  if  a  satis- 
factory contract  as  to  price  can  be  se- 
curerl. 

Canadian  Concrete  Shipbuilding  Co., 
North  Sydney,  N.S.,  is  reported  to  have 
been  orgjinized  to  undertake  the  building 
of  concrete  ships,  and  to  take  over  the 
yard  operated  for  this  purpose  at  North 
Sydney,  N.S.,  by  W.  N.  MacDonald,  who 
is  President  of  the  new  company.  The 
concrete  ship  Permanencia,  under  con- 
struction there,  information  concerning 
which  was  given  in  our  .lanuary  issue, 
also  being  taken  over.  It  was  expected 
that  she  would  be  launched  at  the  end 
of  December,  but  owing  to  a  fire  on 
board,  which  destroyed  all  the  woo<l  work 
which  encosed  the  interior  of  the  vessel, 
this  had  to  be  abandoned,  and  it  was 
not  expected  that  she  would  be  launched 


Sons,  and  to  carry  on  the  business  of 
shipbuilding  in  all  its  branches,  to  build, 
own  and  operate  drydocks,  marine  rail- 
ways, etc.,  and  conduct  any  other  busi- 
ness  incidental   to  shipbuiKling. 

Jos.  Crane,  New  Westminster,  B.C. — 
The  New  Westminster,  B.C.,  City  Coun- 
cil, on  Jan.  12,  received  an  application 
from  Jos.  Crane  for  the  lease  of  a  por- 
tion of  the  Indian  reserve,  bordering  on 
the  water  front,  for  shipbuilding  pur- 
pc.ies.  The  applicant  stated  that  he  is 
building  a  large  barge  and  scows  on  his 
present  location,  but  there  is  shortage 
of  room,  and  he  is  unable  to  build  heavier 
vessels,  owing  to  the  presence  of  a  bar 
in  the  vicinity  which  makes  it  impossible 
to  launch  anything  but  flat  bottom 
boats.  He  is  planning  to  build  a  700 
ton  auxiliary  schooner,  about  200  ft. 
long.  The  council  decided  to  lease  him 
a  100  ft.  water  front  lot  at  $150  a  year, 
which  will  be  reduced  to  $100  a  year, 
when  other  property  in  the  vicinity  is 
taken  up.  It  is  the  council's  desire  to 
foster  boat  building  along  the  water 
front. 

Davie  Shipbuilding  &  Repairing  Co., 
Lauzon,  Que.,  resumed  work  Jan.  7.  after 


by  2  Scotch  boilers,  each  14 Vi  ft.  diar. 
by  11  ft.  long  at  180  lb.  under  forced 
draft,  built  by  John  Inglis  Co.,  Toronto. 
The  heating  surface  is  2,730  sq.  ft.  in 
each  boiler,  and  there  will  be  an  approxi-  . 
mate  consumption  of  20  1-10  tons  of  coal 
per  24  hr.,  with  a  speed  of  10.2  knots  an 
hour.  The  bunkers  are  arranged  to 
carry  526.75  tons  of  coal.  The  pro- 
peller i.«  i;{'4  ft.  diar.,  of  cast  iron,  with 
4  blades  12  ft.  8  in.  pitch.  .Accommoda- 
tion for  35  officers  and  men  is  arranged 
on  the  bridge  and  in  the  poop.  The  ship 
is  to  be  equipped  with  steam  steering 
gear  7x7  in..  S  reversible  single  drum, 
2  speed,  7  x  12  in.  cargo  winches,  and 
nnchor  windlass  8  x  8  in. 

The  Foundation  Co.,  Victoria,  B.C.,  is. 
according  to  B.C.  press  reports,  dis- 
mantling its  shipbuilding  plant  at  Vic- 
toria on  instructions  from  the  company's 
head  office  in  New  York.  The  company 
has  issued  statistics  covering  its  oper- 
ations from  Sept.,  191S  to  Nov.,  1919, 
during  which  its  contract  with  the  French 
Government  for  the  building  of  20 
wooden  steamships  of  3,000  d.w.  tons 
capacity  each,  was  carried  through.  The 
number    of     employes    engaged     at     the 


February,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


99 


height  of  the  work  was  4,390,  of  which 
65'/f  were  returned  soldiers.  The  num- 
ber of  employes  and  their  dependents  is 
given  as  12,655,  of  which  93.1'f  were 
British,  2.7Vc  U.S.,  1.6'r  Italian,  and 
2.6';f  other  nationalities.  The  total  pay 
roll  was  $5,263,313.39;  total  material 
bought  in  British  Columbia,  §3,733,150. 
43;  bou<?ht  in  other  parts  of  Canada, 
$435,097.18.  The  investment  in  the 
plant  at  Victoria  is  given  at  $616,174.57, 
and  the  total  amount  paid  for  labor  and 
material  in  Canada  $10,048,735.57.  The 
total  amount  of  the  contract  was  ap- 
proximately  $11,000,000. 

Grant  &  Home.  St.  John,  N.B.— The 
schooner  Cutty  Sark,  launched  at  this 
yard  recently,  was  built  for  Foster  & 
Elkin,  St.  John,  N.B.,  and  has  loaded 
number  for  the  Canary  Islands.  She  is 
608  registered  tons,  and  her  dimensions 
are:  keel,  length,  159  ft.;  beam,  36  ft.; 
draft,  13  ft. 

National  Shipbuilding  Corporation, 
Three  Rivers  Shipyards  Ltd.,  Division, 
Three  Rivers,  Que.,  has  secured  an  order 
from  French  interests  for  building  6 
steel  cargo  steamships  of  approximately 
7,200  d.w.  tons  each,  to  be  classed  100 
Al  at  Lloyd's,  and  equipped  for  a  speed 
of    11    knots    an    hour,    and   also    for    4 


Erb,  W.  M.  Wadden,  H.  B.  Blanchard 
and  I.  M.  Oettenhoefer,  for  an  injunc- 
tion to  restrain  other  directors,  W.  E. 
Williams,  E.  Thompson,  S.  P.  McMordie, 
E.  C.  Gibbons,  F.  F.  Schellenberg  and 
J.  L.  Mullen,  from  taking  any  part  in 
the  conduct  of  the  company's  affairs.  N. 
Erb  claims  that  the  company  was  or- 
ganized on  his  instructions,  and  he  was 
elected  chairman,  and  subsequently  man- 
aging director,  and  that  he  secured  the 
lease  of  the  property  from  the  Grand 
Trunk  Pacific  Ry.,  and  also  two  contracts 
from  the  Dominion  Government  for 
building  2  steel  steamships  of  ap- 
proximately 8,100  d.w.  tons  each,  at  an 
approximate  cost  of  $3,207,600.  He 
further  alleges  that  the  defendant  direct- 
ors usurped  control  of  the  plant,  elected 
a  new  board  of  directors,  increased  the 
capital  stock,  and  seriously  disorganized 
the  company's  business,  forfeited  the 
Dominion  Government's  confidence  owing 
to  being  behind  with  the  contracts,  and 
risked  the  cancellation  of  the  lease  of 
the  property  to  the  company.  On  the 
evidence  submitted  an  interim  injunction 
was  granted  for  a  few  days  pending  fur- 
ther argument. 

St.  Martins  Shipbuilding  Co.,  Ltd.,  has 
been  incorporated  under  the  New  Bruns- 


steamships  of  approximately  3,203  d.w 
tons,  to  be  used  as,  what  is  termed,  wine 
boats.  We  are  officially  advised  that  the 
6  keels  for  the  steamships  first  men- 
tioned, will  be  laid  about  Feb.  15,  and 
deliveries  made  during  the  autumn. 

New  Brunswick  Shipbuilding  Co.  Ltd., 
has  been  incorporated  under  the  New 
Brunswick  Companies  Act,  with  $320,- 
000  authorized  capital  and  office  at  St. 
John,  N.B.,  to  build,  own  and  operate 
steam  and  other  ships  of  every  descrip- 
tion, with  plant,  docks,  wharves,  etc.,  in- 
cidental thereto.  The  incorporators  are: 
A.  F.  Coughlan,  J.  D.  P.  Lewin,  J.  J. 
Stothart,  St.  John,  N.B. 

Prince  Rupert  Dry  Dock  and  Engin- 
eering Co.,  Prince  Rupert,  B.C.,  is  doing 
considerable  repair  work.  The  Grand 
Trunk  Pacific  Coast  Steamship  Co.'s 
steamships  are  being  overhauled  in  turn, 
and  work  is  proceeding  on  two  8,100  d. 
w..  ton  steel  steamships  for  Canadian 
Government  Merchant  Marine  Ltd.,  of 
an   approximate   value   of   $3,207,600. 

Application  was  made  to  the  British 
Columbia  Supreme  Court,  .Ian.  10,  on 
behalf  of  the  Prince  Rupert  Dry  Dock 
and  Engineering  Co.,  the  Empire  Ship 
and     Dry     Dock     Corporation,     Newman 


wick  Companies  Act,  with  $240,000  au- 
thorized capital  and  office  at  St.  John, 
N.B.,  to  build,  own,  and  operate  ships 
of  every  description  with  the  plant, 
docks,  wharves,  etc.,  incidental  thereto. 
The  incorporators  are:  A.  F.  Coughlan, 
J.  D.  P.  Lewin,  J.  J.  Stothart,  St.  John, 
N.B. 

Wa  I  la  ce  Shipyards  Ltd.,  N  orth  "Vancouver, 
B.C. — The  steamship  which  this  company 
is  building  for  the  Union  Steamship  Co. 
of  British  Columbia  will  be  of  the  fol- 
lowing dimensions:  length,  173  ft.; 
breadth,  30  ft.;  depth,  14  ft.,  and  she 
will  have  a  deadweight  carrying  capa- 
city of  approximately  700  tons.  She  will 
be  of  the  single  deck,  single  screw,  cargo 
type,  equipped  with  triple  expansion  re- 
ciprocating engine  of  about  700  i.h.p., 
located  aft,  steam  windlass,  4  winches, 
4  derrick  booms,  5  tons  capacity  each, 
one  20  ton  derrick,  and  steam  and  hand 
steering  gear.  The  accommodation  for 
the  master,  engineers,  and  crew,  will 
be  arranged  on  the  poop  deck.  The  keel 
was  laid  in  Dec,  1919,  and  we  are  ad- 
vised that  it  is  expected  the  ship  will 
be  launched  about  the  first  week  in  Feb- 
ruary and  delivery  will  probably  be  made 
about  Mar.  1. 


British  Columbia  Coast  Pilots  and 
the  New  Pilotage  Regulations. 

"The  order  in  council  reorganizing  the 
British  Columbia  pilotage  authorities, 
and  the  new  pilotage  regulations  provid- 
ing revised  pilotage  dues,  etc.,  which  were 
published  in  Canadian  Railway  and  Ma- 
rine World  for  January,  became  effective 
Jan.  1.  These  regulations  are  applicable 
to  the  former  pilotage  districts  of  Van- 
couver, Nanaimo  and  Victoria-Esqui- 
malt,  which  have  been  abolished, '  and 
have  been  established  as  the  Pilotage 
District  of  British  Columbia,  in  charge 
of  Commander  B.  L.  Johnston,  D.S.O., 
as  Superintendent.  The  pilotage  district 
of  New  Westminster  has  not  been  chang- 
ed, and  is  still  under  a  pilotage  commis- 
sion. 

The  pilots  concerned  held  meetings 
during  December  and  submitted  to  the 
Minister  of  Marine  a  number  of  criti- 
cisms of  the  regulations,  which  it  was 
claimed  would  reduce  their  earnings  con- 
siderably, and  not  remove  grievances  as 
to  certain  working  conditions.  As  a  re- 
sult of  these  meetings,  they  made  pro- 
posals that  they  should  continue  work- 
ing at  the  old  rates,  and  under  the  old 
conditions,  receiving  all  earnings,  and 
maintaining  and  operating  their  pilotage 
plant  and  stations,  out  of  these  earnings, 
for  six  months,  and  also  make  provision 
for  pilots  over  age;  or,  that  they  come 
under  the  new  authority  on  the  under- 
standing that  the  minimum  wage  to  be 
paid  any  pilot  be  $350  a  month,  that 
pilots  over  age  be  provided  for-,  and  that 
their  pilotage  plant  be  taken  over  at  its 
present  market  value,  together  with  the 
expense  of  operating  the  plant. 

They  claim  that  the  new  pilotage  rates 
have  been  fixed  below  what  were  agreed 
upon  many  years  ago,  when  the  cost  of 
iiving  was  considerably  less  than  now, 
and  that  there  is  no  definite  assurance 
as  to  their  remuneration.  Though  no 
threat  v^as  made  by  the  pilots,  local  re- 
ports indicate  that  there  was  a  strong 
probability  they  would  cease  operating 
under  the  government  and  offer  their 
seivices  as  independent  pilots. 

The  Vancouver  Board  of  Trade,  on 
Jan.  2,  adopted  a  recommendation  for 
submission  to  the  Dominion  Govern- 
ment, that  the  minimum  paid  to  pilots 
be  $250  a  month,  with  a  maximum  of 
$350  a  month.  At  a  joint  meeting  of 
interested  local  boards,  Jan.  7,  a  series 
of  proposals  was  adopted  for  submission 
to  the  Dominion  Government,  with  the 
view  of  terminating  the  dispute,  and  fix- 
ing the  pay  and  working  conditions  of 
the  pilots,  and  in  the  meantime  it  was 
announced,  that  an  arrangement  made  is 
being  continued  for  two  months,  whereby 
the  pilots  are  working  on  a  fixed  salary 
of  $325  a  month,  and  that  at  the  end  of 
that  period  the  situation  will  be  reviewed. 

Pulpwood  Terminal  at  Clayton.  N.Y. — 

The  Taggarts  Paper  Co.,  Watertown, 
N.Y.,  has,  according  to  a  press  report, 
bought  100  acres  on  the  water  front  at 
Clayton,  N.Y.,  opposite  Gananoque,  Ont., 
for  a  terminal  for  the  reception  of  pulp- 
wood  from  Canada. 

Clyde  Shipbuilding — It  is  stated  that 
about  650,000  tons,  were  launched  on  the 
approximately  400  ships,  with  a  total  of 
Clyde  River  in  Scotland  in  1919,  the  out- 
put almost  reaching  the  record  for  Clyde 
shipbuilding. 

The  Kennebecacis  Steamship  Co.'s  s.s. 
Hampton,  is  having  her  sides  rebuilt, 
and  other  repair  work  done  at  Hampton, 
N.  B. 


CANADIAN  RAILWAY  AND  MARINK  WORLD 


February,  1920. 


Dominion  (iovcrnmonl   A 
W  (K)di'n  Sli 


id  for  British  Columbia 
iphuildin^. 


I'lirinK  n  visit  of  the  Finnncf  Mininlor. 
Sir  Hinry  nrayt«>n,  to  British  Columbia 
in  Nov..  I'.'iy.  variouK  plnn.s  wcrt-  Inid 
iH'foro  hini.  with  thr  viiw  of  uliUinitiK 
•ii»i»tjiiK«'  from  Ihi-  nonunion  Govern- 
ment for  wiKulen  .shipliiiildintt  in  the 
pro\in>..  ilii.fly  t..  iiui-l  the  unemploy- 
ni,r'  ■.    which    since    de- 

n»i,i  me   rather  serious. 

Oi.i  ulimitteil  wus  by  J. 

O.  Cuiiurun,  rii.-nlciit,  Cameron  Lum- 
ber Co.,  nnii  who  was  at  one  time  inter- 
ested in  Cameron-Genoa  Mills  Shipbuild- 
ers, Lt<l.,  which  built  a  number  of  aux- 
iliary powered  schooners  for  Canada 
West  Coast  NaviKation  Co.  Ltd.,  the 
plant  beinp  sold  subsequently  to  the 
Foundation  Co.  of  British  Columbia  Ltd., 
Mr.  Cameron  proposed  to  build  several 
auxiliao'  powered  schooners  under  a 
series  of  loans  to  be  made  by  the  Do- 
minion Government,  and  for  which  pur- 
pose the  Foundation  Co.'s  plant  would 
be  leased  if  terms  could  be  arranged. 
Another  scheme  proposed  was  by  inter- 
ests associated  with  the  CholberK  Ship 
Co.,  Victoria,  and  it  was  proposed  to 
form  a  company  of  local  citizens  to  un- 
dertake the  buildinp  of  4  wooden  schoon- 
ers, similar  to  those  built  recently  at 
that  yard  for  NorweKian  interests,  at 
an  approximaU'  cost  of  $250,000  each, 
the  government  to  finance  the  project 
up  to  $175,000,  the  local  company  under- 
takinc  the  balance.  On  his  return  to  Ot- 
Uwa,  Sir  Henry  Drayton,  laid  the  matter 
before  other  members  of  the  Rovernment 
witTi  the  result  that  an  order  in  council 
has   been    passed   as   follows: — 

The  Committee  of  the  Privy  Council 
have  had  before  them  a  report,  dated 
Dec.  20,  VJVJ,  from  the  Finance  Min- 
ister, representinc  as  follows:  From  re- 
ports of  the  Labor  Department  it  ap- 
pears that  much  unemployment  exists  at 
present  in  Victoria.  B.C.,  owinp  to  the 
fact  that  the  extensive  shipbuilding 
business  heretofore  carried  on  there 
has  now  practically  ceased  and  that  ap- 
proximately 5,000  men  are  out  of  em- 
ployment. It  has  been  shown  that  a 
large  number  of  returned  soldiers  have 
received  their  discharge  on  Vancouver 
Island,  who  were  not  enlisted  there  and 
that  the  number  of  returned  soldiers 
now  in  British  Columbia  in  excess  of  the 
enrolment  from  B.C.  is  estimated  at 
about  12,000  and  that  a  very  large  num- 
ber of  those  unemployed  in  Victoria  are 
returned  soldiers,  the  estimate  made  by 
the  returned  soldiers'  representative 
showing  the  number  of  unemployed  re- 
turned soldiers  to  be  about  4,000. 

In  order  to  relieve  the  unemployment 
situation  Victoria  citizens  propose  to 
form  themselves  into  a  joint  stock  com- 
pany to  build  4  wooden  sailing  ships 
(barkentine  rig)  each  with  a  cargo  ca- 
pacity of  2,400  tons  deadweight,  or  1,- 
500,000  ft.  board  measure  fir  lumber,  the 
estimated  cost  of  each  bring  $250,000. 
It  is  proposed  that  these  ships  be  built 
in  the  Cholberg  shipyard  in  Victoria. 
The  citizens'  association,  represented  by 
Clarence  Hoanl,  have  put  themselves  in 
a  position  to  Ik-  able  to  advance  on  ac- 
count of  construction  cost  of  each  vessel 
in  cash  or  in  the  delivery  of  materials 
$75  ,000.  If  any  portion  of  this  cost  be 
repre.sentcd  by  the  delivery  of  lumber, 
when  required  for  the  construction  of 
such  vessels,  prices  shall  not  exceed 
f  ,.  1,    rnr-i   Viit.iriii    th.>   fdlldwing: 


Kramlnv     vnidr  t'i^  P»r  M 

Mrrrhanublr  110  iwr  M 

i-Unklnir  »&•  P"  M 

.Mhlp«   ■l<^kln>    IM  p«r  M 

AddlUotM  ■•  prr  ttMtxOmtd  flr  Umber  llat  2,  B.C. 
kvvnwo  Ivnirth  SO  ft. 

Payment  in  other  materials  necessao' 
for  boat  construction  shall  only  be  al- 
lowed at  prices  which  shall  not  exceed 
the  lowest  price  as  ascertained  by  com- 
petitive bids,  and  no  credit  shall  be  given 
until  such  material  has  been  delivered 
in  the  yard  and  there  re<'eived  and  ac- 
cepted ill  gootl  condition.  It  is  proposed, 
in  order  to  render  work  available  for  the 
unemployed  returned  soldiers,  that  the 
government  shall  advance  the  balance 
required  to  complete  each  ship  to  a  sum 
not  exceeding  $175,000,  and  that  this  ad- 
vance shall  be  secured  by  a  first  mort- 
gage on  each  ship  bearing  interest  at 
the  rate  of  6';'r.  Interest  on  the  govern- 
ment advance  at  the  rate  of  GVr  shall 
first  be  paid,  and  the  owners  shall  then 
have  the  right  to  take  out  of  the  operat- 
ing revenues  enjoyed  by  each  ship  $4,- 
500.  The  balance  of  the  net  earnings 
shall  be  paid  on  account  of  the  govern- 
ment advance,  and  interest  on  the  mort- 
gage chargeable  from  thenceforth  only 
on  the  sum  then  left  due.  Employment 
is  to  be  given,  to  the  fullest  extent  prac- 
ticable, to  returned  soldiers  with  a  min- 
imum stipulation  that  at  least  BO'V  of 
the  whole  number  of  men  employed 
shall  be  returned  soldiers.  Men  are  to 
be  employed  through  the  Dominion  rep- 
resentative in  the  B.C.  Government  Em- 
ployment Agency,  and  just  so  soon  as  it 
is  possible  for  the  work  to  be  sufficiently 
advanced,  men  to  the  extent  of  235  shall 
be  employed  in  the  construction  of  each 
ship. 

The  Minister  recommends  that  to  carry 
out  the  proposal  above  set  forth  he  be 
authorized  to  advance  $175,000  for  each 
of  the  4  ships,  or  $700,000  in  all,  and  that 
such  advances  be  defrayed  from  the 
funds  provided  by  the  Demobilization 
Appropriation  Act,  1919,  provided  that 
no  advances  shall  be  made  under  this 
order  in  council  until  an  agreement  has 
been  entered  into  by  the  company,  when 
incorporated,  with  the  government,  in 
form  and  terms  satisfactory  to  the  gov- 
ernment. The  Privy  Council  Committee 
concurred  in  the  report  and  it  was  ap- 
proved. 

Canada  Steamship  Lines'  s.s.  Sir 
Trevor  Dawson  is  moored  at  Buffalo, 
N.Y.,  for  the  winter,  with  a  storage  cargo 
of  grain. 


Marine  Railway  Operator  for 
Trent  CanaL 

The  Civil  Service  Commission  ai|n-r- 
tised,  Dec.  24,  luiy,  a  competition,  open 
to  nil  residentx  of  Canada,  for  the  fol- 
lowing position:  —  A  marine  railway 
operator,  Itailwaya  and  Canals  Depart- 
ment, at  Swift  Rapids  on  the  Trent 
Canal,  at  an  initial  salary  of  $1,080  a 
year,  which  will  be  increased  on  recom- 
mendation for  efficient  .ser%ice  at  the  rate 
of  $r.0  a  year,  until  a  miximum  of  $1,200 
has  iM'en  reached.  This  initial  salary  is 
supplemented  during  the  pre.sent  fiscal 
year  by  the  following  bonus:  If  head  of 
a  household  (irrespective  of  age)  $420 
a  year.  If  not  the  head  of  a  hou.sehold, 
$192  a  year  if  over  21  years  of  age;  $150 
if  between  18  and  21  years  of  age;  no 
bonus  if  below  18.  Candidates  must  have 
had  primary  school  education;  some 
knowledge  of  the  operation  of  gasoline 
launches,  and  of  the  installation,  main- 
tenance, and  operation  of  electric  motors. 
Candidates  must  be  of  good  physical  con- 
dition, and  should  preferably  be  not  more 
than  40  years  of  age.  The  successful 
candidate  will  be  required  to  operate  and 
maintain  in  good  working  condition  all 
apparatus  in  connection  with  the  marine 
railway  at  Swift  Rapids  and  to  read  and 
record  water  gauges.  Candidates  will  be 
examined  in  the  following  subjects,  which 
have  the  relative  weights  indicated:  Edu- 
cation, training  and  experience,  300;  oral 
interview,  if  necessary  in  the  commis- 
sion's opinion,  100.  Preference  will  be 
given  to  residents  of  Ontario. 


Atlantic  Passenger  Rates — The  chief 
steamship  companies  operating  across 
the  Atlantic  from  New  York,  have  an- 
nounced reductions  in  passenger  rates, 
dating  approximately  from  Feb.  11.  The 
1st  class  minimum  rate  to  Hamburg  has 
been  reduced  from  $225  to  $175,  the  3rd 
class  rates  charged  by  the  White  Star 
Line  and  Dominion  Lines  from  Portland 
to  European  points  via  Liverpool,  have 
been  reduced  by  $10,  and  a  similar  re- 
duction has  been  made  by  the  White 
Star  Line  running  out  of  New  York. 

Havana  Marine  Terminals.  Ltd.,  has 
been  incorporated  under  the  Dominion 
Companies  .■Vet,  with  $30,000,000  au- 
thorized capital,  and  office  at  Montreal,  to 
own  and  deal  in  real  estate,  and  to  carry  on 
business  as  wharfingers,  warehousesmen, 
forwarders,  etc.,  and  in  connection  there- 
with to  own  and  operate  ships  and  other 
transportation  facilities.  The  incorpor- 
ators are:  G.  W.  MacDougall,  K.C.,  G. 
Barkley,  A.  Knatchbull-Hugessen,  J.  G. 
Cartwright  and  E.  Tudor,  all  of  Mont- 
real. 


Vessels  Added  to  and  Deducted  From  the  Canadian  Register  During 
November.  liUil. 


AddMl.  No. 

Hum    in   Caniidii   - 8 

PuiTh»»»d  from   forrlffncn _...-     2 

Tranifcrrrd  fram  United   Kinadom. — ........    7 

New    rrui'len    «-.. — •      t 

Timnaicc  alteration*  without  rereffUtvy — 

ToUl»    -  18 

DfdaetMl. 

Wrwliod   or   othcrwia*   loat R 

Broken   up  or  unHt   for  u»c M 

Sold    to    foreliinern    — 

TrannfernMl   to   United   KinRdom 1 

Tran»ferre<l   to   Brituih   poMeaaiona — 

New    reiiinleri    — -.     1 

TonnaKc  alteration*,  without  lynariatry — 


Steam. 

Sailins. 

—To 
GroM. 

8.993 
1.9S7 
ll.S9Ii 

nnaite — 

Resiatend. 
."i.267 
1.164 
7.220 

No. 

21 
1 

— Tonna« — 
Graa.  Resiatend 

4.956          *.hM 
42                42 

1.077 
1.612 

728 
1.027 

14 
S5 
S 

92.S 

l.Sgl 

986 

799 

1.S6,^ 

896 

1,422 

810 

»7 

2 
S 

587 
220 

SOS 

185 

February,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


101 


The  10,500-Ton  Steel  Cargo  Steamships  for  Canadian 
Government  Merchant  Marine,  Ltd. 


As  announced  in  Canadian  Railway 
and  Marine  World  at  the  time,  the  Ma- 
rine Department  gave  contracts  to 
Halifax  Shipyards,  Ltd.,  Halifax,  N.S., 
on  Dec.  10,  1918,  for  2  steel  cargo  steam- 
ships of  approximately  10,500  d.w.  tons 
each  to  be  operated  by  Canadian  Gov- 
ernment Merchant  Marine  Ltd.  The 
keels  for  them  were  laid  as  follows:  — 
S.s.  Canadian  Mariner;  Marine  Depart- 
ment contract  21;  builder's  yard  no.  1; 
Feb.  24,  1919,  and  s.s.  Canadian  Ex- 
plorer; Marine  Department  contract  22; 
builder's  yard  no.  2;  Mar.  1.5,  1919.  It 
is  expected  that  the  first  ship  will  be 
delivered  before  the  end  of  this  year. 
Their  principal  dimensions,  etc.,  ax'e  as 
follows: — 

Lenprth   between  perpendiculars 430   ft. 

Breadth  moulded  56  ft. 

Depth  moulded  30  ft.,  38  ft. 

Sheer  forward  7   ft. 

Sheer  aft  3  ft. 

Lowest  point  of  sheer  Amidships 

Draft  mean  28  ft.   IIK4   in. 

Deadweisht.    in    long  tons,   about 10, .500 

Speed   loaded  on  6  hours  trial 11   knots 

Complement,  officers  and  men.  about 63 

These  ships  are  of  the  shelter  2  deck 
type,  having  shelter,  main  and  lower 
decks  of  steel,  the  shelter  deck  being  sur- 
mounted by  a  forecastle  deck  forward, 
45  ft.  long,  and  a  poop  deck  aft,  45  ft. 
long.  They  are  being  built  to  Lloyd's 
100  Al  class  and  will  have  8  w.t.  trans- 
verse bulkheads,  and  a  double  bottom 
extending  from  peak  bulkhead  forward 
to  peak  bulkhead  aft,  dividing  the  ship 
into  24  w.t.  compartments.  A  deep  tank 
is  provided  abaft  of  the  engine  room. 
The  frames  and  beams  are  of  heavy  bulb 
angle  section,  and  the  various  decks  are 
strongly  supported  by  tubular  pillars. 

The  cargo  working  arrangements  are 
very  complete.  There  are  4  hatchways, 
each  about  30  x  18  ft.  and  2  hatchways, 
each  about  15  x  18  ft.  commanded  in 
all  by  20  five  ton  den-icks.  The  der- 
ricks will  be  operated  by  twenty  7  x  12 
in.  winches,  of  the  Clarke  Chapman  type. 
In  addition  no.  2  hold  is  provided  with 
a  30  ton  derrick  for  hea\'j'  weights,  such 
as  machinery.  The  usual  steam  wind- 
lass forward  is  provided. 

The  steering  engine  is  of  the  Wilson 
Pirrie  type,  10  in.  diameter  by  10  in. 
stroke,  direct  connected  to  the  rudder 
head.  The  ship  will  be  electrically  light- 
ed throughout,  being  provided  with  du- 
plicate sets  of  generating  machineiy, 
running  in  parallel  110  voltage.  Two 
masts  are  provided,  one  forward  and  one 
aft,  carrying  the  wireless  aerials,  the 
wireless  set  being  of  l\i>  k.w.  capacity. 

Each  ship  will  be  provided  with  the 
following  life  saving  equipment:  2  life- 
boats, 28  X  8 Vi  X  3%  ft.;  2  lifeboats  22 
ft.  X  6%  ft.  X  2  ft.  10  in.;  2  working 
boats,  18  X  514  X  2Vs  ft.  All  other  parts 
of  the  livesaving  equipment  will  be  in 
accordance  with  the  British  Board  of 
Trade  and  Canadian  Steamship  Inspec- 
tion requirements.  The  anchor  and 
cable  equipment  will  be  in  accordance 
with  Lloyds  as  follows:  2  bowers,  stock- 
less,  72 '/4  cwt.;  1  spare,  stockless,  72% 
cwt.;  1  stream,  ex-stock,  20V^  cwt.;  1 
kedge,  ex-stock,  9  cwt.,  and  300  fathoms 
2  6-16  stud  link  cable,  wath  the  usual 
steel  wire  and  malleable  hawsers,  warps 
and  towlines. 

The  accommodation  for  the  officers 
and  crew  will  be  very  complete.  The 
engineers'  cabins  are  placed  in  an  island 
deckhouse    on     the    shelter    deck,    about 


amidships,  containing  cabins,  dining  sa- 
loon, lavatories,  pantry,  etc.  The  navi- 
gating o....cers  will  be  in  a  deckhouse 
over  on  the  lower  bridge,  and  the  cap- 
tain's quarters  comprising  day  cabin, 
sleeping  cabin,  office  and  lavatories,  will 
be  placed  on  the  upper  bridge,  which 
will  be  surmounted  by  the  chart  room 
and  wheel  house  on  the  flying  bridge. 
The  crew  will  be  located  aft,  under  the 
poop  and  shelter  deck.  A  total  comple- 
ment of  63  officers  and  men  is  provided 
for.  Foi-ward  under  the  forecastle  deck 
will  be  the  hospital,  cai-penter  shop,  paint 
store,  oil  room  and  boatswain's  store. 
Steam  heating  at  20  lb.  pressure  will  be 
supplied  to  all  living  quarters. 

Cold  chambers  for  the  preservation  of 
the  ships'  provisions  will  be  abreast  of 
the  engine  casing,  on  the  main  deck,  and 
will  have  a  total  capacity  of  about  1,000 
cu.  ft.  The  refrigerating  engine  will  be 
on  the  Clothel  principle,  capable  of  main- 
taining a  temperature  of  28°  in  tropical 
climates. 

The    propelling    machinery     will     con- 
sist of  one  set  of  inverted  vertical  direct 
acting    surface     condensing     engines    of 
the  following  leading  particulars: — 
29 lo  X  50  X  80  in. 


54  in. 

Steam  will  be  generated  in  4  single 
ended  boilers  working  under  Howden's 
system  of  forced  draft  and  having  a 
working  pressure  of  180  lb.  per  sq.  in. 
The  heating  surface  will  be  about  10,- 
500  sq.  ft.  and  the  grate  area  270  sq.  ft. 

The  air  and  bilge  pumps  will  be  direct 
connected  to  the  main  engine.  One  pair 
of  Weir's  feed  pumps  will  be  provided, 
each  capable  of  supporting  the  boilers 
at  full  power.  The  other  auxiliaries  will 
comprise  general  service  pump,  ballast 
pump,  sanitaiy  pump,  evaporator,  dis- 
tiller, feed  filter,  feed  heater,  auxiliary 
condenser,  ash  hoist  and  turning  engine. 

There  will  be  one  funnel  of  double  sec- 
tion, and  the  usual  ventilation  to  the 
engine  and  boiler  rooms. 

These  ships,  which  have  been  design- 
ed by  the  Naval  Constructor  of  the  Ma- 
rine Department,  for  bulk,  general  and 
refrigerated  cardgoes,  will  be  capable  of 
a  speed  of  12  knots  under  load  condi- 
tions. 


Winter  Moorings  of  Canadian 
Steamships. 


Following  are  Canadian  steamships 
and  the  ports  at  which  they  have  been 
berthed  for  the  winter,  in  addition  to 
those  given  in  Canadian  Railway  and 
Marine  World  for  January: — 

Canada  Steamship  Lines  Ltd.,  Mont- 
real— Steamships,  Lucia,  S.  H.  Dunn, 
Port  Colborne,  Ont.;  Ionic,  Kingston, 
Ont.;    Samor,   Sorel,   Que. 

Keystone  Transportation  Co.,  Mont- 
real—Steamships Keybell,  Keynor,  Key- 
port,  Keywest,  Grand  Trunk  dock,  King- 
ston, Ont. 

St.  .John  Steamship  Co.,  St.  John,  N.B. 
— Steamship  Glenholm,  Annapolis,  N.S. 


Sorel  Government  Shipyards 
Superintendency. 

Canadian  Railway  &  Marine  World 
for  Dec,  1919,  gave  particulars  of  notice 
issued  by  the  Civil  Service  Commission 
inviting  applications  to  be  sent  in  by 
Nov.  24,  1919,  by  residents  of  the  Pro- 
vince of  Quebec  only,  for  the  position  of 
Shipyard  Superintendent,  for  the  govern- 
ment shipyard  at  Sorel,  Que.,  at  an  in- 
itial salary  of  $3,000  a  year.  Apparently 
no  satisfactory  applications  were  receiv- 
ed, as  on  Dec.  24,  another  notice  was  is- 
sued inviting  applications  for  the  posi- 
tion and  stating  that  the  competition  was 
open  to  all  residents  of  Canada,  as  fol- 
lows:— A  shipyard  superintendent  for 
the  Government  shipyard  at  Sorel,  Que., 
Marine  Department,  at  an  initial  salary 
of  $3,000  a  year,  which  will  be  increased 
on  recommendation  for  efl!icicnt  service 
at  the  rate  of  $180  a  year  until  a  maxi- 
mum of  $3,540  has  been  reached.  Can- 
didates must  have  education  equivalent 
to  graduation  in  engineering  from  a 
school  of  applied  science  of  recognized 
standing;  at  least  five  years  of  exper- 
ience in  ship  design  and  construction, 
two  years  of  which  ^shall  have  been  in 
responsible  charge  of  such  work;  thor- 
ough knowledge  of  various  types  of  ships 
and  ship  machinery  and-the  construction 
and  repair  thereof;  firmness,  tact,  good 
judgment,  and  ability  to  manage  men; 
preferably  a  knowledge  of  both  French 
and  English.  No  special  age  limit  is 
fixed  for  this  position,  but  the  appointee 
must  be  of  such  an  age  as  to  ensure  a 
reasonable  period  of  satisfactory  service 
after  appointment.  The  successful  can- 
didate will  be  required  to  perform  the 
following  duties:  under  direction  to  have 
charge  of  the  Sorel  shipyard;  to  be  re- 
sponsible for  the  design,  estimate,  con- 
struction and  repair  of  ships;  to  super- 
vise the  buying  and  safekeeping  of  stores 
and  stock  and  the  work  of  all  employes; 
and  to  perform  other  related  work  as  re- 
quired. An  examination  will  be  held  in 
education  and  experience  along  the  lines 
indicated  above.  An  oral  examination  of 
the  best  qualified  candidates  will  be  held, 
if  necessary  in  the  commission's  opinion. 
This  position  was  advertised  Nov.  6,  1919, 
and  is  now  readvertised. 

As  stated  in  Canadian  Railway  &  Ma- 
rine World  for  Dec,  1919,  the  vacancy 
was  caused  by  the  resignation  of  W.  S. 
Jackson,  who  was  appointed  Superinten- 
dent, May  12,  1919.  F.  A.  Willsher,  As- 
sistant Naval  Constructor,  Marine  De- 
partment, Ottawa,  has  been  acting  as  Su- 
perintendent since  Mr.  Jackson's  resig- 
nation. 


A  record  for  speed  was  achieved  by  the 
British  torpedo  boat  destroyer  Tyrian  on 
her  recent  deep  water  trials,  when  she 
attained  45  miles  an  hour  on  a  4  hour 
trip. 


Shipbuilding    and    Naval    Architecture 

Instruction  —  Brigadier  General  C.  H. 
Mitchell,  C.B.,  C.M.G.,  D.S.O.,  Dean  of 
Applied  Science  and  Engineering  P^ac- 
ulty,  Toronto  University,  in  his  recent 
inaugural  address,  said,  among  other 
things: — "The  subject  of  shipbuilding 
and  naval  architecture,  which  appear  to 
be  now  in  some  demand,  especially  with 
the  revival  of  Canadian  shipping  on  the 
Great  Lakes,  and  the  development  of  the 
harbor  works  at  Toronto  and  elsewhere, 
are  being  kept  in  view." 

The  Canadian  Brotherhood  of  Light- 
house Keepers'  Association,  New  Bruns- 
wick branch,  was  organized  at  St.  John, 
N.B.,  Jan.  18.  The  officers  are:  J.  E, 
Collins,  Cape  Spencer,  President;  K. 
McClellan,  Port  Esquimalt,  Vice  Presi- 
dent; F.  Fauley,  Port  Lepreaux,  Secre- 
tary. 


February.  1920. 


The  Marine  Department's  Annual   Report. 


ti.' 


fr  ■.    of   Ihi-    I>.piit>    Mini>I.T. 

A 

\  liinif  of  tin-  last  fi.HCnl  yt-nr 

lh«'  (.iriiiaii  Miliiimriiii-  mcnme  hud  n-arh- 
vd  it.H  ninxiniiim.  n  toll  »f  nppniximnlily 
1.000,000  <l.\v.  tons  of  nllitd  nn«l  ncutrul 
jihippiiiK  hnvine  Ix-on  Ukon  in  April 
•lone;  aftor  that,  losmos  in  ships  duo  to 
war  cau.irji  steadily  di'dined. 

It  was  surmised  in  last  year's  report 
that  the  I'nited  States  output  of  ships 
durini:  IIMH  would  in  all  probability  l>c 
a  powerful  factor  in  the  defeat  .of  the 
suhnuirine:  this  has  now  been  clearly 
shown.  The  U.S.  production  of  ships 
during  1918  has  been  remarkable,  par- 
ticularly when  it  is  remembered  that 
prior  to  her  entry  into  the  war  the  U.S 
was  not  to  any  extent  a  shipbuildinK  na- 
tion, and  had  to  establish  yards  before 
turning  out  ships. 

The  submarine  peril,  thouRh  much  les- 
•toned,  was  far  from  removed  despite  all 
contributions  to  new  shippinp.  Archibald 
Hurd,  Naval  Correspondent  of  the  Daily 
Telepraph,  gives  the  foUowinR  fimircs  il- 
lustratinK  this.  ■  Durinc  April,  May  and 
June.  1918,  total  shippinp  losses,  allied 
and  neutral,  were  946,578  pross  tons, 
compared  with  2,236,934  pross  tons  for 
the  same  period  in  1917.  This  averape 
loss  of  approximately  1,000,000  tons  to 
a  quarter,  and  a  trifle  over  300,000  tons 
a  month  was  prave  enough,  thouph  the 
losses  in  the  course  of  a  year  had  been 
more  than  cut  in  half.  British  losses 
due  to  enemy  action  and  marine  risk 
from  April  1  to  the  end  of  July,  1918, 
were  1,312.315  pross  tons;  British  vessels 
built  and  put  afloat  in  the  same  period 
763,246  tons,  a  decrease  in  British  ship- 
pinp durinp  the  first  four  months  of  the 
fiscal  year  1918-19  of  549,069  pross  tons. 
Merchant  Ship  Losses  and  Building. 
From  -Aup.,  1914,  to  the  signing  of  the 
armistice,  Nov.  11,  1918,  the  total  yearly 
losses  suffered  by  the  allied  and  neutral 
nations  are  given  by  the  New  York  Jour- 
nal of  Commerce  as  follows: 

19H    (Sraontlu)   - 6K1 .868  Kroe>  ton» 

1SI.I1  1.724.720 

1916  2.797.866 

1917  6.623,628 

1918  ;  3,096.418 

ToUl     14.923.990 

Following  is  a  comparison  of  allied  and 
neutral  ship  deliveries  and  losses  for 
1918  in  pross  tons: 

Dclivrrir.     '•'•"•'JS 

!>».« - ».OMMS 

Gain     .._ «»«.8>2 

For  each  of  the  first  four  months  in 
1918  ship  losses  exceeded  ship  building 
the  margin  of  los.ses,  however,  decreas- 
ing, and  especially  in  March,  falling  quite 
shan'ly-  From  May  to  November  in  each 
month  the  building  topped  the  losses,  and 
in  the  last  completed  month  of  the  war 
October,  by  nearly  500,000  tons,  thus  in- 
dicating clearly  the  progressive  increase 
of  building  over  losses  during  the  year. 

The  proportional  losses  in  1918  were 
as  follows  in  gross  tons: 

Briu.in  I,922.1i99 

Unitr.!    .sut«    - 11D.2S9 

Olh-T    «llir«    unJ    nrutnilt 1,064,139 

This  shows  that  the  British  losses  near- 
ly doubled  those  of  the  other  allies  and 
neutrals  combined. 

The   proportionate   yearly   British   and 


"thir  allieil  iitui  neutral  losses  durmg  the 
war  Were  as  follows  in  ktors  tons:-- 

llrluln     »,0»l.»!8ll 

Uthrr  ■llln   ami  nrulrmU t.OZl.t&l 

ToUl    ___...., 18.0&1.7II4 

The  losses  in  1918,  although  slightly 
less  than  half  those  in  1917,  were  still 
greater  than  the  losses  in  any  war  year 
pre<'eding  1917,  showing  that  German 
submarine  operations  were  a  grave  dan- 
ger up  to  the  end. 

The  British  shipping  loss  of  9,000,000 
tons  comprised  roughly  (on  the  author- 
ity of  I'rof.  W.  S.  Abell,  Chief  Sur%eyor 
of  Lloyds)  2,000  vessels,  500  liners  and 
1,,500  tramps;  the  toll  of  lives  among 
British  merchant  seamen  was  15,000. 

The  losses  sustained  by  the  different 
allied  and  neutral  countries  during  the 
war.  as  given  by  Archibald  Hurd  in  the 
Daily  Telegraph  were,  in  gross  tons,  as 
follows: 

I'nitrd  Kinndom  and  dominlona 9.065.668 

Vnilrti  Suta  801.088 

DclKium      __„-..-.-_—.— J06.081 

Bnilil     >».279 

246.802 
229.041 
807.077 
414.676 
861.486 
270,083 
1.171,760 
287.862 


Don  mark 
Holland 
France 
Greece  ... 

Italy     

Japan    ... 

Norway 

Spa 


Sweden    ■■      264.001 

ToUl    14.194,252 

This  total  is  slightly  less  than  that 
given  by  the  New  York  Journal  of  Com- 
merce already  quoted.  The  losses  of  the 
allied  and  neutral  nations,  apart  from 
Great  Britain,  are  put  by  Mr.  Hurd  at 
5,138,.584,  Great  BriUin's  losses  being 
nearly  double  those  of  all  the  other  given 
nations  combined,  17  times  those  of  the 
United  States,  and  10  times  those  of 
either  France  or  Itaily. 

In  1915,  allied  and  neutral  losses  ex- 
ceeded building  by  522,720  gross  tons, 
in  1916  by  1,109,858,  in  1917  by  3,686,837, 
but  in  1918,  owing  to  the  1917  losses 
being  cut  in  half  and  to  increased  build- 
ing activity,  especially  by  U.S.,  the 
building  surpassed  the  losses  by  810,421 
pross  tons;  1914  beinp  the  only  other 
similar  war  year,  when  the  margin  of 
safety  was  30:!.73:!  gross  tons. 

British  merchant  shipping  decreased 
during  the  war  by  4,689,530  gross  ions, 
that  of  the  other  allies  and  neutrals  re- 
maining almost  stationary,  willi  a  small 
balance  of  485,273  pross  tons  in  favor  of 
building  over  losses. 

The  total  decrease  of  allied  and  neu 
tral  shipping  during  the  war  was  4,204,- 
259  gross  tons;  this  is  serious  enough, 
but  worse  is  behind;  taking  L,loyd'b 
figures,  the  gross  steam  merchant  ton- 
nage of  the  allied  and  neutral  powers  in 
1914  was  roughly  .T.1,000,000,  at  the  nor- 
mal yearly  peace  increment  increase  of 
br't  this  tonnage  ought,  in  four  years 
time,  to  have  reached  an  additional  8,- 
000,000;  the  real  shortage  of  shipping 
ff>r  these  nations  to  meet  their  peace  re- 
quirements is  therefore  12,000,000  tons. 
and  the  demands  on  sea  transport  aftir 
the  war  are  bound  to  be  excessive;  this 
situation  is  somewhat  relieved  by  the 
confiscation  of  2,392,675  gross  tons  of 
enemy  ves.sels  in  neutral  ports,  provided 
of  course,  that  these  remain  confiscated. 

Britain  was  particularly  hard  hit;  tak- 
ing 20,000,000  as  her  gross  tonnage  in 
1914  and  applying  the  5'V  principle,  it 
will  be  found  that  the  shortage  amounts 
to   about   9,000,000     gross    tons    for    her 


oriiinury  mtil-*,  ami  hit  neeiis  lor  a  rcm- 
siderable  period  after  the  war  will  be 
the  reverse  of  ordinary. 

ShipbuildinK. 
F'or  the  quarter  ended  Dec.  31,  1918, 
there  were  being  built  in  Great  Britain 
424  steam  and  .sail  merchant  ships,  gross 
tonnage  1,979,952.  Between  one-third 
and  one-half  of  the  total  numl>cr  of 
steamships  under  construction  in  Great 
Britain  for  the  quarter  ended  Dec.  31, 
1918,  were  in  the  5.000  to  6,000  gross 
ton  class,  or,  put  in  deadweight  tons,  7,- 
500  to  9,000.  In  last  year's  report  it  was 
stated  that  the  class  of  vessel  giving  the 
best  return  on  outlay  is  one  ranging  be- 
tween 7,000  and  10,000  tons  deadweight 
capacity;  the  British  programme  gives 
practical  support  to  this  theory. 

What  is  of  peculiar  interest  to  the 
Empire  and  to  Canada,  is  a  comparison 
between  the  returns  for  Britain  and  the 
dominions,  and  those  for  the  United 
States,  and  the  position  taken  by  Can- 
ada herself  among  the  other  nations.  The 
number  of  ships  under  construction  in 
Britain  and  the  Dominions  was  619,  total 
gross  tonnage  2,258,663,  in  the  United 
States  997,  total  gross  tonnage  3,645,919 
It  can  be  readily  judged  what  sort  of 
part  the  United  States  is  likely  to  play 
in  the  world's  sea-carrying  trade,  and 
four  years  ago  she  was  almost  an  on- 
looker. Comparing  small  things  with 
great,  the  Canadian  return  is  scarcely 
less  remarkable. 

Lloyd's  statement  includes  returns 
from  all  the  chief  shipbuilding  countries 
of  the  world  with  the  exception  of  the 
Central  Powers.  In  this  company  Can- 
ada's 1918  programme  ranks  third  in  the 
number  of  ships,  148  to  Japan's  116;  and 
fourth  in  tonnage  225,264  to  Japan's 
278,140;  only  52,876  tons  less;  a  notable 
showing  in  a  short  time,  which  au^rs 
well  for  the  future. 

The  French  war  output  is  only  one- 
fifth  of  that  for  the  four  previous  years. 
Britain's  about  one-half.  Denmark  and 
Norway  show  a  slight  increase.  Italy  in- 
creased her  output  by  one-third,  Holland 
by  one-quarter.  The  Swedish  output  for 
191.5-18  is  about  double  that  for  1911-14, 
the  Dominions  about  treble,  the  Japanese 
fourfold,  and  the  United  States  fivefold; 
the  main  building  increase  for  these  three 
last  countries  taking  place  in  1918.  The 
world's  total  output  of  tonnage  for  1915- 
18  ver>'  nearly  equals  that  for  1911-14, 
the  difference  in  favor  of  the  latter  being 
462,596  tons. 

Ocean  Freight  Rates. 
The  sharp  fall  in  ocean  freight  rates 
came  somewhat  as  a  surprise.  The  lead 
was  taken  by  such  British  lines  as  the 
Cunard,  Fumess  -  Withy,  International 
Mercantile  Marine  group,  and  Canadian 
Pacific,  after  notice  had  been  given  to 
the  Director  of  Operation  of  the  U.S. 
Shipping  Board.  This  action  was  taken 
on  their  own  initiative,  as  the  rates  on 
free  space  are  fixed  by  the  lines  them- 
selves, anil  are  not  subject  to  the  ap- 
proval of  the  British  Ministry  of  Ship- 
ping, with  the  single  exception  of  fhq 
rate  on  cotton.  I'pon  the  receipt  of  this 
notice  the  U.S.  Shippinp  Board  promptly 
followed  suit  by  declaring  a  rate  reduc- 
tion of  66'V  on  ocean  freight  from  U.S. 
to  European  ports  borne  by  its  ships; 
these  reduced  rates  only  apply  to  U.S. 
Shipping  Board  vessels,  and  not  to  those 
privately     owned,   but   as     the    Shipping 


February,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


103 


Board  operates  at  least  half  of  the  U.S. 
Merchant  Marine,  the  remainder  is  cer- 
tain to  be  largely  affected,  and  on  routes 
where  both  are  operating  in  common  the 
Shipping  Board's  rates  are  certain  to 
obtain.  Whether  or  not  the  new  revi- 
sion will  stand  for  any  length  of  time  is 
a  moot  question,  but  in  U.S.  shipowTiing 
circles  the  prevailing  opinion  seems  to 
be  that  an  approximate  minimum  has 
been  reached  and  that  the  present  scale 
of  rates  is  not  likely  to  go  lower,  al- 
though it  may  in  some  cases  be  increas- 
ed; in  the  cases,  however,  of  a  number 
of  shippers  and  exporters  whose  opin- 
ions were  solicited  by  the  New  York 
Journal  of  Commerce,  the  majority 
favored  a  further  and  more  general  re- 
duction. The  tendency  will  be  to  restore 
and  extend  export  business,  and  to  lower 
the  prices  of  commodities  generally;  the 
trades  chiefly  affected  are  cotton,  steel, 
copper,  hides,  textiles,  lumber,  and  gro- 
ceries and  foodstuffs;  the  profits  of  mer- 
chant ships,  whether  under  private  or 
government  control,  will  of  course,  be 
curtailed.  The  comparison  between  the 
old  and  new  rates  per  measurement  ton 
was  thus  given  by  the  New  York  Jour- 
nal of  Commerce,  the  new  rates  going 
into  force  on  Feb.  1,  1919: — 

America  to  United   Kinedom J66.00  cut  to  $20 

America  to  French  Atlantic  ports..  66.00  cut  to  $26 
America   to  French   Mediterranean 

ports     71. .50  cut  to  $31 

From  the  same  source  are  taken  the 
following  U.S.  Shipping  Board  rates  on 
Webb  high  density  cotton,  present  cargo 
space  not  warranting  the  shipment  of 
loosely  baled  cotton: —  Periooib. 

New  Old 

From   U.S.   Atlantic   ports   to — 

United   KinKdom  main  ports $1.25  $4.50 

France    main    Atlantic    ports 1.00  4.7.5 

Main    Mediterranean   ports 2.00  5.25 

Holland.    Rotterdam    1.50  4.75 

Belcium.     Antwerp    1.50  4.75 

Portus;al,    main    ports 1.50  4.75 

Spain.    Barcelona   ;..     2.00  5.75 

Italy,    main    ports    2.25  5.50 

Shipments   from   U.S.  Gulf  ports,  2oc  extra. 

Merchant  Marine. 

In  Aug.,  1917,  there  were  in  the  U.S., 
61  shipyards,  of  which  37  were  steel 
yards,  with  162  ways.  In  Sept.,  1918, 
there  were  203  yards,  with  1,020  ways; 
of  these  yards,  77  were  steel,  117  wood, 
2  composite,  and  7  concrete.  In  1916  the 
U.S.  yards  employed  50,000  men;  they 
now  employ  386,000.  At  the  time  of  the 
entry  of  the  U.S.  into  the  war  her  mer- 
chant marine  comprised  2,7.50,000  d.w. 
tons  of  seagoing  ships  over  1,500  tons 
burden;  in  Sept.,  1918  (not  including  ves- 
sels of  1,500  tons),  it  consisted  of: — 

No.  D.w.  tons. 

Requisitioned    U.S.    ships    449     2.900,525 

Ex-German   and   ex-Austrian   ships 

Uken    over    100        644,713 

New    ships    owned     by     Shipping 

Board     256     1.465,963 

Old    lake    steamships    transferred..        31         117.800 

U.S.    ships    not    yet    requisitioned 

(over   1.500   tons   d.w.) 377        980.459 

Dutch    steamers     requisitioned 81        486,945 

Foreign  ships  chartered  to  Ship- 
ping   Board    291     1.208,411 

Foreign    ships    chartered    to    U.S. 

citizens     600     1.707.099 

Total     2.185     9.511.915 

Of  this  fleet,  1,294  ships,  total  tonnage 
6,596,405,  fly  the  U.S.  flag,  891  foreign 
vessels,  total  tonnage  2,915,510,  are  un- 
der charter,  either  to  the  Shipping  Board 
or  to  private  companies. 

Australian  Shipbuilding. 

Following  are  the  numbers  and  ton- 
nage of  ships  built  and  registered  in 
Australia  from  1914  to  1917: 

No.  Gross  tons 

1914  .  55  3,817 

1915  14  1,278 

1916  7  146 

1917  6  333 

Total  _  82  5.574 


Australia's  output  for  1918-19  was  ex- 
pected to  bt  <ibout  40,000  tons.  The  im- 
portance attached  by  Australia  to  the 
building  of  ships  may  be  judged  by  the 
fact  that  her  programme  for  1918-19  is 
seven  times  her  total  output  for  the  four 
preceding  years. 

Shipping  in  the  Future. 

Sea  transport  after  the  war  will,  in 
all  likelihood,  be  chiefly  controlled  by 
Great  Britain  and  the  dominions,  the 
United  States,  Japan,  and  possibly  Ger- 
many and  Austria-Hungary.  In  1914  the 
merchant  steam  tonnage  of  these  coun- 
tries, according  to  Lloyd's  Register,  was 
in  gross  tons: — 

Great  Britains  and  dominions  20,523.706 

Germany     5,134,720 

Austria-Hungary    1.052.280     6.187,000 

United   SUtes   •1,813,776 

Japan     1,078,386 

•This  is  sea  going  tonnage  only.  The  U.S.  hod 
besides.    3.040.973    in    lake   tonnage. 

The  total  steam  tonnage  of  the  world 
at  that  time  was  4.^,403,877,  Great  Bri- 
tain and  the  dominions  owning  40%  of 
it;  post  war  conditions,  however,  may 
tend  to  somewhat  modify  this  position. 

The  recent  shipbuilding  activities  of 
the  United  States  and  Japan,  coupled 
with  their  comparative  immunity  from 
submarine  losses,  will  have  a  very  con- 
siderable effect  on  the  shipping  situation 
of  the  future. 

Britain,  during  the  entire  course  of  the 
war,  despite  her  heavy  losses,  placed  her 
merchant  tonnage  unresei-vedly  at  the 
service  of  the  allies;  in  doing  so  she 
abandoned  to  a  greater  or  lesser  extent 
some  of  her  former  trade  routes;  this 
holds  true  in  particular  of  the  Pacific 
trade,  of  which  she  controlled  407r  before 
the  war,  Japan's  share  being  30';'r.  Bri- 
tish tonnage  on  this  route  has  now  drop- 
ped by  lO'f,  while  the  Japanese  has 
doubled,  but  owing  to  the  astonishing  in- 
crease of  U.S.  shipbuilding  during  the 
war,  Japan's  most  formidable  rival  there 
in  the  future  will  probably  be  the  U.S. 

In  1913  the  value  of  Britain's  imports 
was  $3,736,050,381,  of  her  exports  $3,- 
085,200,784;  the  adverse  balance  of  trade 
of  $650,849,597  was  offset  in  part  by  in- 
terest on  foreign  investments,  but  chiefly 
by  the  earnings  of  her  merchant  marine. 
Britain's  merchant  marine  is  literally 
her  life-line,  and  its  standing  after  the 
war  in  relation  to  that  of  other  maritime 
nations  will  be  of  the  utmost  importance. 

Mercantile  shipbuilding  in  Britain 
since  1914  has  been  heavily  handicapped; 
there  has  been  a  shortage  of  steel  due 
to  the  pressing  demand  for  guns  and 
munitions,  the  drain  on  her  man  power 
stripped  her  plants,  and  men  were  put 
into  the  ranks  who  might  better  have 
served  the  allied  cause  in  the  yards.  It 
was  not  until  the  spring  of  1918,  when 
the  tonnage  situation  became  acute,  that 
20,000  shipwrights  were  released  from 
the  army.  She  had  to  consider  the  im- 
perative needs  of  her  navy,  and  to  main- 
tain constantly  at  sea  an  immense  fleet 
of  first  line  battleships  and  cruisers,  be- 
sides destroyers,  trawlers,  drifters,  and 
all  manner  of  anti-submarine  craft. 

Addressing  visiting  U.S.  journalists  in 
London  in  Oct.,  1918,  Admiral  Sims,  com- 
manding the  U.S.  fleet  in  European 
waters,  said  that  there  wore  then  about 
5,000  anti-submarine  craft  operating  day 
and  night  in  the  North  Sea  and  vicin- 
ity; of  this  flotilla,  160,  or  3'/r.  were  U.S. 
vessels,  the  remainder  being  British;  he 
stated  that  about  the  same  proportion 
obtained  in  the  Mediterranean.  This  is 
a  striking  tribute  to  the  pre-eminence  of 
Britain's  navy,  and  of  her  merchant  ma- 
rine as  well,  for  no  small  share  of  the 


battle  against  German  mine  and  submar- 
ine has  been  borne  by  the  latter.  Dur- 
ing four  years  of  war  the  displacement 
tonnage  of  the  navy,  including  auxilaries. 
increased  from  2,500,000  to  6,500,000, 
and  the  personnel  from  146,000  to  406,- 
000.  British  yards  of  late  have  carried 
on  an  extensive  work  in  the  I'epairing  and 
refitting  of  merchant  ships  damaged  by 
mine  or  torpedo,  hampering  greatly  the 
output  of  new  shipping.  Between  June, 
1917,  and  Oct.,  1918,  10,000  British  ships, 
besides  a  number  of  allied  and  neutral 
vessels,  were  repaired  and  made  service- 
able. In  any  estimate  of  Britain's  ca- 
pacity to  build  merchant  ships  under  post 
war  conditions,  all  these  factors  must  be 
taken  into  account. 

The  Central  Powers'  Shipping. 

In  considering  the  merchant  shipping 
output  of  the  Central  Powers  during  the 
war  period,  it  must  be  borne  in  mind 
that  they  were  largely  free  from  the  dis- 
abilities under  which  Britain  has  labor- 
ed. Early  in  the  war  they  gave  up  any 
attempt  to  keep  the  sea,  confining  them- 
selves almost  entirely  to  the  use  of  sub- 
marines, thereby  curtailing  the  building 
of  the  larger  battleships.  The  repairing 
and  refitting  operations  of  their  mer- 
chant shipyards  were  confined  to  their 
Baltic  fleet,  a  mere  trifle;  they  were  thus 
able  to  devote  the  greater  part  of  their 
building  activity  to  the  production  of 
new  merchant  ships,  and  that  they  did 
this  to  a  very  considerable  extent  may 
be  taken  for  granted  from  information 
that  has  leaked  out  from  Germany.  On 
the  authority  of  the  late  Herr  Ballin, 
there  are  at  present  building  in  German 
yards  one  ship  of  56,000  gross  tons,  one 
of  35,000,  two  of  30,000,  and  a  number 
ranging  from  9,000  to  22,000  tons;  Ger- 
many, as  heretofore,  evidently  pinning 
her  faith  to  the  big  freighters.  The  sys- 
tem of  heavy  subsidies  started  before  the 
war  is  to  be  continued,  especially  to 
merchant  ships  completed  within  three 
years  after  the  declaration  of  peace. 
.  Of  the  merchant  shipping  of  the  Cen- 
tral Powers,  2,700,000  tons  were  intern- 
ed in  German  or  Austrian  ports  at  the 
outbreak  of  war,  the  remaining  3,487,000 
being  in  neutral  ports;  of  the  latter  2,- 
392,675  tons  were  confiscated;  irrespec- 
tive of  new  output  the  Central  Powers 
have  at  present  3,794,325  gross  tons  of 
merchant  shipping.  As  their  output  of 
shipping  in  1914  was  roughly  600,000 
gross  tons,  it  may  be  assumed  that  they 
have  at  present  at  the  least  between 
four  and  five  million  tons  for  post  war 
trade. 

Canadian  Shipbuilding  Policy. 

Owing  to  the  drain  on  merchant  ton- 
nage generally  and  on  British  tonnage  in 
particular,  due  to  the  war,  the  posses- 
sion of  ships  has  become  of  capital  im- 
portance to  the  dominions,  first  to  carry 
their  own  products  overseas,  and  second 
to  partake  in  the  sea-carrying  trade,  and 
obtain  the  advantage  of  the  high  freight 
rates  which  are  likely  to  obtain  for  a 
considerable  post  war  period;  it  has  al- 
ready been  shown  how  Australia  has 
increased  her  shipbuilding  activities. 

The  Canadian  Government,  recognizing 
how  much  the  possession  of  a  merchant 
marine,  solely  under  Canadian  control, 
either  governmental  or  private,  will 
mean  to  the  future  trade  prosperity  of 
Canada,  has  launched  an  extensive  plan 
for  the  building  of  a  Canadian  merchant 
marine    in   Canadian   shipyards. 

In  this  connection  it  may  be  noted  that 
rolling  mills  for  the  output  of  steel  plates 
and  steel  shapes  for  ships  have  been  es- 


tot 


CANADIAN  UAILWAV  AND  MAUINK  WOKLD 


February.  1920. 


t„i.,.i...i  ...    <,.i.w.v     \  >;       llxhiTlo   the 

1  I  .s    ramc 

<^  1    i!«   now 

I!  :..   ,  ,,,j.,...    (  M^....l.un   flrniit 

I'  'lilt   pprtainR   to  thp   huild- 

\r.ni    will   thr  fominlion  of  n   much 

lu-cdi'd    (niiniliiui    iiiiTilinnl    innriiii'    tin- 

K<'V«Tlinu-nt    pliift    hi««    nnothcr    Hiilr,    the 

plarinir  of  th.    '  hiplxiilclinjr  in- 

(luKtry  on  n  Nearly  onc- 

fonrlh   of  tt"  I   confmct.H   for 

si.  Mils  iiu(rht  to  enable 

t!  nffected    to   become 

1,  and  to  compote  »uc- 

n  till-  iiiitput  of  ships  for  for- 

I  rninenta. 

portion  of  the  Deputy  Minister's 
n  purl  IS  followed  by  n  table  frivinjr  some 
jMirtiiulnrs  jilioiil  the  first  4ri  stool  cnriro 
stenniships  ordornl  by  the  Murine  I>e- 
partmriit  fiT  npcriilinn  iis  Canndian  Gov- 
ernment Merchant  Marine  Ltd.  Fuller 
particulars  of  CO  ships,  orders  for  which 
have  been  announced  are  pivcn  in  the 
table  which  Canndian  Railway  and  Ma- 
rine World  publishes  monthly,  and  %vhich 
appears  on  another  patre  in  this  issue. 


H<nlUlrr  n«  loni 
Sunk  br  rnrmy 


r-'-IuIrr  I 


u 


Tuul  .442 

It    is   estimated   that   44,10:1   men   •n<l 

boyo,    etc..    Inclusive     of    mostcrs,    were 

employed  on  ships  reKiotcrcd  in  fnnndn 

durinic  lOIH. 


Canada  Slfamship  Ijncs'  Wintt-r 
Overhaul  of  .Steamships. 

Followintr  are  particulars  of  a  numl>er 
of  Canada  Steamship  twines'  steamships 
which  are  beinir  overhauled  while  laid 
up  for  the  winter,  with  the  names  of  the 
port-s  nt  which  they  are  moored,  and  some 
details  of  the  work  beinjr  done  on  them: 

S.s.  T.  I*.  Pholan,  Kintrston,  Ont.,  re- 
construction to  matce  it  suitable  for  i;rain 
carrying; 

S.s.  Ionic,  Kingston,  Ont.,  peneral  re- 
building; 

S.s.  City  of  Hamilton  and  City  of  Ot- 
tawa, Toronto,  now  wale  strakes,  no.  1 
hold  bulk-head  renewed,  new  ilock  houses 
and  Kcneral   repair; 


Pmvinc'  Sitilinu. 

TonnaKo 
No.  GroM    Npt 
Van    S«oIim     80  28.SRZ  24.92S 
Nr»  Bninnwick  9    2.451     Z.4S6 

P.E.    I.Und   

Qurbn.     10     S,117      2.868 

OnUrin     21     S,956     3.95S 

Miinitntai     

BritMh  Colum- 
bia      - 9»  1S.894  1S.894 


VmmU  built  In  Ci 

WlMJ.1. 

Strnm. 

TonnniTP 

No.  GrcMs     Net 

S     1.487     1,048 


ada  and  reffistrrrd  durins   19m. 

Mrtnl. 

Gas.  SU-nm 

TonnnKe  Tonnaae 


No.  Gr 
24      920 


No.  Gp 
1     1.786 


2S 


16 


ToUla. 
TonnaKc 
I.  Groea 
D  82,994 
6  2,712 
I  96 


58 


Net 

27,881 
2.590 


89 


29  56.696  84,942       68  2,692  1,908       1     6,703     4.145     192     78,985     64,889 
ToUto   ....S19  52.269  48,076    64  69.111  86.488     107  4,862  8.208     17  28,261  16,894     897  148.993  104,611 


Province. 
New    Bninswick 
No^*a    Scotia    .... 

Quebec     

OnUrio    

Prince  EdwaH  l»inn.l 

British  Columbia    

Manitoba     

Yukon    Territory    

.■Saskatchewan    


VrueU  on  Canadian  reristrjr  books,  Dec.  31, 

Sailinu  vi-sKi-ls. 
No.       Gross  tons     Net  tons 


782 

SI.H.M 

33.804 

897 

109.948 

99.366 

781 

138,052 

132.727 

590 

108.833 

101.629 

128 

7.776 

7.353 

505 

83.550 

81.821 

17 

3.894 

3,394 

1 

556 

556 

1 

145 

145 

No. 
261 
551 
637 

1.474 
30 

1,423 


Steam  vessels. 
Gross  tons     Net  tons 
2-1.795 
42.272 
236.303 
335.362 


ToUls    «.Z02 

ComparaliTe    Statement    of    Vessels    on    Canadian 
Reicisir;    Rook*  in   1909  and    19l!<. 


Vessels. 

Net 

tons. 

Vessels. 

Net 

tons. 

Vessels. 

Net 

tons. 

....    987 

62.984 
160.286 

1.048 
1.948 

49,483 

Nova    Scotia    

...2.058 

124.517 

Quebec     

.1,482 

176,370 

1.818 

175.236 

OnUrio     

.2,061 

208.652 

2.064 

312.865 

P  E      Island     

....    150 

10,154 
92,746 

158 
1,928 

10,805 

British    Columbia 

...1.020 

231.513 

Manitoba     

..  .      90 

5.087 

96 

9.791 

Yukon     Territory.., 

...       16 

2.984 

K 

2.040 

4 

290 

5 

7.768     718,653     8.568  1.016.778 
Vnsela   Balll   and   Reclstered   In   Canada   In 


New  Brunswick  . 

Nova  Scotia   

Quehsc 

OnUrlo 

P.E.    Island    

British     Columbia 
Manitoba     

ToUl     

Vessels    Removed    From    Canadis 
Dnrinc    I9IH. 
Sold    to    forelicneni 

Wrtcked    

Stramled   

IXMI      

Broken    up.    etc 
Abandoned  at  sen 

Collisions    

Foundered     

Burnt     

Transferred   to  8t   JohnV.   Ndd 
Transferred  to  Australia 
Transferred    t«i    Grrat    llrllain 
Transferred   to  South   Afrirn 


Vessels 

Net  tons 

16 

2.590 

no 

27.881 

;!B 

9.086 

AH 

10.098 

VJ-  104.611 

Kralslrr    Rooks 


15.679 

25.151 

142.508 

211,236 

611  8,452 

245.076         149.692 

9.717  6.397 

2.312  1.484 

660  384 

904.008         555.983 


S.S.  Sepuin,  Kingston,  Ont.,  new  ceil- 
inp:  in  hold,  houses  recanvassed,  new  life 
boats; 

S.s.  Belleville,  Toronto,  peneral  re- 
pairs; 

S.s.  Bickerdike,  Hamilton,  Ont.,  new 
ccilinjr  in  holds,  renew  spar  deck  and 
deck  houses; 

S.s.  MaplcRrove,  Port  Dalhousie,  Ont., 
new  biljro  iilanks,  repairs  to  port  rail 
and  quick  work,  now  stanchions; 

S.s.  J.  H.  G.  HaRarty,  Goderich,  Ont., 
alteration  of  bulkhead  doors  in  cargo 
holds; 

S.s.  E.  B.  Osier,  Goderich,  Ont.,  re- 
modcllinK  passonper  dininp  room  and  of- 
ficers' quarters,  bulkhead  to  be  built  in 
no.  1  hold  to  facilitate  quicker  unload- 
ing; 

S.s.  W.  D.  Matthews,  Goderich,  Ont., 
new  starboard  hawse  pipe,  alteration  of 
pilot  houses  and  renewal  of  wale  strakes; 

S.s.  Midland  King,  Goderich,  Ont.,  bilce 
and  wale  strake  repairs; 

S.s.  Martian,  Goderich,  Ont.,  new  star- 
board hawse  pipe,  renewal  of  wale 
strakes,  dock  beams  and  stanchions  in 
holds  cut  away  and  Horrenian  system 
installed,  new  refriKorator  plant  and  new- 
coal  bunker; 

S.s.  W.  Grant  Morden,  Port  McNicoll. 
Ont.,  Koneral  outfit  and  new  wireless  telo- 
trraph  room; 

S.s.  Midland  Prince.  Port  McNicoll, 
Ont.,   reiiorni  fitout  and  three  new  deck 


winches; 

S.s.  Collin(rw-oo<l,  Port  McNicoll,  Ont., 
after  bulkhead  repairs,  robuildinir  wire- 
less teleirmph  room,  and  four  new  deck 
winches; 

S.s.  Emperor,  Kort  WiHiam,  Ont.,  new 
hatch  pullinir  winches; 

S.s.  Iladdinfcton,  Fort  William,  Ont.. 
nil  cabins  to  be  remodelled  and  wale 
strakes  renewed; 

S.s.  Cadillac,  Fort  William.  Ont,  re- 
newal of  hatch  coamings;  decJc  winchea 
removed  and  overhauled,  wale  stralcc  and 
bilKe  repairs; 

S.s.  Samian,  Buffalo,  N.Y.,  new  bodcm, 
new  steel  deck  house,  and  new  hatch 
coaminps. 

Winter  Navigalion  of  the  St. 
Lawrence  River. 

Canadian  liailway  and  Marine  World 
for  .January  contained  an  article  on  the 
possibilities  of  winter  navigation  on  the 
St.  I.a\vrence  River  by  Hon.  D.  O.  L'Es- 
pcrance.  President,  Quebec  Harbor  Com- 
niisaion,  in  which  he  dealt  exhaustively 
with  the  general  average  conditions  ex- 
isting in  the  St.  Lawrence  River  and 
Gulf  during  winter.  This  matter  has  been 
discussed  t>y  various  people  interested  in 
shipping  in  general,  and  those  associated 
with  Quebec  in  particular.  The  Quebec 
Board  of  Trade  took  the  matter  up  re- 
cently with  the  Minister  of  Marine,  and 
J.  T.  Ross,  Chairman  of  the  Board,  re- 
ceived a  reply  from  the  Minister  early  in 
January,  to  the  effect  that  it  is  his  inten- 
tion to  take  such  steps  as  may  be  neces- 
sary to  provide  equipment  that  will  he 
reasonably  adequate  to  assist  any  vessel 
that  may  find  it  necessary  to  navigate 
the  St.  Lawrence  after  ice  conditions 
have  become  severe.     He  said  in  part: — 

"The  casualty  that  befell  the  Canadian 
Recruit  is  very  much  to  be  regretted,  in- 
deed. The  very  severe  ice  conditions  that 
resulted  in  the  loss  of  the  ship  came 
about  at  a  much  earlier  period  than  was 
anticipated  here  with  regard  to  the  ex- 
perience of  previous  years.  In  so  far  as 
the  Canadian  Spinner  is  concerned,  while 
the  situation  is  extremely  serious,  it  is 
hoped  it  may  be  possible  to  rescue  this 
vessel  from  the  other  end.  I  have  quite 
realized  for  some  time  that  the  facilities 
available  for  the  purpose  of  assisting 
ships  to  navigate  the  River  St.  Lawrence 
after  severe  weather  sets  in  are  quite 
inadequate.  For  reasons  that  I  am  sure 
will  commend  themselves  generally,  the 
department  consented  to  the  transfer  to 
the  Russian  Government  of  the  ships 
that  would  he  really  effective  in  com- 
batting the  ice  conditions  in  the  River 
St.  Lawrence.  My  present  intention  is 
to  take  such  steps  as  may  he  necessary 
to  provide  equipment  that  will  be  reason- 
ably adequate  to  assist  any  ships  that 
may  find  it  necessary  to  navigate  the  St. 
Lawrence  after  the  ice  conditions  become 
severe.  The  representations  submitted 
by  you  on  behalf  of  the  board  of  trade 
as  to  the  extent  to  which  facilities  should 
be  provided  will  be  l>ome  in  mind  by  me 
in  the  course  of  the  further  consideration 
that  the  question  will  receive." 


The  Webster  Steamship  Co.'s  Steam- 
ships, which  are  operating  generally  in 
the  coal  and  package  freight  business 
on  the  St.  Lawrence  and  Great  Lakes, 
are  all  named  after  the  President's 
(Senator  L.  C.  Webster)  sons  and  daugh- 
ters, the  names  being  as  follows:  Colin 
W.;  Kric  W.;  Howard  W.;  Marion  W.; 
Muriel  W.,  and  Stewart  W. 


February,  1920. 

Dominion  Wreck 


Enquiries  have  been  held,  and  judg- 
ments delivered  in  connection  with  the 
following'  casualties, — 

Lakeport-Howard   W.   Collision. 

Held  at  Montreal,  Dec.  16,  by  Capt. 
L.  A.  Demers,  Dominion  Wreck  Com- 
missioner, assisted  by  Capts.  C.  Lapierre 
and  C.  A.  Ouellette,  as  nautical  asses- 
sors, into  the  collision  between  the  s.s. 
Lakeport,  owned  by  Peterson  and  Col- 
lins, Cleveland,  Ohio,  and  the  Webster 
Steamship  Co.'s  s.s.  Howard  W.,  of  Mont- 
real, Oct.  29,  1919,  near  Hamilton  Island 
in  the  River  St.  Lawrence.  The  court 
found  that  the  responsibility  for  the  ac- 
cident rested  solely  on  the  s.s.  Howard 
W.  The  master  was  absent  from  the 
bridge  at  a  time  and  place  when  his  pres- 
ence was  most  needed,  especially  so  in 
view  of  the  fact,  that  the  mate,  his  son, 
is  very  young,  with  only  very  limited  ex- 
perience as  a  mate.  While  accepting  the 
master's  statement  that  his  absence  was 
obligatory,  yet  his  evidence  and  that  of 
the  wheelman  differ  somewhat  as  to 
where  he  was  at  the  time  of  the  colli- 
sion, and  the  court  has  heard  similar  ex- 
cuses so  many  times  that,  while  it  can- 
not reject  that  part  of  the  master's  evi- 
dence, it  finds  it  very  peculiar  that  these 
absences  coincide  so  frequently  with 
shipping  casualties.  The  two  ships  were 
meeting  at  a  point  where  a  slight  alter- 
ation of  course  was  necessary,  the  s.s. 
Lakeport,  bound  east,  was  descending 
with  the  tide,  and  the  green  light  of  the 
Howard  W.  on  her  starboard  side  was 
broad  enough  to  permit  the  mate  to  as- 
sume that  though  they  were  about  to 
pass  on  the  wrong  side  of  the  channel, 
according  to  the  International  Rules  of 
the  Road,  since  at  that  time  the  adoption 
of  the  Rules  of  Road  for  the  Great  Lakes 
had  not  been  specified  by  whistle,  and  in 
view  of  the  fact  that  the  Howard  W.  was 
well  to  starboard,  from  the  situation  of 
both  vessels  it  was  considered  safe  for 
the  Lakeport  to  continue  on  her  course. 
The  green  light  on  the  Howard  W.  alone 
was  seen  with  her  masthead  light.  It 
was  said  by  the  Lakeport  that  the  range 
light  of  the  Howard  W.  was  not  visible, 
but  this  was  disproved  by  independent 
witnesses,  but  it  may,  at  the  time,  have 
been  obscured  by  snioko.  The  exact  di- 
rection of  the  Howard  W.  could  not  be 
ascertained,  but  when  at  a  ship's  length 
from  each  other,  it  was  perceived  that 
she  was  coming  obliquely  on  to  the  Lake- 
port,  a  turn  of  the  wheel  to  starboard 
was  given  and  the  collision  occurred.  The 
court  expressed  the  opinion  that  the 
Lakeport  was  in  such  water  as  to  permit 
her  to  go  full  speed,  that  continuing  full 
speed  was  good  seamanship,  as  a  diminu- 
ation  or  reversal  would  undoubtedly  have 
caused  more  damage,  by  bringing  about 
a  collision  of  greater  violence.  There 
was  no  lookout,  but  the  absence  of  this 
did  not  contribute  to  the  casualty.  The 
collision  happening  200  ft.  from  the  Ham- 
ilton light  does  not  clearly  indicate  that 
the  Howard  W.,  after  having  been  sight- 
ed well  south  of  the  channel  had  attempt- 
ed to  steer  over  to  the  north  side  whilst 
having  the  green  light,  or  even  the  three 
lights  of  the  Lakeport  on  her  starboard 
side.  There  was  ample  proof  that  the 
Howard  W.'s  red  light  was  not  burning. 
or,  if  not,  that  it  was  so  low  as  not  to  be 
seen  by  the  Lakeport.  Had  this  been  in 
order  when  the  Howard  W.  chose  to  cut 
across,  its  appearance  would  have  caus- 
ed, or  compelled,  the  Lakeport  to  signal 


106 


Commissioner's  Enquiries,  Judgments,  Etc. 


sooner.  Hence  the  court  did  not  find  any 
reason  for  criticism  of  the  action  of  the 
Lakcport's  crew.  The  Howard  W.  was 
being  navigated,  if  not  carelessly,  at  least 
with  a  lack  of  ordinary  prudence.  The 
master  had  left  his  post  at  a  place  where 
extreme  caution  had  to  be  exercised  on 
account  of  change  of  courses  which  des- 
cending and  ascending  vessels  have  to 
adopt,  leaving  the  mate,  his  son,  who 
had  had  but  one  season's  experience.  The 
Lakeport  did  not  comply  with  the  letter 
of  rule  25  of  the  Rules  of  the  Road  of 
the  Great  Lakes,  but  the  court  expressed 
the  opinion  that  the  spirit  of  the  rule  had 
been  observed.  The  court,  therefore, 
found  that  the  Lakeport,  having  the  right 
of  way,  and  it  being  clear  weather,  exer- 
cised the  necessary  precautions  which  the 
unforeseen  situation  demanded,  and  its 
officers  were  therefore  exonerated  from 
blame.  With  regard  to  the  Howard  W., 
there  was  lack  of  judgment  and  prudence 
on  the  part  of  mate  L.  .1.  Daigneault, 
and  he  was  therefore  held  to  blame  for 
the  collision,  and  for  his  failure  to  com- 
ply with  rule  25,  his  certificate  as  mate 
was  suspended  for  7  months,  from  Dec, 
20,  1919,  to  July  20,  1920.  The  master, 
L.  Daigneault,  was  given  the  benefit  of 
the  doubt,  as  to  his  absence  from  his 
post,  and  he  was  warned  that  the  same 
excuse  could  not  always  be  accepted.  The 
court  also  took  occasion  to  advise  owners 
and  agents  of  ships,  to  impress  upon 
their  officers  the  importance  of  maintain- 
ing a  look  out. 

Grounding  of  s.s.  Canadian  Volunteer. 

Held  at  Montreal,  Dec.  22,  1919,  by 
Capt.  L.  A.  Demers,  Dominion  Wreck 
Commissioner,  assisted  by  Capts.  C.  La- 
pierre and  C.  J.  Stuart,  as  nautical  as- 
sessors, into  the  Canadian  Government 
Merchant  Marine's  s.s.  Canadian  Volun- 
teer striking  a  buoy  and  bottom  near 
buov  90  Q,  River  St.  Lawrence,  Dec.  6, 
1919. 

Capt.  E.  C.  Sears  stated  that  the  ship 
is  built  of  steel,  1,910  tons  net,  3,188  tons 
gross,  320  ft.  long,  44  ft.  2  in.  broad, 
and  draws  17  ft.  2  in.  forward  and  19  ft. 
4  in.  aft,  equipped  with  single  screw  and 
triple  expansion  engines  for  a  speed  of 
10  knots,  supplied  with  all  necessary  in- 
stniments  for  navigation,  and  has  36  of 
a  crew,  including  2  officers  on  this  occa- 
sion and  3  engineers  with  certificates.  He 
left  Montreal  Dec.  6  and  experienced 
snow  when  he  anchored,  gradually  pro- 
ceeding later.  On  Dec.  8  he  had  been 
on  deck  practically  all  the  time;  but  ab- 
sented himself  for  two  minutes  to  look 
at  the  chart,  and  reached  the  deck  when 
the  ship  struck.  The  engines  were  stop- 
ped and  helm  put  hard  to  port,  then  full 
speed  astern,  the  ship  striking  a  second 
time.  It  was  found  the  ship  was  making 
water.  At  the  time  of  grounding  the 
steering  pilot  was  acting  on  pilot  Hame- 
lin's  advice  and  orders.  The  wind  was 
light  northeast.  It  was  one  minute  after 
the  buoy  was  seen  that  the  ship  came  in 
contact  with  it. 

Capt.  J.  D.  Weir,  Superintendent  of 
Lights,  stated  that  the  buoy  was  reported 
as  having  disappeared. 

J.  O.  Michaud,  clerk  of  the  Pilotage 
Office,  stated  that  he  had  received  orders 
from  the  agent  for  one  pilot;  but  sent 
the  two  which  were  in  turn  on  the  list. 
He  had  been  shown  a  letter  purporting 
to  be  an  agreement  between  the  pilots 
and  the  Shipping  Federation  of  Canada. 
with    respect    to    placing    the    pilots    on 


board;  but  had  not  road  it.  He  had  also 
received  telephone  orders  from  the  Super- 
mtendent  at  Quebec  to  that  effect.  He 
acknowledged  having  sent  the  second 
pilot  on  the  request  of  pilot  Hamelin. 

F.  Hamelin,  pilot,  stated  that  he  had 
been  a  pilot  for  13  years,  11  of  which 
he  worked  steadily  for  the  C.P.R.  This 
was  his  first  enquiry.  He  was  on  deck, 
the  second  pilot  steering  under  his  orders. 
He  saw  the  buoy  90  Q  a  quarter  point  on 
the  starboard  bow,  Grondines  ranges 
were  opened  slightly  to  the  south.  He 
tried  to  detect  St.  Emilie  range,  the  aids 
for  the  turning  point;  but  could  not  do 
so  in  time.  The  current  was  setting  to 
the  south  and  the  tide  was  halt  ebbing 
He  ported  the  helm,  and  saw  it  was  done, 
but  owing  to  the  quantities  of  ice  float- 
ing in  the  channel  the  ship  did  not  obey 
as  promptly  as  expected,  and  struck  a 
buoy  in  the  vicinity  of  the  bridge  oa  the 
starboard  side.  The  ship's  engines  were 
stopped,  the  helm  hard  aported,  then  full 
speed  ahead.  The  ship  struck  a  second 
time,  and  then  proceeded.  The  weather 
was  clear,  though  sky  cloudy,  wind  light 
and  the  ground  was  covered  with  snow, 
which  prevented  him  from  sighting  St. 
Emilie  range.  He  saw  the  buoy,  which 
was  about  3  ft.  above  water,  when  about 
700  ft.  distant,  adopting  the  same  method 
as  in  former  navigation;  but  the  current 
which  was  about  2^i-  knots,  carried  him 
on  swiftly  towards  the  buoy  and  the 
masses  of  ice  prevented  the  ship  from 
i-esponding  to  the  helm  with  the  prompt- 
ness required  at  this  turn.  The  buoy, 
when  first  sighted,  must  be  on  the  star- 
board side  as  it  is  necessary  to  make  the 
turn  to  the  north  in  order  to  counteract 
the  current  setting  south,  which  would 
tend  to  throw  the  ship  on  the  south  bank. 
He  stated  that  he  was  the  responsible 
pilot,  pilot  Rivard  acting  only  on  his 
orders.  The  only  time  he  left  the  latter 
to  his  own  devices  being  when  he  had  to 
absent  himself  from  the  bridge,  select- 
ing parts  of  the  river  where  there  was 
ample  room. 

F.  X.  Rivard,  pilot,  said  his  duties 
consisted  of  steering.  He  did  not  re- 
member how  the  Grondines  lights  were 
opened.  He  watched  the  steering  only 
and  obeyed  the  orders  given  him  by  the 
pilot.  He  did  not  remember  if  the  buoy 
was  a  quarter  point  or  more  on  the  star- 
board bow. 

R.  Proteroe,  third  officer,  stated  that 
he  was  on  deck,  on  the  port  side  of  the 
bridge,  the  buoy  when  seen  being  half  a 
point  on  the  port  bow.  He  noticed  by 
the  movements  of  the  arms  of  the  wheels- 
man that  the  wheel  was  starboarded, 
bringing  the  buoy  three  points  on  the 
starboard  bow,  when  the  ship  drifted  to- 
ward.'!  the  buoy,  striking  in  line  with  the 
funnel.  The  helm  was  then  put  port;  and 
hard  to  port,  the  ship  striking  a  second 
time  The  engines  were  stopped.  He 
then  left  the  bridge. 

Having  heard  arguments  by  Hon.  A. 
W.  Atwater,  K.C.,  for  the  Shipping  Fed- 
eration of  Canada,  and  G.  H.  Bernier, 
for  pilot  Hamelin,  the  court  adjourned 
to  Dec.  27,  when  its  judgment  was  an- 
nounced, of  which  the  following  is  a  sum- 
mary: 'The  evidence  shows  a  striking 
contradiction  between  the  statements  of 
pilot  Hamelin  and  the  ship's  third  officer. 
The  pilot's  evidence,  which  was  corro- 
borated by  his  assistant,  was  that  the 
buoy  was  first  sighted  on  the  starboard 
side,  while  the  third  officer  stated  that 
it  was  first  sighted  on  the  port  side,  and 


lOG 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


February,  1920. 


helm    wan    K>^'<'»>    thr 

I'l  the  Inioy,  Ktnrhoari' 

'  rniirr    of   .  \  j.l^  !i.  «■    \vn» 

M-,    ^,^..r  ..f  th.    pilot,  th.         •  Kc-iMK 

111   i^-nnt   thiit  th»'  court  nmri 

!!.l!     111.      Hw,,I     ,,m..  I.     !  ..IIIIIT 

..  iiliil  \sith  U>c«l 
nil  iim-  sitli'  of 
■  I  kmI,  ns  it  woiiM 
lia\i-  liiiii  Uii  ni':lili-  lliat  two  pilot.s,  ab- 
xoliitoly  siiImt,  ihf  iiiic  in  control  having 
had  n  vrry  siicir^sful  carcrr  as  a  pilot, 
and  havini;  In-on  ii  triist<'(l  (M'.R.  employ 
for  11  years,  could  possibly  have  made 
the  Idumlt-r  of  starhoanlint;  upon  siirht- 
inc  the  l>uoy.  A.s  the  St.  Emilic  ranKcs 
could  not  he  diwcnii'il.  the  turninj:  of 
the  ship  was  not  begun  until  she  had 
luissed  this  dctcrminini;  point,  and  the 
joint  action,  of  the  current  niakint;  to- 
ward the  south,  and  the  mass  of  ice, 
which  appears  to  have  been  runninir,  pre- 
vented projK'r  and  timely  evolutions  be- 
inir  performed.  The  pilot's  evidence  was 
straightforward,  and  there  appeared  to 
be  no  attempt  nt  prevarication.  The 
court  therefore  found  that  he  did  not 
••ithcr  throutrh  neclipence  or  error,  cause 
the  ship's  (rroundinfr.  but  that  it  was  due 
to  uncontrollable  circumstances,  and  a 
.situation  which  prevented  the  ship  from 
obcyini:  the  helm  as  promptly  as  expect- 
ed. The  pilot,  master  and  third  officer 
were  therefore  exonerated. 


The  court  eMdorjie<l  the  r«Tommen<la- 
tion  nuide  in  r.M.'i,  to  eri-cl  .nonie  aid  to 
navitration  at  Ste.  Anne  de  la  Tarade, 
as  a  (fuide  for  the  turninir  point,  as  it 
considers  that  in  such  a  narrow  pns.H  and 
sharp  curve,  where  prompt  action  has 
to  be  taken,  in  view  of  the  various  ele- 
menUt  which  make  this  channel  ilillicult 
of  navitration,  the  Sto.  Rmilie  range  is 
too  distant  for  effectiveness.  With  re- 
gard to  the  carrying  of  an  ailditional 
pilot,  the  court  rei-omniended  that  a  de- 
finite understanding  be  arrived  at  be- 
tween the  Marine  Department  and  the 
parties,  so  as  to  eliminate  any  cause  of 
apprehension  or  friction  which  the  pres- 
ence or  action  of  a  second  pilot  may  bring 
about.  The  court  also  exprcjised  its  ap- 
preciation of  the  efforts  of  the  coun.sel 
engaged,  and  of  Thos.  Robb,  Manager, 
Shipping  Federation  of  Canada,  in  help- 
ing to  bring  to  a  successful  termination, 
a  case,  which  at  first  presented  a  .seri- 
ous and  acrimonious  situation. 


Contracts  Let  for  Marine  Public 
Works. 

The  Dominion  Public  Works  Depart- 
ment has  let  the  following  contracts: — 

Scotch  Cove,  White  Point,  N.S.;  exten- 
sion to  breakwater;  A.  W.  Girroir  and 
W.     F.    MacKinnion,    Antigonish,    N.S.; 


Dec.  22,  I'.MU;  schedule  of  prices. 

Pas,  .Man.;  construction  of  wharf;  N. 
J.  Wylie  and  L.  Ik-rry,  Winnipeg;  Nov. 
1,    I'Jl'J;   schedule  of  prices. 

N'aramata,  B.('.;  construction  of  wharf; 
S.  Mills,  .New  Westminster,  B.C.;  Nov.  3, 
llM'.i;  schedule  of  prices. 

Port  Kssington,  B.C.;  landing  float  and 
approach;  .M.  Hyatt,  Prince  Rupert,  B.C.; 
Nov.  ."i,  I'.liy;  Hche<lule  of  prices. 

Meteghan,  N.S.;  repairs  and  renewals 
to  public  wharf;  .M.  C.  Denton  and  .M.  A. 
Condon,  Digby,  N.S.;  Nov.  10,  1919; 
$4.59  per  cub.  yd. 

Beisdalc,  N.S.;  wharf;  E.  Dickson, 
Louisburg.  N.S.;  Nov.  10,  1919;  $2,.'}50. 

Little  Brook,  N.S.;  repairs  to  break- 
water; H.  F.  Deveau,  Meteghan,  N.S.; 
Nov.  11,  1919;  schedule  of  prices. 

St.  Jean  d'Orleans,  Que.;  repairs  to 
wharf;  K.  Nethot  and  J.  E.  Thibault, 
.Montmagny,  Que.;  Nov.  26,  1919;  sched- 
ule of  prices. 

Petit  Rocher,  N.B.;  repairs  to  break- 
water; T.  P.  Charleson,  OtUwa;  Dec.  2, 
1919;  schedule  of  prices. 

Sorel,  Que.;  reconstruction  of  corner 
in  concrete  and  other  repairs  to  wharf; 
0.  Poliquin,  Portneuf,  Que.;  Dec.  9,  1919, 
schedule  of  prices. 


The  Southern  Salvage  So.,  Liverpool, 
N.S.,  has  been  given  judgment  for  $300 
against  the  schooner  Frances  P.  Moquito. 


Vessels  Registered  in  Canada  During  November,  1919. 

of  I«H  than  10  B.b.p..  an  eliminated.  ■•  alse 


In  complllns  the  foUowlns  lUti  of  Teaaeli  resistered,  •teamboata  and  motor  boata,  operated  by  engine* 

are  uillnK  vcasele  of  len  than  100  tone  resiiter.  

STEAM. 


Port  of  Resiltrr 


Where  and  when  built 


f      <•      '• 

a    o^   siH 

114449     A.  E.  Ames ..Hontnal   _Howden-on-Tyne,  Eng 1908  246.2  87.0  21.6  1637  1020 

10S2S6     Alice OtUwa     _.Sorel.     One 1894  70.7  17.B  7.6       67       46 

■.:hUO     Beaverton Montreal     Hcbbum-on-Tjme.    Eng.    ..1908  249.S  42.7  21.0  2012  13.^7 

111178     Canadian  Gunner*.  Montreal     CollinRWOod.    Ont 1919  251.0  43.6  23.6  24I.'i  1455 


Owner*  or  manajrinK  owner* 


11US.1     Cnnadiiin  NaviK'r*.. 

:  I14H7     Cnnadian  Sower* 

1 11144     E.  D.  Kingaley* Vancon 


.Montreal     1919     319.3     44.2     22.6  3161   1929 

Port   Arthur.  Ont 1919     2.'S1.3     43.9     20.8  2069  1201 

Fort    William.    Ont.    1919     200.0     32.0     14.6  1029     641 


B.C. 

:J28S6     Edmonton Montreal     „Hebburn-on-Tyne.    Eng.    ..1906  249.2  42.7  20.6  1983  1341 

107247     KearlcM _.New  WestminaUr.  B.CNew    Wentminiiter.     B.C....1898  71.0  1B.6  7.7  75  12 

.:\S219     Gloncadam  (a) Midland.    Ont.    Wyandotte.    Mich 1913  244.0  43.0  18.2  1870  1118 

.11146     H.  M.  Pellatt* .Montreal     Port    GIoskow.     ScotUnd..l903  239.7  37.0  21.8  1608  1027 

.Walkei^«n.Tyne.    Eng 1908  246.0  87.0  21.8  1682  992 

.Sunderland.     Eng 1909  250.0  42.7  16.4  1782  1140 


226 
146 
92 

Sc. 
S«. 
Sc. 

106 

Sc. 

13 

US 

Sc. 
Sc. 

161 

Sc. 

210 
106 

Sc. 
Sc. 

nH«ls     Murray  Stewart Port    Arthur.    Ont Port    Arthur.    Ont,    1918     119.0     26.0     1S.7     243 

UH461     St.  Joe  Inland  Ferry..Saalt  Ste.   Marie.   OntRlchardu    Landing,    Ont....l919       60.0     18.0      2.1       32 


92  109      Sc. 


■.2S187     Victoria  (b) Victoria,    B.C Paisley,    Scotland    1908     193.1     32.1     18.1 

111602     Willie  H Quebec,    Que Quebec.    Que 1913       43.0     1B.2       5.6 

*Eqnipped   with    wirelee*.      (a)    formerly  F.    P.   Jone*.      (b)    formerly  Dolanra. 


791  893  154   Sc. 
32    13   16   Sc. 


Line*.      Ltd., 


Canada      Steamahip 

Montreal. 
Minister    of    Railway*    and    Canal*. 

Ottawa.    Ont. 
Canada       Steamship       Line*.       Ltd., 

Montreal. 
Minister    of    Marine    and    risherie*, 

Ottawa,    Ont. 


Kingsley   Naxngation   C«.   Ltd.,   Van- 
couver.   B.C. 

Canada      Steamship       Line*.       Ltd., 
Montreal. 

J.    Mayers,    New    Westminster,    B.C. 

Great      Lakes     Transportation      Co., 
Midland.    Ont. 

Canada      Steamship      Line*      Ltd.. 
Montreal. 

Canadian    Maritime    Co.,    Montreal. 

Canada      Steamship      Lines      Ltd., 
Montreal. 

Port   Arthur  Shipbuilding  Co..    Port 
Arthur.    OnU 

G.     W.     LangsUIT.     Richards    Land- 
ing.   Ont. 

James    Dunsmuir.    Victoria.    B.C. 

M.J.   and  W.J.  Haeket.  Quebec.   Que. 


Port  of  RegUtry         Rig  Where  and  when  built 


1  lOSS.-i 

14107.'. 
141519 
1413K4 
14i:is« 
141518 
141546 


C«l«*teD_-__ Wvrmouth,   N.S.    . 

Donald  11...- Shelbume.    N.S.    . 

Fundy  King Annapolis    Royal. 

O  3.  McD.  Co.  No.  7... Vancouver.     B.C. 

Gertrude  Pai*OD*....Windsor,    N.S.    

J.  I..  Ralston ParmUiro.     N.S.     .. 

M  J.  P«rk* I*U*ve,    N.S 

Maid  of  IjiHave 

Nova  Queen Pamboro,     N.S 

P.S.B.  4 -.Vaneoaver,    B.C.    . 

Richard  B.  Silver Lunenburg,    N.S. 

St.  Clair  Ritrry LaHave.     N.S 

W    S    M«<-t)..ii«l.l       Yarmouth,     N  -S 


Sehr.  „„.JletaKhmn    River.    N,S.. 

..- ■•      Shelbume,    N.S 

N.S.     ••      Margaretville.     N.S.     .. 

Barge Victoria,    B.C 

Sehr Cheverie.    N.S 

•■      Eatonvllle.    N.S 

■■      Shelbume,    N.S 

•■      Dayspring,    N.S 

■•      Advocate.    N.S 

...M—Scow  - Vancouver,    B.C 

Sehr Mahone    Bay.    N.S 

■•       Salmon    River.    N.S 

M.-I.vhan,    N.S 


c 

,3 

1M.0 

5 

-3 

s 

a 
t7.4 

.1 

13.0 

II 

OH 

049 

eg 

(Sf- 

„1«19 

696 

.1919 

109.6 

27.0 

11.2 

215 

199 

.1919 
.J916 

141.0 
84.6 

S2.T 
40.0 

12.0 
6.9 

412 

192 

376 
192 

1919 
.1919 

.1919 

1919 
.1919 

I9I0 

1S2.6 
156.6 
123.3 
111.3 
ISO.O 
91.0 

81.1 
36.6 
26.5 
29.6 

35. n 

29.8 

12.3 
13.0 
10.9 
12.7 
13.0 
7.0 

357 
499 
176 
266 
476 
161 

841 

462 
178 
222 
432 
161 

1919 
.1919 

123.S 
134.0 

27.7 
30.5 

11.2 
11.6 

267 
364 

224 
332 

1919 

146.5 

32.7 

12.8 

430 

882 

Owner  or  Manauing  Owner. 


Doocet    Shipballding    Co..    Meteghan 

River.    N.S. 

Shelbume  Shipbuilders,  Ltd.,  Shel- 
l.umr.    N.S. 

J     A.    Balcnm.    Margaretville.   N.S. 

Whalcn  Pulp  «  Paper  Mills,  Ltd., 
Vanc.uvvr.    PC. 

O.    M.    Parsons.    Cheverie.    N.S. 

Wm.     Kirkpatrick.     Pamboro,    N.S. 

M.  J.    Park..   M.O..   LaHave,  N.S. 

J.   I..   Publicover.  M.O..  LaHave,  N.S. 

T.    K.    Hentley.    P*rr*bon..   N.S. 

Progre*»i\-e  Steamboat  Co..  Vancou- 
ver.   ll.C. 

H.    W.    Adams.    I.unenhuni.   N.S. 

J.  N.  Bafu»r  A  Sons.  Conquerall 
Hank.    N.S. 

T.    H.    Macdonald.    Mete«han.    N.S. 


February,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


107 


Canadian  Notices  to  Mariners. 


The  Marine  Department  has  issued 
the  following: — 

Ontario — Lake  Ontario,  Toronto  Har- 
bor During  the  past  season,  the  Domin- 
ion Public  Works  Department  has  dredg- 
ed the  channel  between  the  piers  at  the 
eastern  entrance  to  Toronto  harbor  200 
ft.  wide  to  a  depth  of  17  ft.  below  eleva- 
tion 245.0  or  zero  of  th«  Toronto  Harbor 
Commissioner's  gauge  at  Queens  wharf. 

Ontario — Lake  Erie,  Rondeau  Harbor 
— The  hand  fog  horn  maintained  on  the 
outer  end  of  the  east  breakwater  pier 
was  discontinued  Dec.  ;U,  1919. 

Ontario  —  Lake  Huron,  Kincardine — 
During  the  past  season  the  entrance  be- 
tween the  piers  and  a  part  of  the  basin 
in  Kincardine  harbor  were  dredged  by  the 
Dominion  Public  Works  Department,  to 
a  depth  of  14  ft.  below  the  zero  of  the 
harbor  gauge,  which  is  578.50  ft.  above 
mean  sea  level.  New  York.  The  channel 
between  the  piers  is  50  ft.  wide  from 
deep  water  to  the  inside  end  of  the  en- 
trance piers,  where  the  deepened  area 
turns  southward  for  205  ft.  The  south 
end  of  the  dredged  area  is  50  ft.  wide, 
gradually  widening  to  90  ft,  108  ft. 
north.  For  the  ne.\t  85  ft.  the  dredged 
area  is  250  ft.  wide,  then  narrowing 
gradually  to  50  ft.  at  the  inside  end  of 
the  entrance  piers. 

British  Columbia — Strait  of  Georgia, 
Sandheads  at  entrance  to  Fraser  River — 
The  two  red  steel  conical  buoys  lOF.  and 
12F.  established  in  1919  on  the  south  side 
of  the  channel  at  the  entrance  to  the 
Fraser  River  will  be  discontinued;  black 
buoy  9F.  will  be  re-established  on  its 
former  position  0.30  mile  66°  30'  (N.  41° 
30'  E.  mag.)  from  buoy  7;  black  can 
buoy  IIF.  will  be  re-established  on  its 
former  position  0.27  mile  66°  30'  (N. 
41"  30'  E.  mag.)  from  buoy  9. 

British  Columbia  —  Chatham  Sound, 
Prince  Rupert  Harbor,  Barret  Rock — On 
or  about  Mar.  1,  1920,  when  the  gas  and 
bell  buoy  will  be  withdrawn,  and  light 
and  fog  alarm  established  on  the  rock, 
lat.  N.  54°  14'  32",  long  W.  130°  20' 
38";  character,  occulting  red  acetylene 
light,  automatically  occulted  at  short 
intervals;  elevation,  22  ft.  Structure, 
white  rectangular  reinforced  concrete 
tower,  with  pointed  ends,  surmounted  by 
square  concrete  house  with  lantern  on 
top;  height,  44  ft.  Fog  alarm,  diaphone, 
operated  by  air,  compressed  by  electri- 


city, controlled  from  dwelling  on  shore, 
gives  2  blasts  of  2  sees,  duration  every 
30  sees.;  the  horn  elevated  13  ft.  above 
high  water,  and  will  be  put  in  operation 
immediately;  dwelling,  rectangular  wood- 
en dwelling  on  shore  directly  east  of 
beacon   by   submarine   cable. 

British  Columbia — Strait  of  Georgia, 
Fraser  River  —  Frasermouth  Outer 
Range  Lights;  the  fixed  oil  lights  will 
be  replaced  by  occulting  acetylene  gas 
lights,  automatically  occulted  at  short 
intervals;  the  front  light  will  be  chang- 
ed from  red  to  white,  the  back  light  to 
remain  white  as  formerly;  Garry  Point 
Range  Lights;  front  light,  on  Steveston 
jetty;  fi.xed  red  light  shown  from  a 
cluster  of  3  incandescent  electric  lamps, 
at  elevation  of  15  ft;  visibility,  6  miles; 
structure,  wooden  pole;  back  light  on 
same  pole  as  Wingdam  back  range  light; 
fixed  white  light  shown  from  a  cluster 
of  3  incandescent  electric  lamps  at  ele- 
vation of  30  ft.;  visibility,  10  miles  in 
line  of  range;  the  lights  in  one  astern 
bearing  305°  (n.  80  w.  mag.)  lead  up 
from  the  intersection  of  their  alignment 
with  that  of  the  northside  range  lights 
to  black  buoy  25F. 

British  Columbia — Cousins  Inlet,  David 
Point — Lighted  beacon  established  on 
northeast  extremity  of  point;  fixed  red 
oil  light  at  elevation  of  16  ft.;  wooden 
slatwork  pyramid,  surmounted  by  a  slat- 
work  ball  having  the  lantern  suspended 
from  a  bracket  on  the  north  face  of  the 
beacon;  color,  white;  height,  26  ft.;  the 
light  will  be  maintained  by  Pacific  Mills, 
Ltd.,  Ocean  Falls. 

Prince  Edward  Island — South  Coast, 
Summerside  Harbor — During  the  past 
season  the  Dominion  Public  Works  De- 
partment has  dredged  the  approach  to, 
and  a  berth  on  the  east  side  of  Queens 
wharf,  Summerside;  from  deep  water 
550  ft.  south  from  the  end  of  the  wharf 
the  approach  was  cleaned  up  to  a  depth 
of  18  ft.;  the  berth  on  the  east  side  of 
the  wharf  is  250  ft.  long  by  80  ft.  wide 
with  18  ft.  water  at  the  outer  end  of  the 
wharf  gradually  decreasing  in  depth  to 
10  ft.  at  the  inner  end  of  the  dredged 
area. 

Quebec — Gulf  of  St.  Lawrence,  Mcisie 
River — Ow-ing  to  the  back  light  of  the 
Moisie  River  range  lights  having  been 
moved  northward,  the  bearing  of  the 
range  has  been  changed  to  272°   (n.  62° 


w.  mag.);  distance  between  front  and 
back  lights  436  ft. 

Quebec — River      St.     Lawrence      below 

.Montreal,  vicinity  of  Longue  Pointe — 
The  two  red  gas  buoys  that  were  placed 
to  mark  a  reserved  harbor  area  in  the 
vicinity  of  Longue  Pointe  have  been  dis- 
continued. 

British  Columbia,  Fraser  River,  North 
Army,  change  in  character  of  lighted 
beacons — Westerly  light,  on  south  side 
of  channel  at  outer  entrance  to  North 
Arm,  occulting  white  acetylene  light, 
automatically  occulted  at  short  inter- 
vals, shown  from  a  lens  lantern,  eleva- 
tion, 18  ft.;  easterly  light,  on  south  side 
of  channel  at  turn  in  jetty,  occulting 
white  acetylene  light,  automatically  oc- 
culted at  short  intervals,  shown  from  a 
lens  lantern,  elevation,  18  ft.;  both  lights 
are  unwatched. 

Gulf  of  St.  Lawrence  Shipping  and 
Trading  Co.'s  Services. 


Canadian  Railway  and  Marine  World 
for  December,  1919,  contained  some  de- 
tails of  this  company's  projected  winter 
ser\'iccs  in  the  Gulf  of  St.  Lawrence. 
It  is  further  reported  that  a  winter  ser- 
vice down  the  Gulf  as  far  as  Blanc  Sab- 
Ion  and  Natashquan,  on  the  north  shore, 
and  a  summer  service  between  Montreal 
and  Gulf  and  Newfoundland  ports  will 
be  undertaken.  The  winter  service  com- 
prises a  regular  operation  between  Mur- 
ray Bay,  at  the  mouth  of  the  Saguenay 
River,  as  far  as  Natashquan  and  Blanc 
Sablon,  to  which  ports  navigation  has 
not  yet  been  attempted  in  winter.  The 
company's  s.s.  Labrador  is,  it  is  said,  to 
be  used  in  the  service,  which  will  con- 
sist of  two  trips  a  month.  The  com- 
pany expects  to  obtain  certain  priv- 
ileges from  the  Dominion  Government 
to  enable  it  to  carry  on  the  service  to 
some  advantage.  .Arrangements  are  re- 
ported to  have  been  made  for  the  char- 
tering of  a  number  of  steamships  for  an 
extended  summer  sei-^Mce  on  the  same 
line    as  carried  out  in  1919. 


The  Canadian  Deep  Waterways  As- 
sociation held  a  joint  meeting  with  the 
Great  Lakes  and  St.  Lawrence  Tide- 
water Association  at  Windsor,  Ont.,  Jan. 
21,  and  discussed  plans  for  deepening 
the  St.  Lawrence  system  to  allow  ocean 
going  vessels  to  pass  to  the  head  of  the 
Great  Lakes. 


Grain  Shipped  from  Port  Arthur  and  Fort  William,  Ont. 


The  followingt  table,  prepared  by  the  Board  of 
by  vessels  from  Port  Arthur  and  Fort  William,  Ont. 
cargoes  were  discharged: — 

Wheat 

To   Canadian    ports —  Bush. 

Depot    Harbour    2.600.347 — 00 

Goderich     10.472.521—40 

Midland    8,498,470 — 10 

Montreal     427,777—30 

Port    Colborne    21,657.569 — 10 

Port  McNicoU  28,181,602 — 40 

Tirfin    14.647,886—00 


Grain  Commissioners,  shows  the  quantity  of  each  kind  of  grain  shipped 
during  the  1919  navigation   season,  according   to  the  ports  at  which  the 


Oats 

Barley 

Bush. 

Bush. 

3,192,728—13 

147,352—25 

2,952,263 — 04 

2.144,640—16 

2,084,812—32 

1.806,603—10 

721,246—31 

3,761,276—46 

2,918,282—11 

1,848.365—39 

239.489—04 

1,350,995—09 

375,188—44 

M.iioo— 00 

58i378— 42 


33,474—46 
571.074—31 
56.548—28 
58,907—14 
66.645—03 


86.486,174—10 


To  U.  S.  ports- 
Buffalo     2,797,037—30 

Chicago     

Cleveland     

Duluth  -  Superior  988.285—50 


12.108.823—27 


2,468,948—06 


11,059,234—31 


1,086.367-24 


494,567—30 


Total 


3.785,323—20 


Winter    storage    carsoes 2,497.833—20 

Grand    total 92,769.320—50 


15,728,082—11 


1,085.367—24 

261.260—16 

12.405,862—23 


100,397—48 
1,207.207—01 


785.550—10 

29,684—14 

273i737— 38 
803,421—52 


34,168—0420 


41,929—0720 


108 


CANADIAN  KAILW  AY  AND  MAHINK  WORLD 


February.  1920. 


Mlantir  and  Parifir  Ocean  Marine. 


The  Cnnnclinn  PAciflr  Ori'nn  ScnMccii' 
113.  Mnnt<-ni;lt'  ^«i>!*  ilnnmK<'<l  '>>'  '^■'c,  in 
her  fnjrinc  room,  while  nt  Honir  Konjt, 
rhina.   Dt-c.  HI.   I'.M'.t. 

Tho  Cnvk  s.t.  IMnti-n.  which  went 
a.ihnrc  on  .'<»l>lc-  liilnnd.  towiinls  the  end 
of  1!»1'.».  will  l>o  !>)iIvimI  shortly,  n  con- 
tnict  hnvintr  In^n  awarded  to  the  At- 
lantic SalvnKe  Co.  The  work  commenced 
.Ian.   II. 

The  Cernian  s.ii.  Kronprinz  Freiderich 
Wilhelni.  one  of  the  .ship.i  seized  by  the 
iillies  nt  the  outbreak  of  war,  has  been 
allocale<l  to  Canadian  I'acific  Ocean  Ser- 
vices Ltd.,  for  the  north  .\tlantic  route. 
It  is  .Haid  that  she  i.s  to  be  docked  and 
thorouKhly  overhauled  and  refitted,  to 
make  her  equivalent  to  the  company's 
ships  of  the   Empress  class. 

The  White  Star  s.s.  Olympic,  which 
has  been  envratrod  almost  solely  for  some 
time  in  troop  transportation,  has  been 
restored  to  her  old  condition  and  equip- 
ped with  oil  burninfT  furnaces.  She  is 
said  to  be  the  first  of  the  lartre  passen- 
K'er  steamships  to  be  so  equipped.  She 
will  resume  her  ser\'ice  between  Great 
Britain  and   New  York  during  March. 

The  former  German  steamship  Ger- 
manicus,  which  stranded  on  Northwest 
Reef,  Bic  Island,  near  P'ather  Point,  in 
.Nov..  litis,  is  beintr  offered  for  sale  by 
the  SalvEKe  Association  of  London,  Enp., 
a.s  she  lies  stranded.  She  was  built  in 
Eni;land  in  liiOl,  passed  to  German  own- 
ers, and  during  the  war,  was  taken  over 
by  the  British  Ministry  of  Shipping.  At 
the  time  of  the  casualty  she  was  on  her 
way  to  .Montreal  li^ht  to  load  prain  for 
Europe. 

The  British  s.s.  Yarmouth,  which  left 
New  York  for  Havana,  Jan.  17,  was  re- 
ported by  wireless  to  be  in  a  sinking 
condition  in  lat.  49,  north  lonRitude  74 
west,  about  240  miles  northeast  of  light 
vessel  ;i.  She  was  formerly  in  the  Do- 
minion Atlantic  Ry.'s  service  between 
Yarmouth,  N.S.,  and  Boston,  Mass.,  and 
was  sold  recently  to  British  purchasers. 
She  was  built  at  Dumbarton,  Scotland,  in 
1S87  and  is  screw  driven  by  engine  of 
•Jt>0  n.h.p.  Her  dimensions  are:  length, 
220..'{  ft.;  breadth,  :?5.2  ft.;  depth,  21  ft.; 
tonnage  1,452  gross,  72.5  registered  She 
eventually  reached  New  York,  where  re- 
pairs were  made,  after  which  she  pro- 
ceeded on  her  voyage,  Jan.  22. 

The  Canadian  Robert  Dollar  Co.  has 
announced  that  its  first  direct  sailing 
from  the  Orient  to  New  York,  calling 
at  Vancouver,  will  be  made  by  the  s.s. 
.Melville  Dollar,  .scheduled  to  arrive  at 
Vancouver,  .April  2.5,  and  sailing  thence 
for  New  York,  May  4.  She  is  booked 
to  arrive  at  Vancouver,  from  New  York, 
on  the  return  trip,  July  12.  The  first 
direct  sailing  from  New  York  to  the 
Orient,  calling  at  Vancouver,  will  be 
made  by  the  s.s.  (Jrace  Dollar,  leaving 
New  York,  April  12,  arriving  at  Van- 
couver May  11.  Other  steamships  to  be 
used  in  this  service  are:  M.  S.  Dollar; 
Bessie  Dollar;  and  Harold  Dollar. 


Maritime  Provinces  and  New- 
foundland. 

The  Majestic  Steamship  Co.'s  s.s. 
Champlain  is  being  thoroughly  overhaul- 
ed and  having  a  new  boiler  installed  at 
Gregory's  yard,  St.  John,  N.B. 

The  schooner  Madonna,  owned  in  New- 
f.Mindland,  while  en  route  from  a  New- 


fiiundlnnd  port  to  Sydney,  N.S.,  wai 
driven  anhore  at  Petit  Point,  outside 
Sydney  Harbor,  Jan.  :t. 

The  Ueiil  Newfoundland  Co.'s  s.s.  Dun- 
dee, which  ran  ashore  during  a  hurricane, 
Dec.  2ii,  I'.U'.i,  is  expected  to  be  a  total 
loss.  The  passengers  and  crew  were 
taken  olT  by  the  company's  s.s.  Clyde. 

The  Keid  Newfoundland  Co.'s  s.s. 
Sagona  struck  on  the  rocks  at  the  en- 
trance of  Rocky  Harbor,  Nfld.,  early  in 
January,  but  was  able  to  proceed  to  Port 
aux  Ilus<|ues,  Nfld.,  under  her  own 
steam. 

The  St.  John  River  Steamship  Co.'s 
s.s.  Elaine,  is  reported  to  have  been 
chartered  by  Cuban  interests,  and  to 
have  left  St.  John  for  New  York,  where 
some  repairs  are  being  made,  before  she 
proceeds  to  Cuba. 

The  .sailing  ship  Lucille,  which  left 
Perth  Amboy,  N.J.,  Nov.  .-lO,  IDIO,  for 
Halifax,  N.S..  with  a  cargo  of  coal,  was 
reported  at  the  end  of  December  to  be 
missing,  nothing  having  been  heard  of 
her  or  her  crew  since  she  left  port. 

The  ."$  masted  schooner  Pelleen  was 
sold  by  auction  at  St.  John's,  Nfld.,  re- 
cently. She  was  built  at  Port  Bland- 
ford,  Nfld.,  in  1919  and  is  4.30  tons  gross, 
;i88  tons  net,  and  was  ofl"ered  as  she  lay 
in  St.  John's  harbor,  fitted  and  prac- 
tically ready  for  sea. 

The  s.s.  Merle  C,  en  route  to  Port 
Greville,  N.S.,  sprang  a  leak  in  deep 
water  near  that  point,  and  sank  with  her 
cargo  of  coal,  Jan.  11,  the  crew  having 
abandoned  her.  She  was  built  at  Port 
Greville,  in  1919  and  was  owned  by  Capt. 
Robert  Kerr  and  others  of  Parrsboro, 
N.S. 

The  schooner  Frances  Gardiner,  owned 
by  W.  C.  Smith  &  Co.,  Lunenberg,  N.S., 
was  abandoned  at  sea  early  in  January, 
the  crew  having  been  rescued  and  taken 
to  St.  John's,  Nfld.,  by  a  Norwegian 
steamship.  She  sailed  from  Newfound- 
land about  Dec.  16,  1919,  with  fish  for 
Oporto,   Portugal. 

The  schooner  G.  H.  Murray,  350  tons, 
owned  by  the  Bissett  Co.,  Halifax,  N.S., 
and  which  was  built  by  the  Comeau  Ship- 
building Co.,  Comeauville,  N.S.,  in  Sept., 
1919,  has  been  wrecked  on  the  Colora- 
does  reef,  Cuba,  and  become  a  total  loss. 
She  took  cargo  at  Walton,  N.S.,  in  Oct., 
1919,  for  New  York,  where  she  reloaded 
for  Havana,  leaving  New  York,  Nov.  10. 
The  Naval  Sen-ice  Department  receiv- 
ed tenders  to  Jan.  22,  for  the  purchase 
of  the  Dominion  Government  s.s.  Thirty- 
three,  as  she  lies  at  Halifax,  N.S.  She 
was  built  of  steel,  at  North  Shields, 
Eng.,  in  1902.  Her  dimensions  are: 
length,  80  ft.;  breadth,  18.1  ft.;  depth, 
8.;!  ft.;  tonnage  79  gross,  33  registered. 
She  is  .screw  driven  by  engine  of  21  n. 
h.p.  at  about  9  knots  an   hour. 

The  Kingsley  Navigation  Co.'s  s.s.  E. 
D.  Kingsley,  which  grounded  recently  at 
Whitehead  Harbor,  N.S.,  on  the  second 
portion  of  her  journey  from  the  Great 
Lakes  to  Vancouver,  B.C.,  was  involved 
in  an  action  at  Halifax,  N.S.,  Jan.  8,  on 
a  claim  by  Munro  and  Phalen  for  $.5,000, 
for  salvage  work.  Mr.  Justice  Drys- 
dale,  of  the  Admiralty  Court,  awarded 
the  plaintiff  $400  for  salvage  services, 
and  costs,  subject  to  a  reduction  of  $400 
because  of  the  excessive  claim  which  had 
been  made  and  which  compelled  the  ships 
owners  to  put  up  bonds  at  an  expense 
of  $500. 

The  s.s.  E.  Ross,  which  has  been  oper- 
ated on  the  Indiantown,  N.B.,  ferry  ser- 
vice for  some  time,  is  reported  to  have 
been   sold   to  the  St.  John   Do'dock  and 


Shipbuilding  Co.  She  was  owned  by 
Cnpt.  James  I>eonard,  St.  John,  N.B.. 
and  was  operated  on  a  monthly  agree- 
ment with  the  l^ncanter  and  Indiantown 
Kerry  Commission.  Some  opposition  to 
the  sale  has  developed,  and  it  is  re- 
ported that  an  arrangement  will  prob- 
ably be  made  with  the  new  owners,  either 
to  allow  the  ves.sel  to  remain  in  the  ser- 
vice, or  for  the  commission  to  purchase 
it  bv  a  bond  issue.  The  E.  Ross  was 
built  at  St.  John,  N.B.,  in  1H94,  and  is 
screw  driven  by  engine  of  7  n.h.p.  Her 
dimensions  are:  length,  41.9  ft.;  breadth, 
15.3  ft.;  depth  5.1  ft.;  tonnage  .30  gross 
20  registered. 


Ontario  and  the  Great  Lakes 

The  HamilUm  Board  of  Control  con- 
.sidercd  plans  for  harbor  improvement, 
involving  an  expenditure  of  about  $15,- 
000,  recently. 

The  Canadian  Towing  &  Wrecking 
Co.'s  steam  tug  A.  B.  Conmee  was  con- 
siderably damaged  by  fire  at  Port  Ar- 
thur, towards  the  end  of  December,  the 
loss   being  estimated  at  $25,000. 

The  Toronto  Harbor  Commissioners 
have  deposited  with  the  Dominion  Public 
Works  Department,  description  of  site 
and  plans  of  the  harbor  head  walls  to  be 
built  in  Toronto  Bay  between  the  west- 
cm  limit  of  York  St.  produced  southerly, 
and  the  western  limit  of  Yonge  St.  pro- 
duced southerly,  and  have  applied  for 
permission    to   build   them. 

Canada  Steamship  Lines  Ltd.,  has 
transferred  the  following  of  its  steam- 
ships from  the  British  register  to  the 
Canadian,  A.  E.  .\mes,  Beaverton,  Ed- 
monton, H.  M.  Pellatt,  and  Mapleton. 
All  of  these  were  built  in  Great  Britain, 
and  were  either  owned  by  companies 
which  have  been  absorbed  by  Canada 
Steamship  Lines  Ltd.,  or  bought  by  that 
company. 

The  schooner  Oliver  Mowat,  owned  by 
W.  H.  Peacock,  Port  Hope,  and  W.  Sav- 
age,  Picton,  Ont.,  is  reported  sold  to  T. 
L.  Vandusen,  and  R.  G.  K.  Hepburn, 
Picton,  Ont,  for  use  as  a  coal  carrier 
between  Oswego,  N.Y.,  and  Picton.  She 
was  built  at  Mill  Haven,  Ont.,  in  1873, 
her  dimensions  being:  length,  116  ft.; 
breadth,  23.8  ft.;  depth,  9.8  ft.;  tonnage, 
170  registered. 

The  U.S.  Lake  Survey  reports  the 
stages  of  the  Great  Lakes  in  feet  above 
mean  sea  level  for  Dec.  1919,  as  follows: 
Superior,  602.33  ft.;  Michigan  and  Huron, 
580.18  ft.;  St.  Clair,  74.62  ft;  Erie. 
.571.81  ft.:  Ontario,  245.54.  Compared 
with  the  average  December  stages  for 
the  past  10  years,  Superior  was  0.03  ft. 
above;  Michigan  and  Huron  0.08  ft. 
above;  Erie,  0.12  ft.  above;  Ontario,  0..33 
ft.   above. 

The  Keystone  Transportation  Co.'s 
s.s.  Keyvive,  operated  formerly  in  the 
Gnat  ijikes  trade,  is  now  being  oper- 
ated under  12  months  charter  between 
N.  w  York  and  West  Indies  and  Gulf  of 
Mexico  ports.  Her  first  .sailing  under 
this  charter  was  from  Montreal,  Nov.  26, 
1919.  when  she  left  for  Clark  City  for 
a  cargo  of  baled  pulp  for  New  York, 
after  di.scharging  which  she  loaded  coal 
at   Hampton   Roads  for  Cuba. 

Canada  Steamship  Lines'  s.s.  Chicora, 
which  sank  at  her  moorings  at  Toronto 
in  the  latter  part  of  1919,  and  was  re- 
floated, is  being  offered  for  sale  by 
tender.  She  was  built  at  Liverpool. 
Eng.,  in  1864  for  use  as  a  blockade  run- 
ner in  the  United  States  civil  war.    She 


February,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


109 


is  paddle  wheel  driven  by  engine  of  180 
n.h.p.  Her  dimensions  are:  length,  221 
ft;  breadth,  26  ft.;  depth,  10.9  ft.;  ton- 
nage, O.'U  gross,  540  registered.  She  is 
equipped   for  wireless   telegraphy. 

The  Toronto  Harbor  Commissioners' 
issue  of  $2,000,000  of  4',i'/,  bonds,  due  in 
1953,  is  to  cover  the  estimated  expendi- 
ture for  this  year's  work,  which  com- 
prises the  acquisition  of  lands,  ship 
channel  bridge,  piers  and  docks,  sewers, 
general  development,  maintenance  and 
general  administration.  Of  the  estimat- 
ed expenditure  during  the  year,  ITA  will 
take  place  on  the  eastern  section  (Ash- 
bridge's  Bay),  649'<-  on  the  central  sec- 
tion (bay  front  from  Bathurst  to  Cherry 
Sts),  and  lyjr  on  the  western  section 
(Bathurst  St.  to   Humbcr  River). 

Manitoba,  Saskatchewan  and 
Alberta. 

The  Lamson-Hubbard  Canadian  Co. 
has  under  construction  at  Fort  Smith, 
Alta.,  a  stern  wheel  steamboat  with  ac- 
commodation for  both  passengers  and 
freight,  for  operation  on  the  Mackenzie 
River  from  Fort  Smith  northerly.  The 
frame  work  is  reported  completed  and 
the  boiler  installed. 

The  assets  of  the  Peace  River  Trad- 
ing   Co.,    which    is    a    subsidiary    of    the 


be  resumed.  Connection  for  all  points 
along  the  Slave,  and  Mackenzie  Rivers 
to  the  Arctic  being  made  at  Vermilion 
Chutes. 


British  Columbia  and  Pacific 
Coast. 

The  C.l'.R.  s.s.  Princess  Mary  ran 
aground,  on  a  sand  bar  in  the  first  nar- 
rows of  Burrard  Inlet,  Dec.  28,  1919,  but 
floated  off  with  the  tide,  without  sus- 
taining any  damage. 

The  C.P.R.  s.s.  Princess  Charlotte 
collided  with  Frank  Waterhouse  and 
Co.'s  s.s.  Morning  Star,  in  the  first  nar- 
rows of  Burrard  Inlet,  recently,  during 
a  heavy  fog,  neither  ship  being  much 
damaged. 

The  Union  Steamship  Co.  of  British 
Columbia's  s.s.  Capilano,  was  launched 
by  B.C.  Marine  Railway  Ltd.,  Vancou- 
ver, Dec.  oO.  The  company  has  another 
vessel  under  construction  by  Wallace 
Shipyards,  Ltd.,  North  Vancouver. 

The  C.P.R.  s.s.  Princess  Patricia  ar- 
rived at  Victoria  recently  in  tow  of  the 
tug  Nitinat,  with  a  defective  boiler.  The 
repairs  were  undertaken  by  the  Victoria 
Machinery  Depot  Co.,  and  were  expect- 
ed to  be  completed  by  the  end  of  Janu- 


by  R 


Peace  River  Development  Co.  are  report- 
ed sold  to  Lamson  Hubbard  Canadian 
Co.,  Boston,  Mass.  The  Peace  River 
Trading  Co.  forms  a  portion  of  the  estate 
of  the  late  Lord  Rhondda  (D.  A. 
Thomas),  and  during  the  past  four  years 
has  given  a  regular  transportation  ser- 
vice on  the  Peace  River  between  Hud- 
son's Hope  and  Fort  Vermilion,  with  its 
steamships  D.  A.  Thomas  and  Lady 
Mackworth,  named  after  the  late  Lord 
Rhondda  and  his  daughter,  the  present 
Baroness  Rhondda,  respectively.  The 
Lamson-Hubbard  Canadian  Co.  is  prin- 
cipally a  fur  trading  organization,  with 
a  number  of  trading  posts  along  the 
Athabasca,  Slave  and  Mackenzie  Rivers 
to  the  Arctic  Ocean,  and  also  some  sta- 
tions on  Hudson  Bay.  Under  the  new 
ownership,  it  is  stated,  the  transporta- 
tion service  will  be  continued  as  here- 
tofore, and  on  or  about  May  1,  the  reg- 
ular weekly  service  on  Peace  River,  will 


iH    sturgeon    Landing. 


Passenger  fares  on  all  steamships  run- 
ning out  of  Vancouver  to  northern  ports, 
have  been  increased,  as  from  Jan.  1, 
owing  to  increased  cost  of  operation. 
For  the  present,  the  rates  between  Van- 
couver, B.C.,  and  Seattle,  Wash.,  remain 
as   they   were. 

The  Union  Steamship  Co.  of  British 
Columbia's  s.s.  Chilliwack,  which  ran 
ashore  in  Millbank  Sound  while  return- 
ing from  a  northern  trip  recently,  was 
docked  by  B.C.  Marine  Railway  Ltd., 
and  repaired.  She  was  only  out  of  ser- 
vice a  few  days. 

The  Vancouver  Harbor  Commissioners, 
on  their  return  from  Ottawa  recently,  are 
reported  to  have  said  that  a  start  would 
be  made  on  the  harbor  development 
scheme  at  once  and  that  A.  D.  Swan, 
Consulting  Engineer,  Montreal,  will  be 
in  charge  of  the  work. 

A  C.P.R.  official  is  reported  to  have 
stated   recently,   that   the   company   will 


probably  build  a  steamship  similar  to 
the  s.s.  Princess  Sophia,  for  the  northern 
route,  and  that  J.  W.  Troup,  Manager 
British  Columbia  Coast  Service,  is  in 
Great   Britain   in   this  connection. 

The  Union  Steamship  Co.  of  British 
Columbia's  new  steamship,  which  is  be- 
ing built  by  Wallace  Shipyards,  Ltd., 
North  Vancouver,  B.C.,  is  expected  to  be 
launched  early  in  February  and  to  be 
delivered  early  in  March.  She  will  be 
used  in  the  coastwise  freight  service. 

The  Union  Steamship  Co.  of  New  Zea- 
land's s.s.  Waihamo  was  hauled  out  on 
the  marine  railway  at  Esquimalt  for 
general  overhaul  and  rivet  tightening 
during  January.  She  is  a  new  steam- 
ship and  recently  completed  her  maiden 
voyage.  She  will  be  operated  between 
Canada  and  the  Antipodes  in  the  mail 
service. 

The  auxiliary  powered  schooner  Ore- 
gon, which  was  seized  in  lOlfi,  by  the 
British,  in  the  Gulf  of  California,  and 
brought  as  a  prize  to  Victoria,  has  been 
released  to  her  owners,  with  sufficient 
compensation  to  put  her  in  seaworthy 
condition.  The  money  realized  by  the 
sale  of  the  cargo,  with  accrued  interest, 
was  also  handed  over. 

It  is  reported  that  the  Dominion  Ma- 
rine Department's  new  administration 
building  on  the  Songhees  Reserve,  Vic- 
toria, is  to  be  proceeded  with  imme- 
diately. The  work  was  said  to  have  been 
held  up  until  an  agreement  had  been 
reached  regarding  the  Johnson  St.  bridge, 
and  as  this  has  been  settled,  it  is  expect- 
ed that  the  work  will  be  pushed. 

The  C.P.R.  s.s.  Princess  Victoria  was 
withdrawn  from  the  Vancouver-Victoria- 
Seattle  route,  Jan.  7,  and  laid  up  at  Vic- 
toria, for  overhaul  and  refit.  The  ser- 
vice is  being  maintained  by  the  com- 
pany's steamships.  Princess  Alice  and 
Princess  Charlotte.  The  steamships 
Princess  Adelaide  and  Princess  Royal 
are  running  between  Vancouver  and  Vic- 
toria, and  the  s.s.  Princess  Mary  is  on 
the  Alaska  service  and  running  to  Gulf 
ports  as   occasion  requires. 

At  a  meeting  of  the  Victoria  Inner 
Harbor  Association,  Jan.  8,  Capt.  C.  D. 
Ncroutses,  Marine  Superintendent,  Bri- 
tish Columbia  Coast  Service,  C.P.R.,  and 
acting  Manager,  during  the  absence  of 
J.  W.  Troup  in  Great  Britain,  urged  im- 
mediate further  dredging  in  the  harbor, 
as  owing  to  silting  it  is  becoming  un- 
safe to  manoeuver  steamships.  It  was 
suggested  that  a  dam  and  lock  at  the 
Gorge  bridge  might  be  a  solution  of  the 
silting  problem.  The  association's  of- 
ficers for  this  year  are:  President,  G.  A. 
Kirk;  Secretary-Treasurer,  T.  C.  Sorby; 
Board  of  Management,  J.  O.  Cameron, 
C.  J.  V.  Spratt,  J.  W.  Troup,  A.  Bcchtel, 
C.  H.  French  and  L.  Gonnason. 

The  new  pilotage  regulations,  as  pub- 
lished in  Canadian  Railway  and  Marine 
World  for  January,  applying  to  various 
classes  of  vessel  engaged  in  British  Co- 
lumbia coastal  service,  became  effective 
Jan.  1.  Under  these  regulations,  ships 
registered  elsewhere  than  in  Canada,  en- 
gaged exclusively  in  the  coastal  trade 
between  any  port  in  British  Columbia 
and  any  U.S.  Pacific  port,  including  Al- 
aska, are  compelled  to  pay  pilotage  dues 
on  a  different  basis  than  Canadian  reg- 
istered vessels.  This  will  effect  the  C.P. 
R.  s.s.  Princess  Victoria,  and  the  Grand 
Trunk  Pacific  Coast  Steamship  Co.'s 
steamships  Prince  George  and  Prince 
Rupert,  and  it  is  stated  that  these  ves- 
sels will  be  transferred  to  the  Canadian 
register. 


no 


CANADIAN  RAILWAY  AMD  MARINE  WORLD 


February,  1920. 


(unadian  MiTrhanl  Ship|)inK 
Latscs  Durini;  Ihe  Wur. 

>!  .I'luiii  Kiiiluiiy  mill  Mnnnr  World 
K>t  la  list  uf  Conadion 

riT  through  i-ni-my  oc- 

tiiii  The    information 

wn  ojii  li  nturn  l>y  tin-  Ad- 

mil-  '.1   to   tin-    British   Houhc 

of  I  •  rcntly,  for  whirh  wi-  nro 

indi-bttni  t«  till'  IH'puty  Ministt-r  of  Ma- 
rine. Wi'  Imvi-  hoi-n  advi.sod  that  three 
Niilinj;  .ihip.H  whirh  were  sunk  by  Ger- 
man Muhmarines,  were  omitted,  as  fol- 
lows,— 

Auk.  IS>.  lOlfi— St.  Olaf  (s)  .•J2.S  jrross 
tons,  .sunk  olT  southeast  roast  of  Ireland 

Au>r.  14.  1917— First  Prize  (s),  227 
i^ross  ton.i,  sunk  ofT  the  English  roast. 

July  20.  litis— Charles  Therinult  (s). 
339  jrross  tons,  sunk  off  the  Azore.s. 

No  lives  were  lost  in  either  of  these 
disasters. 

The  sailing  ships,  Clayton  W.  Walters 
and  Marion  .Adams,  part  of  the  fishinfr 
fleet  whirh  was  attarked  by  a  German 
submarine  on  the  Canadian  Atlantic 
coast  in  Auir.,  IIUS.  and  which  were  nien- 
tionetl  in  our  last  issue  as  havinp  been 
captured  but  not  sunk.  were,  at  the  time 
■we   were  advised,  at   Lunenberp.   N.S. 

Cunard.  Anchor,  and  .\nchor-Don- 
aldson  Lines'  .\tlantic  Services. 

The  Cunard  Line  is  operating  a  freight 
ser%-ice  between  Canada,  London  and 
Avonmouth,  Eng.,  and  the  Anchor-Don- 
aldson Line  is  running  between  Canada 
and  Glasgow,  Scotland.  All  of  the  Cun- 
ard Lines'  passenger  steamships  sail- 
ing between  Canada  and  the  United 
Kingdom,  prior  to  1914,  were  lost  during 
the  war,  and  new  steamships  are  being 
built  for  the  service.  It  is  expected 
that  the  first  of  these  will  be  ready 
shortly  after  the  reopening  of  St.  Law- 
rence navigation.  The  steamships  oper- 
ated formerly  on  the  route  were:  An- 
dania.  Auronia,  Ascania  and  Ausonia. 
and  it  is  said  that  the  steamships  now- 
being  built  will  have  the  same  names. 
The  Anchor-Donaldson  line  is  operating 
two  steamships  on  the  Glasgow  route 
and  two  others  are  under  construction. 

In  addition  to  the  Canadian  ser^•ice  the 
Cunard  Line  is  operating  from  New- 
York  to  London,  Plymouth.  Southampton. 
Liverpool,  Avonmouth.  Eng.;  Havre. 
Cherbourg.  France;  .Antwerp,  Belgium; 
Rotterdam,  Holland;  Danzig,  and  Medi- 
terranean ports;  from  Boston.  Mass.,  to 
Liverpool,  London,  and  Mediterranean 
ports;  from  Philadelphia.  Pa.,  and  Bal- 
timore. Mil.,  to  Liverpool,  and  Avon- 
mouth, Eng.,  and  Glasgow.  Scotland,  and 
Mediterranean  ports;  and  from  Boston, 
Mass.,  to  Glasgow,  Scotland. 

The  Cunard  Steamship  Co.  is  an- 
nounced to  have  increased  its  capital 
stock  from  £1,000.000  to  £4..500,000.  the 
new  shares  Ix'ing  offered  to  present 
shareholders  at  the  rate  of  one  new  share 
for  every  two  held. 


\iiionk'  Ihf  KxpreMS  Companit--^. 

•  iininliiin  Niitional  Kx.  Co.  hn'>  iip<-nrd 
ofTlreH  at  Kdson.  Danilurand.  .lasper, 
KoHi-vnlc  and  I'l-crx.  Alta. 

The  Canadian  Kx.  Co.,  w-hirh  wa^  fined 
$200  and  rosf.s  recently  for  a  bn-arh  of 
the  Ontario  Temperance  Art  by  rnrr>-- 
ing  intoxirating  lii|uors  from  one  point 
to  another  in  Queber  (.Montreal  to  Mull), 
through  a  portion  of  Ontario,  and  ap- 
pealeil,  has  had  the  conviction  quashed. 

The  Cnnadian  Ex.  Co.  was  sue<l  at 
Rivertield.  Que.,  recently,  by  a  local 
farmer,  who  claimed  $2.'t.">.8.T  damages 
on  the  .><ale  of  9  pigs,  alleged  to  have 
berome  unsaleable,  while  in  possession 
of  the  express  rompany  for  transit  be- 
tween Howirk  and  Montreal.  The  evi- 
denre  showed  that  the  plaintiff  did  not 
conform  to  the  rules  for  shipping  goods, 
and  that  the  pigs  were  shipped  without 
proper  wrappings,  the  judge  therefore, 
disallow-ed  the  claim,  but  as  the  company 
had  accepted  the  pigs  in  an  improperly 
wrapped  condition,  it  was  ordered  to 
pay  its  own  costs. 


The  Grand  Manan  Steamboat  Co.  Ltd., 

has  been  granted  supplementary  letters 
patent,  under  the  New-  Brunswick  Com- 
panies Act,  increasing  its  authorized 
capital  from  $20,000  to  $60,000.  and  ex- 
tending its  powers,  to  cover  the  build- 
ing, owning  and  operating  of  ships  of 
every  description,  and  the  neces.sary 
structures  for  navigation  and  repair  of 
ships. 


Telegraph,  Telephone  and  Cable 
Matters. 

The  British  Secretary  of  State  for  the 
Colonies  is  reported  as  being  preparing 
a  scheme  for  Imperial  wireless  com- 
munication to  link  up  all  Britain's  over- 
seas possessions  for  commercial  pur- 
poses. 

Telephone  communication  was  estab- 
lished between  Ottawa,  Ont.,  and  Halifax, 
Jan.  22,  the  distance  covered  being  ap- 
proximately 1.300  miles,  the  connections 
being  made  by  4  telephone  companies, 
one  of  which  is  a  United  States  one. 

The  U.S.  Government  has  completed, 
what  is  said  to  be  the  largest  radio- 
telegraph station  in  the  world,  at  Bor- 
deaux. France,  and  it  is  stated  that  it 
w-ill  be  in  full  operation  in  the  spring. 
The  aerials  are  swung  upon  8  steel 
towers,  each  900  ft.  high. 

The  Great  North  Western  Telegraph 
Co.  has  opened  offices  at  Black  Cape, 
Montmagny  and  Prouxville,  Que.,  Bur- 
wash,  Ont.,  and  Birch  River.  Man.,  and 
has  closed  its  offices  at  Little  Metis  light- 
house and  Perthuis,  Que..  Beamsville, 
Beaiimaris.  Cardinal  Canal.  Cai-penter 
(Winona).  Mille  Roches,  Wilgar  and 
Wyebridge.   Ont. 

The  Montreal  Telegraph  Co.'s  report 
for  1919  shows  cash,  accounts  receivable, 
bonds  and  other  securities  as  $1(53.483. 
and  liabilities  $132..^H(;.  The  total  as- 
sets are  given  as  $2,31."),307  against  $2,- 
314,422  in  1918.  The  usual  dividends 
amounting  to  $160,000,  were  paid  during 
the  year  and  the  directors  were  re-elect- 
ed for  this  year. 

The  Commercial  Cable  Co.  announced 
early  in  January  that  the  direct  trans- 
Pacific  cable  to  Manila  has  been  broken, 
owing  to  coral  formation.  The  break, 
it  is  stated  is  between  Guam  and  Man- 
ila, where  it  broke  early  in  1919,  when 
traffic  was  suspended  for  about  10  weeks. 
It  is  expected  to  have  the  cable  in  oper- 
ation again  early  in  February. 

ItestrirtionH  on  ImmigrantH — An  order 
in  council  was  passed  recently,  provid- 
ing that  immigrants  into  Canada  frimi 
overseas  who  are  mechanics,  artizans.  or 
laborers,  skilled  or  unskilled,  must  on 
landing  in  Canoda  be  in  possession  of 
$250,  as  well  as  transportation  to  des- 
tination. This  restriction  is  in  force  until 
March  31,  unless  otherwise  ordered. 


Triide  iind  ."<iippl\   N«ttes. 


«t«h  our  1  that   w« 

iirr    not    i  ,r,y    of    thl* 

matt4*r.   ni.  itnjr   pnipo* 

•  illon  111  in"'tt  .-.  n.iiiii:  mnH- r  m  uur  column*  for 
pay  or  Itji  r<iulvalrnl.  AilvrrtUlciK  ronlrmrU  will 
not  br  Uki-n  with  any  rnnilitlon  that  accrptinc 
thrm  will  obltirr  uji  to  publUh  rr«dinK  notice*.  In 
other  wonis,  uur  rradintr  rolumn*  arir  not  for  aalr. 
rithi-r   to   advrrtiM-n   t»r   othcn. 

Taylor  &  Arnold  Ltd. — Railway  and 
Marine  Supplies,  Montreal,  has  changed 
it.s  name  to  Taylor  &  Arnold  Engineer- 
ing Co.  Ltd. 

Caldendars — Wall  calendars  for  1920 
have  been  received  from  American  Steel 
Foundries,  Chicago;  John  Bertram  and 
Sons,  Dundas,  Ont.;  Cunard  Steamship 
Co.,  Montreal;  Dearborn  Chemical  Co., 
Chicago  and  Toronto;  Lyman  Tube  & 
Supply  Co.,  Montreal;  Pratt  and  Whit- 
ney Co.,  Dundas,  Ont.,  Taylor  &  Arnold 
Engineering  Co.,   Montreal. 

Davis-Bournonville  Co.,  Jersey  City, 
N.J.,  and  Niagara  Falls,  Ont.,  has  issued 
an  illustrated  bulletin  of  4  pages  on  its 
lead  burners,  outfits  for  welding  lead 
sheets,  storage  battery  connectors,  lead 
pipes,  chemical  apparatus,  and  all  lead 
work.  The  company  has  also  issued  the 
January  number  of  its  quarterly  publi- 
cation. "Autogenous  Welding."  which  is 
devoted  to  oxy  acetylene  welding  and 
cutting,  and  the  education  of  operators. 

Wilt  Twist  Drill  Co.  of  Canada,  Wal- 
kerville,  Ont. — F.  R,  Humpage.  Vice 
President  and  General  Manager,  has  re- 
signed to  take  effect  -Mar.  31.  He  has 
been  in  ill  health  for  some  time,  and  felt 
it  necessary  to  divorce  himself  for  the 
time  being  from  all  business  activities 
and  he  left  towards  the  end  of  January 
for  Miami.  Florida,  where  he  expects  to 
remain  a  sufficient  length  of  time  to  se- 
cure entire  restoration  of  health.  He 
has  been  ronnected  w-ith  the  company  for 
about  3'i2  years,  during  which,  it  is  said, 
he  has  been  successful  in  more  than  treb- 
ling the  output  and  sales  of  the  factory 
and  has  also  added  new  lines  to  the  com- 
pany's products,  among  them  being  that 
of  the  manufacture  of  reamers  and  mill- 
ing cutters  on  a  large  scale  and  more 
recently  the  manufacture  of  a  full  line 
of  special   Ford  reamers. 


Transportation  Conventions  in  1920 


Veh.  10-12-  Amprican  Wood  Ppea«rv<l»'  A»o- 
ciation.   Chicaso.    III. 

Mar.  16-18— American  Railway  Eniinccrinir 
AMocintion.    Chicano.    III. 

May — Atmocintion  of  Railway  Claim  Aitcnts.  At- 
lantic City.  NJ. 

May — International  Railway  Fuel  As»ocialion. 
Chicaso.    III. 

May  6-7— Air  nrake   Association.   Chicago.   III. 

May  12 — Railway  Accounting  Olficcra"  A»»<>- 
ciation.    Wa.<hinKton.    P.C. 

May  2!1-:;.S-  Master  Hoilcr  Makers'  Aaaociation. 
Minneapolis.    Minn. 

June — American    Association  of  Freiirlit   Acenta. 

June  9-16— American  Railroad  Aasocialion's 
Mechanical    .Section.    Atlantic   City.    NJ. 

Oct.  r.-7  Maintenance  of  Way  Master  Painters- 
Association.    Delr\>il.    Mich. 

Oct.  19-21  American  Railway  Brids*  and 
DuildinK    Assaeiaticn.    AtlanU.    Ga. 

Transportation  .\s.«iociations. 
Clubs.  Etc. 

The  name*  of  persons  Riven  below  are  those  of 
the    secretaries    unless    otherwise   stated: 

American  Association  of  Port  Authorities.  M. 
P.   Kennell.  Jr..   r.7   Common   .<t..   Montreal. 

Brllerille  Railway  Men's  Educational  Club. 
MeeU  each  Tuesday.  7.30  p.m.  K.  A.  PInkston, 
nrlleville.    Ont. 

Cnnadian  C^tT  Servlw-  Bureau— W.  J.  Collins. 
ManaKcr.  401  St.  Nicholas   Buildins,  Montreal. 


\^1 


Canadian  Railway  and  Marine  World 


March,  1920 

The  Canadian  Pacific  Railway's  President's  Speech  at  Winnipeg. 


During  his  recent  trip  of  inspection 
over  the  C.P.R.,  to  the  Pacific  coast,  the 
President,  E.  W.  Beatty,  K.C.,  was  en- 
tertained at  luncheon  by  the  Canadian 
Club  at  Winnipeg,  and  made  the  follow- 
ing remarks: — -"Since  I  had  the  pleasure 
of  visiting  western  Canada  in  May  last, 
a  very  important  change  in  the  trans- 
portation situation  has  taken  place, 
through  the  sudden  consummation  of  a 
plan  for  the  acquisition  of  the  Grand 
Trunk  and  Grand  Trunk  Pacific  Rail- 
ways with  a  view  to  their  incorporation 
into  the  Canadian  National  Railways 
System.  In  due  course,  when  the  legal 
and  other  formalities  have  been  fulfilled, 
this  consolidation  will  take  place  and 
the  test  of  the  possibility  of  successful 
administration  of  a  vast  system  of  rail- 
way under  the  aegis  of  the  government 
will  be  made.  It  is  probably  the  most 
ambitious  and  compi'ehensive  task  which 
any  government  or  any  people  has  taken 
upon  themselves,  except  temporarily  and 
in  emergent  necessity.  It  may  be  a 
test  over  a  period  of  years  and  the  re- 
sults may  be  expensive,  but  under  hon- 
est management,  with  independent  and 
nonpolitical  administration,  and  above 
all  with  accurate  information  supplied 
to  the  public  as  to  the  result  of  these 
operations,  the  people  of  this  country 
will  be  able  to  determine  for  themselves 
whether  that  system  is  the  best  and  if 
not  what  improvement  should  be  made 
in  it.  I  make  no  comment  on  the  wis- 
dom or  otherwise  of  this  further  exten- 
sion of  government  ownership  of  rail- 
ways in  Canada.  The  matter  has  been 
settled  by  the  representatives  of  the 
people.  I  am  sorry,  however,  that  a 
little  more  time  and  infoniiation  were 
not  given,  both  to  the  people  themselves 
and  their  parliamentary  representatives, 
because  I  would  have  been  better  satis- 
fied that  the  decision  then  represented 
the  view  and  desire  of  the  vast  majority 
of  the  people  of  this  country,  especially 
of  the  business  communities,  which  have 
a  particular  stake  in  the  railway  situa- 
tion and  a  particular  knowledge  of  what 
constitutes  effici(jnt  railway  service.  The 
decision  has  been  taken,  however,  and 
the  consolidated  system  will  be  admin- 
istered by  a  board  selected  by  the  gov- 
ernment, with  experienced  railway  oper- 
ators and  executives  in  immediate  charge 
of  the  property,  with  parliament,  as  is 
inevitable,  in  full  control  of  the  finan- 
cial support  to  be  given,  and  the  gov- 
ernment of  the  day  with  full  respon- 
sibility for  the  expenditures  of  the 
mqnies  voted  for  such  purposes.  The 
result  of  this  means  that  the  railway 
situation  in  Canada  is  now  completely 
changed,  and  the  country  must  depend, 
for  some  time  at  least,  for  additional 
railway  facilities,  where  needed,  upon 
the  Canadian  National  Rys.  or  the  C.P. 
R.,  because  with  preponderating  mileage 
under  government  control,  it  is  not  likely 
that  much  capital  will  be  attracted  to 
new  railway  enterprise  for  the  rewards 
which  such  investments  might  bring. 
Therefore,  I  think  it  may  be  fairly  stat- 
ed that  such  additional  construction  as 
takes    place    within    the   next   few   years 


will  depend  upon  the  willingness  of  the 
Canadian  National  Railways  and  the  C. 
P.R.  to  appreciate  these  needs  and  their 
financial  ability  to  meet  them.  This  is 
a  situation  which  is  without  parallel  in 
any  place  in  the  world  where  a  govern- 
ment-owned and  operated  railway  and  a 
privately  owaied  and  operated  railway, 
not  greatly  different  in  the  matter  of 
mileage,  both  with,  of  course,  adequate 
credit,  have  in  their  hands  the  almost 
exclusive  right  to  remedy  transporta- 
tion insufficient  at  most  places  through- 
out Canada.  It  is  true,  I  think,  that 
this  will  provoke  a  highly  competitive 
condition.  How  eff'ective  this  competi- 
tion will  he  will  depend  upon  its  honesty 
and  its  fairness.  If  political  methods 
are  to  be  introduced  into  the  competi- 
tion, and  facilities  provided  in  accord- 
ance with  political  expediency,  or  if  po- 
litical rewards  follow  the  extent  of  the 
support  or  otherwise  which  is  granted 
by  shippers  to  the  Canadian  National 
Rys.,  then  I  should  say  the  competition 
would  be  unfair,  and  of  doubtful  com- 
mercial or  national  value. 

"During  the  course  of  the  year,  Can- 
adian railway  companies  had  to  meet  a 
great  many  problems,  due  to  the  emer- 
gencies which  prevailed,  which  were  un- 
usual and  of  great  importance,  and  which 
required  new  methods  to  secure  their 
being  dealt  with  competently.  For  that 
purpose  the  Canadian  Railway  War 
Board  was  constituted,  and  through  it 
the  eff'orts  of  all  railways  were  co-ordin- 
ated to  meet  the  extraordinary  demands 
through  the  movement  of  war  traffic  and 
soldiers.  The  work  was  well  and  effi- 
ciently done;  was  so  well  done,  in  fact, 
that  not  one  hour's  demurrage  was  caus- 
ed to  Atlantic  shipping  by  delays  on 
Canadian  railways.  I  have  received  a 
letter  recently  from  Sir  Joseph  Maclay. 
British  Minister  of  Shipping,  in  which  he 
points  to  this  fact  as  a  conspicuous 
example  of  the  effective  way  in  which 
the  work  of  the  Canadian  railways  was 
performed.  Since  the  war,  there  has 
been  constituted  the  Railway  Associa- 
tion of  Canada,  whose  executive  com- 
prises the  presidents  of  the  principal 
railways  in  Canada,  and  in  the  organi- 
zation of  which  is  contained  various 
committees,  from  the  operating,  finan- 
cial and  traffic  officers  of  the  companies, 
who  are  constituted  to  act  jointly,  when 
joint  action  would  be  in  furtherance  of 
the  traffic  necessities  of  the  people  or 
of  the  railways.  Mr.  Hanna  and  I  sit 
on  the  executive  committee,  and  I  am 
very  hopeful  that  with  the  experience 
he  there  gains,  he  will  be  confirmed  in 
his  original  decision  to  be  a  railway  man 
and  not  a  politician. 

"I  have  known  Mr.  Hanna  for  a  great 
many  years,  and  my  appreciation  of  his 
personal  Dualities,  and  official  ability  as 
disclosed  in  the  numerous  exacting  and 
difficult  positions  he  has  been  called 
upon  to  fill,  is  very  great.  The  fact  that 
he  was  trained  in  his  earlier  years  in  the 
C.P.R.  service  and  has  always,  both  per- 
sonally and  officially,  retained  a  very 
sincere  aflfection  for  his  former  company 


has    not    detracted    from    my    apprecia- 
tion of  him. 

[Editor's  note. — Mr.  Beatty's  refer- 
ence to  Mr.  Hanna  having  been  in  the 
C.P.R.  service  was  evidently  made  under 
a  misapprehension,  and  probably  arose 
from  the  fact  that  Mr.  Hanna  was  from 
188G  to  1896  in  the  Manitoba  &  North 
Western  Ry.'s  sei-\'ice,  but  he  left  that 
company  before  its  property  was  taken 
over  by  the  C.P.R.,  on  a  lease  for  999 
years,  from  July  1,  1900.] 

"Mr.  Hanna  and  I  have  a  great 
many  problems  in  common,  and 
others  which  are  individual,  because  pe- 
culiar to  the  different  systems  of  rail- 
way operation,  in  which  we  are  respec- 
tively involved.  Occasionally  it  may  be 
necessary  in  public  utterances  for  us  to 
refer  to  each  other,  or  the  interests 
which  we  represent,  but  I  recognize  that 
these  references  will  be  few  and  far  be- 
tween, because  I  can  imagine  nothing  of 
much  less  public  interest  or  public  im- 
portance than  my  opinion  of  the  Cana- 
dian National  Railways  and  Mr.  Hanna, 
unless  it  is  Mr.  Hanna's  opinion  of  the 
C.P.R.  and  myself.  Mr.  Hanna  rather 
departed  from  the  i-ule  a  few  weeks  ago 
in  Toronto,  and  with  his  characteristic 
Scotch  pawky  humor,  whatever  that 
means,  said  that  the  trouble  with  me 
was  that  I  did  not  believe  in  public 
ownership,  but  that  I  would  hope  for  its 
success,  and  that  notwithstanding  the 
fact  that  the  C.P.R.  had  occupied  a  very 
unique  and  strong  position  within  the 
empire,  in  a  few  months  time  it  would 
be  number  two  instead  of  number  one, 
and  that  was  where  the  shoe  was  pinch- 
ing. As  I  say,  Mr.  Hanna  intended  this 
to  be  a  humorous  remark,  but  Scotch 
humor  is  sometimes  hard  to  understand, 
and  his  audience,  a  most  intelligent  To- 
ronto audience,  misunderstood  him,  and 
applauded  his  prophecy  of  the  advent  of 
another  railway  system,  bigger  and  bet- 
ter than  the  Canadian  Pacific.  I  imagine 
that  Mr.  Hanna  and  I  could  sit  down 
today  and  discuss  with  the  utmost  can- 
dor the  general  railway  situation.  In- 
cidentally to  that  we  could,  I  think, 
agree  without  much  discussion  as  to 
which  was  number  one  and  which  was 
number  two.  I  say  this  without  any 
hesitation  or  reservation,  because  I  know 
what  a  wise  and  experienced  man  Mr. 
Hanna  is.  I  can  say  with  equal  confi- 
dence, I  think,  that  five  years  from  now 
Mr.  Hanna  and  I  could  discuss  the  ques- 
tion with  equal  frankness,  and  agree  be- 
tween ourselves  as  to  which  was  then 
number  one  and  which  was  number  two. 
Of  course,  it  would  be  the  same  railway, 
but  as  I  have  said,  Mr.  Hanna  is  a  very 
wise  man.  Five  years  hence  he  may 
even  be  wiser  than  he  is  now,  but  that 
would  not  be  necessary  to  enable  him 
to  reach  a  correct  conclusion. 

"Mr.  Hanna  has  recently  adopted  the 
role  of  prophet  for  the  Canadian  Na- 
tional Rys.  He  is  a  cheerful  prophet, 
and  he  paints  a  glowing  picture  of  the 
future  of  the  properties  under  his 
charge.  This  is  as  it  should  be,  and 
he  is  wise  in  making  it  as  attractive  as 
possible.      Ho     has    recently     taken    his 


112 


CANADIAN  RAILWAY  AND  MARINP]  WORLD 


March.  1920. 


|M  1..  i!  ,:i.!   addod   toBcthrr    the 

.  .!  ;  till-    (nnuilinii    North- 

.i:.     I  ...     Nntionul     TrariHcon- 

!;i.v;:i!.  (.lan.i    1  niiik  nnil  Ciraiul  Tnink 

I';!,    ti'      lUilwnyii      in    Cnimiln     nnd     the 

1   •    •..!    Stntf.t;     hf    hn.s    likowiwc    nddt'd 

•  V   i>f   Iwomotivr.i   and   cam  of 

•  •n»,   tons  of   friMKlit  carried 

■    !!,■     an.!    hns    concluded    the 

arc,  or  will  be, 

■'in  in  the  world. 

•  ircji  us   to   milc- 

•  •!  I  d"  i.ut   ima^rine  it  in  of  much 
importance     whether     the     jfros.s 

.•s  of  the  combined  systems  are 
Kiiali  r  or  le.«s  tlian  the  C.I'.R.  I'p  to  the 
present,  they  are  less,  although  the  mile- 
ace  is  greater,  but  I  do  .-iay  that  the 
test  of  the  best  or  worst  railway  is  not 
necesiinrily  determined  by  niileaKe,  and 
'best'  and  'biKtrest,'  are  not  necessarily 
synonymous  terms.  Companies  must 
stanil  or  fall  on  the  character  of  the 
service  they  render,  and  if  one  railway's 
serN'icc  is  consistently  better  than  an- 
other's, if  its  officers  are  more  efficient, 
its  sen-ice  more  expeditious  and  its 
business  transactions  with  the  public 
more  satisfactory,  it  is  the  railway  which 
will  be  ritfhtly  reparded  as  the  best, 
whether  its  mileaKe  be  somewhat  more 
or   somewhat   less   than   its   rival's. 

"The  Canadian  National  Railways  and 
ourselves  are  confronted  with  conditions 
of  operating  which  are  almost  without 
precedent,  and  which,  with  the  largest 
measure  of  support  we  can  both  receive, 
still  render  these  operations  extraordin- 
arily difficult.  We  both  appreciate  that 
the  people  is  a  jealous  and  exacting 
mistress,  but  we  also  know  that  the  pub- 
lic is  a  generous  and  persistent  friend, 
once  its  confidence  is  secured.  We  know, 
too,  that  no  sentiment  will  control  the 
success  of  our  efforts.  Heretofore  in 
Canada  there  has  been,  I  think,  a  pre- 
vailing decency  in  competition,  wliich 
has  been  encouraging.  I  have  no  rea- 
son to  expect  that  that  will  change,  or 
that  the  Canadian  National  Rys.  to  fur- 
ther its  interests,  and  extend  its  busi- 
ness, will  be  any  less  reputable  than 
those  taken  by  the  C.P.R.  or  by  the  Can- 
adian Northern,  the  Grand  Trunk,  or 
any  other  system,  which  is  now  consol- 
idated, or  to  be  consolidated  into  the 
Canadian  National  Railways,  but  there 
is  always  the  danger  of  political  methods 
being  adapted  to  the  business  of  rail- 
roading, and  political  influence  being 
used  where  business  methods  fail  to  ac- 
complish the  desired  result.  I  was  very 
glad  to  read  Mr.  Hanna's  strong  plea 
for  independent  administration,  which 
means  business  administration,  because 
I  would  dislike  to  see  post  offices,  docks, 
and  public  works  and  institutions  of  all 
sorts  made  dependent  upon  whether  the 
community  desiring  them  gave  support 
to  the  Canadian  National  Rys.  If  that 
happened,  we  might  have  to  establish 
libraries,  hospitals,  theaters  and  parks, 
in  order  to  meet  that  new  and  peculiar 
political  railway  competition.  The 
foundation  of  competition  should  be  the 
same.  The  legislative  control  of  parlia- 
ment, the  regulatory  control  of  the 
Board  of  Railway  Conimissiimers  should 
be  the  .same  in  respect  of  all  railways 
operating  under  the  federal  jurisdiction. 
This  is  not  the  case  as  yet,  the  govern- 
ment having  reserved  by  statute  special 
rights  to  the  Canadian  National  Rys. 
not  enjoyed  by  private  companies,  and 
withheld  it  in  certain  particulars  from 
the  Board  of  Railway  Commissioners' 
jurisdiction,  but  I  am  hopeful  that  in 
time    this    will    be    remedied.      The    ac- 


counting methodK  and  financial  return* 
of  all  companies  iihould  likewise  be  ab- 
solutely identical.  Given  these  essential 
premises  and  the  Canadian  National  Rys 
the  independent  administration  which 
their  ollicers  desire,  and  you  will  see 
railways  competing  in  this  country  un- 
der conditions  which  will  stimulate  their 
efforts  and  rt-dound  to  the  advantage  of 
all  those  who  do  business  with  them. 
Whether  these  conditions  will  prevail,  I 
cannot  say,  because  the  almost  irre- 
sistible inclination  of  those  who  supply 
the  money  is  to  deman<l  a  voice  in  its 
expenditure  and  in  the  management  of 
the  institutions  for  the  financing  of 
which  they  are  responsible. 

"I  do  not  pretend  to  speak  for  the  Can- 
adian National  Rys.,  but  no  doubt,  as  in 
the  case  of  the  C.P.R.,  large  sums  are 
required  to  complete  work  that  has  been 
heretofore  impossible  to  undertake,  and 
to  extend  facilities  to  meet  the  rapidly 
increasing  needs  of  the  country.  Neither 
of  us  can  stand  still;  we  must  progress 
if  we  are  to  receive  our  fair  share  of 
the  country's  prosperity.  In  order  to 
do  this  we  must  have  money,  and  money 
can  be  obtained  only  in  two  ways,  by 
stock  or  bond  issues,  or  by  revenue. 
Operating  increases  cannot  be  taken  care 
of  by  the  former.  The  extraordinary  re- 
cent costs  of  maintenance  and  operation 
can  be  met  only  in  one  way  and  that  is 
by  increased  revenue  to  the  companies, 
and  in  this  we  need  the  sympathetic  sup- 
port of  the  people,  who  demand  a  high 
standard  of  railway  operation  and  rail- 
way service  which  can  be  secured  only, 
in  view  of  the  prevailing  high  prices,  by 
paying  a  transportation  charge  at  least 
equal  to  the  increased  cost  of  operating. 
You  are  all  aware  that  in  1918  railway 
wages  were  increased  in  Canada  by  an 
amount  aggregating  $77,000,000,  an 
amount  greater  than  the  interest  on  the 
whole  of  Canada's  war  debt;  the  rates 
were  at  the  same  time  increased  and 
they  brought  in  $43,000,000  additional 
revenue  to  the  companies;  in  other  words, 
the  increase  in  rates  failed  to  equal  the 
increase  in  wages  by  the  enormous  sum 
of  $34,000,000.  There  can  be  only  one 
end  to  that  condition,  unless  the  rev- 
enues are  readjusted  to  meet  these  in- 
creasing costs.  While  rates  will  have 
to  be  again  increased,  they  cannot  be 
increased  indefinitely,  and  our  great 
struggle  from  now  on  will  be  to  reduce 
costs  in  order  that  in  time  rates  them- 
selves may  be  lowered.  There  are  only 
two  ways  of  reducing  railway  rates;  one 
is  by  large  increase  in  the  volume  of 
traffic,  and  the  other  is  by  decreased 
cost  in  the  carrying  of  traffic.  No  ordin- 
ary increase  in  business  will  be  suffi- 
cient to  take  care  of  the  extraordinary 
increases  in  the  cost  of  labor  and  ma- 
terial which  the  railway  companies  have 
experienced  in  recent  years.  I  know  that 
you,  gentlemen,  are  very  well  informed 
on  the  subject  of  railways.  I  know  that 
many  of  you  are,  or  have  been,  persist- 
ent users  of  the  railways,  that  you  have 
competent  critics,  and  that  you  have 
come  in  contact  with  their  operations  in 
a  more  intimate  way  than  most  citizens 
of  this  country.  You  will  I  think  be 
the  first  to  appreciate  the  accuracy  of 
my  statement  when  I  .say  that  at  no 
time  in  the  history  of  this  country  has 
there  been  more  need  for  an  apprecia- 
tion of  the  problems  of  the  railways  and 
more  need  for  support  to  the  railways 
than  now. 

"There  is  little  if  any,  merit  in  that 
old  time  aloofness  with  which  railway 
companies    dealt    with    the    public.      The 


C.I'.R.  IK  a  ciliien  of  <  annda,  not  the 
first  citizen  of  Canada,  but  one  of  the 
most  corpulent.  It*  problems  ore  the 
problem  of  Canada;  it  has  a  grave  in- 
terest in  the  economic  and  industrial  fu- 
ture of  Canada.  I  can  imagine  nothing 
which  concerns  Canada's  progress  that 
does  not  concern  directly,  or  indirectly, 
the  C.P.R.  It  is,  therefore,  proper  in 
its  own  interest  and  that  of  its  share- 
holders, that  it.s  officers  should  take  an 
interest  in  its  commercial  and  trade 
problems,  and  further  the  solution  of 
them  to  the  best  of  their  ability.  It  is 
equally  proper  that  Canadians  should 
concern  them.selves  somewhat  with  the 
problems  and  administration  of  the  C. 
P.R.,  and  there  is  no  occasion,  so  far 
as  the  C.P.R.  or  any  other  railway,  is 
concerned,  for  the  people  to  regard  them 
as  soulless  corporations,  when  their 
stake  in  the  country  is  so  great,  and 
their  interests  and  your  interests  so  much 
in  common.  There  is  always  in  the 
minds  of  some  people  a  mystery  in  the 
existence  and  operation  of  any  large 
corporation,  whether  government  owned 
or  privately  owned.  It  is  supposed  to 
conceal  within  the  walls  of  its  offices 
machinery  for  many  things  not  directly 
connected  with  its  enterprise.  Nothing 
could  be  further  from  the  facts.  Being 
public  utilities,  they  are  open  to  more 
criticism  than  other  institutions.  Their 
affairs  are  more  public  and  their  of- 
ficers better  and  more  widely  known. 
They  are  easier  to  understand,  though 
they  are  huge  in  size,  and  their  rami- 
fications are  great.  Since  1904  Cana- 
dian railways  have  been  required  to  jus- 
tify every  rate,  act  and  practice  which 
affected  the  public  or  the  public  inter- 
est. Can  this  be  said  of  any  other  en- 
terprises ? 

"The  problem  of  increased  costs  prac- 
tically brings  the  railway  companies  in 
common  position  with  other  Canadian 
citizens.  The  cure  for  it  is  greater  pro- 
duction and  trade  expansion,  hard  work 
and  thrift.  It  sometimes  seems  to  me 
that  we  lose  sight  of  the  very  funda- 
mentals on  which  the  prosperity  of  this 
countrj-  has  been  heretofore  based.  The 
foundation  of  our  economic  stability 
rests  upon  perseverance,  work  and  the 
rewards  which  come  from  it.  We  have 
no  more  right  to  expect  to  receive  high 
wages  and  high  compensation  unless  we 
can  give  an  adequate  return  in  service, 
than  we  have  a  right  to  expect  to  appro- 
priate and  keep  what  does  not  belong  to 
us.  The  necessity  is  preached  from  one 
end  of  the  country  to  the  other,  and  it 
cannot  be  preached  too  often,  because 
unless  it  is  practiced  this  countrj"  will 
not  enjoy  its  share  of  the  world's  pros- 
perity and  will  not  be  able  to  meet  the 
very  disquieting  conditions  which  have 
resulted  from  the  economical  upheaval 
of  the  last  five  years.  Heads  of  finan- 
cial interests  see  it.  and  advise  economy 
of  all  kinds.  Individuals  appreciate  it 
and  to  some  extent  are  practising  it. 
Governments,  federal,  provincial  and 
municipal,  must  also  see  it,  and  practice 
it,  or  else  hard  times  will  succeed  our 
present  era  of  prosperity.  It  has  always 
seemed  to  me  that  hard  times  do  suc- 
ceed any  era  of  great  spending  or  ex- 
travagance, and  it  is  a  serious  commen- 
tary on  the  common  sense  and  sanity  of 
people  that  it  is  necessary  for  the  re- 
alization of  these  consequences  to  be 
obtained  by  experience,  instead  of 
by  a  careful  appreciation  of  the 
trend  of  events,  and  by  modification  and 
prudence  anticipate  and  prevent  the  na- 
tural consequences  of  extravangance  and 


March,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


113 


imprudence.  I  am  an  optimist;  I  do  not 
see  how  anyone  could  be  anything:  else 
so  far  as  Canada  is  concerned,  with  its 
natural  wealth,  and  the  virility  of  its 
people,  but  with  great  optimism  can  go 
equally  great  discretion,  and  the  fact 
that  a  man,  or  a  nation,  is  full  of  hope 
and  confidence,  does  not  mean  that  he 
should  disregard  the  warnings  of  the 
times  or  with  his  eyes  on  his  own  future 
fail  to  observe  the  economical  pitfalls 
immediately  in  front  of  them. 

"I  would  seriously  urge  upon  you  all 
the  paramount  necessity  of  quiet,  sane 
consideration  of  Canada's  economic 
problems  as  they  develop.  It  is,  I  think, 
now  conceded  that  most  of  the  errors 
made  in  past  years  have  been  due  to  a 
too  ready  acquiescence  in  illconsidered 
policies,  and  a  serious  indifference  by 
the  people  as  a  whole  to  the  correct- 
ness, or  otherwise,  of  the  conclusions 
reached.  I  am,  I  think,  quite  within  the 
mark  in  saying  that  our  principal  rail- 
way and  economic  mistakes  have  been 
due  to  the  lack  of  keen  appreciation  in 
those  whose  concurrence  permitted  the 
adoption  of  these  policies.  There  is  no 
time  in  the  history  of  this  country  when 
the  views  of  extremists  should  prevail 
as  little  as  now.  The  difficulties  which 
confront  us  are  not  insurmountable,  if 
the  solution  of  them  is  given  the  moder- 
ate and  sane  consideration  which  is  in- 
dispensable to  a  correct  conclusion.  Ap- 
peals to  prejudice  and  traditional  hos- 
tility are  fruitless  of  permanent  good. 
Given  the  proper  recognition  of  the  di- 
versity of  economic  necessities  which  in- 
evitably exists  in  a  country  the  size  of 
Canada,  and  a  serious  and  single  desire 
to  meet  and  dispose  of  them  in  the  in- 
terests of  the  country  as  a  whole,  and 
I  would  have  every  confidence  that  our 
errors  would  be  reduced  to  a  minimum 
and  the  economic  strength  of  the  coun- 
try increased  beyond  the  possibility  of 
serious  setback." 


Birthdays  of  Transportation  Men  in  March. 


Change    in    Maintenance    of    Way 

Flagging  Rules  for  Impassable 

Track. 


The  Board  of  Railway  Commissioners 
passed  general  order  280,  Dec.  23,  1919, 
as  follows:  Re  general  order  188,  April 
23,  1917,  approving  regulations  for  uni- 
form maintenance  of  way  flagging  rules 
for  impassable  track,  and  general  orders 
216  and  248,  amending  the  same,  and  the 
board's  direction  that  part  of  the  said 
orders  affecting  flagging,  other  than  man- 
ual flagging,  stand  for  further  consid- 
eration. Such  further  consideration  hav- 
ing been  had,  it  is  ordered  that  general 
order  248,  Aug.  19,  1918,  be  amended 
by  striking  out  regulation  9  on  page  2 
of  the  order  and  substituting  therefor 
the  following,  viz.:  "That  a  signal 
of  a  serviceable  type,  to  be  approved  by 
the  board,  be  used  to  display  the  signals 
directed  to  be  provided  under  rules  3 
(b)  and  6  (yellow  signal)  of  this  order 
and  rule  3.5  (yellow  signal)  of  the  Uni- 
form Code  of  Operating  Rules." 

Regulation  9,  of  general  order  248, 
which  has  been  repealed,  was  as  fol- 
lows: "9.  That  the  Brennan  signal  de- 
vice, as  approved  by  the  board,  or  a  sig- 
nal of  an  equally  serviceable  type  at- 
tached to  the  base  of  the  rail,  to  be  ap- 
proved by  the  board,  be  used  to  display 
the  signals  directed  to  be  provided  under 
rule  3  (b)  and  6  (yellow  signal)  of  this 
order  and  rule  S.'j  (yellow  signal)  of  the 
Uniform  Code  of  Operating  Rules." 


Many  happy  returns  of  the  day  to: — 

W.    G.    Annable,     General     Passenger 

Agent,  Canadian  Pacific  Ocean  Services, 

Ltd.,    Montreal,    born    at    Ottawa,    Mar. 

3,  1875. 

John  Archibald,  Locomotive  Foreman, 
C.P.R.,  Coquitlam,  B.C.,  bom  at  Edin- 
burgh, Scotland,   Mar.   13,   1872. 

Allan  Cameron,  Superintendent,  Land 
Branch,  Department  of  Natural  Re- 
-sources,  C.P.R..  Calgary,  Alta.,  born  near 
Owen  Sound,  Ont.,  Mar.  14,  1864. 

H.  S.  Carmichael,  Passenger  and 
Freight  Manager,  Canadian  Pacific 
Ocean  Services,  Ltd.,  London,  Eng., 
born  at  Glasgow,  Scotland,  Mar.  7,  1874. 
F.  G.  J.  Comeau,  District  Freight 
Agent,  C.P.R.,  Halifax,  N.S.,  born  at 
Meteghan  River,  N.S.,  Mar.  10,  1859. 

W.  A.  Cooper,  Manager,  Sleeping,  Din- 
ing and  Parlor  Cars  and  News  Service, 
C.P.R.,  Montreal,  born  there,  Mar.  22, 
1871. 

A.  E.  Cox,  General  Storekeeper,  Can- 
adian National  Rys.,  Winnipeg,  born  at 
Huddersfield,  Eng.,  Mar.  12,  1863. 

Senator  N.  Curi-y,  Chairman,  Cana- 
dian Car  &  Foundry  Co.,  Montreal,  born 
in  King's  Country,  N.S.,  Mai-.  26,  1851. 

C.  C.  Curtis,'  Manager,  Cape  Breton 
Electric  Co.,  Sydney,  N.S.,  born  at  Battle 
Creek,  Mich.,  Mar.  27,  1883. 

C.  T.  Delamore,  Engineer  of  Construc- 
tion, Eastern  Lines,  C.P.R.,  Montreal, 
born  at  Brainerd,  Minn.,  Mar.  18,  1881. 

H.  G.  Dring,  European  Passenger 
Manager,  Canadian  Pacific  Ocean  Ser- 
vices Ltd.,  London,  Eng.,  born  at  Easton, 
Northamptonshire,  Eng.,  Mar.  8,  1881. 

Patrick  Dubee,  Secretary  -  Treasurer, 
Montreal  Tramways  Co.,  Montreal,  born 
there.  Mar.  4,   1876. 

Frederick  Elliott,  President,  Victoria 
Navigation  Co.,  Ltd.,  Thurso,  Que.,  bom 
at  Montreal,  Mar.  8,  1858. 

M.  P.  Fennell,  Jr.,  Secretary-Treasurer 
and  Comptroller,  Montreal  Harbor  Com- 
missioners, and  Secretary,  American 
Association  of  Port  Authorities,  Mont- 
real, born  there.  Mar.  13,  1885. 

W.  R.  Fitzmaurice,  Superintendent, 
Division  2,  Maritime  t)istrict,  Canadian 
National  Rys.,  Canipbellton,  N.B.,  bom 
at  Bedford,  N.S.,  Mar.  19,  1870. 

R.  A.  Gamble,  General  Yardmaster, 
Winnipeg  Terminals,  C.P.R.,  born  at 
Dublin,  Ireland,  Mar.  1,  1876. 

J.  Halstead,  Division  Freight  Agent, 
C.P.R.,  Calgary,  Alta.,  born  at  Brace- 
bridge,  Ont.,  Mar.  2,  1877. 

R.  M.  Hannaford,  Assistant  Chief  En- 
gineer, Montreal  Tramways  Co.,  Mont- 
real, bom  there.  Mar.  22,  1865. 

C.  A.  Hayes,  Vice  President,  Traffic, 
Canadian  National  Rys.,  Toronto,  born  at 
West  Springfield,  Mass.,  Mar.  10,  1865. 
H.  T.  Hazen,  Engineer,  Maintenance 
of  Way,  Canadian  National  Rys.,  To- 
ronto, bom  at  Truro,  N.S.,  Mar.  14,  1870. 
J.  I.  Hobson,  Treasurer,  Canada  Steam- 
ship Lines,  Ltd.,  Montreal,  bom  at 
Guelph,   Ont.,   Mar.   30,   1872. 

N.  J.  Holden,  President,  The  Holden 
Co.,  Ltd.,  Montreal,  born  at  Nobleton, 
Ont,  Mar.  22,  1866. 

A.  R.  Holtby,  Master  of  Bridges  and 
Buildings,  Mountain  Division,  Grand 
Trunk  Pacific  Ry.,  Smithers,  B.C.,  bom 
at  Rawdon,  Que.,  Mar.  23,  1859. 

Frank  Lee,  Engineer,  Maintenance  of 
Way,  Western  Linos,  C.P.R.,  Winnipeg, 
born  at  Chicago,  III.,  Mar.  7,  1873. 

J.   M.   McKay,   Superintendent,   Saska- 


toon Division,  Saskatchewan  District, 
C.P.R.,  Saskatoon,  bom  at  Tiverton,  Ont., 
Mar.   13,   1808. 

J.  B.  McLaren,  General  Auditor,  G.T. 
R.,  Montreal,  born  at  Perth,  Ont.,  Mar. 
5,  1878. 

M.  Magiff,  Superintendent  of  Car  Ser- 
vice and  Telegraphs,  Central  Vermont 
Ry.,  St.  Albans,  Vt.,  born  at  Planks 
Point,  N.Y.,   Mar.  24,  1852. 

Sir  Donald  D.  Mann,  President,  Can- 
adian North  Eastern  Ry.  and  ex  Vice 
President,  Canadian  Northern  Ry.,  To- 
ronto, born  at  Acton,  Ont,  Mar.  23. 
1853. 

II.  H.  Melanson,  Passenger  Traffic 
Manager,  Canadian  National  Rys.,  To- 
ronto, born  at  Scadouc,  N.B.,  Mar.  9. 
1872. 

P.  J.  Melvin,  Contracting  Freight 
Agent,  Marine  Navigation  Co.  of  Can- 
ada Ltd.,  Montreal,  born  at  Trim,  Ire- 
land, Mar.  3,  1872. 

W.  T.  Moodie,  Superintendent,  Divi- 
sion 3,  Central  District,  Canadian  Na- 
tional Rys.,  Port  Arthur,  Ont.,  born  at 
Glasgow,  Scotland,  Mar.  10,  1882. 

Peter  Paton,  ex  Purchasing  Agent, 
Canada  Steamship  Lines,  Ltd.,  Montreal, 
now  President  Mackenzie,  Milne  &  Co., 
Ltd.,  Sarnia,  Ont.  bom  at  New  Lovell, 
Ont,   Mar.   13,   1868. 

P'.  W.  Peters  General  Superintendent, 
British  Columbia  District,  C.P.R.,  Van- 
couver, born  at  St.  John,  N.B.,  Mar.  25, 
1860. 

J.  W.  Pugsley,  Secretary,  Department 
of  Railways  and  Canals,  Ottawa,  Ont, 
born  at  Amherst,  N.S.,  Mar.  12,  1861. 

L.  G.  Roblin,  Master  Mechanic,  Prairie 
District,  Canadian  National  Rys.,  Saska- 
toon, Sask.,  born  in  Prince  Edward 
Island,  Mar.  24,  1864. 

C.  J.  Smith,  Manager  and  Secretary, 
Montreal  Warehousing  Co.,  Montreal, 
bom  at  Hamilton,  Ont,  Mar.  10,  1862. 

G.  L.  Snelling,  Secretary  -  Treasurer, 
Ottawa  Electric  Ry.,  Ottawa,  Ont.,  bom 
there.  Mar.  2,  1880. 

W.  Y.  Soper,  Vice  President,  Ottawa 
Electric  Ry.  Co.,  Ottawa,  Ont,  bom  at 
Oldtown,  Me.,  Mar.  9,  1854. 

E.  F.  L.  Sturdee  General  Agent,  Pas- 
senger Department,  C.P.R.,  Seattle, 
Wash.,  born  at  St.  John,  N.B.,  Mar.  29, 
1876. 

G.  W.  Vaux,  ex-General  Agent,  Pas- 
senger Department,  Union  Pacific  Rd., 
Chicago,  now  General  Manager,  Zeigler 
Coal  Co.,  Zeigler,  111.,  born  at  Montreal, 
Mar.  21,  1866. 

A.  T.  Weldon,  Assistant  Freight  Traf- 
fic Manager,  Eastern  Lines,  Canadian 
National  Rys.,  Montreal,  born  at  Dor- 
chester, N.B.,  Mar.  6,  1876. 

D.  O.  Wood,  TraflSc  Manager  Export 
and  Import  Department,  Canadian  Na- 
tional Rys.,  Toronto,  bom  at  Kleinburg, 
Ont.,  Mar.  16,  1864. 


C.P.R.  War  and  Employment 
Figures. 


The  following  figures,  revised  to  Jan. 
31,  show  C.P.R.  employes  who  enlisted, 
and  who  have  been  given  employment  on 
their  return  from  overseas: 

Total    reported   as    joining:   the   army 10,931 

Dead    1.06S 

Wounded    2.050 

Re-employed    in    the    service S.-'iSS 

Other    soldiers    given    employment 8.728 

Total    soldiers    given    employment    to    Jan. 

31   15,314 


in  CANADIAN  RAILWAY  AND  MARINE  WORLD  March,  1920. 

Express  Franks  Considerod  by  Hoard  of  Railway  Commissioners. 


Th«.  <  •  .  ,,  llun. 

K.  n.  <  iidwitiK 

iiKMiiirii:  i  lu'  nuc»- 

lion  )uiK  uriKti.  uf  Ui  %Uiat  iiKtitK  Cana- 
dian I'xprpsH  (-oinpnnifs  hnvo  in  iHSuing 
frankit.  nnd  nil  I'xuininntion  of  tho  Rail- 
way Act,  11M5»,  nhowH  thai,  so  far  as 
larilT.i  ami  toll*  nrt-  conciTiu-d,  Ihcy 
are  Kovi-rni-il  ontiri'ly  liy  Sec.  ;UiO,  .-(ub- 
.Hcc.  2,  which  proviilon  that:  'The  board 
may  iIIkbIIow  uiiy  express  tariir  or  any 
portion  thereof  which  it  con.tiiier.s  un- 
just or  unrea.ionablo,  and  shall  have  and 
may  exercise  all  such  powers  with  rc- 
»p<>ct  to  express  lolls  and  such  tariffs 
as  it  has  or  may  exercise  under  this  act 
with  respect  to  freijrht  tolls  and  freight 
tariffs.'  Therefore,  so  far  ns  tolls  and 
tariffs  are  concerned,  they  are  jroverned 
entirely  by  the  law  regarding  freight 
tolls  and  tariffs,  and,  as  I  can  find  no 
provision  in  the  act  specifically  allowing 
a  railway  company  to  carry  freight  free 
of  charge,  an  express  company  has  no 
such  right,  unless  it  can  be  found  with- 
in the  provisions  of  sees.  '.iAn,  .'J-IG  and 
.■147,  dealing  with  reduced  rates  and  free 
transportation. 

"The  whole  intention  of  sec.  345  is 
to  give  to  the  railway  companies  cer- 
tain rights  which  may  be  exercised  un- 
der their  own  discretion,  subject  always 
to  the  provisions  of  this  section,  and,  in 
certain  case?,  if  approved  and  permitted 
by  this  board,  always  provided,  how- 
ever, that  in  doing  so  no  discrimination 
shall  be  practised.  Sec.  345  begins  with 
the  following  words:  'Nothing  in  this 
act  shall  be  construed  to  prevent,'  and 
sub  clause  (a)  thereof  allows  the  rail- 
way companies  to  carry,  store,  or  han- 
dle traffic  free,  or  at  reduced  rates,  for 
the  Dominion  Government  or  for  any 
provincial  or  municipal  government,  or 
for  charitable  purposes,  or  to  or  from 
fairs  and  expositions  for  exhibition 
thereat.  As  the  word  'traffic'  in  the 
definition  clause  includes  passengers, 
goods,  and  rolling  stock,  I  therefore 
take  it  that  it  would  mean  goods  carried 
by  on  express  company,  and  I  think  an 
express  company  under  this  clause  would 
have  a  right  to  carry  goods  free  of 
charge  for  the  parties  and  purposes 
mentioned  therein.  The  remainder  of 
the  subclause  (a)  clearly  refers  to  the 
carriage  of  passengers.  Subclause  (b) 
refers  to  the  carriage  at  reduced  rates 
of  goods  and  effects  belonging  to  im- 
migrants and  settlers,  and  commercial 
travellers'  baggage.  Subclause  (c)  re- 
fers expressly  to  the  carriage  of  pas- 
sengers, and  subclause  (d)  allows  rail- 
ways and  transportation  companies,  un- 
der which  the  express  companies  would 
come,  to  exchange  passes  or  free  tickets 
with  other  railways  or  transportation 
companies  'for  their  officers,  agents,  and 
employes,  and  their  families,  goods,  and 
effects,"  and  also  for  the  issuing  of 
pas.ses  or  free  tickets  to  'the  officers  and 
employes  of  the  Department  of  Rail- 
ways and  Canals,  or  their  families,  and 
their  goods  and  effects.'  I  can  find  no 
other  authority  in  the  Railway  Act,  by 
which  the  express  companies  are  justi- 
fied in   is.suing  express   franks. 

"It  has  been  urgefl  upon  this  board 
that  clause  (c)  would  justify  express 
companies  in  granting  franks  to  the 
members  of  this  board,  as  well  as  our 
officers,  agenti,  and  employes,  on  the 
ground  that  at  least  the  officials  of  this 
board  would  be  officers,  agents,  or  em- 
ployes   of   the    Department   of    Railways 


jiiid  •  wnal.i.  As  to  the  members  of  the 
hoard  themselves,  1  have  no  doubt  what- 
ever that  the  express  companies  would 
not  have  the  right  to  grant  to  us  ex- 
pre.-^s  frnnks.  because  whatever  rights 
of  free  transportation  wc  possess  arc 
Kiven  us  under  the  provisions  of  sec. 
:!4t'),  which  is  very  explicit,  and  states 
that,  as  a  matter  of  law,  we,  and  such 
other  of  our  officers  and  staff  as  wc  may 
determine,  hove  the  right  of  free  trans- 
portjition,  with  our  baggage,  equipment, 
and  official  car.  As  to  all  of  the  officials 
of  the  board,  including  the  members 
thereof,  I  am  unable  to  come  to  the  con- 
clusion that  we  are  in  any  way  officers 
or  employes  of  tho  Department  of  Rail- 
ways and  Canals.  This  board  is  created 
by  statute  as  found  in  tho  Railway  Act, 
lyi'j,  sees,  y  to  71  both  inclusive,  and, 
by  sec.  'J,  we  are  distinctly  created  a 
court  of  record,  with  an  official  seal 
which  shall  be  judicially  noticed.  The 
only  section  in  the  Railway  Act  which 
might  be  invoked  in  support  of  the  con- 
tention that  we  are  in  any  way  a  part 
of  the  Department  of  Railways  and 
Canals  is  sec.  31,  which  provides  that: 
'The  board  shall,  within  two  months  after 
Dec.  31  in  each  year,  make  to  the  Gov- 
ernor in  council  through  the  Minister  an 
annual  report.'  It  is  true  that  the  esti- 
mate for  the  members  and  staff  of  this 
board  are  presented  to  the  House  of  Com- 
mons through  the  Minister  of  Railways 
and  Canals,  just  the  same  as  those  of 
the  judges  of  the  Supreme  and  Ex- 
chequer Courts  and  the  staffs  thereof  are 
presented  to  the  house  by  the  Minister 
of  Justice,  but  no  person  would  argue 
that  the  Supreme  or  Exechequer  Court 
of  Canada  is  a  part  of  the  Justice  De- 
partment of  Canada.  I  find,  on  an  ex- 
amination of  the  estimates  for  1919- 
1920,  that  a  lump  sum  is  included  in 
the  estimates  of  the  Railways  and  Canals 
Department  for  the  maintenance  and 
operation  of  this  board,  and  also  an  es- 
timate for  the  salaries  of  the  Board  of 
Railway  Commissioners,  although  it  is 
plainly  stated  these  are  authorized  by 
statute.  I  also  find  that  the  estimates 
for  the  judges  of  the  Supreme  and  Ex- 
chequer Courts,  as  well  as  all  other 
judges  in  Canada,  together  with  a  lump 
sum  for  contingencies  and  disbursements 
for  the  officers  of  the  Supreme  and  Ex- 
chequer Courts,  are  included  in  the  es- 
timates of  the  Minister  of  Justice.  I 
find  further  confirmation  of  this  con- 
tention in  the  provisions  of  the  Civil 
Service  Act,  1918,  chap.  12,  as  amended 
by  chap.  10,  of  the  second  session  of  the 
Dominion  Parliament  of  1919.  By  this 
act,  for  the  purpose  of  administration 
thereof,  the  Board  of  Railway  Commis- 
sioners means  the  same  thing  as  the 
deputy  or  deputy  head  of  a  department, 
and  the  head  of  the  department  means 
the  minister  of  the  Crown  for  the  time 
being  presiding  over  the  department,  and 
I,  therefore,  take  it  that,  for  the  pur- 
pose of  the  Civil  Service  Act,  we  are  a 
department,  with  the  Minister  of  Rail- 
ways as  our  head,  just  the  same  as  he 
is  "the  head  of  the  Department  of  Rail- 
ways nnd  Canals.  In  other  words,  the 
Minister  of  Railways,  for  the  time  being, 
occupies  the  dual  position  of  Minister 
of  Railways  and  Canals  and  as  Minister 
at  the  head  of  the  Railway  Commission 
for  the  purpose  of  the  Civil  Service  Act. 
If  I  am  right  in  my  contention  that  we 
are  not  a  part  of  the  Deportment  of 
Railways    and    Canals,    then    the   officers 


and  eiiiployei*  uf  this  board  would  not 
have  the  right  under  sec.  345  to  receive, 
and  the  express  com|>anies  would  not 
have  the  right  to  grant,  express  franks. 

"I  have  already  referred  to  the  au- 
thority by  which  members  and  officials 
of  this  board  are  entitled  to  free  tran.n- 
portation  as  provided  in  sec.  346,  which 
also  provides  that  members  of  the  Sen- 
ale  and  House  of  Commons,  with  their 
baggage,  shall  be  entitled  to  free  trans- 
portation on  any  of  the  trains  of  a  rail- 
way company,  and  as  this  is  a  right 
granted  specifically  by  statute,  and  not  a 
favor  from  the  roilway  componies,  1  hold 
that  had  parliament  intended  that  these 
persons  specially  referred  to  in  sec.  346 
should  be  entitled  to  receive  free  ex- 
press franks,  it  would  have  said  so,  and, 
not  having  done  so,  and  they  not  coming 
within  any  of  the  classes  referred  to  in 
sec.  .'i45,  I  am  forced  to  the  conclusion 
that  express  companies  hove  no  right 
to  grant  franks  to  them.  I  realize  that 
for  many  years  the  express  companies 
hove  granted  express  franks  to  a  num- 
ber of  people  in  different  parts  of  Can- 
ada, but  I  fail  to  find  any  authority 
therefor  in  the  Railway  Act,  1919,  ex- 
cepting in  the  few  cases  to  which  I  have 
previously  referred,  namely  to  those  per- 
sons and  for  the  purposes  set  forth  in 
the  first  part  of  clause  (a)  sec.  345,  for 
the  exchanging  of  passes  with  other 
transportation  companies,  and  probably 
to  some  of  the  officers  and  employes  of 
the  Department  of  Railways  and  Canals, 
although  in  the  exercise  of  this  latter 
privilege,  in  my  judgment,  very  great 
caution  should  be  obsers-ed  in  the  man- 
ner in  which  they  are  exchanged.  Sec. 
347  of  the  Railway  Act  is  as  follows: 
'Subject  to  the  provisions  of  sections 
345  and  346  of  this  act,  no  company 
shall  hereafter,  directly  or  indirectly,  is- 
sue or  give  any  free  ticket  or  free  pass, 
whether  for  a  specific  journey  or  peri- 
odical or  annual  pass,  and  no  company 
shall  otherwise  arrange  for  or  permit 
the  transportation  of  passengers  except 
on  payment  of  the  fares  properly 
chargeable  for  such  transportation  un- 
der the  tariffs  filed  under  the  provi- 
sions of  this  oct,  and  at  the  time  in  ef- 
fect.' Therefore,  unless  the  express 
companies  can  find  some  express  author- 
ity for  granting  express  franks,  or  can 
successfully  extend  the  provisions  of  sees. 
345  and  346  beyond  my  interpretation, 
I  fail  to  see  where  they  ore  justified  in 
granting  express  franks,  excepting  as 
hereinbefore  referred  to. 

"My  object  in  thus  expressing  this 
opinion  is  to  give,  both  to  the  transpor- 
tation companies  and  the  public,  my 
views  in  the  face  of  the  fact  that  the 
express  companies,  as  well  as  all  other 
public  utilities  in  Canada  under  the  jur- 
isdiction of  this  board,  either  have  come, 
or  are  expressing  an  intention  of  com- 
ing, to  this  board  for  an  increase  in 
their  rates  in  order  that  they  may  pro- 
perly carrj-  on  the  business  of  the  coun- 
tr>-  for  which  they  were  created,  and, 
such  being  the  case,  while  probably  the 
amount  of  express  matter  carried  on 
these  franks  forms  a  very  small  propor- 
tion of  the  total  traffic  of  the  express 
companies,  yet  the  principle  involved  is 
just  as  important  as  though  it  amounted 
to  a  very  large  percentage  thereof,  and, 
if  rates  must  be  increased  in  order  to 
place  the  companies  in  a  position  to  pro- 
perly exist,  then  every  dollar's  worth 
of    free    transportation    given   by    means 


March,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


115 


of  franks  must  be  made  up  by  the  gen- 
eral paying  public,  a  policy  which  is  en- 
tirely inconsistent  with  the  express  pro- 
visions of  the  Railway  Act  against  dis- 
crimination." 

The  foregoing  was  concurred  in  by 
Hon.  W.  B.  Nantel,  Deputy  Chief  Com- 
missioner and  Commissioners  Boyce  and 
Goodeve. 

Assistant  Chief  Commissioner  McLean 
submitted  the  following  memorandum  re- 
lating to  the  Chief  Commissioner's  mem- 
orandum: "Page  1,  line  14:  I  would  sug- 
gest adding  the  word  'specifically,'  be- 
fore 'allowing,'  which  is  the  last  word 
in  the  line.  'This  will  make  the  mean- 
ing clearer. 

"I  agree  in  the  memorandum  of  the 
Chief  Commissioner.  At  the  hear- 
ing on  Jan.  20,  he  made  a  state- 
ment as  to  this  memorandum  having 
been  prepared.  Hi.s  intention  is  that  it 
should  issue  as  an  interim  judgment, 
giving  an  opportunity,  within  a  reason- 
able time,  for  hearing,  if  such  is  asked 
for.  As  what  is  primarily  concerned 
is  the  power  of  express  companies  to 
issue  franks,  and  the  types  of  persons 
to  whom  same  may  be  issued,  it  seems 
to  me  that,  subject  to  whatever  may 
be  developed  in  further  discussion,  the 
express  companies  are  really  the  only 
people  who  shall  be  given  an  opportun- 
ity to  speak  to  the  matter  at  a  hearing. 
The  recipients  of  franks  do  not  receive 
them  as  a  matter  of  right." 

Commissioner  Rutherford  agreed  with 
the  Assistant  Chief  Commissioner. 


Classification,  Qualifications  and  Salaries  for  Rail- 
way Engineers. 


The  Rhondda  Interests  in  the 
Peace  River  Valley. 

The  late  Lord  Rhondda,  the  Welsh 
colliery  proprietor,  held  extensive  in- 
terests in  the  Peace  River  Valley  and 
adjacent  territory  of  northwestern  Can- 
ada, including  coal  and  oil  lands.  In 
order  to  provide  for  the  development 
of  these  areas  a  charter  was  secured 
from  the  Domonion  Parliament  for  the 
Peace  River  Tramway  and  Navigation 
Co.,  to  build  two  pieces  of  railway  to 
connect  navigable  stretches  of  the  river, 
so  as  to  secure  an  extensive  trading 
route  in  the  northwest.  In  connection 
with  this  enterpise  a  steamboat,  the  D. 
A.  Thomas,  was  built  on  the  river,  and 
the  Peace  River  Trading  Co.'s  assets 
were  acquired.  It  was  also  reported  that 
control  of  a  railway  charter  for  build- 
ing a  railway  from  Edmonton  northerly 
to  navigable  water,  and  another  for 
building  a  railway  from  tidewater  on 
the  northern  British  Columbia  section 
of  the  Pacific  coast  inland  had  been  ac- 
quired. All  of  this  was  done  prior  to 
the  outbreak  of  the  war  in  1914.  A 
recent  visit  of  Lady  Rhondda  to  the 
Peace  River  country  has  revived  inter- 
est in  the  company's  activities.  The 
first  result  of  the  visit  appears  to  have 
been  the  decision  to  give  up  the  trading 
business,  which  a  press  I'eport  states 
has  been  disposed  of  to  the  Lamson, 
Hubbard  Canadian  Co.,  with  head  office 
at  Boston,  Mass.  This  transaction,  it 
is  stated,  includes  the  stores  at  Peace 
River  crossing.  Fort  Vermilion,  Ver- 
milion Chutes  and  Hay  River.  The 
transportation  interests  do  not  seem  to 
be  affected  by  this  sale,  as  the  report 
states  that  other  steamboats  will  be 
added  to  carry  freight  through  to  the 
Arctic  Ocean,  in  addition  to  the  present 
steamboats  operating  from  Hudson's 
Hope  to   Fort  Vermilion. 


The  Engineering  Institute  of  Canada's 
Toronto  branch  adopted  and  recom- 
mended recently  the  following  classifi- 
cation of  engineers  employed  in  railway 
work.  The  sums  mentioned  being  the 
minimum  salaries: 

1.  Chief  Engineer,  $10,000. 

2.  Assistant   Chief   Engineer,   $7,200. 

3.  (a)  Engineer  of  Maintenance.  Should 
preferably  be  a  graduate  from  an  en- 
gineering school  recognized  by  the  in- 
stitute and  should  have  X  to  10  years 
practical  experience  in  engineering  work, 
or,  if  not  a  graduate,  should  have  from 
12  to  I.')  years  practical  experience  and 
should  be  thoroughly  familiar  with  the 
mathematics  of  engineering,  $0,600.  (b) 
Engineer  of  Construction — Same  quali- 
fications as  for  Engineer  of  Maintenance, 
$6,600.  (c)  Bridge  Engineer — Same  qual- 
ifications as  for  Engineer  of  Mainten- 
ance, $6,600.  (d)  Principal  Assistant  En- 
gineer—Same qualifications  as  for  En- 
gineer of  Maintenance,  $6,000. 

4  (a)  District  Engineer — Should  pre- 
ferably be  a  graduate  from  an  engin- 
eering school  recognized  by  the  institute 
and  should  have  6  to  8  years  practical 
experience  in  engineering  work,  or,  if 
not  a  graduate,  should  have  from  10  to 
12  years  practical  experience  and  should 
be  familiar  with  the  mathematics  of  en- 
gineering, $4,800.  (b) Signal  Engineer — 
Should  preferably  be  thoroughly  familiar 
with  the  theory  and  practice  of  signalling 
and  of  train  operation,  and  should  have, 
had,  in  addition,  at  least  five  years  prac- 
tical experience  in  mechanical  and  elec- 
trical   signal   work    on   railways,    $4,800. 

(c)  Architect  or  Engineer  of  Buildings 
— Should  have  sufficient  architectural 
training  to  design  railway  stations, 
shops,  locomotive  houses,  dwellings,  etc., 
of  normal  types,  and  should  have  6  or 
8  years  practical  experience  in  respon- 
sible design  of  railway  buildings,  $4,000. 

(d)  1st  Assistant  Engineer — Same  qual- 
ifications as  for  District  Engineer,  $4,- 
200.  (e)  Assistant  Bridge  Engineer — 
Should  preferably  be  a  graduate  engin- 
eer with  from  .')  to  6  years  practical  ex- 
perience in  the  office  and  in  the  field, 
$4,800. 

5.  (a)  Division  Engineer — Should  pre- 
ferably be  a  graduate  engineer  with  3 
or  4  years  experience  of  practical  en- 
gineering, or,  if  not  a  graduate,  should 
have  8  to  10  years  practical  experience 
and  should  be  well  grounded  in  the 
mathematics  of  engineering,  $3,600.  (b) 
2nd  Assistant  Engineer — Same  qualifica- 
tions as  for  Division  Engineer,  $3,000. 
(c)  Chief .  Draftsman— Should  have  a 
thorough  knowledge  of  general  drafting, 
but  not  necessarily  knowledge  of  design, 
and  should  be  able  to  control  a  number 
of  subordinates  and  supervise  their  work, 
$2,.500.  (d)  Designing  Engineer  in  Struc- 
tural Department — Should  be  thoroughly 
grounded  in  the  theory  of  design  and  de- 
tail in  his  particular  department,  and 
should  be  able  to  control  a  number  of 
subordinates  and  supei-vise  their  work, 
$3,600.  (e)  Leading  draftsman  in  ar- 
chitectural department — Same  qualifica- 
tions as  given  for  Designing  Engineer 
in  structural  department,  $2,400.  (f) 
Signal  Supervisor — Should  be  thoroughly 
familiar  with  the  mechanical  and  elec- 
trical details  of  signalling,  should  have 
sound  elementary  knowledge  of  the  prin- 
ciples of  signalling  and  should  be  quali- 


ged  to  carry  out  and  supervise  construc- 
tion and  maintenance  of  all  types  of  sig- 
nal plants,  $2,400. 

6.  (a)  'Resident  Engineer  (construction 
only) — Should  preferably  be  graduate 
engineer  or  have  3  or  4  years  practical 
experience  in  the  junior  branches  of  en- 
gineering work,  $2,700.  (b)  3rd  Assist- 
ant Engineer — Same  qualifications  as 
for  Resident  Engineer,  $2,400.  (c) 
Draftsman — Should  be  able  to  plot  ac- 
curately from  field  note  or  notes  and 
sketches  supplied  to  him  by  a  senior  of- 
ficer, $1,800.  (d)  *Inspector,  class  A — 
Should  have  a  thorough  knowledge  of  the 
class  of  work  that  he  is  employed  to 
inspect  and  in  the  case  of  steel  or  rein- 
forced concrete  structures,  should  be  a 
man  of  sufficient  intelligence  to  under- 
stand the  elementary  principles  of  de- 
sign and  realize  the  necessity  for  close 
adherence  to  plans,  and  must  be  able  to 
read  and  interpret  plans  correctly,  $2,400. 

7.  (a)  *Junior  assistant  or  instrument 
man — Should  have  sufficient  training  in 
the  use  of  level,  or  transit,  or  both,  to 
do  accurate  work  at  a  reasonable  rate 
of  speed,  and  should  be  thoroughly 
grounded  in  the  mathematics  required 
for  the  proper  x-eduction  and  application 
of  his  instrumental  work,  $1,800.  (b) 
Inspector,  class  B — Should  have  some 
practical  experience  in  the  class  of  work 
that  he  is  employed  to  inspect,  and  have 
sufficient  intelligence  and  firmness  to  en- 
force the  carrying  out  of  specifications, 
$1,800.  (c)  Junior  Draftsman — Should 
have  passed  through  his  training  as  a 
tracer,  and  should  have  working  knowl- 
edge of  the  use  of  drafting  instruments, 
$1,500. 

8.  (a)  Chainnian — No  previous  exper- 
ience required,  $1,200.  (b)  Rodman — No 
previous  experience  required,  $1,500.  (c) 
■Tracer — No  previous  experience  requir- 
ed, $1,200. 

*Indicates  that  expenses  are  paid. 


Assessment  of  Transportation 
Companies,  Etc.,  in  Toronto. 


The  Toronto  Assessment  Commission- 
er's annual  report  for  1919,  shows  that 
the  various  public  service  corporations 
in  the  city  are  assessed  for  $42,088,278, 
equal  to  about  one-fourteenth  of  the  en- 
tire assessment  of  the  city.  Fol- 
lowing are  the  assessments  of  the  steam 
and  electric  railway  and  telegraph  com- 
panies: 

1920  1919 

Grand  Trunk  Ry $12.191,90'1  $11,871,267 

Canadian    Pacific    Ry 9.807.274  9,302.203 

Canadian   National  Rya 1,389.387  1.885.69B 

Toronto    Ry 4,886,457  4,996.328 

Toronto  &  York  Radial  Ry.        360.560  869,136 

Toronto   Suburban    Ry 46.669  78,298 

C.P.R.    Co.'s    Telegraphs 240,073  203,170 

G.N.W.  Telegraph   Co 211,730  206,484 


Caraquet  &  Gulf  Shore  Ry.  Proposed 

Sale — In  reference  to  the  information  in 
this  connection,  published  in  Canadian 
Railway  and  Marine  World  for  February, 
pg.  77,  we  were  advised  from  Ottawa, 
Feb.  11,  that  no  negotiations  in  regard 
to  the  acquisition  of  the  line  by  the  Do- 
minion Government,  were  then  going  on. 
As  stated  previously,  parliament  provid- 
ed $200,000  in  the  estimates,  to  buy  the 
line,  and  should  the  company  be  willing 
to  accept  this,  no  doubt  arrangements 
will  be  made  for  taking  it  over. 


iir. 


CANADIAN  KAII.WAV  AM)  MARINE  WORLD 


March.  1920. 


Canadian  Northern  Railway  System  Annual  Report. 


Thr  Canndinn  Northrrn  Uy.  Sy.ttcm's 
tth  annual  rppurt.  tlaU-<)  Si'pt.  U>,  \V\i*, 
w«.ii  isRuod  oarly  in  Ffhrunry,  over  the 
siirniitun!  of  D.  B.  Hnnna,  Prcaident,  an 
follow*:  — 

Thf  flirt>»-torn  submit  herowith  the  4th 
nnnunl  ri'port  of  tho  Canadinn  Northi-rn 
Ky.  System  for  tho  yc-ur  i-n«li><l  Dec.  :tl, 
1918.  Thf  pri'vjou.i  annual  report  was 
for  the  12  months  endinl  June  30,  UM7, 
since  which  date  the  company's  fiscal 
year  1ms  l>een  chani;ed  to  conform  with 
the  treneral  practice  of  most  other  mil- 
way  companies  on  this  continent.  The 
rcsulta  of  operation  from  June  .'iO  to 
Dec.  ;U,  iyi7  are  .shown  in  the  state- 
ments incluiled  in  the  present  report. 

Since  the  last  annual  report  the  Can- 
adian Government,  by  the  acquisition  of 
600,000  additional  shares  in  your  com- 
pany (having  previously  acquired  400,- 
000  shares  by  way  of  bonus  for  puar- 
anteeinir  certain  .securities  of  the  com- 
pany), became  the  beneficial  owner  of 
the  company's  entire  capital  stock  then 
outstanding,  with  the  exception  of  five 
shares  which  were  issued  in  exchange  for 
an  equivalent  amount  of  Canadian 
Northern  Ry.  .'i'"r  income  charpe  con- 
vertible debenture  stock.  The  purchase 
was  made  as  of  Sept.  30,  1917,  the  price 
payable  by  the  Rovemmcnt  beinp  subject 
to  arbitration,  on  the  conclusion  of  which 
and  the  dcliverj'  of  the  shares,  the  actual 
control  of  your  company  passed  to  the 
(fovemmcnt,  and  a  new  board  of  directors 
was  appointed   in   Sept.,   1918. 

The    results   of    the   operations   of  the 
.system    for    the    fiscal    year   ended    Dec. 
31,  1918,  were  as  follows: — 
GroM  cftminRR — 

PanwDKiT    trarflc    $  7.824.444.44 

FrriKht    trafrtc    36.735,869.46 

ExprpM,  mail  and  tele- 
itraphs     1.212.881.95 

Miscrllancoiu  caminn     1,536.816.06 

t47,3I0.011.91 
Intrrmt      and      pmfltx 
frt.m     rlrvntor     and 
other  subaidiary  com- 
panies,   investments, 

etc „.     1,752.700.59 

J49.062.712. 60 

Workinic    expense*    ....(44,062,949,94 
Hire      of      equipment, 
taxes,      rentals      and 
mUccllaneous  chances    1,699,32S.S2 

46.662.275.26 

Net   earninn   _ I  S.400,437.24 

Interest  chantea   17,898.246.98 

Net   deficit    114.497.809.74 

Mileage — The  average  mileape  oper- 
ated durinjr  the  year  was  9,452  miles, 
and  at  Dec.  31,  1918,  the  mileage  in 
operation  was  9,.'ifi6.o  miles,  an  increase 
of   1.33.1    miles  over   1917. 

Operatini;  Revenues — Gross  earnings 
for  1918  increased  by  $5,839,990.07  over 
1917  or  liMr'r  but,  as  referred  to  later 
on  in  detail,  this  increase  in  pross  is 
due  to  the  increased  rates  which  took 
effect  durintr  the  year  under  review. 

Trnffic  Movement — I'a.ssenjrer  traffic 
during  the  year  shows  an  increase  of 
$7G9,01fi.6:t  over  1917,  notwithstanding 
that  388,993  passengers  less  were  car- 
ried. The  fact,  however,  that  tho  pas- 
sengers carried  have  averaged  a  larger 
mileage  indicates  that  your  company  is 
securing  an  increasing  share  of  western 
and   Pacific  business. 

The  number  of  revenue  tons  carried 
decreased  by  545,035  tons  as  compared 
with  1917,  and  the  average  length  of 
haul  decreased  by  10.27  miles.  This  is 
dt:c   largely   to    the   shrinkage    in   grain 


tonnage  due  to  tho  poor  crop  of  1917. 
The  commodity  NUiteinent  shows  a  de- 
cn-aso  of  18,9Kti,ll.'l  bu.sh.  of  grain  han- 
dled as  compared  with  tho  previous  year. 
There  was  also  loss  lumber  carried,  less 
building  material,  and  less  miscellaneous 
tonnage.  While  there  was  a  substantial 
iiurease  in  flour  traflic  of  1,765,571  sacks 
of  100  lb.  and  in  cool  traflic  of  247,651 
tonr,  and  a  good  increase  in  live  stock 
traffic,  these  did  not  produce  enough  ton- 
nage to  overcome  the  loss  in  grain  and 
other  traffic. 

Operating  Expenses — In  considering 
the  12  months  under  review,  it  must  be 
remembered  that  the  year  had  a  most 
inauspicious  beginning.  Jan.,  Feb.  and 
Mar.,  1918  completed  a  winter  which,  for 
severity,  stands  without  parallel  in  the 
history  of  railway  operation.  The  in- 
tense cold  and  heavy  snowfall  which  was 
general  throughout  Canada  and  all  the 
northern  states  made  operations  so  bur- 
densome that  net  earnings  for  all  lines 
thus  affected  were  entirely  wiped  out, 
and  many  roads,  including  the  most  im- 
portant trunk  lines,  accustomed  to  oper- 
ate at  a  comparatively  low  ratio  during 
the  winter,  showed  large  deficits.  The 
cold  weather  extended  well  into  April, 
and  later  on  during  the  autumn  and  win- 
ter of  1918,  the  operating  staff  was  badly 
crippled  by  the  very  serious  influenza 
epidemic. 

The  effect  of  these  adverse  conditions 
was  increased  by  other  events  which 
made  further  inroads  on  net  earnings. 
The  United  States  Government  on  Dec. 
26,  1917,  decided  to  take  over  the  oper- 
ation of  all  U.S.  railway  mileage  of  im- 
portance from  .Ian.  1,  1918,  and  one  of 
the  first  acts  of  the  administration  was 
to  establish  a  commission  to  enquire 
into  the  requests  for  increased  wages 
which  were  then  collectively  before  the 
managements  of  the  U.S.  railways.  This 
commission's  report  was  issued  on  Apr. 
30,  1918,  and  recommended  substantial 
increases  for  all  railway  employes.  These 
recommendations  were  largely  accepted 
by  the  Director  General,  and  promulgat- 
ed in  his  order  27,  May  23,  1918,  better 
known  as  the  McAdoo  award.  There 
was  an  immediate  and  insistent  demand 
from  Canadian  railway  employes  that 
the  scale  of  increases  provided  in  the 
McAdoo  award  be  adopted  in  Canada. 
Many  requests  for  wage  increases  were 
pending  at  the  time.  Wages  on  Cana- 
dian lines  have  in  recent  years  been  on 
a  par  with. those  on  U.S.  lines,  the  fact 
that  the  large  brotherhoods  of  railway 
employes  on  this  continent  are  inter- 
national, having  a  direct  bearing  on  the 
matter.  The  situation  was  a  serious 
one,  and  governmental  action  was  nc- 
ces.sary,  as  it  was  apparent  that  the 
railways  could  not  pay  the  increased 
wages  without  substantial  increase  of 
revenue. 

Concurrently  with  the  promulgation  of 
general  order  27,  the  U.S.  Railroad  Ad- 
ministration founil  it  necossar>'  to  raise 
tariffs  on  freight  and  passenger  busi- 
ness. Similar  action  was  taken  in  this 
country,  but  only  in  respect  of  freight 
tariffs.  While  it  was  felt  at  the  time 
that  the  increase  in  rates  would  largely 
compensate  the  railways  for  the  hea\'y 
burden  thrown  on  them  in  respect  of  in- 
creased wages,  yet  subsequent  conditions 
have  shown  that  the  wage  increases 
granted  (which  have  applied  to  every 
department  of  railway  operation)  hove 
enormously  exceeded  the  increased  rev- 


enue obtained  from  the  higher  scale  of 
tariffs.  The  new  scale  of  rates  for  em- 
ployes in  the  shops  and  mechanical 
plants  of  Canadian  railways  took  effect 
from  May  1,  1918,  and  for  other  classes 
generally  from  Aug.  1,  1918.  Supple- 
ments have  been  issued  from  time  to 
time,  augmenting  the  allowance  to  vari- 
ous classes  of  employes,  shortening  the 
hours  of  service,  and  generally  adopting 
the  8  hour  day,  with  many  other  specific 
improvements  in  working  conditions,  all 
having  the  immediate  effect  of  largely 
increasing  the  employes'  compensation. 
The  result  of  this  was  that  at  the  end  of 
the  calendar  year  the  company's  payroll 
which  had  previously  averaged  $1,890,000 
a  month,  reached  the  enormous  total  of 
$2,815,000  a  month,  equivalent  to  an  ad- 
ditional $925,000  a  month,  representing 
an  increase  of  almost  509V  over  the 
wages  paid  up  to  the  date  the  McAdoo 
award  took  effect.  Besides  wage  in- 
creases, other  items  of  operating  ex- 
penses continued  to  show  large  advances. 
Under  these  exceptional  circumstances, 
the  cost  of  operation  for  the  year  ad- 
vanced by  $10,036,297.51,  or  29.499'f. 

I^nd  Sales  for  the  period  since  the 
last  annual  report  were  81,661.346  acres 
for  $1,588,264.14,  an  average  of  $19.45 
an  acre,  compared  with  an  average  of 
$17.82  for  the  preceding  year.  During 
the  same  period,  sales  previously  enter- 
ed into,  aggregating  58,920.10  acres, 
were,  by  mutual  agreement,  cancelled,  so 
that  the  acreage  of  land  available  for 
sale  has  been  decreased  by  22,741.246 
acres,  leaving  a  total  of  818,958.532  acres 
unsold. 

Car  Trusts  Obligation.s — Since  the  last 
annual  report  additional  car  trusts  obli- 
gations have  been  created  to  the  extent 
of  $5,000,000,  for  the  purchase  of  equip- 
ment of  different  kinds,  and  $4,705,500 
has  been  repaid  in  respect  of  previous 
obligations,  thus  making  a  net  increase 
on  this  account  of  $294,500.00. 

Freight  and  Passenger  Rates — In  the 
previous  annual  report  reference  was 
made  to  certain  rate  increases  which 
took  effect  on  Mar.  15  and  June  1.  1918. 
.\s  already  mentioned  in  this  report  a 
further  increase  in  freight  rates  only 
was  arranged  for  in  connection  with  the 
adoption  of  the  McAdoo  scale  of  wage 
increases.  This  latter  increase  has  been 
popularly  known  as  a  25'"r  increase,  but, 
in  actual  application  (being  coupled  with 
the  previous  increase  and  being  utilized 
in  the  direction  of  equalization  of  rates 
as  between  eastern  and  western  Canada) 
has  only  produced  an  increase  in  freight 
revenue  of  about  ISHTf,  so  that,  put- 
ting the  two  increases  together,  freight 
tariffs  are   increased   by   less   than   SO*".-. 

Conditions  and  Prospects  —  Shortly 
after  the  signing  of  the  armistice,  traf- 
fic began  to  fall  off,  and  from  January 
to  the  date  of  this  report,  the  tonnage 
carried  shows  a  large  decrease  compar- 
ed with  the  same  period  of  the  previous 
year.  The  ])resent  situation  is,  there- 
fore, a  very  serious  one.  In  the  first 
place,  the  wage  increases  under  the  Mc- 
.'Vdoo  award  have  greatly  exceeded  the 
increase  in  revenue  granted  to  offset 
them,  largely  due  to  the  supplements  to 
the  award  which  were  not  contemplated 
at  the  time  the  tarifl's  were  increased, 
and  also  due  to  the  fact  that  business 
on  which  the  increased  tariffs  were  esti- 
mated to  apply  has  fallen  off  to  a  con- 
siderable extent.  The  prices  of  materials 
and   supplies   still   stand  at  the   highest 


March,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


117 


point,  and  so  long  as  these  conditions 
continue  no  improvement  can  be  expect- 
ed in  net  revenue. 

Construction  and  Betterments — Prior 
to  the  war  the  company  had  in  western 
Canada  a  number  of  branch  lines  under 
construction,  but  work  on  these  lines, 
owing  to  limitation  on  spending  of  cap- 
ital moneys,  and  also  the  difficulty  of  ob- 
taining material,  was  necessarily  dis- 
continued. Since  the  signing  of  the  arm- 
istice, urgent  requests  from  settlers 
along  the  projected  lines  were  renewed, 
and  after  many  delegations  from  vari- 
ous sections  of  the  prairie  provinces  had 
been  received  by  your  directors  and  the 
executive,  and  after  the  entire  situation 
had  been  carefully  reviewed,  a  pro- 
gramme of  construction  was  adopted 
providing  for  the  completion  of  certain 
partly  constructed  and  projected  lines 
which  would  serve  new  districts  where 
settlement  had  preceded  the  railway  and 
where  the  settlers  were  sufTering  most 
through  lack  of  transportation  facilities. 
Provision  for  this  construction  pro- 
gramme and  for  the  company's  better- 
ment and  equipment  requirements,  have 
been  made  in  the  government  estimates 
for  the  current  year  and  the  woi-k  is  un- 
der way.  Due  to  the  difficulty  of  secur- 
ing material,  expenditures  beyond  those 
actually  required  for  current  operation 
where  not  incurred  during  the  war,  and 
the  shortage  in  some  respects  was  so 
great  that  actual  operating  requirements 
could  not  always  be  met,  with  the  result 
that  in  the  year  under  review,  only  a 
comparatively  small  amount  of  better- 
ment work  could  be  undertaken.  For 
this  reason  the  programme  of  better- 
ment work  submitted  by  the  manage- 
ment for  the  present  year  was  an  ex- 
tensive one,  and  your  directors  have  ap- 
proved the  expenditure  of  a  substantial 
sum  to  be  devoted  to  providing  improve- 
ments to  the  physical  property  of  your 
system. 

New  Equipment — To  provide  for  ad- 
ditional train  service  and  to  take  care 
of  new  mileage,  equipment  was  ordered 
and  delivered  during  the  year  as  fol- 
lows— 60  consolidation  locomotives;  10 
six-wheel  switching  locomotives;  10  pas- 
senger refrigei-ator  cars;  140  forty  ton 
freight  refrigerator  cars;  5,000  forty  ton 
steel  underframe  and  side  frame  box 
cars;  300  thirty  ton  wooden  stock  cars; 
500  forty  ton  steel  frame  flat  cars;  250 
fifty  ton  steel  underframe  gondola  cars; 
250  fifty  ton  wooden  dump  cars;  25  fifty 
ton  steel  tank  cars;  15  forty  ton  steel 
tank  cars. 

Lines  Acquired — The  Toronto  Subur- 
ban Ry.  (operated  by  electricity)  with  46 
miles  of  suburban  line  from  Toronto  to 
Guelph,  and  19  miles  of  urban  lines, 
mostly  within  the  City  of  Toronto,  and 
the  Toronto  Eastei-n  Ry.  (electric)  with 
19  miles  of  partly  constructed  line  be- 
tween Bowmanville,  Oshawa  and  Whitby 
Ont.,  have  been  acquired  by  your  com- 
pany. The  operations  of  these  lines  will 
be  included  with  those  of  the  Niagara. 
St.  Catharines  and  Toronto  Ry.  in  a  sep- 
arate statistical  statement,  the  net  re- 
turn alone  being  included  in  the  system 
accounts. 

Leaside  Terminals — The  first  units  of 
the  Leaside  terminals  at  Toronto,  which 
were  about  completed  at  the  close  of 
1918,  w^ere  put  into  operation  in  the 
early  summer  of  1919.  This  plant  will 
provide  repair  facilities  for  Ontario  lines 
which  have  hitherto  lacked  suitable  shop 
accommodation.  The  shops  are  conven- 
iently located  near  the  North  Toronto 
terminals  in  which  your    lines    have  a 


joint  interest  with  the  C.P.R. 

Montreal  Tunnel— On  Oct.  21,  1918 
last,  service  through  the  Montreal  tun- 
nel was  inaugurated,  and  since  then, 
regular  service  between  Montreal,  Ot- 
tawa and  Toronto  has  been  given,  using 
the  new  short  line  between  Hawkesbury 
and  Montreal. 

Ocean  Steamship  Services — Early  in 
1918  the  Dominion  Government,  realiz- 
ing the  need  for  a  mercantile  fleet  to 
develop  Canadian  export  trade,  placed 
orders  with  Canadian  shipbuilding  firms 
for  a  large  number  of  ocean-going  steam- 
ships. The  government  has  arranged  for 
these  ships  to  be  operated  by  a  company 
under  the  charter  name  of  the  Canadian 
Government  Merchant  Marine  Ltd.,  the 
directors  of  which  company  are  members 
of  your  board.  Up  to  date  12  ships  have 
been  delivered,  and  the  following  ser- 
vices have  been  established;  Between 
Montreal  and  St.  John's,  Nfld.,  Cuba,  the 
West  Indies,  South  America  and  various 
United  Kingdom  ports,  which  services 
will  continue  from  Halifax,  or  St.  John, 
during  the  winter.  Cargoes  have  also 
been  carried  to  French  ports,  and  from 
Vancouver  to  United  Kingdom  ports  via 
the  Panama  Canal,  and  a  service  from 
Vancouver  to  Australia  is  just  about  to 
be  established.  Additional  services  have 
been  arranged  for  as  soon  as  further 
vessels  are  delivered  by  the  builders, 
and  the  operation  of  the  boats  is  con- 
fidently expected  to  reflect  most  satis- 
factory results  in  the  building  up  of  Can- 
adian trade  and  from  which  the  Can- 
adian National  Rys.  should  receive  sub- 
stantial benefits  in  traffic  returns. 

Vancouver-Victoria  Car  Ferry — Dur- 
ing the  year,  the  car  ferry  Canora  was 
completed  at  Quebec,  and  made  the  trip 
from  there  to  Vancouver  via  the  Panama 
Canal.  It  is  now  in  regular  operation 
between  Vancouver  Island  and  the  main- 
land. 

Organization  —  Immediately  following 
their  appointment,  the  directors  took  up 
the  reorganization  of  the  official  staff  of 
the  Canadian  Northern  Ry.  System.  This 
matter  was  under  way  when,  by  order 
in  council  passed  on  Nov.  20,  1918,  your 
directors  wore  constituted  a  board  of 
management  for  the  Canadian  Govern- 
ment Railways.  This  necessitated  a 
more  extensive  rearrangement  of  official 
personnel,  and  the  amalgamation  of  the 
staffs  of  the  two  systems.  In  anticipation 
of  post-war  developments,  the  Resources 
Department  has  been  strengthened  and 
is  carrying  on  active  work.  It  will  han- 
dle immigration  matters. 

The  use  of  the  collective  title  "Cana- 
dian National  Railways,"  as  represent- 
ing both  the  Canadian  Northern  Sys- 
tem and  the  Canadian  Government  lines, 
was  authorized  by  order  in  council  pass- 
ed Dec.  20,  1918,  and  by  special  act  of 
the  Dominion  of  Canada,  the  Canadian 
National  Ry.  Co.  has  been  incorporated, 
in  order  that  the  various  railways  under 
federal  control  may  be  operated  by  the 
new  company  for  the  government. 

The  members  of  your  board  have  made 
inspections  of  most  of  your  lines,  and 
additional  inspection  trips  will  be  made 
from  time  to  time,  so  that  your  board 
may  have  first  hand  information  as  to 
the  general  condition,  upkeep  and  opera- 
tion of  the  railway. 

Your  board  is  glad  to  welcome  back  to 
the  service  of  the  railway  those  officers 
and  employes  who  have  been  serving 
with  Canada's  expeditionary  forces  in 
the  great  war.  To  those  who  have  suf- 
fered bereavement,  the  directors  desire 
to  convey  their  sincere  sympathy.     The 


board  expresses  to  the  management  and 
employes  its  thanks  for  loyal  and  effi- 
cient services  rendered  throughout  the 
year.  In  this  connection  it  should  be 
remembered  that  the  epidemic  of  in- 
fluenza created  conditions  of  great  hard- 
ship, and  resulted  in  overtaxing  those 
on  whom  fell  the  burden  of  carrying 
on,  during  the  periods  when  many  em- 
ployes were  forced  to  remain  out  of 
service.  To  the  families  of  those  who 
succumbed  to  the  attack  of  this  dread 
disease,  the  board  desires  to  tender  its 
sympathetic  condolences  and  to  record 
its  sense  of  loss  by  the  death  of  a  num- 
ber of  valued  officers  and  employes. 

Income  Statement  Year  Ended  Dec.  31,  1918. 

Revenue    $47,310,011.91 

Subsidiary     miscellane- 

our  earnings    1,752,700.59 

$19,062,712.50 

Working    Expenses    $14,062,949.94 

Taxes,      rentals,      joint 

facilities,    etc 1.599,825.82  46,662,275.26 

Net    earnings    $  3.400,437.24 

Fixed  charges  —  Cana- 
dian  Northern   Ry $  6,875,465.68 

Fixed  charges  —  Affili- 
ated   companies    4,301,207.57 

Interest  on  demand  and 
short    term    notes — 

Government    8.926,279.61 

Other    2,795,294.22 

17,898,236.98 

Deficit  carried  to  pro- 
fit and  loss  state- 
ment      $14,497,809.74 

Profit  and   Loss  Statement   at  Dec.  31,   1918. 

Deficit  on  income  ac- 
count     $14,497,809.74 

Discount,  etc.,  on  fund- 
ed   debt    691.624.97 

Taxes    accrued    to    Dec. 

31.    1918    409,657.67 

Adjustment  interest  on 
D.R.L.  and  Winni- 
peg Ry.  bonds  in- 
cluded in  D.W.P.R. 
account  in  C.N.R.  ac- 
crued interest  state- 
ment,  Sept.    30,    1917          24,999.99 

$15,627,092.37 
Less     delayed     income, 
debits      and     credits, 
credit    balance    47,237.24 

$15,579,855.13 
Adjustment     of    land 

sales     936,101.83 

Net    deficit    $14,643,753.30 

Surplus  brought  for- 
ward       82,575,977.91 

Total  surplus  to  Dec. 
31.  1918,  carried  to 
balance    sheet    $17,932,224.61 


Operating  Revennes  Tears  Ended  Dec.  31. 

%             1918                 Class                   1917  % 

16.54     7,824,444.44   Passenger      7.055,427.81  17.01 

77.65  36,735.860.46  Freight     ....32,012,791.03  77.19 

.52        245,187.12  Mails    249,983.06  .62 

2.04        964,617.55  Express    ....       856,402.77  2.06 

Miscel- 

8.25     1.539,893.34       lancous...  1,295,417.17  3.12 


100.00  47.310.011.91  Total    ..41,470.021.84  100.00 

Operating  Expenses  Years  Ended  Dec  31. 
<rc  1918  Class  1917  Ci 

Mainten- 
ance of  way 
and   struc- 
20.56       9,060.264.79     tures     ....$7,059,883.88     20.75 
Mainten- 
of    equip- 

19.29       8.498.673.11     ment   6.086,901.56     17.89 

Traffic 
1.81  707,191.68     expenses       777,121.18       2.29 

Trans- 
portation 
54.26     23,907,348.28     expenses  18,247,489.92     53.62 
Miscellan- 
eous oper- 
1.31  576.071.12     ations    ....      646,378.12       1.61 

General 
2.77       1,223,410.96     expenses     1,308,927.77       3.8'4 


100.00  $44,062,949.94       ToUl....$34,026.652.43  100.00 

Summary    of    Revenues    and    Expenses    Years 

Ended  Dec.  31. 

%  1918  Class  1917  ■"; 

Operating 

$47,310,011.91       cnucs     $41,470,021.84 


118 


CANADIAN  ICAIl.W  AV  AND  .MARINK  WORLD 


March,  1920. 


OpvrmUny 
M.ll     4I.0«I.»4».0I     npmtm  UMt.Ui-t*     KM 

NVl  r.rn- 

T.44t.tW.U     IT.M 

100.00 
^•rnin(>.    Ktprnir*    And    Ntl    Kwnlnts 
IVr  mllr  •awmti^l  )r«r  rnilr.1  !>«•.  SI. 
ATrrarr  Nrl 

Yrmr       milrs       Karnlnr*        Eip*n»o«      ««nilnr" 

op*mt«d 
lOIT       ».4U       X.no.n       M.M7.10       riM.os 
>•!«       ».4U         S.006.20         4.U1.70         Ut.M 
n«Ml  Ch>r(M  r>r  Mil*  cf  Lin*. 

1918  I9I7 

Amount  niviuirvfl  prr  fnilr  of 
rott«)  ti»  pay  flKr^l  rhancr*. 
InrluHinc    lru.-<l    llnra  ..ll.S93.fiO         ;i.«I>r..:4 


191S  1917 

Flour,   urkii   (100  lb.  *arht  .     8.904.498  7.1I1K.92T 

Oniin.    buahrU 9S.9K.^,07B  112,971.191 

1.1^.'    -l.-W     hrvrl    (>ll   kincid         «.'.4.Sflll  A09.409 

I                         nl-r.  ft.,  m.f 1,«I4,H29  1.970.6.^6 

1.    302.118  !IS4.4g» 

2.S7S.»8I>  2,128.11m 

■  iTi'^t*,    c»r« 5.279  8,968 

(III. I  link'        mntrrial        (limr. 
iiton*.     brick.     Hand,     rlc.t, 

car.     29.794  SS.S40 

Mii>CFllan«nii«.     t<.n«                         4,018.06.'.  4.269.115 

Paurnccr.    Frriiht    and    MUccllanrooa    SlalUlin 

Compared   With  I'rrvious  Fiscal  Yrar. 

PASSENGER   TRAFFIC 

191S  1917 

Paa**nr*r»  carried  (eam- 

inir    r^^•»nu»    1,114,965  4..">03,9o8 

PasAcnffcm    carried    one 

mile    288,067,800      298.822,255 

Paiia^nffeni    carried    one 

mile  per  mile  of  road  30.477  31.425 

AvcniKe  distance  carried  70.01  65.18 

ToUl  passcnirr  rvvenue  $7,127,141.55  16.437.805.25 
Avcrairr   amount    Pecciv- 

etl  per  pas«enicrr  $1.78.225  $1.42.925 

Avcniffe  amount  receiv- 

e<l    per    passenger   per 

mile,    cents    .02.474  .02.194 

Total     passenirer     train 

eaminKi   $8,783,084.63  $7,970,489.84 

Pa.<senKer     trsin     eam- 

inm   per   train   mile...  1.28.903  1.14.649 

FREIGHT  TRAFFIC 
Revenue    tons    c«rrie<l.  ..        13,289,641         13,834.676 
Revenue     tons     carried 

on*    mile    4.021.275.963  4.328,241,986 

Revenue     tons      carried 

on*  mile  per  mile  of 

road   426.442  468.707 

Averase     distance     haul 

of   one   ton    _ 302.59  812.86 

ToUl    freisht    n-vcnu*...$35.674.816.63$31, 184.034.68 
AveniRe  amount    receiv- 
ed    for    each    ton    of 

fprinht     $2.68.441  $2.25.043 

Avermire  revenue  per  ton 

per  mile.   cenU   .00.887  .00.719 

Total  freifchttraineam- 

inirs    $36,719,136.76  $31,937,926.59 

Freiirht    train    eaminsEs 

per   train   mile   $3.24.220  $2.69.118 

TRAIN  MILEAGE. 
Milewre     of     pasacnKer 

trains    5,044,607  5,087,334 

Mileaire        of         freight 

trains  9.556.288          9,952,918 

Mllease  of  mixed  trains  1.769.124  1.914.725 

EXPENSES   PER  TRAFFIC  TRAIN  MILE 
Maintenance      of      way 

and    structures,    cu ...  54.67  41.28 

Maintenance    of     ef|uip> 

ment.    cts 61.12  35.89 

Traffic    expenses,    cts 04.79  04.52 

TntnspnrUtinn  expenses  1.48.69  1.05.83 
Miscellaneous        opera- 
tions.    cU 08.S2  03.23 

General    expeniOT,   et*.....  07.10  07.42 


ToUl 


$2.64.89 


$1.97.67 


Operations   of    Electric  Lines    Not    Included    in 
Above    Statement. 
Passenirern  carried  (eam- 

ins     revenue    6.036.626  .■..S.-.9.032 

ToUl   passenKer  revenue  $504,319.84  $441. 67.'.. 72 

Revenue    tons    carried  ..  409.704  423.642 

ToUl     frriKht     revenue..  $252,746.20  $22.',,N09.3R 

Sammarr  of  EqulpBent  at  D*c.  31. 

1918  1917 

lyvomotives      788  785 

Sleepinir    and    dlnlns   emr* - ll«  116 

Pa««enifrr  cars   „....        S((  624 

Ramrairr.   mail   and  *zprau  can 101  187 

Rusineim    cars 26  22 

Freiiiht.   n-friirerator  and  stock  can  81.828  29.489 

Con.luctnn.-    vans    426  443 

RoardlnK.      tool,      auxiliary      ears, 

•team    shovels    and    snow    *quip- 

m»nt    - l.«7t  1.520 


Miles   «C    Kallwar. 
The  UiUl   milraire  operated  at   t>ee.   *l.    1918.   In- 
rludlnv   lines   o»nr.l  and  le«.>-.l    »«•  '..■,«<;.•.   mil**, 
made  up  as  follows : 

Mils*. 
Lines     in     Nova    Scotia  874.0 

yu>-l»-c     Division     .  ■"«8 

Ontario     IMvlsion  !     "'  : 

MinnesoU    Ulvi.iun  :    .  r. 

Central      l>lvi>i.>n  .-0 

Western     iJivision 
Pacific    Division    .  :  I '. 


Electrlr    lines    In    Onum.  «)1.6 

9.»a«.5 

Location  of  Line*. 

Nova    SeotU    ™ 874.6 

Wurbec      - _ .; 720.6 

Ontario    _ 2.2S3.3 

Manitoba     1    •'•    ■ 

Saskatchewan    

Aiiieru   ;  -  ;■  .•-' 

Uritish    CulumbU    ...il.'.i 

MinnesoU     » __._.-.___ _._      216.:i 

ToUI 9.B66..-. 

Avenute  miles   operated  for  fiscal   year 9,462 

Soromary  of   Mileavc. 
Mileage  owned  by  Canadian  Northern  Ry. 

Sysu-m     „ 9.067.5 

Joint   running   riKhts.   etc. — 

Toronto    to    Roacdale.    G.T.R 8.8 

Grand  Trunk  Crossing.  Orillia.   C.P. 

R 2.8 

Harrowsmith    to    Kiniotun,    C.P.R 18.6 

Riverside     to     OtUwa     Union     SU- 

tion,    G.T.R 1.7 

Current  River  to  Port  Arthur,    C.P.R.     2.1 

Chip   l^ko  to  Ob«d,  G.T.P 77.8 

SnarinK  to  Geikie,  G.T.P 21.0 

New     Westminster     to     Vancouver, 

Great  Northern   13.8 

Halifax  to  Southwestern  Jet.,  C.G.R.  6.0 
Middleton  Jet.  to  Middleton.  D.A.R...  .6 
Duluth  to  D.W.  &  P.  Jet.  Nor.  Pac.     8.5 

151.7 

Lines      leaned — Northern       Pacific      in 

Manitoba    847.8 

847.3 

ToUl    mileage   operated 9,566.5 


Suit  Against  Express  Company  for 
Damage  to  Strawberries. 

The  Quebec  Court  of  Appeal  gave 
judgment  at  Montreal,  recently,  on  the 
appeal  of  H.  V.  Clopp,  trading  as  J.  R. 
Clogg  and  Co.,  fruit  importers,  against 
a  Superior  Court  decision,  dismissing  an 
action  brought  against  the  Canadian 
Express  Co.  and  the  American  Express 
Co.  to  recover  $424.74  loss  on  a  car  load 
of  strawberries  which  had  deteriorated 
in  quality  in  transit  from  Independence, 
La.  The  fruit  was  consigned  from  In- 
dependence by  the  American  Express  Co., 
May  5,  1916,  and  was  transferred  on 
Clogg's  instructions  to  the  Canadian 
Express  Co.,  at  Port  Huron,  Mich.  The 
cost  laid  down  in  Montreal  was  $1,- 
725.94.  On  delivery  it  was  found  that 
the  fruit  had  deteriorated,  and  it  was 
sold  for  $1,:!01.20.  Clogg  alleged  that 
the  deterioration  was  due  to  the  carriers' 
negligence  in  not  keeping  the  car  suffi- 
ciently cooled,  and  sought  to  recover  the 
difference  in  value  from  the  Canadian 
Express  Co. — the  American  Express  Co. 
being  subsequently  added  as  a  defend- 
ant. The  Superior  Court  dismissed  the 
action,  and  Clogg  appealed.  After  argu- 
ment, Justice  Peniers  found  that  the 
consignment  was  shipped  in  good  order, 
and  there  was  a  new  contract  when  the 
car  was  transferred  to  the  Canadian 
Express  Co.  at  Port  Huron.  Article 
167S  of  the  Civil  Code  provides  that 
carriers  are  liable  for  loss  or  damage 
of  things  entrusted  to  them  unless  they 
can  prove  that  such  loss  or  damage  was 
caused  by  a  fortuitous  event  or  irre- 
sistible force,  or  arose  from  a  defect 
in  the  thing  itself.  It  was  not  Clogg's 
duty  to  show    how    the    loss  was  occa- 


sioned. It  wan  evident  that  the  Cana- 
dian Express  Company  showct  lack  of 
care  in  trnnspfirtation.  It  ought  to 
know  its  business  sufficiently  not  to  take 
over  a  deft-ttivc  car  from  another  com- 
pany, if  it  was  necessary  to  asxumc  in 
this  case  to  believe  that  this  car  was 
not  in  a  proper  condition  when  taken 
over  at  I'ort  Huron.  As  it  was  admit- 
ted the  temperature  of  the  car  was  too 
high  when  it  arrived  at  Montreal,  it 
was  probable  that  it  had  not  been  suf- 
ficiently iced  between  I'ort  Huron  and 
Montreal.  The  Superior  Court's  deci- 
sion dismissing  the  action  as  against 
the  American  Express  Co.  was  affirmi-<l, 
and  reversed  as  against  the  Canadian 
Express  Co.  Judgment  for  $424.74  with 
Interest  and  costs  was  entered  against 
the  Canadian  Express  Co. 


Railway  Situation  in  Gaspe 
Penninsula. 

A  meeting  of  merchants,  lumbermen 
and  others  interested  in  the  development 
of  the  Gaspe  Peninsula  was  held  in  Que- 
bec, Feb.  .5,  to  consider  the  railway  situa- 
tion in  their  district.  It  is  served  by 
the  Quebec  Oriental  Ry.,  from  Matapedia 
on  the  Intercolonial  Ry.,  to  New  Carlisle, 
98  miles;  and  the  Atlantic,  Quebec  and 
Western  Ry.,  from  New  Carlisle  to  Gaspe 
Basin,  104  miles;  both  lines  being  under 
one  management.  After  bearing  reports 
as  to  the  condition  of  the  roadbed,  the 
rolling  stock  and  the  ser%-ice  being  given, 
an  association  for  the  improvement  of 
the  railway  situation  on  the  Gasp  coast 
was  formed,  with  Hon.  J.  H.  Kelly  as 
President,  and  a  number  of  resolutions 
were  passed.  The  two  important  ones 
were:  To  authorize  the  executive  com- 
mittee to  place  before  the  Dominion 
Government  the  real  situation  as  to  the 
railways,  and  to  ask  that  the  govern- 
ment acquire  the  lines  either  by  agree- 
ment as  to  value,  or  by  arbitration,  and 
that  meanwhile  the  Board  of  Railway 
Commissioners  be  asked  to  order  the 
companies  to  furnish  a  daily  mail  and 
passenger  ser%'ice  in  each  direction  be- 
tween Matapedia  and  Gaspe  Basin. 


Ice  Railway  at  Port  .Arthur — The  Con- 
tractors for  the  extension  of  the  break- 
water at  Current  River,  Port  Arthur, 
Ont.,  Chambers,  McQuigge,  McCaffrey 
Co.,  have  laid  a  single  track  narrow 
gauge  railway,  with  passing  tracks,  over 
the  ice  from  the  mainland  to  where  the 
breakwater  is  being  built.  The  rolling 
stock  consists  of  4  locomotives  and  a 
large  number  of  dump  cars.  Each  train 
■consists  of  fi  cars,  the  load  being  about 
.^0  tons,  about  1.000  tons  a  day  being 
dumped  into  40  ft.  of  water.  The  eon- 
tract  covers  the  construction  of  1,.S00  ft. 
of  breakwater. 

Cornwall  International  Bridge  Taxa- 
tion— The  Ontario  Legislature  is  being 
asked  to  ratify  a  Cornwall  Tp.  Council 
bylaw  confirming  an  agreement  made 
between  the  council  and  the  Ottawa  and 
New  York  Ry.,  fixing  an  annual  assess- 
ment of  Sl.'iO.OOO  on  the  portion  of  the 
international  bridge  between  Canada  and 
the  United  States,  which  is  in  Cornwall 
Tp. 

The  Canadian  Transfer  Co.'s  Toronto 
stables  were  damaged  by  fire  Feb.  6, 
the  loss  being  put  at  $1,500.  About  40 
horses  in  the  stables  were  saved. 

Spanish  Railway  Companies  have  ask- 
ed authority  to  inorense  freight  rates 
:{.'i':v  to  meet  increased  operating  ex- 
penses. 


March,  1920. 


119 


Mainly  About  Railway  People  Throughout  Canada. 


W.  R.  Baker,  C.V.O.,  formerly  Assist- 
ant to  the  President,  and  Secretary, 
C.P.R.,  who  returned  to  Montreal  from 
Europe  recently,  passed  through  Van- 
couver, at  the  end  of  January,  on  his 
way  to  California,  intending  to  return 
to  Montreal  in  the  spring.  Mrs.  Baker 
is  spending  some  time  in  Austria. 

John  Bollen,  Foreman,  Locomotive 
Shops,  C.P.R.,  Winnipeg,  who  has  re- 
tired from  active  service,  was  presented 
with  a  case  of  pipes  and  a  purse  of 
money  by  his  staff,  Feb.  13. 

George  Hugh  Brown,  whose  appoint- 
ment as  Commercial  Agent,  G.T.R.,  Min- 
neapolis, Minn.,  was  announced  in  our 
last  issue,  was  born  at  West  Lebanon, 
N.H.,  Oct.  17.  1876,  and  entered  G.T.R., 
service  Jan.  2,  1882;  since  when  he  has 
been,  to  Jan.  1,  1898,  messenger,  steno- 
grapher, clerk,  Chicago,  111.;  Jan.  1,  1898 
to  July  1,  1915,  Soliciting  P'reight  Agent, 
Chicago,  July  1,  1915,  to  July  1,  1918, 
Commercial  Agent,  Omaha,  Neb.;  July 
1,  to  Nov.  1,  1918,  Tariff  Inspector,  Chi- 
cago; Nov.  1,  1918  to  Jan.  1,  1920,  Travel- 
ling Representative,  Chicago.  His  father, 
David  Brown,  was  in  G.T.R.  service  from 
1866  to  1903,  retiring  as  First  Assistant 
General  Freight  Agent,  Chicago. 

R.  L.  Burnap,  who  has  been  appointed 
Freight  Traffic  Manager,  G.T.R.  lines  in 
the  U.S.,  west  of  Detroit  and  St.  Clair 
Rivers,  Chicago,  111.,  was  born  Sept.  20, 
1872,  and  entered  railway  service  in 
1894,  since  when  he  has  been,  to  May 
1,  1896,  consecutively,  clerk  in  Local 
Freight  Agent's  office,  Central  Vermont 
Ry.;  clerk  in  Division  Freight  Agent's 
office,  Ogdensburg  Transit  Co.,  and  clerk 
in  Division  f^reight  Agent's  office,  Cen- 
tral Vermont  Ry.,  Ogdensburg,  N.Y.; 
May  1  to  Sept.  1,  1896,  clerk  in  Commer- 
cial Agent's  office.  Central  Vermont  Ry., 
New  York  City;  Sept.  1,  1896  to  Feb.  1, 
1900,  Travelling  Freight  Agent,  Central 
Vermont  Ry.,  New  London,  Conn.;  Feb. 
1,  1900  to  Aug.  1,  1905,  Commercial 
Agent,  Central  Vermont  Ry.,  New  York 
City;  Aug.  1,  1905  to  May  1,  1908,  Gen- 
eral Freight  Agent,  Central  Vermont  Ry., 
St.  Albans,  Vt.;  May  1,  1908  to  Oct.  16, 
1911,  Assistant  General  Freight  Agent, 
G.T.R.,  Chicago,  111.;  Oct.  16,  1911,  to 
May  1,  1918,  Assistant  Freight  Traffic 
Manager,  G.  Y.  R.,  Chicago,  111.;  May  1, 
1918,  to  Mar.  1,  1920  Traffic  Manager, 
Grand  Trunk  Western  Lines  Rd.  (U.S. 
R.A.)  Chicago,  111. 

William  Byers,  car  inspector,  G.T.R., 
Niagara  Falls,  Ont.,  after  48  years  ser- 
vice, retired  under  the  company's  pen- 
sion rules,  early  in  February.  He  com- 
menced service  with  the  Great  Western 
Ry.  in  1872,  and  continued  with  the 
G.T.R.  when  the  former  company  was 
taken   over. 

Hon.  Frank  Cochrane,  ex  Minister  of 
Railways  and  Canals,  who  died  some 
months  ago,  left  an  estate  valued  at 
$423,974.93.  Mrs.  Cochrane  is  to  receive 
one-half  of  the  income  for  life;  the  son 
and  daughter  are  each  to  receive  one- 
quarter  of  the  income  during  Mrs.  Coch- 
rane's  life,  after  which  the  estate  is  to 
be  divided  equally  between  them. 

A.  E.  Corbett,  locomotive  foreman, 
Canadian  National  Rys.,  St.  John,  N.B., 
was  accidentally  killed  while  at  work 
recently.  He  was  34  years  old,  and  had 
been  in  government  railway  service  for 
8  years. 

Edward  Cassidy  Ellictt,  who  has  been 


appointed  District  Passenger  Agent, 
G.T.R.,  Montreal,  was  born  there,  Oct. 
32,  1877,  and  entered  G.T.R.,  service, 
June  15,  1894,  since  when  he  has  been, 
to  Feb.  1,  1898,  junior  clerk;  Feb.  1,  1898 
to  June  1,  1902,  clerk;  June  1,  1902  to 
June  1,  1907,  freight  clerk;  June  1,  1907 
to  June  1,  1913,  e.xcursion  clerk;  June 
1,  1913,  to  Jan.  1,  1916,  chief  clerk  to 
General  Passenger  Agent;  June  1,  1916, 
to  Feb.  1,  1920,  chief  clerk  to  Passenger 
Traffic  Manager,  all  at  Montreal. 

D.  W.  Fraser,  heretofore  Managing 
Director,  Montreal  Locomotive  Works, 
Montreal,  has  been  appointed  Vice 
President,  in  charge  of  sales,  American 
Locomotive  Co.,  and  Montreal  Locomo- 
time  Works,  with  office  in  New  Work, 
N.Y.,  succeeding  J.  D.  Sawyer,  who  has 
retired.  He  will  be  succeeded  at  Mont- 
real by  Mr.  Butler,  heretofore  Works 
Manager. 

F.  E.  Gautier,  Purchasing  Agent,  West- 
ern Lines,  C.P.R.,  who  died  at  Winnipeg 
some  little  time  ago,  left  an  estate  valued 
at  approximately  $60,000,  which,  owing 
to  a  peculiar  codicil  to  his  will,  appeared 
to  have  been  left  to  the  St.  John  Am- 
bulance Association,  but  by  a  recent  de- 
cision of  a  local  court,  has  been  handed 
over  tj  his  widow. 

G.  E.  Graham,  General  Manager,  Do- 
minion Atlantic  Ry.,  Kentville,  N.S.,  who 
was  injured  in  a  train  wreck  on  the 
C.P.R.  at  North  Bay,  Ont.,  at  the  end 
of  January,  expects  to  return  to  his 
duties  early   in   March. 

Grant  Hall,  Vice  President;  F.  L. 
Wanklyn,  General  Executive  Assistant, 
Allan  Purvis,  General  Superintendent, 
Ontario  District;  A.  Williams,  Superin- 
tendent, London  Division,  and  M.  H. 
Brown,  Division  Freight  Agent,  C.P.R., 
were  the  principal  guests  at  a  dinner 
given  by  the  London,  Ont.,  Chamber  of 
Commerce  directors,  Feb.  11. 

John  Hall,  formerly  roundhouse  fore- 
man, G.T.R.,  died  at  Hamilton,  Ont.,  Feb. 
20,  aged  89.  When  16  years  old,  he  was 
fireman  on  a  locomotive  at  Newcastle, 
Eng.,  built  by  Geo.  Stephenson,  and  for 
two  years  ran  a  locomotive  on  the  old 
railway  between  Liverpool  and  Carlisle, 
Eng.  He  was  locomotive  man  on  the 
first  train  that  ran  between  Madrid  and 
Aranquery,  Spain.  He  came  to  Canada 
in  1853,  entered  Great  Western  Ry.  ser- 
vice at  Hamilton  and  ran  the  first  train 
between  Hamilton  and  Niagara  Falls, 
Ont.,  and  continued  with  the  G.T.R.  when 
the  G.W.R.  was  taken  over. 

H.  H.  Hamill,  who  has  been  appointed 
General  Agent,  Freight  Department,  G. 
T.R.,  Detroit,  Mich.,  was  born  at  Somer- 
ville,  Mass.,  Apr.  6,  1874,  and  entered 
transportation  service  with  the  Johnson 
Steamship  Line,  Boston,  Mass.,  in  1893, 
and  from  Feb.  1,  1900,  to  June  1,  1906, 
was  city  solicitor,  National  Despatch 
Line,  Boston,  Mass.;  June  1,  1906,  to  Apr. 
1,  1910,  Travelling  Agent,  National  Dis- 
patch-Great Eastern  Line,  Boston,  Mass.; 
Apr.  1,  1910  to  Nov.  1,  1911,  Soliciting 
Freight  Agent,  G.T.R.,  New  York  City; 
Nov.  1,  1911  to  June,  1914,  Travelling 
Freight  Agent,  G.T.R.,  New  York;  June, 
1914  to  Nov.,  1918,  Commercial  Agent, 
G.T.R.,  Detroit,  Mich.;  Nov.,  1918  to  May, 
1919,  General  Agent,  Freight  Depart- 
ment, Lines  in  Canada,  G.T.R.,  Detroit, 
Mich.;  May,  1919  to  Mar.  1,  1920,  Gen- 
eral Agent,  Freight  Department,  Grand 
Trunk  Western  Lines  Rd.  (U.S.R.A.), 
Detroit,   Mich. 


D.  B.  Hanna,  President,  Canadian  Na- 
tional Rys.,  Mrs.  Hanna,  and  their  two 
daughters,  returned  to  Toronto,  Feb.  9, 
after  spending  some  three  weeks  at 
Miami,  Florida. 

J.  M.  Hannaford,  who  has  been  electeJ 
President,  Northern  Pacific  Ry.,  was 
born  at  Claremont,  N.H.,  Nov.  19,  1850, 
and  entered  railway  sei-N'ice,  June,  1866, 
as  clerk  in  the  general  freight  offices, 
Central  Vermont  Ry.,  St.  Albans,  Vt. 
He  entered  Northern  Pacific  Ry.'s  ser- 
vice May  11,  1872,  since  when,  he  has 
been,  to  May  1,  1879,  chief  clerk.  Gen- 
eral Freight  Department;  May  1,  1879 
to  1881,  Assistant  General  Passenger 
Agent;  1881  to  Aug.  1,  1883,  General 
Freight  Agent,  Eastern  Division,  Aug. 
1,  1883  to  Mar.  1,  1884,  Assistant  Super- 
intendent, Freight  Traffic;  March  1,  1884 
to  May  1,  1886,  General  Freight  Agent, 
main  line  and  branches;  May  1,  1886  to 
1890,  Traffic  Manager;  1890  to  Feb.  1, 
1899,  General  Traffic  Manager;  Feb.  1, 
18891899  to  April  1,  1902,  Third  Vice 
President;  April  1,  1902  to  Aug.,  1913, 
Second  Vice  President;  Aug.,  1913  to 
the  taking  over  by  the  U.S.  railways  by 
the  U.S.  Railroad  Administration,  Presi- 
dent; and  during  the  last  named  period 
he  was  Federal  Manager,  Northwestern 
Region,  U.S. R.A.  He  is  also  President, 
Northern   Pacific   Ex.  Co. 

Lieut. -Col.  T.  A.  Hiam,  who,  before 
the  war,  was  private  secretary  to  Sir 
Donald  Mann,  at  Toronto,  has  been  ap- 
pointed Vice  President,  Canadian  North 
Eastern  Ry.  Co.,  and  Vice  President, 
Pacific  Coast  Exploration  Co.,  of  both  of 
which  companies  Sir  Donald  Mann  is 
President.  His  office  is  at  Stewart,  B.C. 
He  went  overseas  with  the  Canadian 
Buffs  in  the  autumn  of  1916  as  a  lieu- 
tenant, and  was  at  Witley  Camp,  Eng., 
for  nearly  a  year,  while  the  Buffs  formed 
part  of  the  5th  Canadian  Division,  and 
during  which  time  he  was  promoted  to 
captain  and  made  assistant  quarter- 
master. On  the  Buffs  being  broken  up, 
for  reinforcing  purposes,  he  transferred 
to  the  Imperial  Railway  Troops,  going 
to  France  in  Feb.,  1918  as  captain,  and 
was  engaged  for  some  time  in  railway 
operating  work.  He  returned  to  England 
in  Oct.,  1918  on  leave,  and  was  sent  al- 
most immediately  to  Salonica,  as  rail- 
way transportation  officer,  and  after 
being  there  a  very  short  time,  was  trans- 
ferred to  Constantinople,  promoted  to 
major  and  made  Deputy  Assistant  Di- 
rector of  Railway  Transport,  which  de- 
partment had  charge  of  the  Orient  Ry.  in 
European  Turkey  (Compagnie  d'Ex- 
ploitation  des  Chemins  de  Fer  Orientaux) 
and  also  the  Bagdad  Line,  which  com- 
mences on  the  Bosphorus  and  extends 
to  Bagdad,  with  a  break  from  Nissibin 
to  Samara,  which  is  still  under  construc- 
tion. This  line  is  operated  by  the  So- 
ciete  Imperiale  Ottomane  de  Chemin  de 
Fer  de  Baghdad.  From  Constantinople 
he  was  transferred  to  Haidar  Pasha  as 
Assistant  Director  of  Railways,  and  was 
promoted  to  lieutenant-colonel. 

Robt.  Hobson,  President,  Steel  Com- 
pany of  Canada,  and  one  of  the  Cana- 
dian National  Rys.  directors,  has  resign- 
ed from  the  Dominion  Council  for  Scien- 
tific and  Industrial  Reseadch,  and  has 
been  .succeeded  by  Lloyd  Harris. 

Sir  Herbert  Holt,  one  of  the  C.P.R.  di- 
rectors, and  President,  Royal  Bank  of 
Canada  and  Montreal  Light,  Heat  and 
Power  Co.,  has  been  elected  a  director 
of  Canadian  Fur  Auction  Sales  Co. 


121) 


CANADIAN  KAII.WAV  AND  MARINK  WORLD 


March,  1920. 


ChBfi.  It.  llcHmrr.  one  of  the  C.P.R. 
.Iirciton".  han  U-fn  ro-eloctrd  Prcnidont. 
Kilx  (  iirUnii   llolfl  Co..   Montrcni. 

W.  C.  Hunter,  who  haw  hvvn  Bi>pointf<l 
Air  Itrnke  lnii|Mclor.  KnuUrn  Linen.  I'nn- 
ixlian  National  Kyn.,  Montreal,  wnn  horn 
at  St.  John.  N.B..  Jan.  4.  1H(;5,  and  en- 
tert-il  railway  !<er\ii'i'  in  June.  ISK'J,  »ince 
when  he  ha*  l>wn,  to  Nov.  1,  lUOl.  eon- 
siH-utively,  inr  oiler,  locomotive  wiper, 
flrvman.  ami  l<H-omotive  man,  Intereolon- 
Ul  Ky.;  Nov..  11101  to  June.  ll»04.  tlen- 
crnl  Air  Brake  Inspector.  l.K.l".  In  11*04 
he  wa-H  appointed  Manager,  New  Bruns- 
wick Ky.  and  Coal,  and  a  few  year.-i 
later,  left  railway  service  for  the  railway 
supply  husiness.  He  returned  to  railway 
»er\ice  in  ll'lS*  with  the  Canadian  Na- 
tional Rys.  lie  was  for  a  time  Second 
Vice  President  of  the  Air  Brake  Asso- 
ciation and  took  a  prominent  part  in  its 
work.  ^        , 

Howard  (J.  Kellcy,  President,  Grand 
Trunk  Kv.  and  Grand  Trunk  Pacific  Ry.. 
is  reported  to  have  left  Montreal,  Feb. 
26,  with  Hon.  J.  A.  Calder,  acting  .Min- 
ister of  Railways,  to  meet  the  I'ripie 
MinisU-r,  Sir  Robert  Borden,  in  New 
York. 

W.  A.  Kirkpatrick,  whose  appointment 
as  acting  Assistant  Superintendent,  Di- 
vision 2,  Central  District,  Canadian  Na- 
tional Rys.,  Sioux  Lookout,  Ont.,  was 
announced  in  our  last  issue,  was  prior  to 
Nov.,  1911.  Assistant  Superintendent, 
Canadian  Northern  Ry.,  Winnipeg;  Dec, 
19U  to  Sept.,  1913,  Transportation  In- 
spector, .same  road;  Sept.  1,  1913,  to 
Sept.,  1915,  Assistant  Superintendent, 
same  road,  Neepawa,  Man.;  Sept.,  1915 
to  Dec,  1919,  Trainmaster,  same  road, 
Neepawa,  Man. 

CapU  David  Kyle,  M.C..  Vice  President, 
Algoma  Steel  Corporation,  which  con- 
trols the  Algoma  Central  and  Hudson 
Bay  Ry.,  Algoma  Eastern  Ry.,  and  In- 
ternational Transit  Co.,  died  at  Sault 
Stc.  Marie.  Ont.,  Feb.  5,  from  pneu- 
monia. 

T.  J.  Macabe,  Registrar  and  Transfer 
Officer,  Canadian  National  Rys.,  Toronto, 
who  has  been  seriously  ill  with  pneu- 
monia, is  convalescing. 

Col.  A.  H.  Macdonald,  K.C.,  who  had 
been  Secretary  of  the  Guclph  Junction 
Ry.  Co.,  since  its  inception,  died  at 
Guelph,  Ont..  Feb.  12,  aged  71. 

J.  D.  McDonald,  who  has  been  appoint- 
ed General  Passenger  Agent,  also  in 
charge  of  Baggage  Department,  Lines 
west  of  Detroit  and  St.  Clair  Rivers, 
G.T.R.,  Chicago,  111.,  was  born  at  To- 
ronto, Aug.  27,  1885,  and  entered  G.T.R. 
service  in  18C8,  since  when  he  has  been, 
to  1870,  messenger,  Toronto;  1870  to 
1875,  Assistant  Ticket  Agent,  Toronto; 
1875  to  189f..  Ticket  Agent,  Buffalo,  N. 
Y.;  1890  to  May,  1902,  City  Passenger 
and  Ticket  Agent,  Buffalo,  N.Y.;  May, 
1902  to  Mar.  1,  1911,  District  Pas.scnger 
Agent,   Toronto;    Mar.    1.    1911    to   Oct., 

1918,  Assistant  General  Passenger 
Agent,  Chicago,  111.;  Oct.,  1918  to   May, 

1919,  Assistant  General  Passenger  Agent, 
Chicago,  III.;  Oct..  I'.'IH  to  May,  1919, 
Assistant  General  Passenger  Agent, 
EasU-m  Regional  District.  U.S.  Railroad 
Administration,  Chicago,  111.;  May,  1919 
to  Mar.  1,  1920,  General  Passenger  and 
Baggage  Agent.  Grand  Trunk  Western 
Lines  Rd.  (I'.S.R.A.),  Chicago,  111. 

C.  W.  McMullcn,  City  Freight  Agent, 
C.P.R.,  Toronto,  was  presented  with  a 
number  of  electrical  appliances  by  the 
freight  department  staff  recently,  on  the 
occasion  of  his  marriage  to  Miss  M. 
Dalby. 


G.  P.  MoKnnn,  who  died  at  Toronto, 
Feb.  i:i.  aged  71.  was  Pre.iident,  Magann 
and  llawke  I.umU-r  Co..  and  HnlihurUin 
Lumber  Co..  and  some  years  ago  carried 
out  J-ome  imporliint  construction  works 
on  the  G.T.R..  and  C.P.R.  as  well  as  for 
the    Dominion   Government. 

A.  Z.  MullinH,  who  has  been  appoint- 
ed Division  Freight  Agent,  G.T.R., 
Grand  Rapids,  Mich.,  was  bom  at  Appin, 
Ont.,  Feb.  14,  lSt'>2,  and  entered  (J.T.R. 
service  Feb.  10,  1884,  since  when  he  has 
iH-en,  to  May,  1887,  telegraph  operator, 
Komoka,  Ont.;  May,  1887  to  Oct.,  189r,, 
rate  clerk,  chief  clerk  and  Travelling 
Freight  Agent.  Buffalo.  N.Y.;  Oct.,  189<; 
to  Apr.,  1900,  Agent.  National  Despatch 
—  Great  Eastern  Line.  Grand  Rapids, 
Mich.;  Apr.,  1900  to  June,  1907,  Agent, 
Ijjckawanna— Grand  Trunk  Line,  De- 
troit, Mich.:  July,  1907  to  Apr.  .30,  1919. 
Commercial  Agent,  Grand  Rapids,  Mich.; 
May  1919,  Division  Freight  Agent,  G. 
T.R.,  Grand  Rapids,  Mich.;  May,  1919 
to  Mar.  1,  1920,  Division  Freight  Agent, 
Grand  Trunk  Western  Lines  Rd.  (U.S. 
R.A.t,  Grand   Rapids.   Mich. 

Patrick  Nelson,  formerly  roadmaster, 
G.T.R. ,  Hamilton,  Ont.,  died  there,  Feb. 
20,  aged  78. 

George  Henry  Nowell.  who  has  been 
appointed  Master  Mechanic,  Lethbridge 
Division,  Alberta  District,  C.P.R.,  Leth- 
bridge, was  born  at  Montreal,  Nov.  13, 
1885,  and  entered  railway  service,  July 
2,  1889,  since  when  he  has  been,  to  July 
2  1904,  machinist  apprentice,  C.P.R. , 
Montreal;  July  2  to  Nov.  5,  1904,  ma- 
chinist, C.P.R.,  Montreal;  Nov.  5,  1904 
to  Feb.  15.  1905,  machinist,  C.P.R-, 
North  Bay,  Ont.;  Apr.  15  to  Sept.  1. 
1905,  machinist,  G.T.R.,  Montreal;  Sept. 
1  1905,  to  Sept.  30,  1908,  machinist, 
CP.R..  Montreal;  Sept.  30,  1908  to  Jan. 
15,  1910,  leading  hand,  C.P.R.,  Montreal; 
Jan  15,  1910  to  Jan.  15,  1913,  charge 
hand,  C.P.R.,  Montreal;  Jan.  15.  1913  to 
Sept.  5,  1915,  Erecting  Shop  Foreman, 
C.P.R.,  Ogden,  Alta.;  Sept.  5  to  Dec.  1, 
1915,  Locomotive  Foreman,  C.P.R.,  Cran- 
brook,  B.C.,  Dee.  1,  1915  to  Feb.,  1920, 
Master  Mechanic,  Nelson  Division,  Bri- 
tish Columbia  District,  C.P.R.,  Nelson. 

F.  H.  Phippen,  K.C.,  formerly  Gen- 
eral Counsel,  Canadian  Northern  Ry., 
returned  to  Toronto,  Feb.  23,  after  a 
business  trip  to  England. 

Joseph  Quinlan,  District  Passenger 
Agent,  G.T.R.,  Montreal,  after  43  years 
faithful  service,  will  retire  under  the 
provision  of  the  company's  superannua- 
tion fund  on  April  1.  He  has  held  his 
present  position  for  18  years.  He  was 
granted  leave  of  absence,  Jan.  30. 

Hon.  J.  D.  Reid,  Minister  of  Railways 
and  Canals,  returned  to  Ottawa  at  the 
end  of  February  after  spending  about  a 
month  with  Mrs.  Reid  at  St.  Augustme, 
Florida. 

James  Rogers,  who  died  at  Montreal, 
Feb.  2,  aged  83,  was  formerly  a  railway 
contractor,  and  carried  out  considerable 
work  on  the  G.T.R.,  C.P.R.,  Lake  Su- 
perior and  Sudbury  branches,  and  at 
Port  Arthur,  Ont.,  the  Baie  des  Chaleurs 
Ry  etc.  He  served  during  the  Fenian 
Raid,  as  a  lieutenant  in  the  Grand  Trunk 
Engineers. 

H.  T.  Ruhl,  Engineer,  Maintenance  of 
Wav  an<l  Superstructures,  Delaware  and 
Hud.«on  Rd.,  Albany,  N.Y.,  died  there, 
Feb.  16,  of  pneumonia,  after  10  days  ill- 
ness He  was  born  at  Mifflinburg,  Pa., 
Sept  29,  1882,  and  entered  railway  .ser- 
vice Sept.  22,  1902,  since  when  he  had 
been,    to    June,     1904,     rodman,     C.P.R., 


Nomining,    Que.;     June,    1904,    to    July, 
1U0.\  transit  man.  Construction   Depart- 
ment.    Residency     2,    Toronto  -  Sudbury 
Branch,  C.P.R.;  July  to  Aug..  1905,  tran- 
sit   man    on    location,    C.P.R.,    Ingersoll, 
Ont.;  Aug.  to  Oct.,  190.'),  transit  man.  on 
bridge  surveys,  C.P.R.,  ColdwaUr,  Ont.; 
Oct.,    1905,    to   Jan.,    1906,    transit    man, 
on  bridge  surveys,  C.P.R.,  F'arry  Sound, 
Ont.;  Jan.  to  May,  190C,  transit  man  on 
l.MBtion,     C.P.R..     Parry     Sound,     Ont.; 
May     1906,  to  Jan.,   1908,   Resident   En- 
gineer on  Construction,  C.P.R.,  Point  au 
Baril.  Ont.;  Jan.  to  Oct..   190M.  Resident 
Engineer  on   Construction,  C.P.R.,   .Mus- 
koka,    Ont.;    Oct.,    1908,    to    Nov.     19W, 
transit     man     on     maintenance,     C.l  .K., 
North    Bay,    Ont.;    Nov.,    1909     to    Oct., 
1911,    Resident      Engineer,   C.P.R.,    oud- 
bur\-.    Ont.;    Oct.,    1911,    to    Sept.,    1913, 
Resident      Engineer,     C.P.R.,     Famham, 
Que.;  Sept.,  1913,  to  Nov.  20,  1915,  Resi- 
dent    Engineer,    Intercolonial     Ry.,   New 
Glasgow,   N.S.;   Nov.   20,    1915,   to   June 
15.    1917.    Division    Engineer,    Canadian 
Government     Railways,     Moncton,    N.B. 
From    June    15,    1917,    Engineer,    Main- 
tenance   of    Way     and     Superstructures, 
Delaware  and  Hudson  Rd.,  Albany,  N.l. 
Henrv  Rus.sel,  Vice  President  and  Gen- 
eral  Counsel,  Michigan  Central  Rd.  Co., 
died  at  New  York,  Feb.  25,  of  pneumonia, 
just   prior  to  embarking  for  Europe  to 
bring  back   the  body   of   his   son,   Lieut. 
W    M.  Russel,  who  was  killed  in  an  aero- 
plane  fight   with   the   enemy    in   France 
in  Aug.,  1918.     He  was  bom  at  Detroit, 
Mich.,    and    entered    railway    service    in 
1877  as  attorney,  Michigan  Central  Rd. 
John  Vass,  who    has  been    appointed 
Locomotive  Inspector,  lines  in  U.S^  west 
of  Detroit,  and  St.  Clair  Rivers,  G.T.R., 
Milwaukee  Jet.,  Wis.,  was  born  at  Braid- 
wood,  Scot.,  and  went  to  the  U.S.  in  18»», 
and    was.    to    1894.    locomotive    firenian, 
Wabash  Rd..  Chicago,  111.;  1894  to  1895, 
locomotive  fireman,  G.T.R.,  Battle  Creek,. 
Mich  ■    1895    to    1903,   locomotive    man, 
GTR.,    Battle     Creek,    Mich.;    1903      to 
June,   1918,   Road    Foreman    of   Locomo- 
tives, Nichols,  Mich.;  June,  to  Oct.,  1918, 
Assistant    Master    Mechanic,   Ont.;   Oct^ 
1918    to    Jan..    1920.    Assistant    to    Su- 
perintendent  of    Motive    Power,   Ontario 
Lines,  G.T.R.,  Allandale,  Ont. 

J  D.  Wells,  who  died  at  Montreal, 
Feb  20,  aged  83,  was  interested  in  the 
Central  Rv.  of  Canada  project,  and  was 
Secretary  of  the  company  from  1903. 

H.  E.  Whittenberger,  who  has  been  ap- 
pointed General  Manager.  G.T.R.  lines 
in  the  U.S..  west  of  Detroit  and  St.  Clair 
Rivers,  Detroit,  Mich.,  was  born  at  Peru, 
Ind  ,  Nov.  9,  1869,  and  entered  trans- 
portation service,  in  1885.  since  when  he 
has  been,  1885  to  Feb..  1897  in  various 
positions.  Wabash  Rd.;  f'^h-,  189,  to 
May,  1902,  Trainmaster.  Middle  Divi- 
sion G.T.R.;  May,  1902  to  Sept..  1904, 
Superintendent.  Denver  &  Rio  Grande 
Ry  •  Sept.,  1904  to  Jan.,  1906.  Superin- 
tendent, Cincinnati.  Hamilton  &  Dayton 
Rd..  Indianapolis,  Ind.;  Jan.,  1906  to 
Sent  30  1907,  Superintendent,  Kansas 
Cilv*  Southern  Rd.:  Sept.  30,  1907  to 
Oct  17  1912.  Superintendent,  Eastern 
Division.  G.T.R..  Montreal:  O^t  17  1912 
to  Jan.  14.  1913.  Superintendent.  Middle 
Division,  G.T.R..  Toronto:  Jan.  14.  1913 
to  May  1,  1918.  General  Superintendent, 
Ontario  Lines;  G.T.R..  Toronto:  May  1, 
1918  to  Mav  1.  1919,  General  Manager, 
Grand  Trunk  Western  L-'^es  R^- /U-S'- 
R.A.),  Detroit,  Mich.:  May  1,  1919  to 
March  1.  1920,  Federal  ^J«"nf "•  ^1, 
Trunk  Western  Lines  Rd.  (L.b.K.A.), 
Detroit,  Mich. 


March,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


121 


The  Taking  Over  of  Grand  Trunk  Railway  System 
by  Dominion  Government. 


Howard  G.  Kelley,  President,  G.T.R.,  and 
G.T.F.R.,  is  likely  to  be  chairman  of  the 
committee. 


The  G.T.R.  shareholders  met  in  Lon- 
don, Eng:.,  Feb.  19,  to  consider,  and.  if 
thoujcht  advisable,  approve  of  the  agree- 
ment made  between  the  Dominion  Gov- 
ernment and  the  directors  for  the  taking 
over  by  the  government  of  the  G.T.R. 
property.  The  terms  of  the  agreement 
were  discussed  fully  in  the  Dominion 
Parliament  when  the  act  was  before  it 
in  Oct.,  1919,  and  a  summary  was  given 
in  Canadian  Railway  and  Marine  World, 
for  Nov.,   1919,  pg.  59;J. 

Sir  Alfred  Smithers,  Chairman  of  the 
board,  having  explained  the  agreement 
and  the  circumstances  leading  up  to  its 
being  adopted  is  reported  to  have  stated 
to  the  meeting  that  the  G.T.R.  had  been 
forced  by  the  government  to  carry  on 
under  impossible  conditions,  and  he  felt 
that  they  were  being  held  up.  He  had 
received  figures  showing  that  the  pro- 
fits were  being  swallowed  up  in  increas- 
ed wages,  without  the  company  being 
granted  power  to  charge  increased 
rates,  thus  meaning  a  loss  to  sharehold- 
ers of  at  least  $1,250,000  to  $1,500,000 
in  each  of  the  last  three  years.  In  re- 
gard to  the  G.T.P.R.,  he  felt  that  the 
G.T.R.  was  entitled  to  be  shown  the 
same  consideration  as  the  Canadian 
Northern  Ry.  He  continued:  "Under 
the  agreement  if  the  maximum  amount 
is  awarded  it  will  still  leave  the  pre- 
ference and  ordinary  shareholders  com- 
pelled to  make  a  sacrifice.  It  becomes 
more  apparent  when  you  contrast  it 
with  the  treatment  given  to  the  Cana- 
dian Northern.  I  have  received  letters 
suggesting  that  we  should  break  off  all 
negotiations  and  let  the  government  do 
its  worst.  I  am  sure  the  writers  do  not 
realize  what  that  means.  To  enter  on 
an  unknown  sea  of  litigation  with  the 
government  would  carry  us  no  one  knows 
where."  In  concluding  he  said:  "We 
have  fought  hard  for  nearly  two  years, 
and  now  we  earnestly  and  unhesitatingly 
ask  you  to  accept  the  agreement." 

There  was  considerable  discussion  on 
the  agreement,  the  most  outspoken  crit- 
icism being  offered  by  Rev.  L.  Dawson, 
a  former  resident  of  British  Columbia, 
who  expressed  the  opinion  that  the  chief 
opposition  directed  against  the  company 
was  because  it  was  a  British  owned  and 
managed  concern.  He  is  reported  to  have 
said:  "Speaking  quite  frankly,  you  are 
dealing  with  a  Canadian  Government, 
■which  has  no  morals.  I  have  had  to 
fight  the  government  there  myself  over 
local  matters.  If  we  had  had  a  real 
Canadian  board,  who  really  understood 
conditions,  the  men  who  were  on  the 
floor  of  the  house  and  in  the  lobbies,  and 
who  could  say  to  the  government  like 
the  C.P.R.  say:  'If  you  do  that  mind 
what  you  are  about  because  an  election 
will  come.'  then  we  should  be  better. 
I  know  it  is  not  a  nice  way  to  conduct 
a  country,  but  unfortunately  that  is  the 
way  things  are  done  there.  I  am  sorry 
to  say  it.  I  have  been  a  Canadian  citi- 
zen and  like  the  country.  I  believe  this 
will  lead  British  investors  to  send  no 
more  money  to  Canada." 

The  agreement  was  approved  by  the 
shareholders  present  with  about  a  dozen 
dissentients.  At  a  subsequent  meeting 
of  these  dissentients  a  resolution  pro- 
testing against  the  terms  of  sale  was 
passed. 

Arbitration  Proceedings. 

The  act  passed  by  the  Dominion  Par- 


liament in  1919  provides  for  arbitra- 
tion as  follows: — "The  value,  if  any, 
of  the  first,  second  and  third  preference 
stocks  and  the  common  or  ordinary  stock 
of  the  Grand  Trunk  now  issued  and  out- 
standing to  the  face  values  above  men- 
tioned (hereinafter  together  called  the 
"preference  and  common  stock")  shall  be 
determined  by  a  board  of  three  arbitrat- 
ors, one  to  be  appointed  by  the  govern- 
ment, one  by  the  Grand  Trunk,  and  the 
third  by  the  two  so  appointed,  or,  fail- 
ing agreement,  by  judges  to  be  designat- 
ed in  the  said  agreement.  New  guar- 
anteed stock,  to  an  amount  not  exceed- 
ing the  value,  if  any,  so  determined, 
carrying  a  dividend  as  hereinbefore  au- 
thorized, shall  be  distributed  among  the 
holders  of  the  preference  and  common 
stock,  upon  the  transfer  to  or  vesting  in 
the  government  of  such  stock  in  propor- 
tions which  shall  be  determined  by  the 
arbitrators." 

The  Dominion  Government's  counsel 
for  the  arbitration  will  be  W.  N.  Tilley, 
K.C.,  Toronto;  Pearce  Butler,  of  the 
Minnesota  Bar;  H.  A.  Lovett,  K.C.,  Mont- 
real; Hector  Machines,  K.C.,  Halifax, 
NS.,  and  E.  E.  Fairweather,  Solicitor, 
Railway  Department,  Ottawa.  The  G.T. 
R.  will,  it  is  said,  be  represented  by  W. 
H  Biggar,  K.C.,  Vice  President  and  Gen- 
eral Counsel;  F.  H.  Phippen,  K.C.,  To- 
ronto; A.  W.  Atwater,  KC,  and  Eugene 
Lafleur,   K.C.,   Montreal. 

G.T.R.  Board  of  Management. 

The  act  provides  that  as  soon  as  the 
agreement  has  been  ratified  by  a  ma- 
jority of  the  holders  of  the  stocks  en- 
umerated in  the  preamble,  "a  committee 
of  management  shall  be  formed,  consist- 
ing of  five  persons,  two  to  be  appointed 
by  the  Grand  Trunk,  two  by  the  govern- 
ment, and  the  fifth  by  the  four  so  ap- 
pointed, to  ensure  the  operation  of  the 
Grand  Trunk  System  (in  so  far  as  it  is 
possible  so  to  do)  in  harmony  with  the 
Canadian  National  Rys.,  the  two  sys- 
tems being  treated  in  the  public  interest 
as  nearly  as  possible  as  one  system.  The 
committee  shall  continue  to  act  until  the 
preference  and  common  stocks  are  trans- 
ferred to  or  vested  in  the  government, 
when  it  shall  be  discharged."  The  agree- 
ment provides  for  the  entrusting  to  the 
said  committee  of  management  by  the 
Minister  of  Railways  and  Canals  as  re- 
ceiver of  the  G.T.P.R.  system,  on  terms 
to  be  approved  by  the  governor  in  coun- 
cil, of  the  exercise  of  such  of  his  powers 
as  receiver  as  the  Governor  in  council 
may  deem  requisite  in  order  that  the 
operation  and  management  of  the  said 
G.T.P.R.  system  may  be  conducted  in 
harmony  with  the  operation  of  other 
railways  and  properties  under  the  con- 
trol of  the  said  committee. 

Canadian  Railway  and  Marine  World 
is  of  the  opinion  that  the  government 
will  appoint  as  its  two  members  of  the 
committee  of  management,  C.  A.  Hayes, 
Vice  President  in  Charge  of  Traffic,  and 
S.  J.  Hungerford,  Assistant  Vice  Presi- 
dent, both  of  the  Canadian  National  Rys. 
Press  reports  say  that  the  G.T.R.  will 
select  its  two  representative  from  among 
W.  D.  Robb,  Vice  President  in  Charge 
of  Operation  and  Maintenance,  G.T.R., 
W.  P.  Hinton,  Vice  President  and  Gen- 
eral Manager,  G.T.P.R.,  and  J.  E. 
Dalrvmple,  Vice  President  in  Charge  of 
Traffic,    G.T.R.      It    is    also    stated    that 


Canadian  National  Railways 
Earnings. 


1919 

1918 

%  6.744.018 

$  4.696.567 

6.000.342 

4,421,604 

March 

6.827,491 

5.710,660 

April 

6,909,632 

7.165.890 

May            

7,518,244 

6.580.746 

6.009,585 

6,868,864 

July 

7,657,402 

5,733,299 

8,274.882 

8.256,942 

8,627.268 

7,058,381 

9,389,795 

8.480,468 

8.739,457 

7.836.384 

D<  cember 

8,828.482 

7.289,969 

$91,625,593     $80,098,683 


1920  1919 

January    $  7,726.562     $  6.787.517 

EaminBS   for  8   weeks   ended    Feb.   21.   $4,771.- 
428.  asainst  $4,687,011  for  same  period.   1919. 


Canadian  Northern  Ry.  Earnings. 

1919  1918 

January                                       i  4.026.000  $  2,715.300 

Fibruary                                         3.363,800  2,691,000 

March                                              3,554,350  8,436,800 

Anril                                                    8,878,149  3,968.100 

M^v                                                  4.337,750  3,762.000 

3.131,000  4.031,100 

4,347,300  3,739.400 

4,901.150  3,933,300 

5,260,500  4.050.900 

6.799,400  6,175.000 

5.393,000  4,679,600 

6.263,400  5.043.300 

$53,255,799  $47,215,200 


Jul> 
Autust 
Kcpti  mber 
O. tobtr 


Canadian  Pacific  Railway  Earn- 
ings, Expenses,  Etc. 


Gross  eaminKS.  workinpr  expenses,  net  eaminKB, 
and  increases  or  decreases,  from  Jan.  1.  1920, 
compared   with  those  of   1919: 

Increases  or 

Gross  Expenses  Net         decreases 

Jan...     $13,914,569    $13.328,628     $585,941   »$967,S71 

$13,914,569    $13,328,628     $585,941   •$967,571 

I»cr.      $      886,241    $  1.853,812     .^ 

Dec $967,571  

Approximate  eaminprs  for  3  weeks  ended  Feb. 
21,  $9,736,000,  against  $8,191,000  for  same  period. 
1919. 

•Decrease. 


Grand  Trunk  Railway  Earnings, 
Expenses,  Etc. 


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

•^  Increases  or 

Gross        Expenses  Net        l^^'™'™, 

Jan  $  4  402,229  $  5,118,234  $t    716.005  $•    81,794 

Feb'  ■      4.088  028      4  397,953  809.952       660.229 

Mar  B>13,693      4,673,298  840,295       762,766 

Apr  ..     6,357.537       4,601,560  755,987          92-889 

May  6272.060      4,603,411  668,649        '36.495 

June  "      4947795      4.644.669  303,136     '707.067 

}u\v  "    6021746      4.886,147  1,135.599       '35,347 

AuJ  :'.     6.71992i      5043.662  1,676.269     '10  .890 

Sent  7004,277       5,611,125  1,393,152        164,047 

Oct  '■     7  136376      6,761.044  1,372,331        IJASSO 

Sov  6,092603      5.589,730  602,878     '398,214 


$62,556,165  $54,988,813    $7,622,352     $508,404 

tDeficit.     •Decrease. 

Approximate  earnings  for  Jan..  1920  $5  064.- 
034  and  for  3  weeks  ended  Feb.  21.  $3,327,386, 
against  $4,402,229,  and  $2,827,558.  for  same 
periods,   1919,    respectively. 


London  and  Lake  Erie  Ry.  Liquidation 

—We  are  advised  that  out  of  the  pro- 
ceeds of  sales  of  rails,  and  other  ma- 
terial and  equipment,  from  this  dis- 
mantled line,  the  company  has  been  able 
to  pay  off  about  30%  of  its  outstanding 
bonds. 


122 


March,   1920. 


Canadian  Pacific  Railway  Construction,  Betterments,  Etc. 


\>w  lirunnwirk  Dliilrirl — A  prcmi  rt*- 
port  RUtrK  that  the  approprintionw  for 
iK'ttcmionta  on  this  dintriot  during  thiM 
yt'«r  inrhuk-  the  laylni;  of  HO  niili's  of 
nrw  miln  In'twcon  St.  John,  N.B.,  and 
McKantic,  Qui*.,  the  rail.t  taken  up  to  be 
rclaid  on  hranch  line.*  in  the  dintric-t; 
SO  milcii  of  track  to  be  rehallasted;  about 
4  mile*  of  .ipruee  hedites  to  be  planted 
alonir  sectionji  where  the  snow  drift.s  in- 
terfere wfth  operation.  The  urnin  con- 
veyor serving  no.  2  berth  nt  Sand 
I'oint,  St.  John,  will  be  rebuilt  and  ho 
place<l  that  ships  may  be  loaded  at  all 
tides;  the  tracka»;e  at  Fairville  yard  i.s 
to  be  enlarifed  to  noconiniodate  the  in- 
creased business.  .-V  2  .story  frame  .sta- 
tion is  to  be  built  at  We.stfiebl;  an  im- 
prov<^d  station  is  to  be  built  at  We.stfield; 
an  improved  station  is  to  be  built  at 
Fredericton,  the  present  site  being  util- 
ized; a  100,000  Kal.  steel  water  tank  is 
to  be  built  at  Brownville  Jet.,  and  4  sec- 
tion foremen's  houses  are  to  be  built  at 
different  points  on  the  line  in  Maine. 

SI.  John  Cold  Storage  IMant — A  press 
report  states  that  additional  property 
has  been  acquired  adjoining  the  com- 
pany's cold  storage  plant  on  Main  St., 
St.  John,  N.B.,  and  that  it  is  probable 
the  plant  may  be  added  to. 

St.  John,  N.B.,  Bridge — A  press  report 
states  that  provision  has  been  made  in 
the  appropriations  for  this  year  for  the 
putting  in  of  the  substructure  for  a  new 
bridge  across  the  St.  John  River  at  the 
reversible  falls  at  St.  John,  N.B.,  and 
that  the  contract  for  the  superstructure, 
to  be  erected  in  1921,  will  be  let.  The 
bridge  will  have  a  steel  span  of  413  ft., 
supported  on  concrete  abutments,  and 
will  be  located  between  the  two  bridges 
which  now  span  the  river  at  that  point. 

St.  Maurice  River  Bridge — The  Board 
of  Railway  Commissioners  has  author- 
ized the  rebuilding  of  the  bridge  across 
the  St.  Maurice  River,  at  mile  1.8,  Cap 
de  la  Magdeleine  Subdivision,  Que. 

Ontario  District — A  press  report  states 
that  permission  has  been  given  for  the 
closing  of  King  St.  and  Bay  St.,  King- 
ston, Ont.,  running  to  the  harbor,  in 
order  so  that  the  C.P.R.  may  carry  out 
its  plans  for  a  new  freight  yard.  The 
plans  are  said  to  include  the  erection 
of  a  freight  shed  and  locomotive   house. 

Plans  for  the  season's  betterments  on 
the  London  Division  are  said  to  include 
a  station  at  Ayr,  to  cost  $2.'!,000;  a  sta- 
tion at  I'uslinch;  the  remodelling  of  Gait 
station  at  a  cost  of  $1(>,000,  and  consid- 
erable improvements  at  Chatham  at  a 
cost  of  $4.';,000. 

Fort  William  Locomotive  Hou.se — Ten- 
ders will  be  received  to  Mar.  .S  for  build- 
ing a  4-stall  addition  to  the  locomotive 
house  at  Fort  William,  Ont. 

Wetttern  LineH  Contracts — We  are  of- 
ficially advised  that  contracts  have  been 
let  as  follows: 

To  Canadian  Construction  Co.,  Win- 
nipeg, for  grading  20  miles  of  the  Rose- 
town  south  branch  line;  in  addition  to 
25  miles  awarded  in  1919  and  not  yet 
completed. 

To  Canadian  Construction  Co.  for 
grading  2^  miles  of  the  Empress-Milden 
branch  line;  in  addition  to  :i4  miles 
awarded  to  Stewart  and  Welch  in  1919 
and  not  yet  completed. 

To  A.  G.  Creelman  Co.  of  Calgary, 
Alta.,  for  building  18  section  houses  on 
the  Manitoba  District;  and  for  building 
stations     at      Lydiatt,      Harrowby     and 


Schwitzer.  Man.,  and  to  U.  G.  McDonald, 
Kdmonton,  Alta.,  for  completion  of  Sth 
and  tub  floors  of  the  office  building  at 
Kdmonton. 

Wenlern  Branch  Line  ExIenwionH — 
The  Dominion  Parliament  is  being  aske<l 
to  authorize  the  building  of  the  follow- 
ing additional  branch  lines:  From  near 
Cory,  Tp.  M,  Ranges  5  or  6,  west  .'inl 
meridian,  northwesterly  to  Birch  Lake, 
Tps.  .'.1  and  52,  Ranges  l.")  and  IG,  west 
;{rd  meridian,  Sask.;  from  near  Asquith, 
Tp.  .'16,  Ranges  9  or  10,  west  .'{rd  mer- 
idian, northwesterly  to  near  Cloan  Tp. 
42,  Range  20,  west  lird  meridian,  Sask., 
from  near  Rosetown,  Tp.  :iO,  Range  15, 
west  3rd  Meridian,  to  near  Keppel,  Tp. 
35,  Ranges  12  or  13,  west  3rd  meridian, 
Sask.;  from  near  Kelfield,  Tp.  34,  Range 
19,  west  3rd  meridian,  easterly  to  Tps. 
32  or  33,  Range  14,  west  3rd  meridian, 
Sask.,  from  near  Amulet,  Tp.  8,  Ranges 
20  or  21,  west  2nd  Meridian  to  Dunkirk, 
Tp.  12,  Range  28,  west  2nd  meridian, 
Sask.,  from  near  Kipp,  Tp.  9,  Range  22, 
west  4th  meridian  easterly  and  north- 
easterly to  near  Retlaw,  Tp.  13,  Range 
17,  west  4th  meridian.  Alberta.  Power  is 
asked  to  issue  bonds  for  $40,000  a  mile 
for  the  construction  of  these  lines. 

Manitoba  District  Betterments — Ten- 
ders will  be  received  to  Mar.  5  for  build- 
ing concrete  culverts  and  bridge  abut- 
ments at  various  points  in  the  district, 
and  for  the  following  works:  Mess  room 
and  locomotive  foreman's  office,  Winni- 
peg; extension  of  air  brake  shop  at 
Weston;  and  a  car  cleaners'  building  at 
Winnipeg. 

Saskatchewan  District — Tenders  will 
be  received  to  Mar.  5,  for  the  following 
works  in  the  Saskatchewan  District: 
Two  bridge  abutments  at  Weyburn;  4 
bridge  abutments  on  Shaunavon  Subdi- 
vision; 2  bridge  abutments  on  Govanlock 
Subdivision;  4  concrete  arch  culverts  on 
Colonsay  Subdivision;  6  concrete  arch 
culverts  on  Sutherland  Subdivision;  12 
concrete  arch  culverts  on  Wilkie  and 
Hardisty  Subdivisions. 

A  press  report  states  that  the  bet- 
terments to  be  done  during  this  year 
on  the  Regina  Division  will  include  ex- 
tensive improvements  to  Regina  station, 
the  building  of  a  coal  dock,  a  4-stall  ad- 
dition to  the  locomotive  house,  and 
other  improvenients  to  the  tracks  in  the 
yards.  "The  total  expenditure  proposeil 
at  Regina  is  said  to  be  $200,000. 

The  Board  of  Railway  Commissioners 
has  approved  route  map  showing  general 
location  of  a  branch  northerly  from  Rose- 
mary, Sask.,  mile  0  to  25.03. 

Consul  to  Assiniboia  Loop  Line — Re- 
plying to  a  general  question  as  to  rail- 
way construction  in  Saskatchewan  in 
the  Legislature,  Feb.  2.  Hon.  Mr.  Dun- 
ning gave  the  following  information  re- 
lative to  this  line:  During  1919  there 
were  graded  12.3  miles,  and  the  Saskat- 
chewan Railways  Department  had  been 
advised  that  it  is  the  company's  inten- 
tion to  complete,  as  early  as  possible  this 
year,  the  balance  of  the  grading  of  the 
25  miles  for  which  contract  was  let  last 
year,  but  it  is  not  in  a  position  to  state 
whether  any  work  in  addition  to  the 
completion  of  this  mileage  may  be  under- 
taken this  year. 

British  Columbia  District — A  press 
report  states  that  a  permit  has  been  is- 
sued by  Vancouver  City  Council  for  the 
erection  of  a  cold  storage  plant  at  the 
foot  of  Nelson  St.,  to  cost  $14,500.  The 
permit  is   in   the  name  of  the   Mainland 


Cold  Storage  Co.,  but  the  report  says 
the  plant  is  to  be  used  by  the  C.P.R.  din- 
ing car  department. 

A  press  report  states  that  a  contract 
has  been  let  to  the  Pacific  Construction 
Co.,  Vancouver,  for  the  dredging  and 
filling  for  the  construction  of  the  new 
dock  to  be  built  between  piers  A  and  D, 
the  work  to  be  completed  in  8  months. 


Quebec  Subsidies  for  Railway 
Construction. 

The  Quebec  Legislature  has  passed 
an  act  authorizing  the  granting  of  sub- 
."idies  in  aid  of  the  construction  of  the 
railways  on  conditions  to  be  fixed  by 
the  government. 

.Montreal,  Joliette  and  Transcontinen- 
tal Junction  Ry.  Co.— -A  subsidy  of  4,000 
acres  of  land  a  mile,  not  convertible  into 
money,  by  the  government,  for  a  railway 
from  Mercier-Maisonneuve  W'ard,  Mont- 
real, northerly  across  the  Hochelaga, 
Assomption,  and  .Montcalm  Counties,  to 
.Foliette,  thence  northwesterly  to  St. 
.Michel-des-Saints,  and  thence  to  Parent 
on  the  National  Transcontinental  Ry.,  60 
miles.  Unless  the  company  completes 
25  miles  by  Dec.  1,  this  subsidy  will 
be  cancelled. 

Quebec,  .Montreal  and  Southern  Ry. — 
A  subsidy  of  2,000  acres  of  land  a  mile, 
not  convertible  into  money  by  the  gov- 
ernment, in  lieu  of  the  subsidy  voted  in 
1912,  for  an  extension  of  its  line  from 
St.  Philomen  de  Fortierville  in  the  di- 
rection of  Levis,  52  1-3  miles. 

Malbaie  to  Ha  Ha  liay — A  subsidy  of 
4,000  acres  of  land  a  mile,  not  convert- 
ible into  money  by  the  government,  to 
a  company  building  a  railway  from  near 
Malbaie  to  Ha  Ha  Bay,  75  miles.  The 
Roberval-Saguenay  has  a  charter  to 
build  this  line. 

Chicoutimi  to  St.  Felicien — A  subsidy 
of  4,000  acres  of  land  a  mile,  not  con- 
vertible into  money  by  the  government, 
to  a  company  building  a  railway  from 
near  Chicoutimi,  on  the  Quebec  and  Lake 
St.  John  Ry.,  to  St.  Felicien,  to  the  west 
of  Lake  St.  John,  running  through  the 
region  situated  east  and  north  of  the 
lake,  as  well  as  all  branch  lines  author- 
izes, the  length  of  main  line  and  branches 
being  120  miles. 

Quebec  Central  Ry. — A  subsidy  of 
2,000  acres  of  land  a  mile,  not  conver- 
tible into  money  by  the  government,  for 
the  extension  of  its  line  from  St.  Lucie 
de  Beauregard  (Lac  Frontiere)  to  St. 
Pamphile,  25  miles. 

Canadian  I'acific  Ry. — .\  .subsidy  of 
$1,600  a  mile,  in  lieu  of  the  subsidy 
voted  in  1919,  in  aid  of  the  construc- 
tion of  a  line  from  the  present  terminus 
of  the  company's  branch  line  at  Timis- 
kaming  or  Kipawa,  northeasterly  to  the 
Riviere  des  Quinze,  by  way  of  Ville 
Marie,  t>6  miles.  In  the  event  of  the 
Dominion  Government  not  granting  a 
subsidy  for  the  construction  of  this  line, 
the  act  provides  that  a  further  sum  of 
$(),400  a  mile  shall  be  paid  by  the  pro- 
vince. 


J.  G.  Scott,  ex-General  Manager,  Great 
Northern  Ry.  of  Canada,  and  Quebec  & 
Lake  S/.  John  Ry.,  and  Chairman  of  the 
Quebec  Board  of  Trade's  transporta- 
tion committee,  writes  Canadian  Rail- 
way and  Marine  World  from  Quebec: — 
"I  congratulate  you  upon  your  last  issue. 
It  was  full  of  information." 


March,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


123 


Canadian  National  Railways  Construction,  Better- 
ments, Etc. 


Betterments,  Extensions,  Etc.  —  The 
President  and  several  other  ohief  e.\ecu- 
tive  officers  have  been  devoting  consid- 
erable time  recently  to  the  preparation 
of  estimates  for  betterments,  new  con- 
struction, etc.,  to  be  done  this  year,  these 
have  been  submitted  to  the  directors,  and 
subsequently  to  the  Minister  of  Railways 
and  other  members  of  the  government. 
The  betterments  will  necessarily  be  ex- 
tensive, and  will  require  the  expendi- 
ture of  many  millions,  but  construction 
of  new  railway  lines  is  likely  to  be  lim- 
ited, owing  to  the  necessity  of  keeping 
the  public  expenditures  down  as  much  as 
possible. 

Springhill  Jet.,  N.S. — A  recent  press 
report  states  that  Springhill  Jet.,  N.S., 
will  probably  be  made  a  divisional  point, 
eliminating  Oxford  Jet.,  and  lessening 
the  work  at  present  divided  between  a 
number  of  other  points.  A  second  track 
is  under  construction  between  Springhill 
Jet.,  and  Athol,  and  the  report,  after 
referring  to  a  good  deal  of  survey  work, 
which  has  been  going  on  during  the 
winter,  suggests  that  it  all  points  to  some 
rearrangement  of  lines,  which  would 
give  a  direct  line  along  the  north  shore, 
shortening  the  distance  between  Sydney 
and  Moncton,  and  bringing  eastern  Nova 
Scotia  several  hours  nearer  to  Upper 
Canada. 

The  Guysboro,  N.S.,  Municipal  Coun- 
cil is  reported  to  have  endorsed  a  route 
outlined  for  a  branch  line  to  open  up 
the  Guysboro  district.  The  route  is  .said 
to  be  from  Sunny  Brae  along  the  Sal- 
mon River  Valley  to  Guysboro  Town, 
then  passing  to  the  north  shore  of 
Chebucto  Bay  to  the  Strait  of  Canso. 

Alfred  Center  Station— The  Board  of 
Railway  Commissioners  have  approved 
of  location  and  plant  of  a  station  for 
Alfred  Center,  Que.,  mileage  70.2,  Gren- 
ville   Subdivision. 

Brockville-Westport  Subdivision  —  A 
press  report  states  that  municipalities 
along  the  old  Brockville,  Westport  and 
Northwestern  Ry.,  from  Brockville  to 
Westport,  Ont.,  44  miles,  have  been  ask- 
ed to  request  the  Hydro  Electric  Power 
Commission  of  Ontario  to  report  on  the 
cost  of  electrifying  the  section. 

Orient  Bay  Bridge — The  Board  of 
Railway  Commissioners  has  authorized 
the  rebuilding  of  the  bridge  at  Orient 
Bay,  mile  44.1  from  Jellicoe,  Ont.,  Thun- 
der Bay   District. 

Ccnslruction  in  Saskatchewan  —  The 
Saskatchewan  Legislature  was  informed 
by  Hon.  Mr.  Dunning,  Feb.  2,  that  dur- 
ing 1919  the  C.N.R.  graded  146.77  miles 
of  new  lines  and  extensions  in  the  pro- 
vince, and  laid  63.18  miles  of  new  track. 
The  government  had  been  advised  that 
survey  parties  were  working  on  the 
territory  west  of  Bengough  during  the 
past  season,  but  the  reports  thereon 
had  not  been  submitted.  It  is  the  com- 
pany's intention  to  take  the  matter  of 
the  construction  of  a  line  westerly  from 
Bengough  into  consideration  when  the 
1920  construction  programme  is  being 
decided  upon,  and  estimates  are  prepared 
to  submit  to  the  Dominion  Railways  De- 
partment for  approval. 

The  Saskatchewan  Legislature  has 
passed  an  act  extending  for  a  year  the 
time  for  building  lines  proposed  to  be 
built  by  the  Canadian  Northern  Ry.,  and 
the    Canadian     Northern     Saskatchewan 


Ry.,  and  in  respect  of  which  bonds  were 
issued  and  sold  within  the  province's 
guarantee  as  to  principal  and  interest. 
This  act  will  release  for  construction 
purposes  the  unexpended  balances  now 
held  by  the  Saskatchewan  Government 
in  respect  of  several  partially  completed 
branch  lines. 

Lampman-Peebles  Line — The  Board  of 
Railway  Commissioners  has  authorized 
the  crossing  of  13  highways  by  this 
branch  line  now  under  construction  in 
Saskatchewan. 

Macrorie  Westerly  Branch — The  Board 
of  Railway  Commissioners  has  author- 
ized the  temporary  opening  for  traffic  of 
the  extension  of  the  Macrorie  Westerly 
line,  from  Glidden,  mile  105  to  Edam 
mile  115,  Sask.,  speed  of  trains  to  be 
limited  to   19  miles  an  hour. 

Gravelbcurg-Swift  Current  Line — A 
recent  press  report  stated  that  rails  had 
been  laid   into  Hodgeville. 

Acadia  Valley  Branch — The  Board  of 
Railway  Commissioners  has  authorized 
the  crossing  of  the  road  between  Sections 
29  and  20,  Tp.  26,  Range  28,  west  3rd 
meridian,  Sask.,  by  this  branch  now  un- 
der construction. 

Hanna-Medicine  Hat  Line — The  Board 
of  Railway  Commissioners  has  author- 
ized the  C.N.R.  to  build  across  and  di- 
vert the  road  between  Sec.  36,  Tp.  28, 
Range  20,  and  Sec.  31,  Tp.  28,  Range 
19,  west  4th  meridian,  Alta. 

Munson  -  Wayne  Second  Track — The 
Board  of  Railway  Commissioners  has 
authorized  the  carrying  of  the  second 
track  between  Munson  and  Wayne,  Alta., 
across  12  highways. 

Kaniloops  -  Kelowna  -  Vernon  -  Lumby 
Line — The  Board  of  Railway  Commis- 
sioners has  authorized  the  diversion  and 
crossing  of  roads  at  miles  63.35,  64.54, 
64.72,  65.37  and  69.03,  on  this  line  now 
under  construction  in  British  Columbia. 
The  board  has  rescinded  a  former  order 
approving  location  of  the  line  between 
miles  66  and  82.22. 

A  report  on  railway  construction  laid 
before  the  British  Columbia  Legislature, 
recently,  showed  that  about  62','t  of  the 
grading  on  the  line  had  been  completed. 
Vancouver  and  Victoria  Terminals — 
The  annual  report  of  the  British  Co- 
lumbia Railways  Department,  laid  be- 
fore the  legislature  recently,  shows,  ac- 
cording to  a  press  report,  that  during  the 
11  months  ended  Nov.  30,  1919,  the  gov- 
ernment paid  out  of  funds  in  its  bonds 
$340,740.66  on  account  of  terminal  con- 
struction. Work  on  the  Vancouver  ter- 
minals is  in  progress,  the  present  plans 
providing  for  yardage,  the  erection  of  a 
5-stall  locomotive  house,  a  machine  shop, 
coaling  station,  turntable,  temporary 
station  and  freight  shed.  There  had  been 
expended  up  to  Nov.  30,  1919,  on  ac- 
count of  these  works,  $34,000. 

Vancouver  Island  Lines — The  report 
of  the  B.C.  Minister  of  Railways  for  the 
year  ended  Nov.  30,  1919,  laid  before 
the  legislature  recently,  states,  accord- 
ing to  a  press  report,  that  52.5  miles  of 
track  has  been  laid  on  the  Victoria- 
Alberni  line;  that  a  bridge  is  being 
erected  over  the  Kokesila  River,  and 
that  track  laying  and  other  construction 
work  will  be  gone  on  with  on  this  line 
during  the  ensuing  construction  season. 
(Feb.,  pg.  75). 


United  States  Railway  Notes. 

It  was  stated  in  Washington,  Feb.  7, 
that,  according  to  a  forecast  of  operat- 
ing results  for  the  year,  only  2%'/r  was 
earned  by  U.S.  railways  on  their  total 
investment  of  $19,000,000,000  in  1919,  the 
second  year  of  government  operation. 
The  figures  show  while  railway  revenues 
passed  the  $5,000,000,000  mark  for  the 
first  time  in  the  country's  history,  the 
high  cost  of  labor  and  material  resulted 
in  net  operating  income  of  only  $515,- 
000,000. 

Acting  Secretary  Crowell,  at  the  Rail- 
road Administration's  request,  signed  an 
order  at  Washington,  Jan.  30,  comman- 
deering 72,500  tons  of  steel  rails,  in 
addition  to  the  42,500  tons  contracted 
for  previously  by  the  government.  The 
order  is  to  be  filled  by  various  steel  rail 
mills,  on  the  basis  of  their  productive 
capacity,  and  it  is  stated  that  the  price 
will  be  decided  later. 

The  Director,  Division  of  Purchases, 
U.S.  Railroad  Administration,  reports 
that  more  than  a  billion  dollars  were 
spent  through  that  division  during  the 
first  10  months  of  1919  in  obtaining  ma- 
terials for  railways  under  government 
control.  The  report  lists  value  of  ma- 
terial bought  for  railways  as  follows: 
Fuel,  $403,815,632;  rails,  $60,764,970; 
cross  ties,  $108,232,363;  other  material, 
.$568,119,009. 

According  to  official  calculation  at 
Washington  the  operation  of  the  rail- 
ways, Pullman  lines,  express  companies 
and  waterways,  unified,  under  federal 
control,  has  cost  the  U.S.  approximately 
$700,000,000  since  they  were  taken  over 
two  years  ago.  Figures  made  public  by 
the  administration  revealed  a  net  loss  of 
$594,200,000  from  railway  operation 
alone  in  the  two  year  period.  Statistics 
gathered  from  official  sources,  as  to  op- 
erating costs  of  Pullman  lines,  and  water- 
ways, and  express  companies,  while  op- 
erated by  government  show  the  addition 
of  $100,000,000  to  the  transportation 
costs. 


Non-Prepayment  of  Freight  to  the 
United  States. 


The  following  circular  was  issued  by 
Canadian  railways,  recently:  "Effective 
Mar.  1,  on  account  of  the  existing  ad- 
verse rate  of  exchange,  and  in  order  to 
avoid  discrimination  as  between  ship- 
pers, agents  must  not  accept  prepayment 
of  charges  from  shippers  or  connecting 
railways  on  freight  traffic  from  Canada 
to  the  United  States,  except  on  such 
classes  of  traffic  as  the  classification  or 
commodity  tariff  applicable,  requires 
prepayment." 

The  Montreal  Board  of  Trade's  Trans- 
portation Bureau  has  protested  to  the 
Board  of  Railway  Commissioners, 
against  the  regulation  being  put  in  oper- 
ation on  the  ground  that  it  is  illegal, 
and  that  it  should  not  be  enforced  until 
a  hearing  shall  have  been  given  to  in- 
terested shippers.  The  matter  is  ex- 
pected to  be  brought  before  the  Board 
of  Railway  Commissioners  at  Ottawa, 
Mar.  2. 


The  Port  Arthur,  Ont.,  Public  Utilities 

Commission,  for  this  year,  which  oper- 
ates the  Port  Arthur  Civic  Ry.,  and 
other  city  utilities,  is  composed  as  fol- 
lows: M.  C.  Campbell,  Chairman;  E.  J. 
Blaquier,  W.  Marrigan,  R.  Tourtellot, 
and  L  L.  Mathews,  Mayor.  M.  M.  Inglis 
is  Manager. 


124 


March,  1920. 


(irand  Trunk  Railway  Construction,  Betterments,  Etc. 


Work  Dnnr  in  l»li»— Thv  Iviitclh  u( 
Un-  CJ.T.H.  mnintairu'<l  «n(l  oprraU-il  un- 
d«T  corpiimU'  ronlrnl,  niu)  i-xclusivo  of 
lini-ii  uiuKt  thi>  I'nitoil  SUiton  Itailroad 
Adminiittrntiiin,  duririK  IS'lii  wan  IJ.tilS.Of) 
miles.  On  linct  in  (.'unadn,  'M'J  mili-s  of 
nt'w  h.'i  ll>.  rnd  wore  Inid  during  1*J1U, 
of  which  121  mill's  wvrv  laid  on  Imcs 
east  of  Toronto  anil  thi-  halani-o  west  of 
thiTf.  Sovonty-thri'i-  miU-s  of  100  lb. 
rail  wori'  laid,  wht-rt'  there  is  very  heavy 
and  fast  trattic  on  the  main  lines.  Tartly 
worn  80  lb.  rail  was  laid  to  replace  rail 
of  lighter  sections,  on  the  more  im- 
(Htrlant  branch  lines,  and  15  miles  of 
partly  worn  100  lb.  rail  were  relaid  on 
the  St.  Thomas  Pivision,  joint  section 
between  Fort  Krie  and  Wellnnd  Jet., 
Ont.  Approximately  2.i0,000  cu.  yd.  of 
ballast  were  put  under  the  track  on  On- 
tario Lines,  west  of  Toronto,  and  about 
;no  miles  on  the  Eastern  Lines,  east  of 
Toronto,  were  lifted,  surfaced  an<l  dress- 
eti  with  new  ballast.  During  the  year 
2,287,000  cross  ties  were  renewed,  this 
quantity  being  about  equally  divided  be- 
tween the  Eastern  and  Ontario  Lines. 
The  company  bought  and  applied  296,000 
rail  anchors  and  about  234,000  tie  plates 
for  all  lines  in  Canada. 

At  Gravenhurst,  Ont.,  important  work 
was  done  in  connection  with  track 
changes,  and  in  constructing  a  new  brick 
and  wood  station,  concrete  platform, 
restaurant  and  freight  shed,  immediately 
adjacent  to  the  main  street  and  a  short 
distance  from  Gull  Lake  summer  resort. 
A  mechanical  coal  chute  has  been  prac- 
tically completed  at  Muskoka  Jet.,  about 
half  a  mile  south  of  the  new  station  at 
Gravenhurst.  A  coal  chute  was  built 
and  put  into  operation  at  Victoriaville, 
Que. 

A  shop  for  fabricating  steel  bridges 
was  built  at  East  Toronto.  The  locomo- 
tive house  at  York,  near  Toronto,  which 
had  been  closed  for  a  number  of  years, 
was   repaired,   remodelled   and   reopened. 

A  new  yard  was  constructed  at  Port 
Colbome,  Ont.,  containing  3'/i  miles  of 
track,  to  scr\-e  the  Canada  Cement  Co., 
the  Maple  Leaf  Milling  Co.,  and  the 
Dominion  Government  elevator.  The 
locomotive  house  at  this  point  was  en- 
larged to  take  care  of  additional  loco- 
motives. 

One  mile  of  double  track  was  laid 
through  the  yard  at  Welland  Jet.,  Ont., 
and  between  that  point  and  Fort  Erie 
the  embankment  was  strengthened  by 
putting  in  1.5,000  cu.  yd.  of  filling. 

New  100  lb.  rail  was  laid  across  the 
Niagara  Falls  steel  arch,  the  floor  sys- 
tem was  strengthened  and  an  entirely 
new  deck  put  on  it. 

The  building  of  concrete  piers  on  the 
Narrows  awing  bridge  at  Atherley  Jet., 
Ont.,  was  taken  in  hand,  piling  was 
driven  and  coffer  dams  complete<l  and, 
it  is  ready  for  cement  work,  preparatory 
to  the  construction  of  the  draw  span. 

New  ties  were  framed  and  placed  on 
6  spans  of  the  Victoria  Jubilee  Bridge, 
and  the  planking  on  the  roadway  of 
this  structure  was  renewe<i.  A  number 
of  bridges  were  renewed. 

A  pumphouse,  with  electric  pumps,  was 
built  at  Richmond,  Que.  A  GO.OOO  gal. 
water  tank  was  built  at  Kowmanville, 
Ont.  A  100,000  gal.  water  t4uik  and  ex- 
tension to  freight  shed  were  built  at 
Madawaska,  Ont.,  were  erected,  this 
point  being  a  district  terminal  for  the 
31st  district  between   Ottawa  and   Depot 


Harbor.  At  the  latter  point  un  oflicu 
building  was  erected. 

The  renewal  of  thi-  ferry  dock  at  Co- 
bourg  was  completed.  From  this  point 
a  subsidiary  company  operate.s  car  ferry 
steamships  to   Rochester,  N.Y. 

A  number  of  stations  were  extended 
at  various  points  and  stations  were  built 
at  Mitrhell,  I'algrave,  St.  Agapit  and 
Mille  Roches.  A  heating  system  is  be- 
ing instalUnl  at  Stuart  St.  station  an<l 
offices  at  Hamilton,  Ont.  The  track 
scales  at  Midland,  Ont.,  were  moved  to 
Tiffin,  and  new  scales  were  installed  at 
Windsor,  Ont.,  at  a  cost  of  about  $7,000. 

A  great  number  of  bridges,  buildings, 
water  tanks,  etc.,  were  painter,  culverts 
renewed,  single  and  double  tool  houses 
constructed,  ties  renewed  on  bridges,  and 
numerous  concrete  crossing  signs, 
whistle  posts  and  section  posts  were 
built.  In  the  track  department,  while 
it  was  possible  to  keep  regular  sections 
fairly  well  manned,  there  was  more  or 
less  difficulty  in  obtaining  labor  for  the 
extra  gangs  and  it  was  necessary  to  pay 
very  high  rates  for  this  class  of  labor. 
On  the  Eastern  Lines  there  were  from 
1,500  to  2,000  men  employed  during  the 
summer,  doing  extra  work,  such  as  lift- 
ing in  new  ballast,  laying  rail,  apply- 
ing tic  plates  and  rail  anchors,  etc.  In 
the  bridge  and  building  department  there 
was  a  considerable  ."hortage  of  mechan- 
ics, especially  on  lines  west  of  Toronto. 

The  amount  of  money  spent  on  main- 
tenance and  new  works  during  1919, 
greatly  exceeded  that  of  former  years, 
partly  due  to  the  fact  that  there  was  a 
considerable  amount  of  maintenance 
which  it  was  absolutely  necessary  to  de- 
fer during  the  war  period. 

Montreal  Division  Bridge  Rebuilding — 
The  Board  of  Railway  Commissioners 
has  authorized  the  use  of  the  bridges 
rebuilt  recently  across  Little  Trout 
Creek,  mile  94.99,  near  Kingsey,  Dis- 
trict 3,  Montreal  Division,  and  has  au- 
thorized the  rebuilding  of  the  bridge  on 
Lot  27,  s.w.  Concession,  St.  Rogers,  in 
St.   Isadore   Parish,   Que. 

Ottawa  Tracks— The  Ottawa  Rotary 
Club  discussed  recently  the  G.T.R. 
cross  town  tracks  in  that  city,  and 
advocated  a  petition  asking  for  their  re- 
moval,  or  the   separation   of  grades. 

Bridge  Rebuilding  East  of  Toronto — 
The  Board  of  Railway  Commissioners 
has  authorized  the  rebuilding  of  the 
bridge  carrying  the  highway  across  the 
company's  tracks  between  Lots  14  and 
l.'j.  Broken  Front  Concession,  East 
Whitby  Tp.,  at  mile  301.70,  Belleville 
Subdivision,  about  1.25  miles  west  of 
Oshawa,  Ont.,  and  has  authorized  the 
use  of  the  bridges  built  recently  at  mile 
10.30,  Lot  10,  Range  6,  Markham  Tp., 
Ont.,  at  mile  15.88,  Lot  21,  Range  8, 
Markham  Tp.,  and  bridge  Gl  on  line  of 
Bcthunc   St.,   Peterborough,   Ont. 

Highway  Bridge  near  Georgetown — 
The  Board  of  Railway  Commissioners 
has  authorized  the  rebuilding  of  the 
bridge  carrying  the  highway  over  the 
company's  tracks,  at  mile  29.62,  district 
15,  Stratford  Division,  near  Georgetown, 
Ont. 

London  Division  —  A  pre.ss  report 
states  that  about  $425,000  has  been  ap- 
])ropriated  for  betterments  on  the  London 
Division  to  be  done  during  this  year. 
The  work  is  reported  to  include  the  re- 
laying of  85  miles  of  track  between  Paris 
and    London,    Ont..    with     100     lb.    steel 


railH;  the  K.'i  lb.  rails  at  present  in  use 
to  bo  relaid  on  other  lines;  the  build- 
ing of  stilt  ion«  at  Clandeboyc,  and 
Hawtrey,  on  the  Port  Dover  branch,  and 
the  remodelling  of  stations.  The  ques- 
tion of  the  signal  nystem  to  be  adopted 
between  London  and  Paris  has  not  yet 
been  announced,  but  the  report  states 
that  an  electric  block  system  is  favored. 

The  company  is,  according  to  a  press 
report,  prepared  to  go  ahead  with  laying 
out  of  a  reclamation  yard  at  London, 
Ont.,  details  of  which  were  given  in 
Canadian  Railway  and  Marine  World  for 
Dec,  1919.  The  question  of  closing  Wil- 
son Ave.,  in  connection  with  the  carry- 
ing out  the  work  is  before  the  London 
City  Council. 

London  and  Samia  Ice  Houses — A 
press  report  states  that  ice  houses  are 
Deing  built  at  London  and  Samia,  Ont., 
to  store  ice  for  the  company's  use,  and 
that  the  ice  is  being  cut  by  the  company 
on  Lake  Simcoe,  for  the  first  time  in 
several  years.  The  building  under  con- 
struction in  London  will,  it  is  stated,  have 
a  1,400  ton  capacity.     (Jan.,  pg.  18). 


Northern     Alberta   Tourist     Route — A 

press  report  states  that  arrangements 
are  being  completed  for  the  carrying 
of  tourists  through  from  Edmonton, 
Alta.,  to  Fort  McPherson.  After  leav- 
ing the  railway  at  Peace  River  they  will 
be  carried  by  the  Peace  River  Develop- 
ment Corporation  (controlled  by  the 
Rhondda  estate),  and  the  Lamson  Hub- 
bard Canadian  Co.  Beginning  May  1, 
the  report  says,  a  regular  weekly  ser- 
vice will  be  provided  from  Peace  River 
to  Hudson's  Hope,  B.C.,  and  Fort  Ver- 
milion, whence  other  river  steamboats 
and  smaller  craft  will  be  used  to  carry 
passengers  along  Slave  River,  to  Great 
Slave  Lake,  and  along  the  Mackenzie 
River  to  Fort  McPherson.  A  portage 
route  of  90  miles  is  contemplated  from 
the  Mackenzie  River  to  the  Yukon  River, 
which  will  give  a  through  route  to  the 
Pacific,  making  a  scenic  tour  of  unique 
interest.  V.  Lloyd-Owen,  Vancouver, 
B.C.,  represents  the  Rhondda  interests, 
and  J.  H.  Bryan,  is  Vice  President  and 
General  Manager  of  the  Lamson  Hub- 
bard Canadian  Co. 

The  Railway  and  Steamship  Employes 
Club  has  been  incorporated  under  the 
Quebec  Companies  Acts  with  a  capital 
of  $20,000  and  oflice  at  Montreal,  to 
establish  a  club  for  the  accommodation 
of  members  and  their  friends,  and  among 
other  purposes,  to  buy  clothing,  provi- 
sions, and  other  necessaries  to  be  divid- 
ed amongst  the  members  on  a  co-opera- 
tive basis.  The  incorporators  are:  A. 
Clair,  J.  P.  Picard,  W.  Shore,  W.  J. 
Ryan,  L.  T.  Bourdeau,  L.  Toussaint,  L. 
McGlynn,  and  D.  Robert,  clerks,  all  of 
Montreal. 

The  Railwaymen's  Club  has  been  reg- 
istered under  the  British  Columbia  Ben- 
evolent Societies  Act  with  offices  at  1015 
Granville  St.,  Vancouver,  to  promote 
"social  intercourse,  mutual  helpfulness, 
mental  and  moral  improvement  and  ra- 
tional recreation."  The  first  directors 
are:  G.  M.  Alexander,  F.  M.  Goodman 
and  P.  W.  Baumgardner,  switchmen. 

The  C.P.R.  Co.  is  applying  to  the  Do- 
minion Parliament  for  the  amendment 
of  its  act  of  1902,  sec.  12,  by  changing 
the  maximum  number  of  directors  from 
15  to  16. 


March,  1920. 


125 


Aerial  Transportation  Notes. 


The  London,  Ont.,  Aviation  Club  is 
reported  to  have  appointed  a  c-ommittee 
to  find  a  site  near  the  city  for  an  aero- 
drome. 

A  press  report  states  that  the  Nova 
Scotia,  New  Brunswick  and  Prince  Ed- 
ward Island  governments  are  being 
asked  to  guarantee  the  Eastern  Canada 
Air  Lines'  bonds. 

Major  K.  E.  Clayton-Kennedy,  of  the 
Aircraft  Manufacturing  Co.,  London, 
Eng.,  is  reported  to  have  made  arrange- 
ments for  an  aircraft  service  for  the 
Newfoundland  seal  fishing  fleet. 

Capt.  E.  C.  Hoy,  D.F.C.,  Vancouver, 
B.C.,  is  reported  to  be  applying  to  the 
Dominion  Government,  for  permission 
to  operate  an  aerial  mail  service  daily 
between  Vancouver  and  Victoria. 

N.  A.  Yarrow,  of  Yarrows  Ltd.,  ship- 
builders, etc.,  Esquimau,  B.C.,  is  report- 
ed to  have  announced  that  that  company 
is  prepared  to  proceed  with  the  manu- 
facture of  aeroplanes  as  soon  as  there 
is  a  sufficient  demand. 

A  press  report  states  that  it  has  been 
announced  in  London,  Eng.,  that  new  air 
routes  between  London,  Paris  and  Brus- 
sels, for  the  operation  of  freight  as  well 
as  passenger  and  mail  traffic,  will  be 
announced  early  in  the  spring. 

A  Montreal  press  dispatch  states  that 
a  group  of  steamship  owners,  airship 
building  companies,  business,  engineer- 
ing and  transport  companies,  are  com- 
bining to  buy  aircraft  of  all  kinds  to 
establish  a  weekly  trans-Atlantic  ser- 
vice. 

The  Second  Assistant  United  Siates 
Postmaster  General  stated,  Feb.  9,  that 
a  powerful  mail  plane  is  being  developed 
to  carry  mail  over  the  mountains  to  San 
Francisco,  and  that  a  new  British  tri- 
plane  is  to  be  tried  between  Chicago 
and  Omaha. 

The  United  States  Post  Office  Depart- 
ment on  Feb.  9  asked  the  Senate  Post 
Office  Committee  for  an  appropriation  of 
$.3,400,000  to  establish  new  aerial  mail 
routes  between  New  York  and  San  Fran- 
cisco, Pittsburg  and  Kansas  City,  De- 
troit, Toledo  and  Cleveland,  New  York, 
Washington  and  Atlanta;  and  St.  Paul, 
Chicago  and  St.  Louis. 

Capt.  J.  W.  Hobbs,  of  the  Canadian 
Air  Board,  is  reported  to  have  advised 
the  establishment  of  a  seaplane  base 
at  Vancouver,  B.C.,  with  refueling  sta- 
tions at  several  interior  points,  in  con- 
nection with  government  departmental 
work.  Seaplanes  are  recommended  for 
use,  as  natural  landings  are  obtainable 
throughout  the  province  without  any  ex- 
penditure. 

A  Washington,  U.S.,  press  report 
states  that  an  air  route  from  Mineola, 
N.Y.,  to  Nome,  Alaska,  has  been  planned 
by  the  army  air  ser\'ice.  The  route  will 
cross  the  Canadian  border  at  Minot, 
N.D.,  thence  to  Hazleton,  B.C.,  where  it 
will  turn  north  between  the  Coast  Range 
and  the  Rockies  to  White  Horse,  Yukon, 
and  will  cross  the  Yukon-Alaska  border 
at  Fort  Egbert. 

Plans  are  reported  to  have  been  com- 
pleted for  the  inauguration  of  an  air 
service  between  Winnipeg,  Man.,  and 
St.  Paul,  Minn.,  a  press  report  stating 
that  bookings  for  air  trips  between  the 
two  cities  have  been  made  for  April. 
One  of  the  intermediate  stations  will  be 
at  Grand  Forks,  Minn.  The  service  will 
it   is   said,   be   operated   by   the   recently 


incorported  Aerial  Transport  and  Taxi 
Co.,  Winnipeg. 

It  was  reported  from  Ottawa,  early  in 
February,  that  numerous  applications 
were  being  received  by  the  Canadian  Air 
Board,  for  certificates  as  private  pilots, 
but  at  that  time,  only  10  certificates  had 
been  issued.  It  was  stated  that  all  for- 
mer members  of  the  Royal  Air  Force  are 
entitled  to  private  pilots'  certificates, 
provided  they  were  physically  fit  on  leav- 
ing the  force.  The  board  has  also  re- 
ceived a  number  of  applications  for  the 
establishment  of  aerodromes. 

The  Eastern  Canada  Air  Lines  Co., 
is  the  successor  of  the  Prince  Edward 
Island  Aerial  Transportation  Co.,  which 
was  incorporated  by  Dominion  charter 
about  a  year  ago.  The  authorized  cap- 
ital of  the  new  concern  is  $500,000  and 
it  proposes  to  establish  three  routes, 
viz.,  from  Charlotteto\vn  to  the  Magda- 
len Islands  and  Newfoundland;  from  a 
New  Brunswick  point  to  Boston,  New 
York  or  Philadelphia,  and  from  a  New 
Brunswick  point  to  Quebec  and  Mont- 
real. The  Air  Craft  Co.  of  Montreal, 
is  reported  to  be  interested  in  the  ven- 
ture. Charlottetown  is  being  asked  to 
take  $25,000  of  the  company's  capital 
stock. 

The  Civil  Service  Commission  has  an- 
nounced a  competition  open  to  all  resi- 
dents of  Canada,  for  the  position  of  aero- 
nautical intelligence  officer  for  the  air 
board  at  an  initial  salary  of  $2,400  a  year, 
which  will  be  increased,  on  condition  of 
efficient  sei'vice,  by  $120  a  year,  to  a 
maximum  of  $2,800,  and  the  initial  sal- 
ary will  be  supplemented  by  whatever 
bonus  is  provided  by  law.  The  duties 
are,  to  gather  and  distribute  informa- 
tion, relative  to  aviation,  aeronautical 
signs,  aeroplanes  production,  and  all  re- 
lative subjects,  to  supervise  the  prepara- 
tion and  editing  of  the  Aeronautical 
Year  Book,  and  to  assist  the  Secretary 
of  the  Air  Board,  and  perform  other  re- 
lated work  as  required. 

The  Aero  Club  of  Canada  held  its 
first  annual  meeting  in  Toronto  recently 
when  the  following  officers  were  elected: 
Hon.  President,  Lieut.-Col.  Barker,  V.C.; 
President,  Lieut.-Col.  A.  K.  Tylee,  O.B. 
E.;  Vice  President,  Major  V.  S.  Wemp, 
D.F.C.;  Vice  President  for  Ontario, 
Major  A.  M.  Shook,  D.S.O.,  D.F.C.;  Hon. 
Secretary,  A.  F.  Penton;  Hon.  Treasurer, 
Capt.  E.  A.  McKay,  D.F.C.;  directors, 
Major  M.  M.  Sissley,  A.F.C.;  Capt.  Joe 
Clark,  D.P.C.;  Capt.  H.  A.  Hember, 
Lieut.  M.  C.  Purvis,  J.  K.  Shook.  A 
resolution  was  adopted  to  be  presented 
to  Ottawa,  urging  the  necessity  of  form- 
ing a  volunteer  air  force,  independent 
of  the  military  or  naval  forces  of  the 
country,  on  somewhat  similar  lines  to 
the  Canadian  militia. 

The  Aeronautical  Association  of  Can- 
ada, held  its  first  annual  dinner  in 
Montreal  recently,  when  the  Governor 
General  and  Col.  O.  M.  Biggar,  Vice 
President  of  the  Canadian  Air  Board, 
were  the  chief  guests.  The  latter  spoke 
of  the  work  already  done  by  the  air 
board  and  said  that  the  board  had  put 
forward  proposals  which  he  believed 
would  be  favorably  received  by  airmen, 
but  he  did  not  divulge  their  nature.  He 
however,  intimated  that  development  in 
the  immediate  future  will  be  upon  the 
lines  of  the  creation  of  special  air  routes 
by  the  government  in  the  more  isolated 
areas,  to  the  exclusion  of  the  populated 


centers,  and  suggested  that  if  munici- 
palities want  to  encourage  air  transport- 
ation, they  must  afford  the  inducements 
by  providing  the  necessary  landing  fa- 
cilities. 

The  Civil  Service  Commission  of  Can- 
ada invited  applications  recently  for  the 
following  positions  under  the  air  board; 
the  tenure  of  office  to  be  three  years, 
renewable,  at  the  salaries  named:  Air 
Station  Superintendent,  $3,360;  Air  Sub- 
station Superintendent,  $2,940;  Air 
Equipment  Officer,  $2,400;  Air  Photog- 
rapher Inspector,  $2,340;  Air  Wireless 
Inspector,  $2,340;  Air  Pilot  Navigator, 
$2,460;  Airship  Pilot,  $2,460;  Air  Pilot, 
$1,920;  Air  Foreman  Mechanic,  $1,500; 
Air  Photographer,  $1,500;  Air  Wireless 
operator,  $1,500;  Air  Engineer  fitter, 
$1,080;  air  rigger,  $1,080;  fabric  worker, 
$1,080;  hydrogen  plan  operator,  $1,080. 
In  addition  to  salary  the  Air  Board  will 
make  provision  for  insurance  against 
injury  or  death  due  to  accident  while 
on  or  about  aircraft.  Preference  will 
be  given  to  persons  who  have  been  on 
active  service  overseas. 

Regulations  controlling  aerial  naviga- 
tion issued  in  Ottawa  provide  that  air- 
craft must  be  registered  under  condi- 
tions somewhat  similar  to  those  govern- 
ing marine  craft,  all  their  operations 
from  taking  off  to  alighting  being  un- 
der strict  regulation.  "Air  harbors," 
"seaplane  stations,"  "aerodromes,"  "cus- 
toms air  harbors,"  "air  worthiness,"  are 
new  terms  which  will  come  into  common 
use.  The  qualifications  of  pilots  and  en- 
gineers are  set  forth  at  length.  All  ma- 
chines must  bear,  on  top,  bottom  and 
sides,  letters  indicating  nationality,  for 
the  information  of  the  customs.  The 
painting  of  buildings,  raising  of  lights, 
or  marking  of  ground  in  a  way  which 
might  lead  aircraft  to  alight  by  mistake 
are  forbidden.  Water  craft  must  keep 
clear  of  portions  of  harbors  set  aside 
for  the  lighting  of  aircraft,  and  arrivals 
and  departures  of  aircraft  will  be  chron- 
icled just  as  marine  craft  are  now.  Ma- 
chines must  carry  white  lights  fore  and 
aft,  and  green  and  red  lights  on  right  and 
left,  respectively.  Stations  to  report  the 
arrival  of  aircraft  will  be  established, 
and  mail  aii'craft  must  be  specially  au- 
thorized. 

Major  Lincoln,  in  reporting  to  the 
Canadian  Air  Board  as  to  the  possibili- 
ties of  aircraft  in  Saskatchewan,  is  re- 
ported to  have  made  the  following  re- 
commendations: The  establishment  of  air 
service  stations  in  the  north  part  of 
the  province;  the  establishment  of  an 
air  service  training  school  in  Regina; 
the  establishment  of  air  patrols  to  cover 
the  forest  areas  in  the  northern  sections 
of  the  province;  the  possibilities  of  the 
use  of  aircraft  for  commercial  purposes, 
such  as  bringing  down  small  shipments 
of  valuable  furs  from  the  north  coun- 
try; aeroplanes  available  for  police  ser- 
vice in  the  north  country  as  well  as  on 
the  border  line  between  Saskatchewan 
and  the  United  States;  aeroplanes  for 
use  in  photographing  the  unsurveyed 
areas  of  the  north  country  to  assist  in 
mapping  out  the  districts  which  are 
available  for  ranching,  etc.,  the  use  of 
aeroplanes  on  certain  mail  services  in 
districts  where  the  present  mail  service 
is  very  poor,  owing  to  lack  of  railway 
facilities.  Major  Lincoln  is  reported  to 
have  made  similar  recommendations  for 
the  development  of  an  aeroplane  service 
in  Alberta. 


126 


March.  1920. 


Railway  Rolling  Stock  Orders  and  Deliveries. 


Tho  C.P.R.  has  nrclorcti  IK  i.u-i-1  kIi-i-ii- 
iiiK  ram  from  the  National  StocI  Car 
C'tiriH)  ration. 

The  Jamaica  (iovi'mmcnt  Ry.  haii 
ha*  ortliTfd  fiO  <itjinilar<l  onrs  from  Na- 
tional   Sit-*-!   Car   Curporation. 

Thi"  IU>n»;nl-Nii^pur  Ry.  (Incliulr  has 
or<lrrt-<i  KO  lnr>:r  cnpacity  on-  cars  from 
NatinnnI    Stci-I    Car   Corporation. 

The  (i.T.R.  Iia.t  roci'ivt'd  2  sti-ol  franu' 
iitu<-k  i-nr>,  OO.OOO  lb.  cajwcity,  from 
Canadian  Car  and   Foundry  Co. 

The  Canadian  Car  &  Foundry  Co.  is 
.stated  in  n  Montrt-a!  pn'ss  n-port  to  have 
.sonu-  $20,000,000  of  oriiir.s  hooked. 

The  (iranil  Trunk  I'aciflo  Ry.,  will,  it 
!.•<  reported,  he  in  the  market  in  the  near 
future   for   livcomotives  and   freight  cars. 

The  C.P.R.,  between  Jan.  14,  and  Feb. 
1'2,  ordered  .'I  van.s  from  its  Anffus  shops, 
Montreal,  and  boufrht  67  automobile 
car.-i. 

The  C.P.R..  between  Jan.  14,  and  Feb. 
12,  received  2  vans,  1  single  track  steel 
.•^now  plough,  and  2  locomotives  from  its 
.Angus  shop.s,   Montreal. 

The  Minneapolis,  St.  Paul  and  Sault 
Ste.  Marie  Ry.  is  reported  to  be  in  the 
market  for  .">  locomotives  and  1,000  flat 
cars,  40  tons  capacity. 

The  C.P.R.  is  sUted  in  a  Montreal 
press  report  to  have  ordered  some  $.5,- 
000,000  worth  of  rolling  stock,  princi- 
pally freight  cars,  from  Canadian  Car  & 
Foundry  Co. 

The  Canadian  Locomotive  Co.  has  de- 
livered .'t  12  wheel  (4-8-0)  locomotives  to 
the  Jamaica  Government  Rys.  Details 
of  these  were  given  in  our  February  is- 
sue, pg.  69. 

The  Nova  Scotia  Steel  and  Coal  Co. 
is  having  2  stock  pile  cars,  10  tons  ca- 
pacity, built  by  the  Eastern  Car  Co. 
They  will  have  hopper  bottoms,  side 
doors  entered  from  end  to  trip  levers, 
four  12  in.  wheels,  one  fixed  bearing  and 
one  floating  bearing. 

The  G.T.R.  is  reported  to  be  about  to 
build  25  six-wheel  (0-6-0)  switching  lo- 
comotives at  its  Point  St.  Charles  shops, 
Montreal,  and  is  also  reported  to  be  in 
the  market  for  :!,000  automobile  box  cars, 
1,000  flat  oars,  .'iO  baggage  and  express 
cars,  l.'i  express  refrigerator  cars  and 
10  express  horse  cars. 

The  Canadian  Car  and  Foundry  Co., 
shipped  recently,  I!  sleeping  cars  to  Can- 
adian National  Rys.,  1»2  repaired  box 
cars,  and  147  repaired  hopper  cars  to 
G.T.R.  The  company  has  on  hand  orders 
for  :ir>  steel  frames  for  sleeping  cars, 
for  C.P.R.;  2.">  air  dump  cars,  20  yds. 
capacity,  for  Great  Winnipeg  Water  l)is- 
trict;  and  l.'i  frames  and  bogies,  and  2 
extra  bogies,  for  Dora<lo  Extension  Ry. 

The  British  .American  Nickel  Corpor- 
ation is  having  built,  .'!  furnace  charg- 
ing cars,  It.")  tuns  capacity,  by  Eastern 
Car  Co.  They  are  a  special  type  of  car, 
with  4  hopper  compartment  doors  on 
one  side  of  car  only,  operated  by  shaft 
lever.s,  and  litted  with  Canadian  Fair- 
banks-Morse Co.'s  scales,  with  scale  box 
indiiating  weight  of  car  contents.  The 
trucks  will  be  of  the  special  arch  bar 
type,  with  K  wheels,  nuKlit'ied  M.C.B. 
axles  and  journal  boxes,  special  draft 
gear  rigging  and  couplers.  Thi>  inside 
dimensions  will  be;  length,  'i\  ft.  4'4 
in.,   width   h   ft.   7'2    in. 

Canadian  Natioiuil  Rys.,  as  announced 
in    our    last    issue,    has    ordered    80    ca- 


butmen  frmn  Canndinn  Car  &  Foundry 
Co.,  which  will  be  l>uill  at  Amherst, 
N.S.  They  will  have  wooden  underframe, 
reinforced  at  <lraft  riggmg  with  7  in. 
channel  20.1  lb.,  and  wooden  superstruc- 
tures.    Following  are  the  chief  details: 

l.rnath  ov»r  boily  md  allU   SO  ft 

l.rnirth  nvvr  plutfomi  <nd  •III* .  8&  (L  2  in. 

Wltllh  ovrr  aldv  tiWrn  9  ft.  IS  in. 

Hrlitht.  top  of  rail  to  bottom  of  aid* 

pl«l»  «  ft.  6  in. 

rrnI«T  to  center  of  boUtvr  20  ft.  4   in. 

Druft    B«ir   Mfnrr    tandfm 

Air    brmkn    ...„ Wmtinichuuji^ 

The  Pacific  Great  Eastern  Ry.  has 
ordered  ^  Mikado  (2-8-2)  locomotives 
from  Canadian  Locomotive  Co.  Follow- 
ing are  the  chief  details: — 

FufI    u».tl    Oil 

Wriitht  of  driven   _ 162.000   lb. 

Wrilthl  of  rnKinr.   toUl   _ 212.000   lb. 

Whwl  b«»r  of  rnidnc.  rlBld  18  ft.  «  in. 

Wherl  banc  of  rnitine,  toUl  80  ft.  S  in. 

WhepI  ba»e  of  vnirinc  and  tender  €1  ft.  8  in. 

HeatinK   Hurfaci*.   fire  box   and  arch   tube* 

179    S(|.    ft. 

Ili-utine  Kurface.  tube*  „ 2,244  iq.   ft. 

Hontinif   .urfaco.   toUl 2.428   aq.    fU 

Drivintf    wheels,   diar 61    in. 

DrivinK    whceiR,    renters   Cast   Bteel 

DrivinK    journals,    diar.    and    lenjrth    

9'..   and   9   x    12 

Cylindcni.  diar.  and  stroke  22  x  28  in. 

Boiler,  type  Extended  wairon  top.  radial  stayed 

Uoiler.   pressure  190  lb. 

Tul>rs.  number  and  diar 24—6%;  189—2  in. 

Tubes.    lenKth    17    ft. 

Injectors  Nathan  No.  9 

Safety    valves    3   in.    Lunkenheimer 

Air   brakes   WestinRhouse   American 

Packinic   Kinie.   metallic 

Superheater  ..  Locomotive  Superheater  Co.,  type  A 

Frame   cradle   Commonwealth 

Trailinu    truck „ _ Delta 

Valve   motion   Walschaert 

HeadliRht   Electric 

WeiKht  of  tender  loaded _ 153..^00  lbs. 

Tank  capacity,   oil   ««  2,700  imp.   iralls. 

Tank  capacity,  water  6,000  imp.  Ralls. 

Tank,  type  „ Water  bottom 

Tank,   type  ™. Equalized 

Wheel,    diar _.„.„. „ S3    in. 

Wheel    type    Steel    tired 

Journal   diar.   and  lenirth   5^   x    10   in. 

Brakel>enm    Safety    simplex 

Imperial  Oil  Ltd.,  as  announced  in  a 
previous  issue,  is  having  built  by  Cana- 
dian Car  and  Foundry  Co.,  100  general 
tank  cars,  8000  gall,  capacity,  without 
heaters;  125  tank  cars  for  asphalt,  8,000 
galls,  capacity  with  heaters;  50  general 
service  tank  cars,  6,500  galls,  capacity, 
with  heaters,  and  25  three  compartment 
general  service  tank  cars  with  heaters. 
The  underframes  of  all  the  cars  will  be 
the  same,  the  center  sills  consisting  of 
two  15  in.  channels,  35  lb.  with  M  in. 
top  and  bottom  cover  plates,  side  sills 
of  9  in.  channels,  15  lbs.,  extending  from 
under  sill  to  bolster,  on  all  the  cars  ex- 
cept the  three  compartment  cars,  on 
which  the  sills  will  extend  the  full  length 
between  the  end  sills,  cast  steel  tank 
saddles  at  bolsters  and  40  ton  capacity 
trucks.  The  tanks  will  all  be  76  in.  in- 
side diar.  and  in  accordance  with  M.C.B., 
specifications  for  class  :{  tanks.  The 
cars  will  be  equipped  with  Westinghouse 
10  X  12  air  brakes,  Canlwell  friction, 
draft  gear,  and  Sharon  6  x  8  in.  type  D 
couplers.  Following  are  the  chief  de- 
tails: 

H.OOO   Gallon  Cars. 

I^nRth  over  coupler  knuckle  40  ft.  8  in. 

■  .enirth  over  end  sills  37  ft.  10  in. 

Truck    centers    .   27    ft.    10    in. 

Truck   wheel   base   5   ft.  6  in. 

«.50*  Gallon  Car*. 

l.enRth  over  coupler  knuckle  84  ft.  IH  in. 

Lrnvth  over  end  sill 81  ft.  8^  in. 

Truck    center    _._„„„   21    ft.    8^    In. 

Tru.-k    wheel   base   „ -„...„..- 5    ft.   6   In. 

Three  Compartainil  Can. 

I^enRth  over   coupler  knuckle 84    ft,  R  in. 

Ix-nRth  over  end  sills   31   ft.  7  in. 

Truck  center  21   ft.  7  In. 

Truck   wheel   base   6    ft.  6  in. 


Canadian  National  RailwayH  Order*. 

The  r)ominion  (iovernment  passed  an 
order  in  council  early  in  February  au- 
thorizing the  expenditure  of  $20,000,000 
for  rolling  ."tock,  for  Canadian  National 
Rys.,  and  this  has  since  been  ^.;;'' 
mented,  or  will  be,  by  a  further  .'  ' 
000.  Canadian  Itailway  and  .M.u  i.> 
World  for  February  gave  particulars  of 
orders  placed  for  cabooses,  and  of  tenders 
invited  for  other  rolling  stock  by  Cana- 
dian National  Rys.,  in  addition  to  which 
options  were  taken  on  additional  require- 
ments. Up  to  Feb.  2H,  the  following 
orders  had  been  placed  this  year:  — 

42  Pacific  type  (4-6-2)  locomotives;  (10 
heavy,  of  40,000  lb.  tractive  eflTort,  and 
.'(2  medium,  of  :!8,000  lb.  tractive  effort  I. 
and  25  SanU  Fa  type  (2-10-2)  locomo- 
tives from  Montreal  Locomotive  Works 
Ltd. 

30  six-wheel  switching  (0-6-0)  loco- 
motives and  15  Mikado  locomotives,  Can- 
adian Government  Rys.  standard,  from 
Canadian  Locomotive  Co.,  Kingston,  Ont. 

18  sleeping  cars,  73*4  ft.  long;  12  din- 
ing cars;  20  baggage  cars;  1,000  box 
cars.  40  tons  capacity;  600  refrigerator 
cars,  30  tons  capacity  with  steel  subsill, 
and  80  cabooses,  from  Canadian  Car  and 
Foundry  Co.,  Montreal. 

500  box  cars,  40  tons  capacity;  1,150 
general  purposes  (coal)  cars,  50  tons 
capacity,  and  6  steel  snow  plows  from 
Eastern  Car  Co.,  New  Glasgow,  N.S. 

350  ballast  cars,  50  tons  capacity,  from 
Hart-Otis  Car  Co.,  Montreal. 

1,500  box  cars,  40  tons  capacity  from 
National  Steel  Car  Corporation,  Hamil- 
ton, Ont. 

20  cabooses  from  Preston  Car  and 
Coach  Co.,  Preston,   Ont. 

Four  120  ton  industrial  wrecking 
cranes;  one  industrial  self  propelling  pile 
driver;  four  100,000  lb.  all  steel  Jordan 
ballast  spreaders;  two  \  yd.  Erie  steam 
ditchers;  from  F.  H.  Hopkins  &  Co., 
Montreal. 

One  15  ton  8  wheel  Brown  hoist,  sec- 
ond hand,  from  T.  J.  McGovern,  Toronto. 

One  60  ton  Lidgerwood  rapid  unloader, 
second  hand,  from  Canadian  Equipment 
Co.,   Montreal. 

Some  of  the  rolling  stock  ordered,  as 
stated  above,  will  probably  be  allocated 
to  the  Grand  Trunk  Pacific  Ry. 

The  C.N.R.  has  also  invited  tenders 
for  350  stock  cars,  and  has  under  con- 
sideration the  ordering  of  30  more  ca- 
booses. 

Railway     Employes     Purchases  —  The 

Brotherhood  of  Maintenance  of  Way 
Employes  and  Railway  Ship  Laborers, 
according  to  a  Detroit,  Mich.,  press  re- 
port recently  announced  the  purchase 
of  four  clothing  factories  from  which 
goods  will  be  sold  at  price  reductions 
ranging  from  25  to  600 .  Negotiations 
are  reported  to  be  underway  for  the  pur- 
chase of  two  other  factories.  This  is 
part  of  a  movement  among  labor  unions 
in  the  Ignited  .States  in  the  direction  of 
co-operation  in  order  to  meet  the  high 
cost  of  living. 

Paper  Pulp  from  Flax  Straw — The  C. 
P.R.,  which  has  been  investigating  the 
problem  of  manufacturing  paper  pulp 
from  flax  straw,  will  give  full  particul- 
ars to  any  accredited  organizations  in- 
terested in  the  commercial  development 
of  the  process  in  Canada.  Application 
should  be  made  to  Colonization  and  De- 
velopment Department.  C.P.R.  Mont- 
real. 


March,  1920. 


127 


Romance  of  the  Telegraph,  Telephone  and  Wireless. 


By  H.  Hulatt.   Ma 


of    TelcKrnphs.    C.T.R.    and    V..T.    Pacific    Ry 


In  the  Grand  Trunk  Pacific  Telegraph 
Co.,  of  which  it  is  my  privilegrc  to  be 
Manager,  the  slogan  of  our  selling  force 
is: — "Efficiency  is  the  conservation  of 
time;  time  is  money;  telegraphing  saves 
time."  The  thought  created  by  this  slo- 
gan is  by  no  means  a  new  one;  the  need 
for  more  prompt  method  of  communica- 
tion other  than  verbal  or  by  courier  was 
felt  even  by  the  ancients.  Various 
schemes  in  those  ancient  days  were 
adopted  to  overcome  the  difficulties  of 
communication.  Theseus  devised  the 
method  of  colored  sails,  to  convey  mes- 
sages from  ship  to  ship  of  the  fleet,  and 
incidentally  caused  the  death  of  his 
father  by  his  failure  to  handle  the  sig- 
nals properly.  lie  sailed  into  conflict 
with  the  enemy,  with  black  sails  set,  the 
signal  of  battle  and  of  death.  Unfor- 
tunately when  the  battle  was  over,  and 
he  was  the  victor,  in  the  excitement  of 
the  moment  he  forgot  to  lower  the  black 
sails  and  replace  them  with  red,  which 
it  was  understood  would  represent  vic- 
tory. His  venerable  father,  Ageus,  see- 
ing the  black  sails  from  afar,  believed 
the  signal  reported  his  son  defeated  and 
dead,  and,  without  waiting  to  make  fur- 
ther enquiries,   drowned  himself. 

Ancient  Persians  carried  messages  by 
having  them  shouted  from  sentinel  to 
sentinel,  instead  of  adopting  the  slower 
method  of  by  courier.  A  similar  method 
of  communication  was  also  used  occa- 
sionally by  the  ancient  Gauls.  Caesar 
records  that  the  news  of  the  massacre  of 
the  Romans  at  Orleans  was  sent  to 
Auvergne,  a  distance  of  nearly  150  miles, 
by  such  a  method,  the  information  reach- 
ing Auvergne  the  evening  of  the  day  of 
the  battle.  A  perusal  of  the  history  of 
the  Red  Indians  of  the  North  American 
continent,  the  Aztecs  of  Mexico,  and  the 
Incas  of  Peru,  shows  that  they  also  had 
various  methods  of  signalling,  by  means 
of  smoke  rings  and  puffs  by  days,  and 
by  signal  lights  and  fire  arrows  by 
night. 

Doubtless  many  readers  have  seen  in 
old  books  references  to  the  lodestone, 
and  the  following  legend  may  be  of  in- 
terest. A  shepherd,  Magnes,  whilst 
tending  his  sheep  in  ancient  Greece, 
found  that  his  crook  was  attracted  by 
a  strange  rock;  thus  was  the  lodestone, 
the  natural  magnetic  iron  discovered.  It 
is  claimed  the  words  magnet  and  mag- 
netism are  derived  from  the  name  of  the 
shepherd.  The  ability  of  amber,  when 
rubber,  to  attract  straws  was  also  known 
to  the  early  peoples,  and  as  a  matter  of 
fact  the  word  electricity  is  derived  from 
elektron,  the  Greek  name  for  amber. 
Prior  to  the  18th  century,  the  old  alchem- 
ists, who,  while  they  knew  nothing  about 
electricity,  had  discovered  the  peculiar 
properties  of  the  lodestone  and  of  am- 
ber, for  many  years  derived,  due  to  their 
knowledge  of  such  peculiar  properties,  a 
lucrative  business  fooling  the  public.  In- 
cidentally, however,  they  ran  the  risk  of 
being  charged  with  dabbling  in  the  black 
art,  the  penalty  for  which  was  death, 
by  being  burned  at  the  stake,  or  drown- 
ed. 

It  was  not  until  the  latter  half  of  the 
18th  century  that  scientists  began  to 
make  any  extensive  investigations  or 
experiments  in  connection  with  the  pos- 
sibility of  developing  the  use  of  elec- 
tricity. It  is  needless  for  me,  I  am  sure, 
to  state  that  as   to  what  electricity  ac- 


tually is,  even  at  this  date,  no  one  really 
knows;  all  we  do  know  is  that  it  is  a 
power  which  scientists  have  been  able 
to  control  in  such  a  way  as  to  prove  of 
utility  to  mankind.  Credit  for  the  first 
steps  towards  an  electric  telegraph  must 
be  given  to  an  unknown  writer  at  the 
middlet  of  the  18th  century.  Scott's 
Magazine  of  Feb.  17,  1755,  contained  an 
article  signed  simply  "CM."  The  writ- 
er's idea  was  to  lay  an  insulated  wire 
for  each  letter  of  the  alphabet,  the  wires 
to  be  charged  from  an  electrical  ma- 
chine in  any  desired  order,  and  at  the 
receiving  end  they  would  attract  discs 
of  paper  marked  with  the  letter  which 
that  wire  represented,  thereby  enabling 
any  message  to  be  spelled  out.  Such  a 
scheme  was  not,  of  course,  commercially 
practicable,  but  the  article  undoubtedly 
caused  thinkers  to  experiment,  and  ul- 
timately led  to  the  development  and  sub- 
sequent demonstration  of  the  commer- 
cial practicability  of  an  electric  tele- 
graph  system. 

As  an  indication  of  the  importance  of 
speedy  communication  in  the  carrying 
on  of  the  activities  of  life  in  this  old 
world,  it  is  interesting  to  record  that  the 
early  scientists,  experimenting  in  the 
control  of  electricity,  considered  the 
problem  from  a  communication  stand- 
point, rather  than  to  utilize  electricity 
for  transportation  and  machinery  pur- 
poses. There  were  several  pioneers  in 
the  early  19th  century,  who  concentrated 
on  the  problem  of  the  electric  telegraph, 
among  others  Ampere,  the  celebrated 
Frenchman,  after  who  mis  named  the 
ampere,  one  of  the  units  of  electrical 
measurement.  Profs.  Gauss  and  Weber, 
of  Gottingen,  and  Edward  Davey  of  Eng- 
land. The  two  outstanding  men,  how- 
ever, in  the  development  of  the  telegraph 
from  a  practical  commercial  point  of 
view  were  undoubtedly  Wheatstone  of 
England,  and  S.  F.  B.  Morse,  of  the  Unit- 
ed States. 

The  actual  first  working  telegraph 
line  in  England  placed  at  the  service 
of  the  public  was  in  1841  on  the  Great 
Western  Ry.  It  did  not,  however,  com- 
mend itself  to  the  public,  until  its  util- 
ity was  strikingly  demonstrated  by  the 
capture  of  a  celebrated  criminal  called 
Kwaker.  Early  one  morning  a  woman 
was  found  dead  in  her  home  in  the  sub- 
urbs of  London;  a  man  had  been  seen 
leaving  the  house  and  enquiry  revealed 
the  fact  that  he  left  on  a  slow  train  for 
London.  Without  the  telegraph  he  could 
not  have  been  apprehended,  but  fortun- 
ately this  particular  telegraph  line  was 
available  and  the  police  in  London  was 
by  this  means  instructed  to  arrest  him. 
'Ihe  message  read:  "He  is  dressed  as  a 
kwaker."  The  reason  for  incorrectly 
spelling  the  word  Quaker  was  due  to 
the  fact  that  on  the  receiving  instrument 
there  was  no  provision  for  the  letter  Q, 
and  the  incorrect  spelling  very  nearly 
resulted  in  the  criminal  getting  away. 

Morse  conceived  the  present  applica- 
tion of  electricity  to  telegraphy  whilst 
on  board  a  ship  in  1833  en  route  to  Am- 
erica. He  developed  his  thoughts,  and 
his  apparatus  was  first  exhibited  to  the 
public  in  1837  and  to  the  members  of 
the  Royal  Society  in  London  in  1839. 
The  first  actual  telegraph  line  erected  in 
the  United  States  was  between  Washing- 
ton and  Baltimore,  it  being  put  into  ser- 
vice  on    May   23,   1844.        Morse's   great 


problem  was  how  to  tie  the  wire  to  the 
poles,  and  his  first  procedui'e  was  to  bore 
through  the  top  of  the  pole  a  hole  suf- 
ficiently large  to  let  the  wire  through.  It 
was  found  in  practice,  however,  that  in 
rainy  weather  there  was  too  big  a  leak- 
age of  current,  and  consequently  he  sub- 
sequently enlarged  the  holes,  and  insul- 
ated the  wire  at  the  poles,  by  inserting 
the  neck  of  a  bottle  in  the  holes.  Con- 
sequently the  neck  of  a  bottle  may  be 
said  to  be  the  preliminary  development 
of  the  glass  insulator  so  commonly  in 
use  today. 

One  of  the  railways  I  represent  was 
one  of  the  first  in  America  to  go  to  the 
expense  of  erecting  a  telegraph  line.  In 
1852  the  Grand  Trunk  Ry.  gave  a  con- 
tract to  the  Montreal  Telegraph  Co.  to 
build  a  telegraph  line  consisting  of  a 
pole  line  and  one  wire  from  Longueuil 
to  Portland  for  £12  7s  6d  a  mile.  The 
G.T.R.  was  also  the  first  railway  to  ex- 
periment in  wireless  telegraphy  from 
a  moving  train,   in  Oct.,   1902. 

As  a  result  of  the  development  of 
land  line  telegraphs,  thought  was  natur- 
ally given  to  the  possibility  of  laying  a 
submarine  cable  across  the  Atlantic,  and 
many  attempts  were  made  without  suc- 
cess; the  first  being  in  1858.  In  1864, 
no  success  having  then  been  obtained, 
and  as  an  indication  of  how  hope  of  ever 
being  successful  had  practically  been 
given  up,  despite  the  fact  that  at  that 
time  the  field  telegraphic  cable  was  un- 
der construction,  the  Western  Union 
Telegraph  Co.  undertook  to  connect  Eu- 
rope and  America  by  land  line  telegraphs 
from  San  Francisco  to  the  Yukon,  thence 
through  Alaska  to  the  Behring  Sea,  the 
latter  to  be  crossed  by  a  short  submarine 
cable,  connecting  in  Siberia  with  a  tele- 
graph line  to  be  built  to  the  mouth  of 
the  Amur  River,  where  it  would  connect 
with  the  Russian  Government  telegraph 
line  already  built;  and  so  continue 
throughout  Europe.  The  erection  of  this 
land  line  telegraph  was  a  matter  of 
agreement  between  the  United  States, 
the  British  and  the  Russian  Governments 
(Alaska  at  that  time  being  owned  by 
Russia),  and  the  work  was  placed  in 
charge  of  Col.  C.  S.  Bulkley,  U.S.  Army 
Telegraph  Corps.  Construction  was 
pi'oceeded  with  promptly,  the  line  run- 
ning through  Canada  from  New  West- 
minster, via  the  Cariboo  trail  to  Ques- 
nel,  thence  via  Eraser  Lake,  and  Hazle- 
ton  to  the  Naas  River,  the  latter  point 
being  reached  in  July,  1866,  a  distance 
from  New  Westminster  of  850  miles.  The 
Bulkley  River  and  Bulkley  Canyon,  in 
Northern  British  Columbia  are  both 
named  after  Col.  Bulkley.  On  July  29, 
186G,  the  construction  party  of  250  men, 
on  receiving  news  that  the  field  tele- 
graphic cable  referred  to  previously,  had 
on  that  date  been  completed  and  success- 
fully operated,  without  waiting  further 
instmctions,  quit  their  work  and  left 
all  material  and  supplies  behind.  The 
famous  Indian  bridge  over  the  Bulkley 
River  was  built  by  Indians  from  the  ma- 
terial left  behind  by  the  telegraph  con- 
stiTJction  crew.  It  consisted  of  wood 
and  telegraph  wire,  and  the  most  aston- 
ishing thing  is  that,  despite  the  fact  that 
these  Indians  so  far  as  it  is  known  had 
never  seen  a  suspension  bridge,  and  also 
had  not  the  assistance  of  white  man  in 
the  construction,  built  a  bridge  conform- 
ing to  all  the  standard  principles  usually 


128 


CANADIAN  RAM. WAV  AND  MARINK  WORLD 


March,  1920. 


employrd  in  connection  with  luapeniion 
bridirca.  It  is  only  rvrrntly  that  the 
bridKC  wa«  taken  down,  due  to  extreme 
aKe. 

fn   l'<7f>  the  Western  I'nion  Telecraph 
■    loh'trmph  line  In'tween  New 
!    niul  the  Nnn.H   River,  to  the 
r  -rliia    Ciiverniuent,    which    in 

tt;M.  It     t<>     the    Dominion 

Govi  I  Hritish  Columbia  came 

into  !  -ilion  in  1S71.     The  Do- 

minion ili.Mrninint  subseiiuently,  due  to 
the  Klondike  rush,  extended  the  line  to 
Daw.'ion  and  it  is  in  operation  today,  in 
fact  is  in  competition  part  of  the  way 
with  the  tcleirraph  line  of  which  I  have 
chance. 

The  telceraph  was  first  used  in  con- 
nei'tion  with  the  disiMitrhinR  of  trains 
on  the  Krie  Rd.  in  ISOI,  due  to  the  initia- 
tive and  vision  of  ('has.  Minot,  then 
General  Superintendent,  and  it  sounds 
almost  ludicrous  today  to  read  what 
tniuble  he  had,  in  connection  with  the 
first  telepraphic  train  dispatching  order, 
to  make  the  train  crew  realize  that  it 
was  perfectly  safe  to  operate  under  it 
and  Ro  ahead. 

Developments  in  the  telegraph  field, 
after  Morse  had  successfully  inaupur- 
ated  it,  were  not  very  preat  until  a  few 
years  apo,  althouph  there  had  been  de- 
veloped the  duplexing  and  quaddinp  of 
wires,  enabling  2  and  4  messapes  to  be 
transmitted  over  the  same  wire  simul- 
taneously, and  also  the  use  of  motor  gen- 
erators as  against  gravity  cells  for  the 
supply  of  requisite  current. 

No  progress  can  be  made  if  people  are 
all  absolutely  satisfied  and  contented. 
The  increased  speed  of  communication 
brought  about  by  the  telegraph,  after 
people  had  become  used  to  it,  failed  to 
satisfy,  a  still  more  flexible  means  of 
communication  being  desired.  This  led 
to  the  discovery  and  development  of  the 
telephone,  which  was  invented  largely  as 
a  side  line  in  connection  with  the  study 
of  means  for  educating  deaf  and  dumb 
people,  undertaken  by  Alex.  M.  Bell  in 
Scotland  starting  in  1849,  Dr.  Graham 
Roll,  the  actual  inventor  of  the  telephone, 
being  his  son. 

Dr.  Graham  Bell  proceeded  to  develop 
his  ideas,  with  the  result  that  the  first 
telephone  was  exhibited  at  the  Centen- 
nial Exhibition  in  1876,  and  the  first 
telephone  conversation  was  made  over  a 
telegraph  wire  owned  by  the  Walworth 
Manufacturing  Co.,  Boston,  to  its  fac- 
tory at  Cambridgeport,  two  miles  dis- 
tant. This  took  place  on  Oct.  9,  1876, 
and  created  world-wide  astonishment.  In 
passing,  simply  as  an  indication  of  the 
wonderful  development  in  telephone 
transmission,  I  may  say  that  early  in 
1916  it  was  my  privilege  to  be  the  first 
subscriber  of  the  Bell  Telephone  Co.  of 
Canada  to  talk  over  its  long  distance 
wires  from  Montreal  to  Vancouver,  B.C. 
Dr.  Bell  had  a  tremendously  hard  time 
in  developing  and  demonstrating  his  in- 
vention, which  was  very  different  from 
that  of  today,  being  extremely  cumber- 
some, and  it  was  opemted  by  only  one 
wire,  which  limited  the  distance  of  con- 
versjition  possible,  and  also,  due  to 
ground  noises,  etc.,  did  not  permit  of  a 
ver>-  quiet  talking  circuit.  Instruments 
have  since  then  been  tremendously  im- 
proved and  to  eliminate  ground  noises, 
etc.,  telephone  companies  now  erect,  in 
connection  with  their  circuits,  two  wires, 
known  as  metallic  circuits. 

A  most  wonderful  performance,  in  the 
opinion  of  the  public  at  that  time,  took 
place  in  Montreal  in  1878,  when  five  tele- 
phones were  connected  at  one  end  of  a 
circuit,  and   one  telephone  at  the  other 


end,  enabling  the  party  using  the  latt«r 
telephone  to  talk  to  five  different  people 
at  one  and  the  same  time.  This  was  the 
first  step  probably  in  demon.Htrating  the 
feasibility  of  what  today  is  known  as  a 
party  line. 

The  pioneers  in  the  commercial  tele- 
phone field  had  quite  a  hard  task,  and 
needed  a  great  deal  of  courage  to  hang 
on,  in  fact  in  connection  with  the  Bell 
patents  in  Canada,  I  believe  the  original 
holders  sold  them  about  1880  at  a  ridic- 
ulously  small   sum. 

Canada  and  the  United  States  have, 
I  believe,  generally  speaking,  a  tele- 
graph and  telephone  service  unexcelled 
by  any  other  countries  in  the  world.  In 
l".il6,  the  last  fipures  I  have  available, 
there  was  one  telephone  to  every  14  peo- 
ple in  Canada,  and  in  the  United  States 
there  is  a  still  preater  number  of  tele- 
phones per  capita  in  use.  In  England, 
where  both  telegraphs  and  telephones 
come  under  the  Government  Post  Office 
Department,  neither  system  has  ever 
proved  profitable,  and  the  public  in  con- 
nection with  both  ser\'ices,  has  never  re- 
ceived sers'ice  that  could  begin  to  com- 
pare with  that  given  by  the  companies 
on  this  side  of  the  Atlantic.  Anyone 
who  has  been  in  England  and  has  had 
to  use  the  long  distance  telephone  lines 
will  realize  the  truth  of  this  statement. 
The  telegraph  and  telephone  com- 
panies, particularly  the  American  Tele- 
praph  and  Telephone  Co.,  which  con- 
trols the  Bell  companies  of  the  United 
States,  and,  while  it  does  not  control, 
works  very  much  in  harmony  with  the 
Western  Union  Telegraph  Co.,  have  al- 
ways maintained,  at  tremendous  expense, 
engineering  research  departments,  and 
it  is  due  to  the  wonderful  work  done  by 
the  men  of  such  departments  and  the 
enterprise  displayed  by  the  companies 
referred  to  that  we  have  the  remarkable 
facilities  we  enjoy  today. 

Up  to  within  10  years  all  railways 
operated  their  trains  by  telegraph.  It 
was  considered  that  they  could  not  do 
so  by  telephone,  due  to  the  fact  that 
they  would,  at  the  best,  have  only  one 
pair  of  wires  available  for  telephones, 
and,  if  20  stations  cut  in  on  the  line, 
code  ringing  would  have  been  necessary 
when  the  dispatcher  wished  to  raise  an 
office,  and  every  receiver  would  un- 
doubtedly have  been  taken  off  the  hook 
and  everybody  on  the  line  would  have 
been  listening  in;  furthermore  the  dis- 
patcher would  not  be  sure  whether  he 
had  pot  the  right  office  or  not.  In  1906 
and  1907,  there  was  invented  what  is 
known  as  the  selector,  which,  installed 
on  metallic  circuits,  enables  the  train 
dispatcher,  by  the  twisting  of  a  key,  to 
ring  the  bell  of  any  specific  office,  and 
at  the  same  time  does  not  allow  the 
bells  in  any  other  office  to  ring.  As  a 
con.sequence  today,  all  the  main  trunk 
lines  of  railways  are  equipped  with  tele- 
phone train  dispatching  apparatus,  re- 
sulting not  only  in  the  more  prompt 
movement  of  trains,  but,  what  is  more 
important,  increasing  tremendously  the 
safety,  not  only  of  the  public,  but  em- 
ployes. There  was  naturally  consider- 
able opposition,  on  the  part  of  the  old 
train  dispatchers,  to  the  inauguration 
of  the  telephone  in  connection  with  train 
dispatchers,  to  the  inauguration  of  the 
telephone  in  connection  with  train  dis- 
patching, probably  due  to  the  thought 
that  such  inauguration  would  result  in 
their  losing  positions.  In  practice,  need- 
less to  say.  this  is  not  the  case;  there 
are  ver>'  few  dispatchers  who,  once  hav- 
ing used  a  telephone,  would  care  to  go 
back    to    straight    telegraph    train    dis- 


pat<.-hing.  An  a  result  of  railways  adopt- 
ing telephone  train  dispatching,  and  the 
consequent  expense  of  erecting  heavy 
copper  wires,  thought  was  given  to  the 
possibility  of  not  only  using  the  two 
wires  for  telephone  purposes,  but  at  the 
same  time  to  use  them  for  telegraph 
transmission.  This  resulted  in  the  de- 
velopment of  a  simple  apparatus  known 
as  the  «implex  panel,  which  permits  sim- 
ultaneous operation  of  telegraph  and 
telephone  over  the  same  circuit  with- 
out conflict. 

Both  in  the  telegraph  and  telephone 
field  we  have  been  very  largely  depend- 
ent upon  employe,  who,  in  order  to  full- 
fil  their  duties,  had  verj-  often  to  go 
through  quite  a  lengthy  period  of  train- 
ing. Some  few  years  ago  there  was  in- 
troduced in  the  telegraph  field  the  print- 
er telegraph,  which  has  since  been 
brought  to  a  hiph  state  of  development, 
by  means  of  which  I  could  take  steno- 
praphers  from  any  office  and  within  a 
comparatively  short  time  have  them 
sending  messapes  between  Montreal  and 
say,  Toronto  or  Winnipep,  faster  and 
possibly  just  as  correctly  as  the  aver- 
ape    telegraph    operator. 

The  automatic  telephone  has  been  de- 
veloped and  brought  to  a  hiph  state  of 
efficiency  and  there  are  several  installa- 
tions in  successful  operation  in  Canada, 
vis.  at  Edmonton,  Regina,  Calgary  and 
Saskatoon,  and  a  big  installation  is  con- 
templated in  Winnipeg. 

Before  discussing  very  briefly  the  sub- 
ject of  wireless  I  would  like  to  say  a 
few  words  as  to  what  is  called  "wired 
wireless."  I  have,  I  hope,  given  some 
idea  as  to  how  the  telegraph  and  tele- 
phone companies  have  endeavored  to  in- 
crease the  uses  to  which  existing  plant 
can  be  put,  thereby  obviating  the  neces- 
sity for  additional  hea\'y  capital  expen- 
ditures, and  in  this  connection  I  may 
say  that  some  considerable  time  ago 
telephone  companies  developed  and  put 
into  use  what  is  known  as  a  phantom 
circuit.  Where  a  telephone  company 
has  copper  wires  on  a  pile  line  erected  on 
the  same  plane,  by  a  system  of  what  is 
known  as  transpositions,  it  can  from 
those  4  wires  obtain  3  telephone  circuits, 
and  by  means  of  a  simplex  at  least  2 
telegraph  circuits.  The  new  wired  wire- 
less i.s  simply  a  still  further  develop- 
ment of  the  principles  that  have  been 
previously  put  into  effect.  It  has  been 
largely  developed  by  Gen.  Squires,  of 
the  U.S.  army,  and  also  by  American 
Telephone  and  Telegraph  Co.  engineers. 
They  have  had  an  experimental  line  in 
operation  in  the  U.S.  and  so  far  have 
been  able,  over  one  circuit,  to  get  8  to 
10  telephone  conversations  and  1  or  2 
telegraph  communications  in  operation 
simultaneously  without  conflict. 

In  connection  with  wireless,  Marconi, 
whose  mother  was  Irish,  and  who  was 
himself  a  pupil  for  sometime  at  Bedford 
Grammar  School  and  Rugby  School  in 
Enpland,  secured  his  first  patent  in 
June.  1896,  and  the  first  commercial  use 
it  was  put  to  was  in  the  autumn  of 
1897.  Since  then  there  have  been  very 
preat  developments.  One  of  the  per- 
petual troubles  up  to  recently  in  connec- 
tion with  wireless  was  static,  a  condi- 
tion in  the  atmosphere  which  complete- 
ly put  the  wireless  out  of  commission. 
This  trouble  was  particularly  prevalent 
durinp  summer,  and  it  may  be  of  inter- 
est to  know  what  it  has  been  overcome 
by  a  discover>-  by  Chief  Engineer 
Wepeant,  of  the  Marconi  Co.  in  the  U.S., 
and  a  praduate  of  McGill  University, 
Montreal. 


March,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


129 


A  recent  development  in  connection 
with  wireless  is  a  device  invented  by  C. 
A.  Hoxey,  Engineer  of  the  General  Elec- 
tric Co.,  whereby  wireless  messages  are 
visualized  and  also  photographed.  One 
of  the  troubles  in  connection  with  wire- 
less has  been  the  fact  that  signals  heard 
in  the  received  are  often  very  faint. 
This  invention  provides  a  check  on  the 
safe  copying  of  wireless  messages  by 
the  receiving  operator.  The  signals  are 
recorded  by  a  beam  of  light  being  re- 
flected from  a  small  mirror  attached  to 
a  galvanometer  of  special  design.  This 
galvanometer  is  placed  in  parallel  with 
telephone  receivers  of  an  ordinary  wire- 
less receiving  set,  a  portion  of  the  energy 
of  the  incoming  signal  being  used  to 
operate  the  galvanometer.  By  this 
means  the  mirror  is  made  to  vibrate 
very  rapidly,  whenever  a  dot  or  dash  is 
impressed  upon  the  circuit.  The  source 
of  light  comprises  2  incandescent  lamps 
of  special  design,  the  reflection  of  one 
being  used  to  make  a  record  on  the  sen- 
sitized tape,  the  light  from  the  other 
being  projected  on  a  small  ground  glass 
screen,  thus  making  the  vibrations  vis- 
ible, which  enables  the  operator  to  pro- 
perly adjust  the  machine  and  also  read 
the  message  if  the  rate  of  sending  is 
not  too  rapid.  The  sensitized  paper  is 
automatically  passed  through  a  develop- 
ing and  fixing  bath,  and  washing  and 
drying  tubes,  to  a  basket  at  the  end  of 
the  machine,  the  elapsed  time  between 
the  time  of  exposure  and  its  delivery  in 
the  basket  being  about  2  minutes.  Where- 
as heretofore  the  speed  at  which  a  wire- 
less operator  could  transmit  a  message 
■was  regulated  very  largely  by  the  capa- 
city of  the  receiving  operator,  this  ma- 
chine, it  is  claimed,  will  ultimately  be 
capable  of  recording  at  a  speed  of  1,250 
letters,  or  250  words  a  minute. 

Wireless  telephony  has  made  remark- 
able strides  during  the  last  2  or  3  years, 
though  up  to  the  present  most  develop- 
ments have  been  made  in  receiving, 
rather  than  in  transmitting  features. 
One  of  the  great  features  in  the  develop- 


ment of  wireless  communication  since 
1914  is  the  invention  of  the  Thermionic 
or  French  valve,  for  the  perfecting  of 
which  much  credit  must  be  given  to  our 
Signal  Corps  in  France  and  Flanders. 
One  of  these  valves  amplifies  sound  6 
times,  2  valves  36  times,  3  valves  216 
times,  and  so  on.  The  Australian  sta- 
tion used  15  valves  recently,  receiving 
from  Carnarvon,  Wales.  This  number 
of  valves,  at  a  short  distance,  sounds  like 
a  steam  whistle,  and  a  signaller  re- 
marked that  with  any  more  in  service  he 
would  surely  have  heard  the  angels  sing- 
ing. 

I  have  my  dreams  as  to  what  future 
developments  will  be,  but  I  think  read- 
ers will  agree  with  me  that  the  improve- 
ments so  far  attained  have  been  of  tre- 
mendous benefit  to  mankind,  and  what  is 
more  that  they  will  appreciate  such  de- 
velopments, and  the  future  develop- 
ments to  be,  will  result  in  the  closer 
binding  together  of  the  different  peoples 
of  the  world  in  different  localities,  and 
thereby,  by  bringing  them  into  closer 
contact,  and  a  better  realization  of  one 
another's  problems,  tend  veiy  largely  to 
remove  what  is  a  very  prolific  source  of 
discord  and  strife,  namely,  a  lack  of 
knowledge  of  one  another. 


Editor's  Note — In  the  foregoing  no 
mention  is  made  of  the  fact  that  Dr.  A. 
G.  Bell  invented  the  telephone  in  Brant- 
ford,  Ont.,  and  that  many  experiments 
with  it  were  carried  on  there.  We 
therefore  think  it  well  to  give  the  fol- 
lowing synopsis  of  a  letter  he  wrote, 
when  a  memorial  was  proposed  to  be 
erected  there  to  commerorate  the  event. 
The  following  are  the  facts  he  stated: 

Invention  of  the  telephone  at  Tutela 
Heights,  Brantford,  1874  (summer). 
First  telephone  constructed  and  speech 
sounds  heard,  Boston,  Mass.,  June,  1875. 
First  draft  of  telephone  patent  specifi- 
cation prepared,  Brantford,  Sept.,  1875. 
Complete  sentences  first  clearly  under- 
stood by  telephone,  Boston,  Mar.  10, 
1876.     Telephone  exhibited  at  Centennial 


Exhibition,  Philadelphia,  June  25,  1876. 
First  attempts  to  transmit  speech  over 
telegraph  lines,  Boston,  July  7,  9  and  12, 
1876.  First  successful  attempt  to  trans- 
mit speech  over  telegraph  lines  Brant- 
ford, Aug.  10,  1876.  First  public  demon- 
stration of  ability  to  speak  over  a  tele- 
graph line,  Brantford,  Aug.,  1876.  First 
transmission  of  a  number  of  voices  sim- 
ultaneously over  a  telegraph  line,  Brant- 
ford, Aug.,  1876.  First  conversation  by 
telephone  over  a  telegraph  line  (recip- 
rocal communication),  Boston,  Oct.  9, 
1876.  First  long  distance  conversation 
over  a  telegraph  line  (143  miles),  Bos- 
ton, Dec.  3,  1876.  First  newspaper  dis- 
patch sent  by  telephone,  Salem,  Mass., 
Feb.  12,  1877.  First  telephone  line  open- 
ed, Boston,  April  4,  1877. 

Dr.  Bell  also  wrote  as  follows:  "In 
this  way,  Brantford  became  my  thinking 
place;  here  the  telephone  was  invented, 
the  first  draft  of  the  patent  specification 
prepared,  the  proper  relation  of  the  parts 
of  the  telephone  to  enable  it  to  be  used 
on  long  lines  were  worked  out;  and  the 
first  transmission  of  the  human  voice 
over  miles  of  telegraph  line  was  actually 
accomplished.  Here  also  the  first  public 
demonstration  of  this  result  was  given  to 
the  world.  I  think,  therefore,  that 
Brantford  is  fully  justified  in  consider- 
ing itself  as  integrally  associated  with 
the  development  of  the  telephone,  and  I 
need  hardly  say  that  I  am  deeply  grate- 
ful to  Brantford  for  seeking  to  perpetu- 
ate this  association  by  the  magnificent 
memorial  you  are  now  establishing  in 
your  city." 

The  following  Brantford,  Ont.,  press 
dispatch  of  Feb.  12  is  of  interest,  in  con- 
nection with  the  foregoing:  The  death 
of  Norbett  Burnett  at  Ogdensburg,  N.Y., 
recalls  the  first  telephone  wire  built  in 
this  city,  by  the  deceased  for  Prof.  A. 
G.  Bell,  when  the  first  sound  of  the  hu- 
man voice  was  transmitted  by  telephone. 
Burnett  was  employed  by  the  Montreal 
Telegraph  Co.  and  erected  six  poles  be- 
tween Brantford  and  Tutela,  using  beer 
bottles  as  insulators. 


Freight  and  Passenger  Traffic  Notes. 


Since  the  closing  of  Broad  St.  station, 
Ottawa,  at  the  beginning  of  the  year,  36 
trains  arrive  at,  or  leave,  the  central 
station  daily. 

A  U.S.  press  report  states  that  three 
shipments  of  cattle,  totalling  110  cars 
and  3,645  animals,  reached  Denver,  Col., 
recently,  from  Cardston,  Alta.,  en  route 
for  Texas. 

A  St.  John,  N.B.,  press  report  states 
that  an  office  for  the  transfer  of  baggage 
to  and  from  the  union  station  in  that 
city  was  opened  at  the  station  there, 
Feb.  2. 

The  Canadian  National  Railways  put 
in  operation,  Feb.  20,  on  the  night  trains 
running  between  Toronto  and  Ottawa, 
the  club  compartment  cars,  Marmora  and 
Bancroft. 

The  Canadian  National  Rys.  are  open- 
ing a  ticket  office  on  the  upper  floor  of 
the  building  at  pier  2,  Halifax,  N.S. 
When  this  office  is  completed  the  C.N.R. 
city  ticket  office  on  Hollis  St.,  Halifax, 
will  be  refitted. 

The  Canadian  National  Rys.  put  in 
operation,  Feb.  6,  a  parlor  car  service 
between  St.  John,  N.B.,  and  Halifax,  N. 
S.,  on  trains  13  and  14,  in  addition  to 
the  sleeping  car  and  other  accommoda- 
tion provided  on  them. 


The  Board  of  Railway  Commissioners 
has  dismissed  the  application  of  the 
Wawota,  Sask.,  for  an  order  requiring 
better  train  service  on  the  C.P.R.  Reston 
and  Wolseley  Branch,  with  connection 
at  Wolseley  with  the  westbound  train. 

The  Canadian  National  Rys.  has  been 
authorized  by  the  Board  of  Railway 
Commissioners  to  open  for  freight  traf- 
fic its  line  from  the  jurtction  with  the 
Patricia  Bay  line,  mile  1.80  from  Vic- 
toria, to  mile  26.5  in  the  direction  of 
Albemi,  B.C.,  the  speed  of  trains  being 
limited  to  10  miles  an  hour. 

Victoria,  B.C.,  merchants  waited  on 
the  B.C.  Government  recently  and  ask- 
ed for  equitable  freight  rates  from  Vic- 
toria to  points  on  the  Pacific  Great 
Eastern  Ry.  on  the  mainland.  The  pre- 
mier replied  that  he  would  have  a  con- 
ference with  Canadian  Pacific  and  Can- 
adian National  Rys.  officials. 

The  C.P.R.  is  reported  to  have  carried 
over  4,000  tons  of  fruit,  including  30 
carloads  of  prunes,  from  the  Grand  Forks 
district  during  1919,  and  3,822  carloads 
of  fruit  and  vegetables  from  the  Okan- 
agan  Valley,  between  July  and  Nov., 
1919.  In  the  latter  case  there  was  an 
increase  of  about  1,000  carloads  over 
1918. 

The  Ontario  Vegetable  Growers'  Asso- 


ciation is  reported  to  have  asked  the 
Board  of  Railway  Commissioners  to 
consider  the  adoption  of  a  protective 
service  under  which  railways  will  as- 
sume liability  for  damage  to  freight  due 
to  freezing,  or  artificial  overheating,  dur- 
ing transit. 

The  C.P.R.  is  reported  to  have  handled 
on  its  Lethbridge  Division,  Alta.,  be- 
tween Aug.  1,  and  Dec.  31,  1919,  over 
133,000  cattle,  representing  5,200  car- 
loads. About  one-half  went  to  Chicago, 
111.;  one-quarter  to  Calgary,  Winnipeg 
or  other  stockyards,  and  the  remainder 
were  shipped  from  point  to  point  for 
feeding  purposes. 

The  Fredericton  and  Grand  Lake  Coal 
&  Railway  Co.'s  and  New  Brunswick 
Coal  &  Railway's  bylaws  authoriz- 
ing their  respective  passenger  traffic 
managers  and  assistant  freight  traffic 
managers  to  prepare  and  issue  passenger 
and  freight  tariffs,  respectively,  have 
been  approved  by  the  Board  of  Rail- 
way Commissioners. 

The  Dolly  Varden  Mines  Ry.,  an  ore 
carrying  railway  line  from  the  Dolly 
Varden  Mines  to  Alice  Arm,  B.C.,  closed 
down  for  the  winter.  A  press  report 
states  that  small  quantities  of  high 
grade  ore  are  being  sent  by  teams  to 
Alice  Arm  for  shipment,  and  that  large 


180 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


March,  1920. 


oiv  ctumpn  nri'  lu-in(r  arruniulmU-d  at 
thr  mincK  awaitinK  the  opvninK  uf  the 
railway  in  thi>  iiprinir. 

The  Prftiilor  of  Britixh  rolumbia  ib 
ri'ported  to  have  roceivcd  a  letter  from 
n.  K.  Ilanna,  I'reitidt-nt,  ('ai\ncllan  Na- 
tional Kyu..  I'xplaininK  that  under  pres- 
ent ciriunistance.H,  it  i»  not  fenxihle, 
without  the  expenditure  of  n  larife  sum, 
which  the  busmess  offerinK  in  such  n 
short  si-ction  does  not  justify,  to  put 
on  a  train  service  on  the  Victoria  and 
Suoke  section  of  the  company's  line  on 
Vancouver   Island. 

Traffic  in  11M9  over  the  Frnser  River 
bridife  nt  New  Westminster,  B.C..  own- 
i-d  liy  the  B.C.  Government,  and  used 
for  railway  traftic  by  the  Great  Northern 
Ry.,  and  the  Canadian  National  Rys.,  is 
reported  to  have  In-en  as  follows:  Pas- 
senRer  trains,  ti.TUO,  carrying  :i2,lK7  pas- 
.HenRers;  freight  trains,  4,Uf>0  with  a 
total  of  r>2,788  cars;  mixed  trains,  2,326, 
•with  a  total  of  7,8.54  cars.  The  auto 
trafTic  was  heavy,  at  times  as  many  as 
65   cars   an    hour   crossing-. 

D.  C.  Coleman,  Vice  President,  C.P.R., 
Western  Lines,  in  addressing  the  West- 
ern Canada  Fruit  Jobbers'  convention 
at  Vancouver,  B.C.,  recently,  is  reported 
to  have  said  that  the  company's  pro- 
gramme for  l!t20  calls  for  the  building 
of  .500  refrigerator  cars  at  a  cost  of 
approximately  ?1,500,000.  The  represen- 
tations of  the  convention  as  to  the  type 
of  car  suitable  for  the  fruit  trade  in 
western  Canada  would  be  given  every 
consideration  before  the  type  was  finally 
decided  upon. 

The  G.T.R.  was  ordered  by  the  Que- 
bec Superior  Court,  Jan.  18,  to  pay  J. 
G.  Heon,  $281. .55  damages  for  delay  in 
transportation  of  a  carload  of  oats  from 
Richmond  to  Sherbrooke,  Que.  The  oats 
were  shipped  April  15,  1918,  and  were 
not  delivered  in  Sherbrooke  until  May 
2,  between  which  time  the  price  had 
fallen,  and  Heon  claimed  that  he  lost 
the  amount  claimed.  It  appeared  from 
the  evidence  that  the  car  containing  the 
oats  did  not  leave  Richmond  until  May 
2,  arriving  in  Sherbrooke  a  few  hours 
afterwards.  Justice  Pouliot  held  that 
this  was  an  unreasonable  delay,  which 
the  company  had  not  attempted  to  jus- 
tify or  explain.  Judgment  was  given 
for  the  full  amount  claimed  with  costs. 
The  Board  of  Railway  Commissioners, 
sitting  in  Montreal,  Feb.  24,  heard  a 
large  volume  of  evidence  in  support  of 
complaints  made  by  residents  along  the 
route  of  the  New  York  Central  Rd.  trains 
into  Montreal,  as  to  the  .service  given. 
The  company's  officials  stated  that  steps 
had  been  taken  to  remedy  the  matters 
i()mplaine<i  of,  and  that  it  was  willing 
to  readjust  it."  time  schedule  to  suit  the 
public.  Hon.  V.  B.  Carvell,  Chief  Com- 
missioner, intimated  that  it  appeared  to 
be  a  case  where  a  railway  secured  an 
entrance  for  its  through  traffic  into 
.Montreal  and  paid  little  attention  to 
the  needs  of  local  traffic.  As  matters 
were  being  rectificil  the  board  would  take 
into  consideration  the  only  remaining 
question,  viz.,  whether  on  order  should 
be  issued  directing  the  giving  of  the  in- 
creased service  asked  for. 

Th<'  Canadian  National  Rys.  arranged 
recently  with  the  G.T.R.  for  an  optional 
int<'rchange  by  which  tickets  issued  by 
either  line,  and  reading  from  Toronto  or 
point.s  south  or  west  of  it,  to  Winnipeg, 
or  any  place  beyond,  or  vice  versa,  will 
he  accepteil  for  travelling  either  by  Can- 
adian National  train  1,  which  runs  via 
Port  Arthur,  or  G.T.R.  National  train 
via  North  Bay  and  Cochrane.     The  for- 


mer leaves  Toronto  union  station  U.15 
p.m.,  Sunday,  Monday,  Wedncuday  and 
Friday,  and  the  lottcr  at  the  name  hour 
Tuesday,  Thursday  and  Saturday,  so 
that  travellers  from  Windsor  in  the  west 
to  Halifax  in  the  east,  are  thuH  afforded, 
via    Toronto,    a    daily     service     l)etween 


eastern  and  western  Canada,  in  addition 
to  that  given  by  the  C;.P.R.  Both  trains 
carry  full  transcontinental  equipment, 
standard  and  tourist  sleeping  cam,  com- 
partment, obserx-ation,  librao'  cars,  din- 
ing cars,  tirst  class  and  colonist  cars, 
etc. 


Tek'jjraph  and  Telephone  Franks  Discussed  by  Board 
of  Railway  Commissioners 


Hon.  V.  B.  Carvell,  Chief  Commission- 
er, prepared  the  following  memoran- 
dum, dated  Jan.  17:  "As  the  question  of 
telegraph  and  telephone  franks  has  fre- 
(|uently  been  brought  to  my  attention 
during  the  past  two  months,  owing  to 
certain  changes  in  the  Railway  Act  in 
IStli),  I  deem  it  my  duty  to  give  expres- 
sion to  my  views  on  the  right.s  of  tele- 
graph and  telephone  companies,  under 
the  provisions  of  the  act.  Sec.  375  deals 
explicitly  with  these  companies  and  first 
defines  what  is  a  telegraph  company, 
and  then  sets  forth  in  a  general  way  its 
chief  powers,  and  as  all  the  telegraph 
companies  in  Canada  come  within  the 
provisions  of  this  section,  what  will  ap- 
ply to  one  will  apply  to  all,  and  also  to 
all  telephone  companies  coming  under 
the  board's  jurisdiction. 

"Subsec.  12  makes,  subject  to  certain 
reservations,  the  Railway  Act,  apply  to 
telegraph  and  telephone  companies,  and 
leaving  out  the  unnecessary  portions, 
would  read  as  follows:  'Without  limi- 
tation of  the  generality  of  this  subsec- 
tion by  anything  contained  in  the  pre- 
ceding subsections  the  jurisdiction  and 
powers  of  the  board,  and,  in  so  far  as 
reasonably  applicable  .  .  .  the  pro- 
visions of  this  act  respecting  such  jur- 
isdiction and  powers  .  .  .  and  the 
other  provisions  of  this  act  (except 
.  .  .  shall  extend  and  apply  to  all 
companies  as  in  this  section  defined.' 

"Sees.  345,  436  and  347  deal  with  re- 
duced and  free  transportation,  and  there- 
fore, wherever  reasonably  applicable,  the 
telegraph  and  telephone  companies  pos- 
sess the  same  rights  in  issuing  free  or 
reduced  transportation  of  messages  as 
the  railway  companies  possess  as  to  re- 
duced transportation  of  passengers,  etc. 
The  provisions  for  tolls,  filing  of  tariffs, 
etc.,  as  to  these  companies  is  provided 
for  in  Sec.  375,  subsecs.  2,  3  and  4,  and. 
generally  speaking,  are  entirely  subject 
to  the  board's  approval  and  may  be  re- 
vised by  the  board  from  time  to  time,  and 
therefore  I  can  find  no  provision  for 
free  carriage  _  of  messages,  excepting 
what  may  be  found  in  sees.  345  and  346 
as  hereinbefore  referred  to.  Sec.  346 
deals  with  members  of  the  Senate  and 
House  of  Commons,  the  members  of  this 
board,  and  such  officers  and  staff  of  the 
board  as  we   may  determine. 

"Sec.  345  gives  to  the  railway  com- 
panies, and  therefore  telegraph  and  tele- 
phone companies,  the  right,  if  they  so 
desire,  of  granting  free  transportation 
to  persons,  and  certain  classes  of  per- 
sons, therein  specifically  designated,  and 
to  such  other  persons  as  this  board  may 
approve  or  permit,  subject  always  to 
the  provisions  regarding  discrimination, 
and  sec.  347  expressly  provides  the  fol- 
lowing: 'Subject  to  the  provisions  of 
sees.  345  and  346  of  this  act,  no  company 
shall  hereafter,  directly  or  indirectly,  is- 
sue or  give  any  free  ticket  or  free  pass, 
whether  for  a  specific  journey  or  per- 
ii>dical  or  annual  pass,  and  no  company 
shall    otherwise    arrange    for    or    permit 


the  transportation  of  pas.'engers  except 
on  payment  of  the  fares  properly  charge- 
able for  such  transportation  under  the 
tariffs  filed  under  the  provisions  of  this 
act,  and  at  the  time  in  effect.'  It  also 
provides  that  nothing  shall  affect  the 
furnishing  of  free  transportation  where 
such  is  specifically  provided  by  any 
other  general  act  of  the  Parliament  of 
Canada. 

"P'irst,  as  to  those  persons  who  are 
entitled  to  free  transportation  by  sec. 
346.  .'Vs  they  receive  their  right  to  free 
transportation  by  law,  I  take  it  they  are 
entitled  to  only  what  is  specifically  men- 
tioned therein,  and  in  general  words  this 
includes  free  transportation  to  members 
of  the  Senate  and  House  of  Commons, 
with  their  baggage,  and  free  transpor- 
tation to  members  of  this  board  and  such 
officers  and  staff  of  the  board  as  we  may 
determine,  with  our  baggage,  equip- 
ment, and  official  car,  and  I  am  unable 
to  convince  myself  by  any  course  of 
reasoning  that  the  provisions  of  sec. 
345,  being  the  section  stating  what  the 
railway  companies  may  do  on  their  own 
initiative,  could  be  held  reasonably  ap- 
plicable to  this  section,  and,  therefore, 
the  persons  mentioned  therein  are  not 
entitled  to  receive  telegraph  and  tele- 
phone franks,  but  I  have  not  the  same 
view  regarding  the  persons  referred  to 
in  sec.  345,  because,  as  that  provides 
what  the  railway  companies  may  do  in 
the  granting  of  free  or  reduced  trans- 
portation, I  feel  it  reasonably  applicable 
that  telegraph  and  telephone  companies 
have  the  same  rights  of  granting  free 
transportation  for  messages,  that  the 
railways  would  have  in  granting  free 
transportation  to  the  parties  therein 
referred   to. 

"The  opinion  which  I  have  already  ex- 
pressed rgearding  the  provisions  of  sec. 
345  with  respect  to  express  companies 
applies  very  largely  to  franks  by  tele- 
graph and  telephone  companies,  with  the 
addition  that  the  exchange  of  telegraph, 
telephone,  and  cable  franks  is  expressly 
provided  for  with  other  telegraph  and 
telephone  companies,  their  officers, 
agents,  and  employes,  and  it  is  my  opin- 
ion that  in  carrying  out  the  privileges 
granted  the  telegraph  and  telephone 
companies  by  the  act.  very  great  care 
should  be  exercised  in  the  distribution 
of  franks,  because  an  application  is  now- 
pending  before  this  board  by  the  tele- 
graph companies,  asking  for  a  very  sub- 
stantial increase  in  their  rates,  amount- 
ing to  from  30  to  35'^'r  of  the  rates  now 
in  force,  and  any  revenue  lost  by  the 
giving  of  franks  must  be  made  up  by 
the  remainder  of  the  community.  Hold- 
ing these  views.  I  consider  it  my  duty 
to  express  them  as  I  have  done,  and 
trust  that  the  telegraph  and  telephone 
companies  will  be  guided,  as  far  as  pos- 
sible, by  the  interpretation  of  the  Rail- 
way .Act  as  herein  set  forth." 

The  foregoing  memorandum  was  con- 
curred in  by  Hon.  W.  B.  Nantel.  Deputy 
Chief  Commissioner  and  by  Commission- 


March,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


131 


ers  Boyce  and  Goodeve.  S.  J.  McLean 
Assistant  Chief  Commissioner  added  the 
following:  "I  agree  in  the  Chief  Com- 
missioner's memorandum.  .\t  page  1, 
line  29,  after  the  word  'and,'  being  the 
first  word  in  the  line,  I  would  suggest 
the  addition  of  the  words  'not  being  ex- 
cluded.' This  will  make  the  meaning 
clearer.     At  the  hearing  on  Jan.  20,  the 


Chief  Commissioner  made  a  statement  as 
to  this  memorandum  having  been  pre- 
pared. His  intention  is  that  it  should 
issue  as  an  interim  judgment,  giving  an 
opportunity,  within  a  reasonable  time, 
for  hearing,  if  such  is  asked  for.  As 
what  is  primarily  concerned  is  the  power 
of  telegraph  and  telephone  companies  to 
issue   franks,   and   the   types   of   persons 


to  whom  same  may  be  issued,  it  seems 
to  me  that,  subject  to  whatever  may  be 
developed  in  further  discussion,  tele- 
graph and  telephone  companies  are  really 
the  only  people  who  should  be  given  an 
opportunity  to  speak  to  the  matter  at  a 
hearing,  the  recipients  of  franks  do  not 
receive  them  as  a  matter  of  right."  Com- 
missioner Rutherford  concurred. 


Transportation  Appointments  Throughout  Canada. 


The  information  under  this  head,  which  is  gath- 
ered almost  entirely  from  official  sources,  is  com- 
piled with  the  greatest  care,  so  as  to  ensure  abso- 
lute accuracy.  Anyone  who  may  notice  any  error 
in  our  announcements  will  confer  a  favor  by  ad- 
vising us. 

Canada  Steamship  Lines  Ltd. — J.  H. 
B.  .A.DAMS,  has  been  appointed  General 
Agent,  Import  and  E.xport  from  Mar.  15. 
Office,  Montreal. 

D.  D'E  COOPER,  heretofore  Agent, 
Import  and  Export,  Toronto,  has  been 
appointed  General  Agent,  Import  and 
Export  from  Mar.  15.     Office,  Toronto. 

J.  H.  EDWARDS,  heretofore  chief 
clerk.  Claims  Department,  Montreal,  has 
been  appointed  Assistant  Freight  Claims 
Agent,  succeeding  J.  J.  Lynch,  deceased. 
Office,  Montreal. 

W.  J.  HUGHES,  heretofore  agent,  Vic- 
toria Pier,  Montreal,  has  been  appoint- 
ed District  Freight  Agent  from  Mar.  15. 
Office,  Montreal. 

W.  J.  KING,  heretofore  Division 
Freight  Agent,  Montreal,  has  been  ap- 
pointed General  Freight  Agent  from 
Mar.   15.     Office,   Montreal. 

W.  P.  O'BRIEN,  heretofore  agent  at 
Quebec,  has  been  appointed  agent,  Vic- 
toria Pier,  Montreal,  from  Mar.  15. 

JOHN  F.  PIERCE,  heretofore  As- 
sistant Traffic  Manager,  freight  and  pas- 
senger lines,  Prescott  and  east,  has  been 
appointed  Passenger  Traffic  Manager, 
with  jurisdiction  over  all  passenger  lines. 
The  position  of  Assistant  Traffic  Man- 
ager is  abolished. 

Canadian  National  Rys.,  Canadian 
Government  Merchant  Marine  Ltd. — 
WILLIAM  PHILLIPS,  heretofore,  Can- 
adian Representative,  Cunard  Line 
Steamships,  Montreal,  has  been  appoint- 
ed European  Manager,  C.N.R.  and  C.G. 
M.M.  Office,  Orient  House,  London,  Eng. 

Canadian  National  Rys. — R.  N.  BLACK 
has  been  appointed  airbrake  instructor. 
Eastern  Lines.  Headquarters,  Moncton, 
N.B. 

E.  BRODERICK,  heretofore  chief 
clerk,  Right  of  Way  Department,  Win- 
nipeg, has  been  appointed  Right  of  Way 
and  Property  Agent,  Western  Lines.  Of- 
fice,  Winnipeg. 

T.  J.  GRACEY,  heretofore  Auditor 
Auditor  of  Disbursements  and  Account- 
ant, Timiskaming  and  Northern  Ontario 
Ry.,  Toronto,  has  been  appointed  Auditor 
of  Disbursements.  Canadian  Northern 
Ry.  System,  vice  T.  R.  Ralph,  deceased. 
Office,  Toronto. 

J.  HAWKINS,  heretofore  Road  Fore- 
men of  Locomotives,  has  been  appointed 
Assistant  Master  Mechanic,  Ottawa  Divi- 
sion, Ontario  District,  and  his  former 
position  has  been  abolished.  Office,  Ot- 
tawa, Ont. 

W.  C.  HUNTER  has  been  appointed 
Airbrake  Inspector,  Eastern  Lines.  Head- 
quarters,  Montreal. 

D.  W.  STEEPER,  heretofore  Assistant 
Superintendent,  Division  2,  Central  Dis- 
trict, Sioux  Lookout,  Ont.,  has  been  ap- 
pointed acting  Superintendent,  Division 
4,  Central  District.     Office,  Winnipeg. 


W.  G.  STRACHAN,  heretofore  Road 
Foreman  of  Locomotives,  has  been  ap- 
pointed Assistant  Master  Mechanic,  Su- 
perior Division,  Ontario  District,  and  his 
former  position  has  been  abolished.  Of- 
fice,  Hornepayne,   Ont. 

Canadian  North  Eastern  Ry. — Lieut.- 
Col.  T.  A.  HIAM,  who,  prior  to  the  war, 
was  private  secretary  to  Sir  Donald 
Mann,  at  Toronto,  has  been  appointed 
Vice  President  of  this  company,  of  which 
Sir  Donald  Mann  is  President.  Office, 
Stewart,  B.C. 

Canadian  Pacific  Ocean  Services  Ltd. — 
A.  R.  DEAN,  has  been  appointed  Travel- 
ling Passenger  Agent,   Chicago,   HI. 

G.  W.  WOOD  has  been  appointed 
Auditor,  vice  John  Leslie,  Comptroller, 
C.P.R.  and  -Auditor  C.P.O.S.,  who  has 
resigned  as  Auditor,  C.P.O.S.,  to  devote 
his  time  to  C.P.R.  duties.  Office,  Mont- 
real. 

Canadian  Pacific  Ry.— G.  BRUCE 
BURPEE,  heretofore  General  Travelling 
Passenger  .'Xgent,  Montreal,  has  been 
appointed  .A.gent,  Passenger  Department, 
Cleveland,  Ohio,  vice  G.  A.  Clifford,  as- 
signed to  other  duties. 

R.  H.  ELLIOTT  has  been  apnointed 
Road  Foreman  of  Locomotives,  Kenora, 
Ont.,  vice  J.  McFadyen. 

F.  F.  W.  LOWLE.  heretofore  General 
Agent,  Alaska  and  Yukon  Territory, 
Juneau,  Alaska,  has  been  appointed 
Local  Freight  Agent,  Edmonton,  Alta., 
vice  R.  F.  Richardson,  whose  appoint- 
ment as  General  Agent,  Alaska  and 
Yukon  Territory,  Juneau,  was  announced 
in  our  last  issue. 

J.  McF.'^DYEN,  heretofore  Road  Fore- 
man of  Locomotives,  Kenora,  Ont.,  has 
been  appointed  Trainmaster  and  Divi- 
sional Master  Mechanic,  Cranbrook,  B.C. 

J.  V.  McNAB,  heretofore  Roadmaster, 
Maple  Creek,  Sask.,  has  been  appointed 
Divisional  Engineer,  Saskatoon  Division, 
Saskatchewan  District,  Saskatoon,  vice 
C.  H.  Fox,  promoted. 

T.  MOFFATT,  heretofore,  chief  engin- 
eer, s.s.  Princess  Victoria,  has  been  ap- 
pointed Machine  Shop  Foreman,  Vic- 
toria, has  been  appointed  Machine  Shop 
Foreman,  Victoria,  B.C.,  vice  E.  Scaplen, 
resigned  to  enter  Consolidated  Whaling 
Corporation's  service. 

W.  M.  NEAL,  heretofore  General  Sec- 
retary, Railway  Association  of  Canada, 
Montreal,  has  been  appointed  Assistant 
General  Superintendent,  Quebec  District, 
C.P.R.     Office,  Montreal. 

G.  H.  NOWELL,  heretofore  Master 
Mechanic,  Revelstoke  Division,  British 
Columbia  District,  Revelstoke,  has  been 
appointed  Master  Mechanic,  Lethbridge 
Division,  Alberta  District,  vice  G.  Twist, 
transferred.     Office,  Lethbridge. 

P.  J.  QUILTY  has  been  appointed 
Trainmaster,  Brownville  Division,  New 
Brunswick  District.  Office,  McAdam, 
N.B. 

D.  M.  SMITH,  heretofore  Master  Me- 
chanic, Cranbrook,  B.C.,  has  been  ap- 
pointed  Master  Mechanic,  Medicine  Hat 


Division,  .Alberta  District.  Office,  Medi- 
cine Hat. 

H.  G.  STUDD,  has  been  appointed 
Auditor  for  Europe.  Office,  London, 
Eng. 

Grand  Trunk  Ry. — Upon  the  release 
of  G.T.R.  lines  in  the  U.S.  west  of  De- 
troit and  St.  Clair  Rivers,  and  east  of 
Norton  Mills,  Vt.,  from  Federal  control. 
Mar.  1,  the  jurisdiction  of  the  company's 
executive  officers  will  be  extended  over 
them. 

Upon  the  release  of  G.T.R.  lines  in 
the  U.S.  east  of  Norton  Mills  from  Fed- 
eral control.  Mar.  1,  they  will  revert  to 
and  be  embraced  in  the  Eastern  Lines, 
G.T.R.  System,  and  the  jurisdiction  of 
the  general  and  divisional  officers  of  the 
transportation,  engineering,  telegraph, 
motive  power  and  car  departments  is 
extended  accordingly. 

J.  H.  BURGIS,  heretofore  General 
Agent,  Passenger  Department,  Grand 
Trunk  Western  Lines  Rd.  (U.S.R.A.), 
Detroit,  Mich.,  has  been  appointed  Gen- 
eral -Agent,  Passenger  Department,  G.T. 
R.,   there. 

R.  L.  BURNAP,  heretofore  Traffic 
Manager,  Grand  Trunk  Western  Lines 
Rd.  (U.S.R.A.),  Chicago,  111.,  has  been 
appointed  Freight  Traffic  Manager,  G.T. 
R.  lines  in  the  U.S.,  west  of  Detroit  and 
St.  Clair  Rivers.     Office,  Chicago. 

J.  CAMERON,  heretofore  Chief  of 
Tariff  Bureau,  Grand  Trunk  Western 
Lines  Rd.,  Chicago,  111.,  has  been  ap- 
pointed Chief  of  Tariff  Bureau,  G.T.R., 
there. 

J.  D.  EDWARD,  heretofore  Federal 
Treasurer,  Grand  'Trunk  Lines  in  New 
England  (U.S.R.A.),  Portland,  Me.,  has 
been  appointed  Local  Treasurer  of  these 
lines,  on  their  release  from  federal  con- 
trol.  Mar.   1.     Office,   Portland,   Me. 

E.  C.  ELLIOTT,  of  the  Passenger 
Traffic  Manager's  office,  has  been  ap- 
pointed District  Passenger  Agent,  at 
Bonaventure  Station,  Montreal,  succeed- 
ing JOS.  QUINLAN,  who,  after  43  years 
faithful  service,  will  retire  under  the 
provisions  of  the  company's  superannua- 
tion fund,  on  Apr.  1,  to  which  date  he 
has  been  given  leave  of  absence. 

R.  H.  FISH,  heretofore  Superintend- 
ent, Stratford  Division,  Stratford,  Ont, 
has  been  appointed  General  Superintend- 
ent, Eastern  Lines,  vice  W.  R.  Davidson, 
transferred  to  Western  Lines.  Office, 
Montreal. 

E.  F.  FLINN,  heretofore  General 
Western  Freight  Agent,  Chicago,  111., 
has  been  appointed  General  Freight 
Agent,  Grand  Trunk  lines  in  the  U.S., 
west  of  Detroit  and  St.  Clair  Rivers. 
Office,  Chicago. 

F.  FOSTER,  heretofore  General  Fore- 
man, Ottawa,  Ont.,  has  been  appointed 
Assistant  to  Superintendent,  Motive 
Power,  AUandale,  Ont.,  vice  J.  Vass, 
transferred. 

C.  A.  GORMALY,  heretofore  Divi- 
sion Freight  Agent.  Grand  Trunk  West- 
ern  Lines   Rd.    (U.S.R.A.),  Chicago,   111., 


V.V2 


CANADIAN  UAII.W  AY  AND  MARINE  WOULD 


March.  1920. 


h«8  iH-vn  ftppoinU-d  Divinion  KrvlKht 
AuonU  t;.T.R.,  thvrc. 

n.  H.  IIA.MILU  hintnfon-  Grnprul 
AKfnt,  Kn-iirht  IK-portiiu-nt,  Cimnd 
Tnink  Wi-mUtii  L\ih-»  Kd.  (U.S.R.A.), 
Ilrtroil,  Mich.,  hnii  boi-n  appointed  Gi>n- 
••ral  AjTfnt,  Krfi»tht  Doiwrtment,  G.T.K., 
thoro. 

J.  I).  McDonald,  horotofore  General 
I'nssmKfr  nnd  Knk'k'iKe  Accnt,  Grand 
Trunk  Wc.morn  I.ino!«  Rd.  (U.S.R.A.). 
•  'hirnis'o,  III,,  has  boon  appointed  Gcn- 
crnl  PiisMturiT  .'\nfnt,  olso  in  charffc  "f 
Itu^:^.•Il^:o    Department,  G.T.K.,   there. 

A.  /.  .Mll.l.IN.S,  heretofore  Division 
l-'roii;ht  .'VKent,  Grand  Trunk  We.storn 
l.ino.s  Rd.,  Grand  Rapids,  Mich.,  has  boon 
apiMiinted  Division  Freiitht  Apont,  G.T. 
K.,   there. 

G.  L.  .NELSON,  heretofore  General 
Froikrht  nnd  I'asson^er  .\j:ent.  Grand 
Trunk  Linos  in  New  EnplancI  (U.S.R.A.), 
I'ortlnn<l.  .Me.,  has  been  appointed  Divi- 
.sion  Frci>:ht  Ajrent,  G.T.R.,  Portland, 
.Me. 

C.  G.  ORTTENBERGER,  heretofore 
General  Acent,  PassenKor  Department, 
Grand  Trunk  Western  Lines  Rd.  (U.S. 
R.A.),  C'hicasro,  III.,  has  been  appointed 
General  Apent,  Passenger  Department, 
G.T.R.,  there. 

IL  W.  PLOSS,  heretofore  General 
.Apont,  Freijrht  Department,  Grand 
Trunk  Western  Lines  Rd.,  Milwaukee, 
Wis.,  has  been  appointed  Commercial 
Ajrent,  G.T.R.,  there. 

W.  PILFORD  is  reported  to  have 
been  appointed  Supen-isor  of  Track,  with 
territory  from  Guclph  to  Harrisburir,  and 
Kitchener  to  Weston,  Ont.  Office, 
Guelph.  Ont. 

W.  H.  S.\.MPLE.  General  Superinten- 
dent of  Motive  Power  and  Car  Depart- 
ment, Montreal,  has  also  been  appointed 
ConsultinK  Enpinecr,  Motive  Power  and 
Car  Department,  G.T.R.  lines  in  U.S., 
west  of  Detroit  and  St.  Clair  Rivers. 

W.  n  SPICER,  heretofore  Assistant 
General  Frcipht  Atrent,  Grand  Trunk 
Western  Lines  Rd.  (U.S.R.A.),  Detroit, 
Mich.,  has  been  appointed  Assistant 
General  Freight  Agent,  G.T.R.,  Detroit, 
-Mich. 

W.  C.  TOMKINS,  formerly  Local 
Treasurer.  G.T.R.  Lines  west  of  Detroit 
and  St.  Clair  Rivers,  Detroit,  Mich.,  re- 
sumes that  position,  on  the  release  of 
the  G.T.R.  lines  in  the  U.S.,  from  fed- 
eral control.   Mar.   1. 

JOHN  VASS,  heretofore  Assistant  to 
Superintendent,  Motive  Power,  Allan- 
dale,  Ont.,  has  been  appointed  Locomo- 
tive Inspector,  U.S.  lines  west  of  De- 
troit and  St.  Clair  Rivers.  Office,  Mil- 
waukee .let.,   Wis. 

H.E.  WHITTENBERGER.  heretofore 
Fe<leral  Manager,  CIrand  Trunk  West- 
em  Lines  Rd.  (U.S.R.A.),  Detroit,  Mich., 
has  been  appointed  General  Manager, 
G.T.R.  Lines  in  the  U.S.,  west  of  De- 
troit and  St.  Clair  Rivers,  effective  on 
the  release  of  G.T.R.  lines  from  federal 
control,  .Mar.  1.     Office,  Detroit,  Mich. 

Grand  Trunk  Pacific  Ry.— O.  CARL- 
SON has  boon  appointed  Rondniastor, 
Prince  Rupert,  B.C.,  with  territory  from 
Pacific  to  Prince  Rupert,  vice  E.  Gunder- 
son,  who  has  retumod  to  his  former 
duties  as  section  foreman,  Smithors,  B.C. 
The  office  of  the  roadniastor  of  thsi  ter- 
ritory will  be  moved  to  Pacific,  B.C.,  in 
the  ni-ar  future. 

P.  McGETTIGAN,  heretofore  acting 
Roadnmster,  has  been  appointed  Road- 
master,  Endiiko,  B.C. 

C.  B.  MUTfHLER,  heretofore  Train- 
master, has  been  appointed  Assistant 
Superintendent,  Melville,  Sask. 


(;urlph  Junction  Ky.- T.  J.  MOORp:, 
(°ity  .Miiniii^cr,  (tuelph,  (Jnt.,  in  reported 
to  have  been  eli-cted  Secretary-Treosur- 
or,  (iurlph  Jet.  Ry.  Co.,  in  succenHion  to 
the  late  Col.  A.  H.  Macdunald.  The 
duties  of  the  position  are  little  more 
than  nominal,  and  in  making  the  pren- 
ent  appointment  the  city,  which  owns 
the  railway,  will  save  the  $600  a  year 
paid  as  ."alary  to  the  late  Sccretary- 
Treasurer. 

OHhawa  Ry.  —  J.  E.  DALRYMPLE, 
Vice  President  (Traffic).  G.T.R.  and  G. 
T.P.R.,  .Montreal,  has  also  been  elected 
President,  Oshuwa  Ry.  (electric),  vice  K. 
W.  Ruthbun. 

Railway  AKKOciation  of  Canada — C.  P. 
RIDDELL,  heretofore  Assistant  Secre- 
tary, has  been  appointed  Secretary,  vice 
W.  M.  Neal,  resigned  to  re-enter  C.P.R. 
ser\'ice.     Office,  Montreal. 

G.  A.  BALFOUR,  heretofore  Assist- 
ant to  General  Superintendent,  Quebec 
District,  C.P.R.,  Montreal,  has  been  ap- 
pointed. Assistant  Secretary,  Railway 
Association  of  Canada,  vice  C.  P.  Rid- 
dell,  promoted. 

Timiskaming  and  Northern  Ontario 
Ry.— D.  HAMILTON  has  been  appoint- 
ed acting  Auditor  of  Disbursements  and 
Accountant,  Toronto,  vice  T.  J.  Gracey, 
resigned  to  enter  C.N.R.  service. 


United  States  Railways  Returned 

to  the  Companies  by  the 

Government. 


The  act  to  provide  for  the  termina- 
tion of  federal  control  of  railroads  and 
systems  of  transportation,  to  provide  for 
the  settlement  of  disputes  between  car- 
riers and  their  employes,  to  further 
amend  the  act  to  regulate  commerce  as 
approved,  Feb.  4,  1887,  and  as  amended, 
and  for  other  purposes  as  passed  by  the 
U.S.  Senate  and  House  of  Representa- 
tives, was  sent  to  President  Wilson  on 
Feb.  2.5,  and  having  been  signed  by  him 
went  into  effect  at  12.01  a.m.,  Mar.  1. 
It  is  divided  into  four  parts,  the  first 
dealing  with  definitions.  The  second 
opens  with  the  declaration  that  federal 
control  of  the  railways  and  other  sys- 
tems of  transportation  shall  terminate 
at  12.01  a.m..  Mar.  1,  and  the  following 
sections  deal  with  the  manner  of  the 
closing  out  of  all  matters  as  between 
the  government  control  and  the  private 
owners. 

A  section  dealing  with  the  guaranty 
to  carriers  after  the  termination  of  fed- 
eral control,  provides  that  the  companies 
shall  file  an  acceptance  of  the  terms  by 
Mar.  If),  upon  filing  of  which  the  gov- 
ernment guarantees  to  the  railways,  for 
six  months,  half  a  year's  standard  re- 
turns, and  should  there  be  any  excess 
earnings  over  the  guaranteed  amount, 
one-half  of  such  excess  is  to  be  paid  to 
the  general  railroad  contingent  fund. 
During  the  guaranty  period  any  of  the 
companies  concerned  may  make  applica- 
tion to  the  Interstate  Commerce  Com- 
nii.ssion  for  advances  on  account  of  fixed 
charges  and  operating  expenses  in  excess 
of  the  guaranty,  and  such  ads'ances  may 
be  made  at  Grv.  Provision  is  olso  made 
for  the  ending  to  the  companies  for 
five  years  on  capital  account,  $300,000,- 
000  to  be  used  as  a  revolving  fund. 

Another  section  deals  with  the  posi- 
tion of  labor  and  provides  for  the  es- 
tablishment of  the  Railway  Tribunol 
Hoard  of  Appeal  to  consist  of  nine  mem- 
bers, three  to  represent  labor;  three  the 
public,   with   power  to   take   jurisdiction 


of  diiiputcs  between  the  companies  and 
their  employes  which  threaten  inter- 
ference with  intomtate  commerce. 

The  headquartem  of  the  board  wdl  be 
in  Chicago,  III.,  but  it  may  hold  sittings 
anywhere.  The  members  of  the  board  are 
to  be  appointed  for  five  years,  will  be 
paid  $10,000  a  year  each,  and  must  be 
approved  by  the  Senate.  This  section 
also  provides  that  wages  and  salaries 
not  loss  than  those  in  effect  ut  the 
termination  of  federal  control  must  be 
paid  by  the  companies  until  Sept.  1,  next. 

The  outstanding  feature  of  the  act  is 
contained  in  sec.  4,  which  directs  the 
Interstate  Commerce  Commission  to  es- 
tablish rates  that  will  yield  to  the  car- 
riers in  each  rate  making  group,  a  net 
railway  operating  income  equal  to  h^Te 
of  the  aggregate  property  value  of  the 
roads  in  such  group.  The  commission 
may  add  to  this  rate  '•i  of  K'r  for  addi- 
tions, betterments  and  improvements, 
which  under  the  commission's  account- 
ing rules,  are  charged  to  capital  account. 
Earnings  in  excess  of  6"r  will  be  divided 
equally  between  the  railway's  reserve 
fund  and  the  federal  general  contingent 
fund,  which  will  be  administered  by  the 
commission  in  aiding  the  development  of 
transportation,  by  loans  to  companies 
and  the  purchase  of  equipment  to  be 
leased  to  companies.  The  section  also 
provides  that  after  120  days  from  the 
act  going  into  effect,  it  shall  be  unlaw- 
ful for  any  of  the  companies  to  issue 
new  capital  stock  or  bonds,  or  to  assume 
any  liability  as  lessor,  guarantor,  etc., 
except  with  the  authority  of  the  Inter- 
state Commerce  Commission. 


The  Canadian  Traffic  League,  which 
was  formed  in  Oct.,  1917,  consists  of 
commercial  traffic  managers,  and  others 
in  charge  of  traffic  for  firms  shipping 
in  Canada,  and  has  a  membership  of 
nearly  100.  The  officers  are  A.  W.  Bell, 
Traffic  Manager,  General  Motors  Ltd., 
Oshawa,  Ont.,  President;  F.  W.  Dean, 
Traffic  Manager.  Steel  Company  of 
Canada;  Hamilton,  Ont.,  Vi<e  President, 
and  A.  H.  Thorpe,  Traffic  Manager,  Wm. 
Davics  Co.,  Toronto,  Secretar>--Treasurer. 
Regular  meetings  are  held  at  the  Cana- 
dian Manufacturers'  Association's  of- 
fices in  Toronto  on  the  first  Wednesday 
of  each  month,  but  the  meeting  on  Mar. 
.'i  will  be  at  the  Board  of  Trade  offices, 
Hamilton,  Ont. 

Dutch  Railways  Electrification  —  A 
cablegram  from  The  Hague,  Holland, 
states  that  a  commission  of  Dutch  en- 
gineers will  visit  this  continent  shortly 
to  study  the  electrification  of  railways, 
with  a  view  to  changing  the  motive 
power  on  the  Dutch  railway  systems 
from  steam  to  electricity. 

The  United  Brotherhood  of  Mainten- 
ance of  Way  Employes  and  Railway 
Shop  Laborers  has  opened  a  retail  store 
in  Windsor,  Ont.,  for  the  sale  of  gloves, 
mittens,  etc.,  and  has  made  arrange- 
ments with  other  stores  in  the  city  for 
the  supply  of  goods  of  various  kinds  to 
members   at    re<luced   rates. 

The  Canadian  Brotherhord  of  Railway 
Employes  is  reported  to  have  elected 
the  following  officers  at  a  meeting  in 
Montreal,  Fob.  16:  Chairman,  C.  E.  Cole, 
Moncton,  N.B.;  Vice  Chairman;  L.  E. 
Loforio,  Toronto;  Secretary,  B.  Gum- 
ming?, Moncton. 

U.S.  shipbuilders  are  reported  to  be 
building  or  have  under  contract  for  pri- 
vate companies.  i>3  tank  steamships  of 
more  than  1,000,000  d.w.  tonnage,  to  cost 
$200,000,000. 


March,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


133 


Canadian  Railway 
MaririeWorld 


Devotee!  to  Steam  and  Electric  Railway, 
Marine,   ShipbuihiinK   and    Railway,   Harbor  and 

Canal   Contractors'   Interests. 
Official  Organ  of  various  Canadian  Transporta- 
tion Associations. 
Published  on  the  first  of  each  month  at 
70  Bond  Street.  Toronto.  Canada. 


ACTON  BURROWS, 
Proprietor  and  Editor. 


AUBREY    ACTON    BURROWS, 
Business   Manager. 


Assistant  Editors, 
John  Keir  and  Donald  F.  Keir 


United  States   Business  Representative, 

A.  Fenton  Walker,  143  Liberty  St.,  New  York. 


Member  of 
Associated       Bxisiness       Papers, 
Audit     Bureau    of     Circulations 
Canadian    National    Newspapers 

and   Periodicals  Association, 
Canadian        Press      Association, 


SUBSCRIPTION  PRICE,  including  postage  any- 
where, 32  a  year  in  advance, 

SINGLE  COPIES,  25  cents  each,  including 
postage. 

The  best  method  of  remitting  is  by  express  or 
post  office  money  order.  If  remittance  is  made 
by  cheque.  15  cents  should  be  added  to  cover  cost 
of  collection  unless  cheque  is  payable  at  par  in 
Toronto  or  Montreal. 

NOTICE   TO    ADVERTISERS. 
ADVERTISING  RATES  furnished  on   application. 
ADVERTISING  COPY  must   reach   the   publishers 
by   the   10th   of   the  month   preceding   the   date  of 
the  issue  in  which  it  is  to  appear. 

TORONTO.    CANADA,   MARCH.    1920. 

PRINCIPAL    CONTENTS. 

Aerial    Transportation    Notes 125 

Appointments,    Transportation 181 

Birthdays  of  Transportation   Men IIS 

Board  of  Railway  Commissioners, — 

Orders    by.    Summaries    of 137 

Traffic    Orders    139 

Canadian  National  Rys..  Construction 128 

Canadian   Northern    Ry.   Report 116 

Canadian    Pacific    Ry..    Construction 122 

President's    Speech    at    Winnipeg Ill 

Edmonton.    Dunvegan    and    British    Columbia 

Ry's    Future 134 

Electric   Railway  Department  141  to  148 

British    Columbia   Electric   Ry.'s   Report 146 

Finance,    Meetings,    Etc 147 

Freight   and    Passenger  Rate  Increases 141 

Hydro    Electric    Power    Commission    of    On- 
tario's   Railway    Projects    143 

New   Brunswick   Power  Co.'s  Report 148 

Ottawa   Electric   Ry.'s   Service  at   Cost 142 

Projects,   Constructon,   Etc 145 

Toronto   Ry.   Report  and  Meeting 144 

Wages,    Working    Conditions,    Etc 148 

Express   Companies,    Among   the 140 

Express  Franks  Considered  by  Board  of  Rail- 
way   Commissioners    114 

Freight  and    Pa.ssenger  Traffic  Notes 129 

Grand   Trunk   Ry.,   Acquirement  by  Dominion 

121 


Construction.     Etc 124 

Mainly    About    Railway    People    119 

Marine  Department  149  to  165 

Canada    Steamship    Lines*    Report 155 

Canadian     Government      Merchant     Marine, 

Shipbuilding.     Operation,     Etc 149 

Government    Grain    Elevators.    Etc.,    at    At- 
lantic   Ports    164 

Shipbuilding,    General,   in   Canada 160 

Shipbuilding    in    Canada    for    British    Gov- 
ernment      152 

Shipbuilding   in   Scotland.   1919  and   1920 153 

United   States    Shipping    Board's    Work    and 

Policy 154 

Vancouver    Dry    Dock    156 

Railway    Development    185 

Railway    Earnings    121 

Railway    Engineers'     Classification,     Qualifica- 
tions.   Etc 115 

Railway   Rolling   Stock   Orders   and    Deliveries  126 
Railways,     British,     Results     of     Government 

Control    133 

Railways     in     United     States     Released     from 

Federal    Control     132 

Telegraph,   Telephone  and  Cable  Matters 140 

Telegraphs  and  Telephones,  Romance  of 127 


Results  of  Government  Control  of 
British  Railways. 

The  Mini.ster  of  Transport  issued  a  re- 
port recently  showing  the  results  of 
workinK  the  railways  during:  the  periods 
of  government  control  of  railways  in 
Great  Britain,  from  Aug.  5,  1U14  to  Aug. 
31,  1919,  and  in  Ireland  from  Jan.  1, 
1917  to  Aug.  31,   1919. 

For  the  period,  Aug.  5,  1914  to  Mar. 
31,  1919,  the  revenue  earned  from  all 
sources  exceeded  expenditure  and  the 
guarantee  by  about  £2,000,000  to  £7,000,- 
000,  according  as  the  lower  or  higher 
figure  (£10,000,000  or  £1.''),000,000),  of 
the  value  of  the  services  rendered  to  the 
government  during  the  period  of  control 
by  the  "other  businesses"  (i.e.  apart  from 
conveyance  by  rail)  is  taken.  There  are, 
however,  to  be  set  against  this  margin 
serious  deferred  liabilities  in  respect  of 
replacement  of  stores  and  materials,  ar- 
rears of  maintenance  and  abnormal  wear 
and  tear.  The  amount  of  these  liabili- 
ties cannot  at  present  be  ascertained. 

In  the  current  financial  year  the  re- 
sults for  the  first  five  months  show  a 
balance  of  revenue  over  expenditure  of 
£12,183,934.  The  proportion  of  the 
guarantee  for  the  same  period  is  £21,- 
226,600,  and  the  deficit  is  therefore  £9,- 
042,666.  Two  important  factors  affect 
the  expenditure  for  the  whole  year  as 
compared  with  the  first  five  months: 
The  increased  price  of  coal,  which  took 
effect  on  July  21,  1919,  is  not  reflected 
fully  in  the  August  figures,  whereas  it 
will  be  a  heavy  item  in  the  later  months, 
and  various  concessions  to  railwaymen, 
not  fully  operative  in  the  earlier  months, 
will  also  increase  the  wages  bill.  It 
must  further  be  borne  in  mind  that  rail- 
way revenue  accrues  disproportionately 
in  the  earlier  months  of  the  financial 
year.  The  sum  of  £60,000,000  was  taken 
in  the  estimates  to  represent  the  an- 
ticipated cash  payments  in  the  financial 
year  ending  Mar.  31,  1920,  which  will 
include  a  portion  of  the  liabilities  for 
earlier  years,  but  will  not  cover  the 
whole  of  the  1919-20  and  other  outstand- 
ing liabilities. 

An  estimate  of  the  deficit  which  will 
fall  on  the  exchequer  in  respect  of  the 
financial  year  has  been  made,  based  on 
the  latest  operating  results,  and  is  as 
follows: 

Estmiate  of  Deficit  for  Year  Ended  Mar.  31,  1920. 

OPERATING    RESULTS. 

Receipts. 

Railway   working — 

Public    traffic    £157.400,000 

Government    traffic    19,200,000 

£176,600,000 

Expenditure   173,500,000 

Net    receipts    «    8.100,000 

Other   businesses — Net   receipts    300,000 

S     8,400,000 

GOVERNMENT    LIABILITY. 
Guarantee   of    1913    net   rev- 
enue     f47.-100.000 

Interest     on     new     capital....     1,000,000 

48,400,000 

Deduct — 

Net   receipts   as   above 3,400,000 

Net     deficit     falling     on 

Exchequer  «  45,000.000 

The  figures  thus  show  a  probable  de- 
ficit of  £4.5,000,000.  Any  improvement 
in  the  position  is  mainly  due  to  the  ex- 
traordinary increase  in  passenger  traf- 
fic last  summer,  and  to  the  decision  to 
apply,  from  April  1,  1919,  to  govern- 
ment traffic  the  same  rates  of  increase 
as  have  been  made  to  the  public.  The 
latter  results  in  a  credit  to  the  railway 
account    of    about    £."),000,000,    but    this 


credit  involves  a  corresponding  charge 
to  other  government  departments.  It 
should  be  added  that  the  present  esti- 
mate of  £45,000,000  as  the  amount  of  the 
deficit  may  prove  to  be  inadequate,  if 
the  drop  from  the  summer  level  of  pas- 
senger receipts  is  more  marked  than 
usual,  as  may  well  be  the  case  in  view 
of  the  unprecedented  height  attained, 
and  as  a  result  of  the  dislocation  of  busi- 
ness by  labor  troubles.  On  the  other 
hand,  no  allowance  is  made  for  any 
growth  of  revenue  from  increases  in 
freight  rates  which  may  become  opera- 
tive before  the  close  of  the  financial 
year. 

Toronto  Viaduct  and  Union  Station 


The  question  of  the  erection  by  the 
C.P.R.  and  the  G.T.R.  of  a  viaduct  along 
the  Toronto  water  front  to  eliminate 
level  crossings,  came  before  the  Toronto 
Board  of  Control,  Feb.  17,  when  it  was 
decided  to  have  a  conference  with  the 
Toronto  Harbor  Commissioners  on  the 
matter,  A  meeting  was  arranged  to  be 
held  Feb.  20  between  representatives  of 
the  city,  the  Harbor  Commission  and  the 
Board  of  Trade.  The  mayor  of  Toronto 
is  reported  to  have  said,  Feb.  19: — "Both 
the  harbor  commissioners  and  the  city 
are  in  favor  of  the  viaduct  order  and 
are  opposed  to  any  departure  therefrom 
in  any  particular.  We  have  laid  down 
a  policy  which  I  think  will  be  agreeable 
to  the  city  and  the  board  of  trade,  that 
if  the  railways  will  buy  the  right  of 
way  of  the  viaduct,  between  Scott  and 
Cherry  Sts.,  which  will  give  us  ample 
evidence  of  their  intention  to  go  on  with 
the  work,  we  will  be  glad  to  discuss  with 
them  the  temporary  operation  on  the 
level  of  the  new  union  station,  but  not 
otherwise.  There  has  been  some  delay 
owing  to  the  change  of  owners  of  the 
G.T.R." 

Railway  Finance,  Meetings,  Etc. 

New  York  Central  Ky.  Co.— There  has 
been  deposited  with  the  Secretary  of 
State  at  Ottawa,  an  agreement  dated 
Jan.  24,  between  the  New  York  Central 
Rd.  Co.  and  others,  and  the  Guaranty 
Trust  Co.  of  New  York  as  trustee,  being 
supplemental  to  a  lease  of  June  8,  1910, 
under  the  New  York  Central  Lines 
Equipment  Trust  of  1910. 


Canadian  National  Rolling  Stock  Ltd. 

has  been  incorporated  under  the  Domin- 
ion Companies  Act,  with  .$500,000  au- 
thorized capital,  and  office  at  Toronto, 
to  build,  own,  operate,  manager  and  deal 
in  engines,  movable  and  stationary,  and 
rolling  stock  of  every  form  and  descrip- 
tion, rails,  ties,  machinery,  tools,  stores 
and  equipment  of  all  kinds  for  construc- 
tion, opei'ation  and  maintenance  of  rail- 
ways, and  ships  of  every  description. 
The  incorporators  are:  D.  B.  Hanna,  A. 
J.  Mitchell,  G.  Ruel,  Toronto;  E.  E.  Fair- 
weather,  Ottawa,  all  officials  of  Cana- 
dian National  Rys.,  and  G.  A.  Bell,  CM. 
G.,  Deputy  Minister  of  Railways  and 
Canals,  Ottawa. 

The  Canadian  Tran.sfer  Co.'s  directors 
for  the  current  year  as  elected  at  the 
recent  annual  meeting  at  Montreal,  are: 
Hugh  Paton,  G.  R.  Starke,  Sir  Montagu 
Allan,  F.  W.  Molson  and  F.  M.  McRobie. 

The  Dominion  Public  Works  Depart- 
ment will  receive  tenders  to  April  15, 
for  packing  of  material  and  supplies  for 
points  along  the  Yukon  telegraph  line, 
between  Hazelton  and  Atlin,  during  1920, 
1921  and  1922. 


l.M 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


March,  1920. 


The  Edmonton.  |)un%oKan  and  British  Columbia  Ky.s  Future. 


The  prt'Sfnt  pomlion  iind  fulun-   pron- 
p«-ct»   of   thi"    K<lmi>nlon.    Dunvi-irnn   •ml 
Hritish  Columbm   Ky.  and  it.s  two  Bllii-d 
lin.-*.  th.>   AIImtU  and  Croat  Wntrrwayn 
Ky.,   ami   thi-   Canaila   Conlnil    Ry..   have 
IxH-n   (liiHUKMcl   at    k'rinl   linKlh    for   thf 
Ia»t    y.nr    or    s...      Tho    K.D.    &    B.(  .R.. 
which  sUrt.H  at  Kdmonton,  Attn.,  and  \l» 
two   subKidiarir.s    hnvi-   a    total    length   of 
about    7f)f.   niili-.H,   the    prenont   tfrminals 
homit     n.-ar      McMurray.   at     the     Peace 
River,  at  Cratid  F'rairie,  and  at  the  Spirit 
River.  There  hii.-*  Iwen  some  cradinR  done 
beyond    the    two   latter   pointn.   the   oric- 
iniil    intention    having    been    to    connect 
with    the    r«.ilic    Creat    Kastern    Ry..    at 
the    .\lberU- British    Columbia    boundary. 
The    toul    mileaire    in    operation    durini? 
I'.tl'.i  was  approximately  594  miles.  Some 
negotiations   took   place  in   1919  with  the 
Dominion   Government  to   have   the   lines 
taken   over  an.l   linked   up  with   the  Can- 
adian National  Rys.,  but  nothintr  definite 
was    done.      Other    reports    credited    the 
f.P.R.  with   l)einjr  desirous  of  acquinnd 
these   lines,    but    President   Beatty,   dur- 
ing  his   recent  visit  to   the  west,   is   re- 
ported to  have  stated  positively  that  his 
company  does  not  want  them.    Early  this 
year  negotiations  were  reported  to  have 
resumed  with  the  Dominion  Government. 
The  Premier  of  Alberta  is  reported  to 
have    made    the    following    sUtement    in 
the  legislature  on  Feb.  20: 

"At    various    times    during     the     past 
year,  particularly  during  the  feed  short- 
age, complaints  have  been  made   to  the 
government  as  to  the  unsatisfactory  ser- 
vice being  rendered  by  the  E.D.  &  B.C.R. 
Lack    of   proper   transportation    of    both 
passengers    and    freight    had    created    a 
situation  which  in  the  government's  opin- 
ion   it  was  absolutely  necessary  to  rem- 
edy      Default    had   already    taken    place 
in   pavment  of  interest,   on   the  guaran- 
teed   bonds   and     the    government     com- 
menced   legal    proceedings    for    the   ap- 
pointment of  a  receiver,  under  the  pro- 
vision of  the  trust  deed  by  way  of  mort- 
gage  securing   the   bondholders   and   the 
government.      J.    D.    McArthur   then    in- 
formed the  government  that  negotiations 
were  being  carried  on  between  the  com- 
pany    and     the     Dominion     Government 
either   for    financial    assistance   or    pur- 
chase   of    the    road.      In     informed     him 
that,  in  order  to  stay  proceedings  under 
the  deed  of  trust,  it  would  be  necessary 
for   this    government   to   have   documen- 
tary   evidence    of    the    intentions    of    the 
Dominion  Government  in  connection  with 
this  matter.     In  compliance  with  this  re- 
quest,  evidence   has    been    placed   in    the 
hands    of    this    government,   and   at    the 
conclusion  of  the  address  in  reply  to  the 
speech  from  the  throne,  I  will  be  pleased 
to   lay   copies   of   the   correspondence   on 
the  table  of  the  house."  ,     ,.      ,  , 

The  Premier  of  Alberta  made  the  fol- 
lowing further  statement  in  the  legis- 
lature, Feb.  2:!:— "I  saw  the  contents  of 
a  letter  from  Sir  Robert  Borden  to  .1. 
D.  McArthur,  informing  him  that  he  had 
appointed  a  committee  of  the  govern- 
ment to  deal  with  his  request  for  as- 
sistance or  purchase,  just  prior  to  his 
leaving  Ottawa,  in  December,  and  I  also 
.»aw  a  letter  written  by  Sir  George 
Foster  to  .1.  I).  McArthur,  copy  of  which 
I  am  placing  on  the  Ubie  today.  That 
we  were  not  called  upon  by  the  railway 
company  to  pay  interest  on  guaranteed 
bonds,  which  became  due  on  peb.  Ifi,  i» 
evidence,  I  think,  that  the  financial  in- 
terests backing  the  company  feel  con- 
fident that  the  arrangement  can  be  con- 


.suiiiuled    between    the    company    and    the 
Dominion    Government." 

The  correspondence  laifl  on  the  tabic 
consisted  of  the  following  letters: 

Fnim  .1.  I>.  McArthur  to  Premier  Ste- 
wart. Feb.  fi,  1920:  -".lust  prior  to  the 
departure  of  Premier  Borden  from  Ot- 
tawa la.st  month,  a  sub-committee  of  the 
Dominion  Cabinet  was  appointed  to  con- 
sider the  applications  which  I  had  made 
to  the  Dominion  Government  for  as- 
sistance to  the  K.D.  and  B.C.R.  by  way 
of  subsidy  or  otherwise.  This  commit- 
tee has  since  had  the  matter  under  con- 
sideration and  I  enclose  a  copy  of  IctUr 
received  by  me  from  Sir  Geo.  E.  Foster, 
acting  Prime  Minister,  which  sets  forth 
the  government's  decision  in  this  mat- 
ter. Negotiations  referred  to  in  Sir 
George's  letter  are  in  progress  and  in 
viewof  that  fact,  I  trust  that  your  gov- 
ernment will  -sec  its  way  clear  to  with- 
hold any  contemplated  legal  action 
against  the  company  by  reason  of  any 
default  on   its  part."  ,    t^    „ 

From  Sir  Geo.  E.  Foster  to  J.  D.  Mc- 
Arthur, Jan.  24,  1920:— "With  regard  to 
the  application  made  by  you  in  your  let- 
ter  of  .Ian.   20,   for  a   subsidy   or   other 
assistance  to  the  E.D.  &  B.C.R.,  and  its 
branches.   I   beg  to  advise   you  that  the 
government,  after  due  consideration,  has 
come   to   the  decision   that  it  would   not 
be    justified,    under    financial    conditions 
now  prevailing,  to  ask  parliament  to  ap- 
prove a  cash  subsidy  to  these  lines.     On 
the   other   hand,   the   government  recog- 
nizes  that  the   railway   referred   to   was 
projected    and    constructed    to    open    up, 
develop   and   colonize   a   very   large   atid 
desirable   section   of  western   Canada   in 
which    practically    all     the    natural     re- 
sources are  now  owned  and  controlled  by 
the   Dominion   and   that  for   this   reason 
there    would    have    been    justification    in 
the  past  for  granting  a  subsidy  to  assist 
in  the  construction  of  the  lines  mention- 
ed to  the  extent  of  some  three  or  four 
million   dollars.     The   government  must, 
however,   teke   into   consideration   condi- 
tions as  they  now  exist  and  as  they  are 
likely    to    continue     for    some    years     to 
come.     Realizing  that  owing  to  the  set- 
tlement of  the  Peace  River  country  and 
its  proper  further  development,  the  lines 
of  railway  referred  to  must  continue  to 
be  operated  and  in  all  probability  extend- 
ed   into   new    territory,    the    government 
has  reached  the  conclusion  that  negotia- 
tions should  be  forthwith  proceeded  with 
for  the  purpose  of  ascertaining  the  pos- 
sibility    of     arriving    at     an    agreement 
whereby      the     E.D.   &    B.C.R     and     its 
branches  may  be  acquired  and  operated 
by  the  Canadian  National  Rys.,  as  a  part 
of  its  system,  upon  terms  and  conditions 
that   the    government    will    feel    justified 
in    submitting     to    parliament     for     ap- 
proval  at  its  next  session." 


New    Brunswick    Government  and 
Transportation  Interests. 


The  annual  statements  of  the  finances 
of  the  Province  of  New  Brunswick  for 
the  vear  ended  Oct,  :n,  1919,  were  pub- 
lished in  the  N.B.  Gazette,  recently, 
signed  by  Price,  Waterhousc  and  I  o., 
chartered  accountants,  Montreal,  who 
made  the  following  observations  thereon: 
•■During  the  year,  $244,807.45,  repre- 
.senting  interest  charges  on  the  bonds 
and   other   indebtedness   of   the   St.   John 


nn<l  Quibo  Ky  .  leu"  the  province"*  pro- 
|K)rtion*  of  the  railway  caminKi.  n** 
lK?en   capitalized."  ,  •, 

The  statementii  contain  the  following 
information  relative  to  the  recspita  and 
expenditures,  liabililien  and  asscU  in 
respect  of  railways  and  other  transpor- 
tation intercBta. 

The  statement  of  cash  reccipta  and 
expenditures  on  current  account,  iri- 
cludes  among  receipta,  »15,0H2.01,  bal- 
ance of  St.  John  and  Quebec  Ry.  earn- 
ings for  the  year  ended  Oct.  .11,  1J1« 
and  $10,000  deposit  by  the  Itailway  Pas- 
sengers' Assurance  Co.,  and  among  the 
expenditures,  $101,727.91  balance  of  St. 
John  and  Quebec  Ry.  interest  to  Oct. 
:n,  1918. 

The  statement  of  revenue  and  expen- 
diture contains  the  following  items:— 
Receipta— Taxes  from  incorporated  com- 
panies—Express companies,  $500;  tele- 
graph companies,  $1,500;  street  raiil- 
ways,  $2,475.42;  railway  companies,  $5i,- 
197;  Southampton  Ry.  earnings,  $2.- 
149  69;  rent  reversing  falls  bridge. 
$:5,6oO.  Expenditures  —  Southampton 
Ry.  earnings,  previously  taken  into 
revenue,  not  recovered,  $2,975.05. 

The  balance  sheet  as  at  Oct.  31,  1919 
shows:  Asseta— Southampton  Ry.  earn- 
ings $793.47;  New  Brunswick  Power 
Co  cash  and  bonds  held  by  province 
to  provide  for  retirement  at  maturity 
of  bonds  issued  by  St.  John  Ry.  as  re- 
quired by  N.B.  Companies  Act,  IJlb, 
S250,.521.08.  Liabilities  —  New  ^I^P^' 
wick  Power  Co.,  cash  and  bonds,  $2oli.- 
,52108.  A  note  to  this  statement  says: 
"A 'contingent  liability  exists  in  respect 
of  bonds  guaranteed  by  the  province 
amounting,  as  far  as  can  be  ascertained, 
to  $1,117,000.  In  addition  to  amounts 
held  in  trust  stocks  and  bonds  of  a  par 
value  of  $176,500  and  assignnnent  of 
certain  mortgages  were  also  held  in 
trust  by  the  province.  Claims  in  re- 
spect of  maintenance  and  construction 
work  have  been  filed  by  certain  com- 
panies operating  railways  leased  from 
the  province,  but  in  respect  of  which 
the  liability  of  the  province,  if  any,  has 
not  been  determined." 

The  statement  showing  the  capital  as- 
.sets  and  liabilities,  contains  the  follow- 
ing as  to  transportation  companies:  As- 
sets-St.  John  and  Quebec  By-  '"^f '" 
ment,  balance  as  at  Oct.  31,  1918,  $6,- 
488,584.17;  construction  expenditure  to 
Oct.  31,  1919,  less  Dominion  subsidy, 
$214  032.04;  interest  on  bonds  and  other 
indebtedness,  less  Province's  share  of 
the  company's  earnings,  $244.80.. 4.i 
total,  $6,947,423.66.  New  Brunswick 
Coal  and  Ry.,  taken  over  and  leased  by 
the  province,  $1,246,431.77.  Cash  avail- 
able for  future  capital  expenditures  — 
St.  John  and  Quebec  Ry.,  ^sh  retain- 
ed by  the  trustees  for  the  bondholders 
under  the  provisions  of  the  trust  deed. 
$388  473.87;  amount  receivable  on  ac- 
count of  railway  earnings  to  Oct  31. 
1919  $30,.')81.28.  The  capital  liabilities 
specifically  incurred  for  railway  com- 
panies are— St.  John  and  Quebec  Ry. 
.ki.j-^r  bond.s,  $4.50,000;  4'.j';  bonds,  $1.- 
700  000;  in  addition  to  these  bonds  which 
were  issued  by  the  province  in  aid  of 
construction,  the  province  assumed  lia- 
bility for  $4,250,000  of  4'^V  bonds  issued 
sued"  bv    the  company. 

The  liabilities  on  construction  account 
of  the  St.  John  an.l  Quebec  Ry.  are:  — 
Bank  overdraft,  $770,022.99;  construc- 
tion holdbacks,  $12,7tU-..66;  contractors 
deposit,  $75,000;  interest  accrued  on 
bonds  issued  by  and  in  aid  of  th^™'!- 
ways,  $108,689.16,  a  total  of  $966,4.8.81. 


March,  1920,  135 

Railway  Development,  Projected  Lines,  Surveys,  Construction,  Betterments,  Etc. 


Alaska — A  recent  report  to  the  United 
States  Government  on  the  government 
railway  from  Seward  to  Fairbanks,  Al- 
aska, states  that  the  work  to  be  done  to 
complete  the  line  consists  of  the  comple- 
tion of  the  rehabitilation  of  the  Alaska 
Northern  Ry.,  including  construction  of 
snowsheds  and  enlarging  of  tunnels,  and 
the  building  of  a  line  from  mile  237,  ten 
miles  north  of  Talkeetna,  to  unite  365, 
five  miles  north  of  Nanana  Canyon.  This 
is  the  only  gap  in  the  line  from  Seward 
to  Fairbanks,  471  miles,  with  the  ex- 
ception of  the  bridge  at  Nenana,  crossing 
the  Nenana  River,  and  a  permanent 
bridge  at  mile  373,  over  the  Nanana 
River,  The  dock  at  Anchorage  also  has 
to  be  built.     (Nov.,  1919,  pg.  602). 

Alberta  Hudson  Bay  Ry.— The  Alberta 
Legislature  is  being  asked  to  extend  the 
time  within  which  this  company  may 
build  the  railway  authorized  by  its  act 
of  incorporation.  The  High  River  and 
Hudson  Bay  Ry.,  which  was  incorporat- 
ed by  the  Alberta  Legislature  some  years 
ago,  to  build  a  railway  from  High  River 
to  the  Alberta-Saskatchewan  boundary, 
obtained  authority  in  1917  to  change  its 
name  to  the  Alberta  Hudson  Bay  Ry., 
also  an  extension  of  time  for  the  con- 
struction of  line  for  the  railway  author- 
ized previously,  and  power  to  build  a 
number  of  branch  lines  between  High 
River  and  the  International  Boundary 
in  Pincher  Creek  district.  The  people 
who  hold  this  charter  also  hold  a  Sas- 
katchewan charter  in  the  name  of  the 
Saskatchewan  Hudson  Bay  Co.,  to  build 
a  line  from  the  Alberta-Saskatchewan 
boundary  across  Saskatchewan.  They 
also  have  Dominion  charters  to  building 
railways  under  the  titles  of  the  Cal- 
gary and  Fernie  Ry.,  and  the  High  River, 
Saskatchewan  and  Hudson  Bay  Ry. 
(May,  1918,  pg.  186,  and  Sept.,  1919,  pg. 
491). 

Bagotville  Ry.  Co. — The  provisional 
directors  named  in  an  act  passed  by  the 
Quebec  Legislature  recently  incorporating 
a  company  with  this  title,  are: — J.  L. 
MacDougall,  W.  Murdock,  H.  Fitz- 
simons,  C.  Watt,  B.  Moses,  Ottawa. 
Power  is  asked  to  build  a  railway  from 
the  Quebec  and  Saguenay  Ry.  at  Nairn 
Falls,  northerly  along  the  Malbaic  River 
to  the  Cabanie  River,  thence  south  of 
Lake  Ha  Ha,  and  the  Mars  River,  or 
near  either  of  them  to  Chicoutimi  or  as 
an  alternative  to  follow  the  Mary's  Road, 
together  also  branch  lines.  (Jan.,  pg. 
18). 

Canadian  Niagara  Bridge  Co. — A  press 
report  says  that  M.  C.  Spratt,  a  Buffalo, 
N.Y.,  solicitor,  stated  recently  that  a 
sufficient  area  of  land  has  been  acquired 
on  Grand  Island,  in  the  center  of  Niagara 
River,  in  connection  with  the  project 
for  building  another  bridge  across  the 
river,  and  that  the  New  York  Central 
Rd.,  Canadian  Pacific  Ry.,  and  the  To- 
ronto, Hamilton  and  Buffalo  Ry.  are  in- 
terested in  the  project.  The  bridge  will, 
it  is  said,  be  a  double  track  one,  and 
will  also  be  available  for  ordinary  traf- 
fic.    (.Jan.,  pg.  18). 

Dolly  Varden  Mines  Ry. — A  Victoria, 
B.C.,  press  report  says  that  counsel  for 
the  Dolly  Varden  Mines  Co.  has  advised 
the  B.C.  Government  that  it  is  proposed 
to  test  the  validity  of  the  act  passed  by 
the  B.C.  Legislature,  at  its  last  session 
affecting  the  company's  interests,  and  a 
later  dispatch  states  that  the  B.C.  Gov- 
ernment has  been  advised  that  a  peti- 


tion has  been  sent  the  Minister  of  Jus- 
tice at  Ottawa,  asking  for  the  disallow- 
ance of  the  act  on  the  ground  that  it 
was  ultra  vires  of  the  legislature. 

The  Dolly  Varden  Mines  Co.  was  given 
power,  under  the  title  of  the  Dolly  Var- 
den Mines  Ry.  Co.  to  build  a  railway 
from  the  mines  to  tidewater  on  Alice 
Arm,  B.C.  The  Taylor  Engineering  Co. 
obtained  the  contract  to  build  the  line 
and  some  dispute  arose  over  the  cost  of 
the  work.  When  the  company  applied  for 
further  powers  at  the  1919  session  of 
the  legislature,  the  Taylor  Engineering 
Co.  protested  and  a  special  committee 
was  appointed  to  investigate  the  mat- 
ter. Upon  the  committee's  report,  an 
act  was  passed  to  enforce  the  terms  of 
a  settlement  with  the  Taylor  Engineer- 
ing Co.,  which  resulted  in  the  latter  ob- 
taining control  of  the  mines,  subject  to 
carrying  out  certain  conditions.  (Nov., 
1919,  pg.  602). 

Dominion  Atlantic  Ry. — We  are  offi- 
cially advised  that  tenders  have  been 
invited  for  the  erection  of  a  station 
building  at  Digby,  N.S.  It  will  be  2 
stories  high  and  130  x  30  ft.  The  foun- 
dations and  main  floor  will  be  of  con- 
crete. The  floor  plan  provides  for  wait- 
ing rooms,  baggage  room,  freight  room 
office,  restaurant  and  lunch  counter.  The 
platform    will   be   of   concrete. 

A  press  report  states  that  the  man- 
agement is  contemplating  laying  out 
new  yards  and  shops,  but  that  whether 
they  will  be  at  Kentville  or  Middleton, 
N.S.,  has  not  been  decided.  W.  E.  Boyd, 
of  the  C.P.R.,  Montreal,  and  M.  K.  Mc- 
Quarrie,  of  the  D.A.R.,  were  reported  to 
have  been  in  Middelton,  Jan.  12,  look- 
ing over  possible  sites.  (Dec,  1918,  pg. 
541). 

Esquimau  and  Nanaimo  Ry. — Victoria, 
B.C.,  ratepayers,  by  a  vote  of  2,986  to 
445,  carried  a  bylaw  recently  to  raise 
$420,000  to  build  a  railway  and  general 
traffic  bridge  across  Victoria  Harbor  at 
Johnson  St.,  and  provide  the  approaches. 
Negotiations  for  building  this  bridge 
have  been  carried  on  for  several  years. 
The  E.  and  N.R.  built  a  bridge  across 
the  harbor  for  its  traffic,  in  connection 
with  which  there  was  some  understand- 
ing with  the  city  respecting  the  future 
erection  of  a  traffic  bridge  there.  When, 
about  three  years  ago,  the  company 
proposed  to  replace  the  bridge  by  a 
heavier  one,  for  the  increased  traffic, 
the  city  took  up  the  question  of  carry- 
ing out  the  old  understanding.  As  the 
result  of  lengthened  negotiations  an 
agreement  was  signed  Dec.  27,  1919,  by 
the  Mayor  of  Victoria  and  R.  Marpole, 
Vice  President,  E.  and  N.R.,  and  a  sup- 
plementary agreement  was  entered  into 
on  the  same  date  between  the  city  and 
the  B.C.  Government  with  respect  to 
the  bridge.  The  bylaw  contains  these 
agreements  in  full.  The  agreement  be- 
tween the  city  and  the  company,  pro- 
vides for  a  joint  application  to  the 
Board  of  Railway  Commissioners  for 
approval  of  the  agreement  and  for  the 
construction  of  a  railway  and  general 
traffic  bridge  from  the  foot  of  Johnson 
St.,  to  the  Songhees  Reserve,  with  ap- 
proaches. The  bridge  is  to  have  a  clear 
width  of  20  ft.,  and  is  to  be  provided 
with  a  single  track  railway  line  on  the 
north  side,  and  is  to  be  built  of  steel 
on  pier  of  concrete  or.  masonry  or 
both.  Plans  for  the  bridge  are  annexed 
to  the  agreement,  but  the  city  may  sub- 


stitute truss  span  construction  for  plate 
girder  construction,  and  place  the  bascule 
pier  on  the  west  side  of  the  harbor 
channel  instead  of  the  east  side.  The 
city  is  to  provide  at  its  own  expense 
the  approaches  to  the  highway  portion 
of  the  bridge,  and  may  permit  street 
car  or  railway  traffic  on  its  portion  of 
the  bridge,  subject  to  restrictions  as  to 
loading.  The  ties  and  rails  for  the  pres- 
ent single  track  railway  are  to  be  fur- 
nished and  laid  by  the  E.  and  N.R.  The 
agreement  also  provides  for  the  payment 
of  the  cost  of  the  maintenance  of  the 
bridge,  and  for  various  matters  inciden- 
tal to  its  construction.  The  company 
undertakes  to  pay  the  city  $100,000  to- 
wards the  construction  of  the  bridge. 
The  agreement  between  British  Co- 
lumbia and  the  city  providing  for  the 
construction  of  the  bridge,  grants  the 
city  certain  lands  necessary  for  ap- 
proaches, and  also  provides  for  the  pay- 
ment of  $200,000  towards  the  work.  The 
estimated  cost  of  the  bridge  and  its  ap- 
proaches is  $720,000. 

Application  is  being  made  to  the  Do- 
minion Parliament  for  an  act  authoriz- 
ing the  company  to  build  a  railway  from 
its  present  terminus  at  Courtenay, 
northwesterly  to  Duncans  Bay  on  the 
east  court  of  Vancouver  Island. 

We  were  officially  advised  recently 
that  application  would  be  made  forthwith 
to  the  Board  of  Railway  Commission- 
ers, and  the  Dominion  Government  for 
the  approval  of  the  bridge  plans  and 
it  is  expected  that  tenders  for  the  bridge 
will  be  invited  by  the  city  early  in 
May.  The  plans  provide  for  approach 
spans  of  120  ft.  each,  and  a  single  leaf 
bascule  with  one  120  ft.  channel.  The 
approximate  weight  of  steel  in  the  su- 
perstructure will  be  2,800,000  lb.,  and 
there  will  be  approximately  10,000  cubic 
yards  of  concrete  in  the  piers  and  abut- 
ments. 

The  city  council  is  reported  to  have 
approved  of  the  city  engineer's  recom- 
mendations as  to  the  type  of  bascule 
span  to  be  adopted,  and  to  have  passed 
a  resolution  that  each  step  in  connection 
with  the  bascule  be  subject  to  the  ap- 
proval and  inspection  of  the  engineers 
of  British  Columbia  Government,  the 
city  and  the  E.  and  N.R.  (Jan.,  pg. 
18). 

Kettle  Valley  Ry. — The  Dominion 
Parliament  is  being  asked  to  author- 
ize the  company  to  build  a  railway  from 
near  Coalmount,  on  the  joint  section 
operated  by  the  K.V.R.,  and  the  Van- 
couver, Victoria  and  Eastern  Ry.,  and 
Navigation  Co.,  generally  southerly  to 
the  Granite  Creek  coal  areas,  12  miles 
The  company  is  also  a.sking  for  a  further 
extension  of  time  for  building  following 
previously  authorized  lines:  From  Grand 
Forks,  50  miles  up  the  North  Fork  of  the 
Kettle  River,  and  from  near  Otter  Sum- 
mit to  the  Aspen  Grove  mineral  dis- 
trict, 30  miles.  Power  to  issue  bonds 
for  $70,000  a  mile  in  respect  of  these 
lines  is  also  asked. 

The  Board  of  Railway  Commissioners 
has  approved  plan  of  standard  trestle 
to  be  built  on  the  Copper  Mountain 
branch,  now  under  construction.  (Jan., 
pg.  18). 

Lievre  Valley  Power,  Traction  and 
Manufacturing  Co. — The  bill  introduced 
in  the  Quebec  Legislature  recently  to 
amend  the  company's  charter  was  with- 
drawn,  and   the   legislature   on   Jan.   29, 


136 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


March,  1920. 


ord«Tf<l  the  rptum  of  the  fooii  paid,  1cm 
coiit  of  printinK  «nd  Irnnnlntion.  The 
comiiany  wns  innirpurutc-tl  in  IKltfi  on 
th«<  KurkiiiKhnm  Kli-otric  Ky.,  Lijtht  and 
Power  Cu.,  the  nnnie  heinir  rhnriKed  to 
iU  prtvient  one  in  ISiOf).  It  hn.i  power 
to  build  a  railway,  to  be  operateil  by 
atrani,  electricity,  or  any  other  motive 
Dower,  from  Hull  to  the  mouth  of  the 
Lievre  River,  and  ulonu  that  river's 
valley  to  the  National  Transcontinental 
Ry.  (Jan.,  pp.  1(5). 

New  WrHtminNtcr  RridKc — The  Bri- 
tish ("olumbia  Railways  Department's 
annual  report  for  191it,  contains  the  fol- 
lowing information  with  respect  to  the 
bridge  over  the  Fraser  River  at  New 
Westminster,  B.C.:  New  80  lb.  steel  rails 
have  been  laid  across  the  bridge;  the 
.southern  hiuhway  approach  has  been  re- 
floored,  and  pnintinK  and  general  repairs 
have  be*n  completed.  A  painting  ma- 
chine has  been  bought.  Contracts  have 
been  let  for  the  renewal  of  lumber  in 
the  southern  approach  and  for  sidewalk 
carried  by  steel  brackets  on  the  up- 
stream side  of  the  bridce. 

Normandin  Farmers  Ry.  Co.  —  The 
provisional  directors  named  in  the  act 
passed  by  Quebec  Lcpislature  recently, 
incorporatinp  a  company  with  this  title, 
are:  T.  Bassiers,  A.  Villeneuve,  farmers; 
B.  Fraser,  merchant,  and  S.  N.  Turcotte, 
notary,  all  of  Normandin.  The  com- 
pany's head  office  is  to  be  at  Normandin, 
but  it  is  proposed  to  hold  meetinKS  at 
any  other  place  in  the  county  of  Rober\'al, 
provided  a  bylaw  to  that  effect  is  passed. 
The  acpital  stock  of  the  company  is 
fixed  at  ?2,000,000.  The  railway  to  be 
built  is  to  run  throuph  Roberval, 
Ashuapmouchouan,  Demenles,  Dufferin, 
Normandin,  Girard,  Albanel,  Racine  and 
Dolbean  Tps.  to  deep  water  on  the 
Sajruenay  River  at  Saint  Fulpence.  Con- 
struction is  to  be  commenced  in  1920 
and  a  line  from  Normandin  to  a  connec- 
tion with  the  Quebec  and  Lake  St.  John 
Ry.  must  be  completed  and  put  in  opera- 
tion within  two  years  from  the  passing 
of  the  act. 

SubparaETaph  22,  of  article  6474  of  the 
Revised  Statutes  of  1909,  respecting  the 
construction  of  branch  lines  for  certain 
purposes  is  repealed  and  a  now  sub- 
paragraph substituted.  With  the  ex- 
ception of  some  verbal  changes  in  the 
second  paragraph  of  the  subparagraph 
the  only  change  is  that  the  branch  lines 
to  be  built  are  not  to  exceed  in  any  one 
case  20  miles  instead  of  the  6  miles  au- 
thorized under  the  existing  subpara- 
graph.    (Jan.,  pg.  18). 

North  Ry. — The  Quebec  Legislature 
has  granted  the  company  an  extension 
of  two  years  for  the  commencement,  and 
of  seven  years  for  the  completion  of  its 
projected  railway.  The  North  Eastern 
Ry.  Co.  was  the  title  under  which  the 
company  was  incorporated  in  lOOfi,  the 
provisional  directors  being:  J.  C.  Heintz, 
P.  Harnischfeger,  New  York;  J.  T.  Mar- 
chand,  J.  H.  Ijipointe,  Montreal;  R. 
Chevrier,  Ottawa,  and  the  company  was 
authorized  to  build  a  line  from  near 
Ville  Marie,  on  the  east  shore  of  Lake 
Timiskaming,  via  the  Des  Quinze,  Vic- 
toria anil  Kakabonga  I>ake  to  Quebec 
City,  with  branches  to  the  National 
Transcontinental  Ry.  near  Ijike  Abitibi, 
from  near  the  crossing  of  the  Gatmean 
River  to  Nomining,  from  Lake  Kaka- 
bonga to  .Maniwaki  and  other  branch 
lines  not  to  exceed  in  any  one  case  15 
miles.  An  extension  of  time  for  con- 
struction was  granted  in  1909,  and  also 
in  1912.  The  act  of  1912  changed  the 
company's  name   to  the  North   Ry.  Co., 


and  it  was  given  power  to  build  a  rail- 
way from  .Montreal  to  a  junction  with 
the  National  Transcontinental  ity.,  and 
thence  to  James  Bay.  In  1914  the  com- 
|)any  sold  to  the  Dominion  Government 
for  $2.''.0,0()0  its  charter  right*  to  build 
from  Montreal  to  the  National  Trans- 
continenUl   Ry.     (.May,  1915,  pg.  171). 

The  North  West  Route  Limited— The 
Dominion  Parliament  is  being  asketi  to 
incorporati'  a  railway  and  navigation 
company  for  the  general  advantage  of 
Canada,  with  this  title,  to  build  a  rail- 
way to  be  operated  by  steam,  electricity 
or  other  power,  from  the  westerly  end 
of  Baker  Lake,  northwesterly  to  the 
easterly  end  of  Schultz  Lake,  and  from 
the  confluence  of  the  Hanbury  and 
Theton  Rivers,  westerly  and  southwest- 
erly to  old  Fort  Reliance  at  the  eastern 
end  of  Great  Stave  Lake,  from  the  Han- 
bury and  Thelon  Rivers  westerly  to  the 
northeasterly  end  of  Artillery  Lake,  and 
from  the  southwesterly  end  of  Artillery- 
Lake  southwesterly  to  old  Fort  Reliance 
at  the  eastern  end  of  Great  Stave  Lake. 
The  applicants  desires  power  to  dredge 
or  otherwise  improve  Thelon  River  chan- 
nel to  build  and  operate  steam  and  other 
ships,  to  build  wharv'es,  docks,  elevators, 
warehouses,  etc.  Smeltic  and  Lewis, 
Ottawa,  are  solicitors  for  the  applicants. 
Application  was  made  to  the  Dominion 
Parliament  at  the  regular  session  of 
1919,  for  the  incorporation  of  a  company 
with  the  same  title  and  similar  powers. 
The  bill  was  passed  by  the  House  of 
Commons,  but  the  Senate's  railway  com- 
mittee reported  June  6,  that  the  incor- 
poration of  the  company  would  not  be 
in  the  public  interest,  and  the  bill  was 
thrown  out.     (July,  1919,  pg.  382). 

Pabos,  Amqui  and  Edmundston  Ry.  Co. 
The  Dominion  Parliament  is  being  asked 
to  incorporate  a  company  with  this  title 
to  build  a  railway  from  Pabos,  Gaspe 
County,  along  the  valley  of  the  Grand 
Pabos  River,  cross  Pabos  Seigneurie  and 
run  through  Blais,  Lepage,  Amqui, 
Pineau  and  Jette  Tp.  in  Matane  County, 
Lake  Metis  Seigneurie  in  Matane  and 
Rimouski  counties;  Rimouski  County, 
Timiskaming  Seigneurie,  Timiskaming 
County,  Que.,  to  Edmundston,  N.B.,  with 
a  branch  from  Grand  Vallee,  on  the  St. 
I.awrence  River  to  the  main  line  by  the 
shortest  possible  route.  G.  L.  Dionne, 
Amqui,  Que.,  is  solicitor  for  the  ap- 
plicants. 

Pacific  Great  Eastern  Ry. — A  report 
on  railway  construction  in  British  Co- 
lumbia has  been  presented  to  the  legis- 
lature in  which  considerable  references 
are  made  to  the  P.  and  G.E.R.  The  report 
states  that  repairs  to  the  roadbed  and 
bridges  of  the  sections  in  operation  have 
been  made,  and  cribwork  to  protect  the 
line  from  washouts  has  been  built.  There 
have  been  used  in  maintenance  21,000 
new  ties,  and  the  line  has  been  placed 
in  good  condition.  The  Cheakamus 
bridge,  which  was  burned,  was  rebuilt, 
traffic  being  interrupted  for  six  weeks. 

The  Newport  waterworks  system  has 
been  acquired  for  $14,256,  and  has  been 
extended  so  as  to  provide  adequate  water 
supply  for  Squamish  Town  and  the  rail- 
way. A  power  wheel  and  electric  gener- 
ating plant  had  been  installed,  provid- 
ing light  and  power  for  the  railway 
works,  and  machine  shop  and   the  town. 

Reganling  new  construction  on  the 
extension  from  Clinton  to  Fort  George, 
the  report  states  that  work  was  gone 
on  with  throughout  1919  and  is  still  in 
progress.  Th(j  material  assembled  at 
Lone  Butte  locomotive  house  and  ma- 
chine shop  consisted  of  ."lOO.OOO  ties,  3,000 


poles,  75  miles  of  fencing  and  24,000 
tons  of  other  material.  A  water  tank 
and  temporary  building!  were  erected; 
18.5  miles  of  new  grading  waa  done; 
bridges  were  built;  7.J  mile*  of  track 
were  laid,  bolted  and  spiked  to  Sept.  16; 
spur  tracks  were  laid  to  ballast  pits,  and 
2.'>0,000  yards  of  ballast  got  out;  102 
miles  of  t4'lcgraph  line  were  strung;  49 
miles  of  fencing  put  up;  15  bridges  con- 
taining 1,700,000  ft.  b.ni.  built;  three  40,- 
noo  gall,  water  tanks  were  put  up,  and 
there  were  also  built  7  stations,  and  2 
.-ection  houses,  and  2  stock  yards  were 
laid  out.  Twelve  cottages  have  been 
built  at  Squamish  for  railway  workmen 
at  a  cost  of  $18,989.  The  expenditure 
on  new  construction  was  approximately 
$1,800,000,  and  the  cost  of  engineering 
was  2.25rc. 

A  contract  to  complete  the  railway  to 
Fort  George  has  been  let  to  the  North- 
em  Construction  Co.,  and  the  programme 
for  the  year  is  a  heavy  one.  Forty-one 
timber  bridges  requiring  8,000,000  ft.  b 
m.  and  .'J  steel  bridges,  regrading  of  13C 
miles  and  the  construction  of  20  miles 
of  entirely  new  line  is  required,  3  loco- 
motives, 45  flat  and  25  boarding  cars 
additional  will   be  required. 

In  order  to  avoid  sliding  hill  sides  and 
excessive  cost  for  regrading  and  bridg- 
ing, it  was  decided  to  divert  the  line  at 
Quesnel  and  the  crossing  of  the  Cotton- 
wood River.  The  Chief  Engineer  esti- 
mates as  follow-s: 

Cost  of  completing  oriiriDal  line  with 
hridees  acrou  Qaesnel  and  Cotton- 
wood (permanent  itmctiiK*) -S1.821,S2!>.00 

New   line  _ 1.210.340.00 

Difference  in  favor  of  new  1ine....S    611.485.00 
Capitalized    operatin?   valne 600.000.00 

Total    savinK    tl,211.4gS.OO 

Besides  the  above  economic  saving 
the  diversion  will  take  the  railway  to 
the  edge  of  the  Fraser  River  at  Ques- 
nel, affording  close  connection  between 
river  steamers  and  the  railway. 

Surveys  were  made  during  last  sum- 
mer between  Ashcroft  and  Clinton. 
Sixty-six  miles  of  trial  line  were  run. 
The  projected  line  is  41.5  miles  and  with 
the  exception  of  6.8  miles  at  Ashcroft. 
a  ITr  line  has  been  obtained  without 
excessive  construction  cost. 

The  report  says  that  the  West  Vancouver 
ferry  will  be  discontinued  and  the  P.G. 
E.R.  north  shore  line  will  handle  the 
West  Vancouver  passenger  traffic.  This 
railway  has  handled  7,000  passengers  in 
a  single  day  between  North  Vancouver 
and  Whitecliffe. 

The  report  gives  a  brief  summary  of 
the  resources  of  the  country  adjacent 
to  the  P.G. E.R.  and  concludes  by  esti- 
mating the  cost  of  completing  it  to  Port 
George  and  supplying  necessary  equip- 
ment at  $4,000,000.  The  cost  of  the 
Peace  River  extension  is  estimated  ap- 
proximately at  $18,000,000. 

Quebec  and  Chibougaman  Ry.  Co. — 
The  provisional  directors  named  in  the 
act  recently  passed  by  the  Quebec  Legis- 
lature, incorporating  a  company  with 
this  title,  are:  J.  C.  Cote,  G.  E.  Paradis, 
Quebec;  P.  C.  Costo,  Montreal;  D.  Roy, 
Beaumont,  Que.;  W.  J.  Ewing,  Richmond, 
Que.  The  company's  office  is  to  be  in 
Quebec,  its  capital  is  placed  at  $1,000,- 
000,  and  it  is  empowered  to  build  a  rail- 
way to  be  operated  by  steam  or  elec- 
tricity, from  Quebec  northerly  through 
Quebec,  Montmorency,  Charlevoix  and 
Chicoutimi  Counties  to  Chicoutimi  on 
the  Saguenay  River,  and  thence  through 
Chicoutimi  and  St.  John  Counties  to 
Lake  Chibougaman,  and  also  branch  lines. 
(Doc.,  1919,  pg.  665). 


March,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


137 


Quebec,  Que.,   to  St.   Stephen,   N.B.— 

The  Quebec  Board  of  Trade  passed  a 
resolution  recently  urging  the  Dominion 
Government  to  study  the  practicability 
of  building  a  railway  from  Quebec  City 
to  St.  Stephen,  N.B.  D.  F.  Maxwell, 
C.E.,  of  St.  Stephen,  N.B.,  is  reported  to 
have  informed  the  board  that  the  line 
suggested  would  give  a  route  of  about 
250  miles  from  Quebec  to  deep  water 
at  St.  Stephen,  with  a  OA':'c  gradient 
and  would  effect  a  saving  of  about  300 
miles,  as  against  the  present  route.  This 
projected  route  was  first  surveyed  in 
1832.     (July,  1919,  pg.  382). 

The  Quebec  Central  Ry.  has,  we  are 
officially  advised,  completed  the  location 
for  an  8.11  mile  extension  of  its  line 
from  Scotts,  to  connect  with  the  Cana- 
dian National  Rys.  at  2.5  miles  west  of 
St.  Isidore  station,  and  that  construction 
will  be  proceeded  with  in  the  spring. 
The  company  expects  to  make  arrange- 
ments by  which  it  will  be  enabled,  by 
means  of  this  extension,  to  operate  its 
train  service  over  the  Canadian  National 
Rys.  lines  and  the  Quebec  Bridge  into 
the  Champlain  St.  terminal  in  Quebec 
City.     (Jan.,   pg.   18). 

Quebec  Colonization  Ry.  Co. — The  pro- 
visional directors  named  in  the  act  pass- 
ed by  the  Quebec  Legislature,  recently 
incorporating  a  company  with  this  title, 
are:  F.  C.  Harriman,  by  J.  L.  Bunnell, 
attorney,  New  York;  J.  S.  Morrison, 
Outremont,  Que.;  E.  de  C.  Porcheron,  L. 
Saint-Jacques,  Montreal.  The  company 
has  power  to  build  a  railway  from  Mont 
Laurier,  Labelle  County,  southwesterly 
to  the  C.P.R.  near  Maniwaki,  and  run- 
ning through  Campbell,  Kiawika,  Dudley, 
Pope,  Robertson,  Boutillier,  Kensington, 
Cameron,  Wabasse,  Aumond,  Egan, 
Maniwaki  and  Bouchille  Tps.,  or  any  of 
them,  or  through  unorganized  territory; 


then  from  Maniwaki  westerly,  in  the  di- 
rection of  Lake  Expanse  and  Lac  des 
Quinze,  to  the  C.P.R.,  near  Timiskam- 
ing,  then  southeasterly  through  Tabaret, 
Mercier  and  Gendreau  Tps.;  also  to  build 
a  railway  from  the  Coulonge  River,  in 
Pontiac  County,  northerly  to  near  Notta- 
way  on  the  National  Transcontinental 
Ry..  thence  northerly  to  the  Bell  River 
north  of  Lake  Shabogama;  with  connect- 
ing lines  and  branches,  the  lines  to  be 
operated  by  steam  or  electricity.  It  also 
has  authority  to  develop  water  powers, 
to  distribute  electric  energy,  to  carry  on 
business  as  hotelkeepers,  and  to  oper- 
ate ships.     (Jan.,  pg.  18). 

Regina  Spur  Lines — A  press  report 
states  that  Regina,  Sask.,  City  Council 
is  considering  a  bylaw  authorizing  the 
building  of  a  spur  line  to  serve  the  T. 
Eaton  Co.,  and  the  Wood  Vallance  Co.'s 
premises. 

Roberval  -  Saguenay  Ry. — The  Quebec 
Legislature  has  passed  an  act  authoriz- 
ing the  building  of  a  line  from  the  Que- 
bec and  Lake  St.  John  Ry.,  near  Malbaie 
"passing  by  the  most  advantageous 
places."  The  company  is  also  given 
power  to  begin  building  this  and  other 
authorized,  but  unconstructed  lines,  by 
Mar.,  1922,  and  to  complete  them  by 
Mar.  24,  1925.     (Jan.,  pg.  19). 

Salmon  River  and  Northern  Ry.  Co. — 
The  Quebec  Legislature  has  confirmed 
the  company's  charter  rights  as  given 
in  the  statutes  of  1905,  chap.  59,  has 
extended  the  time  for  building  the  pro- 
jected railway  for  10  years,  has  given 
authority  to  build  branch  lines  not  to 
exceed,  in  any  one  case,  15  miles,  and 
has  changed  the  company's  office  from 
Montebelle  to  Fasset,  Labelle  County. 
The  line  authorized  in  1905,  the  time  for 
the  construction  of  which  was  extended 
on    different   occasions,    is    projected    to 


start  at  Grenville,  and  run  westerly  to 
Montebello,  thence  northerly  along  the 
Salmon  River  Valley,  to  the  west  side 
of  Lake  Papineau;  thence  northerly  on 
the  east  side  of  the  North  Nation  River 
and  Lake  Nomining  to  the  Rouge  River 
Valley,  where  it  would  turn  to  the  south- 
east, and  along  the  western  valley  of 
the  Rouge  River  to  the  National  Trans- 
continental Ry.     (Jan.,  pg.  19). 

Sydney  and  Louisburg  Ry. — The  loco- 
motive house  at  Sydney,  N.S.,  is  report- 
ed to  have  been  destroyed  by  fire,  Feb. 
1;  the  loss  being  estimated  at  $10,000. 

Vancouver  Terminal  Belt  Ry.  Proposed 
— H.  H.  Stevens,  M.P.,  in  the  course  of 
an  address  before  the  Vancouver  Elec- 
trical Club,  recently,  at  which  W.  G. 
Murrin,  Assistant  General  Manager,  Bri- 
tish Columbia  Electric  Ry.,  presided, 
referred  to  the  harbor  improvements  pro- 
posed to  be  made  by  the  Dominion  Gov- 
ernment at  Vancouver.  He  is  reported  to 
have  said  that  the  amount  expended  dur- 
ing the  last  seven  years  for  the  improve- 
ment of  the  harbor,  including  the  build- 
ing of  the  government  elevator,  dredg- 
ing, widening  the  First  Narrows,  etc., 
had  been  over  $7,500,000.  He  also  said 
he  believed  there  was  an  absolute  neces- 
sity for  a  belt  railway  system  which 
would  run  along  the  north  and  south 
shores  of  the  harbor  and  be  connected 
by  a  bridge,  probably  at  the  Second 
Narrows.  Such  a  railway  must  of  ne- 
cessity be  under  public  control.  All 
private  lines  should  be  granted  free  ac- 
cess so  as  to  enable  their  cars  to  load 
and  unload  at  the  ships  and  docks.  The 
railway  should  be  built  so  as  to  serve 
every  portion  of  the  waterfront.  The 
problem  of  the  amount  of  trackage  re- 
quired from  the  piers  to  deal  with  freight 
is  one  on  which  the  Dominion  Govern- 
ment will  consult  experts. 


Orders  by  Board  of  Railway  Commissioners  for  Canada. 


BeginninK  with  June,  1904,  Canadian  Railway 
and  Marine  World  has  published  in  each  issue 
BUmmaries  of  orders  passed  by  the  Board  fo  Rail- 
way Commissioners,  so  that  subscribers  who  have 
filed  the  paper  have  a  continuous  record  of  the 
Board's  proceedings.  No  other  paper  has  done 
this. 

Important  traffic  orders  made  by  the  board  are 
given  in  full  on  another  page  of  this  issue. 

General  order  282.  Jan.  29. — Amending  general 
order  25.  Jan.  25.  1909.  respecting  lighting  sys- 
tems to  be  used  on  trians. 

29.283,  Jan.  19.— Authorizing  G.T.R.  to  build 
sidinRS  and  spurs  for  Lake  Simcoe  Ice  Supply  Co. 
and  Chapmans  Ltd.,   Belle  Ewart,  Ont. 

29.28-1,  Jan.  17.— Authorizing  CP.R.  to  build 
spur  for  T.  Eaton   Co.,   Regina,  Sask. 

29.285.  Jan.  19.— Authorizing  Alberta  Public 
Works  Department  to  make  highway  crossing 
over  C.P.R.  in  north  half  of  Sec.  2,  Tp,  34.  Range 
1,  west  5th  meridian. 

29.286.  Jan.  22.— Relieving  G.T.R.  from  pro- 
viding further  protection  at  Brenton's  crossing, 
Corby vi lie,    Ont. 

29.287.  Jan.  22. —Authorizing  Canadian  North- 
em  Western  Ry.  to  cross  24  highways  with  its 
Hanna-Medicine  Hat  Branch,  mile  22.22  to  58.94, 
Alta. 

29.288.  Jan.  22. — Dismissing  complaint  of  Unit- 
ed Grain  Growers,  Ltd..  Winnipeg,  that  Canadian 
National  Rys.  have  refused  compensation  for  loss 
by  delivery  to  Thunder  Bay  elevator,  instead  of 
Paterson's  elevator,  of  car  of  grain  ex  Deepdale, 
Man,,  Dec,  .">,  1918.  consigned  to  complainants  in 
care  of  C.N.R.  terminal  elevator.  Port  Arthur, 
Ont. 

29.289.  Jan.  22.— Authorizing  C.P.R.  to  build 
spur  for  Northwestern  Milling;  &  Export  Co., 
Moosomin,    Sask. 

29.290.  Jan.  22.— Approving  Grand  Trunk  Pa- 
cific Branch  Line  Co.'s  clearances  at  coal  tipple 
and  works  to  build  adjacent  to  tracks  to  serve 
Foothills  Collieries,  in  n.e.  Vt  Sec.  24,  Tp.  47. 
Range  20,   west  5th  meridian,   Alta. 

29.291.  Jan.  19.— Relieving  Lake  Erie  &  North- 
em  Ry.  from  providing  further  protection  at 
Gilkins   St.,    Brantford,    Ont. 

29.292.  Jan.  19.— Authorizing  Essex  Terminal 
Ry.  to  build  siding  across  Walker  Road,  Walker- 
vUle,  Ont. 


29.293.  Jan.  23.— Approving  Toronto  Suburban 
Ry.   Standard   Freight  Mileage  Tariff  C.R.C.   1. 

29.294.  Jan.  23.— Authorizing  C.P.R.  to  build 
temporary  flood  opening  at  mileage  92.7,  Belle- 
ville, Ont. 

29.295.  Jan.  22. — Authorizing  Canadian  Na- 
tional Rys.  to  build  spur  to  freight  sheds  over 
Regina  Municipal  Ry.,  Fifth  Ave.,  Regina,  Sask. 

29.296.  Jan.  23.— Authorizing  C.P.R.  to  build 
spur  for  Gregory  Tire  and  Rubber  Co.  Ltd.,  West- 
minster Jet.,   B.C. 

29.297.  Jan.  23.— Authorizing  C.P.R.  to  close 
and  divert  road  on  its  Archive-Wymark  Branch 
at  mile  16.71  east  of  s.e.  Vt  Sec,  23,  Tp.  13, 
Range  11,  west  3rd  meridian,  Sask.,  and  to  close 
diverted  road  at  mile  16.80  in  s.w.  V,  Sec.  24. 

29.298.  Jan.  19. — Approving  extension  of  Cana- 
dian National  Rys.  St.  Rose  du  Lac  Branch,  mile 
121.04  to  140.19,  Man.,  and  to  build  same  across 
19   highways. 

29.299.  Jan.  19. — Relieving  Michigan  Central 
Rd.  from  providing  further  protection  at  the 
crossing   east  of  Aylmer  station,   Ont. 

29.300.  Jan.  24. — Ordering  C.P.R.  to  erect  sta- 
tion buildings  at  Islington,  Ont.,  in  accordance 
with  plan  H22-67,  work  to  be  completed  by 
July  31. 

29.301.  Jan.  22. — Approving  location  and  plans 
of  G.T.R.  station  to  be  built  at  Hawtrey,  Ont. 

29.302.  Jan.  23.— Authorizing  G.T.R.  to  use 
bridge  174,  across  Little  Trout  Creek,  near  King- 
sey.  Que. 

29.303.  29.301.  Jan.  23. — Authorizing  C.P.R.  to 
close  and  divert  highway  at  mile  18.76,  to  cross 
at  grade  and  divert  road  at  mile  18.79,  to  close 
and  divert  highway  at  mile  18. SI.  to  cross  at  grade 
diverted  road  at  mile  21.96,  and  close  and  divert 
highway  at  mile  22,  on  its  Archive-Wymark 
Branch,   Sask. 

29,303.  Jan.  24.— Authorizing  Canadian  Na- 
tional Rys.  to  make  highway  crossing  over  its 
track,  between  Sec.  3,  Tp.  23,  and  Sec.  33,  Tp. 
22,    Range   29,    west   principal   meridian. 

29.306.  Jan.  24.  —  Approving  deviation  of 
Grand  River  Ry.  in  Waterloo  Tp.,  and  Kitchener, 
Ont.,  and  authorizing  it  to  build  diverted  line 
across  Maurice  and  Sydney  St«.,  Ida  Ave.,  Carl 
St.,  Cedar  Grove,  Dundas  and  Prince  Arthur  Aves. 

29.307.  Jan.  23, — Authorizing  Vancouver  Power 
Co.  to  install  gates  in   lieu  of  interlocking  plant 


at   crossing    of   New    Westminster   Southern    Ry., 
at  Cloverdalc,  B.C. 

29.308.  Jan.  27. — Authorizing  Canadian  North- 
em  Pacific  Ry.  to  carry  traffic  from  junction  with 
Patricia  Bay  line,  mile  1.80,  to  mile  52.5,  B.C., 
speed  of  trains  between  mile  26.5  and  52.5  not  to 
exceed  15  miles  an  hour,  and  over  crossings  10 
miles  an  hour. 

29.309.  Jan.  26. — Authorizing  railways  operat- 
ing in  western  Canada  to  increase  charge  from 
$3  to  $4  a  car  for  lining  cars  used  for  flaxseed, 

29.310.  Jan.  26. — Ordering  Canadian  National 
Rys.  forthwith  to  appoint  station  agent  at  Clair, 
Sask :  additional  station  accommodation  to  be  fur- 
ther considered  by  the  board. 

29.311.  Jan.  26.— Authorizing  C.P.R.  to  build 
spur    for    Robin    Mood    Mills,    Ltd.,    Moose    Jaw, 

•29,312.  Jan.  30.— Ordering  C.P.R.  to  provide 
at  least  125  cars  and  Canadian  National  Rys.  at 
least  50  car^  until  otherwise  ordered,  at  elevators 
at  Fort  William  and  Port  Arthur,  Ont.,  for  re- 
ceipt, handling,  and  carriage  of  grain,  other  than 
wheat,  also  flaxseed,  for  domestic  use  in  Canada ; 
cars  ti»  be  allocated  in  proportion  to  cars  ordered 
for  which  the  necessary  documents  have  been 
surrendered. 

29.313,  Jan.  28. — Approving  agreement,  Jan. 
10,  between  Bell  Telephone  Co.  and  Sydenham 
Union  Telephone  Co.,   Grey   County,   Ont. 

29.314.  Jan.  29.— Authorizing  Oshawa  Ry.  to 
build  siding  for  Pedlar  People  Ltd.,  Oshawa,  Ont. 

29,313.  Jan.  29.— Authorizing  G.T.R.  to  build 
extension  of  siding  for  Durham  Furniture  Co., 
Durham.  Ont. 

29.316.  Jan.  28.— Authorizing  C.P.R,  to  build 
its  Langdon  North  Branch,  Acme  to  Empress, 
at  grade  across   36   highways   in   Alberta. 

29.317.  Jan.  28.— Authorizing  G.T.R.  to  oper- 
ate siding  to  be  built  by  Toronto  Harbor  Com- 
missioners  for  C.R.   Peckover. 

29.318.  Jan.  29.— Suspending  order  18,242,  Nov. 
19,  1912,  which  authorized  City  of  Brandon,  Man., 
to  carry  ita  municipal  railway  across  Canadian 
Northern  Ry.  at  First  St.,  for  12  months  from 
Jan.  29,  during  which,  operation  as  authoribed  by 
order  21,106,  Dec.   26,    1913,   be  continued. 

29.319.  Jan.  29. — Ordering  Canadian  National 
Rys.  to  build  cattle  pass  on  G.  H.  Dickson's  pro- 


1S8 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


March,  1920. 


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«x.tiutiit>'«i»-    iri.l«IIln«    ftnilnairv    rutvvrl. 

in  "  ""  Approvlnv    n>»<l    dl»»r»lnn    at 

rrax  ..    hr    Canxlian    National    Hy 


Appnivinc  altrnillitn  In 
1  r«.i(l<-  Kr.  i1«ht  of  war  plan  b.^ 
4&.' »<     and     4&1  7^.     I'rlnra     Rupert 


Ormn.l  1  mr 
twivn  mllr 
Ka>L    II  (' 

^  JI3  Jan.  SO.  Authorltlns  C.TR.  l<i  n-buUrt 
hii.la*   2tl.   on    lot   n.    aoulhwrat    ronrt^lon   of   St. 

:\>.r:^  Jan.  so.  Approvin«  Nr»  nniniwick 
Coal  «    Rr.  SUndarrl    Vm—nart  TaHfT  C.R.C.  4. 

;«.S24.  Frb.  2.  Onlrrlnv  Granil  Trunk  Parldr 
Ry.  to  provide  a  on#  pen  >Ut«k  yard  at  Lyddcn, 
.Saak. 

2».S3.'..  Krb  :>  AuthoHiini  G.T.R.  to  build 
•pur  for  Canadian   WimhI   rrmlucta  Ltd..  Toronto. 

2».S2«.  Frb.  S.-  Ordrrinc  G.T.K.  to  ntmd 
•Ulion  platform  at  St.  Marr>.  Ont..  at  Iraat  200 
ft.   Wf»tward. 

XS.S27.  Frb.  S.  Authoniins  C.P.R.,  prndins 
farther  onJrr.  to  mnovp  «talion  aurnt  at  Cheviot. 
Saak..  caretaker  to  be  appointed  to  keep  station 
elean,  heated  and  liirhte<l  for  pasjienifer*.  and  to 
care  for  I.e. I.    frelnht  and  exprena   ■hipmentJi. 

^9,S2S.  Feb.  2.~-  Appruvinu  airreemrnt.  Jan.  Ifi. 
between  Dell  Telephone  Co.  and  New  Glaagow 
Telephone  Ct...    ElBin  County.  OnU 

29.S39.  Feb.  .1.  Authorilinit  Town  of  Walkrr- 
ville.  Ont..  to  make  croaainir  over  Eaiex  Terminal 
Ry.  at  Kildare  Road. 

29.S.tO.  Feb.  2.  RelievinK  C.P.R.  from  provid- 
ing further  protection  at  cruitainK  of  Howard 
Road.  ju«l  ea«t  of  l^kr  Shore  Jet..  Ont..  and 
Windsor.    Euex    *    I^ke   Rapid   Ry.'n   diamond. 

29.S.11.  Feb.  2.  Ordehnic  Grand  Trunk  Pacific 
Ry.  to  erect  nhelter  at  Uayaport.  B.C..  and  to 
continue  atoppinir  train*  for  paflftenifem  and  mail 
at  Hay«port  no  Ions  aii  ownem  of  wharf  maintain 
same  in  such  Ber\-iceable  condition  as  will  per- 
mit of  reasonable  and  proper  use  by  steamboat 
PAsaenirers    usinir    the    wharf. 

29.832.  Feb.  2.  Authorilinn  C.P.R.  to  croas 
Canadian  National  Rys.  at  Watson.  Sask.,  and 
orderins  it  to  erect  station  at  mile  29,  near  Wat- 
son,   north  of  C.N.R.   crossing. 

29.SSS.  Feb.  2.— AuthorizinK  G.T.R.  to  renew 
overhead  bridge  at  Henry  St.  over  its  tracks  in 
Whitby.   Ont- 

29.3S4.  Feb.  S.— Amending  order  29.279.  Jan. 
16.  shdWinR  details  of  C.P.R.  proposed  subway 
at    mile    2S..1.    MacTicr    Subdivision.    Ont. 

29.33.1.  Feb.  3.— Relicvinif  G.T.R.  from  pro- 
vidinir  further  protection  at  first  crossini;  south 
of    Sundridire   SUtion,    Ont. 

29.336.  Feb.  .1.— AmcndinK  order  29.312.  Jan. 
IS.  directinK  C.P.R.  and  Canadian  National  Rys. 
to  provide  certain  number  of  cars  for  loadinK  of 
Brain   at  Fort   William  and   Port  Arthur.  Ont. 

29.337.  Feb.  4.— Authorilinit  Canadian  National 
Rys.  to  make  hiichway  croasinR  between  Sees.  9 
and  10.  Tp.  .'i4.  Ranffe  28,  west  4th  meridian, 
Alta. 

29.338.  Feb.  8.— Orderinu  G.T.R.  to  insUII  auto- 
matic bell  at  crossinic  of  Victoria  Road,  near 
Guelph.   Ont. 

29.339.  Feb.  S.— ReacindinK  order  5.88S.  Dec. 
22.  1908.  re  diamond  crossinit  of  G.T.R.  by  Kit- 
chener and  WaUrloo  St.  Ry..  at  Kitchener.  Ont., 
in  so  far  as  it  orders  Kitchener  Liffht  Commis- 
sion to  pay  the  G.T.R.  90c  a  day.  and  providinic 
that  from  Auk.  1.  1918.  the  watchmen's  wanes 
be  apportioned  e<iually  between  G.T.R.  and  Kit- 
chener  Lisht  Commission. 

29.340.  Feb.  5.— Authoriiins  C.P.R.  to  build 
spur   for  Imperial  Oil    Ltd..   at   Carman.   AlU. 

29.841.  Feb.  2.— Orderinir  Canadian  National 
Rys.  forthwith  to  appoint  station  agent  at  Red- 
land.   AlU. 

29.342.  P"eb.  7.  --  Authorizine  Canadian  Na- 
tional Rys  to  rebuild  bridse  over  St.  Charles  River, 
at  mile  8.7   from  Quebec.   Que. 

29.S43.  Feb.  7.— Relievinit  Toronto.  Hamilton 
M  Buffalo  Ry.  from  mainUininv  station  agent  at 
Vaneua.  Ont..  sUtion  to  be  kept  clean,  heated 
and  lighted  when  necessary,  and  arrangemenU 
made   for  care  of  express  shipmenU. 

29.344.  Feb.  7. — Approving  location  and  plans 
of  C.P.R.  proposed  sUtion  at  Braraide.  Ont. 

29.845.  Feb.  7.— Relieving  G.T.R.  from  pro- 
^-idlng  further  protection  at  first  crossing  east  of 
Canfleld    SUtion.    Ont. 

29.846.  29.847.  Feb.  6.— Authoriiing  G.T.R.  to 
build  spur*  for  Manhasset  Mfg.  Co..  St.  Hyulnth*. 
tjue..  and  Westmount  Improvement  Co.,  Kitchener, 
Ont. 

29.340.  29.849.  Feb.  9.— Authorizing  Canadian 
National  Rys  to  divert  and  croas  the  highways 
at  mile  64.B4.  and  69.03,  Division  B,  Okanacan 
Branch.    B.C. 

29,8.'>0.  Feb.  6.— Authorising  Canadian  National 
Rys.  to  remove  sUtion  agent  at  Cap  Sante.  Que., 
careUker  to  be  app«iinted  to  keep  sUtion  clean, 
heated  and  light«il  for  accommodation  of  paa- 
sengers. 

29.sr.l.  Feb.  10.— Authoriilng  G.T.R.  to  build 
spur   for  Empire  Cotton   Mills.   Welland.    Ont. 

29,ir.2.  Feb.  10.  Authorising  Canadian  Na- 
tional Rys  to  divert  and  croaa  highway  at  sUtion 
1045-00.  mils  64.73,  DivUion  B.  Okanagan  Branch. 
B.C. 

29.8S8.  Feb.  9.— Aulhorixlng  C.P.R.  to  croaa 
road  allowance  at  mile  1.38.  Lac  du  Bonnet  Sub- 
division,  Man. 

29.8K4.     P*b.     10.— Aothoritinc     Canadian      Na- 


tional Rys.  to  divert  road  at  mil*  6&.17.  Division 
II.    Ukanagan    Branrh.    B  C. 

^».S»^.  Feb  9  Orxlering  G  T  R  to  creel  build- 
ing at  least  '!•  s  30  ft  .  HO  fl  west  of  •Ullun  at 
West  ToranUi.  OnL.  for  Canadian  Etprrst  Co.. 
with  shelteretl  platform  at  least  80  ft  wlilr.  at 
east  end  for  empty  trucks  :  to  be  completeil  by 
Aug.  31. 

29.SI>6.  Feb.  4.  Relieving  G.T.R.  from  pn>- 
viding  further  proteetion  at  crossing  of  Etmhurpt 
Ave..    Montreal    West.    Que. 

29.317.  Feb.  10.  Approving  agreement  Jan.  27. 
Iietween  Bell  Telephone  Co..  and  Brougham  and 
GrmfUm   Telephi.ne   C.i..    Renfrew   County.   Ont. 

2<.i.3.'.H.  Feb.  9.  Authorising  Canadian  North- 
em  Saskatchewan  Ry.  to  crrMts  fi  highways  on  lU 
Peebles-l^mpman   Branch,  mile  0  to  82.89. 

2g.3.'.9.  Feb.  9.  -  Authorixlng  Saskatchewan 
Government  to  carry  highway  over  C.P.R.  in  s.w. 
1 1   See.    17.  Tp.   8H,   Range  27,   west  8rd   meridian. 

29.360.  Feb.  10.  Approving  agreement  Jan. 
27.  between  Hell  Telephone  Co.  and  East  Woo<l- 
ville   Telephone    Co..    VIcUiria   County.    Ont. 

29.361.  Feb.  12. —Authorizing  CaluuIUn  Na- 
tional Rys.  to  croM  and  liivert  highway  at  mile 
63.8F>.  Division   B.   Okanagan   Branch.   B.C. 

29.362.  Feb.  11. —  Approving  route  map  showing 
general  location  of  C.P.R.  Roaemary  Northerly 
Branch,  mile  0  to  25.03.   AlU. 

29.363.  Feb.  12.  -  Authorizing  Saskatchewan 
Government  to  build  highway  across  C.P.R.,  in 
See.  1.  Tp.   14.  Range  18.  west  3rd  meridian. 

29.364.  Feb.  12.-  Authorizing  Canadian  Na- 
tional Rys.  to  cross  and  divert  the  road  in  s.w. 
V(  See.  16.  Tp.  27.  Range  28.  west  3rd  meridian. 
Sask. 

29.365.  Feb.  4.-  Approving  British  Columbia 
Telephone  Co.  bylaw  authorizing  W.  Farrell. 
President,  and  G.  Farrell.  SecreUry.  to  prepare 
UrilTs  of  tolls,  and  other  charges,  both  local  and 
long   disUnce. 

29.366.  Feb.  10.  Ordering  Canadian  National 
Rys.  to  mainuin  regular  sUtion  agent  at  Drop- 
more.    Man. 

29.367.  Feb.  13.— Authorizing  C.P.R.  to  rebuild 
bridge  over  St.  Maurice  River,  at  mile  1.8.  Cap 
de   la   Madeleine  Subdivision.    Que. 

29.368.  Feb.  10.— Ordering  G.T.R.  to  main- 
uin watchmen  at  crossings  of  Metcalfe  and 
Caradoc  Sts..  Strathroy.  Ont..  between  6  a.m.  and 
10  p.m..  two  watchmen  in  each  case  working 
eight   hours   a   day. 


Z*.t««.  Feb.  12.-  AathoHtins  Lake  Brto  and 
Northern  Ry.  and  G.T.R.  to  oprraU  over  rraaa- 
Ing  at  sUUun  7.28.  Braatford,  OaL,  without  flnl 
stopping. 


Proposal  to  Revalue  the  Caniidian 
.National   Iiailwa>>. 

Hon.  T.  A.  C'rcrar.  M.P.,  ex  Miniiit*r 
of  Ajfriculturc,  who  rcniirned  from  the 
Dominion  Government  some  months  tgo, 
in  .speakintf  at  Winnipeg  recently,  Raid 
that  the  publir  adminixtration  of  20,000 
miles  of  railway  is  made  more  difficult  by 
the  fact  that  f'anada's  railway  policy  in 
the  past  has  not  been  sound  in  all  its 
aspects.  Lines  have  been  duplicated 
and  railways  built  at  enontious  cost 
throuKh  territory  not  sufficiently  settled 
to  provide  profitable  business.  Faced 
with  these  handicaps  he  favors  a  re- 
valuation of  the  whole  Canadian  National 
Railway  system.  He  asked:  "What  does 
a  business  man  do  if  he  finds  he  has  (fot 
into  business  difficulties,  if  he  finds  that 
he  has  expended  money  that  is  useless? 
In  fact,  what  do  his  bankers  insist  that 
he  do?  He  has  pot  to  re-establish  his 
position  by  revaluing  his  assets  and  put- 
tinp  them  down  at  a  proper  worth.  That, 
to  my  mind,  is  one  of  the  first  things  that 
should  be  done  with  our  national  system 
of  railways.  Their  worth  should  be  put 
down  to  a  sound  value  and  the  difference 
written  off  to  the  debt  of  Canada.  When 
this  haj  been  done  these  roads  will  be 
placed  in  the  position  where  they  can 
have  a  fair  chance  to  compete  in  the  pub- 
lic business  of  the  country." 


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


Week  ended  Feb.   6,   1920. 

Fort  William— 

0.  P.R 

Empire     Elevator     Co_ _.._.. 

Consolidated    Elevator    Co.    ............... 

Ogilvie  Flour  Mills  Co. 

Western  Terminal  Elevator  Co.  ._ 

G.   T.    Pacific   „.. 

Grain  G-jwers'  Grain  Co _.„_ 

Fort    William    Elevator    Co _.. 

Northwestern   Elevator  Co.  «... 

Port  Arthur- 
Port   Arthur  Elevator   Co _ 

Saak.   Co-op.    Elevator  Co „„.. 

Canadian    Government   Elevator   — ... 

Account  Imperial  Government 

Thunder    Bay    

Davidson  and  Smith  

Eastern-Richardson     

Vancouver   Can.    Gov't.    Elevator » 

ToUl  public  terminal  elcvatora.... 

Saskatoon   Can.    Gov't.    Elevator 

Mooae  Jaw   Can.   Gov't.   Elevator 

Calgary   Can.    Gov't.   Elevator 

ToUl  InUrior  Terminal  Elevaton- 

Midland- 
Aberdeen    Elevator  Co _ - 

Midland   Elevator  Co 

Tiffin.  G.T.P 

Port   McNicoll   

Goderich— 

Elevator  and  Transit  Co.- 

Toronto — 

Campbell  Flour  Mills  Co 

Kingston — 

Commercial  Elevator  Co 

Montreal — 

Harbor  Commissioners  No.  1  and  t... 

Montreal    Warrhouaing   Co.    _ 

Offllvle  Flour  Mills  Co 

Quebec     Harbor    Commissionars..- — .— .. 

Weat    St.    John.    N.B..    C.P.R 

St.  John.  N.B..  Can.   NaU  Ry» 

Halifax,   N.S - - 

Total    Pnblle   EUvaton 

ToUl   Quantity   in  Store „. 

tCom. 


Wheat. 
Boah. 

Onts. 
Boah. 

24.082 
288.406 
73.288 
76.612 
88.716 
388.448 
417.161 
380.248 
20.076 

725.322 
859.473 
92.787 

499.384 
42,782 

169,460 
32,192 

Barley. 
Btuh. 

110.705 
217.118 
62.907 
89.748 
16.021 
40,104 
170,668 
47,806 
26,866 

214,863 
44,601 
26,681 

90,993 
18,204 
36,164 
6,190 

Flax. 
Bash. 

Rye. 
Bush. 

43.063 
87.544 
10.280 
45.0S2 
7.854 
31.454 
65.004 
12.042 
69 

62.171 
21.258 
15.317 

17.124 
1.081 
88.848 
•1,426 

Totala. 
Bush. 

291.706 

868.292 
489.230 
2S1.859 
874,439 
686,067 
988.616 
276.857 
SS4.859 

1,802,794 

1,4I>9,9S9 

164,649 

836,611 

15.892 
40.297 

liiim 

24,607 

i'4'.272 
44 

2.181 
38.304 
68.920 
7.207 
8.879 

927.262 
627.002 
462.796 
455.618 
1.120.575 
1.641.384 
730.724 
601.918 

2.297.881 

1.928.676 

868.164 

7.207 

951.891 

96.680 

818,153 

1,588 

8.602 

561.11T 
41.896 

7,669,471 

3,579,420 

1.218.018 

248,694 
7,826 

isa 

394.81* 

13.106.119 

391,814 

260,912 

1.186.836 

361,680 
179.755 
827,817 

2,888 

6,066 

64,121 

•2.740 
1.270 
•1.644 
13,0** 

18,720 

2.08*.1«« 

1,889,662 

1,368.662 

62,616 

8.007 

8497.45* 

177.822 
846.621 

121,767 
24.6*1 

28,8*8 

"ifim 

2oiiiTi9 
S4,M0 

304.0S9 

81,071 
292,998 

r:~ 

71.687 
81.761 
31.761 

8.489 

»...v-.. 

473.710 
1.870.988 

414,418 
627.644 
111.642 

864.366 
78.400 

26.368 

298.609 
28.471 

'L948 
9.108 

1.870,988 
704.044 
111.642 
26.8*8 

1R«,<02 
441.823 
814.809 

su.efii 

487,418 
4*9,794 
881.801 
1.948 
801.448 
174,4*0 

488,8*9 

1.818.498 

1,688.147 

484.810 
1,770,848 

— 

10«,747 
620.088 

*.008.I*S 

13,097.180 

8,7««.870 

26*,*01 

82.410,TTT 

March,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


139 


Traffic  Order  by  Board  of  Railway  Commissioners. 


Supplement  4  to  Tariff  C.R.C.  9.  Cen- 
tral Vermont  Ry.  Supplement  1  to  Tariff 
C.R.C.  525. 


C.P.R.    Weyburn-I.ethbridge    Line    Rates 
and  Extension. 

29,230.  Jan.  2.— Re  application  of 
Associated  Board  of  Trade  and  Saskat- 
chewan Grain  Growers'  Association  for 
a  reduction  in  rates  to  stations  on  the 
C.P.R.  Weyburn-Lethbridge  line,  and 
for  the  construction  of  the  uncompleted 
portion  of  the  line.  Upon  hearing  the 
application  at  Regina,  Mar.  1,  1919,  the 
applicants,  the  Shaunavon  Board  of 
Trade,  and  the  railway  company  being 
represented  at  the  hearing,  John  George 
appearing  in  person,  and  what  was  al- 
leged, it  is  ordered  that  the  application 
be  dismissed. 

Fredericton  and  Grand  Lake  Coal  & 
Ry.'s  Freight  Tariff. 

29.263,  Jan.  10.  This  order,  as  issued 
originally,  and  published  in  Canadian 
Railway  and  Marine  World  for  Febru- 
ary, pg.  71,  has  been  changed  to  read 
as  follows:  Re  application  of  Frederic- 
ton  &  Grand  Lake  Coal  &  Ry.  Co.,  un- 
der sec.  330  of  the  Railway  Act,  1919, 
for  approval  of  its  Standard  Mileage 
Freight  Tariff,  C.R.C,  no.  84.  Upon 
the  report  and  recommendation  of  the 
board's  Chief  Traffic  Officer,  it  is  order- 
ed that  said  tariff  of  maximum  mileage 
freight  rates,  to  apply  between  stations 
on  the  Fredericton  &  Grand  Lake  Coal 
&  Ry.  Co.'s  railway,  be  approved,  the 
tariff,  with  a  reference  to  this  order,  to 
be  published  in  at  least  two  consecutive 
weekly  issues  of  the  Canada  Gazette. 

New  Brunswick  Coal  &  Ry.  Freight 
Tariff. 

29.264,  Jan.  10. — This  order,  as  issued 
originally,  and  published  in  Canadian 
Railway  and  Marine  World  for  Febru- 
ary, on  pg.  71,  has  been  changed  to  read 
as  follows:  Re  application  of  New 
Brunswick  Coal  &  Ry.,  under  sec.  330 
of  the  Railway  Act,  1919,  for  approval 
of  its  Standard  Mileage  Freight  Tariff 
C.R.C.  no.  51.  Upon  the  report  and  re- 
commendation of  the  board's  Chief  Traf- 
fic Officer,  it  is  ordered  that  the  said 
tariff  of  maximum  mileage  freight  rates, 
to  apply  between  stations  on  the  New 
Brunswick  Coal  and  Railway,  be  ap- 
proved; and  that  the  tariff,  with  a  re- 
ference to  this  order,  be  published  in  at 
least  two  consecutive  weekly  issues  of 
the  Canada  Gazette. 

Supply  of  Grain  Cars  at  Port  Arthur 
and  Fort  William. 

29,312.  Jan.  30. — In  pursuance  of 
the  powers  conferred  upon  the  board  by 
the  Railway  Act,  1919,  sec.  312,  and 
order  in  council  1,589,  July  31,  1919,  as 
continued  in  full  force  and  effect  by  act 
of  the  Parliament  of  Canada,  10  George 
v.,  chapt.  9,  and  of  all  other  powers 
possessed  by  it  in  that  behalf,  it  is  order- 
ed as  follows:  That  on  Monday,  Feb.  2, 
1920,  and  on  each  succeeding  Monday 
until  otherwise  ordered  by  the  board  the 
C.P.R.  provide  at  least  125  cars  and  the 
Canadian  National  Rys.  at  least  50  cars 
at  the  elevators  at  Fort  William  and 
Port  Arthur,  Ont.,  for  the  receipt,  han- 
dling, and  can-iage  of  grain,  other  than 
wheat,  also  flaxseed,  for  domestic  use 
in  Cnada;  the  said  cars  to  be  allocated 
in  proportion  to  the  cars  ordered  for 
which  the  necessary  documents  have 
been  surrendered. 

This  order  was  amended  by  order  29,- 
336  Feb.  5,  as  follows:  Upon  its  being 
represented  to  the  board  that  the  effect 
of  the  order  allocating  the  cars  upon  the 


surrender  of  the  necessary  documents  is 
to  exclude  users  of  private  elevators 
which  do  not  issue  warehouse  receipts 
from  any  benefit  thereunder,  it  is  ordered 
that  order  29,312  be  amended  by  strik- 
ing out  the  words  "for  which  the  ne- 
cessary documents  have  been  surrender- 
ed," at  the  end  thereof. 

New  Brunswick  Coal  &  Ry.,  Pas- 
senger Tariff. 

29,323.  Jan.  30.— Re  application  of 
New  Brunswick  Coal  &  Ry.,  under 
sec.  334  of  the  Railway  Act,  1919,  for 
approval  of  its  Standard  Passenger  Tar- 
fff,  C.R.C.  4.  Upon  the  report  and  re- 
commendation of  the  board's  Chief  Traf- 
fic Officer,  it  is  ordered  that  the  said 
tariff,  to  apply  between  stations  on  the 
New  Brunswick  Coal  and  Railway, 
be  approved;  and  that  the  tariff, 
with  a  reference  to  this  order,  be 
published  in  at  least  two  consecutive 
weekly  issues  of  the  Canada  Gazette. 

Fredericton  Grand  Lake  Coal  &  Ry. 
Co.'s  Passenger  Tariff. 

29,370.  Jan.  30.— Application  of  Fred- 
ericton &  Grand  Lake  Coal  &  Ry.  Co., 
under  sec.  334  of  the  Railway  Act,  1919, 
for  approval  of  its  Standard  Passenger 
Tariff  C.R.C.  4.  Upon  the  report  and 
recommendation  of  the  board's  Chief 
Traffic  Officer,  it  is  ordered  that  the 
said  tariff,  to  apply  between  stations  on 
the  Fredericton  &  Grand  Lake  Coal  & 
Ry.  Co.'s  railway  be  approved;  the  tariff, 
with  reference  to  this  order,  to  be  pub- 
lished in  at  least  two  consecutive  weekly 
issues  of  the  Canada  Gazette. 

Free  Time  for  Ordering  and  Paying 
Freight  Charges. 

29,389.  Re  application  of  Saskatche- 
wan Supply  and  Fuel  Co.,  for  considera- 
tion by  the  board  of  the  question  of 
free  time  allowed  for  ordering  and  pay- 
ing freight  charges.  Upon  hearing  the 
application  at  Saskatoon,  Nov.  29,  1919, 
the  applicant,  the  Canadian  Freight  As- 
sociation, and  the  C.P.R.,  being  repre- 
sented at  the  hearing,  and  what  was  al- 
leged, it  is  ordered  that  the  application 
for  a  modification  of  rule  2  (b)  of  Can- 
adian Car  Demurrage  Rules  to  afford 
free  time  for  alternative  placement 
orders  for  unloading  cars,  also  far  an 
allowance  of  free  time  for  payment 
freight  charges  be  refused. 
Passenger  Commutation  Rates  Tariffs 
Suspended. 

29,407.  Re  complaints  of  City  of 
Toronto;  residents  of  Oakville,  and  sta- 
tions between  Oakville  and  Toronto; 
residents  of  Laval  des  Rapides,  Que.; 
Gatineau  Residents  Association;  E.  N. 
BrowTi,  of  Montreal;  the  Town  of  Wes- 
ton, Ont.,  and  residents  of  the  Town  of 
Lasalle,  Que.,  against  proposed  increase 
in  commutation  rates  published  by  rail- 
way companies  to  become  effective  March 
1.  Upon  hearing  the  complaint  of  the 
residents  of  the  Town  of  Lasalle  at 
Montreal,  Feb.  25,  the  Town  of  Lasalle 
and  the  railway  companies  interested 
being  represented  at  the  hearing,  and 
whait  was  alleged  and  upon  reading  the 
submissions  filed  on  behalf  of  the  other 
parties  interested,  it  is  ordered  that  the 
following  tariffs  be  suspended,  pending 
hearing  by  the  board,  viz.:  Tariffs  C.R.C. 
139,  G.T.R.  Tariff  C.R.C.  no.  E-2822. 
Canadian  National  Rys.  Tariffs  C.R.C. 
no.  W-90  and  no.  E-114.  Toronto,  Ham- 
ilton and  Buffalo  Ry.  Tariffs  C.R.C.  1,- 
279,  1,281,  1,284.    New  York  Central  Rd. 


Regulations  for  Car  Lighting 
Systems. 


The  Board  of  Railway  Commissioners 
passed  general  order  282,  Jan.  29,  as 
follows :  Re  general  order  25,  Jan.  25, 1909, 
prescribing  lighting  systems  to  be  used 
on  each  and  every  car  requiring  light- 
ing on  the  railway,  or  portion  of  rail- 
way, operated  by  every  railway  com- 
pany, subject  to  Dominion  jurisdiction. 
Upon  reading  what  is  filed  on  behalf  of 
the  Canadian  Pacific,  Grand  Trunk, 
Grand  Trunk  Pacific,  Canadian  National 
Railways  and  the  Wabash  and  Michigan 
Central  Railroads,  and  the  report  and 
recommendation  of  the  board's  Mechan- 
ical Expert,  concurred  in  by  its  Chief 
Opei-ating  Officer,  it  is  ordered  that  gen- 
eral order  25,  be  amended  by  adding 
after  sub  clause  (3)  of  clause  (h),  par- 
agraph 3,  the  following,  viz.:  "4.  That 
in  all  cases  of  derailment  or  accidents 
to  passenger  cars  lighted  with  Pintsch 
gas  or  Commercial  acetylene,  the  supply 
of  gas  must  be  shut  off,  if  possible,  by 
closing  the  stud  valves  in  storage  tanks 
underneath  the  body  of  the  car.  Ar- 
rangements must  be  made  to  place  a 
key  securely  in  the  gauge  box  under- 
neath the  car,  where  it  will  readily  be 
accessible.  Instructions  must  be  issued 
to  train  and  wrecking  crews  to  govern 
this  matter,  so  that  there  will  be  no 
misunderstanding  in   case   of  accident." 


Grain  Inspected  at  Western  Points. 


The  following  figures,  compiled  by 
the  Dominion  Bureau  of  Statistics,  show 
the  number  of  cars  of  grain  inspected 
at  Winnipeg  and  other  points  on  the 
Western  Division,  during  January,  and 
during  five  months  ended  Jan.,  1920  and 

5  mons.  a  mons. 

to  Jan..  to  Jan., 
Jan..  1920       1920  1919 

C.P.R 5,564         50.363         51.662 

C.N.R 4,010         30.781         38,513 

G.N.R.   (Dulnth)   20  475  709 

G.T.P.R 1,817         14.328         12.116 

Totals    11,411         95.947         98,000 


A    Concordance    of    the    Railway    Act, 

statutes  of  Canada,  1919,  chap.  68,  by 
A.  H.  O'Brien,  M.A.,  ex  House  of  Com- 
mons Law  Clerk,  and  counsel  of  the 
House  of  Commons  Speaker,  being  a 
new  edition  of  Currier's  Concordance, 
has  been  issued.  It  contains  the  full 
text  of  the  act,  an  analytical  index  of 
it,  a  table  of  reference  from  the  old  act 
to  the  new,  a  list  of  other  acts  affecting 
railways,  and  the  Board  of  Railway  Com- 
missioners' rules  and  regulations,  with 
index.  It  is  published  by  Canada  Law 
Book  Co.,  Toronto. 

Railway  Lands  Patented — Letters  were 
issued  during  January  for  Dominion 
railway  l£tnds  in  Manitoba,  Saskatche- 
wan, Alberta  and  British  Columbia  as 
follow^s:—  Acres. 

Canadian   Northern  Hy 1602.00 

Canadian    Pacific    Ry.,    roadbed    and    sta- 
tion   Krounda    1.09 

Centra!    Canada   Ry 3.77 

ToUl  1606.86 

W.  B.  Way,  Superintendent,  Canadian 
National  Rys.,  Cochrane,  Ont.,  in  send- 
ing Canadian  Railway  and  Marine  World 
some  suggestions,  says:  "I  consider  the 
circulation  of  your  paper  is  of  value  to 
railways  and  railway  men." 


140 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


March,  1920. 


C.V.n.  Scholarships  in  M((;ill 
rniversitv. 


Grmit  lUII.  Vice  rrcsidont,  C.P.R.. 
haa  iniiupil  ihc  following  circular: — A 
free  Rcholnrnhip,  covcTinp  four  years  tui- 
tion in  nrrhitfcturi',  chemistry,  civil,  me- 
chanical or  cleotricol  rnKiiicerinit  nt  Mc- 
Gill  University.  .Muntrenl,  is  hereby  of- 
fered, giihject  to  competitive  examina- 
tion, to  apprentices  and  other  employes 
enrolled  on  the  company's  permanent 
statT  and  under  'Jl  years  of  atre,  and  to 
minor  sons  of  employes.  The  competi- 
tive examination,  which  will  be  the  reg- 
ular entrance  matriculation  examination 
provideil  for  in  the  university's  annual 
calendar,  will  be  held  at  the  university, 
and  at  other  centers  throuphout  Canada, 
in  .lune,  r.»20.  The  candidate  makinf; 
the  hikthest  avcraKc,  and  complying  with 
the  requirements  of  admission,  will  be 
awarded  the  scholarship  and  have  the 
option  of  taking;  any  of  the  above  courses. 
Scholarships  will  be  renewed  from  year 
to  year,  to  cover  a  period  not  exceeding 
four  years,  if,  at  the  close  of  each  ses- 
sion, the  holder  thereof  is  entitled,  under 
the  rules,  to  full  standing  in  the  next 
higher  year.  In  case  a  scholarship  holder 
finds  it  necessar>-  to  interrupt  his  course 
for  a  year  or  more,  notice  must  be  given 
at  the  close  of  the  session  to  the  C.P.R. 
Co.,  and  to  the  Dean  of  the  Faculty  of 
Applied  Science  of  the  University,  in 
order  that  the  scholarship  may  be  open 
to  other  applicants.  In  order  to  estab- 
lish prior  claim  to  the  next  available 
scholarship,  notice  of  the  student's  in- 
tended return  must  be  given  to  the  C. 
P.R.  Co.  and  to  the  Dean  of  the  Faculty 
of  Applied  Science,  not  later  than  Jan. 
1,  preceding  the  opening  of  the  session 
in  which  such  scholarship  will  be  avail-' 
able.  Applications  for  certificates  en- 
titling eligible  persons  to  enter  the  com- 
petition should  be  addressed  to  C.  H. 
Buell,  Staff  Registrar  and  Secretary, 
Pension  Department,  C.P.R.,  Montreal. 
Copies  of  the  annual  calendar  contain- 
ing the  conditions  of  admission  and  an- 
nouncement of  courses  may  be  obtained 
upon  application  to  the  Registrar,  Mc- 
Gill  University.  Certificate  holders 
should,  not  later  than  May  10,  1920,  ap- 
ply to  the  Registrar  of  the  University, 
for  admission  to  tbe  examination,  and 
such  application  most  be  accompanied 
by  the  company's  certificate  of  eligibil- 
ity. 


Esquimau     and     Nanaimo     Ry.    Land 

Grant — Replying  to  a  question  asked  in 
the  British  Columbia  Legislature,  Feb. 
10,  as  to  the  amount  contributed  by  the 
E.  and  N'.R.  to  the  pro%nncial  revenue 
under  the  K.  and  N.R.  Co.'s  Land  Grant 
Tax  Exemption  Ratification  Act,  1912, 
the  Finance  Minister  said:  "The  sum  of 
I'^^c  in  respect  of  each  acre  of  the  com- 
pany's land  grant  remaining  vested  in 
the  company  and  exempt  from  taxation 
on  June  ."iO  in  each  year,  the  payments 
made  on  this  account  to  dato  being  as 
follows:  1913,  on  l,101,72.'i  acres,  $16,- 
52.1.87;  1914,  on  1,087,118  acres,  $16,- 
.107.77;  191.S,  on  l,06.'i,2.'>4  acres,  $15,- 
948.81;  1916,  on  1,059,270  acres,  $15,- 
890.55;  1917,  on  1,057,992  acres,  $15,- 
869.88;  1918,  on  1,056,0.'?0  acrp.«,  $15,- 
840.45;  1919,  on  1,054,302  acres,  $16,- 
814.63." 

Promoters  of  a  railway  to  connect 
Antofognsta,  Chile,  and  Buenos  Aires, 
Argentine,  at  a  cost  of  $25,000,000,  are 
said  to  be  seeking  capital  for  construc- 
tion in  North  America. 


.Snow  and  Cold  I'araly/e  Nt-wfound- 

land's  Transportation 

Facilities. 

St.  John's,  .N'lld.,  press  dispatch,  Feb. 
10. —  Owing  to  continuous  snowstorms, 
the  Reid  Newfoundland  Co.  was  unable 
to  run  any  trains  in  January,  and  it  is 
certain  that  all  railway  traffic  will  be 
abandoned  utnil  spring  opens.  The  in- 
tense cold,  reaching  38  degrees  below 
zero,  has  made  matters  still  more  seri- 
ous, the  whole  island  having  been  for 
four  weeks  in  a  state  of  natural  block- 
ade by  ice.  Every  bay  is  frozen  over 
sufficiently  to  drive  horses  from  side  to 
side,  a  state  unknown  for  100  years. 

The  coastal  service  has  collapsed  and 
sealing  steamships  are  powerless  to 
carry  food  and  coal  to  sections,  sufl'er- 
ing  from  the  hardest  deprivations.  The 
steamships  Prospero,  Diana  and  Eagle, 
carrying  foodstuffs  north,  are  frozen  in 
off  Fogo,  and  will  be  unable  to  prose- 
cute the  seal  fishery  this  year.  This 
means  that  only  seven  ships  will  en- 
deavor to  face  the  Arctic  floe.  Sealing 
crews  must  walk  from  the  northern  dis- 
tricts to  St.  John's,  distances  ranging 
from  120  to  200  miles.  A  serious  coal 
shortage  intensifies  the  situation.  Food 
shortage  is  so  great  in  the  lumber  camps 
that  horses  have  been  killed  for  want  of 
food,  trains   being  snowbound. 

The  railway  problem  is  the  most  seri- 
ous the  new  government  must  face.  The 
railway  has  run  down,  it  lacks  rolling 
stock  and  motive  power,  and  only  the 
expenditure  of  many  millions  can  rem- 
edy the  situation.  Under  the  Reid  rail- 
way contract,  the  Reid  Newfoundland 
Co.  is  supposed  to  repair  the  line,  but 
it  is  evident  that  it  is  not  in  financial 
position  to  do  so,  the  railway,  it  con- 
tends, being  a  losing  concern.  A  gov- 
ernment expenditure  of  $10,000,000  to 
repair  the  railway  will  place  a  heavy 
financial  burden  on  the  country. 

To  ease  the  situation  the  government 
has  invited  tenders  for  four  steamships 
for  the  north  and  west  coasts,  and  the 
press  urges  that  the  present  bay  service 
be  doubled. 

The  ice  blockade  had  seriously  inter- 
fered with  the  export  of  fish  to  the 
Mediterranean,  and  fish  exporters  fear 
that  the  half  million  quintals  of  fish  yet 
unshipped  will  reach  Latin  countries  too 
late  for  the  Lenten  season,  in  which 
case  a  serious  slump  in  prices  may  re- 
sult. 


Among  the  Express  Companies. 


The  Canadian  National  Ex.  Co.  has 
opened  offices  at  Neuville  and  Cap  Rouge, 
Que.,  and  Cronyn,  Ont. 

H.  A.  Fairbome,  heretofore  at  Winni- 
peg, has  been  appointed  agent.  Domin- 
ion Ex.  Co.,  Portage  la  Prairie,  Man., 
vice   A.   W.    Hodgson,   transferred. 

A.  W.  Hodgson,  heretofore  agent.  Do- 
minion Ex.  Co.,  Portage  la  Prairie,  Man., 
has  been  appointed  agent,  same  company, 
.Maple  Creek,  Sask.,  vice  R.  Fcnnell, 
given  leave  of  absence  on  account  of 
ill   health. 

The  Canadian  Ex.  Co.  has  granted  in- 
creases in  wages  to  its  employes,  rang- 
ing from  lO'T'r  to  20'"r,  elTective  from 
Feb.  7.  The  negotiations  between  the 
company  and  the  employes  were  con- 
ducted by  the  Canadian  Brotherhood  of 
Railway  Employes,  and  it  is  stated  that 
the  agreement  affects  indoor  clerks  as 
well  as  outdoor  employes. 


The  G.T.R.  ha*  been  directed  by  the 
Board  of  Railway  Commissioners'  order 
29,.'I55,  Feb.  9,  to  construct  a  building, 
at  least  76  x  30  ft.,  at  a  point  HU  ft. 
west  of  the  station  at  West  Toronto, 
Ont.,  for  the  Canadian  Ex.  Co.  A  shelt- 
ered platform,  at  least  .'50  ft.  wide  is  to 
be  provided  at  the  east  end  of  the  build- 
ing, for  empty  trucks,  and  the  work  com- 
pleted by  Aug.  31. 


Telesraph.  Telephone  and  Cahle 
-Maltcr.s. 

John  Stanton,  Agent,  Great  North 
Western  Telegraph  Co.,  Port  Dalhousie, 
Ont.,  for  about  30  years,  died  there, 
Feb.  13,  aged  69. 

Representatives  of  Canadian  telegraph 
employes  will,  it  is  announced,  meet  in 
Winnipeg  during  March,  to  revise  and 
standardize    wage   agreements. 

The  Great  North  Western  Telegraph 
Co.  has  closed  its  offices  at  Pokemouche, 
N.B.;  Ameson,  and  Bala,  Ont;  and  Vic- 
toria Beach  Man.,  and  has  opened  of- 
fices at  Kabina  and  SavofT,  Ont 

Glyn  Osier,  Troonto,  and  G.  D.  Milne, 
New  York,  have  been  elected  directors, 
Bell  Telephone  Co.  of  Canada,  succeed- 
ing the  late  .  A.  Lash,  and  the  late  N. 
C.    Kingsbury,   respectively. 

The  new  cable  line  connecting  Santos 
and  Rio  de  Janeiro,  Brazil,  with  the 
cable  system  at  Montevideo  and  Buenos 
Aires,  thus  providing  direct  communica- 
tion between  the  United  States  and 
Brazil,  will  be  in  operation  about  March 
20. 

The  following  transfers  in  the  Pacific 
Cable  Board's  staff  have  been  announc- 
ed: H.  Baxendale,  from  Sydney,  New 
South  Wales,  to  Bamfield.  B.C.;  R.  S. 
M.  McCombie,  from  Bamfield,  B.C.,  to 
Fanning  Island;  T.  F.  Price,  from  Hal- 
ifax, N.S.,  to  Auckland,  New  Zealand, 
and  H.  K.  Balcombe,  from  Montreal  to 
Calgary,  Alta. 

A  further  development  in  the  possi- 
bilities of  commercial  wireless  telephone 
business,  took  place  early  in  February, 
when  W.  Marconi,  G.C.V.O.,  spoke  be- 
tween London  and  Canada  by  that  sys- 
tem. He  is  reported  to  have  stated  that 
conversations  across  the  Atlantic,  will 
be  more  or  less  common  in  the  near  fu- 
ture, at  a  cost  of  not  more  than  24c  for 
one  minute. 

The  Mackay  Companies'  annual  meet- 
ing was  held  Feb.  16,  when  it  was  re- 
ported that  notwithstanding  all  the 
troubles  due  to  the  war,  and  to  govern- 
ment operation,  the  gross  receipts  of 
the  ocean  and  land  line  systems  since 
the  return  of  the  properties  to  the  com- 
panies' control  on  Aug.  1,  1919,  have 
steadily  increased,  and  the  net  profit  is 
satisfactory.  Sir  Vincent  Meredith, 
President.  Bank  of  Montreal,  resigned 
as  one  of  the  trustees,  the  vacancy  not 
being  filled. 

The  Farmers'  Telephone  Co.,  Hartland, 
N.B.,  at  its  annual  meeting  recently, 
passed  its  annual  dividend,  "on  account 
of  the  cxtraordinarj-  advance  in  the  cost 
of  supplies  and  operating"  expenses, 
without  corresponding  increases  in 
rentals  and  tolls."  It  was  announced 
that  in  order  to  keep  the  property  in 
the  present  hands,  additional  capital 
would  have  to  be  forthcoming,  and  that 
rentals  must  be  increased,  in  accordance 
with  the  increases  in  the  cost  of  oper- 
ating. It  was  also  hinted  that  the  com- 
pany may  pass  under  the  New  Bruns- 
wick Telephone  Co.'s  control. 


March,  1920. 


141 


Electric  Railway  Department 

Increases  in  Electric  Railway  Freight  and  Passenger  Rates. 


British  Columbia  Electric  Ry.— The 
Board  of  Railway  Commissioners  issued 
order  29,237,  Jan.  10,  dismissing  com- 
plaint by  Broadview  Ratepayers'  Asso- 
ciation, Bumaby,  B.C.,  against  fares 
charged  by  B.C.E.R.  in  Bumaby  district. 
Victoria  City  Council  has  applied  to  the 
B.C.  Legislature  for  an  act  to  amend 
its  act  of  incorporation  in  various  de- 
tails. One  of  the  sections  of  the  bill 
provides  for  the  passing  of  regulations 
by  the  city  council  as  to  jitney  traffic, 
which  would  have  the  effect  of  prohibit- 
ing it  within  certain  areas.  The  intro- 
duction of  this  section  is  the  result  of 
an  understanding  arrived  at  with  the 
British  Columbia  Electric  Ry.,  as  a  pre- 
liminary to  an  agreement  for  an  increase 
of  fares  on  the  city  lines.  The  proposed 
new  contract  between  the  city  and  the 
company  is  reported  to  contain  the  fol- 
lowing sections:  The  company  shall  put 
into  effect  a  fare  schedule  making  the 
regular  fare  on  all  lines  6c  with  transfer 
privileges;  6  tickets  being  sold  for  35c; 
special  tickets  for  children  under  12,  at 
all  hours,  and  for  school  children,  during 
school  hours,  to  cost  25c  for  strip  of  10; 
children  under  5  being  carried  free  of 
charge.  The  same  rates  for  electric 
lights  to  be  in  force  in  Victoria  as  in 
Vancouver.  This  would  probably  make 
the  rate  per  kilowatt  6c,  abolish  meter 
rent  and  make  the  minimum  per  month 
50c.  That  the  company  undertake  to 
maintain  the  strip  of  roadway  between 
the  tracks  within  18  in.  of  both  sides  of 
the  rails. 

Calgary  Municipal  Ry. — The  Calgary, 
Alta.,  City  Council's  wage  committee  is 
reported  to  have  recommended,  after  a 
consultation  with  representatives  of  em- 
ployes of  the  various  departments,  the 
granting  of  increases  in  wages,  estimat- 
ed to  amount  to  $225,000.  City  Commis- 
sioner Graves  is  reported  to  have  ex- 
pressed the  fear  that  these  increases  can- 
not be  met  without  increasing  the  fares 
on  the  Calgary  Municipal  Ry.,  and  the 
rates  charged  for  other  public  utilities. 
The  rate  of  wages  recommended  to  be 
paid  the  motormen  is  reported  to  be 
72  %c  an  hour.  The  present  rate  is  65c 
and  the  men  asked  75c. 

London  and  Port  Stanley  Ry. — A  Lon- 
don, Ont.,  press  dispatch  stated  recently 
that  the  L.  &  P.S.R.  management  had 
served  the  required  six  months  notice 
on  the  Michigan  Central  Rd.  that  rates 
for  hauling  the  latter's  freight  and  pas- 
senger traffic  between  London  and  St. 
Thomas  must  be  advanced  next  summer, 
it  being  claimed  that  the  L.  &  P.S.R.  is 
losing  money  on  the  Michigan  Central 
business,  because  of  the  sharp  advance  in 
operating  costs  since  the  agreement  was 
made  in  1914,  and  that  provision  is  made 
for  rate  adjustments  in  five-year  periods, 
and  for  arbitration  by  the  Board  of  Rail- 
way Commissioners  in  the  event  of  fail- 
ure to  agree. 

We  were  officially  advised  by  the  L. 
&  P.S.R.  management  Feb.  20,  that  no 
such  notice  had  been  served,  that  under 
the  agreement,  it  is  impossible  to  ad- 
vance rates  for  hauling  freight  next  sum- 
mer and  that  passenger  rates  are  not 
controlled  by  the  agreement. 

Montreal  and  Southern  Counties  Ry. — 
Application   has   been    made   recently    to 


the  Board  of  Railway  Commissioners 
for  an  increase  of  20':y'  in  the  commuta- 
tion fares  between  points  on  the  Mont- 
real and  Southern  Counties  Ry.  and 
Montreal.  Following  is  a  comparison  be- 
tween the  present  rates  and  those  for 
which  approval  is  asked: 


Preeent.  Proposed. 
.     $3.15         $3.80 
2.G5  3.20 

85  1.00 


55    trip    books    

46    trip    books    

10    trip    slips    

The  company  gave  the  following  facts 
in  support  of  its  application.  The  finan- 
cial results  of  the  company's  operations 
between  1914  and  1917  are  set  out  in 
the  board's  judgment  of  July  10,  1918. 
The    results    of    operations    during    1918 


Canadian  Electric  Railway 
Association. 

Honorary  President,  Lieut. -Col.  J.  E. 
Hut<:heson.  General  Manager,  Montreal 
Tramways   Co. 

Honorary  Vice  President,  Acton  Burrows, 
Proprietor  and  Editor,  Canadian  Railway 
and   Marine   World. 

President,  A.  Gaboury,  Superintendent, 
Montreal  Tramways  Co. 

Vice  President.  G.  Gordon  Gale.  Vice 
President  and  General  Manager,  Hull  Elec- 
tric Co. 

Honorary  Secretary-Treasurer,  pro  tem, 
A.  Eastman.  Vice  President  and  General 
Manager,  Windsor,  Essex  &  Lake  Shore 
Rapid   Railway   Co. 

Executive  Committee,  The  President,  Vice 
President,  and  F.  D.  Burpee,  Superintend- 
ent, Ottawa  Electric  Railway  Co. ;  C.  C. 
Curtis,  Manager,  Cape  Breton  Electric  Co. : 
A.  Eastman.  Vice  President  and  General 
Manager.  Windsor.  Essex  &  Lake  Shore 
Rapid  Railway  Co. :  Geo.  Kidd,  General 
Manager.  British  Columbia  Electric  Rail- 
way Co. ;  M.  W.  Kirkwood.  General  Man- 
ager, Grand  River  Railway  Co.  and  Lake 
Erie  &  Northern  Railway  Co. :  A.  W.  Mc- 
Limont,  Vice  President  and  General  Man- 
ager. Winnipeg  Electric  Railway  Co. :  R. 
M.  Reade,  Superintendent,  Quebec  Railway 
Light  &  Power  Co. :  Lt.-Col.  G.  C.  Royce, 
General  Manager,  Toronto  Suburban  Rail- 
way Co. :  C.  L.  Wilson,  Assistant  Manager, 
Toronto  &  York  Radial  Railway  Co. 

Official  Organ — Canadian  Railway  and 
Marine  World,  Toronto. 


and  the  first  10  months  of  1919,  are  as 
follows: 

Jan.  to  June,  July  to  Dec, 

1918  191S 

Gross    revenue    $144,702.78  $180,290.43 

Operating     expenses 

(including  renUIs)       168,173.81  160,442.67 

Taxes     2,700.00  3,400.00 

Interest  on  unfunded 

debt  at  5%  32,600.97  20,584.60 

Jan.  to  June.  July  to  Oct., 

1919  1919 

Gross  revenue  $183,907.65  $143,368.94 

Operating       expenses 

(including  rentals)       179,509.34  131,528.82 

Taxes    4,300.00  4,000.00 

Interest  on  unfunded 

debt  at  5%   38,463.76  25.165.36 

Deficit     38,365.45  17.325.24 

The  advances  made  to  the  company  by 
the  G.T.R.  Co.  for  capital  expenditure 
up  to  June  30,  1919,  amounted  to  $1,- 
534,827.74.  The  increased  rates  author- 
ized by  the  board's  judgment  above  re- 
ferred to  became  effective  Aug.  11,  1918, 
and  the  total  passenger  revenue  for  the 
year  ended  June  30,  1919,  was  $313,- 
787.  This  figure,  however,  includes  rev- 
enue for  July  and  the  first  part  of  Aug- 
ust before  the  increase  became  effective, 
amounting  to  $45,540.  The  increase, 
therefore,  is  included  in  the  balance  of 
the  total  receipts  for  the  year,  viz: 
$268,247. 


The  road  has  been  properly  and  care- 
fully operated  and  its  affairs  has  been 
administered  with  a  due  regard  for  econ- 
omy. The  increase  in  operating  expenses, 
evidenced  by  the  above  figures,  is  largely 
due  to  the  increased  wages  which  it  has 
been  necessary  for  the  company  to  pay 
its  trainmen.  The  following  are  the 
rates  of  pay  for  trainmen,  in  effect  July 
1,  1918;  Oct.  1,  1918,  and  Aug.  1,  1919, 
in  cents  per  hour: 

July  1.  Oct  1.  Aug.  1, 

Year  1918  igis                  1919 

1   28—30  30—32  37—38 

2  29—31  31— 3S  39 — 40 

3  29—31  31— 3S  42 — 44 

■»  30—32  32—84  44 — ^S 

6  30—32  32—34  46 — 48 

6  31—33  33 — 85 

1   31 — 33  33—36 

8  33—35  35 — 37 

9  33—35  35—37 

10  35—37  37—39 

The  increases  granted  on  Oct,  1,  1918, 
to  shopmen,  substation  operators,  sta- 
tion agents,  trackmen,  linemen,  super- 
visors, dispatchers,  and  office  forces,  as 
well  as  to  trainmen,  produced  an  in- 
crease of  26  Vc  over  the  wages  paid  in 
1917,  and  for  9  months  ended  June  30, 
1919,  amounted  to  $32,917.  The  wage 
schedule  effective  Aug.  1,  1919,  entails 
an  increase  of  30%  over  the  rates  previ- 
ously in  force,  and  as  the  amount  paid 
for  wages  for  the  year  ended  June  30, 
1919,  was  $161,139.82,  the  increase  will 
amount  to  $48,341  a  year. 

The  total  passenger  revenue  for  the 
year  ended  June  30,  1919,  was  $313,787 
on  which  a  20'/c  increase  would  amount 
to  $62,757,  assuming  that  the  same  traf- 
fic would  continue.  The  proposed  in- 
crease probably  could  not  be  made  ef- 
fective before  Jan.  1,  1920.  The  propor- 
tion of  this,  which  could  be  collected  dur- 
ing the  present  fiscal  year  would  not 
exceed  $30,000.  The  applicant's  present 
maximum  mileage  rate  is  2.875c  a  mile, 
whereas  steam  roads,  operating  in  the 
same  territory,  have  a  maximum  rate  of 
3. 45c  a  mile,  except  the  Quebec,  Mont- 
real &  Southern  Ry.,  which  has  recently 
been  authorized  to  charge  4c  a  mile.  The 
results  of  the  applicant  company's  finan- 
cial operations  show  that  upon  the  pres- 
ent rates  charged  it  has  been  unable  to 
pay  the  interest  on  its  fixed  charges,  to 
say  nothing  of  earning  any  return  upon 
the  amount  invested  in  the  road. 

The  New  Brunswick  Power  Co.,  own- 
ing the  electric  railway  and  gas  and 
electric  light  and  power  plants  in  St. 
John,  N.B.,  is  applying  to  the  New 
Brunswick  Legislature  for  power  to  vary 
its  rates  for  electric,  gas  and  railway 
service  to  meet  changes  in  their  cost  to 
make  its  charter  conform  to  the  recom- 
mendations of  the  Currier  commission, 
and  to  give  the  company  further  relief. 
The  Currier  commission  sat  in  the  early 
part  of  1919,  and  presented  a  report,  a 
summary  of  which  was  given  in  Cana- 
dian Railway  and  Marine  World  for  May, 
1919,  pg.  269.  The  legislature  passed 
an  act  bringing  the  report  into  effect, 
provision  being  made  for  a  reference  to 
the  N.B.  Supreme  Court  as  to  the  justice 
of  the  award.  The  court's  decision  has 
not  yet  been  given. 

Ottawa  Electric  Ry. — The  arguments 
before  the  Supreme  Court  of  Canada 
upon  the  three  questions  submitted  by 
the  court  in  the  appeal  to  it  on  the  pro- 


142 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


March.  1920. 


poMHi  ralKinir  of  f«r«'H  on  tho  Hritannm 
llnpn,  were  concludrd  Feb.  f>.  The  com- 
pany ili'Kirod  to  put  nn  infrf«i»«l  srhrd- 
uli-  of  fart'.'  in  oprmtinn  on  iu  nubur- 
l>Mn  lini'  to  Kritannin,  and  hi'inj:  rvfimcd 
1  !■>■  tlw  BuartI  tif  Kailway  C"om- 

nn    npprni     wun     takrn     t» 
i  :.!■    ('(purt.      The    court    hi-ard 

anruim  tit-,  nt  the  ind  of  1911»,  and  sub- 
ncqucntly  mihmitti'tl  three  (pu'stions  upon 
which  it  invitol  furthrr  arKunu-nt.  The 
partirx  to  tho  appi-al  wore  Ncpoan  Tp., 
the  City  of  ntuwa  and  the  Ottawa  EUc- 
tric  Ry. 

Toronto  Suburban  Ry.  —  Standard 
Fn'i(,'ht  Tariff  C.K.C.  1.  has  been  approv- 
ed by  the  Hoard  of  liailway  C'ommi.ssion- 
ers,  by  order  Ul».2'.a,  dated  Jan.  2:t.  It 
i8  jrovemed  by  Canadian  Freipht  Classi- 
fication on  file  with  the  Board  of  liail- 
way ('onimis.sioners,  and  subject  to  the 
general  rules  and  conditions  of  carriaRC 
published  by  the  company;  also  by  the 
car  sen-ice,  warehouse  storage,  switch- 
inK  rates  and  rctrulations  in  effect  at 
fhippini;  point  and  destination,  and  pub- 
lished in  tariff.*  relatind  thereto,  which 
are  on  file  with  the  Board  of  Railway 
Commissioners. 


Ottawa  F^lectric   Railway's  Proposal  for  Service  at 

cost. 


,aoe9ie4eQM,oi0r- 


S  t    ""O  '"N 


JJAQ 


The  order  was  published  in  full  in 
Canadian  Railway  and  Marine  World  for 
Februao'.   VK-   "1. 

The  Toronto  and  York  Radial  Ry.  Co. 
— "On  all  railways  subject  to  the  juris- 
diction of  the  board,"  submitted  on  Jan. 
26  to  the  Ontario  Railway  and  Munic- 
ipal Board  for  its  approval.  Supplement 
i;{  to  Canadian  Freijrht  Cla.ssification  IG. 

United  States  Advances — The  Illinois, 
U.S.,  Committee  of  Public  Utilities  is 
reported  to  have  Kiven  out  a  statement, 
Feb.  16,  that  street  car  fares  have  been 
increa.Hed  in  .160  cities  throuRhout  the 
United  States.  In  .W  cities  the  fare  had 
been  incrcape<l  to  10c.  As  an  indication 
of  the  financial  plight  of  the  electric  rail- 
way industry,  the  committee  asserted 
that  in  1919  forty-eiirht  companies,  with 
a  total  of  :i,7Hl  miles  of  track,  went  into 
the  hands  of  receivers,  while  during  the 
past  three  years  98  companies,  repre- 
sentinK  approximately  one-sixth  of  the 
mileage  in  the  U.S.,  had  become  involved 
in  bankruptcy  courts. 


Henry  Ford  is  reported  in  discussinjt 
his  new  casoline  street  car,  to  have  said 
that  practical  fuel  can  be  obtained  by 
extracting  alcohol  from  straw  or  fruit. 
in  case  of  oil  shortasre. 


Some  information  about  this  matter 
was  Riven  in  Canadian  Itadway  and  Ma- 
rine World  for  Feb.  on  pR.  79,  in  the 
form  of  a  statement  issued  by  the  com- 
pany's Superintendent,  F.  I).  Burpee. 
KollowinR  is  a  copy  of  the  letter  sent 
to  the  Mayor  and  BoarrI  of  Control  of 
Ottawa,  by  the  company: — -"The  fran- 
chise held  by  the  Ottawa  Klectric  Ry. 
Co.  to  operate  a  street  railway  in  Ot- 
tawa expires  in  192.'t,  when  the  city  will 
have  the  option  of  huyinR  the  property 
and  operatinR  the  street  railway,  or  of 
RrantinR  the  company  an  extension  of 
franchise.  The  company  needs  no  spur 
of  public  demand  to  realize  what  Ot- 
tawa's Rrowth  necessitates  in  the  way 
of  increased  street  railway  transporta- 
tion. During  the  rush  hours  the  cars 
are  crowded,  and,  as  the  population  of 
Ottawa  is  steadily  increasinR,  this  crowd- 
inR  can  only  be  relieved  by  adding  to 
the  rollinp  stock  and  extendinR  the  sys- 
tem. As  far  as  the  company  knows  to- 
day, it  Roes  out  of  business  in  1923.  It 
is  therefore,  not  reasonable  or  advisable 
to  make  larRe  capital  expenditures  upon 
extensions,  rolling  stock,  car  bams,  ad- 
ditional power  house  equipment,  etc., 
without  knowledge  whether  an  extension 
of  the  franchise  is  to  be  granted  or  the 
systems  is  to  be  taken  over  and  operated 
by  the  city. 

"There  exists  a  simple  and  equitable 
plan  now  in  operation  in  many  cities,  in- 
cluding Montreal  and  St.  John,  N.B.. 
which,  if  applied  to  Ottawa,  would  afford 
almost  immediate  relief  from  existing 
conditions,  and  would  also  leave  the  city 
free  to  purchase  the  street  railway  pro- 
perties upon  the  expiration  of  the  fran- 
chise in  1923,  or  at  any  time  thereafter. 
This  plan  is  known  as  service  at  cost, 
and  provides  for  the  operation  of  a  street 
railway,  or  any  public  utility,  at  the 
actual  cost  of  producing  the  service.  In- 
cluded in  that  cost  is  a  fair  rate  of  in- 
terest on  the  actual  value  of  the  pro- 
perty. The  method  of  ascertaining  the 
value  of  the  property  under  the  service 
at  cost  plan  is  exactly  the  same  as  that 
provided  for  in  the  agreement  between 
the  Ottawa  company  and  the  city,  if  the 
latter  assumes  possession  of  the  sys- 
tem at  the  expiration  of  the  franchise, 
viz.,  by  arbitration.  To  purchase  the 
street  railway  the  city  would  borrow 
the  amount  fixed  by  the  board  of  arbit- 
ration as  being  the  actual  value  of  the 
property,  and  would  pay  for  the  money 
l)orrowcd  a  rate  of  interest,  depending 
upon  the  price  which  the  city's  bonds 
could  be  sold  for  at  the  time. 

"The  service  at  cost  plan  provides 
that  the  city  shall  become  a  partner 
of  the  company  without  any  capital  ex- 
penditure upon  the  part  of  the  city.  Tht 
plan  provides  for  commissioners  to  l>e 
appointed  by  the  city  to  act  as  joint 
controllers  of  the  street  railway.  The 
commissioners  shall  have  no  financial  in- 
terest in  the  conii)any,  and  must  be  free 
from  the  influence  of  municipal  politics. 
They  shall  have  access  to  the  company's 
books  at  all  times,  and  the  company  can- 
not make  expenditures  without  their  au- 
thority. The  plan  further  provides  that 
if,  at  the  end  of  year,  the  revenue  has 
been  greater  than  the  cost  of  operation, 
the  surplus  shall  be  set  aside  to  provide 
a  fund  which,  in  the  course  of  time,  will 
cause  a  decrease  in  the  rate  of  fares. 
If    extensions    are    made    that    are    un- 


profitable, or  if  irreater  »orvicc  is  called 
for  than  is  juRtifie<l,  and  the  receipts 
are  therefore  inadequate  to  pay  the  costs 
of  operation,  then  the  fares  are  increas- 
ed for  the  following  year  sufficiently  to 
absorb  the  deficit.  The  plan  therefore, 
provides  a  possibly  fluctuating  fare  de- 
pendent upon  the  costs  of  operation;  and 
it  rests  with  the  city  through  its  com- 
missioners to  decide  what  those  costs 
shall  be.  In  other  words,  the  cost  to 
the  riding  public  is  based  upon  the  actual 
cost  of  providing  the  service,  no  more 
and  no  less. 

"The  adoption  of  the  plan  in  Ottawa 
would  mean  that  instead  of  waiting  four 
years,  durinp  which  time  the  congestion 
on  the  cars  will  get  steadily  worse,  the 
company  could  at  once  provide  such  ad- 
ditional rolling  stock  for  the  existing 
lines,  and  such  extensions  as  the  city 
considers  necessary.  The  plan  would  en- 
sure joint  control  by  the  city,  through 
its  commissioners,  and  the  company,  of 
the  street  railway  system,  without  any 
investment  by  the  city.  'The  operation 
of  the  street  railway  would  be  continued 
under  its  present  management,  and,  most 
important  of  all.  the  public  would  be 
assured  of  the  best  service  for  the  least 
money.  The  company  is  ready  to  dis- 
cuss this  matter  with  the  city's  repre- 
sentatives, and  respectfully  suggests 
that  no  harm  can  come  from  a  careful 
and  immediate  investigation  of  the  sug- 
gested plan,  and  that  no  good  can  come 
from   postponing   its   consideration." 

The  city  council  decided  on  Feb.  3 
that  a  letter  be  sent  to  the  company  on 
the  following  lines: — The  council  is  not 
prepared  to  enter  into  any  service  at 
cost  scheme  such  as  suggested  and,  there- 
fore considers  it  unnecessary  to  discuss 
general  principles  of  this  method  of 
operating  a  railway.  The  council  is  dis- 
posed to  entertain  any  reasonable  propo- 
sition by  which  the  O.E.R.  Co.  may  be 
-secured  against  loss  due  to  any  fall  in 
prices  in  new  equipment,  plant  or  road 
bed  acquired  or  constructed  between  now 
and  the  expiration  of  its  franchise  in 
192.'?.  That  with  a  view  to  reaching  a 
basis  of  discussion,  the  company  be 
asked  to  forward  a  statement  showing 
what  new  equipment  or  plant  it  deems 
necessary  in  order  to  ensure  the  efficient 
operation  of  the  railway  for  the  remaind- 
er of  its  franchise,  with  an  approximate 
estimate  as  to  the  cost  of  the  different 
kinds  of  equipment  or  plant.  That  the 
board  of  control  be  authorized,  if  it  seems 
advisable,  to  meet  representatives  of  the 
company  with  a  view  to  discussing  ar- 
rangements as  to  new  equipment  and 
plant. 

As  it  is  quite  evident  that  the  present 
city  council  is  not  in  favor  of  service 
at  cost,  the  company  will  probably  drop 
the  matter,  at  least  as  far  as  this  year 
is  concerned,  but  it  continues  to  point 
out,  through  its  weekly  O.E.R.  News, 
which  is  distributed  on  its  cars,  the  ex- 
cellent features  which  it  claims  for  the 
plan. 

The  OtUwa  City  Council  on  Feb.  23 
approved  a  draft  bill  to  be  introduced  in 
the  Ontario  Legislature  to  enable  the 
city  to  take  over,  extend  and  operate  the 
Ottawa  Electric  Ry.  system,  and  to  pro- 
vide for  its  management.  The  bill  pro- 
vides that  the  council  may  at  any  time, 
after  the  passing  of  the  act,  pass  a  by- 
law establishing  a  commission  under  the 


March,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


143 


name  of  the  Ottawa  City  Railway  Com- 
mission. The  council  also  resolved  that 
it  is  in  favor  of  the  city  taking  over  the 
Ottawa  Electric  Ry.  in  1923,  under  the 
terms  of  the  agreement,  and  that  notice 
be  given  the  company  in  ample  time  to 
carry  this  into  effect." 


Electric  Railway  Employes'  Wages,   Working  Con- 
ditions, Etc. 


The   Hydro   Electric   Power   Com- 
mission of  Ontario's  Railway 
Projects.  Etc. 

In  the  voting  by  York  Township  rate- 
payers on  Jan.  17  on  a  bylaw  to  raise 
$381,587  towards  the  purchase  comple- 
tion and  equipment  of  the  Toronto  East- 
ern Ry.,  from  Bovvmanville  to  Toronto, 
while  there  were  252  votes  for  and  only 
10  against,  the  total  number  of  votes 
cast  did  not  bear  the  proportion  to  the 
total  number  of  voters  required  by  the 
act.  The  council,  when  giving  the  bylaw 
its  final  reading  on  Feb.  17,  was  ad- 
vised by  the  Hydro  Electric  Power  Com- 
mission of  Ontario  that  it  is  proposed 
to  apply  to  the  Ontario  Legislature  to 
amend  the  act  of  1914,  which  requires 
bylaws  granting  aid  to  railways  to  be 
approved,  not  only  by  a  majority  of 
votes  cast,  but  that  one-third  of  the  total 
electorate  elegible  must  vote,  so  as  to 
permit  such  bylaws  to  be  carried  by  a 
majority  of  votes  cast. 

During  February  several  meetings 
were  held  in  the  Niagara  Pennisula  to 
discuss  the  linking  up  of  the  whole  of 
the  electric  railways  in  that  area.  This 
would  involve  taking  over  Niagara,  St. 
Catharines  and  Toronto  Ry.  from  the 
Canadian  National  Rys.,  and  linking  it 
up  with  the  same  local  lines  in  the  vi- 
cinity of  Welland,  on  the  one  hand,  and 
the  taking  over  of  the  Dominion  Power 
and  Transmission  Co.'s  lines  in  Hamil- 
ton and  vicinity.  Negotiations  are  re- 
ported to  have  been  in  progress  in  con- 
nection with  the  two  larger  lines  for 
some  time  past,  and  according  to  a  re- 
cent statement  in  Hamilton,  action  is 
expected  to  be  taken  in  regard  to  one  or 
both  during  March. 

Guelph,  Ont.,  City  Council  is  reported 
to  have  signed  the  agreement  for  the 
transfer  of  the  Guelph  Radial  Ry.  to  the 
Hydro  Electric  Power  Commission  of 
Ontario,  the  transfer  to  be  made  on 
July  1.  The  commission  is  to  put  the 
line  in  first  class  condition  and  to  pro- 
vide a  10  minute  service.  The  cost  of 
the  work  is  estimated  at  $150,000. 

The  Sandwich.  Windsor  and  Amherst- 
burg  Ry.  will,  it  is  reported,  be  taken 
over  in  the  near  future  by  the  Hydro 
Electric  Power  Commission  of  Ontario 
under  the  agreement  approved  of  re- 
cently. 

The  survey  of  the  Sarnia,  Ont.,  St. 
Ry.  by  the  Hydro  Electric  Power  Com- 
mission of  Ontario's  engineers,  was  re- 
ported on  Feb.  13,  to  be  completed.  The 
report  is  being  prepared  and,  it  is  ex- 
pected that  it  will  be  presented  to  the 
Sarnia  City  Council  at  an  early  date. 


Votes  on  Hydro  Radial  Railway  By- 
laws— The  Hydro  Electric  Power  Com- 
mission of  Ontario  has  announced  that 
it  will  ask,  at  the  Ontario  Legislature's 
forthcoming  session  for  an  amendment 
to  the  Hydro  Radial  Railway  Act,  to 
provide  that  a  majority  of  the  votes 
polled,  and  not  a  majority  of  the  pos- 
sible votes,  will  carry  any  bylaw  relating 
to  the  construction  of  radial  railways 
under  the  commission's  scheme. 


Hamilton  St.  Ry. — A  press  report 
states  that  the  company's  employes  have 
asked  that  a  new  wage  schedule  be  put 
in  operation  upon  the  expiration  of  the 
present  agreement  in  April.  The  pres- 
ent schedule  has  a  minimum  of  34c  an 
hour  and  a  maximum  of  41c.  The  new 
demand  is  as  follows:  First  six  months, 
50c;  second  six  months,  55c;  second  year, 
60c;  and  third  year  and  over  65c  per 
hour.  Men  operating  snowplows  and 
sweepers  5c  an  hour  extra,  and  free 
overalls.  They  also  want  one  week  holi- 
day a  year,  with  full  pay.  All  employes 
to  operate  on  an  8-hour  day  straight,  no 
runs  to  be  less  than  8  hours  daily. 

Niagara,  St.  Catharines  and  Toronto 
Ry.  (Canadian  National  Rys.  System — 
The  board  of  conciliation  and  investiga- 
tion which  was  appointed  by  the  Labor 
Department  in  connection  with  the  dis- 
pute between  the  Niagara,  St.  Catharines 
and  Toronto  Ry.  and  its  conductors, 
motormen,  barn,  shop  and  power  house 
men  and  members  of  Amalgamated  As- 
sociation of  Street  and  Electric  Railway 
Employes  of  America  Division  846  and 
which  consisted  of  County  Judge  C.  C. 
Snider,  Hamilton,  Ont.,  Chairman;  J.  D. 
Kelley,  K.C.,  Ottawa,  representing  the 
company,  and  Jno.  McAninch,  represent- 
ing the  men,  presented  a  unanimous  re- 
port to  which  was  attached  a  schedule 
of  wages  and  rules  drafted  as  an  agree- 
ment to  be  signed  by  both  parties  to 
the  dispute.  The  articles  in  the  draft 
agreement  submitted  .by  the  employes 
which  were  not  included  in  the  schedule 
were  omitted  on  the  ground  that  they 
were  "of  a  character  as  should  be  in  the 
control  of  the  management  of  the  em- 
ployer." 

The  following  are  the  principal  provi- 
sions of  the  draft  agreement: — Nine 
hours  to  constitute  a  day's  work  for  all 
passenger  trainmen,  to  be  completed 
within  11  consecutive  hours.  Overtime 
to  be  paid  15c  an  hour  for  first  hour, 
or  part  thereof,  over  9  hours,  and  at 
time  and  a  half  for  all  time  served  over 
10  hours.  The  rates  of  wages  to  be  paid 
passenger  trainmen  per  hour  are  as  fol- 
lows, to  which  we  have  added  a  column 
showing  the  rates  paid  hitherto: 

New  Old 

First  six  months  36c  39c 

Second  six  months   39c  39c 

Second    year    41c  41c 

Third   year  and   afterwards 45c  

Third   year   43c 

Fourth   year  and  afterwards 45c 

A  bonus  of  2c  an  hour  to  be  paid  after 
10  years  continuous  service.  Conductors 
or  motormen  to  be  paid  25c  a  day,  or 
any  part  of  day,  extra  for  training  a 
student.  The  company  to  pay  half  cost 
of  uniform  for  each  trainman  who  has 
been  in  its  employ  for  not  less  than  a 
year  and  to  provide  one  uniform  a  year 
if  required  for  each  trainman  thereafter 
paying  one-half  its  cost.  Cap  to  be  sup- 
plied free  by  company. 

The  hours  of  trainmen  employed  in 
freight  service  shall  be  a  minimum  of 
10  hours  a  day,  6  days  a  week,  to  be 
completed  in  the  least  number  of  hours 
possible.  On  week  day  wages  of  freight 
conductors  and  freight  locomotive  men 
during  the  first,  second  and  third  years 
of  their  service  shall  be  47c;  after  the 
third  year,  48c,  after  10  years  of  con- 
tinuous service  a  bonus  of  2c  an  hour 
will  be  allowed  Brakemen  and  pole- 
men's  wages  shall  be  for  first  6  months. 


41c,  and  after  first  year,  43c.  Freight 
trainmen  will  receive  extra  pay  at  rate 
of  15c  an  hour  for  the  first  hour,  or  part 
of  an  hour,  after  10  hours  service,  and 
time  and  a  half  for  all  time  after  11 
hours  service.  All  freight  motors  with- 
out cars  shall  be  operated  by  at  least  2 
freight  trainmen.  The  crews  of  all 
freight  trains  consisting  of  one  or  more 
cars,  in  addition  to  the  motor,  shall  con- 
sist of  not  less  than  three  men,  and  a 
fourth  man  shall  be  supplied  in  other 
cases  where  the  freight  is  heavy  enough 
to  require  it.  Freight  train  conductors 
and  locomotive  shall  receive  25c  a  day, 
or  any  part  of  a  day  extra,  for  training 
a  student.  The  company  will  pay  for 
meals  of  all  trainmen  who  are  kept  out 
over  10  hours  on  snowplow  work. 

Hours  of  barn  and  shop  men  to  be  the 
same  as  existing  heretofore.  Time  and 
a  half  to  be  paid  for  all  overtime,  in- 
cluding all  time  worked  on  Sundays  and 
legal  holidays  when  they  shall  be  paid 
double  time. 

Baggagemen,  watchmen  and  ticket 
agents  to  receive  $100  a  month,  hours 
remaining  as  heretofore.  Substation 
operators  to  be  increased  $5  a  month. 
Linemen  to  be  paid  45c  to  50c  an  hour; 
groundmen,  37c  to  42V6c  an  hour,  hours 
remaining  as  heretofore.  Time  and  a 
half  for  overtime.  Company  to  supply 
rubber  boots  and  gloves  for  line  cars. 
Towerman  to  be  paid,  1st  class,  $80  a 
month;  2nd  class,  $90  a  month,  hours  as 
heretofore.  Section  foremen,  $100  to 
$110  a  month;  section  men,  $35  to  $40  a 
month,  hours  as  heretofore.  Time  and 
a  half  for  overtime. 

All  employes  to  get  double  time  for 
Christmas  Day  and  Labor  Day.  The 
agreement  to  be  in  force  from  Aug.  31, 
1919  to  Feb.  1,  1921. 

We  have  been  informed  that  some  mis- 
takes were  made  in  some  figures  in  the 
board's  report  as  sent  to  the  Labor  De- 
partment, but  up  to  Feb.  25,  no  correc- 
tions had  been  received  by  the  depart- 
ment. 

A  St.  Catharines  press  dispatch  of 
Feb.  26  said  the  men  had  decided  not  to 
accept  the  board's  award,  and  had  voted 
to  strike,  if  an  appeal  to  the  Minister 
of  Labor  should  not  be  successful. 


Grand  Valley  Ry.  Financing — The  in- 
vestigation by  the  official  referee  at  To- 
ronto into  the  Standard  Reliance  Mort- 
gage Corporation's  affairs,  has  again 
brought  into  prominence  the  financing  of 
the  old  Grand  Valley  Ry.  from  Brant- 
ford  to  Gait,  Ont.  The  official  liquidator 
stated  that  investigation  had  sho\vn  that 
the  amount  shown  by  C.  S.  Dinnick's 
books  to  have  been  invested  in  Grand 
Valley  Ry.  securities  was,  as  a  matter 
of  fact  so  invested.  The  transaction,  it 
was  brought  out,  involved  over  $600,000 
in  cash  and  securities  belonging  to  the 
Standard  Reliance  Mortgage  Corpora- 
tion, being  put  in  the  project  eventually 
to  be  written  off  as  a  complete  loss. 
The  loss  was  transferred  to  the  Dover- 
court  Land  Co.,  because  Mr.  Dinnick  said 
the  Standard  Reliance  could  not  afford 
to  show  such  a  loss  on  its  owrf  books. 

The  Nova  Scotia  Power  Commission 
has  been  authorized  to  proceed  with  the 
development  of  an  8,000  h.p.  unit  at 
Margarets  Bay,  about  20  miles  from 
Halifax.  K.  H.  Smith  is  the  engineer  in 
charge. 


144 


March.  1920. 


Toronto  Railway  Co's  Annual  Report  and  Meeting:. 


lollowinc  «rc  cxtmcU  from  the  re- 
jM.rt  for  the  calendar  year.  \9VJ,  prc- 
noiiU'd  nt  tho  annual  niectinjr  in  To- 
ronto on  Vvh.  4: 

The  pro.iK  revenue  increnned  over  1U1« 
by  |70«..V.'.'1.01,  while  there  remained 
only  $i:i.274.4!>  of  such  increase  to  be 
carried  forward.  The  hiKhcr  waRCR  paid 
to  employes  and  increased  cont  of  ma- 
terials, account  for  this  very  small  bal- 
ance. 

Gr—  «irT.lno  w,«  - V.tU.WtM 

Ch«r»«    for    oiwtmttni.    ni«lnun»nc». 

^  _^ _ ^ „ „ b.ft&btftOB.Di 

N#t  baUnec  from  op«rmtlon .tl.t7».2»«.»l 

Dl.tributrd   m»    follow.:—      .._„,..„, 

War  *n>l  Ontario  Govcm- 

m»ot  Ux«  S9.0S9.6l 


$    167,492.36 


r»ymriiU    to   fity-- 

IVrrrntJMC  on  »»niinB»  I1.1S2.61S.4S 
I-.vrmrnt  ch.re«  ...—  98.798.60 
G,n»rml    t«»t.    .      147.I60.9S 

Balance  carrird  forward  «. 


1.998,469.96 
18.274.49 


$1,679,286.81 


The  (fross  eaminRS  were  $7,234,985.38, 
an  increase  of  $708,.i93.01  over  1918.  The 
paymenU  to  the  city  were  $1,398,469.96, 
an  increase  of  $97,203.78  over  1918. 

The  atrreenient  with  the  employes  ex- 
pired in  June,   l'J19,  when  new  demands 
were  submitted  which  the  company  could 
not  prant.  and  ncKotiations  for  an  amic- 
able settlement  being  fruitless,  the  com- 
pany   applied     for   a   conciliation    board 
Lnder   the    Labor    Act.     The   board   was 
appointed  by  the  government,  but  while 
it    was    sitting    the    men    resorted    to    a 
strike  which  continued  for  12  days.  Dur- 
ing   the    strike,    the    conciliation    board 
made    unsuccessful    efforts    to    effect    a 
settlement  and  the  Ontario  Railway  and 
Municipal  Board,  under  its  powers,  took 
over  the  property,  making  two  offers  to 
the    men.    both    of   which    were    refused. 
The  conciliation  board  then  made  an  in- 
terim  report,  suggesting  an   increase   in 
wages,  and  changes  in  operating  condi- 
tions,   contingent    upon    an    increase    in 
fare  being  granted  by  the  city.    The  On- 
tario     Railway     and      Municipal     Board 
thereupon  made  an  offer  to  the  men  of 
these  rates  of  wages  and  conditions,  but 
sUU'd  that  they  had  no  power  to  change 
rates    of    fare.      The    men    accepted    the 
offer  and  returned  to  work.     There  was 
then  no  course  open  to  the  company  but 
to    carry    out    the    undertaking    of    the 
OnUrio    Railway    and    Municipal    Board. 
The  obligations   imposed  upon   the  com- 
pany   bv    the    action    of   the   conciliation 
board  and  the  Ontario  Railway  and  Mu- 
nicipal   Board    involved    an    increase    of 
16c  an   hour   in   wages,  together  with   a 
reduction  in  the  working  day  to  8  hours; 
overtime    after     H'i,    hours     and    special 
rates  for  Sundays  and  holidays;  the  cost 
to   the   company   amounting   to   approxi- 
mately $1,500,000  a  year.     We  have  paid 
the    increased    raUs    for    only    half    the 
current  year.  or.  to  be  exact,  from  July 
4    191!t,  when,  the  strike  ended,  the  men 
returned  to  work.  For  1920  the  increases 
will  have  to  be  paid  for  the  full  year. 

The  reason  why  dividends  have  not 
been  declared  this  year  is  duo  eritirely 
to  the  abnormal  increase  in  wages  during 
the  past  few  years,  combined  with  a 
rapidly  increasing  cost  of  materials.  In 
1916  we  were  paying  a  maximum  rate  of 
wageo  of  27'-jc  an  hour.  In  1917  an 
arbitration  board  increased  this  rate  to 
:t7c  an  hour;  and  before  the  agreement 


had  expired,  the  men  sought  a  concilia- 
tion   hoard   and   m-cured   a    war   bonus   of 
2c  nn  hour,  bringing  the  rate  up  to  39c. 
In   1919.  under  the  action  of  the  concilia- 
tion board  and  the  OnUrio  Railway  and 
Municipal  Hoard,  the  maximum  rate  was 
lixetl  at  f>.'«c  and  the  length  of  the  working 
day    reduced    from    10   to   H   hours,   with 
provision    for    overtime    rates    as    above 
mentioned.      Thus,    in    three    years,    the 
rates  of  wages  of  employes  have  doubled, 
making  the  additional  annual  cost  to  the 
company  approximately  $2,600,000.  Dur- 
ing the  same  period,  materials   have  in- 
creased in   price  from   100  to  30O'/r.     In 
consequence,     the     money      that     would 
otherwise    have    gone    towards    improve- 
ment of  the  property  and  into  dividends, 
has   been   swallowed   up   by   increases   in 
wages  and   increased   cost  of   materials. 
And  it  must  be  remembered  the  company 
has  had  to  face  these  expenditures  with 
revenues  drawn  from  rates  of  fare  fixed 
28  years  ago.  the  average  fare  being  3.9c 
per   revenue   passenger,   the   lowest  rate 
of   fare   on   the   continent  for  a   city   of 
Toronto's  size.    With  the  object  of  meet- 
ing the  increase  in  wages,  the  company 
applied   to   the   city   council   for   permis- 
sion  to    increase   the   fare,   pointing   out 
that  about  400  roads  in  North  America, 
many   of   them   with  agreements   similar 
to  ours,  had  obtained  increases   in  rates 
of  fare,  but  the  city  refused  to  alter  the 
agreement.      Your     directors     also     ap- 
proached the  Ontario  Government,  seek- 
ing relief,  but  secured  no  assistance.  The 
company  then  offered  to  make  an  imme- 
diate  sale   of  the   property   to   the   city, 
upon  the  terms  set  forth  in  the  franchise 
agreement  for  sale  in  Sept.  1,  1921,  but 
council  would  not  favorably  consider  the 
offer.  ,  , 

The  ninth  drawing  of  the  company  s 
currency  and  sterling  bonds,  under  the 
terms  of  the  mortgage  deed,  dated  Sept. 
1.  1892.  took  place  on  June  24.  Under 
said  terms  the  company  draws  annually 
during  the  last  10  years  of  its  franchise, 
bTc  of  the  amount  of  bonds  issued,  thus 
reducing,  during  the  10  years  mentioned, 
the  outstanding  bonds  to  509'e  of  the 
original  issue,  and  all  bonds  so  drawn 
are  to  be  redeemed  on  or  after  Aug. 
31.  following  the  date  of  drawing,  from 
which  date  no  interest  is  payable  on 
bonds  so  drawn.  There  has  been  drawn 
to  date  a  total  of  $2,047,413.30. 
Rcfenue  Statement,  Year  Ended  Dee.  SI,  ltl». 

Gm..,    earning.    - $7,284,896.88 

Opcratin,.,  '™""««"«':«:,5.s56.658.57 
InU-mt  on  iind.,  etc.  128.432.86 
rerccntatre  on  earning.....  1,152.615.48 
Pavement,   tax..    •      ''«^-''""*  7,221,620.89 


to  whotliir  the  c..rn)..ir.;.  h.i.i  diMonlinu- 
ed  attempts  to  .".  ir.  mi.  advance  in 
fares,  said  that  nuiniur  h.Kl  U-en  done 
for  several  months,  and  seeing  that  the 
end  of  the  franchise  was  so  near,  he  did 
not  think  there  was  much  possibility  of 
getting  any  relief. 

H.  H.  Pitts,  of  Ottawa,  one  of  the  di- 
rectors, in  commenting  on  the  report, 
mentioned  the  difficulties  encountered 
during  the  year,  in  regard  to  labor  and 
high  cost  of  materials,  and  complained 
(if  the  refusal  to  the  company  of  the 
right  to  increase  fares,  which  he  con- 
sidered was  unfair  and  immoral.  He 
spoke  strongly  against  the  present  senti- 
ment favoring  the  municipalization  of 
public  utilities,  and  considered  that  there 
would  be  a  change  on  this  question  be- 
fore long.  He  mentioned  that  a  year 
ago  he  said  the  Toronto  city  hall  officials 
were  "a  lot  of  fakers"  and  he  would  not 
take  back  a  single  word  of  it. 

The  directors  were  re-elected  as  fol- 
lows: Sir  William  Mackenzie.  Presi- 
dent; Senator  F.  Nicholls,  Vice  Presi- 
dent; Sir  Henrj'  M.  Pellatt;  Senator  C. 
P.  Beaubien.  E.  R.  Wood.  G.  H.  Smithers, 
H.  Mackay.  K.C.,  H.  H.  Pitts  and  F. 
W.  Ross. 


The  Manitoba  Public  Utilities  Act's 
Validity  Questioned. 


t      13,274.49 

Profit    and    Lom    Aceount,   Dee.   SI,   1919. 

nalsnco   from   1918    (all   re-lnve«ted   i".,  ,.,,,.  .. 

the  company',   property) $6,565,262.67 

Surplu.     oarninif.    after    payment    of        ,,„.  .- 

all  expcnuc.,  inUrct,  taxe.,  cU 18,274.4» 

$5,678,627.16 


ComparallTe   Slatemenl.    1919-1918. 

1919  1918 

Gro«   income  $7,284,895.88     $6,626.S02.S7 

Operalln«.  m«ln'«°»»«;  j.^^.g^g.^       4,609,«61.SS 
Vrt  carnin« 1.679.236.81       2.016.661.04 

ri'rrcnl«K<'     of     ch«nr»*. 

"™,n..'"        """"■"  79.6  71.7 

eaminK*      •*'■" 

At  the  annual  meeting  on  Feb.  4.  the 
President,   in   response   to  a  question   as 


The    question    of   the    validity    of   the 
Manitoba   Public   Utilities   Act  has   been 
raised   in  an  action   before  Justice  Cur- 
ran   in  the   Manitoba   High  Court     The 
Winnipeg   City   Council  appealed   to   the 
Court   to   set  aside   the   Public   Utilities 
Commissioner's  interim  order  fixing  the 
fare    to    be    charged     by     the    Winnipeg 
Electric  Ry.  at  6c,  until  such  time  as  a 
final    order   was    made.      Argument   was 
begun  Jan.   26.   when   the   city's   counsel 
aruged    that    the    commission    had    no 
power  to  raise  fares,  and  that  the  whole 
Public     Utilities    Act     was     unconstitu- 
tional.     The    Deputy    Attorney    General 
argued  that  all  the  workings  of  the  act 
were  at  stake,  whereupon  the  city's  coun- 
sel asked  that  the  arguments  be  limited 
to  the  case  of  the  electric  railway,  but 
Justice   Curran    held    that   the   whole   of 
the  acts  brought  under  the  Public  Utili- 
ties  Act  should  be   included.     The  com- 
pany's counsel  asked  for  the  dismissal  of 
the  action  on  the  ground  that  the  order 
appealed  against  was  merely  an  interim 
one;    that    sec.   29   of   the    act  provides 
that   no   action    of   the   commission   can 
be   questioned   by   an    injunction    action, 
and   that   sec.   70   prescribes   the   course 
to  be  taken  to  have  the  commissioner's 
acts     reviewed.      The    arguments    were 
continued    on    subsequent     days,    and     a 
large   amount   of   documentary   evidence 
was   put   in,   covering   the   whole   period 
lapsed  since  the  appointment  of  the  com- 
missioner in  1912.     In  the  course  of  the 
putting   in   of   the   documents   the   judge 
remarked   that  the  carrying   out  of  the 
orders  applied  for  by  the  city  had  caused 
the  expenditure  by  the  company  of  very 
large   sums  and   had   been   a   big   factor 
in   forcing   the  company   to   seek   higher 
fares.      On    another   occasion    the   judge 
intimated    that   if   he   upheld   the   city's 
contention  he  would  not  dream  of  inter- 
fering  with   the    present  rate    of  fares 
until  time  had  been  given  to  enable  the 
compnnv   to  carry   the  case   to  a  higher 
court.     Judgment  has  not  yet  been  an- 
nounced. 


March,  1920. 


145 


Electric  Railway  Projects,  Construction,  Betterments,  Etc. 


The  British  Columbia   Electric  Ry.  is, 

we  are  officially  advised,  preparing  to 
spend  more  than  $1,000,000  on  extensions 
and  improvements  around  Vancouver. 
Amonsr  the  extensions  planned  is  the  dou- 
ble tracking  of  Hastings  St.  East,  in  ad- 
dition to  the  extension  of  Granville  St. 
south  to  Kerrisdale,  which  is  now  under 
way.  The  latter  line  will  be  in  opera- 
tion in  March.  Changes  in  the  electrical 
equipment  along  the  Fraser  Valley  line 
will  cost  $500,000,  and  $200,000  more  is 
proposed  to  be  spent  on  the  equipment 
of  other  interurban  lines.  These  ex- 
penditures are  necessary,  to  take  care  of 
increased  population  and  increased 
travel. 

A  press  report  states  that  Vancouver 
City  Council  is  asking  for  the  construc- 
tion of  a  side  track  where  cars  could 
await  the  rush  from  the  Coughlan  ship 
yards  every  afternoon;  the  extension  of 
the  Broadway  West  line;  the  extension 
of  the  Nanaimo  Road  line  to  22nd  Ave., 
and  the  laying  of  tracks  over  the  Georgia 
St.  viaduct. 

A  press  report  states  that  the  com- 
pany will  extend  its  Mount  Tolmie  line 
on  Vancouver  Island,  down  the  hill,  pro- 
vided Saanich  Municipal  Council  will  re- 
grade  Mount  Tolmie  Road,  eliminate  the 
jitney  traffic,  and  authorize  the  charg- 
ing of  a  6c  fare  to  the  terminus  at  Bay 
Road  intersection.  The  proposition  is 
under  consideration  by  the  council.  (Feb., 
pg.  81). 

Calgary  Municipal  Ry. — A  press  re- 
port states  that  a  contract  has  been  let 
for  the  supply  of  8  tons  of  railway  bolts 
at  $1,047.20,  and  that  no  tenders  were 
submitted  for  the  supply  of  track  ties. 
(Feb.,  pg.  81). 

Grand  River  Ry. — We  are  officially  ad- 
vised in  reference  to  the  proposed  sale 
of  the  company's  steam  plant  at  Preston, 
Ont.,  that  this  power  unit  is  now  ob- 
solete for  the  operations  of  the  com- 
pany's lines.  This  plant  has  not  been 
used  since  1911.  The  company  has  un- 
der consideration  the  question  of  the 
provision  of  a  modem  steam  plant,  but 
no  definite  decision  has  yet  been  reached 
in  regard  to  it.     (Jan.,  pg.  34). 

Hamiltcn  St.  Ry.— The  Hamilton,  Ont., 
City  Council's  street  railway  committee 
is,  a  press  report  states,  considering  the 
advisability  of  asking  the  company  to 
lay  new  tracks  on  its  York  St.  line. 
(Sept.,  1919,  pg.  501). 

Hull  Electric  Co. — A  press  report 
states  that  the  alterations  of  the  com- 
pany's substation  on  Main  St.,  Hull, 
Que.,  at  a  cost  of  $30,000  will  be  com- 
pleted shortly.  Two  new  transformers, 
each  with  a  capacity  of  1,500  h.p.,  are 
being  installed,  increasing  the  power 
available  from  200  to  300  h.p.  The  re- 
arrangement is  being  made  to  provide 
for  additional  power,  better  facilities  for 
the  handling  of  railway  loads,  and  im- 
proved light  and  power  service.  (June, 
1919,  pg.  324). 

Kitchener  and  Waterloo  St.  Ry. — A 
press  report  states  that  the  Dominion 
Tire  Co.  has  asked  the  Kitchener  Light 
Commissioners  to  extend  the  Kitchener 
and  Waterloo  St.  Ry.  to  its  plant,  and 
that  plans  and  estimates  are  being  pre- 
pared by  Superintendent  Mclntyre.  In 
connection  with  the  increase  of  traffic 
between  Kitchener  and  Waterloo,  a  5 
minutes  service  is  recommended,  to  make 
which  possible   it   is   said   that  a   second 


track  will  be  required  from  Union  St. 
to  William   St.,  Waterloo. 

London  and  Port  Stanley  Ry. — About 
three  years  ago  the  London,  Ont.,  City 
Council  voted  $100,000  to  the  London 
Railway  Commission  to  build  a  grain 
elevator  at  Port  Stanley,  the  terminus 
of  the  line.  Owing  to  war  conditions, 
the  work  was  not  gone  on  with,  and  it 
is  now  proposed  to  undertake  it.  An 
elevator  with  a  capacity  of  20,000  bush, 
an  hour,  would,  it  is  estimated,  cost 
$200,000  as  against  the  original  esti- 
mate of  $100,000.  A  press  report  states 
that  the  co-operation  of  the  municipali- 
ties and  boards,  trade  of  the  district  will 
be  asked  to  put  the  matter  before  the 
Dominion  Government  with  a  view  of  ob- 
taining financial  aid  towards  the  pro- 
ject. 

A  press  report  states  that  the  London 
Railway  Commission  proposes  to  erect 
a  slip  dock  at  Port  Stanley,  at  an  esti- 
mated cost  of  $8,500.     (Feb.,  pg.  81). 

London  St.  Ry. — A  London,  Ont.,  City 
Council's  committee  has  approved  of  the 
street  paving  programme  for  this  year. 
It  involves  work  on  seven  streets  on 
which  thei'e  are  street  railway  tracks, 
on  some  of  which,  a  press  report,  states, 
new  track  will  have  to  be  laid.  (Nov., 
1919,  pg.  612). 

Moncton  Tramways,  Electricity  and 
Gas  Co. — We  are  officially  advised  that 
the  car  barn  and  machine  shop  at  Monc- 
ton, N.B.,  which  were  destroyed  by  fire 
Dec.  25,  1919,  will  be  rebuilt  in  the 
spring.  It  is  expected  to  put  up  a  con- 
crete building,  but  the  plans  have  not 
been  decided  on.     (Feb.,  pg.  81). 

Montreal  Tramways  Co. — The  Mont- 
real Tramways  Commission  is  reported 
to  have  had  under  consideration  recently 
a  plan  for  building  a  line  to  the  top  of 
Mount  Royal  to  replace  the  disused  in- 
cline raihvay.  The  proposal  is  to  build 
a  line  from  the  Cote  des  Neiges  Road 
to  the  mountain  top,  starting  from  the 
Shakespeare  Road.  These  would  be  a 
5'r  gradient,  and  a  possible  tunnel  at 
the  Outromont  incline.  The  matter  was 
left  over  for  further  consideration,  and 
in  the  meanwhile  engineers  will  prepare 
plans  and  estimates  not  only  of  the  above 
route,  but  of  a  possible  on  via  Guy  St. 
(Feb.,  pg.  81). 

•  New  Brunswick  Power  Co. — The  St. 
John,  N.B.,  City  Council  is  reported  to 
have  been  advised  that  the  city  solicitor 
and  council  for  the  New  Brunswick 
Power  Co.  have  arranged  to  file  briefs 
before  the  New  Brunswick  Public  Utili- 
ties Commission,  respecting  the  city's 
application  for  an  order  to  compel  the 
company  to  operate  its  main  line  cars 
down  Rodney  wharf.  (Jan.,  1919,  pg. 
40). 

Nipissing  Central  Ry. — A  press  report 
of  Feb.  21,  states  that  the  Liskeard,  Ont., 
Board  of  Trade  has  been  advised  by  the 
acting  Chairman  of  the  Timiskaming  and 
Northern  Ry.  Commission,  which  oper- 
ates the  line,  that  as  soon  as  the  M.  J. 
O'Brien  interests  begin  the  construction 
of  the  projected  pulp  and  paper  mill  at 
North  Timiskaming  the  railway  will  be 
extended  there.  The  projected  exten- 
sion would  be  about  13  miles  long  and 
would  run  easterly  from  Liskeard. 

The  Ontario  Premier  was  reported, 
Feb.  27,  to  have  announced  that  an  ex- 
tension of  about  17  miles  extending  from 
Liskeard,  Ont,  to  the  Des  Quinze  River 


Falls,  Que.,  -wjill  be  built  as  soon  as  the 
government  receives  a  guarantee  from 
the  M.  J.  O'Brien  interests  that  they  will 
build  a  paper  mill  at  the  latter  point. 
(Jan.,  pg.  34). 

The  Oshawa  Ry.  is,  we  are  officially 
advised,  completing  9  new  sidings  for  the 
General  Motors  of  Canada,  in  Oshawa, 
Ont.  The  company  contemplates  build- 
ing about  half  a  mile  of  second  track  on 
its  freight  line,  and  putting  in  2  new 
spur  tracks  at  the  Pedlar  People's  plant. 
It  also  has  under  consideration  the  addi- 
tion of  a  500  k.w.  motor  generator  to 
take  care  of  the  increased  business. 
(Feb.,  pg.  81). 

Ottawa  Electric  Ry. — Application  is 
reported  to  have  been  made  to  the  Hull, 
Que.,  City  Council  for  permission  to 
build  a  loop  at  the  terminus  in  Hull. 
The  present  line  is  a  stub  one,  on  which 
2  two  way  operated  cars  are  run.  They 
are  the  oldest  cars  owned  by  the  com- 
pany, and,  therefore,  the  least  reliable. 
Nothing  can  be  done  to  improve  the  ser- 
vice to  Hull,  until  a  loop,  round  which 
the  one  way  cars  could  be  operated,  is 
built.     (Jan.,  pg.  24). 

Toronto  Civic  Ry. — Offers  for  the  con- 
struction of  the  projected  St.  Clair-Mount 
Pleasant  car  line,  were  invited  to  be 
sent  in  by  Feb.  1'7,  but  vdth  the  excep- 
tion of  some  bids  for  roadway  work  in 
connection  with  it,-  no  tenders  were  re- 
ceived. Whether  the  city  will  proceed 
with  the  construction  by  day  labor  is 
under  consideration.     (Feb.,  pg.  81). 


Cars  for  Toronto  Civic  Railway. 

The  Toronto  Works  Department  will 
receive  tenders  to  March  16,  for  13  dou- 
ble truck,  double  end,  semi  convertible 
electric  cars,  complete,  with  plain  arch 
roofs,  deliverd  at  Toronto.  Following 
are  the  general  dimensions: 

Length  over  body  corner  posts 81  ft.  8  in. 

Length  over  each  platform  7  ft.  8  in. 

Lenjrth  over  bumpers   «  47   ft. 

Width  at  drip  rail 8  ft.  6  in. 

HeiKht.  top  of  rail  to  top  of  trolley 

board   11   ft  8%   in. 

Truck  centers  19  ft.  8  in. 

Truck  wheel  base  4  ft.  10  in. 

Wheels,    cast    iron    83    in. 

Seating   capacity  48 

Motors,   per  car  „ „ 4 

Top  of  rail  to  first  step  14  in. 

First  step  to  platform  floor 12>4   in. 

Platform  floor  to  body  floor  10V4  in. 

WeiKht  of  car  body  20.890  lb. 

Weii?ht  of  trucks  12,750  lb. 

Weight  of  electrical   truck  equipment 14,360  lb. 

The  motors  specified  are  Canadian 
Westinghouse  Co.'s  type  533-T-4,  to  be 
interchangeable  with  those  now  in  To- 
ronto Civic  Ry.  service,  and  the  con- 
trollers are  to  be  type  K-35,  and  equip- 
ped with  an  automotoneer.  The  motor 
driven  air  compressor  specified  is  Cana- 
dian General  Electric  Co.'s  type  C.P.- 
27-A. 


Australian   Motor    Bus   Traffic  —  The 

Canadian  Government  Commercial  Agent 
at  Sydney,  Australia,  reports  as  fol- 
lows: "Traffic  by  motor  bus  between 
Sydney  and  the  suburbs  is  becoming  in- 
creasingly popular  and  many  new  lines 
have  been  opened  recently.  The  chief 
cause  of  this  is  the  congested  state  of 
tram  traffic,  which  is  controlled  by  the 
state  government,  and  the  heavy  increase 
in  fares  which  has  taken  place  recently. 
Many  of  the  chassis  of  these  vehicles  are 
of  a  well  known  Canadian  make." 


146 


March,  1920. 


Hritish  Columbia  Electric  Railway  Company's  Annual  Report 


The  followinK  report  for  the  year  cnd- 
i-H.  June  30,  lUlS),  wan  prCncnted  at  the 
annual  nu-elinir  in  London,  Knjr.,  Feb. 
3:— The  followinK  charceM  have  been 
made  airniniit  the  ri-venuo  arcount  for 
the  year;  — 

Prttvialon       fnr      d«>prr- 

rUlion.  •Inkltiff  fund 

and  rrnrwaN  tiii.'n     S     8 

AddlUon       to       mpiuil 

>mar1iuiti..n    fund..        1.818     •  U 

CU8.M8  It     T 

Ordinarr    nrt    rpvcna* 
for     Trmr     from     all 
•oarm,    afur    mak- 
ing      abo\-r      dvduc- 
tl"n.                                fJ.'I.SOO  15     9 
To   whifh    !•  1..! 
ProBt     on     .  . 
in   rrmittir: 
*nir«  fnim  \   , 
vrr  to  Ixin.l..ii  nnl 
monrrii       formrrl)- 
Mt   ajHlr    for   con- 
tinirrnrir*      ami 
now   no  lonirrr  rr- 
quirvfl    for    •uch   ..    1S8.4I9      1      7 
Balanrr    bmuKht    for- 
ward from  laat  ]riar..     ..6.08S     Oil 
„   .  tt«9.104   18     S 

Intvmt  on  debrn- 
turr  «tock  to  Juno 
SO.    1919    «132.II7      4   10 

Divid«nd  l>aid  on  S^o 
cumulativp  per- 
petual prrfcrrnce 
•tock  for  the  year 
ended  Jane  30. 
1919    72.000     0     0 

Interim  dividend  of 
2S'r  on  prefer- 
red ordinarr  ttock 
•lock,     paid     Jane 

30.    1919    SS.OOO     0     0 

^1240.447     4  10 

Learins  anilable 
for  further  distri- 
bution      «128.SB7  18     6 

From  thin  the  di- 
rectors have  decid- 
ed to  recommend 
the  payment  of  a 
final  diviflend  on 
preferrwl  ordinary 
•tock  of  214%. 
makinir  ST'r  for 
the  year  ended 
Jane  SO.    1919 t  36.000     0     0 

A  dividend  on  de- 
ferred ordinary- 
•tock  of  Sr^  for 
year  ended  June 
80.    1919    •18.200     0     0 

A  bonus  on  defer- 
red ordinarr  itoek 

of  8%   - 48.200     0     0 

122.400     0     0 

l>eavinir.  to  carry 
forward  to  next 
account     .8     6.267  13     6 

In  recommendinfr  the  distribution  of  a 
bonus  of  .T:'r  upon  the  deferred  ordin- 
ary stock,  the  directors  desire  to  point 
out  that  it  must  be  regarded  as  an  ex- 
ceptional di.stribution,  and  not  as  an  in- 
dication of  a  similar  distribution  in  fu- 
ture years.  The  bonus  is  rendered  pos- 
sible this  year,  by  profit  on  exchange  in 
remitting  moneys  from  Vancouver  to 
London,  and  by  the  appropriation  of  cer- 
tain moneys  held  for  contingencies, 
which,  under  the  altered  conditions,  the 
directors  consider  may  now  be  safely 
distributed.  It  is  also  possible  to  re- 
commend the  distribution  of  a  dividend 
of  3'r  on  the  deferred  ordinary*  stock, 
and  in  this  case  the  directors  consider 
that  the  improvement  in  local  conditions, 
as  reflected  in  the  current  earnings  shown 
below,  is  such  as  to  justify  reasonable 
hope  that  a  distribution  on  the  deferred 
stock  may  be  maintained.  The  net  earn- 
ings for  the  current  year,  as  compared 
with  the  year  under  review,  are  as  fol- 
lows:— 


July 

AuKUst     

Septvmbfr 
October     ... 


1918 

1919. 

>l  19.18:. 

8149.109 

H8.4U 

ia«.M« 

180.64H 

INI.HIl 

124.826 

1M.41& 

88«2.476  8(81.148 


In  last  year's  report  it  was  stated  that 
the  Province  of  British  Columbia  had 
introduced  a  bill  to  establish  a  public 
utilities  commis.sion,  which  would  have 
an  important  bearing  upon  your  com- 
pany. The  bill  became  law  in  March, 
11(19,  and  provided  for  the  appointment 
of  a  single  commissioner  with  veo'  wide 
powers  over  public  utilities.  Subse- 
quently Major  J.  L.  Retallack  was  ap- 
pointed commissioner.  Both  the  terms 
of  the  act  and  the  commissioner's  de- 
cisions have  shown  every  indication  of 
a  desire  to  treat  your  company  with 
justice. 

British  Columbia  is  the  last  of  the 
Canadian  provinces  to  establish  a  public 
utilities  commission,  and  such  commis- 
sions exist  in  all  the  other  Canadian  pro- 
vinces and  in  nearly  all  the  United  States 
cities.  The  commissioner  has  power  un- 
der the  act  to  regulate  the  rates  to  be 
charged  and  the  services  to  be  rendered 
by  the  company,  whether  such  rates  or 
services  are  the  subject  of  agreement 
or  otherwise,  and  to  this  extent  the  act 
overrides  the  company's  franchises  and 
agreements.  The  commissioner  is  di- 
rected, in  fixing  any  rates  to  have  due 
regard  on  the  one  hand  to  giving  the 
public  utility  company  a  fair  and  rea- 
sonable return  upon  the  appraised  value 
of  the  company's  property,  and,  on  the 
other  hand,  to  the  protection  of  the  pub- 
lic from  rates  that  are  excessive  as 
being  more  than  a  fair  and  reasonable 
charge  for  the  service  rendered.  The 
commissioner  is  empowered  to  make  an 
appraisal  of  the  company's  property  for 
the  purpose  of  ascertaining  the  value 
upon  which  the  company  is  entitled  to 
earn  a  fair  return,  and  in  making  such 
appraisal  the  act  provides  that  he  "may 
enquire  into  every  fact  which,  in  his 
judgment,  has  any  bearing  on  that  value, 
including  the  condition  and  value  of  the 
company's  undertaking  as  a  going  con- 
cern, and  the  amount  of  money  actually 
and  reasonably  expended  in  that  under- 
taking in  order  to  furnish  servfce  rea- 
sonably adequate  to  the  requirements 
of  the  community."  The  act  gives  a 
right  of  appeal  from  the  commissioner's 
decision  subject  to  leave  being  first  ob- 
tained from  the  commissioner,  and  in 
the  event  of  his  refusal,  from  the  Lieu- 
tenant Governor  in  council. 

There  is  a  special  clause  in  the  act 
relating  to  the  6c  fare  now  being  charg- 
ed on  the  Vancouver  city  lines.  As  stat- 
ed in  last  year's  report,  the  Vancouver 
City  Council  in  .July,  ]!tl8,  granted  the 
company  the  right  to  charge  a  Cc  fare 
for  !»  months.  The  Public  Utilities  Act 
was  passed  before  this  period  expired 
and  provided  for  the  continuance  of  the 
fie  fare,  subject  to  the  company  being 
able  to  satisfy  the  commissioner  that 
such  rate  is  just  and  reasonable.  The 
act  also  provides  that  until  such  proof 
IS  furnished  to  the  commissioner's  sat- 
i.ifaction,  the  amount  received  by  the 
company  in  excess  of  the  Sc  fare  charg- 
ed previously,  is  to  be  deposited  in  a 
special  account  in  a  chartered  bank  in 
Vancouver,  and  that  if  the  rate  should 
be    fixed    at     less     than    6c     the     excess 


amount  i«  to  be  handed  over  to  the  Van- 
couver General  Ho«pital.  Owing  to  an 
amendment  of  the  Dominion  Railway 
Act,  the  company's  railways  pasited  from 
the  jurisdiction  of  the  Province  of  Bri- 
tish Columbia  and  of  the  Public  Utili- 
ties Commission  to  that  of  the  Dominion 
of  Canada  and  of  the  Dominion  Board  of 
Railway  Commissioners,  but  it  is  antici- 
pated that  amending  legislation  will  be 
passed  early  in  1920  which  will  place 
the  company's  railways  again  under  the 
public  utilities  commission,  and  the  com- 
pany has  joined  with  the  local  authori- 
ties in  petitioning  for  this  to  be  done 
When  this  has  been  done  it  is  expected 
that  an  investigation,  which  was  com- 
menced by  the  commissioner  some  time 
ago  to  ascertain  the  correct  fare  to  be 
charged  in  Vancouver  City,  but  which, 
owing  to  the  circumstances  reported 
above,  has  been  temporarily  adjourned 
will  be  resumed,  and  that  an  appraisal 
of  all  the  company's  property  on  the 
mainland  will  be  made. 

In  June,  1919,  the  employes  of  the 
company  and  of  most  other  industries 
in  Vancouver  went  on  strike,  not  for 
any  increased  wages,  or  any  improved 
conditions,  but  in  sympathy  with  the 
general  unrest  which  was  then  prevalent 
in  labor  circles  throughout  Canada,  par- 
ticularly in  Winnipeg.  This  strike,  the 
longest  in  the  company's  history,  lasted 
from  June  5  to  29,  when  the  men  re- 
turned to  work  on  the  old  terms.  The 
company's  revenues  on  the  mainland 
from  its  railway  system  were  reduced 
to  almost  nothing  during  the  24  days 
that  this  strike  lasted.  In  Aug.,  1919,  a 
request  was  received  for  a  further  in- 
crease in  wages,  which  was  submitted 
to  arbitration,  and  under  the  arbitration 
award  increases  were  granted  which  will 
cost  the  company  a  large  sum.  The  re- 
placing of  returned  men  has  been  a  task 
of  considerable  difficult!',  but  the  man- 
agement have  been  able  to  reinstate  all 
men  who  returned  to  the  company  from 
active  service. 

The  directors  consider  that  the  im- 
proved conditions  warrant  a  return  to 
the  practice  of  paying  the  dividend  on 
the  .5'~'r  cumulative  perpetual  preference 
stock  half-yearly  as  before  the  war,  and 
a  half  year's  dividend  of  2Mi'~<'  has  been 
declared  payable  on  Jan.  15.  1920.  The 
end  of  the  war  and  the  gradual  return 
to  normal  conditions  is  having  a  good 
effect  upon  the  company's  revenues.  In 
addition  to  the  return  of  the  men  who 
left  British  Columbia  for  overseas  ser- 
vice, it  is  stated  that  a  large  number  of 
men  who  enlisted  in  other  parts  of  Can- 
ada went  to  British  Columbia  on  being 
demobilized.  Whether  all  of  these  men 
will  find  immediate  employment  in  the 
province  it  is  impossible  to  say.  At 
present  there  is  a  great  shortage  of 
houses  in  Vancouver,  but  comparatively 
little  building  has  yet  been  undertaken 
on  account  of  the  high  prices  of  labor 
and  materials.  The  shipbuilding  indus- 
try, which  employed  several  thou.<iands 
of  men  during  the  last  two  or  three  years 
is  expected  to  be  gradually  reduced  in 
extent  as  the  contracts  in  hand  are  com- 
pleted; but,  as  apart  from  shipbuilding. 
Vancouver  did  not  benefit  to  any  appre- 
ciable extent  by  war  industries,  it  is 
likely  that  the  adjustment  to  normal 
conditions  will  be  made  without  very 
.serious  dislocation. 

In  Sept.,  1919,  John  Davidson,  at  the 
board's  request,  kindly  consented  to  visit 


March,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


147 


British  Columbia  to  confer  on  the  spot 
with  the  management  on  several  im- 
portant questions  and  inspect  the  com- 
pany's properties.  The  visit  proved  em- 
inently satisfactory  and  successful.  The 
directors  desire  to  record  their  very  great 
appreciation  of  the  valuable  services 
rendered  by  the  management  and  staff 
during  the  past  year.  Sir  William  Mac- 
kenzie and  John  Davidson,  who  are  due 
to  retire,  offer  themselves  for  re-elec- 
tion. 

Expenditure    on     Appropriations    on    Capital    Ac- 
count, Year  Ended  June  30.  1919. 

Rollinit    stock    $     3,948.93 

Track    extensions    and    improvements 58,698.66 

LiKhtinfr    and    power    extensions 113,931.21 

Steam    plant    I  credit)     82.27 

Lands  and  buildings  and  bridges 20,376.08 

Electrical     machinery     40,366.81 

Transmission     lines     (credit) _ 917.64 

North       Vancouver   —   Rolling       stock, 
meters.      transformers,      and      initial 

installations - 247.33 

Sundries    5,562.29 

Railway    feeders    5,008.90 

Automobiles     18,280.48 

Machinery,    tools   and   loose  plant 9,506.94 

Crossings,      fences,      cattleguards      and 

signs     3,196.61 

Extending   I.    and   p.   system  under  mu- 
nicipal    charter     10.703.44 

$288,717.77 


Mainly  About  Electric  Railway  People. 


Electric    Railway    Finance,  Meet- 
ings, Etc. 


British  Columbia  Electric  Ry.  and  al- 
lied companies — 

6  mens,  to  6  mons.  to 
Dec.  31,     Dec.,  31, 
Dec.,  1919  Dec.  1918       1919  1918 

Gross     $783,324     $691,065  $4,221,916  $3,418,095 

Expenses...    522.0T9        451.760     3,06.1.409     2.644.178 
Net    266.245       239.305     1,156,507        773,917 

Kitchener  and  Waterloo  Railway — 

1919  1918 

Receipts    $81,203.11     $58,788.55 

Expenditures     77,154.97       57,473.69 

Net    profits    $  4.048.14     $  1,314.86 

The  profits  are  divided  between  the 
City  of  Kitchener  and  the  Town  of 
Waterloo  in  the  proportion  of  75  9r  to 
25%. 

The  Pictou  County  Electric  Co.,  which 
operates  the  electric  railway  line  in  New 
Glasgow,  and  connecting  the  mining 
towns  of  Stellarton  and  Westville  and 
Trenton,  N.S.,  some  time  ago  obtained 
permission  to  issue  $130,000  in  3  year 
coupon  notes.  It  found  these  were  not 
easily  marketable  and  it  applied  re- 
cently to  the  Nova  Scotia  Public  Utili- 
ties Commission,  asking  that  the  notes 
be  changed  to  short  term  debentures  for 
the  same  period.  The  greater  security 
of  the  debentures,  with  the  charge  on 
the  company's  assets  which  they  carrj', 
was  needed  to  enable  it  to  find  purchas- 
ers except  at  too  heavy  a  discount.  The 
interest  on  both  securities  was  the  same, 
7%.  The  funds  are  required  for  pav- 
ing the  tracks  and  improving  the  rails. 

Toronto  Civic  Railway — 

Jan..  1920       Jan..  1919. 

Passenger   revenue   $41,989.4-4         $32,232.12 

Passengers  carried   2.493.296  1,950,461 

Winnipeg  Electric  Ry. — According  to 
a  report  submitted  to  the  Winnipeg 
City  Council's  finance  committee,  the 
Winnipeg  Electric  Ry.'s  total  earnings 
for  1919,  on  which  are  based  the  pay- 
ment to  be  made  to  the  city,  were  $2,- 
706,703.09,  made  up  as  follows:  Cash 
fares,  $932,684.05;  ticket  sales,  $1,844,- 
161.25;  Sunday  earnings,  $19,857.79. 
These  figures  show  an  increase  of  $633,- 
000  in  1918.  The  city  is  entitled  to  5% 
on  this  amount,  viz.:  $139,825.  The 
number  of  cars  in  service  was  reported 
as  328. 


Thos.  Aheam,  President,  Ottawa  Elec- 
tric Ry.  has  been  re-elected  President, 
Ottawa  Light,  Heat  and  Power  Co. 

O.  E.  Baldwin,  who  was  appointed 
.Manager,  Guelph  Radial  Ry.,  recently,  at 
a  yearly  salary  of  $1,800,  has  resigned 
to  enter  a  Guelph  manufacturing  com- 
pany's service.  We  are  ollicially  ad- 
vised that  as  the  Hydro  Electric  Power 
Commission  of  Ontario  is  to  take  over 
the  railway  on  July  1,  it  is  not  likely 
that  the  city  will  appoint  a  manager  for 
the  short  time  that  it  will  retain  pos- 
session of  the  railway. 

Sir  Adam  Beck,  Chairman,  Hydro 
Electric  Power  Commission  of  Ontario, 
and  Lady  Beck,  whose  departure  from 
England  has  been  delayed,  were,  it  was 
announced  recently,  expected  back  in 
Canada  about  Mar.  15.  It  has  since 
been  reported  that  Lady  Beck  has  had 
to  undergo  an  operation. 

W.  J.  Brunless  is  acting  temporarily  as 
Superintendent,  Edmonton  Radial  Ry., 
Edmonton,  Ont.  J.  H.  Moir  having  re- 
signed, as  stated  in  Canadian  Railway 
and  Marine  World  previously. 

L.  A.  Cherrier,  heretofore  timekeeper, 
Dominion  Power  and  Transmission  Co., 
Hamilton,  Ont.,  who  has  been  in  the 
company's  service  for  over  20  years,  has 
been  appointed  chief  clerk,  succeeding 
N.  S.  Gumming,  who  resigned  on  his  ap- 
pointment as  Superintendent,  Niagara, 
St.  Catharines  and  Toronto  Ry. 

G.  Comba  is,  according  to  a  press  re- 
port, acting  as  Superintendent,  Calgary 
Municipal  Ry.,  pending  the  appointment 
of  a  successor  to  T.  H.  McCauley. 

J.  E.  Dalrymple,  Vice  President,  Traf- 
fic, G.T.R.,  Montreal,  has  been  elected 
President,  Oshawa  Ry.  (electric),  vice 
E.  W.  Rathbun,  Deseronto,  Ont. 

G.  Gordon  Gale,  Vice  President  and 
General  Manager,  Hull  Electric  Co.,  has 
been  re-elected  on  the  Royal  Ottawa  Golf 
Club's   executive  committee. 

H.  M.  Hopper,  heretofore  General 
Manager  and  Secretary,  New  Brunswick 
Power  Co.,  St.  John,  N.B.,  continues  as 
Secretary,  and  has  also  been  appointed 
Treasurer,  succeeding  G.  M.  O.  Peters. 
Mr.  Hopper  has  also  been  appointed  Gen- 
eral Manager,  Eastern  Electric  Co.  Ltd., 
a  N.B.  Power  Co.  subsidiary. 

W.  O.  LeBer,  heretofore  Chief  Dis- 
patcher, Montreal  and  Southern  Coun- 
ties Ry.,  has  been  appointed  Superin- 
tendent, Transportation  and  Maintenance 
Departments,  vice  A.  F.  Laberge,  who 
has  been  appointed  temporarily  as  Chief 
Dispatcher.     Office,  St.  Lambert,  Que. 

J.  B.  Mack,  who  has  had  charge  of  the 
Calgary  Municipal  Ry.'s  advertising  and 
publicity  department,  is  reported  to  have 
resigned  to  enter  the  New  Brunswick 
Power  Co.'s  service  at  St.  John. 

T.  H.  McCauley,  heretofore  Manager, 
Calgary  Municipal  Ry.,  Calgary,  Alta., 
has  been  appointed  General  Manager, 
New  Brunswick  Power  Co.  (street  rail- 
way, gas,  electric  light,  and  power),  St. 
John,  N.B.,  succeeding  H.  M.  Hopper, 
whose  new  appointments  are  referred 
to  above. 

John  Murphy,  Electrical  Engineer, 
Railways  and  Canals  Department,  and 
Board  of  Railway  Commissioners,  ad- 
dressed the  Engineering  Institute  of  Can- 
ada's Montreal  branch,  on  Feb.  12,  on 
ice  formation. 

Paul     Paradis,      Engineer,     Montreal 


Tramways  Commission,  died  in  Mont- 
real, Feb.  10,  after  a  long  illness. 

C.  U.  Peeling,  Manager,  Cornwall  St. 
Ry.,  Light  &  Power  Co.,  Cornwall,  Ont., 
has  resigned  to  enter  the  Illinois  Trac- 
tion Co.'s  service. 

J.  S.  Shepherd,  for  the  past  10  years 
an  accountant  in  the  British  Columbia 
Electric  Ry.'s  supply,  died  in  North  Van- 
couver Hospital,  Feb.  18,  following  an 
operation  for  peritonitis. 

Warren  Y.  Soper,  Vice  President,  Ot- 
tawa Electric  Ry.,  has  been  re-elected 
a  director  of  the  Ottawa  Light,  Heat 
&  Power  Co.,  and  has  also  been  re-elected 
Vice  President,  Royal  Ottawa  Golf  Club. 

Russell  Stephens,  who  has  been  ap- 
pointed assistant  to  City  Manager  Moore, 
at  Guelph,  Ont.,  will,  it  is  reported,  take 
over  the  office  work  in  connection  with 
the  Guelph  Radial  Ry.,  heretofore  han- 
dled by  O.  E.  Baldwin,  until  the  line  is 
transferre<l  to  the  Hydro  Electric  Power 
Commission  of  Ontario  on  July  1. 

W.  N.  Warburton,  General  Manager, 
London  and  Lake  Erie  Ry.  and  Trans- 
portation Co.,  has  been  confined  to  his 
house  at  London,  Ont.,  for  some  time,  is 
reported  to  be  in  a  serious  condition. 


The  London  Street  Railway 
Situation. 

The  questions  at  issue  between  the 
London  Street  Ry.  and  the  London,  Ont., 
City  Council  have  been  discussed  at 
length  from  various  angles  since  the  be- 
ginning of  the  year,  but  nothing  definite 
seems  to  have  been  evolved  in  the  direc- 
tion of  a  settlement.  A  suggestion  has 
been  made  that  the  operation  of  one 
man  cars  on  the  city  lines  would  enable 
the  company  to  give  a  more  frequent 
service,  and  continue  without  the  neces- 
sity for  an  increase  in  fares.  The  com- 
pany is  said  to  be  favorable  to  adopt- 
ing one  man  car  operation  as  far  as  pos- 
sible provided  the  city  will  sanction  the 
use  of  the  cars  for  a  term  of  years.  An- 
other suggestion  is  said  to  favor  the 
placing  of  the  whole  matter  before  the 
Ontario  Railway  and  Municipal  Board, 
and  leaving  the  board  and  the  company 
to  agree  to  terms. 


Niagara  Falls,  Wesley  Park  and  Clif- 
ton Tramway  Co. — A  Niagara  Falls, 
Ont.,  press  dispatch  of  Feb.  24  says  that 
C.  U.  Fairlie,  of  the  Hydro  Electric 
Power  Commission  of  Ontario's  Railway 
Department,  had  arrived  there,  with 
other  members  of  the  staff,  and  that  they 
were  going  over  the  Niagara  Falls,  Wes- 
ley Park  and  Clifton  Tramway  Co.'s  line 
in  the  city,  which  is  owned  and  operated 
by  the  Niagara,  St.  Catharines  and  To- 
ronto Ry.  The  dispatch  also  stated  that 
the  Niagara  Falls  City  Council  request- 
ed the  Hydro  Electric  Power  Commission 
to  have  the  line  examined,  and  report 
on  it,  as  the  ratepayers  had  voted  in 
favor  of  its  acquisition  by  the  city,  the 
franchise  expiring  Mar.  31. 

Montreal  Tramways  Co.  and  Cost  of 
Sewers. — The  Quebec  Legislature  has 
passed  an  act  adding  a  new  section  to 
the  Montreal  Tramway's  Go's  Act,  pro- 
viding that  the  company  shall  be  re- 
lieved of  paying  taxes  on  its  right  of 
way  for  the  construction  of  sewers,  etc. 
Heretofore  the  company  has  had  to  pay 
one-half  of  the  cost  of  sewers  built  on 
highways  along  its  right  of  way. 


148 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


March.  1920. 


Klectric  Railway  Notes. 


PoUrboruuKh,  Ont.,  trndv  uniunii  arr 
rrportod  to  favor  a  Sunday  Htrvct  car 
n'rvico  thrrc. 

The  lA<viii  County  Ry.  hns  rccpived  a 
snow  nwcf|ior  from  Ottawa  Car  Manu- 
fai-turin>r   ''<>. 

Till'  Wmildor,  Esucx  and  Lake  Short- 
Ilapid  Ky.  is  in  the  nmrki-t  fur  o  pas- 
.'i'nK«'r  car. 

The  Oithawn  Ry.  is  having  a  SO  ton 
electric  fr«-it:ht  shunter  huilt  by  Ottawa 
Car  Manufacturing  Co. 

British  Columbia  Electric  Ry.  shorc- 
holders  hnve,  for  the  first  time  in  five 
yeors,  received  a  dividend  of  SCci  with 
a  bonus  of  3'i. 

The  Nelson.  B.C..  City  Council  is  re- 
porte«l  to  have  decided  against  the  oper- 
ation of  one-man  cars  on  Nelson  Electric 
Ry. 

The  Saskatoon,  Sask..  City  Council  is 
reporttnl  to  be  considering  a  project  for 
building  cars  for  Saskatoon  Municipal 
Rv. 

The  St.  Thomas,  Ont..  City  Council  is 
reported  to  be  considering  changing  the 
cars  on  its  electric  railway  for  one-man 
operation. 

The  Fort  William,  Ont..  Municipal  Ry. 
is  reported  to  have  put  in  service.  Feb. 
s.  two  of  the  cars  bought  recently  in 
■  Ifveland,  Ohio. 

The  Niagara,  St.  Catharines  and  To- 
ronto Ry.,  has  placed  an  order  for  the 
remoilelling  of  12  local  line  electric  cars 
with  Ottawa  Car  Manufacturing  Co. 

The  Montreal  City  Council  arranged 
with  the  Montreal  Tramways  Co.  re- 
cently for  the  use  of  3  flat  cars  in  the 
removal  of  snow  from  the  streets. 

The  London.  Ont.,  public  utilities 
hydro  department  is  reported  to  have  no- 
tified the  London  St.  Ry.  that  the  power 
supplied  for  the  operation  of  the  rail- 
way will  be  reduced  by  one-half. 

During  January  the  cost  of  snow  re- 
moval from  the  streets  in  Montreal  on 
which  the  Montreal  Tramways  Co.,  oper- 
ates was  $12,269.12  against  $26,835  for 
Jan..  1919.  Half  the  cost  of  this  work 
is  paid  by  the  company. 

The  Moncton  Tramways.  Electricity 
&  Gas  Co..  Moncton.  N.B.,  which  had  a 
passenger  car  and  sweeper  destroyed  by 
fire  on  Dec.  2.i,  1919,  advised  us  Feb. 
6,  that  it  expected  to  give  an  order  to 
replace  the  same,  in  the  near  future 
thereafter. 

An  exceptionally  severe  snow  storm 
struck  St.  John,  N.B..  Feb.  7  and  8. 
stopping  street  car  service  for  several 
days.  The  New  Brunswick  Power  Co.'s 
loss  through  the  tying  up  of  traffic  and 
damage  to  property  is  estimated  at 
$20,000. 

The  Regina,  Sask..  City  Council,  has 
been  asked  by  its  special  committee, 
which  has  been  considering  the  question 
of  operating  one-man  cars  on  the  Regina 
Municipal  Ry.,  to  send  a  delegation  to 
Edmonton  and  Calgary  to  make  a  per- 
sonal   investigation. 

North  Vancouver,  B.C.,  has  assessed 
the  B.C.  Electric  Ry.'s  three  bridges  and 
sub-station  in  the  municipality.  An 
amendment  of  the  Assessment  Act, 
passed  by  the  legislature  in  1919  has,  it 
is  claimed,  rendered  these  properties  sub- 
ject to  municipal  taxation. 

J.  C.  Glassco.  Manager  of  Winnipeg's 
City  Light  and  Power  Department,  is 
reporte<l  as  expressing  the  opinion  that 
within  seven  years  motor  omnibusses 
will  be  the  pr«'vailing  system  of  trans- 
portation  there,  that  the  present  street 


railway  system  will  be  obsolete  and  that 
the  tracks  will  be  removed. 

The  Toronto  Ry.  proposed  to  the  To- 
ronto Board  of  Control.  Feb.  19,  that 
the  city  take  over  the  railway  at  once, 
instead  of  in  1921.  or  buv  the  additional 
cars,  which  it  desires  the  company  to 
proviile.  and  allow  the  company  to  oper- 
ate them.  The  Board  of  Control  has 
since  declined  to  consider  the  company's 
proposals.  In  the  meantime,  the  city  is 
pressing  an  application  to  the  Ontario 
liailway  and  Municipal  Board,  for  an 
order  on  the  company,  with  penalty  at- 
tached, for  the  supply  of  additional  cars 
immediately. 

The  Board  of  Railway  Commissioners 
is  reported  to  have  called  the  attention 
of  Edmonton,  Alta.,  City  Commissioners, 
to  the  fact  that  the  Edmonton  Radial 
Ry.  was  authorized  in  1908  to  operate 
its  cars  over  the  low  level  bridge  until 
the  completion  of  the  high  level  bridge. 
The  city  solicitor  is  reported  to  have 
been  instructed  Feb.  2,  to  apply  to  the 
commissioners  for  a  further  order  to 
permit  the  continuance  of  the  operation 
of  street  cars  over  the  low  level  bridge. 

The  Ottawa  Board  of  Trade  is  report- 
ed as  proposing  to  ask  the  Dominion 
Government  to  rearrange  the  hours  at 
which  civil  ser\'ants  go  to  and  leave 
their  offices,  to  do  away,  to  some  extent, 
with  the  crowding  of  Ottawa  Electric 
Ry.  cars.  The  board  has  expressed  the 
opinion  that  it  is  unfair  to  expect  the 
company  to  keep  up  a  sufficient  number 
of  cars  to  transport  10,000  people  at  the 
same  hour  four  times  a  day,  and  carry 
but  a  few  people  the  remainder  of  the 
time. 

R.  Savignac.  a  former  Montreal  Tram- 
way Co.'s  employe  was  awarded  $9,000 
damages  and  costs  recently  in  an  action 
which  was  carried  to  the  Imperial  Pri\-y 
Council.  The  plaintiff,  in  order  to  secure 
his  money,  seized  the  company's  mov- 
ables and  put  a  saise  of  consers'atoire 
into  the  hands  of  the  Royal  Bank  against 
any  of  the  company's  funds  it  might 
have  on  hand.  The  amount  of  the  dam- 
age was  paid,  but  the  amount  of  the 
costs,  which  was  stated  in  sterling,  was 
tendered  in  currency  at  the  rate  of  ex- 
change prevailing  on  the  date  of  the 
judgment.  This  latter  amount  was  ac- 
cepted as  on  account,  and  a  court  is 
being  asked  to  decide  whether  it.  or  the 
statutory  basis  of  the  English  pound, 
$4.86  2-.S  should  be  paid.  The  amount  in 
dispute  is  said  to  be  $411. 

London.  Ont.,  ratepayers  having  de- 
feated a  bylaw  to  raise  $200,000  for 
London  and"  Port  Stanley  Ry.  purposes, 
the  commissioners  are  without  funds  to 
buy  additional  rolling  stock  for  which 
they  were  negotiating  to  take  care  of 
the  increasing  traffic.  In  order  to  fin- 
ance the  purchase,  the  commission  was 
reported,  Feb.  2h,  to  have  applied  to  a 
London  City  Council  Committee  for  a 
line  of  credit  of  $75,000  in  addition  to 
an  increased  credit  of  $50,000  granted 
a  year  ago.  The  committee  passed  a 
resolution  recommending  that  the  com- 
mission be  authorizinl  to  borrow  $125,- 
000  from  the  Bank  of  Montreal  to  be 
applied  for  purchase  of  equipment  and 
for  working  capital;  the  repayment  of 
which  is  to  be  met  out  of  the  earnings  of 
the  L.  &  P.S.R.  It  is  said  the  commis- 
sioners propose  to  buy  an  electric  loco- 
motive and  6  cars. 


New     Krun.swick     I'ower     C'o.'h 
Annual  Report  and  Meeting. 

Following  are  extracts  from  the  report 
for  the  calendar  year  1919  of  thi«  com- 
pany, which  owns  and  operates  the  elec- 
tric railway  in  St.  John:  — 

A  bill,  drafted  by  the  Currier  coro- 
mixiiioners  and  giving  effect  to  their  re- 
commendations, was  introduced  at  the 
lavt  session  of  the  legislature.  Among 
other  objections  to  the  bill  the  city  con- 
tended that  the  company's  assets  did  not 
warrant  a  rate  base  of  $2,800,000  as  es- 
tablished by  the  Currier  commission  and 
at  the  city's  instance  this  matter  was 
referred  by  the  legislature  to  the  Court 
of  Api)eal  for  consideration.  It  is  ex- 
pected that  the  court  will  make  a  find- 
ing before  the  legislature  meets  early  in 
March. 

Railwajr     rrrripU     I890.587.89 

I.iBht    »ncl    power    ™ <48.45».ll 

G«ii    caminm    101.189.87 

.Mrrchandiu       and       noDopeimtliis     in- 
comc    ". — " — 6.687.78 

tS40.K4.6S 


OporntinK    pxprnse*    t7Sl.U9.74 

Inurcut  on  bonds   87.600.06 

Oth.T    interrat    6.904.11 

N'pt  eaminm   to  (urpliu   account 115.180.79 


t940.924.65 


Dividends  due  Sept.    1.   1918.   paid.  May 

24.    1919    - t  2».S25.00 

Other    dividenda    paid    in    1919 82,641.67 

Accrued  on  firet  preferred  for  De- 
cember     « B.8SS.8t 

Transferred  to  profit  and  loss S.180.79 


tl65.180.79 


The  following  special  report  was  pre- 
sented by  President  L.  R.  Ross  at  the 
annual  meeting.  Feb.  23: — The  company 
regrets  that,  owing  to  the  severe  storm 
and  extremely  cold  weather  of  the  pres- 
ent winter,  it  is  compelled  to  pass  the 
dividends  on  its  preferred  stocks.  In 
December  and  January  certain  of  the 
city  water  mains  were  frozen,  and  burst, 
flooding  the  company's  gas  pipes,  caus- 
ing them  to  freeze  and  burst,  thereby 
entailing  a  loss  of  several  million  feet 
of  gas  and  putting  the  company  to  great 
expense  in  repairing  the  damage.  The 
hea\T  February  storms  completely  in- 
terrupted the  street  railway  service  for 
several  days.  Notwithstanding  the  ut- 
most effort  of  our  employes,  and  the 
employing  of  a  large  force  of  extra  labor 
night  and  day.  the  full  service  has  not 
yet  been  resumed.  In  addition  to  the 
loss  of  earnings,  due  to  interrupted  ser- 
vice, in  consequence  of  the  storm,  very 
considerable  damage  was  done  to  the 
electric  light  and  power  distributing  sys- 
tems. After  the  last  storm  a  heavy  rain 
flooded  portions  of  the  streets,  in  some 
places  to  a  depth  of  several  feet,  burn- 
ing out  the  motors  of  all  the  company's 
cars  with  the  exception  of  8.  The  total 
losses  will  aggregate  upwards  of  $40,- 
000.  The  narrow  margin  afforded  by 
the  rates  allowed,  prevent  the  company 
from  accumulating  a  surplus  adequate 
to  inr  for  such  contingencies. 

The  directors  and  officers  were  re- 
elected ns  follows:  President,  L.  R. 
Ross;  other  directors:  F.  R.  Taylor,  H. 
P.  Robinson,  W.  E.  McGregor.  P.  W. 
Thomson,  R.  B.  Emerson,  and  L.  C. 
Gerry.  II.  M.  Hopper,  heretofore  Sec- 
retary and  General  Manager,  was  ap- 
pointed Secretary-Treasurer;  T.  H.  Mc- 
Cauley,  heretofore  Superintendent,  Col- 
gapr  Municipal  Ry.,  having  been  ap- 
pointed General  Manager. 


March,  1920. 


149 


Marine  Department 


Canadian  Government  Merchant  Marine,  Ltd.,  Shipbuilding,  Operation,  Etc. 


Orders  for  Steamships — In  addition  to 
the  60  steel  cargo  steamships,  particulars 
of  which  were  given  in  Canadian  Rail- 
way and  Marine  World  for  February,  we 
are  advised  that  the  Marine  Department 
has  ordered  3  more  ships  as  follows: 

Port  Arthur  Shipbuilding  Co.,  Port 
Arthur,  Ont.,  one,  approximately  3,890 
d.w.  tons,  at  $182,50  per  long  d.w.  ton, 
$709,925,  builder's  yard  nos.  15  and  16. 

J.  Coughlan  &  Sons,  Vancouver,  B.C., 
two,  approximately  8,390  d.w.  each;  at 
$167.50  per  long  d.w.  ton;  $1,405,325 
each. 

The  Marine  Department  has  under 
consideration  the  placing  of  further 
orders,  and  it  is  said  to  be  probable  that 
at  least  7  more  steel  cargo  steamships 
will  be  ordered,  which  will  bring  the 
total  number  up  to  70.  Harbour  Marine 
Co.,  Victoria,  B.C.,  is  endeavoring  to 
obtain  orders  for  2  more  ships. 

The  Minister  of  Marine  is  reported  to 
have  stated  in  Ottawa.  Feb.  27,  that  the 
government  will  ask  the  Dominion  Par- 
liament for  a  further  vote  of  $20,000,000 
to  complete  its  present  shipbuilding  pro- 
gramme. 

Passenger  Steam.ships  —  Information 
in  regard  to  the  government's  policy  for 
adding  passenger  steamships  to  Cana- 
dian Government  Merchant  Marine  Ltd., 
will  be  found  under  government  build- 
ing of  18  knot  passenger  steamships 
opposed  by  Quebec  Board  of  Trade,  on 
another  page  of  this  issue.  The  question 
of  providing  passenger  services  for 
trans-Atlantic  and  trans-Pacific  traffic  is 
undoubtedly  being  seriously  considered 
by  the  Minister  of  Marine  and  will  be 
discussed  at  a  conference  he  will  have 
with  D.  B.  Hanna,  President,  Canadian 
National  Rys.,  during  the  first  week  in 
March. 

Launchings  of  Steamships  —  Since 
Canadian  Railway  and  Marine  World  for 
February  was  issued,  we  have  been  ad- 
vised of  the  following  launching  of  a  ship 
for  Canadian  Government  Merchant  Ma- 
rine Ltd. 

Feb.  24,  s.s.  Canadian  Prospector;  Ma- 
rine Department  contract  37;  builder's 
yard  no.  14;  approximately  8,390  d.w. 
tons;  J.  Coughlan  &  Sons,  Vancouver, 
B.C. 

If  weather  conditions  are  favorable 
the  steel  cargo  steamship,  Canadian 
Miner;  Marine  Department  contract  41; 
builder's  yard  no.  6;  approximately  2,- 
800  d.w.  tons;  which  is  being  built  by 
Nova  Scotia  Steel  &  Coal  Co.,  New  Glas- 
gow, N.S.,  for  Canadian  Government 
Merchant  Marine  Ltd.,  will  be  launched 
early  in  March. 

The  steel  cargo  steamship,  Canadian 
Otter;  Marine  Department  contract  44; 
builder's  yard  no.  4;  approximately  4,- 
575  d.w.  tons;  which  is  being  built  by 
the  British  American  Shipbuilding  Co., 
Welland,  Ont.,  for  Canadian  Government 
Merchant  Marine  Ltd.,  will  probably  be 
launched  towards  the  end  of  March. 

The  steel  cargo  steamship  Canadian 
Armourer;  Marine  Department  contract 
29;  builder's  yard  no.  1;  approximately 
8,390  d.w.  tons,  which  is  being  built  for 
Canadian  Government  Merchant  Marine 
Ltd.,   by   Harbour   Marine   Co.,   Victoria, 


B.C.,  will  probably  be  launched  about  the 
middle  of  April. 

The  steel  cargo  steamship  Canadian 
Observer;  Marine  Department  contract 
47;  builder's  yard  no.  66;  approximately 
3,990  d.w.  tons;  which  is  being  built  for 
Canadian  Government  Merchant  Marine 
Ltd..  by  Collingwood  Shipbuilding  Co., 
Colling-wood,  Ont.,  will  not  be  launched 
until  the  weather  is  more  favorable,  the 
heavy  snow  and  ice  making  it  altogether 
too  difficult  and  costly  to  launch  at  pres- 
ent. 

Deliveries  of  Steamships — In  addition 
to  the  steamships  mentioned  in  Canadian 
Railway    and    Marine   World   previously. 


Steamship  Services — W.  A.  Cunning- 
ham, Export  and  Import  Freight  Agent, 
Montreal,  issued  the  following  notice  to 
shippers,  Jan.  30:  "Effective  with  our 
next  sailing  from  Halifax  for  the  Argen- 
tine, we  propose  sending  our  steamships 
into  one  or  more  Brazilian  ports  on  the 
southbound  passage.  At  present  the  ports 
chosen  are  Pernambuco,  Rio  de  Janeiro 
and  Santos,  and  as  a  basis  for  the  ocean 
rates  we  are  following  those  in  effect 
from  New  York.  This  is  really  the  first 
opportunity  Canadian  shippers  have  had 
for  a  Canadian  service  to  Brazil,  and  it 
is  expected  full  advantage  will  be  taken 
of   it.     The  steamships   are  about  8,300 


Steel   carco  steamship  Canadian   Adventurer,  approximately  3,400   d.w.   tuns,   for   Canadian   Government 
Merchant    Marine    Ltd.,    built    by    Port    Arthur    Shipbuilding    Co..    and    launched   by    the    Prince   of 

Wales,  Sept.  8,  1919. 


the  following  wore  delivered  to  Canadian 
Government  Meichant  Marine  Ltd.,  on 
the  dates  mentioned. 

Feb.  5;  s.s.  Canadian  Importer;  Marine 
Department  contract  34;  builder's  yard 
no.  11;  approximately  8,390  d.w.  tons;  J. 
Coughlan  &  Sons,  Vancouver,  B.C.  This 
ship  was  loaded  vrith  general  cargo  and 
sailed  Feb.  23  for  Australia  and  New 
Zealand. 

J.  Coughlan  &  Sons,  Ltd.,  Vancouver, 
B.C.,  advised  us  Feb.  13,  that  it  expected 
to  deliver  the  s.s.  Canadian  Exporter; 
Marine  Department  contract  35;  build- 
er's yard  no.  12;  approximately  8,390 
d.w.  tons;  to  the  Marine  Department 
about  Feb.  26. 

Officers  of  Steamships— The  following 
officers  have  been  appointed  by  Canadian 
Government  Merchant  Marine,  Ltd.  The 
first  column  contains  the  names  of  the 
ships,  the  second  those  of  the  captains, 
and  the  third  those  of  the  chief  engin- 
eers: 

Canadian  Exporter  W.  Bradley      

Canadian  Importer          J.  D.  Robertson 

Canadian  Naviitator        E.  C.  Scars        

Canadian  Raider  M.  Honour 


d.w.  tons,  and  should  make  the  passage 
during  the  winter  from  Halifax  to  the 
first  Brazilian  port  in  about  20  days." 

British  American  Shipbuilding  Co., 
Welland,  Ont.,  which  has  contracts  from 
the  Marine  Department  for  2  steel  cargo 
steamships,  approximately  4,575  d.w. 
tons  each,  advised  us  that  the  s.s.  Can- 
adian Otter;  Marine  Department  con- 
tract 44;  builder's  yard  no.  4;  will  prob- 
ably be  launched  about  the  end  of 
March. 

Collingwood  Shipbuilding  Co.,  Colling- 
wood, Ont.,  which  is  building  a  steel 
cargo  steamship,  Canadian  Observer; 
Marine  Department  contract  47;  build- 
er's yard  no.  66;  for  Canadian  Govern- 
ment Merchant  Marine  Ltd.,  will  not 
launch  it  until  the  weather  is  more  fav- 
orable, the  heavy  snow  and  ice  making 
launching  at  present  too  difficult  and 
costly.  This  company  also  has  orders 
from  the  Marine  Department  for  2  other 
steel  cargo  steamships  of  approximately 
3,890  d.w.  tons  each. 

J.  Coughlan  &  Sons,  Ltd.,  Vancouver, 
B.C.,  has  received  additional  orders  from 


ir>o 


CANADIAN  KAII.W  AV  AND  MA  RINK  WOULD 


March,  1920. 


the  M»rin«-  l)r|>iirtnu-nt  for  2  Rtrcl  cBr»t<> 
nU-BninhiPK.  for  (•nudmn  Government 
Mfrrhnnl  Miinn.-  I-t.l..  of  K,:iUO  d.w.  tonii 
cBcli  Ht  »H".T.f>0  por  lotiK  tlw-  ton.  t"'' 
Bppn.xininto     cokI    of    mrh     »hip     bcinK 

$i.4o:..;f.;'>. 

Thm  company  di-livcrt-d  the  «.».  C»n«- 
.lian  Importrr;  Mttrine  Dcpartniont  con- 
trncl  :14;  l.uiUiorn  ynnl  no.  U;  apnroxi- 
mnUly  H.:tl»0  <l.w.  tons:  Ui  the  Marine 
H.-imrtment.  Fi-b.  f..  She  was  tnin»- 
fern-d  l<>  lanailian  Government  Mer- 
chant Marine  Ltd..  and  loaded  with  n 
jreneral  cnr^o  for  Australia  and  New- 
Zealand.  V   u     -iA 

Thift  lompany  launched,  on  heD.  -■». 
the  steel  canto  steamship,  Canadian 
TrosiM-ctor;  Marine  Department  con- 
traot  :17;  l.uilder's  yard  no.  13;  approxi- 
mately S,:tyO  d.w.  tons  for  Canadian 
Government   Merchant   Marine   Ltd. 

This  company  a<lvised  us  Feb.  l.J  that 
it  expected  to  deliver  the  s.s.  Canadian 
Exporter;  Marine  Department  contract 
;15-  builder's  yard  no.   12;  approximately 


from  the  Mniiiu-  l>e|mrlment,  for  a  steel 
carifo  KUainxhip  for  Canadian  dovem- 
mcnt  Merchant  Marine  Ltd.,  approxi- 
mately n.KOO  d.w.  tons,  at  »lH2.r)n  per 
lontt  cl.w.  ton,  »70U,U25.  The  l.uilders 
yard  no.  will  be  45.  This  makes  the 
seventh  ship  ordere<l  from  the  company 
by   the   Marine   Department. 

This  company  expects  to  launch  2  steel 
cargo  sU-amships,  approximatidy  4,.'?75 
d  w.  tons  each,  which  it  is  buildinK  for 
Canadian  Government  Menhant  Marine 
LUl..  as  follows:  Canadian  Runner; 
Marine  Department  contract  .12;  build- 
er's yard  no.  4:!;  about  April  24.  Can- 
adian Carrier;  Marine  Department  con- 
tract :i:\;    builder's   yard    no.   44;   about 

Wallace  Shipyards  Ltd.,  North  Van- 
couver. B.C..  which  was  piven  orders  by 
the  Marine  Department  recently  for  2 
.steel  carRo  steamships  of  approximately 
8.390  d.w.  tons  each;  builder's  yard  nos. 
lb.'}  and  104;  in  addition  to  the  4  ships 
ordered     previously,    and     delivered,    ad- 


Great  I^akes  trade,  but,  nolwithsund- 
inif.  there  was  more  or  less  labor  trou- 
ble both  ashore  and  afloat,  and  many 
lines  considered  themselves  fortunaU;  to 
break  even  at  the  end  of  the  seMon. 


■H  c  i 

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StMl    Cmlta   SUam>hip 
Mcr 

8,.390  d.w.  tons;  to  the  Marine  Depart- 
ment for  Canadian  Government  Merchant 
Marine  Ltd.,  about  P"eb.  26. 

This  company,  which  launched  the  s.s. 
Canadian  Inventor;  Marine  Department 
contract  36;  builder's  yard  no.  13;  ap- 
proximately 8.:?90  d.w.  tons;  on  Jan.  24; 
expects  to  deliver  her  to  the  Marine  De- 
partment early  in  March. 

Harbour  Marine  Co^  Victoria,  BX^., 
which  has  orders  from  the  Marine  De- 
partment for  2  steel  carjro  sU-amships, 
approximately  8,390  d.w.  tons  each, 
Canadian  Armourer  and  Canadian  Com- 
poser, the  keels  of  which  were  laid  July 
14,  1919,  and  Au(t.  9,  1919.  respectively. 
expects  to  launch  Canadian  Armourer 
about  the  middle  of  April.  It  is  pro- 
posed to  insUll  the  boilers  and  enRines 
before  launching  the  hull,  if  approved  by 
the  Marine  Department.  This  company 
is  endeavoring  to  secure  contracU  from 
the  department  for  2  more  ships. 

Nova  Scotia  Steel  &  Coal  Co.,  New 
GlasROW,  N.S.,  advises  us  that  if  wea- 
ther conditions  are  favorable,  the  steel 
cargo  steamship  Canadian  Miner;  Ma- 
rine Department  contract  41;  builders 
yard  no.  6;  approximately  2.800  d.w. 
tons-  for  Canadian  Government  Mer- 
chant Marine  Ltd..  will  be  launched  early 
in  March. 

Port  Arthur  Shipbuildinit  Co..  Port 
Arthur,  Ont.,  has  received  another  order 


vi?f(l  us  Feb.  18  of  being  unable  to  give 
any  approximate  date  as  to  when  the 
keels  would  be  laid,  owing  to  the  fact 
that  the  Dominion  Steel  Corporation 
could  not  advise  when  it  expected  to  roll 
the  steel. 


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Great  Lakes  Seamen's  Wages. 

Detroit,  Mich.,  press  dispatch,  Feb.  15. 
—With  the  approach  of  the  opening  of 
navigation  on  the  Great  Lakes,  ship 
owners  are  beginning  to  hear  rumors  of 
renewed  demands  from  various  classes 
of  marine  labor.  Among  the  requests 
to  be  made  of  the  Lake  Carriers  Asso- 
ciation by  members  of  the  Seamen  s 
Union  is  the  granting  of  an  8-hour  day, 
a  2.'>'^'r  wage  increase,  and  possibly  a 
3  shift  system.  Last  season  sailors  and 
firemen  on  lakes  were  paid  $100  a  month, 
including  quarters  and  meals.  Men 
doing  similar  work  on  ocean-going  ships 
received  only  $90  to  $95.  but  they  also 
had  an  overtime  allowance,  which 
brought  the  average  pay  up  to  about 
$12.'S  a  month.  The  lake  sailors  are  pre- 
paring to  demand  the  same  rate  of  pay 
as  their  salt  water  brethren.  The  Sea- 
men's Union  will  formulate  their  de- 
mands, which  include  some  minor  con- 
cessions in  working  conditions.  Ship 
owners  last  year  paid  their  employes  the 
highest    wages     in     the     historj-    of    the 


,-      Jill       111 


March,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


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Manh,   1920. 


ir.2 


Steel  and  Wooden  Carpo 


Steamships  Built  in  Canada  for  British  Government. 


It   wRit  .nnounco*!  i-arly   in    tebru«ry, 
that    the     Ktocl    mrKo     nU-nmnhip"    War 
Mnk'ic   and   War   Vix»<n.   I'"'lt    hy    Cann- 
.lian     Alli!.-ChBlm.r!.     Ltd..    HrulKcburK. 
Ont .  for  the  British  Covc-mmont,  uii.Iit 
onl.-n.     from     th.-     Imporinl      Munitionn 
U<Mir(l.   ha.l   »..-in   .li-liviro<l    to   the   own- 
on.    at    Halifax.    N.S..    <lunnir    JBnunr>-. 
A»  nnnounrc-a  in  (Bnadinn   Railway  an.l 
Marine   World   for  Dec,   UUil.  these   ves- 
KelH  were  s.hedule<l  to  sail  from   Hrulk-e- 
l.urii    for    the   c<«st   on    Nov.   20   and    l.(. 
imy.  resi«Ttively.    This  delivery  markiKl 
the    completion    of    the    oniers    placed    in 
Canndn    for    steamship.*,    both    steel    and 
wood    l>y  tlH-   Innwrial   Munitions   Hoard 
on    iH.half    of    the    British    Government. 
\s  soon  as  this  was  accomplished,  some 
,,f    the   daily   newspapers   in  Canada,   or 
the  apcncies  responsible  for  the  dissem- 
mation  of  news  amongst  the  daily  news- 
papers, seemed  to  have  awakened  to  the 
fact  that  Canadian  shipyards  had  actual- 
ly been  buildinR  steamships,  and  in  plac- 
inc  the  "fact-s"  before,  what  it  apparent- 
ly   anticipated    would    be    an    astounded 
public,    made    the   following   astonishing 
statement: 

•In  the  building.  KfMt  I.WTCCT  h"-!  }f>  >»  7»'"- 
•.in...!  >nd  IhU  nurvcy  of  thr  oiwrmtion«  of  the 
Z^A.rM.nZn,  IW,Ll  in  C.n.di.n  .hipy.rd. 
it  iJic  firet  lh»t  ha»  b»<-n  m»dr  public. 

A  more  absurd  claim  than  that  a  sur- 
vey of  the  shipbuilding  carried  out  in 
Canadian  yards  since  liUT.  published  on 
Feb  10  11*20,  is  the  first  that  has  been 
made  public,  could  not  have  been  made_ 
With  regard  to  the  alleged  secrecy  of 
the  work,  we  may  say  that  in  the  early 
sUges  of  the  building,  some  attempt 
u-as  made  by  some  of  the  officials  con- 
cerned, to  withhold  information  as  to 
orders  placed,  specifications,  etc.,  but  on 
Canadian  Railway  and  Marine  World 
taking  the  matter  up  with  the  higher 
officials  of  the  Imperial  Munitions  Board 
at  Ottawa,  and  with  the  British  Min- 
istry of  Shipping  in  England,  it  was 
clearly  shown  that  the  "secrecy  was 
purely  a  local  folly  and  was  not  en- 
dorsed by  the  heads. 

Towards    the    end    of    1916,    Canadian 
Railway   and   Marine  World  published   a 
sUtement  covering  the  condition  of  ship- 
building in  Canada,  and  announced  that 
the  Dominion  Government  had  prohibit- 
ed  the  export  of  ships  without  its  con- 
sent  and  again  that  it  had  granted  per- 
mission for  the  building  of  21  steel  cargo 
steamships,    by    several    Canadian    ship- 
builders, for  export  to  allied  or  neutral 
powers,  which,  it  was  hoped  would  pave 
the  way  for  the  placing  of  shipbuilding 
in    Canada    on    a    permanent    basis.      In 
April    1917.  we  sUted  that  .1.  P.  Esplen 
as    representing    the    British    Controller 
of  Shipping,  had  arranged  with  the  Im- 
perial   Munitions    Board,   at    Ottawa,    to 
secure  all  cargo  steamships  which  might 
be   available   in   Canada   for   delivery   by 
May  31.  U»l«.  and  also  that  it  was  prob- 
able that  the  majority,  if  not  all.  of  the 
.stearbships   then  building  in  Canada  for 
export    under     permission,    were     to    be 
taken   over  by   the   British   Government. 
Details  were  also  published  of  the  build- 
ing of  a  number  of  trawlers  and  drift- 
ers  in   Canada,   for   British   use.   and   of 
the    preparation    of    a    number    of    ship- 
building   plants,    for    further    ship    con- 
struction.    In  Aug..   1917.  we  announced 
that  the   Imperial    Munitions   Boanl   had 
placed    contracts    for    about    .^0    wooden 
steamships,  and  published  plans  and  spe- 
cifications of   the   hulls,  which  had  been 


ndoi.le.l  as  sUndani  for  steamships  of 
this  class,  the  plans  and  specifications  of 
the  propelling  machinery  being  published 
,n  our  issue  of  Feb..  I'JIH.  Our  issue  of 
Aug  U»17  also  conUined  the  first  com- 
plete list  to  that  date  of  all  orders 
nlaced  for  sU>el  and  woo<l  steamships 
in  Canada  by  the  Imperial  Munitions 
Board,  an.l  also  deUils  of  steamships 
which  were  under  contract  for  neutral 
owners,  and  which  were  to  be  relinauish- 
ed  to  the  British  Government.  This  list 
was  added  to.  from  time  to  time.  an<l 
information  as  to  the  building  progress, 
launching,  equipping,  completion,  trials 
and  <lelivery.  was  published  each  month 
in  Canadian  Railway  and  Marine  W  orld. 
until    the   completion    of    the   contracts 

The  number  of  steel  steamships  Imilt 
in  Canada  under  these  orders,  was  4i. 
with    an    aggregate    d.w.    tonnage    (ap- 


public.  and   in   this  present  •"»»»;«•  .^« 
feel,  that  having  regard  to  all   the  diHi- 
culties   which   had    to   Ik.,   contended   with 
during    the    war    iH-rio<l.   Canadian    K«U- 
way  and  Marine  Worhl.  not  only  earned 
out  a  particular  service  to  lU  immeduitr 
dicnU-le.  but  also  to  Canada  as  a  whole, 
in  keeping  the  shipbuilding  P"""'""  ""J^ 
possibilities  well  to  the  front,  and  bnng- 
ng  the  matter  before  all  who  are  inter- 
ested  in   the  establishment  of   Canadian 
shipbuilding  on  a  firm  and  lasting  foun- 
.lation.     From  the  earliest  sUges  of  the 
shipbuilding  revival,  we  ^fYJ'^^''^'i  ?.f 
pains  in  the  collection  and  tabulation  of 
such  information  as  relates  to  the  work, 
and  this   is  being  continued   in   the  case 
of    the    shipbuilding    for    the    Canadian 
Government    Merchant    Marine    Ltd.      In 
fact,  we  can   safely  assert,  that  in  thi> 
matter    of    shipbuilding,   no   such   classi- 
fication   of    information    has   ever    been 
.arried   out   by   any   other   paper,   either 
in  Canada  or  elsewhere. 


Dominion    Marine    Association. 

I'rc.idfnt.  A.  K.  Mnlh<w»,  Manrnfinu  I>i- 
pclor.  Mnlhews  SU-amahip  Co..  Toronto. 

Fir«t  Vict  Prwidrnt.  H.  W.  Cowan.  Di- 
..rUT     of     Opiration.     Canada     SUamahip 


M<i 


Second  Vice  Prcidcnt.  A.  A.  Larocquc. 
rr..«idt-nt.  Sinccnncs  -  McNauuhton  Line. 
Montreal. 

Exccativ.  CommitlM.  E.  H.  B«axloy. 
Union  Slcamnhip  Co.  of  British  Columbia. 
Vancouver-  W.  E.  Burke.  Canada  bteam- 
,h'p  Lin«.  Montrval-.  T  R-  Jnderby. 
Montreal  Transportation  Co..  Montreal. 
L.  Henderson.  Montreal  Transportation 
Co..  Montreal;  W.  J.  McCormack.  Aljoma 
Central  Steamship  Line.  Sault  fte.  Mane, 
Ont  •  G.  J.  Madden.  Geonic  Hall  Coal  Co. 
of  Canada.  Montreal:  EW  Oliver. 
Niagara.  St.  Catharines  S  J°™"»»„  **"": 
nation  Co..  Toronto  :  W.  H.  Smith,  OnUrio 
Car  Ferry  Co.,  Montreal:  J.  F.  Sow.rds. 
Sowards    Coal    Co..    Kingston     Ont. :    J.    IJ 

M.  Stewart.  Point  Anne  Quarries  Ltd.. 
Toronto:   Jno.    Waller.    Keystone   Transpor- 

Ution    Co.,    Montreal:    Lome    C.    Webster. 

Webster      Steamship      Co..      Montreal.     J. 

Wilkie.  Imperial  Oil  Ltd..  Toronto:   A.   A. 

WriKht.    honorar>-   member,   Toronto. 

General     Counsel,     Francis     KinK.     M.A., 

Kinnston.    Ont. 

Official    Organ,    Canadian    Railway    and 

Marino    World.    Toronto. 


proximate),  of  243,100  tons;  and  of  w_ood 
steamships.  40,   with  an  aggregate   d.w. 
tonnage    (approximate)    of   141,680   tons. 
a  grand  total  of  88  steamships  and  384.- 
780  tons.     Contracts  were  actually  plac- 
ed   for    4:!    steel    steamships,    one    steel 
steamship,    named    Alaska,    b"''*    ^y    J- 
Coughlan  and  Sons,  \ancouver   B.C..  lot 
No^^vegian    interests,    being    taken    ov-er 
and  2  steel  steamships,  out  of  an  orlti 
for      4.     placed     with     Canadian     Allis- 
Chalmers    Ltd..    Bridgeburg.    Ont.,   being 
cancelled.      The    recent    daily    press    re- 
view   of    the    British    Government    ship- 
building    in    Canada,    '"'^•"'l^'' .''',*',.  ^ 
ferrv  Leonard,  which  was  bought  b>   the 
Imperial    Munitions    Board,    but   as    this 
was   not   built    in   Canada,   we   have   not 
included  it  in  our  figures.    The  first  steel 
steamship.   War    Dog.    was    launched    b> 
Wallace   Shipyards   I't<l-„  ^^-^yV^"^";'; 
ver     B.C..    May    18.    1K17.   and    the    first 
wood      steamship.     War     Songhee.     was 
launched  by   the  Foundation  Co.  of  Bn- 
tish    Columbia.    Victoria,    B.C..    Dec.    28. 

The  collection,  classification  and  dis- 
semination of  news  at  the  ProP*-'"  t'"'^• 
is  the  first  duty  of  a  newspaper  to  the 


Assistant   Engineer   for   (luebec 
Canals  Staff. 

The     Civil     Seri-ice     Commission     has 
given    notice    that    applications    will    l)e 
received   for  appointment   as   an   assist- 
ant engineer,  at  an  initial  salary  of  *A- 
100  a  year,  which  will  be  increased  on 
recommendation   for   efficient   ser%-ice   at 
the  rate  of  $120  a  year  until  a  maximiim 
of  $2,580  has  been  reached.     This  initial 
salary   may    be    supplemented    by     sucn 
bonuT  as  is  provided  by  law.    Candidates 
must    possess     the     following     qualifica- 
tions:   Education    equivalent   to   gradua- 
tion in  engineering  from  a  school  of  ap- 
plied    science    of     recognized     standing, 
with  at  least  4  years  of  engineering  ex- 
perience in  canal  work,  one  year  of  which 
shall    have   been    in    a    position    of    pro- 
fessional   responsibility;    firmness     Uct, 
ability   to   manage    men  and    ability    to 
speak    and    write    fluently    both    English 
and  French.     While  a  dehnite  age  limit 
has  not  been  fixed  for  this  position,  age 
mav  be  a  determining  factor  when  mak- 
ing a  selection.    The  successful  candidate 
must  be  able  to  take  responsible  charge 
of  canal   design   and   construction   work 
and  be  proficient  in  hydraulic  and  struc- 
tural  engineering   work.  rexni'^Tced  con- 
crete work,   and   roadway   building,  and 
be  able  to  take  charge  of  su'^ey  work. 
Candidates  will  be  examined  in  the  fol- 
lowing subjects,  which  have  the  relative 
weights     indicated:     Education,   training 
and    experience.   :!00;    oral    interview,    il 

necessary  in  the  ^-on^^if^'""  ?,, ''P'"^"^' 
100.  A  written  examination  will  be  held 
to  test  the  competency  of  technically 
suitable  applicants  in  both  languages. 


German  Marine  Plant  for  Canada— Ot- 
tawa press  dispatch.  Feb.  16.-In  the 
material  which  the  allies  are  requiring 
Germany  to  deliver  as  7'np<'"'^l"<S.n^ 
the  loss  of  German  battleships  at  Scai« 
Flow  are  several  floating  docks,  dredges, 
hydmulic  cranes,  etc.  It  is  ^'"'d  that 
the  British  Government  has  asked  the 
Canadian  Government  if  .t  ^""Id  l«ke 
to  acquire  any  of  these  on  account  ol 
Canada's  reparation  da-ni.  ""^  the  mat- 
ter  is  now  being  considered  by  the  go%- 
ernment  at  OtUwa. 

Oil  fuel  will,  it  is  said,  be  used  on  70  c 
of  the  ships  now  building  in  Swedish 
yards. 


March,   1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


153 


Shipbuilding  in  Scotland  in  1919  and  1920 


A  GlasKOW  correspondent  writes:  The 
shipbuilding-  returns  for  the  United 
KinKdom  for  1919  are  somewhat  disap- 
pointing. It  was  anticipated  that  after 
the  war  there  would  be  a  great  and  rapid 
advance  in  shipbuilding,  but  there  has 
been  practically  none  so  far.  In  1918, 
1,244  ships  of  1,840,029  tons  were  built; 
in  1919,  1,268  ships  of  1,931,769  tons. 
It  has  to  be  remembered,  however,  that 
in  1918  a  considerable  volume  of  the  work 
was  naval.  The  department  of  the  Con- 
troller-General of  Shipbuilding,  now  de- 
mobilized, did  its  best  to  speed  up  the 
building  of  merchant  steamships,  but 
was  tremendously  handicapped  by  the 
amount  of  naval  work  on  the  stocks,  and 
by  refitting  and  repairing  of  the  ships  of 
the  fleet  which  had  to  be  given  first 
place. 

Neither  does  the  output  of  the  United 
Kingdom  compare  very  favorably  with 
that  of  the  United  States,  where  1,337 
ships  were  built  of,  approximately,  4,- 
700,000  tons,  and  developing,  approxi- 
mately 2,r)90,000  i.h.p.,  while  in  the  Unit- 
ed Kingdom  1,268  ships  of  1,931,000  tons 
and  3,210,000  i.h.p.  left  the  stays.  These 
figures  show  the  U.S.  tonnage  to  be  more 
than  twice  that  of  the  United  Kingdom; 
but  it  consists  of  many  ships  for  the 
lakes  trafl^c  and  a  very  large  number 
of  wooden  ships.  The  sea  going  value 
of  the  ships  is  fairly  well  represented 
by  the  indicated  horse  power,  which  is 
considerably  greater  in  the  case  of  the 
United  Kingdom. 

The  Clyde  production  of  646,154  tons 
is  an  advance  over  1918  of  114,000  tons, 
and  is  the  second  highest  on  record.  It 
has  been  gradually  recovering  since  191.5, 
when  it  dropped  to  306,400  tons,  the 
lowest  output  since  1897;  but  it  has  some 
little  way  to  go  before  it  reaches  the 
record  year  of  Clyde  shipbuilding,  1913, 
when  the  output  was  756,976  tons.  The 
output  on  the  Clyde  compares  favorably 
with  that  of  the  other  large  British 
rivers.  Four  hundred  and  twenty-two 
ships  were  built  in  1919  on  the  Clyde  of 
a  tonnage  of  646,154  and  1,479,771  i.h.p., 
while  on  the  Tyne,  Wear,  Tees,  and  Lag- 
an, together,  239  ships  were  built  of  a 
total  tonnage  or  968,174  and  1,164,081 
i.h.p.  Following  is  a  comparison  of  the 
building  on  the  different  Scotch  rivers: 

Ships.  Tons.  I.h.p. 

Dec  &  Moray  Firth 68  13.488  20,640 

The  Clyde  422  646.154  1,479,771 

The  Forth  42  51.280  33,963 

The   Tay    „ 13  17.765  27,520 

543       728,687     1,561.894 

On  the  Clyde  the  increase  in  tonnage 
over  1918  was  only  about  114,000  tons. 
There  was  no  corresponding  increase, 
however,  on  the  horsepower,  which  fell 
to  an  extent  of  almost  400,000.  Several 
reasons  may  be  given  to  account  for  the 
comparative  failure  in  output  in  this 
area.  First  of  all,  labor  remained  in  an 
unsettled  state  throughout  the  year,  al- 
though recently  it  has  become  more  sta- 
bilized, at  any  rate  on  the  surface.  Sec- 
ond, the  working  week  had  been  short- 
ened, without  adequate  compensation  in 
an  increase  of  numbers  of  workmen. 
Third,  besides  the  usual  repair  work, 
there  had  to  be  done  a  great  deal  of 
work  on  the  refitting  of  steamships 
which  had  been  on  war  service.  Lastly, 
many  conti-acts  which  had  been  partially 
completed  for  the  Admiralty,  were  can- 
celled. For  example,  one  firm  had  con- 
tracts cancelled  for  a  battle  cruiser,  a 
light  cruiser,  2  torpedo  boat  destroyers, 


and  3  submarines,  on  which  a  consider- 
able amount  of  work  had  been  done  on 
the  hulls  and  machinery. 

The  rescinding  of  the  contracts  for 
naval  ships  freed  many  of  the  stocks  for 
ocean  going  craft;  and  1919  may  be  said 
to  have  been  the  premier  year  of  the 
tramp  steamship.  Of  the  total  of  422 
ships  built  on  the  Clyde,  96  were  cargo 
steamships  of  a  total  of  378,512  tons;  and 
only  seven  were  passenger  steamships  of 
an  aggregate  of  28,142  tons.  When  it  is 
taken  into  account  that  one  of  the  ves- 
sels was  the  Cameronia  of  16,500  tons, 
the  tonnage  of  the  other  six  must  have 
been  very  small.  Twenty-six  war  ships 
of  91,676  tons  were  launched  and  10  oil 
tankers  of  55,491  tons.  Of  the  total  of 
422  ships,  235  aggregated  only  30,537 
tons.  The  Cameronia,  the  first  liner  laid 
down  after  the  declaration  of  the  armis- 
tice, was  completed  in  the  record  time  of 
9%  months. 

It  is  said  that  a  considerable  number 
of  transocean  liners  have  been  placed  on 
order  with  the  big  shipbuilding  concerns 
so  that  as  1919  has  been  the  year  of 
the  tramp  steamship,  1920  may  turn  out 
to  be  the  year  of  the  liner.  These  liners 
will  replace  those  torpedoed  during  the 
war.  Many  of  them  will  be  fitted  with 
geared  turbines,  and  oil  fuel  will  be  al- 
most universally  used,  to  the  saving  of 
bunker  space.  The  accommodation  for 
passengers  should  in  consequence  be  im- 
proved; there  will  be  economy  in  respect 
of  the  labor  employed  in  firing  the  boil- 
ers; and  a  greater  efficiency  in  driving 
power  should  result,  making  itself 
manifest  in  the  rate  of  going.  It  should 
not  be  long  either  before  more  than  a 
few  vessels  of  the  Lusitania  type  are 
crossing   the   Atlantic,  and  that   within 


the  five  days.  The  prospects  of  ship- 
building in  1920  are  right;  and,  per- 
haps especially  so  in  the  Clyde  area. — 
Christian  Science  Monitor. 


Government  Merchant  Marine 
Operations  Criticized. 

W.  J.  Noble,  President  of  the  United 
Kingdom  Chamber  of  Commerce,  said  in 
a  recent  address:  "The  rise  of  the  United 
States  merchant  fleet  is  one  of  the  world 
facts  arising  from  the  war.  It  would 
be  a  profound  mistake  to  underestimate 
its  growing  strength.  It  probably  will 
not  continue  at  its  recent  rate  of  pro- 
gress, but  the  ship  building  potentiali- 
ties of  the  U.S.  justify  its  people  in  hop- 
ing ultimately  to  occupy  the  supreme  po- 
sition. They  are  now,  as  in  the  middle 
of  the  last  century,  following  closely 
upon  Great  Britain's  heels. 

"I  have  faith  in  my  own  countrymen 
as  shipbuilders  and  shipowners.  Bri- 
tain is  prepared  to  meet  any  fair  com- 
petition. But  no  one  can  regard  the 
present  policy  of  the  U.S.  Shipping 
Board  and  that  of  our  own  dominions 
as  fair  competition.  The  policy  of  each 
is  to  build  up  a  mercantile  marine  at 
any  cost,  relying  upon  the  national  purse 
to  make  good  any  deficiency,  which  is  a 
serious  menace  to  private  enterprise." 

In  voicing  his  fear  that  the  U.S.  might 
capture  the  world's  coal  trade,  Mr.  Noble 
said:  "The  U.S.  is  now  putting  coal 
aboard  steamships  at  30  shillings  a  ton, 
as  against  England's  present  figure  of 
100  shillings.  The  discrepancy  is  due 
largely  to  the  fact  that  only  8%  of  Bri- 
tish coal  is  cut  by  machinery,  while  the 
U.S.  is  cutting  50';-  of  her  output  by 
machinery.  The  U.S.  miner  is  produc- 
ing two  and  a  half  times  the  quantity 
put  out  by  the  British  miner." 


The  United  Kingdom's  Shipbuilding  Position. 


The  most  noteworthy  feature  of  the  shipbuilding  returns  for  the  quarter  ended 
Dec.  31,  1919,  from  a  British  point  of  view,  is  that  on  that  date  the  gross  tonnage 
of  merchant  ships  under  construction  in  the  United  Kingdom,  for  the  first  time  for 
several  years,  exceeds  the  total  United  States  figures,  atlhough  the  margin  is  a 
small  one,  the  totals  being  respectively  2,994,249  tons  against  2,906,515  tons.  The 
detailed  table  of  construction  in  the  United  Kingdom  is  as  follows: 

Dec.  31,1919.  Sept.    30.  1919.  Dec.  31,  1918. 

Gross  Gross  Gross 

Steamships —                                              No.         tonnaKe-  No.         tonnage.  No.         tonnage. 

Steel     722          2,980.938  723          2,796,154  414          1,975.962 

Ferro  -  concrete  5                1.700  8                2.482                 

Wood  and  composite 7               2,502  8               2,293  2               1,240 

Total    734         2,985,140  739         2,800,929  416         1,977,202 

Sailing — 

Steel  14  8.388  29  6,749  8                2,750 

Ferro   -   concrete  8  5.571  13  9,096                     ..                

Wood   and  composite  1  150  ....  

Total    28  9.109  42  15.844  8  2,750 

Total   (steam  and  sail) 767        2,994.249  781         2.816.778  424         1.979,952 

The  total  for  the  empire  is  increased  by  the  251,480  tons  being  built  in  the 
Dominions,  of  which  188,375  tons  are  Canadian.  It  is  also  satisfactory  to  learn 
from  the  table  reproduced  above,  that  while  the  United  Kingdom  figures  mark  a 
very  large  advance  upon  those  of  a  year  ago,  there  is  an  encouraging  increase 
over  the  previous  quarter.  The  shipbuilding  work  of  the  United  Kingdom  during 
the  past  three  months  was  as  follows: 

Durintr    quarter   ended    Dec.    31^ —  No. 

Ships  commenced  159 

Ships  launched  137 


Steam. 

Sail. 

«s  tonnage. 

No. 

Gross  tonnage. 

601,572 

9 

2,060 

451,915 

16 

The  figures  of  the  merchant  ship  construction  in  the  whole  world,  show  that 
the  total  production  of  other  countries  still  largely  exceeds  that  of  the  United 
Kingdom,  the  chief  contributors,  outside  of  the  United  States,  already  noted,  being 
Holland,  328,3-38  tons;  Italy,  314,547  tons;  Japan,  309,474  tons,  and  France,  216,- 
775  tons;  while  Norway,  Spain  and  Sweden  each  have  about  100,000  tons  under 
construction. 


154 


March,  1920. 


The  United  States  Shipping:  Board's  Work  and  Future  Policy 


By   John   lUrlon   I'aynr,   Chairman,   I'.S.  ShippinK   Uoard. 


Thf  nhippJnK  board  haii  frit  and  now 
fcrln  thi>  ki'oncst  InttTi-st  in  brincmir 
South  Amcrira  no  rlono  to  the  I'nitod 
Statr.i  that  wf  may  iihnkf  hnnds  almost 
daily,  and  we  kirnly  rralir.o  that  this 
can  only  ho  done  by  ships,  and  mori- 
ships.  Indi'i'fl,  thv  Imard's  (treat  desire 
to  inaiiRUmtv  nml  establish  an  adequate 
scr\ioe  to  the  important  cities  nf  South 
America  has  snnu-timra  manifested  itself 
in  an  optimism  which  the  cold  logic  of 
fact  has  not  justified. 

This  has  not  always  been  the  board's 
fault.  For  instance,  our  treat  desire  in- 
.spired  Chairman  Hurley  to  plan  the  in- 
aui^ration  of  this  service  by  sending  the 
s.s.  Mount  Vernon  to  South  America  with 
a  pas.senger  list  of  representative  busi- 
ness men.  It  was  then  assumed  that 
the  Mount  Vernon  and  other  ships  would 
speedily  be  delivered  to  the  board  for 
use.  In  this  we  were  disappointed.  The 
Mount  Vernon  is  still  in  the  War  De- 
partment's possession,  and  is  out  on  the 
Pacific,  and  the  irovcmment  has  found 
it  neces.sary  to  retain  the  use  of  others 
of  these  ships  for  a  much  longer  time 
than  was  then  supposed  necessary. 

Prior  to  our  entrance  in  the  war  in 
April,  1917,  we  had  few  ships,  few  ship- 
yards, and  only  a  small  number  of  peo- 
ple in  the  business  of  shipping,  and  it  is 
interesting  to  know  our  actual  progress 
since  then,  for,  by  our  actual  accomplish- 
ment we  can  best  show  that,  while  we  have 
been  slow  in  starting,  when  the  U.S. 
enters  upon  the  business  of  shipping  as 
it  now  has,  it  will  go  forward  and  estab- 
lish a  permanent  merchant  marine  ser- 
vice. 

In  April,  1917,  there  were  in  the  U.S. 
only  61  shipyards  with  234  ways  in 
which  ships  of  3,.'i00  d.w.  tons  could  be 
constructed.  In  Nov.,  1918,  when  the 
armistice  was  signed,  this  number  had 
increased  to  223  yards  with  1,099  ways. 
In  1917,  the  U.S.  Shipping  Board  Emer- 
gency Fleet  Corporation  launched  106 
ships,  totalling  708,970  d.w.  tons.  Of 
these  it  delivered  complete  49  ships, 
amounting  to  302,11.5  d.w.  tons.  In  1918, 
the  Emergency  Fleet  Corporation  launch- 
ed 812  ships,  amounting  to  4,244,126  d.w. 
tons,  and  delivered  to  the  Shipping  Board 
632  of  these  ships  completed,  represent- 
ing a  tonnage  of  3,026,00i;  d.w.  In  1919, 
we  launched  1,00.5  ships,  representing 
.5,982,277  d.w.  tons,  and  actually  deliv- 
ered 1,181  ships  with  a  tonnage  of  6,- 
385,12.3  d.w.  "There  remains  of  the  war 
construction  programme  534  ships  of  3,- 
661,767  d.w.  tons.  These  will  be  com- 
pleted and  delivered  by  Aug.,  1920.  Be- 
side.s  this,  we  purchased  or  contracted 
with  Japan  for  the  building  of  45  ships 
of  372,023  d.w.  tons.  The  total  of  these 
Japanese  ships  actually  received  and  in 
Ber%-ice  is  18,  of  148,323  d.w.  tons. 

These  activities  and  the  taking  over 
of  German  and  Austrian  cargo  tonnage 
have  given  the  U.S.  8,700,917  d.w.  tons 
of  sUel  ships;  1,799,123  d.w.  tons  of 
wooden  ships;  63,000  d.w.  tons  of  com- 
posite and  10,000  tons  of  concrete  ships, 
a  total  tonnage  of  10,573,040  d.w.,  ex- 
cluding the  3,661,767  tons  to  be  complet- 
ed in  1920.  We  have  lost,  reconveyed 
to  former  owners  or  sold  194  ships,  rep- 
resenting 1,274,371  d.w.  tons.  Some  of 
the  ships  now  in  operation  we  will  sell 
for  use  by  foreign  flags,  but  the  fleet 
as  a  whole,  representing  1,688  ships  of 
9,298,669  d.w.  ton.s,  will  be  operated  un- 


der the  I'.S.  flag  OS  a  permanent  mer- 
chant marine,  and  will  be  available  to 
sen-e  the  trade  routes  to  South  America 
and  other  countries. 

The  demand  for  ships  to  win  the  war 
—ships  to  carry  men  and  food  to  France 
— was  so  imperative  and  so  pressing, 
that  passenger  ships,  as  such,  were  not 
considered.  Questions  of  this  kind,  how- 
ever important,  were  compelled  to  wait. 
The  result  is  we  have  much  less  passen- 
ger tonnage  than  we  need,  and  much  less 
than  we  could  have  had,  had  our  fleet 
been  built  under  peace  conditions.  It  is 
not,  of  course,  possible  to  inaugurate  a 
passenger  service  to  South  America 
without  an  adequate  number  of  passen- 
ger ships.  We  are  building  26  passenger 
.ships  for  delivery  this  spring,  the  War 
and  Navy  Departments  have  turned 
over  to  us  27  ex-German  passenger 
ships,  but  these  having  been  made  into 
troop  ships,  are  not  in  condition  to  be 
used  for  a  passenger  sen'ice  until  recon- 
ditioned. The  first  of  these  was  the 
Moccasin,  a  small  ship  of  only  4,630  d.w. 
tons.  This  was  placed  immediately  un- 
der contract  set-vice,  is  now  completed, 
and  on  its  way  to  South  America,  and 
will  be  followed  by  other  and  larger  ships 
as  fast  as  they  can  be  made  ready  for 
ser\'ice. 

It  may  be  wondered  why  we  inaugur- 
ate our  South  American  service  with  so 
small  and  modest  a  beginning.  This  was 
not  so  much  due  to  our  modesty,  as  to 
the  fact  that  we  could  not  do  better  in 
the  present  circumstances.  Our  present 
plans  for  the  passenger  service  to  the 
East  Coast  of  South  America  are:  Five 
steamships,  maintaining  a  two  weekly 
service  between  New  York,  Rio  de 
Janeiro,  Santos,  Montevideo  and  Buenos 
Aires.  Southbound,  these  ships  will  pro- 
ceed directly  to  Rio  de  Janeiro;  north- 
bound, they  will  call  at  St.  Thomas  for 
fuel.  The  5  ships  selected  for  this  ser- 
vice are  all  ex-German  steamships  of 
15  knots  speed — the  Aeolus,  Huron. 
Pocahontas,  Dekalb,  and  Princess  Ma- 
toika.  The  Huron,  Dekalb  and  Aeolus 
have  been  returned  from  the  army  and 
are  being  reconditioned.  The  Huron  is 
expected  to  be  ready  for  service  in  April, 
and  the  Dekalb  and  Aeolus  in  May.  The 
Princess  Matoika  and  the  Pocahontas 
will  be  returned  from  the  army  shortly. 
They  are  all  being  completely  remodeled, 
and  will  be  converted  to  bum  fuel  oil. 
Their  accommodations  will  be  first-class 
in  every  respect,  and  part  of  their  cargo 
holds  will  be  refrigerated  to  care  for  the 
movement  of  perishable  products. 

The  board  regards  the  passenger  ser- 
vice to  South  America  as  of  paramount 
importance,  and,  pending  the  recondi- 
tioning of  the  5  steamships  mentioned 
above,  is  doing  what  it  can  to  provide  a 
temporary  ser\"ice.  The  Moccasin,  a 
12'^  knot  ship,  .sailed  from  New  York, 
Dec.  29.  The  Callao  will  follow  early 
in  March,  and  it  is  hoped  to  secure  tem- 
porary use  of  one  of  the  vessels  now  in 
the  army  transport  service  to  fill  the  gap 
and  maintain  for  the  present  at  least  a 
monthly  sailing.  It  is  recognized  that 
vessels  of  the  Moccasin  and  Callao  type 
are  not  suitable  for  this  service,  but  it 
seemed  to  us  wise  to  begin  by  even  a 
temporary  expedient.  Our  friends  would 
at  least  know  we  are  thinking  of  them. 

For  the  year  1919,  100  Shipping  Boord 
steamships    were    dispotchcd    from    U.S. 


ports  to  Brazil,  carr>-ing  444,400  tons  of 
cargo.  To  the  River  Plate,  129  steam- 
ships with  689,600  tons  of  cargo.  Of 
these  steamships  21  proceeded  from  the 
Plate  to  Kurope  on  their  homeward  voy- 
ages, carrying  approximately  160,000 
tons  of  cargo,  and  the  remainder  to  the 
U.S.,  with  homeward  cargoes  totalling 
.588,000  tons.  We  inaugurated  a  regular 
monthly  service  between  the  River  Plate, 
Antwerp  and  other  European  port*  in 
Februarj',  and  will  place  on  this  run  re- 
frigerated cargo  steamships  capable  of 
lifting  approximately  3,000  tons  of  frozen 
beef,  loading  such  general  cargo  as  may 
be  available.  Further,  cargo  steamers 
will  be  added  to  this  ser%'ice  from  time  to 
time,  there  being  an  ample  reserve  to 
care   for  cargo  offerings. 

Following  its  policy  of  encouraging 
established  U.S.  steamship  companies 
rather  than  competing  with  them,  the 
board  will  place  in  service  under  the 
management  of  W.  R.  Grace  &  Co.,  the 
Santa  Theresa  and  the  Santa  Elisa,  both 
13  knot  ships,  now  reconditioning  after 
release  from  army  ser\'ice.  These,  to- 
gether with  the  Santa  Luisa  and  the 
Santa  Ana,  now  operated  by  W.  R.  Grace 
&  Co.,  are  combination  freight  and  pas- 
senger ships  built  especially  for  this 
trade.  They  will  call  at  Callao,  Arica, 
Iquique,  Valparaiso,  and  will  furnish  a 
sailing  every  two  weeks  from  New  York. 
A  sister  ship,  the  Santa  Leonora,  still 
in  the  army  ser\'ice,  will  be  added  to 
these  as  soon  as  possible. 

During  1919,  62  Shipping  Board  steam- 
ships loaded  from  U.S.  ports  to  the 
west  coast,  carrying  179,000  tons  south- 
bound and  196,000  tons  northbound. 
Such  additional  cargo  steamers  as  this 
business  requires  will  be  allocated  as 
needed.  We  are  asked  why  we  do  not 
allocate  the  ocean  greyhounds  like  the 
Leviathan  to  this  sen-ice.  There  are 
certain  physical  difliculties,  such  as  the 
fact  that  at  Rio  the  depth  of  water  is 
only  26  ft.,  that  makes  this  impossible. 
Our  friends  in  South  America  will  know 
from  this  frank  statement  that  if  our 
own  ability  to  supply  this  service  could 
keep  pace  with  our  desire,  they  would 
have  nothing  to  desire,  and  if  they  have 
any  suggestions  which  they  desire  to 
have  us  consider,  they  will  find  the  mem- 
bers of  the  board  receptive  and  appre- 
ciative. 

The  question  of  national  policy  in- 
volved in  the  ownership  and  operation 
of  passenger  and  cargo  steam«hips  con- 
stituting a  merchant  marine  is  one  now 
occupying  the  earnest  attention  of  the 
President  and  the  Congress.  It  is  hoped 
that  the  merchant  marine  may  be  owned 
and  operated  by  private  persons  and 
corporations  rather  than  by  the  govern- 
ment. As  a  step  in  this  direction,  we 
have  advertised  for  sale  30  of  our  ex- 
German  passenger  ships  and  if  these  are 
sold,  we  hope  to  follow  this  by  the  sale 
of  our  remaining  passenger  vessels. 
This,  however,  will  not  affect  the  ship- 
ping programme  which  is  here  discussed, 
it  is  provided  that  the  ships,  if  sold,  are 
to  be  sold  with  reference  to  the  partic- 
ular routes  selected  and  assigned  by  the 
Shipping  Board,  and  whether  we  sell 
the  ships  to  private  persons  or  operate 
them  by  the  board,  the  sers-ice  here  in- 
dicated will  be  carried  out,  and  the  board 
will  see  to  it  that  the  growing  needs  of 
South  .America  arc  served  by  the  U.S. 


March,  1920. 


155 


Canada  Steamship  Lines'  Annual  Report. 


Following  is  the  report  for  the  calen- 
dar year,  1919: — The  net  earnings  were 
$4,580,272.96  and  the  net  profit  $2,336,- 
679.12  after  deducting  all  fixed  charges, 
including  depreciation,  making  ample 
provision  for  government  war  taxes  and 
providing  reserves  for  all  possible  liabili- 
ties. Your  directors  are  pleased  to  ad- 
vise that  both  freight  and  passenger 
earnings  have  been  eminently  satisfac- 
tory during  the  past  year.  Considering 
that  this  is  the  first  year  that  the  com- 
pany has  operated  its  enlarged  system 
under  peace  conditions,  these  results 
must  be  regarded  as  gratifying,  and  on 
this  account  there  is  every  justification 
for  looking  to  the  future  with  confidence. 

In  conformation  with  our  announced 
policy  of  extending  the  company's  field 
of  operations  abroad,  thus  co-ordinating 
Great  Lakes,  river  and  ocean  traffic,  your 
directors  have  inaugurated  several  new 
services  between  Canada  and  Europe,  and 
between  New  York,  West  Indies  and 
South  America,  through  the  purchase  of 
modern  steamships.  Some  of  these  ships 
have  passenger  accommodation,  as  it  is 
the  belief  of  your  directors  that  the  im- 
migration business  will  assume  large 
proportions.  The  results  obtained  have 
already  justified  the  policy  adopted.  The 
ocean  services,  besides  enjoying  a 
substantial  revenue,  have  contributed 
to  the  increased  earning  power  of  all 
branches  of  the  company's  operations. 
The  increase  in  the  1918  vessel  property 
is  $5,619,247.83;  the  increase  in  fixed 
assets  indicated  under  the  heading  "Real 
estate,  buildings,  docks  and  whar\'es"  is 
$296,872.57,  and  the  increase  in  other 
fixed  assets,  etc.,  is  $398,343.27,  the  last 
two  increases  being  attributable  very 
largely  to  extensions  made  to  our  ship- 
building plant  at  Three  Rivers. 

After  careful  consideration,  your  di- 
rectors have  decided  to  place  the  com- 
mon shares  on  a  7%  per  annum  basis, 
payable  quarterly. 

All  the  company's  properties  have 
been  thoroughly  maintained  and  are  in 
good  condition. 

The  following  statements  include  Can- 
ada Steamship  Lines  Ltd.,  and  subsid- 
iary companies. 

Assets: 

Fixed  assets ; 

Ships    at    Dec.    31.    1918 J20.078.575.98 

Add    net   additions    for   year,   being; 

excess  of  additions  to  fleet,  over 

ships    lost    and    sold 6.619,247.83 

$25,697,823.81 
Real    estat<>.    buildings, 

docks     and     whar\'es, 

as  at  Dec.  31.  1918....$6,054.14'l.53 
Add    net   additions     for 

year    296.872.57 

6.351,017.10 

Other  fixed  assets  as  at 

Dec.    31.    1918 1.034,649.21 

Add    net   additions    for 

year    398,343.27 

1.432.992.48 

$33,481,833.39 
Less   depreciation   reserve 4.564.921.29 

$28,916,912.10 
Current  and  working  assets: 
Cash    in   banks   and   on 

hand    $    565.515.65 

Cash  in  hands  of  de- 
benture stock  trus- 
tees (since  released 
to  company)    733.607.18 

$1,299,122.83 
Canadian       and       U.S. 

war  loan  bonds 175.000.00 

Accounts  receivable. 

less  reser^'e         for 

doubtful    accounts 1.936,755.53 

Adjusted   losses   due   by 

underwriters     370,479.17 


Ins 


and 


othfi 


claims,        estimotod 

amount    recoverable..  1,223,505,02 

Interest  receivable  ac- 
crue         45,190.32 

Inventories  of  stores 
and  supplies  and 
shipyard  work  in  pro- 
gress          816.820.64 


Chargres  deferred  to 
future    operations: 

Insurance     unexpired. ...$    602,476.51 

Repairs,      etc..      applic- 
able   to    1920    122.464.05 

Miscellaneous    33,578.93 


Investments    551.709.32 

Funds    deposited     with     trustees    for 

mortgage      bonds     and      debenture 

stock     38,517.79 


$44,5i;7.179.00 


Liabilities : 
Capital  stock : 

125,000  shares  7^r   cumulative  pre- 
ference   stock   of    $100   each $12,500,000.00 

120.000    shares    common    stock    at 

$100   each   12.000,000.00 


$24,500,000.00 


Funded    debt ; 

6%   debenture  stock   ....$7,120,506.66 

Less  amount 
held  in 

treasury    ..$598,400.00 

Amount  re- 
tired by 
operat  i  on 
of    sinking 

fund    763.373.98 

1,361.773.98 


Current  and  accrued  lia- 
bilities : 

Bank    loan    $    700.000.00 

Accounts    payable    2,647.327.39 

Bond   interest  accrued..      155.828.55 
Government     war     tax 

reserve    1.215.668.86 

Preference  dividend  de- 
clared (payable  Jan. 
2.     1920)     218.750.00 


Balances  of  uncompleted  voyages 

Reserves : 

For    freight    and    other 

claims    $      10,000.00 

For  premium  on  re- 
demption of  Richelieu 
and  Ontario  Naviga- 
tion   Co.    bonds 1.567.76 

Surplus  arising  from 
sinking  fund  pur- 
chases of  debenture 
stock    180,886.17 


4,937,574.80 
232.629.98 


Surplus     6.764,910.91 

$44,667,179.00 
Contingent    liabilities — None   ascertained. 
Operating  Account  for  year  ended  Dec.  31,  1919. 

Operating   revenue : 

Ships     $14,496,667.82 

Docks    and    wharves    238,426.46 

Miscellaneous     805.192.46 


$16,039,276.72 
201,137.37 


Other    revenue    

Total   revenue  $15,240,414.09 

Expenses    10.660.141.18 


Net  earnings  4,580.272.96 

From  which  deduct : 

Interest     on     mortgage 

bonds $      64,658.94 

Interest    on    debenture 
stock 293.806.15 

Other   interest   2.980.69 

Special    bonus    to    em- 
ployes            47.687.95 

Reserve     for     deprecia- 
tion      1.371.286.11 

Reserve      for      doubtful 

debts  and  claims  30,000.00 

Directors"     fees     33.675.00 

Reserve      for      govern- 
ment   war    taxes    400.000.00     2,248.593.84 


Surplus   Account.  Dec.  31,  1919. 

Balance  at  Dec.    31.    1918 $  5.009.630.64 

Profit      for      year     ended 

Dec.     31.     1919.    as    per 

account     $2,336,679.12 

Net  profit  on   sales,   etc.. 

of    fixed    assets    773.601.15     3.110.280.27 

$  8.119,910.91 
Deduct : 

Dividends        for        year 
ended   Dec.   31.   1919: 
Preference  stock  7%....$    875.000.00 
Common  stock  4% 480.000.00     1.355.000.00 

Surplus   as   per   balance   sheet $  6,764.910.91 

The  total  revenue,  an  increase  of  about 
$1,150,000  over  1918,  was  the  largest  in 
the  company's  history.  Operating  ex- 
penses, however,  increased  $903,828,  the 
ratio  of  these  to  revenue  being  approxi- 
mately 70%  against  70.3%  in  1918  and 
71.1%  in  1917. 

The  net  profits  increased  $12,581  over 
1918,  the  earnings  being  at  the  rate  of 
approximately  12.2  on  the  common  stock, 
against  11.3  in  1918. 

Although  the  year  was  a  highly  pros- 
perous one,  the  position  as  to  working 
capital  underwent  considerable  impair- 
ment as  compared  with  the  end  of  1918. 
Current  assets  increased  by  upwards  of 
$400,000,  but  liabilities  of  the  same  class- 
ification grew  from  $2,602,725  at  Dec. 
31,  1918,  to  $4,937,575  on  Dec.  31,  1919, 
an  increase  of  $2,334,850.  This  was  due 
chiefly  to  upwards  of  $1,300,000  in  ac- 
counts payable  and  bank  loans  of  $700,- 
000,  no  obligations  of  the  latter  class 
appearing  in  last  year's  statement.  The 
position  as  to  working  capital  as  indi- 
cated in  the  balance  sheets  of  the  two 
years  is  shown  in  the  following: 

1919.  1918. 

Assets    $5,866,873     $5,438,976 

Liabilities     4.937,575       2,602.725 

Working    capital    $    929,298     $2,836,251 

The  impairment  in  the  way  of  work- 
ing capital  is  reflected  in  an  increase  in 
fixed  assets  during  the  year,  which  stand 
at  over  $5,000,000  higher  than  at  the  end 
of  1918,  their  valuation  of  $28,916,912 
being  reached  after  allowance  was  made 
for  depreciation  reserve  of  $4,564,921. 
Those  additions  to  the  company's  fleet 
and  other  properties  are  also  indicated 
in  an  increase  of  nearly  $1,500,000  in 
first  mortgage  bonds  outstanding,  these 
amounting  to  $2,220,886,  against  $757,020 
at  Dec.  31,  1918. 


Profit  for  year $  2,336.679.12 


Arctic  Ice  Conditions — Newfoundland 
newspapers  state  that  ice  conditions  in 
the  Arctic  this  year  are  the  most  severe 
in  the  memory  of  those  having  to  do  with 
them.  The  solid  pack  is  reported  to  ex- 
tend to  eight  miles  south  of  Wainwright, 
about  100  miles  north  of  Point  Lay.  Of- 
ficers of  the  patrol  ship  Bear,  who  say 
that  the  pack  extends  farther  south  this 
season  than  any  year  in  their  experience, 
report  that  the  lower  edge  of  the  pack  is 
literally  black  with  walrus  and  other 
animals,  indicating  that  the  ice  is  solid 
for  a  great  distance  north,  as  the  walrus 
stay  close  to  open  water. 

Quebec  Shipping  Corporation,  Ltd.,  has 
been  incorporated  under  the  Dominion 
Companies  Act,  with  $1,000,000  author- 
ized capital,  and  office  at  Montreal,  to 
build,  own  and  operate  steam  and  other 
ships  of  every  description,  and  carry  on 
a  general  transportation  business  vdthin 
and  without  Canada.  The  incorporators 
are:  L.  Mcfarlane,  K.C.;  G.  Barkeley,  W. 
B.  Scott,  A.  Knatchbull-Hugessen  and 
J.  G.  Cartwright,  Montreal. 


166 


March.    1920. 


Vancouver  Drydock  to  be  Built  by  J.  Coughlan  and  Sons,  Ltd. 


Thf  Dominion  Govemnii-nt  p>«iii'(l  the 
fulluwinir  ortliT  in  Council,  no.  41H.  Frb. 
21:— Thr  rommitUM-  of  thr  Privy  Coun- 
cil Umw  had  tx'foro  them  a  n-nort,  dntcd 
Kub.  19.  from  the  actinK  Minister  of 
l"ublic  Works,  nubniitlinjt  an  follow.t: 
That  application  has  been  mnile  by  J. 
CouKhlan  and  Sons,  under  the  Dry  Dock 
Subsidies  Act,  liUO,  chap.  17.  and  un- 
der chap.  .M,  11>1U.  an  act  to  amend  the 
Dry  DtK-k  Subsidies  Act,  liUO,  for  a  sub- 
nidy  for  the  construction  of  a  dry  dock 
and  appurtenant  works  at  Vancouver, 
the  dimensions  of  the  proposed  dry  dock 
.in-  as    follows: 

!     itup  to  hrmti  wall TZ5  ft. 

'    mil   to  hr«il   wall 700   ft. 

.ncr  ml    bottiim     110    ft. 

i,t    top 118    ft.    2V4    In. 

I>.pth    .  n.r   Mil   III   ■•ilirmc   hiuh   w»t»r...   i2.iS  fC 
Drpth  ovrr  •ill  •t  hiiihcr  w«tcr  (r<juiv»lrnt 

to  high  wmt*r  onlinnrjr  •prinK  tid»l 80  ft. 

The  entrance  to  the  dock  will  be  closed 
by  a  steel  or  wrouirht  iron  floatinf;  cais- 
son. The  width  of  the  dock  proper,  at 
copintr  level,  will  be  129  ft.  with  110  ft. 
clear  width  from  alUr  at  sill  level.  The 
floor  of  the  dock  will  be  4^i  ft.  below 
the  level  of  the  entrance  sill,  and  will 
have  a  fall  of  6  ft.  from  the  center  to 
the  side  drains.  The  detailed  estimated 
cost  of  the  dock  and  appurtenant  works 
are  jriven  respectively  by  the  applicant 
company  and  the  Chief  Engineer  of  the 
Public  Works  Department  as  follows: 
Chief 
Applicant's       Engineer's 

Drydock  tl.468.8»8     $1,244,245.50 

nrrdork    equipment    94.000  88.500.00 

Buildins*    and    e<iuipincnt..      72S.499  8.W.l.'i2.00 

Pier,    and    drrdgimt    502.410  460.500.00 

Marine    railway    809.800  Nil 

Land     -. 323.800  100.000.00 

Enxineerins    and     npervi- 

aion     128.237        '117.619.88 

Cantinsenciea    ___..„_...„—..      168.088  

»S.720.T27     $2,570,017.88 
•Enuinecrinit,   luperxUIon  and  contlnitencica  on 
items    1,   2.   3   and  4. 

The  proposed  dock  will  come,  there- 
fore, within  the  second  class,  and  the 
subsidy  to  be  allowed  under  the  Dry 
Dock  Subsidies  Act,  1918,  sec.  8,  sub- 
sec.  1,  parapraph  b,  as  amended  in  1919 
by  chap.  .11.  is  4H'V  on  $2..=;00,000  for 
35  years,  with  provision  for  half-yearly 
payments  on  account  of  the  subsidy  at 
the  rate  mentioned,  on  ToTf  of  the  cost 
of  all  work  done  and  materials  provided 
at  the  time  of  such  payment,  such  pro- 
gress payments  to  be  made  when  the 
■work  done  and  materials  provided  shall 
have  cost  at  least  $500,000.  The  Public 
Works  Department's  Chief  Encineer  re- 
ported on  Dec.  I'J,  1919,  that  the  pro- 
posed dock  is  to  be  built  on  the  main 
harbor  front,  in  the  immediate  vicinity 
of  the  Kovemmcnt  wharf,  that  the  site 
is  easy  of  access  for  vessels,  that  there 
is  sufficient  room  for  shops  and  plant 
for  handling  repairs;  and  that  the  loca- 
tion is  well  situated  in  regard  to  railway 
accommodation.  The  Chief  Engineer 
also  reported  on  Nov.  24,  1919,  in  accord- 
ance with  the  requirements  of  the  said 
acts,  that  the  construction  of  the  drydock 
at  Vancouver  is  required  in  the  interests 
of  commerce.  He  certifies  that  the  pro- 
pose<l  drydock  is  of  sufficient  capacity  to 
meet  the  public  requirements  of  Van- 
couver. He  has  likewise  recommended 
that  if  the  application  be  granted  the 
following  conditions  be  imposed,  in  addi- 
tion to  those  mentioned  in  the  act:  That 
further  detailed  plans  of  the  work  to  be 
done  be  supplied  when  retiucsted  by  the 
Chief  Engineer.  That  the  applicants 
commence  work  within  six  months  from 


the  dale  of  the  signature  of  the  subsidy 
agreement.  That  the  applicants  fully 
complete  the  graving  <look.  inHtiiUation 
of  machinery,  et<-.,  within  two  years  from 
the  dale  of  the  signature  of  the  subsidy 
agreement.  That  the  applicants  agree  to 
give  any  desired  assistance  to  the  de- 
IMirtmental  inspectors  during  construc- 
tion. That  the  drydock  and  appurtenant 
works  must  be  maintained  in  good  con- 
dition and  to  the  .satisfaction  of  the 
Public  Works  Department's  Chief  En- 
gineer, who  is  to  be  the  sole  judge  as 
to  what  repairs  and  renewals  are  ne- 
cessary. 

It  is  to  be  noted  that  the  drydock  pro- 
posed by  J.  Coughlan  and  Sons,  will  have 
the   following  dimensions: 

Lennth    from   caiiwon    stop    to   head   wall 72S  ft. 

I.envth   rrom  back  of  >ill  to  head  wall 700  ft. 

Cli-ar   width   of   entrance   at    bottom 110  ft. 

Depth  over  sill   at  hiuh   water,  oj.t- 80  ft. 

While  the  minimum  dimensions  for 
drj'docks  of  the  second  class  are  fixed, 
under  the  act,  as  follows: 

Ix-nirth    from   caisson    Rroove   to   head. — 650  fL 

Clear    width     at    entrance    -....  8S  ft. 

Depth  over  sill  at  hilth  water.  o.a.t. SO  ft. 

Depth    of    water   over   sill    at   ordinary   low 

wat<'r   in  nonlidal  waters   25  ft. 

It  will  therefore  be  seen  that  the  di- 
mensions of  the  Coughlan  dock  are  con- 
siderably larger  than  the  .standard  di- 
mensions of  a  second  class  dock.  The 
dock  proposed  can  accommodate  the 
largest  vessels  on  the  Pacific  coast,  ply- 
ing between  Vancouver  and  the  Orient. 
The  largest  two  are  the  Empress  of 
Russia  and  the  Empress  of  Asia,  owned 
by  the  C.P.R.,  which  are  each  590  ft. 
long,  and  68  ft.  wide.  Their  net  regis- 
tered tonnage  is  16,580  and  they  have  a 
displacement  of  30,625  tons. 

The  subsidy  in  the  case  of  a  first  class 
dock  is  4'/i''f,  on  a  maximum  of  $5,500,- 
000,  or  $247,500  a  year,  for  35  years. 
The  subsidy  on  second  class  docks  is 
4>^';'r,  on  a  maximum  of  $2,500,000,  or 
$112,500  a  year,  for  35  years,  and  the 
difference  between  the  first  and  the  sec- 
ond drydock  subsidy  is  therefore  $135,- 
000  a  year,  representing  at  5VB9i  a  cap- 
ital  investment  of  $2,454,545. 

Graving  docks,  when  site  and  founda- 
tion are  favorable,  and  easily  accessible 
of  approach,  constitute  in  general  the 
most  satisfactory  solution  of  the  prob- 
lem of  docking  large  vessels,  and  the 
conditions  obtaining  with  the  present 
proposed  dock  are  entirely  in  accord  with 
the  above. 

While  the  Dry  Dock  Subsidies  Act  pro- 
vides as  stated  above  for  the  payment 
of  half  yearly  subsidies  during  pro- 
gress of  construction,  J.  Coughlan  & 
Sons,  have  waived  this  provision  and 
desire  payment  of  the  subsidy  only  on 
the  entire  completion  of  the  dock.  J. 
Coughlan  &  Sons  have  been  incorporated 
as  J.  Coughlan  and  Sons.  Ltd.,  under 
the  British  Columbia  Companies  .Act 
as  a  limited  company,  and  have 
submitted  evidence  to  that  effect, 
in  accordance  with  the  provisions 
of  the  Dry  Dock  Subsidies  Act.  1910, 
sec.  3,  but  it  will  be  necessary  for  the 
company  to  secure  Dominion  incorpora- 
tion as  well,  before  a  subsidy  agreement 
can  be  executed  with  it. 

The  Minister  considers  that  J.  Cough- 
lan and  Sons,  Lt<I.,  have  the  ability  to 
construct  a  drydock  and  appurtenant 
works  at  Vancouver,  as  referred  to,  and 
he  recommends,  in  the  circumstances, 
that  an  agreement  be  entered  into  with 
the  company  in  the  usual  form,  when  it 


shall  have  secured  Dominion  incorpora- 
tion, for  the  payment  to  it  by  the  Do- 
minion Government  for  .35  years,  of  an 
annual  subsidy  of  4Vii';'c  on  the  cost  of 
the  said  works,  when  constructed  in  ac- 
cordance with  the  plans  and  specifica- 
tions attached  hereto,  such  cost  for  the 
purpose  of  determining  the  subsidy  being 
fixed  at  $2,500,000  the  payment  of  the 
subsidy  to  be  subject  to  the  provisions 
of  the  Dry  Dock  Subsidies  Act,  1910, 
and  the  amending  act  of  1919  mentioned. 
It  is  to  be  understood,  however,  that  no 
advances  during  the  construction  of  the 
dock,  as  provided  under  the  Dry  Dock 
Subsidies  Act,  1919,  sec.  2,  are  to  be 
made  to  the  company  and  that  the  sub- 
sidy shall  become  payable  only  on  the 
full  completion  of  the  dock;  the  payment 
of  the  subsidy  to  be  subject  to  the  fur- 
ther following  conditions:  That  further 
detailed  plans  of  the  works  to  be  done 
be  supplied  when  requested  by  the  Chief 
Engineer.  That  the  company  commence 
work  within  one  month  from  the  date  of 
the  signature  of  the  subsidy  agreement. 
That  the  company  fully  complete  the 
graving  dock,  installation  of  machinery, 
etc.,  within  two  years  from  the  signa- 
ture of  the  subsidy  agreement.  That  the 
company  agree  to  give  any  desired  as- 
sistance to  the  departmental  inspectors 
during  construction.  That  the  drydock 
and  appurtenant  works  must  be  main- 
tained in  good  condition  and  to  the  sat- 
isfaction of  the  Public  Works  Depart- 
ment's Chief  Engineer,  who  is  to  be  the 
sole  judge  as  to  what  repairs  and  re- 
newals are  necessary. 

The  committee  concur  in  the  foregoing 
recommendation  and  submit  the  same 
for  approval. 

Other  .Applications.  As  stated  in  Can- 
adian Railway  and  Marine  World  for 
Nov.,  1919  and  Jan.,  1920,  other  appli- 
cations for  aid  under  the  Do*  Dock  Sub- 
sidies Act  for  the  construction  of  dry- 
docks  at  Vancouver  were  made  as  fol- 
lows: 

Davidson  and  Cameron — For  a  con- 
crete graving  dock,  1,150  ft.  long,  125  ft. 
wide  at  the  entrance,  38  ft.  depth  of 
water  over  sill  at  ordinary  spring  tide, 
to  be  built  at  Deadman's  Island,  at  an 
estimated  cost  of  $6,600,000. 

Wallace  Shipyards  Ltd. — For  a  float- 
ing drydock  of  15,000  tons  capacity,  to 
be  built  just  east  of  the  ferry  landing 
at  North  Vancouver,  at  an  estimated 
cost  of  $3,500,000. 

Raymond  Concrete  Pile  Co.,  Montreal 
— For  a  masonry  graxnng  dock  of  the 
first  class  at  Burrard  Inlet. 


Kingston    Harbor    Improvements — As 

stated  in  Canadian  Railway  and  Ma- 
rine World  for  February,  pg.  92,  plans 
of  improvements  proposed  at  Kingston, 
Ont.,  to  provide  facilities  for  trans-ship- 
ping cargoes  arriving  through  the  new 
Welland  Ship  Canal,  as  approved  by  the 
Public  Works  Department's  District  En- 
gineer, an  engineer  engaged  by  the  city 
of  Kingston,  and  engineers  for  the  three 
railway  companies,  were  submitted  to 
the  Dominion  Marine  Association  at  its 
annual  meeting  and  were  referred  to  its 
executive  committee.  We  are  advised 
that  it  is  not  expected  that  any  appro- 
priation will  be  made  by  the  Dominion 
Parliament  for  the  proposed  work  this 
year,  ns  it  appears  to  have  been  decided 
that  there  will  be  ample  time  to  do  the 
work  prior  to  the  completion  of  the  new- 
canal. 


March,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


157 


National  Association  of  Marine 
Engineers  of  Canada. 

Ottawa  press  dispatch,  Feb.  20. — The 
Grand  Council  of  the  National  Associa- 
tion of  Marine  Engineers  of  Canada  has 
concluded  its  biennial  convention  ses- 
sion. P.  M.  Draper,  Secretary,  Trades 
and  Labor  Congress,  addressed  the  coun- 
cil, pointing  out  the  advantages  that 
would  accrue  from  affiliation  with  that 
body,  and  the  council  decided  to  affili- 
ate. 

Proposed  amendments  to  the  Canada 
Shipping  Act  regarding  conditions  of 
employment,  and  wages  paid  on  govern- 
ment steamers,  were  discussed  and  a  de- 
putation was  appointed  to  wait  on  the 
Marine,  Public  Works  and  Railways 
and  Canals  Departments.  Representa- 
tions are  to  be  made  to  the  departments 
concerned  on  the  variance  in  rates  of 
pay  on  the  Atlantic  coast  as  compared 
with  the  Pacific.  Marine  engineers 
leaving  Vancouver  at  certain  rates  of 
pay  are,  it  is  claimed,  on  reaching  At- 
lantic ports,  compelled  to  take  their 
choice  of  considerably  lower  rates  or 
make  their  way  back  to  Vancouver  at 
their  own  expense,  and  the  council  is 
attempting  to  establish  a  universal  scale 
of  wages  throughout  the  country. 

Wages  and  living  conditions  on  gov- 
ernment owned  boats,  as  compared  With 
those  privately  owned,  were  discussed, 
and  representations  will  be  made  to  the 
departments  concerned  with  regard 
thereto;  also  as  to  lake  boats  not  being 
fully  manned  at  times. 

The  following  officers  were  elected: 
Grand  President,  E.  Reed,  Vancouver; 
Vice  President,  Eugene  Hamelin,  Mont- 
real; Secretary-Treasurer,  N.  J.  Morri- 
son, St.  John,  N.B.;  Grand  Conductor, 
A.  E.  House,  Midland,  Ont. 


The  Lord  Strathcona  Steamship  Co. 
Ltd.  has  been  incorporated  under  the 
Dominion  Companies  Act  with  $1,500,- 
000  authorized  capital,  and  office  at 
Montreal,  to  own  and  operate  steam  and 
other  ships  of  every  description,  and 
carry  on  a  general  transportation  busi- 
ness on  land  and  water.  The  incorporat- 
ors are:  A.  R.  Holden,  C.  G.  Heward,  H. 
W.  Shearer,  A.  B.  Wright,  and  C.  Arnold, 
Montreal. 

Tugs  for  Fisheries  Protection  Service 
on  Lake  Erie — With  reference  to  the 
advertisement  published  in  Canadian 
Railway  and  Marine  World  for  January, 
inviting  tenders  for  the  construction  of 
3  first  class  single  screw  tugs  to  be  de- 
livered at  Port  Stanley,  or  Kingsville, 
Ont.,  we  are  officially  advised  that,  since 
tenders  were  invited,  3  ships,  already 
belonging  to  the  government,  and  which 
can  be  utilized  for  the  purpose,  have 
been  made  available  to  the  Marine  De- 
partment unexpectedly,  and  that  it  is 
not  proposed  to  accept  any  of  the  ten- 
ders received. 


Suggested   Restrictions   Favoring 
U.S.  Ships  on  the  Pacific. 

Will  Clark,  who  is  described  in  a 
Washington,  D.C.,  press  dispatch  of  Feb. 
20,  as  "of  the  Pacific  Coast  Steamship 
Co.,  Seattle,  Wash.,"  is  said  to  have  told 
the  U.S.  Senate's  Commerce  Committee 
that  amendments  to  the  U.S.  coastwise 
navigation  laws  are  needed  to  prevent 
Canadian  railways  participating,  through 
their  ships,  in  the  trade  between  the  U.S. 
and  Alaska,  that  present  restrictions  con- 
fining coastwise  trade  to  U.S.  ships  are 
being  evaded  under  departmental  rul- 
ings, and  that  during  the  war  Canadian 
ships  were  left  in  the  trade,  while  U.S. 
ships  were  taken  off  and  put  into  war 
service.  He  advocated  the  barring  of 
all  ships  from  the  trade  between  the 
Phillipine  Islands  and  the  U.S.  except 
those  owned  by  U.S.  citizens.  Senator 
Chamberlain,  democrat,  Oregon,  suggest- 
ed that  freight  rate  regulation  might 
be  required  under  the  circumstances,  but 
Clark  said  that  he  considered  shipping 
should  be  free  from  rate  regulation  for 
the  present. 

The  latest  editions  of  official  guides 
do  not  show  any  Will  Clark  as  being  a 
Pacific  Coast  Steamship  Co.  official. 


Sales  of  Trawlers — The  steam  trawler 
T.R.  .57,  which  the  Anderson  Co.  of  Can- 
ada, Montreal,  has  sold  to  the  Gulf  Ex- 
port and  Transportation  Co.,  Beaumont, 
Texas,  was  expected  to  clear  from  Hali- 
fax, about  the  end  of  February  for  Beau- 
mont, and  to  make  the  trip  of  approxi- 
mately 3,000  miles  in  13  days,  includ- 
ing the  time  which  she  would  be  tied 
up  at  the  mouth  of  the  Mississippi 
River.  The  trawler  T.R.  41,  which  was 
sent  to  Europe  for  exhibition  purposes, 
as  stated  in  our  last  issue,  arrived  at 
Boulogne-sur-Mer,  France,  Feb.  11,  hav- 
ing made  the  voyage  from  Halifax,  N.S., 
in  1.5  days,  which  is  considered  remark- 
able performance  for  a  ship  of  this 
type,  at  this  time  of  the  year. 

Forester  Navigation  Co.  Ltd.  has  been 
incorporated  under  the  Dominion  Com- 
panies Act,  with  $47,000  authorized 
capital,  and  office  at  Sussex,  N.B.,  to 
build,  own  and  operate  steam  and  other 
ships  for  the  conveyance  of  passengers 
and  merchandise,  and  to  act  as  a  com- 
mon carrier.  The  incorporators  are:  N. 
G.  White,  H.  H.  Reid,  Sussex,  N.B.;  J. 
A.  Cleveland,  F.  P.  Keirstead,  Alma,  N. 
B.;  G.  W.  Smith,  Apple  River,  N.S. 

Chignecto  Lighterage  Co.  Ltd.  has 
been  incorporated  under  the  Dominion 
Companies  Act,  with  $40,000  authorized 
capital,  and  office  at  Sussex,  N.B.,  to 
own  and  operate  steam  and  other  ships 
of  every  description  and  carry  on  a  gen- 
eral navigation  business.  The  incor- 
porators are:  W.  Thompson,  Sussex,  N. 
B.;  J.  A.  Cleveland,  Alma,  N.B.;  E. 
Taylor,  G.  W.  Smith,  Apple  River,  N.S.; 
and  W.  E.  Moore,  Point  Wolfe,  N.B. 


Ships  Built  in  1919  and  Exported  Without  Being  Registered  in  Canada. 


The  following  information  has  been  furnished  by  the  Marine  Department 


Sailing 
From  ports  in  :  Wood 

No.     G.T.      N.T. 

Nova    Scotia    „ 2       747       747 

New     Brunswick     

Quebec    

Ontario     „ 

British   Columbia   - 


St«am 
Steel 
G.T. 


21.684 
10.546 
17.245 


ii.zes 

6.088 
12,723 


Canadian  Shipping  Losses  During 
the  War. 

Canadian  Railway  and  Marine  World 
for  January,  contained  some  official  in- 
formation of  Canadian  merchant  ship- 
ping losses,  which  occurred  during  the 
war,  as  supplied  to  the  British  House 
of  Commons  by  the  Admiralty.  The 
list,  as  then  published,  did  not  purport 
to  be  a  complete  as  to  all  Canadian  ships 
lost  during  war  time,  but  dealt  with 
those  which  were  actually  lost  by  enemy 
attack,  either  by  submarine  or  mine. 
Some  figures  published  recently  show 
that  149  steamships,  operating  on  the 
Great  Lakes,  passed  out  of  the  St.  Law- 
rence to  the  ocean,  primarily  for  war 
purposes.  It  is  estimated  that  the  loss 
of  Great  Lakes  steamships  amounted  to 
297,103  gross  tons,  with  a  carrying  ca- 
pacity of  432,400  tons.  Of  the  total  num- 
ber of  steamships  leaving  the  Great 
Lakes  for  war  purposes,  it  is  stated  that 
64  were  of  Canadian  registry,  of  which  44 
were  bulk  freight  steamships  representing 
157,366  gross  tons,  with  carrying  capa- 
city of  244,500  tons.  Among  the  Cana- 
dian steamships  lost,  either  through  en- 
emy action  or  from  other  causes,  are 
mentioned  the  following:  Carleton, 
Chemung,  A.  D.  Davidson,  Donnacona, 
Dunelm,  W.  H.  Dwyer,  George  L.  Eaton, 
Empress  of  Fort  William,  Empress  of 
Midland,  C.  A.  Jaques,  Midland  Queen, 
Northmount,  Port  Dalhousie,  Scottish 
Hero,  Stormount,  Strathcona,  Algonquin, 
Fairmount,   Meaford,  etc. 

Several  Canadian  ships  which  went 
overseas  during  the  war  are  still  in 
service  under  British  control,  and  it  is 
not  expected  that  many,  if  any,  of  them 
will  return  to  the  Great  Lakes. 


Total    2 


Grand    Total 


747 


747  60       112.712     68.522 

No.  of  vessels.  Gross  tonnage. 

80  162.783 


49,324       30,071 
Net  tonnaKe. 


The  Dominion  Government  s.s.  Mont- 
calm, which,  as  announced  in  our  last 
issue,  became  icebound  while  on  a  trip 
to  the  Magdalen  Islands  with  winter  sup- 
plies, and  which,  it  was  reported,  was 
ordered  to  abandon  the  trip  and  return 
to  Halifax,  N.S.,  was  reported  to  have 
arrived  within  half  a  mile  of  Grindstone 
Island,  Feb.  22,  and  was  then  unloading 
supplies  on  the  ice.  The  Montcalm  left 
Souris,  P.E.I.,  Jan.  24,  and  became  ice- 
bound three  days  later,  having  only 
made  25  miles  in  that  time.  She  was 
then  allowed  to  drift  with  the  ice,  and 
was  carried  past  Cape  North  and  into 
Cabot  Strait,  where  gales  scattered  the 
ice  and  allowed  her  to  proceed  to  the 
Magdalen  Islands. 

German    Steamship    Sales     in     United 

States — The  U.S.  Government  requested 
tenders  recently  for  the  acquirement  of 
several  Gorman  steamships  which  have 
been  allocated  to  it  under  the  terms  of 
the  peace  treaty,  but  owing  to  some  po- 
litical dissensions,  the  Senate  requested 
that  the  sale  be  deferred  until  it  is  pre- 
pared to  take  some  definite  action  in 
the  matter.  Several  bids  were  received, 
including  one  of  $14,050,000  for  9  steam- 
ships for  service  between  North  America 
and  United  Kingdom  and  northern  Euro- 
pean ports,  from  the  International  Mer- 
cantile Marine  Co.,  and  another  of  $13,- 
100,000  for  6  steamships,  from  the  same 
company.  The  Oriental  Navigation  Co. 
offered  $700,000  for  the  s.s.  Black  Arrow, 
trading  recently  in  the  Black  Sea  ser- 
vice, with  the  condition  that  she  be  re- 
tained in  that  service.  An  injunction  was 
applied  for  to  restrain  the  proposed  sale, 
and  it  was  later  decided  to  decline  all 
tenders  and  discuss  the  sale  fur- 
ther. 


168 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


March.  1920. 


Ships   Huilt  in  (  anadii  in    I'.M!)  for 
Ovcrsca-s. 

Acrurdinir  to  ftirurf»  nupplicd  by  Iht- 
Marine  Di-partmcnt,  Ihcri-  wore  built  m 
CjinadiAn  nhipynnl»  last  yonr  HO  iihipH 
which  wi-ro  went  overseas  without  heitiK 
reifistered  in  Cnnatia.  A  considerable 
proportion  of  these  wore  built  for  French 
int«Tosts  and  there  were  several  for  the 
Imperial  Munitions  Hoard,  as  well  as 
two  or  thrt'c  for  Norway.  The  total  net 
tonnaice  of  the  ships  that  left  the  coun- 
try was  yit.;UO,  including  wooden  sailinx 
ships,  wooden  steamships  and  steel 
steamships.  Of  wooden  sailintr  ships 
there  were  only  two  built  viz.,  in  Nova 
Scotia,  and  were  T-tT  net  tonna^re. 

The  number  of  wotHlen  steamships 
built  was  (Ul,  with  a  total  net  t<>nnaKC  of 
6H,52*J.  Of  these  British  Columbia  sent 
4:i,  with  .')0,t5(>0  net  tonnage;  Quebec  built 
10;  New  lirunswick  5,  and  Nova  Scotia 
2.     Ontario  built  none. 

There  were  IS  steel  steamships  built 
with  total  net  tonnaKC  of  30,071.  In  this 
class  Ontario  built  8,  total  net  tonnaRe 
6,08:{;  Montreal  built  7,  total  net  tonnape 
of  11,265;  and  British  t'olumbia  built  3, 
total  net  tonnape  12,723. 

These  figures  relate  only  to  ships  built 
in  UM9  to  overseas  orders.  The  orders 
for  the  British  Government  were  all 
carried  out  by  the  Imperial  Munitions 
Board.  An  order  from  the  French  Gov- 
ernment for  .50  wooden  ships  for  the 
Mediterranean  explains  the  activity  of 
Pacific  Coast  and  Quebec  yards  in  wooden 
shipbuilding.  The  Quebec  orders  were 
filed  by  Fraser  Brace  &  Co.,  Montreal, 
and  Tidewater  Shipbuilders  Ltd.,  Three 
Rivers. 

Canadian  Notices  to  Mariners. 


New  Brun.swick,  Grand  Manan  Island — 

To  increasing  the  audibility  of  the  fog 
signal  at  Swallow-Tail  light  station,  to 
the  northward  and  westward,  the  bell, 
which  is  450  ft.  southerly  from  the  light- 
house, will  be  moved  closer  to  the  light- 
house in  the  near  future. 

Nova  Scotia,  South  Coast,  Whit*  Haven 
Harbor — Uncharted  shoal  4\i  cables, 
348°  .30"  (N.  13°  E.  mag.)  from  the  most 
easterly  extreme  of  Deming  Point,  east 
tangent  of  Fisherman  Island,  in  line  with 
west  tangent  of  Sheep  Island,  depth  15 
ft.,  shoal  of  small  extent,  smooth  rock 
sloping  off  gradually  on  all  sides  to  6 
fathoms. 

Nova  Scotia.  Sydney  Harbor — Owing 
to  the  pier  at  southeast  bar  light  sta- 
tion having  been  damaged  by  storms,  it 
may  be  found  neces.sary  to  suspend 
operation  of  light  on  short  notice,  and 
if  so,  a  temporary  light  will  be  exhibit- 
ed from  the  old  lighthouse  and  fog  bell 
di.scontinued;  the  light  will  be  of  the 
4th  order,  dioptric,  fixed  red,  acetylene 
gas,  at  an  elevation  of  30  ft. 

Prince  Edward  Inland — The  Souris 
east  breakwater  light  has  been  moved  to 
r.O  ft.  frmn  the  outer  end  of  the  break- 
water. 

New  Brunswick.  Miramichi  Bay.  Port- 
age Island  range  light.  Day  beacon  es- 
tablished on  southern  end  of  island;  dia- 
mond shaped,  wooden  slatteil,  daymark 
on  front  range  pole;  color,  white. 

Nova  Scotia,  St.  Mary  Bay— Change 
in  position  of  Grand  Pas.sage  whistling 
buoy,  on  or  about  Mar.  1.  to  about  1,- 
600  ft.  east  of  j)resent  position,  and  one 
mile  from  I'cter  Island;  color,  black 
and  white,  vertical   stripes. 

Quebec,     River     St.     Lawrence,     ship 


channel  between  Quebec  and  Montreal- 
Cap  a  la  Roche  cur\'e,  change  in  num- 
bers of  buoys — On  the  opening  of  navi- 
gation, the  following  changes  will  be 
made  in  the  numbers  of  Cap  a  la  Roche 
curve  buoys,  black  gas  buoy  l»3'-iQ.  will 
bo  95Q;  rod  gas  buoy  94 '.sQ.  will  In?  9GQ; 
black  can  buoy  95Q.  will  bo  97Q;  red 
conical  buoy  ;m;Q,  will  be  9KQ;  black  gas 
buoy  97Q,  will  be  9HQ;  rod  gas  buoy  98Q, 
will  be  lOOQ;  red  spar  buoy  lOOQ,  will 
be   102Q. 

Quebec,  St.  I.Bwrcncc  River,  ship  chan- 
nel between  Quebec  and  Montreal.  Batis- 
can  traverse,  change  in  character  of 
buoy. — On  opening  of  navigation,  black 
spar  buoy  lllQ.  will  be  replaced  by  a 
black  can  buoy. 

Ontario-Detroit  River — On  the  open- 
ing of  navigation,  a  lightship  will  be 
established  at  the  junction  of  Amherst- 
burg  and  Livingstone  channels,  in  posi- 
tion formerly  occupied  by  U.S.  lightship. 
She  will  be  a  wooden  schooner  with  two 
masts,  red  painted  hull,  with  "Bar  Point 
No.  21"  in  white  letters  on  each  top 
side,  with  a  red  ball  near  the  top  of  the 
foremast,  and  if  for  any  reason  she  is 
off  her  station,  the  ball  will  be  lowered. 
The  illuminating  apparatus  will  be 
dioptric,  consisting  of  3  fixed  white 
lights  round  the  foremast,  visible  all 
round  the  horizon,  and  elevated  30  ft. 
above  water.  During  thick  or  foggy 
weather  a  steam  whistle  will  give  a  blast 
of  10  seconds  every  40  seconds. 

Ontario,  Lake  Superior,  Thunder  Bay 
and  port  Arthur  harbor — On  the  open- 
ing of  navigation  the  red  spar  buoy  8A, 
on  north  side  of  channel,  immediately 
inside  breakwater,  at  main  entrance 
channel.  vfi\l  be  moved  to  a  new  posi- 
tion, 150  ft.  from  the  lighthouse  on 
north  breakwater.  The  red  spar  buoys 
2A  and  4A,  on  north  side  of  channel,  at 
entrance  to  main  harbor,  will  be  discon- 
tinued. 


Appreciation  of  Canada's  Aids  to 
Navigation— Capt.  Griffiths,  of  Canadian 
Pacific  Ocean  Services'  s.s.  Scandinavin, 
while  in  Canada  recently,  stated  that  he 
had  been  sailing  to  the  Dominion  for 
23  years,  first  on  the  Beaver  Line's  s.s. 
Lake  Huron,  and  later  on  C.P.R.  steam- 
ships, and  fully  appreciated  the  great 
improvement  in  the  navigation  aids 
along  the  Nova  Scotia  and  New  Bruns- 
wick coasts,  especially  the  distance  find- 
ing stations  at  Canso.  Camperdown  and 
Cape  Race,  from  which  points  any  steam- 
ship losing  her  bearings,  through  fog  or 
other  causes,  can  obtain  her  location  by 
wireless. 

The  Lady  Mine  Shipping  and  Fishing 
Co.  Ltd.  has  been  incorporated  under  the 
British  Columbia  Companies  Act,  with 
$25,000  authorized  capital,  and  ofTice  at 
Vancouver,  B.C.,  to  carry  on  a  general 
fishing  business,  and  to  own  and  oper- 
ate -oteam  and  other  ships.  The  company 
has  bought  the  schooner  Lady  Mine,  from 
A.  J.  Bechtel,  and  is  having  her  equip- 
ped with  auxiliary  power.  She  was  built 
at  Port  Ludlow,  Wash.,  in  1880.  her  di- 
mensions being:  length.  76  ft.;  breadth, 
21.!i  ft.;  depth,  8.4  ft.;  tonnage  55  reg- 
istered. 

Contracts  for  Marine  Public  Works — 
The  Dominion  Public  Works  Department 
has  let  the  following  contracts:  I^uzon, 
Quo.,  construction  of  lavatories,  etc.,  at 
Lorno  drydock;  .los.  Gossolin  Ltd.,  Levis, 
Que.;  .Ian.  .30,  $3,150.  Powell  River,  B. 
(".;  construction  of  addition  to  wharf; 
Fraser  River  Pile  Driving  Co.,  New- 
Westminster,  B.C.;  Feb.  7;  schedule  of 
prices. 


I  iiitid   Stiitfs   .ShippinK   ;in(l   Ship- 
huildinK  NoteH. 

The  Atlantic  Shipbuilders'  Association 
announces  that  st«el  ships  totaling  close 
to  1,500.000  d.w.  tons,  or  1,000.000  gross 
tons,  are  being  built  in  U.S.  shipyards. 

The  U.S.  Bureau  of  Navigation  re- 
ports 112  Bailing,  steam,  gas  and  un- 
rigged ships  of  253,579  gross  tons  built 
in  the  U.S.  and  officially  numbered  dur- 
ing Jan.,   1920. 

Rear  Admiral  Benson.  Chief  U.S. 
Naval  operations  during  that  country's 
participation  in  the  war,  and  since  on 
the  retired  list,  has  been  selected  by 
President  Wilson  to  succeed  J.  B.  Paj-ne 
as  a  member  of  the  U.S.  Shipping  Board. 
C.  W.  Morse,  head  of  2  steel  ship- 
yards, told  the  U.S.  Senate  Commerce 
Committee.  Feb.  7.  that  government 
owned  ships  built  during  the  war  should 
be.  and  could  be,  sold  to  private  oper- 
ators for  prices  covering  the  cost,  over- 
head, and  total  investment. 

The  aggregate  authorized  capitaliza- 
tion of  shipping  and  shipbuilding  com- 
panies organized  in  the  U.S.  during  Jan- 
uary, was  $76,305,000,  the  second  high- 
est investment  in  new  shipping  enter- 
prise for  any  one  month  since  the  out- 
break of  war  in  1914. 

The  U.S.  Bureau  of  Navigation  an- 
nounces that  the  total  number  of  masters, 
officers,  and  men  required  at  present  to 
man  U.S.  registered,  enrolled,  and 
licensed  vessels,  including  1,450  docu- 
mented yachts,  and  aggregating  in  round 
numbers  15.325,000  gross  tons,  is  about 
266.000. 

The  U.S.  Shipping  Board  announces 
that  one  of  its  committees  has  recom- 
mended awards  totaling  $12,089,149  on 
the  claims  of  foreign  ship  owners  for 
vessels  and  materials  requisitioned  dur- 
ing the  war.  Of  a  total  of  55  claims 
filed  by  Norwegian,  Russian,  Italian, 
French  and  Danish  interests,  three  were 
for  ships  and  the  remainder  for  ship- 
building  materials. 

The  U.S.  Commerce  Department's  re- 
ports state  that  steel  merchant  ship- 
building on  a  commercial  basis  in  the 
U.S.,  is  making  steady  progress,  private 
shipyards  on  Feb.  1  having  183  steel 
ships  of  791,911  gross  tons  for  private 
shipowners  under  construction  or  under 
contract  to  build,  compared  with  165 
ships,  of  679.170  gross  tons,  on  Jan.  1. 
Chairman  Pa>'ne,  of  the  U.S.  Ship- 
ping Board,  has  asked  Henry  M.  Robin- 
son, formerly  Shipping  Board  Commis- 
sioner, to  serve  as  chairman  of  a  com- 
mittee of  bankers  to  discuss  problem 
of  obtaining  a  wide  public  interest  in 
shipping  securities  with  view  to  disposi- 
tion of  government  fleet.  It  is  antici- 
pated that  within  the  next  few  years 
vessels  to  value  of  more  than  $2,000.- 
000,000  must  be  sold. 

.■V  Cleveland,  Ohio,  press  dispatch  says 
that  shipbuilders  on  the  Great  Lakes 
turned  out  188  steamships  and  29  tugrs 
(luring  1919,  making  a  total  of  217  ships 
for  the  U.S.  Emergency  Fleet  Corpora- 
tion for  salt  water  service.  Not  all  the 
ships  that  were  ordered  for  1919  de- 
livery wore  completed,  57  steamships  and 
19  tugs  being  carried  over.  Not  a  single 
steamship  was  built  for  lake  trade  last 
season,  as  the  yards  wore  all  busy  on 
government  work.  A  number  of  steam- 
ships have  boon  ordered  for  salt  water 
service  for  1920  dolivor>',  and  some  bulk 
freighters  may  be  built  for  the  lake  trade 
this  year. 


March,  1920. 


159 


Mainly  About  Marine  People. 


Sir  Montagu  Allan,  formerly  of  the 
Allan  Steamship  Line,  was  reported, 
Feb.  21,  to  be  in  a  critical  condition  with 
pneumonia  at  Montreal.  It  was  stated, 
the  following  day,  that  he  had  had  a 
sliRht  attack  of  influenza,  but  was  con- 
valescent. 

Hon.  C.  C.  Ballantyne,  Minister  of 
Marine,  was  the  chief  guest  at  a  dinner 
given  by  the  Canadian  Federation  of  Re- 
turned Soldiers  and  Sailors  at  Montreal, 
Feb.  y.  A  day  or  two  afterwards  he  was 
reported  to  be  suffering  from  a  mild  at- 
tack of  influenza,  from  which  he  recover- 
ed satisfactorily. 

Henry  Blackwell  Beaumont,  who  has 
been  appointed  General  Agent,  Passen- 
ger Department,  Canadian  Pacific  Ocean 
Services,  Ltd.,  Montreal,  was  born  there, 
Aug.  3,  1887,  and  entered  steamship  ser- 
vice in  June,  1904,  since  when  he  has 
been,  to  June,  1909,  clerk;  June,  1909 
to  July,  1911,  private  secretary;  July  11, 
1919,  to  Jan.,  1913,  chief  passenger  clerk; 
Jan.,  1913  to  July  1917,  City  Passenger 
Agent,  Allan  Line  Steamship  Co.,  Mont- 
real; July  to  Oct.,  1917,  City  Passenger 
Agent,  Canadian  Pacific  Ocean  Services, 
Ltd.,  Montreal;  Oct.,  1917  to  June,  1919, 
chief  passenger  clerk,  same  company, 
London,  Eng.,  June,  1919,  to  Jan.,  1920, 
Assistant  to  Passenger  Manager,  same 
company,  London,  Eng. 

H.  W.  Cowan  Director  of  Operation, 
Canada  Steamship  Lines,  Ltd.,  Montreal, 
returned  to  Canada,  Feb.  10,  after  a 
three  months  trip  to  Europe,  in  connec- 
tion with  the  company's  ocean  services 
and  connections. 

B.  Guerard,  harbor  master.  Port  Ar- 
thur, Ont.,  died  there,  Feb.  9,  aged  94, 
from  pneumonia. 

James  J.  Lynch,  Assistant  Freight 
Claims  Agent,  Canada  Steamship  Lines 
Ltd.,  Montreal,  died  there  Feb.  1,  aged 
31,  from  pneumonia,  after  a  short  ill- 
ness. He  entered  transportation  service 
with  the  G.T.R.  at  Hamilton,  Ont.,  in 
the  freight  department,  and  was  later 
in  Central  Illinois  Ry.  service  at  Chi- 
cago, 111.  He  returned  to  Canada,  as 
agent,  Canada  Lake  Line,  at  Windsor, 
Ont.,  and  was  appointed  to  his  last  posi- 
tion early  in  1919. 

John  A.  Mara,  who  died  in  Victoria, 
B.C.,  Feb.  12,  aged  79,  was  one  of  the 
pioneers  of  inland  water  navigation  in 
British  Columbia,  and  was  one  of  the 
founders  of  the  Columbia  &  Kootenay 
Navigation  Co.,  of  which  he  was  Presi- 
dent, when  it  sold  out  its  steamboats, 
etc.,  to  the  C.P.R.  He  was  bom  in  To- 
ronto in  1840  and  on  April  23,  started 
from  Queenston,  Ont.,  with  a  party, 
travelling  by  the  usual  stage  route  to 
St.  Paul,  Minn.  From  there  they  pro- 
ceeded to  Georgetown  on  the  Red  River, 
and  had  to  wait  for  the  completion  of  a 
stem  wheel  steamboat,  which  was  build- 
ing for  the  trade.  The  party  reached 
Fort  Garry  in  May  after  a  six  weeks 
trip.  Later  on  the  steamboat  was  cap- 
tured by  Indians,  and  a  number  of  the 
passengers  and  crew  were  murdered. 
They  arrived  at  Fort  Garry,  now  Win- 
nipeg, on  May  18  and  left  there  June  2. 
They  had  Red  River  carts  drawn  by  oxen, 
mules  and  horses,  most  of  the  carts  being 
covered  in.  At  night  the  transport  was 
drawn  up  in  a  triangular  group,  with 
the  carts  in  a  wedge  shape,  with  suffi- 
cient room  for  the  animals  to  pass  in- 
side the  area  so  provided,  the  tents  being 
round    the    triangle.      Outside     sentries 


were  posted  to  give  warning  of  hostile 
attack.  Fort  Edmonton  was  reached 
without  molestation,  on  July  21.  There 
an  exchange  of  carts  took  place  for  pack 
saddles,  and  a  guide  was  secured  to  pilot 
the  party  to  Tete  Jaunc  Cache.  As  the 
party  approached  the  foothills  of  the 
Rockies,  the  herds  of  buffalo  and  the 
numerous  species  of  wild  game  gave 
place  to  mountain  sheep,  and  the  furred 
inhabitants  of  the  foothills.  Jasper 
House  was  reached  by  forest  and  swamp, 
and  then  the  parties  proceeded  by  the 
valleys  of  the  Athabasca  and  Mayette 
Rivers  to  the  Yellowhead  Pass.  Tete 
Jaune  Cache  was  reached  on  Aug.  28, 
and  then  the  parties  divided  for  the  des- 
cent of  the  Fraser  River.  With  the  ex- 
ception of  three  men,  the  remainder  got 
through  in  safety,  and  reached  Quesnel 
on  Sept.  11.  Owing  to  the  mines  being 
closed,  the  majority  went  on  to  the  coast 
to  winter.  Mr.  Mara  went  into  business 
at  Yale.  He  was  elected  to  the  B.C. 
Legislature  at  the  first  election  after 
that  colony  entered  confederation,  and 
remained  a  member  until  1886,  from 
which  date  until  1896  he  represented 
Yale  in  the  House  of  Commons. 

W.  Grant  Morden,  M.P.,  arrived  in 
Montreal  Feb.  17,  from  England.  He 
was  elected  recently  a  member  of  the 
Dominion  Steel  Corporation's  London, 
Eng.,  advisory  committee,  and  is  also  a 
member  of  Canada  Steamship  Lines' 
London  advisory  committee. 

Commander  P.  C.  Musgrave,  R.N.,  in 
chai'ge  of  hydrographic  survey  work  on 
the  British  Columbia  Coast,  died  sud- 
denly at  Esquimau,  B.C.,  Feb.  17. 

J.  W.  Norcross,  President  and  Manag- 
ing Director,  Canada  Steamship  Lines 
Ltd.,  has  been  elected  a  director.  Do- 
minion Steel  Corporation. 

J.  B.  Payne,  Chairman,  United  States 
Shipping  Board,  has  been  appointed  U.S. 
Secretary  of  the  Interior. 

Jas.  Playfair,  President,  Great  Lakes 
Transportation  Co.,  Midland,  Ont.,  and 
Mrs.  Playfair,  are  spending  some  time 
in  California. 

H.  B.  Smith,  President,  Collingwood 
Shipbuilding  Co.,  and  Northern  Naviga- 
tion Co.,  also  a  director  of  Canada 
Steamship  Lines,  has  bought  a  house  on 
St.  Clair  Ave.,  Toronto,  and  will  re- 
move there,  with  his  family,  from  Owen 
Sound,  Ont.,  in  the  spring. 

W.  L.  Stamford,  heretofore  Assistant 
Engineer,  Dominion  Marine  Department, 
Victoria,  B.C.,  was  presented  with  a 
smoking  set,  by  the  department  staff 
there,  Feb.  12,  on  leaving  for  Prince 
Rupert,  B.C.,  where  he  has  been  trans- 
ferred as  engineer. 

P.  D.  Sutherland,  whose  appointment 
as  General  Passenger  Agent  for  the 
Orient,  Canadian  Pacific  Ocean  Services, 
Ltd.,  Hong  Kong,  China,  was  announced 
in  our  last  issue,  was  bom  at  Toronto, 
Nov.  2,  1879,  and  entered  C.P.R  .service 
in  the  General  P'reight  Department,  un- 
der his  father,  J.  N.  Sutherland,  subse- 
quently transferring  to  the  Passenger 
Department  at  St.  John,  N.B.,  where  he 
spent  four  years  in  the  City  Ticket  Of- 
fice, and  the  West  St.  John  Atlantic 
Terminal,  and  was  then  transferred  to 
Toronto  as  chief  clerk  in  City  Passenger 
and  Ticket  Agent's  office,  and  was  from 
1906  to  Fob.  1,  1920,  General  Agent, 
Passenger  Department,  C.P.O.S.,  Hong 
Kong. 


Mr.s.  C.  J.  Thorley,  who  died  in  Toronto 
Feb.  25,  aged  86,  from  pneumonia,  was 
the  mother  H.  G.  Thorley,  Passenger 
Agent  for  Ontario,  International  Mercan- 
tile Marine  Co. 

J.  W.  Troup,  Manager,  British  Colum- 
bia Coast  Service,  C.P.R.,  Victoria,  re- 
turned to  Canada,  Feb.  7,  via  New  York, 
from  Great  Britain,  where  he  had  been 
in  connection  with  the  possible  building 
of  an  additional  steamship  for  the  ser- 
vice to  northern  B.C.  ports. 

Jas.  M^atson,  returned  soldier,  Toron- 
to, has  been  appointed  junior  draftsman. 
Marine  Department,  Ottawa,  at  an  in- 
itial salary  of  $900. 


Shipping  Federation  of  Canada. 

The  report  for  the  past  year,  present- 
ed at  the  annual  meeting  at  Montreal, 
Feb.  11,  showed  that  additional  new  ton- 
nage is  coming  on  the  market,  and  com- 
petition for  the  freight  offering  is  in- 
creasing, that  freight  i-ates  are  tending 
downward  and  operating  expenses  up- 
ward. During  1919  shipping  conditions 
at  Montreal  were  reported  good,  with  a 
good  supply  of  freight  and  passenger 
traflic,  which  was  limited  only  by  a 
shortage  of  steamships.  The  value  of 
e.xports  from  Montreal  is  given  as  $700,- 
000,000,  thus  placing  it  the  second  North 
American  port,  regarding  value  of  ex- 
ports. Pilotage  conditions  were  unsatis- 
factory, especially  in  Montreal  district, 
as  the  pilots  had  commenced  pooling 
their  earnings  in  a  similar  manner  to 
that  adopted  in  the  Quebec  district,  and 
this  had  a  tendency  toward  lack  of  in- 
centive and  increase  of  slothfulness.  The 
shipping  interests,  therefore,  petitioned 
the  government  to  throw  open  the  pilot- 
age districts  of  Montreal  and  Quebec, 
by  abolishing  the  compulsory  payment 
of  pilotage  dues,  and  it  is  said  that  this 
will  be  taken  up  during  this  year.  "There 
were  no  labor  disturbances  at  Montreal 
during  1919,  the  various  unions  having 
kept  to  their  agreements.  The  report 
was  signed  by  John  Torrance,  President, 
who  has  now  retired  and  who  was  not 
at  the  meeting,  being  in  the  south  on 
account  of  ill  health.  A  resolution  was 
passed  expressing  regret  at  his  retire- 
ment, coupled  with  the  hope  that  his 
health  will  soon  be  restored. 

Officers  for  this  year  were  elected  as 
follows:  President,  R.  W.  Reford; 
Treasurer,  J.  R.  Binning;  Assistant 
Treasurer,  E.  W.  Foulds;  executive 
council,  J.  R.  Binning,  D.  W.  Campbell, 
P.  A.  Curry,  A.  E.  Cook,  W.  R.  Eakin, 
A.  M.  Irvine,  A.  MacKenzie  and  R.  B. 
Teakle. 


Dominion  Marine  Association's  Activi- 
ties— At  a  meeting  of  the  executive  com- 
mittee in  Montreal,  Feb.  13,  a  committee, 
consisting  of  H.  W.  Cowan,  Canada 
Steamship  Lines,  T.  R.  Enderby  and  L. 
Henderson,  Montreal  Transportation  Co., 
Francis  King,  the  association's  General 
Counsel,  and  two  Ottawa  members,  were 
appointed  to  wait  upon  certain  ministers 
and  officials  at  Ottawa,  with  regard  to 
important  pending  questions,  including 
the  completion  of  the  Port  Colbome 
elevator,  and  transhipping  matters  at 
that  point,  regulations  for  steamboat  in- 
spection, ice  breaking  at  the  head  of 
the  Great  Lakes,  the  Canadian  Wheat 
Board,  pilotage  on  the  St.  Lawrence 
River,  and  several  other  matters. 


160 


March.  1920. 


General  Shipbuilding  Matters  Throughout  Canada. 


Albrrla  Motor  llonl  Co..  Edmonton. 
AlU..  1!"  ri'portoil  ti>  I'o  ImililinK  «  num- 
ber of  motorboalti  for  »crvii-i'  on  tin- 
northern  Inki's  nml  rivt'rs  to  the  Arctic 
Ocean,  »n<l  one  for  a  private  owner,  who 
mtenrin  operntinu:  it  on  northern  waters 
ilunnt;  the  .HUmmer. 

Canadian  AlliM-ChalmcrH  Ltd.,  BridKC- 
bury,  (Int..  which,  an  announced  in 
previoun  issuo.i  i.s  buildinir  2  steel  steam- 
ship.", similar  to  the  2  built  recently  for 
the  British  (lovemment,  under  orders 
from  the  Imperial  Munitions  Board,  has 
sold  them  to  the  American  Metal  Trans- 
port Co.,  New  York.  They  are  beini; 
tieintr  built  under  yard  nos.  .'{02  and  ;iOo, 
the  keel  of  the  first  having  been  laid  in 
.Mar.,  inilt,  and  that  of  the  second  in 
Nov.,  r.M'.i.  It  is  expected  that  the  first 
one  will  be  launchini  durinjr  April,  and 
completed  in  June,  while  the  other  will 
follow  about  two  weeks  later. 

CholberK  Ship  Co.,  Victoria,  B.C.— In 
connection  with  the  building  of  4  wooden 
auxiliary  powered  schooners  at  this 
yard,  under  the  Dominion  Government'.* 
loan  scheme,  as  outlined  in  our  last  issue, 
British  Columbia  Shipowners  Ltd.,  has 
been  orsranized  to  finance  and  control  the 
construction.  It  is  stated  that,  in  addi- 
tion to  a  number  of  local  business  men, 
several  of  those  who  will  be  engaged  on 
actual  construction  of  the  vessels,  as 
well  as  of  those  who  will  supply  ma- 
terial, have  taken  shares.  The  company's 
directors  are:  R.  P.  Butchart,  S.  Hoard, 
Capt.  H.  C.  Hansen,  W.  Mead,  Capt.  M. 
D.  Harbord,  F.  Pcmberton  and  W.  Spen- 
cer. 

Dominion  Shipbuilding  and  Repairing 
Co.  Ltd.  has  been  incorporated  under 
the  Dominion  Companies  Act  with  %'.i,- 
000,000  authorized  capital,  and  office  at 
Toronto,  to  build,  own  and  operate  steam 
and  other  ships  of  every  description, 
and  carry  on  a  general  shipbuilding, 
shipowning,  transportation  and  forwanl- 
ing  business.  The  new  company  is  a  re- 
incorporation of  the  Dominion  Ship- 
building- Co.,  with  extended  powers  and 
increased  capitalization,  and  will  take 
over  the  whole  of  the  latter  company's 
assets   and  continue   its   business. 

Dominion  Ste«l  Corporation.  Sydney, 
N.S.,  is,  a  press  reports  states,  consid- 
ering the  construction  of  a  drydock  and 
shipbuilding  plant  at  South  Bar,  Sydney, 
and  that  dredging  will  be  started  there  in 
the  near  future.  Sydney  officials  of  the 
company,  are  reported  as  stating  that 
they  have  no  knowledge  of  the  pro- 
posal. 

Foundation  Co.  of  BritiHh  Colombia 
Ltd.,  Victoria,  B.C. — It  was  reported  re- 
cently that  negotiations  were  proceeding 
with  the  company  by  Capt.  E.  V.  Argon, 
on  behalf  of  French  interests,  for  the 
purchase  of  the  company's  shipyards  at 
Victoria.  It  is  staled  that  appraisers 
have  been  over  the  plants  at  Point  Ellice 
and  Point  Hope,  and  that  considerable 
French  capital  is  behind  the  project. 
The  building  of  wooden  steamships  will, 
it  is  said,  he  carried  out  on  a  large  scale. 
A  press  dispatch  of  Feb.  20,  states  that 
the  company  has  declined  the  offer  made, 
and    that    the    yards    will    be    dismantled. 

Halifax  Shipyards  Ltd.,  Halifax,  N.S. 
— At  a  meeting  of  the  Halifax  Board  of 
Trade,  Feb.  '.i,  a  letter  was  read  from 
J.  E.  McLurg.  Ceneral  Manager.  Hali- 
fax Shipyards,  Ltd.,  and  a  member  of 
the  board's  council  stating  that  it  is 
the  company's  intention  to  place  a  float- 


ing drj'dock,  with  a  capacity  up  to  20,- 
000  tons,  in  the  harbor  shortly,  and  that 
the  conipany's  representative!"  are  in 
(Ireat  Britain,  in  connection  with  the 
acquisition  of  such  a  dock.  We  are  of- 
ficially ndviKe<i  that  .Mr.  McLurg  ha.n 
boon  misquoted  in  the  press  report,  and 
that  he  (lid  not  say  that  the  company 
will  build  a  20,000  ton  drydock.  It  is 
reported  that  negotiations  are  proceed- 
ing between  the  company  and  the  Bri- 
tish C>i>vemment  for  acquiring  one  of 
the     lldiitinL'     (Irvdi'cks.     uhuh     (icriiianv 


mentioned  veasel,  it  is  said,  is  to  be  prac- 
tically refitt^  internally,  and  up  to  date 
accommodation  provide<l  for  100  passen- 
gers, comprising  stat<Toom.«,  cabins,  din- 
ing room,  smoking  room  and  crews' 
quarters. 

.1.  E.  McClurg,  General  Manager,  in 
speaking  at  a  dinner  given  on  Feb.  20, 
by  the  company's  departmental  heads,  is 
rcpiirte<l  to  have  .said:  "We  are  builders, 
not  bankers.  The  French  are  anxious 
to  place  orders  and  the  Halifax  Ship- 
yards    ciiul'i     ariept    thi-m.     but     for    the 


rl  CMTKO  Hiram 
Mrrrhsnl  Mar 
at    Dominion    < 


Canadian  Raidrr.  approiimaldr  6,100  d.w.  lona.  (or  Cajiadian  CorrrnmrnI 
Ltd..  bull!  by  WaMarr  Shipyardu  Ltd.,  North  \mimartt,  B.C..  loadinc  lombrr 
rnmrnt   dock.    >'ancouvrr. 


has  surrendered  to  the  allies,  under  the 
terms  of  the  peace  treaty. 

During  February  work  was  carried  out 
on  the  United  States  Shipping  Board's 
s.s.  Buffalo  Bridge,  a  new  tail  shaft  and 
propeller  being  fitte<l.  Canadian  (Jov- 
ernment  Men-hant  Marine  s.s.  Canadian 
Spinner  was  also  overhauled,  after  her 
experience  in  the  ice  in  the  Gulf  of  St. 
I.4«wrence  during  January,  and  she  is 
awaiting  a  new  rudder  stock  which  is 
being  made  at  New  Glasgow,  N.S.  The 
U.S.  steamship  Wakulla  was  also  do'- 
docked  during  February,  for  examination 
and  overhaul,  as  was  also  the  Quebec 
Steamship  Co.'s  s.s.  Kamerina.    The  last 


present  condition  of  exchange.  The  pay- 
ment would  be  in  French  bonds,  but  not 
at  the  existing  exchange.  They  want  the 
bonds  taken  at  a  rate  to  be  agreed  upon, 
but  that  is  a  hopeless  proposition."  He 
expressed  the  belief  that  the  plant  would 
be  the  best  in  Canada  and  tne  equal  of 
any  on  the  Atlantic  coast. 

Nova  Scotia  Steel  &  Coal  Co.,  New 
Glasgow,  N.S..  laid  the  keel  for  a  steel 
cargo  steamship;  builder's  yard  no.  7; 
on  Jan.  .">.  This  ship  is  being  built  for 
the  company's  account,  and  will  be  ex- 
actly the  same  as  its  ships  .5  and  6, 
Canadian  Sealer  and  Canadian  Miner, 
approximately     2,800     d.w.      tons     each, 


March,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


161 


which  it  built  under  orders  from  the  Ma- 
rine Department  for  Canadian  Govern- 
ment Merchant  Marine  Ltd. 

Poison  Iron  Works,  Ltd.,  Toronto — 
G.  T.  Clarkson,  liquidator,  notified  an 
Ontario  Court  recently  that  he  has  suc- 
cessfully completed  the  contracts  the 
company  had  on  hand,  and  asked  leave 
to  advertise  its  property  for  sale.  The 
required  permission  was  given. 

Prince  Rupert  Dry  Dock  and  Engin- 
eering Co.,  Prince  Rupert.  B.C. — An  in- 
terim injunction  was  granted  to  New- 
man Erb  and  his  associates  in  the  Prince 
Rupert  Dry  Dock  and  Engineering  Co., 
placing  the  control  of  the  company  in 
their  hands,  subject  to  certain  condi- 
tions. An  application  to  dissolve  the  in- 
terim injunction,  made  on  behalf  of  J. 
L.  Mullen  and  his  associates,  was  dis- 
missed at  the  end  of  January,  and  the 
interim  injunction  continued  until  the 
trial  of  the  action.  Counsel  for  the 
Grand  Trunk  Pacific  Ry.,  which  is  in- 
terested in  the  matter  as  owner,  stated 
in  court  that  he  had  been  instructed  by 
the  Minister  of  Railways  and  Canals,  to 
support  the  claim  of  the  Erb  interests. 
The  company  has  contracts  for  building 
2  steel  cargo  steamships  for  Canadian 
Government  Merchant  Marine  Ltd. 

St.  John  Drv  Dock  and  Shipbuilding 
Co.,  St.  John,  N.B.— The  receipt  of  a 
quantity  of  machinery,  consisting  of 
boilers,  motoi-s,  dynamos  and  other  elec- 
trical equipment,  is  announced,  to  be 
utilized  in  connection  with  the  opera- 
tions of  the  dry  dock,  which  is  one  of 
the  chief  works  to  be  carried  out  in 
Courtenay  Bay,  by  the  company. 

St.  Lawrence  Dock  and  Shipbuilding 
Co.,  Levis,  Que.,  the  incorpoiation  of 
which  was  announced  in  a  recent  issue, 
was  formed  to  take  over  the  National 
Shipbuilding  Co.'s  interests  in  the  ship- 
building and  repairing  yard  at  Levis. 
The  National  Shipbuilding  Co.  will  con- 
tinue to  operate  the  plant  at  Goderich, 
Ont.,  in  the  construction  of  marine  en- 
gines, boilers  and  auxiliaries.  The  St. 
LawTence  Dock  and  Shipbuilding  Co.  has 
received  an  order  from  the  George  Hall 
Coal  Co.  of  Canada  for  the  reconstruc- 
tion and  repair  of  the  s.s.  Lehigh,  which 
it  has  bought  from  the  Lehigh  Steam- 
ship Co.,  Cleveland,  Ohio,  for  use  in  the 
coal  trade.  The  work  consists  chiefly  of 
the  addition  of  steel  poop  and  forecastle, 
with  steel  decks  and  pilot  house,  7  cargo 
hatches,  steel  main  deck,  crew's  quar- 
ters in  poop  and  forecastle,  new  masts, 
booms  and  rigging.  This  work  is  well 
in  hand,  and  it  is  anticipated  that  the 
ship  will  be  ready  for  operation  by  the 
reopening   of  navigation. 

Sorel  Shipbuilding  &  Drydock  Co., 
Sorel,  Que. — This  company's  property 
was  sold  by  auction  in  lots,  Feb.  26,  by 
order  of  the  liquidator.  It  consisted  of 
6  schooners  under  construction,  machin- 
ery, tools,  yard  equipment,  general  stock, 
and  fixtures  valued  at  $628,129.29,  apart 
from  the  partially  built  schooners. 

Wallace  Shipyards  Ltd.,  North  Van- 
couver, B.C. — "The  steamship  which  this 
company  is  building  for  the  Union 
Steamship  Co.  of  British  Columbia,  was 
expected,  according  to  our  advices,  to 
be  ready  for  launching  about  the  end  of 
February. 


Atlantic  and  Pacific  Ocean. 


Canadian  Pacific  Ocean  Services  Ltd., 
has  announced  that  its  first  sailing  on 
the  St.  Lawrence  route  this  year,  will 
be  the  s.s.  Melita,  on  May  1.5. 

Canadian  Pacific  Ocean  Service  Ltd. 
has  inaugurated  an  additional  passenger 
service  between  Canada  and  Great  Bri- 
tain, with  Tilbury  as  the  British  port. 
The  s.s.  Melita  opened  the  service,  when 
she  sailed  from  "Tilbury,  Feb.  12. 

Canadian  Pacific  Ocean  Service's  s.s. 
Empress  of  Japan,  which  arrived  at  Vic- 
toria, B.C.,  Feb.  19,  with  part  of  her 
port  rail  carried  away,  together  with  a 
lifeboat,  and  some  other  damage  to  her 
structure,  reported  that  the  trip  from 
Japan  had  been  the  roughest  in  the  past 
30  years. 

Elder  Dempster  and  Co.  has  arranged 
for  the  inauguration  of  a  direct  steam- 
ship service  between  Canada  and  the 
west  coast  of  Africa,  to  commence  in 
May.  It  is  expected  that  a  monthly  ser- 
vice, at  least,  will  be  operated  and  calls 
made  at  the  various  ports  along  the 
coast  from  Dakar  to  Forcados. 

Vancouver  will,  a  press  dispatch  states, 
be  the  trans-shipping  point  for  1,50,000 
Czecho-Slovaks  and  Russian  refugees 
who  are  to  leave  Siberia  and  Northern 
China  and  return  to  Europe.  Arrange- 
ments are  said  to  have  been  made  by 
the  Blue  Funnel  Line,  and  the  C.P.R. 
to  transfer  them  from  ship  to  train  at 
Vancouver.  The  liners  Tyndareus  and 
Protesilaus  are  in  the  Orient,  the  latter 
to  take  on  its  first  batch  of  refugees  at 
Vladivostok. 

The  s.s.  Sobo,  owned  formerly  by 
Elder  Dempster  and  Co.,  and  for  some 
years  operated  between  Liverpool,  Eng., 
and  West  African  ports,  and  later  char- 
tered to  Pickford  and  Black  Ltd.,  Hali- 
fax, N.S.,  for  the  service  between  Can- 
ada and  the  West  Indies,  was  offered  for 
sale  by  auction  in  London,  Eng.,  recently. 
She  was  built  in  1899,  and  has  accom- 
modation for  80  first  class  and  40  second 
class  passengers.  She  has  about  4,720 
d.w.  tons  capacity,  on  22%  ft.  draft, 
and  a  speed  of  about  11  knots  an  hour. 
She  is  345  ft.  long,  44  ft.  broad  and 
UVi  ft.  deep. 

The  keel  of  the  White  Star-Dominion 
Line's  s.s.  Calgary,  a  triple  screw  15,500 
ton  steamship,  for  service  between  Liver- 
pool, Eng.,  and  Canada,  was  laid  at  Bel- 
fast, Ireland,  at  the  end  of  January. 
She  will  have  accommodation  for  650 
cabin  and  2,000  third  class  passengers. 
She  is  expected  to  be  ready  for  service 
on  the  opening  of  St.  Lawrence  naviga- 
tion in  1921.  Her  dimensions  will  be: 
length,  600  ft.;  breadth,  67 li  ft.;  depth, 
moulded,  45 Vi  ft.  The  propelling  ma- 
chinery will  consist  of  a  combination  of 
turbines  and  reciprocating  engines,  for 
a  speed  of  15  knots  an  hour. 


Farquhar  and  Co.'s  s.s.  Stella  Maris, 
which  was  sent  from  Halifax  to  Mahone 
Bay,  N.S.,  early  in  February,  to  release 
the  s.s.  Kinbum,  icebound  there,  had  her 
propeller  stripped  while  turning  in  the 
ice. 


Maritime  Provinces  and  Newfound- 
land. 

The  Eastern  Steamship  Corporation 
has  announced  the  resumption  of  its 
steamship  service  between  St.  John,  N. 
B.,  and  Boston,  Mass.,  about  the  end  of 
April,  or  early  in  May. 

The  St.  John's,  Nfld.,  Board  of  Trade, 
passed  a  resolution  at  its  annual  meet- 
ing recently,  that  the  present  condition 
of  transportation  constitutes  a  serious 
handicap  to  the  trade  and  commerce  of 
the  country,  and  called  upon  the  govern- 
ment   to    appoint    a    commission    forth- 


with, to  take  evidence  in  the  matter, 
with  a  view  to  providing  adequate  train 
and  water  service. 

The  schooner  Associate,  owned  by  J. 
Backman,  Riverport,  N.S.,  en  route  from 
Naples,  Italy,  to  St.  John's,  Nfld.,  is  re- 
ported to  have  been  lost  in  mid-Atlantic 
about  Feb.  15,  nine  of  the  crew  having 
been  rescued  by  the  s.s.  La  Touraine 
and  landed  at  Havre,  France.  The  As- 
sociate was  built  at  Liverpool,  N.S.,  in 
1912,  her  dimensions  being:  length,  107.6 
ft.;  breadth,  26  ft;  depth,  10.8  ft.; 
tonnage,  96  registered. 

The  s.s.  Prospero,  running  between 
St.  John,  N.B.,  and  Newfoundland  ports, 
and  which  became  icebound  in  a  heavy 
field,  northeast  of  Fogo,  Nfld.,  in  Dec, 
1919,  reached  Twillingate,  Nfld.,  with  60 
passengers  and  15  of  a  crew,  Feb.  16, 
after  having  spent  8  weeks  in  the  ice. 
Those  on  board  were  on  short  rations 
for  3  weeks,  and  such  supplies  as  they 
had  were  taken  on  board  on  sleds  hauled 
by  men  from  the  shore. 

The  three  master  schooner  Meredith 
A.  White,  which  was  built  by  C.  T. 
White  and  Son,  Alma,  N.B.,  in  1918,  is 
being  advertised  for  sale  in  England. 
She  is  classed  with  Bureau  Veritas  for 
12  years,  and  is  equipped  with  motor 
for  handling  cargo,  sails  and  pumps,  and 
is  electrically  lighted.  Her  dimensions 
are:  length,  152  ft.  5  in.;  breadth,  35  ft. 
5  in.;  depth,  12  ft.  9  in.;  d.w.  capacity  800 
tons.  She  arrived  at  Bordeaux,  France, 
recently,  with  coal   from   Canada. 

Litigation  in  connection  with  the  col- 
lision between  the  steamships,  Imo  and 
Mont  Blanc,  in  Halifax  Harbor,  in  De- 
cember, 1917,  and  which  resulted  in  the 
Halifax  disaster,  through  the  terrific 
explosion  which  took  place,  is  now  be- 
fore the  Imperial  Privy  Council's  judicial 
committee.  The  Nova  Scotia  Admiralty 
Court  found  that  the  s.s.  Mont  Blanc 
was  entirely  to  blame  for  the  collision, 
and  the  Supreme  Court  held  that  the 
two  vessels  wei-e  equally  responsible.  It 
was  announced,  Feb.  21,  that  judgment 
had  been  reserved. 

The  Militia  Department  received  ten- 
ders to  Feb.  24,  for  the  purchase  of  the 
motor  boat  Cockawee,  then  lying  at  the 
Engineers'  wharf,  Halifax,  N.S.  The 
boat's  dimensions  are:  length,  52  ft.  2 
in.;  breadth,  12  ft.  3  in.;  draft,  5  ft; 
tonnage,  11  gross.  She  is  built  with  oak 
frame  and  cypress  planking  with  galvan- 
ized fastenings.  The  deck  house  and 
cabins  are  finished  in  mahogany  and 
oak.  The  engine  is  50  h.p.  and  the  gaso- 
line tanks  have  capacity  for  165  gal. 
The  speed  is  6  knots.  The  equipment 
includes  anchor,  chain,  compass,  cush- 
ions, awning,  two  masts  and  davits  for 
small  boat  and  rowing  boat. 

The  Newfoundland  Government  receiv- 
ed tenders  recently  for  the  service  of  4 
steamships,  suitable  for  use  in  ice,  for 
the  postal  and  freight  service  along  the 
north,  south  and  west  coasts  of  the 
island.  Two  of  these  steamships  are  to 
ply  north  from  May  1,  each  year  to  the 
close  of  navigation,  leaving  St.  John's 
alternate  weeks  and  giving  a  fortnight- 
ly service.  The  other  two  steamships 
are  to  ply  to  the  south  and  west  coasts, 
one  leaving  St.  John's  weekly,  and  run- 
ning as  far  as  Port  aux  Basques,  calling 
at  the  principal  ports  only,  and  making 
the  round  trip  in  7  days,  carrying  chief- 
ly, passengers  and  mail  and  express  pack- 
ages, and  only  taking  freight  when  it  will 
not  interfere  with  making  schedule 
time.  The  other  steamship  will  leave 
St.  John's  every  two  weeks,  and  the  two 


162 


CANADIAN  RAII-UAV  AND  MARINE  WORLD 


March,  1920. 


Utter  vpMolii  will  ply  all  the  your,  but 
may  hv  taken  off  for  nix  wrekii  In  Feb- 
runr>'  and  Mnrrh  onch  yrnr.  fur  st-ol 
li-licri.'n  work,  whrn  tht-y  will  Ik-  ro- 
I>liifo«I  by  i.thi-m.  Tho  mtcn  for  pn»- 
srnirt-m  ami  frt-ijrht  arc  to  »m>  Ihr  winic 
as  nt  prrncnt.  rxrcpt  timt  for  tho  wcikly 
«.r\i,.-   ,.ti   til.     -.ull,   ...n.sf,   they   will   l>o 

•  rutr.H.  A  contrnct 
r    IT)    yrnrn.    nnd 

•  rntos  on  nil  the 
\i;.m1.^  will  \,v  i.ul'jn  I  to  Htiiendnu-nt  or 
nitrrntion  nt  the  expiration  of  each  5 
years   i.f   the  contract. 

Vru\  ince  of  Quebec  Marine. 


The  Dominion  Public  Works  Depart- 
ment received  tenders,  Feb.  27,  for  gen- 
eral restoration  and  rcfittinp  of  the  in- 
terior of  the  marine  store  building  at 
Kinirs   wharf,    Quebec. 

The  Quebec  Salvasre  and  Wrcckinc 
Co.'a  steamships  Gopher  and  Musquash 
arc  op<>ratinp  under  charter  to  the  Bri- 
tish (Jovemment;  the  s.s.  Lord  Strath- 
cona  and  .schooner  G.T.D.,  are  in  win- 
ter berths  at  Quebec. 


Onlario  and  the  Great  Lakes. 

The  C.P.R.  steamships  Alberta,  Ath- 
abasca and  Manitoba,  of  the  Great  Lakes 
Service,  are  beinjr  equipped  with  new 
steam  winches  for  moorinp  purposes, 
made  by  The  William  Kennedy  and  Sons, 
Owen  Sound. 

The  Ottawa  River  Navipation  Co.'s  s.s. 
Empress  was  seized  at  the  end  of  Jan- 
uary, under  an  execution  in  respect  of 
a  judjrment  against  the  company  for 
$7.S0  for  work  done,  and  was  advertised 
for  .sale  by  the  sheriff  on  Feb.  11. 

Durinp  the  262  days  of  the  1919  navi- 
(ration  season  on  the  Great  Lakes  from 
Mar.  27  to  Dec.  18,  an  averafje  of  one 
ship  passed  Windsor.  Ont..  every  20% 
minutes.  There  were  6,938  ships  pass- 
ing Windsor  upbound  and  9,447  down- 
bound. 

Four  600  ft.  steamships  will  be 
launched  durinp  the  next  few  months  by 
the  American  Shipbuildintr  Co.,  at 
Cleveland,  Ohio,  for  Great  Lakes  trade. 
The  first  is  expected  to  be  launched  in 
March,  and  2  will  probably  be  in  ser- 
vice by  .July;  the  remaining  2  are  ex- 
pected to  be  ready  for  operation  towards 
the  end  of  the  season. 

The  Prcscott  and  Opdenburir  Ferry 
Co.'s  ferry  steamship  Miss  Vandenburp 
is  havinp  her  accommodation  increased 
for  better  handling  of  automobile  traf- 
fic across  the  river.  The  company  is  re- 
ported to  have  boutrht  the  ferry  steam- 
ship Ferdinand,  which,  it  is  stated,  will 
be  placed  in  service  during  the  forth- 
coming season,  whenever  occasion  war- 
rants. 

The  IT.S.  Ijiki"  Survey  reports  the 
stapes  of  the  Great  Lakes  in  feet  above 
mean  sea  level,  for  .lanuary,  as  follows: 
Superior.  602.08;  Michigan  and  Huron, 
."■.80.08;  St.  Clair,  573.10;  Erie,  .';71..'}8; 
Ontario.  24.')..T:.  Compared  with  the 
average  January  stages  for  the  past  10 
years:  Superior  was  0.03  ft.  above; 
Michigan  and  Huron,  0.14  ft.  above; 
Erie,  0.2rt  ft.  below;  Ontario,  0.07  ft. 
below. 

N.  Cauchon,  Ottawa,  has  proposed  the 
building  of  a  deep  water  canal  from 
Montreal  to  near  Ottawa,  nnd  thence  to 
to  the  St.  Lawrence  River  at  Cardinal. 
It    is    claimed    that    if    this    plan    were 


adopted,  it  would  be  less  expensive  than 
the  deepening  of  the  present  canal  sys- 
tem U'tween  ('nrdinal  nnd  .Montreal.  The 
scheme  was  to  be  laid  before  the  Inter- 
nntionnl  .loint  Waterways  CommJNsion 
during  February. 

Amherst  Island  Tp.  ia  applying  to  the 
Ontario  Legislature  for  an  act  to  ratify 
an  agreement  made  with  the  Kingston 
Navigation  Co.,  providing  for  payment 
by  the  township  to  the  company  of  $10,- 
000,  by  way  of  loan,  in  consideration  of 
the  establishment  of  a  steamship  service 
between  Amherst  Island  and  Kingston, 
the  loan  to  be  secured  by  mortgage  upon 
the  steamship,  and  to  be  repaid  with 
interest  in  10  annual  instalnient.s. 

The  s.s.  Charles  R.  Vanhisc,  which 
was  cut  in  two,  about  two  years  ago,  for 
passage  from  the  Great  Lakes  to  the 
ocean,  but  did  not  go,  has  been  rejoined 
and  lengthened  96  ft.  at  AshUbula, 
Ohio,  nnd  it  is  expected  it  will  be  ready 
for  operation,  by  .May  1,  when  it  will 
be  renamed  A.  R.  Schneider.  Attempts 
were  made  with  the  first  section  of  this 
steamship,  to  take  it  through  the  Wel- 
land  Canal  on  its  side,  but  this  was  un- 
successful. 

Canada  Steamship  Lines'  s.s.  Chicora. 
which  has  been  operated  on  the  Niagara 
River  route  from  Toronto,  for  several 
years,  and  which  sank  at  her  moorings 
at  Toronto,  last  year,  was  sold  by  ten- 
der, early  in  February  for,  it  is  said, 
.?4,400.  after  having  been  raised  by  the 
underwriters.  In  connection  with  this 
.sale,  F.  Torno,  Toronto,  has  entered  ac- 
tion, asking  for  an  injunction  to  re- 
strain F.  W.  Callaghan,  Toronto,  the 
purchaser,  from  disposing  or  dealing 
with  the  ship,  and  claiming  that  he  had 
engaged  certain  parties  to  purchase  the 
ship  for  him  for  $4,400,  and  made  a 
deposit  of  $1,000.  His  deposit  was  re- 
turned to  him,  and  later,  he  heard  that 
the  ship  had  been  sold. 

The  George  Hall  Coal  Co.  of  Canada 
has  bought  the  s.s.  Lehigh,  from  the 
Lehigh  Steamship  Co.,  Cleveland,  Ohio, 
and  has  transferred  the  ship  to  the  St. 
Lawrence  Dock  and  Shipbuilding  Co.'s 
yard  at  Levis,  Que.,  for  reconstruction 
to  make  it  suitable  for  the  coal  trade. 
The  Lehigh  was  built  at  Wvandotte, 
Mich.,  in  1880,  and  rebuilt  in  1913.  The 
hull  is  of  composite  wood  and  iron  con- 
struction of  the  well  deck  type,  with  3 
watertight  bulkheads,  and  is  of  the  fol- 
lowing dimensions:  length,  238  ft.; 
breadth,  36  ft.;  depth,  16  ft.  4  in.  She 
is  equipped  with  Steeple  compound  en- 
gine, \vith  cylinders  24  and  54  in.  diar.. 
by  36  in.  stroke,  600  i.h.p.,  and  supplied 
with  steam  by  a  single  Scotch  boiler, 
12%  diar.,  by  13%  ft.  long,  at  150  lb. 

Capt.  W.  J.  Eber,  master  of  the  s.s. 
Veronica,  owned  by  the  Standard  Navi- 
gation Co.,  Buffalo,  N.Y..  was  plaintiff 
in  an  action  against  Noel  Marshall  and 
the  Standard  Fuel  Co.,  Toronto,  for  an 
accounting  of  profits  on  the  steamship's 
operation,  and  for  $3,500  as  his  share 
of  demurrage  due  to  the  ship.  The  de- 
fence was  that  the  ship  wns  bought  for 
$.'i.000.  of  which  Capt.  Eber  supplied 
$1,000,  receiving  in  return,  a  quarter 
share.  She  wns  sold  in  1918  for  $.35.- 
000,  and  the  plaintiff  was  paid  $8,750  as 
his  share.  nn<I  a  disinterested  accountant 
found  from  the  books  that  his  share  of 
the  profits  was  $3,816,  which  amount 
hns  been  offered  to  him.  The  defendants 
paid  $4,000  into  court,  and  the  case  was 
dismissed,  plaintiff  being  given  that 
amount. 

The  Montreal  Transportation  Co.  has 
bought  the  s.s.  Valcartier.  from  the  Al- 


goma  Central  SU'am»ihip  Line,  Sault  Ste. 
.Marie,  Ont.  The  Valcartier  was  built 
at  Cleveland,  Ohio,  in  1903,  and  named 
William  Henry  .Mack.  She  is  built  on 
the  channel  lystem  with  steel  tank  top. 
where  no  wood  ceilings  are  fitted,  and 
the  hull  is  divided  by  3  watertight  and 
2  non  watertight  bulkheads.  She  has 
a  steel  boiler  house,  steam  pump  well, 
and  complete  electric  lighting  equip- 
ment. The  hatches  are  spaced  24  ft. 
centers.  The  hull  is  of  steel  and  has 
the  following  dimensions:  length,  364  ft.; 
breadth,  48  ft;  depth,  28  ft.;  tonnage, 
.3,748  gross,  2,250  net,  and  she  is  eouip- 
I>ed  with  triple  expansion  engines,  sav- 
ing cylinders  20.  .33";,  and  55  in.  diar., 
by  40  in.  stroke,  1,170  i.h.p.,  at  85  r.p.m., 
supplied  with  steam  by  2  Scotch  boilers, 
each  12  ft.  lO'-i  in.  diar.,  by  13  ft.  long, 
at  175  lb.  She  was  owned  originally  by 
the  Jenkins  Steamship  Co.,  Cleveland, 
Ohio,  and  was  acquired  by  Lake  Com- 
merce Lt<l.,  Toronto,  in  1914,  and  in 
the  following  year  was  fold  to  the  AI- 
goma   Central   Steamship   Line. 


Manitoba,  Saskatchewan  and 
Alberta. 


With  reference  to  the  sale  of  the 
Peace  River  Trading  Co.'s  assets  to  the 
Lamson-Hubbard  Canadian  Co.,  as  men- 
tioned in  our  last  issue,  the  Peace  River 
Development  Co.,  of  which  the  Peace 
River  Trading  Co.  was  a  subsidiary,  is 
reported  to  have  announced  that  it  will 
continue  the  steamboat  service  on  the 
Peace  River,  as  hitherto,  with  the  steam- 
boats D.  A.  Thomas  and  Lady  Mack- 
worth. 


British  Columbia  and  Pacific  Coast. 


The  Dominion  Public  Works  Depart- 
ment will  receive  tenders  Mar.  5,  for 
the  construction  of  a  wharf  at  Stewart. 

The  North  Vancouver  City  Ferries 
showed  a  deficit  of  $2,695,59  for  Janu- 
ary. The  receipts  were  $13,495.44,  a 
decrease  of  $1,799.30,  compared  with 
Dec,  1919.  The  number  of  passengers 
carried  during  January   was  222,395. 

A  Victoria  report  states  that,  up  to 
Dec,  1919.  the  associated  timber  export- 
ers reported  that  48,000,000  ft.  of  lum- 
ber, out  of  70,000,000  ft.  ordered  by 
Great   Britain,   had  been   shipped. 

Grant  Smith  and  Co.  and  McDonnell 
Ltd.,  contractors,  are  plaintiffs  in  an 
action  against  the  Dominion  Govern- 
ment for  $306,813  for  excavation  work 
in  connection  with  building  two  wharves 
at  Victoria. 

It  was  stated  in  the  British  Columbia 
Legislature,  Feb.  18.  that  the  s.s. 
Beaver,  now  employed  in  ferr>'  sconce 
at  I..adner.  was  bought  from  the  C.P.R. 
for  $25,000.  and  since  it  had  been  re- 
paired was  valued  by  an  insurance  com- 
pany at  $85,801. 

The  Dominion  Government  dredge 
Ajax  is  being  overhauled  by  the  British 
Columbia  Marine  Co.,  Vancouver,  the 
contract  having  been  obtained  in  com- 
petition with  other  local  yards.  It  is 
expected  that  the  work  will  be  complet- 
ed about  the  end  of  March,  when  she 
will  do  dredging  at  Williams  Head. 

It  was  announced  in  Vancouver,  re- 
cently, that  up  to  Dec.  31.  1919,  48,- 
000.000  ft.  of  the  British  Goveniment's 
order  for  70,000.000  ft.  of  lumber  had 
been  shipped.  Approximately  7.000.000 
ft.  was  shipped  during  January,  and  5,- 


March,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


163 


000,000  was  expected  to  be  shipped  dur- 
ing February,  most  of  it  being  sent 
across  in  the  wooden  steamships  built 
in  British  Columbia  recently  for  the 
French   Government. 

The  Grand  Trunk  Pacific  Coast  Steam- 
ship Co.'s  s.s.  Prince  Albert,  which 
grounded  at  Masset  Bar,  towards  the 
end  of  January,  was  docked  at  Yarrows 
Ltd.,  yard,  Victoria,  Feb.  3.  It  was 
found  that  several  plates  had  to  be  re- 
placed, and  a  few  minor  repairs  made 
to  her  machinery.  The  work  was  com- 
pleted by  Feb.  10,  and  she  resumed  her 
sailing  between  Vancouver  and  northern 
ports. 

Plans  for  the  construction  of  a  gov- 
ernment pier  on  Burrard  Inlet,  Vancou- 
ver, were  expected  to  be  ready  early  in 
February,  after  which,  it  was  anticipat- 
ed that  tenders  would  be  called  for.  The 
site  of  the  projected  pier  is  to  the  west 
of  the  Great  Northern  Ry.  property.  It 
is  stated  that  tenders  will  probably  be 
called  for  in  two  sections,  one  for  the 
dredging  and  filling,  and  the  other  for 
the  actual  construction. 

The  s.s.  Nouvelle  Ecosse,  the  last  of 
the  wooden  steamships  to  be  built  for  the 
French  Government  by  the  Foundation 
Co.  of  British  Columbia,  arrived  at  Fra- 
ser  River  Mills,  early  in  February,  to 
load  lumber  for  Europe.  The  dispatch- 
ing of  the  steamships  from  British  Co- 
lumbia has  been  handled  by  Edward 
White  and  Sons,  Victoria,  the  rule  being 
followed  that  they  call  at  Queenstown, 
Ireland,  for  orders,  and  after  unloading 
their  cargoes  at  a  British  port,  proceed 
to  Brest,   France. 

The  C.P.R.  s.s.  Princess  Patricia  re- 
sumed her  sailings  between  Nanaimo 
and  Vancouver,  Feb.  9,  after  the  confple- 
tion  of  repairs  at  Victoria.  The  s.s. 
Princess  Victoria  was  withdrawn  from 
service  on  the  Victoria-Vancouver-Seat- 
tle route,  Feb.  9,  for  overhaul  and  re- 
fit. The  s.s.  Princess  Royal,  which  had 
replaced  the  s.s.  Princess  Patricia,  be- 
tween Nanaimo  and  Vancouver,  resumed 
her  service  between  Victoria  and  Van- 
couver, running  in  conjunction  with  the 
s.s.   Princess   Adelaide. 

The  Coastwise  Steamship  and  Barge 
Co.,  Vancouver,  has  ordered  a  steel 
steamship  of  approximately  2,3.50  tons, 
to  be  built  by  J.  F.  Duthie  and  Co., 
Seattle,  Wash.,  for  its  ore  carrying  and 
towing  business  between  British  Colum- 
bia and  Puget  Sound  ports.  The  steam- 
ship's dimensions  will  be:  length,  220 
ft.;  beam,  40  ft.;  depth,  21  ft.  The  en- 
gines will  be  placed  aft,  and  built  for 
a  sea  speed  of  11  knots  an  hour.  In 
addition  to  the  usual  loading  machinery, 
a  towing  machine,  similar  to  those  now 
in  use  for  towing  the  company's  barges, 
will  be  installed. 


Government  Building  of  18-Knot  Passenger  Steamships  Opposed  by 
Quebec  Board  of  Trade. 


The  Navy  League  of  Canada  has  been 
presented  by  the  Dominion  Government 
with  the  s.s.  Restless  for  training  boys 
for  the  Canadian  merchantile  marine. 
It  is  especially  provided  that  she  is  in- 
tended solely  for  this  purpose,  and  must 
not  be  disposed  of  nor  used  for  any 
other  purpose  without  the  Naval  Service 
Department's  consent.  She  was  built  at 
New  Westminster,  B.C.,  in  1906,  and  is 
screw  driven,  by  engine  of  16  n.h.p.  Her 
dimensions  are:  length,  71  ft.;  breadth, 
17  ft.;  depth,  7  ft.;  tonnage,  76  gross, 
53  registered.  She  was  engaged  for  a 
number  of  years  in  the  fisheries  protec- 
tion service  in  British  Columbia,  and 
was  used  later  as  a  tender  for  the  Royal 
Naval  College  of  Canada. 


J.  T.  Ross,  President,  Quebec  Board 
of  Trade,  wrote  Sir  George  E.  Foster, 
acting  Prime  Minister,  Jan.  30,  as  fol- 
lows:— "At  a  meeting  of  the  Quebec 
Board  of  Trade's  Council,  held  on  Jan. 
26,  I  was  instructed  to  write  you  with 
reference  to  a  published  statement  as  to 
the  intention  of  the  government  to  build 
in  Canada  a  number  of  15,000  ton  pas- 
senger steamships,  with  a  speed  of  18 
knots,  for  the  Canadian  service.  The 
board,  while  congratulating  the  govern- 
ment upon  its  policy  of  having  so  many 
freight  steamships  built  in  this  country, 
would  respectfully  suggest  that  it  might 
be  wise  for  the  government,  for  the  pres- 
ent, to  continue  to  employ  the  existing 
shipyards  in  the  construction  of  5,000 
and  10,000  ton  freight  steamships,  such 
as  are  now  being  built,  and  defer  the 
building  of  passenger  ships  for  the  pres- 
ent, for  the  following  reasons: — 

"The  most  urgent  requirement  of  Can- 
ada at  present  is  freight  tonnage,  to 
carry  out  grain  and  other  produce  to 
Europe,  and  the  other  markets  of  the 
world.  The  control  of  that  tonnage  by 
the  United  States  and  other  nations  is 
diverting  our  export  grain  to  New  York, 
to  the  great  detriment  of  Canadian  sea- 
ports, with  an  unfavorable  influence  on 
the  rates  of  British  exchange.  A  passen- 
ger steamship  of  15,000  tons,  running  18 
knots,  will  probably  cost  twice  as  much 
as  a  10,000  ton  freight  steam.ship,  and 
will  only  carry  3,000  tons  of  cargo,  or 
less  than  one-third  of  the  deadweight 
carried  by  the  freight  boat.  So  that  by 
continuing  the  policy  of  building  freight 
boats  only,  we  would  probably  get  six 
times  the  amount  of  freight  space  for 
the  money  that  would  be  used  in  building 
passenger  boats.  We  would  suggest 
that  it  would  be  wiser  for  the  govern- 
ment to  pay  a  sufficient  subsidy  to  the 
C.P.R.,  or  to  some  of  the  large  English 
steamship  lines,  to  induce  them  to  put 
on  a  weekly  service  of  two  20  knot  steam- 
ships between  Canada  and  Great  Britain, 
such  as  was  recommended  to  the  Im- 
perial Government,  last  year,  by  the  Do- 
minions Royal  Commission.  Possibly,  in 
view  of  this  recommendation,  the  Im- 
perial Government  might  contribute  to- 
wards such  a  subsidy. 

"If  Quebec  were  made  the  terminus  of 
this  line  during  the  season  of  St.  Law- 
rence navigation,  and  Halifax  during  the 
five  winter  months,  the  weekly  service 
could  be  run  with  three  20  knot  steam- 
ships, whereas  four  18  knot  boats  are 
pow  used  for  that  purpose.  The  distance 
from  Liverpool  being  as  follows — To 
New  York,  3.100  miles;  to  Halifax,  2,- 
480,  and  to  Quebec,  2,680,  the  compara- 
tive time  occupied  in  the  voyage  of  a 
20  knot  (23  miles)  boat  would  be— To 
New  York,  about  135  hours;  to  Halifax, 
about  108  hours;  to  Quebec,  about  117 
hours,  as  compared  with  the  time  of  the 
25  knot  Mauretenia  to  New  York,  which 
is  about  5  days.  So  that  it  will  be  seen 
that  a  20  knot  service  to  Quebec  and 
Halifax  would  be  better  for  all  Canadian 
points  than  making  use  of  a  25  knot 
steamship  to  New  York. 

"It  should  not  be  forgotten  that  a 
steamship  reaching  Quebec  is  practically 
in  the  center  of  the  country,  being  670 
miles  closer  to  the  interior  of  Canada 
than  a  steamship  arriving  at  Halifax, 
and  that,  owing  to  the  completion  of 
the  National  Transcontinental  Ry.,  which 
shortens  the  distance  from  Quebec  to  the 


western  provinces  by  214  miles,  passen- 
gers and  mails  from  Europe,  landing  by 
a  20  knot  steamship  at  Quebec,  would 
reach  Winnipeg  about  24  hours  quicker 
than  they  now  do  by  the  present  route, 
with  an  18  knot  service.  The  time  of 
passengers  and  mails  from  Europe  to 
Toronto,  Chicago  and  other  western 
points  would  also  be  shortened  as  com- 
pared with  New  York.  Nor  should  be 
overlooked  the  very  great  advantages  of 
such  a  line,  in  attracting  to  Canada  a 
class  of  travel  that  now  goes  only  to 
New  York,  on  account  of  faster  and 
better  accommodation,  a  class  of  travel 
that  would  be  of  great  advantage  to  Can- 
ada financially  and  otherwise.  For  all 
these  reasons  we  would  suggest  that  the 
government  should  carefully  consider  the 
question  before  committing  the  country 
to  an  18  knot  service." 

Sir  George  Foster's  Reply: 
Sir  Geo.  E.  Foster  replied  on  Feb.  4 
as  follows: — "No  policy  has  as  yet  been 
adopted  by  the  government  looking  to 
the  construction  of  15,000  ton  passen- 
ger ships  with  a  speed  of  18  knots,  or 
indeed  any  passenger  ships,  with  any 
speed,  in  the  Canadian  service.  The  ap- 
propriations have  hitherto  been  used  for 
the  construction  of  freight  steamships, 
and  I  do  not  think  it  probable  that  for 
the  present  this  policy  will  be  altered.  I 
note  the  considerations  adduced  by  you 
in  favor  of  your  contention,  which  it  is 
not  necessai-y  for  me  to  enlarge  upon, 
in  view  of  the  intimation  made  above." 
What  the  Minister  of  Marine  Said: 
In  connection  with  the  foregoing  it  is 
interesting  to  recall  what  Hon.  C.  C. 
Ballantyne  said  at  the  Dominion  Marine 
Association's  annual  dinner  in  Montreal, 
Jan.  9,  as  reported  in  Canadian  Railway 
and  Marine  World  for  February,  as  fol- 
lows:—"Our  Canadian  shipbuilders  have 
demonstrated  that  they  can  build  freight 
ships.  I  am  happy  to  tell  you  that  on 
the  representations  that  have  been  made 
to  Dr.  Reid  and  Mr.  Hanna  for  passenger 
ships  of  a  one-class  type,  that  is,  a  pas- 
senger ship  of  15,000  gross  tons,  with 
speed  of  18  knots,  and  carrying  both  pas- 
sengers and  freight,  the  government  has 
under  consideration  the  building  of  such 
a  type  of  steel  ship.  The  government 
has  no  intention  of  ordering  one  outside 
of  Canada,  but  it  is  the  government's 
intention  to  have  these  passenger  ships 
built  in  this  country  by  our  Canadian 
workmen  and  to  use  Canadian  ma- 
terials." 

The     British     Ministry     of     Shipping 

(Canada),  which,  during  its  5y2  years 
ada's  export  trade  of  Canada,  inland 
of  existence,  practically  controlled  Can- 
and  overseas,  clearing  over  3,000  line 
steamships  from  Canadian  ports  and 
Portland,  Maine,  will,  according  to  a 
Montreal,  press  report,  be  demobilized 
on  Mar.  31.  Between  1914  and  1919  in 
excess  of  16,000,000  gross  tons  of  muni- 
tions, war  materials  and  supplies  were 
moved  inland  and  overseas. 

British  Ship  Purchases  During  War. 
—It  is  stated  that  during  the  war  the 
British  Government  bought  13  ships  in 
the  United  States  at  an  average  cost  of 
£45  7s  lOd  a  ton;  19  in  Japan  at  £44  17s 
8d  a  ton;  3  in  China  at  £41  a  ton;  11  in 
Hong  Kong  at  £31  lis  9d  a  ton;  and  44 
in  Canada  at  £33  Is  9d,  or  about  $190  a 
ton. 


164 


March,   1920. 


Government  (irain  Klevalors  (or  Atlantic  Ports,  Treiji^ht  Kates,  Ktc,  Discussed 
by  (Juebec  Hoard  of  Trade's  President  and  the  Minister  of  Railways. 


('unailian  Railway  and  Marine  World 
han  b«M'n  favun-d  with  ronim  of  the  fol- 
lowintr  corrcKpondrMco  ln'twoon  .1.  T. 
Rosn.  Pn-itidi-nt,  yuol)«>o  Board  of  Trndo, 
and  tho  Miniiitrr  of  Railwny.s,  lion.  .1. 
D.  Roi<l.  Thi-  fiMt  lottor  from  Mr.  Ross 
to  thp  Minister,  datod  Jan.  "JO,  was  an 
foliowii:— "I  am  instructed  by  the  Que- 
bw  Hoard  of  Trade's  Council  to  draw 
your  attention,  and  to  ask  you  to  draw 
the  attention  of  the  cabinet  to  the  nlarm- 
in»r  result  of  the  absence  of  proper  rail- 
way terminal  facilities  at  Canadian  sea- 
ports. You  will,  no  doubt,  remember  that 
this  board  has  repeatedly  urned  the  gov- 
ernment, since  1;M2,  by  correspondence 
and  by  deleKBtions,  to  complete  the  Na- 
tional Transcontinental  Ry.  by  provid- 
IHK  »rrain  elevator  storatrc  for  10,000,000 
bush,  at  each  of  the  ports  of  Quebec, 
Halifax  an<l  St.  .John,  N.B.,— Montreal 
beinjr  already  fairly  provided  for — to- 
jrelher  with  the  necessary  steamship 
berths  to  keep  these  elevators  employ- 
ed. This  has  not  been  done.  Instead 
of  doinc  so,  the  (tovernment  has  built 
a  large  elevator  at  Port  Colborne,  Ont., 
which  is  more  or  less  tributary  to  New 
York,  and  the  elevator  storage  at  the 
head  of  the  Great  Lake.s,  and  in  the  in- 
terior, has  been  increased  to  such  an  ex- 
tent, that  about  80' V  of  the  elevator 
storage  is  now  situated  on  the  Great 
Lakes  and  in  the  interior,  and  less  than 
20'  t  at  our  seaports.  The  result  has 
been,  and  it  could  not,  for  this  reason, 
be  otherwise — because  80  will  not  go 
into  20 — that,  as  Senator  Bennett  stated 
recently  in  parliament,  SOVc  of  our  west- 
em  grain  trade,  a  trade  which  was  our 
great  inducement  for  going  to  the  en- 
ormous expenditure  of  building  three 
transcontinental  railways,  goes  to  New 
York  for  export. 

"At  a  public  meeting  held  at  St.  John, 
N.B.,  on  Jan.  10  instant,  it  was  stated 
that  on  account  of  the  failure  to  extend 
the  grain  conveyors  to  the  new  berths, 
23  ships  had  been  diverted  from  St.  John, 
and  that  11  large  cargo  ships  are  now- 
anchored  in  and  off  St.  John  harbor, 
waiting  to  get  berths.  I  am  sure  you 
must  realize,  and  the  government  must 
realize,  that  this  position  is  nothing  less 
than  a  calamity  for  the  trade  of  the 
country,  which  calls  for  immediate  ac- 
tion  by   the  government. 

"Although  you  have  proved  by  actual 
operation  that  it  is  profitable  to  carry 
wheat  all  rail  from  Winnipeg  to  Que- 
bec by  the  government  railway  for  .'Jc 
a  bush,  cheaper  than  the  lake  and  rail 
rate  to  New  York  or  to  Montreal,  we 
understand  that  not  a  bushel  of  wheat 
came  by  that  road  for  export  during  the 
season  of  lt»l".i.  It  has  been  asserted 
that  the  principal  reason  which  has  en- 
abled New  York  to  divert  our  western 
trade  is  that  marine  insurance  under- 
writers discriminate  against  Canadian 
ports.  This  could  be  overcome,  and,  we 
believe,  without  cost  to  the  country,  by 
the  government  assuming  the  marine  in- 
surance of  all  Canadian  ports,  at  New 
York  rates. 

"I  am  therefore  instructed,  respect- 
fully to  renew  the  request  made  to  the 
government  by  this  board,  seven  years 
ago,  and  since,  that  elevator  storage 
should  be  provided  for  10,000,000  bush, 
at  each  of  the  ports  of  Quebec,  Halifax 
and  St.  John,  together  with  the  neccs- 
.sary    steamship    bertha.      And    I    would 


again  respectfully  point  out  to  you  that 
the  City  of  Quebec  is  atrictly  entitled 
to  this,  under  the  terms  of  a  written 
contract  with  the  government  executed 
in  11*10.  We  are  convinced  that  the 
policy  we  have  indicated  would  put  a 
stop  to  this  alarming  diversion  of  our 
trade  to  New  York  and  would  bring  it 
back  to  Canadian  seaports." 

The  MiniKter  of  l^ailways'  Reply. 
Hon.  J.  D.  Reid  replied  Jan.  '2'i  as  fol- 
lows:— "One  statement  you  make  in  your 
letter  I  must  take  issue  with  at  once, 
which  is  'that  I  have  proved  by  actual 
operation  that  it  is  profitable  to  carry- 
wheat  all  rail  from  Winnipeg  to  Quebec 
by  the  government  railway  for  ."Jc  a  bush, 
cheaper  than  the  lake  and  rail  rate  to 
New  York,  or  to  Montreal.'  This  state- 
ment is  incorrect.  Several  years  ago 
the  late  Mr.  Cochrane  did  experiment  by 
carrying  grain  from  a  point  on  the  Na- 
tional  Transcontinental  Ry.  opposite 
Fort  William,  to  Quebec,  for  6c  a  bush. 
At  the  time  his  officials  led  him  to  be- 
lieve it  could  be  carried  for  that  rate, 
but  after  investigation  it  was  proved 
that  on  every  bushel  that  was  carried  a 
heavy  loss  was  the  result.  So  that  now 
you  can  take  it  as  quite  sure  it  is  an 
absolute  impossibility  to  carry  it  from 
Port  Arthur  to  Quebec  at  a  rate  less  than 
lake  and  rail,  or  all  water.  The  facili- 
ties at  Quebec  will,  no  doubt,  be  taken 
up  by  the  board  of  management,  who  are, 
as  you  are  aware,  in  charge  of  the  oper- 
ation of  the  Canadian  National  Rys.,  and 
if  they  feel  at  any  time  the  facilities 
are  not  sufficient  they  will  deal  with  the 
same.  You  evidently  do  not  realize  the 
enormous  expenditures  which  have  been 
caused  by  the  war,  and  are  still  con- 
tinuing, and  also  the  very  large  loans 
that  are  necessary  in  order  to  meet  con- 
ditions of  this  kind.  The  government 
must  curtail  all  expenditures  to  the 
smallest  point,  until  matters  again  re- 
sume normal  conditions.  So  far  as  I 
am  concerned,  I  have  asked  the  man- 
agement to  do  this  in  connection  with 
the  Canadian  National  Rys.  the  same  as 
is  being  done  by  other  public  works.  I 
am  therefore  sorry  there  is  no  possible 
chance  of  any  new  elevators  being  built 
in  the  City  of  Quebec  during  the  coming 
season." 

The  Quebec  Hoard  of  Trade'.s  Rejoinder. 
The  Quebec  Board  of  Trade's  Presi- 
dent wrote  the  Minister  again  on  Feb. 
6  as  follows: — "You  say  that  you  must 
take  issue  at  once  with  the  statement  in 
my  letter  of  Jan.  20  that  you  had  proved 
by  actual  operation  that  it  is  profit- 
able to  carry  wheat  all  rail  from  Win- 
nipeg to  Quebec  by  the  government  rail- 
way for  .'Jc  a  bush,  cheaper  than  the 
lake  and  rail  rate  to  New  York  or  to 
Montreal.  You  say  that  this  statement 
is  incorrect,  that  the  rate  of  6c  a  bush, 
from  Armstrong  (a  point  opposite  Fort 
William)  to  Quebec  and  Montreal  re- 
sulted in  a  heavy  loss,  and  that  we  'can 
be  quite  sure  that  it  is  an  absolute  im- 
possibility to  carry  it  from  Port  Arthur 
to  Quebec  at  a  rate  less  than  lake  and 
rail,  or  all  water.'  I  based  my  state- 
ment upon  your  own  words  in  Parlia- 
ment on  April  2.5,  1916,  as  given  in 
Hansard,  page  .3184,  in  which  you  say: 
"There  was  a  loss  when  the  wheat  was 
taken  to  Montreal,  for  the  reason  that 
there  were  three  railways  that  had  to 
get  a  portion  of  the  Oc.     We  can  carry 


grain  from  Armstrong  to  Quebec  at  a 
profit,  but  we  cannot  do  so  when  the 
grain  has  to  be  hauled  over  three  rail- 
ways,' and  again  on  page  ■')187,  where 
you  say:  "I  do  not  say  that  there  is  very 
much  profit  in  the  6c  rate  between  Arm- 
strong and  Quebec,  but  it  pays  with  a 
train  load  such  as  I  have  stated.'  I 
think  I  was  justified  by  this  declaration 
in  parliament  by  you  as  Minister  of 
Itailways,  in  my  statement  that  you  had 
proved  by  actual  operation  that  the  rate 
to  Quebec  was  profitable. 

"If,  as  you  .say,  the  government  had 
to  divide  the  6c  rate  to  Montreal  be- 
tween its  own  line,  the  Grand  Trunk  and 
the  Timiskaming  and  Northern  Ontario 
Ry.,  it  is  not  to  be  wondered  at  that  you 
lost  money  on  the  shipments  to  Montreal 
by  such  a  circuitous  route  over  bad 
grades.  It  could  not  be  otherwise.  But 
why  should  this  loss  apply  to  your  di- 
rect line  to  Quebec,  where  you  own  all 
the  mileage  and  receive  all  the  earnings? 
Surely  it  is  not  fair  to  condemn  the  Que- 
bec route,  because  that  to  Montreal  was 
not  profitable.  Even,  if  it  were  subse- 
quently proved,  as  you  now  say,  that  the 
Gc  rate  was  not  profitable,  it  is  not  to  be 
wondered  at,  because  all  this  grain  was 
hauled  during  the  winter  over  a  new  road, 
having  no  snow  fences  or  other  provisions 
against  snow  blockades,  having  no  ter- 
minals, docks  or  elevators  of  its  own, 
exposed  to  costly  charges  for  the  use  at 
Quebec  of  the  terminals  of  its  greatest 
rival,  besides  dock  dues  and  elevating, 
having  no  rolling  stock  or  snowplows  of 
its  own,  and  dependent  for  motive  power 
upon  broken  down,  or  obsolete  Interco- 
lonial Ry.  locomotives  the  use  of  which 
had  doubtless  to  be  paid  for. 

".Moreover,  even  if  the  6c  rate  was 
unprofitable  that  does  not  justify  the 
conclusion  that  it  is  impossible  to  com- 
pete with  the  lake  and  rail,  or  the  all 
water,  route  The  point  of  comparison 
is  not  Port  Arthur,  but  Winnipeg.  To 
the  6c  from  Armstrong  to  Quebec  we 
must  add  4  8-lOc  from  Winnipeg  to  Arm- 
strong, making  the  through  rate  10  8-lOc, 
or  say  lie,  from  Winnipeg  to  Quebec. 
-At  that  time  the  through  rate  from 
Winnipeg,  via  Fort  William  and  Buffalo, 
to  New  York,  including  elevating  and 
insurance,  was  about  14c.  Last  year  it 
was  17c  or  more.  The  cost  by  lake  and 
rail  to  Montreal  is  about  the  same  as  to 
New  York,  or  perhaps  rather  in  favor  of 
New  York,  and  the  all  water  route  from 
Fort  William  to  Montreal  does  not  seem 
to  be  used,  as  only  .330,000  bush,  of 
wheat  went  all  water  last  year,  prob- 
ably owing  to  the  necessity  of  trans- 
shipping into  small  boats  at  Port  Col- 
borne. 

"To  prove  that  the  rate  of  1  Ic  for 
1.3.50  miles  from  Winnipeg  to  Quebec 
(6c  from  Armstrong),  was  not  an  un- 
usual one,  I  would  ask  you  to  refer  to 
the  joint  tariff  of  all  the  large  railways, 
in  force  during  the  present  winter,  and 
you  will  see  that  today's  rate  on  export 
wheat  from  Goderich  to  Halifax,  1,305 
miles,  is  10  4-lOc  a  bush.,  over  road  hav- 
ing Kr  grades,  where  little  more  than 
half  the  tonnage  can  be  hauled  that  you 
haul  on  the  National  Transcontinental. 
Further  than  this,  we  are  informed  by 
the  General  Manager  of  one  of  the  great- 
est grain  carrying  roads  in  America,  that 
the  present  cost  of  carrj-ing  wheat  over 
the  National  Transcontinental  from  Win- 


March,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


165 


nipeg  to  Quebec,  would  be  less  than  12'2C 
a  bush. 

"All  these  facts  go  to  show  that  it  was 
quite  fKJSsible  to  compete  successfully 
with  the  lake  and  rail  routes,  and  with 
the  all  water  route,  and  that  there  was 
a  legitimate  margin  in  favor  of  the 
National  Transcontinental  of  3c  a  bush. 
in  the  special  rate  made  in  1916.  And 
though,  doubtless,  the  cost  of  operating 
has  increased  since  then,  the  increase 
will  apply  to  both  routes,  and  there  would 
seem  to  be  no  reason  whatever  why  the 
margin  of  3c  in  favor  of  Quebec  should 
not  be  maintained,  thus  turning  the  traf- 
fic to  Canadian  seaports,  and  putting  a 
stop  to  the  lamentable  diversion  of  our 
western  trade  to  New  York,  where,  ac- 
cording to  Senator  Bennett's  statement 
in  parliament,  four-fifths  of  it  has  gone. 
Senator  Bennett  says  that  our  much 
vaunted  water  route  by  the  lakes  has 
proved  a  great  disappointment,  and  that 
by  using  it  we  are  losing  our  grain  trade 
and  New  York  is  getting  it. 

"The  last  issue  of  the  Dominion  Gov- 
ernment Bureau  of  Statistics  contains  a 
map  showing  the  movement  of  all  Can- 
adian grain.  It  shows  that  65,000,000 
bush,  of  our  northwestern  wheat  was 
exported  at  New  York  in  1918,  and  only 
14,000,000  bush,  at  Montreal,  the  balance 
of  the  Montreal  export  being  presum- 
ably made  up  of  Quebec  and  Ontario 
grain.  The  result  is  that  United  States 
seaports  are  getting  the  benefit  of  the 
traffic  created  by  our  money;  U.S.  rail- 
way crews  and  U.S.  lake  craft  men  are 
getting  the  benefit  of  the  cost  of  trans- 
portation— for  it  must  not  be  forgotten 
that  TO'f  of  the  cost  of  transportation 
is  spent  in  the  country  through  which 
the  goods  are  transported — and  that  our 
own  goods  are  helping  to  demoralize  the 
New  York  exchange  market,  and  to  lower 
the  value  of  the  pound  sterling  for  the 
Mother  Country.  Is  not  this  a  desper- 
ate position  into  which  we  have  got, 
after  having  spent  the  enormous  cost  of 
three  transcontinental  railways,  to  get 
this  very  trade  which  is  being  taken 
away  from  us  ? 

"The  National  Transcontinental  Ry. 
has  cost  the  government  more  than 
$150,000,000.  It  is  one  of  the  best  built 
roads  in  America.  It  is  so  straight  that 
it  shortens  the  distance  between  Winni- 
peg and  Quebec  by  214  miles.  Its  grades 
are  so  level  that  our  own  engineer  tells 
us  that  you  can  haul  over  it  nearly  dou- 
ble the  tonnage  that  can  be  hauled  with 
the  same  power  by  any  of  its  rivals. 
Although  it  is  not  yet  finished,  because 
it  is  not  properly  equipped  with  rolling 
stock  and  because  the  government  has 
not  yet  built  the  terminals  which  it  con- 
tracted with  the  City  of  Quebec  to  build, 
it  has  given  ample  proof,  if  the  above 
statements  are  true,  of  its  ability  to  do 
what  it  was  intended  to  do,  namely  to 
save  to  the  farmer  of  the  northwest  3c 
a  bush,  on  the  transportation  of  his 
wheat,  and  to  bring  to  Canadian  seaports 
the  trade  of  the  northwest,  which  we 
have  made  such  heavy  sacrifices  to  ob- 
tain. This  was  promised  to  us  in  parlia- 
ment in  1904,  when  the  building  of  this 
railway  was  undertaken,  promised  to  us 
largely  by  members  from  Ontario,  who 
were  experts  in  such  matters.  If  these 
promises  had  not  been  made,  the  people 
of  the  eastern  seaports  would  never  have 
consented  to  this  vast  expenditure. 

"Surely  it  cannot  be  the  government's 
intention  to  continue  to  allow  our  trade 
to  slip  away  from  us  in  the  heart-break- 
ing manner  in  which  it  has  done  for 
the  last  six  years.     Surely  you,  as  Min- 


ister of  Railways  will  make  use  of  the 
costly  instrument  which  has  been  placed 
in  your  hands  for  the  purpose  of  putting 
a  stop  to  this  diversion  of  our  trade  and 
of  bringing  it  back  to  Canadian  sea- 
ports. We  quite  realize  what  you  say  as 
to  the  enormous  expenditures  which  the 
country  has  incurred,  and  we  continue 
to  regret  that  so  very  great  a  portion 
of  it  should  have  been  in  connection  with 
the  acquisition  by  the  government  of 
two  great  railway  systems,  against  the 
advice  of  commercial  men.  But  even 
that  should  not  paralize  your  efforts  for 
good,  and  we  respectfully  call  upon  you, 
once  more,  as  Minister  of  Railways,  to 
use  the  National  Transcontinental  Ry. 
for  the  purpose  for  which  it  was  built, 
namely,  to  bring  the  western  grain  trade 
to  Canadian  seaports." 


Trade  and  Supply  Notes. 


The  matter  which  appears  under  this  headinK  Is 
compiled,  in  most  cases,  from  information  aup- 
plied  by  the  manufacturers  of,  or  dealers  in,  the 
articles  referred  to.  and  in  publishing  the  same 
we  accept  no  responsibility.  At  the  same  time  we 
wish  our  readers  distinctly  to  understand  that  we 
are  not  paid  for  the  publication  of  any  of  this 
matter,  and  that  we  will  not  consider  any  propo- 
sition to  insert  reading;  matter  in  our  columns  for 
pay  or  its  equivalent.  Advertising  contracts  will 
not  be  taken  with  any  condition  that  accepting 
them  will  oblige  us  to  publish  reading  notices.  In 
other  words,  our  reading  columns  are  not  for  sale, 
either    to    advertisers    or   others. 

Independent  Pneumatic  Tool  Co.,  Chi- 
cago, 111.,  has  issued  an  illustrated  cir- 
cular describing  its  Thor  universal  as- 
sembling and  repair  vise  for  pneumatic 
drills. 

Metal  &  Thermit  Corporation,  120 
Broadway,  New  York,  N.Y.,  has  issued, 
and  will  send  on  request,  a  large  1920 
map  calendar,  showing  railway  time 
zones  in  the  United  States  and  Canada, 
with  illustrations  of  Thermit  welding 
jobs,  including  stern  frames  of  ships, 
rail  special  work,  and  locomotive  frame 
repairs. 

National  Steel  Car  Corporation  Ltd. — 
Some  information  in  regard  to  the  Na- 
tional Steel  Car  Corporation's  incorpor- 
ation was  given  in  Canadian  Railway 
and  Marine  World  for  Febi-uary,  since 
which  additional  particulars  have  been 
received.  The  incorporation  is  under 
the  Dominion  Companies  Act,  the  cap- 
italization being  100,000  shares  of  no 
par  value.  The  corporation  has  taken 
over  the  National  Steel  Car  Co.'s  plant, 
assets  and  business  at  Hamilton,  Ont., 
and  assumed  its  liabilities,  the  transfer 
having  been  made  on  Dec.  18,  1919.  The 
corporation's  head  office  is  at  Hamilton, 
with  branch  office  at  30  Church  St.,  New 
York,  N.Y.  The  following  are  the  direct- 
ors: R.  J.  Magor,  President,  Magor  Car 
Corporation,  New  York,  N.Y.,  President; 
Donald  Symington,  President,  Locke 
Insulator  Co.,  Baltimore,  Md.,  Vice  Presi- 
dent and  Secretary;  H.  H.  Pierce,  Sulli- 
van and  Cromwell,  New  York,  N.Y.;  D. 
B.  Dewar,  Canadian  Bank  of  Commerce, 
Hamilton.  The  Treasurer  is  L.  B. 
Churchill,  and  the  Assistant  Secretary  is 
H.  Van  Hassel.  The  other  three  di- 
rectors, to  make  up  a  total  of  seven, 
have  not  been  appointed,  the  positions 
being  filled  by  temporary  directors  in 
the  legal  representatives'  office  in  To- 
ronto. 

The  Ohio  Brass  Co.,  Mansfield,  Ohio, 
has  taken  into  its  service,  W.  J.  Stan- 
ton, who  has  been  identified  with  the 
electric  industry  for  20  years,  having 
started  with  the  General  Electric  Co., 
and  remaining  with  it  for  18  years,  in 
the  testing,  engineering  and  sales  de- 
partments. 


Taylor  &  Arnold  Engineering  Co.  Ltd., 

Montreal,  is  an  amalgamation  of  Taylor 
&  Arnold  Ltd.;  Central  Engineering  Co., 
Ltd.,  which  was  Taylor  &  Arnold's  shop, 
and  Canadian  Detroit  Lubricator  Co.  The 
new  company  is  going  to  extend  consid- 
erably, as  manufacturers  of  railway  ma- 
rine, and  mechanical  brass  supplies,  in 
addition  to  carrying  on  its  business  as 
agents  and  jobbers. 


Transportation  Conventions  in  1920 


Mar.  16-18 — American  Railway  Eneineering 
Association.   Chicago,    111. 

May — Association  of  Railway  Claim  Agents.  At- 
lantic City.  N.J. 

May — International  Railway  Fuel  Association, 
Chicago,   111. 

May  5-7 — Air  Brake  Association,  Chicago,  III. 

May  12 — Railway  Accounting  Officers'  Asso- 
ciation.   Washington,    D.C. 

May  2r,-28 — Master  Boiler  Makers'  Association, 
Minneapolis,    Minn. 

June — American   Association  of  Freight  Agents. 

June  9-16 — American  Railroad  Association's 
Mechanical   Section,    Atlantic   City.   N.J. 

Oct.  6-7 — Maintenance  of  Way  Master  Painters' 
Association,    Detroit,    Mich. 

Oct.  19-21 — American  Railway  Bridge  and 
Building   Association,    Atlanta,    Ga. 


Transportation  Associations, 
Clubs,  Etc. 

The  names  of  persons  given  below  are  those  of 
the   secretaries   unless   otherwise  stated: 

American  Association  of  Port  Authorities.  M. 
P.  Fennell,  Jr.,  67  Common  St..  Montreal. 

Belleville  Railway  Men's  Educational  Club. 
Meets  each  Tuesday.  7.30  p.m.  F.  A.  Pinkston, 
Belleville,   Ont. 

Canadian  Car  Service  Bureau — W.  J.  Collins, 
Manager.  401   St.   Nicholas   Building,  Montreal. 

Canadian  Electric  Railway  Association  —  A. 
Eastman,   70   Bond  Street,  Toronto. 

Canadian  Freight  Association  (Eastern  lines)  — 
G.   C.   Ransom  909  Shaughnessy  Bldg.,   Montreal. 

Canadian  Freight  Association  (Western  lines)  — 
W.  E.  Campbell,  805   Boyd  Block,   Winnipeg. 

Canadian  Railway  Board  of  Adjustment  No.  1 — 
R.  Chappie,  263  St.  James  Street,  Montreal. 

Canadian  Railway  Club  —  W.  A.  Booth,  181 
Charron  St.,  Montreal.  Meetings  at  Montreal  2nd 
Tuesday,  each  month,  8.30  p.m.,  except  June, 
July  and   August. 

Dominion  Marine  Association — F.  King,  Coun- 
sel.   Kingston,   Ont. 

Canadian  'Ticket  Agents*  Association — E.  de  la 
Hooke.   London.   Ont. 

Eastern  Canadian  Passenger  Association — G.  H. 
Webster.    64    Beaver    Hall    Hill.    Montreal. 

Engineers'  Club  of  Montreal — C.  M.  Strange, 
9  Beaver  Hall  Square,  Montreal. 

Engineers'  Club  of  Toronto— R.  B.  Wolsey,  94 
King   Street  West,   Toronto. 

Engineering  Institute  of  Canada— F.  S.  Keith, 
176  Mansfield  St.,   Montreal. 

Express  Traffic  Association  of  Canada — C.  N. 
Ham.    Montreal. 

Great  Lakes  and  St.  Lawrence  River  Rate  Com- 
mittee— A.  E.  Storey.  310  G.T.R.  General  Offices. 
Montreal. 

Hydro-Electric  Railway  Association  of  Ontario 
^T.   J.   Hannigan,   Guelph,    Ont. 

International  Water  Lines  Passenger  Associa- 
tion— M.  R.  Nelson,  89  Chatham  Ave..  Buffalo, 
N.Y. 

Niagara  Frontier  Summer  Rate  Committee, 
James  Morrison,  Montreal. 

Quebec  Transportation  Club — A.  F.  Dion,  Har- 
bor Commissioner's  Office,  Quebec,  Que. 

Railway  Association  of  Canada — Vf.  M.  Neal, 
Montreal. 

Shipping  Federation  of  Canada— Thos.  Robb, 
Manager.   42   St.  Sacrament  Street,  Montreal. 

Transportation  Club  of  Toronto — W.  A.  Gray, 
257   Roxton   Road,  Toronto. 

Transportation  Club  of  Vancouver  —  H.  W. 
Schofield,   B66   Church   St.,   Vancouver.   B.C. 


The  Mount  Royal  Trading  Co.  Ltd.,  has 

been  incorporated  under  the  Dominion 
Companies  Act,  with  $100,000  author- 
ized capital,  and  office  at  Montreal  to 
carry  on  a  general  manufacturing  and 
trading  business  and  in  connection  there- 
with to  own  and  operate  steam  and  other 
ships  of  every  description,  and  carry  on 
a  general  transportation  business  for 
passengers  and  freight.  The  incorpor- 
ators are:  L.  Beauregard,  J.  Boyle,  J. 
B.  Johnson,  N.  A.  Collins,  and  H.  L. 
Dugan,  Montreal. 


166 


CANAUIAN  KAILU  AY  AND  MARINE  WUKLU 


March,  1920. 


AN  Mil  \N    IV\(  II  l<     H  \II.W  AY 
( OMI'ANV. 

NOTICE. 


Thr  r«nadisn  Pacific  Railway  Com- 
pany will  apply  to  the  Parliament  of 
Canada  at  it.i  next  Sennion  for  an  Act 
authnrizintr  it  to  construct  the  follow- 
ing lines  of  railway: 

(a)  From  a  point  on  the  Phoacant 
Hillit  Branch  at  or  near  Cory  in  Twp. 
;tr..  lUntfcs  r>  or  t>.  West  of  the  .inl  M., 
thence  in  a  (rcnerni  North  Westerly  di- 
rection to  a  point  at  or  near  Birch  Lake, 
in  Twps.  M  and  T>2,  KanKes  15  and  16, 
We.it  of  the  .Srd  M.,  all  in  the  Province 
of  Saskatchewan. 

(b)  From  a  point  on  the  Pheasant 
Hills  Branch  at  or  near  Asquith,  in  Twp. 
36.  RanRes  tt  or  10.  West  of  the  :{rd  M., 
thence  in  a  peneral  North  Westerly  di- 
rection to  a  point  on  the  Wilkie  North 
West«'rly  Branch  at  or  near  Cloan,  in 
Twp.  4J,  r{«nce  20,  West  of  the  3rd  M., 
all  in  the  Province  of  Saskatchewan. 

(c>  From  a  point  on  the  Moose  Jaw 
North  Westerly  Branch,  at  or  near  Rose- 
town,  in  Twp.  30,  RanRc  15,  West  of  the 
3rd  M.,  thence  in  a  generally  Northerly 


and  North  Kasterly  direction  to  a  point 
on  the  I'heasant  Hills  Branch,  at  or  near 
Kep|M-l,  in  Twp.  35,  Rnnices  \2  to  13, 
West  of  the  3rd  M.,  all  in  the  Province 
of  SnskaU-hewan. 

(d)  From  a  point  at  or  near  Kclftcld, 
on  the  Wilkie-Antrlia  Branch,  in  Twp. 
:I4,  Ranee  lit.  West  of  the  3rd  M.,  thence 
in  a  Kcnernlly  Easterly  direction  to  a 
point  in  Twps.  32  or  33,  RanKe  14,  West 
of  the  3rd  .M.,  all  in  the  Province  of 
Saskatchewan. 

(e)  From  a  point  on  the  Weybum- 
StirlinK  Branch,  at  or  near  Amulet,  in 
Twp.  K,  Ranges  IJO  or  21,  West  of  the 
2nd  .M.,  thence  in  a  Westerly  and  North 
Westerly  direction  to  a  point  on  the 
Moose  Jaw  South  Westerly  Branch,  at 
or  near  Dunkirk,  in  Twp.  12,  Range  28, 
W'est  of  the  2nd  M.,  all  in  the  Province 
of  Saskatchewan. 

(f)  P'rom  a  point  on  the  Crowsnest 
Subdivision,  at  or  near  Kipp,  in  Twp.  it. 
Range  22,  West  of  the  4th  M.,  thence  in 
an  Easterly  and  North  Easterly  direc- 
tion to  a  point  on  the  Suffield-Blackie 
Branch,  at  or  near  Retlaw,  in  Twp.  13, 
Range  17,  West  of  the  4th  M.,  all  in  the 
Province  of  Alberta. 

And  to  authorize  it  to  issue  Bonds  in 


Geo.  P.  Nichols  &  Bro, 

Electric  Turntable  Tractors 
Electric  Transfer   Tables 

!\Iore  than  100  American  railroads  have 
adopted  the  Nichols  Tractor  as  standard. 


Office  and  Factory,  2139  Fulton  St.,  Chicago,  111. 


respect  thereof  to  the  amount  of  Forty 
thousand  dollars  ((40,000)  per  mile  or 
in  lieu  of  such  Bonds  t«  issue  Consoli- 
dated Debenture  Stock  to  the  same 
amount. 

DATED  at  Montreal  this  28th  day  of 
January,   1920. 

E.  ALEXANDER, 

Secretary. 
Pringle,  Thompson,  Burgess  &  Cote, 
Ottawa,  Agents. 


THE   E.StjriMALT   AND   NANAIM«> 
RAILWAY  ( OMPANY. 

NOTICE— The  Esquimalt  and  Na- 
naimo  Railway  Company  hereby  gives 
notice  that  it  will  apply  to  the  Parlia- 
ment of  Canada,  at  its  next  session,  for 
an  Act  empowering  it  to  construct  a 
line  of  railway  from  its  present  terminus 
at  Courtenay,  thence  in  a  general  north- 
erly and  northeasterly  direction  to  a 
point  at  or  near  Duncans  Bay,  on  the 
east  coast  of  Vancouver  Island. 

Dated  at  Montreal  this  7th  day  of 
February,   1920. 

W.  F.  SALSBURY, 

Secretar>'. 
Pringle,  Thompson,  Burgess  &  Cote, 
Ottawa,  Solicitors. 


Tenders  for  Street  Cars 


Tenders  will  be  received  by  registered 
post  only,  addressed  to  the  Chairman, 
Board  of  Control,  City  Hall,  Toronto,  up 
to  12  o'clock  noon,  on  Tuesday,  March 
16th,  1920,  for  the  supply  of  the  follow- 
ing. 

Tender  No.  41—13  Street  Cars  Com- 
plete. 

Envelopes  containing  tenders  must  be 
plainly  marked  on  the  outside  as  to 
contents.  Specifications  and  forms  of 
tender  may  be  obtained  at  the  Works 
Department,  Room  12,  City  Hall.  Tend- 
ers must  comply  strictly  with  condi- 
tions of  City  By-Laws  as  to  deposits  and 
sureties,  as  set  out  in  specification  and 
forms  of  tender.  The  lowest  or  any 
tender  not  necessarily  accepted. 

T.  L.  CHURCH  (Mayor), 
Chairman,  Board  of  Control. 


BARBER 


LATERAL  MOTION  TRUCK  DEVICE 

ROLLER  SIDE  BEARINGS— PASSENGER,  FREIGHT,  LOCOMOTIVES 

70-TON  DOUBLE  ACTION  TRUCK.  LATERAL  AND  RADIAL  MOTION 

SPECIAL   ROLLER   BEARING   CENTER    PLATES 

LATERAL  MOTION  ROLLER  BEARING    JOURNAL    BOXES 

TILTING  BRAKE  STAFF— GIVES  CLEAR  DECK  ON  FLAT  CARS 

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IMIKI)   STATES; 


STANDARD  CAR  TRUCK  COMPANY 


CANADIAN   APPLIANCE   CO.,    LTD. 


I."i22    MrCiirmirk    lliiildinK. 
<  hirju'o.    Illinois. 


70S  New    Ilirks  Huildinc. 
Ml  iilriMl.  ((lichee. 


Canadian  Railway  and  Marine  World 


April,    1920 


Valve  Motion. 


al  Designer,  Canadian  National   Kailways,  Moncton,   N.Ii. 


The  duties  which  a  locomotive  valve 
gear  has  to  perform  are  exacting  in  the 
extreme,  as  it  has  to  control  the  distri- 
bution of  steam  to  the  cylinders  with 
almost  perfect  precision  through  a  wide 
range  of  cut-offs  in  forward  and  reverse 
direction.  There  is  no  apparatus  on  a 
locomotive  upon  which  the  economical 
working  depends  so  largely,  and  when 
wu  consider  that  at  diameter-speed  the 
movement  of  the  distribution  valve  is 
reversed  672  times  a  minute,  we  can  ap- 
preciate with  what  care  the  design  must 
be  undertaken. 

From  the  point  of  view  of  economical 
steam  distribution,  valve  motion  design 
has  today  reached  a  point  where  it  can- 
not be  greatly  improved  upon,  and  the 
chief  attention  of  the  designer  has  for 
the  last  few  years  been  taken  up  with 
questions  of  accessibility  and  low  main- 
tenance cost,  his  aim  being  to  apply  a 
gear  which  would  run  and  keep  square 
from  shopping  to  shopping  with  the 
minimum  of  attention.  Considered  from 
the  stand-point  of  steam  distribution 
alone,  I  doubt  if  a  well  designed  and  pro- 
perly set  Stephenson  gear  has  ever  been 
excelled,  but  owing  to  inaccessibility, 
high  maintenance  cost  and  its  great  lia- 
bility to  get  out  of  square  due  to  the 
springing  of  parts  and  development  of 
lost  motion,  the  Stephenson  gear  has 
become  a  back  number,  and  I  shall  only 
refer  to  it  for  purposes  of  comparison. 

For  several  years  past  practically 
every  locomotive  built  in  this  country 
has  been  equipped  with  an  outside  gear, 
the  vast  majority  with  Walschaert's,  and 
to  this  gear  I  shall  devote  most  atten- 
tion. Of  all  locomotive  valve  gears 
made,  Walschaert's  is  the  simplest  to 
understand,  to  design  and  to  set,  and 
when  this  gear  has  been  well  designed 
and  correctly  set,  it  will  keep  square 
for  an  indefinite  length  of  time.  The 
simplicity  of  the  gear  lies  in  the  fact 
that  the  valve  receives  its  motion  from 
two  sources,  first  from  the  crosshead 
through  the  combination  lever,  and  sec- 
ond from  the  eccentric  through  the  link, 
and  each  of  these  sources  of  motion  can 
be  dealt  with  separately  without  consid- 
ering the  influence  of  the  other,  both  in 
designing  and  setting. 

The  motion  derived  from  the  combi- 
nation lever  is  equal  to  the  steam  lap 
plus  the  lead  and  it  attains  its  maxi- 
mum travel  when  the  engine  is  on  the 
dead  centers,  it  is  not  affected  in  any 
way  by  the  reverse  gear  but  remains  the 
same  in  all  position  of  the  lever.  The 
motion  derived  from  the  link  is  simply 
a  symmetrical  motion  front  and  back  of 
the  center  line,  and  is  increased  or  de- 
creased according  to  the  distance  of  the 
link  block  from  the  center  of  the  link. 
When  the  link  block  is  exactly  in  the 
center  of  the  link,  there  is,  of  course,  no 
motion  from  this  source  and  as  the  block 
gets  by  the  center  the  motion  is  reversed. 
When  the  engine  is  on  the  front  or  back 
dead  center  the  link  assumes  such  a  po- 
sition that  the  reverse  lever  can  be 
moved    backward    and    forward    through 


the  entire  travel  without  imparting  any 
motion  to  the  valve,  and  the  distance  the 
valve  is  off  center  is  entirely  due  to  the 
position  of  the  combination  lever  which 
is  at  its  maximum  travel  at  these  points. 

The  proportioning  of  the  length  of  the 
combination  lever  is  a  simple  matter 
when  wc  have  decided  on  the  steam  lap 
and  load  required.  The  length  of  the 
combination  lever  from  the  ladium  bar 
connection  to  the  union  link  connection 
must  bear  the  same  proportion  of  its 
length  from  the  radius  bar  connection 
to  the  valve  stem  crosshead  connection 
as  does  half  the  stroke  of  the  piston  to 
the  lap  plus  the  lead  plus  1/64  in.  The 
1/64  in.  is  added  to  the  lap  plus  the  lead 
to  take  care  of  lost  motion.  Care  must 
be  taken  that  the  length  of  the  combina- 
tion lever  adopted  will  bring  the  lower 
end  of  the  lever  to  the  correct  level  to 
connect  up  with  the  union  link,  especi- 
ally if  the  union  link  is  connected  direct- 
ly to  the  wrist  pin,  which  is  the  prac- 
tice generally  adopted  unless  the  Rip- 
ken  Kingan  main  rod  arm  is  used. 

I  have  seen  various  rules  as  to  the 
length  of  the  radius  bar  and  eccentric 
rod,  but  they  are  for  the  most  part  worth- 
less, as  our  problem  is  to  apply  a  gear 
to  a  locomotive;  we  are  not  permitted 
to  design  a  valve  gear  and  then  build 
aa  engine  around  it.  The  best  rule  we 
can  adopt  therefore  is  to  make  both  the 
radius  bar  and  the  eccentric  i-od  as  long 
as  circumstances  will  pemiit  and  with 
ordinary  wheel  bases  this  will  invariably 
give  satisfactory  results.  The  radius  of 
the  link  slot  center  line  is  of  course  de- 
termined by  the  length  of  the  radius  bar, 
and  the  preferred  location  of  the  link 
support  bearings  is  such  that  the  hori- 
zontal center  line  is  on  a  level  with  the 
radius  bar  connection  to  the  combination 
lever.  This  location  may  be  varied 
within  reasonable  limits,  without  aifect- 
the  valve  events  to  any  appreciable 
extent;  for  instance,  on  a  locomo- 
tive with  a  very  large  cylinder  the 
steam  chest  center  line  and  the  cyl- 
inder center  line  are  of  necessity  quite 
a  distance  apart,  and  in  this  case  the  link 
support  is  sometimes  lowered  an  inch 
or  two,  to  bring  the  link  tail  nearer  to 
the  horizontal  center  line  of  the  axle. 
The  angle  through  which  the  link  rocks 
should  not  exceed  45°,  and  if  it  can  be 
kept  lower  so  much  the  better. 

The  eccentric  rod  connection  to  the 
link  tail  should  be  kept  within  3  in.  or  4 
in.  of  the  horizontal  center  line  of  the 
axle,  in  order  to  keep  the  angularity  of 
the  eccentric  rod  within  limits,  and  ow- 
ing to  this  angularity  of  the  rod,  it  will 
be  found  necessary  to  offset  the  tail  con- 
nection of  the  link  in  order  to  give  it  the 
same  angular  travel  on  either  side  of 
the  central  position.  I  have  heard  men 
with  a  good  deal  of  experience  state  that 
an  approximately  con-ect  offset  is  all 
that  is  required,  but  as  it  is  just  as  easy 
to  make  this  offset  correct  as  otherwise 
I  always  prefer  to  make  it  dead  right. 
The  eccentric  crank  must  be  set  so  that 
it  brings  the  link  dead  on  its  central  po- 


sition when  the  engine  is  on  either  front 
or  back  dead  center,  and  the  throw  of 
the  eccentric  pin  must  be  such  that,  act- 
ing in  combination  with  the  radius  of 'the 
link  tail,  it  will  give  the  required  angu- 
lar travel  to  the  link.  The  reverse  shaft 
location,  length  of  arm,  and  swing  link 
are  very  important  considerations,  and 
unless  great  care  is  exercised  in  the  ar- 
rangement of  these  details  the  efficiency 
of  the  motion  may  be  considerably  re- 
duced. The  arc  which  the  reverse  shaft 
arm  describes  should  be  so  arranged  as  to 
reduce  the  link  block  slip  to  a  minimum  in 
all  positions  of  the  reverse  lever,  special 
attention  being  paid  to  the  running  posi- 
tion in  fore  gear.  It  is  impossible  to 
avoid  link  block  slip  altogether,  but  it 
can  be  kept  pretty  low,  and  if  this  is  not 
carefully  looked  after  the  effect  will  be 
seen  in  the  valve  events  and  also  in  the 
wear  on  the  link  and  link  block.  The 
steam  chest  center  line  should  be  outside 
the  cylinder  center  line  far  enough  to 
permit  of  bringing  the  whole  motion  into 
practically  a  straight  line,  thus  elimi- 
nating the  necessity  for  rockers,  and  do- 
ing away  with  the  twisting  effect  and 
lost  motion  which  the  use  of  rockers  in- 
volves. 

All  road  locomotives  equipped  with 
Walschaert  gear  should  be  so  arranged 
that  the  link  bottom  is  in  the  bottom  half 
of  the  link  for  fore  gear,  the  eccentric 
of  course  following  the  crank  pin.  The 
advantages  of  this  arrangement  are  that 
the  wear  on  the  link  support  bearings  is 
diminished  and  the  link  block  slip  in  run- 
ning position  may  be  kept  very  small,  as 
the  swing  link  describes  an  arc  which 
is  very  similar  to  the  arc  struck  by  a 
point  in  the  bottom  of  the  link,  the  con- 
cave side  of  both  these  arcs  being  up- 
permost. It  is  very  important  that  the 
design  of  this  gear  should  be  as  good  as 
it  is  possible  to  make  it,  for,  if  it  is 
faulty,  it  is  impossible  for  the  valve  set- 
ter to  correct  its  faults.  With  a  badly 
designed  Stephenson  gear,  a  good  valve 
setter  could  often  get  very  fair  results 
in  running  position,  by  sacrificing  the 
other  positions  of  the  reverse  gear,  but 
with  a  Walschaert  gear  this  is  out  of 
the  question,  as  it  is  squared  on  the  dead 
centers,  and,  if  the  design  is  good,  all 
the  valve  events  naturally  come  within 
very  close  limits  of  being  square,  but  if 
they  do  not  there  is  practically  nothing 
the  valve  setter  can  do  to  correct  them. 

It  must  be  borne  in  mind  that  the  chief 
aim  of  the  designer  is  to  obtain  as  near- 
ly as  possible  a  perfect  steam  distribu- 
tion, but  the  most  important  considera- 
tion with  the  valve  setter  is  to  get  four 
level  beats  up  the  stack.  A  perfect  steam 
distribution  will  of  course  give  a  per- 
fect exhaust,  but  a  perfect  sounding  ex- 
haust does  not  necessarily  mean  a  per- 
fect steam  distribution,  by  any  means. 
The  steaming  properties  of  the  boiler, 
and  the  fuel  economy,  depend  very 
greatly  on  the  evenness  of  the  exhaust, 
and  if  the  exhaust  is  ragged,  the  vacuum 
in  the  smokebox  is  unsteady  and  the  fire 
is   soon   pulled   in   holes,   resulting   in   a 


168 


CANADIAN  RAILWAY  ANlJ  AlAUINK  WOULD 


April,  1920. 


Kt'iil  «».»t.    ..f  fii<  I      Till-  iIiMk'inr  IhiTf- 
,     .  ■     ■ .  .  I    ox- 
Mi-  n 
..■  urt- 
t>  1     )i:i      tu    K'>'t    uii    I  Viii    t  xhai.i:>l    at    all 
rMrd.s.      The    lloniml    Ki'ltinK    for   n    Wul- 
.nchaiTt   ircnr   in   nqunrc   i>n   drml  (i-ntcrs, 
with  a  riinstiinl  U-nil   in  nil   positions  of 
tin-    rrv«T!««'    U'Vi-r,    liiit    there    is    another 
KottinK   which   is   Honietinien   resorteil   to, 
and  this  in  to  cive  no  lend  nt  all,  or  n 
verj"  Kliirht  leail  in  full  fore  irear  and  an 
in.r.-nsiiu'   I.;., I   jm    Hi.'   l.ver   in   notched 


full  Keur,  an  it  himlcra  tho  xtartinK  of 
the  enirine.  Some  tJ-xt  bookH  alno  tell 
ua  that  the  object  of  lend  in  to  runhion 
the  pinion  nt  the  end  of  its  ntroke.  If 
we  Mluily  the  question  closely,  we  will 
aK-ree,  I  think,  that  both  of  these  nrjfu- 
ments  nre  incorrect.  I^nd  cannot  hin- 
iler  ntnrtini;,  unless  the  nilmissinn  taken 
place  connidernbly  before  the  pintun  com- 
nletes  its  ntroke,  and  as  a  matter  of  fnct, 
the  pre-admisnion  in  full  Kear  i.s  no 
small  that  it  can  hardly  be  measured; 
as    for   lend    cunhioninK     the     piston,   a 


up  toward  mid-^ear.  This  variable  lead 
is  a  feature  which  is  natural  to  the  Ste- 
phenson Rear,  with  open  rods,  and  this 
Rear  was  commonly  set  with  no  lead  in 
both  fore  and  back  full  Kenr,  but  in 
notching  up  from  either  of  these  posi- 
tions an  increasinK  lead  was  obtained. 
It  is  not  a  natural  feature  with  the  Wnl- 
schaert  gear,  however,  and  if  we  pro- 
duce it  in  the  fore  Rear  wc  do  so  nt  the 
expense  of  the  back  Rear. 

A  prevalent  idea  seems  to  be  that  it  is 
detrimental   to   have  any   lead  at  all   in 


glance  at  a  few  indicator  cards  will  show 
us  quite  plainly  that  compression  and 
not  lead  has  to  take  care  of  this.  The 
main  object  of  lead  is  to  K've  an  unre- 
stricted supply  of  steam  to  the  cylinder, 
when  the  piston  begins  its  stroke,  and 
with  the  pre-admission  down  to  about 
l/ri4  in.  it  is  impossible  that  the  steam 
admitted  to  the  cylinder  can  exert  any 
appreciable  turning  moment  on  the  axle 
until  the  crank  pin  has  gone  over  the 
center.  Although  the  lead  is  constant, 
on  a  normally  set  Walschaert  gear,  the 


prc-adminiion  incrvanen  as  the  lever  is 
notche<l  up,  no  that  if  the  cuahioninir  ef- 
fect of  the  live  8t«ara  in  really  re- 
c|uire<l,  we  have  thin  effect  increasing 
as  the  lever  in  pulled  toward  mid- 
Ki'AT.  I  do  not  pretend  to  nay  that 
the  pre-admisnion  increanen  to  the 
same  extent  an  on  a  Stephenson  Rear, 
but  I  think  it  in  Renernlly  admitted  that 
the  pre-admission  is  hixh  on  thin  (rear 
in  running  position.  The  real  object  of 
netting  the  Stephenson  (fear  with  no 
lead,  or  1/16  in.  or  so  blind,  in  full  i;ear, 
was,  not  to  overcome  the  detrimental 
effect  of  lead  in  full  (rear,  as  this  is  non- 
existent, but  to  brinvr  the  closure  point 
to  such  a  position  that  the  compression 
would  not  be  excessive  when  runnin(f  at 
hifrh  speeds,  so  that  if  this  variable  lead 
settini;  with  Walschaert  gear  is  justi- 
fied, it  is  throu(;h  its  influence  on  the 
other  valve  events,  such  as  cut-off,  re- 
lease, closure,  etc.,  as  the  lead  itself  has 
no  influence  one  way  or  the  other  in 
startin(r. 

We  will  now  take  a  look  at  the  valve 
diagram  shown  in  fiif.  1,  plotted  for  one 
of  our  large  passen(rer  locomotives.  This 
engine  has  24  x  28  in.  cylinder,  a  14  in. 
valve,  6  in.  valve  travel,  '4  in.  constant 
lead,  1 — 1/16  in.  steam  lap  and  Vi  in. 
exhaust  clearance.  The  broader  ellipse 
in  the  center  shows  the  valve  travel,  in 
relation  to  the  piston  travel,  in  full  fore 
trear,  and  the  narrow  ellipse  inside  it 
shows  the  same  thing  with  the  lever 
notched  up  to  25<^f  cut-off.  The  dis- 
tance from  the  steam  edge  to  the  ex- 
haust edge  on  the  valve  over  the  pack- 
ing rings  is  2%  in.,  therefore  the  simi- 
lar ellipses  which  are  plotted  2%  in. 
above  and  below  the  center  ellipse,  with 
lighter  lines,  must  represent  the  move- 
ment of  the  exhaust  edges  of  the  valve. 
The  three  ellipses  shown  in  dotted  lines 
represent  the  movement  of  the  valve  set 
with  no  lead  in  full  fore  gear.  Picking 
out  the  valve  events  we  find  that  with 
the  '4  in.  lead  setting  we  have  the  cut- 
off at  23  in.  and  2378  in.,  the  release  at 
25  9/16  in.  and  26'4  in.  and  the  closure 
at  26  1.3/16  in.  and  27>a  in.  Set  with 
no  lead,  however,  we  have  the  cut-off  at 
23  9/16  in.  and  24'"^  in.,  the  release  at 
26'i  in.  and  26%  in.,  and  the  closure  at 
27 '■4  in.  and  2~S  in.,  so  that  the  net  re- 
sult of  adopting  this  latter  setting  is  to 
delay  the  cut-off  from  »3"'"c  to  86.KV, 
the  release  from  92.6';'r  to  94.5rc  and  the 
closure  from  96.6'>  to  98""^,  an  improve- 
ment in  the  starting  position  of  2.4,  1.9 
and  1.4'7r  of  the  stroke  respectively. 

The  valve  diagram  shown  in  fig.  2  is 
plotted  for  the  same  locomotive  in  full 
back  gear,  the  ellipse  shown  in  dotted 
lines  representing  the  valve  movement 
with  the  variable  lead  setting.  In  this 
case  I  have  two  lines  '4  in.  above  and 
below  the  center  line,  representing  the 
amount  of  the  exhaust  clearance;  these 
lines  will  determine  our  release  and  clos- 
ure points  in  the  same  way  that  the  out- 
side edges  of  the  steam  ports  did  in  fig. 
1,  and  will  simplify  the  diagrram.  .\ 
glance  at  this  diagram  will  show  us  that 
the  cut-off,  release  and  closure  point-'. 
are  advanced  in  backgear,  by  just  about 
the  same  amount  as  they  were  delayed 
in  fore  gear,  so  that  whatever  we  have 
gained  in  the  foregoing  position  we  have 
done  so  at  the  expense  of  the  back.  In 
the  short  cut-offs  there  is  so  little  dif- 
fereqce  in  these  two  settings  that  I  have 
only  plotted  one,  which  I  mentioned  be- 
fore when  alluding  to  fig.  1. 

Before  we  can  realize  exactly  how 
much  or  little  advantage  is  to  be  gained 
by  this  variable  lead  setting  in  full  force 


April,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


169 


gear,  we  shall  have  to  analyze  the  situ- 
ation a  little  further  and  go  into  the 
question  of  starting  tractive  effort.  We 
all  know  that  the  worst  starting  position 
for  a  locomotive  is  when  she  is  standing 
with  one  side  just  past  the  cut-off  point. 
In  this  case  the  whole  starting  effort  has 
to  come  from  the  other  cylinder  where 
the  crank  has  not  yet  reached  the  point 
of  maximum  leverage.  Fig.  3  shows 
the  position  of  the  crank  pin  of  this  loco- 
motive at  the  point  of  cut-off,  the  full 
line  indicating  position  with  normal  set- 
ting and  the  dotted  line  with  the  variable 
lead  setting.  It  is  evident  that,  when 
the  locomotive  is  standing  in  this  posi- 
tion, we  shall  get  the  minimum  starting 
effort,  as  all  the  turning  moment  has  to 
come  from  the  other  crank,  which  will  be 
either  at  B  b  or  C  c,  according  to  wheth- 
er A  a  represents  the  right  hand  crank 
or  the  left.  The  effective  length  of  the 
crank,  which  is  doing  the  work,  is  10  in. 
for  nominal  setting  and  10%  in.  for  the 
variable  lead  setting,  or  a  difference  in 
favor  of  the  variable  lead  of  6V47c,  so 
that  we  may  say  that  the  minimum  start- 
ing effort  of  this  locomotive  is  increased 
SVifc  by  this  setting.  I  do  not  wish  to 
convey  the  impression  that  this  locomo- 
tive can  be  improved  6^49'<j  by  this 
means,  as  the  maximum  tractive  effort 
is  not  affected  in  any  way,  and  the  only 
advantages  are  that  the  maximum  trac- 
tive effort  is  available  through  a  very 
slightly  wider  range  of  positions,  and 
in  the  very  worst  starting  position  the 
tractive  effort  is  increased  by  6%%.  As 
soon  as  the  locomotive  has  turned  a 
wheel  the  advantage  almost  entirely 
disappears,  the  slight  delay  in  the  re- 
lease and  closure  points  may  result  in  a 
slight  improvement  during  the  early 
stages  of  acceleration,  but  on  notching 
up  the  two  settings  are  practically  iden- 
tical. 

Fig.  4  shows  a  diagram  plotted  for  one 
of  our  mikado  locomotives.  This  loco- 
motive has  a  27  X  30  in.  cylinder,  14 
in.  valve,  6V2  in.  valve  travel,  Vs  in.  con- 
stant lead,  1  in.  steam  lap  and  no  ex- 
haust clearance.  The  chief  difference 
from  the  passenger  locomotive  settings 
are  reduced  lead,  reduced  steam  lap,  and 
elimination  of  the  exhaust  clearance. 

We  have  already  seen  that  reducing 
the  lead  will  give  us  a  later  cut-off  in 
starting  position,  and  have  decided,  I 
think,  that  this  is  an  advantage  when 
starting  the  load.  Reducing  the  steam 
lap  has  the  effect  of  lessening  the  period 
of  expansion,  but  by  reducing  the  ex- 
haust clearance  the  period  of  expansion 
is  lengthened  and  thus  the  ill  effect  of 
cutting  down  the  steam  lap  is  neutral- 
ized. The  reduction  or  total  elimina- 
tion of  the  exhaust  clearance  lengthens 
the  period  of  expansion  by  delaying  the 
release,  and  this  in  itself  is  a  good  fea- 
ture, but  it  has  also  the  effect  of  ad- 
vancing the  closure  point  and  the  ques- 
tion naturally  arises  as  to  why  it  should 
be  permissible  to  eliminate  exhaust 
clearance  and  thus  advance  the  closure 
point  on  freight  locomotives  and  not  on 
passenger  locomotives.  The  first  reason 
is  that  in  running  position  the  passenger 
locomotive  is  generally  notched  up  to  a 
much  earlier  cut  off  than  the  freight 
locomotive — about  25%  of  the  stroke 
instead  of  50% — and  the  second  the  pis- 
ton speed  of  the  passenger  locomotive 
averages  much  higher  than  that  of  the 
freight  locomotive. 

The  passenger  locomotive,  under  con- 
sideration, has  a  piston  speed  of  1,136 
ft.  a  minute  when  making  50  miles  an 
hour,  or  over  40%   higher  than  that  of 


the  freight  locomotive  at  30  miles  an 
hour,  and  the  higher  the  speed  the  higher 
the  compression  will  be,  provided  that 
all  other  conditions  are  equal.  It  is  a 
mistake  to  think  that  compression  al- 
ways starts  from  the  closure  point;  it 
does  at  very  slow  speeds,  but  as  the  speed 
increases  the  compi'ession  begins  earlier, 
owing  to  the  fact  that  the  piston  has  to 
sweep  a  considerable  volume  of  steam 
thi'ough  a  port  opening  which  is  narrow- 
ing down  for  the  closure,  in  an  increas- 
ingly short  space  of  time.  By  giving 
this  locomotive  exhaust  clearance,  we 
not  only  delay  the  closure  point,  but  also 
give  a  greater  exhaust  port  opening,  thus 
allowing  the  exhaust  freer  access  to  the 
atmosphere,  and  the  result  is  a  freer 
running  locomotive. 

You  may  say  that  when  the  locomotive 
is  working  at  a  short  cut  off  less  steam 
is  admitted  to  the  cylinder,  and,  there- 
fore, the  piston  has  less  to  sweep  out 
on  the  return  stroke,  but  if  we  consider 
for  a  moment  we  shall  realize  that  the 
exhaust  begins  with  the  release,  and  by 
the  time  the  return  stroke  has  begun 
there  is  very  little  difference  in  the 
amount  of  steam  left  in  the  cylinder, 
whether  running  on  long  or  short  cut 
off. 

When  dealing  with  the  question  of 
compression  we  have  to  look  into  the 
matter  from  several  different  view 
points.  From  the  point  of  view  of  econ- 
omy of  steam  consumption  per  unit  of 
power  developed,  the  higher  the  compi'es- 
sion  the  greater  the  economy,  provided 
we  do  not  run  the  compression  higher 
than  boiler  pressure.  This  is  on  account 
of  the  clearance  volume,  and  we  can 
readily  understand  that,  the  higher  the 
compression  the  less  steam  has  to  be 
supplied  from  the  boiler  to  build  up  the 
initial  pressure,  and  if  the  compres- 
sion reaches  boiler  pressure  there  is  no 
steam  drawn  from  the  boiler  until  the 
piston  actually  starts  its  working  stroke. 

The  next  thing  to  consider  is  the  power 
required,  as  it  is  no  use  trying  to  run 
on  a  very  fine  thread  of  steam  if  we 
cannot  get  the  tractive  effort  necessary 
to  keep  the  load  moving.  From  this  as- 
pect of  the  question,  compression  is  neg- 
ative effort,  and  a  high  compression 
curve  seriously  cuts  down  the  area  of  an 
indicator  diagram  and  the  mean  effective 
pressure,  thereby  reducing  the  power  de- 
livered. 

The  third  and  most  important  consid- 
eration is  machine  friction,  and  this  gen- 
erally limits  the  compression  in  prac- 
tice. When  the  compression  is  too  high, 
it  can  generally  be  detected  in  the  cab, 
as  the  locomotive  will  jig,  and  ride  bad- 
ly at  high  speeds,  and  the  effect  on  the 
rods  and  other  running  gear  will  be  dis- 
astrous if  this  condition  is  allowed  to 
continue.  If  we  compare  fig.  1  and  4 
we  find  that  the  closure  takes  place  at 
76%  of  the  stroke  for  the  passenger  lo- 
comotive in  ranning  position;  with  the 
freight  locomotive  running  at  the  same 
cut  off  the  closure  takes  place  at  73%, 
but  if  we  eliminate  the  exhaust  clearance 
on  the  passenger  locomotive  we  shall 
advance  the  closure  point  from  76%  to 
68%  of  the  stroke.  This  goes  to  show 
how  much  the  closure  point  is  affected 
by  the  amount  of  exhaust  clearance.  For 
my  own  part  I  do  not  think  the  actual 
closure  point  is  of  very  much  import- 
ance, but  that  the  exhaust  poi't  opening 
has  a  great  deal  more  influence  on  the 
compression  than  the  actual  position  of 
the  closure  point.  I  contend  that  if  we 
pay  proper  attention  to  the  exhaust  port 
opening,  the  closure  point  will  take  care 


of  itself. 

There  is  no  purely  mathematical 
means  of  determining  the  most  desir- 
able exhaust  port  opening,  and  this,  like 
so  many  other  problems  in  locomotive 
work,  has  had  to  be  determined  by  prac- 
tical experiments.  It  is  here  that  we 
find  the  chief  difference  between  pas- 
senger and  freignt  locomotive  setting, 
and,  still  referring  to  figs.  1  and  4,  we 
see  that  the  maximum  exhaust  port 
opening  in  running  position  for  the  pas- 
senger locomotive  is  just  over  1%  in., 
whereas  that  of  the  freight  locomotive 
is  just  over  1  9/16  in.,  when  running 
at  50%  cut  off,  while  if  we  notch  up  the 
freight  locomotive  to  the  same  cut  off 
as  the  passenger  locomotive  we  have  a 
maximum  exhaust  port  opening  of  only 
IVi  in.  This  maximum  port  opening  is 
only  maintained  for  a  few  inches  of  the 
stroke,  and  it  is  easy  to  understand  that 
when  this  port  opening  begins  to  narrow 
down  it  will  form  quite  a  choke  for  the 
exhaust,  at  a  high  piston  speed,  and  will 
build  up  quite  a  little  compression  before 
the  closure  point  is  reached. 

We  all  realize  that  a  locomotive  ex- 
haust has  to  be  choked  to  a  certain  ex- 
tent, to  obtain  a  high  velocity  jet  up  the 
stack,  which  will  induce  a  proper  draft 
through  the  grates,  but  this  choking 
should  be  done  by  the  exhaust  pipe  tip 
and  not  by  the  valve.  Any  choking 
which  is  effected  by  a  correct  exhaust 
pipe  tip  can  build  up  but  very  little 
back  pressure  in  the  cylinder,  whereas 
the  throttling  of  the  exhaust  by  the  valve 
builds  up  considerable  back  pressure, 
and  its  effect  on  the  draft  is  only  detri- 
mental. The  area  of  the  bore  of  the  ex- 
haust pipe  tip  on  the  passenger  locomo- 
tive under  consideration  is  about  23  sq. 
in.,  and  on  the  freight  locomotive  29  sq. 
in.,  and  the  valve  displacement  necessary 
to  give  a  port  opening  equal  to  the  area 
of  the  tip  will  be  approximately  11/16 
in.  for  the  Pacific  locomotive,  and  % 
in.  for  the  mikado.  This  11/16  in.  port 
opening  you  can  see  from  the  diagram 
is  maintained  for  53%  of  the  stroke  on 
the  Pacific  locomotive,  but  on  the  mikado 
the  %  in.  port  opening  is  only  maintained 
for  36%  of  the  stroke  when  notched  up 
to  the  same  cut  off  as  the  Pacific.  When 
the  mikado  is  manning  at  a  50%  cut  off, 
which  is  approximately  her  running  po- 
sition, the  %  in.  exhaust  port  opening  is 
maintained  for  58%  of  the  stroke,  which 
compares  favorably  with  the  Pacific.  I 
think  that  this  gives  us  the  chief  reason 
why  the  Pacific  setting  is  found  to  be 
more  suitable  for  high  speeds  and  short 
cut  offs,  while  the  mikado  setting  is  bet- 
ter on  the  slower  speeds  and  long  cut 
offs. 

We  will  now  sum  up  the  chief  differ- 
ences between  passenger  and  freight  lo- 
motive  settings,  and  as  far  as  possible 
the  reasons  for  the  variation.  The  pas- 
senger locomotive  has  a  greater  lead, 
which  gives  an  unrestricted  supply  of 
steam  to  the  cylinder  at  the  beginning 
of  the  stroke,  and  reduces  the  wire- 
drawing of  the  steam  at  high  piston 
speeds.  It  has  also  the  effect  of  increas- 
ing the  exhaust  port  opening,  which  we 
will  at  once  realize  when  we  consider 
that  the  exhaust  port  opening  at  the  end 
of  the  stroke  must  always  be  equal  to 
the  sum  of  the  steam  lap,  plus  the  lead, 
plus  the  exhaust  clearance,  so  that  the 
greater  any  of  these  three  properties 
are,  the  greater  by  that  amount  is  the 
exhaust  port  opening  at  the  end  of  the 
stroke.  The  freight  locomotive  has  a 
smaller  lead,  in  order  to  get  a  slightly 
later   cut    off,    which   will     increase   the 


170 


CANADIAN  RAILWAY  AND  MARINK  WORM) 


A[iril.    1920. 


KUrtmir  fffort,  iiml  u-  ihi-  Im'omolivo 
wiirkn   Rt    rolativcly  in,    it    is 

not    •uhji'i-t    to    WW.  nonrly 

the  Minn-  extent  a^  II  .     i   ontfin'". 

Till-  )>i>H^<'n»:t'r  lwonu>lr»i'  luin  a  tfrrnU-r 
Htt'iini  Inp.  which  IcnKthonK  the  |MTinil 
of  I'xpnniiiiin  iind  aUo  inrrciiix-H  th*'  cx- 
hjiUHl  |Mirt  opi-nitiK.  ni)  cxplaitu'd  lii'fiirc. 
Tho  frriifhl  locomotive  hns  n  smnllcr 
ntrnni  Inp,  which  nllowH  n  Kli^htly  later 
rut  »tT  in  full  Kear,  and  thou^'h  it  tends 
to  cut  down  the  [MTiod  of  expansion  a 
little,  the  ill  effwt  is  neutralized  hy  the 
reduction  or  total  elimination  of  the  ex- 
hMUHt  cleamrre.  The  imssonKer  loco- 
motive has  a  greater  exhaust  clearance, 
which  ha!it<'ns  the  release  and  delays 
the  closure  point,  but,  what  is  more  im- 
portant, it  incn'ase.s  the  exhaust  port 
openinjr  the  amount  neccisary  to  keep 
the  compression  below  the  limit  which 
will  irive  a  .«miioth  running  locomotive 
at  the  hi^:h  speeds  at  which  it  has  to 
work.  The  frei>rht  locomotive  has  little 
or  no  exhaust  clearance,  which  has  the 
effect  of  dclayintr  the  release,  which  is 
an  advantage.  It  also  has  the  effect  of 
advancintr  the  closure  point  and  restrict- 
ing the  exhaust  port  openintr,  but  there 
are  no  ill  effects  to  be  found  from  this 
at  the  lone  cut  offs  and  relatively  slow 
spee<ls  at  which  this  enpine  works.  From 
this  comjiarison  we  can  see  that  the  pas- 
senger locomotive  setting  has  been  de- 
veloped to  give  a  smart  and  free  running 
locomotive  at  high  speeds  and  short  cut 
offs,  while  the  chief  consideration  with 
the  freight  locomotive  setting  is  to  ob- 
tain the  greatest  possible  tractive  effort 
at  moderate  speeds  and  to  run  on  com- 
paratively long  cut  offs  with  the  great- 
est possible  economy  by  delaying  the  re- 
lease point  as  far  as  possible. 

I  wish  to  express  my  gratitude  to  W. 
U.  Appleton,  Mechanical  Superintend- 
ent, C.N.R.,  Moncton,  for  the  help  he 
has  given  me  in  getting  out  this  paper, 
both  in  the  way  of  suggestions  and  in 
affording  me  opportunities  of  taking 
readings  from  the  actual  locomotives. 

The  foregoing  paper  was  read  before 
the  Canadian  Railway  Club  recently. 


Birthdays  of  Transportation  Men  in  March. 


Coal  Car  Shortage  in  United  States — 
The  Interstate  Commerce  Commission 
issued  the  following  circular  March  2: 
The  supply  of  cars  available  for  the 
transportation  of  coal  is  insufficient  to 
meet  the  demand.  Unusual  movements, 
incident  upon  the  strike  of  coal  miners, 
has  brought  about  an  abnormal  location 
of  cars.  It  is  desirable  that  the  proper 
relocation  of  cars  shall  be  brought  about 
as  rapidly  and  with  as  little  confusion 
as  is  possible.  Critical  situations  still 
exist  in  which  fuel  for  essential  indus- 
tries and  purposes  must  be  provided.  The 
railways  and  the  coal  operators  have  all 
been  working  under  the  uniform  mine 
rating  and  car  distribution  rules  estab- 
lishc<l  by  the  Railroad  Administration, 
which  seem  to  be  generally  satisfactory 
and  to  meet  with  general  approval.  To 
the  end  that  conflicting  and  contradic- 
tory rules  on  different  roads,  and  in  dif- 
ferent fields,  may  be  avoided  in  the  un- 
usual conditions  which  now  exist  in  the 
industries  and  on  the  roads,  the  commis- 
sion recommends  that  until  experiences 
and  careful  study  demonstrate  that  other 
rules  will  he  more  effective  and  benefi- 
cial, especially  during  the  remainder  of 
the  early  spring,  the  uniform  rules  as 
contained  in  the  Railroad  Administra- 
tion's far  Ser\'ice  Section  circular  CS-31 
(revise<h   he  continued  in  effect. 

Passonger  fares  have  botn  advanced 
on  French  railways,  50''r ,  in  addition  to 
previous  advances. 


.Many    nui^py    rciurii'-    (.1    Uir   il;i;,    tc: 

r.  (;.  AdaniH,  Commercial  Agent,  T.R. 
K.,  an<l  DiviHion  Freight  Agent,  Orund 
Trunk  Pacific  Ry.,  WinnijH-g,  born  at 
St.  Johns  Nlld..  April  C,  1K7H. 

S.  S.  Anderson,  General  Manager, 
Sandwich,  Windsor  and  Amher»tburg 
Ry.,  Wind.sor,  Ont.,  bom  there  April  14, 
IhSl. 

W.  H.  Ardley,  ex  Comptroller,  O.T.R.. 
and  (Jraiid  Trunk  Pacific  Ry.,  .Montreal, 
born  at  London,  Eng.,  April  li-l,  ls.").s. 

Jas.  Black,  Freight  Claim  Agent,  C. 
P.R.,  Vancouver,  B.C.,  born  near  Sea- 
forth,  Ont..  April  19,  IR.'iS. 

C.  G.  Bowker,  General  Superintendent. 
Ontario  Lines,  G.T.R.,  Toronto,  bom  at 
Medford,  N..I.,  April  21,   1871. 

G.  C.  Briggs,  Supervisor  of  Buildings, 
Eastern  Lines,  Canadian  National  Rys., 
Toronto,  born  at  Cockemiouth,  Eng., 
April  2n,  1886. 

F.  D.  Burpee,  Superintendent,  Ot- 
tawa Electric  Ry.,  Ottawa,  Ont.,  born 
there,  Ai)r.  25,  1876. 

G.  Cobb,  Superintendent,  Western 
Division,  Reid  Newfoundland  Co., 
Bishop's  Falls,  Nfld.,  bom  at  Coupar 
Angus,  Scotland,  April  21,  1885. 

A.  V.  Collins,  Travelling  Auditor,  Can- 
ada Steamships  Lines  Ltd.,  Toronto, 
born  at  Island  Pond,  Vt.,  April  21,  18G8. 

R.  J.  Collins,  Chief  Dispatcher,  Cran- 
brook  Division,  British  Columbia  Dis- 
trict, C.P.R.,  Cranbrook,  bora  at  Win- 
nipeg, April  29,  1883. 

J.  P.  Doherty,  Port  Agent,  Canadian 
Government  Merchant  Marine  Ltd.,  St. 
.John,  N.B.,  born  at  Portland,  Me.,  April 
8,  1889. 

W.  A.  Duff,  Assistant  Chief  Engineer, 
Canadian  National  Rys.,  Moncton,  N.B.. 
bom  at  Hamilton,   Ont.,   April  20,   1877. 

A.  Gaboury,  Superintendent,  Montreal 
Tramways  Co.,  Montreal,  and  President 
Canadian  Electric  Railway  Association, 
horn  at  Montreal,  April  6,  1875. 

Lieut.-Col.  F.  A.  Gascoigne,  D.S.O., 
Secretary-Treasurer,  Canadian  Pacific 
Ocean  Services  Ltd.,  Montreal,  bom  at 
Gosport,  Hants,  Eng.,  April  2,  1866. 

J.  Murray  Gibbon,  General  Publicity 
Agent,  C.P.R.,  Montreal,  born  at  Ude- 
wella  Ceylon,  April  12,  1875. 

V.  A.  Harshaw,  Manager,  Fredericton 
&  Grand  Lake  Coal  &  Ry.  Co.,  and  New 
Brunswick  Coal  &  Ry.,  FVedericton,  N.B., 
born  at  Mono,  Ont.,  April  26,  1865. 

E.  .1.  Hilliard,  Division  Freight  Agent, 
G.T.R.,  Ottawa,  Ont.,  bom  at  Montreal, 
April    14,   1870. 

J.  H.  Johnston,  Supemitendent, 
Bridges  and  Buildings,  Eastern  Lines, 
G.T.R.,  Montreal,  bom  at  Uxbridge. 
Ont,  April  22,  1860. 

Capt.  A.  H.  Kendall,  M.C.,  Master  Me- 
chanic, Quebec  District,  C.P.R.,  Montreal, 
born  at  Aspatria,  Cumberland,  Eng.. 
April  4,  1878. 

G.  F.  Knight,  Superintendent,  St. 
Malo  shops,  Canadian  National  Rys., 
Quebec,  Que.,  born  at  Charlottetown,  P. 
E.I.,  Apr.  .?,  1879. 

A.  A.  I,arocque,  President,  Sincennes- 
McNaughton  Line  Ltd.,  Montreal,  and 
Second  Vice  President,  Dominion  Marine 
Association,  bom  at  Henry\'ille,  Que., 
April  :!0,  186R. 

G.  W.  Lee,  Commissioner  and  acting 
Chairman,  Timiskaming  &  Northern  On- 
tario Rv.,  North  Bav,  Ont.,  bom  at  Ren- 
frew. Ont.,  April   15,  1871. 

A.  MncDonald,  Traffic  Superintendent, 
Winnipeg  Electric  Ry.,  Winnipeg,  bom 
April    7.    1K72. 


W.  K.  .\I.Gill,  .A.iiMsUiM  SujH^^iintend- 
ent,  Montreal  Terminals  Diviition,  Que- 
bec District,  C.P.R.,  Montreal,  bom  at 
Toronto,   April   5,   18R4. 

J.  A.  Macgregor,  Superintendent,  EJd- 
monton  Division,  Alberta  District,  C.P. 
R.,  EdmonUjn,  bom  at  Dufftown,  Scot- 
land, April  ',,  1873. 

G.  P.  Macl.4iren,  Engineer,  Ontario 
District,  Canadian  National  Ryg.,  "To- 
ronto, bom  at  London,  Ont,  April  4. 
1878. 

B.  R.  .Marsales,  District  Freight  Agent, 
Canadian  National  Rys.,  Saskatoon, 
Sask.,  bom  at  Guelph,  Ont,  April  13. 
1887. 

Paul  J.  Mylcr,  President,  Canadian 
Westinghouse  Co.,  Ltd.,  Hamilton,  Ont, 
born  at  Pittsburg,  Pa.,  April  24,  1869. 

J.  H.  Norton,  Assistant  General 
Freight  Agent,  Fjistem  Lines,  Canadian 
National  Rys.,  Halifax,  N.S.,  bom  at 
Shaftesbury,  Eng.,  April  21,  1884. 

T.  R.  Percy,  General  Agent,  Canadian 
Pacific  Ocean  Sen-ices  Ltd.,  Yokohama, 
Japan,  bom  in  Ireland,  April  21,  1888. 

G.  D.  Perry,  General  Manager,  Great 
North  Westem  Telegraph  Co.,  Toronto, 
born  at  Whitby,  Ont.,  April  19,  1858. 

S.  J.  L.  Potter,  Local  Treasurer,  East- 
ern Lines,  Canadian  Northern  Ry.,  To- 
ronto, bom  at  Burrington,  Devonshire, 
Eng.,  April  5,  1887. 

R.  A.  Pyne,  Superintendent  of  Motive 
Power  and  Car  Department,  Eastern 
Lines,  C.P.R.,  Montreal,  bom  at  Toron- 
to, April  10,  1874. 

Lieut.  R.  S.  Richardson,  Superintend- 
ent, Canadian  National  Rys.,  Fort  Wil- 
liam, Ont.,  born  at  Napanee,  Ont„  Apr. 
9,  1865. 

E.  W.  Smith,  Superintendent,  Dining 
and  Parlor  Car  Senice,  G.T.R.,  Toron- 
to, born  at  North  Bridge,  Mass.,  April 
21,   1869. 

J.  A.  Sutton.  District  Fuel  Agent,  Can- 
adian National  Rys.,  Cochrane,  Ont, 
born  at  Moncton,  N.B.,  April  12,  1894. 

J.  J.  Sullivan,  Roadmaster,  C.P.R., 
Lauder,  Man.,  born  at  Fishers,  N.Y., 
April  29,  1866. 

G.  M.  Thomas  District  Freight  Agent, 
Canadian  National  Rys.,  Hamilton,  Ont, 
born  at  Dundas,  Ont.,  April  21,  1876. 

W.  S.  Tilston,  Chief  of  Montreal  Board 
of  Trade  Transportation  Bureau,  bom 
at  Manchester,  Eng.,  April  14,  1877. 

C.  H.  Towie,  Assistant  Superintend- 
ent, Smiths  Falls  Division,  Quebec  Dis- 
trict, C.P.R.,  Smiths  Falls,  Ont.,  bom  at 
Enfield,  Me.,  April  13   1878. 

W.  H.  Winterrowd,  Chief  Mechanical 
Engineer,  C.P.R.,  Montreal,  bom  at 
Hope.  Ind..  April  2,  1884. 

W.  Woollatt.  Vice  President  and  Gen- 
eral Manager.  Essex  Terminal  Ry., 
Walkerville.  Ont..  born  at  Weedon,  Hert- 
fordshire, Eng.,  April  2,  1855. 


H.  E.  Whittenberger,  General  Mana- 
ger, G.T.R.  Westem  Lines,  Detroit 
.Mich.,  in  remitting  his  yearly  subscrip- 
tion, writes:  "I  consider  Canadian  Rail- 
way and  Marine  World  a  very  finished 
periodical,  and  take  a  great  interest  in 
reading  it." 

Steel  Rail  Orders. — The  Algoma  Steel 
Corporation,  Sault  Ste.  Marie.  Ont.,  has 
booked  during  the  past  6  months,  orders 
for  nearlv  230,000  tons  of  steel  rails,  as 
follows:  140,000  tons,  85  lb.,  for  C.P.R.; 
50.000  tons.  85  lb.,  and  60  lb.,  for  Cana- 
dian National  Rys.;  .35,000  tons,  100  lb., 
A.R..\.  section,  type  A,  for  CT.R.,  and 
also  n   few  small   lots   of  S5   lb.  sections. 


April,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


171 


Agreement  for  Acquisition  of  Grand  Trunk  Railway  System  by  Dominion 

Government. 


Canadian  Railway  and  Marine  World 
for  March  contained  particulars  of  the 
G.T.R.  shareholders'  meeting-  in  London, 
Eng.,  at  which  it  was  decided  to  ratify 
the  agreement  arrived  at  between  the 
Dominion  Government  and  the  company's 
Chairman,  Sir  Alfred  Smithers.  Under 
the  authority  of  an  order-in-Council  pass- 
ed Dec.  31,  1919,  the  agreement  was 
signed  by  the  Minister  of  Railways,  Hon. 
J.  D.  Reid,  and  by  the  Railway  Depart- 
ment's Acting  Secretary,  and  was  sent 
to  the  Canadian  High  Commissioner  in 
London  for  execution  by  the  G.T.R.  Co.'s 
Chairman  and  Secretary.  The  agreement 
is  a  follows: 

Whereas,  by  an  act  of  the  Parliament 
of  Canada,  entitled  The  Grand  Trunk 
Railway  Acquisition  Act,  1919,  the  par- 
ties hereto  were  authorized  to  enter  into 
an  agreement  for  the  acquisition  by  the 
government,  on  the  terms  therein  stated, 
of  the  entire  capital  stock  of  the  Grand 
Trunk  except  the  guaranteed  stock 
amounting  to  £12,500,000;  whereas  the 
issued  capital  stock  of  the  Grand  Trunk 
(not  including  the  present  guaranteed 
stock)  consists  of  the  following: 

First   preference  stock.    o',h    f  3.120.000 

Second    preference   stock,    o'l    2.530.000 

Third   preference   stock,   i'^c    7.168.055 

Ordinary  or  common  stock  .....^. 23,955.437 

£37.073,492 

And  whereas  the  present  outstanding 
debenture  stocks  of  the  Grand  Trunk, 
consisting  of — 

Five  per  cent.  G.T.  debenture  stocks  ....£  4,270,375 
Five  per  cent.  Great  Western  debenture 

stocks     2,723,080 

Four  per  cent.  G.  T.  debenture  stocks  ..  24,624,455 
Four    per     cent.     Northern     debenture 

stocks     a08,215 

£31.926,125 

are  entitled  to  certain  voting  powers  at 
meetings  of  shareholders  of  the  Grand 
Trunk;  witnesseth:  that  the  parties  here- 
to have  agreed  as  follows: 

2.  Statement  of  Control.— The  Grand 
Trunk  represents  that  the  companies, 
properties  and  interests  comprised  in  the 
G.  T.  R.  System  are  correctly  and  fully 
set  forth  in  the  first  schedule  of  this 
agreement,  and  that  it  has  in  such 
schedule  correctly  and  fully  shown  how 
the  various  companies  and  their  under- 
takings are  controlled  by  the  Grand 
Trunk,  whether  by  stock  ownership  and 
to  what  extent,  and  whether  by  leases, 
agreements  or  otherwise,  distinguishing 
in  these  respects  the  direct  ownership 
and  control  by  the  Grand  Trunk  from 
the  indirect  ownership  and  control 
through  companies  included  in  the  sys- 
tem. 

2.  Sale  and  Purchase  of  Certain 
Stocks. — The  Grand  Trunk  hereby  under- 
takes and  agrees  to  use  its  best  en- 
deavors to  cause  the  sale  and  delivery  to 
the  government,  and  the  government 
agrees  to  acquire,  in  the  manner  and  on 
the  terms  hereinafter  set  forth,  the  pre- 
ference and  common  stock  of  the  Grand 
Trunk  now  issued  and  outstanding  to  the 
face  value  mentioned  in  the  recitals  to 
this  agreement. 

3.  Part  Consideration — Cessation  of 
Voting  Powers. — As  part  of  the  consider- 
ation for  such  acquisition,  the  govern- 
ment agrees  to  guarantee  the  pay- 
ment of — 

(a)  Dividends  payable  half-yearly,  at 
4%  per  annum,  upon  the  present  guar- 
anteed stock;  (b)  The  interest  upon  the 
present   debenture    stocks    as    and   when 


payable,  in  accordance  with  the  terms 
thereof;  these  guarantees  to  take  effect 
upon  the  date  of  the  appointment  of  the 
committee  of  management  hereinafter 
mentioned.  The  guarantees  shall  be  in 
form,  or  substantially  in  the  form,  set 
forth  in  the  second  and  third  schedules, 
respectively,  to  this  agreement,  shall  be 
signed  by  the  Minister  of  Finance  and 
Receiver  General  of  Canada  on  behalf  of 
the  King  in  the  right  of  the  Dominion 
of  Canada,  and,  forthwith  after  the  ap- 
pointment of  the  committee  of  manage- 
ment hereinafter  referred  to,  shall  be 
deposited  with  the  High  Commissioner 
for  Canada  in  London,  Eng.,  for  the 
benefit  and  information  of  all  parties 
concerned.  Provided  that  concurrently 
with  the  deposit  of  such  guarantees,  the 
voting  powers  at  meetings  of  shai-ehold- 
ers  of  the  Grand  Trunk  now  vested  in  or 
exercisable  by  the  holders  of  the  present 
guaranteed  stocks  and  the  present  deben- 
ture stocks,  respectively,  shall  cease  and 
determine  absolutely. 

4.  Committee  of  Management.  — 
Forthwith  after  the  ratification  of  this 
agreement,  as  provided  in  the  said  act, 
a  committee  of  management  of  the  G.  T. 
System  shall  be  formed,  consisting  of 
five  persons,  two  to  be  appointed  by  the 
Grand  Trunk,  two  by  the  government, 
and  the  fifth  by  the  four  so  appointed. 
The  functions  of  the  managing  commit- 
tee shall  be  to  insure  the  operation  of  the 
G.  T.  System  (in  so  far  as  it  is  possible 
to  do  so)  in  harmony  with  the  Canadian 
National  Rys.,  the  two  systems  being 
treated,  in  the  public  interest,  as  nearly 
as  possible  as  one  system.  No  contract 
or  agreement  shall  be  made  by  the  Grand 
Trunk,  or  by  any  company  comprised  in 
the  G.  T.  System,  and  controlled  by  the 
Grand  Trunk,  other  than  such  as  are 
necessary  for  the  usual  and  ordinary  busi- 
ness of  the  system  except  with  the  con- 
currence of  the  managing  committee,  and 
the  approval  of  the  Governor  in  council. 
The  managing  committee  may,  with  the 
consent  of  the  Governor  in  council,  bor- 
row from  the  govei'nment  on  Grand 
Trunk  notes,  or  other  obligations  or  se- 
curities approved  of  by  the  Governor  in 
council,  for  the  carrying  on  of  the  oper- 
ation or  improvement  of  the  G.  T.  Sys- 
tem. The  committee  shall  continue  to 
act  until  the  preference  and  common 
stocks  are  transferred  to  or  vested  in  the 
Government,  when  it  shall  be  discharged. 

5.  Examination  of  Books  and  Prop- 
erties.— The  books,  minutes,  reports, 
documents,  and  other  records,  and  all  the 
railways  and  properties  of  the  companies 
comprised  in  the  G.  T.  System,  shall  at 
all  times  be  accessible  and  open  to  in- 
spection and  examination  by  any  person 
or  persons  named  by  the  Minister  of 
Railways  and  Canals  of  Canada,  or  by 
the  board  of  arbitrators  hereinafter  men- 
tioned; and  all  proper  aid  and  assistance 
shall,  on  request,  be  rendered  to  such 
person  or  persons  by  the  committee  of 
management  and  by  the  officers  and  em- 
ployes of  the  Grand  Trunk  and  its  allied 
companies,  including  the  making  and  giv- 
ing of  extracts,  copies  and  statements. 

6.  Submission  to  Arbitration. — The 
value,  if  any,  to  the  holders  thereof,  of 
the  preference  and  common  stock  shall  be 
determined  by  a  board  of  three  arbitra- 
tors, one  to  be  appointed  by  the  govern- 
ment, one  by  the  Grand  Ti-unk,  and  the 
third  shall  be  Sir  Walter  Casi5els,  Judge 


of  the  Exchequer  Court  of  Canada,  who 
shall  be  Chairman  of  the  boai-d.  Should 
Sir  Walter  Cassels  die  or  be  unable  to 
act,  the  said  parties  shall  agree  upon 
another  third  arbiti-ator  who  shall  be 
either  the  then  Judge  of  the  Exchequer 
Court  of  Canada,  or  one  of  the  judges  of 
the  Supreme  Court  of  Canada,  and  who 
shall  likewise  be  Chairman.  Should  any 
vacancy  occur  in  the  board  of  arbitrators 
other  than  the  third  arbitrator,  the  arbi- 
trator to  till  the  vacancy  shall  be  appoint- 
ed in  the  same  way  as  the  arbitrator 
whose  .seat  has  become  vacant  was  ap- 
pointed. 

7.  Arbitration  Proceedings.  —  The 
board  of  ai'bitrators  shall  have  full 
power  and  authority  in  respect  of  the 
control  of  the  arbitration  and  the  pro- 
ceedings thereof  including  the  adminis- 
tration of  oaths  and  in  respect  of  the  ad- 
mission of  evidence.  The  board  shall 
have  power  to  employ  or  procure  such 
legal,  engineering,  actuarial  or  other  as- 
sistance and  such  evidence  as  it  may  re- 
quire. Should  the  arbitrators  require 
that  the  evidence  of  any  person  be  taken 
de  bene  esse,  or  out  of  Canada,  the  arbi- 
trators may  delegate  to  any  person 
power  to  administer  oaths,  to  take  such 
evidence  under  oath,  or  otherwise,  and  to 
transmit  to  the  arbitrators  for  use  upon 
the  arbitration.  The  evidence  upon  the 
arbitration  shall  be  taken  in  shorthand 
and  transcribed  by  competent  steno- 
graphers appointed  by  the  arbitrators 
and  duly  sworn. 

8.  Making  of  Award  and  Appeals. — 
The  award  shall  be  made  by  the  arbi- 
trators, or  a  majority  of  them,  within 
nine  months  from  the  appointment  of 
the  arbitrators,  or  within  such  further 
time  as  the  Governor  in  council  may  ap- 
prove. The  unanimous  award  of  the  ar- 
bitrators shall  be  final,  but  should  the 
award  not  be  unanimous,  and  should  no- 
tice of  appeal  be  given  by  either  party  to 
the  other  within  30  days  after  the  mak- 
ing of  the  award,  an  appeal  therefrom, 
upon  any  question  of  law,  shall  lie  to 
the  Supreme  Court  of  Canada,  and/or  to 
the  Judicial  Committee  of  the  Privy 
Council,  if  leave  be  granted  by  the  said 
committee. 

9.  Clerical  Errors. — The  arbitrators 
shall  have  the  power  to  correct  in  their 
award  any  clerical  errors  or  mistakes,  at 
any  time  within  two  weeks  after  delivery 
thereof. 

10.  Undisclosed  Liabilities. — Should 
the  government,  within  three  months  af- 
ter the  making  of  the  award,  claim  that 
there  existed  any  liabilities  of  the  Grand 
Trunk,  or  of  any  company  comprised  in 
the  G.  T.  System,  which  were  not  dis- 
closed to  the  board  of  arbitrators  prior 
to  the  making  of  their  award,  the  gov- 
ernment may,  within  such  period  of  three 
months,  apply  to  the  board  of  arbitra- 
tors to  amend  their  award,  and  the  board 
may  thereupon  decide  whether  such  lia- 
bilities existed  and  were  disclosed  to 
them,  whether  the  amount  of  their  award 
would  or  would  not  have  been  affected 
thereby,  and  the  amount  of  the  deduc- 
tion, if  any,  to  be  made  in  respect  there- 
of; and  may  amend  their  award  accord- 
ingly. 

11.  Limit  to  the  Amount  of  the 
Award. — The  value,  if  any,  so  determined 
shall  not  be  greater  than  an  amount  on 
which  the  annual  dividend  at  A'/r  per 
annum   on   the  aggregate   face  value   of 


172 


CANADIAN  UAIIAVAY  AND  MARINK  WORLD 


April.   1920. 


the   present  Ktutrnntecd    iitork    and    the 

new     k'uinj4rit.  Ill     -I.m  K     I'lkiii     lotrcther 
\v..l;  .      :f 

un'. 

U\<  .>!! 

n«>i  iiiii.s  ii,->  jiiiy 

ndii  •    the  value  to 

l)e     ■  !  t   .HO  fixed,  or 

Any  utlur  uiikjuiiI. 

12.  iHNue  of  new  (iunrnnterd  Stock. — 
Upon  the  vnlue  of  the  preference  and 
common  ."tock  Ik-hik  finally  determineil 
under  the  proviRionH  of  this  agreement, 
the  Crand  Trunk  shall  create  an  issue 
of  non-votinir  iKr  capital  stock.  The 
amount  thereof  shall  be  the  amount  of 
the  value,  if  any,  of  the  preference  and 
common  stock,  determined  as  above  pro- 
vided, less  such  deductions  therefrom  as 
are  to  Ik-  made  under  the  terms  of  this 
ajrreement.  The  government  shall  iruar- 
antee  to  the  holders  of  the  new  guaran- 
teed stock  that  there  shall  be  paid  a  di- 
vidend thereon  at  the  rate  of  4':r  per 
annum,  payable  half  yearly,  from  the 
<iate  of  the  appointment  of  the  commit- 
tee of  mana^rement.  The  new  puaran- 
ted  stock  shall  be  distributed  amonK  the 
holders  of  the  preference  and  common 
stock,  upon  the  transfer  to  or  vestinp 
in  the  government  of  such  stock,  in 
proportions  which  shall  be  determined 
by  the  arbitrators.  The  new  guaran- 
teed stock  shall  be  deemed  and  issued 
as  fully  paid  stock  and  free  from  calls 
and  other  liabilities.  The  new  guaran- 
teed stock  shall  be  in  the  form,  or  sub- 
stantially in  the  form,  set  forth  in  the 
fourth  schedule  to  this  agreement,  and 
the  guarantee  of  the  government  in  re- 
spect thereof  shall  be  signed  and  de- 
posited in  the  same  manner  as  is  pro- 
vided in  this  agreement  with  respect  to 
the  guarantee  of  the  present  guaranteed 
stock.  A  copy  of  the  guarantee  in  this 
clause  provided  for  shall  be  endorsed  or 
printed  upon  the  certificates  of  new  guar- 
anteed stock  as  from  time  to  time  is- 
sued. 

13.  Transfer  of  Preference  and  Com- 
mon Stocks — The  new  guaranteed  stock 
shall  be  issued  in  exchange  for  the  pre- 
ference and  common  stock  upon  the 
transfer  to  or  vesting  in  the  govern- 
ment, or  its  nominees,  of  such  prefer- 
ence and  common  stock  as  aforemen- 
tioned. Should  any  shares  or  any  part 
of  the  preference  and  common  stock  not 
be   transferred    to    the    government,    the 


Governor  in  council  may  declare  such 
shares  or  any  such  part  of  the  preference 
and  common  stcK-k  to  be  the  property  of 
the  .Minist*'r  of  Finance  in  tnist  for  His 
.Mnje-ity  and  upon  the  making  of  such 
declaration  the  shares  or  purl  thereof 
ni>t  so  transferred  shall  immediately  bo- 
i-ome  the  property  of  His  .Majesty,  and 
proper  entries  thereof  in  the  stock  regis- 
ters and  other  books  in  that  behalf  shall 
be  made.  The  amount  of  the  new  guar- 
anteeil  stm-k  to  which  the  holders  of  any 
such  shares  or  part  thereof  so  vested  in 
His  .Majesty  would  be  entitled  to  under 
the  terms  of  this  agreement  shall  be 
issued  and  delivered  to  such  holders,  or 
their  representatives,  upon  proper  appli- 
cation being  made  therefor  to  the  govern- 
ment and  the  surrender  or  delivery  of 
such  shares  to  the  government  or  its 
nominees,  or  proper  evidence  of  the  ap- 
plicants' rights  thereto  should  such 
share  certificates  be  lost  or  destroyed. 

14.  Redemption  of  Stocks. — The  pres- 
ent guaranteed  stock  and  the  new  guar- 
anteed stock,  or  any  part  thereof,  may 
be  called  in  or  redeemed  by  the  govern- 
ment or  the  Grand  Trunk,  at  par,  at  any 
time  after  five  years  from  the  date  of 
the  appointment  of  the  said  Committee 
of  Management,  on  six  months  notice, 
by  advertisement,  to  the  holders  thereof. 

1,5.  Vacating  of  Offices. — Upon  the 
preference  and  common  stock  being  vest- 
ed in  the  government,  or  its  nominees, 
the  Grand  Trunk  shall  cause  its  board  of 
directors,  and  the  board  of  directors  of 
each  Company  comprised  in  the  G.  T. 
System,  to  resign  or  vacate  their  offices, 
as  directors,  at  such  time  or  times  and 
in  such  manner  as  may  be  requested  by 
the  government,  and  nominees  of  the 
government  shall  be  duly  appointed  to 
the  vacancies  caused  thereby.  Should 
any  director  of  the  Grand  Trunk,  or  of 
any  company  comprised  in  the  G.  T.  Sys- 
tem, which  is  within  the  legislative  au- 
thority of  the  Parliament  of  Canada,  neg- 
lect to  resign  or  vacate  his  office  in  ac- 
cordance with  such  request,  the  Governor 
in  council  may  declare  the  office  of  any 
such  director  to  be  vacant  on  and  after 
a  date  to  be  named  in  such  order,  and 
may  appoint  a  director  in  his  stead. 

16.  Varying  Obligations. — After  the 
execution  of  this  agreement  and  until 
the  preference  and  common  stock  is  vest- 
ed in  the  government,  the  Grand  Trunk 
shall  refrain,  without  the  approval  of  the 


Companin  Controllnl  hj  SabcidUrx 

ChicaEO  ft    K*lamA7.oo  Terminal  Rd.  Co , 

Drtroit   A    Huron   Ky   Co 

Ponliac.    Oxford    &     Northern     Rd.    Co 

Cbicauo.    Kalamazoo    &    Saginaw    Ry 

Detroit    *    Ti.lodo    Shore    Lino    Ry.    Co 

Tolnln     Terminal     Railway     Co 

Belt    Ry.    Co.    of    Chieaso    _ _ 

ChlcaKo  *    Wntem    Indiana    Rd.   Co.    ..„ _ 

Grand   Trunk    Milwaukee   Car  Ferry   Co.   


G.T.    Pacific    Ilrmnch    Linea    Co _...„., 

G.T.    Pacific    Coaat    Steamahip   Co..    Ltd    

G.T.    Pacific    Development    Co.,    Ltd.    . 

G.T.    PaVific    Dock    Co.    of    Seattle    

G.T.     Pacific     .Sankatrhewan     Ry.     Co. 

G.T.     Pacific     Teleiiraph     Co 

G.T.    Pacific    Terminal    Elevator    Co..    Ltd 

The    Hulkley    A    Telkwa    Valley    Coal    Co 

The   National   Conitructrim  Co..   Ltd 

The    Pacific   Northern    &    Omineca    Ry.   Co..    Ltd. 
The  G.  T.    Pacific   Alaaka  Steamihip  Co..   Ltd. 


Companiea  of  G.T.R.  Co.  of  Canada 

/Controlled    by    G.T.    Western 

;■     Ry.    Co.    throuith    owner- 

'     ohip  of  100'^;    of  stock. 
r..ntrollcd  by  G.T.W.  Ry.  Co.  by  lease. 
O.T.W.  own«  r.O'-'r  of  stock 
G.T.W    owns    9.68<"r    of    stock. 
G.T.  Junction   Ry.  owns  1/12  of  slock. 
(J.T.    .lunction   Ry.   owna    1   6  of  stock. 
Controlled    by    Detroit.    Grand    Haven 
4t    Milwaukee    Ry.    throUKh    owner- 
ship of  lOC'r  of  stock. 


Ilarrp    Granite    Ry. 
Bethel     Granite     Ry 
Central     Verrr 
Montreal     A     I 
Mom  r.  Ill    *     V 


Transportation     Co. 
nre    Line    Ry.    Co.    . 

nt  Junction   Ry 

I  Inland    Ky.    C. 

.land    Rd.    Corporatic.ii 

■    Ry 

I    ft    Chambly  Rd.  Co. 
Northern    Rd   Co „„ 

Rd.  Co ; ,. 


C<inlrolled    by    G.T.    Pacific    Ry.    Co. 
hy    ownership    of    lOOr'r    of    stock. 


Controlled  by  G.T.  Pacific  Dock  Co. 
of  Seattle,  by  ownership  of  lOCc 
of  stock. 


I'ontrolled     by    C.V.     Ry.     by    owner- 
«hip  of   lOO^r   of  slock. 


..„  f  Controlled    by    C.V.    Ry.    by    lease. 


Governor  in  council,  from  varyinfr  by 
bylaws,  agreement,  or  in  any  other  man- 
ner whatsot'Ver,  the  rights  or  liabilities 
appertaining  to  the  capital  stocks  or  se- 
curities of  the  Grand  Trunk,  or  of  any 
com[>any  comprised  in  the  G.  T.  System, 
and  from  increasing,  without  such  appro- 
val, except  in  so  far  as  is  necessary  in 
the  usual  and  ordinary  conduct  of  the 
business  of  the  system,  or  as  may  be 
concurred  in  by  the  committee  of  man- 
agement and  by  the  Governor  in  council, 
the  obligations  or  liabilities  of  the  Grand 
Trunk  or  of  any  company  comprised  in 
the  G.  T.  System.  The  Grand  Trunk 
shall  also  refrain,  without  such  approval, 
from  declaring  any  dividends  on  any  of 
the  capital  stocks. 

17.  Superannuation  and  Pension 
Funds. — The  Grand  Trunk  Superannua- 
tion ^'und  shall  continue  in  existence,  and 
shall  continue  to  be  administered  as  at 
present,  and  in  accordance  with  the  rules 
and  regtilations  governing  the  same.  The 
rules  and  regulations  of  the  Grand  Trunk 
pension  system  shall  continue  to  be  ap- 
plicable to  employes  of  the  G.  T.  System 
until  a  general  pension  scheme  applicable 
to  all  employes  of  Canadian  Government 
owned  or  controlled  railways  shall  be 
adopted  and  become  effective.  The  rules 
and  regulations  of  the  Grand  Trunk  In- 
surance and  Provident  Society  shall  con- 
tinue to  be  applicable  unless  and  until 
the  government  shall  adopt  and  make 
eflTective  a  general  insurance  scheme  ap- 
plicable to  all  employes  of  Canadian  Gov- 
ernment owned   or  controlled    railways. 


Schedule    Companies   Directly   ControUed   by   G.  T. 
R.    Co.    of    Canada. 

Hay  City  Terminal   Ry.   Co.  Stock  owTiership  100% 

Canada  Atlantic  Transit  Co.  "  100% 

Canada    Atlantic   Transit  Co. 

of    U.S ••  100% 

Central   Vermont  Ry.  Co "  Majority 

Chnmplain    ft    St.    Lawrence 

Ry.     Co "  and  lease  100<^ 

ChicaKO.    New    York    ft    Boa- 
ton    RefriKe'r   Co Stock   ownership  100% 

Detroit,     Grand     Haven     ft 

Milwaukee    Ry.    Co lOCi 

Detroit    Terminal     Rd.     Co.  50<~c 

Grand    Rapids    Terminal    Rd. 

Co 100<"r 

Grand  Trunk  Junct-   Ry   Co.  lOO'i 

Grand  Trunk  Pacific  Ry.  Co.  "                    100% 
Grand    Trunk     Western     Ry 

Co ■•                    100% 

International     Bridge    Co.    ..  "                    100% 

Mirhiirnn    Air    Line    Ry "and  leaae  100% 

Montreal    ft    Southern   Coun- 
ties   Ry.    Co Majority 

Miintreol     WarehousinK     Co.  Majority 

.New    England   Elevator   Co..  100% 

Ontario  Car   Ferr)-  Co R0% 

Ottawa    Terminals    Ry.    Co...  100% 

Portlond    Elevator    Co 100% 

St.  Clair  Tunnel  Co 100% 

Terminal    Warehouse    Resis- 

tered     lOO--;. 

The    Canadian    Expreos   Co...  100<~c 
The   Erie.   London   ft   Tilson- 

bUTt    Ry.    Co lOO'V 

The     Ijichine.    Jacquen    Car- 
tier     ft     Maisonneuve     Ry. 

Co     ••                    100% 

The  Mairnnetawan  River  Ry. 

Co •■                     100% 

The   Oshawa    Ry.    Co "                    100% 

The   Kail   ft    River  Coal  Co.  ..  "                     100% 

The   Realty   AsseU   Co..   Ltd.  100% 
The    Toronto    Belt    Line    Ry. 

Co     100% 

Thousand    Islands    Ry.    Co.    ..  100% 
Tole<lo,  Saiiinaw  ft  Muskeson 

Ry.     Co _  ••                    100% 

Toronto   Terminals    Ry.    Co...  "                    B0% 
Transcontinental       Townsite 

Co..    Ltd "                  100% 

Unite<l   Sutes  ft   Canada  Rd. 

Co "  and  lease   100% 

Companiea  Controlled  by  G.T.K.  Co.  of  Canada  hy 
Lease. 

Atlantic   ft    St.    Ijiwrence   Ry. 
Buffalo  and   I.jike   Huron    Ry.   Co. 
Central    Counties    Ry.    Co. 

ChicaKO.  Detroit   ft   Canada  Grand  Trunk  Junc- 
tion  Rd.  Co. 

Cincinnati.    Satiinaw    ft    Mackinaw    Rd.    Co. 
licwiston   ft    Auburn   Rd.   Co. 
Norway    Branch    Rd.    Co. 
Pembroke  Southern    Ry.   Co. 


April,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


173 


In  no  case  shall  any  acquired  riphts  or 
vested  interests  in  either  the  pension  sys- 
tem or  the  Insurance  and  Provident  So- 
ciety be  affected. 

18.  Grand  Trunk  Pacific.— The  Min- 
ister of  Railways  and  Canals,  as  receiver 
of  the  G.T.P.  Ry.  System,  may  entrust  to 
the  committee  of  management  on  terms 
to  be  approved  by  the  Governor  in  coun- 
cil, the  exercise  of  such  of  his  powers  as 
Receiver  as  the  Governor  in  council  may 
deem  requisite,  in  order  that  the  opera- 
tion and  management  of  the  G.  T.  Pacific 
System  may  be  conducted  in  harmony 
with  the  operation  of  other  railways  and 
properties  under  the  control  of  the  com- 
mittee, and  upon  the  transfer  to  or  vest- 
ing in  the  government  of  the  preference 
and  common  stock  as  herein  provided  for, 
the  Governor  in  council  may,  on  such 
terms  and  conditions  as  may  be  deemed 
necessary  in  the  public  interest,  order 
the  discharge  of  the  receivership  of  the 
G.  T.  Pacific  System,  and  the  termination 
and  withdrawal  of  the  pi-oceedings  in  the 
Exchequer  Court  of  Canada  relating 
thereto. 

19.  G.T.P.    Guarantee    and    Claims.— 


For  the  purpose  of  the  valuation  provid- 
ed in  this  agreement,  the  obligations  of 
the  Grand  Trunk  as  guarantors  of  any 
indebtedness  of  the  G.  T.  Pacific  Co., 
or  of  the  G.  T.  Pacific  Branch  Lines,  or 
othei'wise,  and  the  claims  of  the  govern- 
ment against  either  of  the  above  men- 
tioned companies,  or  against  any  com- 
pany forming  part  of  the  G.  T.  R.  Sys- 
tem, shall  not  be  treated  as  extinguished 
or  affected  by  anything  contained  in  the 
said  act. 

20.  If  the  arbitrators  consider  that 
the  market  prices  or  quotations  of  the 
stocks  are  to  be  taken  into  consideration 
in  establishing  their  value,  they  shall 
not  take  into  account  the  fluctuation,  if 
any,  in  the  market  prices  or  quotations  of 
the  said  preference  and  common  stock 
caused  by  the  negotiations  between  the 
parties  hereto,  the  passing  of  the  said 
act,  or  the  execution  of  this  agreement. 
This  shall  not  be  taken  to  mean  that  the 
market  prices  or  quotations  are  relevant 
matter  to  be  inquired  into  by  the  arbi- 
trators. 

21.  Costs. — Each  of  the  parties  to 
this  agreement  shall  pay  its  own  costs  of 


and  in  connection  with  the  arbitration 
subsequent  to  the  date  of  this  agreement, 
including  the  remuneration  of  the  arbi- 
trator appointed  by  it.  The  remunera- 
tion of  the  third  arbitrator,  of  the  secre- 
tary of  the  arbitration  board,  secretarial, 
clerical,  reporting,  travelling  and  other 
necessary  expenses  which  may  be  con- 
sidered as  in  the  common  interests  of 
both  parties,  shall  be  equally  borne  by 
each  party.  In  order  to  provide  the  ne- 
cessary funds  to  pay  its  expenses  and 
its  share  of  the  common  expenses,  the 
directors  of  the  Grand  Trunk  shall  be 
entitled  to  create  a  fund,  by  means  of 
assessments  on  the  present  debenture 
stocks  and  present  guaranteed  stock,  in 
such  proportions  as  the  directors  in  their 
discretion  may  determine,  which  shall  be 
deducted  from  any  payments  on  said  de- 
benture and  present  guaranteed  stocks  as 
may  be  necessary: 

Should  any  difference  arise  as  to  what 
is  included  in  the  expression  "common 
interests  of  both  parties",  as  used  in  this 
clause,  such  difference  shall  be  settled  by 
the  board  of  arbitrators  on  the  applica- 
tion of  either  party. 


Graphic  Production  Control  Discussed. 


The  paper  on  graphic  production  con- 
trol, by  E.  T.  Spidy,  A.M.Am.Soc.M.E., 
Production  Engineer.  Angus  Shops,  C. 
P.R.,  Montreal,  which  was  published  in 
Canadian  Railway  and  Marine  World  for 
February,  was,  after  its  reading,  dis- 
cussed by  the  Canadian  Railway  Club's 
members,  as  follows: 

L.  C.  Ord,  Assistant  Works  Manager, 
Angus  shops,  C.P.R.  After  Mr.  Spidy's 
remarks  it  is  possible  that  some  of  the 
members  may  think,  from  the  amount 
of  color  on  the  charts,  that  this  subject 
is  a  complicated  one  which  I'equires  con- 
siderable staff  and  considerable  work. 
It,  however,  requires  a  very  small  staff 
to  operate,  as  in  a  shop  of  2,500  men 
the  total  additional  staff  required  to  han- 
dle this  would  not  be  more  than  four  or 
five  men,  and  with  this,  509o  increase 
should  be  obtained  in  the  output  with- 
out increasing  the  supervision.  This 
method  of  control  also  looks  after  the 
movement  of  material,  and  in  a  shop, 
large  or  small,  it  is  a  familiar  sight  to 
see  the  foreman,  who  should  be  watch- 
ing his  men,  chasing  over  to  the  stores 
or  elsewhere,  looking  for  material  which 
he  is  short  of.  Under  this  system  the 
chasing  of  material  is  done  by  one  man 
and  the  foreman  stops  moving  from  shop 
to  shop.  The  same  condition  applies 
where  are  several  shops  handling  the 
same  material.  One  fellow  knows  that 
the  stores  has  something  he  wants  and 
he  goes  and  gets  it,  but  with  the  sched- 
ule man  watching,  the  delivery  of  ma- 
terial is  cheeked  up,  and  he  sees  that  it 
is  distributed  to  the  shop  as  required. 
Where  large  quantities  of  material  are 
used  for  new  equipment  the  tracing  pro- 
position is  serious,  and  in  the  case  of 
some  items  it  is  handled  in  bulk.  We 
carry  considerable  stock  ahead  and  as 
the  supply  begins  to  run  low  the  check 
is  repeated  evci-y  day  until  it  is  received. 
This  system  shows  the  number  of  days 
the  shop  has  been  out  each  class  of  ma- 
terial. The  party  concerned  is  supplied 
with  a  list  of  the  outstanding  material 
that  is  short  and  he  can  act  on  the  situa- 
tion. The  staff  required  to  do  this  is 
extremely  small  and  the  men  who  spe- 
cialized on  it  does  more  work  than  sev- 
eral foremen.     In  any  large  shop,  where 


any  special  work  is  required  in  a  hurry, 
nothing  gives  a  quicker  answer  than  a 
schedule.  This  schedule  is  not  a  new 
method.  It  is  equivalent  to  putting  a 
lazy  man  on  the  basis  of  a  good  man. 
The  older  experienced  foremen  planned 
his  next  day's  work  the  day  before.  He 
knew  what  he  had  to  do  and  did  not  wait 
until  the  morning  to  assign  his  men  to 
their  different  work.  He  wrote  up  the 
list  of  what  was  to  be  done  and  told  his 
men  to  do  it.  Various  foremen  had  dif- 
ferent methods.  This  system  writes  up 
the  list  for  the  foreman  the  night  before 
and  gives  it  to  him  in  time  to  assign 
men  to  the  jobs  for  the  following  day, 
and  the  men  do  not  work  one  against 
the  other.  In  making  a  chart  you  have 
a  definite  and  uniform  method  and  with 
a  large  staff  every  man  knows  it  in  time. 
In  a  shop  where  you  put  four  or  five 
men  on  a  car  or  locomotive,  and  have 
some  working  on  the  wheels  and  some  on 
the  other  parts,  if  the  men  could  do  all 
the  work  it  would  then  be  a  simple  mat- 
ter to  take  the  material  as  it  came  along, 
but  the  modern  shop  is  gauged  up  to  its 
maximum  and  each  man  specializes,  and 
it  becomes  more  difficult  to  see  that  each 
man  gets  off  the  job  in  time  for  the  next 
man.  The  schedule  puts  that  in  the  hands 
of  each  foreman,  as  it  indicates  whether 
any  one  shop  is  late  repeatedly  or  whe- 
ther it  is  ahead  of  time.  In  almost  every 
shop  where  a  job  is  started  a  different 
schedule  is  required.  You  do  not  start 
off  and  find  out  later  where  you  are 
going  to  come  out  at.  Before  a  fore- 
man starts  a  job  he  has  to  make  a  de- 
finite plan  of  how  he  is  going  to  do  the 
work,  and  then  he  is  checked  up  to 
see  that  he  carries  it  out.  His  plan 
can  be  checked  up  in  detail  before 
he  starts  out  and  you  know  how 
closely  he  lives  up  to  it.  By  checking 
the  work  and  your  layout  you  can  see 
that  distribution  is  controlled  before  the 
job  starts  and  each  schedule  will  bring 
better  results  later  on.  The  last  point 
is  that  it  does  ensure  uniformity  of  out- 
put and  a  certainty  of  operation  that 
cannot  be  obtained  in  any  other  way. 

A.  McAlpin,  Angus  Shops,  C.P.R., 
Montreal.  Production  by  schedule  has 
been   so    clearly    stated    that,    to    shop- 


men at  any  rate,  questions  seem  hardly 
necessary.  That  is  as  far  as  the  paper 
goes.  But  there  is  one  thing  not  men- 
tioned in  the  paper  that  at  present  time 
has  a  distinct  bearing  on  the  paper  and 
in  the  future  may  have  a  still  more  di- 
rect bearing.  These  schedules  have  all 
been  based  on  an  output  under  a  piece- 
work system,  or  one  might  say  on  an 
accelerated  labor  basis.  As  the  Cana- 
dian railways  have  accepted  the  Mc- 
Adoo  award  and  as  one  of  the  clauses 
of  that  award  decrees  that  where  the 
men  rate  a  majority  against  piecework, 
it  automatically  shall  cease  to  exist.  I 
would  like  to  know  if  Mr.  Spidy  can  en- 
lighten us  as  to  how  we  are  to  keep  up 
the  labor  pace  to  fulfil  the  requirements 
of  the  present  schedule. 

E.  T.  Spidy.  You  ask  what  would 
happen  to  the  schedule  if  the  piecevi'ork 
system  fails.  At  Angus  shops  piecework 
is  in  force,  which  accelerates  the  output 
of  the  individual  and  this  would,  in  a 
way,  affect  the  schedule,  but  the  sched- 
ule in  itself  is  entirely  independent. 
Should  piecework  be  discontinued  the 
check  we  get  on  individual  operations 
by  the  piecework  foremen  would  also  be 
discontinued.  We  would  still  have,  how- 
ever, in  every  department,  the  check 
which  is  made  by  the  production  staff  in 
each  shop.  Should  piecework  be  discon- 
tinued, a  certain  number  of  the  piece- 
work staff  would  probably  be  absorbed 
into  supervision,  which  would  provide 
extra  foremen  to  check  up  the  work  and 
see  that  it  was  done.  My  own  opinion 
is  that  a  shop  without  piecework  re- 
quires a  production  schedule  that  is  more 
extensive  than  one  which  has  piecevvork, 
because  that  provides  the  only  individ- 
ual check  on  the  work.  Just  how  one  is 
going  to  prevent  a  slow  up  in  the  output 
is  a  matter  the  supervisors  will  have  to 
handle,  but  if  you  provide  the  super- 
visor with  a  list  of  work  required  each 
day,  he  has  something  definite  to  work 
to,  and  the  management  has  a  definite 
check  every  day,  it  can  be  readily  seen 
when  he  is  falling  down  and  where. 
The  schedule  will  tell  you  exactly  how 
your  shop  is  being  run,  which  will  give 
the  necessary  stimulus  to  get  the  output. 

W.    Blackbird,    Contract   Inspector,   G. 


17J 


CANADIAN  KAILWAY  AND  MARINK  WORLD 


April.  1920. 


T  R.     I  do  not  cunaidvr  that  our  nynti-m 

.1.      .■  y  u     i.n->    very    much    Ix-arirnt 

xplniiK'.!  !•>•  Mr.  Snuly. 

iM    of    ciititrBcl    which, 

...   ,...,   t,.,l  th 


(lUt- 

\\    1.  lit-       H       I'T     i  , 

put  in  the  ''y,-; 

ityiitfm.  Ki\'  "' 

havinK    »    »v>t.M 'ce». 

hasMi   upon    the  nvcrnKO   ""«"  *    produc- 
tion,  tho   man   that   is   capable   of  cloinK 
a  little  Iwtter.  l>v  the  extra  effort,  cams 
bonus.    It  hus  i.roved  to  be  of  very  itn-at 
a,i.i5tiini-i'  in  iiinintaining  the  uutput,  e»- 
;ir  iuhI  niotivo  power  deparl- 
Our  schedules  111  c  111!  upon 
^.  and  if  a  man   priMluces  an 
um,,uM   ..f  time  which  exceeds  hi.s  actual 
time    worked,    the    excess    time,    at    his 
hourly   rate   in   the  shop,   represents   his 
bonus.     1   do  not  think  the  systems  are 
com|iarable. 

W.  H.  Sample,  General  Superintend- 
ent Motive  Power  and  Car  Departments, 
G.T.R.  Mav  I  ask  Mr.  Mc.^lpin  if  he 
has  had  anv  experience  working'  with  a 
.•schedule,  on  piecework  or  working  on  a 
stated  hourly  basis,  and  did  he  make  a 
com|>arison   of   the   results? 

\  Mc.Mpin:  I  have  to  answer  in  the 
negative.  I  am  employed  at  the  Antrus 
shops  and  our  output  is  on  a  strictly 
work  basis. 

J      Bums.     Works     Manaper,     Anirus 
Shops,  C.P.R.:  I  do  not  think  we  can  com- 
pare this  schedule  with   piecework  as  it 
is  an  entirely  different  proposition      As 
Mr.   Spidy   explained,    the   intent   of   the 
schedule  is  to  plan  the  work  out  so  that 
each  unit  comes  in  its  proper  course,  and 
delay   is   thus   avoi.led.     When   we   start 
to  build  locomotives  or  cars,  we  have  to 
have  desipns  or  drawintrs  and  after  that 
the  patterns  have  to  be  made  and  cast- 
inus  and  other  materials  produced.     The 
schedule  is  framed  so  that  each  article 
comes    alonp    in    its    proper    turn       The 
piecework   has  nothing   to  do  with   this. 
Of  course   the  piecework   or  bonus   sys- 
tem has  to  do  with  the  output,  but  the 
schedule  has  to  do  with  it  in  a  different 
sense.     We  all  know  that  material  coni- 
ine  from  the  blacksmith  shop  or  the  ma- 
chine shop,  if  not  delivered  in  time,  will 
finally  cause  delay  in  other  parts  of  the 
shop     If  we  are  to  receive  steel  castings 
from  the  outside  stores  and  they  are  not 
delivered,   and   we   have   a   boiler  ready, 
it  has  to  wait  until  we  pet  the  castings. 
This  is  where  the  schedule  shows  its  pro- 
per use.    Anyone  who  has  seen  it  operate 
will   certainly  know  that  in  larpe   shops 
it   is   an   absolute   necessity,   and    it   can 
be  used  in  any  shop,  but  in  large  shops 
especially,  where  so  many   different  de- 
partments are  producinp  or  require  ma- 
terial, it  is  necessary  to  ensure  that  no 
delay  takes  place  at  the  different  parts 
of  the  shop.     We  have  found  that  m  our 
.shops  where  we   manufacture   parts   for 
locomotives  and  cars,  and  also  manufac- 
ture material   for  outside   points  on  the 
system,   the  machine   shop  foreman   pets 
orders  from   the  stores  for  material  for 
outside  points  at  the  same  time  that  he 
is    supplying    material    for    the    erecting 
shop,  and  if  the  foreman  of  the  erecting 
shop    is    waiting    for    the    material,    and 
the  man  at  the  outside  point  is  also  wait- 
ing for  it,  then  someboily  has  got  to  come 
in  between  who  knows  where  the  mater- 
ial   should     be    supplied     at     first.      The 
schedule   man    has    a    schedule    for   that 
material  and  he  knows  the  time  the  ma- 
terial   is    to   be    delivered.      He    has    the 
matter    in   hand   and   can   deliver   to   the 
stores,  also  at  the  same  time  produce  the 
article  for  the  erecting  shop,  in  time  to 
avoi<l  delay.     If  we  did  not  have  a  sched- 


ule, to  know  our  actual  re<luiremenU, 
wc  would  not  know  what  to  .lo.  When 
you  take  the  syKtem  all  the  way  through. 
It  helps  both  the  foreman  and  the  super- 
vision in  handling  the  work.  Kach  one 
knows  just  what  is  required  and  can 
bring  pressure  to  bear  at  the  proper 
time  to  get   the  desired   results. 

W.  A.  IJooth,  Chief  Draftsman,  C.T.R.: 
I    notice   that   considerable   iiuntion    has 
been  given  in  the  paper  about  the  liraw- 
ing  office.     As  a  general  rule  the  <lraw- 
ing  office  comes  in  for  very  little  credit. 
I  remember  my  first  chief,  the  late  Oeo. 
Holland,  saying  that  if  anyone  came   in 
for  criticism  it  was  generally  the  draw- 
ing office.     Co  anywhere  you  will;  it  is 
just  the  same,  the  drawing  office  is  the 
bumping  post  of  every  mechunical  insti- 
tution.    After  going  throuph  this  paper 
and  considering  the  subject,  I  am  satis- 
fied that  everything  hinges  on  the  draw- 
ing office.     That  office  must  prepare  the 
designs    and    drawings    before    the    pat- 
terns can  be  made,  and  the  foundry,  ma- 
chine  and   erecting   shops   are   all    more 
or  less  dependent  on  that  office.     1  said 
to  one  of  my  principals  a  short  time  ago 
that,   as   a   doctor   is   to   the   patient,   so 
the  drawing   office   is   to   the   shop  fore- 
men and  1  make  that  statement  without 
any  fear  of  contradiction. 

W    H     Winterrowd,   Chief   Mechanical 
Engineer,  C.P.R.:     In  all  fields  there  has 
always    been    incentive    to    produce    effi- 
ciently   and    economically.      Durinp    the 
past   few   years    that   incentive   has    be- 
come greater  and  1  do  not  believe  that 
we    have    ever   had   a    greater   incentive 
than  we  have  at  present,  to  produce  ef- 
ficiently and  economically.    The  greatest 
majoritv  of  successes  have  been  acconi- 
plished"by  individuals,  or  groups  of  in- 
dividuals,  who   have    had   a   full   knowl- 
edge of  all  the  facts  with  which  they  have 
had   to   contend,  all   possible   steps   hav- 
ing been  taken  to  eliminate  unc-ertainty. 
By    means     of    the     system     which    Mr. 
Spidv  has  described,  all,  or  the  greater 
part,"  of   uncertainty,    or   guess   work   is 
eliminated.     This  system  puts  facts  into 
the  hands  of  the  man,  or  the  men,  who 
have  to  use  them,  and  with  this  knowl- 
edge, and  within  the  sphere  described,  it 
is  possible  for  them   to  carry  out  their 
work  in  the  best  and  most  efficient  man- 


charts  will  iihow  the  workmen  whii'   • 
arc  doing,  at  the  end  of   the  day. 
will   be  a  benefit.     I   can   remenil  • 
time   when    there   was   keen   comi  ■ 
between    the    little    shops    and    t  • 
shops  on    the  C.P.R.  and   in   tho  • 
we  used   to   set  a  goo<l   pace   for     > 
shops.     I  am   glad  to  see  that  tl.' 
using   the  chart   system  to  increuM    ■  ■'■■ 
ciency.  .  ■     .       .u 

E.  T.  Spidv:  With  regard  to  the 
question  as  to'  how  the  estimates  are  ar- 
rived at.  In  the  case  of  locomotive  re- 
pairs, we  have  the  average  costs  for 
the  past  few  years,  and,  as  a  rule,  the 
class  of  job  is  one  which  has  been  done 
so  many  times,  that  it  is  pretty  well 
known  what  it  should  cost,  and  we  use 
these  averages  to  form  our  general  basis, 
but  the  general  average  is  only  good  in 
the  case  of  straight  repairs;  if  a  job  is 
extra  big,  we  add  a  certain  percenUge 
to  the  average  cost  to  make  our  total 
estimate.  In  the  case  of  individual  shop 
costs  we  estimate  on  the  straight  piece- 
work basis.  We  have  prices  for  each 
job,  and  by  simply  adding  up  the  differ- 
ent operations  we  get  the  total  costs  of 
the  job  in  that  shop.  Schedule  work 
cuts  the  time  between  jobs.  Piecework 
concentrates  on  the  job  itself.  The  sched- 
ule aims  to  cut  out  the  lost  time. 


T     C.    Hudson,    General     Master     Me- 
chanic, Canadian  National  Rys.:    I  think 
it  would  be  unwise  for  the  official  of  any 
other   road   to   attempt   to   criticize   this 
system    which    is    more    or    less    new    in 
many    respects.      In    the    Canadian    Na- 
tional   Rvs.   shops,   the   output   and   cost 
of   repairs   is   watched   very   I'losely.      It 
is  true,  as  Mr.  Ord  has  pointed  out,  that 
any   supervisor   in   a   shop   must  always 
look    ahead   and   plan    the   work    that   is 
coming  next,  but.  with  the  aid  of  these 
charts,  the  foreman  knows  each  day  just 
what  he  has  accomplished.     There  never 
has  been  a  time  when  increased  produc- 
tion was  more  neces.sary  than  at  present. 
We    have   heard    the   members   speaking 
about   dav    work   and   piecework,   and   it 
brings  lo  our  minds  the  fact  that  if  there 
is  one  thing  we   need  to  fear,  it   is   the 
tendency   which    exists    to   do   a    '''"»'!;'•• 
day's  work.  un.l.  will   have  to  deal  with 
this   thing   pretty   soon   or   we   will    suf- 
fer     European  nations  are  organizing  to 
increase  production  an<l  we  must  get  our 
thinking  caps  on  and  study  local  condi- 
tions   in    order   to   produce   more.      It    is 
,<iually  to  the  interests  of  the  working 
men    to    consider    this    matter    also.      It 
will    be    necessary    to    get     together     to 
bring  about  the  desired  result'.    If  these 


Annual  Passes  for  C.P.R. 
Employes. 

E    W.  Biattv,   K.C.,  President,  C.P.R., 
has  issued  the"  following  circular  to  of- 
ficers   and    employes:    Effective   Mar.   1, 
annual    passes    will    be    granted    to    em- 
ployes coming  within  the  following  clas- 
sifications  and   will    be   made   good   also 
for   employes    wife   where    desired    (one 
pass  for  two   persons).     Employe  on  a 
general     superintendent's     district,     who 
has  had  continuous  ser%ice  for  not  less 
than    10   years,    will   be   granted   annual 
pass    good    over   district    on    which    em- 
ployed.    Such  employe  who  has  had  con- 
tinuous  service   for   20   years  and   over, 
will   be   allowed  annual   pass   good   over 
Eastern  or  Western   Lines,  upon  which- 
ever  employed.     Employe   of  any   other 
department  of  the  service  will  enjoy  the 
same  privilege  as  above,  stating  the  ter- 
ritory  over   which   pass   desired.     These 
privileges   and   conditions   also  apply   to 
a  pensioner,  and  to  an  employe  who  has 
been  reinstated  or  re-employed,  not  out 
of  the   service   for  more  than   12  conse- 
cutive months,  and  given  seniority  upon 
return.     Women  employes  will  be  treat- 
ed  the   same   as   male   employes,   except 
that  passes  will  be  good  for  themselves 
onlv.      Upon    certain    trains,    such   as    i 
and"  8,  these  passes  will  not  be  honored. 
The    company's    general    pass    regula- 
tions   will    continue    in   force,    except   in 
respect    of    the    employes     above     men- 
tioned. 

No  16-Storey  Hotel  for  Montreal.— 
The  Montreal  .Administrative  Commis- 
sion is  reported  to  have  decided  Mar.  i' 
to  reject  the  application  which  the  city- 
council  had  approved  for  the  erection  ol 
a  16-storev  hotel  in  the  city.  The  com- 
mission took  the  ground  that  the  city, 
having  good  building  bylaws  should  not 
iH-rmit  any  variation  therefrom.  The 
bylaws  permit  the  erection  of  10-store> 
structures  only.  It  was  proposed  to 
erect  n  S.'i.OOO.OOO  building  on  St.  tatn- 
erine  St..  between  Peel  and  Metcalfe 
Streets.  Lord  Shaughnes.sy  and  t-  « • 
Beatty.  K.C..  of  the  C.P.R..  were  inter- 
este<l  in  the  project. 


April,  1920. 


175 


Railway  Development,  Projected  Lines,  Surveys,  Construction,  Betterments,  Etc. 


Rellechasse  and  Temisoouata  Counties, 

Que. — The  Minister  of  Railways  stated 
in  the  House  of  Commons,  March  22,  in 
answer  to  questions,  that  Parliament 
has  not,  within  the  last  few  years,  grant- 
ed a  charter  to  build  a  railway  between 
St.  Caniille,  Bellechasse  County,  and 
Cabano,  Teniiscouata  County.  Parlia- 
ment has  voted  subsidies  in  this  connec- 
tion, but  only  part  of  them  were  pranted, 
they  havinfr  lapsed. 

Canadian  Niagara  Bridge  Co. — .\ 
press  report  of  March  8  states  that  M. 
C.  Spratt,  special  attorney  representing 
the  New  York  Central  Rd.,  Toronto, 
Hamilton  and  Buffalo  Ry.,  and  Canadian 
Pacific  Ry.  companies,  which  are  pro- 
moting this  bridge  building  company,  had 
announced  that  the  land  under  option  on 
Grand  Island,  in  Niagara  River,  and  on 
the  U.S.  mainland  necessary  for  the 
company's  purposes  had  been  purchased; 
that  men  would  be  put  to  work  at  once 
clearing  up  the  land  on  Grand  Island,  and 
that  work  would  be  started  on  the  con- 
struction of  the  bridge  in  the  spring. 
Everything  in  connection  with  this  pro- 
ject is  being  done  as  secretly  as  possible, 
and  no  official  information  is  obtainable. 
(March,   pg.   135). 

Dauphin  Industrial  Railway  —  Ten- 
ders were  received  to  March  19  by  J.  A. 
Gorley,  Secretary,  Dauphin  Rural  Mu- 
nicipality, Man.,,  for  all  or  any  part  of 
the  following  equipment:  7  miles,  20  lb. 
rails,  24  in.  gauge,  with  and  without 
steel  ties;  4  curves,  24  in.  gauge,  40  ft. 
radius;    7    switches,   24   in.   gauge;    110,- 

000  ft.  b.ni.  tamarac  or  B.C.  fir,  .3'x6'.x 
16';  1  six  ton  gasoline  locomotive,  24  in. 
gauge;  1  three  ton  gasoline  locomotive, 
24  in.  gauge;  4  five  ton  dump  cars,  24 
in.  gauge,  with  or  without  roller  bear- 
ings;  4  five  ton  fiat  cars,  24   in  gauge; 

1  gasoline  or  steam  shovel  %  to  1  cubic 
yard  capacity. 

Dominion  -Atlantic  Ry. — The  new  sta- 
tion recently  opened  at  Bridgetown,  N.S., 
is  a  conveniently  arranged  structure  24 
-x  56  ft.,  with  20  ft.  overhanging  at  each 
end,  and  has  in  front  a  walk  390  x  12 
ft.  The  building  has  a  cement  pebbled 
nient,  the  main  structure  being  of  stucco 
on  ti-ussed  lath,  centered  with  base- 
dash,  with  smooth  finish  above  and  be- 
low, and  an  asbestos  shingle  roof.  The 
inside  finish  is  of  Douglas  fir  and  birch, 
the  ceilings  and  sidewalks  being  sand- 
finished  and  cream  tinted.  It  contains 
an  office  14  ft.  square;  ladies'  waiting 
room,  12  x  24  ft.;  men's  waiting  room, 
20  X  24  ft.,  and  baggage  room,  20  x  10 
ft.  The  building  is  heated  by  hot  air. 
On  the  opposite  side  of  the  track  a 
freight  shed  30  x  48  ft.  has  been  built. 
The  contractors  for  these  buildings  were 
.1.  H.  Hicks  and  Sons. 

A  press  report  of  March  15  states 
recent  storms  and  floods  in  Nova  Scotia 
washed  out  about  eight  miles  of  the  com- 
pany's railway  between  Plynipton  and 
Digby,  which  will  have  to  be  rebuilt. 
(Dec,  1919,  pg.  655). 

Edmonton,  Dunvegan  and  British  Co- 
lumbia Ry. — The  car  sheds  at  Edmon- 
ton, Alta.,  were  destroyed  by  fire  re- 
cently, along  with  2  cars  which  were 
being  repaired.  The  building  was  of 
frame,  150  x  50  ft.  (Nov.,  1919,  pg. 
602). 

\n  Edmonton,  Alta.,  press  report  of 
March  15,  states  that  the  Alberta  Gov- 
ernment, desiring  to  be  in  a  position  to 
make  a  deal  with  the  E.,  D.  and  B.C.R. 


m  the  event  ot  the  Dominion  Govern- 
ment not  taking  it  over,  has  prepared  a 
bill  for  submission  to  the  legislature,  ap- 
propriating §1,000,000  for  improvements 
on  the  line.  The  expenditures  proposed 
include  $200,000  for  ties;  a  large  sum  for 
ballasting  all  along  the  line,  and  par- 
ticularly between  Spirit  River  and 
Grande  Prairie;  $200,000  for  leasing  addi- 
tional locomotives,  and  money  to  pro- 
vide for  paying  interest  on  the  bonds  as 
it  be(anies  due.     (March,  pg.  134). 

Esquimalt  and  Nanaimo  Ry. — The  Bri- 
tish Columbia  Legislature  has  passed 
an  act  ratifying  the  agreement  between 
the  City  of  Victoria,  the  B.C.  Govern- 
ment and  the  company,  respecting  the 
construction  of  a  railway  and  general 
traffic  bridge  on  Johnson  St.  The  Lieu- 
tenant Governor  on  March  8,  returned 
the  bill  to  the  legislature,  recommending 
the  substitution  of  an  amended  agree- 
ment in  place  of  the  one  forming  Sched- 
ule A  of  the  original  bill.  The  amend- 
ment desired  was  considered,  and  an 
amended  bill  was  read  and  sent  fonvard 
to  the  committee  the  same  night,  and 
the  committee  reported  approving  of  the 
same,  March  10. 

A  press  report  states  that  the  Marine 
Department  at  Ottawa  has  directed  an 
enquiry  to  be  made  to  know  how  the  pro- 
posed new  bridge  will  affect  the  Dominion 
property  on  the  former  Songhees  Indian 
Reserve. 

A  contract  has  been  signed  for  the 
purchase  of  plans  for  the  special  span 
from  Strauss  Bascule  Bridge  Co.,  C!hi- 
cago.  111.,  and  we  are  advised  that  gen- 
eral detail  plans  and  specifications  are 
being  prepared  for  a  150  ft.  single  leaf 
combined  railway  and  highway  bridge. 

Grading  and  other  work  on  Lane  St., 
in  connection  with  the  approach  to  the 
new  bridge,  is  reported  to  have  been 
started  March  3,  under  charge  of  F.  M. 
Preston,  City  Engineer. 

There  has  been  deposited  with  the 
Public  Works  Department  at  Ottawa,  a 
description  of  the  site  and  plans  of  a 
wharf  and  transfer  slip  proposed  to  be 
built  in  Nanoose  Bay,  Vancouver  Island. 
(March,  pg.  135). 

Grand  Trunk  Pacific  Ry. — A  recent 
press  I'eport  stated  that  a  contract  was 
about  to  be  let  for  building  another  dock 
at  Prince  Rupert,  B.C.  It  will  be  an  ex- 
tension of  the  company's  present  wharf- 
age area,  and  will  involve  an  expendi- 
ture of  $600,000.  It  will  be  860  x  173 
ft.  and  will  be  provided  with  a  shed  820 
ft.  long,  with  a  capacity  of  25,000  tons. 
Two  tracks  will  be  laid  along  the  dock 
and  provision  is  also  being  made  for  a 
travelling  crane  and  2  elevators. 

A  press  report  states  that  the  United 
Farmers  of  -■Mberta,  Sedelva  Branch,  has 
been  advised  that  owing  to  financial  con- 
ditions, it  will  be  impossible  to  proceed 
with  building  the  Biggar-Calgary  Branch 
this  year.  The  line  is  in  operation  from 
Biggar  to  Loverna,  at  the  Saskatchewan- 
Alberta  boundary,  105  miles.  (Jan.,  pg. 
18). 

Hudson  Bay  Ry. — The  Lieutenant 
Governor's  speech  at  the  opening  of  the 
Manitoba  Legislature  recently  in  refer- 
ring to  the  Hudson  Bay  Ry.,  said:  "You 
will  again  be  asked  to  consider  resolu- 
tions requesting  the  completion  of  the 
Hudson  Bay  Ry.,  and  the  transfer  of 
the  natural  resources  of  the  province  to 
provincial  jurisdiction.  This  road,  in 
operation  to  the  seaboard,  and  the  real- 
ization of  the   long  cherished  desire  of 


our  people  to  be  in  possession  of  their 
own  resources,  would  permit  of  the  de- 
velopment of  the  extensive  timber  re- 
sources and  rich  mine  deposits  of  the 
northern  area,  and  produce  an  indus- 
trial activity  capable  of  sustaining  a 
large  population."  The  resolutions  had 
not  been  brought  before  the  legislature 
at  the  time  of  writing. 

Western  members  of  the  House  of 
Conimons  met  at  Ottawa,  March  18,  and 
decided  to  press  for  the  immediate  com- 
pletion of  the  Ikie.  It  was  stated  that 
a  delegation  from  the  Manitoba  Legis- 
lature would  go  to  Ottawa  to  ask  the 
Dominion  Government  to  proceed  with 
the  work.     (Dec,  1919,  pg.  654). 

Kettle  Valley  Ry.— The  Board  of  Rail- 
way Commissioners  has  authorized  the 
opening  for  freight  traffic  of  the  portion 
of  the  line  from  mile  13.6,  near  Prince- 
ton, B.C.,  to  mile  8,  south  of  Princeton, 
5.6  miles. 

The  British  Columbia  Legislature  is 
being  asked  to  ratify  an  agreement  be- 
tween the  B.C.  Government  and  the 
K.V.R.  Co.  for  the  building  of  a  railway 
from  Pentieton,  towards  the  Interna- 
tional Boundary  to  open  up  the  irriga- 
tion settlement  in  the  southern  Okana- 
gan  valley.  The  length  of  the  projected 
line  is  about  50  miles,  exclusive  of  the 
stretch  of  navigation  at  Dog  Lake.  Three 
miles  of  railway  will  be  built  from  Pen- 
tieton to  the  north  shore  of  Dog  Lake, 
where  a  whai'f  will  be  built  and  a  ferry 
service  put  on  to  the  lower  end  of  the 
lake,  from  which  point  the  railway  will 
be  continued  to  the  irrigation  settlement. 
It  is  stated  that  this  means  the  con- 
struction of  25  miles  of  railway  during 
this  year.  Construction  on  the  remain- 
ing mileage  will,  it  is  said,  be  carried 
on  during  1921,  the  route  being  along 
the  shore  of  Osoyoos  Lake  to  the  In- 
ternational Boundary  at  Oroville,  Wash. 
'The  route  is  to  be  laid  out  by  the  gov- 
ernment. 

The  Board  of  Railway  Commissioners 
in  Dec,  1919,  approved  of  a  route  plan 
of  the  line  from  the  south  end  of  Dog 
Lake  to  the  Indian  Reserve  near  Okan- 
agan  Falls,  about  750  ft. 

The  British  Columbia  Legislature  is 
being  asked  to  authorize  the  B.C.  Gov- 
ernment to  enter  into  an  agreement  with 
the  K.V.R.  Co.  for  building  a  line  from 
Coalmount,  near  Princeton  to  the  Gran- 
ite Creek  Coal  Mines.  A  press  report 
stated  that  the  agreement  had  not  been 
completed. 

Montreal,  Joliette  and  Transcontin- 
ental Junction  Ry. — The  Dominion  Par- 
liament is  being  asked  to  extend  the  time 
within  which  the  company  may  begin 
and  complete  the  building  of  its  project- 
ed railway  from  Montreal  to  Joliette  and 
thence  to  Parent,  Que.,  on  the  National 
Transcontinental  Ry.,  180  miles.  The 
Quebec  Legislature  last  session  voted  a 
subsidy  of  4,000  acres  of  land  a  mile  to 
the  company  to  aid  the  construction  of 
the  railway,  a  condition  being  attached 
to  the  effect  that  if  25  miles  of  the  line 
are  not  completed  by  Dec.  1,  1920,  the 
subsidy  will  be  cancelled. 

This  company  was  incorporated  by  the 
Dominion  Parliament  in  1918,  with  E. 
J.  Walsh,  F.  T.  Delaney,  H.  S.  Short,  C. 
W.  Butler  and  L.  J.  Kelroe,  Ottawa,  as 
provisional  directors.  The  Joliette  and 
Lake  Manuan  Colonization  Ry.  Co.,  in- 
corporated nearly  20  years  ago,  had 
power  to  build  over  practically  the  same 
route,  but  after  some  clearing  and  grad- 


17G 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


April.  1920. 


inK  w«»  done  Ihr  com|Miny  went  into 
liquidation,  and  its  «M.-t«  wore  offerwl 
for    »«le    under   •    court    onler    in    .*wpt.. 

isn:.    (.July.  1018.  pK  ■-•>'"•>       ..  „    „ 

Mount  MrK«v  and  Kakabeka  I-allH  K). 

.       .       1., mile   to   the    On- 

,  .1  the  time  ilur- 

milwny  nnil 
HIS  imn..ri.<.,  .  vi.  ..-.■!.>  thereof  niny 
"U-  opomtcil  by  steam,  an.l  to  extwd  the 
time  for  the  completion  of  the  line."  au- 
thi.rir.Hl  This  railway  extcnd.-i  from  the 
Fort  Willinm.  Ont.,  city  boundao'  J"»" 
nhoul  ."•  miles  westerly,  and  is  use<l  for 
MvilchinK  by  the  railways  entcrinK  tort 
William.  It  was  oriRinally  dosifrned  as 
an  electric  railway,  the  intention  beinK 
to  build  from  Lot  10.  Kaknbcka  Falls, 
to  the  mouth  of  Mission  River,  and  thence 
nlonc  the  shore  of  Thunder  Bay  to 
.Squaw   Bay.     (Oct..  1917.  pR.  M:?). 

Klin  Flon  and  Mandy  Mines^— .\  press 
report  states  that  the  Manitoba  Govern- 
ment has  decided  to  build  a  railway  from 
Pao  to  the  Flin  Flon  Mine,  at  an  esti- 
mnted  cost  of  $2..'i00.000,  as  soon  as  the 
.1  :i  i;  companies  arc  prepared  to  puar- 
a  certain  tonnaKC  of  ore.  It  is 
M-.  1  that  the  Canadian  National  Rys. 
will  be  asked  to  operate  the  line.  The 
object  is  to  provide  an  outlet  for  the 
copper  ores  of  the  district,  of  which  the 
largest  is  the  Flin  Flon  Mines;  another 
beinp  the  Mandy  Mine.  There  have  been 
several  rumors  to  the  effect  that  this 
Flin  Flon  property  had  been  sold,  the 
latest  beinp  that  the  International  Nickel 
Co.  had  bouRht  it  for  $1,000,000  cash, 
but  this  is  denied.  Another  report  is 
to  the  effect  that  the  Mandy  Mine  plant 
and  equipment  is  being  transferred  to 
the  Flin  Flon  Mine. 

Quebec  Central  Ry.— We  are  officially 
advised  that  tenders  have  been  received 
for  buildinc  the  extension  from  Scotts  to 
St.  Isadorc.  Que.,  to  connect  with  the 
Quebec  bridpe,  and  that  it  is  expected  a 
contract  will  be  awarded  by  April  1. 

The  Quebec  Legislature,  at  its  last 
session,  granted  a  subsidy  of  2.000  acres 
of  land  a  mile,  not  convertible  into  money 
by  the  Rovemment,  for  a  further  exten- 
sion of  the  Quebec  Central  Ry.'s  Chau- 
diere  Valley  Branch,  from  its  present 
terminus  at  Lake  Frontier  to  St.  Pam- 
phille.  L'Islct  County,  25  miles.  The 
road  will  follow  the  boundary  line  be- 
tween Quebec  and  Maine  and  will  open 
up  a  rich  timber  and  agricultural  sec- 
tion. We  are  officially  advised  that  no 
decision  has  been  arrived  at  by  the  com- 
pany as  to  when  construction  will  be 
commenced.      (May,   1919,  pg.  254). 

St.  George's  Coal  Fields  Ltd.— The  re- 
port presented  at  the  annual  meeting 
held  recently  at  St.  John's,  Nfld.,  refer- 
red to  the  development  of  the  company  s 
mining  properties  which  cover  an  area  of 
10  square  miles.  It  sUted  that  during 
Oct.,  1919,  W.  F.  Canning  made  prelim- 
inary sur\eys  for  building  a  railway  and 
the  provision  of  shipping  facilities  when 
such  become  necessary.  He  reported 
that  the  country  traversed  presented  no 
engineering  difficulties,  and  that  Little 
Harbor,  in  Laporte  Bay.  is  the  most  suit- 
able point  for  a  shipping  port,  it  being 
open  all  the  year  round  and  conUins 
water  deep  enough  for  the  largest  ships 
afloat  clo.se  to  its  shores.  J.  J.  St.  John 
is  President  and  T.  J.  Freeman,  Secre- 
tary, of  the  company. 

St.  John  and  Quebec  Ry.— The  Lieu- 
tenant Governor's  speech  at  the  open- 
ing of  the  New  Brunswick  Legislature, 
March  11.  -said  among  other  things:— "I 
am  pleased  to  know  that  the  Valley  Rail- 
way   has    been    completed    to    Westfield, 


and  is  lioing  opcraU-d  by  the  (-anadinn 
National  Rv-..  to  St.  John.  The  com- 
pletion .if  the  railway  will  not  only  prove 
u  great  convenience  ami  avenue  of  trade 
to  the  people  along  its  whole  length  from 
Westfield  to  Centreville.  but  will  affiird 
another  entrance  from  the  west  to  St. 
John,  ime  of  Canada's  winter  por»s.  In 
view  of  the  heavy  burden  imposed  upon 
the  people  to  build  this  railway,  it  is  a 
matter  for  sincere  congratulation  that 
the  government  has  b.een  able,  by  reason 
of  the  lowered  price  in  the  Engli.sh  mar- 
ket of  its  guaranteed  debenture  stock 
and  the  rate  of  exchange  prevailing,  to 
purchase  an<l  cancel  such  a  portion  of 
the  outstanding  stock  as  to  effect  a  con- 
siderable reduction  in  the  liability  for  the 
construction  of  this  road." 

A  deleiration  from  the  Centreville- 
Grand  Falls  district  waited  on  the  New 
Brunswick  Government  at  Frcdericton. 
recently,  and  asked  that  the  extension 
of  the  line  from  Centreville  be  built  as 
planned  originally.  The  delegation  is 
reported  to  have  been  advised  that  the 
Dominion  .subsidy  for  the  portion  of  the 
projected  extension  between  Grand  Falls 
and  Andover  had  lapsed  or  been  cancelled 
in  1912.  and  that  the  only  funds  now- 
available  out  of  the  guaranteed  bonds  in 
the  hands  of  the  Prudential  Trust  Co.. 
Montreal,  amount  to  $20,000  a  mile  for 
about  12  miles  of  line.  The  estimated 
cost  of  the  line  from  Centreville  to  And- 
over. 23  miles,  is  $50,000  a  mile.  (Jan., 
pg.  18). 

Timiskaming  and  Northern  OnUrio 
Ry. — A  press  report  states  that  the  T. 
and  N.O.R.  Cop'mission  has  bought  40 
acres  of  land  adjoining  Liskeard  station 
and  will  use  part  of  -it  as  the  site  for 
freight  sheds  to  be  built  this  year. 

A  deputation  from  Parry  Sound  wait- 
ed on  the  Ontario  Government  recently 
and  urged  that  consideration  be  given 
to  a  project  for  extending  the  T.  and 
N.O.R.  from  North  Bay  to  Parry  Sound. 
Two  routes  were  suggested,  one  of  77.5 
miles  and  the  other  81  miles.  The  pre- 
mier is  reported  to  have  informed  the 
deputation  that  consideration  would  be 
given  the  matter  when  the  price  of 
labor  and  construction  material  became 
less  prohibitive,  and  other  conditions 
more  favorable.     (Nov.,  1919,  pg.  60.3.) 

Timiskaming    District— At    the    open- 
ing  of    the   Quebec    Legislature's   recent 
•session    the     Lieutenant  Governor     said: 
"A   railway   in   the   Timiskaming   region 
has  become  a  necessity  and  my  govern- 
ment is   taking  steps  to  secure  its  con- 
struction."    The  building   of  a   line  into 
this  region   has   been   discussed   for  sev- 
eral   years    past,    and     several     projects 
have  been   initiated  for  the  construction 
of  a  railway  along  the  Ottawa  and  Des 
Quinze  River  valleys,   the  most   import- 
ant one  being  that  promoted  by  the  In- 
terprovincial    and    James    Bay    Ry.    to., 
under  C.P.R.  auspices.    The  Quebec  Leg- 
islature  offered   subsidies    in   aid   of   the 
construction  of  such  a  line,  but  until  the 
present  time  the  conditions  have  not  war- 
ranted    its     construction.        The     M.    J. 
O'Brien  interests  have  now  projected  the 
development  of  the  Des  Quinze  fall?  for 
power     purposes,    and     the    construction 
there    of   a    large    pulp   and    paper    mill, 
thus    rendering    railway    connection    ne- 
cessao'.       The     Nipissing     Central     Ky. 
(electric),    owned    by    the    OnUrio    Gov- 
ernment and  opedated  by  the  Timiskam- 
ing and  Northern  OnUrio  Ry.  C  om.n>'s- 
sion,  has  a  Dominion  charter  to  build  a 
"line    into    this    territoo'.    ""d    proposals 
are    nported    to   be   already    under   con- 
■iideration  for  building  an  extension  from 


Liskeard,  Ont.  Such  a  line,  however, 
would  not  serve  the  large  area  of  Que- 
l)oc  Province,  lying  east  of  Ijike  TimU- 
kaming.  which  would  be  opene<l  "P  "X 
the  Interprovincial  and  James  Bay  Ry.. 
or  any  of  the  Quebec  chorU-red  com- 
panies which  had  proposed  to  build  into 
the  territory. 

The  Quebec  Legislature,  following  up 
the  intimation  quoted  above,  has  grant- 
ed a  subsidy  of  $1,«;00  a  mile  to  the 
C.P.R.  towards  the  building  of  66  miles 
of  railway,  either  from  the  terminus  of 
the  branch  line  from  Mattawa,  at  Tim- 
iskaming, or  Lumsdens  .Mills,  as  it  was 
called  formerly,  or  from  Kipawa.  a 
branch  of  this  line,  northeasterly  by  way 
of  Ville  Marie,  to  the  Des  Quinze  River. 
Provision  is  made  in  the  act  for  the  pay- 
ment of  a  further  cash  subsidy  at  the 
rate  of  $6,400  a  mile  for  the  construction 
of  this  railway,  in  the  event  of  the  Do- 
minion Parliament  not  voting  a  subsidy 
for  iU  construction.  ,   „   „  ,     „ 

Toronto.  Hamilton  and  Buffalo  Ky. — 
The  Board  of  Railway  Commissioners 
has  authorized  the  rebuilding  of  a  bridge 
over  the  main  line  at  Hamilton.  Ont. 
(Jan..  pg.  18). 

Wabash  Rd.— A  press  report  states 
that  owing  to  increasing  traffic,  the 
Wabash  Rd.  will  build  a  second  track  be- 
tween Welland  and  Bridgeburg.  Ont.  Tlie 
Wabash  Rd.  does  not  own  any  track  in 
Canada,  but  operates  under  lease  the 
Grand  Trunk  air  line  from  the  Niagara 
River  to  the  Detroit  River. 


United  States  Railway  Notes. 

The  Director  General  of  the  U.S.  Rail- 
road Administration  announced.  March 
:?  that  the  condition  of  the  money  market 
for  several  months  had  not  been  such  as 
to  warrant  the  carrying  through^  of  the 
National  Equipment  Corporation  s  plan, 
which  was  proposed  before  the  railways 
were  returned  to  private  control. 

The  United  States  second  assistant 
Postmaster  General  is  reported  to  have 
stated  recently  that  the  aerial  mail  ser- 
vice is  not  costing  the  country  anything, 
but  is  saving  the  people  more  than  $100- 

000  a  year,  that  it  costs  considerably 
les=   than   $400,000  a   year  to   operate  a 

1  500  lb.  mail  capacity  airplane  one  round 
trip  dailv  between  New  York  and  C  hi- 
cago,  and  by  establishment  of  such  a 
schedule,  the  Post  Office  Departnierit  has 
been  able  to  discontinue  nearly  $o00.000 
worth  of  railway  distributing  space  and 
clerical  hire. 

The  Capreol,  Ont..  Railway  Y.  M.  <:.  A. 

Building  under  construction  by  the  Can- 
adian National  Rys.,  was  destroyed  by 
tire  Feb.  29,  the  damage  being  estimated 
at  about  $75,000.  We  are  advised  that 
the  building  was  well  advanced  to  com- 
pletion, and  that  rebuilding  has  been 
started.  An  illustrated  description  of 
the  building  was  given  in  Canadian  Rail- 
way and  Marine  World  for  Fcbruao'- 

Canadian  National  Railway  Organiia- 
, ion—The  Minister  of  Rjulways  stated 
in  the  House  of  Commons,  Mar.  l.i.  that 
no  action  had  been  taken  in  the  direction 
of  the  organization  provided  for  by  tne 
National  Railway  Corporation  Act.  The 
government  has  been  waiting  until  it 
could  be  decided  what  action  could  be 
taken  in  connection  with  the  Grand 
Trunk  Ry.  System,  so  that  in  forming 
the  organization  the  government  could 
Uke  into  consideration  all  the  railways 
that  go  to  make  up  the  Canadian  Na- 
tional Rys.  System. 


April,  1920. 


177 


Mainly  About  Railway  People  Throughout  Canada. 


J.  R.  W.  Ambrose,  Chief  Engineer,  To- 
ronto Terminals  Ry.,  has  been  elected 
Chairman  American  Railway  Engineer- 
ing Association's  Roadway  Committee, 
of  which  he  has  been  a  member  since 
1910,  and  of  a  subcommittee  of  which  he 
was  ChaiiTTian  in  1915,  1916  and  1917. 

George  Bradshaw,  who  was  Supervi- 
sor of  Safety  under  the  U.S.  Railroad 
Administration  at  Detroit,  Mich.,  has,  on 
the  return  of  the  railways  to  their  own- 
ing companies  entered  Pere  Marquette 
Rd's  sei-vice.  He  was  born  at  Franklin, 
Ky.,  Sept.  12,  1873,  and  entered  railway 
service  Nov.  17,  1902,  since  when  he  has 
been,  to  May  1,  1909  Assistant  Claim 
Agent,  Chicago  &  North  Western  Ry., 
Chicago,  111.;  May  1,  1909,  to  Mar.  16, 
1913,  General  Safety  Agent,  New  York 
Central  Lines,  New  York,  N.Y.;  Aug. 
16,  1913,  to  Sept.  21,  1918,  Safety  En- 
gineer, G.T.R.  and  Grand  Trunk  Pacific 
Ry.,  Montreal,  Winnipeg  and  Toronto; 
Oct.  1918  to  Mar.  1,  1920,  Supervisor 
of   Safety,    U.S.R.S.,    Detroit,    Mich. 

Sir  George  McLaren  Brown,  European 
General  Manager,  C.  P.  R.,  London,  Eng., 
arrived  in  Canada,  Mar.  8,  on  a  business 
trip. 

Lt.  Col.  Botsford  Busteed,  K.C.,  who 
died  in  Montreal  Mar.  24,  aged  63,  was 
a  brother  of  F.  F.  Busteed,  C.E.,  Van- 
couver, B.C. 

H.  C.  Butler  has  been  apointed  Man- 
ager, Montreal  Locomotive  Works,  suc- 
ceeding D.  W.  Eraser,  appointed  Vice 
President  in  charge  of  sales,  American 
Locomotive  Co.,  and  Montreal  Locomo- 
tive Works,  at  New  York,  N.Y. 

Henry  J.  Cambie,  Special  Asistant  En- 
gineer, C.P.R.  and  Chief  Engineer,  Esqui- 
malt  and  Nanaimo  Ry.,  Vancouver,  B.C., 
who  retired  fi'om  active  service  Mar. 
15,  was  born  in  County  Tipperary,  Ire- 
land, Oct.  25,  1836,  and  on  Sept.  1,  1852 
entered  the  office  of  Walter  Shanly,  Chief 
Engineer,  Toronto  and  Guelph  Ry., 
which  was  absorbed  by  the  G.T.R.  in 
1853.  From  1853  to  1859  he  held  various 
positions  with  C.  S.  Gzowski  &  Co., 
contractors  for  the  western  portions  of 
the  G.T.R.;  from  1860  to  1862  he  was  en- 
gaged in  land  surveys  and  explorations 
in  Ontario,  1863  to  1866  engaged  with 
Sandford  Fleming  in  surveys,  explora- 
tion and  preliminary  surveys.  Inter- 
colonial Ry.;  1867  to  1869  in  charge  of 
location  and  construction,  Windsor  and 
Annapolis  Ry.;  1870  to  1873  Division  En- 
gineer, Intercolonial  Ry.,  Metis,  Que.; 
i874  to  1875,  Division  Engineer,  govern- 
ment surveys,  C.P.R.  in  British  Colum- 
bia, and  during  this  period,  with  John 
Trutch,  made  explorations  across  the 
Cascade  Mountains  by  the  Similkameen 
and  Tulameen  Valleys;  1876  to  1879  in 
charge  of  government  surv'eys,  C.P.R., 
in  British  Columbia,  and  conducted  ex- 
ploration from  Port  Simpson  by  way  of 
the  Skeena  River,  Lakes  Babinc  and 
Stewart  and  Peace  and  Pine  River 
Passes  to  Lower  Slave  Lake,  also  loca- 
tion survey  from  Yellowhead  Pass  to 
Burrard  Inlet,  and  reported  on  the  route 
by  the  Thompson  and  Eraser  Rivers,  with 
reference  to  the  comparative  advantages 
of  that  route  and  the  line  to  Bute  Inlet; 
1880  to  1883  in  charge  of  government 
construction,  C.P.R.  in  Eraser  River 
canyons;  1884  to  1885  in  charge  of  C.P.R. 
construction  Savona,  Shuswap  and  Kam- 
loops,  B.C.;  1886  to  1904  Division  En- 
gineer, in  charge  on  main  line  and 
hrsnchos    in    British    Columbia,    C.P.R., 


\'aiKouver;  1905  to  1907  in  charge  of 
construction  of  Nicola  Valley  and  Simil- 
kameen Ry.  (C.P.R.  branch)  Vancouver, 
and  from  1908  to  Mar.  15,  1920,  Special 
Assistant  Engineer,  C.P.R.  and  Chief  En- 
gineer, Esquimalt  and  Nanaimo  Ry., 
Vancouver. 

J.  E.  Dalrymple,  Vice  President,  (Traf- 
fic) G.T.R.,  Montreal,  and  Mrs.  Dal- 
rymple, visited  Algonquin  Park,  Ont.,  in 
March. 

W.  K.  Davidson,  who  has  been  ap- 
pointed General  Superintendent,  West- 
ern Lines,  G.  T.  R.,  Chicago,  111.,  was 
born  at  Everton,  Mo.,  Nov.  8,  1871,  and 
entered  railway  service  in  Jan.  1890, 
since  when  he  has  been,  to  July,  1901, 
operator,  Missouri  Pacific  Ry.,  at  vari- 
ous points;  July,  1901,  to  Mar.,  1904, 
dispatcher,  same  road,  Wichita  Kan.; 
Mar.  to  Oct.,  1904,  Chief  Dispatcher, 
same  road,  Wichita,  Kan.;  Oct.,  1904,  to 
Mar.,      1911,     Trainmaster    same     road. 


W.   R.   Davidson, 

General    Superintendent.     Western     Lines.     Grand 
Trunk   Railway. 

Wichita,  Kan.;  Mar.,  1911,  to  Feb.,  1913, 
Trainmaster,  G.  T.  R.,  London,  Ont.; 
Feb..  1913,  to  Mar.,  1916,  Superintend- 
ent G.  T.  R.,  London,  Ont.;  Mar.,  1916, 
to  Sept.,  1917,  Superintendent,  G.  T.  R., 
Detroit.  Mich.;  Sept.,  1917,  to  May  1, 
1918,  General  Superintendent,  Western 
Lines,  G.  T.  R.,  Chicago,  111.;  May  1, 
1918,  to  Mar.  1,  1920,  General  Superin- 
tendent, Eastern  Lines,  G.  T.  R.,  Mont- 
real. 

H.  G.  Dring,  European  Passenger 
Manager,  C.  P.  R.,  London,  Eng.,  ar- 
rived in  Canada,  Mar.  8,  on  a  business 
trip. 

B.  J.  Farr,  who  has  been  appointed 
Superintendent  Motive  Power  and  Car 
Department,  Western  Lines,  G.  T.  R., 
Battle  Creek,  Mich.,  was  bom  at  Elen- 
burg.  N.  Y.,  Sept.  8,  1876,  and  entered 
railway  service  in  1893,  since  when  he 
has  been,  to  1898,  machinist  apprentice. 
Centra'    Vermont   Ry.,    St.    Albans,   Vt.; 


1898  to  1900,  Erecting  Shop  Foreman, 
same  road,  St.  Albans,  Vt.;  1900  to  1905, 
General  Foreman,  same  road,  St.  Albans, 
Vt.;  1905  to  1906,  General  Foreman,  Mo- 
tive Power  and  Car  Department,  Dela- 
ware &  Hudson  Co.,  Schenectady,  N.  Y.; 
1906  to  1908,  Master  Mechanic,  Motive 
Power  and  Car  Department,  United  Fruit 
Co.,  Port  Limon,  Costa  Rica;  1908  to 
1914,  Engineering  Department,  Panama 
Canal,  Gatun  and  Cristobel,  Panama; 
1914  to  1916,  General  Foreman,  G.  T.  R., 
Battle  Creek,  Mich.;  1916  to  Oct.,  1918, 
Master  Mechanic,  G.  T.  R.,  Battle  Creek, 
Mich.;  Oct.,  1918,  to  Mar.  1,  1920,  Sup- 
erintendent, Motive  Power  and  Car  De- 
partment, Grand  Trunk  Western  Lines 
Rd.,    (U.S.R.A.),   Detroit,   Mich. 

Robert  H.  Fish,  whose  appointment  as 
General  Superintendent,  Eastern  Lines, 
G.T.R.,  Montreal,  was  announced  in  our 
last  issue,  was  born  at  Oakville,  Ont., 
in  1871,  and  entered  G.T.R.  service  in 
1890,  since  when  he  has  been,  to  1900, 
locomotive  fireman;  1900  to  Oct.  1,  1908, 
locomotive  man;  Oct.  1,  1908,  to  Jan.  23, 
23,  1913,  Road  Foreman  of  Locomotives, 
London,  Ont;  Jan.  23,  1913,  to  Nov.  14, 
1910,  Trainmaster,  Districts  20  and  21, 
Ontario  Lines,  Brantford,  Ont.;  Nov.  14, 
1916  to  March  1,  1920,  Superintendent, 
Stratford  Division,  Ontario  Lines,  Strat- 
ford, Ont. 

T.  J.  Gracey,  whose  appointment  as 
Assistant  Auditor  of  Disbursements, 
Canadian  Northern  Ry.  System,  Toronto, 
was  announced  in  our  last  issue,  was 
born  at  Kingston,  Ont.,  Mar.  21,  1889, 
and  entered  railway  service  Feb.  8,  1906, 
since  when  he  has  been,  to  June  1,  1915, 
stenographer  and  clerk,  chief  clerk,  and 
superintendent's  accountant,  Timiskam- 
ing  and  Northern  Ontario  Ry.,  North 
Bay,  Ont.;  June  1,  1915,  to  Feb.  16,  1920, 
Auditor  of  Disbursements  and  account- 
ant, same  road,  Toronto. 

D.  B.  Hanna,  President  Canadian  Na- 
tional Rys.,  adressed  Ottawa  Board  of 
Trade  Mar.  G,  and  spoke  at  Brockville, 
Ont.,  Mar.  8,  and  Kingston,  Ont.,  Mar  9. 

Louis  Kossuth  Jones,  I.S.O.,  Assistant 
Deputy  Minister  of  Railways  and  Canals, 
Ottawa,  i-etired  on  superannuation.  Mar. 
31,  after  50  years  government  service. 
He  was  born  at  Cobourg,  Ont.,  June  9, 
1849,  and  educated  at  Trinity  College 
School,  Weston,  Ont.,  and  Trinity  Col- 
lege University,  Toronto.  He  entered 
government  service  as  clerk  to  the  Secre- 
tary of  the  Canal  Commission,  in  Mar. 
1870,  and  joined  the  staff  of  the  District 
P'nginecr  on  the  construction  of  the  In- 
tercolonial Ry.  in  the  Miramichi  District, 
Newcastle,  N.B.,  in  1871.  In  1874  he 
was  appointed  Secretary  to  Collingwood 
Schreiber  on  the  latter's  appointment  as 
Chief  Engineer,  Intercolonial  Ry.,  with 
headquarters  at  Ottawa,  and  remained 
in  that  position  until  the  completion  of 
the  road,  continuing  with  Mr.  Schreiber 
on  the  latter's  appointment  as  Chief  En- 
gineer and  General  Manager  of  Govern- 
ment railways,  and  from  1879,  on  Mr. 
Schreiber's  additional  appointment  as 
Chief  Engineer  on  construction  of  the 
C.P.R.,  during  the  building  of  a  portion 
of  the  road  by  the  govei-nment,  he  was 
assistant  to  the  Chief  Engineer  and 
General  Manager,  Government  Railways. 
From  1893  to  1897  he  was  chief  clerk. 
Department  of  Railways  and  Canals,  and 
from  1897  to  May,  1912,  was  Secretary; 
from  May,  1912  to  Dec,  1914  Assistant 
Deputy     Minister     and     Secretary,     and 


178 


CANADIAN  RAILWAY  AND  MARINK  WORLD 


April,  1920. 


from  Jmi.  1,  l'.M'>.  to  hi»  ri'tircnu'tit,  Ax- 
«iiitnnt  Prputy  Miniittcr  of  that  lU-part- 
mrnt.  In  IKH'J,  in  ndilitiim  to  hi!i  <lt-|iart- 
mrntjil  iliitio!>.  hf  wim  unpointvil  Si'orc- 
t«ry  of  a  lK>ard  uf  commissionfrit  nanu-cl 
l>y  Sir  ("harU'H  Tuppcr,  consiiitinif  of 
<'ounty  Juilec  Clark,  CobourK.  Ont., 
Chairman:  F.  Rrciuehton,  then  (it-neml 
ManaKi'r.  Grt-at  Wrstt-ni  Ry..  Hamilton, 
Ont.,  and  Col.  PWrry  Koulton.  Cobourir, 
Ont.  to  settle  rontmctors'  rIaim.H  in  con- 
nection with  the  con»truction  of  the  In- 
tiTTolonial  Ry.,  and  in  1SH7  wn."  appoint- 
ed Secretary  to  a  hoard  of  arbitrators, 
conni.-itintr  of  Chancellor  Boyd,  I'hairnian; 
Thoma!!  Keefcr.  C.F..  for  the  C.I'.R.,  and 
C.  C.  GrcKorj',  for  the  Dominion  Gov- 
ernment, to  investifrato  C.P.R.  claims 
atrainst  the  povemment  in  connection 
with  the  con.<<truction  of  the  British 
Columbia  .section  of  that  railway.  The 
first  meetinjr  of  the  arbitrators  was  held 
in  Feb.,  ISSK,  and  a  later  mcetinE  was 
held  in  Vancouver,  B.C.,  in  .June  1888, 
the  arbitration  beins:  continued  until  the 
summer  of  18tM,  when  the  award  was 
made.  The  counsel  en(ra(red  in  the  arbi- 
tration for  the  C.P.R.  were  Edward 
Blake,  Walter  Cassels,  G.  F.  Blackstock, 
and  e.\-Judee  Clark;  and  for  the  gov- 
ernment, Christopher  Robinson,  R.  B. 
Osier  and  W.  D.  Hogp. 

Grange  Jull,  inventor  of  the  rotary 
snow  plough,  died  in  Toronto,  Mar.  1.^, 
aged  1^. 

Sir  Hormidas  Laporte,  one  of  the  Can- 
adian National  Rys.  directors,  has  been 
elected  chairman  of  Montreal's  charter 
commission,  which  has  been  formed  tc 
draw  up  a  charter  containing  all  neces- 
.sary  provisions  for  assuring  the  peace 
of  the  city  and  its  good  government  by 
the  ratepayers. 

R.  S.  Logan,  Vice  President  (Land 
Tax  &  Claims)  G.T.R.,  and  Mrs.  Logan, 
have  returned  to  Montreal,  after  spend- 
ing a  month  in  the  south. 

Francis  Frederick  William  Lowie, 
whose  appointment  as  Local  Freight 
Agent,  C.P.R.,  Edmonton,  Alta.,  was  an- 
nounced in  a  recent  issue,  was  bom  in 
Gloucestershire,  Eng.,  May  20,  1876,  and 
entered  railway  sci-vice  in  Mar.  1801, 
serving  to  Mar.  190.1  in  various  capaci- 
ties in  the  Freight  Department,  Midland. 
Ry.,  at  London  and  Birmingham,  Eng.; 
May  1<»0:{  to  .Tune  1904,  fanning  in  Mani- 
toba; June  to  Dec.  1904,  clerk  in  Claims 
Department,  C.P.R.,  Winnipeg:  Dec 
1904  to  Jan.  190.S,  clerk,  Baltimore  & 
Ohio  Rd.,  Chicago,  111.;  Jan.  to  May  190."i, 
statistical  clerk.  Audit  Department,  Chi- 
cago and  Eastern  Illinois  Rd.  Chicago, 
III.;  July  190.5  to  June  190fi,  clerk  in 
wharf  freight  office,  and  assistant  purser 
on  coast  steamships,  C.P.R.,  Victoria, 
B.C.;  June  190(;  to  July  1907,  assistant 
agent,  C.P.R.,  Skagway,  Alaska;  Julv 
1907  to  June  191fi,  Freight  and  Pas.sen- 
ger  Agent,  C.P.R.,  SkagAvav,  .\Iaska; 
June  1916  to  Oct.  1919.  General  Agent, 
.Alaska  and  Yukon,  C.P.R.,  Juneau,  Al- 
aska, and  from  Mar.  1919,  he  also  acted 
as  British  Vice  Consul  for  Alaska. 

F.  S.  Mardonald,  Superintendent,  North 
Shore  Section,  Pacific  Great  Eastern  Ry., 
and  brother  of  G.  E.  .Macdonald,  General 
Manager,  P.G.E.R.,  who  has  resigned 
that  position,  died  at  Vancouver,  B.C., 
Mar.  11,  aged  .38,  from  pneumonia,  after 
a  short  illness.  He  was  born  in  Nova 
Scotia,  and  went  to  British  Columbia  at 
the  age  of  18,  as  telegraph  operator  on 
the  C.P.R.,  and  was  later  engaged  as 
an  engineer  on  the  constructiim  of  the 
Pacific  Great  Eastern  Ry.,  being  later 
appointed   agent   of   that   road  at   Squa- 


mish,   in  charge  of  con.ntruction   there. 

(apt.  KobrrI  MrKillop,  who  has  been 
appointed  Su|M-nntenilirit,  London  Divi- 
sion. Ontario  District,  C.P.R.,  London, 
Ont.,  wos  born  at  Perth,  S<-otland,  De<-. 
-fi  1884  and  entered  C.F'.R.  service  June 
■J2  190.5,  since  when  he  has  l)een,  to  Apr. 
I,  1922,  draftsman,  in  ('hief  Engineer's 
office,  Montreal;  Apr.  1,  181'2,  to  Feb.  8, 
191.5  Assistant  Engineer  in  charge  of 
Building  Department;  Feb.  8  to  Dec.  l.'J, 
191.5,  Division  Engineer,  Eastern  Divi- 
sion, Montreal;  Dee.  13,  191.5  to  June 
12.  1916.  Superintendent,  District  2,  At- 
lantic Division,  Woodstock,  N.B.;  June 
12,  1916  to  Feb.  28.  1917,  Superintend- 
ent, District  .'*,  Eastern  Division,  now 
Ijiurentian  Division,  Quebec  District, 
Montreal.  On  Feb.  28,  1917,  he  was 
granted  leave  of  absence,  to  take  com- 
mand of  the  2nd  Section  Skilled  Railway 
Employes,  and  went  overseas  Apr.  16, 
1917,  returning  May  22,  1919,  <lemobiliz- 
ed  May  22,  1919,  and  transferred  to  the 
general  list  of  officers,  the  C.P.R.  grant- 
ing  him   an   additional   si.x   months   leave 


J.    I).    MfDonnlH. 

Gcnornl    Pa»9fnBiT    .Xf.nl.    WisUrn    I.inos.    Gran.l 

Trunk    Railway. 

of  absence.  From  Nov.  1.  1919,  he  has 
been  acting  as  relieving  Superintendent 
at  various  points. 

Malcolm  McMillan.  President,  McMil- 
lan Bros.,  Ltd.,  Railway  Contractors,  died 
at  Winnipeg  General  Hospital,  Mar.  21, 
after  a  long  illness.  He  was  born  in 
Bruce  County.  Ont.,  1861,  and  had  lived 
in  Winnipeg  for  about  40  years. 

A.  B.  McNaughton.  who  has  been  ap- 
pointed Superintendent.  Portland  Divi- 
sion. G.T.R..  Portland.  Me.,  was  born  at 
Arnprior.  Ont.,  Nov.  10,  1877  and  en- 
tered transportation  service  in  1893  in 
the  Canada  Atlantic  Ry.  telegraph  de- 
partment and  was,  from  1894  to  1907, 
brakenian  and  freight  and  passenger 
conductor,  same  road;  Nov.  1,  1907,  to 
Dec.  :!,  1918,  General  Vardmaster,  G.T.R., 
Ottawa,  Ont.,  Dec.  :i,  1918  to  Mar.  1, 
1920,  Superintendent.  Grand  Trunk  Rail- 
way Lines  in  New  England  (U.S.R.A.). 
Portland,  Me. 

Hector   King   Morrison,   who  has   been 


appointed  Division  Engineer,  Montreal 
Division,  Quebec  District,  Canadian  Na- 
tional Rys.,  .Montreal,  was  bom  at  Dart- 
mouth, N.S.,  Oct.  12,  1885,  and  entered 
railway  service  in  190:j  since  when  he 
has  been,  to  1904,  chairman,  Halifax  and 
Southwestern  Ry.;  1904  to  19e5,  nxl- 
man,  same  road;  190.5  to  1906,  topo- 
grapher, Canadian  Northem  Quebec  Ry.; 
1906  to  1907,  levelman,  Canadian  North- 
em  Ontario  Ry.;  1907  to  1910,  transit- 
man,  .same  road;  1910  to  1912  in  charge 
of  location  party,  same  road;  1912  to 
1914  Resident  Engineer,  same  road.  Pem- 
broke. Ont.;  Jan.  to  June  16.  1919.  Resi- 
dent Engineer.  Canadian  National  Rys., 
Homepayne,  Ont.  June  16,  1919,  to  .Mar. 
1,  1920,  Division  Engineer,  Superior 
Division,  Canadian  National  Rys.,  Home- 
payne, Ont. 

P.  B.  .Motley.  Engineer  of  Bridges, 
C.P.R..  Montreal,  adilressed  the  Delphic 
Club,  there.  Mar.  .5,  on  the  problems 
overcome  in  building  a  railway  across 
the  North  American  continent. 

Charles  G.  Ortlenberger,  whose  ap- 
pointment as  General  Agent,  Passenger 
Department,  G.T.R.,  Chicago,  III.,  was 
announced  in  our  last  issue,  was  bom 
at  Port  Huron,  Mich.,  Jan.  21,  1869,  and 
entered  G.T.R.  service  in  Dec.  1884,  since 
when  he  has  been  to  May  1889  clerk.  Port 
Huron,  Mich.;  May  1889  to  Feb.  1896  in 
-Audit  Department,  Detroit,  Mich.;  Feb. 
1896  to  April  1907  chief  clerk,  city  ticket 
office,  Chicago,  111.;  April  1909  to  Oct. 
1918,  City  Passenger  and  Ticket  Agent, 
Chicago;  Nov.  1919  to  Mar.  1,  1920,  Gen- 
eral Agent,  Passenger  Department, 
Grand  Tmnk  Westem  Lines  Rd  (U.S.R. 
-A.)    Chicago. 

H.  .S.  Osborne,  formerly  Works  Mana- 
ger, Angus  Shops,  C.P.R.,  Montreal,  died 
at  Montreal,  Mar.  17,  after  a  short  illness. 
He  was  born  at  Sevenoaks,  Kent.,  Eng., 
in  1859,  and  came  to  Canada  in  1880, 
when  he  entered  railway  service  in  the 
G.T.R.,  Point  St.  Charles  shops,  Mont- 
real, and  transferred  to  C.P.R.  service 
.soon  after  the  organization  of  that  com- 
pany. He  was  for  some  time  engaged  at 
the  company's  Delormier  Ave.  shops, 
-Montreal,  and  was  transferred  to  the 
-Angus  shops  when  they  were  built,  and 
wa.<  eventually  appointed  Works  Man- 
ager there,  holding  that  position  until 
his  retirement  from  active  service  about 
a  year  ago.  He  was  buried  at  Mount 
Royal  cemetery. 

E.  J.  Owens,  heretofore  office  engineer 
St.  John  and  Quebec  Ry.,  has  been  ap- 
pointed engineer  of  the  New  Brunswick 
Public  W'orks  Department's  highway 
division,  and  will  continue  to  act  in  a 
similar  capacity  for  the  St.  J.  &  Q.R. 

Dwight  W.  Pardee,  Secretary,  New- 
York  Central  Rd.,  and  many  of  its  sub- 
sidiao'  companies,  including  Canada 
Southern  Ry.,  died  at  Westficid,  N.J.,  re- 
cently, after  a  long  illness. 

F.  W.  Peters.  General  Superintendent, 
British  Columbia  District,  C.P.R.,  Van- 
couver, B.C.,  has  been  elected  President 
of  the  Shaughnessy  Golf  Club. 

Williams  Phillips,  whose  appointment 
as  European  Manager,  Canadian  Na- 
tional Rys.,  and  Canadian  Government 
.Merchant  Marine,  Ltd.,  London,  Eng., 
was  announced  in  our  last  issue,  was 
born  at  Toronto,  Jan.  :U,  1870,  and  en- 
tered tran.sportation  service  Apr.  1886, 
since  when  he  has  been,  to  Mar.  31,  1896, 
in  G.T.R.  offices,  Toronto:  Apr.  1,  1896. 
to  Feb.  28.  1902,  Northwest  Agent, 
Northwest  Transportation  Co.,  Winni- 
peg; for  a  portion  of  this  time  he  was 
also  General  Agent.  Chicago  Great  West- 


April,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


179 


em  Ry.,  and  from  Apr.  1,  1900,  also 
Northwest  Agent,  Northeni  Navigation 
Co.;  Mar.  1,  1902,  to  May,  1911,  General 
Eastern  Agent,  C.N.R.,  Toronto,  in  Nov. 
1906,  he  was  also  appointed  General 
Freight  and  Passenger  Agent,  Canadian 
Northern  Ontario  Ry.,  and  in  Apr.  1910, 
also  acting  Traffic  Manager,  Canadian 
Northern  Steamships,  Ltd.,  and  in  April 
1911,  his  last  position  was  changed  to 
General  Freight  and  Passenger  Agent, 
Canadian  Northern  Steamships,  Ltd.; 
May  1911,  to  May  1912,  he  was  General 
Freight  Agent  Canadian  Northern  On- 
tario Ry.,  Central  Ontario  Ry.,  Bay  of 
Quinte  Ry.,  Irondalc,  Bancroft  &  Ot- 
tawa Ry.,  and  Niagara,  St.  Catharines  & 
Toronto  Ry.  and  Navigation  Cos.,  and 
also  General  Freight  and  Passenger 
Agent,  Canadian  Noi'thern  Steamships, 
Ltd.;  May  1912,  to  Nov.  1914,  European 
Traffic  Manager,  C.N.R.,  London,  Eng., 
and  from  Nov.  1914,  until  the  ab- 
sorption of  Canadian  Northern  Steam- 
ships, Ltd.,  by  the  Cunard  Steamship 
Co.,  European  Railway  and  Steamship 
Manager,  C.N.R.,  and  Canadian  North- 
ern Steamships,  Ltd.;  Nov.  to  Dec.  1916, 
Freight  Traffic  Manager,  Eastern  Lines, 
Canadian  Northern  Ry.,  Toronto;  Jan. 
1,  1917  to  Mar.  1,  1920,  Canadian  Repre- 
sentative, Cunard  Steamship  Co.,  and 
drector  Robert  Reford  Co.,  Montreal. 
After  spending  some  little  time  in  To- 
ronto consulting  with  the  C.N.R.  man- 
agement in  connection  with  his  new 
duties,  Mr.  Phillips  sailed  from  New 
York  on  the  s.^.  Mauretania,  Mar.  23,  to 
take  over  his  new  duties.  His  office  will 
be  at  Orient  House,  London. 

H.  VV.  Ploss,  whose  appointment  as 
Commercial  Agent,  G.T.R.,  Milwaukee, 
Wis.,  was  announced  in  our  last  issue, 
entered  railway  service  in  Aug.  1889, 
since  when  he  has  been,  to  Oct.  1891 
clerk,  G.T.R.,  Chicago,  111.;  1891  to  189:! 
Soliciting  Freight  Agent,  West  Shore 
Line  and  Reading  Despatch,  Chicago, 
111.;  Nov.  1,  1900  to  July  1,  1909  Con- 
tracting Freight  Agent,  G.T.R.,  Mil- 
waukee, Wis.;  also  from  Mar.  19,  190t!, 
to  July  1,  1909,  Agent,  Reading  Des- 
patch, Milwaukee,  Wis.,  and  also  acting 
as  Agent  of  the  Milwaukee  and  Michi- 
gan lines  Grand  Trunk  Despatch  and 
Northern  Express  lines;  July  1,  1909  to 
Mar.  1,  1919,  Commercial  Agent,  G.T.R. 
Milwaukee,  Wis.;  Mar.  1,  1919  to  Mar. 
1,  1920,  General  .'^gent  Freight  Depart- 
ment, Grand  Trunk  Western  Lines  Rd. 
(U.S.R.A.)  Milwaukee,  Wis.  He  is 
President  of  the  Milwaukee  Traffic  Club, 
and  was  also  for  a  number  of  years. 
Chairman  of  the  Milwaukee  Freight 
Committee  until  its  dissolution,  when  the 
U.S.R.A.  assumed  control  of  the  rail- 
ways. 

Mrs.  Alfred  Price,  wife  of  the  General 
Manager,  Eastern  Lines,  C.P.R.,  Mont- 
real, died  there  recently  after  a  long 
illness. 

Bernard  Joseph  Quilty,  whose  appoint- 
ment as  Trainmaster,  C.P.R.,  McAdam, 
N.B.,  was  announced  in  our  last  issue, 
was  born  at  St.  John,  N.B.,  Nov.  1,  1878, 
and  entered  C.P.R.  service  in  December 
1896  and  has  been,  to  Dec.  1905  Train- 
master; Dec.  190.5  to  Nov.  1918,  conduc- 
tor; Nov.  1918  to  Feb.  1920,  Yardmas- 
ter,  Fairville,  N.B. 

John  M.  Riddell.  General  Agent,  G.T. 
R.,  Portland,  Me.,  died  Mar.  10,  at  West- 
mount  Que.,  on  his  71st  birthday,  after 
a  long  illness.  He  was  born  at  Port 
Dover  Ont.,  and  entered  railway  service 
in  1874  with  the  Port  Dover  and  Lake 
Huron  Ry.,  now  part  of  the  G.T.R..  He 
was  for  some  time  agent  at  Woodstock 


and  Stratford,  Ont.,  and  in  1882  was  ap- 
pointed Assistant  Superintendent,  Strat- 
ford Division,  and  later.  Assistant  Super- 
intendent at  Toronto,  Belleville  and 
Montreal  successively.  In  1896  he  was 
appointed  Freight  Agent  at  Montreal, 
and  in  1907  was  transferred  to  Portland, 
Me.,  where  he  had  charge  of  import  and 
export  freight,  and  held  that  appoint- 
ment until  his  death.  G.  T.  Riddell,  of 
the  G.T.R.,  and  C.  P.  Riddell,  Secretary 
Railway  Association  of  Canada,  are 
sons.     He  was  buried  at  Westmount. 

Hon.  Walter  F{ollo,  Ontario  Minister 
of  Labor,  has  been  appointed  Chairman 
of  the  Ontario  Legislature's  railways 
committee. 

H.  R.  Safford,  who  has  been  appointed 
.A.ssistant  to  Pre.'^ident,  Chicago,  Bur- 
lington and  Quincy  Rd.,  Colorado  and 
Southern  Lines,  etc.,  Chicago,  111.,  was 
born  at  Madison,  Ind.,  in  1875  and  prior 
to  graduation  in  civil  engineering  from 
Purdue  University  in  1895  was  engaged 
with  an  engineering  corps  operating  on 
the  Pennsylvania  lines  immediately  west 
of  Pittsburg,  Pa.  In  1895  he  entered 
Illinois    Central    Rd.    service,    remaining 


William   Phillips. 

European    Manaper.    Canadian    National    Railways 

and     Canadian     Government     Merchant 

Marine.    Ltd. 

with  it  until  May,  1910,  and  holding  the 
following  positions:  1895,  rodman;  1896 
to  1897,  Resident  Engineer;  1897  to  1900, 
Assistant  Engineer;  1900  to  1901,  Road- 
master,  Amboy  Division;  1901,  Roadmas- 
ter,  Freeport  Division;  1902,  Roadmas- 
ter,  St.  Louis  Division;  1903  to  1905, 
Principal  Assistant  Engineer;  1905  to 
1907,  Assistant  Chief  Engineer;  1907  to 
1910,  Chief  Engineer,  Maintenance  of 
Way;  1910  to  Oct.  1911,  not  in  railway 
service;  Oct.  1911  to  Sept.  1918,  Chief 
Engineer,  G.T.R.,  Montreal;  Sept.  1918 
to  Mar.  1,  1920,  Engineering  Assistant, 
Central  Western  Region,  U.S.  Railroad 
Administration,  Chicago,  111. 

W.  H.  Spicer,  whose  appointment  as 
Assistant  General  Freight  Agent,  West- 
ei-n  Lines,  G.T.R.,  Detroit,  Mich.,  was 
announced  in  our  last  issue,  was  bom 
at  Montreal,  Sept.  29  1871,  and  entered 
railway  service  Nov.  1,  1890,  since  when 
he   has  been   to   May   1,   1896  Travelling 


Car  Agent,  Western  Lines,  G.T.R. ,  De- 
troit, Mich.;  May  1  to  July  1,  1896,  Tra- 
velling Car  Agent  G.T.R.,  Montreal; 
July  1,  1896  to  Jan.  1,  1898,  Travelling 
Car  Agent,  G.T.R.,  Portland,  Me.;  .Jan. 
1  1898  to  Mar.  1,  1910,  Travelling  Car 
Agent;  G.T.R.,  Boston,  Mass.;  Mar.  1, 
1901  to  Apr.  1,  1902,  Agent,  National 
Despatch-Great  Eastern  Fast  Freight 
Line,  Battle  Creek,  Mich.;  Apr.  1,  1902  to 
Mar.  2,  1905,  chief  clerk.  General  Freight 
Department  Western  Lines,  G.T.R.,  Chi- 
cago, 111.;  Mar.  1  1905  to  July  1,  1909, 
Agent  Lackawanna-Grand  Trunk  Fast 
Freight  Line,  Milwaukee,  Wis.;  July  1, 
1909  to  Dec.  1,  1912,  Commecial  Agent, 
G.T.R.,  Detroit,  Mich.;  Dec.  1,  1912  to 
July  1  1918,  Division  Freight  Agent, 
G.T.R.,  Detroit  Mich.;  July  1,  1918  to 
May  1,  1919,  Division  Freight  Agent, 
Grand  Trunk  Western  Lines  Rd.  (U.S. 
R.A.);  May  1,  1919  to  Mar.  1,  1920,  As- 
sistant General  Freight  Agent,  G.T.W. 
L.R.,    (U.S.R.A.)    Detroit,   Mich. 

H.  E.  Suckling,  Treasurer,  C.P.R., 
Montreal,  while  being  driven  to  the  To- 
ronto union  station.  Mar.  13,  in  com- 
pany with  E.  Alexander,  Secretary;  G. 
Hodge,  Assistant  to  Vice  President,  East- 
ern Lines,  and  E.  P.  Flintoft,  Assistant 
General  Solicitor,  after  having  attended 
the  company's  annual  dinner,  was 
slightly  injured  when  the  automobile  col- 
lided with  a  street  car. 

R.  D.  Waugh,  Chairman,  Greater  Win- 
nipeg Water  District  Commission,  which 
operates  the  Greater  Winnipeg  Water 
District  Ry.,  has  been  appointed  by  the 
Council  of  the  League  of  Nations,  as  a 
member  of  the  board  to  investigate  dam- 
age done  during  the  war  in  the  Saar  dis- 
trict in  France. 

Barton  Wheelwright,  who  has  been 
appointed  Engineer  Maintenance  of  Way, 
Portland  Division,  Eastern  Lines,  G.T.R., 
Portland,  Me.,  was  born  at  Minneapolis, 
.Minn.,  Mar.  12,  1888,  and  entered  G.T.R. 
service  July  1,  1911,  since  when  he  has 
been,  to  Mar.  1,  1912,  draftsman  on 
grade  separation,  Toronto;  Mar.  1,  1912 
to  Dec.  1,  1914,  Block  Signal  Inspector, 
.Montreal;  Dec.  1,  1914,  to  Jan.  14,  1916, 
Assistant  Signal  Engineer,  Montreal; 
and  from  Jan.  14,  1916  acting  Signal  En- 
gineer. 

H.  H.  Williams,  who  has  retired  from 
business  after  43  years  work,  has  at- 
tended to  C.P.R.  real  estate  matters  in 
Toronto  for  several  years,  including  pur- 
chase of  right  of  way  for  freight  ter- 
minals, the  North  Toronto  station  site, 
and  the  renting  of  the  office  building  at 
King  and  Yonge  Sts. 


Presentation  to  Wm.  Phillips.     On  the 

eve  of  leaving  for  London,  Eng.,  to  take 
up  his  duties  as  European  Manager  Can- 
adian National  Rys.  and  Canadian  Gov- 
ernment Merchant  Marine,  Ltd.,  William 
Phillips  was  the  recipient  of  a  handsome 
leather  travelling  case  fitted  with  silver, 
from  a  number  of  shipping  friends  in 
Montreal.  The  inscription  within  the 
case  read:  "Presented  to  Wm.  Phillips, 
by  a  few  of  his  shipping  friends,  as  a 
token  of  esteem  and  respect  on  the  oc- 
casion of  his  leaving  Canada  for  Eng- 
land." The  shipping  people  who  subscribed 
to  the  presentation  included  the  Hon.  L. 
C.  Webster,  W.  I.  Gear,  P.  A.  Curry,  W. 
F.  Forbes  and  Thomas  Robb;  J.  T. 
Walsh,  W.  G.  Annable,  J.  B.  Binning,  D. 
W.  Campbell,  W.  A.  Coates,  H.  W.  Co- 
wan, E.  W.  Foulds,  A.  E.  Francis,  Thos. 
Harling,  A.  M.  Irwine,  T.  C.  Lockwood, 
W.  T.  Marlow,  E.  J.  McClure,  J.  W. 
Nicoll,  R.  B.  Teakle,  Leo  H.  Tobin. 


180 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


April.  1920. 


Canadian  Pacific  Railway  Construction,  Betterments, 

Etc. 


SI  John.  N.  n.  HrWRf— A  i-niis  ri-- 
port  of  M»r.  y.  iitato<l  that  work  on  the 
Joundation!.  of  tho  now  railway  bridRi- 
,cro»«  Ih.-  St.  John  Rivor  at  the  Uover- 
sibli-  Fall.-.  St.  John,  would  h-  sUirt^cl 
within  thf  ni-xt  ft-w  wcokn.  and  that  it  is 
expected  to  have  tho  '""••IK';. ,"»<'>'  X 
traffic  in  thi>  sumnifr  of  Ht21.  « nin 
tho  ifonoral  location  of  tho  bridifo  has 
hocn  di-<idod  upon,  the  location  of  the 
main  piers  has  not  yet  been  di'.fin'l«"l> 
settled,  as  tho  borings  to  esUblish  the 
nature  of  tho  rwk  bottom  are  not  com- 
pleted. The  main  span  will  be  of  the 
cantilever  typo,  and  of  approximately  the 
same  lenjtth  and  hoiKht  as  tho  present 
"bridiro.  while  the  480  ft.  western  ap- 
proach will  be  of  concrete  construction 
instead  of  steel,  as  ** /he  Present  ap- 
proach. The  borinK  tests  of  the  founda- 
tions, a  press  report  sUtes.  beinp  made 
by   tho    Foundation    Co.,    Montreal. 

Intorprovincial  and  James  Ray  Uy.— 
In  connection  with  the  subsidy  of  $1,600 
a  mile,  and  the  special  subsidy  of  J6.40U 
a  mile  (tho  latter  subsidy  bemK  payable 
in  the  event  of  the  Dominion  Govern- 
ment declininK  to  Rrant  any  subsidy), 
voted  bv  the  Quebec  Legislature  in  aid  of 
the  construction  of  a  line  from  Timis- 
kaminp  or  Kipawa.  Que.,  via  \  illc 
Marie  to  the  Des  Quinze  River  ta'lf.  ^J,e 
are  officially  advised  that  the  L.f.K. 
has  already  built  a  line  from  Kipawa  to 
mile  10.  Mereior  Y..  and  has  completed 
surveys  to  the  crossing  of  the  Kipawa 
River.  A  survey  party  in  charge  of  W. 
H  Roberts.  Assistant  Engineer,  is  in  the 
field  locating  a  route  for  the  line  from 
the  Kipawa  River  to  the  D^s  Quinze  Ri%- 
er  at  approximately  mile  66  from 
Kipawa. 

London  to  Sarnia,  Ont.— A  Sarnia, 
Ont.,  press  report  of  Mar.  'J,  stated  that 
it  was  expected  that  E.  W.  Bcatty.  Presi- 
dent, and  other  C.  P.  R.  officers  would 
visit  London,  Sarnia  and  intei-\cning 
poinU  at  the  end  of  April  or  early  in 
May.  to  look  over  the  ground  with  a 
view  to  building  a  line  from  London  to 
Sarnia. 

Saskatchewan  Branch  Line— A  press 
report  states  that  it  is  planned  to  start 
construction  this  year  on  an  extension  of 
the  Wilkie-Cutknife  Branch,  from  the 
latter  place,  northwesterly,  and  also  on 
a  line  from  Coronation  to  Empress,  on 
the   Saskatchewan-Alberta   boundary. 

The  Board  of  Railway  Commissioners 
has  approved  revised  general  location  of 
the  Leader  Southeasterly  Branch,  Sask., 
mile  2<J  to  50.1.  and  general  location  from 
mile  88  to  153.6. 

One  of  the  branch  lines,  for  the  build- 
ing of  which  extensions  of  time  and  oth- 
er powers  are  being  asked  from  the  Do- 
minion Parliament,  is  projected  from  As- 
quith  northwesterly  to  Tp.  42.  Range  20 
west  3rd  meridian.  Sask.,  at  Cloan,  mile 
14  on  the  Wilkie-Cutknife  branch.  Pro- 
tests are  being  made  by  Battleford  resi- 
dents against  this  lino,  on  the  ground 
that  when  power  was  originally  obUin- 
cd  to  built  a  line  from  Asciuith  north- 
westerly, Battleford  was  mentioned  as 
the  torniinus,  and  no  change  was  made 
in  this  regard  when  extensions  of  time 
wore  granted  in  ll»12  and  VJ\h. 

Woybum-Sterling  Line — Application  is 
being  made  to  the  Dominion  I'arliament 
for  an  extension  of  time  for  tho  com- 
pletion   of    the    Weyburn-Stcrling    lino. 


which  IS  now  in  operation  to  MnnyU-r 
rios,  Altn..  from  tho  wo.-'t.  and  '"the 
Alberta-Saskatchewan  boundary  at  .^Ita- 
wan  from  the  oast,  leaving  a  gap  of 
about  37  miles  to  be  built.  Wo  are  offi- 
cially advised  that  tenders  will  bo  invited 
for  the  grading  on  this  mileage  very 
shortly,  but  that  owing  to  labor  condi- 
tions it  is  not  expected  ti>  complete  more 
than  half  the  work  this  year,  and  to  com- 
plete the  balance  probably  in   1921. 

Alberta  Branch  Linen— Tho  Board  of 
Railway  Commissioners  has  approved 
the  route  map  for  a  branch  line  from 
Pashler,  Alta.,  15  miles  oast  of  Medicine 
Hat,  on  the  main  transcontinental  line, 
northoastrly,  mile  0  to  109.3. 

A  press  report  states  that  construction 
has  been  in  progress  all  winter  on  the 
line  from  Acme,  easterly  via  Drumhel- 
ler  to  Empress,  Alta.,  and  that  it  is  ex- 
pected to  have  the  Acme-Drumheller  sec- 
tion completed  this  year.  This  section  is 
37  miles  long,  and  grading  was  '■eporte(l 
to  be  22';  completed  at  the  end  of  1911I. 
The  grading  is  being  done  by  the  John 
W  Stewart  Construction  Co.,  Vancouver. 
B.  C. 

Lethbridge  Division  Bridges  —  The 
Board  of  Railway  Commissioners  has 
authorized  the  rebuilding  of  bridges  at 
mile  2.3  Taber  subdivision,  and  at  mile 
45.5  Crowsnest  Subdivision,  Lethbridge 
Division,  Albert  District. 

Connaught  Tunnel— A  Dominion  or- 
der-in-Council,  was  passed  Mar.  o, 
granting  the  company  the  surface  rights 
over  the  Connaught  tunnel  and  the  right 
of  way  of  the  approaches  thereto,  from 
mile  75.75  to  87.51,  Mountain  Subdivis- 
ion, British  Columbia  District,  subject 
to  certain  reservations.  The  C.  P.  K- 
has  surrendered  to  the  Crown  the  right 
of  way  on  the  original  route  of  that  sec- 
tion of  the  railway,  which  was  used  prior 
to  the  building  of  the  tunnel. 

Vancouver  Pier— A  press  report  states 
that  work  was  expected  to  be  started  on 
Mar.  8  on  the  dredging  and  filling  of  the 
site  of  the  pier  to  be  built  between  piers 
A  and  D.,  Burrard  Inlet.  Vancouver.  The 
Pacific  Dredging  Co.,  Vancouver,  is  re- 
ported to  have  the  contract.  (Mar.  pg. 
122.) 


Intercolonial  and  P.E.I.  Rys.  Provi- 
dent Fund— The  Minister  of  Railways 
stated  in  the  House  of  Commons,  Mar. 
17,  that  the  Railways  Department  con- 
tributed $100,000  during  tho  year  ended 
Mar  31  1919.  to  the  Intercolonial  and 
Prince  Edward  Island  Rys.  Provident 
Fund.  The  number  of  employes  entitled 
to  participate  in  the  fund  in  1919  was 
12.223,  and  the  average  amount  con- 
tributed by  the     men  was  $8.18. 

Railway  Bridge  Acro.ss  St.  John  Har- 
bor—At  a  meeting  of  St.  John,  N.B.. 
City  Council,  .Mar.  9,  a  suggestion  was 
made  that  the  C.  P.  R.  instead  of  rebuild- 
ing its  bridge  at  the  Reversible  Falls, 
should  put  the  money  into  a  bridge 
across  the  harbor.  Tho  mayor  stated 
that  the  question  of  the  building  of  a 
railway  bridge  across  tho  harbor  had 
been  discussed  with  D.  B.  Hanna,  I  resi- 
dent Canadian  National  Rys.  Mr.  Hann" 
informed  him  that  while  the  C  .N.K. 
would  like  to  make  use  of  the  facilities 
on  the  west  side  at  times,  but  it  had  no 
interest  in  a  project  which  would  place  it 
under  tribute  to  any  other  railway. 


FrtiKht  and  l'a«.>tnKC'r  TrafTic 
Notes. 

The  Pero  Marquette  Rd.  district 
freight  office  at  London.  Ont.,  will,  a 
prosji  report  sUitof.  be  closed,  and  tho 
staff  move<l  to  Walkcrvillo.  Ont. 

Canadian  passenger  agents  are  report- 
ed to  have  discussed  at  a  rocont  mooting 
tho  question  of  adding  the  differential  on 
currency  to  prepaid  charges  for  passen- 
ger tickets  from  Canadian  grounds  to 
the  United  SUtes. 

The  C  P.  R.  shore  line  from  St.  John 
to  St.  Stephen.  N.  B..  has  not  been  oper- 
ated, a  press  report  says,  since  February, 
owing  to  snow  and  floods,  until  .Mar.  16, 
when  it  was  reopened  between  St.  Ste- 
phen and  St.  George. 

The  Board  of  Railway  Commissioners 
ordered  recently  that  the  increased  rates 
on  commuUtion  tickoUs  which  railways 
proposed  to  put  into  effect  Mar.  1,  should 
not  be  put  in  operation  until  the  conclus- 
ion of  the  investigation  by  the  board. 

The  Minister  of  Railways  stated  in  the 
House  of  Commons  Mar.  17,  that  14.273 
passengers  had  been  carried  on  the  Que- 
bec and  Saguenay  Ry.,  and  that  there 
was  a  deficit  of  $9,048.72  on  the  opera- 
tion of  the  railway  of  from  Oct.  1.  1919. 
to  that  date. 

\  new  switehing  agreement  is  being 
negotiated  between  the  railway  compan- 
ies entering  W'innipeg,  and  the  manufac- 
turers and  merchants.  It  was  reported 
Mar.  5  that  several  points  had  been  set- 
tled and  that  further  conferences  would 
be  held  to  adjust  the  matters  not  agreed 
upon.  „.  . 

The  Alberta  and  Great  Waterways 
Ry..  which  is  a  branch  of  the  Edmonton, 
Dunvegan  and  British  Columbia  Ry..  has 
advised  shippers  that  railway  service  on 
the  line  from  Lac  La  Biche  to  na%ngable 
water  near  McMurray.  Alta..  wnll  be  dis- 
continued April  1,  and  until  such  time  as 
weather  conditions  warrant  a  resump- 
tion. 

Travel  Bureau.  Ltd.,  has  been  incor- 
porated under  the  Ontario  Companies 
.\ct.  with  authorized  capital  of  $10,000. 
and  office  in  Hamilton.  Ont..  to  buy  and 
sell  steamboat,  railway  and  other  tickets, 
iforeign  exchange,  letters  of  credit  for 
travellers  and  others,  foreign  money  and 
securities,  and  to  carry  on  a  general 
brokerage  business.  The  provisional 
directors  are:  H.  A.  .\lwyn.  J.  P.  Bell, 
M.  C.  Hart,  M.  W.  Morton,  and  G.  L. 
Williams,  Hamilton.  Ont. 

A  new  schedule  of  cartage  charges  is 
reported  to  have  been  arranged  for  the 
collection  and  delivery  of  freight  in  Win- 
nipeg, between  the  railway  companies 
and  of  the  Board  of  Trade  Shippers" 
Bureau.  The  new  charges  were  to  be- 
come effective  Mar.  15.  Within  what  is 
known  as  the  'inner  limits'  they  will  be  6c 
per  100  lbs.  on  carloads  and  7c  on  less 
than  carloads,  with  a  minimum  of  36c. 
Beyond  the  inner  limits  the  advanced 
rates  will  bo  6c  per  100  lbs.  on  carloads 
and  Sc  on  loss  than  carloads,  with  a  mini- 
mum of  50c.  On  cerUin  light  and  bulky 
articles  the  rates  fixed  are  slightly  high- 
er. 


Taxi   and   Auto    Transportation.    Ltd.. 

has  been  incorporated  under  the  Quebec 
Companies  Acts,  with  $95,000  authorized 
capital  and  office  in  Montreal,  to  carry  on 
business  as  carriers  of  persons  and 
things  by  means  of  automobiles,  auto- 
taxis,  autobusses,  drays,  omnibusses  and 
other  vehicles  throughout  Quebec  Pro- 
vince. 


April,  1920. 


181 


Railway  Rolling  Stock  Orders  and  Deliveries. 


The  Pacific  Great  Eastern  Ry.  has 
ordered  three  cabooses  from  Canadian 
Car  and  Foundry  Co. 

The  Minneapolis,  St.  Paul  and  Sault 
Ste.  Marie  Ry.  has  ordered  500  box  cars 
from  Haskell  and  Barker  Car  Co. 

Canadian  Car  and  Foundry  Co.,  be- 
tween Feb.  15  and  March  15,  delivered 
12  sleeping-  ears  to  Canadian  National 
Rys.,  and  204  repaired  box  cars  to  the 
Grand  Trunk  Ry. 

\V.  R.  Smith,  General  Manager  and 
Chief  Engineer,  Edmonton,  Dunvegan 
and  British  Columbia  Ry.,  is  reported  to 
have  stated  recently  that  the  company 
was  securing  two  more  locomotives. 

The  C.P.R.,  between  Feb.  13  and  March 
15,  received  2  vans,  2  passenger  loco- 
motives, 2  freight  locomotives,  and  1 
double  track  snow  plough,  from  its 
Angus  shops,   Montreal. 

Canadian  National  Rys.,  in  addition  to 
the  working  equipment  mentioned  in  our 
last  issue,  has  ordered  4  rail  loaders,  3 
15-ton  coaling  cranes  with  buckets,  and 
3  15-ton  bridge  cranes,  with  35  ft.  boom, 
from  F.  H.  Hopkins  and  Co.,  Montreal. 

The  G.T.R.  has  ordered  10  8-wheel 
switching  locomotives  (0-8-0)  from  Can- 
adian Locomotive  Co.,  and  is  building  25 
fi-wheel  switching  locomotives  (0-6-0)  at 
its  Montreal  shops,  the  boilers  for  which 
will  be  built  by  Canadian  Locomotive  Co. 

The  Canadian  National  Rys.  was  stat- 
ed, in  Canadian  Railway  &  Marine  World 
for  March,  to  have  ordered  two  %  yd. 
Erie  steam  ditchers,  from  F.  H.  Hopkins 
&  Co.,  Montreal.  We  are  advised  that 
the  information  furnshed  us  in  this  con- 
nection was  erroneous,  and  that  the  order 
was  for  two  ^4  yd.  Marion  ditchers. 

The  G.T.R.  has  asked  tenders  for  the 
supply  of  1,000  flat  cars,  50  baggage  and 
express  cars,  15  express  refrigerator 
cars  and  10  express  horse  cars,  for  its 
Canadian  lines;  and  for  3,000  automobile 
cars  and  25  6-wheel  switching  locomo- 
tives (0-6-0),  similar  to  those  being  built 
at  it  Montreal  shops  for  use  on  its  lines 
in  the  U.S.,  west  of  Detroit  and  St.  Clair 
Rivers. 

The  C.P.R.  sleeping  cars,  18  of  which 
have  been  ordered  from  National  Steel  Car 
Corporation,  Hamilton,  Ont.,  as  announc- 
ed in  our  last  issue,  will  be  73 ';4  ft.  long 
over  body  corner  posts,  and  will  be  built 
complete  with  body,  frame,  steel  work 
and  trucks  by  the  Car  Corporation,  and 
the  interior  work  will  be  completed  by 
the  C.P.R.  at  its  Angus  Shops,  Montreal. 
The  trucks  will  be  of  the  6-wheel  type, 
with  American  Steel  Foundries  clasp 
brake,  and  Commonwealth  cast  steel 
frame.  The  bodies  will  be  fitted  with 
Westinghouse  air  brakes,  and  Miner  fric- 
tion draft  gears  and  buffing  device. 

Canadian  National  Rys.  1,150  general 
purpose  (coal)  cars,  ordered  from  East- 
ern Car  Co.,  as  announced  in  our  last 
issue,  will  have  the  following  general 
dimensions,  etc.: 

LenRth,   inside  36  ft.  4H  in. 

Width,   inside  9  ft.   1%   in. 

Truck    centers    26   ft. 

Wheel   base   5  ft.   6   in. 

WeiKht   44,400   lb. 

Trucks    Arch    bar 

Journals   5Vj    x    10   in. 

Journal   boxes  McCord 

Side    bearings    Miner  balanced 

Bolsters    and    brakebeams    Simplex 

Brakebeam  support  Creco  4  point 

Door    mechanism    Enterprise 

Handbrake   Miner  ideal 

Draft    gear   Cardwell   friction 

Couplers   Class   D.   6  x   8  in. 

Airbrakes  Westinghouse  K.C..  10  x  12  in. 


The  Canadian  National  Rys.  improved 
Hart  convertible  ballast  and  general  ser- 
vice cars,  350  of  which  have  been  ordered 
from  the  Hart-Otis  Car  Co.,  as  mention- 
ed in  our  last  issue,  will  be  of  50  tons 
capacity,  and  will  have  the  following  di- 
mensions,— 

I,enKth  over  end  sills  36  ft.  8  in. 

Width  over  side  sills  8  ft.  9  in. 

Length   inside  as  hopper  car  20  ft.  10  in. 

Length    inside  as  gondola  car  34   ft.   8  in. 

Width   inside   8   ft.   8   in. 

Width   overall   10   ft.   S%    in. 

Width  at  top  9  ft.  9%  in. 

Height  from  rail  to  top  of  floor  4  ft.  4^4  in. 

Height  from  rail  to  top  of  car 8  ft.  4>4   in. 

Height   inside   4   ft. 

Truck  centers  26  ft.  8  in. 

Wheel   base  of  truck  B  ft.   6  in. 

length  of  hopper  door  opening  16  ft.  8^  in. 

Width  of  hopper  door  opening  2  ft.  1  in. 

The  G.T.R.  has  ordered  25  light  switch- 
ing locomotive  boilers  from  Canadian  Lo- 
comotive Co.  They  are  to  be  fitted  with 
a  smoke  prevention  device,  and  are  to  be 
applied  to  the  25  class  F9  switching  lo- 
comotives, which  the  G.T.R.  is  building 
at  its  Point  St.  Charles  shops.  Follow- 
ing are  the  chief  details: 

Type    Radial    stayed 

Diar..    front   69   9/16   in. 

Diar..   largest   76   in. 

Firebox   96%  x  75% 

Tubes,   no.  and  diar 178  2  in.— 28  5%  in. 

Tubes,  length  12  ft.  4  in. 

Heating  surface,  firebox  168  sq.  ft. 

Heating  surface,  tubes   1.168  sq.  ft. 

Heating  isurface.  flues   608..'>  sq.  ft. 

Heating  surface,  arch  tubes  26  sq.  ft. 

Heating  surface,   total  1,970.5  sq.   ft. 

Grate  area  50.60  sq.  ft. 

Staybolts    Brown's   iron 

Canadian,  National  Rys.  500  steel 
frame  box  cars  ordered  from  Eastern 
Car  Co.,  as  announced  in  our  last  issue, 
will  have  the  following  general  dimen- 
sions, etc.: 

Capacity    40    tons 

Length,    inside   36   ft. 

Width,    inside   8   ft.   6%    in. 

Truck    centers   26    ft.    10   in. 

Wheel   base   5   ft.   6   in. 

Weight    41,500    lb. 

Trucks    Arch    bar 

Journals  5  x  9  in. 

Journal    boxes    McCord 

Side   bearings    Miner   balanced 

Bolsters  and  breakbeams  Simplex 

Brakebeam  support  Creco  4   point 

Roof  Winslow  improved,  type  B 

Draft   gear    Miner   twin    spring 

Couplers   Class   D,   6   x   8   in. 

Airbrake  Westinghouse   K.C.,   8   x   12    in. 

Door    fixtures    Camel 

Canadian  National  Rys.  6  all  steel 
snow  ploughs  ordered  from  Eastern  Car 
Co.,  as  mentioned  in  our  last  issue,  will 
have  inside  lining  of  wood,  and  side 
wings,  front  cutters  and  ice  cutters  will 
be  opei-ated  by  air  from  the  cupola.  Fol- 
lowing are  the  chief  details: 

L,-ngth,   inside   19  ft.  3%  in. 

Width,   inside  18  ft.   1  in. 

Truck    centers    18    ft. 

Wheel    base,   front  truck   4   ft   2  m. 

Wheel   base,   rear  truck  5  ft.   3  in. 

Weight    63,800    lb. 

Front  truck,  type  40  ton  arch   bar 

Rear  truck,  type  30  ton  arch  bar 

Journal    boxes    McCord 

Bolsters    and   brakebeams   Simplex 

Side    bearings    Laughlin 

Headlight  Py'f  National 

Draft  gear  Keyed   yoke 

Couplers,   rear  :  Class  D.  6  x  8  in. 

Couplers,   front   Pilot 

The  G.T.R.  has  ordered  10  eight-wheel 
switching  locomotives  (0-8-0)  from  Can- 
adian Locomotive  Co.  Following  are  the 
chief  details: 

Weight  in   working  order  240,000  lb. 

Wheel    base   of   engine    15    ft.    6    in. 

Wheel  base,  engine  and  tender  50  ft.  6V<.  in. 

Heating  surface,   firebox  235  sq.   ft. 

Heating  surface,  tubes   2,497   sq.   ft. 

Heating   surface,   total   2,782   sq.   ft. 

Driving    wheel,    diar 56    in. 

Driving   wheel,   centers   Cast  steel 

Driving  journals,  diar.  and  length  11  x  20  and 

10  X  13  in. 
Cylinders,  diar.  and  stroke  26  x  30  in. 


Boiler,   type    Radial   stayed 

Boiler,    pressure    170    Ih. 

Tubes,   no.  and  diar 228  2  in.  and 

32  5%  in. 

Tubes,   length  15  ft. 

Injectors  Hancock  non-lifting,  5,000  gal. 

Safety    valves    World 

Brakes    Westinghouse  American 

Packing  King  meUllic 

Superheater    Locomotive   Superheater   Co. 

Weight  of  tender,   loaded   166,360   lb. 

Water   capacity   9,000   U.S.   gal. 

Coal    capacity    10   tons 

Tank,   type  Water  bottom 

Tender  truck   4  wheel  equalized 

Tender  truck   wheel   33   in. 

Wheel,   type    Solid    rolled   steel 

Journals,    diar.    and    length   6   x    11    in. 

Brakebeam,   type   Huntoon   steel 

Canadian  National  Rys.  30  six  wheel 
switching  locomotives  (0-6-0)  ordered 
from  Canadian  Locomotive  Co.,  as  men- 
tioned in  our  last  issue,  will  have  the 
following  general  dimensions,  etc.: 

Weight   in   working  order  150,000  lb. 

Wheel  base,  engine  12  ft. 

Wheel   base,   engine  and  tender  41   ft.   1V4   in. 

Heating  surface,   firebox   132   sq.   ft. 

Heating    surface,    tubes   and   arch   tubes    

1449.7  sq.  ft. 

Heating  surface,  total  1,581.7  sq.  ft. 

Driving  wheel,  diar 51  in. 

Driving   wheel,   centers   Cast  iron 

Driving  journals,  diar.  and  length... .8^  x  llVj  in. 

Cylinders,  diar.   and  stroke  21  x  26  in. 

Boiler,   type   Straight  top 

Boiler,  pressure   180  lb. 

Tubes,  no.  and  diar 157 — 2  in. 

24—5^  in. 
12  ft.  5   in. 

Tubes,    length   12  ft.   6    in. 

Airbrakes  Westinghouse  E.T.  6 

Packing    Metallic 

Fire    brick    Security 

Valve    motion    Walschaert 

Cab  steel,  wood  lined 

Headlight    10    Pyle   National    type    K,    and 

15  Schrooder  Electric  Taylor  and  Arnold  casing 

Weight  of  tender,   loaded   96,000   lb. 

Water    capacity    3,800    imp.    gals. 

Coal    capacity   6   tons 

Truck  type  4  wheel  arch  bar 

WTieels,   diar 33   in. 

Wheel.   type....lO  Davis  C  and  15  cast  iron  chilled 

Journal,  diar.  and  length  4%  x  8 

Brakebeam    Simplex 

Airbrake   Westinghouse   K.D.,   8  x   12   in. 

The  Canadian  National  Rys.  cabooses, 
80  of  which  have  been  ordered  from 
Canadian  Car  and  Foundry  Co.,  and  20 
from  Preston  Car  and  Coach  Co.,  will 
be  of  center  sill  construction,  with  six 
5  by  9  in.  sills  and  two  7  in.  ship  chan- 
nels, bolted  below  the  two  center  wood 
sills,  which  will  form  the  draft  sill.  They 
will  have  wooden  frames,  with  bolster 
post  4  by  2V2  in.,  intermediate  post  4  by 
2%  in.  The  outside  and  inside  will  be 
sheathed,  and  the  inside  of  the  roof  will 
also  be  sheathed,  to  provide  proper  in- 
sulation; double  board  roof  on  the  ex- 
terior with  rubberoid  paper  between, 
and  tar  paper  between  the  frame  and  the 
inside  sheathing;  floors  double  boarded, 
with  tar  paper  between;  cupola,  full 
width  of  roof,  with  sliding  window  on 
.side,  double  windows  on  front  and  back, 
and  cars  equipped  with  walk-over  seats; 
trucks,  Simplex  with  elliptic  springs, 
and  Miner  twin  spring  draft  gear; 
brakes,  standard  freight,  Westinghouse 
K.C.  812.  Following  are  the  general  di- 
mensions: 

Length  over  end  sills  30  ft.   0  in. 

Truck   centers   20  ft.   4  in. 

Truck  wheel  base  - 4  ft   10  in. 

Width   over  eaves   9    ft.  9>i  in. 

Height  overall    14    ft    r,-„  in. 

The  Canadian  National  Rys  25  Santa 
Fe  (2-10-2)  locomotives,  ordered  from 
the  Montreal  Locomotive  Works,  as  men- 
tioned in  our  last  issue,  will  have  the  fol- 
lowing chief  details: 

Weight   on    drivers    256.000  lb. 

Weight  on   truck   88,000  lb. 

Weight  on   trailer   31,000  lb. 

Weight    total    320.000  lb. 

Wheel   base,  driving   20  ft   6  in. 

Wheel  base,  engine  and  tender  70  ft  2:4  in. 

Cylinders,  diar.  and  stroke  26  x  82  in. 


182 


CANADIAN  UAIIAVAY  AND  MARINE  WORLD 


April,  1920. 


_-;    -Irrt 

10   s    IX 
ai    In. 


shortly  It)  the  t'nj 
.iiU-  hon.liMl  \>y  II 
The  iM|uipnn'nt  nt 
HcruritU'K    will    Im' 


llmKnr  tartmer.  tuhr* 


C.ntrr  of   boiler   fr.  n,  ••    "v"'     V; 

Sup,Th«H.r  ^sT,^^ 

^•^'°»,;;-:  iti  chminoi. 

!  S4   in. 

.  rqualiX4*<l 

',  G  X   11    in. 

Wntcr  bottom 

,.„.,,»  lo.ooo   U.S.   (t»l. 

-  .(.jty  .  _ IT  ton» 

'  -.T       I^ocomotive  Stoker   Co.'s  horixonUl 

I  ru     Canadian    National    Rys.    Pacific 
,ne    locomotives,     :>2     nu'dium     and     10 
,  avy,  ordered  from  the  Montreal  Loco- 
motive Works,  as  mentioned  in  our  last 
issue,  will   have   the  following  chief  de- 
tails: .  „ 

Medium.  HoiHT- 

WeiuM  on  driven 1 66.000  lb.  17.^000  lb. 

We  «hl  on  trark       SO.OOO  lb.  19.000  lb. 

Wei'hlonlraller.. dO.OOO  lb.  49.000  lb 

w'!"ht.  U.Ul 266.000  lb.  273  000  lb. 

Who-l  luue.  drivinB 13  ft-  18  't- 

Whf.-l   lp«»e.  enirinc  and 

,,.n,l,.r        * 66  ft.5V,  in.  66  ft.  6\  in. 

i>liniler».       di«r.      and  „.     „o 

„r„kc               23'-j  x  28  24  X  2S 

(yhmleni.  .pread 10  ft.  S%  in.  10  ft.  4  in. 

riruinu  wheel,  diar 69  in.  69  in. 

rmvinir  wheel   cenUr* 62  in.  62  in. 

Iinvinir    wheri     centcm  „     .    .     , 

n,,,,,.r,,l        Ca»t»teel  Cast  steel 

,.-,:,:,.    ioumal..                     ^^,,^^j  j^^^^21 

,,...rH '.'.'.'.'.'.'. 10x13  10x18 

-wheei.  diar. 48  in.  48  in. 

!■        -ik- wheel  joamali...  9x14  9x14 

In  I- in.-  truck  wheel*  S«  in.  88  in 

Knirinc  truck  wheel  Jour- 

nal,                      6'^  X  12  6H  X  12 

I  ram.-.,  width Bin.  „  *  J".    . 

Iloiler  type Strainht  top    Extended 

iwiier.  lyp.  ^^.^1  wacon  top 

Htay  radial  Atay 
Iloiler.  dlar.  in»lde  firet 

rina                - TFn  72Vj 

lU.iler    pr«.ure        ..- 2001b.  2001b. 

Kirelwx.  lenifth  and  width   108x7SV«  \0»%x^6V^. 

Tul«i.  no.  and  dlar 182  2  In.  228  2  in. 

28  5%  in.  32  5%  in. 

Hmtinif  surface  tub« 1.94n  k|.  ft.  2.378  iiq.  ft. 

Hrntinit  durface.  flue« S04  »q.  ft-  897  Bq.  ft- 

H.'fitinu        nuKnce.       f.b. 

tube.                27  "-I.  ft-  27  XJ.  ft 

Hralina  .urface.  Are  box.      188  k).  ft.  216  «!.  ft 

H.-nlinu  surface.  toUl 2.964  ..I.  ft  3  517  .q.  ft 

Superheatinit.  surface 677  .n.  ft  757.3  .q.  ft 

r.rau.  area 56.4  K).  ft  56.5  .q.  ft 

Tractive  power 88.100  39.700 

Factor  of  adheiion 4.36  4.4 

Center  of  boiler  from  tall      9  ft  B  in^  »  ft  8  in. 

Superiwatcr Huneerford  -  Schmidt 

Cameron 

Iia..rac  Bear - Screw  Screw 

cStoS           .r.I Ve.tlbule  Veatlbule 

T^nd^frame CNR.  C.N  R 

■Undard  sUndard 

10  and  13  10  and  13 

In.  channels  in.  channels 

Tender,  wheel  diar _  36  in.  36  In. 

Tender,  truck  type Equali«Kl  Equallaed 

Tender  loumalt 6x11  6x11 

Tank  type Water  Water 

bottom  bottom 

Water  capacity 6.r,oo  imp.  9.000  U.S. 

KbI.  Kal. 

Coal  capacity ,   »«  t"""  «.'""'"• 

Coal    puaher.- Locomotive    SUiker 

Canadian  Pacific  Railway   Orders. 

It  was  announced  on  Montreal  Mar- 
24  that  the  C.P.R.  had  sold  $12,000,000 
fi'r  equipment  notes  throuirh  the  Inited 
Financial  Corporation  of  Montreal,  and 
the  Guaranty  Trust  Co.  of  New  York. 
The  notes,  which  mature  serially  in 
from    one    to    12    years,    will    be    offered 


•  a  nyndi- 
I'nist  Co. 
the  new 
.1,  iiiviilvinK  an 
outlay  of  5ome  $1. 1,000.000,  will  nil  be 
built  in  Canada,  thereby  assurinR  to  the 
car  huililinK  ami  allied  induntries  a 
hiirhly  subsUniial  volume  of  busineMU 
for  some  months  to  come. 

I'p  to  Mar.  27  no  offirinl  announce- 
ment had  been  made  as  to  the  rollinir 
stock  to  be  built  and  ordered,  but  it  is 
said  that  the  proKramnie  includes  a 
number  of  locomotives,  53  sleepinf;  cars, 
12  dining  cars,  ].'(  compartment  cars,  24 
baggage  cars,  2,.")00  box  cars,  .lOO  refrig- 
erator cars,  ."iOO  automobile  cars,  and  07 
are  cars.  A  large  portion  of  these  or- 
ders will  be  built  at  the  company's  An- 
gus shops,  Montreal,  but  considerable 
will  be  placed  outside.  As  stated  in  Can- 
adian Railway  &  Marine  World  for 
.March,  orders  have  been  given  Canadian 
Car  &  Foundry  Co.,  for  .S.'i  steel  frames 
for  sleeping  cars,  and  to  the  National 
Steel  Car  Corporation  for  18  sleeping 
cars,  including  body  frames,  steel 
work  and  trucks,  the  interiors  to  be 
completed  by  the  C.P.R.  We  are 
also  advised  of  orders  having  been 
given  for  2,."i00  fifty-ton  boxe  cars, 
l,.i00  to  Canadian  Car  &  Foundry  Co., 
and  1,000  to  Nation  Steel  Car  Cor- 
poration, and  it  is  said  500  have  been  or- 
dered from  Eastern  Car  Co.  It  is  also 
said  that  the  box  cars  will  be  of  the  Uni- 
ted States  Railroad  Administration  type, 
except  that  arch  bar  trucks  will  be  used, 
instead  of  steel  frame  side  type,  and  that 
the  C.  P.  R.  grain  hopper  will  be  in- 
stalled. 

The  company  has  ordered  five  cabooses 
to  be  built  at  its  Angus  shops. 


Canadian  National  Railways 
Earnings. 


January    *  7.726.562 

February     6.516.059 


1919 

t  6.787.517 

6.265.562 


$13,783,621     $13.0.53.079 

Approximate  eaminits  for  three  weeks  ended 
March  21.  $4,892,646,  axainst  $4,338,038  for  same 
period.   1919. 


Canadian  Pacific  Railway  Earn- 
ings, Expenses,  Etc. 


GroM  eaminga,  working  expenses,  net  eaminja, 
and  increases  or  decreases,  from  Jan.  1,  1920, 
compared   with  those  of   1919: 

Increases  or 
Net         decreases 
$586,941    •$967,571 


Jan.. 


Gross  Expenses 

$13,914,569    $13,828,628 


$13,914,569    $13,828,628     $585,941   •$967,571 
Incr.      $      836,241     $  1.853.812 
Pec 

Approximate  earn 
and  for  three  week 
neninst  $10,882,000. 
ikIs.    1919. 

•Decrease. 


$967,571   - 

.  for  Februar>-.  $18,208,000. 
nded  March  21.  $9,657,000. 
d   $7.9ll>.000   for  same  peri- 


Grand  Trunk  Railway  Earnings, 
Expenses,  Etc. 


Gross  earninits.  working  expenses,  net  eaminirs. 
and  increases  or  decreases,  from  Jan.  1.  1920. 
r..mparr.l    with    those   of    1919: 

Incmats  or 

Oroa*        Expensaa  Nat        dwriNiaeJ 

Jan.  ..$  5.054.0.^4  $  5.867.445  •$  813.411  t$  9i.«06 

$  5,054,034  $  5.867,445  •$  8l$.411  t$  97,406 

Incr.  ..$   651.805$   749.211    "-•;";    

Deer »»"•"«         

tPeflcIt     'Deereaae. 

Appr..xim«te  eaminirs  for  February.  $J.6«4.77R. 
nn<l  fur  three  weeks  ended  March  21.  $S.i5B.26i. 
against  »I.OSS,029,  and  $3.61S.738  for  same  perl- 
...I.,    l-il-i. 


(^rand  Trunk  U.iilw.iv  Construc- 
tion, Hettirnu'nt^.  Klc. 

Ottawa  Crnlral  Station — A  preits  re- 
|Mirt  states  that  alterations  and  improve- 
ments estimated  to  cost  $60,000  are  being 
made  to  the  car  sheds  at  thi^  station. 
The  car  shed  is  being  extended  to  the 
edge  of  the  Riileau  Canal,  and  a  concrete 
platform  is  U-ing  built  between  tracks 
1  and  2.  It  is  expected  that  the  erec- 
tion of  the  steel  work  will  be  started 
about  April  I.t,  and  that  the  whole  work 
will  be  completed  by  .lune  l.">.  The  work 
is  being  done  by  the  company's  mainten- 
ance force,  except  the  steel  work,  the 
contract  for  which  has  been  let  to  the 
Dominion  Bridge  Co. 

Montreal-Brockville  Track — A  press 
report  states  that  about  140  miles  of 
track  between  Montreal  West,  Que.,  and 
Brockville,  Ont.,  will  be  relaid  with  100- 
Ib.  steel  rails  during  this  year,  and  that 
the  new  rails  will  be  laid  on  the  west- 
bound track,  except  for  a  stretch  on 
the  east  track  between  Morrisburg  and 
Summerstown,   Ont. 

Allandale-Collingwood  Bridges  —  The 
Board  of  Railway  Commissioners  has 
authorized  the  company  to  use  for  traf- 
fic bridges  291,  292  and  293  over  .Mad 
River,  Batteaux  Creek  and  Pretty  River, 
respectively,  between  Allandale  and  Col- 
lingwood,  Ont.    (Mar.  pg.  124.) 

Telephone  Dispatching  Installation — 
A  press  report  states  that  it  is  proposed 
to  instal  a  telephone  despatching  system 
on  the  line  from  Hamilton  to  Sarnia, 
about  150  miles,  at  a  cost  of  approxi- 
mately ?200,000  during  this  year. 

London  Freight  Shed  Burned  —  The 
company's  freight  shed  and  offices  on 
York  street,  between  Wellington  and 
Waterloo  Sts.,  London,  Ont.,  were  des- 
troved  by  fire  Mar.  6,  involving  an  esti- 
mated loss  of  from  $125,000  to  $150,000. 
The  buildings  were  considerably  dam- 
aged by  a  fire  about  five  years  ago,  and 
have  been  merely  patched  up  since.  The 
mayor  and  representatives  of  the  Cham- 
ber of  Commerce  and  the  Board  of  Trade 
are  reported  to  have  sent  a  joint  message 
to  the  company's  headquarters  at  Mont- 
real, asking  that  steps  be  taken  to  erect 
modern  freight  sheds  and  offices.  .^  press 
report  states  that  a  freight  shed  and  a 
2-story  office  building,  to  cost  approxi- 
mately ?30,000  are  to  be  erected  at  once, 
and  that  it  is  expected  to  have  the  work 
completed  by  June  1. 

Elast  London  Reclamation  Yards — A 
press  report  states  that  work  on  laying 
out  the  reclamation  yards  in  East  Lon- 
don, Ont.,  will  be  put  in  hand  as  soon  as 
the  necessary  authority  is  received  from 
Montreal. 

London  Division  Track  Relaying — The 
relaying  of  the  track  between  London 
and"  Sarnia,  Ont.,  with  100-lb.  rails  in 
place  of  the  present  85-lb.  rails  will,  it 
is  said,  be  started  about  May  1.  It  is 
reported  that  40  miles  of  track  cast  of 
London  will  also  be  relaid  with  100-lb. 
rails. 

Railway  Lands  Patented  —  Letters 
patent  were  issued  during  February,  re- 
specting Dominion  railway  lands  in 
.Manitoba,  Saskatchewan,  .Alberta  and 
British  Columbia  as  follows: 

Acres 

Canadian    Northern    Ry 156.6S6 

Canadian    Pacific    Ry.    grants 40 

Canadian     Pacific    roadbed     and     sUtion       _    ^^ 

grodnds     "■■■■        «5.*. 

Kdmontnn.     Dunvesan     and     Britisn     Co- 
lumbia   Ry • -..■••■——     .„»«5 

Crand  Trunk  Pacific  Bimnch  Lima  Co.....     182.77 

Tot*I    418.476 


April,  1920. 


183 


Orders  by  Board  of  Railway  Commissioners  for  Canada. 


Feginnine  with  June,  1904,  Canadian  Railway 
and  Marine  World  has  published  in  each  issue 
summaries  of  orders  passed  by  the  Board  of  Rail- 
way Commissioners,  so  that  subscribers  who  have 
filed  the  paper  have  a  continuous  record  of  the 
Board's  proceedings.  No  other  paper  has  done 
this. 

Important  traffic  orders  made  by  the  board  are 
K'iven   in   full  on  another  paKe  of  this  issue. 

29.370.  Jan.  30.- ApprovinK  Frcdcricton  and 
Grand  Lake  Coal  and  Ry.  Co.  standard  passen- 
ger tariff  C.R.C.    1. 

29.371.  Feb.  H.— ExtendinB  to  May  15  time 
within  which  Canadian  National  Rys.  shall  build 
class  3  station  and  extension  of  passing  track 
at    Elie.    Man. 

2M.372.  Feb.  16.— .\uthorizinK  Grand  Trunk 
Pacific  Branch  Lines  Co.  to  build  spur  for 
Parker  Creek  Coal  Co.  at  mile  8.';.7,  Calsary 
Branch,  Sec.  21.  Tp.  3S.  Ranse  23,  west  4th 
meridian.    Alta. 

29.373.  Feb,  16.— OrderinK  C.P.R.  to  rear- 
range and  rebuild  waiting  room  at  Carmichaei, 
Sask..    by   June    1. 

29.374.  Feb.  16. — Approvinfr  revised  location 
Canadian  Northern  Pacific  Ry.  Kamloops — 
Vernon — Kelowna — Lumby  Branch,  mile  41.  east 
from    Kamloops    Jet..    B.C. 

29.37,1.  Feb.  12.— .\uthorizintr  Lake  Erie  and 
Northern  Ry.  and  Toronto.  Hamilton  &  Buf- 
falo By.  to  operate  over  crossing  and  interlock- 
inir   plant   at    Brantford,    Ont. 

29.376.  Feb.  16.— Authotizing  G.T.R.  to  build 
spur  for  Canadian  Oil  Cos.,  near  Pottersburg. 
Ont. 

29.377.  Feb.  19.— Suspending  orders  29,312  and 
29.336,  Jan.  30  and  Feb.  5  respectively,  regard- 
ing car  supply  at  Fort  William  and  Port  .-Ar- 
thur, Ont.,  for  carriage  of  grain  to  Eastern 
Canada    for    domestic    consumption. 

29.378.  Feb.  20.— .Xuthorizing  Toronto,  Ham- 
ilton &  Buffalo  Ry.  to  rebuild  bridge  over 
Main   St..    Hamilton,    Ont. 

29,379  Feb.  20.— Authorizing  Esquimalt  & 
Nanaimo  Ry.  to  use  British  Columbia  Electric 
Ry.  on  Store  St.,  Victoria,  B.C.,  to  Canadian 
Puget  Sound  Lumber  and  Timber  Co. 

29.380.  Feb.  20.— Authorizing  British  Colum- 
bia Electric  Ry.  to  build  spur  on  Store  St..  Vic- 
toria. B.C..  for  Canadian  Puget  Sound  Lumber 
A   Timber   Co 

29.381.  Feb.  20.-  Approving  route  map  of 
C.P.R.  Pashley  Northeasterly  Branch,  mile  0  to 
109.3. 

29.382.  Feb.  20. — Authorizing  Saskatchewan 
Government  to  make  crossing  over  C.P.R.  s.e.  ^i 
Sec.  11.  Tp.  34.  Range  2r>.  west  2nd  meridian, 
Sask. 

29.3S3.  Feb.  14.— Rescinding  order  19..')14. 
June  9,  1913,  re  G.T.R.  speed  limitation  at 
crossing    of    Queen    St..    Mount    Forest,    Ont. 

29.384.     Feb.     19.— Authorizing     G.T.R.     to     use 
bridge   between   Lots   17   and   18,    St.   Marys.   Ont. 
Ont. 

29.38,5,  Feb.  17.— Approving  clearance  at  G.T. 
R.   siding   for  I.   Cohen,    Kingston,   Ont. 

29.386.  Feb.  20.— Authorizing  Kettle  Valley 
Ry.  to  open  its  line  for  freight  traffic  from 
mile  13.6,  Princeton,  to  mile  8,  south  of  Prince- 
ton,  5.6  miles. 

29.387.  Feb.  20.— Authorizing  Canadian  North- 
em  Western  Ry.  to  cross  highway  in  n.e.  Vi  Sec. 
4.  Tp.  22,  Range  12.  west   4th  meridian,   Alta. 

29.388.  Feb.  19.- Approving  revised  general 
location  of  C.P.R.  Leader  Southeasterly  Branch. 
mile  29  to  50.1.  and  general  location  from  mile 
88.0   to   153.6. 

29.389.  Feb.  21.— Dismissing  application  of 
Saskatchewan  Supply  &  Fuel  Co.  for  modification 
of  Rule  2  (b)  of  Canadian  Car  Demurrage  Rules, 
to  afford  free  time  for  alternative  placement 
orders  for  unloading  cars,  also  for  allowance  of 
free   time    for    paying    freight   charges. 

29.390.  Feb.  21.— .Authorizing  C.P.R.  to  build 
spur  for  Robert  McNair  Shingle  Co..  at  mile  0.8 
loco    Branch,    Cascade    Subdivision,    B.C. 

29.391.  29.392.  Feb.  21.  Authorizing  Canadian 
National  Rys.  to  cross  and  divert  road  in  n.e.  't 
Sec.  1.  Tp.  23:  and  n.e.  '1  Sec.  36.  Tp.  19,  Range 
12,   west  4th  meridian,    Alta. 

29.393.  Feb.  21.— Authorizing  C.P.R.  to  build 
spur  extension  for  Tees  and  Persse,  Ltd..  Re- 
gina.   Sask. 

29.394.  Feb.  23.— Authorizing  Canadian  North- 
ern Pacific  Ry.  t  Kamloops- Vernon-Kelowna- 
Lumby  Branch,  to  cross  and  divert  highway  at 
mile    59.8,    east    from    Kamloops    Jet,,    B,C, 

29.395.  Feb.  23.— .\pproving  alteration  in  lo- 
cation of  G.T.R.  siding  authorized  by  order  15318, 
Nov.  10,   1911. 

29.396.  Feb.  23.— Amending  order  28497,  July 
7,  1919,  re  bridge  to  be  built  by  Toronto.  Ham- 
ilton &  Buffalo  Ry.,  over  its  track  near  Vine- 
mount,   Ont. 

29.397.  Feb.  23.— Authorizing  Canadian  Na- 
tional Rys.  to  cross  and  divert  highway  in  s.e. 
^4  Sec.  19,  Tp.  2,  Range  7.  east  principal  meri- 
dian. Man. 

29.398  to  29,400,  Feb.  24.— Approving  Bell 
Telephone  Co.'s  agreements.  Feb.  3.  with  Gou- 
lais  Bay  Telephone  Co.,  Algoma  District;  Feb.  4, 
with    Greenwood    Telephone    Association,    Algoma 


District,  and  with   Mornington  Tp.,   Perth  County, 
Ont. 

29.401.  Feb.  20.— Authorizing  City  of  St, 
Boniface,  Man.,  to  continue  Rue  Messier,  across 
C.P.R.    Emerson    Branch. 

29.402.  Feb.  24.-  Extending  to  Mar.  24  time 
within  which  G.T.R.  shall  instoll  bell  at  crossing 
of   Victoria    Road,    near    Guelph.    Ont. 

29.403.  Feb.  2.'i.  Relieving  C.P.R.  from  pro- 
viding further  protection  at  highway  crossing 
near    Vei-sailles    Station,    tjue. 

29.404.  Feb  24.- -Approving  revi30<l  location 
of  Canadian  Northern  Pacific  Ry.,  Kamloops — 
Vernon — Kelowna — Lumby  Branch,  at  mile  29 
south   from   Vernon,    B.C. 

29.405.  Feb.  23.— Authorizing  Canadian  Na- 
tional Rys.  to  change  spur  and  builil  additional 
spur  to  siding  for  P.  Burns  &  Co..  Prince  Albert. 
Sask. 

29.406.  Feb.  25.— Authorizing  Vancouver.  Vic- 
toria &  Eastern  Ry.  and  Navigation  Co.,  and 
British  Columbia  Electric  Ry.  to  operate  over 
ci-ossing   on    Georgia    St.,    Vancouver,    B.C. 

29.407.  Feb.  27. — Susp<.>nding,  pending,  hear- 
ing, tariffs  of  G.T.R..  C.P.R..  Canadian  National 
Rys.,  Toronto-Hamilton  &  Buffalo  Ry..  New  York 
Central  Ry.,  and  Central  Vermont  Ry.,  showing 
increase    in    commutation    rates,    effective    Mar.    1. 

29.40S.  Feb.  24.  Authorizing  G.T.R.  to  install 
improved  type  of  automatic  bell  at  crossing  of 
Main    St..    Lucan,    Ont. 

29.409  Feb.  25.--Amending  order  29.220.  Jan. 
2.  re  Canadian  National  Rys.  highway  crossing 
in  s.e.  ii  Sec.  9,  Tp.  26,  Range  17,  west  3rd 
meridian,  Sask. 

29.410.  Feb.  24. — Relieving  C.P.R.  from  pro- 
viding further  protection  at  crossing  of  Prince 
de  Galles  St..  at  Laval  Rapids,   Que, 

29.411.  Feb.  26. — Ordering  Canadian  National 
Rys.  to  install  improved  type  of  automatic  bell 
at  crossing  of  main  road  leading  to  crossing  of 
Red    River.    St.    Jean    Baptiste,    Man. 

29.412  Feb.  28.— Authorizing  Canadian  Na- 
tional  Rys.  to  cross  highway  between  Sees.  7  and 
IS.  Tp.  29.   Range  IG,  west   first  meridian,  Man. 

29.413.  Feb.  23.— Relieving  G.T.R.  from  pro- 
viding further  protection  at  crossing  of  North 
Augusta  Road.   Brockville,  Ont. 

29.414.  Feb.  27.-  Authorizing  Saskatchewan 
Government  to  make  crossing  over  Canadian  Na- 
tional  Rys.   station   grounds   at  Tichtield,   Sask. 

29,4  l.i.  Feb  27.— Authorizing  G.T.R.  to  build 
siding  for  Windsor  Petroleum  &  Refining  Co., 
Tecumseh,   Ont. 

29.416.  Feb.  28.— Authorizing  C.P.R.  to  build 
spurs  for  Robert  Bell  Engine  &  Thresher  Co., 
Winnipeg. 

29.417.  Feb.  27.—  Rescinding  order  28.613,  July 
30,  1919,  i-e  building  by  Great  Northern  Ry.  of 
glance  pier  or  crib  from  bridge  539,  between 
Princeton  and  Brookmcre,  B.C.,  and  ordering 
that  stream  be  diverted  to  the  west  side  of  rail- 
way  from  bridge  539   to  bridge  538. 

29.418.  Feb.  2".— Rescinding  order  26137,  May 
22.  1917,  respecting  appointment  of  temporary 
agent   by   C.P.R.    at   Domain    station,   Man. 

29.419.  Feb.  28.— Extending  to  June  1  time 
within  which  Canadian  National  Rys.  shall 
build  freight  and  passenger  station,  and  passing 
track  at  Rosebud,  Man.,  as  required  by  order 
27.875,   Nov.  18,   1918. 

29.420.  Feb.  20. — Dismissing  application  of 
residents  of  Pine  Beach  and  vicinity,  Dorval, 
Que.,  for  order  that  Pine  Beach  be  made  a  stop- 
ping place  during  summer,  half  way  between 
Strathmore   and  Dorval.   on   G.T.R.   and  C.P.R. 

29.421.  Mar.  2.— Authorizing  Canadian  Na- 
tional Rys.  to  rebuild  bridge  over  Yamachiche 
River,  mile  98.88  from  Quebec. 

29.422.  Feb.  22.— Authorizing  C.P.R.  to  build 
its  Langdon  North  Branch.  Acme  to  Empress,  at 
mile  48.5,  under  Grand  Trunk  Pacific  Branch 
Lines  Co.-s  tracks  in  s.w.  Vi  Sec.  21,  Tp.  29, 
Range   24,    west   4th   meridian. 

29.423.  Mar.  2. — Approving  revised  location 
of  C.P.R.  Archive-Wyroark  Branch,  mile  0  to 
24.7. 

29.424.  March  3. — Dismissing  complaint  of  T. 
H.  Taylor  Co.,  Chatham.  Ont.  that  carload  of 
flour  loaded  and  sealed  by  them  at  Chatham,  Ont., 
out-turned  a  shortage  at  Sydney,  N.S.,  and  claim 
is  refused  by  carrier  on  ground  that  car  reached 
its   desination   with  shipper's   seals    intact. 

29.425.  March  4.— Authorizing  G.T.R.  to  build 
spur  for  City  of  Welland  and  Vaughan  Seed  Co.. 
Welland.   Ont. 

29.426.  March  4.— Authorizing  C.P.R.  to  build 
connection  spur  with  Key  Valley  Ry.  iSchrocder 
Mills  and  Timber  Co.'s  lumber  railway),  at  mile 
74.70.    Parry   Sound   Subdivision,   Ont. 

29.427.  March  4.— Authorizing  C.P.R.  to  build 
spur  and  thre?  sidings,  with  crossover  track  and 
transfer  tracks,  for  Strong  Lumber  Co.,  at  mile 
7.86,    Sudbury    District.    Ont. 

29,328.  March  3.— Authorizing  Canadian  Na- 
tional Rys.  to  build  spurs  for  Portage  Milling  & 
Transfer  Co.,   St.    Boniface,   Man. 

■'<t  429.  March  3.  -Authorizing  Canadian  Na- 
tional Rys.  to  build  spur  for  Saskatchewan  Co- 
operative  Creameries,   North   Battleford.   Sask. 

29,430.  March  3. — Authorizing  Canadian  Na- 
tional   Rys.    to    build    extension    of    spur    for    Car- 


rol Wilson.  Ltd.,  Block  7,  Hudson's  Bay  Reserve, 
Sdmonton.    Alta. 

29.431.  March  3.— Authorizing  G.T.R.  to  re- 
build bridge  19  at  mile  2.87,  Stratford  Division, 
Ont. 

•29.432.  March  3.— Amending  order  29,402.  Feb. 
24,  re  time  for  installation  of  automatic  bell  by 
G.T.R.  at  Victoria  Road  crossing  near  Guelph, 
Ont. 

29,433.  March  5.— Extending  for  3  months 
from  date,  time  within  which  distant  signals  mav 
be  installed  where  CP.R.  crosses  Canadian  North- 
em  Ontario  Ry..  at  Central  Ontario  Jet.  I  Ilonar- 
law). 

'29,434.  March  4.— Authorizing  Bell  Telephone 
Co.  to  operate  its  telephone  lines  by  attaching 
two  cables  to  Gouin  bridge,  crossing  Richelieu 
River,   between    St.   Johns   and    Iberville,    Que. 

29.435.  March  2. — Ordering  on  application  of 
Freight  Adjusting  Bureau  of  Vancouver,  B,C., 
that  shoddy  blankets  ore  entitled  to  rate  pro- 
vided for  specified  articles  of  dry  goods  in  item 
250  of  Canadian  Freight  Association  Commodity 
Tariff   1-A,    C.R.C.    14. 

29.436.  March  2,— Ordering  on  application  of 
United  Grain  Growers,  Ltd.,  Winnipeg,  that 
rating  of  road  gradei-s  set  up.  be  re<luced  to  1'., 
first  class  subject  to  Rule  6.  of  Canadian  Freight 
Classification    16,    as    amended    by    Supplement    10. 

29.437.  March  9.— Approving  Kettle  Valley  Ry. 
location  south  end  of  Dog  Lake  to  Indian  Re- 
sei-ve  near  Okanagan  Falls  townsite.  about   750  ft. 

29.438.  March  9.— Approving  Canadian  Na- 
tional Rys..  Acadia  Valley  Branch  right  of  way, 
as  located  through  Tps.  27  and  26.  Ranges  28  and 
29,  west  3rd  Meridian,  Sask.,  mile  0  to  11.88. 
and    authorizing    its    construction    across    15    high- 

29.439.  Mai-eh  9.- Approving  agreement  Feb. 
16,  between  Bell  Telephone  Co.  and  Pleasant 
View   Telephone   Co.,    Grey   County,   Ont. 

29.440.  March  9,— Relieving  Brantford  & 
Hamilton  Electric  Ry.  from  providing  further 
protection  at  crossing  of  the  Stone  Road,  just 
east   of   Cainsville,    Ont. 

29.441.  March  6,— Ordering  British  Columbia 
Electric  Ry.  to  furnish  certain  train  service  be- 
tween Vancouver  and   New   Westminster,    B.C. 

29.442.  March  8.  -Authorizing  C.P.R.  to  take 
certain  lands  owned  by  E.  Agnew,  in  west  half 
of  lot  6,   Con.   2.  Nassagaweya  Tp.,   Ont. 

29.443.  March  10.— Approving  combined  ship- 
Ping  bill,  way  bill  and  receipt  form  of  Algoma 
Central  &  Hudson  Bay  Ry.,  for  use  of  British- 
America    Express    Co. 

29.444.  Mar.  10. — Authorizing  town  of  Maple 
Creek.  Sask..  to  make  highway  crossing  over 
C.PR.   at  Sidney  St 

29.445.  March  11.— Authorizing  Saskatchewan 
Government  to  make  crossing  over  C.P.R.  in  s.e. 
'i    Sec.   1,  Tp.   12,   Range   13,   west  3rd  Meridian 

29.446.  March  11.— Authorizing  G.T.R.  to 
operate  over  siding  to  be  built  by  Toronto  Har- 
bor Commissioners    for  Barrett   Co. 

29.447.  March  11.-  Approving  change  in  C.P.R. 
function  numbers  at  Tillsonburg,  Ont,  that  all 
home  and  distant  dwarf  signals  are  to  be  pipe- 
connected  and  that  all  signals  are  to  operate  in 
the  upper  quadrant 

29.448.  29,419  March  12.— Authorizing  C.P.R. 
to  rebuild  bridges  2.3  Taber  Subdivision,  and 
bridge  45.5.  Crowsnest  Subdivision,  Lethbridgc 
Division,   Alta. 

29.450.  March  12.— Authorizing  Hull  Electric 
Co.  to  build  spur  for  Federal  Stone  and  Supply 
Co.,   Hull.    Que. 

29.451.  March  11.— Authorizing  C.P.R.  to 
build   spur   for   Harris   Abattoir   Co.,   Toronto. 

29,462.  March  12.-  Authorizing  G.T.R.  to  build 
spur  for  Geo.  Hall  Coal  Co.,  of  Canada,  Ltd., 
Montreal. 

29.453.  March  12. — Authorizing  G.T.R.  to  use 
bridges  291.  292  and  293  over  Mad  River,  Bat- 
teaux.  Creek,  and  Pretty  River,  respectively,  be- 
tween   Allandale    and    Collingwood,    Ont. 

29.454,  March  9.-  Authorizing  Railways  & 
Canals  Department  to  connect  Grand  Trunk  Pa- 
cific Ry.  and  Canadian  National  Rys  at  Ix)bstick. 
Chip  Lake.  Snarling  Jet,  Pocahontas  and  Henry 
House,    Alta. 

29,455  to  29,460.  March  13.— Authorizing  Can- 
adian National  Rys.  to  cross  6  highways  in  Al- 
berta with  its   Munson  to   Wayne  second  track. 

29,461,  March  13.— Authorizing  Grand  Trunk 
Pacific  Branch  Lines  Co.  to  build  spur  for  M. 
Vitaly  at  mile  52.1,  Alberta  Coal  Branch,  in  s.e. 
'i  Sec.  19.  Tp.  47.  Range  19,  west  5th  meridion, 
Alta. 

29,462  to  29.464.  March  13.  12.-  Authorizing 
Canadian  National  Rys.  to  cross  highways  at  3 
points  in  Alberta  with  its  Munson  to  Wayne 
second  track. 

29,465.  March  15. — Authorizing  Canadian  Na- 
tional   Rys.    to    build    spur    for    McNall    Co,,    Be- 

29i466.  March  15. — Relieving  C.P.R.  from  pro- 
viding further  protection  at  Sudbury  Road, 
Chelmsford.   Ont. 

29.467.  March  17, -Approving  supplement  1 
to  Ottawa  Electric  Ry.  Standard  Passenger 
Tariff,   C.R.C.   1,   effective   Apr.   5. 

29.468.  March  16.- Dismissing  application  of 
town    of    Pointe    Claire,    Que.    for    leave    to    divert 


184 


CANADIAN  RAILWAY  ANDAIARINE  WORLD 


April.  1920. 


r.ra.  r«^ln.  o,„  C  I-  K    .n.l  O  T  R  .   wiihm  the 

town  limiu  into  ■  puWl'  «-n>Mln»-  t„,»i. 

build  .pur   f..r   H».l   MminUln   I.um 

.•     t...    l<ol    W0«.    R*"*'    <•    I  •ft'"" 

•,,,-h    »      R»llrvln«  C  r.R.   from  "P""! 

„,  ,„ f     10     inll»«     •n     hour    at     pr<l~lrl»n 

rr»«ln«    in    Rlvrr.l»l»    P«rk.   To.T.nl» 

3»«:i  M.rrh  li  Or.lrr.n«  lh.t  .Idr  "»•>•' 
rr^.ln*  of  hl«hw.r  b»  Mlrhlimfi  C.nlrmI  R.I. 
known  »  Slon.  Ri<«<l  rr™.ln«.  i  mll»«  "'l  "f 
Wril.n.l  C)n«  .  W  .llvrrt»rf  to  th»  8ton»  Roa.l. 
■n.l    orrhar.!    tn-r.    ..n    tri«nirul»r    p«rr«.|    north    or 

"ni?l'''um^h"  \:  OnWrin.  th.l  rn-.ln*  of 
CTR.  •nd  CI'H  "t  Klniflon.  Onl..  b»  pm- 
Si\.J  b'  lnt,rlocVlnB  Pl.nt  to  b,  in.Ull«l  b,r 
*^r»"TS  M.rrh  9  ni«llo»>n»  UH(T.  of  T  P  K  , 
r  T  H  CNR  Nrw  York  Ccntr.1  Rd..  QurlH-c. 
MJn?r;«l  •  8;.uthcrn  R,  .  N.pl.rvlllr  Jrt.  R>. 
"ml  Montr«l  *  Southrm  Countir.  Ry..  lncrr...nK 
ram  on   milk   In   p...rnir»r  or  ml»i-rt  MTvir,. 

2"4T..  M.rrh  IH  Authori.lnB  C"«-' •"  ^^1 
tion.1  Rr.  to  build  .pur  to  «-r,r  block  I.S  .nd 
to  t»«rr«n«»  Scott  Krult  Co..  .pur.  .t  Renin.. 
^JlTf.  M.rrh  IS  Aulhori.ing  C.n.di.n  N»- 
Uon«l  Rr«.  to  ciw.  .nd  divert  highw.y  bctwertj 
««    7   ind   8.   Tp.    If.    R»nit*  20.   wnt   pnncip.l 

"m"!'**"  M.rrh  18  ApprovinK  re>i«d  •Utioit 
>lt<.  of  Grand  Trunk  P.ciflc  Branch  Lin«  Co..  .t 

^H%^Lr^h  18.-  Authorising  C.n.di.n  N.- 
tion.1  Ry».  to  innUll  .Und«rd  portable  »l.tion 
■t    McDiarmid.    Ont.  ,        .  _. 

29  478.  M.rch  18.  Ordcrina  l-ondon  .ijd 
Port  Sunlry  Ry.  forthwith  to  erect  «';•■''"  "-"J 
he«tinit.  .pp.ratu.  .n.l  proper  hahi  »t  mu.1  end 
of  H«e  Line  Ro.d.  We^tmin.ter  P.ychopathic 
Ho>piUl.    l»ndon.    Ont. 

General  orrler  28S.  Feb.  24.-Declarin(t  track 
wile  .llow.nre.  to  be  made  by  ra.Uay.  .ub- 
ject  to  Board',  juriwliction.  also  tolerance  tor 
«rUUon  In  weight.  di.cl»ed  in  ch«k  »<-'ijh'nB 
or  rewelBhinit  paawd  without  alUretion  of  billed 
wrfsht. 

General  order  284.  March  8.— ProvidinK  in- 
er^  in  exUtinif  charee.  for  heated  refniterator 
cars. 

General  order  28.-..  March  2.-  Di.mi..in(t  ap- 
plication of  Canadian  Manufacturen.  Association 
and  others  for  onler  directinit  extension  of  t^an- 
adian  Car  Demurraee  Rules,  to  provide  for  the 
averaKc  demurraKe   plan. 

General  order  2S6.  March  I,— AuthorizinK  all 
telephone  companie.  under  the  Boar.rs  jurisdic- 
tion to  chanre  lolls  published  in  their  respective 
Urifl.    flle<l    with    the   board. 

Superannuated  Intercolonial  Ry.  Em- 
ployes. In  answer  to  an  enquiry,  Is  the 
Government  aware  that  old  superannu- 
ated I.R.C.  employes  are  receiving  in- 
adequate pensions  and  not  at  all  in  rela- 
tion with  the  cost  of  living?"  the  Min- 
ister of  Railways  stated  in  the  House  of 
Commons,  Mar.  22,  that  the  question  of 
increased  pensions  for  them  cannot  be 
dealt  with  until  a  final  scheme  is  decided 
upon,  which  will  be  uniform  for  the  whole 
Canadian  National  Rys.  System.  The 
Railways  Department  is  not  ready  to 
grant  the  employes  an  annual  bonus, 
similar  to  the  one  granted  to  civil  ser- 
vants. 

The  Victoria  Rolling  Stock  and  Realty 
Co.  is  applying  to  the  Ontario  Legisla- 
ture for  an  act  to  amend  the  statutes  of 
1881,  Chap.  r>H.  Sec  1,  which  provides  for 
the  issue  of  debentures  for  the  purpose 
of  the  company  to  be  a  first  charge  upon 
"such  personal  property,  rights  and 
credits  of  the  company  as  shall  be  speci- 
fied in  the  bylaw  authorizing  such  issue. 
The  amendment  desired  is  the  striking 
out  of  the  word  "personal." 

I.othiniere  &  Magantic  Ry.  Transfer. 
The  Minister  of  Railways  stated  in  the 
House  of  Commons  Mar.  22.  that  an  or- 
der-in-Council.  passed  Dec.  I,  I'.il'J.  gives 
the  government  authority  to  buy  this 
railway,  but  that  the  transfer  had  not 
been  made. 

J.  E.  Monizain.  General  Superintend- 
ent, yueliec  Division,  Canadian  National 
Rys..  in  remitting  his  subscription, 
writes:  "Canadian  Railway  ami  Marine 
World  is  a  welcome  monthly  visitor." 


Proposed     rurrhaso    of     Inverness 
U\.  and  (  oal  (  <i.  m  Railway. 

The  Minister  of  Railwnyii  in  replying 
to  <|ue8tion8  in  the  House  of  Commons, 
Mar.  10.  snid  the  Dominion  Giivfrnment 
had  not  bought  the  Invernes?  Ry.  and 
Coal  Co.'s  railway  on  Cape  Breton  Island, 
N.S..  but  it  hail  made  an  effort  to  do  so. 
The  committee  representing  the  bond- 
holders urged  that  the  government  take 
over  the  railway  as  a  feeder  for  the  Can- 
adian National  Rys.  system,  the  trans- 
fer to  be  made  on  a  basis  similar  to  that 
on  which  certain  branch  lines  in  New 
Brunswick  had  been  taken  over.  On 
this  basis,  it  was  agreed  that  the  price 
be  Jl.'iO.OOO  for  fiO.'Jl  miles  of  railway, 
and  4.6  miles  of  sidings,  exclusive  of  the 
company's  pier  at  Fort  Hastings;  the 
rolling  stock  and  equipment  to  be  paid 
for  on  a  price  to  bo  agreed  upon  between 
the  committee  and  the  Canadian  Na- 
tional Rys.  directors,  but  such  price  not 
to  exceed  $17.5,000.  Supplies  on  hand 
to  be  taken  over  at  valuation  to  be  made 
by  the  President  Canadian  National  Rys. 
The  bondholders  committee  expressed  a 
willingness  to  accept  the  offer,  and  the 
negotiations  are  still  pending.  The  gov- 
ernment hopes  to  complete  the  purchase 
on  the  basis  agreed  to.  It  is  reported 
that  Sir  Wm.  Mackenzie  controls  a  ma- 
jority of  the  bonds  and  that  he  is  not 
willing  to  accept  the  terms  offered. 

Fire    Protection    for    Wooden 
Bridges  and  Trestles. 


At  the  Railway  Fire  Protective  Asso- 
ciation's last  annual  meeting  a  report 
was  presented  on  this  subject,  it  being 
stated  that  HOVc  of  fires  on  wooden 
bridges  and  trestles  on  railways  are 
caused  by  locomotive  sparks.  Follow- 
ing are  the  principal  recommendations: 
That  effective  spark  screens  be  pro- 
vided in  the  front  end  of  all  locomotives 
and  carefully   maintained. 

That  ash  pans  and  grates  be  made 
tight  and  kept  in  good  working  order,  as 
the  dropping  of  hot  coals  or  ashes  is  a 
source  of  a  large  amount  of  the  trouble. 
That  special  places  be  provided  for 
dumping  cinders  and  ashes,  and  that 
grates  be  not  shaken  down  except  at 
safe  points. 

That  all  combustible  refuse,  such  as 
dry  leaves,  dead  grass,  weeds,  brush  and 
rubbish,  be  cleared  away  from  under  and 
around  all  wooden  bridges. 

That  the  decks  of  all  wooden  bridges, 
between  the  rails  be  covered  with  22  gal- 
vanized iron,  to  prevent  sparks  from  set- 
ting fire  to  the  structure  should  they  be 
dropped  from   the  locomotive. 

That  all  wooden  bridges  be  coated 
with  a  fireproof  or  fire-retardent  paint, 
demonstration  having  proved  some  of 
them  to  be  of  excellent  protection  and 
that  they  can  be  applied  at  a  cost  no 
greater  than  that  of  ordinary  paint. 

That  one  water  barrel  and  one  pail  be 
provided  for  all  wooden  bridges  of  a 
length  of  T>0  ft.  or  less,  and  two  water 
barrels  and  two  pails,  one  to  each  bar- 
rel, be  provided  for  all  bridges  whose 
length  is  more  than  .''lO  ft.  up  to  a  length 
(if  l.">0  ft.,  and  one  water  barrel  and  one 
pail   for  each  additional   150  ft. 

That  where  a  bridge  requires  one  or 
two  barrels  and  pails,  the  same  be  placed 
at  the  ends  of  the  bridge,  located  at  pro- 
per clearance  fmni  the  track  and  buried 
in  the  ground  to  within  6  in.  of  the  top, 
and  where  barrels  and  pails  are  located 
in   the   middle  of   the   bridge   they   be   lo- 


cated at  proper  civarance  from  the  rmili 
iind  that  the  top  of  the  liarrel  be  pro- 
vided with  woo«l  or  iron  cover. 

In  the  pa8t  great  difficulty  ha»  been 
experienced  in  kin-ping  pail*  intact  with 
the  water  barreU.  i-Kpecially  where  gal- 
vanized iron  pails  or  fire  buckeUi  have 
been  use<l,  and  they  are  invariably  rnisn- 
ing  when  wanted,  and  it  is  therefore 
recommended  that  a  square  wooden  buc- 
ket of  unfinished  lumber  Ik-  provided 
and  that  it  be  suspended  in  the  water 
inside  of  the  barrel. 

That  all  locomotives  be  equipped  with 
fire  lighting  apparatus. 

Freight  Rates  on  Lumber. 

The  Canadian  Lumbermen's  Associa- 
tion at  its  recent  annual  meeting  in  Que- 
bec di.scussed  freight  rates  and  passed 
the  following  resolution:  'Whereas,  the 
situation  frequently  arises  that  sales  of 
lumber,  etc.,  are  made  for  delivery  from 
a  given  point  on  one  line  of  railway  to  a 
destination  on  some  other  line,  between 
which  poinU  the  railway  companies  have 
no  through  commodity  rates  in  effect, 
be  it  therefore  resolved  that  the  Can- 
adian Lumbermen's  Association,  in  an- 
nual meeting  assembled,  authorizes  the 
incoming  committee  on  transportation  to 
take  such  steps  as  may  be  necessary  to 
obtain  the  filing  of  tariffs  by  the  rail- 
ways, providing  through  commodity 
rates  between  points  on  two  or  more 
railways,  said  rates  to  conform  to  rates 
for  similar  mileage  between  other  points 
which  may  be  in  effect  already." 

The  following  were  appointed  mem- 
bers of  the  transportation  committee: 
Chairman,  A.  E.  Clark,  Toronto;  E.  R. 
Bremmer,  OtUwa;  W.  B.  Snowball, 
Chatham,  N.  B.;  J.  F.  Gregory,  St.  John. 
N.  B.;  A.  H.  Campbell,  Montreal;  W.  T. 
Mason,  Montreal;  G.  T.  Edwards,  Otta- 
wa. 


St.  John  and  Quebec  Ry.  Operation— 

The  .Minister  of  Railways  stated  in  the 
House  of  Commons,  Mar.  IT,  that  an 
agreement  for  the  operation  of  the  St. 
John  and  Quebec  Ry.  was  made  between 
the  Dominion  and  New  Brunswick  Gov- 
ernments Nov.  9,  1916.  the  Dominion 
Government  to  pay  the  St.  John  and  Que- 
bec Ry.  Co.  40'>  of  the  gross  proceeds. 
The  Dominion  Government  did  not  make 
an  agreement  to  secure  running  rights 
for  the  St.  J.  and  Q.  Ry.  over  the  C.P.R. 
from  Westfield  Beach  and  St.  John,  but 
such  an  agreement  was  made  by  the  St. 
J.  and  Q.  Ry.,  under  which  the  company 
is  to  pay  interest  on  a  proportion  of  the 
value  of  the  joint  section,  plus  a  propor- 
tion of  all  working  expenses  on  a  wheel- 
age  basis.  The  line  is  being  operated  by- 
Canadian  Government  Rys.  as  a  part  of 
the   system. 

Standard  Time  for  Railways.  The 
.Minister  of  Railways  stated  in  the  House 
of  Commons.  .Mar.  22.  that  it  had  not 
been  decided  whether  the  Canadian  Na- 
tional Rys.  will  operaU'  under  sUndard 
time  during  the  ensuing  summer.  In 
answer  to  a  further  enquiry  as  to  wheth- 
er the  government  would  compel  pri- 
vately owned  railways  to  use  the  same 
time.' the  Minister  said  that  all  railways 
would,  of  necessity,  use  the  same  time. 

Quebec  &  Saguenav  Rv.  Freight  Rate.<i. 
The  Minister  of  Railways  stated  in  the 
House  of  Commons.  Mar.  "22.  that  local 
cla.ss  freight  rates  on  the  Q.  &  S.  R.  are 
not  higher  than  those  on  other  railways. 
They  were  fixed  by  Canadian  National 
Rys.  trnflic  officials. 


April,  1920. 


185 


Transportation  Appointments  Throughout  Canada. 


The  information  under  this  head,  which  is  gath- 
ered almost  entirely  from  official  sources,  is  com- 
piled with  the  iireatest  care,  so  as  to  ensure  abso- 
lute accuracy.  Anyone  who  may  notice  any  error 
in  our  announcements  will  confer  a  favor  by  ad- 
visinK  us. 

Canada  Steamship  Lines.  Ltd.— W.  P. 
O'BRIEN,  Ajrent,  Victoria  pier,  Mont- 
real, was  mentioned  in  our  last  issue  as 
having  been  agent  at  Quebec,  Que.,  prior 
to  his  present  appointment.  This  is  in- 
correct; M.  P.  Connolly  is  General  Agent 
at  Quebec,  Que. 

Canadian  Government  Merchant  Ma- 
rine, Ltd.— B.  C.  KEELEY  has  been  ap- 
pointed General  Agent  at  Vancouver, 
B.C. 

Canadian  National  Rys. — H.  R.  AR- 
THUR, Trainmaster,  Saskatoon,  Sask., 
has  been  appointed  Trainmaster,  Lu- 
cerne, B.C.,  vice  H.  W.  Culver,  resigned. 
J.  FERGUSON  has  been  appointed 
Trainmaster,  Prince  Albert,  Sask.,  vice 
W.  C.  Owens,  transferred  to  Saskatoon, 
Sask. 

T.  J.  GRACEY,  heretofore  Auditor  of 
Disbursements  and  Acountant,  Timis- 
kaming  and  Northern  Ontario  Ry.,  To- 
ronto, has  been  appointed  Assistant  Au- 
ditor of  Disbursements,  Canadian  North- 
ern Ry.  System,  vice  T.  R.  Ralph,  de- 
ceased, and  not  Auditor  of  Disburse- 
ments, as  erroneously  stated  in  our  last 
issue.  Office,  Toronto.  R.  S.  GOSSETT, 
is  Auditor  of  Disbursements,  Canadian 
Northern  Ry.  System. 

H.  R.  KE.MPSVILLE,  heretofore  con- 
ductor, Division  2,  Central  District,  has 
been  appointed  Trainmaster  Neepawa, 
Man.,  vice  W.  A.  Kirkpatrick. 

E.  R.  LOGIE  has  been  appointed  Divi- 
sion Engineer,  Superior  Division,  Home- 
payne,  Ont.,  vice  H.  K.  Morrison,  trans- 
ferred to  Montreal. 

H.  K.  MORRISON,  heretofore  Division 
Engineer,  Superior  Division,  Horne- 
payne,  Ont.,  has  been  appointed  Division 
Engineer,  Montreal  Division,  Quebec  Dis- 
trict, vice  T.  Kearney,  transferred.  Of- 
fice,  Montreal. 

W.  C.  OWENS,  heretofore  Trainmas- 
ter, Prince  Albert,  Sask.,  has  been  ap- 
pointed Trainmaster,  Saskatoon,  Sask., 
vice  H.  R.  Arthur,  transferred  to  Lu- 
cerne, B.C. 

S.  H.  SYKES,  recently  Assistant  to 
Chief  Engineer,  Eastern  Lines,  Cana- 
dian Northern  Ry.,  Toronto,  has  been 
appointed  District  Engineer,  Canadian 
National  Rys.,  Vernon,  B.C.,  vice  Major 
W.  G.  Swan,  D.S.O.,  resigned  on  his  re- 
cent appointment  as  Chief  Engineer, 
Vancouver  Harbor  Commission. 

Canadian  Pacific  Ry.— G.  ANDERSON 
has  been  appointed  Roadmaster,  Em- 
press, Alta.,  vice  J.  Daem,  transferred 
to  Maple  Creek,  Sask. 

D.  BERTIE,  heretofore  Travelling 
Passenger  Agent,  C.P.R.,  and  Canadian 
Pacific  Ocean  Services,  Ltd.,  Minneapolis, 
Minn.,  has  been  appointed  Travelling 
Passenger  Agent,  same  companies,  Du- 
luth,  Minn. 

_  A.  M.  BIRD,  heretofore  Roadmaster 
Kingston,  Ont.,  has  been  appointed 
Roadmaster  between  Megantic  and  Kyle- 
head,  Moosehead  Subdivision,  New 
Brunswick  District.  Office  Brownville 
Jet.,  Me. 

HENRY  J.  CAMBIE,  who  has  been  in 
the  C.P.R.  service  since  its  inception, 
latterly  as  Special  Assistant  Engineer, 
at  Vancouver,  B.C.,  and  Chief  Engineer, 
Esquimalt  &  Nanaimo  Ry.,  retired 
Mar.  1.5. 

W.    F.   CAWLEY   has   been   appointed 


Travelling  Passenger  Agent,  C.P.R.  and 
Canadian  Pacific  Ocean  Services,  Ltd., 
Minneapolis,  Minn.,  vice  E.  G.  Rennels, 
transferred. 

J.  D.'XEM,  heretofore  Roadmaster,  Em- 
press, Alta.,  has  been  appointed  Road- 
master, Maple  Creek,  Sask.,  vice  J.  V. 
McNab,  whose  appointment  as  Divisional 
Engineer,  Saskatoon,  Sask.,  was  an- 
nounced in  our  last  issue. 

C.  F.  A.  FLUGGE,  formerly  Agent,  at 
Hamburg,  Germany,  has  been  reappoint- 
ed to  that  position  on  the  re-opening  of 
the  agency  there. 

C.  H.  FOX,  heretofore  Division  En- 
gineer, Regina,  Sask.,  has  been  appoint- 
ed Assistant  District  Engineer,  Mani- 
toba District.     Office  Winnipeg. 

E.  B.  FR.'^SER,  heretofore  Shop  Fore- 
man, Winnipeg,  has  been  appointed  Lo- 
comotive Foreman,  Wilkie,  Sask.,  vice 
W.  P.  Crawford. 

T.     J.     LACKEY,     heretofore     acting 


H.    E.    Whittenberger. 

General    Manager.    Western    Lines,    Grnnd    Trunk 
Railway. 

Roadmaster  on  the  Bruce  Division,  has 
been  appointed  Roadmaster,  Kingston 
subdivision,  Kingston,  Ont.,  vice  A.  M. 
Bird,  transferred. 

CAPT.  R.  McKILLOP,  heretofore  act- 
ing as  relieving  Superintendent,  has 
been  appointed  Superintendent,  London 
Division,  Ontario  District,  vice  A.  Wil- 
liams, transferred. 

L.  C.  STOCKBRIDGE  has  been  ap- 
pointed Travelling  Passenger  Agent, 
C.P.R.  and  Canadian  Pacific  Ocean  Ser- 
vices, Ltd.,  Minneapolis,  Minn.,  vice  D. 
Bertie,  transferred  to  Duluth,  Minn. 

Chicago,  Burlington  and  Quincy  Rd. — 
H.  R.  SAFFORD,  formerly  Chief  En- 
gineer, G.T.R.,  Montreal,  and  latterly 
Engineering  Assistant,  Central  Western 
Region,  United  States  Railroad  Admin- 
istration, Chicago,  111.,  has  been  appoint- 
ed Assistant  to  President  C.  B.  &  Q.  R. 
Office,  Chicago,  III. 

Chicago,  Milwaukee  &  St.  Paul  Ry. — 
F.  0.  FLINN,  formerly  Agent,  Victoria, 
B.C.,  from  1917  in  the  Royal  Air  Force, 
overseas,   and   latterly   in   transportation 


service  at   Seattle,  Wash.,  has  been  ap- 
pointed Commercial  Agent,  Victoria,  B.C. 

G.  W.  HIBBARD,  formerly  General 
Passenger  Agent,  Western  Lines,  has 
been  appointed  General  .A.gent,  Vancou- 
ver, B.C. 

Grand  Trunk  Ry.— A.  BEARDSHAW 
has  been  appointed  Locomotive  Fore- 
man, Turcot,  Que.,  vice  J.  D.  McCuaig, 
promoted. 

G.  BRADSHAW,  Supervisor  of  Safety, 
Grand  Trunk  Western  Lines  Railroad, 
having  resigned  to  enter  another  com- 
pany's service,  that  position  has  been 
abolished.  Safety  First  work  through 
the  safety  committees  is  being  handled 
by  G.T.R.  Western  Lines. 

W.  R.  D.A.VIDSON,  heretofore  Gen- 
eral Superintendent,  Eastern  Lines. 
Montreal,  has  been  appointed  General 
Su))erintendent,  Lines  in  the  U.S.,  west 
of  Detroit  and  St.  Clair  Rivers,  J.  J.  Cor- 
coran, formerly  General  Superintendent, 
Western  Lines,  G.T.R. ,  and  latterly  Gen- 
eral Superintendent,  Grand  Trunk  West- 
ern Lines  Rd.  (U.S.R.A.),  having  re- 
signed to  enter  another  company's  ser- 
vice.    Office  Chicago,  111. 

W.  H.  EDMONSON,  heretofore  As- 
sistant to  Federal  Manager,  Grand 
Trunk  Western  Lines  Rd.  (U.S.R.A.)  De- 
troit, Mich.,  has  been  appointed  Assist- 
ant to  General  Manager,  Western  Lines, 
G.T.R.     Office   Detroit,   Mich. 

B.  J.  FARR,  heretofore  Superintend- 
ent, Motive  Power  and  Car  Department, 
Grand  Trunk  Western  Lines  Rd.  (U.S. 
K.A.)  Detroit,  Mich.,  has  been  appointed 
.Superintendent  of  Motive  Power  and 
Car  Department,  Western  Lines,  G.'T.R. 
Office,  Battle  Creek,  Mich. 

W.  C.  FOSS  has  been  appointed  Pur- 
chasing Agent,  Western  Lines,  G.T.R. 
Office,  Detroit,  Mich. 

S.  HUSSARD,  heretofore  at  Toronto, 
is  reported  to  have  been  appointed  Gen- 
eral Yardmaster,  Brockville,  Ont.,  vice 
C.  F.  McEwen,  assigned  to  other  duties 
there. 

T.  T.  IRVING,  heretofore  Chief  En- 
gineer, Grand  Trunk  Western  Lines  Rd., 
(U.S.R.A.)  Detroit,  Mich.,  has  been  ap- 
pointed Chief  Engineer,  Western  Lines, 
G.T.R.   Office,   Detroit,  Mich. 

.J.  S.  LILLIE,  formerly  Assistant 
Land  and  Tax  Commissioner,  Western 
lines,  G.T.R.,  and  latterly  Land  and  Tax 
Agent,  Grand  Trunk  Western  Lines  Rd., 
(tf.S.R.A.)  has  been  appointed  Land  and 
■Tax  Agent,  Western  Lines,  G.T.R.,  re- 
porting to  the  Assistant  to  General  Man- 
ager.    Office,  Detroit,  Mich. 

J.  D.  McCiUAIG,  heretofore  Locomo- 
tive Foreman,  Turcot,  Que.,  has  been  ap- 
pointed General  Foreman,  motive  power 
shops,  Ottawa,  vice  F.  Foster. 

A.  B.  McNAUGHTON,  heretofore 
Superintendent,  Grand  Trunk  Lines,  in 
New  England,  (U.S.R.A.)  Portland,  Me., 
has  been  appointed  Superintendent  Port- 
land Division,  G.T.R.,  with  jurisdiction 
from  Portland  to  west  yard  limit  board 
at  Island  Pond,  Vt.    Office,  Portland,  Me. 

J.  McWOOD,  heretofore  Master  Car 
Builder,  Eastern  Lines,  Montreal,  has 
been  appointed  General  Foreman,  in 
charge  of  Ottawa  Shops  and  outside 
points  on  Districts  30,  31  and  32,  East- 
ern lines,  reporting  to  Master  Car  Build- 
er, Eastern   Lines.     Office,  Ottawa. 

D.  C.  MESSEROLL,  heretofore  Gen- 
eral Travelling  Car  Inspector,  Montreal, 
has  been  appointed  Master  Car  Builder, 
Eastern  lines,  vice  J.  McWood,  trans- 
ferred.    Office,  Montreal. 


180 

\\ 

tor. 


■  .1.  I  t 

.•■■,.■.,         ,  .inu-r.l 

II,  our   lii-t   is-ii.       Dllii..  Stratf.,nl,  Out. 

B.  WUKKI.WIMCIIT.  tuTi-tofor.-  nrt- 
inir  Sicnnl  Kncnu'cr,  ha»  Ix-rn  nppoint- 
iil  Knjfiiu'er.  .\ini?it«'Miinc«'  of  Wiiy,  Port- 
land nivijiinn,  ri-portintr  to  CioniTMl 
Suporinternlfnt  Enstorn  Linos,  .Muntroal. 
(»fflro.  Portland.  Me. 

(imnd  Trunk  PaciAr  Ky. — The  poiiition 
of  Trniiininstor  nt  Molvillc.  Sa.sK.,  held 
formerly  by  C.  H.  Mi:T(HI,KR,  whoso 
ii|)pointniont  as  Assistant  Suporintondont 
there  was  announood  in  our  last  issue, 
lias  l>con  abolished. 

R.  A.  HARLOW,  heretofore  instrument 
man,  has  been  appointed  Roadmaster, 
Pacific  to  Prince  Rupert,  B.C.,  vice  O. 
Carlson,  on  leave  of  absence  throu(;h  ill- 
ness.     OfTice,   Prince    Rupert,    B.C. 

LehiKh  Valley  Rd.— F.  V.  HIGGEN- 
HOTTO.M  has  been  appointed  Canadian 
Passenger  Atrent,  Toronto. 

E.  R.  THORPE,  heretofore  in  G.T.R. 
ser%ice,  has  been  appointed  General 
Accnt,  L.V.R.,  in  charse  of  Freight  and 
Passenger    Traffic.    Toronto. 

MichiRan  Central  Rd.— VV.  A.  BEC- 
KER, heretofore  appointed  Local  Freight 
.•\pent,  St.  Thomas,  Ont.,  vice  W.  H. 
King,  retired  on   superannuation. 

Pacific  Great  Eastern  Ry. — G.  E.  Mc- 
DOX.ALD,  General  .Manager,  is  reported 
to  have  resigned,  to  enter  the  Blackstone 
Coal  Co.'s  service  at  Edmonton,  Alta. 

Pore  Marquette  Ry.— F.  H.  ALFRED, 
heretofore  Federal  .Manager,  Pore  .Mar- 
quette Rd.,  (U.S.R..A.)  has  been  ap- 
pointed President  and  General  Manager. 
Office,  Detroit,  Mich. 

E.  N.  Brown,  heretofore  Chairman  and 
President,  has  resigned  the  position  of 
President,  but  retained  that  of  Chair- 
man of  the  Board. 

J.  L.  CRAMER,  heretofore  Federal 
Treasurer,  Pere  Marquette  Rd.,  (U.S.R. 
A.>  has  been  appointed  Vice  President, 
Treasurer  and  Assistant  Secretary.  Of- 
fice, Detroit,  Mich. 

F.  M.  GOODFELLOW,  heretofore 
chief  clerk,  London,  Ont.,  has  been  ap- 
pointed Travelling  Freight  and  Passen- 
ger .-Vgent,  London,  Ont.,  vice  W.  M. 
Guv,  promoted. 

W  .  .M.  GUY,  heretofore  Travelling 
Freight  and  Passenger  Agent,  London. 
Ont.,  has  been  appointed  Division  Freight 
Agent,  London,  Ont.,  vice  R.  W.  Youngs, 
deceased. 

\V.  E.  M.\RTIN,  heretofore  Treasurer, 
P.M.R.  Co.,  has  been  appointed  Assist- 
ant  Treasurer.     Office,   New   York. 

S.  L.  .MERRIAN,  heretofore  General 
Solicitor,  Pere  Marquette  Rd.,  (U.S.R. A.) 
has  been  appointed  General  Counsel.  Of- 
fice. Detroit,   .\!ich. 

Union  I'acifir  Ry.— G.  W.  VAUX,  lat- 
terly General  .Manager,  Zieglcr  Co., 
Ziegler,  III.,  has  been  appointed  General 
Agent,   U.P.R.,  at  Toronto. 


CANADIA.N  RAILWAY  AND  MARINE  WORLD 


April,   H»20. 


Canadian   National   Railways  (Construction,  Hotter- 
ments,  Etc. 


DayliKht  Saving  and  Standard  Time — 

There  will  be  no  altenition  of  railway 
time  this  year  under  daylight  saving,  for 
Canada  as  a  whole,  according  to  a  state- 
ment, reported  to  have  been  made  by  a 
liailway  Assot-iation  of  Canada's  official 
Mar.  24,  but  where  municipalities  and 
districts  enact  daylight  saving  bylaws 
provision  is  made  so  that  the  railways 
may  alter  their  schedules  of  Un-al  trains 
to  suit  local  conditions  if  thought  desir- 
able. 


Ilridgewaler  .Station  on  the  Halifax 
and  South  Western  Ry.  was  destroyeil  by 
fire  .Mar.  'J,  the  Ions  being  estimated  at 
$10,00(t.  It  contained  the  auditing  de- 
partment, dispatcher's  and  telegraph  of- 
fices am)  passengers'  waiting   room. 

SI.  John,  N.K.,  Station — A  press  report 
states  that  owners  of  property  on  North 
St.,  St.  John,  N.B.,  have  been  notified 
that  the  properties  have  been  acquired 
for  the  Canailian  National  Rys.  The 
government  is  said  now  to  own  all  the 
properties  from  the  station  along  North 
St.  to  the  Mission  church  on  Paradise 
Row.  The  object  of  the  purcha.se  is  re- 
ported to  be  the  erection  of  a  new  sta- 
tion, which  it  is  stated  will  cost  about 
.?!, 000,000.  A.  P.  Bamhill,  K.C.,  one  of 
the  C.N'.R.  directors,  is  reported  to  have 
stated  that  plans  had  been  definitely 
settled,  and  that  before  anything  was  ar- 
ranged there  would  have  to  be  a  confer- 
ence with  the  C.P.R.  as  to  track  levels. 

Rebuilding  of  Canadian  Northern  Ry. 
between  Cap  Rouge  and  Portneuf.  This 
section  of  line,  sonic  :?0  miles,  which  was 
washed  out  in  1918,  and  the  operation 
of  which  had  to  be  abandoned,  has  been 
repaired  after  .">  months  work,  and  train 
service  has  been  resumed.  The  principal 
|)ortion  of  the  work  consisted  of  heavy 
rock  filling,  for  shore  protection,  and 
took  approximately  150,000  cu  yd.  of 
heavy  rock,  also  the  rebuilding  and  filling 
of  approximately  a  mile  of  crib  protec- 
tion work.  The  track  had  to  be  raised 
for  some  miles,  in  some  places  as  much 
as  10  ft.,  the  filling  being  made  of  loose 
rock,  and  later  on  the  track  was  lined 
up  and  ballasted  with  broken  stone.  On 
account  of  the  high  cliffs,  in  close  prox- 
imity to  the  line,  large  culverts  had  to  be 
built  to  carry  off  the  heavy  fllow  of 
water  from  the  many  creeks  and  other 
natural  drainage.  The  following  large 
equipment  was  used  on  the  work:  2  steam 
shovels;  about  hO  12-20  yd.  air  dump 
cars;  5  locomotives,  2  heavy  rock  drilling 
outfits  and  cranes.  V.  T.  Bartram,  To- 
ronto, was  the  contractor. 

Gosford  Branch. — The  opening  of  the 
Ciosford  branch  line  for  traffic  is  being 
advocated  by  the  district  board  of  trade. 
The  -section  of  the  line  from  Valcartier 
to  River  Aux  Purs,  5.2.')  miles,  is  re- 
ported to  have  been  out  of  operation  for 
some  years  on  account  of  the  condemna- 
ation  of  a  bridge  over  the  Jacques  Car- 
tier  River. 

St.  Charles  River  Bridge. — We  are  of- 
ficially advised  in  regard  to  the  bridge 
to  be  erected  across  the  St.  Charles 
River  at  mile  8.7  from  Quebec,  Batiscan 
Subdivision,  that  the  substructure  will 
consist  of  a  through  plate  girder  span, 
106  ft.  0\  in.  center  to  center  and  will 
be  erected  on  the  two  existing  masonry 
abutments.  The  contract  for  the  bridge 
has  been  let  to  the  Dominion  Bridge  Co. 

Chaudiere  Station. — The  Minister  of 
Railways,  replying  to  questions  in  the 
House  of  Commons  Mar.  17,  said  Chau- 
diere Station  in  Levis  County,  Que.,  is 
under  the  Dominion  Government's  con- 
trol. The  station  there  was  burned  about 
four  years  ago  and  was  replaced  by  a 
box  car,  but  the  government  is  not 
aware  that  this  car  had  been  condemned 
by  the  board  of  health.  It  is  proposed  to 
build  a  station  at  Chaudiere,  but  on  ac- 
count of  the  old  building  having  been 
destroyed,  as  a  result  of  a  collision  for 
which    the    G.T.R.    was    responsible,    the 


nuestion  of  the  size  and  cost  of  the  new 
station  has  been  a  matter  of  negotia- 
tions with  the  G.T.R.,  and  the  govern- 
ment expects  to  arrive  at  a  definite  un- 
derstanding on  the  matter  in  the  near 
future. 

Acadia  Valley  Line. — The  Boanl  of 
Railway  Commissioners  has  approved  of 
a  right  of  way  plan  for  this  branch  as 
located  through  Tps.  27  and  20,  Ranges 
2K  and  'JU,  west,  .'{rd  meridian,  Sa.<(k., 
mile  0  to  11.8$,  and  has  authorized  con- 
struction across  15  highways  there.  A 
contract  for  the  construction  of  this  line, 
25  miles,  was  let  in  April,  U»Ut,  to  Grant 
Smith  &  Co.  and  MacDonnell,  LUl.,  Van- 
couver, and  considerable  grading  has 
been  done. 

.Munson  to  Wayne  Second  Trcak. — 
The  Board  of  Railway  Commissioners 
has  authorized  the  building  of  a  second 
track  across  8  highways,  between  .Mun- 
son and  Wayne,  Alta.  The  distance  be- 
tween these  two  points  is  18  miles,  and 
'>.7o  miles  of  the  second  track  work  was 
completed   in    1919. 

Alberta  Branch  Lines. — Replying  to 
questions  in  the  Alberta  Legislature 
Mar.  16,  the  Premier  gave  information 
relative  to  the  construction  of  Cana- 
dian Northern  Ry.  branch  lines,  for  the 
construction  of  which  the  legislature 
authorized  a  guarantee  of  bonds  as  to 
principal  and  interest.  The  lines  to  be 
built  were:  From  Strathcona,  via  Cam- 
rose  to  Calgary,  230  miles,  and  from 
north  of  Calgary  to  Lethbridge.  125 
miles,  a  total  of  .'555  miles.  The  southerly 
96.87  miles  are  yet  to  be  built. 

From  the  crossing  of  above  line  and 
Little  Bow  River  south,  via  Macleod  to 
the  International  boundary,  110  miles, 
none  of  which  has  been  built. 

From  Camrose  to  Vegreville,  45  miles, 
which  has  been  completed. 

From  near  Macleod  to  the  western 
boundary  of  .•Mberta,  65  miles,  none  of 
which  has  been  built. 

Bonds  in  respect  of  these  four  lines 
were  sold  to  the  extent  of  88.245'7f  of 
the  guarantees  executed,  and  there  re- 
mains to  the  Provincial  Treasurer's  cre- 
dit, $1.'201,791.85,  of  the  proceeds,  which 
will  be  paid  out  on  further  progress  of 
the  works.  There  was  paid  to  the  com- 
pany in  respect  of  the  uncompleted  sec- 
tions of  the  lines  $188,600  for  the  first, 
$182,325  for  the  second,  and  $86,282.30 
for  the  third. 

Edmonton  Car  Shops. — .^  press  re- 
port states  that  the  penitentiary  build- 
ings at  Edmonton.  Alta.,  are  being  pulled 
down,  and  that  the  site  will  be  utilized 
for  erecting  car  shops  for  the  Canadian 
.National  Rys.,  including  the  Grand  Trunk 
Pacific  Ry. 

Peace  River  Branch. — A  press  report 
of  Mar.  19,  stated  that  the  trestle  over 
the  Little  Paddle  River  had  been  com- 
pleted and  that  track  laying  was  in  pro- 
gress beyond  that  point,  and  that  it  was 
expected  to  reach  Greencourt  about  a 
week  thereafter. 

Canadian  Northern  and  Grand  Trunk 
I'acific  Ry.  Connections. — The  Boani  of 
Railway  Commissioners  has  authorized 
the  Department  of  Railways  to  connect 
Canadian  Northern  Ry.  tracks  with 
Grand  Trunk  Pacific  Ry.  tracks,  at  Lob- 
stick,  Chip  Lake,  Snaring  Jet.,  Poch- 
antas  and  Henry  House,  .\lta.  These 
points  are  all  in  the  Jasper  Park  coal 
mining  areas. 


April,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


187 


Kamloops  -  Vernon  -  Keluwnu  -  I.umby 
Line. — The  Board  of  Railway  Commis- 
sioners has  approved  revised  location 
plans  of  this  line,  mile  41  east  from 
Kamloops   Jet.,   B.C. 


Vancouver  Island  Lines. — A  press  re- 
port states  that  the  Victoria  City  Coun- 
cil has  granted  permission  for  the  erec- 
tion of  a  temporary  frame  station  build- 
ing and  freight  shed  north  of  Point  El- 


lice  Bridge,  near  Esquimalt  Road,  re- 
serving the  right  to  cancel  the  permit 
by  giving  six  months  notice.  The  per- 
manent station  will  be,  it  is  said,  erected 
near  Johnson  St.     (Mar.,  pg.  123.) 


Traffic  Orders  by  Board  of  Railway  Commissioners. 


Track   Scale   Allowances  and   Tollerance. 

General  order  283,  Feb.  24. — Re  track 
scale  allowances  and  tolerance;  Upon 
hearing  the  matter  at  Ottawa,  Mar.  18, 
1913;  Vancouver.  May  19,  1913;  Cal- 
gary, May  26,  1913;  Edmonton,  Mav  27, 
1913;  Regina,  Mav  29,  1913;  Winnipeg, 
May  30  1913,  and  Fort  William,  June  4, 
1913;  the  Canadian  Pacific,  Grand  Trunk, 
Grand  Trunk  Pacific,  Canadian  Northern, 
Canadian  Northern  Quebec,  and  Ottawa 
&  New  York  Railways,  Canadian 
Freight  Association,  Canadian  Manufac- 
turers' Association,  Canadian  Lumber- 
men's Association,  the  Montreal,  To- 
ronto, Edmonton,  Winnipeg  and  Regina 
boards  of  trade,  British  Columbia  Lum- 
ber &  Shingle  Manufacturers,  and  Mas- 
sey-Harris  Company,  being  represented 
at  the  hearings,  and  what  was  alleged; 
and  upon  reading  the  further  written 
submissions  filed,  it  is  ordered,  with  re- 
spect to  freight  traffic  referred  to  herein, 
carried  between  points  in  Canada,  that 
railway  companies  publish  and  file  tariffs 
to  provide  for  the  following  allowances 
per  car  from  the  ascertained  gross 
weights  of  loaded  cars;  subject  to  the 
condition  that  the  said  allowances  shall 
not  operate  to  reduce  the  net  weights  of 
the  ladings  of  the  cars  below  the  mini- 
mum carload  weights  provided  for  in 
the  tariffs  applicable  thereto: 

1.  For  temporary  or  permanent  racks, 
on  flat  or  gondola  cars,  loaded  with 
bark,  provided  the  weight  of  the  racks 
is  not  included  in  the  stencilled  tare  of 
the  car  is  ...     .     1,000  lb. 

2.  For  temporary  protectives  as  fol- 
lows: 

(a)  Blockage,  dunnage  or  temporai-y 
racks,  in  connection  with  carload  ship- 
ments of  agricultural  implements,  ma- 
chinery, stoves,  acid  in  carboys,  and  ve- 
hicles of  all  descriptions  ....  Actual 
weight,  but  not  more  more  than  650  lb.; 
the  shipper  to  certify  to  the  weight  of 
the  said  protectives  on  the  shipping  order 
and  bill  of  lading 

(b)  Temporary  racks,  stakes,  stand- 
ards, strips,  braces,  or  supports,  in  con- 
nection with  carload  shipments  of  com- 
modities, other  than  those  specified 
above,  requiring  such  provision  for  safe 
transportation  when  loaded  on  flat  or 
gondola  cars  ....  Actual  weight 
when  ascertainable,  but  not  more  than 
500  lb.;  the  shipper  to  certify  to  his  as- 
certained weight  of  the  said  protectives 
on  the  shipping  order  and  bill  of  lading. 

3.  For  lumber  used  by  shippers  in 
lining  box  (not  refrigerator)  or  stock 
cars  for  shipments  of  perishable  freight. 
.  .  .  .  Actual  weight,  but  not  more 
than  800  ft.  at  2'^  lb.  a  foot;  the  shipper 
to  certify  to  the  measurement  of  the 
lumber  so  used  on  the  shipping  order 
and  bill  of  lading.  Also,  a  further  al- 
lowance of  the  actual  weight,  but  not 
exceeding  .500  lb.  of  the  stove  and  fuel, 
if  furnished  by  the   shipper. 

4.  For  foreign  matter  not  part  of 
the  lading,  such  as  snow,  ice,  manure,  or 
refuse,  in  or  on  cars  at  the  time  of 
weighing  ....  An  estimated  al- 
lowance adequate  to  the  actual  condi- 
tions in  each  case. 

And   it  is  also  ordered   that,   irrespec- 


tive of  the  aforesaid  allowances,  the 
tariff's  of  the  said  railway  companies  in- 
clude the  following  definition  and  direc- 
tions, viz.: 

For  tolerance,  i.e.,  variations  in 
weights  disclosed  in  check-weighing  or 
reweighing  passed  without  alteration  of 
the  billed  weight: 

(a)  On  ashes,  brick,  cinders,  clay, 
drain  tile  (soft),  dolomite,  ganister,  gra- 
vel, mill-scale,  ore,  sand,  slag,  stone  (all 
kinds  except  "cut")  and  other  similar 
bulk  freight,  loaded  on  flat  or  open  top 
cars  ....  V/r  of  the  weight  of  the 
lading,  but  not  less  than  1,000  lb.  a  car. 

(b)  On  all  other  freight  (including 
coal  and  coke)  the  weight  of  which  is  not 
subject  to  change  from  its  inherent  na- 
ture ....  19'r  of  the  weight  of  the 
lading,  but  not  less  than  500  lb.  a  ear. 

Charges    for    Heated    Refrigerator    Cars. 

General  order  284,  Mar.  8 — Re  applica- 
tion of  Canadian  Freight  Association,  on 
behalf  or  railway  companies  for  an  order 
rescinding  general  order  173,  Oct.  26, 
1916,  and  authorizing  the  said  railway 
companies  to  publish  and  file  charges 
for  the  use  of  heated  refrigerator  cars 
on  the  basis  of  IVjc  a  car  per  mile,  with 
a  minimum  charge  of  $2  a  car,  in  addi- 
tion to  the  regular  freight  charges.  Up- 
on hearing  the  matter  at  Toronto,  April 
13,  1917;  Ottawa,  April  17,  1917;  Re- 
gina, June  21,  1917;  Vancouver,  Nov.  21, 
1919;  Calgary  Nov.  27,  1919;  Edmon- 
ton, Nov.  28,  1919;  Saskatoon,  Nov.  29, 
1919;  Regina,  Dec.  1,  1919;  Winnipeg, 
Dec.  2,  1919;  Fort  William,  Dec.  3,  19179; 
and  Ottawa,  Jan.  7,  1920,  in  the  presence 
of  representatives  of  Canadian  Freight 
Association,  Canadian  Manufacturers' 
Association,  the  Toronto,  Montreal,  Win- 
nipeg, Regina  and  Calgary  boards  of 
trade,  Ontario  Fruit  Growers'  Associa- 
tion, Nova  Scotia  Fruit  Growers'  Asso- 
ciation, British  Columbia  Credit  &  Trafl[ic 
Association,  Nova  Scotia  Shipping  As- 
sociation, Western  Canada  Fruit  Job- 
bers' Association,  Ontario  Vegetable 
Growers'  Association,  Niagara  Penin- 
sula Fruit  Growers'  Association.  Quebec 
Department  of  Agriculture,  Canadian 
Pacific  and  Grand  Trunk  Railways,  Can- 
adian National  Rys.,  and  Michigan  Cen- 
tral Rd.,  and  what  was  alleged;  and  up- 
on reading  the  further  written  submis- 
sions filed  it  is  ordered  that  the  general 
order  173,  Oct.  26,  1916,  be  amended  to 
permit  increases  in  existing  charges  for 
heating  refrigerator  cars  by  the  carriers, 
in  addition  to  the  freight  rates  pertain- 
ing to  the  ladings  thereof,  and  also  in 
addition  to  the  charges,  if  any,  for  the 
use  of  the  said  cars,  as  follows: 

(a)  Between  points  west  of  and  in- 
cluding Port  Arthur,  Ont.;  also  between 
points  east  of  and  including  Westfoi-t, 
Ont.,  from  Ic  a  car  per  mile,  subject  to 
a  minimum  total  charge  of  $2  a  car,  to 
not  more  than  IVjc  a  car  per  mile,  sub- 
ject to  a  minimum  total  charge  of  not 
more  than  $2  a  car. 

(b)  From  points  east  of  Port  Arthur 
to  points  west  of  Westfort,  and  from 
points  west  of  Westfort  to  points  east  of 
Port  Arthur,  the  maximum  charges  au- 
thorized by  the  general  order  173,  when 
increased  not  more  than  50%   to  apply. 


And  it  is  also  ordered  that  the  tariffs 
to  frive  effect  to  this  order  may  be  pub- 
lished and  filed  not  less  than  seven  days 
previously  to  the  date,  or  dates,  on  which 
they  are  intended  to  come  into  force. 
Average  Demurrage  Plan  Refused. 
CJeneral  order  285,  Mar.  2.— Re  appli- 
cation of  Canadian  Manufacturers'  As- 
sociation for  an  order  directing  the  ex- 
tension of  the  Canadian  Car  Demurrage 
Rules,  so  as  to  provide  for  what  is 
known  as  the  average  demurrage  plan. 
Upon  hearing  the  matter  at  Toronto, 
April  25,  1911;  Vancouver,  May  19,  1913; 
Calgary,  May  26,  1913;  Edmonton.  May 
27,  1913;  Regina,  May  29,  1913;  Winni- 
peg, May  30,  1913;  Fort  William  June 
4,  1913,  and  Ottawa,  June  16  and  17, 
1913,  in  the  presence  of  representaives 
of  Canadian  Manufacturers'  Association, 
Canadian  Retail  Coal  Dealers'  Associa- 
tion, Canadian  Lumbermen's  Association, 
Canadian  Car  Service  Bureau,  Montreal 
Lumber  Association,  Montreal  Grain  Ex- 
change, Toronto,  Vancouver,  Calgary, 
Edmonton,  Regina,  Winnipeg  and  Mont- 
real boards  of  trade,  Canadian  National 
Rys.,  Canadian  Pacific.  Grand  Tnank  and 
Grand  Trunk  Pacific  Railways,  Michigan 
Central  and  Perc  Maniuette  Rds.,  Win- 
nipeg shippers.  Great  West  Saddlery  Co., 
Winnipeg  Sand-^tone  Brick  Co.,  D.  Ack- 
land  &  Sons,  Manitoba  Bridge  &  Iron 
Works,  Dominion  Bridge  Co.,  the  Beaver 
Soap  Co.,  Vulcan  Iron  Works,  J.  D. 
Clark  Billiard  Co.,  Winnipeg  Cabinet 
Factoi-y,  Parker  Whyte,  Ltd.,  Alaska 
Bedding  Co.,  Canadian  H.  W.  Johns- 
Manville  Co.,  Manitoba  Linseed  Oil 
Mills,  Martin-Senour  Co.,  Canada  Ce- 
ment Co.,  Alsip  Brick  Tile  &  Lumber  Co., 
Canadian  Carbon  Co.,  Winnipeg  Steel 
Granary  &  Culvert  Co..  Gurney  North- 
west Foundry  Co.,  Winnipeg  Paint  & 
Glass  Co.,  Manitoba  Gypsum  Co.,  Per- 
fection Concrete  Co.,  George  Gale  &  Sons 
and  Anthes  Foundry,  and  what  was  al- 
leged; and  upon  reading  the  further 
written  submission  filed  it  is  ordei-ed 
that  the  application  bo  refused. 
Transportation  of  Dangerous  Articles 
Other  Than  E.xplosives. 
General  order  287,  March  22.— Re 
general  order  203,  Aug.  11,  1917,  approv- 
ing the  regulations  for  transportation  by 
freight  of  dangerous  articles  other  than 
explosives,  as  amended  by  general  orders 
206,  207  and  2G0,  Sept.  7,  Oct.  26,  1917, 
and  March  17,  1919  and  re  application 
of  People's  Gas  Supply  Co.  for  order  re- 
pealing or  amending  second  paragraph 
of  rule  1861  (j)  of  the  regulations  afore- 
said. Upon  hearing  the  matter  at  Ot- 
tawa, June  10,  1919,  the  People's  Gas 
Supply  Co.,  Canadian  Railway  War 
Board,  Bureau  of  Explosives,  Compre.;sed 
Gas  Manufacturers'  Association,  L'Air 
Liquide  Society,  and  Commercial  Acety- 
lene Supply  Company,  being  represented 
and  what  was  alleged,  it  is  ordered  that 
the  general  order  260,  March  17,  1919, 
be  amended  by  striking  out  the  second 
paragraph  of  clause  (j)  of  rule  1861,  and 
substituting  therefore  the  following, 
namely: 

"Cylinders  containing  acetylene  gas 
must  not  be  shipped  unless  they  were 
charged  by  a  person,  firm,  or  company, 


188 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


April.  1920. 


)iavi:  II    cif   I  iiiii|i!ri<'    iiifnrinn- 

tion  'lire  o'  Ihc  |)iiroiis  lillinir. 

thi-  iTitity   cif  jtolvont  in   the 

iiiur  of  nuch  mnrk- 

:'H  lire  prcMcribofl 

••      .  .I'iitiH  iin<l  itpociHra- 

ti..ii.-     applying     In     r  inlainri'.i     for    tho 

tnini>p«rtntinn  of  n''rtyl<-no  (raH. 

"Thnt  I'vcry  iiinnufncltircr  of  cylindtTs 
for  tlu-  jihipmont  of  .'ui'lylfiv  kiih  in 
C'anniln  shall  f\\e  with  Iho  Ins|H?ctor  of 
thf  Fiurcnu  of  Kxplosivvs,  at  Toronto, 
conipli'tr  informntiof  us  to  tho  nntvirc 
of  tho  porou.H  lillinif,  the  kinil  niid  <iuan- 
tity  of  solvfnt  in  tho  cylinders,  and  tho 
nioaninir  of  .such  markinica  on  the  cylin- 
dors  as  aro  proscribed  by  the  board's 
rotrulation.s,  toRothor  with  the  serial 
numbers  of  the  cylinders,  usint:  a  par- 
ticular kind  of  tiller;  and  that,  upon  ap- 
plication of  any  manufacturer  of  acety- 
lene pas  to  the  Bureau  of  Kxplosives  for 
information  necessary  to  enable  him  to 
comply,  in  the  rocharpinK  of  the  same, 
with  the  reg^ulations  of  the  board,  the 
same  shall  be  furnished." 

Shortage  on  Flour. 
29,424.  March  'i. — Re  application  of 
T.  H.  Taylor  Co..  coninlaininR  that  a 
carload  of  flour  loaded  and  sealed  by 
them  at  Chatham,  Ont.,  out-turned  a 
shortage  at  Sydney,  N.S..  and  that  its 
claim  therefor  has  been  refused  by  the 
carrier,  on  the  pround  that  the  car  reach- 
ed its  destination  with  the  applicant  com- 
pany's seals  intact,  and  applyinp  for  a 
rulinp  that  the  checkinp  out  of  the  ladinp 
was  an  oblipation  on  the  carrier.  Upon 
readinp  what  is  alleged  in  support  there- 
of and  on  behalf  of  tho  Canadian  Manu- 
facturers' Association,  it  is  ordered  that 
the  complaint  be  dismissed. 


KrriKhl    Kntr  nn  .Shoddt    lllnnkriM. 

■J'.».4:i.'i.  Mnrc-h  ■'.-  Hi-  iipplualion  of 
(ho  Krripht  AdjuKtinp  Hurcnii.  Vancou- 
ver. H.C..  for  a  rulinp  of  the  board  that 
.Hhixidy  blankets  aro  ontitloil  to  tho  rate 
provi(lo<l  for  Hpi-cillod  arlicloM  of  dr>'- 
pood>i  in  it«>m  iitO  of  Canadian  Kroipnt 
Association's  Commodity  Tariff  1-A, 
C.Ft.C.  I-t.  I'pon  hoarinp  tho  applica- 
tion at  Vancouver,  Nov.  21,  IlMli.  tho 
applicant  and  Canadian  F'reipht  Asso- 
ciation boinp  represented  and  what  was 
alloped.  an<l  upon  readinp  the  board's 
Chief  Traffic  Otlicor's  report,  and  its  ap- 
pearinp  that  item  250  of  tho  saiil  tariff 
must  be  read  in  connection  with  item 
2fi.'),  it  is  ordered  and  declared  that 
shodrly  blankets  shipped  since  .July  'M, 
I'JIS.  wore  and  are  entitled,  by  the 
lanpuapo  of  tho  tariff,  to  tho  rate  of 
$2.6."),  provided  for  in  item  2.">0  of  the 
.said  tariff. 

ClaHsification  of  Road  (iraders. 
2!>,4.'ifi.  March  2. — Re  application  of 
United  Grain  Growers  of  Winnipep,  for 
a  reduction  in  Canadian  freipht  classi- 
fication ratinp  of  road  praders,  set-up, 
from  double  first  class  to  first  class,  sub- 
ject, when  loaded  on  flat  cars,  to  a  min- 
imum weipht  of  .").000  lb.  Upon  hearinp 
the  matter  at  Winnipep.  Nov.  15,  1919, 
the  applicants  and  Canadian  Freipht  As- 
sociation beinp  represented,  and  upon 
readinp  the  further  written  submissions 
filed,  and  the  report  of  the  board's  Chief 
Traffic  Oflicer's  report,  it  is  ordered  that 
the  application  for  the  first  class  ratinp 
be  dit^niissed,  and  it  is  also  ordered  that 
the  ratinp  of  road  praders,  set  up,  be  re- 
duced to  i'a  first  class,  subject  to  rule 
()  of  Canadian  Freipht  Classification  16, 
as   amended   by   Supplement   10   thereto; 


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


Wwk  rniled  M«r.  5.   1920. 

fort     William    „ _ . 

C.P.R 

Wheat. 
Iliuh. 

9.'..1B4 
279.341 
2K5.60.i 
^26.20.1 
2S8.099 
791. .169 
937.391 
204.714 
456.831 

1.904.709 
1.539.422 
1H8.741 
368.766 
95.441 
372.532 

Oats. 
Buab. 

22.048 
217.8SB 
64.928 
30.658 
28.327 
327.836 
294.577 
364.870 
31.993 

791.837 
467.588 

99.808 
499.629 

35.532 
194,664 

3,451,650 

Harley. 
Buab. 

73,931 
206,116 
57.511 
97.736 
24.888 
42.467 
199.735 
36.265 
45.614 

281.864 
76.192 
27.632 
99,819 
13,860 
49.372 

Flax. 
Bu3k. 

Rye. 
Buah. 

43.063 
60.276 
18,322 
60,149 
8.208 
33.699 
65.004 
16.659 
69 

69.052 
27.569 
17.763 

ToUla. 
Bush. 

Bnipirp    Elnntor   Co.    

9.208 
23.217 

762.796 

Con»olidat<<d    Elevator   Co.    ..„ 

424.583 

Oftilvic   Klour    MilU    Co 

G.    T.    Pacidc    

14,806 
18,610 

334.328 
1.213.881 

Fort   A\illiam  Elevator  Co.  __, 

Northwentom    Elevator    Co 

4,739 
44 

225 
40.622 
65.971 
6.966 

617,147 

Port    Arthur- 
Port    Arthur   Elevator   Co _... 

Sa»k.    Co-op.    Elevator  Co 

Canadian    Government    Elevator   

Thunder     Bay     

3.037.6«H 

2.141. 29:i 

389.418 

994.266 

9.340 

85.581 

ToUl   Terminal   Ele\-aton   

8.283.822 

1.333.002 

186.836 
1,170 

441.849 

3.184 
359.144 

13.696,659 

I.  Pri>-ate    Terminal    Elevaton    ...„ 

260.692 
17.045.861 

16B.87B 
11.288.883 

1.402.015 

116.711 
1.751.313 

647.632 

•Total   Interior  Terminal   Elevator*   .. 

2,602,834 

107,860 

7.735 

21.816 

4,142.260 

4,500 
28.071 
286.666 
306.267 

520.278 
134.094 
139.081 

108.314 
295.062 

109,072 
21,661 

Midland   Elevator  Co.   

Tiffin.    G.T.P „_     ._._ 

Port     MrNlroH 

426.444 
66.100 

"21.083 

38.284 

185.909 
21.192 
2.200 
21.116 

3,416 

Co<le  rich- 

576,878 

Went   Can.    Flour   Milli   Co..    Ltd 



KinvBton 

Montreal 

60.798 
441.828 
266.848 

62,760 

8.489 

'.Z'.Z'". 

OKllvie     Flour    Millii    Co ..... 

7.492 

We»t    St.    John.    N.H..   C.P.R.    „. _..„ 

8G6.468 

412.366 

275.282 

8.721.166 

274,817 
88.441 

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

Halifax.    N.S..    Can.    Nat     Rjt.   



1.166.701 

610.068 
3.818.974 

S.489 

5.400,366 

ToUl    Quantitr    in    Slorr    

81.914.374 

17.514.127 

195.741 

828.982 

54,272,148 

the  Haul  <  hunpo  to  !«.•  included  in  the 
forthcominp  Supplement  l.'i  to  the  Mid 
ClasKificafion,  and  to  come  into  force  on 
the  effective  date  thereof. 

niitallowancr  of  Milk  TariffH. 
29,47.1.  March  9. —  Re  application  on 
behalf  of  National  Dairy  Council  for  an 
orilor  Huspondinp  C.I'.R.  Tariff  C.R.C.  no. 
K-2.'),  to  take  offi-ct  June  1,  1919,  increas- 
inp  ratoK  on  milk,  in  paHRonper  or  mixed 
passenper  and  freipht.  train  Horvice;  the 
application  of  tho  "Toronto  Board  of 
Trade  for  an  order  suspendinp  G.T.R. 
Tariff  69.(,  C.R.C.  no.  E-27.56.  effective 
.June  1,  1919,  and  other  similar  tariffs, 
incroasinp  rates  for  the  transportation  of 
milk  in  bappape  oars;  and  order  28,:i55, 
.May  28,  1919,  suspendinp  certain  in- 
creased tariffs.  Upon  hearinp  the  mat- 
ter at  Ottawa,  June  10,  1919,  the  Na- 
tional Dairy  Council,  Toronto  Board  of 
Trade,  Farmers'  Dairy  Co.,  Toronto;  Ot- 
tawa Dairy  Co.,  Hiph  Cost  of  Livinfr 
Commission,  Montreal  Dairy  Co.,  Border 
Chamber  of  Commerce,  Windsor,  and 
C.P.R.  and  G.T.R.,  beinp  represented, 
and  upon  readinp  the  further  wTitten 
submissions  filed,  it  is  ordered  that  the 
followinp  tariffs,  viz.: 

Canadian  Pacific  Ry.  C.R.C.  no.  E-25 ;'  Grmnd 
Trunk  Ry.  C.R.C.  no.  E-2T.-,6 :  Canadian  National 
Ky.  C.R.C.  no.  E-29 ;  New  York  Central  Rd. 
C.K.C.  no.  249  :  Quebee.  Montreal  A  Southern  By. 
C.R.C.  no.  271  :  Napier\'ille  Jet.  Ry.  C.R.C.  no. 
113:  Montreal  A  Southern  Counties  Ry..  Supple- 
ment 2  to  C.R.C.   22. 

be,  and  they  are  hereby,  disallowed. 


Railway  Finance,  Meelin^rs,  Etc. 


.\lpoma  Central  and  Hudson  Bay  Ry. 
— Philadelphia,  Pa.,  press  dispatch,  Mar. 
l.'i.  President  Cunninpham,  of  the  Lake 
Superior  Corporation,  has  announced 
that  nepotiations  have  been  completed 
for  the  re-financinp  of  the  Alpoma  Cen- 
tral and  Hudson  Bay  Ry.  "The  terms 
are:  The  present  outstandinp  issues  of 
.$10,080,000,  and  H.  B.  R.  1st  mortpage 
S'f  bonds,  fully  puaranteed  by  the  Lake 
Superior  Corporation  as  to  principal  and 
interest,  to  be  converted  into  an  issue  of 
.?  10,080,000  .3'"r  bonds,  puaranteed  by  the 
Lake  Superior  Corporation  as  to  the  first 
10""^  of  the  principal,  and  as  to  the  first 
I'f    of  the  annual  interest. 

International  llailway  of  New  Bruns- 
wick— The  Lieutenant  Governor  in  his 
speech  at  the  openinp  of  the  N.B.  Lepis- 
lature  Mar.  11,  announced  that  durinp 
the  recess  bonds  puaranteed  by  the  N.  B. 
Government  in  connection  with  the  con- 
struction of  the  International  Ry.  of  N. 
B.  to  the  amount  of  $896,000  had  been 
paid  off  by  the  company  and  cancleled. 


•Quantity    for    each    individual    interior   tarminal  elevator  not  received. 


Canadian  Northern  Pacific  Ry.  Con- 
struction Suit. — S.  D.  Hopan,  of  Innis- 
free,  Alta.,  is  suinp  the  National  Con- 
struction Co.,  Mackenr.ie,  Mann  &  Co., 
Ltd.,  the  Canadian  Northern  Pacific  Ry., 
and  the  Canadian  National  Rys.  in  the 
Alberta  Supreme  Court,  to  recover  $115,- 
898.29  for  alleped  breach  of  contract. 
The  claim  states  that  plaintiff  in  Mar., 
1912,  contracted  to  build  a  section  of  the 
Canadian  Northern  Pacific  Ry..  between 
mile  ■'?4.8  and  48.18,  west  of  the  Yellow- 
head  Pass  Summit,  the  work  to  be  com- 
pleted by  Aup.  1914.  The  contract  was 
completed  within  the  time  specified  and 
involved  an  expenditure  of  $1,075.05.77 
at  contract  prices,  and  $21,112.86  for  ad- 
ditional work.  Plaintiff  states  that  there 
was  paid  on  account  $98,027..'?4.  and  he 
is  now  suinp  for  the  balance  with  in- 
terest frini   1914. 


April,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


189 


CanadianRailwaj 
MaririeWorld 


Removal  of  Grain  by  Rail  from  Fort  William  and 
Port  Arthur  Elevators. 


Devoted  to  Steam  and  Electric  Railway, 
Marine.    Shipbuilding  and    Railway,   Harbor  and 

Canal   Contractors'    Interests. 
Official  OrKan   of  various  Canadian  Transporta- 
tion Associations. 
Publisheti  on  the  first  of  each  month. 


Assistant   Editors, 
John  Keir  and  Donald  F.  Keir 


United  States  Business  Representative, 

A.  Fenton  Walker.  143  Liberty  St..  New  York. 


Member  of 
Associated       Business       Papers, 
Audit     Bureau    of    Circulations 
Canadian    National    Newspapers 

and   Periodicals   Association, 
Canadian       Press      Association. 


SUBSCRIPTION  PRICE,  including  postage  any- 
where, $2  a  year  in  advance. 

SINGLE     COPIES,     25     cents     each,     including 
postage. 

The  best  method  of   remitting  is  by  express  or 
post   office    money    order.      If    remittance    is    made 

by  cheque,  IB  cents  should  be  added  to  cover  cost 
of  collection  unless  cheque  is  payable  at  par  in 
Toronto  or  Montreal. 

NOTICE  TO   ADVERTISERS. 
ADVERTISING  RATES  furnished  on  application. 
ADVERTISING   COPY   must   reach   the   publishers 
by   the    10th    of    the   month   preceding    the   date   of 
the  issue  in   which   it  is  to  appear. 

TORONTO,   CANADA,   APRIL,   1920. 

PRINCIPAL  CONTENTS. 

Appointments,    Transportation    185 

Ballast    Spreader    Attachment    190 

Birthdays   of   Transportation   Men    170 

Board    of    Railway    Commissioners — 

Orders    by.    Summaries    of    183 

Traffl    Orders    187 

Candian     Northern     Rys, — British     Columbia 

Terminals     ig.'i 

Construction,     etc 186 

Canadian     Pacific     Ry, — Construction,     etc 180 

Officei-s'    Dinner    191 

Electric    Railway    Department    196    to  204 

Dominion     Power    and    Transmission    Co.'s 

Report     197 

Fare   Increases    in    Canada   203 

Fare   Increases   in    U.S - 196 

Finance.    Meetings,    etc 200 

Levis      County    Ry.      Gear      Drive      Snow 

Sweeper     198 

Ottawa   Electric  Ry.,   l^egislation  for  Tak- 
ing   Over    204 

Projects,    Construction,   etc 202 

Wages,   Working  Conditions,  etc 199 

Winnipeg  Street  Car  Problem  200 

Express    Companies,    Among   the    195 

Freight   and    Passenger    Traffic   Notes    180 

Grain     Removal     From     Fort     William     and 

Port   Arthur  Elevators   189 

Grain   in   Store  at  Terminal   Elevators  188 

Grand    Trunk     Ry, — Acquisition    by    Govern- 
ment       171 

Construction,    etc 182 

Graphic    Production    Control    173 

Mainly    .\bout    Railway    People    177 

Marine   Department    205    to   222 

Canada     Shipping     Act     218 

Canada    Steamship    Lines'    Meeting   221 

Canadian     Government     Merchant     Marine 

Ltd.,   Shipbuilding.    Operation,   etc 205 

Halifax   Graving   Dock   Expropriation  214 

Loss   of  s.s.    Bohemian   219 

Navigation    and      Power     Development     on 

St.    Lawrence   River    210 

Ocean.    Coast,    Lake   and    River  Steamships 

Officers    for    1920    208 

Shipbuilding.  General,  in  Canada  212 

Vessels    Registered    214 

Railway     Development     175 

Railway   Earnings    182 

Railway    Finance,    Meetings,    etc _ 188 

Railway  Rolling   Stock  Orders  and  Deliveries  181 

Telegraph.   Telephone  and   Cable   Matters   195 

Valve    Motion    160 


In  the  House  of  Commons  on  Mar.  li), 
J.  A.  Kobb,  M.P.  for  ChateauRuay- 
Huntinudon,  Que.,  called  the  Minister 
of  Railway's  attention  to  a  letter  from 
a  Winnipep  (rrain  shipping  firm,  dated 
Mar.  13,  stating  that  there  had  been  no 
coarse  grain  shipped  out  of  Fort  Wil- 
liam, for  domestic  purjjoses,  since  Mar. 
1.  The  Minister  of  Railways  in  reply 
read  a  letter  from  Chief  Commissioner 
F.  B.  Carvell,  of  the  Board  of  Railway 
Commissioners  to  the  Deputy  Minister 
of  Railways,  dated  Mar.  19,  as  follows: 
"In  reply  to  yours  of  yesterday  re  the 
shipment  of  oats  from  the  head  of  the 
lakes,  I  bepr  to  state  that  the  whole 
story  of  what  the  board  has  done  since 
the  close  of  navigation  would  be  a 
rather  lengthy  one.  Early  in  the  season 
we  attempted  to  regulate  loadings  out 
of  elevators  in  an  equitable  manner  to 
all  parties  concerned,  and  on  Dec.  6  we 
received  a  telegram  fjom  Chairman 
Stewart,  of  the  Wheat  Board,  as  follows: 

"  'The  C.P.R.  through  Grant  Hall  has 
assured  us  an  all  rail  movement  of  grain 
from  Fort  William  east  of  a  minimum 
of  125  cars  a  day.  We  would  like  this 
apportioned  as  follows:  20  cars  for 
coarse  grains  domestic  and  export,  40 
cars  for  domestic  wheat,  6.5  cars  for  ex- 
port wheat  to  Atlantic  seaboard  ports 
including  Portland  and  St.  John.  Cana- 
dian National  Rys.  through  C.  A.  Hayes 
have  assured  us  of  minimum  movements 
of  50  cars  a  day  which  we  would  like 
apportioned  as  follows:  15  ears  for 
coarse  grains  domestic  and  export,  10 
cars  for  domestic  wheat,  25  cars  for  ex- 
port wheat  to  Atlantic  seaboard  ports, 
including  Portland  and  Halifax.  Un- 
doubtedly roads  can  improve  this  move- 
ment and  haul  more  domestic  wheat  and 
export  and  domestic  coarse  grains  than 
the  total  of  85  cars  a  day  and  until  fur- 
ther advised  we  would  like  these  in- 
terests to  benefit  to  the  full  extent  of 
the  increased  movement,  but  the  65  cars 
on  C.P.R.  and  55  cars  on  Canadian  Na- 
tional for  export  wheat  are  irreducible 
daily  average  minimums  and  should  take 
precedence  over  other  grains.  Will  you 
be  kind  enough  to  confirm  this  to  the 
railway    companies    accordingly?' 

"Some  discussion  took  place  with  the 
railways  and  with  Mr.  Stewart  about 
issuing  an  order,  but  all  parties  agreed 
that,  in  so  far  as  it  was  iiossible,  175 
cars  a  day  would  be  shipped  out.  The 
Wheat  Board  asked  for  a  priority  order 
for  the  85  cars  a  day  for  export  wheat. 
This  we  declined  to  grant,  until  satis- 
factory evidence  was  furnished  as  to 
dates  of  sailings,  tonnage,  etc.,  and,  as 
this  data  has  never  been  furnished  the 
board,  we  have,  therefore,  refused  to 
give  a  priority  order;  but  there  was  a 
general  understanding,  as  we  understood 
it,  between  the  railways,  the  Wheat 
Board,  the  Lake  Shippers'  Association, 
and  ourselves  that  the  percentage  of  dif- 
ferent grains,  both  export  and  domestic, 
as  set  forth  in  Mr.  Stewart's  telegram 
would  be  adherred  to  as  closely  as  pos- 
sible. Unfortunately,  the  weather  con- 
ditions during  January  and  February 
made  it  impossible  for  the  railways  to 
furnish  175  cars  a  day  for  this  particu- 
lar movement,  and  it  very  soon  became 
apparent  that  some  interests  would  not 
be  able  to  receive  the  amount  of  grain 
required.  In  the  course  of  a  few  weeks, 
this  board  became  convinced  that  coarse 


grains  were  not  receiving  their  due  per- 
centage of  shipments,  and,  therefore,  in 
order  to  see  that  our  intentions  were 
carried  into  effect,  on  Jan.  30  this  board 
issued  an  order  the  operating  poi-tion 
of  which  is  as  follows: 

"  'That  on  Monday,  Feb.  2,  and  on 
each  succeeding  Monday  until  otherwise 
ordered  by  the  board,  the  C.P.R.  provide 
at  least  125  cars  and  the  Canadian 
Northern  Rys.  at  least  50  cars  at  the 
elevators  at  Fort  William  and  Port  Ar- 
thur, for  the  receipt,  handling  and  car- 
riage of  grain,  other  than  wheat,  also 
flaxseed,  for  domestic  use  in  Canada; 
the  said  cars  to  be  allocated  in  propor- 
tion to  the  cars  ordered  for  which  the 
necessary  documents  have  been  sur- 
rendered.' 

'During  the  next  three  Mondays,  in- 
cluding Feb.  16,  545  cars  of  domestic 
coarse  grains,  mostly  oats,  were  shipped 
out,  and,  on  account  of  severe  weather 
conditions,  we  then  concluded  that 
coarse  grains,  mostly  oats,  were  shipped 
their  fair  percentage,  the  result  being 
that,  on  Feb.  17,  this  order  was  sus- 
pended. Since  that  date  up  to  Mar.  13, 
211  cars  of  domestic  coarse  gi'ains  have 
been  shipped,  more  than  90'/o  of  which 
would  be  oats.  In  addition  to  the  above 
statement,  according  to  information  fur- 
nished us  by  the  Lake  Shippers'  Associa- 
tion on  Mar.  Ifi,  for  the  fortnight  ended 
Mar.  13,  420  cars  of  coarse  grain  have 
been  shipped  from  western  points  direct 
to  the  east.  During  the  same  period,  the 
Lake  Shippers'  Association  inform  us 
that  a  total  of  153  cars  of  domestic 
grains  of  all  kinds  have  been  furnished 
the  local  mills  and  819  cars  of  export 
wheat.  This  board  receives  daily  from 
the  Lake  Shippers'  Association,  the  C. 
P.R.  and  the  Canadian  National  state- 
ments of  the  number  of  cai's  loaded  and 
handled,  and  at  present  we  are  subdivid- 
ing the  coarse  grains  under  different 
headings,  so  that  we  are  in  a  position  to 
know  exactly  how  much  of  each  kind  of 
grain  is  moving  out  daily,  and,  early  in 
this  present  week,  we  came  to  the  con- 
clusion that  coarse  grains  were  not  re- 
ceiving their  fair  proportion.  Tele- 
graphic corespondence  was  entered  into 
with  the  Lake  Shippers'  Association  on 
Mar.  15,  and,  after  the  exchange  of  a 
number  of  telegrams,  on  Mar.  18  the  fol- 
lowing order  was  issued  by  wire: 

"  'Your  telegram  yesterday  received 
re  coarse  grain  movement  from  head  of 
lakes.  "This  board  requires  that  begin- 
ning tomorrow  and  until  further 
orders  20V(  of  all  cars  loaded  from  all 
elevators  at  head  of  lakes  be  assigned  to 
coarse  grains  for  domestic  consumption 
which  i.s  practically  the  percentage  set 
forth  in  Mr.  Stewart's  telegram  to  me 
of  Dec.  26,   1919.     Please  confirm." 

Yesterday  afternoon  confirmation  was 
received  as  follows:  "If  the  daily  returns 
require  a  change  in  these  directions,  the 
board  will  not  hesitate  to  take  whatever 
action  may  be  necessary.  I  think,  how- 
ever, I  shall  point  out  the  very  serious 
conditions  under  which  grain  has  been 
handled  during  the  past  two  months, 
and  I  am  satisfied  that  the  railway  com- 
panies have  handled  every  car  which  it 
was  humanly  possible  to  get  over  their 
roads.  Their  first  great  difficulty  has 
been  weather  conditions  not  only  around 
the   head   of   the   lakes,   but  at  the   ter- 


190 


ANADIAN  HAILW  AV  AND  ilAKlNh  WUKLD 


April.  1920. 


niinalK,  wi.  i.  iuihiku^  .'i  .m-  huvi- 
luH-n  fnircn  In  from  HnlifAX.  N.S.,  to 
Portland,  M«'..  and  nmbnbly  never  in  the 
hintory  of  milnwiiinic  in  thix  country 
havr  ox  many  cnr»  tx-i-n  hrl<f  up  at  ocean 
trmiinal!!,  owini;  to  weathpr  cunditionit, 
m»  havf  >>vpn  in  that  condition  nincv  the 
flr»t    day    of    Fcl>ru»ry.      Added    to   this 


have  Ihth  the  niont  alinomiul  weathii 
conditionx  from  the  operatinK  utand- 
point.  but  probably  even  U-yonrl  both 
thcKe  difnrultie*  hnK  been  the  iihortaxe 
of  cam,  due  very  Inrifely  to  the  fart 
that  there  ore  nbiiut  'JO.OOO  more  Cnna- 
dinn  car*  on  I'nitvd  StntoH  linen  than 
there   are    U.S.   rarw    on    Canadian   lines, 


und  without  ■iii.'<  it  !■>  impoHriblc  to 
handle  freiKht.  I  axain  wiith  to  em- 
phaHize  the  uplendid  manner  in  which 
the  railway  com|>«nieH  have  worked  with 
thin  board,  in  order  to  produce  the  maxi- 
mum result  and  have  ever  been  rea<ly  to 
carry  out  any  wi«h  which  we  have  ex- 
premwd." 


Attachment  for  Ballast  Spreader. 


The  attachment  to  a  hallnnt  spreader, 
illustrations  of  which,  from  photosrraphs 
taken  on  n  Irn'omotive  back,  at  a  terminal 
on  the  ICastern  Lines  (".P.R.,  are  (riven 
herewith.     It  consists  of  a  steel  channel 


operution,  and  KiK.  .'(  shows  the  lesultK 
ohtiiined  in  one  operation,  the  track  freed 
and  cleaned  out  well  below  top  of  rail.s, 
the  depth  vnryinft  accordin»f  to  desire,  as 
the  cutters  are  adjustable,  and  cut  can 


lase  if  it  was  applied  to  a  car. 

The  device  was  tried  on  the  C.P.R. 
in  UU8-1919,  and  proved  so  successful 
that  this  winter  there  are  some  20  at- 
tachments   in     service    on    the     EIaat«m 


frame,  designed  to  fit  snugly  over  the 
front  of  the  spreader  plow,  over  all,  with- 
out the  removal  of  anything  on  the 
spreader.  The  channel  contains  a  set  of 
chisels,  and  is  fastened  to  the  front  of 
the  spreader  plow  by  .special  bolts, 
simply  and  effectively.  Each  ice  cutting 
chisel  is  held  in  frame  independently; 
the  chisels  are  interchangeable,  and  can 
be  quickly  an<l  individually  removed  for 
redressing.  They  are  also  adjustable  in 
the  frame  to  regulate  the  cut  tlesired  be- 
low the  top  of  rail.  In  this  way  they  can 
be  reground  several  times,  or  until  tho 
cutting  portion  is  entirely  used  up  ami 
worn  out,  thereby  extending  the  life  "i 
cutters  to  a  maximum.  A  pair  of  flantr 
ed  shoes  is  fastened  under  the  frame,  ami 
spreader  plow  front  which  ri<los  the  rails. 
similar  to  that  of  a  snow  plow,  and  ac 
tuates  the  device  to  the  center  line  of 
the  track.  Its  construction  is  simple, 
durable  and  inexpensive,  combined  witli 
special  features  which  render  it  ab-- 
lutely  effective,  for  freeing  railwa 
tracks,  for  safe  and  economical  opti.. 
tion,  of  any  ice,  frozen  cinders  and  otlu 
elements  encountered  in  winter  accuiim 
lation,  which  is  especially  found  in  yni': 
terminals,  where  the  climate  reaches  a 
very  low  temperature,  and  materia 
which  coubl  not  be  removed  by  any  otht : 
known  means,  other  than  hand  picking, 
which  involves  manual  labor.  This  ren- 
ders the  ice  cutting  attachment  an  enor- 
mous labor  saver. 

Fig.  1  shows  the  condition  of  the 
tracks  previous  to  running  of  the  ice  cut- 
ter, accumulation  of  ice,  cinders  and 
other  setliments  being  well  above  the  top 
of  the  rail?  and  frozen  very  hard.  It  also 
shows  the  arrangement  of  the  cutting 
chisels  in  general  on  the  attachment. 
Fig.  2  shows  the  machine  and  device  in 


be  regulated  to  the  depth  required. 

This  attachment  can  be  applied  con- 
veniently to  any  car  or  spreader,  but  it 
is  l>est  to  attach  it  to  a  spreader,  and 
also  the  more  economical,  as  the  spreader 
is  in  winter  used  freely  for  the  removal 
of  snow,  and  this  avoids  the  tying  up 
of   other  equipment   which   would   be   the 


Lines.  One  man  o|)crates  the  spreader, 
easily  raising  and  lowering  it  for  ob- 
structions, and  it  will  do  the  work  of  hun- 
dreds of  men,  and  besides  the  saving  in 
this  respect,  it  gives  quick  use  of  yard 
tracks,  as  it  only  takes  a  few  minutes 
to  remove  the  cars,  run  the  ice  cutter 
through,  and  put  the  cars  back. 


April,  1920.  191 

The  Canadian  Pacific  Railway  Officials'  Annual  Dinner  at  Toronto. 


The  C.  P.  R.  officials'  fourth  annual 
dinner,  the  holdinR  of  which  was  sus- 
pended during  the  war,  but  was  revived 
at  Montreal  in  Mar.  1919,  was  held  at 
the  King:  Edward  Hotel,  Toronto,  on  Mar. 
13,  beinp  attended  by  some  600  officials, 
from  all  the  principal  points  on  the  sys- 
tem, from  the  Atlantic  to  the  Pacific,  and 
from  Great  Britain  and  United  States. 
Special  trains  were  run  from  Montreal 
and  Winnipeg  to  Toronto,  for  those  at- 
tending from  those  districts.  Those  at 
the  head  table  were  Sir  Geo.  McLaren 
Brown,  European  General  Manager,  who 
presided:  His  Honor  L.  H.  Clarke,  Lieu- 
tenant-Governor of  Ontario;  Hon.  Henry 
Mills,  Ontario  Minister  of  Mines;  the 
Mayor  of  Toronto;  W.  G.  Chester,  Chair- 
man, C.  P.  R.  Employes  Co-operative 
Board,  and  the  following  company  offi- 
cials: E.  W.  Beatty,  K.C.,  President; 
Grant  Hall,  Vice  President;  W.  R.  Mac- 
Innes,  Vice  President,  Traffic;  A.  D.  Mac- 
•Tier,  Vice  President,  Eastern  Lines;  W. 
X.  Tilley,  K.C.,  Consulting  Counsel;  C. 
Murphy,  General  Manager,  Western 
Lines;  F.  L.  Wanklyn,  General  Execu- 
tive Assistant;  Col.  J.  S.  Dennis,  Chief 
Commissioner  of  Colonization  and  De- 
velopment; J.  Leslie,  Comptroller;  C.  E. 
E.  Ussher,  Passenger  Traffic  Manager; 
E.  Alexander,  Secretary;  H.  E.  Suckling, 
Treasurer;  H.  A.  Beatty,  M.D.,  Chief 
Medical  Officer;  J.  IL  Walsh,  General 
Manager,   Quebec    Central    Ry. 

During  the  service  of  the  dinner,  and 
before  the  toasts,  a  musical  entertain- 
ment was  given,  and  a  number  of  moving 
pictures  were  shown,  illustrating  the  C. 
P.  R.  from  the  Atlantic  to  the  Pacific. 
Letters  of  regret  at  inability  to  attend 
were  read  from  the  Ontario  Premier, 
from  Lord  Shaughnessy,  Sir  Edmund  Os- 
ier, and  Sir  John  Eaton  of  the  company's 
directorate;  I.  G.  Ogden,  Vice  President, 
Finance,  and  D.  C.  Coleman,  Vice  Presi- 
dent, Western  Lines,  Lord  Shaughnessy 
expressed  the  earnest  hope  that  the  oc- 
casion would  be  as  interesting,  inspiring, 
and  enjoyable  as  it  had  been  in  the  past. 
L  G.  Ogden  said:  "I  regret  that  it  will 
not  be  possible  for  me  to  join  you  at  the 
dinner,  where  I  am  sure  the  best  of  feel- 
ing will  prevail,  and  at  which  some  of 
the  addresses  to  be  given  will  be  as  good 
to  be  well  digested  as  the  best  things  at 
the  dinner  can  be.  My  feelings  to  the 
officers  and  employes  of  the  company 
have  only  changed  since  my  letter  of  a 
year  ago  to  be  stronger,  and  to  look 
more  on  all  connected  with  the  company 
as  my  best  friends.  The  more  we  see 
and  know  of  other  consti'uctions  and  sys- 
tems the  brighter  becomes  the  C.  P.  R. 
star  as  the  brilliant  sign  of  all  that  is 
good  and  best  for  this  our  country.  It 
will  long  remain  the  great  strength  on 
which  the  people  of  Canada  may  well 
depend.  I  wish  you  all  an  enjoyable  and 
beneficial  meeting,  which  should  be  look- 
ed forward  to  for  renewal  each  year." 

Sir  George  McLaren  Brown  in  propos- 
ing the  health  of  the  guests,  said:  "In 
some  situations,  it  is  almost  impossible 
to  keep  ones  emotions  within  bounds. 
My  present  position,  presiding  over  this 
gathering  of  C.P.R.  men  and  their 
friends  in  the  capital  city  of  my  native 
province,  and  your  more  than  kindly  re- 
ception have  opened  wide  the  gates  for 
my  emotions,  and,  as  it  were,  have  set 
my  mind  travelling  swiftly  backward 
over  my  34  years  service  with  our  great 
Canadian  institution,  the  C.P.R.,  that 
standing  monument  to  Canadian  intelli- 


gent foresight,  courage  and  enterprise — 
that  great  organization  of  which  all  Can- 
adians must  indeed  be  proud — that  great 
company  which  has  placed  Canada  on 
the  map.  As  I  look  about  this  gather- 
ing, and  recognize  so  many  friends  of 
my  old  C.P.R.  days  in  Canada,  I  indeed 
admit  it  tugs  at  my  heart  strings  and 
words  fail  me;  yet  I  would  like  to  be 
able  to  tell  you  how  much  this  moment 
means  to  me.  I  was  delighted  when  I 
found  that  in  the  ordinary  course  of  my 
duties  I  would  be  able  this  year  to  be 
present  at  this  gathering,  but  I  admit  that 
I  was  startled,  and  have  not  yet  recover- 
ed from  it,  when  in  Montreal  a  few  days 
ago  I  was  told  that  I  was  to  preside  this 
evening.  I  realize  my  inability  to  fill 
the  position  properly,  yet  I  want  you  to 
know  how  deeply  I  feel  the  honor  you 
have  done  me,  and  how  much  I  appre- 
ciate your  extreme  kindness.  What  I 
have  said  is,  however,  not  to  the  toast 
which  it  is  my  privilege  to  propose,  and 
though  I  have  gone  off  on  a  tangent  I 
feel  that  both  our  guests,  and  you,  my 
friends  and  associates,  will  under  the 
circumstances  forgive  my  momentary  de- 
parture from  the  programme.  It  is  my 
privilege  to  propose  the  toast  to  our 
guests  whom  we  so  delight  to  welcome 
and  who  so  greatly  honor  us  by  their 
presence.  Although  I  am  conscious  of 
my  inability  to  do  justice  to  the  occa- 
sion, I  rest  easy  in  mind  in  the  certainty 
of  the  enthusiasm  of  the  reception  of  the 
toast;  the  certainty  of  the  sincerity  of 
the  welcome  of  our  guests.  I  couple  with 
the  toast  the  names  of  four  distinguish- 
ed fellow  countrymen  who  in  their  re- 
spective spheres  have  made  their  niche 
in  the  community,  the  Lieut.  Governor 
of  Ontario,  Mr.  Lionel  Clark,  Hon. 
Henry  Mills,  Minister  of  Mines  for  On- 
tario; the  Mavor  of  Toronto,  Mr.  T.  L. 
Church,  and  Mr.  W.  G.  Chester,  Chair- 
man of  the  C.P.R.  Employes  Co-Opera- 
tive  Board.  The  Lieutenant  Governor  in 
his  distinguished  career  has  won  not 
only  title  to  great  personal  honor  and 
success,  but  to  what  is  of  greater  im- 
portance; he  has  established  the  most 
enviable  record  in  public  service  which 
those  who  know  him  best  will  tell  you 
is  of  far  greater  satisfaction  to  him 
than  any  personal  honors  he  has  gained. 
In  Henry  Mills,  1  think  I  recognize  some- 
one whom  I  first  met  years  ago  when 
we  were  both  younger  in  years  in  the 
service  of  our  great  company.  We  can 
both  look  back  on  many  years  of  stren- 
uous work,  and  if  he  will  permit  it  from 
an  old  C.P.R.  employe,  I  would  like  to 
tender  him  personal  congratulations  on 
his  success,  and  in  saying  this  I  am  sure 
I  but  echo  the  congratulations  of  every 
member  of  the  old  brigade,  and  as  for  a 
quarter  of  a  century  or  more  he  merited 
the  confidence  reposed  in  him  by  the 
C.P.R.  so  now  onward  as  a  Minister  of 
the  Crown,  he  will,  by  the  exercise  of 
his  sound  and  sterling  qualities,  merit 
the  confidence  of  the  people  of  Ontario, 
and  if  I  might  be  permitted  to  indulge 
in  a  little  prophecy  I  would  predict  that 
before  long  he  will  find  that  his  sphere 
will  be  extended  so  as  to  embrace  the 
greater  interests  of  the  whole  Dominion. 
I  consider,  and  you  no  doubt  do  too,  that 
we  are  indeed  fortunate  in  having  with 
us  the  Mayor  of  Toronto,  Mr.  Church, 
whose  name  and  that  of  the  Queen  City 
of  the  Dominion  are  synonymous.  His  re- 
cord needs  no  statement.  You  find  it 
in  this  beautiful  Canadian  city  for  which 


he  has  done  so  much.  I  am  particularly 
delighted  to  be  able  to  pay  my  tribute 
to  Toronto,  for  though  for  a  time  in  my 
early  youth  I  only  saw  Toronto  from  the 
famous  mountain  top  which  characterizes 
the  city  of  my  birth  (Hamilton),  I  had 
many  happy  hours  in  Toronto  as  a 
school  boy,  and  despite  the  prejudices 
of  sonte  of  my  friends,  have  constantly 
to  look  upon  Mr.  Church's  city  as  the 
premier  city  of  Canada.  Of  course  I  do 
not  always  express  myself  so  emphati- 
cally, for  the  very  obvious  reason  that 
I  have  no  desire  to  lose  any  of  my  Mont- 
real friends.  We  welcome  Mr.  Chester 
in  a  dual  capacity,  as  our  guest,  as 
chairman  of  the  Employes  Co-Operative 
Board,  and  as  a  fellow  employe,  known 
and  esteemed  for  many,  many  years  by 
most  of  us  tonight.  I  am  at  a  loss  to 
know  how  to  addres  him;  whether  as  a 
guest  or  as  a  fellow  worker.  As  a  guest, 
he  represents  interests  of  a  vast  section 
of  the  personnel  of  the  organization,  and 
his  presence  here  indicates  to  me  that 
happy  association  of  all  concerned  which 
is  so  essential  to  the  proper  maintain- 
ance  and  advance  of  the  C.P.R., 
which  is  a  responsibility  for  us  all.  So 
long  as  mutual  friendly  understanding, 
tolerance  and  confidence  is  maintained 
between  us  employes  and  the  company's 
executive,  none  of  us  who  pride  our- 
selves in  the  association  with  this  great 
enterprise  need  have  any  fear  for  the 
future  of  the  company,  because  it  is  only 
in  this  way  that  we  are  enabled  to  see 
things  in  their  proper  perspective,  and 
thereby  guide  our  course  in  the  best  in- 
terests of  all  concerned.  If  I  might  be 
permitted  at  this  moment  to  make  a  few 
obi^ervations,  which  possibly  to  some  may 
seem  irrelevant,  which  to  my  mind  are 
quite  pertinent,  I  would  like  to  speak  of 
the  phase  of  my  experiences  during  the 
past  five  years.  Prior  to  the  war,  in 
working  in  the  ordinary  course  of  my 
duties  I  made  the  acquainance  of  several 
of  the  men  prominent  in  the  labor  world 
in  the  old  country,  but  it  was  not  until 
the  war  came  that  I  was  privileged  to 
come  into  intimate  association  with 
them.  During  those  years  I  met  many 
men  prominent  in  the  labor  world  o:' 
England  on  very  niti:nato  terms,  anii  I 
would  pay  my  tribute  to  thsm  with  but 
few  and  immaterial  exceptions.  I  found 
them  of  sound  judgment,  of  strong  char- 
acter and  unselfishly  working  to  the  btt- 
terment  of  humanity,  and  I  have  not  the 
slightest  doubt  that  you  have  such  men 
in  similar  positions  in  Canada.  In  Eng- 
land  these  men  urged  some  very  neces- 
sary social  reforms,  which  undoubtedly 
they  have  definitely  brought  about,  and 
there  are  no  people  in  the  community 
more  keenly  alive  to  the  necessity  for 
observance  of  law  and  order,  their  advo- 
cated methods  arc  constitutional  and  not 
bolshevistic,  and  without  doubt  their 
counsels  in  the  affairs  of  state  can  do 
only  good  and  not  harm." 

The  Lieutenant-Governor  of  Ontario 
responded  and  proposed  the  toast  of  the 
company,  warmly  eulogizing  its  man- 
agement. Hon.  Henry  Mills,  Ontario 
Minister  of  Mines,  who,  until  assuming 
his  present  office  a  short  time  ago,  was 
a  C.  P.  R.  locomotive  man,  running  out 
of  Fort  William,  responded  and  proposed 
the  toast  of  the  company's  vice-presi- 
dents and  officers.  T.  L.  Church,  Mayor 
of  Toronto,  who  also  responded  for  the 
guests,  proposed  the  toast  of  the  com- 
pany's employes. 


192 


CANADIAN  RAIIAVAY  AND  MARINE  WORLD 


April,  1920. 


I'rmldrnt  liratty'ii  Sp«««h. 
K.  W.  Ilt-atty.  K.C.  in  rvupondinir  to 
the  tiont  of  thi'  ComiiBny,  haiiI:  "Oni'  of 
the  (lulU'.i  whii-h  the  Conipiiny'ii  hylawn, 
if  my  prrfrrfiuT  wrrr  ronMultcil,  iihoulil 
I'lintaiii,  would  Im'  that  the  Chnirmnn  nf 
tin-  (oiniuiny,  or  somr  othiT  oflii-rr,  wan 
oliliiratt'il  to  ninki-  public  sim-ctIh-h.  It 
lia.i  unfortunately  fallon  to  my  lot  to  hr 
rom|M'll(>cl  to  niM-ak  in  .ifvrral  plnofji  in 
Canada  sim-i-  Oot.  IIMS,  and  I  nincrrply 
bt'lii'vo  it  Id  one  of  thi>  most  unluous 
and  li'ant  intcrcitinn  of  any  of  the 
phayea  of  activity  |M>rtainini;  to  thf 
office. 

When  I  WB.1  at  college  in  this  city,  and 
aftcrward.i  when  I  practiced  law  in  Mont- 
real. I  prideil  myself  upon  the  fact  that 
never  on  any  ocasion.  outside  of  n  court 
or  a  commission,  did  I  indul^re  in  speech- 
niakinir,  either  platform,  or  after  dinner. 
In  my  itrnorance  I  considered  that  that 
was  a  creditable  rt-conl,  especially  for 
one  who  had  actively  practiced  law  for 
upwards  of  17  years.  It  came  to  pass, 
however,  that  my  nemesis  overtook  me, 
and  I  was  compelled  in  January,  1919, 
to  make  what  was  my  first  public  ap- 
pearance in  that  capacity  in  Montreal.  It 
was  H  Sunday  niprht  Katherin>r  of  the 
Fifth  Sunday  Association,  composed 
larjrely  of  railway  men,  and  wishinR  to 
make  myself  at  home  with  the  audience, 
or  rather  induce  them  to  be  at  home 
with  me.  and  in  an  amateur  effort  to  se- 
cure their  sympathy,  I  told  them  it  was 
my  first  appearance  as  a  speaker,  and  I 
also  told  them  the  following  story,  which 
was  a  true  story,  and  designed  also  to 
secure  a  friendly  reception.  Some  years 
ajro  I  pave  my  first  and  only  indication 
of  wealthy  instincts  by  contracting  ap- 
pendicitis. In  due  course  an  eminent 
surijeon  spent  l.^'/i  minutes  of  his  valu- 
able time  in  removinR  the  cause  of  the 
trouble,  and  when  convalescing  I  said 
to  the  assisting  surRcon  that  I  would 
like  to  have  the  fee  fixed  for  this  eminent 
Kentleman's  exhibition  of  difrital  dex- 
terity. He  was  in  due  course  approached, 
and  the  first  question  he  asked  was: 
'What  does  Mr.  Beatty  do?'  The  an- 
swer that  he  pot  was:  'He  is  only  a  poor 
lawyer;  in  fact  I  understand  a  very  poor 
lawyer  indeed.'  The  result  was  that  the 
minimum  fee  was  fixed  in  my  case. 

"Now,  as  I  say,  I  told  that  stoo'.  and 
after  the  meeting  was  over  a  G.T.R.  em- 
ploye met  a  (M'.R.  employe  on  the  street, 
and  the  C.P.R.  man  .said  to  the  G.T.R. 
man:  'What  did  you  think  of  the  old 
man's  speech?'  (The  old  man  beinp  me). 
•Well,"  drawled  the  G.T.  man,  'He  first 
.^^aid  that  he  was  a  damned  poor  speaker, 
and  then  he  told  us  that  he  was  a 
damned  poor  lawyer.  On  the  whole  I 
thought  it  was  a  damned  poor  speech.' 
So  you  see  there  are  important  personal 
reasons  why  I  .should  welcome  a  change 
in  the  functions  of  the  office,  which  would 
permit  someone  el.se  to  do  the  public 
speaking. 

"If  ever  I  do  make  a  speech,  however, 
I  can  say  with  perfect  honesty  that  I 
would  rather  speak  to  the  f'.P.R.  officers 
and  employes  than  to  any  other  audience, 
and  particularly  am  I  plad  on  this  oc- 
casion to  .say  a  few  words  because  this 
dinner  is  taking  place  in  my  former 
home  city,  a  city  of  great  commercial 
and  transportation  importance,  under 
somewhat  different  auspices  than  former 
dinners  in  that  we  have  been  honored  by 
several  di.'<tinguished  men,  including  the 
Lieutenant-Governor,  the  presence  of  all 
of  whom  I  wish  to  assure  them  is  very 
welcome  and  deeply  appreciated.  If  I 
might  further  particularize,  without  invid- 


iournenN.  I  would  like  tn  mention  the 
gratification  wr  all  feel  at  the  presence 
of  Hon.  Mr.  Milli..  MiniKter  of  Mines, 
and  Mr.  W.  G.  rheitter,  representing  the 
company's  employes.  Mr.  Mills  sti-pp«'d 
off  one  of  our  locomotives  to  take  his 
present  portfolio,  and  there  is  one  min- 
eral substance  with  the  use  of  which 
he  is  very  familiar.  I  refer  to  coal.  If 
there  is  anything  in  the  way  of  deft-ct.s 
in  the  <)uality  of  coal  that  he  has  not  dis- 
covered, and  mentioned,  iluring  the  last 
few  vears,  I  <lo  not  know  what  it 
is.  With  that  branch  of  his  duties  he 
comes  to  his  new  office  extraordinarily 
well  e<iuippe<l,  and  I  have  no  doubt  will 
administer  the  important  functions  of 
that  office  with  the  .same  efficiency  as  he 
showed  in  this  company's  ser\'ice.  Mr. 
Chester  represents  the  backbone  of  this 
enterprise,  and  he  typifies  in  himself 
that  loyalty  to  the  interests  he  repre- 
sent-1,  combined  with  co-operation  and 
fairness,  which  has  made  his  associa- 
tion with  the  company's  officers  one  of 
great  advantage  to  both. 

"I  notice,  too,  among  the  invited 
guests,  my  friend,  the  Mayor  of  Toronto, 
whose  insistence  upon  the  rights  of  his 
city  in  all  matters  of  controversy  has 
been  remarkable.  We  have  not  been 
able  to  agree  always  with  the  city's  con- 
tentions, but  we  have  been  sensible  of 
the  pertinacity  with  which  their  views 
have  been  presented  and  the  underlying 
sincerity  of  their  appreciation  of  the  in- 
terests of  their  municipality,  which  has 
characterized  their  presentation.  I  do 
not  wish  you  to  understand  that  in  all 
the  controversies  between  the  city  and 
the  railways,  the  railways  have  been 
right.  I  know  of  several  cases  in  which 
a  more  generous  appreciation  of  the 
needs  of  the  municipality,  and  a  general 
financial  support  to  them  by  the  com- 
panies, would  have  avoided  controversies, 
both  bitter  and  expensive,  and  of  far 
reaching  consequences.  In  this  city  and 
its  prosperity  this  company  has  a  tre- 
mendous stake.  It  is  the  chief  commer- 
cial center  of  Ontario,  an  enormous  ship- 
per and  receiver  of  goods,  served  by 
three  railways;  I  think  well  served  by 
them,  but  certainly  served  to  the  advan- 
tage of  the  traffic  on  their  respective 
lines.  It  was  my  home  for  many  years, 
and  in  spite  of  that  its  progress  con- 
tinued. I  left  it  19  years  ago,  and  in 
spite  of  that  it  grew.  The  city  has  al- 
ways been  represented  by  two  directors 
from  Toronto,  who  were  among  the  old- 
est of  those  associated  with  the  C.P.R. 
enterprise.  Sir  Edmund  Osier  and  the 
late  Mr.  W.  D.  Matthews  have  been  con- 
nected with  the  company  for  many  years. 
The  former  for  :?.=>  years,  and  the  latter 
for  31  years  prior  to  his  death.  From 
their  association  on  the  board,  we  have 
received  the  counsel  and  assistance  which 
was  so  essential  to  the  company's  suc- 
ces,  and  to  them  we,  who  have  succeeded 
to  the  responsibilities  of  executive  and 
other  offices,  owe  a  great  and  lasting 
debt  of  obligation.  There  has  recently 
been  added  to  the  board,  in  succession 
to  the  late  Mr.  Matthews,  Sir  John  Raton, 
who,  by  reason  of  his  widespread  in- 
terests as  a  citizen  of  Canada,  is  a  very 
outstanding  and  important  nieml>er  of 
this  community.  The  members  of  the 
boani  look  forward  to  his  association 
with  them  with  the  greatest  pleasure. 
"In  common  with  all  of  you  I  regret 
the  absence  of  the  company's  Chairman, 
but  I  realize  that  it  would  be  asking  a 
good  deal  of  him,  especially  when  his 
proper  ambition  is  to  be  relieved  of  as 
many    duties    as    possible,    in    order    that 


he  may  consider  bin  time  entirely  bin 
own — in  the  period  of  reiipite  which  he 
has  pame<l,  by  hi*  long,  dixtinguished 
and  notable  iMTA'icea  to  thin  company. 
"On  the  occasion  of  our  last  dinner  the 
railway  situation  was  somewhat  different 
than  it  is  today.  It  has  now  advance*! 
another  step,  in  what  some  regard  as 
being  the  logical  consequences  of  the 
first  st<'p.  and  we  are  met  with  the 
rather  unique  situation  of  the  existence 
of  two  stronir  railway  systems  in  Can- 
ada, both  backe<l  by  adequate  credit  and 
both  desirous  of  fulfilling,  to  the  best  of 
their  ability,  their  share  in  supplying 
the  transportation  requirements  of  the 
country. 

"Some  people  have  regarded  the  rail- 
way situation  as  highly  controversial, 
and  it  was,  to  the  extent  that  the  adher- 
ents of  the  two  systems  of  administra- 
tion, privately  owned  and  publicly  owned, 
have  been  insistent  on  the  correctness 
of  their  respective  views,  and  expressly 
apprehensive  of  the  results  of  any  other 
system  than  that  which  they  advocated. 
To  my  mind,  to  regard  it  as  controversial 
is  now  unnecessary  and  unwise,  and  the 
chief  consideration  of  all  of  us  is,  as  to 
what  will  be  the  result  to  the  country  as 
a  whole,  in  the  matter  of  railway  ser- 
vice, and  to  ourselves  in  particular,  as 
one  of  those  engaged  in  supplying  a 
large  part  of  that  service.  The  C.P.R. 
has  been  built  up,  over  a  long  period  of 
years,  into  an  organization  of  which  we 
may  all  be  conceivably  and  properly 
proud,  and  an  organization,  the  useful- 
ness of  which,  in  public  service,  is  pro- 
bably now  more  important  than  at  any 
other  period  of  its  history.  It  is  a  com- 
pany which  can  only  continue  to  succeed, 
by  being  administered  with  strict  in- 
tegrity, and  in  accordance  with  the  high- 
est business  ethics.  Upon  its  success  in 
service,   depends   its   rewards. 

'There  has  always  been  competition, 
and  there  always  will  be  competition,  and 
the  character  of  business  competition 
does  not  alter  in  any  of  its  essential  de- 
tails as  the  years  pass  on.  Our  com- 
petitor is  and  will  be  a  very  extensive 
system,  which  will  probably  increase  in 
magnitude.  We  all  hope  it  will  be  a 
success,  and  we  do  not  need  to  be  al- 
truists in  order  to  harbor  that  hope.  I 
think  I  can  say  to  you  with  perfect  can- 
dor that  no  man  in  Canada  has  more 
reason  to  hope  for  its  success  than  1 
have;  for  two  reasons,  first,  because  its 
success  as  a  railway  undertaking  means 
a  gradual  release  of  the  burden  on  the 
taxpayer,  and  the  C.P.R.  is  a  fairly  heavy 
taxpayer,  and  secondly,  because  the  fac- 
tors which  contribute  to  its  success  will 
ensure  the  further  and  continued  success 
of  the  C.P.R.  If  the  traffic  development 
of  the  country  is  such  as  to  support  the 
Canadian  National  Rys.  system,  it  will 
undoubtedly  be  sufficient  to  add  to  the 
support  of  the  C.P.R.  You  will,  there- 
fore, appreciate  that  on  national  and 
selfish  grounds  the  success  of  the  Cana- 
dian National  Rys.  is  something  that 
every  C.P.R.  official  should  desire.  It 
invoives  competition,  of  course,  keen 
competition.  Competition,  which  is  both 
keen  and  honest,  cannot  help  but  re- 
dound to  the  a<lvantage  of  the  competi- 
tors, to  the  improvement  in  the  charac- 
ter of  the  service  they  render,  and  to 
the  resultant  advantage  of  the  people 
and  communities  served.  Personally,  I 
have  no  fear  of  the  competition  adversely 
affecting  this  company  or  its  interests, 
and  the  reason  why  I  think  1  have  a 
right  to  that  confidence  is  to  be  found 
in  the  organization   itself,  and  the  char- 


April,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


193 


acter  of  the  officers  and  men  who  com- 
prise it,  officers  and  men  who  I  think 
can  be  relied  on  to  play  the  game  of 
transportation  competition  as  it  was 
meant  to  be  played,  adroitly,  persist- 
ently, aggressively  and  fairly.  In  years 
gone  by  it  was  considered  an  act  of 
proper  aggressiveness  for  one  competi- 
tor to  decry  the  methods  and  wares  of 
his  rival.  This  is  not  the  case  today.  It 
is  foolish  to  depreciate  your  competi- 
tors outwardly  or  otherwise,  foolish  for 
two  reasons;  first,  because  they  probably 
do  not  deserve  your  depreciation  of  them, 
and  secondly,  because  it  is  bad  business. 

"Now  in  this  competition,  or  in  any 
transportation  situation,  which  exists  or 
is  likely  to  e.xist  in  Canada,  we  have  the 
advantage  of  the  traditions  of  the  com- 
pany, a7id  the  ideals  and  standards  which 
have  been  set  for  us  by  the  men  who 
formerly  guided  its  destinies.  It  is  dif- 
ficult for  me  to  refer  to  the  former  Presi- 
dent, and  present  Chairman,  in  language 
other  than  that  of  affection  and  admira- 
tion. I  have  known  him  so  well,  so  in- 
timately, personally,  officially  and  pro- 
fessionally, for  so  long  a  time,  that  I 
have  a  deep  appreciation  of  the  influence 
of  his  character,  and  his  standards  upon 
the  practical  commercial  prosperity  of 
this  company,  and  the  imprint  which 
those  personal  qualities  have  upon  his 
associates  and  subordinates.  It  would  not 
do  for  any  officer  to  now  forget  the  debt 
which  he  owes  in  the  way  of  the  op- 
portunity of  service  which  has  been  af- 
forded him  by  the  work  of  these  men 
who  preceeded  him.  It  would  equally 
not  do  for  him  to  overlook  the  fact  that 
the  high  characters  of  these  men  con- 
tributed largely  to  their  success,  and 
that  the  standards  of  personal  integrity, 
official  courtesy,  and  commercial  effici- 
ency, which  they  followed,  are  just  as 
effective  and  just  as  necessary  today 
as  ever  before.  It  is  not  necessary  for 
me  to  mention  to  you  any  of  the  out- 
standing factors  in  connection  with  the 
company,  which  render  your  association 
with  it  so  important  to  you  and  to  it. 
In  the  railway  alone  there  has  been  in- 
vested, in  cash,  in  excess  of  $830,000,000. 
In  its  subsidiary  enterprises  there  are 
many  millions,  so  I  am  safe,  I  think,  in 
saying  that  it  is  the  largest  privately 
owned  and  operated  transportation 
agency  in  the  world.  It  has  been  conser- 
vatively financed,  supported  by  the  peo- 
ple, and  the  government,  in  its  incep- 
tion, in  a  way  which  was  then  considered 
as  only  substantial  enough  to  keep  it 
alive  for  a  short  time,  and  in  later  years, 
when  it  made  these  properties  valuable, 
largely  by  its  own  efforts,  and  by  the 
same  efforts  increased  the  value  of  all 
lands  in  the  west,  the  same  support  has 
been  considered  by  some  critics  as  over- 
generous.  For  myself  I  am  prepared  to 
leave  to  the  judgment  of  the  people  as 
a  whole,  as  to  whether  or  not  the  com- 
pany has  fulfilled  the  onerous  obliga- 
tions imposed  upon  it,  both  to  the  ad- 
vantage of  itself  and  the  country,  and  I 
would  draw  your  attention  to  the  finding 
of  the  Royal  Commission  appointed  to 
enquire  into  railways,  that  the  people  of 
Canada  received  full  value  for  the  sup- 
port given  to  the  C.P.R.  under  the  agree- 
ment of  incorporation  made  in  1881,  a 
conclusion  I  venture  to  suggest  which 
was  reached  by  all  Canadians  before  the 
finding  was  made. 

"I  only  wish  to  add  one  word,  a  word 
of  the  highest  possible  commendation  of 
the  loyalty  and  efficiency  of  the  officers 
and  men  who  comprise  this  corporation 
and   whose   efforts    have   made,   and   are 


making  it,  what  it  is.  Do  not  imagine 
that  those  of  us  whose  principal  duties 
lie  in  the  Windsor  Street  Station  are  un- 
mindful of  the  work  which  you  are  doing 
in  other  places  throughout  the  vast  sys- 
tem of  this  company.  Do  not  imagine 
that  your  troubles  are  not  ours,  but  be- 
lieve that  whatever  can  be  done  in  the 
way  of  advice,  and  support,  and  direc- 
tion, will  be  given,  not  reluctantly  or 
half-heartedly,  but  with  all  the  ability 
and  sagacity  that  we  possess,  because  of 
the  unified  interest  existing  in  this  cor- 
poration, which  has  made  the  C.P.R. 
spirit  a  household  word  throughout  the 
transportation  world." 

Grant  Hall,  Vice  President,  responded 
for  the  vice  presidents  and  officers.  W. 
G.  Chester,  Chairman,  C.  P.  R.  Employes 
Co-operative  Board,  responded  for  the 
employes.  A.  D.  MacTier,  Vice  Presi- 
dent, Eastern  Lines,  proposed  "Our  al- 
lied interests." 

Col.  J.  S.  Dennis,  C.M.G.,  Chief  Com- 
missioner of  Colonization  and  Develop- 
ment, in  responding  for  "Our  Allied  In- 
terests," said:  "I  understand  the  in- 
terests I  am  honored  by  being  called  upon 
to  speak  for  include  the  Minneapolis,  St. 
Paul  and  Sault  Ste.  Marie,  the  Duluth 
South  Shore  &  Atlantic,  and  the  Spokane 
International  lines  in  the  United  States; 
those  lines  in  Canada,  like  the  Dominion 
Atlantic,  Kettle  Valley  and  Esquimalt 
&  Nanaimo,  operated  under  these  narn.es 
as  part  of  the  system;  the  Canadian  Pa- 
cific Ocean  Services,  the  Dominion  Ex- 
press Co.,  the  C.P.R.  Telegraph,  the 
Hotel  Department  and  the  Departments 
of  Natural  Resources  and  Colonization 
and  Development.  This  is  surely  a 
pretty  big  order  for  one  speaker,  and  to 
deal  with  the  subject  fully,  I  decided,  af- 
ter careful  consideration  of  the  diver- 
sified activities  of  these  many  interests, 
to  endeavor  to  limit  my  speech  to  an 
hour  and  a  half.  However,  I  have  just 
been  warned  that  any  speaker,  at  this 
late  hour,  who  speaks  more  than  10 
minutes  is  to  be  summarily  executed  and 
denied  a  decent  burial,  or,  worse  still, 
excluded  from  visiting  any  of  the  "dry" 
sittingrooms  after  the  dinner,  and  I  am 
therefore  constrained  to  try  and  return 
the  thanks  of  all  these  vast  interests 
for  the  way  in  which  you  have  received 
the  toast,  in  a  very  few  brief  remarks. 
In  the  first  place,  I  think  a  better  name 
than  the  'Allied  interests'  might  have 
been  obtained  for  this  toast,  especially 
in  view  of  the  doubts  now  existing  in 
many  people's  minds  as  to  whether  this 
term  conveys  a  correct  understanding 
of  the  close  relationship  existing  between 
the  interests  included  in  the  toast,  and 
the  parent  company,  and  it  is  certain 
that  if  we  are  applying  the  Wilsonian 
interpretation  of  'allied,'  as  judged  by 
what  that  meant  in  the  late  war,  the 
term  is  not  applicable  in  this  instance. 

"What  is  it  that  makes  the  C.P.R.  differ 
from  any  other  transportation  company? 
The  answer,  in  my  opinion,  is  this  toast, 
and  explanation  may  be  illustrated  by  a 
brief  summary  of  a  day's  work  by  our 
President.  In  the  morning  he  has  to 
consider  many  of  the  daily  problems  re- 
ferred for  ruling  by  the  Operating  De- 
partment. Then,  for  a  change,  he  has 
problems  connected  with  the  operation 
and  equipment  of  lines  in  the  United 
States.  Then  come  numerous  questions 
of  steamships,  and  routes  on  the  At- 
lantic, Pacific  and  Great  Lakes,  includ- 
ing matters  of  officers  and  staff  all  over 
the  world.  Then  a  rapid  change  to  ques- 
tions affecting  the  staff  all  over  the 
world.     Then    a    rapid   change    to    ques- 


tions affecting  hotels,  express  com- 
panies and  telegraph  departments.  Then, 
for  another  change,  matters  affecting 
smelting,  metalliferous  mines,  coal 
mines,  and  water  powers.  Then,  to  the 
other  extreme  of  sawmills  and  timber 
and  ties,  and  finally,  questions  of  land 
settlement,  land  prices,  experimental 
farms  and  livestock,  and  then,  just  to 
make  sure  that  his  day  shall  be  varied, 
I  come  along  with  schemes  for  moving 
pictures,  publicity,  propaganda  and  all 
the  various  questions  relative  to  our  ef- 
forts to  colonize  and  develop  Canadian 
natural  resources,  including  statistical 
statements  like   the  following: 

"AKricuItural  traffic  from  existing  railway 
mines  in  the  three  prairie  provinces  during  1916, 
$163,516,318. 

"Total  number  of  farmers  in  the  three  prairie 
provinces   that   year.    219,105. 

"Average  traffic  value  of  a  fanner,  $746.33 : 
capitalized   at   .'>';.    $13,569. 

"Number  of  farmers  located  by  C.P.R.  on  their 
own  lands  since  1882.  •IS.HT.  which,  of  course, 
does  not  include  the  vast  number  who  were 
brought   to  the  west  and   located  on  other  lands. 

"C.P.R.  traffic  from  farmers  located  1882- 
1919,    $1.57,363,573    net. 

"Finally,  just  when  he  feels  like  going 
home  and  calling  it  a  day,  along  comes 
some  intricate  problem  of  finance,  con- 
nected with  all  this  world  wide  activity 
of  the  greatest  transportation  and  de- 
velopment organization,  and  on  behalf  of 
the  associated  interests  for  which  I  am 
attempting  to  respond,  I  can  only  say, 
that  they  should,  and  I  know  do,  feel 
proud  to  be  considered  part  of  the  or- 
ganization, if  only  as  allied  interests." 

C.P.R.     Passenger     Officials'     Tour     and 
Conferences. 

On  Mar.  14,  the  day  after  the  officials' 
dinner,  a  number  of  the  company's  pas- 
senger department  officials,  headed  by  C. 
E.  E.  Ussher,  Passenger  Traffic  Mana- 
ger, left  Toronto  by  special  train,  con- 
sisting of  compartment  observation  car, 
compartment  car,  two  standard  sleeping 
cars,  dining  car,  tourist  sleeping  car,  and 
baggage  car,  for  a  trip  to  Seattle,  Wash., 
where  they  disbanded.  The  route  fol- 
lowed from  Toronto  was  via  Sudbury, 
and  the  main  transcontinental  line  to 
Vancouver,  with  stops  at  Port  Arthur, 
Fort  William,  Winnipeg,  Brandon,  Moose 
Jaw,  Regina,  Saskatoon,  Edmonton,  Cal- 
gary Banff,  Lake  Louise,  Field,  Revel- 
stoke  Sicamous  and  Vancouver.  At  Port 
Arthur  the  party  had  luncheon  at  the 
Prince  Arthur  Hotel.  Committee  meet- 
ings were  held  at  Fort  William,  Winni- 
peg and  Saskatoon,  and  general  sessions 
at  Regina,  Edmonton,  Calgary,  Sicamous 
and  Vancouver.  From  Vancouver  the 
the  party  went  by  steamship  to  Naina- 
mo,  and  had  an  automobile  trip  to  Al- 
berni,  Sproat  Lake  and  Great  Central 
Lake,  returning  to  Alberni,  and  thence 
over  the  Esquimalt  and  Nanaimo  to  Dun- 
cans, motoring  from  there  over  the  Mala- 
hat  Drive  to  Victoria.  From  Victoria 
they  went  to  Vancouver  by  the  s.s.  Em- 
press of  Russia  and  from  Vancouver  to 
Seattle  on  a  B.  C.  Coast  Steamship  Ser- 
vice ship. 

During  the  trip  10  of  the  compart- 
ments and  2  of  the  drawing  rooms  were 
used,  during  the  day,  by  12  committees 
of  5  each,  in  preparing  recommendations 
for  discussion  at  the  general  sessions. 
Each  committee  considered  and  dis- 
cussed all  phases  of  subjects  assigned  it, 
and  set  forth  the  conclusions  reached,  in 
the  form  of  resolutions  for  submission 
at  the  general  sessions,  where  the  pro- 
posed resolutions  formed  the  basis  of 
discussion.  The  committees  met  a  suf- 
ficient time  ahead,  so  that  a  copy  of  the 
proposed  resolution  on  each  subject  could 


194 


CANADIAN  RAILWAY  AND  .MARINE  WORLD 


April.  1920. 


Im-  fiirnishiMl  nil  icinfrrcmf  inrml>iT«  at 
l.n^t  L'4  hount  iM-forc  tho  nubjoct  wan 
l.r''u-ti(  iiji  Kt  the  irrnrral  xonnion.  thus 
I  •  >    inrmbiT  Bti   opportunity   to 

'  1    the  rommittoc'd   proponaU 
.1  ..    position   to    ri>nilily    m't   out 

\  iiw,    iMi-  nr  Birainit   enrh  rcnolution  or 

•  >fTvT  an  amrnfimcnt. 

Liirhf    Rnilwnys   for   Northern 
Ontario. 

The  Ontario  Ix>Riiilatur<.>  iit  bcinK  askod 
to  incorpomto  the  Northern  Liirht  Rail- 
ways Co..  to  build  nnd  operate  liirht  nar- 
row   KHUKe    railway.s    to    be    operated    by 

•  team,  electricity  or  other  motive  power. 
The  rnilwoy!>  proposetl  to  be  built  con- 
-ist  of  a  nmin  line  with  two  branch 
lines,  and  a  loop  line,  the  routes  of  which 
are  .specifically  set  out,  and  other  branch 
lines  or  extensions,  and  power  is  asked 
to  connect  with  the  Timiskamin^  and 
Northern  Ontario  Ry.  and  any  other  rail- 
ways that  may  bo  built.  FollowinR  are 
the  routes  stated:  From  at  or  near  the 
T.  &  N.O.  Ry,.  Elk  I>ake  branch,  adjoin- 
injf  the  Smythe  lawn  plot,  southwesterly 
throu>rh  Roadhou.sc  and  Lawson  Tps., 
then  northwesterly  throuRh  Nicol  Tp. 
to  Gowcanda  town  plot.  A  branch  from 
Nicol  Tp.  northerly  through  Nicol,  Haul- 
tain.  Morel  and  Yarrow  Tp.,  connecting 
with  the  established  gold  mines  in  Powell 
Tp.,  known  as  the  Fort  Matachewan  gold 
mines  also  in  Nicol  Tp.,  but  runninK  wes- 
terly throuRh  Nicol,  Mulver,  Tyrrell  and 
-McMurrichTps..  and  connecting  with  the 
mines  in  the  West  Shininjr  Tree  pold 
mininp  area;  and  a  loop  line  from  Swas- 
tika Station,  on  the  T.  &  N.  0.  Ry.,  run- 
ninK northeasterly  throuKh  Teck  Tp., 
the  Kirkland  Lake  Mining  area  and  Lebel 
and  Gauthier  Tps.,  thence  southeasterly 
to  Larder  Lake,  thence  southerly  through 
Skead  Tp.,  and  northwesterly  through 
Catherine  and  Boston  Tps.  to  Boston 
freck  Station  on  the  T.  &  N.O.  Ry. 

The  lines  mentioned  above  are  those 
outlined  in  the  Light  Railways  Construc- 
tion Co.'s  programme,  and  referred  to 
in  Canadian  Railway  and  Marine  World 
for  February,  pg.  76. 


Atlantic.  Quebec  and  Western  Ry 

and  (Juebec.  Oriental  Ry. 

Operation. 


The  Minister  of  Railways  replied  to  a 
number  of  questions  in  the  House  of 
Commons,  Mar.  1.5,  and  17,  with  respect 
to  the  Quebec  Oriental  Ry.,  and  the  At- 
lantic, Quebec  and  Western  Ry.,  which 
are  operated  under  one  management, 
and  give  connection  between  Matapedia, 
on  the  Intercolonial  Ry.,  and  Gaspe,  Que. 
Answering  three  sets  of  questions  asked 
by  C.  .Marcil,  .M.P.  for  Bonaventure,  the 
Minister  stated  that  the  Board  of  Rail- 
way Commissioners  had  received  com- 
plaints during  the  last  twelve  months 
from  C.  .Marcil,  J.  H.  Kelly  and  others 
with  respect  to  the  service  given  on  the 
railways  mentioned.  These  complaints 
had  been  taken  up  by  the  board  with 
the  company,  and  the  financial  condi- 
tions di.sclosed  do  not  warrant  any  addi- 
tional service  during  the  winter.  The 
time  table  for  the  winter  sen'ice  was 
filed  by  the  company  in  the  usual  man- 
ner and  notice  was  given  to  the  public 
of  the  change  of  service.  The  present 
ser\-ice  is  a  tri-weekly  passenger  train, 
Matapedia  to  Gaspe;  a  mixed  train  ser- 
vice, Matapedia  to  New  Carlisle,  and  an 
accommodation      tri-weeklv      from      New 


Carliitle  to  (;ii->p)'  Mail  ix  rnrried  daily 
between  Matapedia  anci  N<'W  (arlifile. 
The  reason  a!<Higne<l  by  the  com|>any  for 
restricting  its  ser\'ice  is  on  account  of 
Its  financial  condition.  The  Board  of 
Railway  Commissioners  has  satisfle<l  it- 
self that  the  line  la  sufficiently  equip- 
ped with  motive  power,  also  sufficient 
passenger  cars;  the  company  depends 
upon  other  lines  for  freight  cars,  the 
bulk  of  its  traffic  being  through  traffic 
with  other  roads. 

In  answer  to  other  questions,  the  min- 
ister stated  that  the  government  did  not 
contemplate  taking  over  these  railways 
and  linking  them  up  with  the  Canadian 
National  Rys.  System.  The  C.N.R.  man- 
agement had  not  given  any  consideration 
to  the  acquisition  of  these  railways  as 
part  of  the  C.N.R.  System,  in  view  of 
the  rapid  development  of  business  in 
Bonaventure  and  Gaspe  Counties.  H  the 
matter  of  investigating  the  desirability 
of  such  acquisition  is  submitted  to  the 
management  it  will  be  duly  considered. 

As  a  result  of  the  work  of  an  associa- 
tion for  the  improvement  of  the  railway 
situation  on  the  Gaspe  coast,  found  re- 
cently and  which  has  taken  up  the  whole 
matter  with  the  Board  of  Railway  Com- 
missioners, a  special  sitting  of  the  board 
is  to  be  held  at  New  Carlisle,  where  the 
management  of  the  two  lines  is  centered 
and  which  is  about  equidistant  from 
.Matapedia  and  Gaspe. 

Railway  Association  of  Canada. 


IIouHe  of  Common.s  Committee  on 

Railway.s,  Canxils  and  TfU-irraph 

LineM. 


J.  H.  Sinclair,  JLP  for  Antigonish 
and  Guysborough,  N.  S.,  asked  the  fol- 
lowing questions  in  the  House  of  Com- 
mons, Mar.  17:  "Who  compose  the  Can- 
adian Railway  War  Board  ?  What  are 
their  respective  salaries  ?  What  was 
the  total  expense  connected  with  this 
board  during  the  calendar  year  1919? 
Is  it  the  intention  of  the  government  to 
dispense  with  the  services  of  this  board  ? 
If  so,  when?" 

The  Minister  of  Railways  replied  as 
follows:  "The  Canadian  Railway  War 
Board  (known  at  its  inception  and  for 
several  months  thereafter  as  the  Can- 
adian Railway  Association  for  National 
Defence)  was  formed  at  a  convention  of 
executives  of  railways  in  Montreal  on 
Oct.  2.3,  1917.  The  establishment  of  this 
organization  was  suggested  by  the  Min- 
ister of  Railways  and  had  for  its  object 
the  co-ordination  of  activities  of  the  sev- 
eral railways,  to  the  end  that  the  neat- 
est degree  of  efficiency  in  the  handling 
of  troops,  war  supplies,  etc.,  would  be 
accomplished.  When  peace  was  declared, 
it  was  found  that  this  organization  was 
so  beneficial  that  the  railways  decided 
to  continue  it  under  the  name  of  the  Rail- 
way Association  of  Canada.  The  ex- 
penses are  borne  by  the  different  rail- 
ways belonging  to  the  organization,  and 
the  government  is  under  no  expense  in 
the  matter." 


Grain  Inspected  at  Western  Points. 

The  following  figures,  compiled  by  the 
Dominion  Bureau  of  Statistics,  show  the 
number  of  cars  of  grain  inspected  at 
Winnipeg  and  other  points  on  the  west- 
em  division  during  Febniarj',  and  during 
r>  months  ended  Feb.  1920  and  Feb.  1919. 
6  mom.  6  monii. 
to  Kcb..  to  Krh.. 
1920  1919 

34.674  3«.142 

&4.8S0  r.S.679 

IS.SIO  12.(124 

478  722 


The  House  of  Commons  committee  on 
railways,  canals  and  telegraph  lines,  for 
the  current  session,  i.h  comprised  as  fol- 
lows:  J.  K.  Armstrong,  M.P.  for  Lamb- 
ton  Fast,  Ont.,  chairman,  the  other  mem- 
bers being  Messrs  Allan,  Anderson.  An- 
drews, Archambault,  Argue,  Armstrong 
(Lambton),  Arthurs,  Ballantyne,  Beland, 
Blair,  Bolton,  Bonnell,  Boyer,  Boys,  Bri.«- 
tol  Buchanan,  Bureau,  Cahill,  Caldir, 
Campliell,  Cannon,  Casgrain,  Chabot 
Charlton,  Chisholm,  Clark  (Red  Deeri, 
Clements,  Cockshutt,  Cooper,  Copp, 
Crerar,  Crowe,  Cruise,  Currie,  d'Anjou, 
Davidson,  Davis,  Dechene,  Delisle,  Dev- 
lin, Doherty,  Douglas  (Cape  Breton), 
Douglas  (Strathcona),  Edwards,  Elkin, 
Ethier,  Euler,  Fafard,  Fielding,  Fon- 
taine, Foumier,  Eraser,  Fripp,  Gauv- 
reau  Guthrie,  Harold,  Harrison,  Hay, 
Henders,  Hepburn,  Hocken,  Hughes  (Sir 
Sam),  Keefer,  Knox,  Lalor,  Lanctot,  La- 
pointc,  Lavigueur,  Leduc,  Lemieux,  Le- 
sage.  Long,  Mackie  (Edmonton),  Mackie 
(Renfrew),  Maclean  (York),  MacNutt, 
McCoig,  McCrea,  McCurdy,  McGregor, 
McLean  (Royal),  McLeod,  McQuarrie, 
Maharg,  Manion,  Marcile  (Bagot),  .Mar- 
tin, Memer,  Mewbum,  Middlebro,  Molloy. 
Morphy,  Mowat,  Murphy,  Myers,  Nes- 
bitt,  Nicholson  (.Mgoma),  Nicholson 
(Queens),  Pardee,  Parent,  Pelletier,  Por- 
ter, Power,  Reid  (Grenville),  Reid  (Mac- 
kenzie), Richardson,  Savard,  Seguin, 
Shaw,  Sheard,  Simpson,  Smith,  Stevens, 
Stewart  (Hamilton),  Stewart  (Lan- 
ark), Sutherland,  Thompson  (Weybuml. 
Thompson  (Qu'Appelle),  Trahan,  Tud- 
hope  Vien,  Wallace,  Wigmore,  Wilson 
(Saskatoon),  Wilson  (Wentworth).  and 
Wright.  There  are  126  members  of  the 
committee,  and  the  quorum  is  25. 


Steel  Rail  Production  in  Canada. 


Frb..  1920 

C.N.R S.g9S 

C.f.R _ _ J.987 

O.T.P.R.     1.482 

G.N.R.    (Daluth)    i 


Tr.lnl 


9.MS       10.S,312       102,967 


A  report  on  iron  and  steel  production 
in  Canada,  during  1918,  prepared  by  the 
Dominion  Mines  Department's  Mineral 
Resources  and  Statistics  Division,  con- 
tains the  following:  The  production  of 
steel  rails  in  Canada  during  1918  was 
162,747  short  tons,  against  46,645  short 
tons  in  1917,  and  90,123  short  tons  in 
1916.  The  annual  production  from  1905 
to  1915  varied  between  200,000  and  500,- 
000  tons  per  annum. 

The  exports  of  steel  rails  during  191S 
were  12,952  tons,  valued  at  $575,062,  an 
average  of  $44.40  a  ton,  against  exports 
during  the  nine  months  ended  Dec.  1917 
of  26,402  tons,  valued  at  $1,605,742.  an 
average  value  of  $60.82  a  ton.  The  im- 
ports of  steel  rails  as  per  Canadian  Cus- 
toms records  were  7,787  tons  valued  at 
$404,417,  an  average  of  $51.9.'>  a  ton, 
against  imports  in  1917  of  18,160  tons 
valued  at  $689,197,  an  average  of  So7.95 
a  ton.  United  States  trade  records  show 
exports  of  steel  rails  to  Canad't  durinsr 
1918  of  74,545  tons  valued  at  i^l.]6;U'01. 
an  average  of  $42.43  a  ton  :.nd  during 
1917  exports  to  Canada  of  ">-l,088  tons 
valued  at  $1,815,768,  .-in  average  of 
$33.57  a  ton. 

The  annual  import  of  stocl  rails  from 
1895  to  190.".  ranged  be^vecn  50,000  and 
212,000  tons,  averaging  about  lJ5,0l)0 
tons.  From  1906  to  date,  however,  or 
since  the  establishment  of  the  rail  mills 
at  Sydney  and  Sault  Ste.  Marie,  the  im- 
ports have  fallen  to  an  annual  average 
of  about  60,000  tons,  the  variation  being 
between  a  minimum  of  10,420  tons  in 
1915  and  a  maximum  of  177,041  tons  in 
1913. 


April,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


195 


Canadian   National   Railways   Ter- 
minals in  British  Columbia. 


The  British  Columbia  Railways  De- 
partment's report  for  the  calendar  year 
1919  gives  the  following  information  as 
to  the  progress  of  construction  on  the 
C.N.R.  in  the  province.  Construction  of 
the  C.N.R.  terminals  was  proceeded  with 
during  the  year  at  Vancouver,  Port 
Mann,  New  Westminster  and  Victoria, 
and  estimates  have  been  approved  by  the 
department  for  payment  in  accordance 
with  the  provisions  of  the  Canadian 
Northern  Ry.  Terminals  Act,  1913,  Dec. 
7,  from  Jan.  to  Nov.  inclusive,  amount- 
ing to  $340,740.66.  The  Vancouver  ter- 
minals were  opened  for  business  Nov.  1, 
1919.  The  construction  of  the  terminals 
at  Victoria  was  commenced,  the  opera- 
tions being  confined  to  a  small  area 
north  of  the  Point  Ellice  bridge.  The 
construction  programme  now  under  way 
on  this  area  consists  of  grading  yard 
tracks  and  building  a  5-stall  locomotive 
house,  machine  shop,  coaling  station, 
turntable  and  a  temporary  station  and 
freight  shed.  The  following  table  shows 
the  estimated  cost  of  the  terminals  at 
each  place  stipulated  for  construction, 
the  amount  of  money  available  out  of  the 
guaranteed  securities  for  their  erection, 
the  amount  earned  to  Nov.  30,  1919,  and 
the  percentage  retained  by  the  govern- 
ment: 


Vancouver 
New    Westminster 
Port    Mann 
Steveston 
Patricia    Bay 
Victoria   . 

ToUl 


Estimated  cost. 

$4,308,455.10 

2,202,601.50 

1,213,424.62 

353,988.89 

209,909.29 

853,125.00 

$9,141,503.40 


An  act  passed  in  1913  authorized  the 
government  to  guarantee  an  issue  of 
bonds  not  to  exceed  $10,000,000  at  4'ir'f, 
the  principal  repayable  April  2,  1950,  to 
aid  in  the  laying  out  of  terminals  and 
the  construction  of  buildings  in  connec- 
tion therewith  at  Port  Mann,  New  West- 
minster, Vancouver,  Steveston,  Union 
Bay  on  Vancouver  Island,  and  at  Vic- 
toria. The  procee(fs  of  the  issue  of 
bonds  have  been  deposited  to  the  credit 
of  a  special  fund,  and  payments  are 
made  to  the  company  upon  certificate  as 
the  work  proceeds. 


Suggested  Electrical  Operation 
G.T.R.  in  Montreal. 


of 


The  Minister  of  Railways  stated  in 
reply  to  questions  in  the  House  of  Com- 
mons, Mar.  15,  that  when  the  government 
gets  entire  control  of  the  G.T.R.  system 
the  whole  question  of  Montreal  terminals 
will  be  considered.  The  questions  asked 
were  whether  it  is  the  government's  in- 
tention to  substitute  electric  locomotives 
on  the  G.T.R,  from  the  western  city 
limits  to  Bonaventure  Station;  to  reduce 
the  speed  of  trains  to  6  miles  an  hour  in 
Montreal,  west  of  Bonaventure  Station, 
and  if  it  is  the  government's  intention 
to  establish  an  elevated  railway  on  the 
G.T.R.  to  give  additional  protection  to 
the  public. 

The  question  of  the  substitution  of 
electric  locomotives  for  steam  locomo- 
tives for  hauling  trains  on  the  G.T.R. 
from  the  western  limits  of  the  city  to 
Bonaventure  Station  is  under  consider- 
ation by  the  Montreal  City  Council,  a 
motion  requesting  the  administrative 
commission  to  apply  to  the  Board  of 
Railway  Commissioners  for  an  order  to 
that  effect  having  been  given  notice  of. 


Telegraph,   Telephone  and  Cable  wards  the  end  of  February,  when  a  train 

IVfnffpre  ""  which  he  was  travelling  was  derailed, 

mailers.  y^^^  i3ep,j  confined  to  his  home  in  London 

for  several  weeks.     He  is  making  satis- 

The   Great  North  Western  Telegraph  factory  progress  and  expects  to  resume 

Co.  has  opened  offices  at  Baker  Brook,  "is  duties  about  April  1. 
N.B.,  Paspebiac,  Que.;  Beardmore,  .James  Overend,  who  died  in  London, 
Cronyn,  Madoc  and  Ogahalla,  Ont;  and  Ont.,  recently  from  pneumonia,  was  for  19 
Clair,  Sask.,  and  has  closed  its  offices  at  years  agent  Canadian  and  American  Ex. 
Hibbard,  Que.;  Alexandria,  Dorset,  Gil-  Cos.  there.  He  was  born  at  Marchmount, 
ford,  Mattice  and  Lannin,  Ont.  near  Orillia,  Ont.,  May  28,  1864,  was 
rm-n.-iT'i  i.^uir'  t.  educated  at  Orillia  public  school  and  col- 
The  Postal  Telegraph  Cable  Co  has  ,  j^j^  institute,  and  entered  the  Can- 
entered  an  action  m  the  District  Court,  3di^„  E^  co.'s  service  at  Orillia  in 
New  York,  against  the  C.P.R.  Tele-  jg^  ^wo  years  later,  as  train  messon- 
graphs,  claiming  that  it  has  paid  out  in  ^^  ^^^  ^,^^^^^^  ^^^^  ^„  ^^^  j^j^,  , 
United  States  money  to  U  S  c  ble  com-  Division,  In  1884  he  was  appointed 
panies  on  behalf  of  the  C.P.T  Co.,  $65,-  ^rain  messenger  on  the  Montreal-To- 
058  for  cable  messages  to  South  Anierica,  ^^^to  route,  and  travelled  between  those 
Asia  etc.,  and  that  while  the  disburse-  ^j^i^g  j^  ^hat  capacity  until  1891,  when 
ments  are  admitted  the  C.P.T.  Co.  ^e  was  transferred  to  the  Toronto-De- 
^vlshes  to  reimburse  the  company  in  Can-  ^^^j^  ^.^^^^  j„  ^^,j.^  ^^  ^,^^  appointed 
adian  money,  thus  placing  on  the  Postal  -^int  agent  of  the  Canadian  and  Ameri- 
Telegraph  Cable  Co.,  a  loss  in  exchange  ^^^  ^x.  Cos.  at  St.  Thomas,  Ont.,  where 
01  aoout  iu/c.  j^g  remained  until  1901,  when  he  was  ap- 
W.  Marconi,  G.C.V.O.,  is  reported  to  pointed  joint  agent  of  the  same  com- 
have  made  an  offer  to  the  British  Gov-  panies  at  London,  which  position  he  held 
ernment,    to    build    a    chain    of   wireless  until  his  death. 

telegraph    station     at     different     points  The    Canadian    Ex.    Co.    has    added    a 

throughout  the  British  Empire,  and  turn  second  story  to  its  station  warehouse  at 

them  over  to  the  government  at  the  end  the  comer  of  York-Station  Sts.,  Toronto, 

of  30  years,  if  so  desired.     The  offer  is  necessary  to  provide  this  additional  space 

said   to   provide   that  his   copanies   shall  the  growth  of  business   having  made   it 

carry  out  the  construction,  organization  to   properly    house   the     increased    staff 

and   operation  of  such  stations,  without  On  the  second  floor  offices  have  been  fit- 

_,.,.,  T^       J  „  ted    up    for   the    Superintendent,    W.    E. 

$r^62.«3"2''i'"        $3.3^79:46  f^Z^si,  S"''.']'^'!'    ^""^   Assistant   Superintendent, 

2,179,113.97  1,822.458.41  83,507,69  P-   H.   Jones,   and   their   staffs,   also   the 

'■349'996-73  'illillH  ^'n-'''^^'    ^^^   °^   ^^^    Station    Agent,    J. 

foMoog  lo4'80468  Ellison,     Certain  of  the  staff  from   the 

843.790,66  34.089.14  2,855.44  overcrowded  city  office  on  Yonge  St.  have 

S9  04,  o4„,2  ,Bs,,,.,,s         ,,,.,„<,„„  ^'^'^^  transferred  to  the  station  in  order 

$9,043,843.12  $6,837,354.15         $110,539.90  to    handle    valuables    more    conveniently 

ernment  a  quarter  of  the  profits,  in  re-  \°  ^^'^  ^^om  the  trains.  Large  rooms  have 

turn  for  protection  and  exclusive  rights.  °<^''"  provided  to  acommodate  parcels  on 

It  is  proposed  at  the  end  of  30  years,  it  hand,  awaiting  delivery,  and  over  with- 

be  decided  to  nationalize  the  system,  the  °"t  mark  shipments,  held  until  the  owner 

government  should  pay  the  original  cost  ''^"  he  found.     There  are  also  luncheon 

plus  a  tenth  of  the  gross  receipts  during  rooms  for  the  station  staff  and  sleeping 

the  30  years  of  operation.  rooms   for  train  messengers  who   arrive 

during  the  night.    The  interior  of  the  city 

• offices  at  55-57  Yonge  St.  is  being  over- 

<  ,.1.     T-i  ^  •  hauled  and  rooms  fitted  up  for  different 

Among  the  Express  Companies.  departments  dealing  with  the  public  un- 

dcr  the  General  Agent,  R.  A.  Mitchell. 

The    Canadian    National    Ex.    Co.    has  The  American  Railway  Ex.  Co.  issued 

opened  an  office  at  Clair,  Sask.  the  following  circular  to  agents  Mar.  15: 

L.  E.  Cochrane  has  been  appointed  at-  ^"   l^'TZ  tfi^t^    ^%  P°'"^%'"  .C^"" 

torney,    American    Railway    Ex.    Co.,    at  T^viff  .  A       1''^^^'%  efl'ective  April  15. 

Vancouver,  B.C.,  in  place  of  J.  E.  Archer.  Jf^^'f  ^^^1^^^  °^''''   ''  *^^^  ^i^"  *" 

'       "^  tfiose   in   Canada   and   now,   and   always 

James    Andrews,    heretofore    cashien,  have  been,  based  upon  U.S.  money,  there 

has  been  appointed  agent,  Canadian  Ex.  being,    under    normal    conditions,    but    a 

Co.,   London,   Ont.,  vice  James   Overend,  slight    discount    on    Canadian    currency, 

deceased.      He    is    also    acting    for    the  During   the   war   the   exchange   rate   be- 

American  Ex.  Co.  gan   to    increase   and    has   been    steadily 

The  Board  of  Railway  Commissioners  rising,  until  now  it  is  approximately  1% 

passed  order  29,443,   Mar.   10,   granting  with  the  result  that  on  every  dollar  we 

Algoma    Central    and    Hudson    Bay    Ry.  collect   in    Canada    we    realize    but    8c. 

Co.'s    application    for   approval    of   com-  With  constantly  increasing  costs  in  oper- 

bined  shipping  bill,  way  bill  and  receipts  ation  we  are  in  no  position  to  absorb  the 

form  for  British-America  Ex.  Co.'s  use.  loss  in  money  value.     The  only  way  we 

The   American   Ex.   Co.   has   opened  a  9^"  get  100c  for  each  dollar  tariff  rate 

travel  department  at  its  Montreal  offices  ]SJ°  .collect  the  amount  in  U.S.  money, 

and   will   handle   steamship   and   railway  ^"is   is  possible   only  through   requiring 

tickets,  and  conduct  and  supervise  travel  prepayment  of     charges     on    everything 

generally  throughout  the  world.  forwarded  through  our  service  into  Can- 

'   T,,       .  r,   ■,  -c      r^  1  ada.     Effective  April  15,  agents  will  re- 

•    ^M^  American   Railway   Ex.  Co.  early  j..^   prepayment   of  charfes   on   traffic 

in  March  placed  an  embargo  on  all  ex-  forwarded    as    above.      We    are    placing 

press  shipments  from  Chicago,  HI.,  ex-  ^^e  effective  date  far  enough  forward  to 
cept  newspapers  and  funeral  equipment,  i^^  shippers  an  opportunity  to  make 
on   account  of  a   strike   of   express   em-  necessary   arrangements   with   their 

ployes  who  asked  for  a  wage  increase  of  customers   in   Canada   to  permit  of  pre- 

$J&  a  month.  payment   for  their  account.      Immediate 

B.   S.    Murray,   route   agent   Canadian  advice  of  this  regulation  should  be  given 

Ex.    Co.,    with    headquarters   at   London,  to    shippers    who    are    sending    frequent 

Ont.,    who    received    severe    injuries    to-  shipments  to  Canada. 


1  '.•(■) 


April,  1920. 


Electric  Railway  Department 

Electric  Railway  Fare  Increases  in  the  United  States. 


Incrt-SiiiHl  Urv*  in  m.iiu  l"im  >"■""■ 
oUior  are  now  ofTfclivi-  in  all  but  .>0  ol 
the  27:i  citioii  in  the  rniliil  SUti-.-i  hnv- 
injt  a  iKipulation  of  2.i.000  or  more.  The 
cash  fare  in  Iltf.  of  them  is  more  than 
.V.  in  1  IS  of  them  more  than  6c,  in  04 
of  them  more  than  7c,  and  in  :U  of  them 
more   than   8c.  , 

In  all  but  ir.  of  the  69  cities,  with 
mon-  than  100,000  population,  tnt"  <^a»|; 
rate  is  more  than  5c,  in  40  of  the  b- 
cities  between  50,000  and  100,000,  it  is 
more  than  5c,  and  in  103  of  the  142  cities 
havmjr  less  than  50,000  it  is  more 
than  5c. 

In  Colorado.  Connecticut,  Delaware, 
the  District  of  Columbia,  Illinois,  Maine, 
Maryland,  Massachusetts,  Missouri,  New 
Hampshire,  New  Jersey,  North  Caroina, 
OreKon,  South  Carolina.  Rhode  Island 
and  Vir>:inia,  the  fares  in  every  city  of 
more  than  25.000  have  been  increased. 
In  MichiRan  and  Pennsylvania,  the  fares 
in  all  but  one  city  have  been  increased, 
while  of  New  York's  22  cities  havinK 
more  than  25.000.  but  two  remain  with- 
out some  form   of  increase. 

Increases  of  1919.— The  trend  towards 
hiRher  fares  is  better  illustrated,  how- 
ever, bv  a  comparison  of  the  statistics 
eiven  herewith,  with  those  covering  the 
aame  cities  as  of  April,  1919.  These  in- 
dicate that  the  process  of  readjustinfr 
street  railwav  revenue  to  the  situation 
caused  by  the  depreciated  dollar  is  pro- 
ceedinK  all  over  the  country,  and  that 
the  6c  car  fare  is  fast  following  into 
oblivion  the  5c  fare  as  insufficient  to 
meet  the  still  rising  costs  of  operation 
In  April,  1919,  the  cash  fare  in  156 
cities  was  more  than  .5c.  Today  it  is 
more  than  5  cent-s  in  196  cities.  In  b.i 
cities  it  was  more  than  6c,  today  it  is 
more  than  6c  in  118  cities.  In  24  cities 
it  was  more  than  7c,  today  it  is  more 
than  7c  in  64  cities.  In  13  cities  it  was 
more  than  8c,  today  it  is  more  than  He 
in  34  cities.  In  73  of  the  156  cities  m 
which  in  April,  1919,  cash  fares  higher 
than  .5c  were  efTcctive,  further  increases 
have  been  made,  while  in  15  other  cities 
applications  for  higher  fares  are  now 
pending.  ... 

A  study  of  these  statistics  very  plainly 
indicates  the  process  by  which  is  being 
restored  the  balance  between  the  cost 
and  the  price  of  electric  railway  trans- 
portation. That  costs  have  increased 
some  lOO'".  as  between  1914  and  the 
present  time  is  now  universally  admitted. 
A  part  of  this  increase  has  been  absorbed 
by  the  cutting  down  of  expenses,  but 
much  the  greaUr  bulk  of  it  can  only  be 
met  by  rate  increases.  In  states  where 
properly  equippe<l  regulatory  commis- 
sions have  jurisdiction  over  electric  rail- 
way rates,  there  has  been  a  consistent 
movement  towards  keeping  these  rates 
in  proper  relation  to  costs.  This  is  not- 
ably true  in  Massachusetts.  Penn- 
sylvania. Missouri,  and  to  a  certain  ex- 
tent, in  the  up-state  district  of  New 
York,  in  all  of  which  cost  has  been  the 
controlling  factor  in   rate  regulation. 

Different  Rates.— That  a  sUndard 
street  car  fare,  in  the  sense  of  a  fare 
common  to  all  cities,  is  not  to  be  expect- 
e«l,  is  evident  from  the  fact  that  in  the 
273  cities  covered  by  the  statistics, 
there  are  no  less  than  75  difTennt  rates 
of  fare,  ranging  from  the  top  limit  of  lOc 
cash  and  ticket,  effective  in  12  cities,  in- 


clu<ling  Boston,  to  5c  cash  ticket,  effr<  - 
tive  in  Columbus,  where,  however,  the 
city  council  has  voted,  subject  to  refer- 
.nilum,  a  6c  base  fare.  The  cost  of  the 
service  undoubtedly  varies  greatly  in  the 
different  cities.  In  Boston,  the  fare 
under  ser^-ice  at  cost  operation  is  lOc;  in 
Cleveland  under  service  at  cost  operation 
it  is  .5c,  six  tickets  for  25c,  Ic  transfer. 
The  fare  in  Boston  has  been  increase<l 
100' f  since  1914;  in  Cleveland  the  top 
limit  of  increase  was  66';'r,  and  today  is 
more  than  40'  't ,  exact  percentage  being 
impossible  to  calculate  because  of  the  use 
of  reduced  rate  tickets.  Those  who  are 
familiar  with  operating  conditions  in  the 
two  cities  have  no  difficulty  in  accounting 
for  this  difference.  Cleveland,  operating 
under  a  service  at  cost  plan,  Chicago  and 


Canadian  Electric  Railway 
Association. 

Honorirr  Prenidfnt.  Llcut.-Col.  J.  E. 
Hutrhcson.  General  MiinaKir.  Montreal 
Tramways   Co. 

Ilonorarr  Vice  Prenldent.  Acton  Burrow». 

Proprietor    an<l    Editor.    Canadian    Railway 

and    Marine    World.  ^    .      .     . 

President.    A.    Gaboury.    Superintendent. 

Montreal   Tramways  Co. 

Vice  President.  G.  Gordon  Gale.  Vice 
President  and  General  Manager.  Hull  Elec- 
tric Co. 

Honorary  Secretary-Treasurer,  pro  tem. 
A.  Eastman.  Vice  President  and  General 
Manaeer.  Windsor.  Essex  ft  Lake  Shore 
Rapid  Railway  Co. 

EiecutiTe  Committee.  The  President.  Vice 
Pr.-sident.  and  F.  D.  Burpee,  Saperintend- 
ent  Ottawa  Electric  Railway  Co. :  C.  C. 
Curti?.  Manniter.  Cape  Breton  Electric  Co.: 
A  Eastman.  Vice  President  and  General 
Manager.  Windsor.  Essex  A  Lake  Shore 
Rapid  Railway  Co. :  Geo.  Kidd.  General 
Manager.  British  Columbia  Electric  Rail- 
way Co. :  M.  W.  Kirkwood.  General  Man- 
ager. Grand  River  Railway  Co.  and  Lake 
Erie  ft  Northern  Railway  Co. :  A.  «.  Mc- 
Limont.  Vice  President  and  General  Man- 
ager. Winnipeg  Electric  Railway  Co.;  R. 
M  Reade.  SuporinUndent.  Quebec  Railway 
Light  *  Power  Co. :  Lt-Col.  G.  C.  Royce. 
General  Manager.  Toronto  Suburban  Rail- 
way Co.  :  C.  L.  Wilson,  Assistant  Manager. 
Toronto  *   York   Radial   Railway  Co. 

Official  Organ— Canadian  Railway  and 
Marine   World,   Toronto. 


Galveston  operating  under  what  are 
practically  service  at  cost  plans,  arc  the 
only  cities  in  which  fares  have  been  re- 
<luced  from  the  top  limit  put  in  effect 
during  the  war. 

It  is  impossible  to  forecast  any  point 
at  which  street  railway  fares  will  finally 
come  to  a  rest  in  a  state  of  equilibrium 
with  costs.  It  has  been  frequently  as- 
serted that  high  fares  result  in  an  actual 
decrease  in  revenue,  because  of  their 
tendency  to  discourage  riding.  Three 
instances  in  actual  practice  seem  to  dis- 
prove this  contention.  Under  a  5,  7  and 
8c  fare,  the  Boston  Elevated  Ry.  Co. 
accumulated  progressive  deficits;  under 
a  10c  fare  it  is  not  only  earning  the  full 
cost  of  the  service,  but  a  surplus  as  well. 
In  Worcester,  where  a  zone  system  is  in 
effect,  the  company,  at  the  order  of  the 
Massachusetts  Public  Service  Commis- 
sion reduced  its  unit  fare  from  6c  to  .)C. 
during  the  month  of  Dec.  1919.  as  an 
experiment.  The  result  was  such  a  sub- 
stantial decrease  in  revenue  that  the  fic 
rate  was  restored  at  the  earliest  possible 
moment.  In  Grand  Rapids.  Mich.,  the 
company,  at  the  request  of  the  city  com- 


mission, which  believed  that  riding  would 
be  stimulated  by  a  lower  fare,  reduced 
its  fare  from  6c  to  5c  for  July.  1919.  The 
result  was  a  decrease  of  about  $20,000, 
or  about  one-seventh  of  the  former  total 
revenue. 

Experimentii  Being  Tried.— That  the 
present  period  is  a  period  of  experiment- 
ation with  different  fare  systems  and 
varying  rates  of  fare,  is  evident  from 
the  great  variety  of  fare  systems  in 
effect.  The  zone  sysU-m  of  fares  .seems 
to  be  growing  in  popularity.  In  April, 
1919,  ten  companies  were  operating 
under  some  form  of  a  zone  system.  .M 
present,  27  companies  are  so  operating. 
Between  April,  1919  and  the  present 
time,  the  New  Jersey  zone  experiment 
was  made  and  failed,  but  to  offset  this 
failure,  a  zone  system  has  been  put  in 
effect  in  Connecticut  and  has  met  with 
success. 

One.  of  the  most  interesting  experi- 
ments now  under  way  is  that  which  is 
being  tried  by  the  public  trustees  oper- 
ating the  Eastern  Massachusetts  St.  Ry. 
Co  Here,  one  of  the  largest  operating 
companies  in  the  countrj-  has  partitioned 
its  territory  into  fare  district.s,  each  with 
an  important  municipality  as  its  center. 
The  fare  in  each  of  these  districts  is 
regulated  (on  a  service  at  cost  basis), 
in  accordance  with  the  cost  of  operation 
in  that  particular  district.  The  trustees 
have  insisted  that  jitneys  be  regulated, 
so  as  not  to  interfere  with  the  company  s 
revenue,  and  in  two  cases  where  the  com- 
munities failed  to  provide  such  regula- 
tion, have  actually  abandoned  ser\ice  for 
a  time.  In  the  12  districts  into  which 
this  territory  has  been  divided,  there 
are  now  four  different  rates  of  fare,  in- 
dicating how  costs  of  operation  vary  in 
various  communities. 

In  Service  at  Cost  Cities.— Twenty-one 
cities  are  now  operating  under  service  at 
cost  agreements.  In  10  the  fare  is  10c, 
cash  and  ticket;  in  one  it  is  10c  cash, 
8  1/3,  ticket  (good  to  traffic  center  only): 
in  6  it  is  10c  cash,  6  l/4c  ticket  (good 
to  traffic  center  only);  in  one  it  is  10c 
cash  6  cents  ticket  (monthly  tickets); 
in  one  it  is  8c  cash,  7  l/7c  ticket,  Ic  trans- 
fer- in  one  it  is  7c  cash  and  ticket,  and 
in  one  it  is  5c  cash,  4  l/6c  ticket,  Ic 
tranpfer.  .     ,    ,    .    ■      ^x. 

In  two  of  the  cities  included  m  the 
statistics— San  Francisco  and  Seattle— 
the  street  railwav  lines  are  municipally 
owned  and  operated.  The  fare  on  each 
is  5c  and  in  each  case  the  road  is  being 
operated  at  a  loss.  In  San  Francisco  this 
loss  now  amounts  to  about  $11,000  a 
month,  which  is  being  withdrawn  from 
the  depreciation  reserve.  In  Seattle,  the 
•system  has  been  relieved  of  the  payment 
of  taxes  and  the  city  council  has  gone 
on  record  as  favoring  the  assumption  of 
the  deficit  in  other  ways  than  thmugh 
the  payment  of  taxes. 

How  Increases  Were  Granted.— In  l.iO 
of  the  217  cities  in  which  fares  have  been 
increased,  the  increase  has  been  the  re- 
>;ult  of  the  action  of  state  commissions. 
in  44  of  municipal  authorities,  in  2  of 
courts,  and  in  21  of  automatic  regulation 
under  .service  at  cost  plans. 

In  Minneapolis  and  Denver,  ordinances 
embracing  service  at  cost  principles  have 
been  defeated  by  the  electorate.  In 
Rochester,  St.  Paul.  Toledo.  Oakland, 
Syracuse,   Norfolk,     Berkeley    and     Ala- 


April,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


197 


meda,  service  at  cost  plans  have  been 
proposed.  In  Detroit  and  Duluth,  public 
ownership  proposals  have  been  defeated 
by  the  electorate.  In  Detroit  the  build- 
ing of  a  competing  line  has  been  pro- 
posed, and  in  Toledo,  a  proposition  to 
purchase  the  existing  system  will  be  sub- 
mitted to  a  vote. 

In  connection  with  the  rates  of  fare 
now  prevailing  in  U.S.  cities,  it  must  be 
remembered  that  all  of  these  roads  are 
operating  upon  a  starvation  basis.  The 
cost  of  the  service  as  reflected  in  fares 
now  in  effect,  and  the  application  for  in- 
creases which  are  pending,  represent  in 
many  cases  service  and  facilities  reduced 
to  the  minimum.  New  capital  is  not 
available  and  improvements  and  e.x- 
tensions  are  awaiting  the  restored  credit 
of  the  companies.  In  a  recent  interview 
President  J.  J.  Stanley,  of  the  Cleveland 
Railway  Co.,  stated  that  the  reduction  in 
fares  in  that  city  was  made  possible  be- 
cause of  the  greatly  increased  traffic, 
which  is  being  carried  with  but  little  if 
any  increase  in  track  or  equipment.  Im- 
provements to  the  amount  of  $25,000,000 
were  urgently  needed  in  Cleveland,  he 
stated,  and  added  that  the  addition  of 
this  sum  to  the  company's  capitalization, 
when  made,  would  undoubtedly  have  an 
appreciable  effect  upon  the  rates  of 
fare.  The  Detroit  United  Ry  with- 
drew its  application  for  a  Ic  transfer 
charge  because  it  was  impossible  under 
existing  conditions  to  obtain  the 
$14,000,000  needed  for  improvements 
and  extensions,  so  that  the  com- 
pany was  carrying  a  much  larger  num- 
ber of  passengers,  with  but  few  ad- 
ditions to  its  equipment.  One  of  the 
reasons  for  the  high  rate  of  fare  in  Bos- 
ton is  that  a  large  sum  has  been  spent 
in  rehabilitation. 

This  question  of  rehabilitation  has  a 
marked  bearing  upon  the  entire  fare  situ- 
ation. Deferred  maintenance  is  piling  up 
on  most  of  these  properties.  The  longer  it 
is  delayed,  the  greater  the  cost  when  it 
is  finally  undertaken,  and  the  higher  the 
cost  of  operation  during  the  period  in 
which  track,  equipment  and  overhead  are 
neglected.  A  small  increase  of  fare 
made  immediately  at  the  time  that  it  is 
needed  is  worth  more  than  a  large  in- 
crease that  conies  after  a  long  delay. — 
Harlow  C.  Clark,  in  Aera. 


Dominion  Power  and  Transmis- 
sion Co.'s  Annual  Report  and 
Meeting. 


Following  are  extracts  from  the  re- 
port for  the  calendar  year  1919  of  this 
company,  which  controls  and  operates 
the  following  properties:  Hamilton  Cat- 
aract Power,  Light  and  Traction  Co., 
Hamilton  Electric  Light  and  Power  Co., 
Hamilton  St.  Ry.  Co.,  Hamilton  and  Dun- 
das  St.  Ry.  Co.,  Hamilton  Radial  Elec- 
tric Ry.  Co.,  Hamilton,  Grimsby  and 
Beamsville  Electric  Ry.  Co.,  Brantford 
and  Hamilton  Electric  Ry.  Co.,  Hamilton 
Terminal  Co.,  Dundas  Electric  Co.,  Lin- 
coln Electric  Light  and  Power  Co.,  Wel- 
land  Electrical  Co.,  Western  Counties 
Electric  Co. 

In  a  comparision  of  the  results  shown 
by  the  report  for  1919  with  those  of  the 
previous  years,  attention  is  naturally 
called  to  the  increase  in  both  gross  earn- 
ings and  operating  expense.  Enlarge- 
ments of  aernings  have  been  made  pos- 
sible, and  produced  by  continued  good 
service  rendered  by  the  company.  The 
plants  and  equipments  have  been  thor- 
oughly well  maintained,  and  operate  very 


satisfactorily.  Increases  in  operating 
cost,  have,  as  is  well  known,  resulted 
from  abnormal  increases  in  the  cost  of 
labor  and  materials.  The  total  of  the 
company's  reserves  and  profit  and  loss 
accounts  have  increased  by  $164,354.25, 
bringing  this  total  up  to  $3,302,166.19. 
No  new  securities  have  been  issued,  and 
during  the  year  outstanding  bonds 
amounting  to  $145,000  were  retired. 

The  Hamilton  Radial  Electrical  Ry. 
Co.,  after  much  contention,  succeeded  in 
obtaining  an  increase  of  the  unreason- 
ably low  rates  of  fare  formerly  in  force, 
but  it  is  too  early  to  determine  how  far 
effective  relief  will  be  afforded  thereby. 
Conditions  surrounding  the  present  oper- 
ation of  all  electric  railways  are  such 
as  to  call  for  relief  by  way  of  a  reason- 
able increase  in  fares.  The  public  and 
the  companies  alike  are  interested  and 
will  be  mutually  benefitted  by  a  fair  and 
equitable  basis  of  operation  being  ac- 
ceded to  and  maintained. 

Earnings  and   Expenditures. 

Gross    earnings    $3,477,386.38 

Operating  expenses   2.287.704.00 

SI. 189.682.38 
Transferred    to    mainten- 
ance and  renewal   fund        35.116.09 

$1.154,.i66.29 

Bond    interest   and   interest S    543.815.86 

S    700.750.43 

,  Profit  and  Loss. 

Balance    from    1918   $    853,033.12 

Surplus    earnings,    1919   700,750.43 

Bad    debts,     etc.,     written 

off    - $      12,251.07 

Dividends    533.413.00 

Balance    1,008,119.48 

$1,553,783.55  $1,553,783.65 


President  J.  R.  Moodie,  in  speaking 
at  the  annual  meeting,  said  :"'rhe  re- 
ceipts were  the  highest  in  the  company's 
history.  Higher  wages,  increased  cost 
of  material  and  supplies,  and  the  adverse 
exchange  rate  have  increased  operating 
expenses  in  greater  proportion.  The 
steam  plant  has  proved  a  most  valuable 
pai't  of  our  system,  as  is  evidenced  by 
the  service  given  under  adverse  condi- 
tions. In  all  likelihood  we  will  find  it 
advisable  to  add  another  generating  unit, 
thereby  increasing  our  capacity  by  11,000 
k.w.,  or  15,000  h.p.  This  means  the  in- 
stallation of  machinery  only,  as  the  pres- 
ent buildings  are  planned  for  such  ad- 
ditions. With  this  installation,  the  first 
half  of  the  plant  as  originally  designed 
will  be  complete.  The  ultimate  capacity 
of  the  steam  plant  when  finished  will  be 
60,000  k.w.,  or  80,000  h.p.  With  our 
water  power  development  we  will  have 
a  total  of  130,000  to  135,000.  Against 
much  opposition  we  were  successful  in 
our  application  for  increased  rates  on 
the  radial  railway.  The  low  fares  for- 
merly prevailing  were  quite  inadequate 
to  meet  the  abnormal  conditions  through 
which  we  are  passing.  The  change  has 
not  been  long  enough  effective  to  show 
tangible  results,  but  the  board  feels  that 
in  time  it  will  prove  beneficial.  In- 
adequacy of  fares  of  the  street  railway 
and  some  of  the  other  electric  railways 
of  our  system  call  for  revision,  in  order 
not  only  to  yield  reasonable  returns,  but 
to  admit  of  desirable  extensions  and  im- 
provements." 

The  directors  and  officers  were  re- 
elected as  follows:  President,  Lieut.-Col. 
J.  R.  Moodie;  Vice-President,  Cyrus  A. 
Birge;  Treasurer,  ,Tas.  Dixon;  Manag- 
ing Director  and  Secretary,  W.  C.  Haw- 
kins; other  directors,  Lloyd  Harris,  C. 
E.  Neill,  W.  E.  Phin,  Robt.  Hobson  and 
.Ino.  Dickenson.  E.  P.  Coleman  is  Gen- 
eral Manager. 


Grand    River    Railway    and    Lake 

Erie    and    Northern    Railway 

Betterments,  Etc. 

A  press  report  states  that  the  Grand 
Kiver  Ry.  and  the  Lake  Erie  and  North- 
ern Ry.,  which  give  an  electric  railway 
route  from  Port  Dover,  on  Lake  Erie 
through  Simcoe,  Brantford  and  Gait  to 
Preston,  Kitchener  and  Hespeler  Ont 
propose  to  spend  $1,500,000  on  general 
betterments,  etc.  this  year.  In  addition 
to  aditional  rolling  stock,  for  which  $671  - 
000  IS  said  to  have  been  appropriated  to 
buy  2  locomotives,  10  passenger  car« 
and  an  express  car,  it  is  said  that  the 
betterments  will  include  new  overhead 
wire  on  the  Grand  River  Ry.  lines  simi- 
lar to  that  on  the  L.E.  &  N.  Ry.  a  .$16  - 
000  car  barn  at  Preston,  and  a  station  to 
cost  $42,000,  at  Gait,  in  which  the  two 
companies'  general  offices  will  be  located. 
For  track  betterments  the  larger  propor- 
tion of  the  total  appropriation  will  be 
spent  on  the  G.T.R.  A  second  track 
will  be  built  from  Preston  to  Hagey's 
Crossing,  new  rails  will  be  laid,  and  at 
Kitchener  $60,000  is  to  be  expended  upon 
a  revision  of  the  location. 

The  new  construction  undertaken  re- 
cently at  Hespeler  is  reported  to  be  near- 
ly completed,  and  it  is  said  that  when 
the  proposed  betterments  are  completed, 
cars  will  be  run  through  between  Kitch- 
ener and  Port  Dover. 


Motor  Busses  for  London,  Ont. — Lon- 
don City  Council  is  asking  the  Ontario 
Legislature  in  an  omnibus  bill  for  power 
to  issue  debentures  for  $30,000,  without 
obtaining  the  ratepayers  assent  to  buy 
motor  busses.  The  reason  set  out  is  "to 
provide  transport  in  the  city,  which  is 
urgent  and  necessary."  Power  is  also 
asked  to  enable  the  City  Council  to  oper- 
ate motor  busses. 

Ottawa  Electric  Ry.  representatives, 
supported  by  the  Ottawa  Board  of  Con- 
trol, waited  on  the  acting  Premier,  re- 
cently, and  urged  the  adoption  of  a  plan 
for  fixing  different  times  for  opening 
and  closing  the  various  Dominion  de- 
partments so  as  to  decrease  the  conges- 
tion on  the  railway  in  the  morning  and 
evening.  Consideration  was  promised, 
and  a  later  report  stated  that  the  depart- 
mental officials  were  investigating  the 
matter. 

The  London  and  Port  Stanley  Ry.  is 
reported  to  have  entered  into  a  contract 
with  the  London,  Ont.,  Gas  Co.  for  haul- 
ing its  coal  cars  from  the  railway  to  the 
gas  company's  yard.  A  contract  is  also 
reported  to  have  been  made  for  hauling 
coal  for  the  G.  T.  R.  in  London  from  Port 
Stanley,  as  soon  as  the  necessary  addi- 
tional locomotive  power  can  be  acquired. 
For  some  time  past  the  G.  T.  R.  has 
handled  its  coal  from  Grien,  Ont.,  to 
London. 

The  Calgary,  Alta.,  Municipal  Ry.  is 
reported  to  have  received  two  of  the  sec- 
ond-hand cars  bought  recently  in  the 
United  States,  which  will  be  put  into 
service  as  soon  as  they  have  been  over- 
hauled in  the  railway  shop.  New  steel 
wheels  ordered  six  months  ago  for  the 
repair  of  cars,  are  expected  to  be  deliv- 
ered shortly. 

The  Regina,  Sask.,  City  Council  is  re- 
ported as  intending  to  submit  a  by-law 
to  the  ratepayers  at  an  early  date  to  pro- 
vide for  the  operation  of  one-man  cars 
on  the  Regina  Municipal  Ry.  It  is  hoped 
to  have  them  in  operation  by  June  1, 


198 


(  ANADIAN  RAII.WAY  AND  MARINE  WORLD 


April.  1920. 


I^vis  County  Railway  (iear  Drive  Snow  Sweeper. 


111.-  I.cvm  (  (.iinly  Ky  .  I.i'vi.s,  yur.,  tins 
h««i  •  Kt'"r  (Irivp  ."imw  hwoi'iht  built  by 
the  OtLnua  ("nr  Mmiufarturini;  Co., 
whirh  i*  the  buililrr!i'  Ktnnilarrl  .«inKl<' 
truck  typo.  It»  (liincii^tion.s  iirr:  <1vornll. 
2l»  ft.:  liody,  27  ft.;  width.  7  ft.;  rail  to 
top  of  trolley  Imi.m'.  II  ft.  11  in.  The 
liody  of  4  liinKitudiniil  sill  and  itu.h.h 
nu-mbcr.i  of  10  in.  t-haniud.  Thf  roof 
15  of  thi-  turtle  hack  ty|H'.  Nupported  on 
alt-el  car  linc.t.  The  inti-rinr  of  the  body 
is  in  n!<h.  natural  ftni.'<h.  The  trxick  i.f 
the  hudders'  standard  de.siKM,  which  is 
extra  heavy;  wheels  are  of  rolled  steel 
type   .'1.1    Ml.      The   hudy    is    painted    irreen. 


iiiiitiir  -haft  The  power  is  lian.«inltt<'d 
throiit;h  the  lontritudinal  shaft  to  a  ver- 
tical shaft,  by  a  bevel  Rear,  which  meshes 
with  a  similar  (fear,  on  the  vertical  nhaft, 
located  at  the  end  of  the  cab  on  the  un- 
derside of  the  bottom  frame.  This  ver- 
tical shaft,  carries  the  power  down  to 
the  broom  shaft,  to  which  it  is  trans- 
mitted by  another  set  of  bevel  Kears, 
which  are  enclosed  in  a  case  which  can 
be  fdled  with  oil.  The  upper  Kears  are 
also  enclosed  in  a  sheet  metal  box  which 
contains  prease.  The  brooms  are  raised 
and  lowered  by  hand.  Two  wheels  are 
located    in   the   cab,   one   fur   each   broom 


with  (fold  numbers;  the  truck  is  painted 
black. 

A  new  departure  in  this  sweeper  is 
tht'  >rear  drive,  for  the  broom  ."haft.  This 
method  of  driving  the  brooms  is  claimed 
to  be  a  bi(?Ker  step  in  the  development 
of  the  sweeper  than  any  of  the  other 
improvements.  The  acconipanyinp  illu- 
stration shows  the  broom  shaft  without 
the  brooms  and  shows  the  jrear  box  at 
center  of  shaft.  The  motor,  which  drives 
the  brooms,  is  of  the  Westintthouse  type, 
and  IS  mounted  at  the  center  of  the  un- 
derframe  inside  the  cab.  The  power 
from  it  may  be  taken  towards  either 
end  of  the  car,  by  a  longitudinal  shaft, 
fitted  with  a  clutch  on  each  eii<i   i>f  tin- 


at  opposite  ends.  A  vertical  shaft  with 
a  21  in.  hand  wheel,  with  pinion  on  the 
opposite  end,  in  mesh  with  a  lartre  Kcar 
on  another  vertical  shaft,  furnishes 
power  to  raise  and  lower  the  broom  shaft 
by  arranKement  of  chains  attacheil  at 
the  en<l  of  the  broom  shaft,  connect^-d 
to  the  larjre  Kear  shaft.  The  brooms  are 
braced  at  each  end  and  center  by  heavy 
bracket  Ruides,  with  nn»:le  braces, 
through  which  a  cylindrical  rod  is  passed, 
thus  allowing:  the  broom  movement  in  a 
vertical  direction,  wihch  is  controlled  by 
the  hoisting  apparatus.  At  the  center 
(Tuide,  provision  for  raising  and  lower- 
inir  the  broom  is  made  by  allowing;  the 
|...wii-  <)m\U   111  sliile  up  mill  iliiwn  on  its 


key.  The  di.«tance  from  renter  to  center 
of  the  oulnide  broom  shaft  iruides  is  4  ft. 
10  in.  The  brooms  may  b«-  rais«-d  10  in. 
from  the  track. 

There  is  hunir  a  sorapor  wing,  made 
rcveniible,  which  is  lowered  and  raised 
by  lever  arrangement  inside  of  cab,  b<-- 
inir  arrancerl  so  that  it  may  swinir  out 
from  the  side  of  the  car  by  means  of 
chains.  The  winif  is  a  *>.  in.  plate,  2  ft. 
wide  by  6  ft.  lonjf.  The  radial  motion  is 
controlled  by  a  hand  wheel,  and  vertical 
shaft,  connected  with  ratchet  and  pawl, 
so  the  winir  can  b<"  ."ct  at  any  anirle.  It 
is  said  that  this  sweeper  is  the  first  of 
its  kind  to  be  built  in  Canada. 


Electric  Railway  Notes. 


The  Windsor,  Essex  &  Lake  Shore 
Rapid  Ry.  has  bought  3  second-hand  pas- 
senircr  cars. 

The  Nova  Scotia  Tramways  and  Power 
Co.  has  received  100  of  its  new  one-man 
P_A.Y.E.  cars,  which  will  at  first  be  op- 
erated on  the  belt  line. 

The  Retina,  Sask.,  Municipal  Ry.  is 
equipping  all  its  cars  with  si^s  at  the 
rear,  so  that  the  destination  can  be  learn- 
ed from  the  rear  as  well  as  from  the 
front. 

The  Birmingham,  Enp.,  City  Council 
is  reported  to  have  decided  to  buy  3,000 
tons  of  steel  rails  for  its  municipal  tram- 
ways serv'ice,  in  the  U.  S.,  at  £24  10s  a 
ton,  shipment  to  commence  about  the  end 
of  April,  and  be  completed  in  June. 

To  enable  the  London  Railway  Com- 
mission to  provide  an  additional  electric 
locomotive  and  passenger  cars  for  in- 
creased business,  the  London,  Ont.,  City 
Council  is  applying  to  the  Ontario  Legis- 
lature, in  an  omnibus  bill,  for  power  to 
issue  $105,000  of  debentures  without  ob- 
taining the  ratepayers'  assent. 

The  Cape  Breton  Electric  Co.'s  car 
barn  at  Sydney,  N.  S.,  was  damaged  by 
fire,  Mar.  6,  and  two  cars,  with  a  quan- 
tity of  other  equipment,  were  destroyed. 
The  loss  is  estimated  at  $.50,000,  which  is 
said  to  be  co%-ered  by  insurance.  As  there 
was  other  rolling  stock  in  reserve  there 
was  no  interruption  of  the  car  service. 

T.  H.  McCauley,  while  on  his  way  from 
Calgary,  Alta.,  to  St.  John,  N.  B.,  to  en- 
ter on  his  duties  as  General  Manager, 
New  Brunswick  Power  Co.,  stopped  off 
at  Regina.  Sask.,  and  explained  the  op- 
eration of  one-man  cars  to  the  city  coun- 
cil. A.  A.  Dion,  Superintendent  Moose 
Jaw  Electric  Ry.,  also  attended  the  meet- 
ing. 

The  British  Columbia  Electric  Rys. 
mechanical  department  organized  a  so- 
cial club  recently  at  Vancouver,  with  the 
following  officers:  Hon.  President,  G.  A. 
Dickie,  master  mechanic;  President,  C. 
Spooner;  Treasurer,  C.  Donald;  Secre- 
tary, W.  Watt;  committee:  J.  Davison, 
J.  Morgan.  J.  Dew,  W.  Ford,  and  W. 
Stile^^. 

The  Quebec  Superior  Court  at  Mont- 
real ordered  the  Montreal  Tramways 
Co.  to  pay  the  Compagne  d'lm- 
meubles  de  Montreal  $2,000  as  com- 
pensation for  its  right  of  way  over  the 
plaintiff's  land  on  Queen  Mary  road.  Cote 
des  Neiges.  The  right  of  way  was  grant- 
ed to  the  Montreal  J'ark  and  Island  Ry. 
by  the  original  owner  of  the  land  in 
1895  subject  to  certain  conditions.  These 
conditions  had  not  been  fulfilled,  and  as 
the  provisions  of  articles  77ti  and  791  of 
the  Civil  Code,  which  apply  to  gifts  of 
right  of  way  had  not  l>een  carried  out 
the  railway  company  has  to  pay  for  the 
right  of  way  $2,000  and  costs. 


April,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


199 


The  Montreal  Tramways  Commission 
is  reported  to  have  arranged  a  new  sys- 
tem of  stops  for  the  Montreal  Tramways 
Co."s  cars,  to  be  put  in  operation  May  1. 
The  plan  is  to  have  stops  at  no  shorter 
distances  than  400  to  500  ft.  from  each 
other.  The  new  plan  is  reported  to  have 
heen  tried  with  satisfactory  results  on 
Notre  Dame  St.  East,  the  time  of  making 
the  trip  from  the  Place  St.  Annes  to  the 
Canadian  Vickers  plant  having  been  cut 
down  from  40  or  4.5  minutes  to  20  or  2.5 
minutes,  or  about  one-half. 

The  Ontario  Railway  and  Municipal 
Board  is  reported  to  have  advised  the  St. 
Thomas,  Ont.,  City  Council  that  one-man 
cars  could  be  operated  successfully  on 
the  municipal  railway,  and  would  prob- 
ably assist  in  cutting  down  the  present 
loss  in  the  operafion  of  the  line.    In  view. 


however,  of  the  fact  that  the  electric 
railway  crosses  four  steam  railways  not 
under  Provincial  control,  it  would  be 
necessary  to  obtain  the  Board  of  Rail- 
way Commissioners'  consent  before  one- 
man  cars  could  be  operated. 

The  Quebec  Superior  Court  gave  judg- 
ment at  Montreal  recently  for  $277  and 
costs  against  the  Montreal  Tramways 
Co.,  as  damages  for  injuries  sustained 
by  Mrs.  L.  Colbie,  Feb.  12.  1917.  The 
plaintiff  was  stepping  aboard  one  of  the 
company's  ears,  when  it  started  and  she 
was  thrown  to  the  ground  and  injured. 
The  company  claimed  that  the  signal  to 
start  the  car  was  given  by  boys  standing 
on  the  rear  end,  but  the  court  decided 
that  it  was  the  conductor's  place  to  have 
watched  the  boys'  actions,  and  that  his 
failing  to  do  so  made  the  company  liable. 


The  Westmount,  Que.,  Police  Magis- 
trate, Mar.  16,  fined  George  Houde,  a 
Montreal  Tramways  Co.'s  conductor,  $5 
and  costs  recently  for  assaulting  a  pas- 
senger, Mr.  H.  Hayes.  The  facts  were 
admitted,  the  only  difference  being 
whether  or  not  the  conductor  was  within 
his  rights  in  ejecting  Hayes  from  the  car. 
Hayes  transferred  from  a  Mount  Royal 
Ave.  ear,  to  a  Windsor  St.  car,  of  which 
Houde  was  conductor,  telling  the  latter 
he  wished  to  keep  his  transfer,  as  he  want- 
ed to  take  a  car  going  up  Claremont  ave. 
The  conductor  argued  that  Hayes  could 
not  use  the  transfer  on  his  car,  an  alter- 
cation ensued  and  Hayes  was  forcibly 
ejected  by  Houde.  The  magistrate  held 
that  a  passenger  is  entitled  to  use  his 
transfer  on  whichever  route  be  wishes 
where  there  are  two  or  three  routes. 


Electric  Railway  Employes'  Wages,  Working  Conditions,  Etc. 


Hamilton  St.  Ry. — Employes  are  re- 
ported to  have  decided.  Mar.  6,  to  ask 
for  a  new  agreement  of  the  wage  sche- 
dule, in  which  is  as  follows:  Per  hour, 
first  six  months,  50c;  second  six  months, 
55c;  second  year,  60c;  third  year  and 
after,  G5c.  Men  operating  snow  plows 
to  be  paid  5c  an  hour  exti'a,  and  to  be 
provided  with  free  overalls.  The  men 
also  decided  to  ask  for  one  week  holiday 
a  year  with  full  pay. 

London  and  Port  Stanley  Ry. — Con- 
ductors and  motormen,  who  now  get  a 
maximum  of  48c  an  hour  are  reported  to 
have  asked  for  an  increase  to  a  maxi- 
mum of  60c. 

London  St.  Ry. — Conductors  and  mo- 
tormen, whose  agreement  expires  May  1, 
under  which  they  are  paid  39c  an  hour 
for  the  first  year,  42c  for  second  year, 
and  44c  for  third  year  and  afterwards, 
have  applied  for  an  all  round  increase  of 
21c  an  hour,  an  8-hour  day,  time  and  a 
half  for  overtime  on  week  days,  and  for 
all  time  on  Sundays  and  holidays.  The 
men's  representatives  had  a  conference 
with  the  company's  officials  Mar.  11,  and 
a  press  report  states  that  the  officials  de- 
clined to  open  up  the  question  before 
May  1,  when  the  present  agreement  ex- 
pires. J.  Colbert,  president  of  the  local 
union,  is  reported  to  have  said  that  the 
meeting  had  been  arranged  to  see  if  the 
company  would  take  up  the  question  on 
April  1,  and  on  its  refusal  to  do  so  the 
question  of  wages  was  not  discussed. 
It  is  reported  that  the  men  have  threat- 
ened to  go  on  strike  May  1  if  the  in- 
creases asked  for  are  not  granted.  The 
mayor  and  an  alderman  are  reported  to 
have  had  an  interview  in  Toronto,  Mar. 
20.  with  Sir  Adam  Beck,  and  that  to- 
gether they  informally  discussed  the  mat- 
ter with  the  Ontario  Railway  and  Muni- 
cipal Board,  the  chairman  of  which 
pointed  out  that  an  increase  of  fares 
could  only  be  granted  with  the  ratepay- 
ers' consent.  The  board  could,  under 
certain  conditions,  take  possession  of  the 
line  and  operate  it,  and  a  London  press 
report  states  that  the  city  council  will 
ask  the  board  to  do  so  if  a  strike  occurs. 
.Montreal  Tramways  Co.'s.  employes 
are  reported  to  have  under  consideration 
a  proposal  for  a  reduction  of  hours,  and 
3.  meeting  was  expected  to  be  called 
about  the  end  of  March  to  reach  a  defi- 
nite decision.  At  present  the  day's  work 
runs  to  12  hours,  for  7  days  in  the  week, 
for  the  old  hands,  with  from  3  to  5  hours 
work  a  day  for  spare  hands.  The  sug- 
gestion is  that  an  8-hour  day  be  given  at 
the  present  maximum   rate  of  wages  of 


48c  an  hour.  .\  press  report  says  that 
the  men  at  a  meeting  on  Mar.  23,  decided 
to  ask  for  an  8-hour  day  and  a  continu- 
ance of  the  present  average  weekly  earn- 
ings, which  the  report  says  would  mean 
a  rate  of  about  75c  an  hour. 

Nova  Scotia  Tramways  &  Power  Co. — 
Negotiations  between  the  company  and 
its  employes  for  a  new  wages  scale  are 
in  progress. 

Niagara,  St.  Catharines  and  Toronto 
Ry. — Canadian  Railway  and  Marine 
World  of  March  gave  full  particulars  of 
the  Board  of  Conciliation's  unanimous 
award,  which  the  employes,  though 
their  representative  on  the  board  signed 
the  report,  refused  to  adhere  to.  As  a 
result  negotiations  with  the  manage- 
ment, the  employes  finally  agreed  to  ac- 
cept the  board's  report  for  the  period 
from  Aug.  31,  1919,  to  Feb.  29,  1920  as 
amended  to  correct  clerical  errors  with 
the  proviso  that  it  would  not  reduce  the 
wage  of  any  employe  during  that  period. 
A  new  agreement  was  entered  into  to 
date  from  Mar.  1,  and  extends  to  Oct. 
31,  1920,  and  thereafter  provided  that 
either  party  may  after  Sept.  30,  1920, 
give  30  days  notice  of  its  desire  to 
open  the  agreement  for  revision.  The 
following  table  shows  the  rates  of 
wages  paid  prior  to  the  Conciliation 
Board's  award,  the  rates  decided  on  by 
the  board,  and  the  rates  now  in  force 
under  the  new  agreement: 

Old  Con-  New 

rate  ciliation    rate 
Passenger  conductors  and 
motormen — 

First    year    39c  3G-39c  40c 

Second  year  41c  41c  44c 

Third   year   43c  45c  46c 

Fourth  year  45c  45c  

Fifth    year    60c 

Tenth   year  - 47c  47c 

Freight    conductors   and 
locomotivemen — 

First    year    47c  47c  60e 

Second    year    47c  47c  50c 

Third   year   47c  47c  50c 

Fourth    year    48c  48c  

Fifth    year    52c 

Tenth    year    50c  50c 

Freight  braltemen  and 
polemen — 

Fiist     year     50-41c      41c  41c 

Second    year    43c  43c  43c 

Third    year  48c  43c  45c 

Fourth     year    43c  43c  

Fifth    year    46c 

Tenth    year    43c  43c 

Old  rate  Conciliation  New  rate 

Armature  winders 37-4Sc  42-53c 

Blacksmiths 37-48c  -o  42-53c 

Car  pit  repairmen 87-44'^c  ^S  39-48c 

Truck  repairmen 37-44i^c  •"■5  40-47c 

Painters 37-44V4C  §.  o  42-48c 

Carpenters 39-44yaC  «f  42-48c 

Bridge  carpenters 37-44i4c  "  40-47c 

Car  cleaners 34>4-37c  34i.i.37c 

Watchmen $60-$90  $70  up 


Substation  operators        SlOO  $105  $105 

Linemen 37i4-44c       45-50c         45-50c 

Groundmen 37-41%c     37-42Hc     37-42i<,c 

Section  foremen $100  $100  $100 

to  $110       to  $110 

Section  men 35c  35-40c        35.40c 

Towermen $80-$90      $80-$90 

Nine  hours  are  to  constitute  a  day's 
work  for  all  passenger  trainmen.  Over- 
time to  be  paid  at  rate  of  15c  an  hour  ad- 
ditional for  the  first  hour  over  9  hours, 
and  at  the  rate  of  time  and  a  half  for 
all  time  over  10  hours.  Conductors  and 
motormen  to  receive  25c  extra  a  day,  or 
part  thereof,  for  training  students.  Com- 
pany to  pay  half  cost  of  uniform,  cost 
not  to  exceed  $40,  for  each  trainman  of 
only  one  year  service,  and  thereafter, 
if  required,  to  pay  half  cost  of  one  uni- 
form a  year.  Freight  trainmen  shall 
have  a  minimum  of  10  hours  a  day  for 
week  days  for  each  day  used.  On  Sun- 
days or  holidays,  if  required,  they  will 
be  paid  a  half  day  for  5  hours  sei-vice, 
or  less,  or  a  full  day  for  service  beyond  5 
hours.  Freight  trainmen  will  be  paid 
15c  an  hour  extra  for  the  first  hour  or 
part  thereof  after  10  hours  service,  and 
time  and  a  half  after  11  hours  service. 
Crews  of  all  freight  motors,  without 
cars,  shall  consist  of  at  least  two  train- 
men. Crews  of  freight  trains  of  one  or 
more  cars  shall  consist  of  not  less  than 
3  men,  and  a  fourth  man  shall  be  sup- 
plied where  the  freight  is  heavy  enough 
to  require  it.  Minimum  wages  for  bag- 
gagemen shall  be  $90  a  month;  shcduien 
$75,  and  watchmen  $70. 

Ottawa  Electric  Ry.  employes  are  said 
to  be  considering  the  details  of  a  new 
wage  schedule,  etc.,  which  they  propose 
to  ask  the  company  to  adopt,  and  that  it 
will  call  for  a  maximum  rate  of  65c  an 
hour. 

St.  Thomas  Municipal  Ry.— The  St. 
Thomas,  Ont.,  City  Council's  Street  Rail- 
way Committee  has  under  consideration 
an  application  of  G.  F.  Doherty,  Mana- 
ger of  the  municipal  railway  for  an  in- 
crease of  salary  from  $120  to  $140  a 
month,  and  an  application  from  the  con- 
ductors and  motormen  for  an  increase 
of  10c  an  hour. 

Winnipeg  Electric  Ry. — A  Winnipeg 
press  dispatch,  of  Mar.  17,  states  that 
the  company's  conductors  and  motormen, 
whose  agreement  will  expire  April  30, 
are  asking  increases  to  bring  their  wages 
up  to  from  60c  to  80c  an  hour,  against 
46c  to  55c  now  paid  on  city  lines,  and  51c 
to  60c  now  paid  on  interurban  lines  on 
week  days. 


200 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


April.  1920. 


A  Serious  Slret't  Car  Problem  in  Winnipej;. 


Thr  WinniiM-i;  Kli-otric  Ky.  hun  ihkui'iI 
thf  rhartji  which  hit  r»'priMluof<l  on  thin 
[wifr  to  illuKtriitr  thr  HtTiouH  problem 
fonfnintin»r  Htn-t't  rnihvny  opiTation  in 
Winnipi'ir,  und  rxplain  why  the  ronipniiy 
ii  continually  app^-alint;  to  nhupiH-rH  to 
do  thoir  nhoppinK  c-arly  in  tho  day.  Thesr 
charts  show  that  by  far  tho  K'n-ati-st 
bulk  of  travel  i.«  ronlincd  to  about  four 
hours  of  thi'  day.  from  '.'.W  to  *.»..'tO  n.ni., 
and  from  ■I..'i0  to  ri.:tO  p.m.  Thi-y  reveal 
thp  fact  that  many  of  the  cars  the 
company  must  have  in  order  to  lake  cnre 
of  these  hours  of  heavy  trafHc  are  lyinK 
idle  for  the  Rrcater  part  of  the  day,  and 
that  apart  from  the  rush  hours,  tratric  is 
very  considerably  less  than  that  lu-tween 
5   and   <>    p.m.      Kvery   available    car   and 


down  to  Work  in  tin-  Mmrriirii;  I'ver  a 
pcricKl  of  '2'i  hours,  their  ranks  heavily 
reinforced  with  shoppers,  all  maki' 
tracks  for  home,  and  in  conse<iuen<  i 
there  arises  a  peak  demand  for  fran- 
portation.  Such  a  demand  if  applied  !■■ 
the  post  office,  telephones,  bank>, 
theatres,  stores  office  elevators,  etc., 
would  undoubtedly  swamp  their  normal 
facilities  and  inevitably  require  many 
people  to  wait  their  turn.  Ser%in(;  them 
all  at  once  would  be  out  of  the  (juestion. 
But  in  spite  of  one  of  the  mo.«t  difficult 
operatinK  winters  ever  experienced  in 
Winnipeg  the  company  has  been  able  to 
cope  with  this  peak  demand  and  pive  a 
satisfactory  service.  This  chart  only  in- 
dicates the  conditions  obtaining  on 


'  ult  probl.in.  uri-  tjiKinc  facilities  which 
rightfully  belonK  to  the  workers  of  a 
k'reat  city,  and  are  making  travel  un- 
fortable   for  themselves  and  other* 


ly  in- 
Port- 


CHART        SHOWING        NUMBER      OF      PAiiENQERS       CARRIED 
(iMM&ir-MounLT  riRioosJ   BY      CAR&      PA&&INC*       COLONY    &     PORTACJE 

EASTBOUND 


T « ^ 


t — f — t — r 


CHAf?T       SHOWlNCi       NUMBER      OF      PASSENQERS       CARRIED 
(tMMAL"'   wooRuT  PtB«»o»)      BY      CARS      PAS5INQ       COLONY    &     PORTAGE 


man  in  the  service  is  required  to  handle 
the   traffic  during  the  rush  hours. 

The  "sea"  of  street  car  traffic,  with  its 
rcfnilar  ebb  and  flow,  is  jrrnphically 
shown  by  these  charts.  On  the  east- 
bound  chart — people  cominp  into  the  city 
on  PortaRe  Ave. — that  hijrh  water  mark 
is  reached  by  this  tide  between  S  and  9 
a.m.,  while  from  1  to  :i  p.m.  there  is  a 
rise  consequent  upon  the  office  people 
retuminK  from  lunch,  and  the  "invasion" 
of  the  shoppers.  The  only  other  rise  is 
between  7..'!0  and  H.W  p.m.  when  the 
people  are  RoinK  to  the  theatres. 

On  the  westbound  chart  the  first  sub- 
stantial ri.se  is  reconled  at  the  noon  hour, 
while  at  .'>  p.m.  the  record  hiph  water 
mark  is  reached  with  a  suddenness  al- 
most overwhelminK.  Between  5  and  6.15 
p.m.  tradesmen  and  employes  who  came 


ajfe  Ave.,  a  similar  condition  prevails  on 
practically  all  routes  in  the  city. 

The  problem  the  company  is  up 
against  in  properly  taking  care  of  the 
e.xtreme  situations  indicated  on  the 
charts,  and  ndjustinp  service  to  meet  this 
ebb  and  flow  in  traffic,  must  be  apparent 
to  all.  With  the  abnormal  weather  con- 
ditions in  Winnipeg  in  winter,  the  com- 
pany's difficulties  are  accentuated.  Little 
wonder  then,  that  its  officials  are  con- 
tinually appealing  to  shoppers  to  start 
their  homeward  journey  before  4. MO  p.m., 
and  so  leave  the  company  free  to  provide 
service  for  the  workers  and  those  who 
must  use  cars  between  5  and  fi.HO.  The 
company's  hands  are  full  in  attending  to 
the  refiuirements  of  the  latter,  and  shop- 
pers who  linKcr  down  town  until  "i  and 
r).30  p.m.  are  addintr  to  an  already  diffi- 


Electric    Railway    Finance,   Meet- 
inR8.  Etc. 


Kritish  Columbia   EIrrtric  Ry.  and  al- 

lieil   companies—  T mont  tjn  ? mnm  to 

J,.   ,,  ...   ., 
Jan..l»ZO  Jan  .10I9      ' 

firoM    W2S.7W  l«77.«K»  I'.  ■■  -4 

Kipriuw*    624.02!^     4S",IHK    ^.    -  ..« 

Nrt                      .   S04.«M     220,101     I.*.,,,-,  --..ilH 

Calicary.    Alta..    Municipal    Railway — 

I920  !»/». 

><r\rnur    for    Frbnury  I8:..fl04.2.'>   •.'i2.S4«.K2 

l-aiu-nici-n     rirnrd  1. 160.170      I.I29.U4 

The   Monrton   Tramwi^s,   Electricty   & 

(ias  Co.,  which  o[KTates  in  Moncton,  N.B.. 
and  has  its  office  at  Pittsburirh,  Pa.,  held 
its  annual  meetinjr  at  Moncton  recently. 
The  directors  and  officers  for  this  year 
are:  President  and  General  Manager,  E. 
B.  Reeser;  Vice  President.  E.  O.  Bartlett; 
-Assistant  Secretary  and  Assistant  "Trea- 
surer, E.  A.  Cumminps;  other  directom, 
Kobt.  Law,  .Jr.,  F.  H.  Minard,  J.  A.  L. 
Henderson  and  T.  O.  Sullivan;  Treasurer, 
.1.  T.  Furlong;  Secretary,  J.  A.  Dunn. 
The  Moncton  City  Council  is  applying  to 
the  New  Brunswick  Legislature  for  an 
act  providing  for  a  plebiscite  on  the 
ijuestion  of  taking  over  the  Company's 
electric  lighting  plant  and  street  railway, 
and  to  provide  for  making  arrangements 
for  taking  the  same  over.  (Mar.,  pg.  145) 

Montreal  Tramways  Co. — A  dividend 
of  $2.50  for  the  quarter  ended  Sept.  30. 
UU8.  was  declared  recently  to  be  paid 
.Mar.  .'JO.  This  is  the  second  dividend 
paid  on  account  of  arrears.  A  press  re- 
port states  that  I2^i'f  of  dividends  arc 
now  in  arrears. 

Toronto  Ry..  Toronto  and  York  Radial 
Ry.  and  allied  companies — 

Jmn.,  1920  Jan..  1919 

Gro«»    fl. 130.486  $1.106.S40 

KxprnHS     _ 7.'>0.47«  U.'i.ZSX 

N»t    :IS0.008  471. .S47 

Winnipeg  Electric  Ry.  and  allied  com- 
panies—  ■'<">  •  1*20    Jan..  1919 

GroM    - »498.8»7  tS90.5S9 

Exuvnaw  .16&.0S1  291.016 

Net    _ __ lS3.g0«  99.,^^S 

The  Edmonton  Radial  Ry.  is  reported 
to  be  selling  by  tender  approximately  25 
tons  of  old  rolled  steel  car  wheels. 

Z.  A.  Thibodeau,  formerly  secretao' 
and  chief  clerk  of  the  .Montreal  Tram- 
ways Employes  Mutual  Benefit  Associa- 
tion, was  committed  for  trial  in  the 
.Montreal  Enquette  Court  Mar.  16,  on 
charges  of  embezzling  $19,688.89  of  the 
a.'^.sociation's  funds,  and  forgerj". 

The  Quebec  Superior  Court  gave  judg- 
ment recently  for  $330  damages  and 
costs  against  the  Montreal  Tramways 
Co.  in  an  action  brought  in  the  name  of 
.loseph  Parent  by  his  mother.  The  boy. 
who  is  12  years  of  age.  was  a  passenger 
on  a  Papineau  ave.  car.  July  25.  1918. 
when  the  conductor  tickled  him  in  the 
libs,  causing  him  to  lose  his  hold  of  the 
rail  and  to  fall  off.  His  head  struck  the 
pavement,  causing  injuries.  The  con- 
ductor claimed  that  the  boy  was  trying 
to  get  off  the  car  when  it  was  in  motion, 
and  he  tapped  him  on  the  hand  with  a 
pad  of  tickets  to  warn  him.  but  notwith- 
.'^tanding  this  the  boy  jumped  off  the  car 
before  it  came  to  a  halt  and  fell  on  the 
street.  Justice  Tallier  held  that  it  was 
the  conductor's  fault  that  the  boy  lost 
his  hold  on  the  hand  rail  and  fell  from 
the  car.  and  that  the  company  was  liable 
for  the  fault  of  its  servant. 


April,  1920. 


201 


Mainly  About  Electric  Railway  People. 


R.  A.  Brown,  heretofore  City  Electrical 
Engineer  and  Superintendent  of  the 
Electric  Light  Department.  Calgary, 
Alta.,  has  been  appointed  Superintendent 
of  the  Calgary  Municipal  Ry.,  and  will 
retain  his  duties  as  Electrical  Engineer 
for  the  city.  He  has  been  in  the  city's 
service  for  the  past  10  years. 

Geo.  Cameron,  one  of  the  first  motor- 
men  employed  by  British  Columbia  Elec- 
tric Ry.,  and  latterly  in  charge  of  the 
company's  mail  service,  died  in  Vancou- 
ver, Mar.  11. 

T.  Clarke,  heretofore  Inspector,  Nia- 
gara, St.  Catharines  &  Toronto  Ry.,  has 
been  appointed  Assistant  Superintend- 
ent, succeeding  A.  F.  McGill,  resigned  to 
enter  the  Hydro  Electric  Power  Com- 
mission  of   Ontario's   service. 

G.  Combra,  heretofore  general  fore- 
man, Calgary  Municipal  Ry.,  has  been 
appointed   Assistant  Superintendent. 

H.  Francis,  heretofore  conductor  Nia- 
gara, St.  Catharines  &  Toronto  Ry.,  has 
been  appointed  dispatcher,  succeeding  H. 
Brooker,  resigned  to  enter  the  Hydro 
Electric  Power  Commission  of  Ontario's 
service. 

Ernest  P.  Fredericks,  who  was  ap- 
pointed Publicity  Director  of  the  Asso- 
ciation of  Holders  of  Public  Utilities  Se- 
curities, at  Toronto,  in  1919,  and  who 
subsequently  opened  an  office  in  Ottawa 
as  advisor  of  public  utilities,  operating 
and  rate  investigation,  and  for  making 
reports,  surveys,  appraisals,  etc.,  has 
been  appointed  Secretary  of  the  Board 
of  Trade,  Belleville,  Ont. 

A.  G.  Graves,  one  of  the  Calgary,  Alta, 
city  commissioners,  who,  among  other 
things,  has  charge  of  Calgary  Municipal 
Ry.,  has  had  his  salary  advanced  to  $4,- 
250. 

W.  C.  Hawkins,  Managing  Director  & 
Secretary,  Dominion  Power  &  Transmis- 
sion Co.,  Hamilton,  Ont.,  who  has  not 
been  very  well  for  some  time,  left  there 
Mar.  1.5,  to  spend  some  time  in  the  south, 
but  became  worse  on  reaching  Washing- 
ton, D.C.,  and  had  to  return  to  Phila- 
delphia for  treatment. 

J.  A.  House,  of  St.  Catharines,  Ont., 
has  been  appointed  Manager,  Guelph  Ra- 
dial Ry.,  at  a  salary  of  §2,400  a  year 
from  Mar.  1.  He  was  nominated  by  the 
Hydro  Electric  Power  Commission  of 
Ontario,  and  will  operate  the  line  for  it 
after  it  takes  control  on  July  1. 

L.  M.  Jones,  heretofore  City  Engineer, 
Port  Arthur,  Ont.,  and  formerly  on  the 
Winnipeg  Electric  Ry.'s  engineering 
staff,  is  reported  to  have  been  appointed 
Chief  Engineer  of  a  paving  construction 
company. 

William  Oscar  LeBar,  who  has  been 
appointed  Superintendent,  Montreal  and 
Southern  Counties  Ry.,  St.  Lambert, 
Que.,  was  born  at  Ste.  Ursule  Falls,  Que., 
April  26,  1879,  and  entered  railway  ser- 
vice April  5,  1897,  since  when  he  has 
been  to  May  1,  1899,  conductor,  Mont- 
real Terminal  Ry.,  Pointe  aux  Trembles, 
Que.;  May  1,  1899  to  Feb.  3,  1902,  de- 
pot clerk,  same  road,  Maisonneuve,  Que.; 
Feb.  15  1902,  to  May  15,  1903  motorman, 
Union  Rd.,  Providence,  R.I.;  May  20, 
1903  to  Aug.  1,  1904,  agent,  Montreal 
Terminal  Ry.,  Montreal;  Aug.  1,  1904  to 
June  1,  1906,  Assistant  Superintendent, 
same  road,  Montreal:  June  1,  1906  to 
Dec.  15,  1907,  Superintendent  and  Ac- 
countant,   same    road,    Montreal;    Sept. 


15,  1907  to  Feb.  1,  1913  in  freight  depart- 
ment, Montreal  Tramways  Co.,  Mont- 
real; Mar.  17,  1913  to  Jan.  19,  1920, 
Chief  Dispatcher,  Montreal  and  South- 
ern Counties  Ry.,  St.  Lambert,  Que. 

H.  R.  Mallison,  formerly  Managing 
Director  &  Secretary  Treasurer,  Nova 
Scotia  Tramways  &  Power  Co.,  has  been 
appointed  Purchasing  Agent,  and  Secre- 
tary to  President,  Montreal  Tramways 
Co. 

T.  H.  McCauley,  whose  appointment  as 
General  Manager,  New  Brunswick  Power 
Co.,  St.  John,  N.B.,  was  announced  in 
our  last  isue,  was  born  in  Peel  County, 
Ont.,  in  1872  and  moved  to  Prince  Ar- 
thurs Landing,  now  Port  Arthur,  Ont., 
in  1880.  He  entered  Bell  Telephone  Co.'s 
service  at  Port  Arthur  in  1889,  and  serv- 
ed as  lineman,  and  from  1891  to  1902  as 
local     manager,    for     Port     Arthur     and 


T.    II.    Mit'auley. 
General    Manak'ei.    New    Biunswii-k    Puwci-   Co. 

Fort  William,  and  from  1894  to  1902  was 
also  Superintendent,  Port  Arthur  St.  Ry. 
and  Electric  Light  Co.,  the  first  named 
position  being  relinquished  in  1902.  In 
1902  he  installed  the  Port  Arthur  muni- 
cipal telephone  system  and  continued  to 
1909  as  superintendent  of  the  street  rail- 
way light,  power  and  telephone  systems 
there.  In  1909  he  was  appointed  Gen- 
eral Superintendent  of  Construction,  Cal- 
gary Municipal  Ry.,  Calgary,  Alta.,  and 
on  completion  of  the  line  he  was  appoint- 
ed Superintendent,  which  position  he  oc- 
cupied to  the  date  of  his  resignation,  Feb. 
20,  1920.  In  1914  he  began  the  opera- 
tion of  what  are  known  as  the  McCauley 
type  one-man  safety  cars,  and  by  1917 
all  of  75  municipal  railway  cars,  varying 
from  32  to  46  ft.  long,  were  converted 
to  that  system.  He  was  also  the  found- 
er of  the  Bowness  Amusement  Park  at 
Calgary,  which,  apart  from  making  a 
profit  on  its  operation,  contributed  con- 
siderable e.xtra  revenue  to  the  municipal 
railway.  On  leaving  Calgary,  he  was 
presented,  on   behalf  of  the  city  council 


and  the  street  railway  commissioners, 
with  an  address,  a  cheque  for  $2,500  for 
extra  services  rendered,  and  an  engraved 
silver  tray,  and  on  behalf  of  the  street 
railway  employes  with  a  canteen  of  sil- 
ver. Mrs.  McCauley  was  presented  with 
a  silver  vanity  case  by  the  regent  and 
members  of  the  Col.  Macleod  Chapter,  I. 
O.  D.  E. 

W.  E.  Mas.sie,  heretofore  General  Sup- 
erintendent, Sudbury-Copper  Cliff  Sub- 
urban Electric  Ry.,  and  formerly  in  the 
Toronto  Ry.  and  Toronto  and  York  Rad- 
ial Ry.  mechanical  departments  has  been 
appointed  Master  Mechanic,  Niagara,  St. 
Catharines  and  Toronto  Ry.,  St.  Cath- 
arines, Ont. 

-Alexander  Montgomery  has  been  ap- 
pointed acting  superintendent,  Nipissing 
Central  Ry.,  Cobalt,  Ont.,  vice  Kenneth 
McDonald,   resigned. 

Donald  Stuart  Robertson,  purchasing- 
agent  and  secretary  to  the  President, 
Montreal  Tramways  Co.,  died  at  West- 
mount,  Que.,  Feb.  27,  aged  69,  from 
pneumonia.  He  was  born  in  Glasgow, 
Scotland,  and  came  to  Montreal  when  24 
years  old.  He  was  in  the  G.T.R.  ser- 
vice at  Point  St.  Charles,  Montreal,  for 
2.'i  years,  and  then  went  to  the  Montreal 
St.  Ry.  A  daughter  died  of  influenza 
a  fortnight  before  he  died.  Another 
daughter  is  the  wife  of  F.  M.  McRobie, 
General  Manager,  Canadian  Transfer 
Co.,  and  a  son.  Maxwell,  is  in  the  C.T.C. 
real  estate  department. 

J.  Weller,  heretofore  motorman,  Ni- 
agara, St.  Catharines  &  Toronto  Ry.,  has 
been  appointed  Inspector,  succeeding  T. 
Clarke,  promoted  to  Assistant  Superin- 
tendent. 


Hydro  Electric  Railway  Construc- 
tion Plans. 


With  the  return  of  Sir  Adam  Beck, 
Chairman  of  the  Hydro  Electric  Power 
Commission  of  Ontario,  from  England, 
it  is  expected  that  the  plans  for  the  build- 
ing of  electric  railways  in  the  province 
will  be  pushed  forward,  and  a  definite 
construction  programme  laid  out.  Sir 
Adam  landed  in  New  York  Mar.  13,  and 
came  direct  to  Canada,  and  went  on 
to  London,  Ont.  A  Toronto  paper  Mar. 
15  published  an  article  purporting  to 
give  his  plans  for  the  immediate  con- 
struction of  electric  railways,  under  the 
bylaws  passed  by  the  various  municipali- 
ties in  regard  to  which  he  is  reported  to 
have  said  in  London:  "It  is  the  Hydro- 
Electric  Power  Commission's  wish  to 
work  in  friendly  co-operation  with  the 
Dominion  Government  and  to  avoid  un- 
necessary duplication  by  acquiring  lines 
which  Dominion  cabinet  ministers  have 
said  will  be  made  available  to  the  Hydro 
through    amicable    negotiations." 

Sir  Adam  subsequently  went  to  To- 
ronto, where  he  was  the  chief  guest  at  a 
luncheon  given  by  the  city  council.  He 
is  reported  to  have  said  that  the  Hydi'o 
Electric  enterprise  is  so  deep-rooted  in 
the  hearts  of  the  people  that  there  could 
be  no  fear  for  its  success.  He  regarded 
the  vote  of  15  to  1  for  the  Toronto 
Eastern  Ry.  as  a  clear  indication  of  this. 
All  that  is  asked  for  the  people  is  their 
moral  support. 

There  is  no  need  for  woi-ry  by  the  gov- 
ernment as  to  the  financing  of  hydro- 
radial  railways.  That  is  the  duty  and 
province     of     the     commission,     through 


202 


CANADIAN  KAII.WAY  AND  MARINE  WORLD 


April,  1920. 


Ill  hax  b«Ti   nivontt'd  in 
I  I    whiih    i«    bnrkod    by 

1  llr   iilno   rrforrcd   ti> 

Ihc   i)(<Kut>at;uii»    which    had    bwn   (rolnjr 
on  with  the  Toronto  Bnd  Yorlt  Radial  Ry. 


•ijmi'  191H  for  the  acquimiu-nt  of  its 
Mrtropolitan  divlniim.  and  dlatod  that 
thf  romnii.inion  inniiitK  that  thi-  deal  Khali 
inrludf  the  whole  <«f  thi-  Toronto  and 
York   Radial   linen,  and   that   the   matter 


M[ould  Iw  taken  up  ilurinif  the  followlnif 
week.  The  Premier  of  Ontario  in  the 
r(iur)i4'  of  an  addremi,  promised  the  (fov- 
ernnii'nt'n  Rupport  in  the  developinif  of 
water  power. 


Klectric  Railway  Projects,  Construction,  Betterments,  Etc. 


Rrantford  Municipal  Ry.— A  nre»» 
report  xtates  that  it  i»  proposeil  to  build 
an  extension  of  the  Holmedale  Line  in 
Brantfortl,  Ont.  (Dec.  lOl'.t,  pir.  fi70.) 

Rriliwh  Columbia  Electric  Ry. — We  are 
offirially  advised  that  the  extension  on 
Gmnvifle  St.  south.  Vancouver,  to  con- 
nect with  Kerrisdale.  will  be  n  sinirlo 
track,  one  mile  lonpr,  laid  with  60  lb. 
A.S.r.E.,  on  Kravel  balast,  with  fir  ties. 
Granville  St.  is  paved  over  this  route, 
ut  the  new  track  will  be  laid  on  the 
sbouth  side  of  the  pavinc  It  is  expected 
that  this  line  will  be  in  operation  by 
April  l.T.  A  press  report  states  that 
track  layinc  was  started  Mar.  16. 

The  double  tracking  of  Hastincs  St. 
East,  from  Renfrew  St.  to  Boundarv- 
Road,  wil  be  one  mile  long,  laid  with  60 
lb.  A.S.C.E.  rail,  on  srravcl  ballast  with 
fir  ties.    This  street  is  not  paved. 

On  the  Fraser  River  Valley  Line  the 
company  is  spending  about  $100,000  upon 
betterments.  Those  wooden  trestles, 
which  have  been  in  use  since  the  line  was 
built,  are  being  filled.  We  are  advised 
that  nothing  has  been  decided  with  re- 
gard to  the  electrical  equipment  of  this 
line.  In  11)13,  the  cars  operated  on  the 
line  were  equipped  for  1,200  volt  opera- 
tion, but  the  change  was  not  completed. 
A  recent  press  report  stated  that  it  was 
proposed  to  extend  this  line  to  White 
Rock,  B.C.,  and  Blaine,  Wash.,  involving 
the  use  of  about  8  miles  of  the  Great 
Northern  Ry's.  abandoned  tracks.  We 
are  advised  that  in  response  to  the  peti- 
tion asking  for  the  time  the  company 
had  a  sur\-ey  made,  with  a  view  of  as- 
certaining the  cost  and  probability  of 
making  the  extension,  and  that  this  is  as 
far  as  the  matter  has  gone. 

We  are  further  advised  that  complete 
plans  for  the  expenditure  of  the  $1,000,- 
000,  which,  according  to  a  recent  inter- 
view with  Geo.  Kidd,  General  Manager, 
is  appropriated  for  the  year,  are  too  in- 
definite at  present  to  say  anything  about. 
(Mar.  pg.   14.').) 

Calgary  Municipal  Ry. — Tenders  will 
be  received  to  April  1.''  for  the  construc- 
tion of  manganese  points  and  crossings 
for  the  Calgary  Municipal  Ry.  (Mar. 
pg.  145.) 

Calgary  Municipal  Ry. — A  press  report 
state.s  that  R.  A.  Brown,  the  new  super- 
inU-ndent,  haf  been  going  over  the  lines 
to  settle  on  the  repair  work  that  will 
have  to  be  done  during  the  summer.  An- 
other press  report  states  new  rails  are 
about  to  be  bought  for  the  extensions  on 
the  North  Hill,  and  also  for  some  fur- 
ther extensions  on  Centre  St.,  near  the 
heart  of  the  city.   (.Mar.  pg.  145.) 

Edmonton  Radial  Ry. — A  press  report, 
states  it  is  generally  admited  that  the 
lUidial  Railway  tracks  and  the  rolling 
."tock  are  in  bad  condition,  and  that  a 
large  expenditure  is  nccesary  to  improve 
them. 

Edmonton  Radial  Ry. — A  press  report 
states  that  tenders  are  under  considera- 
tion for  the  supply  of  7,000  jack  pine  or 
tamarac  ties.  (Jan.,  pg.  34.) 

Fort  William  Municipal  Ry. — We  are 
officially  ntlvLued  that  tenders  are  about 
to  be  invited  for  rebuilding  car  barns  on 


the  old  site  recently  destroyed  by  fire. 
The  new  buildings  will  be  practically  of 
the  same  dimensions  as  the  old,  with 
the  exception  that  a  stores  building  will 
be  built  a.s  an  addition  to  the  bam.  The 
plans  and  specifications  for  the  new- 
buildings  call  for  fireproof  construction 
throughout;  no  steel  will  be  used,  ail 
roof  trusses,  columns,  window  frames, 
etc.,  will  be  of  re-inforced  concrete,  and 
the  roof  will  be  of  sheet  corrugated  as- 
bestos. A.  L.  Farquharson,  Fort  Wil- 
liam, Ont.,  is  manager.  (Dec,  1919,  pg. 
690.) 

Hull  Electric  Co.— We  are  officially 
advised  that  the  company  is  remodelling 
its  power  substation  at  Hull,  Que.  The 
plant  to  be  installed  consists  of  two  1,- 
200-k.v.a.,  3-phase,  on  installed  water 
cooled  transformers,  primary  voltage 
11,000,  secondary  voltage  2,200.  These 
transformers,  together  with  high  ten- 
sion and  low  tension  switchboards,  are 
being  manufactured  by  the  Canadian 
General  Electric  Co.  It  is  expected  that 
the  apparatus  wil  be  installed  and  in 
operation  early  in  May.  (Mar.,  pg.  145.) 
London  and  Port  Stanley  Ry. — Sir 
.\dani  Beck  attended  a  meeting  of  the 
London,  Ont.,  City  Council,  Mar.  15,  and 
referreci  to  projected  expenses  for  the 
improvement  of  the  railway.  He  is  re- 
ported to  have  said:  "We  must  have  $5,- 
700  to  rebuild  an  overhead  bridge  at  St. 
Thomas.  Then  for  laying  80  lb.  rails  to 
replace  some  lighter  ones  on  some  of  our 
switches  an  expenditure  of  at  least  $14,- 
000  will  be  necessary,  and  $4,000  is 
needed  for  some  other  track  repairs  in 
connection  with  the  switches.  The  double 
tracking  which  we  must  do  in  some  con- 
gested portions  of  our  line  will  entail  an 
outlay  of  $15,000.  New  scales  will  cost  uf 
$8,500;  the  repairs  to  the  ferry  slip  dock 
at  Port  Stanley  will  cost  $8,500,  and  a 
new  locomotive  will  necessitate  an  out- 
lay of  $75,000." 

P.  Pocock,  Vice  Chairman  London  Rail- 
way Commission,  is  reported  to  have 
stated  Mar.  16  that  the  building  of  a 
second  track  through  St.  Thomas  and 
laying  80  lb.  rails  in  those  parts  wrere 
there  are  now  55  lb.  rails,  will  be  gone  on 
with  as  soon  as  the  necessary  material 
can  be  obtained.  The  line  in  St.  Thomas 
will  be  provided  with  a  second  track  as 
far  as  Pinafore  Park,  and  it  is  proposed 
eventually  to  carry  it  as  far  as  White's 
Station.  The  work  will  be  done  by  the 
company's  own  forces.   (Mar.,  pg.   145.) 

London  St.  Ry.— The  London,  Ont.  City 
Council  is  applying  to  the  Ontario  Legis- 
lature in  an  omnibus  bill,  for  authority 
to  enter  into  an  agreement  with  the  com- 
pany to  change  its  present  track  on  Cen- 
tral' Ave.,  between  Richmond  St.,  and 
Wellington  St.,  to  the  centre  line  of  Cen- 
tral Ave.  (Mar.,  pg.  145.) 

Montreal  Tramways  Co. — A  press  re- 
port states  that  the  company  will  start 
construction  this  spring  on  an  extension 
of  a  line  on  Park  Ave.  This  report  is 
somewhat  premature  as  the  proposed  ex- 
tension is  part  of  a  plan  for  a  line  to 
sen-e  Mount  Royal  in  place  of  the  old 
incline  railway.  The  project  was  before 
the    Montreal   Tramways   Commission    in 


February,  when  it  was  left  over  for  fur- 
ther consideration,  and  the  preparation 
of  plans  and  estimates  for  an  alternative 
project.  The  Montreal  Administrative 
Commission  was  reported  Mar.  5  to  have 
had  before  it  plans  for  a  new  incline  rail- 
way of  .'iTO  ft.,  with  an  approach  from 
Park  Ave.,  and  a  projected  line  of  the 
Montreal  Tramways  Co.,  from  Park  Ave. 
is  reported  to  have  been  considered  on 
.Mar.  8.  It  was  stated  on  the  latter  oc- 
casion that  owing  to  the  winter  condi- 
tions on  Mount  Royal  it  was  impossible 
for  sur%'eys  to  be  made,  but  that  they 
would  be  made  as  early  as  possible  in  the 
spring,  after  which  the  commission  would 
be  in  a  position  to  decide  what  to  do. 

A  delegation  from  St.  Michel  de  Laval 
waited  on  the  Montreal  Tramways  Com- 
mission Mar.  11,  to  urge  the  building  of 
an  extension  of  the  line  on  Iberville  St., 
for  about  a  mile.  The  commission  is  re- 
ported to  have  advised  the  delegation 
that  before  any  such  undertaking  could 
be  assured  by  the  Montreal  Tramways 
Co.  there  would  have  to  be  a  guarantee 
that  any  loss  would  be  made  good.  Article 
.'56  of  the  company's  contract  is  as  fol- 
lows: "Outside  of  the  uniform-tariflf  ter- 
ritory, the  cost  of  construction  of  any 
new  line  or  of  the  extension  of  any  exist- 
ing line,  or  of  their  operation,  shall  not 
be  a  burden  on  the  revenues  of  the  com- 
pany, in  the  sense  that  the  revenues  of 
.«uch  new  lines  must  be  sufficient  so  as 
not  to  affect  unjustly  the  passenger  and 
freight  tariff  on  the  other  parts  of  the 
company's  system."  (Mar.,  pg.  145.) 

A  press  report  states  that  a  contract 
has  been  let  to  F.  A.  Grothe  for  building 
a  sub-power  station  near  the  car  sheds  on 
Cote  St.,  Montreal,  at  an  estimated  cost 
of  $60,000.  It  is  reported  that  on  the 
completion  of  this  substation  the  Wil- 
liams St.  steam  plant  will  be  done  away 
with,  thereby  affecting  an  annual  saving 
of  about  $70,000. 

Quebec  Ry.,  Light  and  Power  Co. — We 
are  officially  advised  that  negotiations 
are  in  progress  in  connection  with  the 
following  extensions,  but  that  no  deci- 
sion has  yet  been  reached.  .An  extension 
from  the  present  line  on  I^niontaguc 
Ave.,  Jacques  Cartier  Ward,  Quebec,  on 
Charlesbourg  Rd.  as  far  as  the  city 
limits.  0.87  mile,  and  for  the  con- 
tinuance of  the  line  from  the  city  limits 
to  Charlesbourg  church,  1.74  miles.  It 
is  suggested  that  the  line,  at  a  later  date 
.should  be  continued  to  Loretteville,  Que. 
(Mar.,  pg.  81,  see  also  Quebec  Countrv, 
Mar.  pg.  87.) 

Nipi.ssing  Central  Ry. — We  are  offi- 
cially advised  that  the  projected  exten- 
sion from  Liskeard,  Ont.,  to  the  Quinze 
River.  Que.,  if  built,  will  be  an  extension 
of  the  Nipissing  Central  Ry.,  and  not  of 
the  Timiskaming  and  Northern  Ontario, 
Ry.,  as  recent  press  reports  stated.  .An- 
other press  report  states  that  the  On- 
tario government,  which  owns  both  lines, 
has  decided  to  make  the  extension  as 
soon  as  the  owners  of  the  pulpwood 
limits  are  prepared  to  develop  the  water 
power  and  establish  a  paper  mill.  (Mar., 
pg.    145.) 

The  Port  Arthur  Civic  Ry.  work  shops 
portion    of   the   car  barn   at    Port   .Arthur. 


April,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


203 


Ont.,  was  destroyed  by  fire  Mar.  i),  to- 
gether with  three  single  end,  double 
truck  ears,  and  a  single  truck,  one  man 
car.  We  are  officially  advised  that  no 
definite  plans  have  been  made  as  to  re- 
building the  portion  of  the  barn  destroy- 
ed, and  that  no  additional  cars  will  be 
purchased  for  the  present,  as  there  is 
sufficient  rolling  stock  on  hand  to  meet 
existing  requirements.  A  press  report 
states  that  a  consultation  will  be  held 
with  the  Fort  William  authorities  as  to 
the  building  of  joint  barn  facilities.  The 
Fort  William  Municipal  Ry.  car  barn  was 
burned  a  few  months  ago.  (Feb.,  pg.  81.) 

St.  Thomas  Municipal  Ry. — .A.  press 
report  states  that  the  St.  Thomas,  Ont., 
City  Council  proposes  to  extend  the  muni- 
cipal  railway  built   in    the   city. 

Toronto  Civic  Ry. — After  having  been 
before  the  Toronto  City  Council  on  sev- 
eral occasions  recently,  the  question  of 
the  construction  of  the  proposed  Mount 
Pleasant  car  line  was  again  held  up  on 
Mar.  22.  The  Council  decided  by  a  vote 
of  15  to  10  to  build  the  line  at  an  esti- 
mated cost  of  $1,060,000,  thus  reversing 
its  decision  of  Mar.  8.  Application  is 
being  made  to  the  Ontario  Legislature 
for  authority  to  issue  debentures  to  pro- 


vide funds  for  building  the  line. 

Tran.scona  and  Winnipeg. — The  Mani- 
toba Legislature  has  under  considera- 
tion a  bill  authorizing  the  town  of  Trans- 
cona  to  build  a  street  railway,  or  es- 
tablish a  motorbus  service  to  Winnipeg. 
The  building  of  an  electric  railway  be- 
tween Transcona  and  Winnipeg  has  been 
under  discussion  for  some  years,  and 
one  or  two  contracts  were  entered  into 
for  construction,  but  nothing  further 
was  done.  A  press  report  states  that 
at  a  public  meeting  held  Mar.  12,  it  was 
decided  to  arrange  for  building  an  elec- 
tric railway  at  a  cost  of  about  $300,000. 
It  is  proposed  to  ask  the  Manitoba  Gov- 
ernment for  a  subsidy  in  aid  of  construc- 
tion. The  Winnipeg  Electric  Ry.  will,  it 
is  stated,  provide  the  cars,  and  will  oper- 
ate the  line,  but  the  town  of  Transcona 
will  pay  half  the  deficit,  if  the  net  earn- 
ings do  not  meet  the  expenses.  The  pro- 
jected line  would  be  about  six  miles  long, 
and  would  enter  Winnipeg  over  the  Pro- 
vencher  Bridge. 

A  press  report  of  Mar.  20  states  the 
Canadian  National  Railways  is  overhaul- 
ing a  gasoline  electric  car,  which,  it  is 
stated,  it  will  run  between  Transcona 
and  Winnipeg. 


The    Waterloo-Wellington    Ry.    Co.    is 

asking  the  Ontario  Legislature  to  pass 
a  bill  to  authorize  the  building  of  a  line 
from  the  exi.sting  line  near  Bridgeport 
to  Guelph,  Ont.,  and  to  give  the  com- 
pany power  to  isue  bonds  for  $40,000  a 
mile  of  its  railway  constructed,  or  under 
construction.  We  are  advised  that  the 
cities  of  Kitchener  and  Guelph  and  the 
intervening  municipalities  of  Bridgeport, 
Bloomingdale,  New  Germany,  Waterloo 
Tp.  and  Guelph  Tp  are  favorable  to  the 
building  of  the  line.  The  tributary  pop- 
ulation is  about  52,000  and  the  receipts 
should,  it  is  claimed,  make  it  a  paying 
proposition  in  a  short  time.  Grades 
would  be  easy  all  along,  hardly  exceeding 
2';'f  anywhere.  There  would,  however, 
be  a  bridge  required  across  the  Grand 
River  at  Bloomingdale.  Otherwise  the 
line  with  85  lb.  rail  and  good  construc- 
tion throughout,  would  present  no  diffi- 
culties nor  great  cost.  From  Blooming- 
dale to  New  Germany,  about  five  miles, 
the  grading  to  subgrade  was  done  some 
years  ago  by  the  People's  Ry. 

Windsor,  Essex  and  Lake  Shore  Rapid 
Ry. — We  are  officially  advised  that  the 
company  expects  to  order  in  the  near 
future  one  car  of  80  lb.  steel  rails. 


Increases  in  Canadian  Electric  Railway  Passenger  Fares. 


London  St.  Ry. — At  London,  Ont.,  City 
Council  recommended  that  the  council 
in  its  omnibus  bill  before  the  Ontario 
Legislature,  should  ask  for  power  to 
grant  an  increase  of  fares  to  the  London 
St.  Ry.,  subject  to  the  ratepayers  ap- 
proval. This  recommendation  was  on 
Mar.  15,  referred  back  to  the  comittee 
by  the  council  for  further  consideration. 

Montreal  and  Scuthern  Counties  Ry. — 
The  Board  of  Railway  Commissioners 
heard  at  Montreal,  Mar.  9,  the  company's 
application  for  an  increase  of  20 '"f  in  its 
passenger  fares.  St.  Lambert  and 
other  municipalities  opposed  the  applica- 
tion and  judgment  was   reserved. 

The  Board  of  Railway  Commissioners 
concluded  on  Mar.  17  its  hearing  of  the 
company's  application  for  authority  to 
file  tariffs  providing  for  an  increase  of 
20%  on  its  passenger  fares.  The  appli- 
cation was  opposed  by  residents  of  St. 
Lambert,  Greenfield  Park,  Longueuilj, 
Chambly  and  other  points  on  the  line. 
Judgment  was  reserved. 

Ottawa  Electric  Ry. — The  Supreme 
Court  of  Canada  gave  judgment  Mar.  8, 
granting  the  company's  appeal  re  the 
proposed  increase  of  fares  on  its  Bri- 
tannia Line.  Objection  was  taken  to  the 
proposed  increase  by  the  municipalities 
interested,  and  after  a  hearing  the  Board 
of  Railway  Commissioners  refused  to 
sanction  the  proposed  new  schedule  of 
fares.  An  appeal  was  taken  to  the  Su- 
preme Court  and  arguments  were  heard 
at  the  end  of  1919.  Subsequently  the 
court  submitted  three  questions  to  the 
parties  interested,  upon  which  it  desired 
to  hear  further  arguments.  These  argu- 
ments were  concluded  Feb.  5,  and  judg- 
ment was  given  Mar.  5  by  Justice  Duff 
and  concurred  in  by  Justice  Anglin,  Mig- 
nault  and  Brodeur;  Chief  Justice  Sir 
Louis  Davies  and  Justice  Iddington  dis- 
sented. The  questions  submitted  and 
the  answers  to  each  as  given  in  the 
judgment,  are  as  follows: 

"1.  Whether  upon  the  proper  construc- 
tion of  the  agreements  with  the  City  of 
Ottawa  and  the  Village  of  Hintonburg, 
the  statutes  relating  to  the  Ottawa  Elec- 
tric Ry.  Co.  and  the  relevant  provisions 


of  the  railway  acts,  the  board  was  right 
in  disallowing  the  tariff  of  the  company 
filed,  providing  for  payment  of  additional 
fare  for  carriage  upon  the  extension  from 
Holland  Ave.,  notwithstanding  that  the 
board  has  found  as  a  fact  that  the  com- 
pnay  did  not  require  additional  revenue." 
Judgment:  "This  question  is  not  answer- 
ed since  it  involves  questions  of  fact 
w'ithin  the  exclusive  competence  of  the 
Board  of  Railway  Comissioners.  So  far 
as  it  involves  a  question  of  law  it  is 
covered  by  the  answer  given  to  the  first 
part  of  the  third  question." 

"2.  Also,  whether  upon  the  proper  con- 
struction of  the  said  agreements  and 
statutes,  for  the  purpose  of  computing 
the  toll  to  be  charged  to  passengers  upon 
the  said  extension  the  point  of  com- 
mencement of  the  said  extension  should 
be  considered  to  be  at  Holland  Ave.,  or 
at  the  former  westerly  limit  of  the  Vil- 
lage of  Hintonburg,  now  the  City  of 
Ottawa.     Judgment:   "At  Holland  Ave." 

'"A.  Has  the  board  the  right  to  treat 
the  company's  operations  as  a  whole  and 
continue  the  existing  tariff?"  Judg- 
ment: "No." 

"Or  must  the  board  permit  the  filing 
of  tariffs  on  a  mileage  basis  covering 
services  on  the  Britannia  line  without 
reference  to  the  larger  part  of  the  sys- 
tem covered  by  municipal  agreements?" 
Judgment:  "Yes;  though  not  necessarily 
on  a  mileage  basis." 

Mr.  Justice  Duff  added:  "My  reasons 
for  these  conclusions  can  be  stated  brief- 
ly. They  are  based  upon  two  proposi- 
tions which  appear  to  me  clearly  estab- 
lished. First.  I  concur  fully  with  the 
opinion  of  the  Chief  Railway  Commis- 
sioner as  to  the  effect  of  the  statute  of 
1894.  By  force  of  that  statute  and  the 
scheduled  agreements,  the  rights  and  ob- 
ligations of  the  Ottawa  Electric  Ry.  Co. 
in  relation  to  the  fares  chargeable  in  re- 
spect of  the  services  provided  for  or  con- 
templated by  the  agreement  between  the 
street  railway  companies  and  the  city — 
services  which  may  with  sufficient  ac- 
curacy be  referred  to  as  city  services — 
were  to  be  governed  by  the  agreement 
itself,  and  consequently  the  Ottawa  Elec- 


tric Ry.  Co.  did  not  on  the  passing  of 
the  Railway  Act  of  1903  (see  sec.  3)  be- 
come in  respect  of  such  fares  subject  to 
the  Board  of  Railway  Commissioners 
jurisdiction  touching  the  matter  of  the 
regulation  of  rates. 

"Second.  As  regards  the  Britannia 
extension,  on  the  other  hand,  authorized 
by  the  act  of  1899,  I  can  find  nothing  in 
that  statute  excluding  this  line  from  this 
jurisdiction  of  the  board  and  I  think  that 
on  the  passing  of  the  Railway  Act  of 
1903,  the  provision  of  that  enactment  on 
the  subject  of  the  regulation  of  rates 
became  applicable  to  it.  The  first  of 
these  propositions  seem  to  involve  this 
consequence:  The  fares  exigible  under 
the  statute  and  agreement  of  1894  must 
be  taken  to  be  a  just  remuneration, 
neither  too  much,  nor  too  little,  for  the 
city  services;  and  it  seems  to  follow  that 
in  determining  what  is  a  just  and  rea- 
sonable remuneration  for  the  services 
performed  on  the  Britannia  lines  the 
proceeds  derived  from  the  city  services 
must  be  left  out  of  account.  That  is  to 
say  that  in  determining  what  is  just  and 
reasonable  in  respect  of  the  Britannia 
lines,  you  must  start  with  the  hypothesis 
that  everything  paid  in  respect  of  city 
services  has  been  fully  earned  by  the 
performance  of  those  services.  The 
point  may  be  illusti-ated  by  a  reference 
to  one  example  of  the  manner  in  which 
the  existing  tariff  operates.  Under  the 
tariff  the  company  is  entitled  to  charge 
a  maximum  fare  of  5c  for  transport 
from  the  corner  of  Laurier  Ave.,  and 
Charlotte  St.  to  Britannia,  a  charge 
which  the  company,  by  the  act  and 
agreement  of  1894,  is  nevertheless  en- 
titled to  make  for  that  part  of  the  ser- 
vice which  is  performed  within  the  city. 
In  other  words,  under  existing  conditions, 
so  long  as  the  Britannia  line  is  kept  in 
operation  and  this  service  is  maintained, 
the  company  is  obliged  to  give,  for  a 
fare  of  5c  the  city  service  (for  which  by 
law  it  is  entitled  to  receive  a  fare  of 
5c)  plus  the  service  from  Holland  Ave. 
to  Britannia;  and  that  appears  to  be  the 
necessary  consequence  of  treating  the 
operations   of   the   company   as  a   whole 


204 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


April,  1920. 


anil  muntaininir  thr  rxiKtinir  Uriff.  1 
think  II  i»  not  pcrniiRiiihli'  to  ilo  thin,  »>c- 
cTiuiio  thrrcby  full  rITivt  i*  denial  to  the 
rompany'n  loitnl  rurht*  iimlrr  the  nUtute 
an<l  «irrfeiiient»  of  1H»4.  "1  munt  men- 
tion that  in  nnKWorinir  these  queittion  ■. 
ue  are  ifoverneil  by  the  law  an  it  stomi 
before  the  enarlment  of  the  Railway  Art 
of  191»." 

The  company's  superintendent,  K.  D. 
Burpee,  in  nnnounrinR  on  Mar.  9  that 
the  company  would  file  with  the  Roanl 
of  Railway  t'onunissioners  a  InrifT  for 
it."  lines  outside  of  the  boundaries  fixed 
by  its  acreement  with  the  city,  is  re- 
ported to  have  said:  "The  new  tariff  will 
probably  com)iare  with  that  approveil 
by  the  Board  of  Railway  Comissioners 
for  the  Mull  Kleofric  Co.'s  lines,  but  our 
company  may  decide  in  actual  practice  to 
make  a  somewhat  lower  rate  than  the 
Hull  company.  The  latter's  rate  from 
OtUwa  or  Hull  to  the  Royal  Ottawa 
Golf  Club  is  lOc.  The  rate  to  River- 
mead  is  15c  straight,  or  2  tickets  for 
25e.  The  rate  from  Ottawa  or  Hull  to 
Aylmer  is  20c  or  :i  tickets  for  fiOc.  In  all 
of  these  cases  Ottawa  residents  pay  in 
addition  to  the  above  rates  the  rejrular 
fares  on  the  Ottawa  cars  to  the  points 
where  they  board  the  Hull  cars." 

The  Board  of  Railway  Commissioner.^ 
passed  order  294»57  Mar.  17  as  folows: 
The  application  of  Ottawa  Electric  Ry. 
under  section  .'{34  of  the  Railway  Act, 
1919,  for  approval  of  Supplement  1  to  its 
Standard  PasscnRer  Tariff  C.R.C.  1.  Up- 
on its  appearinfr  that  the  territorial  des- 
cription in  the  company's  Standard  Pas- 
.senRer  Tariff  C.R.C.  1,  approved  by  order 
4418,  Mar.  8,  190K,  differs  from  that 
Kiven  in  the  Supreme  Court  of  Canada'.'^ 
decision  delivered  Mar.  8,  1920,  in  the 
appeal  from  the  board's  order,  holdins. 
in  effect,  that  the  operation  of  the  dif- 
ferent portions  of  the  company's  sys- 
tem should  be  treated  as  one  line,  and 
the  company  havinp  now  filed  an  amend- 
injr  supplement  to  its  Standard  Passen- 
>rer  Tariff  C.R.C.  1,  for  the  purpose  of 
making  such  territorial  description  ajrree 
with  the  Supreme  Court's  decision.  It 
is  ordered  that  the  said  supplement  1, 
filled  to  become  effective  April  5,  be  ap- 
proved, provided  that  the  supplement, 
together  with  reference  to  this  order, 
be  published  in  at  least  two  consecutive 
weekly  issues  of  The  Canada  Gazette, 
prior  to  the  effective  date. 

On  Mar.  18  the  company  jrave  notice 
in  the  Canada  Gazette  that  its  supple- 
ment 1  to  Standard  PasscnRcr  Tariff 
C.R.C.  1,  effective  April  '>,  had 
been  approved  by  the  Board  of  Rail- 
way Commissioners.  It  is  as  follows: 
Co.  Standard  Passenjter  Tariff  C.R.C.  1 
shall  conform  to  the  judgment  of  the 
Supreme  Court  of  Canada  of  Mar.  8, 
1920,  the  followinjr  words  'the  area  de- 
fined by  Holland  avenue,  in  the  west, 
the  City  of  Hull  in  the  north,  Clover- 
*lalc  road  in  the  east,  and  Grove  street 
in  the  south,  shall  be  substituted  for 
the  words  "the  City  of  Ottawa,^  where- 
ever  they  appear  in  the  company's  Stand- 
ard Passenger  Tariff  C.R.R.  1." 

The  company  then  filed  with  the 
board  a  Special  Passenger  Tariff  effec- 
tive April  5,  C.R.C.  fi,  cancelling  C.R.C. 
4  as  follows: 

•■n»tWM'n  poinU  within  lh»  «n>n  defined  by 
HolUnd  Ave,  In  Ihc  wmt.  thr  Cil)f  of  Hull  in 
Iht  north.  Clov»rd»lc  Road  in  thr  cut,  ind 
firove  SI.  in  th«  KJUth  :  Bnd  brtwrrn  polnU 
thrmn  »nd  the  EipcrimcnUI  Farm  >nd  inter- 
jnvdmti*    p<»tnt*.  ... 

"ttetwrrn    hid  am     and    12   midnlsht.   he. 

"Childrrn    under    10    yeam    of    aae    ic 


A  10    p.n 

".S«vei 
•■.Seh.. 


wn  »»  lifket"  for  II. 
n>m  Aril  tnp  in  the 
■  nd     between     b     and 


.Sunday 
and    frow 


».»«) 


nlr 


llritannia-on-the-nay. 

<T     earh 
h    rhild 

id  the   Rifle  Hance. 
,-e     cent*     for    earh 
rhild 

h.M    a.m.    in    each 


Iren    under    M    ye«r» 
rate    of    10    llrket.    for    II.    K<>o<l    he- 
l»een    T    and   '.•  10  am..    1110   am     and    130   pm. 
and   S  SO  and   r.   p  m. 

••Il,l«een     12    midnl«ht    and    .'.10    am..    lOr 

"lletween  !i.SO  am.  and  \i  mldnmht  l»t»r"en 
Holland  Ave.  and  MrKellar.  and  inlerm».llate 
pulnta  Klve  renU  for  earh  pa»»en«er  one  way. 
three  renU  for  earh  rhild  under  10  year,  of 
a«e.   one   way. 

"Retween      MrKelli 
and      intermediate     poinU.        Kivr     rent.      lor     earn 
pa«.eniier    one    way  ;    three    renU    for    earh    rhild 
under    10  yearn   of  aile  one   i 

•Between   Cloverdale   Road 
and     interme<liale     poinU.        Klve     ren 
pa«»eniier    one    way :    three    centa    fo 
under    10    yearn    of    age.    one    way 

"Between    \2    midniuht 
of   the  above   lonrn.    lOr." 

Nepean  Tp.  Council  decided  Mar.  18  to 
apply  to  the  Supreme  Court  for  leave  to 
appeal  against  its  decision  to  the  Im- 
perial Privy  Council.  The  Ottawa  City 
Council,  on  the  same  day  voted  8  to  8 
on  a  motion  to  join  in  the  appeal  which 
was  therefore  lost.  An  application  in 
respect  to  the  matter  comes  before  .lus- 
tice  Mignault,  of  the  Supreme  Court  in 
Chambers,  Mar.  22,  Nepean  Tp.  asking 
of  a  stay  of  proceedings  until  Mar.  29. 
The  judge  suggested  that  the  company 
should  give  coupons  or  refund  checks  to 
passengers  on  the  Britannia  line,  so  that 
in  the  event  of  the  Privy  Council  re- 
versing the  judgment,  the  township 
could  collect  from  the  company  the  extra 
fares  paid.  The  company  was  given 
time  to  decide  what  it  would  do  in  that 
connection. 

St.  Thomas  Municipal  Ry. — The  St. 
Thomas,  Ont.  City  Council's  Street  Rail- 
way Committee  considered  at  a  recent 
meeting  the  question  of  increasing  farts 
on  the  St.  Thomas  Municipal  Ry.,  and 
left   it   over  for  further  discussion. 

Legislation   for   Taking   Over   Ot- 
tawa Electric  Railway. 

Ottawa  City  Council  is  applying  to  the 
Ontario  Legislature  for  an  act  to  au- 
thorize it  to  pass  a  bylaw  to  establish  the 
Ottawa  City  Transportation  Commission 
to  consist  of  three  members  who  shall 
be    resident    electors    of    the    city,    shall 


out  Ihene  objccUi  the  commiaition  shall 
regulate  tolU  and  fan-s  no  that  they 
shall  pro»luce  in  each  year  a  iiufficicnt 
sum  for  operating  expenses,  the  cost  of 
mainU-nance,  renewals  and  replace- 
mentJi,  and  for  the  principal  and  inU-resl 
of  all  fixed  and  floating  charges  it  shall 
prepare  a  yearly  sUUment  of  iU  affairs 
and  a  report  upon  its  op<'rations  for  the 
preceding  year,  together  with  an  esti- 
mate of  expenditures  and  revenue  for 
the  then  current  year  for  prescnUtion 
to  the  council:  shall  pay  to  the  council 
such  monies  as  may  be  required  to  meet 
interest  and  sinking  fund  of  debentures; 
shall  submit  its  books  for  audit  by  audi- 
tors appointed  by  the  council;  shall  fur- 
nish the  council  with  estimates  of  ex- 
penditures it  desires  to  be  authorized  to 
make  out  of  debentures  to  be  issued, 
and  shall  keen  a  banking  account. 

Power  is  also  asked  to  authorize  the 
council  to  provide  by  bylaws  to  be  passed 
without  obUining  the  ratepayers'  assent, 
for  borrowing  upon  debentures  the 
money  required  for  the  purchase  of  the 
existing  railway  in  OtUwa,  and  the 
lines  within  the  province  outside  the 
city.  In  order  to  meet  any  expenditure 
of  the  commission  the  council  may,  on  a 
two-thirds  vote,  pass  a  bylaw  to  raise 
the  same  by  debentures  without  obtain- 
ing the  ratepayers  assent,  but  in  the 
event  of  such  a  vote  not  being  obUined 
a  bylaw  may  be  submitted  to  the  rate- 
payers, and,  if  approved  by  them,  shall 
be  passed  by  the  council.  Provision  is 
made  for  fixing  the  value  of  the  railw-ay 
by  arbitration  under  the  terms  of  the 
agreement  of  1893,  and  for  other  mat- 
ters connected  with  the  taking  over  of 
the  line. 


French  tramways  and  bus  fares  have 
been  advanced  7.5'~V 

Motor  Omnibus.  Toronto— The  To- 
ronto Board  of  Control  is  reported  to 
have  asked  the  Works  Commissioner  to 
prepare  a  report  on  the  esUblishment  ol 
a  motor  omnibus  transportaUon  service 
in  parts  of  the  city  where  they  could  be 
used  to  advantage. 

Extra  Cars  for  Toronto  Ry.— The  On- 
tario Railway  and  Municipal  Board  on 
.Mar.  16  heard  the  City  of  Toronto's  ap- 


hold  office  for  three  years,  and   be  paid      piji-ation  in  reference  to  the  proceedings 

salaries  to  be  determined  by  the  council.  ......         ..  r...    » :a^  onn 

The  members  of  the  commission  to  be 
nominated  by  the  board  of  control  and 
appointed  by  the  council,  but  that  no 
member  of  "the  council  be  appointed  a 
member  of  the  commission.  Upon  the 
city  council  acquiring  the  Ottawa  Elec- 
tric Ry.  and  the  company's  real  and  per- 
sonal   property   used   in   connection   with 

the  working  of  the  railway,   it  shall   be 

vested    in    the    commission,    which    shall 

have   its  control  and   management.     The 

property   to  be  acquired   is   described   in 

the  statutes  of  1895.     Power  is  asked  to 

take  over  any  lines  outside  the  city,  but 

within   the  province,  by  agreement  with 

the  company,  but  subject  to  the  Ontario 
and      Municipal     Board's     ap- 


to  compel  the  Toronto  Ry,  to  provide  200 
additional  cars.  After  some  discussion 
the  further  hearing  of  evidence  and  argu- 
ments was  adjourned  to  April  9. 

Montreal  Pole  Tax.— The  Quebec  Leg- 
islature passed  an  act  last  session 
amending  the  City  of  Montreal's  charter 
one  of  the  provisions  of  which  authorizes 
the  city  to  levy  a  surtax  on  poles  and 
materials  of  public  utility  companies  on 
the  street,  the  Montreal  Tramways  Co., 
and  the  Montreal  Water  and  Power  Co., 
being  excepted.  Before  the  bill  was 
passed  it  was  decided  that  the  levy  ol 
this  special  tax  should  not  be  made  after 
1921. 

The  OtUwa,  Ont.,  Board  of  Control  is 


J^l:r  ThrcoiZl='is'io"i;;;e  ^il      reponeru.   have   approved   of   the^lp 
Lwer  to   make,  complete,  alter,  extend,      «top  plan  for  improving  the  Ottawa  E,ec 


pow_.    - 

maintain  and  operate  a  railway,  tram- 
way and  other  means  or  system  of  local 
transportation  worked  by  any  power  ex- 
cept steam,  in  Ottawa,  the  County  of 
Caileton,  Ont.,  and  in  the  City  of  Hull. 
Que.,  to  acquire  rolling  stock  and  equip- 
ment for  it  to  carry  passengers  and 
freight  and  to  fix  tolls  to  be  charged;  to 
provide  and  maintain  a  pension  fund,  and 
to  procure  advances  not  exceeding  $200,- 
000  at  any  one  time  to  meet  operating 
and    maintenance    expenses.      To    carry 


trie  Ry.  service.  The  Ontario  Hunt  and 
Motor  Club  asked  that  the  stops  be  made 
on  the  near,  instead  of  the  far  side  of 
the  street  crossings,  but  F.  D.  Burpee, 
Superintendent  Ottawa  Electric  Ry., 
stated  that  the  company  is  absolutely 
against  this  system,  on  the  ground  that 
the  railway  is  being  operated  for  the 
benefit  of  the  thousands,  and  that  under 
the  near  side  stop  system  it  would  take 
eight  cars  to  do  the  work  that  six  do 
under  the  far  stop  plan. 


April,  1920. 


205 


Marine  Department 


Canadian  Government  Merchant  Marine,  Ltd.,  Shipbuilding,  Operation,  Etc. 


Orders  for  Steamships. — The  follow- 
ing questions  were  asked  in  the  House 
of  Commons,  Mar.  10,  by  J.  .\rcham- 
l»ult,  M.P.  Chambly-Vercheres,  and  an- 
swered  by   the   Minister  of   Marine. 

How  many  contracts  for  shipbuilding 
were  given  by  the  government  since  Jan. 
1.  1918?     .\nswer:  Fifty-six. 

To  what  firms  were  the  contracts 
given  and  what  were  the  respective 
amounts?  Answer:  Canadian  Vickers, 
Ltd.,  Montreal,  12;  Collingwood  Ship- 
building Co.,  Collingwood,  Ont.,  7;  Wal- 
lace Shipyards,  Vancouver,  B.C.,  4;  Tide- 
water Shipbuilders,  Three  Rivers,  Que.. 
4;  Davie  Shipbuilding  and  Repairing  Co., 
Lauzon,  Que.,  3;  Port  .\rthur  Shipbuild- 
ing Co.,  Port  Arthur,  Ont.,  7;  Halifax 
Shipyards,  Halifax,  N.S.,  4;  Victoria 
Machinery  Depot  Co.,  Victoria,  B.C.,  2; 
J.  Coughlan  &  Sons,  Vancouver,  B.C.,  4; 
Nova  Scotia  Steel  &  Coal  Co.,  New  Glas- 
gow, N.S.,  2;  Prince  Rupert  Dry  Dock  & 
Engineering  Co.,  Prince  Rupert,  B.C.,  2; 
British  American  Shipbuilding  Co.,  Ltd., 
Welland,  Ont.,  2;  Dominion  Shipbuilding 
Co.  Toronto,  Ont.,  2;  Midland  Shipbuild- 
ing Co.,  Midland,  Ont.,  1. 

Were  all  of  the  contracts  given  after 
proper  tender?  .A.nswer:  Contracts 
were  placed  after  offers  had  been  re- 
ceived from  the  several  yards  and  prices 
and  other  details  agreed  upon. 

If  so,  were  they  given  to  the  lowest 
tenders?  If  not," why?  Answer:  An- 
swered by  answer  to  previous  question. 

Editor's  note: — The  statement  quoted 
above,  that  contracts  for  56  ships  have 
been  awarded,  evidently  refers  to  the 
number  of  contracts  actually  signed  up 
to  Mar.  10.  Canadian  Railway  &  Marine 
World's  information,  as  given  in  the 
table  on  page  207  of  this  issue,  is  that 
contracts  for  63  ships  have  been  ar- 
i-anged. 

A  Montreal  press  dispatch  of  Mar.  21 
credits  the  Minister  of  Marine  with  hav- 
ing stated  that  day,  in  a  speech  before 
the  Canadian  Workers'  Federation  of  Re- 
turned Soldiers  and  Sailors,  that  with 
the  completion  of  62  cargo  steamships 
that  part  of  the  government's  shipbuild- 
ing programme  would  be  at  an  end,  and 
that  a  final  conclusion  had  not  been 
reached  in  regard  to  building  passenger 
steamships. 

Deliveries  of  Steamships. — In  addi- 
tion to  the  steamships  mentioned  in  Can- 
adian Railway  &  Marine  World  previ- 
ously, the  following  delivery  has  been 
made: 

Mar.  6,  s.s.  Canadian  Exporter;  Ma- 
rine Department  contract  35;  builder's 
yard  no.  12;  approximately  8,390  d.w 
tons;  J.  Coughlan  &  Sons,  Vancouver,  B. 
C;  delivered  to  Marine  Department, 
transferred  to  Canadian  Government 
Merchant  Marine,  Ltd.,  and  loaded  with 
general  cargo  for  Sydney  and  Melbourne, 
Australia;  and  Auckland  and  Welling- 
ton, New  Zealand. 

The  s.s.  Canadian  Inventor;  Marine 
Department  contract  36,  builder's  yard 
no.  13;  approximately  8,390  d.w  tons; 
built  by  J.  Coughlan  &  Sons,  Vancouver, 
B.C.;  was  expected  to  be  delivered  to  the 
Marine  Department  about  the  end  of 
March. 


The  s.s.  Canadian  Prospector;  Marine 
Department  contract  37;  builder's  yard 
no.  14;  approximately  8,390  d.w.  tons; 
being  built  by  J.  Coughlan  &  Sons,  Van- 
couver; will  probably  be  delivered  early 
in  April. 

Steamships  in  Operation. — The  Min- 
ister of  Railways  stated  in  the  House  of 
Commons,  Mar.  11,  in  answer  to  ques- 
tions by  G.  Parent,  M.P.  for  Quebec 
West,  that  the  Canadian  National  Rys. 
had  at  that  time  25  steamships  plying  on 
various  routes,  the  same  being  operated 


Dominion  Marine  Association. 

President,  A.  E.  Mathews.  Managing  Di- 
rector, Mathews  Steamship  Co..  Toronto. 

First  Vice  President,  H.  W.  Cowan,  Di- 
rector of  Operation,  Canada  Steamship 
Lines.    Montreal. 

Second  Vice  President,  A.  A.  Larocque, 
President,     Sincennes  -  McNaughton     Line. 

Montreal. 

Executive      Committee,     E.     H.     Beazley, 

Union  Steamship  Co.  of  British  Columbia, 
Vancouver;  W.  E.  Burke,  Canada  Steam- 
ship Lines.  Montreal  ;  T.  R.  Enderby, 
Montreal  Transportation  Co..  Montreal ; 
L.  Henderson,  Montreal  Transportation 
Co..  Montreal :  W.  J.  McCormack,  AlKoma 
Central  Steamship  Line,  Sault  Ste.  Marie, 
Ont.;  G.  J.  Madden.  GcorKe  Hall  Coal  Co. 
of  Canada,  Montreal ;  E.  W.  Oliver. 
Niagara.  St.  Catharines  &  Toronto  Navi- 
gation Co..  Toronto;  W.  H.  Smith,  Ontario 
Car  Ferry  Co..  Montreal ;  J.  F.  Sow^ards. 
Sowards  Coal  Co..  Kingston.  Ont.;  J.  F. 
M.  Stewart.  Point  Anne  Quarries  Ltd.. 
Toronto ;  Jno.  Waller.  Keystone  Transpor- 
tation Co.,  Montreal :  Lome  C.  Webster, 
Webster  Steamship  Co..  Montreal  ;  J. 
Wilkie.  Imperial  Oil  Ltd.,  Toronto;  A.  A. 
Wright,   honorary  member,   Toronto. 


under  order-in-Council  of  June  2,  1919, 
the  names  of  the  ships,  their  approxi- 
mate deadweight  tonnage,  their  routes, 
and  their  ownership  being  as  follows: 

Name  Approx.     Trade   Route. 

Canadian  d.w.  tons 

Voyageur  1,575  St.    John-London. 

Pioneer  8.408  Halifax-S.  America. 

Wamor  3.995  St.    John-West    Indies. 

Ranger  8.382  St.    John-Liverpol 

Recruit  i,964  Stranded   account    ice    St. 

Lawrence. 

Volunteer  4,485  Laid   up   at   Quebec. 

Trader  ■),341  Halifax-West    Indies. 

Sailor  1,357  Halifax-West    Indies. 

Seigneur  8,391  Halifax-London. 

Signaller  5.990  Halifax-West    Indies. 

Miller  8,390  Halifax-Liverpool. 

Adventurer  i,408  Halifax-West   Indies. 

Gunmr  J,990  Halifax- West   Indies. 

Aviator  i.lOO  Halifax-West   Indies. 

Sowei  i.400  St.    John-West    Indies. 

Navigator  4,575  St.   John-London, 

Settler  5,100  Halifax-Glasgow. 

Spinner  8,393  Halifax-S.  America. 

Raider  5,100  Vancouver-Australia,  N.Z. 

Importer  8.390  Vanctouver-Australia.N.Z. 

Expoitir  8.390  Vancouver- Australia,  N.Z. 

The  above  are  owned  by  the  King,  re- 
presented by  the  Minister  of  Marine. 

T.    J.    Drummond     3.000  St.   John- West    Indies. 

Sheba    3.500     Halifax-West    Indies. 

J.  A.  McKee  3,000  St.   John-West    Indies. 

The  last  three  mentioned  above  are 
owned  by  the  King,  represented  by  the 
Minister  of  Railways. 


.Appointments. — B.  C.  Keeley  has  been 
appointed  General  Agent,  C.G.M.M., 
Ltd.,  at  Vancouver,  B.  C. 

Steamship  Canadian  Recruit.  The  fol- 
lowing questions  were  asked  in  the 
House  of  Commons,  Mar.  10,  by  W.  Duff, 
M.P.,  for  Lunenburg,  the  answers  being 
given  by  the  Minister  of  Railways: 

Does  the  Government  own  a  ship  nam- 
ed the  Canadian  Recruit?     Answer:  Yes. 

If  so,  what  is  her  gross,  net,  and  dead- 
weight tonnage?  Answer:  Gross,  2,409; 
net,  1,451;  deadweight  3,964. 

What  did  she  cost  ready  for  sea  ?  An- 
swer: $813,252. 

Where  is  the  said  ship  at  the  present 
time?  Answer:  Stranded  on  Vache  reef, 
in  the  St.  Lawi-ence,  at  the  mouth  of  the 
Saguenay. 

What  amount  of  insurance  is  carried 
on  the  ship's  hull?  Answer:  Insurance 
on  hull,  $578,571;  other  insurance,  $231,- 
429;   total   insurance   on   ship,   $810,000. 

What  is  the  ship's  valuation  as  ap- 
pears in  her  hull  policies?  Answer: 
$578,571. 

What  insurance  is  carried  on  the  ship's 
freight?  Answer:  Freight  charges  are 
prepaid  and  not  insured.  Cargo  is  at 
shipper's  risk,  and  each  cargo  owner 
carries  at  discretion  his  own  insurance. 

While  the  ship  is  in  her  present  posi- 
tion and  condition  are  the  government's 
interests  being  properly  protected?  If 
so,  how?  Answer:  Yes.  Notice  of 
abandonment  has  been  tendered  to  the 
underwriters.  Necessary  steps  to  prevent 
further  damage  have  been  taken  by  un- 
derwriters' representatives. 

Editor's  note:  As  stated  above,  the  d.w. 
tonnage  of  this  ship  is  3,964  tons,  which 
at  the  contract  price  of  $205  a  ton,  comes 
to  $812,620.  The  difference  of  $632  be- 
tween this  and  the  price  paid  was,  we  are 
officially  advised,  for  minor  extras. 

British-.4merican  Shipbuilding  Co. 
Welland,  Ont.,  advised  us  Mar.  16,  that 
it  expected  to  launch  the  s.s.  Canadian 
Otter;  Marine  Department  contract  44; 
builder's  yard  no.  4;  approximately  4,- 
575  d.w.  tons,  for  Canadian  Government 
Merchant  Marine,  Ltd.,  during  the  week 
beginning  Mar.  22.  The  s.s.  Canadian 
Squatter;  Marine  Department  contract 
45;  builder's  yard  no.  5;  approximately 
4,575  d.w.  tons,  is  scheduled  to  be  launch- 
ed in  April.  We  have  since  been  advised 
that  the  afterpart  of  the  s.s.  Canadian 
Otter,  which  is  being  built  in  two  sec- 
tions, was  launched  Mar.  25,  and  that  it 
was  expected  to  launch  the  forepart  a 
few  days  thereafter. 

J.  Coughlan  &  Sons,  Vancouver,  B.C. 
The  s.s.  Canadian  Exporter;  Marine  De- 
partment contract  35;  builder's  yard 
no.  12;  approximately  8,390  d.w  tons; 
built  by  this  company,  made  her  trial 
trips  on  Mar.  5,  was  delivered  to  the 
Marine  Department,  and  transferred  to 
Canadian  Government  Merchant  Marine 
Ltd.,  on  Mar.  6.  She  was  loaded  with 
general  cargo  for  Sydney  and  Melbourne, 
Australia,  and  .\uckland  and  Wellington, 
New  Zealand. 

This  company  advised  us  recently  that 
it  expected  to  deliver  the  s.s.  Canadian 
Inventor;    Marine    Department    contract 


206 


CANADIAN  KAM.WAY  AND  MARINK  WORLD 


April.  1920. 


.'Ui;  buililcr'K  y«nl  no  i:<;  npprnxinmU-ly 
K..liiO  il.w,  tons;  to  the  Miirino  Dppnrt 
mont,  about  the  end  of   Mnrch. 

TTii»  company  cxpc-ctn  to  dclivi-r  to 
the  Marin<>  Dcpartnii-nt  parly  in  April 
the  »ji.  Canadian  I'rosiH-ctor;  Marino 
Oepartniont  rontrnct  .'17 ;  huildi>r'!i  yard 
no.    14;   npproxiniatt'ly   S,.T.lO   d.w.   ton-i. 

Midland  Shiphuildine  Co..  Miilliinil. 
Ont.  Af  stntod  in  Cnnnilinn  Rnilwiiv  & 
Marinr  World  for  Vn.,  191ii,  this  com- 
|>any  wan  Kivon  an  onlcr  by  the  Mnrini- 
Popartmont  for  a  stool  canro  sfoamship 
for  Canadian  Govommont  Merchant  .Ma- 
rino I.t<l,.  appmxinintoly  .'l.tt.lO  d.w.  tons. 
at  $180  a  lonK  ton,  ai;trroi;atinR  $718,200. 
The  contract  was  sijmod  Fob.  2t?,  its  num- 
ber beinir  54,  and  the  builder's  yard  no. 
10.  It  is  quito  problematical  when  the 
keel  wHIl  be  laid,  steel  deliveries  being 
so  uncertain. 

Nova  Scotia  Steel  and  Coal  Co.,  New 
Olasirow,  N.S.  The  stool  cartro  steam- 
ship Canadian  Minor;  Marine  Depart- 
ment  contract  41;  builder's  yard  no.  t!; 
approximately  2,800  d.w.  tons;  which 
this  company  is  buildinsr  for  Canadian 
Govommont  Merchant  Marino,  Ltd.,  will 
probably  be  launched  early  in  April  and 
delivered  in  .May. 

The  keel  for  the  third  steel  carjfo 
steamship,  of  approximately  2,800  d.w. 
tons;  builder's  yard  no.  8;  which  this 
company  has  under  contract  from  the 
.Marine  Department,  for  Canadian  Gov- 
ernment Merchant  Marino,  Ltd..  will 
probably  be  laid  some  time  in  April,  or 
as  soon  as  the  bottom  shell  plates  are 
received. 

Port  Arthur  Shipbuilding  Co.,  Port 
Arthur,  Ont.,  which  received  an  addi- 
tional contract  from  the  Marino  Depart- 
ment recently,  for  a  steel  cargo  steam- 
ship of  approximately  3,890  d.w.  tons, 
builder's  yard  no.  45,  advises  us  that  the 
date  for  layinp  the  keel  has  not  been  de- 
cided on,  and  that  it  will  depend  largely 
upon  steel  deliveries. 


The   Lord    Strathcona    Steamship   Co., 

Ltd.,  the  incorporation  of  which,  with 
$1,500,000  capital,  and  office  at  Montreal, 
was  announced  in  our  last  issue  was 
formed  to  acquire  and  operate  the  s.s. 
Lord  Strathcona,  formerly  owned  and 
operated  by  the  Century  Shipping  Co., 
London,  Enp.  The  ship,  which  has  been 
transferred  to  the  Canadian  register,  was 
built  of  steel,  at  Sunderland,  Eng.,  in 
1915  her  dimensions  being,  length  455ft.. 
breadth  58ft.  depth  :tlft.;  tonnage,  7,335 
gross,  4,184  registered.  She  is  screw 
driven  by  engine  of  OT!  h.p. 

KingHton  Harbor  Improvements. — J. 
Archambault,  M.P.,  for  Chambly-Ver- 
chercs,  said  in  the  House  of  Commons, 
Mar.  IG:  "1  would  draw  the  attention  of 
the  government  to  a  dispatch  from 
Kingston  appearing  in  the  Montreal 
Standard  of  Mar.  13,  which  states  that 
the  Canadian  Government  has  given  the 
City  of  Kingston  the  assurance  that  $2,- 
500,000  will  be  spent  on  harbor  improve- 
ments there.  I  would  ask  the  Minister 
of  Finance,  who  is  also  ropresentaive  of 
Kingston  in  this  house,  if  the  report  is 
true,  and  if  so,  whether  those  improve- 
ments are  to  be  made  in  fulfilment  of 
an  election  promise."  Sir  Henry  Dray- 
ton, Minister  of  Finance,  replied  as  fol- 
lows: "The  report  is  absolutely  incor- 
rect. That  also  answers  my  hon.  friend's 
second  question,  but  in  order  to  make  it 
a  little  more  emphatic,  I  might  say  that 
there  was   no  election   promise. 


("ompiilsnrv     K(|iiipmont     of    Shipw 
wilh   Hiuiiotclt'KrHph   ApparntuH. 

The  Defence  of  the  Realm  Regulation 
23A,  passed  by  Dominion  order-in-Coun- 
cil,  Jan.  15,  1!M8,  calling  for  the  com- 
pulsory equipment,  wilh  radio  apparatus 
of  all  Canadian  steamships  of  l,r,00  tons 
and  over,  when  plying  to  Europe,  was 
automatically  cancelled  as  from  .Ian.  1, 
1920.  The  only  Canadian  legislation  now 
in  effect  calling  for  the  compulsory  equip- 
ment of  certain  ships,  with  radio  appar- 
atus, is  that  proscribed  in  the  Radio- 
Telegraph  Act,  Dominion  Statutes,  1913, 
chap.  43,  sec.  4,  which  provides  that  after 
.Ian.  1,  1914,  no  passenger  steamship, 
whether  registered  in  Canada  or  not, 
(a)  licensed  to  carry  50  or  more  persons, 
including  passengers  and  crew,  and  go- 
ing on  any  voyage,  which  is,  or  which 
includes  a  voyage  of  more  than  200  nau- 
tical miles,  from  one  port  or  place,  to 
another  port  or  place,  or  (b)  licensed 
to  carry  250  or  more  persons,  including 
passengers  and  crew,  and  going  on  any 
voyage  which  is,  or  which  includes  a  voy- 
age of  more  than  90  nautical  miles,  from 
one  port  or  place,  to  another  port  or 
place,  or  (c)  licensed  to  carry  500  or 
more  persons,  including  passengers  and 
crew,  and  going  on  any  voyage  which  is, 
or  which  includes  a  voyage  of  more  than 
20  nautical  miles,  from  one  port  or  place, 
to  another  port  or  place,  shall  leave  any 
Canadian  port,  unless  it  is  equipped  with 
an  efficient  radiotelegraph  apparatus,  in 
good  working  order,  capable  of  trans- 
mitting and  receiving  messages  over  a 
distance  of  at  least  100  nautical  miles, 
by  night  and  by  day,  and  in  charge  of  a 
person  fully  qualified  to  take  charge  of 
and  operate  the  apparatus.  Any  person 
in  charge  of  any  passenger  steamship 
which  leaves  any  Canadian  port,  con- 
trary to  the  provisions  of  this  section, 
shall  be  liable  to  a  fine  not  exceeding 
$1,000  and  cosst,  which  shall  be  a  lien 
upon  the  steamship.  This  section  does 
not  apply  to  passenger  steamships  ply- 
ing on  Canadian  rivers,  including  the 
River  St.  Lawrence  as  far  seaward  as  a 
line  drawn  from  Father  Point  to  Point 
Orient,  or  on  Northumberland  Straits, 
or  on  Georgian  Bay,  or  on  Canadian 
lakes  other  than  Ontario,  Huron  and 
Superior,  and  the  provisions  of  para- 
graph (c)  above,  does  not  apply  to 
steamships  making  voyages  on  Lakes 
Ontario,  Erie,  Huron,  and  Superior,  the 
regular  route  for  which  is  not  at  any 
point  more  than  seven  miles  from  the 
shore.  This  section  does  not  apply  to 
steamships    calling   at   Canadian    ports, 


solely  for  the  purpose  of  obtaining  bunk- 
er coal,  or  provision*,  for  the  uiw  of  such 
stoamKhip,  or  through  stress  of  weather, 
or  for  repairs. 

Wo  ore  advised,  in  regard  to  British 
legislation  that  an  act  to  make  further 
provisions  with  regard  to  wireless  tele- 
graphy in  ships  has  become  law,  but  wc 
!irc  not  informed  bh  to  whether  these  pro- 
visions have  been  put  in  effect  or  not. 
This  is  dependant  on  the  date  the  De- 
fence of  the  Realm  Regulation  (British 
37B)  is  cancelled. 


The  Victoria  Dock  Case  Decided. 

Ottawa  press  dispatch.  Mar.  'J. — Sir 
Walter  Cassels  has  rendered  judgment 
in  the  Exchequer  Court  for  the  Dominion 
Government  in  the  petition  of  right  of 
(irant  .Smith  &  Co.  and  MacDonnell,  Ltd., 
against  the  King,  for  sums  totalling 
.'?3.'i3,812,  in  connection  with  excavation 
work  performed  by  the  suppliants  in 
Victoria,  B.  C,  and  popularly  known  as 
the  Victoria  dock  case.  The  contractors 
claimed  $292,110  for  rock  excavation, 
$14,703  for  earth  excavation,  and  $27,000 
for  filling  under  their  contract  with  the 
Public  Works  Department.  There  was 
no  conflict  of  opinion  as  to  the  totals  of 
excavation,  the  disagreement  between 
the  two  parties  being  wholly  as  to  the 
classification,  the  government  claiming 
that  rock  prices  were  charged  for  mater- 
ial which  should  come  under  a  lower 
classification.  The  entire  claim  was 
thrown  out.  Sir  Walter  Cassels  finding 
that  the  resident  engineer  was  in  collus- 
ion with  the  contractors,  and  that  any- 
thing he  certified  should  be  set  aside  and 
that  an  attempted  fraud  was  intended  by 
him  and  those  representing  the  contract- 
ors. Sir  Walter  also  found  that  the  esti- 
mate of  the  work  as  prepared  by  the 
Public  Works   Department  was  correct. 


Senate  Committee  on  Railways,  Tele- 
phones and  Harbors. — The  Senate  on 
•Mar.  3,  appointed  the  following  commit- 
tee: Barnard,  Boaubien,  Beique,  Bel- 
court,  Blain,  Bostock,  Bourque,  Brad- 
bury, (^asgrain,  Crosby,  Dandurand, 
David,  Daniel,  De  Veber,  Domville,  Don- 
nelly, Douglas,  Edwards,  Farrell,  Fos- 
ter, Fowler,  Girroir,  Godbout,  Gordon, 
King,  Laid,  Lavorgne,  Lougheed,Lynch- 
Staunton  Macdonell,  McCall,  McHugh, 
Michener  .Milne,  Mitchell,  Murphy, 
O'Brien.  Poirier,  Pope,  Power.  Robort- 
.son  Ross  (Middleton).  Ross  (Moosejaw). 
Sharpe,  Tcssier,  Thompson.  Watson, 
Webster  (Stadacona)  and  White  (Inker- 
man). ^-49. 


Vessels  Added  to  and  Deducted  From  the  Canadian  Register  During 
December.  I!tl9. 


Addtd. 

Hunt    in    Canada    -.. 

Purchojiofl    from    furviKiier* - 

Tninfifprrrcl    from    United   Kinsdom 

New    rnrUtcni 

TunnsKP   >ltrmtion>    without   rrnffiatrr.. 


Total.    _ 

Drducltd. 

Wn^kM    or   othrrwi»»    loit _-..»....-.... 

ftn>ki*n  up  or  unflt  for  luc »..»...».«..«..... 

Convrrtnl   to   >lnr<-  ihip*    (not  naviimblt).. 

Ilird   an    liKht    nhllM,   etc .. 

.Sold    to    forriKnrn* »...»..«„...... 

Trannfi-rrrd    lo    United    KIlUldoiB 

Trmnufcrrwl   to   llritUh  pouculont 

New    rpttlHterv « 

Tonnairr  alteration,   without   r«rcgiatry....„ 


Steam. 

TonnaBe— 

Grosa.  Reiciatered. 

20.718        \2.!,f,h 

2SI  9S 

14.8S&         {>.S»6 


15       SS.U2       22.109 


Sailins*. 
— Tonnoiie 
Groaa.  Res'red 

5.771  5,14* 


B,S49 

S.472 

27 

S.16S 

2.961 

987 

612 

40 

2.909 

2.8.11 

16 

8 

— 

. — 

— 

— 

— 

1 

10 

10 

2,777 

1.68K 

2 

57 

40 

X7C 

161 

i 

C78 

616 

8 

2S« 

2S< 

— 

— 

5M 

814 

ToUla 


April,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


207 


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206 


April.  1920. 


Ocean,  Coast,  Lake  and  River  Steamship  Officers  for   1920. 


Canit  :  :ii  nnviitn- 

lion.  unship!!    nnii 

tui;'>.  lutvi'  U'tn  ii-|iurUMi  to  ranndinn 
Rjiilway  unci  Mnrinc  World.  Tho  first 
colunin  rontjiin-i  tho  nunu-.s  of  thi-  nhips. 
Ihc  .iwond  tho.<o  of  Iho  captainii,  and  the 
third  those  of  the  chief  cnKineers: 

Alraiaa    Onlral    8l>«niahlp    Lin*.    8«oll    8l«. 
Msrlr.   Dnt. 
Aiiawa  M.  A.  I.ivlnaatonr  J.    I.     Smith 

H«nu>  Smith  A.  Mrlntrn-  l>.    .Mrl.<MHl 

J  .Kr»t»rT«vl..r    J.  P.  Montenmcrr  W.    T.    Krnnlf 
W   C.  Fmn.  W.  C.  Jonlan  AM.    Maclnnr. 

BalkanI  Lnabfr  Co..   n*lkant.  N.B. 

IWItjr  a  A.  Haint  R.  Kanr 

NipUisult  y.  Curwin  P.  Adam! 

Ptarr  I-  K.  Chambrrlain       A.  Ijiviiinr 


Canada   Allanllr  T) 
Arthur  Orr  J   Si 

KfrtMTv 


ill   Co..   Montreal, 
n.  K   Manr< 
N   Jarnkr  K.  Walkrr 


Canada    Sl»am«hlp    l.inn    Ltd..    Montrral. 
BplloTiHr  J     J.    Farrrll       G.    A.   .Sauv.- 

Birkrnlikp  T.  H.  Johmton  H.    W.    Kletchor 

CmdllUc  W.    Bealtr  H.    MrUr 

Cmma  C.    J.    Smith        W.    Taylor 

Cklppowa  W.    Malrolm        E.    A.    Prinrr 

CItjr  of   Hamilton  O.    Patrnaudr     W.    Doniran 

J.   I..    lUitrr       John    K(-nnp<l>' 
P.    McKay  H.   J.   Jack 

B.  A.  Iloneard  Jo«  Konnedy 
J.  H.  HuiUon  R.  R.  Kootr 
D.  W.  Burke  C.  N.  Smith 
M.  HrlTrman  F.  Pattenon 
R.  J.  WiUon  A.  E.  Kennedy 
Wilson         A.    E.    Crodthwaitc 


City  of  Ottawa 

CoIIinswood 

Corona 

E.   B.   Ofler 

Emperor 

Fairfax 

Haddinirton 

Ionic 


LMney     W.    Keith 


J.    H.    G.    HasartyG.    W.    Pearaon   C.    Robertnon 

Kinsvton 

LotunMoU 

Macaaaa 

MaplevTove 

Maplehill 

Martian  R.    Mclntyre 

Midland   Kinir  N.    McLennan     C.    Leriche 

MidUnd    Prince  A.   B.   Mclntyre  J.   A.    Pickard 

Modjeaka  J.    Hendenon 

Montreal  F.   X.    La  Fra: 

Murrmy   Bay  W.   Ganne 

Omaha  K.    LaRunh 

Quebec 

Rapidj    Kintt  G.   Batten 

Rapids    Prince  S.   Putnam 

Saauenay  J.    SimanI 

Samian  R.   Pyette 

Semiin  W.    Brian 

Sir   Trevor    DawsonH.    Hin>k-a 

Stadacona  G.   H.   Paxe 

Syrmcuae  

T.    P.    Phelan 
Three   Rivers 


>N.    Beaudoin 

0.  Bonin 
John  Holler 
J.   Matte 
W.    Hailett 
G.    M.    Haxlett 
G.    Gaxnon 

1.  J.    Bojmton 

F.  A.   McCauley 

G.  Schroder 
N.  L.  Shay 
J.   A.   Boulanser 

Shannon  T.   H.  Hazlett 
Gairnon  Jr. 


Toiler  W.    H.   MontKom.TyE.  Scott 

Toronto  E.   A.   Booth         J.    E.    Readman 

W.    D.    MatthewsA.    F.    MacI.^nnonW     Ri-id 
W.    Grmnl    MordrnC.    E.    RnhinsonJas.    McGrcKc.r 
WyominK  E.    Walkinshaw  J.    Kirk 


Canadian 
Aviator 

Canadian 
Exporter 


Canadian  PioneerT.  R.  Coffin 

Cana.lian  Planter — 

Canadian  Raider  R.  Winter 
Canadian 

Rancher  W.  Bradley 

Canadian  Ranner  A.  L.  Starratt 
Canadian  Recruit  P.  J.  Murphy 
Canadian  Sailor    W.  E.  Baker 
Canadian 

Seiirneur  F.  Fervuson 

Canadian  Settler  M.  Robertson 
Canadian 

SlKnaller  J.  E.  Faulkner 

Canadian  Sower    F.  Nelson 
Canadian 

Spinner  J.  Relth 

Canadian  Trader  J.  Murray 
Canadian 


H.  J.   Robinson 


R.  Downii 
P.  C.  Ben 
J.  YnunK 
M.  llunou 


W.  D.  McGnsor 

W.  Byers 

A.  Cunningham 


F.  C.  Brown 
L.  Cunninaham 


Trooper 
Canadian 

Volunteer 
Canadian 

Voyaiceur 
Canadlfin 

Warrior 


R.  J.  Fisher 


J.  D.  McKcniie       W.  G.  Ileav 


C.  R.  Biuett  T.  Hoey 

Canadian    National    Hallways,   Montreal. 
ThoDias  J. 

Drummond         T.  J.  Paviea  A.  F.  Hamelir 

J.  A.  McKee         J.  Lintlnp  J     Cann 

Shell*  J.  C.  Shaw  H.  McNichol 


r«n..ra 


.sllanai     §<«•..     Vanroiitrr.     B.C. 
J.    Brown  .1     K     lllarkallef 

Cermanla  J     Colhorne  P.    Th.irp 

.><.-l.»llan  J      MrKleman      I>.    Martin 

Canadian    ParlAc    Car    and    Pauenier    Transfer 
Co..    PreKOII.   Onl. 
fh«H~  l.yi.n  W    llcno'  I.   Black 

Canadian  Parlflr  Ocean  Berrien    Ltd..   Montreal. 


IUUfnr.1 
Corslcan 
PunbridKo 

'  of  Asia 
Empress 

of  BriUin 
Kmpreas 

..r  Franco 
Empress 

of  Japan 
Empress 

of  Russia 
Grampinn 
Ilolbrook 
Mattawa 
MeliU 
Metairama 
Methven 
Minne<losa 
Montcalm 
.Montcaitle 
Montezuma 
Mottisfont 
Pretorian 
Sardinian 
Scandinavia 
Scotian 


W    Henderso 
A.  Rennle 


J.    Ja 


W.  D.  Hopcroft       D.  G.  R.  Smith 


Tun 


A.  Robinson 
G.  Hamilton 
A.  H.  Santent 
H.  Lewis 
H.  Parry 
J.Tumbull 
H.  James 
C.  C.  Evans 
E.  Landy 
A.  J.  Hosken 
A.  H.  Clews 
J.  McDonaM 
J.  Hall 
K.  McKillop 
E.  Griffiths 
W.  P.  Hains 


W.  J.  P.  DavicB 
H.  G.  Ponald 
A.  Ritchie 
C.  W.  Hall 
R.  G.  Hushes 
E.    MacFadyen 
E.  T.  Painter 
E.    H.    Sunlcy 
A.  McLellan 
W.  H.  Fn.use 
W.  H.  Vine 
T.  He«(tie 
J.  S.  Cumminirs 
R.  S.  CragK 
J.  E.  Thearle 
J.  Onne 
W.  SUrk 
J.  Cassidy 


ar  Peridot  J.  N.  Griffiths        H.  CraiK 

Canadian   PaclAc  Ry..   Bay  of  Fnndy  Serrice. 
mpress  A.  MacDonald        J.  W.  Pendrith 

PaclHc   Ry..    Detroit    River    Car   Ferries. 
R.  Brown  C.  A.  Sullivan 

H.  Farrow  F.  Merrill 

Pacific     Ry..     British     Columbia     Lake 
id    River    Service.    Nelson.    B.C. 

N.    McKinnon       P.   H.    Pearse 
L.    McKinnon      J.   G.   Cameron 
W.  H.   WriKht    N.    Hawthorne 

Idson 
J.    B.    Wwks 
W.    Seaman 
M.    P.   Reid 
J.    A.    McDor 
W.    Kirby 
J.    Ferjruson 
W.    J.    Frasc 
Pacific  Ry..  Great  Lakes  SUamshIp 
Serrice. 
AllHfrta  John  Mclntyre 

Assiniboia  Jas.  McConnell 

Athabasca  M.  McKay 

Kcewatin  M.  McPhee 

Manitoba  V.  J.  Davis  G.  A.  Adam 

Central   Railway   Co.   of   Canada   Ltd.,   Montreal. 

Empress  A.  Blondin  

Cape    Breton    Electric    Co.,    Sydney.    N.S. 


Canadian 

Michisan 

Ontario 

Canadian 


Sicamous 
Slocan 
Valhalla 
Whatshan 
Canadian 


T.    W.    Bracewell 
T.    F.    McKechnic 
J.    P.    Sutherland 
sldP.    H.    BiKKan 
T.  C.  I'Anson 
P.    McLeod 
G.   E.   Lodge 


C.  Butterworth 
A.  A.  Cameron 
G.  Rae 

W.  Louis 


Electronic 
Hyueia 
Pecrleaa 
Chlcaco.    Dniulh 


I.  H.  Le 
A.  McLe 
G.    Ricks 


nd    Georrlai 
Chlcaco,  HI 
North  American  B.  H.  Nuttinu 
South  American     E.  E.  Taylor 

Cie.   Canadienne   Transatlantlqi 
Bilbster  W.  H.  Venning 

Iver  Heath  G.  Gr»?en 

Kamarina  F.  Scott 

Ixird  Dufferin       J.  C.  McCarty 
Wisley  J.  Treicarthen 

Hush   Cann   and   Sons, 
Keith  Cann  A.  L.  MncK 

Smith 
Peters 
Banks 


E.   H.   Hanson 
J.   Cofcan 
D.    Reid 
Bay    Transit    Co.. 


|j»  Tour 
Mary  H.  Cann 
Percy  Cann 
Robert  G.  Can 


W.  E.  Mo 


F.  L.  N 
Crystal  Stream  Steamship  Co 
P.  J.  Purdy  John  Gilcrist 

MaJ.HitIc  11.  Crabb 


H.  Hawkens 
J.  F.  Burtx 
le.    Montreal. 
J.  A.  Turner 
J.  Williamson 
B.  Thomas 

A.  Clarke 
R.  H.  Howes 

Yarmouth.   N.S. 

inon    J.  B.  GreiK 

J.  C.  Cumminir 
H.  L.  Goodwin 
J.  Nixon 

B.  A.  Lumaden 
on       F.  Kitchen 

St.  John.  N.B. 
H.  Allen 
W.  Hurdon 


Dartmouth    Ferry    Commission.    Dartmouth.    N.S. 


Chebuclo 


Halifax 


Domlnlo 


M.  F.  Murphy 
W.  Myers 
F.  Williams 

C.  A.  Oion 


C.  E.  Pearce 

W.  Case 
J  Clark 
S.  Stevenson 
C.  Shortt 
Sanit    St*.    Marl* 


Transportation 

Onl. 

Caribnu  A    A.  Batten  J.Walters 

.Manltou  N.J.  McCoy  

(;rand   Trunk    Ry..    Detroit   KlT*r   Car    F*rrl*e. 

Great  Western        M.  Ilnusettr  W.  Balsam.  Jr. 

Huron  O.  Ijih.n.l.-  A.  Cook 

l^nsdowne  John  Jackson  W.  Balsam 


r;rand    Trunk     Parlllr    HIesia.hIp    I  •..     Vanrwivrr. 

BC. 
l.ome  J.    McKrrnan        A.    ."*.    Camen-n 

Prince    Albert         H.   I^    Kobenun  R.   Knox 
Prince    Georae        II.    I>onald  R.    Bell 

Pnnce   John  W.    8.    Morehouse  ll     H     Cochran* 

Prince    Rupert        P.    Mackenile      A.    H.    Monro 
Tillamook     ImolorahipiE.  Thornton  C     W.   Miller 
Grand  Trank  Ky..  Wakaak  By..  Detroit  Rleer  Car 

Ferries. 
Detroit  F.  A.  Huntoon         H.  I^oury 

Transfer  G.  W.  Ilonner  W.  Taylor 

Transpcirt  W.  Nowell  F.  A.  Robinson 

<;reat    Lakes  Transporlatlea   Ce..  MldUnd.   Oat. 
Glenbrae  K    llurkr  R.  Knlvht 

Glencaim  II   GarMr  John  Glll>-rt 

Glenflnnan  W   TayL.r  J.  Silverthome 

Glenlsle  J.Tindall  P.  Eades 

Glenlivet  .M.  Sulker  J.  A.  MrChristl* 

Glenlyon  A.  A.  Hudson  P.  Sinclair 

Glenorchy  F.  Burke  G.  Price 

Glenshee  W.  A.  I.aviitne         F.  Goodwin 

Glenstriven  -  E.  Hurl 

Gulf  of   St.   Lawrence   Shippinc    and   Tradinc   Co.. 

Quebec.   One. 
Champlain  A.  Fournier  J.  Costin 

Guide  A.  Caron  J.  Bemier 

I^brador  A.  Pube  J.  Ruel 

l.ady  Evelyn  J.  Campbell  J.  Boutanffcr 

Georce  Hall  Coal  Co.  of  Canada.  Montreal. 
Compton  E.  Groulx  G.    Fitzpatrick 

Florence  V.  Gendron  S.  Letrendre 

Fred  Mercur  W.  Mills  H.  Lamourrux 

J.  H.  Hackett         J.  Thibault  T.  Frigere 

James 

W.  FolletU         W.  Llddell  H.  J.  McFaol 

John 

B.  KeUhum        W.  J.  Jewitt  T.  Normandeaa 

John  RuKee  J.  B.  Gamache        O.  D.  Thurston 

U-hiifh  W.  H.  Ransom         F.  A.  Collier 

Margaret 

Hackett  M.  Allison  O.  Croteau 

Robt.  R.  Rhode*    J.  B.  Leboeuf  T.  Toupin 

Rockferry  C.  A.  Maboney        A.  Carrier 

Senator 

Perbyshire         R.  Chatel  U.  Hamelin 

Halifax   and   Canso  Steamship   Co..   Halifax.   N.S. 
Scotia  J.  Cooper  C.  B.  Scott 

W.  Hanna  &  Co..   Port  Carlinc.  Ont. 

Mink  W.  H.  McCuIley 

Ncwminko  J.  J.  McCulley         S.  W.  Lambert 

Huntarille    Lake    and    Bays    and    Lake    Slmcoe 
Navigation   Co.,  HnnUTille,  Ont. 
Algonquin  W.  N.  Sangster       J.  T.  Smith 

Iru.|Uois  J.  St.  Amour  E.  E.  Goldthorp 

Mohawk  Belle        U.  P.  Tinkiss  W.  G.  Murray 

Phoenix  J.  T.  Burke  H.  Cookman 

Ramona  A.  T.  Corbett  R.  Robertson 

Imperial    Oil   Ltd..   Toronla. 
Imperial  G.  Mackay  E.  Brishin 

Impcroyal  D.  Sutherland        J.  P.  Davldaon 

Impoco  W.  G.  Tudor  E.  Jones 

locolite  C.  U.  Harmanson  H.  V.  Welch 

locoma  H.  C.  Mimms  C.  Amberg 

Reginolite  W.  R.  Smelter         J.  G.  Ellis 

Royalite  F.  F.  Foote  G.  H. 

Stallworthy 
Sornolite  A.  Gclde*  \.  Mclarrn 

International    Transit    Co.,    Sault    Ste.    Marie, 
Ont. 
Algoma  M.  Griffith  S.  Burgess 

Keystone     Transportation     Co.,     Montreal. 
Keybell  L.   Beaupre        R.   J.   Mutchmore 

Keynor  W.   V.    Smith      J.    M.    Robertson 

Keyport  G.    Bunting  G.   Jarrell 

Keyvive  John    Guy  G.    Baker 

Keywest  A.    Barrett  A.   Horton 

La   Have  Steamship   Co..   West   La   Have.   N.S. 
Tussle  G.    P.    Penli        F.    Gregg 

Lake    Erie    Navigation    Co..    WalkerTllle.    Ont. 
.Maniuette  and 

Bessemer  No.  1.. James  Patterson   H.  Culp 
Leonard    Steam    Trawlers    Ltd..    Montreal. 
Ilaleinc  G.  Kristianson         W.    B.    McNutt 

Macanetawan    River    and    Lake    Steamboat    Co., 
Burks  Falls.  Ont. 
Armour  W.  M.  Kennedy       R.Johnson 

Glenada  E.  Pink  J.  Kennedy 

Mike  T.  Kennedy  M.  Pritchard 

WaniU  W.  Keatch  C.  McArthnr 

Mandy    Mining    Co..    Pas..    Man. 
City   of    Prince    Allx-rtJohn    Macl^rod  W.    Taylor 
Minasin  S.    Simpson  U.   Carefoot 

Notin  H.    Parker  E,    Russell 

Sam    Brisbin  V.    Walker  J.    Nicholls 

Maritime  Steamship  Co..   Blacks   Harbor.   N.B. 
Connors    Broa.         E.   II.   Warnock  O.   W.   Cowie 
Marquette    and    Bessemer    Dock    and    NavigatiOB 
Co..   Walkerrille.    Onl. 
.Maniuette  and 

Bessemer  No.  2  J.  Vanbuskirk        J.  J.  Stevens 

Memphremagog    Navigation    Co..    GeergeTllle, 
Que. 
Anthemis  A.  Clarke  F.  Murray 


April,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


209 


Midland   Transportation   Co..   Midland.   Ont. 


l^ucknow 
Luckport 

Montr 
Advance 
Alert 
Arabian 
Atikokan 
Cataract 
D.  G.  Thomson 
Escort 
Glenmount 
H.  F.  Bronson 
India 
Joyland 


J.    Rutherford      J.   Gilbert 
C.    Lynn  J.    Bellmore 

I    Transportation   Co..    Montreal. 
J.  V.  Norris  G.  W.  Clark 

K.  Mahaffey  J.  Anderson 

W.  A.  Blackwell      G.    Stokes 
J.  A.  Brown  E.    Boucher 

J.  J.  Lawrence 
G.  Willard 
W.  WriKht 
W.  Brown 


.  Cochr 


Ma 


Mary  P.  Hall 

Nicaragua 

Oatland 

R.  G.  A.  Weav< 

Simla 

Stormount 

Valcartier 

Vinmount 

W'estmount 

Windsor 

Niagara  Ferry 


N.  M. 

H.  A.  Patterson 
T.  S.  Patterson 
A.  Lepine 
W.  A.  Tullock 
A.  N.  Hogue 
H.  Dejrroseilliei 
C.  E.  Coons 
E.  Smith 
Jas.  Reoch 
J.  A.  Fenrusson 
J.  F.  Davis 
John  Doyle 
nd  Transportation  Co 


M.  J.  Sherman 
H.  Paus 
W.    Bush 
G.  Fleminp 
T.  Nichols 
J.  Lamoureux 
L.  E.  Spencer 
J.  McMillen 
T.  Brabant 
J.  A.  Hawman 
S.    Ashie 

d!  S.  Symons 
A.  Stilson 
W.  E.  Spencer 
F.  Moylc 
F.  Norris 


Dun 


Amusements   Ltd..   Buffalo,   N.Y. 


Beach 


E.  Chapin 
.  Raife 
Owen    Sound. 


Pulp    Co.,    Thorold, 
E.   W.  SparlinB 


N.B. 


Chicora  J.  P.  Fontaine 

Orleans  D.  C.  Christie 

North   American    Bent   Chair 
Ont. 
Michipicoten  G.  Wauch  John  Barrett 

Northern    Trading    Co.,    Edmonton,    Alta. 
Northland    Echo     L.  H.  Morton       J.  A.   Pattei-son 
Northland  Trader  E.   L.   Davis        S.  T.  Hubbard 
Ontario  Car  Ferry  Co.,  Montreal. 

Ontario  No.  1 S.  McCaiK  D.  L.  Smvth 

OnUrio  No.  2 F.  D.  Forrest  J.  A.  Nicoll 

Ontario    Transportation    a 
Ont. 
Lindere  H.  Redfem 

Mary    H.    Boyce       P.    J.    Shaw 

P.Q.   Towing  Co.,  Dalhou 

Grande  Lisne        A.  Nadeau  

Pacific    Salvage   Co..    Victoria,   B.C. 
Alaskan  J.  McLeod  G.   Wilson 

Algerine  J.  M.  Hewison    T.  W.   Allan 

Pembroke   Transportation   Co..    Pembroke, 
Ont. 
Oiseau  J.  Tessier  J.  Trottier 

Port  Huron  and  Sarnia  Ferry  Co.,  Port  Huron 
Mich. 
City  of 

Cheboygan         G.  Waugh  M.  Jamieson 

Hiawatha  E.  M.  Thomas  H.  Myers 

O.  D.  Conger  U.  S.  Major  R,  A.  Campbell 

Prescott  and  Ogdensburg  Ferry  Co..   Prescott, 
Ont. 
Ferdinand  E.  P.  McGannon     W.  J.  Jento 

Miss  Vandenberg  H.  Black  F.  Lavery 

S.  J.  Delaney 
Qaadra  Steamship  Co.,  Britann 
Quadra  M.  F.  CatlerR.  C 

Quebec   Salvage    and    Wrecking    Co.,    Quebec,    Qu 
Lord  Strathcona  O.  Scherrer  R.  Casey 

Rideau   Steamboat   Co.,    Ottawa,   Ont. 
Wanakewan  G.  Depencier  A,  W.  Campsal 

RiTcr    Lievre    Navigation    Co..    Buckingham,    Qu 
George  Bothwell  G.  N.  Bothwell        G.  Bothwell 

Ross   Navigation    Co..    Pa-s.   Man. 
.Vipawin  A.    A.    Deacon     W.  Venables 

Severn    Ri\er    and    Lake    Couchiching    Navigatio 
Orillia.    Ont. 


a   Beach,  B.C. 

W.    Macquarri 


Modello                   T.  "w.  Wood 

'  H.  A.  Wood 

Sparrow    Lake   Steamer   Line, 

Sparrow   Lake. 

Ont. 

Glympse                  F.  Stanton 

G.   T.   Stanton 

John   Tackaberry,    Lionshead,   Ont. 

Henry    Pedwell       W.   Holler 

A.   Glendinning 

City  of  Three  Rivers, 

Que. 

Le  Proges               H.  Duval 

A.  Frenette 

Toronto,    Hamilton    and    Buffalo 

Navigation    Co.. 

Hamilton,   Ont. 

Maitland  No.  1       J.  W.  Keeley 

C.    E.    Sylvester 

Inion    Steamship    Co.    of    British 

1   Columbia,   Van- 

couver,   B.C. 

Camosun                   A.  E.   Dickson 

A.    Seattle 

Cassiar                      J.    Boden 

P.  J.  V.  Farina 

Chasina                     N.   Gray 

J.  Maitland 

Cheakamns               R.  Wilson 

R.  M.   Logan 

Chelohsin                  H.   Stacey 

G.   H.    Foster 

Chilco                        H.  F.  Lawrey 

A.  T.   Roy 

Chilliwack                C.    B.   Smith 

J.   Hogan 

Cowichan                  J.  Findlay 

J.    Rodgers 

CoQUitlam                 G.    Gaisford 

L.    P.   Thomas 

Venture                     J.   E.   Noel 

C.  Arthur 

Valley   Steamship   Co.,   Annapolis    Royal,   N.S. 
Granville  III  B.  S.  Collins  H.  Logan 

Victoria  Navigation  Co.,  Thurso,  Que. 
Victoria  F.  Elliott  A.  Shaver 

Ville  Marie   Navigation   Co.,   Ville  Marie,  Que. 
Meteor  H.  A.  Kellv  J.  E.  Sauvageau 

Silverland  A.  Kelly  R.  Kelly 

Temiscamingue     M.  C.  Burns  E.  Vezina 


Walkerville    and    Detroit    Ferry    Co.,    Walkerville, 
Ont. 

Aerial  W.  Corr  J.  Roy 

Esse.\  J.  E.  Rathbun  P.  McLaren 

Webster  Steamship  Co..  Montreal. 
Colin   W,  J.    E.    Ouelktte  A.   Godin 

Eric   W.  T.   Marchand       E.   Sauvageau 

Howard  W.  J.    A.    Lepine      A.  Cote 

Richard  W.  J.    B.    Raymond  J.   T.    Brunelk- 

Stuart  W.  E.   Tremblay        E.   Cantin 

West    Coast     Towing     and     Salvaging     Co.,     Van- 
couver,  B.C. 
Masset  A.   Brown  J.   G.   Muir 

Moresby  H.    S.    McLellanA.  Gill 

Western   Transport   Co.,   Nanaimo.   B.C. 
We  Two  D.    Martin  D.   D.   Mackie 

Windsor    and    Pelee    Island    Steamship    Co.,    Pelee 

Island.    Ont. 
Pelee  J.  N.  Sheats  J.  R.  Ferguson 


The  Australian  Navigation  Act. 

It  was  stated  recently  that  certain  sec- 
tions of  the  Australian  Navigation  Act, 
which  was  passed  in  1914,  and  held  in 
abeyance  during  the  war,  would  be  pro- 
claimed and  go  into  operation  at  an 
early  date,  and  that  the  proclamation  put 
into  effect  sections  of  the  act  relating- 
to  vessels  that  engage  in  the  Australian 
coastal  trade.  These  will  require  that 
all  foreign,  British,  or  Australian  ships, 
which  caiTy  passengers  or  cargo  between 
Australian  ports,  shall  be  manned,  ac- 
cording to  the  scale  set  out  in  the  act, 
shall  pay  Australian  rates  of  wages  and 
shall  provide  for  the  crew  the  accom- 
modation that  is  laid  down  in  the  act. 
Under  the  act  the  provisions  which  gov- 
ern the  coastal  trade  will  be  operative 
also  in  regard  to  trade  between  Aus- 
tralian ports  and  the  territories  which 
come  under  the  Commonwealth's  peace 
conference  mandate.  Therefore,  foreign 
ships  carrying  cargo,  say,  from  any 
Commonwealth  port  to  Rabaul  or  any 
other  of  the  ex-German  possessions  would 
we  affected.  The  sections  in  question 
further  set  out  that  ships  drawing  a 
subsidy  from  any  government,  other  than 
a  British  or  Dominion  Government,  shall 
not  in  any  circumstances  engage  in  the 
coastal  trade.  It  was  said  that  regula- 
tions relating  to  the  act  were  being  draft- 
ed by  the  Commonwealth  authorities  in 
readiness  to  be  put  into  operation  as 
soon  as  the  sections  of  the  act  come  into 
force. 

Since  the  above  was  put  in  type  the 
Commonwealth's  Commissioner  in  New 
York  has  announced  that  he  has  received 
the  following  cablegram  from  the  Aus- 
tralian Government:  "Government  have 
decided  on  account  of  unsettled  condi- 
tions of  shipping  generally  to  postpone 
commencement  ofi  proclaimed  portions 
Navigation  Act  from  Mar.  2,  as  origin- 
ally proposed  to  some  later  date,  not  yet 
definitely  fixed,  but  not  earlier  than 
.July  1  next." 


Canadian  Notices  to  Mariners. 

British      Columbia — Chatham      Sound, 

entrance  to  Prince  Rupert  Harbor.— Er- 
ror in  position  of  light  on  east  Kinihan 
Island;  correct  position,  on  north-east  ex- 
treme of  east  Kinihan  Island,  lat.  N.  54° 
12'  4.5"  Long.  W.  130°  2.3'  4.5". 

British  Columbia,  Victoria  Harbor — 
On  or  about  April  15,  the  red  sector 
showing  over  an  arc  of  15°  from  347° 
(N.  38°  .30'  W.  mag.)  through  N.  to  2° 
(N.  23°  30'  W.  mag.)  placed  at  the  west 
side  of  the  entrance  to  Victoria  harbor, 
will  be  removed.  Beren  island  light,  in 
line  with  the  light  on  the  outer  end  of 
Ogden  point  breakwater,  clears  the  west- 
ern extremity  of  Brotehie  ledge. 


United  States  Shipping  and  Ship- 
building Notes. 

The  U.S.  Shipping  Board  announces 
that  its  tanker  fleet  consists  of  48  ships 
of  438,445  d.w.  tons. 

The  U.S.  Shipping  Board  on  Mar.  4, 
withdrew  all  freight  tariffs  published 
thereafter,  and  left  rates  in  the  hands 
of  individual  operators  of  Shipping 
Board  vessels. 

The  U.S.  Shipping  Board's  Chairman 
told  the  Senate  Merchant  Marine  Com- 
mittee, on  Mar.  10,  that  government 
operations  in  shipping  business  resulted 
in  a  net  profit  of  $166,493,990,  up  to 
June  30,  1919. 

The  U.S.  Shipping  Board's  s.s.  Guil- 
ford, en  route  from  Norfolk,  Va.,  to  Bos- 
ton, Mass.,  was  reported  disabled,  15 
miles  off  Nantuckett,  Mar.  7,  was  later 
abandoned  and  reported  as  a  menace  to 
navigation.  The  officers  and  crew  were 
taken  off  by  the  s.s.  Pocahontas,  trans- 
ferred to  the  U.S.  destroyer  Dale  and 
taken  to  Newport,  R.I. 

The  U.S.  Shipping  Board  has,  it  was 
announced  in  Washington,  Mar.  4,  under 
consideration  the  appointment  of  a  Board 
of  Survey  to  pass  upon  all  questions  of 
repairing  cargo  ships  belonging  to  the 
government.  Under  the  proposed  plan, 
operators  and  managers  of  shipping 
board  vessels  would  submit  repair  jobs 
for  study  and  expert  advice  by  a  board 
of  competent  men. 

More  activity  in  shipbuilding  for  pri- 
vate enterprise  is  claimed  for  U.S.  ship- 
yards. Entirely  exclusive  of  tonnage 
building  for  the  shipping  board,  there 
are  263  ships,  aggregating  1,256,573 
gross  tons  in  hand  for  private  business 
interests.  The  government  will  complete 
its  programme  within  the  next  few 
months,  and  the  shipbuilding  plants  ex- 
pect to  remain  in  a  position  to  meet 
whatever  calls  may  be  made  upon  them. 
The  present  building  figure  attained  in 
the  United  States  is  slightly  under  the 
Britisli  production  of  1918  and  about 
75'7'c  of  the  output  of  British  yards  in 
1919.  The  tonnage  of  freight  being 
built  is  given  at  620,000  gross,  compar- 
ing with  588,000  tons  of  tankers.  The 
U.S.  Shipping  Board  is  in  possession  of 
about  13,000,000  d.w.  tons  of  ships,  the 
bulk  of  which  is  composed  of  cargo- 
carriers,  the  sale  of  which  at  low  terms 
is  being  urged  in  congress.  The  increase 
in  private  orders  for  freighters  may  be 
taken  to  indicate  that  the  industrial  and 
trading  enterprises  prefer  to  have  ships 
built  to  their  own  designs  rather  than 
wait  to  select  from  a  comparatively  few 
types  of  ready  made  ships. 


Lighthouse  Board  of  Canada. — Thos. 
Robb,  Manager  and  Secretary,  Shipping 
Federation  of  Canada,  has  been  appoint- 
ed a  member  of  this  board  to  represent 
the  Atlantic  division  and  take  the  place 
of  the  President  of  the  Shipping  Feder- 
ation. The  other  members  of  the  board 
are:  A.  Johnston,  Deputy  Minister  of 
Marine,  Chairman;  B.  H.  Fraser,  Chief 
Engineer,  Marine  Department;  J.  G.  Mac- 
phail.  Commissioner  of  Lights,  Marine 
Department;  V.  F.  W.  Forneret,  Super- 
intending Engineer,  River  St.  Lawrence 
Ship  Channel,  Marine  Department;  A.  E. 
Mathews,  President,  Dominion  Marine 
Association,  representing  the  inland 
division;  J.  W.  Troup,  Manager  British 
Columbia  Coast  Steamships,  C.P.R.,  rep- 
resenting the   Pacific  division. 


210  April,  1920. 

Proposed  Navigation  and  Power  Development  on  St.  Lawrence  River. 


The  qufxtion  of  the  ilvvflupmcnt  of 
naviKation  on  the  St.  I>awrt>nrc  River, 
by  the  provision  of  a  iliM-p  wntrrway  be- 
tween Montreal  an<l  Lake  Onlnrio,  and 
the  inridental  development  of  electric 
power,  which  ha.i  b«'en  (li»cunned  in  var- 
ious quartern  for  xevemi  years,  and 
which  ha»  been  referred  to  the  Interna- 
tional .Iiiint  Wnterway.t  Commission  for 
enquiry  and  report,  came  before  it  at  a 
meetinir  at  Ku(Talo,  N.Y.,  early  in  March. 
The  proposals  involve  the  ranalir-ation  of 
the  river  at  certain  point.-*,  and  the 
cIrodKinir  of  a  deep  channel  at  others,  to 
enable  ocean  Kointr  ve."sels  to  navigate 
with  .safety  through  to  Lake  Ontario, 
and.  on  the  completion  of  the  Welland 
Ship  ("anal,  throutrh  to  the  head  of  the 
lakes,  without  breaking  bulk,  and  also 
considerable  electric  power  development. 
The  scheme  has  strong  backinjr,  both  in 
Canada  and  the  United  States,  chiefly 
from  the  west,  while  many  interests  in 
the  cast  arc  either  opposed  to  the  plans, 
or  are  non-committal.  • 

At  different  times,  for  a  number  of 
years,  various  U.S.  companies  have 
soufrht  powers  to  enable  them  to  build 
dams  in  the  St.  Lawrence  River  to  de- 
velop electric  power,  but  all  such  pro- 
posals have  been  strenuously  opposed  by 
the  marine  interests,  backed  by  the  Do- 
minion Government,  on  the  ground  that 
they  would  interfere  with  the  free  and 
safe  navigation  of  the  river,  and  that 
navigation  interests  are  paramount.  In 
1918,  one  of  the  proposals  was  renewed, 
and  strongly  supported  by  the  U.S.  Gov- 
ernment, on  the  ground  that  the  power 
was  required  for  war  time  emergencies, 
and  by  agreement,  it  was  arranged  that 
such  construction  should  be  allowed, 
purely  as  a  war  measure,  but  nothing 
of  any  moment  was  done,  as  the  war  was 
concluded  before  any  large  construction 
could  be  carried  out.  The  experience 
pained  during  the  war,  as  to  the  restric- 
tions, and  the  posibilities  of  lake  to  ocean 
navigation,  no  doubt  caused  some  action 
on  the  part  of  both  governments,  and  in 
1919  they  co-operated  in  the  study  of  the 
St.  Lawrence  River,  above  Montreal,  W. 
.1.  Stewart,  Hydrographer,  Naval  Service 
Department,  representing  Canada,  and 
Col.  C.  Keller,  of  the  Corps  of  Engineers, 
representing  the  United  States.  As  a  re- 
sult of  their  work  the  two  governments 
wrote  the  International  Joint  Comission 
early   this   year   to   the   following  effect: 

The  Canadian  and  United  States  gov- 
ernments, under  the  provisions  of  the 
treaty  of  .Ian.  11,  1909,  between  the 
British  and  U.S.  Governments,  Article  9, 
herewith  refer  certain  questions,  as  set 
forth  below,  involving  the  beneficial  use 
of  the  waters  of  the  St.  Lawrence  River, 
between  .Montreal  and  Lake  Ontario,  in 
the  interests  of  both  countries,  and  in 
general,  the  rights,  obligations,  or  in- 
terests of  either  in  relation  to  the 
other,  or  to  the  inhabitants  of  the 
other  along  their  common  frontier. 
It  is  desired  that  the  said  ques- 
tions be  made  the  basis  on  an  investi- 
gation to  be  carried  out  by  the  Interna- 
tional Joint  Commission,  to  the  end  that 
the  commission  may  submit  a  report  to 
the  two  countries,  covering  the  .subject 
matter  of  this  reference,  together  with 
such  conclusions  and  recommendations 
as  may  be  considered  pertinent  in  the 
prumises.     The  questions  follow: 

What  further  improvement  in  the  St. 
Lawrence  River,  between  Montreal  and 
Ijtkc    Ontario,    is    neces.sary    to    make    it 


navigable  for  deep  draft  vessels  of  either 
the  lake  or  ocean-going  type;  what  draft 
of  water  io  recommentled;  and  what  is 
the   estimated  cost? 

In  answering  this  question  the  comis- 
sion is  requested  to  consider:  (a)  Navi- 
gation interests  alone,  whether  by  the 
construction  of  locks  and  dams  in  the 
river;  by  side  canals  with  the  necessary 
locks;  or  by  a  combination  of  the  two. 
(b)  The  combination  of  navigation  and 
power  interests  to  obtain  the  greatest 
beneficial  use  of  the  waters  of  the  river. 

Which  of  the  schemes  submitted  to 
the  government  or  other  engineers  is 
preferred  and  why? 

Under  what  general  method  of  pro- 
cedure and  in  what  general  order  shall 
the  various  physical  and  administrative 
features  of  the  improvement  be  carried 
out? 

Upon  what  basis  shall  the  capital  cost 
of  the  completed  improvement  be  appor- 
tioned to  each  country? 

Upon  what  basis  shall  the  costs  of 
operation  and  maintenance  be  apportion- 
ed to  each  country  ? 

What  method  of  control  is  recom- 
mended for  the  operation  of  the  im- 
proved waterway  to  secure  its  most  bene- 
ficial use? 

W'ill  regulating  Lake  Ontario  increase 
the  low  water  flow  in  the  St.  Lawrence 
Ship  Channel  below  Montreal,  and  if  so. 
to  what  extent  and  at  what  additional 
cost? 

To  what  extent  will  the  improvement 
develop  the  resources,  commerce  and  in- 
dustry  of  each  country  ? 

What  traffic,  both  coming  and  outgo- 
ing, in  kind  and  quantity,  is  likely  to  be 
carried  upon  the  proposed  route  both  at 
its  inception  and  in  the  futuye?  Con- 
sideration to  be  given  not  only  to  pres- 
ent conditions,  but  to  probable  changes 
therein  resulting  from  the  development 
of  industrial  activities  due  to  availability 
of  large  quantities  of  hydraulic  power? 

Pending  the  receipt  of  plans,  estimates 
and  other  engineering  data  necesary  for 
the  final  consideration  of  this  reference, 
the  commission  is  requested  to  hold  such 
public  hearings  as  may  be  considered 
necessary  or  advisable  in  order  to  obtain 
all  information  bearing,  directly  or  in- 
directly, on  the  physical,  commercial  and 
economic  feasibility  of  the  project  as  a 
whole. 

To  facilitate  the  preparation  of  the 
desired  report  each  government  will  from 
its  official  engineering  personnel,  appoint 
an  engineer  with  full  authority  to  con- 
fer with  a  similar  officer  of  the  other 
government  for  the  purpose,  first,  of  ac- 
quiring, each  in  his  own  countr>',  such 
data  as  may  be  found  necessary  to  sup- 
plement the  existing  engineering  data 
and  surveys,  and.  second,  of  preparing 
complete  outline  plans  for  and  estimates 
of  the  cost  of  the  proposed  improve- 
ment, including  the  value  of  all  prop- 
erty, easements,  damages  and  rights  con- 
nected therewith.  These  plans  and  esti- 
mates are  to  be  submitted  to  the  com- 
mission as  soon  as  practicable,  but  not 
later  than  one  year  from  the  date  of  ap- 
pointment, and  the  commission  is  rc- 
tiuested  to  forward  to  the  two  govern- 
ments it.s  final  report,  with  recommenda- 
tion, not  later  than  three  months  there- 
after. 

The  proposal,  upon  which  joint  action 
is  desired,  is  divided  into  two  parts,  the 
improvement  of  navigation,  and  the  de- 
velopment  of   electric   power.     From    the 


navigation  point  of  view,  there  in  no 
iloubt  whatever  that  the  development  of 
the  route  from  the  head  of  the  lakes  to 
.Montreal,  so  that  vessels  might  carry 
grain  direct  to  ocean  going  iihips  with- 
out breaking  bulk,  would  be  a  distinct 
advantage;  also,  the  power  development, 
which  might  be  carried  on,  incidentally, 
would  be  a  considerable  asset,  and  so 
long  as  this  can  be  achieved  without  in 
any  way  endangering  the  safe  navigation 
of  the  St.  Lawrence,  there  is  little  fear 
of  any  great  opposition.  The  interna- 
tional boundary  runs  from  the  com- 
mencement of  the  St.  Lawrence  at  Lake 
Ontario,  between  Wolfe  Island,  Ont.,  and 
Cape  Vincent,  N.Y..  to  Lake  St.  Francis, 
opposite  River  Beaudette,  Que.,  and  is 
under  the  International  Joint  Waterways 
Commission's  jurisdiction.  Any  opposi- 
tion which  has  developed  in  Canada  has 
been  aimed  solely  at  the  construction  of 
obstructions  in  the  river,  which  might 
have  a  tendency  to  obstruct  navigation, 
or  to  cause  any  decrease  in  the  water 
levels,  which,  at  certain  periods,  for 
many  years  past,  has  caused  difficulty. 
Opposition  to  the  proposals,  emanating 
from  the  U.S.,  are  of  an  entirely  differ- 
ent complexion,  and  appears  to  be  mainly 
due  to  the  geographical  fact  that  the 
Lower  St.  Lawrence,  the  only  outlet  to 
the  ocean,  is  within  Canadian  teritor>\ 
and  that,  if  carried  out,  the  project  would 
to  quote  an  U.S.  objection  "take  the  con- 
trol of  the  waterway  out  of  the  hands  . 
of  the  U.S.,  and  would  aid  Canada  far 
more  than  it  would  benefit  any  section 
of  the  U.S.,  for  it  might  divert  from  our 
own  metropolis  the  commerce  which  has 
long  been  the  bulwark  of  our  growth  and 
prosperity." 

The  chief  opposition,  so  far  as  the 
U.S.  is  concerned,  comes  from  New  York 
State,  it  being  claimed  that  the  Erie 
barge  canal  can  effectively  handle  the 
traffic  and  provides  an  efficient  and  eco- 
nomical means  of  dealing  with  the  freight 
situation,  between  the  Great  Lakes  and 
the  Atlantic,  at  New  York.  The  New- 
York  State  Legislature,  early  in  March, 
passed  a  resolution  condemning  the  pro- 
posals, as  being  inimical  to  the  state's 
interests,  as  well  as  to  those  of  the  U.S. 
generally,  and  urging  that  every  pos- 
sible influence  be  used  with  Congress  to 
vote  against  the  project.  The  western 
states,  as  a  whole,  are  heartily  in  ac- 
cord with  the  scheme,  and  are  making 
strong  representations  as  to  the  desir- 
ability of  pushing  forward  with  all  pos- 
sible speed,  so  that  the  west  may  be 
provided  with  cheaper  transportation  be- 
tween the  lakes  and  the  seaboard. 

The  Canadian  members  of  the  Com- 
mission, C.  A.  Magrath.  Vice  Chairman. 
H.  A.  Powell,  and  Sir  William  Hearst, 
took  considerable  part  in  the  geneial  dis- 
cussion at  the  Buffalo  hearing,  and  asked 
numerous  questions.  Among  Canadian 
interests  represented  at  the  hearing, 
were  the  Hydro  Electric  Power  Commis- 
sion of  Ontario.  Canadian  Deep  Water- 
way and  Power  .Association.  Toronto 
Harbor  Comission.  Dominion  Marine  As- 
sociation. Canada  Steamship  Lines.  To- 
ronto and  Hamilton  Boards  of  Trade,  and 
delegates  from  a  number  of  Ontario  mun- 
icipalities. 

The  scheme  provides  for  four  dams  as 
power  concentration  centers,  located  near 
.Morrisburg.  Cornwall,  at  the  foot  of 
Lake  St.  Francis,  and  below  the  Lachine 
Rapids.  The  two  first  named  would  be 
international,   as    between     Ontario    and 


April,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


211 


New  York,  and  the  latter  two  would  per- 
tain to  Quebec.  Associated  with  this 
power  development  scheme,  is  the  can- 
alization, the  dams  making  the  neces- 
sary deep  water  channel,  and  requirinir 
locks  of  equal  size  to  those  being  built 
in  the  new  Welland  Ship  Canal,  and  in 
addition,  a  new  canal  system  near  Mont- 
real. The  cost  of  the  canals  is  proposed 
to  be  apportioned  between  Canada  and 
the  U.S.,  the  question  as  to  whether  the 
latter  would  be  financially  responsible 
for  only  those  parts  of  the  scheme  with- 
in international  waters,  or  for  its  por- 
tion of  the  whole,  being  left  over.  The 
expense  of  the  scheme  is  variously  esti- 
mated at  from  $100,000,000  to  $300,000,- 
000. 

The  commission  intends  holding  sit- 
tings at  other  points,  commencing  May 
1,  to  discuss  the  proposals  from  various 
standpoints,  and  to  hear  evidence  from 
different  localities  affected. 

In  connection  with  this  scheme,  the 
following  extracts  from  the  address  of 
the  then  President  of  the  Canadian  So- 
ciety of  Civil  Engineers,  M.  J.  Butler, 
C.M.G.,  at  that  society's  annual  meeting 
early  in  1915,  is  of  interest.  "Wc  have 
as  a  nation  undertaken  the  task  of  forc- 
ing our  outlets  against  the  line  of  least 
resistance.  The  Atlantic  seaboard  is 
the  outlet  for  the  products  of  the 
prairies  situated  some  1,500  miles  in- 
land. Our  efforts  in  building  railways 
with  easy  curves  and  grades,  the  enlarge- 
ment of  our  canal  system  and  the  im- 
provement of  rivers,  and  particularly 
of  the  St.  Lawrence  route,  have  but  one 
object  of  putting  a  few  more  cents  a 
bushel  into  the  pockets  of  the  farmers. 
The  enlargement  of  the  Welland  Canal 
will  allow  the  larger  type  of  vessel  of 
300,000  bush,  capacity  to  pass  down  Lake 
Ontario  and  the  St.  Lawrence  River  to 
within  120  miles  of  Montreal.  Storage 
elevators  will  be  erected  at  or  near  Pres- 
cott,  and  1,000  ton  barges  will  be  towed 
through  the  present  canal  system  to 
Montreal.  Ultimately  the  larger  lake 
vessel  will  come  through  to  Montreal, 
as  it  is  quite  practicable  and  with- 
in the  resources  of  the  country  to 
convert  the  St.  Lawrence  into  slack 
water  navigation  by  the  building  of 
eight  dams  with  duplicate  locks,  and, 
as  an  incident,  develop  the  greatest 
water  power  in  the  world,  agregating 
over  4,000,000  h.p.,  eliminate  the  ice 
jams,  and  make  practicable  the  naviga- 
tion of  the  river  in  winter  by  the  aid  of 
powerful  icebreakers.  It  is  a  duty  which 
our  government  may  well  undertake  at 
the  earliest  possible  moment,  to  secure 
a  hydrographic  and  topographic  survey 
of  the  St.  Lawrence,  so  that  accurate  esti- 
mates of  cost  may  be  made  and  proper 
regulations  may  be  drawn  up,  so  to  regu- 
late proposed  power  developments  owned 
by  private  corporations  that  each  may 
be  brought  into  a  component  part  of  the 
completed  whole." 


Rescue  of  Lighthouse  Crews. — Sena- 
tor Boyer  enquired  in  the  Senate,  Mar. 
12,  what  was  the  cost  of  sending  a  seal- 
ing ship  from  Newfoundland  to  Labra- 
dor, to  rescue  the  crews  of  the  different 
lighthouses  in  Belle  Isle  Strait.  Sir  Jas. 
Lougheed  replied:  "Arrangements  were 
made  for  this  work  by  the  acting  Minis- 
ter of  Shipping,  St.  John's,  Nfld.,  at  the 
request  of  the  Dominion  Deputy  Minis- 
ter of  Marine.  Accounts  in  connection 
therewith  have  not  yet  come  to  hand.  I 
have  no  doubt  that  at  a  later  date  we 
shall  have  them."  The  question  was 
therefore  allowed  to  stand. 


Ice  Conditions  on  the  Great  Lakes. 

The  second  ice  report  of  the  season, 
compiled  by  the  regular  and  display  sta- 
tions of  the  U.S.  Department  of  Agricul- 
ture's Weather  Bureau,  and  the  Cana- 
dian Meteorological  Service,  issued  at 
Detroit,  Mar.  16,  states  that  an  ice  field 
extends  from  Duluth  to  Two  Harbors  in 
Lake  Superior,  and  beyond  this  open 
water  is  reported  along  the  north  shore 
to  beyond  Grand  Marais.  Ice  fields  are 
reported  from  Apostle  Island  eastward  to 
Whitefish  Bay.  There  had  been  some 
movement  in  the  fields  during  the  week. 

The  ice  conditions  in  St.  Marys 
River  are  about  the  same  as  the  previous 
week.  The  ice  is  very  heavy,  and  cover- 
ed with  snow.  In  Green  Bay  the  ice  fields 
are  unchanged.  In  Lake  Michigan  the 
winds  have  moved  the  fields  from  the 
west  shore  and  open  water  is  reported 
from  Kewaunee  south  to  Chicago,  while 
on  the  east  shore  the  fields  extend  be- 
yond vision  from  Michigan  City  to  the 
Straits  of  Mackinaw. 

In  Lake  Huron,  open  water  is  report- 
ed off  Detour,  with  ice  fields  stretching 
beyond  vision  from  Cheboygan,  south  to 
below  Thunder  Bay  Island,  and  open 
water  from  there  to  below  Harbor 
Beach,  and  extensive  fields  over  the 
southern  portion. 

St.  Clair  River  is  open  to  between 
Marysville  and  St.  Clair.  There  is  about 
five  miles  of  open  water  at  the  lower  end 
of  Lake  St.  Clair,  and  Detroit  River  is 
open  to  Lake  Erie. 

Considerable  open  water  is  reported 
over  the  western  portion  of  Lake  Erie 
to  just  west  of  Cleveland,  and  from  there 
east  to  Buffalo  fields  are  extensive,  but 
moving  with  the  winds.  In  Lake  On- 
tario the  fields  are  apparently  confined 
to  the  eastern  portion. 

In  comparison  with  last  season  there 
is  more  ice  in  all  of  the  lakes.  In  com- 
parison the  with  12-year  normal,  it  is 
3  in.  below  average  at  Duluth,  4  in. 
above  at  Sault  Ste.  Marie,  8  in.  at  the 
Straits,  and  11  in.  at  Escanaba. 

Port  Arthur,  Ont.,  press  dispatch.  Mar. 
21. — Ice  conditions  here  indicate  a  late 
opening  of  navigation.  Tugs,  which  were 
stationed  18  miles  out,  have  commenced 
breaking  a  channel  to  Port  Arthur,  and 
should  reach  here  by  April  1. 


House  of  Commons  Committee  on 
Marine  and  Fisheries. 


The  House  of  Commons  committee  on 
marine  and  fisheries  for  the  current  ses- 
sion, is  comprised  as  follows:  E.  K.  Spin- 
ney, M.P.  for  Yarmouth,  N.S.,  chairman, 
the  other  members  being  Messrs  Ballan- 
tyne.  Butts,  Caldwell,  Cardin,  Chisholm, 
Clark  (Bruce),  Clements,  Duff,  Fielding, 
Gauvreau,  Gladu,  Hartt,  Hay,  Lang, 
Leger,  Loggie,  Manion,  Martin,  Munson, 
Mcintosh,  McKenzie,  McQuarrie,  Nichol- 
son (Queens),  Papineau,  Pelletier,  Ro- 
well,  Sinclair  (Antigonish),  Sinclair 
(Queens,  P.E.I. ),  Stevens,  Trahan, 
Truax,  Tudhope,  Turgeon  and  Wigmore. 
There  are  55  members  of  the  committee 
and  the  quorum  is  10. 


Contracts    for    Marine    Public    Works. 

The  Dominion  Public  Works  Department 
has  let  the  following  contracts, — re- 
newal of  superstructure  of  part  of  the 
eastern  breakwater  at  Collingwood,  Ont., 
York  Construction  Co.  Feb.  27;  con- 
struction of  grain  conveyor,  St.  John, 
N.B.,  Grant  and  Home,  St.  John,  N.B.; 
overhauling  and  repairing  of  dredge 
Ajax,     British     Columbia     Marine,    Ltd. 


The  Vancouver  Drydock. 

As  announced  in  Canadian  Railway 
and  Marine  World  for  March,  the  Do- 
minion Government  is  entering  into  a 
contract  with  J.  Coughlan  &  Sons,  Ltd., 
under  the  Drydock  Subsidies  Act,  grant- 
ing aid  in  the  construction  of  a  drydock 
and  appurtenant  works  at  Vancouver. 
The  company  announces  that,  in  addition 
to  the  construction  of  a  graving  dock  on 
Burrard  Inlet,  it  intends  to  build 
large  marine  repair  shops,  and  a 
marine  railway  with  all  necessary  repair 
units.  The  entire  plant  will  not  be  com- 
pleted for  nearly  three  years,  but  it  is 
expected  that  the  marine  railway  and 
repair  shops  will  be  ready  for  operation 
about  15  months  from  the  commence- 
ment of  construction,  which  was  expect- 
ed to  start  during  March. 

The  drydock  plans,  which  have  been 
passed  by  the  government,  show  a  dock 
750  ft.  long  overall,  and  large  enough  to 
accommodate  any  ship  that  passes 
through  the  Panama  Canal.  It  is  so  de- 
signed regarding  width,  that  it  can 
be  extended  longitudinally  when  occa- 
sion requires,  sufficient  to  provide  a 
length  of  1,200  ft.  According  to  specifi- 
cations, the  length  of  the  dock  from  cais- 
son stop  to  dead  wall  will  be  725  ft.,  with 
an  inside  length  from  back  sill  to  dead 
wall  of  700  ft.  The  clear  width  at  the 
entrance  will  be  106  ft.  2'/3  in.  and  100 
ft.  at  the  bottom.  The  width  at  proper 
cope  level  will  be  119  ft.  with  100  ft. 
clear  from  altar  at  sill  level.  In  prepar- 
ing foundations  for  the  dock,  there  will 
be  an  excavation  of  approximately  114,- 
000  cu.  yd.  of  material,  of  which  over 
80,000  cu.  yd.  will  be  solid  rock. 

The  marine  railway  will  parallel  the 
graving  dock  and  will  have  a  lifting  ca- 
pacity of  3,500  tons,  sufficient  to  handle 
a  ship  of  8,800  d.w.  tons.  The  basin  of 
the  slipway  cradle  will  be  excavated  from 
sandstone,  with  a  length  of  750  ft.  and 
a  width  of  72  ft.  The  clear  deptn  for 
the  cradle  at  the  lower  end  will  oc  18  ft., 
and  the  cradle  will  operate  on  4  roller 
paths.  The  plant  equipment  will  include 
a  10  ton  locomotive  jib  crane,  a  number 
of  smaller  hoists,  and  a  12  ton  cylinder 
yard  locomotive  of  50  tons  capacity. 

C.  G.  S.  Simcoe. — The  Minister  of 
Marine  gave  the  following  information 
in  the  House  of  Commons,  Mar.  15,  in 
answer  to  questions  by  A.  T.  Leger,  M.P., 
for  Kent.,  N.  B.  The  C.  G.  S.  Simcoe 
was  built  at  Newcastle-on-Tyne,  Eng.,  in 
1909,  her  tonnage  being  gross  913.38,  net 
437.63.  She  last  underwent  overhauling 
and  repairs  in  Oct.,  1917,  was  a  fit  ship 
for  ocean  navigation,  was  a  seaworthy 
ship  for  the  purpose  which  she  was  put 
to,  and  was  lost  Dec.  7,  1917,  southwest 
of  Magdalen  Islands,  Gulf  of  St.  Law- 
rence. 

Freight  Rates  to  England. — It  was  an- 
nounced in  New  York,  Mar.  12,  that 
freight  rates  on  foodstuflTs  shipped  to 
England  on  British  ves.sels  had  been  in- 
creased 30c  per  100  lb.,  from  45  to  75c. 
As  the  British  Minister  of  Food  has  300,- 
000,000  lb.  of  pig  in  warehouses  in 
America,  the  increase  means  that  the 
English  public  will  be  obliged  to  pay 
$90,000,000  more  for  them  under  the  new 
shipping  rates. 

St.  Lawrence  River  Pilotage. — Both 
the  Dominion  Marine  Association  and  the 
Shipping  Federation  of  Canada  are  urg- 
ing the  Marine  Dopai'tment  to  abolish 
compulsory  payment  of  pilotage  dues 
on  the  St.  Lawrence,  but  no  decision  has 
been  announced. 


•2X2  CANADIAN  RAILWAY  AND  MARINE  WORLD 

General  ShiphuildinR  Matters  Throughout  Canada 


April.  1920. 


Hritish       Ministry      of      Shipping 
(Canada)  Winds  up  llusiness. 


Thr   Alma   ShipbuildinK   ( n..   I.ld.,   hait 
hirn  inr<irpi)rnlftl  iiiulrr  thr  New  Bninn- 
..iiii's  Art.  with  $24,000  nuth- 
.il  anil  otlU-c  lit  .Sussex.  N.  B., 
•  r   thi-   Mhiphuililinj:   busincsR. 
h.  rit.'forr   inrrii'd   on   hy   C  T.   White  & 
Son.  Ltd..  at  Almn.  N.  B..  toKothcr  with 
all  stock  in  trndr.  ninchiniT>'.  equipment, 
ctr.    The   company    has    power   to   build, 
own.  navigate  and  deal  in  steam  and  oth- 
er ships  and   to  carry   on   business   as  a 
common  carrier.     The  incorporators  are: 
M.  C.  White.  II.  H.  Keid.  Sussex.  N.  B.; 
J.  A.  Cleveland,  Almn.  N.  B. 

The  CollinKwood  .ShipbuildinK  Co.  held 
its  annual  meeting  at  Collingwood,  Ont., 
Mar.  .'i.  The  directors  for  this  year  an- 
as follows:  II.  B.  Smith.  Owen  Sound. 
Ont..  President;  J.  W.  Norcross  and  R. 
M.  Wolvin.  Montreal.  Vice  Presidents; 
J.  S.  Leitch.  Collinirwofxl.  Manapinp: 
Director;  S.  Dyment,  Barrie.  Ont.;  H.  W. 
Cowan  and  F.  S.  Izard.  Montreal.  Alex 
McDouRal.  Duluth.  Minn.,  was  not  a 
candidate  for  re-election,  his  place  on  the 
board  being  taken  by  J.  S.  Leitch.  form- 
erly General  Manager. 

J.  CouRhlan  and  Sons.  Vancouver.  B. 
C  which  organized  its  shipbuilding  de- 
partment in  li»17.  have  built  120.400  d.w. 
tons  of  steel  ships,  each  of  8.800  d.w. 
tons.  Ten  of  these  were  for  the  British 
Government,  ordered  through  the  Im- 
perial Munitions  Board.  The  firm  has 
also  built  four  steel  steamships  of  8,100 
d.w.  tons  each  for  Canadian  Government 
Merchant  Marine,  Ltd..  and  is  still  ac- 
tive on  additional  orders,  which  will  keep 
the  yards  busy  for  some  time.  The  first 
ship  built  was  the  s.s.  Alaska,  which  was 
under  construction  for  Norwegian  inter- 
ests at  the  outbreak  of  war,  and  which 
was  eventually  taken  over  on  behalf  of 
the  British  Government  and  delivered  to 
owner  in  June,  1918.  The  business  has  re- 
cently been  re-organized  as  a  joint  stock 
company  under  the  title  J.  Coughlan  and 
Sons.  Ltd. 

Foundation  Co.  of  British  Columbia, 
Victoria. — Reports  as  to  the  future  of 
this  company's  shipbuilding  yards  at 
Victoria  arc  conflicting.  It  was  stated 
originally  that  the  negotiations  which 
has  been  proceeding  for  some  time  be- 
tween a  representative  of  French  inter- 
ests and  the  company  for  the  leasing  of 
the  yards  to  undertake  the  building  of  a 
large  number  of  wooden  steamships  for 
French  registry,  have  been  broken  off. 
and  that  the  company  had  given  instruc- 
tions for  the  dismantling  of  the  plant, 
which  was  stated  to  be  proceeding.  A 
Victoria  press  dispatch  of  March  11. 
states  that  Capt.  E.  V.  .\rgon.  who  is 
conducting  negotiations  for  the  French 
interests,  had  stated  that  he  was  going 
ahead  with  the  programme  and  expected 
to  make  a  definite  nnni)uncement  shortly 
as  to  the  close  of  the  negotiations,  and 
that  he  was  awaiting  the  arrival  of  a 
French  official,  when  he  expected  the  ne- 
gotiations would  be  successfully  conclud- 
ed. It  is  stated  that  the  French  pro- 
gramme covers  the  building  of  40  wood- 
en steamships  of  a  similar  type  to  those 
built  for  the  British  Government  under 
orders  from  the  Imperial  Munitions 
Board,  and  that  this  would  necessitate 
the  employment  of  about  2..">00  men.  It 
is  said  that  the  lease  would  be  arranged 
for  two  years,  with  the  option  of  renew- 
al, and  that  should  the  negotiations  be 
successful,  the  Dominion  Ciovcmmcnt  is 
willing  to  lease  accommodation  at  Ogden 
Point  for  outfitting  the  ships. 


The  B.  t  .  .MinisUT  of  Kiiiume  i.-  re- 
ported to  have  stated  at  Victoria.  Mar. 
12.  that  a  written  application  was  made 
ffir  a  lease  of  the  portion  of  the  Song- 
hees  Indian  reserve  occupied  by  the 
Foundation  Co.'s  yard,  by  Capt.  E.  V. 
.\rgon,  acting  for  French  interests,  and 
he  was  infornu<l  that  the  Foundation 
Co.'s  lease  had  not  expired,  and  had  not 
been  terminated,  but  that  upon  receipt 
by  the  government  of  .satisfactory  assur- 
ance when  he  was  in  a  positicm  to  carry 
out  his  shipbuilding  programnie.  the 
government  would  take  up  the'  question 
of  terminating  the  Foundation  Co.'s 
lease  and  entering  into  a  new  lease  with 
him.  The  Minister  also  stated  that  there 
were  two  other  applications  under  the 
government's  consideration  for  portions 
of  the  same  area. 

National  Shipbuilding  Corporation. 
Three  Rivers  Shipyards.  Ltd..  Division. 
Three  Rivers.  Que.,  as  reported  in  our 
Feb.  issue  is  building  10  freight  steam- 
ships for  French  interests.  Two  of 
these,  of  approximately  300  ft.  long,  are 
said  to  have  been  ordered  by  La  Societc 
Maritime  F'rancaise.  and  four,  of  .310  ft. 
long,  by  La  Societe  dc  Gerance  et  d'.^r- 
mancnt. 

Nova  Scotia  Shipbuilding  and  Trans- 
portation Co.,  Liverpool.  N.S..  launched 
the  schooner  Manuata  March  6.  for  fish- 
ing service.  Her  dimensions  are.  length 
138  ft.,  breadth  26  ft.,  depth  of  hold  11',^ 
ft.  The  company  is  building  two  other 
similar  vessels  for  summer  delivery. 

The  Nova  Scotia  Steel  &  Coal  Co.  has 
received  an  order  for  a  steel  exploring 
yacht,  builder's  yard  No.  9,  for  The  Baron 
Bliss,  Bahamas.  B.  W.  I.  It  will  be  137 
ft.  between  perpendiculars.  28  "i  ft. 
moulded  depth,  and  will  be  driven  by  two 
250  h.p.  Vickers-Petters  semi-Diesel  oil 
engines.  All  the  auxiliaries  will  be  elec- 
trically driven,  including  anchor  wind- 
lass, and  capstan. 

The  company  is  building  a  ship, 
builder's  yard  No.  10.  for  its  own  ac- 
count, to  be  delivered  in  the  early  spring 
of  1921.  It  will  be  exactly  the  same  as 
the  s.s.  Canadian  Sealer,  already  built 
for  Canadian  Government  Merchant  Ma- 
rine. Ltd..  approximately  2.800  d.w.  tons. 
and  the  two  others  under  contract  from 
the  Marine  Department,  viz:  Canadian 
Miner,  now  being  built,  and  another  one 
not  yet  named. 

Tidewater  Shipbuilders.  L«d.,  Three 
Rivers.  Que.  D.  C.  McKean.  heretofore 
General  Superintendent,  National  Shij)- 
building  Corporation.  Three  Rivers, 
has  been  appointed  Manager.  Tidew.itcr 
Shipbuilders,  Ltd..  vice  Robt.  Duguid. 

Victoria  (B.C.)  Shipowners,  Ltd.. 
which  was  incorporated  recently  under 
the  British  Columbia  Companies  Act. 
with  ?r>00.000  authorizoil  capital  and  of- 
fice at  Victoria,  has  for  its  main  object 
the  building  and  operating  of  four  wood- 
en auxiliary  powered  schooners  which 
are  being  built  at  the  Cholbcrg  Ship 
Co.'s  yard,  at  Victoria,  under  special  aid 
granted  by  the  Dominion  Government 
details  of  "which  have  been  outlined  in 
previous  issues.  The  directors  arc:  .1. 
W.  Spencer,  C.  Hoard.  J.  O.  Cameron.  W. 
Meed.  F.  B.  Pemberton.  Capt.  H.  C.  Han- 
sen and  Capt.  M.  D.  Harbord. 

Wallace  Shipyards.  Ltd..  North  Van- 
couver, H.  ('..  has  received  from  the  Do- 
minion Public  Works  Department  a  con- 
tract for  overhauling  and  repairing  the 
dredge  Fruhling  (P.W.D.  No.  303)  at 
schedule  of  prices. 


The  Britmh  .Ministry  of  Shipping 
(Canada)  ceased  its  control  of  Canadian 
I'Xport  shipping  Mar.  31.  and  all  corre*- 
pimdence  relating  to  its  affairs  is  now 
addressed  to  E.  M.  Raebum.  Director 
General.  British  .Ministr>-  of  Shipping. 
ICiTt  Broadway.  New  York.  During  its 
existence  the  ministry  practically  con- 
trolled the  export  trade  of  Canada,  both 
inland  and  overseas,  and  this  was  car- 
ried on  with  practically  no  friction  be- 
tween shippers  and  carriers,  and  with  a 
minimum  of  disturbance  of  the  general 
business  of  the  country.  The  following 
figures  show  the  number  of  ships  clearer! 
from  Canadian  ports  and  Portland.  Me., 
between  Aug.  25.  1914.  and  Dec.  31. 
1919,  during  the  ministry's  control: 

1914  _ 40    tnkiuporU 

1915 _ — m 

1916  S62 

1917 7»7  tniupoTta  and  frei«hur» 

1918 875 

1919  »7S 

During  that  period  the  tonnage  ex- 
ported from  Canada  exceeded  16.000.000 
tons  of  munitions,  war  material  and 
supplies  covering  shipments  inland  as 
well  as  overseas. 

A  report  of  the  British  Government's 
select  committee  on  national  expenditure 
in  a  white  paper  issued  Jan.  5.  pays  tri- 
bute to  the  effective  and  economical  ad- 
ministration of  the  affairs  of  the  Min- 
istry of  Shipping,  not  only  in  the  United 
Kingdom  but  in  the  various  outports  to 
which  the  shipping  control  was  extended. 
At  the  outbreak  of  war.  it  was  con- 
sidered desirable  that  the  overseas  trans- 
port should  be  placed  in  the  hands  of  a 
competent  organization  under  control  of 
the  Dominion  Government,  working  in 
conjunction  with  the  Imperial  Govern- 
ment, and  for  this  purpose  the  C.P.R. 
loaned  A.  H.  Harris,  its  Special  Traffic 
Representative  to  the  government,  and 
he  was  appointed  Director  of  Overseas 
Transport.  This  continued  until  Sept. 
5.  1918.  when  a  change  was  made,  and 
the  staff  hitherto  under  the  Dominion 
Government,  was  transferred  to  the  Im- 
perial Government,  the  organization  be- 
ing known  as  the  British  Ministry  of 
Shipping  (Canada)  with  headquarters  at 
Montreal,  and  consisting  of  the  follow- 
ing: Director  General.  Sir  Arthur  Harris; 
Deputy  Director  General.  W.  T.  Mar- 
low;  Accountant.  G.  Wood.  Ships'  Move- 
ments and  Bunkers.  Capt.  D.  Green- 
shields;  Technical  Department,  F.  Sidg- 
wick;  Ocean  Transports  and  Timber. 
W.  A.  Wainwright;  Ocean  Liner  Depart- 
ment. G.  D.  Robinson;  Superintendent 
Inland  Transportation.  D.  O.  Wood;  As- 
sistant Superintendent  Inland  Transport- 
ation. J.  A.  Glassford;  all  of  whom  were 
then  in  C.P.R.  service  and  loaned  to  the 
government. 

Although     the     world's     tonnage     of 

ocean  passenger  steamships  is  now 
greater  than  at  the  outbreak  of  war  in 
1914.  and  is  increasing  more  rapidly 
than  at  any  former  period  in  maritime 
history,  the  losses  of  trans-oceanic  pas- 
senger ships  have  not  yet  been  made 
good  by  new  construction. 

Comeau  Navigation  Co.  Ltd,  has  been 
incorporated  under  the  Dominion  Com- 
panies Act.  with  $20,000  authorized  cap- 
ital and  office  at  Montreal,  to  own  and 
operate  steam  and  other  ships,  aero- 
planes, etc.,  for  the  carriage  of  passen- 
gers, mail  and  general  merchandise.  The 
incorporators  are:  S.  H.  R.  Bush,  B.  Rob- 
inson. C.  F.  McCaffrey.  G.  R.  Leblanc 
and  T.  C.  Travers.  Montreal. 


April,  1920. 


213 


Mainly  About  Marine  People. 


Capt.  R.  C.  Brown,  master  of  the  An- 
chor-Donaldson Line  s.s.  Cassandra,  has 
been  appointed  by  the  Montreal  Board  of 
Trade  as  port  warden  for  Montreal,  vice, 
D.  Stewart,,  deceased.  He  has  been  in 
the  Anchor-Donaldson  Line's  Canadian 
service  for  the  past  22  years,  15  of  which 
have  been  spent  as  master  of  the  s.s. 
Cassandra. 

Duncan  D'Eyncourt  Cooper,  whose 
appointment  as  General  Agent,  Import 
and  Export,  Canada  Steamship  Lines, 
Ltd.,  Toronto,  was  announced  in  our  last 
issue,  was  born  at  Buffalo,  N.  Y.,  July 
8,  1862,  and  entered  transportation  ser- 
vice in  Sept.,  1881,  since  when  he  has 
been,  to  1882,  freight  clerk,  G.T.R.,  Mont- 
real; 1882  to  1884,  freight  clerk,  G.T.R., 
Toronto;  1884  to  1885,  chief  clerk  to  Dis- 
trict Freight  Agent,  G.T.R.,  Toronto;  1885 
to  1889,  City  Freight  Agent,  G.T.R.,  Mont- 
real, 1889,  to  the  closing  of  U.S.  railway 
offices  in  Canada  by  the  U.S.  Railroad 
Administration  in  1917,  Canadian  Freight 
Agent,  Lehigh  Valley  Rd.,  Toronto;  July 
1919  to  March  1,  1920,  Agent,  Export 
and  Import  Traffic,  Canada  Steamship 
Lines,  Ltd.,  Toronto. 

Capt.  S.  J.  Corson,  a  well  known  Great 
Lakes  mariner,  and  during  1919  master 
of  the  Great  Lakes  Transportation  Co.'s 
s.s.  Major,  died  at  Toronto,  Mar.  8,  as 
a  result  of  injuries  through  falling  on  a 
slippery  sidewalk  there.  He  was  buried 
at  Collingwood,  Ont. 

E.  L.  Cousins,  General  Manager  and 
Chief  Engineer,  Toronto  Harbor  Com- 
mission, is  expected  to  return,  about  the 
end  of  April,  from  Europe,  where  he  is 
investigating  harbor  facilities  at  many 
of  the  principal  ports. 

D.  W.  Crow,  who  died  at  Chatham, 
Ont.,  March  8,  aged  90,  claimed  to  have 
built  the  first  steamboat,  the  Owen,  on 
the  River  Thames  there,  in  1883.  This 
boat  was  used  to  lay  the  first  telephone 
cable  between  the  mainland  and  Pelee 
Island. 

Mrs.  Davie,  wife  of  G.  T.  Davie,  of 
the  Davie  Shipbuilding  and  Repairing 
Co.,  Levis,  Que.,  died  at  Quebec,  Que., 
recently. 

Alfred  R.  Dean,  whose  appointment  as 
Travelling  Passenger  Agent,  Canadian 
Pacific  Ocean  Services,  Ltd.,  Chicago, 
111.,  was  announced  in  our  last  issue,  was 
born  at  Springfield,  Utah,  Mar.  2,  1895, 
and  entered  transportation  service  June 
16,  1914,  since  when  he  has  been,  to  Feb. 
13,  1916,  stenographer  and  ticket  stock 
clerk,  Pennsylvania  Rd.;  Feb.  14,  1916, 
to  April  9,  1917,  ticket  agent  Central 
Pacific  Ry.;  April  10,  1917,  to  Jan.  1, 
1918,  stenographer  and  rate  clerk,  Min- 
neapolis, St.  Paul  and  Sault  Ste.  Marie 
Ry.;  Jan.  2  to  June  10,  1918,  rate  clerk, 
Chicago  and  Northwestern  Ry.,  all  at 
Chicago,  111.;  June  13  to  Dec.  15,  1918, 
in  U.  S.  Navy;  Dec.  10,  1918,  to  March 
31,  1919,  rate  clerk,  Chicago,  and  North- 
western Ry.,  Chicago  111.;  April  1,  1919, 
to  Feb.  27  1920,  clerk  and  chief  clerk, 
Canadian  Pacific  Ocean  Services,  Ltd., 
Chicago. 

W.  A.  Duff,  who  died  at  Montreal  re- 
cently, aged  46,  was  a  brother  of  M. 
McD.  Duff,  Manager,  Great  Lakes 
Steamships  Service,  C.  P.  R.,  Montreal. 

Sir  E.  Mackay  Edgar,  who  is  taking 
an  active  part  in  the  revival  of  commer- 
cial shipbuilding  in  Great  Britain, 
through  the  recent  amalgamation  of  sev- 
eral of  the  larger  shipbuilding  compan- 
ies there,  under  the  title  of  the  North- 


umberland Shipbuilding  Co.,  with  a  capi- 
tal of  £7,000,000,  was  born  at  Montreal 
in  1876  and  educated  there,  and  was,  for 
some  time,  engaged  in  the  office  of  Sena- 
tor Robt.  Mackay.  He  removed  to  Lon- 
don, Eng.,  in  1908,  and  entered  the  firm 
of  Sperling  &  Co.,  bankers,  etc. 

B.  C.  Keeley  has  been  appointed  Gen- 
eral Agent,  Canadian  Government  Mer- 
chant Marine,  Ltd.,  at  Vancouver,  B.  C. 

Herbert  P.  Heywood,  who  has  been  ap- 
pointed Engineer  of  Sewers  and  Drain- 
age, Toronto  Harbor  Commission,  was 
born  in  Lincoln,  Eng.,  in  1889,  and  edu- 
cated there.  He  came  to  Canada  in 
1911,  and  was  engaged  as  engineer  in 
charge  of  construction  of  divisional 
buildings  at  Regina,  Sask.,  for  Canadian 
Northern  Ry.,  and  on  the  completion  of 
that  work,  was  Assistant  Engineer  Main- 
tenance of  Way;  and  draftsman  on  mas- 
onry structures.  Bridge  Engineer's  of- 
fice, C.  N.  R.,  Winnipeg,  to  1913,  and 
from  1913  to  1916,  he  was  engaged  on 
road  and  bridge  work  for  the  Manitoba 


Government,  and  as  concrete  inspector 
for  the  Greater  Winnipeg  Water  Dis- 
trict. He  enlisted  in  1916,  and  went  ov- 
erseas July  4,  as  sergeant  in  the  3d  Can- 
adian Railway  Troops,  and  until  Mar. 
28,  1919,  was  in  France,  engaged  in 
building  light  and  standard  gauge  rail- 
ways. 

C.  H.  Nicholson,  Manager,  Grand 
Trunk  Pacific  Coast  Steamship  Co.,  Van- 
couver, B.  C,  has  been  elected  President 
Vancouver  Golf  and  Country  Club. 

J.  W.  Norcross,  President  and  Manag- 
ing Director,  Canada  Steamship  Lines; 
President,  Halifax  Shipyards;  and  a 
Director  of  Canadian  Viekers;  and  R.  M. 
Wolvin,  President,  Montreal  Transporta- 
tion Co.,  and  Vice  President,  Halifax 
Shipyards;  are  directors  of  Chase  Trac- 
tor Corporation,  Ltd.,  organized  recently 
to  take  over  the  tractor  business  end  of 
the    Chase    Motor   Truck    Co.,    Syracuse, 


N.  Y.,  with  the  world's  patent  rights 
and  good  will,  and  which  has  established 
a  plant  in  Toronto. 

Wm.  Phillips,  heretofore  Representa- 
tive, Cunard  Line  Steamships,  and  a  di- 
rector of  the  Robt.  Reford  Co.,  Montreal, 
has  been  appointed  European  Manager, 
Canadian  National  Rys.  and  Canadian 
Government  Merchant  Marine  Ltd.,  with 
office  at  Orient  House,  London,  Eng.  He 
left  Canada  Mar.  19  and  sailed  from  New 
York  on  the  s.s.  Mauretania  Mar.  20,  to 
take  over  his  new  duties.  Biographical 
information  about  him  is  given  under 
"Mainly  About  Railway  People"  on  an- 
other page  of  this  issue. 

John  Franklin  Pierce,  whose  appoint- 
ment as  Passenger  Traffic  Manager,  Can- 
ada Steamship  Lines,  Ltd.,  Montreal,  was 
announced  in  our  last  issue,  was  born  at 
Chatham,  Ont.,  Sept.  6,  1877,  and  en- 
tered transportation  service,  Oct.  14, 
1896,  since  when  he  has  been,  to  Oct. 
1904,  clerk,  Richelieu  and  Ontario  Navi- 
gation Co.,  Montreal;  Oct.  1904  to  Oct. 
1910,  chief  clerk,  same  company,  Mont- 
real; 1910  to  1912,  Travelling  Passenger 
Agent,  same  company,  Boston,  Mass.; 
1912  to  1913,  District  Passenger  Agent, 
same  company,  Boston,  Mass.;  1913  to 
Dec.  1,  1914,  Assistant  General  Passen- 
ger Agent,  and  General  Baggage  Agent, 
Canada  Steamship  Lines,  Ltd.,  Montreal; 
Dec.  1,  1914  to  April  1916,  General  Pas- 
senger Agent  and  General  Baggage 
Agent,  same  company,  Montreal;  April 
1916  to  April  23,  1917,  Assistant  Passen- 
ger Traffic  Manager,  same  company, 
Montreal;  April  23,  1917,  to  Mar.  1,  1920, 
.'Vssistant  Traffic  Manager,  Prescott  and 
east,  same  company,  Montreal. 

Thomas  Robb,  Manager,  Shipping  Fed- 
eration of  Canada,  has  been  appointed  a 
member  of  the  Lighthouse  Board  of  Can- 
ada, representing  the  shipping  interests 
in  the  Atlantic  division. 

Major  William  George  Swan,  D.S.O., 
B.A.Sc,  C.E.  who  was  appointed  Chief 
Engineer,  Vancouver  Harbor  Commis- 
sion, Vancouver,  B.  C,  recently,  was 
born  at  Kincardine,  Ont.,  Sept.  27,  1884, 
and  was  educated  at  the  public  and  high 
schools  there  and  Toronto  University.  He 
entered  transportation  service  in  1904 
with  the  Canadian  Northern  Ry.  and 
acted  consecutively  as  transit  man.  Resi- 
dent Engineer,  Bridge  Engineei',  Divi- 
sion Engineer,  Terminal  Engineer,  and 
District  Engineer.  He  was  for  three 
terms  an  instructor  in  Toronto  Univer- 
sity Engineering  Faculty.  He  served  in 
France  during  the  war  for  27  months  as 
Major,  2nd  Battalion,  Canadian  Railway 
Troops,  and  later  as  Light  Railways  and 
Tramways  Engineer  for  the  2nd  British 
Army.  He  was  mentioned  in  dispatches 
twice  and  has  received  the  Distinguished 
Service  Order  and  the  French  Croix  de 
Guerre. 


Cost  of  Ship  Coal  in  the  United  King- 
dom— London,  Eng.,  press  dispatch.  Mar. 
8. — Freight  rates  on  ocean  shipping  from 
England  would  be  increased  at  least 
50%  by  a  movement  now  in  progress 
in  order  to  meet  the  high  cost  of  bunk- 
er coal  here.  Coal  in  the  port  of  London 
this  week  will  cost  155  shillings  a  ton, 
compared  with  15  to  18  shillings  before 
the  war.  This  coal  can  be  secured  by 
industrial  plants  in  the  United  Kingdom 
for  40  shillings  a  ton.  So  heavy  is 
the  cost  of  coal  that  some  owners  assert 
they  may  have  to  seriously  consider  the 
cjuestion  of  laying  up  their  ships. 


214 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


April.  1920. 


Il:ilir:i\    (Iravini;     Dock     Kxpmpri- 
iition. 


Ttii  S.  riiiti-  on  Miir.  fi,  on  niiitmn  of 
•  I  nti  iirilrr  fnr  all 
,  ilocumonts,  I'tr.. 
hi  i)f  Ihf  Ktivi-rn- 
iiii'iit  ami  ullur  inr.'-im.M  rt'trnrditik'  tht- 
cxproprintion  of  thi-  iirojHTty  at  Hali- 
fax of  the  Halifax  (IrnvinK  Diu-k  ("o.. 
and  tlii<  trnnsfrr  of  Hnnu-  to  Halifax 
Shipyards,  Ltd.;  for  all  i-orn-sponclcnce. 
rt'port*.  rti'.,  in  ronnoction  with  order  in 
council,  r.6.  of  Jan.  16.  1918.  and  of  1291, 
of  May  27.  fJlH. 

Senator  I)enni.H  has  Kiven  notice  that 
on  April  fi,  he  will  enquire  of  the  grov- 
emniont  a»  follows: 

Ha.i  the  povemnient  taken  possession 
of  the  property  of  the  Halifax  Gravinfr 
Dock   Co.,   Ltd.? 

If  .so,  on  what  date,  and  was  it  by 
lease,  tender,  purchase,  expropriation,  or 
hy  order  in  council  under  the  War  Meas- 
ures Act? 

Has  any  sum  been  paid  for  or  on  ac- 
count of  the  property,  and  if  so  how 
much  and  on  what  date  or  dates? 

Is  the  Halifax  (rravini;  dock  and  ad- 
junct ship  repairinp  plant  beinR  oper- 
ated hy  any  department  of  the  govern- 
ment ?  If  so,  for  how  long  has  it  been 
so   operated  ? 

If  not  now  operated  as  a  public  work 
by   the  government,   has   it  been   rented, 


nolil,  loaninl.  or  Kiven  to  a  private  com- 
pany ? 

If  HO  la)  on  what  date,  (b)  on  what 
teniix  and  conditionii,  and  (c)  for  what 
|H-riod  ? 

The  name  of  the  private  company  (<■ 
which  the  Halifax  Rrnvinj;  dock  properly 
has  been  so  Iranxferred.  itn  cupitalirji- 
tion,  and  the  names  of  its  din-i-tors. 

How  much,  if  unythinK,  has  been  paid 
to  Mar.  1,  1020,  by  said  private  com- 
pany on  account  of  the  rental,  or  pur- 
chase, or  for  the  use  of  raid  irravinf;  dock 
property? 

The  amount  paid  by  the  (rovemment 
to  the  Halifax  (iravintr  no<-k  Co.  for  its 
property  at  Halifax,  taken  possession  of 
by  the  jrovernnient,  and  if  nothinc,  th<- 
reason  for  withholdinK  payment;  and 
has  any  effort  been  made,  and  if  so.  what, 
to  effect  an  amicable  settlement  with  the 
Halifax  Gravinjc  Dock  Co.? 

The  number  of  square  feet  of  land  and 
land  covered  with  water  taken  by  the 
government  from  the  Halifax  Gravintr 
Dock  Co.  on  (or  in  connection  with) 
which  the  dock  and  plant  was  located. 

Was  any  land,  and  land  covered  with 
water,  aditional  to  that  taken  from  the 
Halifax  Graving  Dock  Co.,  sold,  leased, 
or  given  to  Halifax  Shipyards,  Ltd.?  If 
so  (a)  how  many  square  feet,  (b)  was 
it  acquired  by  purchase  or  expropriation, 
(c)  what  was  the  cost  thereof  to  the  gov- 
ernment, and  (d)  if  sold  or  leased  to 
Halifax  Shipyards,  at  what  price? 

Has  the  government  expended  any 
money  upon  the  property  taken  from  the 


Halifax  Graving  Dock  Co.,  or  upon  any 
land  or  other  [irojM-rty  acquired  in  con- 
nection therewith,  since  its  acquisition? 
If  so,  state  the  amount  so  expended  and 
the  nature  of  the  work  done. 

Has  the  government  been  aske<l  to 
make  any  further  expenditures  in  this 
<<innection ?  If  so,  how  much,  and  does 
it  propose  to  do  so? 

Is  the  government  to  be  fully  reim- 
bursed for  all  its  expenditures  for  the 
Halifax  graving  dfx-k  property  and  in 
connection  therewith  by  Halifax  Ship- 
yards, Ltd.,  and  if  not  all,  what  propor- 
tion and  upon  what  conditions;  and 
whether  or  not  any  deferred  payments 
carry  interest  charges? 


.Sure  Proof  of  the  Aberdeen  llnat. 


Donald  and  Sandy  were  standing  on 
the  seashore  watching  the  steamboats 
passing  to  and  fro,  when  Sandy  remark- 
ed: "There  goes  the  Aberdeen  boat. 
Donald." 

"It's  no  the  Aberdeen  boat,"  replied 
Donald. 

"It   is,"  asserted   Sandy. 

"I  suppose  you  think  because  it's 
painted  grey  and  going  north  it  must  be 
the   Aberdeen   boat?    vouschafed   Donald. 

"I  know  it's  the  Aberdeen  boat,"  said 
Sandy. 

Then  Donald  sarcastically  queried: 
"And  how  do  you  know?" 

"Because  there's  no  gulls  followin'  it," 
quoth  Sandy. 


Vessels  Registered  in  Canada  During  December,  1919. 


In  coznpUinff  the  foUowins  lists  of  vessels  resiBtered,  steamboats  snd  motor  boats,  operated  by  entrtnes  of  less  than   10  n.h.p.,  are  eliminated,  as  also 
are  sailinir  vessels  of  less  than  100  tons  register. 

STEAM. 


Port  of  Res<«try 


Where  and  when  bnUt 


1   I  ii  »i  ¥i 


141S4T     Canadian  Aviator*.. 
141489     Canadian  Ranrher*. 

141581     Canadian  Sealer* 

1414ti»     Canadian  Settler*.... 
141481     Canadian  Spinner*. 

nd  I>onald Halifax.   N.S. 


North   Vancouver.    B.C...1919 

.Three  Rivera.   Que 1919 

.Trenton.   N.S 1919 

Three  Rivers.   Que 1919 

Montreal     1919 

-Shad   Bay.  N.S 1919 


ille  III Yarmouth.    N.S Metetrhan   Riv 


381.0  46.7  23.2  3388 

331.6  46.8  23.3  3661 
270.0  88.2  17.9  1766 
831.3  46.8  22.9  3648 
400.0  62.4  28.6  5404 

183.7  31.3  18.9  848 
N.S 1919   96.0  23.0  8.7  125 


2057 
2159 
1044 


Owncn  or  "««''«f<«^  owaan 


141486     Canadian  Adventurer*  Montreal    Port   Arthur,    Ont 1919     2S1.S     48.9     20.3     2069     1201        113  Sc. 


138466    John  Hunsader Sault  Stc.  Marie,  Ont.Stunieon   Bay.   Wis 1910      96.0     26.0     12.4       231 

113379     Monmouth* Montreal    Middlesbrough,    EnK 1900 

121219     Virsinian* "  GlasRow.    Scotland    1905 

*Ei|uipped     with     wirelcaa.  fTurbines 


235  Sc. 
2S1  Sc. 
116  Sc. 
231  Sc. 
266  Sc. 
80  Sc. 
18  Sc. 


Bayside  Steamship  Co.,  Halifax.  N.S. 
Valley    Steam    Ship    Co..    Granville 
Kero-.    N.S. 
66  Sc.     Spaniah      River      Pulp      and      Paper 
Mils.   Ltd..   Sault  Ste.   Marie.  Ont- 
I       286  Sc.     C.P.R.  Co..  Montreal. 
12.000   Sc.t  Allan  Line  Steamship  Co.,  Glasrow, 
Scotland. 


Port  of  Bacistry 


Where  and  when  bnllt 


Owner  or  Manadng  Owner. 


14lr,20 
141234 
14ir>48 


87 185 

111552 
14URM 
141573 
141414 
UI257 

1,1S655 


1<1«2I 
14IM9 


Aleaia „_........_Lunenbarx.    N.S.    — 

Annabel  Cameron Picton,    N.S _ 

Cutty  Sark _ St   John,   N.B 

Edward  A,  Cohan ...Parrsboro.    N.S 

Barbara  Macdonald.Charlottetown.    P.E.I. 

C.S.T Vancouver,    B.C 

DnuKlas  E.  Parks Ijl    Have.    N.S 

E.  P.  Thcriault Weymouth.    N.S 

Elsie  II LunenburR.     N.S 

Frrd  F.  Farmer Montreal 

Germain  L Qoebee     

Rraneo Vaneonver.    B.C „_ 

CrltTnlp ..._ "  ■• 

I.lttle  PHncm* La    Have,    N.S 

Maid  nf  Envland Weymouth,    N.S 

Kuby  and  Dorothy. ...Lanenburir.    N.S 

W   L.  Mackentie 

Kinir Yarmouth.   N.S 

W'llhsm  Mel.. 

Konlen Plctou.    N.S 

Hiram  D.  Mart.ean..Parr>l>oro.   N.S 

M.W.W.  No.  V Vancouver,    B.C.    - 


11. i 


.A:hr...XanenbarK.  N.S ~..191»  126.6    27.0     10.( 

"     ..New   Glasiow.   N.S _.1919  156.7     84.5     13.( 

■■     ..St.   John.   N.B _l»U  181.6     36.0     13.: 

..     ••     ..Reilnn.   N.B 1919  171.2 

..     •■      .  Canliitan.    P.E.I 1919  96.1 

..Scow. ..Vancouver.    B.C ~ „1»12  80.1 

..8chr....Ea.t   Ln    Have.   N.S 1919  122.6 

"      ..Bellivrau's    Cove.    N.S 1919  140.0 

,.     ••      ..Essex.    Mass 1910  106.6 

..Barve.Champlain.    N.Y „1892  96.6 

.Schr...Ste.   Anne  des   MonU,   Que....l919  96.3 

..Bante.GlanKnw,    Scotland    1888  275.0 

.Scow...WinBlow.    Wash _ ..1917  100.0 

.Schr     .DnyiprinK.   N.S ...1919  122.4 

.Rktn....Gro«se>   Co<|ues.   N.S -.1919  174.7 

..Schr....Conquerall   Itank.  N.S -1919  120.6 

■■      ..Wedireport,    N.S 1919  107.0 

.     "      ..PUKWash.    N.S ...1919  125.6 

••      ..Economy.    N.S 1919  152.0 

.Scaw...New   Westminster.    B.C 1919  96.2 


37.4 
2S.5 
80.0 
27.3 
82.2 


32.2 
27.0 
S7.fi 
26.0 

26.6 

30.3 


174     112      R.    Knickle.   M.O.,   LuncnburK.  N.S. 
506     458     W.  and  C.  McNeil,  J.O..  New  Glas- 

(row,   N.S. 
686     609     New     Brunswick     Shipbuildins     Co.. 
St.   John.    N.B. 
H.  Solcry.  Toronto. 
A.    Msrdunsld.    Csnliican.    P.E.I. 
.   J.   Thicke.   Vancouver.    B.C. 

Park«.  M.O..  L«  Have,  N.S. 


ISO  664  597 

'.'.S  164  162 

«..'.  13.1  133 

10.6  178  136 

ll..'>  403  369 


137 


S.O  131  114 

9.3  145  14.'. 

19.9  2114  2114 

9.8  271  271 

10.9  229  199 

13.0  751  696 

11.2  194  160 

10.9  147  147 

11.4  865  336 


Theriault     Shipbuilding     Co..      Belll- 

v.-«u'.   Cove.   N.S. 
W.  C.  Smith  *  Co..  Lunenbunr.  N.S. 
Richelieu    Transportation    Co..    Mont- 

G.     I^^lerc.     M.O..     Ste.     Anne     des 

MonU.   Que. 
Coastwise  Steamship  and   Barve  Co.. 

Vancouver.   B.C. 

F.    Gray.    Iji    Have.    N.S. 
F.    K.    Warren.    Halifax.   N.S. 
L.  Inkpen.   Burin.  Nfld. 

R.  E.  LeBIanc.  Wedceport.  N.S. 

Cumlierland  Shipbuilding  Co..  Pus- 
wash.    N.S. 

U.  C.   MacKay.  et   al.  Economy.   N.S. 

McNeil.  Welch  *  Wil...n.  Vancou- 
ver.   B.C. 


April,  1920, 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


215 


Atlantic  and  Pacific  Ocean. 

The  New  Zealand  Shipping  Co.'s  s.s. 
Durham,  which  was  to  have  sailed  from 
West  St.  John,  N.  B.,  for  Australasian 
ports,  was  withdrawn  and  replaced  by 
the  s.s.  Somerset,  which  sailed  Mar.  20. 

The  British  s.s.  Tewkesbury,  bound 
from  Hampton  Roads  to  England,  ran 
ashore  about  4  miles  northwest  of  Cape 
Pine,  Nfld.,  and  was  reported  to  have 
broken  up  shortly  after  striking.  The 
crew  took  to  the  boats  and  were  saved. 

The  French  s.s.  Mont  Cervin,  which 
arrived  at  Vancouver,  B.  C,  with  5,000 
tons  of  sugar  from  Cuba,  returned  with 
a  cargo  of  2,000,000  ft.  of  spruce,  said 
to  be  the  first  cargo  of  lumber  sent  from 
British  Columbia  to  Cuba  for  a  number 
of  years. 

The  U.  S.  Shipping  Board's  s.s.  Elli- 
thorpe  reported  disabled  and  drifting  to- 
wards the  rocks  at  Sable  Island,  Mar.  7, 
eventually  weathered  the  storm  and 
cleared  the  reef.  She  was  later  picked 
up  by  the  s.s.  Maplemore,  when  she  re- 
ported she  had  lost  her  propeller. 

A  Liverpool,  Eng.,  dispatch  states  that 
a  further  surcharge  of  13  \/Z%  in  pas- 
senger fares  has  been  decided  on  by 
Korth  Atlantic  steamship  companies, 
making  the  increase  in  the  cost  of  a 
voyage  between  Great  Britain  and  North 
America,  33  \/2''r  since  July  1919. 

The  Portuguese  s.s.  Albatross,  which 
sailed  from  Halifax,  N.  S.,  Mar.  8,  for 
Portugal,  was  reported  ashore.  Mar.  9, 
near  Egg  Island,  28  miles  east  of  Hali- 
fax, where  she  is  reported  as  a  total  loss. 
In  abandoning  the  ship,  two  of  the  crew 
lost  their  lives,  the  remaining  eight  suf- 
fering severely  from  exposure. 

The  Gulf  of  St.  LawTence  Shipping 
and  Trading  Co.  is  making  arrangements 
for  operating  2  steamships  on  the  route 
between  Montreal  and  St.  John's,  Nfld., 
and  another  steamship  between  Montreal 
and  Prince  Edward  Island,  during  the 
forthcoming  St.  Lawrence  navigation 
season. 

The  Nippon  Yusen  Kaisha  is  reported 
to  be  ai-ranging  to  built  60  freight 
steamships  within  the  next  few  years  for 
its  trans-Pacific  and  European  services, 
and  it  is  stated  that  7  passenger  steam- 
ships, of  approximately  20,000  tons  each 
ami  a  speed  of  20  knots  an  hour,  will  be 
built  for  the  service  between  Japan, 
China,  Victoria,  B.  C,  and  Seattle,  Wash. 

Canadian  Pacific  Ocean  Services,  Ltd., 
has  transferred  the  s.s.  Virginian  from 
the  British  register  to  the  Canadian  re- 
gister. She  was  built  at  Glasgow,  Scot- 
land, in  1905,  and  is  sci'ew  driven  by  tur- 
bines of  12,000  i.h.p.  Her  dimensions 
are:  Length  520.4  ft.;  breadth  60.3  ft.; 
depth  30  ft.;  tonnage  10,757  gross, 
6,827  registered.  It  is  probable  that  some 
of  the  company's  other  vessels  will  be 
similarly  transferred. 

The  Donald  Steamship  Co.,  Ltd.,  of 
Montreal,  is  reported  to  have  ordered  2 
steel  steamships  of  about  8,000  tons  ca- 
pacity each  for  fruit  and  passenger  trade 
between  New  York  and  the  West  Indies, 
with  the  Todd  Shipyard  Corporation, 
Brooklyn,  N.Y.  The  keel  of  the  first 
ship  was  reported  to  have  been  laid  Mar. 
10,  and  it  is  stated,  that  both  ships  will 
be  oil  burners,  with  a  speed  of  14  knots 
an  hour.  C.  I.  de  Sola  and  W.  R.  Eakins, 
Montreal,  are  directors  of  the  Donald 
Steamship  Co.,  and  McLean  Kennedy  & 
Co.,  Montreal,  are  agents. 

The  Isthmian   Steamship  Lines  is   op- 


erating a  freight  sei-vice  between  New 
York,  Vancouver,  B.  C,  and  United  King- 
dom ports,  via  the  Panama  Canal.  The 
first  sailing  was  with  the  s.s.  Steelmak- 
er, from  New  York,  Feb.  3,  and  after 
discharging  cargo  at  Vancouver,  she  sail- 
ed for  the  United  Kingdom  about  the 
middle  of  March,  on  a  ti'amp  voyage, 
the  ports  of  call  depending  on  the  cargo 
offering.  The  s.s.  Steel  Voyager  sailed 
from  New  York,  Feb.  23,  for  Vancouver, 
with  the  intention  of  returning  to  New 
York,  thus  maintaining  one  service  be- 
tween New  York  and  Vancouver,  and 
another  service  between  New  York,  Van- 
couver and  United  Kingdom   ports. 


Maritime  Provinces  and  Newfound- 
land. 


The  Dominion  Public  Works  Depart- 
ment received  tenders  Mar.  23,  for  an 
extension  to  the  wharf  at  Sober  Island, 
Halifax  county,  N.  S. 

The  s.s.  Bessie  M.  Dugan,  owned  in 
Boston,  Mass.,  is  reported  to  have  been 
sold  to  Newfoundland  parties  for  service 
in  that  Dominion.  It  is  stated  that  she 
is  to  be  completely  rebuilt,  and  refitted, 
and  that  she  will  be  ready  for  service  in 
the  spring. 

Eastern  Steamship  Lines,  Ltd.,  an- 
nounces the  resumption  of  its  service 
between  St.  John,  N.  B.,  and  Maine  and 
Boston  ports,  April  1.  The  service  was 
suspended  early  in  January,  so  that  the 
ships  engaged  might  be  converted  into 
oil   burners. 

The  Dominion  Government  s.s  Mont- 
calm, which  had  a  lot  of  heavy  ice  navi- 
gation in  the  Gulf  of  St.  Lawrence,  dur- 
ing the  winter,  in  breaking  the  way  for 
the  Canadian  Government  Merchant  Ma- 
rine's s.s.  Canadian  Spinner,  and  in  tak- 
ing supplies  to  the  Magdalen  Islands, 
was  ordered,  during  March,  to  cruise 
along  the  Nova  Scotia  coast,  break  up 
ice  at  the  entrances  to  small  harbors,  and 
visit  the  buoys  in  the  Bay  of  Fundy. 

The  Dominion  Coal  Co.'s  s.s.  Cape  Bre- 
ton was  wrecked  in  the  ice  at  Scatari  Is- 
land, Mar.  7.  She  sailed  from  Halifax, 
Mar.  5,  encountered  heavy  ice  and  was 
blowni  ashore,  after  being  completely  dis- 
abled. The  crew  landed  without  difficul- 
ty and  proceeded  to  Louisburg.  She  was 
built  at  Hylton,  Eng.,  in  1890,  and  was 
screw  driven  by  engine  of  160  n.h.p.  Her 
dimensions  were:  length  258  ft.;  breadth 
37  ft.;  depth  16.8  ft.;  tonnage  1,764  gross, 
1,109  registered. 


Province  of  Quebec. 


The  Lachine  Canal  was  emptied  Mar. 
25,  for  the  usual  overhaul  and  repairs. 
It  is  expected  that  it  will  be  reopened  for 
traffic  about  April  15. 

The  Dominion  Public  Works  Depart- 
ment will  receive  tenders  to  Apr.  7,  for 
a  license  to  operate  a  ferry  across  the 
Ottawa  River  between  Sand  Point,  Ont., 
and  Norway  Bay,  Que. 

Capt.  Donaldson,  Quebec,  is  reported 
to  have  ordered  from  Davie  Shipbuilding 
and  Repairing  Co.,  Lauzon,  a  steel 
steamboat  90  ft.  long  overall,  for  service 
on  Lake  St.  John,  between  Peribonka  and 
Roberval. 

The  Gulf  of  St.  Lawrence  Shipping  and 
Trading  Co.'s  s.s.  Labrador  arrived  at 
Quebec,  from  Murray  Bay,  Mar.  10,  and 
sailed  again  on  Mar.  17,  for  Seven 
Islands.  She  is  reported  to  have  had 
some  difficulty  in  navigating,  on  account 
of  ice,  the  section  between  Murray  Bay 


and   Quebec   being  considered   the   worst 
part  of  the  river    during  winter. 

The  Central  Railway  of  Canada's  s.s. 
Emi)ress  was  offered  for  sale  by  tender 
Mar.  31,  under  an  order  of  the  Exchequer 
Court  of  Canada  in  the  matter  of  the 
City  Safe  Deposit  and  Agency  Co.  vs. 
Central  Ry.  Co.  of  Canada.  The  s.s.  Em- 
press was  built  at  Ottawa  in  1873,  origi- 
nally named  Peerless,  and  was  rebuilt  at 
Montreal  in  1886.  Her  dimensions  are: 
length  185.3  ft.,  breadth  27.6  ft.,  depth 
8.1  it.,  tonnage  678  gross,  372  registered. 
She  has  an  iron  hull,  and  is  paddle  wheel 
driven  by  engine  of  152  h.p.  She  was 
owned  formerly  by  the  Ottawa  River 
Navigation  Co.,  and  last  year  was  oper- 
ated by  the  Central  Ry.  of  Canada,  be- 
tween Montreal  and  Carillon.  She  has 
capacity  for  about  800  passengers,  is 
said  to  be  in  good  condition,  and  is  lying 
in  the  basin  near  the  first  lock  of  the 
Lachine  canal. 


Ontario  and  the  Great  Lakes. 

The  Western  Navigation  Co.,  Fort  Wil- 
liam, Ont.,  advises  us  that  it  does  not 
intend  operating  any  steamships  on  the 
Great  Lakes  this  year. 

The  Keystone  Transportation  Co.  will 
operate  its  steamships  Keybell,  Keynor, 
Keyport  and  Keywest  in  the  lake  trade 
during  the  forthcoming  season.  Its  s.s. 
Keyvive  is  at  present  engaged  in  the 
West  Indies  trade. 

Passenger  fares  on  the  ferry  boats  be- 
tween Windsor  and  Detroit  were  raised 
Mar.  1,  round  trip  tickets  being  now  10c, 
and  strip  tickets  7  for  25c.  Rates  on 
motor  cars,  trucks,  etc.,  are  arranged  on 
a  sliding  scale. 

The  American  Transit  Co.,  Sarnia, 
Ont,  which  operated  the  s.s.  Frank  B. 
Stevens  in  1919,  in  connection  with  the 
('leveland-Sarnia  Sawmills  Co.,  Ltd.,  of 
which  it  is  a  subsidiary,  does  not  propose 
to  operate  the  ship  this  year,  and  is  of- 
fering it  for  sale. 

The  Dominion  Transportation  Co., 
Sault  Ste.  Marie,  Ont.,  purposes  operat- 
ing its  steamships,  Caribou  and  Manitou 
this  year,  between  Sault  Ste.  Marie  and 
Owen  Sound,  and  Sault  Ste.  Marie  and 
Michipicoten.  J.  J.  Noble  is  Superintend- 
ent at  Sault  Ste.  Marie,  and  G.  D.  Stew- 
art is  agent  at  Owen  Sound. 

The  U.S.  Lake  Survey  reports  the 
stages  of  the  Great  Lakes  in  feet  above 
mean  sea  level  for  February  as  follows: 
Superior  601.91;  Michigan  and  Huron 
579.95;  St.  Clair  573.41;  Erie  570.80;  On- 
tario 245.01.  Compared  with  the  aver- 
age stages  for  the  past  10  years,  Su- 
perior was  0.09  ft.  above;  Michigan  and 
Huron  0.01  ft.  above;  Erie  0.80  ft.  be- 
low;  Ontario  0.47  ft.  below. 

The  oil  tank  steamship  G.  R.  Crowe, 
owTied  by  the  Montezuma  Transportation 
Co.,  Toronto,  and  operating  between  New 
York  and  Tampico,  was  reported  dis- 
abled in  the  Gulf  of  Mexico,  Mar.  21,  and 
was  towed  into  Mobile,  Ala.,  for  repairs. 
She  was  owned  formerly  by  the  St.  Law- 
rence and  Chicago  Steam  Navigation 
Co.,  Toronto. 

The  Collingwood  Steamship  Co.'s  s.s 
City  of  Meaford  has  been  dismantled,  and 
her  register  closed.  She  was  rebuilt  at 
Meaford,  Ont.,  in  1906,  was  originally 
named  Seaman,  and  was  owned  by 
Pearks  Bros.,  Meaford,  when  she  was 
acquired  by  her  later  owners,  in  1917, 
for  service  between  Collingwood  and 
Sault  Ste.  Marie.  Her  hull  is  of  oak,  and 
she  has  the  following  dimensions,  length 


216 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


April.  1920. 


in  ft  Ift,.    cU-pth    Kft.    runs.; 

tonmi  •.  2'2:i  roirlHtorpd. 

I  ,.  »    I  M,,       which    runn 

llnmiltnn 

'   nn  acriH'- 

1...         , :.. .  ..,1  I"  tho   Iliim- 

liton  i'nrk!*  Hcmni.  .Miir.  17,  fur  pormi.i- 
mon  to  inrrciisc  nihilt  return  fBri-H  from 
15c  to  20o  for  11120.  unci  2fic  for  1921. 
Iravinir  chilclr<>n*!i  farfH  of  lOr  un- 
changed. The  comuBny  rlnimnl  thnt  it.s 
opcmtinir  co«t  hnil  ri.ion  by  l.^O';  dur- 
inir  tho  past  few  ycnrs.  nnd  thnt  the  rv- 
ccipt.<  for  last  year  were  $2,000  less 
than  the  oxponse.s.  but  pormi.Hsion  to 
makp  an  incronsc  was  refused. 

Tho  «.?.  Chicora,  owned  formerly  by 
Canada  Steamship  Line."".  Ltd..  and  sold 
recently  in  Toronto,  after  hnvinjr  .sunk  at 
her  berth  there,  and  hnvintr  been  raised, 
will,  it  is  said,  be  operate*!  durinjf  the 
forthcominK  season,  by  the  Niatrara 
Ferry  and  Transportation  Co.,  and  the 
Erie  Beach  Amusements,  Ltd.,  between 
Buffalo,  N.Y.,  and  Fort  Erie,  Ont.  She 
is  at  present  fitrurinp  in  an  action  at  To- 
ronto, to  settle  her  ownership,  one  of  the 
parties  disputing  the  ownership  beinp 
stated  to  be  an  alien,  and  therefore  in- 
capable, lefrally,  of  owninfr  a  British  rejr- 
istered  vessel. 

Canada  Steamship  Lines'  s.s.  H.  M. 
Pellatt  has  been  sold  to  Belgian  parties. 
She  was  built  at  Glasprow,  Scotland  in 
190.1,  of  steel,  her  dimensions  beinp, 
Icnfrth  2.39ft.,  breadth  3Tft.,  depth  24ft.; 
tonnafre,  1,591  srross.  1.0.38  registered. 
She  is  equipped  with  triple  expansion 
enfrines,  with  cylinders  21.  35  and  57  in. 
diar.,  by  36in.  stroke,  1,250  i.h.p.  at  83 
r.p.m..  supplied  with  steam  by  2  Scotch 
boilers,  each  13'-2ft.  diar.  by  lOH  ft. 
lonp  at  180  lb.  She  was  built  origin- 
ally for  the  Canadian  Lake  &  Ocean  Nav- 
igation Co.,  and  eventually  passed  to  the 
Merchants  Mutual  Line,  Ltd.,  Toronto, 
and  thence  to  Canada  Steamship  Lines, 
Ltd. 

The  Toronto  Ferry  Co.  has  applied  to 
Toronto  City  Council  for  permission  to 
increase  its  fares  from  10c  to  15c.  It  is 
the  intention  that  residents  on  the  island 
and  children  travel  at  the  old  fare,  and 
that  combination  tickets,  including  ad- 
mission to  baseball  Kames  be  issued  at 
the  old  price  of  50c  plus  war  tax.  A  sim- 
ilar application  was  made  in  1919  and 
was  refused.  It  is  said  that  increased 
cost  of  fuel  and  labor  have  added  $1,S.000 
a  year  to  the  operating  cost,  and  that 
there  has  been  a  considerable  expendi- 
ture for  new  equipment  and  repairs.  The 
company  is  reported  to  have  stated 
that  if  the  increase  is  refused,  it  will  be 
compelled  to  reduce  its  service  to  the 
lowest  limit  permitted  by  the  city's  by- 
law. 

An  order  in  council  has  been  passed 
making  regulations  for  the  ferry  ser^'ice 
across  the  St.  Clair  River,  between  Som- 
bra,  Ont.,  and  Marine  City,  Mich.,  pro- 
viding that  boats  to  be  used  for  passen- 
gers must  not  be  less  than  24  ft.  long,  6 
ft.  beam,  for  automobiles  34  ft.  long,  11 
ft.  beam,  and  that  during  the  season 
when  ice  is  in  the  river,  2  rowbnats,  reg- 
istered and  inspected  by  the  Dominion 
Inspector  of  Steamboats  are  to  be  used. 
The  fares  are  fixed  for  adulUi  in  sum- 
mer at  l.V  one  way  and  return  the  same 
day,  and  25c  in  winter;  children  10c  re- 
turn, tickets,  H  trips  for  (1.  automobiles 
$1  a  trip,  trucks  $1.50  light,  $2..50  load- 
ed. A  license  will  be  granted  for  10 
years  on  an  annual  payment  of  $1. 

Canadian  Maritime  Co.'s  s.s.  .1.  II. 
Plummcr,    registered    at    Montreal,    has 


l>een  .lold  to  Itelgian  parties.  She  was 
built  at  Newrniitle  upon  Tyne,  Eng.,  in 
litOS.  of  st4>el.  her  dimensions  being, 
length  24f.ft..  breadth  37ft.,  depth  24ft.; 
t<mnage.  1,582  gross.  992  registered.  She 
is  equippe<l  with  triple  expansion  en- 
gines with  cylinders  20'^.  33  and  54  in. 
iliar.  by  3fiin.  stroke,  1,250  i.h.p.  at  SI 
r.p.m.,  and  supplied  with  steam  by  2 
Scotch  boilers  each  13'iift.  diar.  by  lO'i 
ft.  long  at  IKO  lb.  She  was  built  origin- 
ally for  Canadian  Ijike  and  Ocean  Navi- 
gation Co.,  Toronto,  and  later  passed  to 
the  Merchants  .Mutual  Line,  Lt<l.,  under 
the  management  of  Canada  Steamship 
Lines,  Ltd. 

Lake  Porta  Navigation  Co.,  Ltd.,  Sar- 
nia.  has  bought  the  s.s.  Conestoga  from 
the  Crosby  Transportation  Co..  of  Mil- 
waukee, Wis.,  and  has  transferred  her  to 
the  Canadian  register.  She  was  built  at 
Cleveland,  Ohio,  in  1878,  of  oak,  her 
dimensions  being,  length  252  ft.,  breadth 
.36ft.,  depth  2Gft.  3in.;  tonnage.  1,726 
gross,  1,562  registered.  She  was  origin- 
ally named  Susquehanna,  and  is  of  the 
awning  or  hurricane  deck  type  of  ship, 
with  steel  arches,  steam  pump  wells,  the 
hull  divided  by  a  single  watertight  bulk- 
head, and  equipped  with  electric  light- 
ing. The  propelling  machinery  consists 
of  a  Steeple  compound  engine  with  cylin- 
ders 17  and  34in.  diar.  by  32in.  stroke, 
supplied  with  steam  by  a  firebox  boiler 
9ft.  diar.  by  16  ft.  long  at  90  lb. 

The  Webster  Steamship  Co.'s  s.s. 
Marian  W.  was  practically  destroyed  by 
fire  at  the  Louise  Basin,  Quebec,  Mar.  6. 
Her  estimated  value  was  $60,000,  which 
is  partly  covered  by  insurance.  She  was 
built  at  Mount  Clemens,  Mich.,  in  1890, 
and  was  originally  named  Byron  Whi- 
taker.  Her  hull  was  of  oak.  and  she  was 
built  with  diagonal  strapping  on  frame, 
steel  boiler  house,  steam  pump  wells  and 
bow  sheathed  for  navigation  in  ice.  Her 
dimensions  were. — length  b.p..  220  ft., 
breadth  moulded  38  ft.,  depth  moulded  21 
ft.,  tonnage  1,539  gross,  959  net.  She 
was  equipped  with  fore  and  aft  com- 
pound engine,  with  cylinders  24  and  46 
in.  diar.,  by  40  in.  stroke,  750  h.p.,  at  90 
r.p.m.,  and  supplied  with  steam  by  a 
Scotch  boiler  12  x  12  ft.  at  130  lb.  She 
was  owned  formerly  in  Chicago,  111.,  and 
was  bought  a  few  years  ago  by  F.  E. 
Hall  &  Co.,  Montreal,  and  subsequently 
sold  to  L.  C.  Webster,  President.  Web- 
ster Steamship  Co. 


flirector*  who  muni  bo  shareholderii,  and 
l>e  eU-cted  at  each  annual  meeting  for  one 
year;  meetings  to  be  held  at  the  place  to 
l>o  determined  by  the  diroctom.  and  direc- 
tors as  such  are  not  tn  bo  paid  any  stated 
."um  for  their  scr^•ices.  "rhc  head  office 
is  at  Boston,  Mass.,  S.  St.  J.  Morgan  be- 
ing President,  and  .1.  C.  Bassett,  Secre- 
tary. 


Manitoba,  Saskatchewan  and 
Alberta. 

The  Hudson's  Bay  Co.'s  paddle  wheel 
steamboat  Athabasca  River,  which  was 
built  at  Athabasca  Landing,  Alta.,  in 
1912,  has  been  dismantled  and  le-rcgis- 
terecl  as  a  scow.  Her  dimensions  art, 
length  136ft.,  breadth  28ft.,  depth  3.6  ft.; 
tonnage,  341  registered. 

The  Manitoba  Gypsum  Co.'s  steamboat 
Mar\'yl,  registered  at  Winnipeg  has  been 
dismantled,  re-registered  as  a  barge  and 
sold  to  Northern  Fish  Co.,  Selkirk,  Man. 
She  was  built  at  The  Landing,  .Man.,  in 
1905,  and  was  screw  driven  by  engine 
of  27  h.p.  Her  dimensions  arc:  length 
120  ft.,  breadth  26  ft.,  depth  8  ft.;  ton- 
nage 225,  registered. 

The  Ijjmson  and  Hubbard  Canadian 
Co.,  which  operates  in  northern  waters, 
and  which  purchased  the  assets  of  the 
Peace  River  Trading  Co.  recently,  has 
made  a  number  of  amendments  to  its  by- 
law, respecting  directors,  etc..  providing 
that  the  business  shall  be  managed  by  11 


Briti-sh  Columbia  and  Pacific  Coast. 


Preparations  arc  being  made  at  Vic- 
toria. B.C.,  for  tho  opening  of  the  whal- 
ing season  about  the  middle  of  April.  It 
is  anticipated  that  8  ships  will  open  the 
season.  3  operating  from  Kyuquot,  3 
from  Rose  Harbor,  and  2  from  Nadcn 
Harbor. 

The  C.  P.  R.  is,  we  are  officially  ad- 
vised, looking  into  the  question  of  build- 
ing an  additional  steamship  for  its  Brit- 
ish Columbia  coast  service,  somewhat 
larger  than  its  s.s.  Princess  Alice,  and 
with  a  dead  weight  cargo  capacity  of 
about  1.000  tons. 

The  Grand  Trunk  Pacific  Ry.  has  com- 
pleted plans  for  considerable  wharf  ex- 
tension at  Prince  Rupert.  The  new  dock 
will  be  860  ft.  long.  173  ft.  wide,  with 
travelling  cranes  and  2  elevators.  A 
two-story  freight  shed.  820  ft.  long, 
with  25.000  tons  storage  capacity,  will 
also  be  built. 

A  Vancouver  press  dispatch  states  that 
word  has  been  received  there  from  St. 
Paul.  Minn.,  that  the  negotiations  be- 
tween the  Vancouver  Harbor  Commission 
and  the  Great  Northern  Ry..  for  the  pur- 
chase of  water  frontage  on  Burrard  Inlet 
for  the  site  of  the  projected  Dominion 
Government  pier,  have  been  concluded. 

It  was  stated  in  Canadian  Railway  & 
Marine  World  for  March,  that  the  s.s. 
Nouvelle  Ecosse,  the  last  of  the  wooden 
steamships  to  be  built  for  the  French 
Government,  by  the  Foundation  Co.  of 
British  Columbia,  arrived  at  Eraser  Riv- 
er mills  early  in  February,  to  load  lum- 
ber for  Europe,  and  that  the  dispatching 
of  the  steamships  from  British  Colum- 
bia had  been  handled  by  Edward  White 
&  Sons,  Victoria,  the  rule  to  be  followed 
that  they  called  at  Queenstown,  Ireland, 
for  orders,  and  after  unloading  at  a  Brit- 
ish port,  proceed  to  Brest.  France.  C. 
Gardner  Johnson  &  Co.,  ship  brokers  and 
general  agents,  Vancouver,  write  us  the 
following  correction,  "Our  firm,  with 
agents  at  Victoria,  E.  White  &  Co.,  ap- 
pointed by  us,  were  the  sole  agents  for 
the  French  High  Commission,  and  hand- 
led the  40  steamships  built  by  thtm  in 
British  Columbia,  of  which  the  Nouvelle 
Ecosse  was  one  and  the  last  to  sail.  We 
really  liandled  41  for  them,  for  the  s.s. 
General  Pau,  though  built  on  the  U.  S. 
side,  returned  from  sea  on  her  first  voy- 
age with  boiler  trouble,  and  had  new 
boilers  built  in  Vaucouver,  to  replace  the 
ones  taken  out." 


Port  Colborne  Elevator. — The  Do- 
minion Marine  Association,  a  deputation 
from  which  waited  on  the  Railways  & 
Canals  Department,  OtUwa.  recently,  is 
much  disappointed  to  learn  that  the  Do- 
minion Government  grain  elevator  at 
Port  Colborne,  Ont..  is  not  likely  to  have 
it.s  trans-shipping  facilities  restored  and 
in  operation  before  June  1  at  the  earliest. 
It  was  hoped,  some  little  time  ago.  that 
trans-shipment  would  be  possible  at  the 
opening  of  navigation  and  a  good  deal 
of  storage  available. 


April,  1920. 


217 


Shipping  Federation  of  Canada's  Annual  Report. 


Canadian  Railway  and  Marine  World 
for  March  contained  some  particulars  of 
the  Shipping  Federation  of  Canada's  an- 
nual meeting,  since  which  we  have  been 
supplied  with  a  copy  of  the  President''; 
report,  which  was  signed  by  Jno.  Tor- 
rance, who  was  unable  to  be  present  ow- 
ing to  illness.  Following  are  extracts 
from  it: 

Navigation  opened  up  much  earlier 
than  usual  in  1919,  the  first  arrival  from 
the  sea  being  the  s.s.  War  Redcap,  on 
April  22,  while  the  last  seagoing  vessel 
to  depart  was  the  Elder  Dempster  liner 
Bassa,  for  South  African  ports,  on  De- 
cember 10.  The  total  number  of  sea- 
going ships  to  arrive  at  the  port  was 
786,  with  a  tonnage  of  2.179,280, 
compared  with  674  ships  of  1,933,482  for 
1918.  The  trans-Atlantic  trade  showed 
a  good  increase,  numbering  702  ships 
against  644  for  1918,  while  the  coasting 
trade  also  showed  some  recovery,  but  is 
still  far  below  the  standard  of  pre-war 
days.  Strikes  in  the  United  Kingdom 
at  times  greatly  interfered  with  the  sail- 
ing of  ships  from  this  side. 

Shipping  conditions  at  the  port  may 
be  described  as  good  all  through  the  sea- 
son; there  was  a  plentiful  supply  of 
freight  offering,  and  also  a  good  supply 
of  labor  available.  Passenger  traffic,  al- 
though restricted  through  the  shortage 
of  passenger  ships,  was  very  brisk,  both 
on  the  east  and  westbound  trades.  The 
value  of  exports  from  the  port  was  ap- 
proximately $700,000,000,  which  gives 
Montreal  the  honor  of  being  the  second 
largest  port  on  the  North  American  con- 
tinent, being  exceeded  only  by  New 
York.  This  reflects  credit  on  the  port, 
when  one  takes  into  consideration  that 
we  are  only  favored  with  a  seven 
months  season,  while  our  U.  S.  competi- 
tors have  an  all-year-round  service. 

Speaking  of  shipping  conditions  for 
the  future,  I  regret  to  say  they  do  not 
look  anyway  too  bright,  and  we  may 
fully  expect  to  see  a  year  or  two  of  de- 
pression. At  present,  freight  rates  are 
on  the  downward  grade,  while  operating 
expenses  still  continue  to  go  the  opposite 
way.  New  tonnage  is  fast  coming  on 
the  market,  which  makes  competition 
very  keen  for  the  freight  offering,  but 
it  is  to  be  hoped  with  increased  trade 
this  surplus  will  be  quickly  absorbed. 

Cold  Storage — For  a  modern  port  such 
as  Montreal  there  has  been  one  facility 
she  has  lacked  for  years,  and  that  is  pro- 
per cold  storage  accommodation  to  care 
for  perishable  export  produce.  In  con- 
junction with  the  commercial  interests, 
we  had  occasion  to  bring  this  matter  be- 
fore the  Harbor  Commissioners  in  the 
early  part  of  the  year,  and  also  took  the 
subject  up  with  the  government,  and  I 
am  pleased  to  report  that  the  govern- 
ment has  advanced  the  commissioners 
sufficient  funds  to  commence  the  erec- 
tion of  a  modern  plant. 

Berthing  Accommodation.  For  year© 
past,  we,  who  have  berths  in  the  upper 
section  of  the  harbor,  have  suffered  con- 
siderable inconvenience  in  loading  and 
discharging  our  larger  size  ships 
through  the  piers  not  being  long  enough 
to  berth  two  large  ships  without  one 
overlapping  the  other.  In  order  to  over- 
come this  handicap,  we  suggested  to  the 
commissioners  that  the  piers  should  be 
lengthened  approximately  250  ft.  each, 
which  they  concurred  in.  Construction 
was  commenced  during  the  season  and 
should  be  completed  by  the  middle  of 
next  season. 


Wharfage  Tariff — The  commissioners 
passed  a  new  wharfage  tariff,  consider- 
ably increasing  the  rates  on  import  and 
export  commodities.  The  shipping  and 
commercial  interests  took  exception  to 
this  tariff  being  put  in  force  ,  as  it  would 
seriously  affect  the  trade  of  the  port, 
which  is  in  direct  competition  with  the 
ports  to  the  south  of  us,  where  every 
inducement  is  offered  to  attract  trade. 
The  commissioners,  I  am  pleased  to  say, 
have  so  far  withheld  putting  the  new 
tariff  into  force,  and  I  trust  that  with 
an  increased  import  and  export  trade, 
sufficient  revenue  will  be  derived  to  meet 
the  expenses  of  operating  the  harbor, 
without  increasing  the  tariffs  further. 

Labor — Once  again,  I  am  pleased  to 
report  that  our  port  was  absolutely  free 
from  labor  disturbances  of  any  kind  dur- 
ing the  season;  the  longshoi'emen,  ship- 
liners  and  checkers  carried  out  the  agree- 
ments which  they  entered  into  at  the 
opening  of  the  season  to  the  letter.  It 
is  very  gratifying  for  me  to  report  that, 
since  1911,  our  port  has  been  very  for- 
tunate to  escape  the  labor  disturbances 
which  have  visited  nearly  all  the  princi- 
pal ports  of  the  world,  and  it  reflects 
great  credit  on  the  port  workers,  who 
have  time  and  again  shown  themselves 
to  be  a  levelheaded  and  non  Bolshevik 
class  of  people.  I  trust  that  the  good 
feeling  which  now  exists  between  em- 
ployers and  employes  will  continue  for 
years  to  come.  At  St.  John,  N.  B., 
agreements  were  entered  into  with  the 
longshoremen,  shipliners  and  coal  hand- 
lers' associations,  covering  wages  and 
labor  conditions  up  to  Dec.  1,  1920,  which 
I  hope  will  be  faithfully  carried  out. 

Pilotage — I  regret  to  report  that  pilot- 
age conditions  on  the  St.  Lawrence  were 
very  unsatisfactory  during  the  year,  es- 
pecially in  the  Montreal  district.  For 
years  past,  the  shipping  interests  have 
been  vainly  trying  to  have  the  pooling 
of  earnings  abolished  in  the  Quebec  dis- 
trict, on  the  grounds  that  it  destroys  the 
incentive  of  the  pilots  and  encourages 
slothfulness.  The  Montreal  pilots  (a 
body  of  men  who  for  years  have  enjoyed 
the  confidence  of  the  shipping  interests) 
submitted  a  similar  scheme  for  our  ap- 
proval, which,  needless  to  say,  was  re- 
fused. Not  being  satisfied  with  a  nega- 
tive answer,  the  pilots  formed  them- 
selves into  an  association  known  as  the 
United  Montreal  Pilots,  and  commenced 
pooling  their  earnings.  Matters  then 
went  from  bad  to  worse,  and  finally  end- 
ed by  the  shipping  interests  petitioning 
the  government  to  throw  open  the  pilot- 
age districts  of  Montreal  and  Quebec  by 
abolishing  the  compulsory  payment  of 
pilotage  dues,  which  would  give  us  per- 
mission to  employ  men  in  whom  we 
would  have  absolute  confidence.  Owing 
to  the  shortness  of  the  last  session  of 
parliament,  no  action  was  taken,  but  it  is 
our  intention  to  take  this  matter  up 
i»  further  during  the  coming  year,  and  see 
if  some  improvement  can  be  made. 

St.  Lawrence  Ship  Channel. — Dredging 
operations  were  again  greatly  curtailed 
during  the  season.  Considerable  work, 
however,  was  accomplished  at  Cap-a-la- 
Roche,  where  the  widening  on  the  north 
side  of  the  channel  was  completed.  Some 
dredging  and  deepening  was  also  done  at 
the  Longueuil  curve,  where  it  is  pro- 
posed to  widen  the  curve  to  850  ft.  and 
deepen  it  to  35  feet  at  E.L.W.  When  this 
work  is  completed,  it  will  be  a  great  im- 
provement in  this  part  of  the  channel. 
The  usual  sweeping  of  the  channel  was 


done  thoroughly  during  the  season,  and 
no  serious  obstructions  were  found.  Some 
sand  bars  were  found  to  have  formed  in 
the  Chaniplain  channel,  but  these  were 
immediately  removed  by  dredges. 

Conclusion — I  would  like  to  take  the 
opportunity,  now  that  I  am  leaving  ac- 
tive business  life,  and  severing  my  offi- 
cial connection  with  the  federation,  of 
saying  how  much  its  success  and  efforts 
are  due  to  the  loyal  co-operation  and 
friendly  spirit  of  its  different  members 
and  of  hoping  that  this  co-operation  may 
continue  in  the  future,  as  I  am  satisfied 
that  this  federation  has  been,  and  will 
continue  to  be,  a  great  force  for  the 
good  of  the  shipping  interests,  not  only 
of  the  port  of  Montreal,  but  of  Canada 
at  large.  During  the  time  of  my  con- 
nection with  the  federation,  all  import- 
ant Canadian  shipping  questions  have 
been  considered  by  its  council  and  by  its 
members,  including  legislation,  rules, 
pilotage,  navigation  of  the  river,  and 
other  matters  which  directly  affect  the 
shipping  interests.  In  all  these  ques- 
tions the  federation  has  made  its  influ- 
ence felt.  Its  committee  have  taken 
cognizance  of  all  the  legislation  which 
has  affected  the  interests  of  the  board, 
and  have  studied  and  influenced  and  in 
many  cases  taken  the  initiative  where 
they  thought  it  was  in  the  interest  of 
shipping  that  they  should  do  so.  I  desire 
to  take  the  opportunity  of  expressing  my 
appreciation  (which  I  think  will  be  felt 
by  all  the  members  of  the  federation)  for 
the  work  which  has  been  done  by  your 
Secretary,  Thos.  Robb.  He  has  been 
most  devoted  to  the  interests  of  the  as- 
sociation and  of  the  members  of  it,  and 
has  been  indefatigable  always  in  his  ef- 
forts to  please  and  assist  us,  and  his 
complete  knowledge  of  the  affairs  of  the 
association  render  him,  in  my  opinion, 
practically  indispensable  to  us. 

Questions  are  now  under  considera- 
tion which  affect  the  interests  of  the 
board  and  all  shipowners,  which  require 
your  attention,  and  which  I  trust  will 
be  solved  at  an  early  date  in  a  manner 
entirely  satisfactory  to  us  all.  There 
never  was  a  time  when  there  was  great- 
er need  for  the  loyal  co-operation  of  all 
the  differtnt  shipping  interests  in  this 
country.  In  this  connection,  it  is  a  sub- 
ject of  congratulation  that  for  the  first 
time,  I  think,  since  Confederation,  Can- 
ada has  as  Minister  of  Marine,  a  Mont- 
real merchant,  and  one,  too,  who  is  thor- 
oughly familiar  with  the  requirements  of 
the  port.  Our  relations  with  the  various 
government  departments  have  been  most 
cordial,  and  I  wish  to  extend  our  thanks 
to  Hon.  C.  C.  Ballantyne,  Minister  of 
Marine,  A.  Johnston,  Deputy  Minister  of 
Marine,  and  G.  J.  Desbarats,  C.M.G., 
Deputy  Minister  of  the  Naval  Service, 
for  their  courteous  attention  given  to  the 
many  matters  which  we  have  had  oc- 
casion to  bring  to  their  attention.  Our 
thanks  are  also  due  to  the  officers  of  the 
Militia  Department,  especially  to  Major- 
General  J.  Lyons  Biggar,  C.M.G.,  Quar- 
termaster-General, who  has  now  retired, 
after  long  and  faithful  service,  and  to 
Col.  E.  E.  Clarke,  Director  of  Supply  and 
Transport. 

The  Canadian  registered  tonnage  en- 
tered with  the  federation  in  1919  was 
108,000  tons,  an  increase  of  30  tons  over 
1918. 


Sea  Going  Safety — Only  one  passenger 
in  each  1,600,582  loses  life  at  sea. 


218 


April,   1920. 


Canada  Shipping  Act  Amendment   Discussed   in   House  of  Commons. 


Thf  Miniiitrr  of  Murine,  Hon.  C.  C 
F1;iniintyTii'.  nn  Mnr  ]■-'.  nmvpd  that  thf 
1  '     '  ..mmittoc  on 

;tion:    "Ro- 
'   rcpval  tho 
I  .iii.i  A.  t.    H'MmmI    SUtuU'S 

„f  (:,  iHp.  ll.l,  KiHs.  HB  to  89, 

»H,th  i.l    f'rc.    !M,    and    to    rc- 

onart  in  luii  li.i nnf  ns  follows:  1.  That 
i-vi'O'  Hriti.sh  siidjrit  who~-(a)  .served  as 
a  master  or  mute  of  n  senuoinK  or  const- 
inir  .««iIinK  vessel  of  over  75  ton.s,  ilrross 
tonnaKo.  In-fore  Jan.  1.  1!>20.  for  n  full 
IK-riod  of  12  months  within  10  years  im- 
mediately next  precedinc  the  date  of  his 
application  for  certificate  of  service,  (b) 
produces  satisfactory  evidence  of  his  so- 
briety, experience,  ability  and  general 
Kood  conduct  on  board  ship,  and  (c) 
passes  the  sight  test  and  the  prescribed 
examination  in  sijrnallinjr,  shall  be  en- 
titled, on  payment  of  the  pre.scribed  fee, 
to  a  certificate  of  service  as  a  master  or 
mate  of  a  square  rijTKcd  or  fore-and-aft 
riKK«l  sea-Roinit  or  coastinR  sailinK  ves- 
sel not  exceeding  7.^0  tons,  registered 
tonnage,  according  as  his  service  has 
been  (a)  as  master  or  as  mate,  (b)  on  a 
sea-going  or  on  a  coasting  sailing  ves- 
sel, (c)  on  a  square  rigged  sailing  ship 
or  on  a  fore-and-aft  rigged  sailing  ves- 
sel. 2.  That  in  every  such  certificate  of 
service  the  name,  place  and  date  of  birth 
of  the  person  to  whom  the  same  is  issued 
shall  be  stated,  and  each  certificate  shall 
specify  whether  the  holder  is  entitled  to 
act  as  master  or  mate,  whether  the  cer- 
tificate is  for  sea-going  vessels  or  for 
vessels  in  the  coasting  trade,  and  wheth- 
er for  square  rigged  sailing  vessels  or 
for  fore-and-aft  .sailing  vessels,  and  that 
it  is  not  for  any  vessel  exceeding  750 
tons,  registered  tonnage. 

The  proposed  resolution  was  discussed 
as  follows: 

D.  D.  McKenzie,  M.P.  for  North  Cape 
Breton  and  Victoria,  N.  S.:  "Legislation 
very  much  akin  to  what  is  aimed  at  by 
this  resolution  was  introduced  in  the  lat- 
ter part  of  one  of  the  sessions  last  year 
by  the  member  for  Halifax  (Hon.  A.  K. 
Maclean),  but  it  met  with  such  vigorous 
opposition  from  members,  including  my- 
self, that  the  acting  minister  thought  pro- 
per to  withdraw  the  bill.  Now  the  Min- 
ister of  Marine  comes  forward  with  a 
resolution,  not  exactly  word  for  word, 
but  on  almost  precisely  the  .same  lines 
as  the  legislation  introduced  last  year. 
We  all  know  that  a  certain  standard  of 
education,  experience  and  ability  is  re- 
quired of  professional  men  in  this  coun- 
try. In  the  case  of  lawyers,  doctors,  en- 
gineers, or  any  other  professional  men, 
certain  educational  requirements  have  to 
be  met,  and  certain  experience  must  have 
been  had  before  they  are  permitted  to 
practice.  I  venture  to  say  that  captaincy 
and  charge  of  ships  has  been  regarded 
not  merely  as  a  profession  in  this  coun- 
to'.  but  as  a  very  honorable  and  very 
onerous  profession  for  the  last  hundred 
years  and  more.  The  Minister  of  Ma- 
rine and  Fisheries  now  brings  before  this 
Parliament  legislation  that  would  do 
away  entirely  with  educational  require- 
ments in  the  ca.se  of  a  man  whose  duty 
it  is  to  take  charge  of  a  ship.  Accord- 
ing to  this  resolution,  if  a  man  obtained 
a  certificate  10  years  ago  stating  that  he 
had  sen.e<l  on  board  ship  for  12  months 
somewhere  in  Canada,  now,  after  the 
lapse  of  that  time,  during  which  he  may 


have  done  anything  v\n-  and   may    have 
forgotten   all   about   seamanship,   he   can 
claim  a  license  as  a  captain  qualified  to 
put  to  sea  with  a  crew.     The  secliims  in 
the    Revised    .Statutes    of    Canada,   chap. 
ID,  and  also  si-cs.  xTy  to  S9  inclusive,  are 
very   simple    in   their   re<iuirements,   and 
are   not,    I    think,   too  exacting.     If  this 
proposed    legislation    were    restricted    to 
coasting    ships    there   would    not    he   so 
much  danger.     But  it  is  also  contemplat- 
ed  to  license  such  men  as   I   have  men- 
tioned   to    go    across    the    ocean.      What 
would    happen   to   such   a    captain    if    he 
went   to   Liverpool  7      He   might  take   his 
ship    there,   but   he   would   never   be   able 
to  leave,  because  his  certificate  would  hi- 
regarded  as  a  mere  scrap  of  paper.     He 
would   have  to  show  a  certificate   recog- 
nized on  the  other  side  by  the  Board  of 
Trade.      It   is   possible   that   the   minister 
may  have  consulted  the  English  Board  of 
Trade  and  obtained   its  approval   of  the 
bill.     If  he  has  not  done  so,  I  fear  that 
the  captains  who  might  possess  these  un- 
.satisfactory  certificates  would  find  them- 
selves in  difficulty  in  the  old  country.  We 
know    of    instances    in    which    engineers 
have  gone  from  Canada  to  the  old  coun- 
try,   with     certificates     that   were     good 
enough    here,   but   were   rejected   on    the 
other  side,  and  in  this  predicament  com- 
petent   engineers    had    to   be    secured    to 
clear  the  ships  of  the  ports  in  England. 
I  earnestly  submit  that  in  order  to  take 
charge  of  an  ocean  ship  a  man  must  have 
adequate  knowledge  of  seafaring  and  be 
able  to  ascertain  his  position  by  the  use 
of  the  proper  instruments.     So  far  as  I 
am  concerned,  I  desire  it  to  be  distinctly 
understood  that  I  repudiate  any  respon- 
sibility that  might  accrue  by  the  enact- 
ing of  such  legislation  as  this,  for  I  think 
it  is  a  most  dangerous  thing  to  put  life 
and  property  in  the  hands  of  incompetent 
captains.      The    insurance    companies    of 
this    country.    I    think,    would    refuse    to 
insure   ships   or   cargoes   intended   to   be 
sent  to  sea  under  the  control  of  men  who 
were     palpably     incompetent     in     every 
sense,  at  least  in  the  matter  of  training. 
The  minister  was  not  in  the  house  when 
the  bill  to  which  I  have  made  reference 
was    introduced.      If     he     had     been,    he 
would  recall  that  both  our  own  law  and 
the  English  law  on  the  subject  were  cit- 
ed, and   that  after  due   consideration   of 
the  facts  the  member  who  introduced  the 
bill  deemed  it  wise  to  withdraw  it.     I  am 
therefore    surprised    that   within    such    a 
short  time  the  minister  should  seek  to  es- 
tablish such  a  low  standard  of  seaman- 
ship in  this  countrj'.     In  conclusion.  I  can 
only  emphasize  my  protest  and  leave  the 
responsibility  entirely    with    the  minister 
and  those  who  may  be  disposed  to  imple- 
ment this  resolution  by  an  act  of  Parlia- 
ment." 

Hon.  C.  C.  Ballantyne,  Minister  of 
Marine,  said:  'I  was  not  present  at  the 
special  session  of  the  house  when  the 
then  acting  minister  introduced  the  bill 
in  question,  which  was  not  similar  to. 
but  different  from  this.  That  bill  applied 
to  sailing  ships  propelled  by  auxiliary 
power,  but  this  resolution  does  not  apply 
to  such  ships.  It  applies  only  to  sailing 
ship?  of  a  certain  tonnage.  Under  the 
Shipping  Act  any  master  who  served  on 
a  sailing  ship  prior  to  1870,  if  he  were 
nlive  today,  and  were  sober,  experienced 
and  of  adequate  ability  and  general  good 
conduct,   would   be   entitled    to   a    certifi- 


cate III)  the  iiayineiit  of  the  preM-rib«'d 
fee.  The  memb«T  for  North  Cap«>  Bre- 
ton will  at  once  realize  that  we  could  not 
expect  men  to  bo  fit  captains  of  sailing 
ships  who  had  servi-d  prior  to  1H70,  and 
this  resolution  seeks  to  repeal  sec.  K.^  of 
the  Shipping  Act,  and  to  enact  that  any 
man  who  has  served  on  a  sailing  vessel 
for  12  months  within  the  past  10  years 
and  possesses  the  qualifications  to  which 
I  have  referred,  in  addition  to  a  know- 
ledge of  signalling,  shall  be  granted  a 
service  certificate.  This  is  nothing  new. 
We  are  merely  bringing  the  Shipping 
.•\ct  up  to  date,  and  it  is  difficult  for  me 
to  apprehend  the  reasoning  of  the  mem- 
ber for  North  Cape  Breton  and 
Victoria  in  his  argument  that  the  legis- 
lation proposed  is  unusual  and  hazard- 
ous. I  wish  to  .say  to  him  that  the  ser- 
vice certificate  that  shall  be  granted  to 
an  officer  who  desires  to  become  a  master 
of  a  sailing  ship,  should  this  resolution 
and  the  bill  that  is  to  be  based  upon  it 
pass,  is  a  service  certificate  that  will  be 
recognized  just  the  same  as  a  compe- 
tency certificate.  There  is  absolutely  no 
difference  so  far  as  recognition  by  the 
English  authorities  is  concerned  between 
the  service  certificate  and  the  competency 
certificate. 

"With    regard   to   the   other   clause,   I 
wish  to  have  sec.  86  of  the  act  repealed 
also  because  a  mate  cannot  obtain  a  ser- 
vice certificate  without  going  back  as  far 
as  1883.     Surely  members  will  not  object 
to  the  changes  that  the  resolution  calls 
for,  in  order  that  both  a  master  and  a 
mate,   instead   of   having   to   go   back   to 
1870   for   the   master,   and    1883   for   the 
mate,  may.  upon  a  service  of  10  years  be 
capable  of  obtaining  a  ser\'ice  certificate. 
During  the  last  few  years  captains  and 
mates  of  sailing  ships  have  become  very 
scarce;  in  fact,  they  were  so  difficult  to 
get  that  during   the  war  I   had   to  take 
the   necessary   authority   under  the   War 
Measures    Act    to    grant    service    certifi- 
cates  to   masters   and    mates   of   sailing 
ships.      My    object    in    bringing    forward 
this  resolution  now  is  to  meet  the  abso- 
lute necessity  that  exists  for  more  mas- 
ters and  mates,  by  enabling  them  to  get 
service  certificates  for  sailing  ships.  The 
act   introduced  at  the  special   session  of 
the  house  was  for  sailing  ships  driven  by 
auxiliary  power.     This  resolution  is  con- 
fined to  sailing  craft  only.     There  is  an- 
other section   of  the  Shipping   Act— sec. 
87 — that   I   desire   to   have   repealed.     It 
provides   that  a   ship   shall   be   only    100 
registered   tons  and   not  over   160.     The 
resolution    stipulates    that    the    tonnage 
may  be  increased  to  1^0  tons.    The  mem- 
ber from  North  Cape  Breton  comes  from 
a  maritime  province,  and  I  am  sure  that 
he  appreciates  better  than  I  do  the  fact 
that    those    experienced    men    who    have 
been   on   sailing   ships   for  a   number  of 
years,  while  they  may  not  be  able,  owing 
"to  lack  of  education,  to  pass  the  compe- 
tency  test,  and   therefore  obtain  compe- 
tency certificates,  are  just  as  good  men 
and    just   as    competent,    providing    that 
their  eyesight  is  all  right  and  that  they 
understand     signalling,    as    others     who 
may   be  better  equipped  as   far  as  edu- 
cation goes.     But  we  cannot  put  men  on 
sailing  ships  who  arc  70  years  of  age.     I 
therefore  wish  to  repeal  the  clause  so  as 
to  provide  that  masters  and  mates  who 
have   served,   within   the   past   10   years, 
for    12   months   on   board   a   saihng  ship 


April,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


219 


may  be  granted  a  certificate  providing 
they  have  the  qualifications  that  I  have 
referred  to." 

The  debate  was  continued  on  Mar.  18 
by  D.  D.  McKenzie,  who  again  pro- 
tested against  its  passage,  the  Minister 
of  Marine  replying.    On  Mar.  19  W.  Duff, 


M.P.  for  Lunenburg,  N.S.,  and  C.  A. 
Fourner,  M.P.  for  Bellechasse,  Que., 
and  R.  H.  Butts,  M.P.  for  Cape  Breton 
South,  and  Richmond,  N.S.,  spoke  in 
support  of  the  resolution,  which  was 
adopted,  and  a  bill  founded  on  it  was  in- 
troduced and  read  a  first  time. 


St.  Lawrence  River  Ice  Conditions. 


Loss  of  the  Leyland  Line  s.  s.  Bohemian. 


An  enquiry  into  the  loss  of  the  Ley- 
land  Line  s.s.  Bohemian,  on  the  Sambro 
Ledges,  near  Halifax,  N.S.,  on  Mar.  1, 
when  si.x  of  the  crew  were  drowned,  was 
held  at  Halifax,  Mar.  5,  before  Capt.  J. 
B.  Henry,  commissioner,  assisted  by 
Capts.  N.  Hall  and  C.  O.  Allan  as  nauti- 
cal assessors.  The  evidence  showed  that 
the  Bohemian  left  Boston,  Mass.,  Feb. 
28,  with  65  passengres  and  115  of  a  crew 
for  Liverpool,  Eng.,  via  Halifax.  At  5.10 
p.m.  Feb.  29,  Brazil  rock  was  passed,  a 
mile  distant,  on  a  course  n.  55  e.  true, 
and  at  8  p.m.  Little  Hope  Island  was  GM 
miles  off  by  a  4  point  bearing.  The  ship 
continued  on  the  same  course  until  1..30 
a.m..  Mar.  1,  when  the  master  was  called 
according  to  his  instructions,  and  at  1.58, 
the  direction  finding  station  at  Chebucto 
Head  was  asked  for  a  radiotelegraph 
bearing,  which  was  goven  at  2.5,  as  Che- 
bucto Head  approximate  bearing  from 
207  deg.  east  of  true  north.  After  con- 
sulting the  chart,  the  master  considered 
the  radio  bearing  incorrect,  and  without 
verifying  his  position  by  soundings,  con- 
tinued on  his  dead  reckoning,  as  he  con- 
sidered he  had  a  visibility  of  5  or  6  miles. 
At  2  a.m.,  the  speed  was  reduced  to  slow, 
approximately  4  to  5  knots,  the  master 
intending  to  continue  for  2  or  3  miles 
before  hauling  up  for  pilot  station,  but 
at  2.40  a.m.  the  course  was  altered  to  n. 
10  e.  true,  without  any  soundings  being 
taken,  or  the  ship's  position  otherwise 
verified,  and  as  the  course  was  being  al- 
tered, Sambro  light  was  sighted  at  a 
presumed  distance  of  5  to  6  miles.  The 
explosive  signal  at  Sambro  was  heard 
about  the  same  time,  followed  a  little 
later  by  the  Chebucto  fog  horn.  Still  no 
soundings  were  taken  though  the  Sam- 
bro light  vessel  was  not  sighted,  as  it 
might  be  expected  to  have  been  from  a 
ship  in  the  position  the  Bohemian  was 
presumed  by  her  master  to  be,  with  the 
assumed  visibility.  The  ship  struck  on 
Broad  Breaker  at  2.50  a.m.,  and  though 
efforts  were  made  by  engine  movements 
to  float  her,  they  were  unsuccessful  and 
she  broke  in  two  about  3  a.m..  Mar.  2. 
Assistance  arrived  from  Halifax,  and 
all  passengers  were  landed  on  the  morn- 
ing of  the  stranding,  and  during  that  day 
some  of  the  crew  were  engaged  to  work 
for  the  salvage  company,  but  this  work 
was  completed  the  same  evening.  It 
was  the  unanimous  opinion  of  the  mas- 
ter, surveyors  and  salvage  experts,  that 
the  ship  was  quite  safe  for  two  or  three 
days,  but  unexpected  circumstances  de- 
veloped. There  were  about  100  men  on 
board,  including  master,  officers,  crew 
and  salvage  men,  and  the  transfer  of 
these  was  made  by  rope  ladders  and  lines 
from  the  Bohemian  to  the  tug  Roebling, 
which  was  alongside.  During  the  trans- 
fer in  the  early  hours  of  a  very  cold 
morning,  six  lives  were  lost,  the  victims 
apparently  not  being  able  to  maintain 
their  hold  of  the  ice  coated  lines,  either 
through  frost  bite,  or  burning  through 
sliding  down  the  ropes.  Five  of  those 
lost  were  from  the  stew-ard's  department, 
none    being    firemen,    who    might    have 


been     more    affected     through    the     cold 
weather  than  the  deck  staff. 

In  commenting  on  the  evidence,  the 
court  stated  that  the  master,  without 
taking  the  necessary  steps  to  obtain  an 
accurate  estimate  of  the  distance  off 
Sambro  light,  which  is  surrounded  by 
such  dangerous  outlying  ledges,  either 
thoughtlessly,  or  for  some  unexplained 
reason,  except  over  confidence,  as  ex- 
pressed by  him,  continued  to  haul  the 
ship  on  her  northerly  course  and  into 
danger.  He  had  plenty  of  time  to  have 
another  bearing  from  the  direction  find- 
ing station  before  assuming  his  norther- 
ly course.  The  court  expressed  its  ap- 
preciation of  the  difficulties  experienced 
by  navigators  during  the  war,  through 
mine  and  submarine  zones,  and  other 
enemy  dangers,  and  could  not  but  con- 
sider the  excellent  war  services  of  the 
master,  Capt.  E.  C.  Hiscoe,  who,  from 
the  evidence,  was  successful  in  evading 
disaster  to  his  vessel  from  submarines, 
though  attacked  on  three  occasions.  Tak- 
ing into  consideration  the  facts  as  pre- 
sented, the  court  found  that  he  should 
have  taken  soundings  when  he  received 
his  radio  bearing,  before  rejecting  it  as 
incorrect,  again  before  he  altered  his 
course,  and  still  again  immediately  he 
saw  Sambro  light,  and  also  should  have 
availed  himself  of  further  bearings  from 
the  radio  station.  He  might  easily  have 
hauled  away  from  the  light,  which  was 
the  proper  thing  to  do  under  the  circum- 
stances. Therefore,  the  court,  while  find- 
ing him  at  fault  for  the  casualty,  credit- 
ing him  with  his  war  record  and  past 
career  as  a  master,  took  a  lenient  view 
of  the  case  and  suspended  his  certificate, 
00551,  for  three  months  from  Mar.  8.  The 
court  also  found  that  the  second  officer, 
S.  Blackmore,  master's  certificate  039,- 
432,  in  whom  the  master,  apparently  had 
implicit  confidence,  was  lacking  in  his 
sense  of  responsibility  and  duty,  and 
censured  him  for  not  suggesting  the  ne- 
cessity for  verifying  the  ship's  position 
by  soundings  and  further  radio  bearings. 
The  court  considered  that  the  deplorable 
loss  of  life  was  not  in  any  way  due  to 
the  neglect  of  any  individual  or  individu- 
als, but  was  caused  during  the  transfer 
to  the  tug  in  the  dark  hours  of  a  very 
cold  morning,  owing  to  the  condition  of 
the  rope  ladders  and  ice  coated  davits, 
etc.  The  court  impressed  upon  naviga- 
tors the  desirability  of  more  extensive 
use  of  the  direction  finding  stations, 
which  are  undoubtedly  a  distinct  advan- 
tage to  mariners  as  a  further  means  of 
checking  their  positions.  The  court  also 
stated  that  it  might  have  looked  askance 
upon  the  disappearance  of  the  log  books 
and  other  papers,  had  it  not  been  for  the 
master's  sworn  statement  that  he  also 
lost  his  certificate  at  the  same  time. 


J.  Archambault,  M.P.,  for  Chambly- 
Vercheres,  said  in  the  House  of  Com- 
mons Mar.  9: — "I  wish  to  call  the  atten- 
tion of  the  government  to  a  most  import- 
ant and  urgent  matter.  I  am  informed 
from  reliable  sources  that  the  ice  jam 
on  the  St.  Lawrence  is  much  deeper  this 
year  than  ever  before.  At  Cap  Rouge, 
above  Quebec,  there  is  a  gorge,  and  I 
am  informed  the  ice  has  frozen  40  ft. 
deep,  and  that  the  water  behind  has 
risen  6  ft.  higher  in  some  places.  There 
is  an  ice  barrage.  If  this  barrage  is  not 
broken  up  immediately  there  will  be 
serious  floods  from  that  point  up  to 
Montreal.  We  had  ice  breakers  that 
were  built  for  that  purpose.  I  under- 
stand that  the  steamships  Earl  Grey, 
Minto  and  John  D.  Hazen  were  sent  to 
Russia  in  1915-1916  and  1917.  The  Mont- 
calm is  at  Halifax  and  I  understand  the 
Lady  Grey  is  not  powerful  enough  to 
break  the  ice  there.  I  am  informed  that 
unless  dynamite  is  used  to  break  the  ice 
very  serious  floods  will  occur  with  result- 
ing damage.  I  wish  to  know  if  the  Min- 
ister of  Marine  and  Fisheries  is  aware 
of  the  facts,  and  what  steps  he  intends 
to  take." 

Hon.  C.  C.  Ballantyne,  Minister  of 
Marine  and  Fisheries,  said:  "I  am  afraid 
that  the  information  that  has  reached 
the  member  is  not  accurate,  and  I  shall 
be  very  glad  indeed  to  give  the  informa- 
tion that  he  asks  for.  The  first  part  of 
the  winter  was  not  very  cold,  and  no  ice 
bridge  formed  on  the  St.  Lawrence  up  to 
Nicolet  Traverse,  90  miles  above  Quebec, 
until  the  last  week  in  January.  'The  ice 
jammed  several  times  during  the  winter 
at  Cap  Rouge,  the  Quebec  Bridge  site, 
which  is  considered  the  key  of  the  ice 
situation,  but  was  successfully  broken 
up  by  the  ice  breaker  Lady  Grey.  With 
no  ice  bridge  formed  at  this  point,  there 
is  no  fear  of  disastrous  floods  occurring 
above.  The  channel  is  now  clear  if  ice 
up  to  near  Portneuf,  35  miles  above  Que- 
bec, where  the  Lady  Grey  is  working  to- 
day, and  is  making  good  progress.  The 
conditions  this  year  are  not  much  differ- 
ent from  those  of  former  years.  The 
Lady  Grey  hopes  to  reach  Cap  Charles, 
50  miles  above  Quebec,  very  shortly.  The 
Montcalm  first  of  all  had  to  go  to  Belle 
Isle  to  take  the  place  of  the  Arranmore 
that  was  wrecked,  and  to  relieve  the 
lighthouse  people  there.  She  afterwards 
had  to  go  to  the  assistance  of  the  Cana- 
dian Government  s.s.  Spinner,  that  was 
stuck  in  the  ice  below  Father  Point. 
After  releasing  that  ship  she  proceeded 
to  the  Magdalen  Islands,  carrying  pro- 
visions for  the  distressed  people  there. 
Owing  to  the  severity  of  the  weather 
and  the  thickness  of  the  ice,  she  was  de- 
layed a  month  in  making  that  voyage. 
She  returned  to  Halifax  requiring  re- 
paii-s,  esnecially  propeller  blades,  but 
owing  to  the  wreck  of  the  s.s.  Bohemian, 
she  had  to  go  to  her  assistance.  The 
Montcalm  is  now  in  Halifax  and  will  go 
on  the  drydock  as  soon  as  possible.  I  do 
not  anticipate  any  serious  results  from 
floods  thi.-,  spring —  no  one  can  accur- 
ately tell^but  I  am  pleased  to  say  that 
the  Lady  Grey  is  working  well  and  that 
the  ice  bridge  is  broken." 


The  Pullman  Co.  is  reported  to  have 
applied  to  the  Interstate  Commerce  Com- 
mission for  permission  to  increase  its 
fares  about  20'f  with  a  minimum  of  50c 
for  seats  and  $2  for  lower  berths. 


Great  Lakes  Mariners  Votes. — A  dep- 
utation of  masters  and  mates  in  the 
Great  Lakes  trade  has  asked  the  Do- 
minion Minister  of  Labor  that  the  same 
consideration  be  granted  to  them  at 
elections  as  is  given  to  railway  men,  so 
that  they  may  vote  in  a  similar  way. 


:2() 


CANADIAN  RAILWAY  AND  MARINK  WOKI.U 


April.   iy20. 


Siiptrintrnrli'nt  of  I'ildtx  for  Mnnt- 
rt'jil-ijiu'ber  i'il<iljiK<'  District. 

The  C"ivil  Service  CummiiiHion  adver- 
tiiied  recently  for  npplicatinnii  for  ap- 
pointment B!<  Superintcnclent  of  Pilots 
for  the  Marinf  I)e|inrtnient  of  Marine 
for  the  M(in(renI-Que)H->-  Pilotatre  Di.s- 
trict,  at  an  initial  salary  of  $.1.0*in  n 
year,  which  will  Ik-  increa.M4>tl  on  recom- 
mendation for  erticient  service  at  the 
rate  of  |1K0  a  year  until  a  maximum  of 
$3,600  has   been   reached. 

Duties — I'nder  direction,  to  supervise 
the  pilotaire  .service  in  a  pilotage  district 
of  the  Marine  Department;  to  call  and 
a.-isitrn  pilot.s  to  ships,  receive  pilotAtre 
dues,  and  make  the  required  reports  and 
returns  to  the  denartnient:  to  conduct 
investieations,  when  required,  into 
wrecks,  collisions,  and  strandinjrs;  to 
make  recommendations  and  handle  cor- 
respondence in  connection  with  such 
work;  and  to  perform  other  related  work 
as  required.  Qualifications. — A  master's 
certificate  of  competency;  must  have 
been  actually  ma.ster  of  a  seairoinK  ship, 
or  a  passenRcr  ship  in  the  coasting  trade, 
for  at  least  one  year;  must  be  thorouKhly 
familiar  with  all  shipping  matters, 
especially  those  of  the  Gulf  and  River 
St.  Lawrence  and  have  a  knowledge  of 
the  Enplish  and  French  lanRuaces.  While 
no  definite  ape  limit  has  been  fixed,  ape 
may  be  a  deterniininp  factor  when  mak- 
ing a  selection.  Examination. — Subjects 
and  weights  as  follows: — Education  and 
experience,  100;  oral  interview,  if  neces- 
.sary  in  the  opinion  of  the  commissioners, 
100. 

Ice  Breakers  in  the  St.  Lawrence. 


The  following  questions  were  asked  in 
the  House  of  Commons,  Mar.  10,  by  M. 
S.  Delisic,  M.P.  for  Portneuf,  Que.,  the 
answers  beinp  piven  by  the  Minister  of 
Marine. 

Is  the  Kovemment  aware  that  there  is 
an  insufficient  number  of  ice  breakers 
operatinp  in  the  St.  Lawrence?  Answer: 
The  only  ice  breaker  operatinp  in  the  St. 
I^WTence  River  at  present  is  the  C.G.S. 
Lady  Grey. 

If  so.  does  the  povemment  propose  to 
order  the  construction  of  new  ice  break- 
ers, how  many  and  of  what  type?  An- 
swer:   Under  consideration. 

If  the  government  has  not  been  made 
aware  of  such  a  condition,  is  it  the  in- 
tention to  order  the  construction  of  one 
or  several  of  such  ice  breakers?  Answer: 
I'nder  consideration. 


British   Shipbuilding  in    1919. 

The  most  notable  British  vessels 
launched  during  1919:  The  Arundel 
Castle,  22.1.^0  tons;  the  Cameronia.  16.000 
tons,  the  Oropcsa.  14.000  tons  and  the 
San  Fernando,  l.i,056  tons.  Of  that  re- 
mainder, 127  were  between  5,000  and 
6,000  tons;  47  between  6,000  and  8,000 
tons,  and  11  between  8,000  and  10,000 
tons.  It  is  a  remarkable  fact  that  not  a 
single  sailing  ship  was  launched  in  Great 
Britain  during  the  year,  and  only  17, 
with  a  total  tonnage  of  148. IHK,  are  fitted 
with  turbine  machinery.  The  four  largest 
vessels,  above  mentioned,  are  all  pro- 
pelled by  geared  turbines,  and  five  snips 
making  .'i2,;t26  tons  together,  arc  pro- 
vided with  Diesel  engines;  the  largest 
motor  ship  is  a  vessel  of  6,980  tons. 

The  Clyde,  including  Glasgow  and 
Greenock,  accounts  for  .'>25.747  tons, 
wh*f)  is  over  VZ'"r   of  the  whole  British 


production,  (ilasgow  yards  show  an  in- 
ireasi'fl  prtnluction  of  nearly  80' r  com- 
pared with  1918.  Next  in  order  of  mag- 
nitude of  production  comes  Sunderland, 
with  274,28:1  tons,  which  is  a  slight  im- 
provement on  1918,  while  Newcastle  fol- 
lows with  2.'t9,8:i6  tons,  or  rather  less 
than  1918.  At  Belfast  and  Londonderr>-. 
which  take  fourth  place  in  the  list  the 
tonnage  launched  was  2K1,720,  an  in- 
crease of  over  42'"'f  from  1918.  The  only 
other  district  with  more  than  100,000 
tons  to  iUH  credit  is  Middlesbrough, 
Stockton  and  Whitby,  for  which  the  fi- 
gure is  119,943,  nearly  lOC'r  more  than 
in  1918. 


Proposed  Control  of  Inland  Naviga- 
tion  Rules  Ktc. 

The  Dominion  Parliament  has  given 
a  first  reading  to  a  bill  introduced  by  .1. 
E.  Armstrong  to  amend  the  Railway  Act. 
1919,  by  adding  sections  to  give  the 
Board  of  Railway  Commissioners  juris- 
diction over  ships  trading  on  inland 
waters,  and  in  coasting  business.  In  ex- 
plaining the  bill  Mr.  Armstrong  said  it 
is  similar  to  the  one  he  brought  before 
the  House  in  1919.  and  is  intended  to 
bring  such  ships  under  the  Board  of 
Railway  Commissioner's  control  as  to 
rates,  tolls,  tariff  agreements  and  ar- 
rangements, time  of  cal,  duration  of  stay 
and  so  forth.  The  last  section  of  the 
bill  seeks  to  amend  Sec.  358  of  the  Rail- 
way Act  in  order  that  it  may  harmonize 
with  the  principles  of  this  bill.  The  Win- 
nipeg Board  of  Trade  is  reported  to  have 
passed  a  resolution  Mar.  13,  opposing 
the  bill  and  it  was  further  stated  that 
other  boards  of  trade  in  the  west  would 
be  asked  to  also  oppose  it. 


Steamship  Service  to  Gaspe  Points. — 

Sir  George  Foster,  acting  Prime  Minis- 
ter, pave  the  following  information  in 
the  House  of  Commons,  Mar.  11,  in  an- 
swer to  questions  by  C.  Marcil,  M.P.,  for 
Bonaventure.  The  government  does  not 
intend  to  offer  a  subsidy  this  year  for  a 
steamship  service  between  Campbellton. 
N.B.,  and  Gaspe,  Que.,  which  was  dis- 
continued at  the  close  of  navigation  in 
1917.  No  requests  have  been  received 
for  the  revival  of  the  service  this  year. 
The  Gulf  of  St.  Lawrence  Shipping  & 
Trading  Co.,  Quebec,  has  a  contract  for 
a  steamship  service  this  year  between 
Montreal  and  Quebec  and  Gaspe,  or  Pas- 
pebiac,  Que.  The  same  company  ran 
fortnightly  trips  last  year  between  Mont- 
real, Quebec,  Gaspe  and  Paspebiac.  There 
was  no  service  to  Campbellton. 

The  Eastern  Canada  St«vedoring  and 
General  Contracting  Co.  Ltd.  has  been 
incorporated  under  the  Quebec  Com- 
panies Act  with  $100,000  authorized 
capital,  and  office  at  Quebec,  Que.,  to 
take  over  the  business  carried  on  form- 
erly by  L.  Couture,  to  conduct  a  general 
contracting  and  stevedoring  business, 
and  to  own  and  operate  steam  and  other 
ships  of  every  desci-iption.  The  incorpor- 
ators are:  L.  Couture,  M.L..  M.J.S..  V.K.. 
and  W.  B.  W.  Mahon.  Quebec.  Que. 

Motor  Transport,  Ltd.  has  been  incor- 
porated under  the  Dominion  Companies 
Act,  with  $2.').000  authorized  capital,  and 
office  at  Montreal,  to  carry  on  the  trans- 
portation of  merchandise  and  passengers 
upon  land  and  water,  towing,  wrecking 
and  salvaging,  in  all  its  branches, 
on  navigable  waters  in  Canada  to  or 
from  any  foreign  port.  The  incorpora- 
tors nre:  F.  W.  Tofield.  B.  S.  Crombie. 
A.  M.  Murray.  F.  H.  Robertson  and  E. 
I'nul.  Montreal. 


Canadian    (JoM-rnmcnt    .Stt-amlxMil 
(  hamplain. 

The  following  quentionn  by  P.  F.  Cas- 
grain,  M.P.  for  Charlevoix-Montmorency, 
were  asked  in  the  Houiic  of  Commonii 
Mar.  10.  and  answered  by  the  Minister 
of  .Marine: 

Has  the  government  disposed  of  the 
steamboat  Champlain?  Answer:  No, 
but    intends  doing  so. 

If  so.  why?  Answer:  No  further  use 
for  her. 

What  price  was  realized  by  the  Nile? 
Answer:   $61,0.')0. 

Is  it  the  Government's  intention  to  buy 
or  build  another  steamboat  to  replace  the 
(hamplain?   Answer:   No. 

If  not,  why?  Answer:  No  neces- 
sity for  replacing  her. 

Is  there  any  steamboat  at  present  re- 
placing the  Champlain,  along  the  route 
Murray  Bay-Tadousac?  Answer:  The 
Champlain  is  still  at  Murray  Bay. 

The  answers  given  to  the  questions, 
as  reproduced  from  the  official  report  of 
the  House  of  Commons  debates,  do  not 
apree,  one  answer  statinp  that  the  gov- 
ernment had  not  disposed  of  the  ship,  but 
intended  doing  so,  while  anothc-  stated 
that  $61,050  was  realii^ed  by  the  sale. 


Canadian    Government   Steamship 
Stanley. 


The  following  questions  were  asked  in 
the  House  of  Commons  Mar.  10.  by  D. 
W.  Duff.  M.P..  for  Lunenburp,  N.S.,  and 
answered  by  the  Minister  of  Marine: 

Does  the  government  own  a  steamer 
named  the   Stanley?      Answer:   Yes. 

If  so,  when  did  she  last  undergo  over- 
hauling and  repairs?  Answer:  .At  pres- 
ent under  repair. 

Have  said  repairs  been  completed,  and 
what  was  their  nature?  Answer:  No, 
general  overhaul  of  the  hull,  boilers  and 
machinery,  including  removal  and  re- 
fitting of  certain  shell  plating,  renewal 
of  defective  double  bottom  tank  tops  un- 
der boilers.  General  overhaul  of  the 
main  and  auxiliary  machinery  and  boil- 
ers, overhaul  of  underwater  fittinps,  also 
overhaul  of  the  electric  lipht  installation 
including  the  rewirinp  of  the  ship. 

What  did  said  repairs  cost?  Answer: 
Amounts  of  contracts  let,  $23,507.85. 

How  long  was  the  ship  out  of  commis- 
sion, giving  dates?  Answer:  Dec.  12, 
still  under  repair. 


Gaspe  Steamship  Service.     Sir  George 

Foster  stated  in  the  House  of  Commons, 
Mar.  22,  that  the  government  had  not 
given  any  thought  to  putting  on  some  of 
its  steamships  on  the  Montreal-Quebec- 
Gaspe  route,  in  lieu  of  the  steamships 
subsidized  formerly,  and  that  the  gov- 
ernment had  no  special  information  as 
to  residents  of  Matane,  Gaspe  and  Bona- 
venture counties  havinp  to  rely  on  sail- 
inp  craft  to  transact  their  business,  as 
in  the  old  days,  but  that  there  might 
be  some  cases  of  the  kind.  In  answer  to 
another  question:  "Owing  to  the  govern- 
ment's refusal  to  grant  a  subsidy  for  a 
steamship  service  between  Campbellton. 
N.B..  and  Gaspe,  Que.,  is  the  government 
prepared  to  offer  a  subsidy  of  $3,000  for  a 
steamship  service  between  Dalhousie. 
N.B..  St.  Homer  and  Carleton,  Que.?" 
Sir  George  Foster  replied:  "The  answer 
is  in  the  negative." 

Tide  Tables  for  Nelson,  Hudson  Bay 
and  tidal  data  for  Hudson's  Strait  and 
.lames  Bay.  for  1920  season.  July  to  Oc- 
tober both  inclusive,  have  been  issued 
by  the  Naval   Service  Department. 


April,  1920. 


221 


Canada  Steamship  Lines,  Limited,  Annual  Meeting. 


Canada  Steamship  Lines  Ltd.  an- 
nual report  for  the  calendar  year  1919 
was  published  in  Canadian  Railway  and 
Marine  World  for  March.  The  annual 
meeting  was  held  in  Montreal,  Mar.  2. 
The  President,  J.  W.  Xorcross,  in  moving 
the  report's  adoption,  said: 

"The  report  and  financial  statements 
have  a  special  interest  this  year,  as  they 
afford  an  opportunity  of  gauging  the 
possibilities  of  the  enlarged  system  of 
the  company's  operations  under  peace 
conditions.  During  the  past  few  years 
so  many  important  developments  have 
occurred  that  it  might  be  of  interest  to 
shareholders  to  know  how  the  various 
undertakings  have  gradually  been  round- 
ed out  into  one  complete  unit  of  oper- 
ation. At  the  time  the  consolidation  was 
effected,  the  operations  of  the  company 
were  confined  largely  to  freight  and 
passenger  business  on  the  St.  Lawrence 
and  Canadian  and  inland  waters.  The 
various  classes  of  tonnage  owned  by  the 
companies  at  the  time  made  it  difficult 
to  operate  them  to  advantage  under  one 
central  management.  Today,  as  the 
result  of  carefully  mapped  out  plans,  the 
company  operates  a  complete  interna- 
tional trans-Atlantic  and  all-Canadian 
service.  Its  Atlantic,  West  Indies  and 
South  American  lines  are  closely  re- 
lated to  the  inland  services,  and  it  has 
been  clearly  proved  that  the  earnings 
of  each  department  have  benefitted  by 
the  new  ones  that  have  been  established. 
The  results  obtained  from  the  trans- 
.A.tlantic  services  have  more  than  justi- 
fied the  important  plans  carried  out  in 
this  field.  While  substantial  revenue 
producers,  these  ocean  ser\'ices  have 
been  established  at  comparatively  small 
capital  outlay,  and  it  has  been  possible 
to  use  in  connection  with  them  the  com- 
pany's regular  traffic  departments.  At 
the  same  time  their  operation  has  neces- 
sitated only  small  additions  to  the  gen- 
eral organization.  Of  equal  importance 
has  been  the  improvement  in  the  class 
of  tonnage  owned  and  operated.  The 
marked  increase  in  tonnage  values  en- 
abled your  directors  to  dispose  of,  at 
very  favorable  prices,  a  large  number  of 
the  steamships  turned  over  at  the  time 
of  the  consolidation.  They  have  in  every 
instance  been  replaced  by  ships  of  the 
highest  class.  As  a  result,  the  company 
today  has  a  fleet  of  steamers  particu- 
larly adapted  for  the  services  in  which 
they  are  employed.  Notwithstanding  the 
large  increase  in  tonnage  values,  the 
entire  fleet  is  carried  on  the  books  at  a 
lower  per  ton  rate  than  before  the  war. 
It  might  also  be  worthy  of  mention  that 
while  our  trust  deed  only  calls  for  a 
depreciation  allowance  of  2%%  the 
board's  policy  has  been  to  make  a  more 
liberal  appropriation.  The  important  af- 
filiations made  by  the  company  in  con- 
nection with  its  trans-Atlantic  services 
are  likely  to  lead  to  the  establishment 
of  other  ocean  routes.  In  addition,  plans 
are  being  considered  which  may  result 
in  a  working  arrangement  between  your 
company  and  another  very  large  under- 
taking. Both  of  these  possible  extensions 
should  have  a  direct  bearing  on  the 
growth  of  the  import  and  export  trade 
of  the  Dominion— a  development  which 
is  so  strongly  urged,  owing  to  its  im- 
portant bearing  on  the  adjustment  of 
the  trade  balance  of  the  country.  While 
we  are  passing  through  a  period  when 
it  is  somewhat  diflScult  to  see  very  far 
ahead,  we  feel  that  the  results  achieved 


under  peace  conditions  justify  confidence 
in  the  future.  The  broadening  out  of 
the  organization  makes  the  company  less 
dependent  on  any  one  class  of  traffic  and 
tends  to  stabilize,  as  a  whole,  the  oper- 
ations of  the  entire  year.  The  company's 
various  departments  are  co-related  in  a 
manner  that  permits  of  all  your  under- 
takings supplementing  one  another  to 
advantage.  With  the  inland  and  trans- 
Atlantic  services,  your  agents  can  take 
delivery  of  freight  at  any  port  on  the 
Great  Lakes  in  Canada  and  the  United 
States  and  issue  to  the  shipper  a  through 
bill  of  lading  to  European  ports.  This 
is  a  particularly  strong  position  to  be 
in.  .4.dvantage  was  also  taken  of  the 
special  conditions  that  prevailed  during 
the  war  period  and  as  a  result  your  com- 
pany made  a  number  of  favorable  long- 
term  contracts  which  will  greatly 
strengthen  its  position  during  the  next 
few  years.  Your  directors  feel  that  gra- 
dually, but  steadily,  an  efficient  and 
complete  system  of  transportation  has 
been  built  up,  which  enables  it  to  pre- 
eminently meet  the  demands  of  the 
growth  of  Canada's  export  and  import 
trade.  On  this  account  your  company 
is  in  a  position  to  render  a  great  service 
to  the  Dominion.  This  should  be  a  mat- 
ter of  pride  to  every  Canadian,  as  it  will 
undoubtedly   be    to   every   shareholder." 

M.  J.  Haney,  of  Toronto,  Vice  Presi- 
dent, in  seconding  the  adoption  of  the 
report,  said:  "The  results  reflect  an 
achievement  that  is  altogether  excep- 
tional for  a  Canadian  corporation.  Mr. 
Xorcross,  in  his  address,  has  been  kind 
enough  to  give  to  the  board  of  directors 
a  considerable  portion  of  the  merit  for 
the  policy  that  has  brought  these  emin- 
ently satisfactory  results  to  the  share- 
holders. Speaking  on  behalf  of  the  board, 
I  think  it  is  only  fair  to  point  out  that 
while  we  have  given  the  management 
every  co-operation  at  all  times,  the  cre- 
dit for  the  great  organization  built  up 
and  the  satisfactory  returns  that  are 
being  obtained  from  the  different  de- 
partments must  of  necessity  go  to  the 
management  and  the  strong  organization 
that  has  been  rounded  out.  It  must  be 
a  matter  of  considei-able  pride  to  the 
shareholders  to  qote  that  their  under- 
taking, by  careful  management,  has  been 
gradually  rounded  out  from  an  inland 
undertaking,  operating  barely  six  months 
in  the  year,  to  a  trans-Atlantic  trans- 
portation system  that  operates  in  every 
month  of  the  year,  and  covers  such  a 
multitude  of  services  that  any  reduc- 
tion in  one  department  is  likely  in  time 
to  be  offset  by  the  increased  revenues 
from  others.  It  is  surprising  that  the 
management  has  been  able  to  do  this 
without  any  increase  in  capital  and  with 
very  small  additions  to  the  company's 
general  organization.  It  only  goes 
to  show  what  a  good  organization 
the  company  has.  Where  before,  the 
various  agents  were  securing  cargoes 
for  the  inland  routes,  they  are  now  out 
in  the  different  fields,  filling  up  the 
ocean  vesels  in  the  various  services  of 
the  company.  Canada  is  every  day  be- 
coming more  of  a  factor  in  export  trade 
to  different  parts  of  the  world  and  with 
its  substantial  fleet  of  steamers,  Canada 
Steamship  Lines  can  assure  to  the  Can- 
adian shipper  that  his  goods  can  be  de- 
livered in  Canadian  ships  to  the  leading 
ports  of  Europe." 

The  following  are  the  officers  and 
directors  for  this  year:  Commander    Sir 


Trevor  Dawson,  R.N.,  Honorary  Presi- 
dent; J.  W.  Norcross,  President  and 
Managing  Director;  M.  J.  Haney,  Vice 
President;  C.  A.  IJarnard,  K.C.,  Vice 
President.  Other  directors:  E.  Bristol, 
K.C.,  M.P.;  W.  E.  Burke,  Hon.  Frank 
Carrel,  Hon.  J.  P.  B.  Casgrain,  H.  W. 
Cowan,  J.  E.  Dalryniple,  D.  B.  Hanna,  F. 
S.  Isard,  Sir  Henry  M.  Pellatt,  H.  B. 
Smith,  Geo.  H.  Smithers,  J.  P.  Steed- 
man. 

London  Advisory  Committee:  Com- 
mander Sir  Trevor  Dawson,  Chairman; 
Sir  Vincent  Caillard,  W.  Grant  Morden, 
M.P.;  C.  G.  Bryan,  Sir  Francis  Barker, 
Sir  Frederick  Orr-Lewis. 


Steamship  J.  A.  McKee.  The  Minis- 
ter of  Railways  gave  the  following  in- 
formation in  the  House  of  Commons, 
Mar.  22.  The  s.s.  McKee,  approxi- 
mately 1,373  net  tons,  and  3,000  d.w. 
tons,  was  bought  by  the  government, 
from  Algoma  Steel  Corporation,  April 
18,  1917,  for  $500,000,  and  $342,660  has 
since  been  expended  on  repairs  and  re- 
fitting. She  is  engaged  in  the  St.  John, 
N.B.-West  Indies  trade.  There  was  a 
deficit  of  $269,354  on  her  operation  to 
Dec.  31,  1919,  on  account  of  serious  dam- 
age sustained  through  the  Halifax  ex- 
plosion, and  also  on  account  of  her  run- 
ning aground  at  New  York.  As  she  was 
uninsured  at  that  time,  repairs  were 
charged  largely  to  operating  expenses. 

British  Docks — A  large  number  of  im- 
portant improvement  schemes  are  being 
carried  out  by  dock  and  harbor  authori- 
ties in  Great  Britain.  At  the  London 
port  a  new  dock  of  43  acres  and  with 
a  water  depth  of  38  ft.  is  nearing  com- 
pletion. The  scheme  includes  a  graving 
dock  to  accommodate  vessels  of  the  larg- 
est class.  A  2  story  river  jetty,  with  a 
frontage  of  1,000  ft.  and  a  low  water 
depth  of  30  ft.  is  also  being  built.  At 
Liverpool  the  works  in  progress  will  cost 
£10,000,000,  and  include  a  large  half  tide 
dock  and  an  extensive  series  of  storage 
tanks  for  oil.  On  the  Clyde  new  berth- 
ing basins  large  enough  for  the  biggest 
vessels  are  being  laid  out,  and  import- 
ant extensions  are  also  being  made  at 
Leith  and  Dundee.  Bristol  Channel 
ports  are  increasing  their  equipment  for 
handling  coal,  and  at  Plymouth,  Dover, 
Grimsby,  Sunderland,  the  Tyne,  and  the 
Tees,  many  improvements  are  being  car- 
ried out. 

Tribute  to  C.  Gardner  Johnson. — The 
Vancouver  Pilot  Board,  just  prior  to 
quitting  office  recently,  sent  the  follow- 
ing letter  to  the  Secretary,  C.  Gardner 
Johnson:  "We  the  undersigned  members 
of  the  Vancouver  Pilot  Board  now  re- 
tiring (owing  to  the  Dominion  Govern- 
ment changing  the  head  office  to  Ot- 
tawa), take  the  present  opportunity  to 
convey  to  you,  by  letter,  our  heartfelt 
thanks  in  appreciation  of  the  excellent 
service  you  have  given  to  the  pilot  com- 
missioners at  all  times,  in  performing 
their  respective  duties  for  a  period  of 
over  30  years,  in  the  capacity  of  Secre- 
tary of  the  Pilot  Board,  for  the  benefit 
of  the  shipping  interest  and  pilot  service 
of  the  Port  of  Vancouver.  We  also  thank 
you  for  the  courteous  manner  in  which 
we  have  been  treated  by  you  during  our 
business  meetings,  and  we  have  pleasure 
in  wishing  you  long  life  and  prosperity 
in  the  future  years  to  come.  Yours  sin- 
cerely, C.  G.  Major,  Chairman;  Frank 
Burnett,   H.  G.  Ross,  W.  Harvey  Copp." 


222 

I)urabilit>    of   l'ilf>  in   Intirlidal 
Space. 

How  far  abovi'  low  w«U>r  arc  untreat- 
C.I  »oo<l  pilm  protorlod  by  unturation 
This  quention  hn*  boon  nskril  a  numb«T 
of  cnKliHHT!.  by  the  Koroft  Pr.xlucU 
laboratory,  nt  MaHiBon.  Wi.t.  In  tifial 
watrm  thi>  portionn  of  pili-*  above  nu>an 
low  tide.  althouKh  completely  inimrr!>e<i 
only  part  of  the  time,  may  b*-  practio- 
ally  Nituratid  all  the  time.  Wood  con- 
nUntly  Mturated  with  water  in  not  sub- 
i«it  to  decay,  and  this  fact  makes  the 
hciirht  to  which  .saturation  extends  above 
low  tide  a  question  of  considerable  in- 
terest to  the  desiirnintt  engineer.  The 
opinion  of  most  of  the  cntfineers  asked 
is  that  untreated  piling  in  water  not  in- 
feste<l  with  marine  wood  borer.s  will  re- 
main sound  indefinitely  if  cut  off  at  half- 
tide.  This  hciKht  ranifes  in  various  port-s 
from  2.3  to  4..")  ft.  above  low  waU-r.  At 
cerUin  places  on  the  Atlantic  coast,  piles 
cut  off  at  the  height  of  half-tide  are 
still  sound  after  from  .SO  to  100  years 
of  ser^ice.  Untreated  piling  is  destroyed 
by  marine  borers  more  rapidly  than  by 
decay,  and  the  information  given  would, 
of  course,  have  no  practical  use  where 
these  organi.snis  are  active. 

A  Ship  Repairing  Case  in  the 
Supreme  Court. 

An   Ottawa   press   dispatch   of   Mar.   :i 
.states  that  the  appeal  of  Montreal  Dry 
Docks  vs.   Halifax   Shipyards,   Ltd.,  was 
argued    that    day    before    the    Supreme 
Court.     The  respondent  was  making  re- 
pairs to  the   ship  Westerian   in  Halifax, 
N.S..  when   it  was   put  under  arrest  by 
appellants,  who  claimed  liens  for  supply 
of  materials.  After  the  arrest  the  repairs 
were  proceeded  with  at  a  cost  of  $15,000. 
The  ship  was  sold  under  a  court  order, 
producing  a  sum  slightly  in  excess  of  ap- 
pellants' combined  claim,  and   the  latter 
took    action    in     the     Admiralty     Court, 
claiming      priority      over      respondents 
claim   for  the  cost   of   repairs   after   the 
arrest.     The  local  judge  at  Halifax  held 
that  appellants  had  priority.     His  judg- 
ment   was    reversed     by    the    Exchequer 
Court,  on   the   grounds   that  the  repairs 
had    increased   the    selling   value   of    the 
ship,  and  it  would  be  inequitable   to  re- 
fuse full  payment  for  the  same;  that  the 
arrest  had  no  effect  on   the  lien   of   the 
shipwrighU,   whose    possession    was    not 
interrupted  thereby,  and  that  respondent 
was  in  the  same  position  as  if  perrnission 
of  the  court  to  continue  the  repairs  had 
been  obtained. 

Shipments  of  Goods  to  Roumania 
ThrouKh  I  .S.  Ports. 

W.  Duff,  M.P.,  for  Lunenburg,  N.S., 
asked  the  following  questions  in  the 
House  of  Commons.  Mar.  11:  "Are  Can- 
adian goods,  purchased  by  Roumanians 
on  the  credit  of  the  SS.S.OOO.OOO.  estab- 
lished by  the  government,  and  destined 
for  Roumania,  still  being  shipped  through 
K  V.  S.  port?  If  so.  why  does  not  the 
government  insist  that  such  goods,  des- 
tined for  Roumania.  be  forwarded 
through  a  Canadian  port?  Will  the  gov- 
ernment give  this  important  matter  its 
most   serious   consideration?" 

Sir  George  Foster,  acting  Prime  Min- 
ister, replied:  "Shipments  to  Roumania 
are  being  forwarded  from  Canadian 
porU".  The  toUl  quantity  shipped  via 
Canadian    ports    has    been    :{2,881     cubic 


CANADIAN  UAII.WAY  AND  MARINE  WORLD 


April.  1920. 


l..n».  and  via  .New  Y.-rk  J.H.'.O  lon».  The 
traffic  fn>ni  Canailian  portu  has  been 
handled  in  full  .hip  load*.  At  the  close 
of  navigation  lant  autumn  it  wan  neces- 
Miry  to  relieve  the  various  manufactur- 
ers of  their  accumulation  of  goo<U  pack- 
ed ready  for  shipment,  although  this 
<iuantity  was  not  nearly  sufficient  to 
make  up  a  cargo.  About  T.*)'/  of  the 
material  consisted  of  roofing,  a  compara- 
tively low-priced  commodity.  which 
made  the  cost  of  storage,  insurance  and 
other  charges  prohibitive.  There  is  no 
regular  steamship  service  from  Canadian 
port.s  to  the  Black  Sea.  but  the  Furness- 
Withy  Co.  has  a  regular  sailing  from 
New  York.  In  order  to  relieve  the  ac- 
cumulation of  goods  in  the  manufactur- 
ers stores,  it  was  necessary  to  forward 
these  goods  through  New  York,  where 
they  could  be  shipped  without  storage  or 
insurance  charges  being  incurred.  Mean- 
while, the  remainder  of  the  goods  to  be 
shipped  are  being  accumulated  at  Syd- 
ney, N.  S.,  and  St.  John,  N.  B.,  and  as 
soon  as  there  is  a  sufficient  quantity  to 
warrant  chartering  a  ship  the  remainder 
of  the  shipments  will  be  made  from  these 
ports." 


Harbor    Tunnel     for    Victoria,    B.C.— 

There    has    been    some    press    discussion 
recentlv   in   regard  to  the  building  of  a 
tunnel    in    connection    with    the    railway 
and    harbor   development    works    in    pro- 
gress   in   Victoria,   B.C.     Apparently   at 
the  request  of  the   Minister  of  Agricul- 
ture,   a    Public    Works    Department    en- 
gineer has  made  some  investigations   in 
the   matter,   the   result  of   which  has,   a 
pre-ss  report   states,  been  communicated 
to    the    Victoria    Board    of   Trade.      The 
plan   accompanying    the    letter    shows    ii 
tunnel   under   the   inner  harbor   of  .-".fiOO 
ft.  long,  and  2,310  ft.   of  open  cut,   ne- 
cessary to  link  up  the  ocean  docks  with 
the    Canadian    National    Rys.    terminals, 
the  estimated  cost  of  which  is  $2,000,000. 
Victoria   Wharf   Contract   Suit— Grant 
Smith  and  Co.   and    McDonnell   Lunited, 
have  been  given  permission  to  enter  suit 
against    the    Dominion    Government    for 
approximately  $:?00,000  for  work  done  m 
connection    with    the     building     of    tw-o 
wharves.     The  contractors'  claim  for  the 
excavation  of  28.276  cubic  yards  of  earth 
and  .S2.100  cubic   yards  of  rock  at  con- 
tract  prices.     There   is   a   dispute   as   to 
what  percentage  of  the   excavation  was 
rock  and  what  earth.     Earth  excavation 
was   paid   for  at  .52c   a   cubic  yard,  and 
rock  excavation  at  $9.10  a  yard. 

The  MacMillan  River  Exploration  Co. 
Ltd  has  been  incorporated  under  the 
Dominion  Companies  Act,  with  $;{0.000 
authorized  capital,  and  office  at  Ottawa, 
to  cary  on  a  general  exploration  and 
development  business,  and  to  own 
and  operate  steam  and  other  ships, 
wharves,  docks,  elevators  and  other  navi- 
gation facilities,  and  to  act  as  common 
carriers.  The  incorporators  are.— -A. 
Havdon.  D.  K.  Kennedy.  E.  R.  Jf'jl'*"": 
I  H.  Dohertv.  E.  Valois.  E.  H.  O  Mallo> 
and  L.  Brennan,  all  of  Ottawa. 

Sorel  Shipvard  Superintendency.--The 
Minister  of  Marine  stated  in  the  House 
of  Commons.  Mar.  11.  in  answer  to  ques- 
tions by  T.  Geivais.  M.P..  for  Berthur. 
Que  that  no  permanent  appointment  of 
a  Superintendent  of  the  Sorel.  Que.,  ship- 
yaril  ha.l  been  made,  to  replace  W  .  ^. 
Jackson.  Louis  Ijjcouture  is  acting  of- 
ficer in  charge,  at  a  salary  of  $2,100. 
plus  bonus  of  $228  a  year.  He  has  a 
practical  knowledge  of  the  English  an.l 
French  languages. 


Too  LaU  for  Clarification. 

The  l•ol^on  Iron  Work.n  Shipbuilding 
Plant  and  other  asets  at  Toronto  are  of- 
fered for  judicial  sale,  tenders  to  be  in 
by  May  1. 

Major-General  Sir  David  WaUon,  pro- 
prietor of  the  Quebec  Chronicle,  >«  re- 
ported to  have  b^en  appointed  Chainnan 
Quebec  Harbor  Commission,  Vice  Hon. 
D.  O.  L'Espfrance.  resigned  owing  to 
ill  health. 

A  Vancouver.  B.C..  pres  dispatch  states 
that  negotiations  between  the  Vancouver 
Harbor  Board,  on  behalf  of  the  Do- 
minion Government,  and  the  Great 
Northern  Ry..  for  the  purchase  of  water 
frontage  on  Burrard  Inlet,  for  the  siu- 
of  a  new  government  pier,  have  been 
completed. 

Rov  M.  Wolvin.  who  has  been  elected 
President  Dominion  Steel  Corporation, 
was  bom  at  St.  Clair.  Mich..  Jan.  21, 
1880.  He  was  in  the  Western  Transi^t 
Co.'s  service  at  Duluth  in  1896  and  1897. 
He  then  became  General  Manager.  Great 
Lakes  &  St.  Lawrence  Transportation 
Co.  and  Sundard  Steamship  Co.,  occupy- 
ing those  position  till  1910.  He  next  be- 
came President  of  the  SUndard  Shipping 
Co.,  Winnipeg,  the  Duluth  Shipping  Co.. 
and  the  Central  Shipping  Co..  Chicago. 
He  later  became  President  Montreal 
Transportation  Co..  Montreal;  Vice 
President  and  Managing  Director  Hali- 
fax Shipyards;  Vice  President  Colling- 
wood  Shipbuilding:  President  Reid  Tow- 
ing &  Wrecking  Co..  as  well  as  occupying 
several  other  responsible  positions.  He 
has  worked  in  close  contact  with  J.  W. 
Norcross.  President  Canada  Steamship 
Lines.  He  was  elected  a  director  of  the 
Dominion  Steel  Corporation  in  New- 
York. 


Sales  of  British  Government  Shipr- — 
The  steamships  War  Company  and  War 
Storra.  steel  steamships  built  by  .). 
Coughlan  &  Sons.  Vancouver.  B.C.,  and 
Wallace  Shipyards,  North  Vancouver, 
B  C,  respectively,  for  the  British  Gov- 
ernment, under  orders  from  the  Imperial 
Munitions  Board,  are  reported  to  have 
been  sold  to  Italian  interests.  The  sjs 
War  Companv  sailed  from  Vancouver 
some  time  ago  from  England  with  a 
cargo  of  lumber,  and  reached  Hull  in  4.i 
days,  having  met  exceptionally  bad  wea- 
ther during  which  she  is  reported  to 
have  behaved  remarkably  well.  The  name 
of  the  s  <:  War  Storm  has  been  changetl 
to  Laura.  The  wooden  s.s.  War  Haida. 
built  for  the  British  Government  by 
Cameron-Genoa  Mills  Shipyards,  Ltd.. 
Victoria,  B.C..  is  also  reported  to  have 
been  sold  to  Italian  interesU,  and  to 
have  been  renamed  Rodosto. 

Trade  and  Supply  Notes. 

The  m«tl<T  which  «PP««n  undfr  thta  h<«din«  ta 
compil«l.  in  mont  cm«.  from  infonMtioi.  «r- 
plied  b>-  the  m«naf«cturirt  of.  or  d<«l»™  in.  inr 
«rticlF>  referred  to.  «nd  in  pobliihing  the  »»ine 
we  »reept  no  re»pon.ibility.  At  the  Mme  ttmt  we 
wUh  our  re«der»  di.tincUy  to  underjUnd  th.t  we 
•  re  not  paid  for  the  publication  of  anr  of  tni* 
matter,  and  that  we  will  not  eon.ider  any  propo- 
.ition  to  in»ert  reading  matter  in  our  column,  for 
pay  or  .U  efluivalent.  Adverttainir  eonlrmcto  will 
not  be  taken  with  any  condition  that  aceepUnir 
them  will  obliee  u>  to  publi.h  readme  notice*.  In 
other  wonU.  our  readine  column,  are  not  for  fit. 
either    to    advertinera    or   othem 

Whiting  Foundry  Equipment  Co.  Har- 
vey. HI.,  has  issued  its  crane  catalogue 
\h\.  describing  and  ilustrating  electric, 
travelling,  bucket,  handling,  gantry-, 
transfer,  hand,  power,  gib  pillar  and 
bracket  cranes  also  bulletin  152.  giving  « 
list  of  users  of  the  Whiting  cupola. 


Canadian  Railway  and  Marine  World 


May,  1920 

The  Minister  of  Railways'  Annual  Statement  on  Canadian  National  Railways 

Etc. 


Hon.  J.  D.  Reid,  in  speaking  in  the 
House  of  Commons,  Mar.  30,  said:  In 
presentinjr  the  Railways  and  Canals 
Department  estimate  for  the  forthcom- 
ing fiscal  year,  I  desire  to  place  before 
the  house  a  statement  dealing:  with  the 
operation  of  the  Canadian  National  Rys 
for  the  calendar  year  1919.  The  Cana- 
dian Northern  was  merged  with  the  gov- 
eiTiment  railways  in  Dec,  1918,  so  that 
we  are  now  in  a  position  to  review  one 
completed  year  of  operation  under  non- 
political  and  purely  business  auspices. 
The  national  system,  with  which  we  are 
now  dealing,  comprises  the  following 
lines: 

Canadian    Northern    system    9.479  mUes 

Intercolonial     1,592       " 

Prince  Edward   Island   278 

National    Transcontinental    2.002       " 

Branch    lines    376       " 

Total     13,727 

Operating  Results — It  is  unfortunate 
that  abnormal  economic  conditions,  the 
disturbing  effects  of  which  are  world- 
wide, and  beyond  the  control  of  any  rail- 
way management,  whether  a  public  or 
private,  should  have  prevented  a  better 
showing  for  the  first  year  of  large  scale 
national  operation,  but  the  result  when 
closely  analysed,  is  not  without  hope  for 
the  future  of  government  ownership  and 
operation. 

Briefly  stated,  the  national  system, 
comprising  the  Canadian  Northern,  the 
Intercolonial,  and  the  Transcontinental, 
camed  $94,000,000  during  the  year,  or 
almost  $12,000,000  more  than  during 
1918.  But  even  with  the  $12,000,000  in- 
creased earnings,  the  operating  loss  is 
$14,000,000,  made  up  as  follows:  Cana- 
dian Northern,  $6,500,000;  Intercolonial 
and    Transcontinental,    $7,500,000. 

The  explanation  of  this  is  that  during 
the  year  the  operating  expenses  advanced 
from  $84,000,000  to  practically  $108,- 
000,000,  an  adverse  increase  of  nearly 
$24,000,000.  For  the  most  part,  this  was 
due  to  advances  in  wages  under  the  Mc- 
Adoo  award  and  supplements  thereto, 
which  were  not  offset  by  corresponding 
increases  in  rates.  There  was  no  rate 
increase  during  1919.  Given  the  same 
operating  costs  as  1918,  the  earnings  for 
1919  would  have  taken  care  of  them  and 
provided  in  addition  $9,000,000  towards 
meeting  fixed  charges.  These  interest 
obligations  in  themselves  amount  to  $19,- 
000,000,  and,  singularly  enough,  a  com- 
parison of  the  payroll  of  the  national 
system  for  the  two  years  shows  an  in- 
crease of  practically  $19,000,000  in  wages 
alone  during  1919. 

The  operating  loss  of  $14,000,000,  and 
the  consequent  failure  to  provide  for 
fixed  charges,  is  really  a  reflection  of 
conditions  which  obtain  all  over  the 
world  as  a  result  of  the  war.  Compari- 
sons are  seldom  conclusive,  but  some- 
times they  are  illuminating,  and,  in  pass- 
ing, I  am  reminded  that  in  the  United 
States,  where  economic  conditions  so 
closely  approximate  our  own,  the  lines 
taken  over  by  the  government  for  oper- 
ation during  the    war    are    reported    to 


have  failed  in  two  years  by  over  $700,- 
000,000  to  earn  the  net  revenue  which 
the  government  guaranteed  them  when 
taken  over  by  the  U.S.  Railroad  Admin- 
istration. 

Passenger  and  Freight  TraflSc — Al- 
though the  freight  earnings  of  the 
National  system  show  an  increase  in  ex- 
cess of  $2,500,000  for  the  year,  there  was 
a  falling  off  in  freight  handled  amount- 
ing to  0,000,000  tons.  This  was  due  in 
part  to  the  stoppage  of  munition  ship- 
ments on  cessation  of  hostilities,  and 
four-fifths  of  the  decreased  tonnage  was 
on  the  old  Canadian  Government  system, 
which  formerly  handled  so  much  war 
business.  There  was  a  noticeable  falling 
off  also  in  w-estbound  business,  due  to  un- 
settled conditions  in  the  period  of  trans- 
ition from  war  to  peace.  That  there  was 
an  incrj3ase  in  freight  earnings  at  all  is 
attributable  to  the  increased  rates  put 
into  effect  during  1918.  Had  the  volume 
of  freight  handled  during  the  preceding 
year  been  maintained,  the  increased 
freight  earnings  would  have  amounted  to 
$7,500,000  instead  of  $2,500,000.  Thus  the 
return  of  the  world  to  a  peace  basis  may 
be  said  to  have  cost  the  national  system 
$5,000,000  in  freight  revenue  during  the 
year  1919.  But  no  one  will  say  it  was  not 
worth  while. 

The  national  system  carried  11,500,- 
000  passengers  during  the  year,  an  in- 
crease of  about  1,750,000.  Additional 
services  and  the  return  troop  movement 
helped  to  swell  these  figures.  Total  pas- 
senger earnings  increased  from  $14,000,- 

000  to  a  little  less  than  $22,000,000. 
About  $1,500,000  of  this  increased  re- 
venue is  attributable  to  the  109'o  in- 
crease in  passenger  rates  granted  dur- 
ing 1918,  and  in  effect  for  the  first  time 
for  the  full  year.  The  coupling  up  of 
the  Canadian  Northern  and  the  Cana- 
dian Government  railways  has  resulted 
in  an  increase  in  better  paying  long-liaul 
business,  and  the  management  has  every 
expectation  that  this  business  will  be 
maintained,  notwithstanding  the  com- 
pletion of  troop  movements. 

Operating  Costs. — I  shall  try  not 
to  weary  the  House  with  an  end- 
less procession  of  figures,  but  as 
briefly  as  possible  call  attention  to 
their  significance,  and  then  append  to 
this  verbal  statement  detailed  satis- 
tical  information,  which  could  appear 
as  appendices  to  these  remarks,  and  thus 
receive  the  leisured  sci-utiny  which  their 
importance  warrants.  The  tables  to 
which  I  refer  differentiate  between  Can- 
adian National  and  former  Canadian 
Government  lines,  and,  as  well,  give  the 
totals  for  the  entire  system,  with  which 

1  have  been  dealing,  They  do  not,  how- 
ever, include  the  Grand  Trunk  Pacific, 
which,  pending  the  taking  over  of  the 
Grand  Trunk  system,  has  been  operated 
as  a  separate  entity.  As  receiver  for  the 
Grand  Trunk  Pacific,  I  intend  in  due 
course  to  present  a  detailed  report  of 
the  operation  of  that  line  for  1919, 
though  I  shall  refer  briefly  to  the  results 


of  that  operation  at  a  later  stage  of  my 
present  remarks. 

The  operating  revenue  of  the  national 
system  was  more  than  $93,000,000.  The 
wage  bill  for  the  year  exceeded  $73,000,- 
000,  having,  owing  largely  to  the  Mc- 
Adoo  series  of  advances,  jumped  from 
$54,000,000  in  1918.  In  other  words,  out 
of  every  dollar  of  revenue  earned,  78c 
passed  directly,  by  way  of  wages,  to  the 
employes. 

Labor  Conditions — The  cessation  of 
hostilities  appreciably  relieved  the  labor 
situation  and  enabled  a  start  to  be  made 
on  overtaking  considerable  mainten- 
ance of  way  and  equipment  work 
which  had  been  deferred  under 
war  conditions.  An  extra  large  num- 
ber of  tie  renewals  were  made,  which  at 
the  higher  price  and  higher  cost  of  labor, 
made  a  large  item;  also  relaying  of  rails 
which  could  not  be  gone  on  with  during 
the  war,  added  to  operating  expenses. 
Special  locomotive,  car,  and  work  equip- 
ment repairs  were  undertaken  with  a 
view  to  keeping  in  service  as  much  equip- 
ment as  possible,  so  as  to  avoid  purchase 
of  new  units  at  the  extraordinary  high 
prices  to  which  I  shall  refer  later. 

It  is  to  be  remembered  then,  in  dealing 
with  the  operating  expenses  for  the  year 
under  review,  that  such  deferred  main- 
tenance work  as  has  been  done,  amount- 
ing to  over  $5,000,000,  is  included  in  the 
year's  operating  expenses,  and  to  that 
extent  has  increased  the  deficit.  There  is 
still  a  large  amount  of  deferred  work  to 
do,  which  will  add  to  the  operating  costs 
for  1920,  but  it  is  satisfactory  to  know 
that  all  the  work  which  is  being  done  is 
increasing  the  physical  value  of  the  prop- 
erty, as  well  as  making  for  higher  effici- 
ency and  economical  operation. 

The  position  of  the  55,000  employes  of 
the  national  system  was  materially  im- 
proved during  the  year.  They  worked 
on  the  average  a  shorter  day,  and  capi- 
tal expenditures  for  the  year  included 
large  items  for  the  improvement  of  their 
housing  and  working  conditions.  In  1914 
the  average  wage  per  year  of  railway 
employes  of  Canada  was  $700;  in  1919 
on  the  national  system  it  was  $1,447. 
The  relations  between  the  management 
and  the  employes  have  been  very  satis- 
factory. Since  Canadian  Railway  Board 
of  Adjustment  No.  1  was  established  in 
Sept.,  1918,  Canadian  railways  have  been 
remarkably  free  from  serious  labor 
troubles,  and  although  the  national  sys- 
tem then  comprised  35'/o  of  the  mileage 
in  Canada,  the  grievances  arising  there- 
from amounted  to  only  about  167o  of  the 
cases  before  the  board.  It  is  hoped  that 
this  board,  which  is  comprised  of  six 
representatives  of  the  large  railway 
labor  brotherhoods  and  six  railway  of- 
ficers, will  be  maintained,  so  that  dif- 
ferences of  opinion  may  continue  to  be 
settled  by  round  table  conference  rather 
than  by  more  expensive  uneconomic  and 
inconvenient  methods. 

Betterments — Important  progress  was 
made  during  the  year  in  improving  the 


CANADIAN  RAILWAY  AND  MAiUNE  WURLD 


May.  1920. 


|.iiiiit   Mi    i...    ►  ■•"••■'■nmi'nl- 

Tho   nini   of   thr   ninnaKP- 

,,  1  rini'    thr    lini-«    up    to    the 

Ktjit    lii'l    «'      '  ■'"    jllKtifiPK. 

lo  iniprc.vo  t  'rnmr  in- 

croa«-«.  an-l  •    po'ition 

where  the  fmum.-  «n.  ,."■-"'<•  •  "'iKht 
niarBJM  f>v«T  tho  imnuMlintf  tramr  rc- 
ciuimmrt'.  •>"  thnt  whrn  onu-nfi-ncy 
trnfflc    ■  '  ■  '<"  *■'"  ""'  ^'^  conRcs- 

tion.  ■    to  i>i»ny  portions  of 

Iho  m  ^   mnrtrin  of  capacity 

miw  CXI-:  .  li^  .  vpcnilituron  art-  required 
on  various  stvtions.  and  at  ttrminnl  and 
..thir  important  points  where  limitinK 
i.i;i..n.s  now  restrict  the  economical 
ULT  of  traffic.  To  improve  track 
ritons.  t.i.'i  miles  of  new  85  Ih.  rail 
wirr  liiid.  and  on  l.W  additional  miles  of 
track  the  existinK  rail  was  replace<i  with 
heavier  section,  this  beint  lamely  Kood 
80  to  711  lb.  rail  released  by  the  first 
item.  The  balance  of  the  released  rai 
was  used  up  on  the  construction  of  C4 
new  passing  tracks,  and  the  extension 
of  .16  others;  also  44  transfer,  storage 
and  other  tracks,  and  4»)  private  and  in- 
dustrial tracks.  This  additional  t.ack- 
atre  will  preatly  facilitate  the  han.lhnir 
of   trains   and    swiu-hintr   in   yards. 

About    ?1.200,000    was    spent    on    bal- 
lastinp.     Over  100  trestles  were  replaced 
with    permanent   structures,     and     many 
other   bridce    improvements   were   made, 
a  large  item  beinp  $267,000  expended  on 
the  St.  Charles  river  bridge.     Good  pro- 
gress was  made  on  the  important  work 
of  providing  second  track  where  in  pre- 
vious   years    serious   congestion    has   oc- 
curred  on    the     Intercolonial     Ry.      The 
points  where  double  tracking    is    being 
undertaken  are  between  Ste.  Rosalie  and 
CharlotU'.    Truro    and    Belmont.    Spring- 
hill   Junction   and    Maccan   and   also   out 
of    Moncton.      Over   $1,000,000    was    ex- 
pended  on   the   work   during   19Ut.     The 
double    track    between    Druniheller    and 
Munson  Jet.,  Alta.,  has  been  completed, 
thus  greatly  facilitating  the  handling  of 
coal  from  the  Drumheller  mines.     In  the 
case  of  the  Drumheller  work,  the  proup- 
ing  of  23  mines  in  one  locality,  and  the 
attendant   mining    conditions,    make    the 
handling  of  the  traffic  practically  a  limit- 
ing factor  in  production;  the  movement, 
too   being  crowded  into  a  relatively  short 
.season,    makes    it    imperative    that   good 
facilities  for  handling  be  provided.  These 
expenditures   to   improve   operating  con- 
ditions produce   in  many  cases  a   much 
greater   return    on   the    investment   than 
equal  expenditures  on  new  lines,  as  not 
only  are  additional  earnings  secured,  but 
operating  expenses  are  reduced,  greater 
use  of  equipment  is  obtained  and  better 
service  to  the   public.     In   line  with  the 
management's  policy  of  improving  exist- 
ing facilities,  many  new  structures  have 
been     erected,     among     these     being     lb 
water  tanks,   11   coal  handling   plants,  i 
coaling   trestles,   26   stations,    12   station 
shelters,     13     freight    sheds.    4    express 
buildings,    64    single    section    houses,    10 
double   section    houses,   36   bunk   houses, 
and  8  workmen's  cotUges.     Such  expen- 
ditures    eliminate     train     delays,     effect 
labor  saving,  add  needed  facilities,  pro- 
vide housing  and  tend  to  the  welfare  of 
employes. 

Additions  and  improvements  to  loco- 
motive houses,  machine  shops  and 
other  mechanical  facilities  accounted  for 
$12.'),000.  General  improvements  in- 
cluded considerable  diUhing,  widening 
banks  and  removing  sags,  preparatory  in 
some  cases  to  ballasting.  Some  diver- 
sions, to  reduce  grades,  to  give  better 
alignment,    or    eliminate    bndges    were 


I  iimpletod  anil  olhem  are  under  way. 

The  n-buihliiig  of  the  Canadian  North- 
ern line  between  Cap  Rouge  and  I'ort- 
neuf,  washed  out  by  the  tidal  wave  in 
I'.llS,  was  almost  completi'd. 

On  Prince  Kdward  Island,  where  the 
lines  are  narrow  gauge,  a  thiril  rail  has 
been  laid  from  Charlotteluwn  to  Sum- 
merside,  and  from  I'ort  Horrl.n  to  Kmer- 
ald— 60  miles  in  all.  which  enables  stand- 
anl  gauge  rolling  stock  to  be  inter- 
changeil  by  car  ferry,  greatly  facilitating 
the  handling  of  traffic  to  and  from  the 
Island. 

New  Conatruction  in  1919. — In  submit- 
ting the  construction  programme  for 
1S»19,  the  directors  recommended  that  the 
work  to  be  undertaken  should  be  as 
closely  as  possible  confiined  to  com- 
pleting branch  lines  which  were  under 
construction  in  Western  Canada  at  the 
outbreak  of  the  war.  Following  this 
policy,  work  was  done  on  various  lines, 
amoiig  the  more  important  being  the  ex- 
tension of  the  Hanna-Medicine  Hat  line 
to  Red  Cliff,  and  the  St.  Paul  de  Metis 
line  in  Alberta;  the  Huniboldt-Melfort 
connection  and  Duck  Lake  branch  in 
SaskaUhewan,  and  the  Kamloops-Ke- 
lowna  line  in  British  Columbia.  On  Van- 
couver Island,  28  miles  of  track  were 
laid  on  grade  previously  constructed,  and 
40  miles  of  ballasting  completed.  The 
Vancouver  passenger  station  was  com- 
pleted and  opened  for  traffic. 

Shortage  of  labor  and  disturbed  indus- 
trial conditions  during  the  summer  pre- 
vented the  expected  completion  of  cer- 
tain western  branches,  but  the  work  on 
these  will  be  vigorously  pushed  this  year. 
At  Toronto,  the  Leaside  terminal  yard 
was  further  developed.  Most  of  the  faci- 
lities at  this  point  are  now  utilized  and 
are  proving  of  great  value  in  handling 
the  business  on  the  lines  in  Southern  On- 

^'■'°-  T,, 

Betterments  Proposed  for  1920.— The 
following  general  improvements  are  re- 
commended by  the  directors  as  being 
among  the  most  pressing  requirements 
of  the  system: 

Canadian  Government  Rys.  The  re- 
laying of  about  200  miles  of  track  with 
heavier  steel,  and  the  utilization  of  the 
released  steel  for  additional  passing 
tracks,  spurs  and  sidings. 

The  completion  of  the  20  miles  of 
double  tracking  already  referred  to  and 
now  well  under  way.  Improvements  to 
or  replacing  of  over  200  bridges,  trestles 
and  culverts,  including  filling  and  other 
permanent  work.  , 

The  construction  of  2o  stations  and 
freight  sheds,  7  coaling  plants,  7  water 
stations.  9  buildings  for  the  mechanical 
department  such  as  locomotive  houses, 
machine  shops,  etc..  58  buildings  for 
housing  employes  such  as  section  houses. 
Provision  will  be  made  for  the  general 
improvement  of  track  conditions,  and  at 
St  John,  N.B.,  an  extension  of  the  yard 
trackage  is  required  to  relieve  the  con- 
Kestion  at  that  point. 

Canadian  Northern  Lines.  "The  con- 
struction of  branch  line  mileage  in  West- 
ern Canada  provides  an  opportunity  to 
replace  steel  now  on  main  lines  with 
heavier  section,  the  steel  taken  from  the 
main  lines  being  serviceable  for  branch 
line  traffic.  The  a.lditional  traffic  being 
provided  by  the  branch  lines  is  enabling 
heavier  train  movenienta  to  be  made,  and 
the  present  demand  for  all-steel  passen- 
ger e.iuipment  requires  the  utilization  of 
very  heavy  power,  making  it  necessary 
to  continually  improve  the  standard  of 
mam  line  roadbed,  track  and  structures. 
I  he  programme  in  respect  to  rail  re- 


ptacemcnU  rovem  the  relaying  of  3B0 
mileii  of  now  steel  on  main  linen;  331 
bridges,  trestles  and  culverU  are  to  b<' 
replaced,  filled  or  renewed,  involving 
the  replacing  of  many  temporary  struc- 
tures by  permanent  work.  The  com- 
pletion of  additional  mileage  in  the 
prairie  provinces  has  necessitated  the 
construction  of  many  new  buildings,  a 
large  item  being  68  stations  and  freight 
sheds.  There  were  also  built  22  coaling 
plants.  The  present  price  of  labor  neces- 
sitates the  adoption  of  labor-saving  de- 
vices of  this  kind.  There  are  also  listed 
20  new  water  stations.  The  mechanical 
department's  facilities  will  be  improved 
by  the  construction  of  new  locomotive 
houses,  machine  shops,  ete.,  19  in  all. 
Some  of  these  are  required  at  the  end  of 
new  branch  lines.  Additional  lines  also 
account  for  a  number  of  the  134  section 
houses  required. 

A  large  appropriation  is  required  for 
general  roadbed  and  track  improvements, 
and  increasing  traffic  warrants  improve- 
menta  and  revision  of  the  main  line  be- 
tween Montreal  and  Quebec. 

A  greatly  needed  improvement  is  the 
stringing  of  an  additional  copper  and 
steel  wire  between  Montreal  and  Toronte 
and  Winnipeg,  to  provide  through  wires 
between  these  important  points,  the  pres- 
ent wires  being  required  for  local  busi- 
ness and  train  dispatehing.  The  new- 
wires  will  also  enable  new  through  busi- 
ness to  be  handled  by  the  G.N.W.  Tele- 
graph Co.  through  Canada,  whereas  the 
company's  through  business  now  goes 
via  United  States  connections. 

Construction   Programme,    1920.— It  is 
again  proposed  to  confine  new  construc- 
tion  in    Western    Canada    to    the    com- 
pletion of  branch  lines  on  which  work  is 
well  under  way.     The  programme  includes 
work   on   16   branch    lines    in    .Manitoba, 
Saskatehewan,    Alberta   and    British   Co- 
lumbia.    The  principal  items  of  track  lay- 
ing will  be  from  Eston  south-easterly,  35 
miles;   Humboldt-Melfort  line.  32  miles; 
Melfort  north-easterly,  32  miles;   Oliver 
north-easteriy,    22    miles;     Peace    River 
line  .32'^  miles;  Swift  Current  line,  18Hi 
miles,    and    Jackfish     Lake    branch,    27 
miles       In    British    Columbia    it    is    pro- 
posed to  grade  40.4  miles  to  complete  the 
Okanagan   branch.     In    all,   349.6   miles 
of  track  is  to  be  laid  and  123.4  miles  of 
line  to  be    graded.      The    extension    of 
other  lines  and  the  construction  of  ad- 
ditional branches  is  very  strongly  urged, 
and    while   certain    of    these    projections 
are    fully   justified    on    traffic   considera- 
tions, their  construction  has  to  be  post- 
poned on  account  of  the  financial  situa- 
tion,  labor   shortage   and   high   cost   of 
material  and  supplies. 

In  Eastern  Canada  there  are  several 
very  important  connections  which  can 
be  regarded  as  essential  te  economic  and 
unified  operation  with  other  lines  of  the 
national  system,  but  which  must  also 
be  postponed  until  the  financial  situation 
improves.  Among  these  may  be  men- 
tioned the  Long  Lake  connecUon  be- 
tween the  National  Transcontinental  and 
the  Canadian  Northern  main  lines,  which, 
when  completed,  will  give  the  Canadian 
Northern  the  short  route  between  W  mni- 
peg.  .Montreal  and  Toronto. 

Rolling  Stock  Orders.— During  1919 
the  following  rolling  stock  was  ordered 
for  Canadian  Government  railways:  25 
I'acific  type  locomotives.  25  switching 
locomotives,  13  compartment  obser\-a- 
tion  cars,  18  standard  sleeping  cars,  » 
dining  cars.  30  baggage  cars.  130  colon- 
ist car?  20  tourist  cars.  20  mail  cars,  550 
general  service  or  coal  cars,  500  flat  cars. 


May,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


225 


750  box  cars,  250  ballast  cars,  800  stock 
cars,  150  refrigerator  cars,  25  cabooses. 

This  equipment  has  been  delivered,  ex- 
cept 7  of  the  standard  sleepers,  the  ob- 
servation cars,  diners,  first-class  cars 
and  mail  cars,  all  of  which  it  is  expected 
will  be  in  service  at  an  early  date. 

Passenger  earnings  have  shown  such  a 
good  increase  that  30  additional  heavy 
passeng-cr  locomotives  are  required,  and 
50  additional  passenger  train  cars. 

On  account  of  the  verj'  high  unit 
prices  of  rolling  stock,  the  requirements 
have  been  kept  down  to  the  lowest  point 
consistent  with  traffic  conditions.  This 
is  very  necessary,  in  view  of  the  fact 
that  locomotives  suitable  for  our  pur- 
pose which  could  be  purchased  for 
$24,000  in  1914  cost  $62,000  now;  first- 
class  cars  have  increased  from  $16,000 
to  $;:!8,000;  dining  cars  from  $28,000  to 
$46,000.  The  increase  in  price  of  freight 
cars  ranges  from  1449'r  for  refrigerators 
to  17070  for  steel  frame  box  cars. 

The  equipment  to  be  ordered  is  as  fol- 
lows :  Locomotives  —  20  Pacific  type, 
medium  weight;  10  Pacific  type,  heavy 
weight;  25  heavy  freight,  20  switching. 
Freight  cars— 3,000  40-ton  box,  500  refri- 
gerator, 650  50-ton  coal  or  general  pur- 
pose, 350  50-ton  ballast,  100  cabooses,  6 
snow  ploughs,  150  stock  cars.  Passenger 
cars — 20  baggage,  18  standard  sleepers, 
12  standard  diners. 

Freight  and  Passenger  Rates. — The 
question  of  rates  is  one  which  will  bear 
careful  examination.  No  system  can 
indefinitely  stand  the  relationship  at 
present  existing  between  earnings  and 
operating  expenses  of  the  national,  but 
before  proceeding  to  a  consideration  of 
future  rates,  it  may  be  well  to  review 
what  has  taken  place  in  recent  years  in 
that  connection.  Members  will  recall 
the  agitation,  extending  over  a  period  of 
years,  for  a  reduction  of  rates  in  West- 
em  Canada,  by  many  urged  because  it 
was  felt  one  railway  at  least  could  well 
afford  a  reduction.  Just  a  few  months 
before  the  outbreak  of  war,  this  western 
rate  case  was  finally  decided.  The  judg- 
ment involved  a  comprehensive  reduction 
in  rates  in  territory  west  of  the  Great 
Lakes,  and  very  seriously  affected 
the  newer  lines.  Then  came  the  war, 
and  with  it  undreamed  of  problems  of 
transportation,  and  the  railways  began 
to  feel  the  effects  of  war  conditions.  In 
1916  what  is  known  as  the  eastern  rates 
case  provided  for  a  5%  increase  in 
tariffs  of  eastern  roads,  both  Canadian 
and  U.S.,  but  it  did  not  apply  to  the  west. 
In  1918,  there  were  two  rate  increases, 
the  March  order,  commonly  called  the 
159(1  increase,  and  the  August  increase 
of  259<:  (so-called)  which  accompanied 
the  first  of  the  McAdoo  series  of  wage 
increases.  There  was  this  difference, 
however,  between  the  rate  increases  and 
the  wage  increases;  the  latter  were  re- 
troactive, but  the  rates  could  not  be 
retroactive;  and,  in  addition,  it  was  found 
that  the  rate  increases,  when  finally  ap- 
plied, did  not  produce  anything  like  the 
increase  in  revenue  hoped  for.  The  first 
mentioned  (15%)  netted  only  7%  on  the 
national  railway  system's  passenger  re- 
venue and  lOVc  on  the  system's  freight 
revenue,  or  on  the  gross.  The  second  in- 
crease was  on  freight  only,  and  was  less 
in  the  west  than  in  the  east,  owing  to 
the  equalization  of  eastern  and  western 
rates  involved.  For  instance,  in  West- 
ern Canada  the  25','f  increases  wiped  out 
the  previous  15'/<  increment.  Taken  to- 
gether, these  two  rate  increases  are  esti- 
mated therefore  to  have  been  approxi- 
mately only  30%  instead  of  considerably 


more  than  40%  as  they  would  have  had 
they  been  imposed  upon  the  other. 

There  are  only  two  ways  by  which  a 
railway's  revenue  may  be  increased.  One 
is  by  increased  rates  and  the  other  is 
by  increased  business.  The  Canadian  Na- 
tional Rys,  should,  in  view  of  the  re- 
sumption of  trade  and  immigration,  in 
view  of  the  strengthening  of  weak  spots 
by  the  inclusion  of  Grand  Trunk  lines, 
and  especially  in  view  of  the  traffic  pos- 
sibilities of  the  60  steamships,  the  freight 
of  which  will  come  to  national  railways, 
commence  to  show  a  steady  increase  in 
business,  but  the  management  has,  in 
the  course  of  public  utterances,  called 
attention  to  the  necessity  for  increased 
rates  if  operating  expenses  are  to  be 
met  out  of  earnings.  'There  are  and  will 
be  various  opinions  as  to  this,  but  it  be- 
hooves us  to  give  careful  consideration 
to  the  management's  viewpoint.  They 
point  out  that  Canadian  roads  are  closely 
bound  up  with  U.S.  roads,  in  proof  of 
which  witness  the  application  of  the  Mc- 
Adoo awards  to  Canada.  Not  only  do  we 
pay  the  same  wage  schedules  and  apply 
the  same  working  conditions,  but,  gener- 
ally speaking,  freight  rates  are  the  same 
on  both  sides  of  the  line.  In  the  U.S. 
the  roads  are  being  handed  back  to  their 
owners  in  groups  and  the  legislation  pro- 
vides that  they  be  allowed  to  earn  5V2% 
on  their  investments,  with  an  additional 
^A%  construction  betterments.  During 
the  war  the  U.S.  roads  were  guaranteed 
a  certain  return  which  was  made  up 
from  the  public  treasury.  Now  that  this 
guarantee  no  longer  applies,  either  an 
increase  in  rates  will  be  necessary  or  the 
U.S.  Government  must  continue  to  imple- 
ment the  earnings  of  the  weaker  roads. 
It  is  estimated  that  a  rate  increase  of 
26%  would  be  required  to  put  the  U.S. 
roads  on  a  paying  basis.  An  increase 
to  that  extent,  if  applied  to  the  earnings 
of  1919  on  the  national  system,  would 
have  produced  a  revenue  of  a  little  more 
than  $110,000,000,  which  would  have  left 
a  surplus  of  net  earnings  of  over  $2,- 
000,000.  That,  of  course,  does  not  take 
the  fixed  charges  into  account.  The  man- 
agement, therefore,  feel  that,  both  be- 
cause we  have  the  same  expenditures  to 
meet  and  must  compete  with  each  other 
all  along  the  line,  whatever  freight  in- 
crease is  permitted  in  the  U.S.  ought 
also  to  be  applied  to  Canadian  roads.  As 
Minister  of  Railways  and  having  asked 
the  management  to  operate  on  a  busi- 
ness basis,  I  am  bound  to  present  the 
management's  viewpoint  for  the  con- 
sideration of  Parliament. 

I  have,  however,  a  larger  responsibility 
as  Minister  of  Railways,  having,  as  such, 
to  do  with  all  Canadian  roads,  and 
answerable,  in  the  final  analysis,  to  the 
people  who  at  present  find  the  cost  of 
commodities  sufficiently  high.  The  rail- 
way situation  in  Canada  has  undergone 
a  marked  change,  the  entire  mileage  be- 
ing now  controlled  in  two  great  groups 
or  systems,  the  Canadian  National  and 
the  Canadian  Pacific.  In  Canada  the 
mileage  of  the  latter  road  is  14,824,  but 
there  are  4,948  miles  of  owned  or  con- 
trolled lines  in  the  United  States,  so  that 
the  system  mileage  aggregates  19,772. 
Including  the  Grand  Trunk  lines,  the 
Canadian  National  system  wall  com- 
prise 22,356  miles,  of  which  2,093  miles 
are  located  in  the  U.S.  These  two 
systems  are,  from  the  mileage  stand- 
point, at  any  rate,  fairly  evenly  balanced 
and  it  is  unnecessary  to  point  out  that 
any  increase  in  rates  granted  the  Cana- 
dian National  Rys.  would  equally  apply 
to   Canadian    Pacific   lines.     The   annual 


statement  of  that  immense  corporation 
showed  that,  notwithstanding  the  dis- 
advantage of  increased  operating  costs 
and  charges  common  to  all  roads,  the 
C.P.R.  had  been  able  to  pay  a  dividend 
of  7%o  on  its  railway  operation,  and  3% 
on  its  outside  operations,  or  in  all  its 
usual  10%o  dividend  on  last  year's  oper- 
ation. 

The  argument  has  been  advanced  that 
it  would  be  possible  to  tax  out  of  the 
C.P.R.  any  increase  in  earnings  which 
might  be  permitted  it  in  common  with 
the  Canadian  National  Rys.  I  have  my 
own  opinion  as  to  the  fairness  of  such 
a  proposition,  but,  in  any  event,  I  per- 
sonally feel  that  such  a  proposal,  even 
if  fair  from  the  standpoint  of  competi- 
tion, would  not  be  practicable,  for  the 
simple  reason  that  you  could  not  prevent 
the  C.P.R.  from  spending  its  revenue 
legitimately  on  the  improvement  of  its 
property,  and  if,  at  the  end  of  a  year,  we 
found  that  the  increased  earnings  had 
gone  into  betterments,  how  could  we 
tax  it  out? 

My  own  feeling  is  that  the  C.P.R.  is 
entitled  to  a  rate  sufficient  to  earn  7% 
on  its  railway  investment,  and  this  they 
appear  to  be  able  to  do,  notwithstanding 
present  abnormal  conditions.  The  ques- 
tion resolves  itself,  therefore,  into  the 
following  proposition:  Shall  Canadian 
freight  rates  be  increased  generally  for 
the  particular  purpose  of  enabling  the 
Canadian  National  Rys.  to  meet  their 
operating  expenses  and  fixed  charges,  or 
would  it  be  better  to  go  on  with  the 
present  rates,  giving  dealers  no  addi- 
tional excuse  for  increasing  the  cost  of 
living,  and  trusting  to  increase  in  busi- 
ness, the  economics  it  should  be  possible 
to  effect  by  co-ordination,  and  the  re- 
turn of  normal  conditions  to  gradually 
reduce  these  deficits  until  the  day  (which 
I  personally  feel  is  not  far  off)  when  the 
revenue  will  prove  sufficient  to  pay  for 
operation,  and,  later  also  to  take  care  of 
fixed  charges.  Should  this  latter  sug- 
gestion prevail,  it  would  require  to  be 
thoroughly  understood  that  the  Minister 
of  Railways,  no  matter  who  he  may  be, 
must  come  down  next  year  with  a  de- 
ficit, and  the  next  year  viith  a  deficit, 
and  so  on  for  a  few  years  until  we  shall 
have  turned  the  corner. 

The  earnings  of  the  Canadian  rail- 
ways last  year  were  $350,000,000,  made 
up  as  follows:  C.P.R.,  $177,000,000;  Can- 
adian National,  $94,000,000;  G.T.R.,  $68,- 
000,000;  G.T.P.R.,  $11,000,000. 

A  25%  increase  on  these  earnings 
would  approximate  $88,000,000,  the 
greater  part  of  which  would  be  earned 
in  Canada.  Whether  we  shall  take  $88,- 
000,000  in  increased  freight  rates  out  of 
the  people  of  the  country  next  year  in 
order  to  show  a  surplus  for  the  national 
system  is  a  question  as  to  which  I  my- 
self am  not  prepared  to  take  the  respon- 
sibility of  deciding  either  one  way  or 
the  other  at  present.  I  leave  it  to  the 
consideration  of  the  house,  and  of  the 
people  of  Canada  as  a  whole,  and  shall 
be  glad  to  elicit  representative  public 
opinion  in  the  matter,  so  that  the  govern- 
ment may  be  in  a  position  to  give  this 
important  question  the  best  consider- 
ation. 

Bringing  in  the  Grand  Trunk. — The 
current  year  will  witness  the  rounding 
out  of  the  Canadian  National  Rys.  sys- 
tem by  the  acquisition  of  the  Grand 
Trunk  and  its  subsidiary  lines.  With 
these  added,  it  is  estimated  that  over 
50%  of  the  domestic  freight  traffic  of 
the  Dominion  will  be  found  to  originate 
along    government   railways.      The    con- 


rjG 


CANADIAN  KAILWAY  AND  MARINE  WORLD 


May.  1920. 


I  ,,  ill  ,-  up  ..f  till-  nnir.,!  Tniiik  llnc«  will 

inilimlrijil 

Wi-stc  rn 

.ifi  (irnnil 

■  r   re  I  "ire  to  Iw 
jro   foru'iird   in 

imtiixial       lin«'X, 

I  R.   will   iK-iu-nt 

'    iiilditiiinnl   l>U!«i- 

1    liiu'it    which    it 

.   i  |il  ii.t  n  nu-mbcT  of 

pri-^s.'<i  that  Halifax 
' .  r  IIS  a  result  of 

■  vi-r  tho   G.T.n. 
'  :inn(ln  need  have 

ii  uf  tlii.-.,  fur  llu-  reason  that  these 
I  ■  "he  terminals  of  our  immense  rail- 
a:i;.  ■.ystems  and  have  been  for  many 
.  rnrs.  They  have  been  preatly  improved, 
ind  in  the  operation  of  our  national  sys- 
tem, mon-  esp<'cially  in  view  of  the 
M-ean  tonnajre  we  now  control,  these 
ports  will  become  increasing,  rather 
than  diminishintr,  factors  in  the  Cana- 
ilian  railway  situation. 

The  connectinjr  up  of  the  G.T.R.  lines 
will  mean  that  52'^r  of  the  entire  railway 
:iiileapc  of  Canada  will  have  passed 
under  povemment  control.  This  will  per- 
mit of  economics  in  operation,  where  the 
:  wo  systems  have  been  maintaininR  par- 
illel  lines  and  duplicate  staffs,  and,  as 
■  -.  !y  pointed  out,  there  should  be  com- 
liinfr  advantages  to  the  Canadian 
•  irn,  the  Intercolonial  and  the 
iiHind  Trunk  as  well.  I  wish  to  point  out, 
however,  that,  in  speakinK  of  advan- 
tages, I  am  referring  to  the  G.T.R.  lines 
..nly,  not  the  G.T.P.  or  the  Transcontin- 
.ntal  Rys.  These  last  named  coloniza- 
tion roads,  built  as  part  and  parcel  of  the 
'I.T.R.,  are  bound  to  be  unprofitable  for 
many  years  to  come.  The  loss  on  opera- 
;  ion  '  of  the  Transcontinental  last  year 
was  $2,73.1,000.  This  was  included  in 
the  Canadian  National  fipures  already 
referred  to.  But  there  is  also  the  Grand 
Trunk  Pacific,  which  the  government 
found  on  its  doorstep  in  Mar.  1919,  and 
a.s  to  the  operation  of  which  I  shall  have 
to  make  a  separate  report,  as  the  figures 
fonu  no  part  of  the  national  system 
ticures  with  which  we  have  been  dealing. 
Hut  to  make  my  present  statement  com- 
plete, I  desire  to  point  out  that  the  G.T.P. 
for  the  vear  ended  Dec.  31,  1919,  showed 
an  operating  loss  of  $.5,500,000.  To  this 
must  be  added  fixed  charges  of  $8,- 
.">00,000,  making  a  total  deficit  of  $14,- 
1100,000,  an  increase  of  $3,500,000  over 
1918.  The  reasons  for  this  increase  were 
.•*et  out  in  a  communication  from  the 
General  Manager  to  myself  as  receiver, 
and  these  w  ill  be  dealt  with  at  the  proper 
time. 

Personally,  1  do  not  think  it  will  be 
possible  for  many  years  to  make  the  ex- 
pcn.ses  of  operating  these  colonization 
roa<ls,  nor  ilo  I  think  it  fair  that  they 
should  be  expected  to  make  the  showing 
we  look  for  from  the  Canadian  Northern, 
the  Intercolonial  or  the  Grand  Trunk 
proper.  Therefore,  I  think  the  annual 
loss  on  these  railways  should  not  be 
added  to  the  net  deficit  of  the  Canadian 
National  Rys.,  for  purposes  of  compari- 
son, and  I  have  instrucU-d  the  manage- 
ment that  the  operation  of  these  systems 
must  be  .shown  separately  at  the  close 
of  each  year,  so  that  when  comparisons 
are  made  between  other  systems  and  our 
government  system,  the  comparison  may 
be  a  rea.sonably  fair  one. 

Hudson  Hay  Railway. — There  is  one 
more  railway  which  was  commenced  and 
which  has  not  been  completed,  viz.,  the 
Hudson  Bay  Ry.    For  the  information  of 


mcmticrtt,  I  may  iwv  that  the  govrm- 
menl  hn»  derided  tnnt  no  more  work 
xhnll  be  done  on  it  during  the  coming 
year.  It  is  the  intention  to  use  every 
effort  to  extend  branch  lines  mto  dis- 
Irictj"  where  ."ottlers  are  much  more  in 
evidence  and  in  much  greater  need  of 
railway  communication.  The  Hud.ion 
Hay  Ry  will  therefore  stand  until  finan- 
cial conditions  will  permit  of  itx  re- 
.Humption. 

In  ronrluHion  let  me  say  there  was  a 
time,  not  long  ago.  when  the  govern- 
ment system  was  largely  a  local  carrier 
getting  the  short  end  of  business  that 
goes  with  the  short  haul.  The  longest 
haul  it  could  hope  for  was  from  Halifax 
or  Sydney  to  Montreal,  and  vice  versa. 
And  in  competing  with  the  Grand  Trunk 
for  Montreal  business  offering  to  the 
seaboard,  we  could  charge  only  the  Port- 
land rate,  though  the  Intercolonial  mile- 
age to  Halifax  was  841  as  against  the 
Grand  Trunk's  297  to  Portland.  Simi- 
larly, the  C.P.R.  had  the  advantage  of 
its  comparatively  short  haul  of  481  miles 
to  St.  .John,  and  for  business  originating 
at  the  Intercolonial  chief  terminal,  Hali- 
fax (it  had  to  compete  with  this  .same 
highly  organized  and  stronger  competi- 
tor, whose  agents  were  always  active 
abroad  and  whose  ships  were  ever  on 
the  seas.  But  a  change  has  come  over 
the  scene.  Now  the  government  system 
itself  bestrides  the  continent,  with 
branches  reaching,  for  the  first  time, 
into  productive  centers  and  with  ter- 
minals upon  both  eastern  and  western 
oceans.  The  story  of  the  Canadian  Gov- 
ernment Merchant  Marine  has  been  told 
by  the  Minister  of  Marine,  and  at  last 
we  also  have  our  ships  upon  the  seas, 
and  our  agents  abroad  will  actively  com- 
pete for  international  trade.  Keen  com- 
petition, 'adroit,  persistent,  aggressive 
and  fair,'  is  promised  by  the  C.P.R. 
President,  who  expresses  the  hope  that 
both  their  own  systems  and  the  na- 
tional may  in  future  work  in  common  for 
the  advancement  of  the  country.  He 
says  there  need  no  longer  be  controversy, 
but  that  there  will  always  be  keen  com- 


petition.    That  if   wh.it   thr  mnnnBrmpnt 
of  the  national 
romeii.      I   am    I 
tion  of  the  CatiJ. 

no   difference    in    tin-    im.r.ili'    il    im-   <i,i- 
ployes    of   that    road,    that    they   are   a« 
keenly  alert  as  ever  and  "on   thrir  t-r's" 
to  make  government  <'■■ 
ation  a  succesi".  We  exj 
the  G.T.R.  systt-ms  w 

equal  loyalty,  and  thi-  i-i.v.  rnni. nt  in 
turn  will  .spare  no  effort  to  build  up  a 
great  national  railway  system  able  to 
compete  with  and  maintain  the  high 
standard  of  transportation  efficiency 
reached  by  the  C.P.R.  That  road  may 
well  be  the  standard  against  which  we 
may  measure  the  success  of  government 
ownership  and  operation.  I  say  "suc- 
cess" because  I  am  not  prepared  for  one 
moment  to  contemplate  any  other  pos- 
sibility. The  national  lines,  with  the 
G.T.R.  included,  will  comprise  a  system 
which  will  serve  every  province  in  Can- 
ada, which  will  be  identified  with  everj- 
progressive  communitj*.  and  must  con- 
tinue to  perform  the  major  part  of  the 
transportation  sen-ice  of  the  entire  Do- 
minion. We  have  taken  steps  to  remove 
the  government's  lines  from  political  in- 
terference. Rxperienced  railway  men  are 
in  charge;  they  are  being  given  money 
to  improve  the  roadbed,  to  buy  the  best 
equipment  to  enable  the  greatest  ton- 
nage to  be  hauled  in  a  single  train.  It 
is  the  greatest  encouragement  towards 
expansion  to  have  this  great  national 
system  ready  and  equipped  to  handle  ad- 
ditional traffic  as  it  develops — and  it 
surely  will  develop.  If  we  imagine  Can- 
ada to  have  reached  the  maximum  of  de- 
velopment then  we  shall  have  planned 
foolishly,  but  I,  for  one,  have  the  faith 
to  feel  and  the  vision  to  prophesy  that 
this  great  transportation  system  is  not 
being  prepai-ed  to  perform  this  splendid 
transportation   service    in   vain. 

I-  would  like  to  hand  in  the  schedules 
I  referred  to  to  be  inserted  in  the  oflicial 
report  of  the  debates,  so  that  members 
may  have  before  them  all  the  details  I 
have  mentioned. 


Canadimn  National  RailwajrB. 

Comparative  suminar>'   of  operating    renultj*.    12   months  ended    Dec. 

OpcratinK  revenue.                                                     1919.  1918. 

Canadian    Northern $  53.B62. 177.57  147,310.011.91 

Canadian   Government   40,179,380.93  34.636,484.67 

Canadian     National     93.741.5.'>8.60  81.946,496.58 

Diittri  button. 

Passenecr     21,837.744.47  14.327,355.63 

Freiuht     _ _ _ 63.154.773.39  60,550.011.42 

Other     _„ 8,749,040.64  7.069,129.53 

Operatint;  expenses. 

Canadian  Northern  60,034.023.92  44,062.949.94 

Canadian   Government  47.72S.205.73  40.028.099.35 

Canadian    National _ 107,762. 229.6.^  84,091,049.29 

Distribution. 

Mtce.  of  way  and  atr 28,476.450.66  19.266,424.83 

Mtce.    of    equipment    „....      19,950.409.17  15.792,342.10 

Traffic    1.478,372.41  1.291.721.00 

TrannporUtion— rail  __..     62.914.891.80  44,406.311.93 

Tran>portation--watcr     -....          782.316.69  319.857.23 

MiKCellaneous     1,877.168.08  1.162.311.69 

General    2,282.620.84  1.852.080.51 

OpcmtinK  ratio. 

Canadian   Northern  _ 112.08  93.14 

Canadian    Government   ....- - 118.79  116.57 

Canadian    National    1X4.96  102.62 

Operntinii  loss. 

Canadian  .Northern   ~ *  6.471.846.35  3.24T.06I.97 

Canadian    Government   -....  •  7.648.824.80  •  5,391,614.68 

Canadian   National •14,020.671.15  •  2,144.552.71 

MileaKC  operated. 

Steam                - 13.601.75  18,451.16 

Electric       _„_.____._.                   125.60  62,00 

Total    - 13.727.35  IS.613.16 

Kc^enue  train   mUea  29.6S»,»98  28,566.928 

fUminit.   per  r.t.m  -.                    8.09t  2.82t 

Kxpenses    per    r.t.m J-Sit  J.91T 

LoM    per    r.t,m 0.48t  COSf 

•The*e  flBUres  denote  dccrewe  or  defleit. 

fKleclric  and  water  lines  excluded. 

Statement  exclude*  income  and  equipment  itemx  and  branch  line  n 


Incr«ue. 

<;i  Inere 

t  6.252.165.66 
5,542.896.26 
11.795,061.92 

13.22 
16.00 
14.39 

7,510.388.84 
2,604.761.97 
1,679,911.11 

52.42 
4.10 
28.76 

15.971.073.98 
7,700.106.38 
23,671,180.36 

36.2£ 
19,24 
28.15 

9,210,025.83 
4.16S.(I«7.07 
186.651.41 
8.508..-.79.87 
462.4.'>9.46 
71l.s:.6.39 
430,540.33 

47.80 
26.3* 
14.46 
19.16 
144.58 
61.50 
23.25 

18.94 
S.22 
12.34 

20.33 
2.78 
12.02 

•  »,"18.»08.»2 

•  2.157.210.12 
*11.876.118.44 

•299.31 
•  40.01 
•553.84 

150.59 
63.60 

215.19 

•  1.12 
•102.68 

•  1.58 

1.077,470 
0.27 
0.66 
0.39 

3.77 

9.58 

22.66 

433.33 

May,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


227 


Canadian  National  Railways.  political     aiTancemcnts    between     Great 

OperatinK  deficit  $14,020,671.15    J  2.i44.,'-)r,2.7i  $11,876,118.44      ,153.84  Britain  and  Persia,  the  extension  of  the 

Canadian  Government  rentals  697,384.22          692,400.00  4.984.22         7.20  Baffdad  Railway  to  Teheran,  and  thence 

Miscellaneous  income  •961.665.21          •298.075.67  •1,259,740.88     •422.62           ^       Oiiptta    and"  India        That    done and 

Def.   St.   John   and   Quebec    187,269.97           142.941.87  44,328.10        si.Ql  p?    Wuetta    anci     mnia.       1  nat    Gone     ana 

. _  the  conception   has   its   prandeur — travel 

Net  deficit  excladine  Canadian  Northern  fixed  overland    between    London    and    Calcutta 
charees   and   miscellaneous    income   balance    ..  $13,943,660.13     $  3.277,970.25  $10,665,689.88      325.38  should    be   a    matter   of   less    than   a   fort- 
Traffic —  PassenKers  carried  (exclusive  of  electric  lines.)  ■    i_x        t  •     i  r»    ii.^       i     ■       t:>j-    u         i- 

1919.                     1918  Increase.    Per  cent.  nig:ht.      Lindsa.v    Bathford    in    Edinburgh 

Canadian     Govrmment                                                          6,697.232              5.779.085  918.157         15.89  Review. 

Canadian     Norlhem                                                           4.910.IG0             4.114,965  795,195         19.82                                      

Canadian   National                                     11.607.392         9,894,050  1,713,352      17.82  Alberta's   Guarantccs   of  Railway 

Tons    of   frcipht   handled                                                            1919.                       1918.  Decrease.      Percent.  U^.—  .lo, 

Canadian     Gov<  rnment                                                       11.108.391             13.476.755  •2.368,364       •H.B?  rSOnQS. 

Canadian    North,  rn                                                              13.066.815            13.699,345  •633,030       •  4.62                                                     

Canadian    National                                               24,174,706          27,176.100  •3.001.394      •11.04  The    Province    of   Alberta    is    reported 

PasaenKer  train  mill  awe  to  have  made  a  statement  in  the  Legisla- 

Canadian    Government                              .              I'^Jl?"           f-^'/Aol  IVAl^       ^''^l  ture  recently,  in  reply  to  questions  as  to 

Canadian     Northtrn                                                                5.829.184               5.043.098  786.086         15.68  j.i.              •!.•            c  i.u                ■           ■                    i   j. 

Canadian  National                                                                10,573,363              8,989,801  1,583:562         17.62  ^^e  position   of  the  province  in   regard  to 

Mixed  train  mileaKe  its  guarantees  of  bonds  for  railway  con- 
Canadian  Government  1,182,041  1,205,829  •  23,788  •  1.97  struction.  His  reply  covered  the  ffuar- 
^^^^^  ^N^t^o,™,                                                 ^3foV3'6''4''4          ^2!9'9'4-^^6'5  ll.^l        HI  ?ntee  of  bonds  for  lines  forming  part  of 

FriMitht  train  mil^airi  the    Canadian     Northern     Ry.,     and     for 

Canadian  Governm.nt                                              6,199,775           6,986.399  •   786,624      •11.26  branch  lines  of  the  Grand  Trunk  Pacific 

Canadian     Norlh,  rn                                                                9.788,782              9,545,329  243,463           2.65  Py       both     of    which     railways     are     now 

Canadian     National                                                               16.988.557            16.531.728  •     543,171       •  3.29  ^V        ii!      A        .."     ff  "w^^y^     '"J      ""« 

Work  train  mileaKo  •  under  the  Dominion  Government  s  con- 
Canadian  Government  547.594  492.558  55.036  11.17  trol,  the  first  forming  part  of  the  Cana- 
Canadian    North,.rn                                                 i'5"^"2           M"?'f:^  396.918       35.80  dian  National  Rys.,  and  the  second  being 

Totaft^tn  m'^elyr"'                                                    '      '                  '      '    '  "'■'"'       ''''  ""''er  a  Dominion  Government  Receiver- 

Canadian    Government                                                         12.673,589            12,631,489  42,100           0  33  ship,     and     will     shol'tly     pasS,      with      the 

Canadian  Northern                                                19,012,946          17,525.622  1.487.324         8.49  G.T.R.  under  government   ownership. 

Canadian^National                                                31.686.535          30.157,111  i„529,424         5.07  !„  reference  to  the  Canadian  Northern 

"""'*                                  Canadian  National  Railways.  Ry.   the   Premier   said   the  Alberta   Gov- 

Comparison  of  pay-roll,  12  months  ended  Dec.  31.  eminent    had    guaranteed    bonds    for    the 

1919.                 1918.  Increase.       Percent.  lines    from    Strathcona    to    Calgary,    230 

Can.     Government    railways     $31,545,481.18     $24,980,156.59  $  6,565.325.59        26.28  miles-    from    north    of    Calsrarv    to    Leth- 

Canadian     Northern     railway     41,620^33^     29.^69^906^  12.350.226.60         4^  ^4,12^     miles;      froniCamrosetO 

$73,165,614.48    $54,250,062.29  $18,915,552.19       37.87  Vegrevjlle,  45  miles;  from  near  MacLeod 

Explanation  of  Increase  ^°  *^6  western  boundary  of  the  province, 

Can.Govt.Rys.     Can.Nor.Ry.  Total                Percent  ^^ J?)"??'    ^nd    from    the    Crossing    of    the 

Increase  due  to  G.O.  27  $2,499,363.28    $3,218,339.56  $5,717.692  84       30  23  Lethbridge-Calgary    line   over   the   Little 

Supplements    3,749.029.92       4,827.609.34  8.576.639.26       45.34  Bow  River,  via   Macleod  to  the  interna- 

Deferred    maintenance    and    increased    service       316.942.39        3.456,199.97  3.773.142.36         19.14  tional   boundary,   110   miles.      Bonds   have 

Isacke    time    1918    o4.im.m  54,177.73          ,                  i  i    •                     i.      j?  xi.           i-_        l      *.\. 

Total    6.565,326.69     12.350,226.60  18,916.652.19     loo  00  been  sold  in  respect  of  these  lines  to  the 

—  extent  of  88.3.5%    of  the  guarantee,  the 

Canadian  National  Railways. 

Revised  estimate  of  wages  for  12  months  at  present  rates,  showing  increase  under  McAdoo   Award,  supplements  and  collateral   increases   down  to  and 
inclusive  of  4c.  increase  to  shopmen.     Based  on  number  of  hours  on  duty  for  all  employes  for  year  ended  June  30.  1918. 

Compen-                          Increase  Increase    under  Estimated                           Total 

sation                               under  Supple-  wages    12                     Increase  over 

Class  of  employes.                            prior                             G.O.    27.  No.                             mcnts.  months    under                        1917. 

to                         -  existing 

G.O.   27.                Amount                  %  Amount  %                  rates.                    Amount                  % 

$        cts.                $        cts.  $        cts.  $        cts.                                   $        cts. 

Maintenance  of  way   10.686,978  83           2,837,304  88           26.65  8           4.701.487  63  43.99           18.226,771  24           7,538,792  41           70.54 

Maintenance   of  equipment   9,595,877  66           2,921,662  96           30.44  4           3,163,022  42  32.96           15,680.462.94           6,084.685  38           63.41 

Eneinemen  5.334.427   64                611,870  90            11.47  15                636,986  23  11.94              6.583.284   67            1.248,867  13            23.41 

Trainmen  6.323,329  91               673.679  16           10.66  16              392,632  24  6.21             7,389.641  31           1.066.211  40           16.86 

Agents   and   telegraphers    2.468.844  39              177.110  04             7.17  13              966,310  93  38.74             3.602,265  36           1,133,420  97           45.9 

Clerical    and    other   station   forces    ....       6,199,273  67           1,195,561  46           19.28  7           1,970.280  30  31.79             9,365.115  53           3,166,841  76           61.07 

Various    (not   distributed)    1.381.846  26              261,069  04           18.89  Var.              830,981  46  60.14             2.473.886  76           1.092,040  50           79.03 

Officers    1.275.303  73           Coll.              361.353  81  26.33             1.636.657  54              361,353  81           28.3S 

Grand    total    ■■.     43.266.881  79           8,678,148  44           20.06        13.013,954  92  30.07           64.966,985  15         21,691.103  36           50;18 


Standard  Conditions  and  Specifica- 
tions for  Wire  Crossings. 


The  Board  of  Railway  Commissioners 
passed  general  order  288,  Mar.  23,  as  fol- 
lows:— Re  sec.  372  of  the  Railway  Act, 
1919,  for  carrying  of  wires  and  cables 
along  or  across  railway  tracks  and  the 
Canadian  National  Rys.  application  for 
an  order  amending  the  Standard  Condi- 
tions and  Specifications  for  Wire  Cross- 
ings, approved  by  general  order  231,  May 
6,  1918,  as  amended  by  general  order  267, 
June  27,  1919:  Upon  reading  what  is  filed 
in  support  of  the  application,  the  Cana- 
dian Pacific  and  Grand  Trunk  Railways 
concurring  therein,  it  is  ordered  that  the 
Standard  Conditions  and  Specifications 
for  Wire  Crossings,  as  approved  by  gen- 
eral order  231,  be  amended  by  striking 
out  paragraph  4  of  part  1  and  substitut- 
ing therefor  the  following,  viz.: 

"4.  The  applicant,  before  any  work  is 
begun,  shall  give  the  railway  company 
owning,  operating,  or  using  the  said  rail- 
way at  least  72  hours  prior  notice  there- 
of in  writing,  and  the  said  railway  com- 


pany shall  be  entitled  to  appoint  an  in- 
spector, under  whose  supervision  such 
work  shall  be  done,  and  whose  wages,  at 
a  rate  not  to  exceed  $11  a  day,  shall  be 
paid  by  the  applicant;  such  payment  to 
cover  both  wages  and  expenses.  When 
the  applicant  is  a  municipality,  and  the 
work  is  on  a  highway  under  its  jurisdic- 
tion, the  wages  of  the  inspector  shall  be 
paid  by  the  railway  company." 
General  order  267   is  rescinded. 


London  to  Calcutta  by  Rail. 

The  Bagdad  Railway  begins  at  Konia, 
in  the  heart  of  Asia  Minor,  where,  by 
means  of  the  Anatolian  Railway  it  con- 
nects with  Constantinople.  From  Con- 
stantinople to  Aleppo,  is  some  850 
miles.  From  Aleppo  the  line  proceeds 
to  Jerablus,  on  the  Euphrates,  and 
thence  by  Nisibin  to  the  important  cen- 
ter of  Mosul  on  the  Tigris;  thence  south- 
ward to  Bagdad  and  to  Basra.  Prom 
Aleppo  to  Bagdad  is  about  650  miles. 
Carry  the  imagination  further,  and  we 
may  reasonably   picture,   under   the  new 


amount  of  money  standing  to  the  credit 
of  the  province  from  the  proceeds  of  the 
sales  of  such  bonds  being  $1,201,791.85. 
The  completed  lines  of  the  branches 
guaranteed  are  those  from  Camrose  to 
Vegreville;  Strathcona  to  Calgary,  and 
a  portion  of  the  Lethbridge-Calgary  line, 
there  being  still  96.87  miles  to  build. 
Monies  paid  over  to  the  C.N.R.  for  work 
done  amount  to  $188,600  on  the  Calgai-y- 
Lethbridgc  line;  $182,325  on  the  Little 
Bow-Boundary  line  and  $86,282.30  on  the 
Macleod-B.C.  boundary  branch. 

In  reference  to  the  Grand  Trunk  Pa- 
cific branch  lines  the  Premier  said  the  pro- 
vincial guarantee  was  for  the  lines  from 
Tofield  to  Calgary,  201.5  miles,  the  bonds 
for  which  had  been  sold  and  the  entire 
proceeds  paid  to  the  company.  This  line 
is  completed  and  has  been  in  operation 
for  some  years. 

Van  Home  Estate.  The  transferring 
of  122%  square  miles  of  crown  lands, 
owned  by  the  late  Sir  William  Van 
Home's  estate  in  Northumberland  Coun- 
ty, N.B.,  to  the  International  Paper  Co., 
New  York,  has  been  completed. 


228 


Mav.  1920. 


(  anadian  I*acific  Railway  Go's  Annual  Report. 


Kolldwinir   ill  thf  dirwtorn"   report  for 

•,,    v.iir   .11, 1. .I    H.-.     .11.    I'.'i;'.     Tl\i'  ar- 


JB.O.'i 

i  r.  m  t»  :■  '.hrr..  hu 
....  .    ..,..^1  ■ 

>  .,  ■  ■  .iLM'Irnrf 

.  :i  IT.  ;.  r.  n.-r  stuck 
n(  :  •,  .  paid  Oft. 
I.     1919  I   I.S13.«S8.42 

Anrl  ihrr*.  iiUArtrrly 
dt^Mtrniln  on  onltn- 
■nr  Ktock  of  l\'~r 
Mrh.  paid  June  SO. 
Oct  I.  and  D«e. 
.11      111  9  IMSO.OM.OO 

1S.26S,«I8.4X 

.,,,,,.  t  7.007.888.2S 

born  ilt.<Urr<l  «  «^ 
cond  half  -  jrrarly 
divlticnd  on  pnrfrr- 
cncr  vtock  of  2';- 
payable      April      1. 

I»20     1    1,S1S.6S8.42 

And  a  fourth  quar- 
terly dividend  on 
ordinary  iitock  of 
1\''V  payable  Apr. 
1.    1920   4.650.000.00 

6,168.688.42 

Leaving  net  (urplut  for  year  t        844.249.81 

4  which     amount     haa    been    placed 

in    mirr\'e    to    meet    special    taxes 

impo«ed     by     the     Dominion     Gov- 
ernment t 

In  addition   to   the  above  on   ordinary  stock  3% 
wa«   paid    from    «pfcial    income. 

Spatial  Income  For  Year  Ended  Dec.  31.  191*. 
Bal.    Dec.    81.     1918 $16,114,502.37 

Lcaa :  dividend  paid 

April     1.     1919     1.950.000.00 

314.164.502.37 
Net    revenue    from    inveatmenta    and 

available    rciiourcen    1,765.220.18 

Interest    on      deposits,     and     interest 

and    dividenils    on    other    securities 

less     exchanire     1.040.544.13 

Net      eaminRs      ocean      and      coastal 

steamship    lines     3.567,510,38 

Net    eaminirs     commercial     telexraph 

and    news    department,    rentals   and 

miscellaneous    2,676,067,21 

323.213,844.27 
Los:    payments    to    shareholders    in 
dividends    in    1919    5,850,000.00 

317,863,844.27 
From   this    a   dividend    has   been   de- 

clarr<J    payable    April    1.    1920    S   1,950,000.00 

The  workinjr  expenses  for  the  year 
were  81,39'^f  of  the  btoss  earnincs,  and 
the  net  eamingrs  18.61'%  compared  with 
TS.IO'",  and  21,90'i-  respectively  in  1918. 
The  R-rosa  eaminps  of  your  transport- 
ation system  durinp  the  year  ex- 
ceeded those  of  any  previous  year  in  the 
company's  histor>-,  and  exceeded  those 
of  1918  by  $19,.'i91,3G2.  but  the  net  eam- 
inirs were  less  by  $l,.';61t, :<.')! .  This  larfre 
addition  of  $20,960,713  to  workinp  ex- 
penses is  due  to  the  preat  advance  in 
wasres  and  the  increased  cost  of  fuel  and 
other  materials. 

Your  directors  cannot  hold  out  any 
hope  of  substantial  relief,  for  some  time 
to  come,  from  these  hitfh  costs,  which  are 
reflected  so  stronifly  in  the  operatinR  ex- 
penses, but  everj-  effort  is  beinif  made  to 
offset  the  effect  on  your  revenues  by 
economy  in  operation  and  the  extension 
of  the  company's  frcijrht  and  passenger 
business.  It  is  not  to  be  expected,  how- 
ever, that  any  normal  increase  in  busi- 
ness can  possibly  equal  the  extraordin- 
ary increase  in  wape  and  other  costs 
which  all  railway  companies  have  experi- 
enced durinjt  the  past  two  years. 


The  sales  of  nirrii-iilturnl  land  in  the 
y.-nr  were  lWl,7fi:i  nrris  for  $1.'1.66K.443, 
an  avernire  of  t20.0.''i  an  acre.  Include<l  in 
this  nrrii  were  H0,79.')  acres  of  irrigated 
land,  which  lirouKht  $fi2.5.'i  an  acre,  so 
that  the  averaife  price  for  the  balance 
was  ll.l.fiS  an  acre. 

There  were  no  sales  of  4'/r  consolidat- 
ed debenture  stock.  4'r  preference  stock, 
other  capital  securities  durinK  the  year. 

The  late  krrantintr  of  the  necessary' 
statutory  authority,  combine<l  with  dif- 
liculty  in  securing  labor  and  the  early 
setting  in  of  winter  in  the  west,  pre- 
vente<l  extensive  construction  durintr  the 
year  of  branch  line  mileaKe  which  you 
authorized  at  the  last  annual  meetinjr. 
Your  directors  are  of  the  opinion  that 
reasonable  adilitional  construction  should 
be  Kone  on  with  as  conditions  warrant, 
and  your  authority  will  be  asked  for  pro- 
ceeding with  the  construction  of  the  fol- 
lowing lines  and  for  the  issue  and  sale 
of  a  sufficient  amount  of  ATr  consolidated 
debenture  stock  to  meet  the  expenditure, 
viz: 

W>Tnark-Archive    Branch.    2T>   miles. 

Rosetown    South    Branch,    15    miles. 

Wcyburn-I^^thbridKi-  Branch,  from  AlUvan  to 
Manyberries.    35    miles. 

Mooso  Jaw  Southwesterly  Branch,  from  Consul 
southeasterly,   mile  85   to   60. 

Moose  Jaw  Southwesterly  Branch,  from  Asain- 
boia  southwesterly.   30  miles. 

Leader   Southerly    Branch.    50    miles. 

Duchess,    or   Rosemary.    North    Branch.    34    miles. 

Cutknife   to   Whitford    Lake    Branch.    40   miles. 

An  extension  of  the  Swift  Current  Northwes- 
terly branch  from  Empress  northwesterly.  20 
miles. 

An  extension  of  the  Swift  Current  Northwes- 
terly    Branch,     from     Sedgewick     to     Vegreville, 

'    64  miles. 

Your  directors  appreciate  that  the  con- 
struction of  the  above  lines  can  only  be 
proceeded  with  (rradually,  in  view  of  the 
probable  shortage  of  labor  available  for 
such  purposes,  but  they  deem  it  desirable 
to  obtain  your  authority,  in  order  that 
the  work  may  be  gone  on  with  from  time 
to  time  as  circumstances  permit. 

In  order  to  facilitate  the  economic 
handling  of  traffic  in  and  out  of  Winni- 
peg, your  directors  think  it  desirable  to 
double  track  the  line  extending  from 
Winnipeg  to  Molson,  and,  for  the  pur- 
pose of  relieving  the  main  line  of  pres- 
sure of  traffic  during  grain  shipping  sea- 
sons, that  capital  expenditure  should  be 
made  on  the  Bassano  Branch,  extending 
from  Bassano  to  Java,  with  the  view  of 
raising  it  to  the  standard  of  the  main 
line,  and  thus  permitting  the  expeditious 
and  cheap  handling  of  grain  and  other 
traffic  from  points  west  of  Bassano.  The 
estimated  total  cost  of  these  works  will 
be  about  $2,000,000,  but  in  the  opinion 
of  your  directors  the  heavy  present  and 
prospective  traffic  in  these  districts 
amply  warrants  the  outlay. 

In  anticipation  of  your  confirmation 
your  directors  authorized  capital  appro- 
priations, in  addition  to  those  approved  at 
the  last  annual  meeting  for  191'.t,  aggre- 
gating $3,369,000,  and  subject  to  your 
approval  have  authorized  expenditures 
on  capital  account  during  this  year  of 
$9,613,.'i.53.  Of  this  amount  the  prin- 
cipal items  are: — 

Replacement    and    enlargement    of    •'"«•■      „ 

turn   in   permanent   form    ....I1..6i.l4« 

Additional  sUtinns,   roundhouses,   freight 

she<ls  and  shops,  and  extensions  to  ex- 

i.ting    buil.lings    "•  •^.  2.009.166 

Tie  plates,  rail  anchors,  ballaslinit.  ditch- 

ing  and  miscrllanmus  betterments  ....  1.118,599 
Replacement   of   rail   in   main  and   branch 

line  track,  with  hraviT  section  9i9,493 

Additional    terminal   and   side-track   acc.^ 

mtMlMtinn  - 444.in>a 

N,»  c.al  .lock  nlKort  William  terminal.  S71.000 
Prtipiaed   n..w   aUtion   and  yard  changes 

.1    Tn.l,   Rivier..   ~  •      •>•'>•<>«« 


Improvements    In    conD«ctlon    with    t*l*- 

graph    service  678,840 

British    Ccdumbka    Coast    Straraahip    8«r- 

vlra      - ltt.»0O 

Mechanical     dvpartmrnt.     maehlnny     at 

various    shops     - Ift.Ila 

The  balance  of  the  amourit  is  required 
for  miscellaneouH  works,  to  improve  faci- 
lities over  the  whole  system,  and  effect 
operating  economies. 

Your  directors  arc  making  provision 
for  obtaining  the  following  necessary  ad- 
ditions to  your  company's  equipment^, 
viz:  3  dining  cars,  43  sleeping  cars,  67 
air  dump  cars.  2,.50O  sixty-ton  box  cars. 
.'•00  refrigerator  cars;  at  a  total  cost  of 
approximately  $13,162,000. 

During  the  year  the  following  steam- 
ships were  disposed  of:  Prince  George, 
Princess  Margaret,  Princess  May,  Vir- 
ginian, Monmouth.  The  s.s.  War  Pen- 
dot  and  War  Beryl,  having  a  d.w.  ton- 
nage of  10,500  tons  each,  were  bought. 

The  lease  of  the  Nakusp  and  Slocan 
Ry.,  extending  from  Nakusp  to  Three 
Forks,  with  branches  to  Sandon  and 
White  Water,  having  an  aggregate  mile- 
age of  48.47  miles,  which  was  executed 
in  189,5,  and  under  which  this  railway 
was  leased  to  your  company  for  2.5  years 
from  July,  189.5,  will  expire  in  July  next. 
Your  directors  will  therefore  submit  for 
your  approval  a  new  lease  of  the  railway 
to  this  company  for  99  years  on  the 
usual  terms. 

.Appreciating  the  vital  importance  to 
Canada  of  the  success  of  the  Victory 
Loan  of  1919,  your  company  subscribed 
to  $20,000,000,  of  which  $14,000,000  was 
taken  for  the  company's  special  invest- 
ment fund. 

The  Consolidated  Mining  and  Smelting 
Co.  in  which  your  company  has  a  siib- 
stantial  direct  interest,  through  its  hold- 
ings of  bonds  and  stocks  and  upon  the 
success  of  whose  undertaking  the  pros- 
perity of  Southern  British  Columbia,  and 
the  consequent  traffic  for  your  railway 
depend  to  a  marked  degree,  will  require 
during  this  year  additional  sums  for 
needed  extensions  and  additions  to  its 
plant.  In  anticipation  of  your  consent 
your  directors  have  decided  to  advance 
.such  amounts  as  may  be  required,  pend- 
ing the  making  of  capital  issues  or  other 
permanent  financial  arrangements  by  the 
Consolidated  Company. 

Your  directors  regret  to  report  the 
ilcath  on  May  24,  1919,  of  Wilmot  D. 
Matthews,  of  Toronto,  who  had  been  a 
director  of  the  company  for  31  years, 
and  whose  advice  and  counsel  had  always 
been  of  the  utmost  value  to  his  asso- 
ciates on  the  board.  During  the  year 
Hon.  James  Dunsmuir.  of  Victoria,  re- 
signed as  a  director.  The  Hon.  >>.  J. 
Shaughnessy  was  elected  to  succeed  Hon. 
James  Dunsmuir,  and  Sir  John  C.  Eaton 
was  elected  to  fill  the  vacancy  created 
bv  Mr.  .Matthews's  death. 

The  undermentioned  directors  will  re- 
tire from  office  at  the  approaching  an- 
nual meeting.  They  are  eligible  for  re- 
election: Sir  John  C.  Eaton,  Grant  Hall. 
Sir  Vincent  Meredith,  Sir  Augustus  M. 
Nanton. 

Kecripi.   and   Eipendllores.   Year   Ended   Dec.   31, 

191». 

RF.CEIITS. 

Cash   in   hand.   Dec.   31.   1918 $39,548,416.63 

Surplus    revenue    $22,271,526.66 

«-'•' '-°"" •:iJ:"»i"':'"  ,,,,30,8.8.55 

Ijind   IVpartment. 

I.anils    and    townsites : 


.sic 


Mav,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


229 


Less    sales    expenses 

and    irriptation    4.284.04B.93 

$10,609,914.88 
Deferred       payments 
on    previous   year's 
sales    3,228.239.02 

$13,838,153.40 
Amount      remaining 
in     deferred     pay- 
ments on  the  sales 
of  the  year  9.183,640.97 

Amount  received 
from  sales  of  gov- 
ernment securities 
and  repajinent  of 
advances  to  gov- 
ernments      

Amount  of  West 
Kootenay  Power  & 
Light  Co.'s  first 
mortKage  bonds 
transferred  from 
miscellaneous  se- 
curities to  pension 
fund    (cost)    

Amount  applied  in 
reduction  of  cost 
of  mining  and 
other    properties    ,. 

Increase  on  current 
liabilities,  rentals 
of  leased  lines  and 
coupons  on  mort- 
gage bonds,  and 
reserves  and  ap- 
propriations     


Working  Expenses  for  Year  Ended  Dec.  31.  1919. 

Transportation     $  68.054.174.76 

Maintenance  of  way  and  structures..     28,912,220.30 

Maintenance  of   equipment. 33,897.727.64 

Traffic   3,829.686.56 

Parlor  and  sleeping  cars  1,861.428.05 

Lake   and    river  steamships   1.335,003.19 

General    6.105,788.08 


24,740,569.94 
$109,335,065.59 


EXPENDITURES : 


Dividends  on  preference  stock $3,227,276.84 

Dividends  on  ordinary  stock 26.000.000.00 

Construction  of  branch   lines 1,415,97U.J5 

Additions    and    improvements,    main 

line   and    branches 3,095,694.08 

Expenditure  on  leased  and  acquired 

lines 

Shops  and  machinery  

Lake  and  river  steamships  

Ocean   and  coastal  steamships : 
Payments  on  steam- 
ships acquired  and 
under        construc- 
tion    $10,394,443.06 

Less  amount  paid 
from  steamship 
replacement    8.009,690.30 


1.198,548.65 
64,452.85 
27.115.40 


2,384,752 


Tons  of  revenue 
freight  carried  ono 
mile    per     mile     if 


Total 


..$143,996,023.58 


Description    of    Freight    Forwarded.    Years    Ended 


De 


31. 


1919. 

12,787.020 

121.059.921 

2.603..571 

3,143,431,200 

279,925 


1918. 

Flour,    barrels    13,301.740 

Grain,    bushels     137.070.428 

Live    stock,    head 2,364.870 

Lumber,     feet     3,241,312,802 

Firewood,    cords    339,631 

Manufactured 

articles,    tons    9,718,373 

All      other      articles, 

tons     9.798,523 

Freight   Traffic,   Tears   Ended   Dec.    31. 
1918.  1919. 

Tons    carried    29.856.694  25.102,821 

Tons  carried  one  mile  13,014,665,922     11,121,822,012 
Earnings  per  ton  per 

mile    0.85  cents  1.00  cents 

Passenger  Traffic,  Years  Ended  Dec.  31. 


7,864.163 
7.589,275 


Tons  of  non-revenue 
freight  carried  one 
mile  per  mile  of 
road 

Total  tons  (all  class- 
es) freight  carried 
one  mile  per  mile 
of    road    

Average  amount  re- 
ceived per  ton  per 
mile  of  revenue 
freight    

Average  no.  of  tons 
of  revenue  freight 
per    train    mile 

Average  no.  of  tons 
of  non  -  revenue 
freight     per     train 


Passengers     carried....        14.502,546 
Passengers         carried 

one  mile  1,289,280,061 

Earnings  per  passen- 
gers  per   mile   2.39  cents 

Train  Traffic  Statistics.  Tears  Ended  Dec.  31. 
Earnings   of    lake   and    river   steamships   and   c 
Kettle   Valley   Ry.   not   included. 

TRAIN  MILEAGE. 
1919. 
20,411.110 
19.994.867 
1.943,410 


Passenger    trains 

Freight  trains    

Mixed     trains     


Deposited     with     trus- 
tee,    special     invest-  .„„„«.  otn 

ment   fund    6,607,318.59 

Securities  acquired: 
Consolidated  Mining 
&      Smelting      Co. 

bonds     $2,698,400.00 

Lake  Erie  &  North- 
em  Ry.  1st  mort- 
gage   bonds    6.700.00 

Nakusp      &      Slocan 

Ry.  bonds  647,072.00 

Alberta  Stock  Yards 

Co..  preferred  stock        430,500.00 
Public  Markets  Ltd.. 

of  Manitoba,  stock         50.000.00 
Trustee     securities....     2,201.539.69 

6,034,211.69 

Payments  on  subscriptions  to  gov- 
ernment loans   H^PIl^l: 

Payment  of  equipment  obligations....  940,000.00 

Increase  in  working  assets  and  ad- 
vances to  controlled  properties 
and  insurance  premiums 2,782,322.45 

$  55,815.644.81 
Cash  in  hand,  Dec.  31.  1919 63.519.420.78 

$109,335,065.59 

Construction  of   Branch  Lines. 

Archive— Wymark    Branch    $      81.099.10 

Bassano     East      (Milden     southwest) 
Branch     26.444.27 

Langdon     North      (Acme-DrumheUer)  

Branch     483,962.31 

Lanigan    Northeast   Branch    ^J''*57'?? 

Leader   Southeast   Branch   94.561.20 

Moose  Jaw  Southwest   (Consul  South- 
east)   Branch   109.633.16 

Rosetown  Southeast  Branch  ^^^'^To "„ 

Surveys 135.648.25 

$1,416,970.35 
Earnings   lor  Year  Ended   Dec.  31,   1919. 

Passengers  »  46,182,151.12 

F?eKht       ....::;:  ... 111.064,441.68 

MMs  ...::.:: 1.483,332.26 

Sleeping    cars,   express   and   miacel-     ,„,..,,... 
laneous 18.1»».lJ4.!>^ 

Total  $176,929,060.00 


1,776,740,850 
2.60  cents 


1918. 
16.665,928 
22,326,116 

1,966,362 


Average  no.  of  tons 
of  (all  classes) 
freight  per  train 
mile     

Average  no.  of  tons 
of  revenue  freight 
per  loaded  car  mile 

Average  no.  of  tons 
of  non  -  revenue 
freight  per  loaded 
car    mile    

Average  no.  of  tons 
of  (all  classes) 
freight  per  loaded 
car    mile    

Freight     train 
nings 
car    mile    

Freight  train  earn- 
ntngs  per  train 
mile     

Freight  train  earn- 
ings per  mile  of 
road     


loaded 


$8,434.11 


$8,398.25 


Total     train 


42,349,387 


Passenger. 
Passenger    al 
D.  and  S.  ( 
Combination 


CAR   MILEAGE. 


110.759.727 
2,400.909 


Mileage   of   Company's   Lines. 

Included    in    C.P.R.    traffic    returns 13,388.5 

Other    lines    worked 383.6 

Lines    under    construction    ^■'^•" 

14.006.1 

Minneapolis.     St.     Paul     &     Sault     Ste. 

Marie    Ry ................^. ^'r,!-! 

Duluth,  South  Shore   &  Atlantic  Ry 62b.S 


Loaded     494,862.169 

Empty     170.620,412 

Caboose    23.988,547 

Total    freight   cars  689.471,128 

per 


Passenger     c 

traffic    train    mile- 
Freight  cars  per  traf 

fie     train     mile 


7.13 
31.43 
PASSENGER   TRAFFIC. 


carried 

venue) 


Passengers 
(earning 

Passengers 
(earning 
one    mile    ■ 

Passengers  carried 
(earning  revenue) 
one  mile  per  mile 
of    road    

Average  journey  per 
passenger     miles 

Average  amount  re- 
ceived per  passen- 
ger   

Average  amount  re- 
ceived per  passen- 
ger mile   

Average  number  of 
passengers  per  train 

mile  

Average  number  of 
passengers   per   car 


carried 
revenue)        15,671,752 


135,727 
112.53 


15.58 


40.82c 


$2.59 


Revenue  from  pas- 
sengers per  passen- 
ger   car    mile 

Total  passenger  train 
earnings  per  train 
mile     ■— • 

Total  passenger  train 

earnings    per    mile         ,,.„„. 

of    road    $4,463.87 

FREIGHT  TRAFFIC. 

Tons        of        revenue 

freight  carried  one         „.„,„,„, 
mile     10,926,848,494 

Tons  of  non  revenue 
freight  carried  one 
mile    

Total  tons  (all  class- 
es)   freight    carried 


1,378,437,805       1,423.459,482 


12,305,286,299     14,309.144,107 


539,157,440  French  Railway  Rates  Increased.    The 

199,157,368  French  Official  Journal  states  that  an 
^^■3^3,851  ^^^  j^^g  jjgg^  passed  authorizing  further 
763,658,659      temporary   increases    in    French   railway 

rates.     The  new  increases,  which  will  be 

6  76       in  force  for  1920,  are  as  follows:   third 
class   tickets,  45%;   second  class   tickets 
31.44       50%.   first  class   tickets  55%;  transport 
of  merchandise,  115%.     The  present  in- 
creases will  be  added  to  the  increase  of 
14,396.753      95%    provided  by  the   law  of   Mar.   31, 
1918,  but  the  new  percentage  of  increase 
1,280,533,734      will  not  apply  to  or  be  calculated  upon 
this  previous  increase  of  257o  itself. 
Canadian    National     Rys.     Shop     Em- 
^^•^^''      ployes.— The    Minister   of   Railways,    re- 
88.95        plying  to  questions  in  the  House  of  Com- 
mons recently,  said  that  93  employes  of 
,,,,       the     Riviere   du    Loup,   Que.,   shops    had 
been   transferred  to  the   St.   Malo  shops 
at  Quebec  City,  of  whom  33  are  single 
^■^^'      and  (50  married;  there  are  dependent  on 
the  married  men  227  women  and  children 
68.73       and  29  other  dependents.    The  total  pop- 
ulation   thus    removed    from    Riviere    du 
15.04       Loup  was  349. 

Esquimau  &  Nanaimo  Ry.  Land  Grants. 
S5.8le      The    British    Columbia    Legislature    ap- 
pointed a  committee  recently  to  enquire 
•2  15        into  and   determine   certain   matters   re- 
specting  coal   licenses   granted   on  lands 
ceded  to  the  Esquimalt  &  Nanaimo  Ry. 
$3,078.88       under  the  settlement  agreement  of  1910, 
and  to  report  what,  if  any,  measure  of 
relief   should   be   granted  to  the   license 
12.885.684.625       holders. 

E.  A.  Campbell,  agent,  C.P.R.,  Sussex 
St.,  Ottawa,  in  remitting  his  annual  sub- 
scription, writes:  "I  enjoy  Canadian  Rail- 
way and  Marine  World  very  much." 


280 


CANADIAN  KAIIAVAY  AND  MARINK  WORLD 


Mav.  11)20. 


|{iile>   for   InN|n'i-lii>n  of   I.oromo- 
li\es  and  Tt-ndt-rs. 


Tin'  Honril  nf  Kiiilway  <  (imniin^iioiuTs 
n«ii«i><l  trontTiil  (ircliT  JSlt,  Mnr.  24.  bh  fol- 
lows: Hi  ...r  :;i.|i  rritiun  of  adoption  by 
ruilw  •  uU's  rolfttivc  to  iii- 

.ipoi  ■  nnd  tcndtTB.     In 

iiur--  .  •nfcrrofl  upon  the 

board  I  y  t).,  Kjuluay  Act.  I'.Mit,  Soc.  287, 
nnd  of  nil  ntht-r  powers  pns^'iscd  hy  it 
in  that  behnlf;  and  upon  reading  the  sub- 
missions fiU'd  by  the  Railwoy  Associa- 
tion of  Cnnaila  nnd  the  Cnnndinn  Pacific 
nnd  Grnnd  Trunk  Itjiilwnys,  nml  the  re- 
port and  rt'oomniendation  of  the  board's 
Chief  Operatink'  Oflicer.  it  is  ordered  that 
milwny  companies  adopt  and  put  into 
force,  not  later  thnn  .lune  1.  1!'20,  the 
rules  relative  to  the  inspection  of  loco- 
motives and  tenders,  hereto  attached 
marked  "A". 

"A"  Kulcs  relative  to  inspection  of  loco- 
motives and   tenders. 

Ever>'  locomotive  nnd  tender  shall  be 
inspected  after  each  trip,  or  day's  work. 
The  employe  making  the  inspection  shall 
report  all  defects  found,  in  report  book. 
Defects  reported,  which  are  not  repaired 
before  the  locomotive  is  returned  to  ser- 
vice, shall  be  filed  in  the  office  where  the 
inspection  is  made. 

.Mr  Brakes.  It  must  be  known  before 
each  trip  that  the  brakes  on  locomotive 
and  tender  are  in  safe  and  suitable  con- 
dition for  scr\'ice;  that  the  air  compres- 
sor or  compressors  are  in  condition  to 
provide  an  ample  supply  of  air  for  the 
sen-ice  in  which  the  locomotive  is  used; 
and  that  all  other  devices  for  controlling 
or  repulatinp  the  pressure  are  properly 
maintained. 

Testing  Main  Reservoirs.  Every  main 
reservoir,  before  beinp  put  into  service, 
and  at  least  each  12  months  thereafter, 
shall  be  subjected  to  hydrostatic  pres- 
sure, not  less  than  2.5'"/  above  the  maxi- 
mum allowed  air  pressure.  The  entire 
surface  of  the  reservoir  shall  be  hammer- 
tested  each  time  the  locomotive  is  shop- 
ped for  general  repairs,  but  not  less  fre- 
quently than  once  each  18  months. 

The  draw  gear  between  the  locomotive 
and  tender,  together  with  the  pins  and 
fastenings,  shall  be  maintained  in  safe 
and  suitable  condition  for  service.  The 
pins  and  drawbar  shall  be  removed  and 
carefully  examined  for  defects  not  less 
frequently  than  once  each  3  months.  Suit- 
able means  for  securing  the  drawbar  pins 
in  place  shall  be  provided.  Inverted 
drawbar  pins  shall  be  held  in  place  by 
plate  or  stirrup,  (b)  Two  or  more  safety 
bars  or  safety  chains  of  ample  strength 
shall  be  provided  between  locomotive  and 
tender  (except  when  double  drawbars  are 
used),  maintained  in  safe  and  suitable 
condition  for  service,  and  inspected  at  the 
same  time  draw  gear  is  inspected,  (c) 
Safety  chains  or  safety  bars  shall  be  of 
the  minimum  length  consistent  with  the 
curvature  of  the  railway  on  which  the 
locomotive  is  operated,  (d)  Lost  motion 
between  locomotives  and  tenders  not 
equipped  with  spring  buffer,  shall  be 
kept  to  a  minimum  and  shall  not  exceed 
V4  in.  (c)  When  spring  buffer.-!  are  used 
between  locomotives  and  tenilers,  the 
spring  shall  be  applied  with  not  less  than 
^  in.  compression,  and  shall  at  all  times 
be  under  sufficient  compression  to  keep 
the   chafing  face.t   in  contact. 

Cha6ng  irons  of  such  radius  as  will 
permit  proper  curving  shall  be  securely 
attached  to  locomotive  and  tender,  and 
shall  be  maintained  in  condition  to  per- 


mit fn'c  movement  laterally  and  vertic- 
ally. 

Draft  genr  and  adarhmrnlx  on  locomo- 
tives nnd  tenders  shnll  he  securely  fast- 
ened and  DinintAined  in  i>afe  and  suitable 
condition    for  .tervice. 

Cab  Lighlx.  Kach  locomotive,  used 
between  ."unset  nn<l  sunrise,  shall  have 
cab  lamps,  which  will  provide  sufficient 
illumination  for  the  steam,  air.  and  water 
gauges,  to  enable  the  enginemen  to  make 
necessary  and  accurate  readings  from 
their  usual  anrl  proper  positions  in  the 
cab.  These  lights  shall  be  so  located  and 
constructed  that  the  light  will  shine  only 
on  those  parts  requiring  illumination.  Lo- 
comotives used  in  road  service  shall  have 
an  additional  lamp,  conveniently  located, 
to  enable  the  persons  operating  the  loco- 
motive to  easily  and  accurately  read  train 
orders  and  time  tables,  and  so  construct- 
ed that  it  may  be  readily  darkened  or  ex- 
tinguished. 

The  total  lateral  motion,  or  play,  be- 
tween the  hubs  of  the  wheels  and  the 
boxes  on  any  pair  of  wheels  shall  not 
exceed  the  following  limits: 

For  cnifinc  trurk  whi-ol»   (truclo  with  nwinir 

centcn)  ...» 1       in. 

For  iiiKinc  track  whecli  (trucks  with  ririd 
ccnter»»    _ IH  in. 

For   trailins   track    wheel*    1       in. 

For  drivinK  wheels   (more  than  1  pair)   not 

more    than    %  in. 

These  limits  may  be  increased  on  loco- 
motives operating  on  track  where  the 
curvature  exceeds  20  degrees,  when  it 
can  be  shown  that  conditions  require  ad- 
ditional  lateral   motion. 

Pilots  shall  be  securely  attached,  pro- 
perly braced,  and  maintained  in  a  safe 
and  suitable  condition  for  service.  The 
minimum  height  from  the  rail  3  in.  and 
the  maximum  6  in. 


Brazilian    Railway     Electrification. — .\ 

Rio  Janeiro  press  dispatch  says  that  the 
Paulista  Ry.  has  given  the  General  Elec- 
tric Co.,  Schenectady,  N.Y.,  a  contract 
for  the  electrification  of  its  lines,  at  a 
cost  of  over  $2,000,000,  which  will  in- 
clude the  electrification  of  44  kilometers 
of  double  track,  between  Jundiahy  and 
Campinas,  the  building  of  a  4,500  k.w. 
sub  station  at  Louviers,  and  the  supply 
of  12  electric  locomotives. 

Canadian  National  Railway's  Official 
Cars  —  Replying  to  questions  in  the 
House  of  Commons  recently,  the  Minis- 
ter of  Railways  said  that  official  cars  are 
used  by  the  management  and  superin- 
tendents in  connections  with  operation 
over  the  entire  system  of  14,000  miles, 
the  expenses  of  which  are  charged  to 
operating  expenses  under  the  headings 
of  administration   and   superintendence. 

Temiscouata  Ry.'s  Future. — The  Min- 
ister of  Railways  stated  in  reply  to  a 
question  in  the  House  of  Commons  re- 
cently that  it  is  not  the  government's 
intention  to  acquire  the  Temiscouata  Ry.. 
running  from  Riviere  du  Loup,  Que.,  to 
Edmundston,  N.B..  in  order  to  make  it  a 
Canadian    National    Rys.   branch. 

The  (Railway  Maintenance  of  Way  Men 
through  their  brotherhood  organization, 
will  according  to  a  press  report,  estab- 
lish co-operative  stores  at  several  Can- 
adian railway  centers  for  the  benefit  of 
members.  Arrangements  are  said  to  be 
in  progress  for  a  store  in  Windsor,  Ont. 

The  F'oint  St.  Charles  Railway  Y.M.C. 
A.  building  at  Montreal  is  reported  to 
have  been  sold  to  the  G.T.R.  for  conver- 
sion into  an  office  building.  A  new  build- 
ing for  Y.M.C. A.  purposes  will,  it  is  said, 
be  built  on  Wellington  St.,  during  this 
year. 


Hirthdays   r>f   TranHportation    Men 
in  May. 

.Many  happy  returns  of  the  day  to: 

J.  K.  Aitchison,  Auditor  of  Disburse- 
ments. G.T.R.  and  Grand  Trunk  Pacific 
Rv..  Montreal,  born  at  Edinburgh,  Scot- 
land. .May  28.  1K80. 

.Ins.  Bain.  Superintendent.  Halifax  & 
South  Western  Ry.  (Canadian  National 
Rys.).  Bridgewater.  N.S..  bom  at  Pictou. 
N.S.,   .May  24,   IMf.n. 

B.  A.  Bourgeois,  Assistant  to  Comp- 
troller and  Treasurer,  Canadian  Govern- 
ment Railways,  Moncton,  N.B.,  bom  there 
May  24.  18f.9. 

B.  T.  Chappell,  General  Superintend- 
ent, Prairie  District,  Western  Lines,  Can- 
adian National  Rys.,  Saskatoon,  Sa.<k., 
born  at  Charlottetown,  P.E.I.,  May  1. 
1878. 

N.  R.  DesBrisay,  District  Passenger 
.\gent,  C.P.R.,  St.  John.  N.B..  bom  at 
.Minneapolis,   Minn.,   May   18   1888. 

A.  E.  Duff,  ex  -  District  Passenger 
-Agent,  G.T.R.,  Toronto,  now  of  Winni- 
peg, bom  at  Sherbrooke,  Que.,  May  1, 
1872. 

G.  C.  Dunn,  Division  Engineer,  Grand 
Trunk  Pacific  Rv.,  Winnipeg,  bom  at 
Quebec,  May  13,  1862. 

C.  S.  Gzowski.  Jr.,  Special  Engineer  to 
Vice  President,  Operation,  Etc.,  Canadian 
National  Rys.,  Toronto,  bom  there.  May 
1.   1876. 

G.  H.  Hedge.  Works  Manager,  Cana- 
dian National  Rys.,  Winnipeg,  bom  at 
Neath,  Wales,  May  26,  1865. 

G.  A.  Hoag,  Superintendent,  Nipissing 
Division,  Ontario  District,  Canadian  Na- 
tional Rys.,  Capreol,  Ont.,  bom  at  Wal- 
ters   Falls.   .May  31,    1866. 

J.  Irwin,  Superintendent,  Division  4. 
Western  District,  Canadian  National 
Rys.,  Calgary,  .\lta.,  bom  at  Clinton, 
Ont.,  May  28,  1866. 

J.  N.  Murphy.  Roadmaster,  C.P.R.. 
Brandon,  Man.,  bom  at  Mooretown,  Ont., 
May  10,  1879. 

Sir  Augustus  M.  Nanton,  President. 
Winnipeg  Electric  Ry.,  and  director, 
C.P.R..  Winnipeg,  bom  at  Toronto,  May 
7,  I860. 

A.  V.  Redmond,  District  Engineer, 
Central  District,  Canadian  National  Rys.. 
Winnipeg,  born  at  Kingston,  Ont..  May 
16,  1879. 

A.  C.  Shaw,  Passenger  Department 
C.P.R.,  Montreal,  bom  at  Detroit,  Mich., 
-May  12,  1865. 

W.  H.  Snell,  General  Passenger  Agent, 
C.P.R.,  Montreal,  born  at  Palmyra,  Neb., 
May  23,  1872. 

W.  Stapleton,  District  Passenger 
-■Vgcnt,  Canadian  National  Rys.,  Saska- 
toon, Sask.,  bom  at  Bristol,  Eng.,  Mav 
20.   1884. 

R.  B.  Teakle,  Manager,  Canadian  Gov- 
ernment .Merchant  Marine,  Lt<i.,  Mont- 
real, born  at  Quebec,  Que.,  May  19,  1877. 

J.  H.  Walsh,  General  Manager,  Quebec 
Central  Rv.,  Sherbrooke,  Que.,  bom  at 
Quebec,  May  12,  1860. 

H.  K.  Wickstced,  B.A.Sc.,  C.E.,  Con- 
sulting Engineer,  Canadian  National 
Rvs.,  Toronto,  bom  at  Quebec,  May  25, 
1855. 

C.  L.  Wilson.  Assistant  Manager,  To- 
ronto &  York  Radial  Ry.,  Toronto,  born 
at  Boston.  Mass.,  May  23,  1871. 

A.  O.  Wolff,  Resident  Engineer.  Brown- 
ville  Division,  New  Brunswick  District, 
C.P.R.,  Brownville  Jet.,  Me.,  born  at  Cop- 
enhagen, Denmark,  May  14,  1887. 


Mav,  1920. 


231 


Freight  Car  Roofs. 


Dy  H.  R.  Naylor,  Assistant  Works  Maiiascr,   Canadian    Pacific    Ry.,   Montreal. 


Car  roofs,  or  the  upper  covering  of 
what  are  classed  as  house  cars,  are  a 
most  interesting  study.  In  point  of  im- 
portance they  may  be  considered  almost 
as  essential  as  the  wheels  of  a  car,  for 
althougrh  the  wheels  are  the  principal 
factor  in  moving  a  car  from  one  loca- 
tion to  another,  the  roof  provides  the 
necessary  protection  for  the  merchan- 
dise, which  otherwise  would  be  daniafied 
or  totally  destroyed.  The  essential  fea- 
tures of  a  car  roof  are  to  act  as  a  w-ater- 
shed,  enclosing:  the  car,  thereby  provid- 
ing security  for  the  contents,  and  also 
to  effectively  tie  and  brace  the  car  sup- 
erstructure. A  car  roof  consists  of  a 
suitable  framing,  securely  attached  to 
the  top  of  the  side  and  end  framing  of 
the  car,  providini?  the  necessary  support 
for  the  roof  boards,  metal  sheets,  or 
other  materials  which  form  the  outer 
covering.  In  Europe,  where  the  roof 
type  of  car  has  not  been  adopted  to  the 
same  extent  as  in  America,  large  quan- 
tities of  freight  are  transported  in  open 
top  cars,  over  which  tarpaulins  are 
spread  and  fastened,  to  protect  the  lad- 
ing from  the  weather.  This  system,  how- 
ever, is  gradually  being  abandoned  as 
new  equipment  is  built,  and  the  house 
class  of  car  adopted. 

It  is  interesting  to  note  the  progress 
made  on  this  continent  in  car  roof  con- 
struction from  the  time  when  the  outer 
covering  consisted  only  of  a  single  layer 
of  boards  having  tongue  and  groove 
joints.  In  many  instances,  1  believe  it 
was  customary  to  use  a  wood  shingle 
roof,  similar  to  that  commonly  used  in 
house  construction.  Another  method 
adopted,  presumably  to  overcome  the 
leakage,  was  to  apply  the  roof  boards 
lengthwise  of  the  car,  overlapping  each 
other,  similar  to  clapboarding  on  pres- 
ent day  wooden  buildings,  but  it  can  be 
readily  understood  that  this  method  of 
construction  proved  unsatisfactory,  and 
gave  way  to  the  double  board  roof  which 
can  be  seen  on  a  large  number  of  cars 
even  today.  This  was  a  decided  improve- 
ment over  the  earlier  types  of  roof,  es- 
pecially when  at  a  later  date  a  layer  of 
waterproof  paper  was  applied  between 
the  first  and  second  course  of  boards, 
and  became  known  as  the  "plastic  roof." 
This  roof  undoubtedly  protected  the  lad- 
ing for  some  time,  but  it  eventually  be- 
came waterlogged,  and  a  method  was 
then  sought  to  prevent  the  water  leak- 
ing between  the  joints  of  the  top  course 
of  boards,  which  rapidly  destroyed  the 
paper  and  bottom  boards.  This  was  over- 
come, to  a  great  extent,  by  grooving  the 
face  of  the  top  boards,  the  grooves  act- 
ing as  drains,  carrying  off  the  water, 
and  protecting  the  joints  from  possible 
leakage.  In  fact,  this  is  the  most  com- 
mon type  of  roof  to  be  found  on  stock 
and  refrigerator  cars  at  the  present 
time.  The  plastic  roof,  however,  proved 
unsatisfactory  for  box  cars,  as  the  top 
course  of  boards  soon  warped,  shrunk, 
and  split,  due  to  the  constant  drenching 
and  sun  baking  received,  allowing  the 
under  courses  of  paper  and  boards  to 
become  waterlogged,  setting  up  rapid 
decay  and  ending  in  numerous  damage 
claims. 

Metal  Sub  Roof.— So  far  it  should  be 
noted  that  only  wood,  paper,  and,  in 
some  instances,  canvas,  were  being  used 
in  roof  construction,  which  in  themselves 
are  very  poor  weather-resisters,  creating 
a    demand     for     further     improvements. 


which  brouftht  metal  into  use  for  the 
first  time.  1  he  next  step  was  a  distinct- 
ly new  departure,  and  brought  into  exist- 
ence the  metal  sub  roof,  over  which  a 
wood  roof  was  ap,)lied,  for  protection 
only.  The  roof  framing  consisted  of  a 
ridgepole,  carlines  and  purlins,  to  which 
an  addition  was  made  in  the  form  of 
cross  rafters.  The  galvanized  metal 
sheets  were  formed  with  corrugations, 
and  fitted  into  suitable  grooves  in  the 
ridgepole  and  rafters,  providing  alto- 
gether a  fairly  effective  watershed.  This 
was  undoubtedly  a  distinct  advance  in 
roof  design,  and  was  the  forerunner  of 
the  sub-metal  roof  on  thousands  of  box 
cars  at  present,  but  it  was  not  lonp-  be- 
fore the  usual  complaints  were  being 
made  about  this  new  metal  roof,  owing 
to  the  grooved  edges  of  the  wooden  raft- 
ers breaking  away,  allowing  the  metal 
sheets  to  sag  and  leak.  This  defect  was 
eventually  overcome  by  flanging  the  roof 
sheets,  and  applying  a  metal  capping 
over  the  rafters,  which  enclosed  the 
flanges  of  the  roof  sheets,  making  a  con- 
tinuous metal  watershed  for  the  full 
length  of  the  car.  With  a  few  later  modi- 
fications this  was  the  final  attempt  along 
the  lines  of  a  metal  sub-roof.  Some  of 
the  principal  objections  to  the  metal  sub- 
roof  are  that  the  roof  sheets,  in  time, 
buckle  up  at  the  eaves,  and  work  out  of 
the  grooves  in  the  ridgepole.  With  the 
constant  twisting  and  straining  of  the 
car  superstructure,  the  metal  sheets  and 
caps  are  soon  displaced  and  bent,  and 
in  making  repairs  to  the  outer  wood 
roof,  the  metal  sheets  are  frequently 
punctured  by  nails,  carelessly  driven,  all 
of  which  result  in  damage  to  the  lading. 
The  outer  wood  roof  also  requires  fre- 
quent renewal,  on  account  of  constant 
exposure,  which  is  a  rather  expensive 
item,  when  added  to  the  cost  of  main- 
taining  the   metal    sub-roof. 

Before  passing  to  the  consideration  of 
more  modern  roofs,  it  should  be  observed 
that  the  metal  sub-roof  proved  a  dis- 
tinct advance  over  the  types  previously 
used,  and  was,  with  a  few  exceptions,  the 
standard  design  on  box  cars  for  up- 
wards of  20  years,  but  the  steady  in- 
crease in  car  capacity,  and  length  of 
train,  threw  an  ever  increasing  load  on 
the  ear  superstructure,  including  the 
roof  framing,  this  demanding  in  turn  im- 
proved roof  construction.  This  demand 
was  met  by  adopting  a  roof  framing 
made  of  steel,  as  in  other  parts  of  the 
car,  for  instance,  the  wooden  carlines 
which  were  bolted  to  the  sideplates,  and 
a  source  of  constant  trouble,  gave  way 
to  the  steel  carlines  of  various  shapes, 
rivetted  to  the  sideplates,  in  order  to  give 
greater  rigidity  and  strength.  Other 
parts  of  the  roof  framing  were  impi'ov- 
ed,  and  reinforced,  in  a  similar  manner, 
providing  greater  stability,  which  is 
most  essential  if  the  outer  roof  is  to  be 
protected  from  the  racking  and  strain- 
ing of  the  car  superstructure.  This  de- 
mand for  greater  stability  was  largely 
responsible  for  an  entirely  new  depar- 
ture in  roof  design,  for  instead  of  plac- 
ing the  wood  roof  boards  on  the  outside, 
as  in  the  case  of  the  metal  sub-roof,  the 
plan  was  reversed,  the  roof  boards  be- 
ing applied  direct  to  the  roof  framing, 
and  the  metal  roof  sheets  used  as  an 
outer  protection  for  the  boards,  in  ad- 
dition to  acting  as  a  watershed.  The 
roof  boards  in  this  case,  being  applied 
direct  to  the  roof  framing,  had   the  ef- 


fect of  bracing  the  roof  against  corner- 
ing and  bulging,  and  brought  into  ex- 
tensive use  the  outside  metal  roof. 

The  outside  metal  roof  usually  con- 
sists of  one  course  of  13/16  tongue  and 
groove  boards,  securely  fastened  to  the 
roof  framing,  the  outer  metal  roof  being 
formed  of  galvanized  iron  sheets,  gener- 
ally of  no.  22  gauge.  At  the  junctions 
of  the  main  sheets,  weather-proof  pro- 
tection is  provided  lay  metal  caps,  form- 
ed in  various  ways  to  interlock  with  the 
flanged  edges  of  th«  main  sheets.  The 
method  of  securing  the  outside  metal 
sheets  at  the  eaves  is  very  different  to 
that  on  the  metal  sub-roof.  The  roof 
sheets  on  the  latter  type  are  prevented 
from  lifting,  by  the  capping  and  outer 
wood  roof,  the  fascia  boards  securing  the 
sheets  laterally  on  the  car,  making  nail- 
ing unnecessary  at  the  eaves.  On  the 
outside  metal  roof,  the  main  roof  sheets, 
or  eave  flashings,  ai'e  flanged  at  the 
eaves,  and  secured  to  the  outside  of  the 
fascia  boards.  This  difference  in  the 
method  of  attachment  on  the  early  types 
of  outside  metal  roofs,  which  were  not 
designed  to  allow  freedom  of  movement 
at  the  roof  sheet  intersections,  resulted 
in  cracked  sheets  and  a  considerable 
number  of  defective  roofs,  but  eventu- 
ally this  was  entirely  overcome,  by  pro- 
viding ample  sideplay  at  the  main  sheet 
capping,  and  applying  eave  flashings, 
giving  the  roof  the  necessary  flexibility 
to  withstand  the  cornering,  weaving  and 
bulging  of  the  superstructure.  In  the 
development  of  roof  construction  wood 
is  being  gradually  eliminated,  or  restrict- 
ed in  its  use,  for  instance,  the  wood 
framing  is  being  abandoned  in  favor  of 
steel,  and  as  a  roofing  it  is  used  only  to 
protect  or  support  the  metal  roof  sheets, 
all  of  which  is  in  keeping  with  the  steady 
advance  in  car  construction. 

All  Steel  Roofs. — Progressing  still  fur- 
ther along  these  lines  we  find  roofs  to- 
day built  entirely  of  steel,  and  in  conse- 
quence knowTi  as  all-steel  roofs.  In  com- 
parison with  the  composite  roofs  already 
described,  the  all-steel  roofs  presents  an 
entirely  new  departure  in  design,  both  in 
regard  to  framing  and  roofing.  The  roof 
sheets  are  usually  of  1/16  in.  galvanized 
steel,  but  in  some  instances  the  sheets  are 
3/32  in.  thick,  and  span  the  full  width  of 
the  car,  providing  in  themselves  the  ne- 
cessary protection  against  puncture  or 
other  hard  usage.  Additional  reinforce- 
ment can  be  obtained  by  corrugating  the 
roof  sheets  at  suitable  intervals.  The 
carlines  in  most  cases  are  designed  to 
provide  ready  means  of  connecting  the 
roof  sheets,  in  addition  to  supporting 
the  roof,  and  bracing  the  superstructure 
of  the  car.  With  the  adoption  of  the  all- 
steel  roof,  the  question  of  flexibility  be- 
comes a  very  live  subject,  some  types 
provide  for  free  movement  of  the  roof 
sheets,  in  a  similar  manner  to  the  flex- 
ible outside  metal  roof,  while  in  others 
the  roof  sheets  are  flanged,  capped  and 
rivetted  together,  forming  in  themselves 
an  absolutely  rigid  roof.  It  is  claimed 
for  the  first  type  that  the  roof  should 
be  sufliciently  flexible  to  take  care  of  the 
constant  straining  of  the  car  body,  while 
in  the  rigid  type  the  roof  is  made  strong 
enough  to  resist  the  straining  of  the 
body,  and  act  as  bracing  for  the  super- 
structure. The  all-steel  roof  lends  itself 
readily  to  the  use  of  outside  carlines, 
this  arrangement  giving  the  car  a  con- 
siderable   advantage     in     loading    space. 


232 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


May,  1920. 


uiiii:. 

I''    ■ 


t.-nt. 
.t  u  n-sult  thi-1  t>iH'  if  iivjf  ii  Krnil- 
mcftinjr    with     iimre     Rononil    np- 


■  itiu-timcs  rai-'c'il 
IS  thi-  claim  that 
•  -  it  is  liablf  to 
MAii»;.  rl.^ulllIl^:  pu.sMlily  in  ilainairo  to 
Inilintr-  For  iiistnmi',  fn-shly  milled  flour, 
xinliiiiMiik'  :<  iiik'li  iMTcentaiTf  of  nioi»- 
lurc.  usunlly  hot  wht'ti  lonil- 

ml,  i|  I  )if  tompi'mturc  of  tht' 

rar  a^  t  ho  outsido  atmosphere. 

It  1.1  ilaiiiu-.i  Uiat  the  metnl  roof,  heinir 
then  subject  to  two  widely  varyinK  tem- 
peratures, commences  to  sweat,  and  that 
the  resultant  moisture  is  suflicient  to 
ilamaire  the  contents.  It  is  questionable, 
however,  if  this  is  of  enough  import- 
ance to  warrant  spi-cial  attention  when 
Imildmc  box  cars  for  general  .service  re- 
<|uirements,  but  as  a  measure  of  precau- 
tion efl'ective  steps  are  being  taken  to 
prevent  the  possibility  of  this  occurring, 
even  under  tne  most  extreme  conditions, 
and  eventually  there  is  good  reason  to 
l»elieve  that  the  all-steel  roof  will  meet 
all  requirements,  even  to  the  extent  of 
satisfying  the  demands  of  very  exacting 
shippers. 

Double     Board     Roof. — As    previously 
nientioned,  the  double  board  roof  is  the 
most   common   type   on   refrigerator  and 
stock  cars  tmlay,  and  while  it  meets  the 
requirements  for  stock  cars,  it  is  rather 
surprising  that  a  better  roof  has  not  been 
previously  adopted  for  refrigerator  cars, 
in   order  to  protect  the   insulation  more 
effectively.      In    making   repairs    to    this 
class  of  car,  it  is  often  necessary  to  re- 
new the  whole  roof  insulation,  and  ceil- 
ing, which  have  become  waterlogged  and 
decayed,  owing  to  the  poor  protection  of- 
fered by  the  double  board  roof.    The  en- 
tire side  and  end  framing,  with  their  in- 
sulation, are  often  affected  in  a  similar 
manner,  due  to  the  water  working  down 
through  the  defective  roof.     These  con- 
ditions  are   becoming   better   recognized, 
and  as  a  result  we  find  the  outside  metal 
roof  now  being  adopted  for  refrigerator 
cars.     Owing  to  the  metal  roof  being  a 
greater  conductor   of   heat,   it  might   be 
necessary    to    increase    the    roof    insula- 
tion, but  the  added  cost  would  be  more 
than  offset  by  the  saving  in  maintenance. 
Having   briefly    sketched    the   develop- 
ment of  the  car  roof  from  the  old  time 
shingle  to  the  modern  metal  type,  it  may 
be  well  to  summarize  a  few  of  the  more 
essential   features  entering  into  roof  de- 
sign, and   conclude   with   a    reference   to 
maintenance.      In    comparison    with    the 
roof  of  a  stationary  building,  which,  out- 
side of  providing  the  necessary   shelter, 
has  only  to  contend  with  wind  pressures, 
the  car  roof  has  to  withstand  consider- 
ably more  abuse,  due  to  the  fact  that  the 
car  is  constantly  in  motion,  from  the  day 
it   is  built  to   the   last  day  of   its  exist- 
ence.    Consider  for  a  moment  what  hap- 
pens   to   a   car,   es|M-cially   a   loaded   car, 
when  in  a  switching  movement  it  is  shot 
at  a  speed   varying  anywhere   up   to   10 
miles  an  hour,  on   to  a   train  of  cars  at 
rest.     Many  of  us  have  seen  this  happen 
frequently,  anil  .'•till  more  have  heard  the 
report  and  marvelled  that  the  cars  with- 
stood the  racket.    The  underfranie  of  the 
car  in  motion  is  immediately  arrested  on 
impact  with   the  other  car,   but  the  car 
superstructure,   with   its  contents,   is   not 
anested  so  (|uickly,  with  the  result  that 
it  is  strained  from  end  to  end,  including 
the    roof,   which    tii'S    the    side    and    end 


•  '  ■  r  The  car  roof  muni 
f  a  bulging  load,  when 
.ill-rial  IS  carried  in  hulk, 
,in\rn  (link,  curving,  side  wiping,  and 
hump  yard  switching,  all  of  which  net  up 
different  strains,  which  mu.-t  be  consid- 
ered and  provided  for  in  car  roof  con- 
struction, in  order  to  keep  clear  of  fu- 
ture trouble.  It  is  these  conditions  that 
IHTsuade  many  car  builders  to  adopt  ii 
roof  sufllciently  flexible  to  accommodate 
the  strains  in  order  to  ensure  it  being 
water  tight.  On  the  other  hand,  the  a<l- 
vocates  of  the  rigid  roof  believe  in  mak- 
ing the  roof  sufllciently  strong  to  with- 
stand the  strain,  and  tie  the  superstruc- 
ture together. 

In  conclusion,  I  may  point  to  the  im- 
portance of  roof  maintenance.  A  car  roof 
should  be  so  constructed  that  repairs  can 
be  made  quickly,  and  at  a  minimum  cost. 
The  position  of  the  roof,  in  relation  to 
other  parts  of  the  car,  does  not  lend  itself 
to  proper  maintenance.  Trucks,  airbrakes 
and  draft  gear  are  constantly  being  in- 
spected for  indications  of  possible  fail- 
ure, but  unfortunately,  and  all  too  often, 
the  only  warning  received  of  roof  failure 
is  when  the  damage  has  actually  occur- 
red to  the  lading.  Car  roofs  should  there- 
fore be  as  far  as  possible  self  maintain- 
ing. 

Corrosion  will  be  an  important  factor 
in  modern  roof  maintenance,  and  calls 
for  a  systematic  method  of  painting,  for 
it  cannot  be  expected  that  the  galvaniz- 
ing will   protect  the  roof  sheets  indefin- 


itely. The  liiKt  difigned  car  roof  will 
only  lant  in  proportion  to  the  mainten- 
ance it  rweives,  and  the  object  should  Ik* 
to  make  the  life  of  the  roof  equal  to  the 
life  of  the  car. 

The  foregoing  paper  was  read  before 
the  Canadian  Railway  Club  recently. 


Ilnilway   and   Steamship   Terminal 
for  Sydney.  N.S. 

The  Sydney.  N.S.,  Board  of  Trade  is 
reported  to  have  received  from  the  Pub- 
lic Works  Department  at  Ottawa  plans 
of  a  terminal  dock  to  be  built  at  Syd- 
ney towards  the  construction  of  which 
$100,000  on  account  is  passed  in  this 
year's  estimates.  The  plans  are  said  to 
call  for  the  construction  of  a  pier  540 
ft.  X  72  ft.,  having  on  each  side  2  ship 
berths,  one  :i50  ft.  long  and  one  150  ft. 
long,  was  a  low  water  depth  of  29  ft. 
on  the  inside  berths  and  :i0  ft.  on  the 
outside  berths.  A  warehouse  450  ft.  x 
•10  ft.  is  to  be  erected  on  the  pier,  on 
each  side  of  which  will  be  a  4  ft.  plat- 
form, level  with  the  freight  car  floors. 
Two  railway  tracks  will  extend  to  the 
head  of  the  dock  on  either  side  of  the 
shed.  The  dock  will  consist  of  25  con- 
crete crib  piers  filled  with  stone,  and  the 
approach  will  be  by  an  earth  embank- 
ment, and  will  be  located  at  about  the 
.site  of  the  old  Intercolonial  Ry.  wharf. 
The  cost  of  the  work  is  estimate  at 
5700,000  or  $800,000. 


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


Wwk   rndinR   April   9th.    1920. 
Fort     William     

r  PR 

Empire    Elevator    Co '.'.... 

Cnnaolidated    Elevator   Co.    ...„. 

O-ilvie   Flour   Mills   Co _ 

Westfm    Terminal    Elevator   Co. 

C.    T.    Pacific    

Grain    Growers'    Grain    cij 

Fort    William   Elevator   Co 

Northwestern    Elevator    Co 

Port   Arthur- 
Port    Arthur    Elevator    Co 

Snsk.    Co-op.    Elevator  Co 

Cnnnrtian    Government    Elevator 

Thunder     Bay     , 

Pavidaon     and     Smith     

Eantern-Richardnon      


Wheat. 
Ilujh. 

g9..';i.S 

Data. 
Umh. 

30.622 
1.S0.507 
89.173 
26.093 

.■le.iis 

289.341 
269.439 
319.891 
26.855 

902.946 
405.811 

87.277 
471.4.'i9 

27.393 
117.628 

Barley. 
Bu>h. 

131. 2K6 
229.70:i 
121.344 
83.562 
24.018 
54.637 
241.386 
52.646 
87.660 

358.079 
150.70S 
34.651 
103.106 
11.854 
75.775 

Flax. 
Buah. 

Rye. 
Bush. 

55.762 
65.237 
16.651 
63.114 
11.395 
40.005 
65.373 
24.881 
69 

69.508 
32..-.00 
27..S23 
23.426 
7.119 
40.517 

Totals. 
Bush. 

307.185 

266.262 
264.444 

9.906 
30.211 

721.617 
471.82S 

147,920 
881,161 

16.794 
19.7U 

355.245 
1.284.879 
1.434.816 

225.082 
484.098 

2.316.188 

1.184.743 

190.269 

481. 1B4 

5,827 
43 

327 
43,504 
59.830 
13.966 

628.327 
598,725 

3.647.048 
2.117.261 

399.550 
1.093.966 

169.461 

43&.351 

7.567 

676.888 

ToUl     Publi, 


9,148.741     3.220.558     1.760.412        210.280        M8.080  I4.S78.0M 


290.827 
1.997.54.1 

047.122 

1.365.475 

16.857 


288.491 
379.687 
384.175 
582.356 
32.077 


•Total  Interior  Terminal  Elevators 
Midland— 

Aberdeen    Elevator    Co 

Midland    Elevator   Co ~~_.... 

TilTin.     G.T.P „ 

Port    McNIcoll    

Goderich— 

Elevator  and   Transit   Co.   

Weit  Can.  Flour  Mills  Co.,  Ltd.  ... 
nto    Campbell    Flour    Mills   Co 


4.326,997     1,378.295 


3.000 
25.171 
61,145 
207,483 

821.092 
260,149 
181.468 


Kinifnto 


iai    Elevator   Co. 


140.489 
22.400 

'ii',8i'i 

19.598 


162 

2.521 
8.435 
1.365 


Monlr.-al- 

Hnrhor  Commij'ionen   No.   1    and  2 

Montreal    Warehousinir    Co 

Oitilvie    Flour    MilU    Co 

Qu.'b.^r     Hnrliur    Commiiuion"™ 
We.t    St.    John.    N.B..    C.P.R, 
St.  John.  N.B..  Can.   Nat.  Rys. 
Halifux.    N.8.,   Can.    Nat.    Ryu 

Ilaltimore.     l'..S.A 


60.793 
441.823 
:6».423 


486.898 
852.686 
IS0.28S 


78,158 
"s"416 


64.804 


2.810,864        761,687        871,840 
14.148.770   10.868.491     l,789,249 


459  682.608 

2.384.088 

3.921  1.356.423 
21.820  2.039.977 
59,810 

25.741  6.889,798 

99.681 

..„ 286.569 

. 61.146 

851.387 

348.492 

260.149 

191,69« 

19,598 

1,489  410,906 

453.66S 

.._ 260.808 

10.871 

628,801 

448,998 

150.288 

8.886  8,888 


Total    Quantity    in    Store    30.721,208   16.007.467  40,706.609        847.460        581.0S8  61,727,799 

'<,'iMiitlt>     for    each    individual    Interior    terminal  elevator   not   rreeived. 


May,  1920. 


233 


Timber  Bridge  Problems  on  the  Alaska  Railway. 


Timber  truss  spans  used  extcnsivelj 
on  the  Alaskan  Government  Railway  con- 
sist mainly  of  121-ft.  Howe-truss 
through  and  deck  spans  of  standard  de- 
signs, with  56-ft.  pony  truss  spans  for 
small   openings.     Bridging   Alaskan  riv- 


Beno/  ii-  ^Lt  of 
Bolt  through. 
20° 


cases  where  material  for  the  trusses  is 
delayed. 

Douglas  fir  is  used  exclusively,  except 
that  Alaska  spruce  has  been  employed 
to  a  limited  extent  for  temporary  struc- 
tures and  a  few  small  spans.     Working 


sticks  8  X  14  in.  and  8  x  16  in.,  respec- 
tively, with  cast-iron  angle  blocks  for 
the  truss  members  and  transverse  steel 
channels  as  bearing  for  the  washers  of 
the  vertical  tension  rods.  Splices  in  the 
chord  timbers  are  made  with  clamp  bars 


[<  l&C.  tu  C.  or'  Trusses 


ZLi.6\6'x% 


stresses  are  taken  at  1200  to  1400  lb. 
per  sq.  in.  for  bending  and  1000  lb.  for 
compression,  in  case  of  fir,  and  800  lb. 
for  bending  in  case  of  the  native  spruce. 
No  allowance  for  impact  is  included  in 
these   stresses.     Rods   and  bolts  are  of 


El  e  vCT  Tion 


having  their  ends  hooked  over  lugs  on 
clamp  blocks  bolted  to  the  timbers. 
Floor-beams  are  pairs  of  12  x  24-in. 
sticks,  on  which  are  track  stringers  com- 
posed of  pairs  of  8  x  12-in.  sticks  and 
single  jack  stringers  of  the  same  size. 

16'C.toC  or  Truss 


Standard  design  of  121-ft.  timber  truss  through  span.  Alaska  Railivay. 


ers  involves  careful  consideration  of 
flood,  drift  and  heavy  ice,  especially  in 
streams  fed  by  glaciers,  and  these  fac- 
tors have  to  be  reckoned  with  in  regard 
to  erection  of  falsework  as  well  as  pier 
construction.  As  delivery  of  material  is 
likely  to  be  uncertain  at  points  located 
far  from  a  base  of  supply,  arrangements 
have  been  devised  for  carrying  a  tem- 
porary deck  on  the  falsework  bents  in 


wrought  iron  of  50,000-lb.  tensile 
strength,  or  of  soft  bessemer  or  open- 
hearth  steel  conforming  to  the  American 
Society  for  Testing  Materials  structural 
steel  specifications.  All  truss  spans  are 
designed  for  Cooper's  E-.50  loading. 

The  general  design  and  details  of  the 
121-ft.  through  truss  span  are  shown  in 
the  accompanying  drawings.  The  top 
and  bottom  chords  are  composed  of  four 


A  camber  of  0.126  ft.  is  framed  into  the 
truss  by  means  of  blocking  under  the 
panel  points  of  the  bottom  chords  on  the 
falsework  during  the  erection  of  the 
bridge,  the  final  adjustment  being  made 
by    the   tension   rods. 

The  piers  have  four  rows  of  piles  with 
diagonal  bracing  and  have  an  outside 
sheathing  of  horizontal  planks  to  pre- 
vent the  lodging  of  ice  and  drift.  In  tidal 


234 


I  CANADIAN  RAILWAY  AND  MARINE  WORLD 


May.  1920. 


wnf   - 

■•'■'-     ■• •■  ■■'    mny   flow   III 

eili 

.iiin-s    of    Ihp 

ti.l. 

:   10  ft.  iibovi- 

Bii': 

•    11.1  n   fi'ndrr 

un.i 

■y.    Iiftlt.l    ore 

an.. 

..f  thf  (Irnw- 

ine» 

i'.jii  11    iMiii    mis   II   _' t'ft.  cnp,    12  x 

12-in., 

driftboltrd   to   four  vortical    jiilcii 

^V/^'i'Y\''-iy^/Yv,>i^Vr7>i^'/^^ 


Trplral    lil-fl.   limbrr  trvra   ipan.   with   pll«   pirr 
■ad   falwwork.   Knlk   Rlrrr   hrtttr. 

which   nre   .-ipurid    1-1    ft.   cm   iiTitiTS    for 
the  inner  anil  'J'J  ft.  for  the  outer  piles. 

Carryini;  the  floor  or  deck  temporar- 
ily on  the  false-work  bents  is  a  special 
arranKcnicnt  made  in  order  to  provide 
for   handlinf;    traffic   when   material    for 


ininnink'  "tenl-huunv  or  Kuniiiier-hnuKv 
river"!  i-omeit  from  n  Klucier  which  hail 
nil  I'Xli'iiKivc  lake  behind  it.  ThiH  lake 
iiverflows  occasionally  and  breaks 
through  the  Klacier,  causing  a  destruc- 
tive (toiid  which  covers  the  entire  delta 
at  the  mouths  of  the  two  rivers.  These 
floods  iK'cur  generally  during  September 
and  lust  from  three  to  four  weeks.  The 
two  bridtces  are  located  close  to  the 
mouths  of  the  rivers  and  frequently  the 
current  is  upstream,  owinc  t<i  the  hitch 
tides  in  Knik  Arm,  which  is  a  branch 
from  Cook  Inlet.  The  extreme  differ- 
ence in  level  between  hitrh  and  low  tides 
is  about  4U  ft.  at  Anchorage,  and  more 
than  this  at  the  bridtrcs,  which  are  about 
.'JO  miles  further  up  Knik  Arm. 

The  larKest  bridge  on  the  railway  sys- 
tem will  be  that  over  the  Tanana  Kiver 
at  Nenana,  where  the  width  is  over  800 
ft.  and  soundings  have  shown  line  sand 
down  to  a  depth  of  DO  ft.  This  is  to  be 
a  steel  bridge,  on  concrete  piers  with  ice 
breakers,  and  probably  a  liftttpan  will 
be  provided  on  account  of  the  river  navi- 


2.  \\i  \Villu»m    Mac- 

kenzie   '  with   the   Na- 

tional I;..  I'l'in""   .Answer. 

.Kir  Wiiimin     ■  '  •■    ,    of 

liny  kind,  aij:  iriy 

way    with    tK.  '.ra- 

tion  of  the   (  uiiji'iiiiti    .Niii  •lai    it;,  A» 

i-x  J'resident  of  the  T'anadian  Northern 
Ky.  he  is  allowed  the  transportation  that 
all  railways  ext«'nd  to  ex  presidents  of 
railways  and  which  is  in  accordance  with 
the   Railway    Act. 

.'i.  Does  he  retain  from  the  Govern- 
ment runninK  ri^rhtn  with  said  car  for 
himself,  his  lobbyisb)  and  solicitorB  at 
the  present  time?  Answer.  First  part 
of  question  answer  by  no.  2.  No  special 
privilcjfes  arc  jrrantcd  to  any  one. 


Tool  for  Extracting  Cotter  Pin.s 


The  removing  of  cotter  pins  is  often 
a  difTicult  job  to  the  shopman,  partic- 
ularly when  these  are  so  located  as  not 


-     ^^f" 


ill; 


l.r^'IlrtJ 


Aoqie      BlocVs 


Cos*'  woshers 
Details  of  ironwork  of  timlMr  truu  oird  on  Alaska  Railway 


■■qle   Block   for  Foot  of 
End     Poat 


^i%i     U  .''"*  '»  '''  Clamp  Blc<ts 


Clamp    Co  iiiection     Zar 


the  trusses  is  not  at  once  available.  Two 
lines  of  strinKers",  composed  of  two  and 
three  sticks  with  ends  ovcrlappintr  are 
laid  on  the  falsework  caps,  with  a  trans- 
verse timber  across  them  at  each  bent. 
Upon  these  timbers  is  a  second  and  simi- 
lar course  of  strinpers  carrj-inp  the  track 
ties.  The  ties,  strinRcrs  and  cross  tim- 
bers are  secured  by  loose  bolts  termed 
'drop  bolts,"  which  resemble  drift  bolts, 
but  are  fitted  to  holes  bored  to  'i-in. 
larKer  diameter.  This  construction  en- 
ables the  temporary  deck  to  be  disman- 
tled readily  and  without  injury  to  the 
timbers. 

Two  of  the  larRer  bridttes  of  this  type, 
across  the  Knik  and  Matanuska  Rivers, 
have  six  anil  five  'JlO-ft.  throu^rh  truss 
spans,  respectively.  In  these  cases  spe- 
cial provision  had  to  be  made  for  ice 
and  floods,  as  both  rivers  originate  from 
lartrer  Klaciers  and  carry  immense  (|uan- 
tities  oif  floatintr  ice  and  drift  at  certain 
seasons. 

The  Matanuska  River  (or  Chatimka, 
meaning  'swift  river")  carries  a  lartre 
volume  of  water  and  quantities  of  drift- 
woofl        Thi-      Knik      Kiv.r      I  or     Skilmn. 


tration.  As  this  structure  cannot  be  built 
for  some  time,  it  is  proposed  to  establish 
a  ferry  to  carry  cars  during  the  summer, 
while  in  winter  a  track  can  be  laid  on 
the  ice. 

All  of  this  railway  work  has  been  un- 
der the  direction  of  William  C.  Edes,  un- 
til recently  chairman  and  chief  ennineer 
of  the  Alaska  Kngineering  Commission. 
W.  J.  H.  Fogelstrom  is  Bridge  Engi- 
neer, and  the  construction  is  done  by 
railway  forces  under  his  supervision.— 
Engineering  News   Record. 


to  be  readily  accessible.  The  tools  mcst 
used  for  removing  cotter  pins  are  ham- 
mer and  cold  chisel,  but  there  are  many 
locations  where  a  hammer  cannot  be  used 
and  the  use  of  the  cold  chisel  frequently 
damages  the  cotter  pin  to  such  an  extent 
that  it  is  worthless. 

The    accompany    illustration    shows    a 


Sir  William  Mackenzie's  Private 
Car. 


The  following  questions  were  asked  in 
the  House  of  Commons  recently,  by  V. 
P.  Casgrain,  M.P.  for  Charlevoix-Mont- 
morency, the  answers  being  given  by  the 
Minister  of  Railways: — 

1.  Was  Sir  William  Mackenzie's  pri- 
vate car  included  in  the  rolling  stock  of 
the  Canadian  Northern  Railway  taken 
over  by  the  Government  ?      Aiisw.r     No. 


tool  for  removing  cotter  i  ii  s  whuh  i« 
of  the  same  size  as  an  ordinary  pair  of 
pliers.  One  tong  of  the  pliers  engages 
the  pin,  while  the  other  uses  all  of  the 
leverage  exerted  against  the  member 
through  which  the  pin  is  inserted.  As 
this  leverage  is  four  times  as  great  as 
the  actual  forve  used  the  pin  comes  out 
quickly  and  easily. 


May.  1920.  CANADIAN  RAILWAY  AND  MARINE  WORLD  235 

Railway  Development,  Projected  Lines,  Surveys,  Construction,  Betterments,  Etc. 


Alaska. — The  United  States  Congress 
is  beinp  asked  to  grant  $8,000,000  on  ac- 
count of  construction  work  on  the  Alask- 
an railway  for  this  current  year.  It  is 
estimated  that  this  will  complete  the 
railway  through  from  Seward  to  Nenana 
on  the  Tanaiia  River.  Supplies  are  re- 
ported to  have  been  assembled  during  the 
winter  so  as  to  permit  the  earliest  pos- 
sible start  on  the  work.  On  the  comple- 
tion of  this  work  there  will  remain  to 
be  complete  the  bridge  across  the  Xa- 
nana River  at  Nenana,  the  standardiza- 
tion of  the  Tanana-Fairbanks  line  and 
some  minor  cleaning  up  work.  It  is  esti- 
mated that  this  will  absorb  the  $3,000,000 
which  will  remain  of  the  original  vote 
of  $52,000,000  after  the  $8,000,000  asked 
for  this  year  has  been  granted.  (Mar., 
pg.   135.) 

Alberta-Hudson  Bay  Ry.— The  Alber- 
ta Legislature  has  passed  an  act  ex- 
tending for  five  years  the  time  within 
which  this  projected  railway  may  be 
built.  The  lines  proposed  to  be  built 
would  run  from  Calgary  through  the 
Southern  Alberta  coal  fields  to  the  In- 
ternational Boundary,  and  from  Calgary 
easterly  to  the  Alberta-Saskatchewan 
boundary.  When  the  bill  was  before  the 
Legislature  it  was  stated  that  the  com- 
pany had  acquired  the  High  River  & 
Hudson  Bay  Ry.'s  rights,  that  the  com- 
pany had  entered  into  an  agreement  with 
the  Grain  Belt  Construction  &  Develop- 
ment Co.,  of  which  F.  Crandall  was 
Manager;  that  arrangements  for  financ- 
ing the  construction  of  the  line  had  been 
completed;  and  that  an  understanding 
had  been  arrived  at  with  P.  Burns,  who 
controls  the  Calgary  &  South  Westei-n 
Ry..  and  that  in  the  event  of  the  A.H.B. 
Ry.  building  its  line  into  the  coal  areas 
at  once  that  company  would  forego  its 
rights  and  use  the  A.H.B.  Ry.  (Mar., 
pg.  135.) 

Edmonton,  Dunvegan  &  British  Col- 
umbia Ry. — The  Albert  Legislature  has 
passed  an  act  providing  that  in  the  event 
of  the  Dominion  Government  not  acquir- 
ing the  company's  lines,  the  Alberta 
Government  may  enter  into  an  agree- 
ment with  the  company  to  take  over, 
operate  and  improve  the  line,  including 
the  Central  Canada  Ry.  The  lines  may 
be  taken  over  by  means  of  a  receiver- 
ship or  a  managership.  The  act  pro- 
vides that  $1,000,000  may  be  borrowed 
and  paid  out  to  the  receiver  or  manager 
to  carry  out  the  terms  of  the  agreement, 
which  are  under  discussion,  and  will  not 
be  completed  until  the  Dominion  Govern- 
ment's intentions  are  fully  known.  A 
further  sum  of  $100,000  was  also  voted 
to  assist  in  a  similar  way  any  other  rail- 
way in  the  province  the  bonds  of  which 
have  been  guaranteed  by  the  province. 
It  is  said  that  the  railway  to  be  bene- 
fitted by  this  second  vote  is  the  Alberta 
&  Great  Waterways  Ry.,  which,  like  the 
Central  Canada  Ry.,  is  a  branch  of  the 
E.,  D.  &  B.C.  Ry. 

A  press  report  states  that  rails  are 
to  be  laid  for  12  miles  west  of  Spirit 
River,  on  the  E.,  D.  &  B.C.  Ry.  com- 
pleted grade,  in  order  to  reach  a  block 
of  timber  land,  where  ties  and  other  rail- 
way timber  may  be  obtained.  (April, 
pg.  175.) 

Esquimau  &  Nanaimo  Ry. — The  Bri- 
tish Columbia  Legislature  has  passed  an 
act  validating  agreements  made  between 
the  Victoria  City  Council  and  the  Esqui- 
mau &  Nanaimo  Ry.,  and  between  the 
Victoria  City  Council  and  the  British 
Columbia  Government,  and  the  city's  by- 


law, passed  in  connection  therewith,  re- 
specting the  construction  of  the  John- 
ston St.  Bridge,  Victoria,  and  to  enable 
.the  city  council  to  build  the  bridge.  We 
are  officially  advised  that  the  only 
change  made  in  the  bill  as  finally  passed 
and  the  one  passed  originally  and  re- 
turned to  the  legislature  by  the  Lieu- 
tenant-Governor for  amendment,  was  in 
punctuation,  that  of  the  agreement 
forming  the  schedule  to  the  bill,  not  be- 
ing in  agreement  with  that  in  the  bylaw 
as  published.      (.4pril,  pg.   175.) 

Great  Northern  Ry. — The  Cawston, 
B.C.,  Board  of  Trade  is  reported  to  have 
been  asked  if  150  ft.  of  additional  spur 
track,  a  cinder  platform  and  a  portable 
station  would  meet  the  demand  for  pres- 
sent  improvements  at  that  point.  The 
board  asked  for  further  infonnation  re- 
specting what  was  meant  by  a  portable 
station.     (Dec,  1919,  pg.  604.) 

Hudson  Bay  Ry. — The  Minister  of 
Railway,  in  reply  to  questions  in  the 
House  of  Commons  recently,  gave  the 
following  information: — The  contract  for 
the  substructure  of  the  bridge  over  the 
Saskatchewan  River  at  Pas,  Man.,  was 
executed,  Nov.  5,  1910,  and  the  general 
contract  for  the  construction  of  section 
No.  1  of  the  railway  was  executed  Sept. 
25,  1911;  construction  was  stopped  on 
the  railway  in  1918,  and  on  the  termi- 
nals in  1917.  The  grade  is  nominally 
completed  to  Hudson  Bay;  some  trestl- 
ing  and  small  structures  remaining  to 
be  built,  and  the  settlement  of  embank- 
ments and  train  filling  at  various  points 
to  be  made  up.  This  work  was  complet- 
ed ni  1917.  Rails  had  been  laid  on  332 
miles,  up  to  the  end  of  1918;  there  are 
still  92  miles  of  rails  to  be  laid.  The 
cost  of  the  bridge  across  the  Nelson 
River  at  Manitou  Rapids  was  $215,596.34, 
and  of  that  across  the  Nelson  River  at 
Kettle  Rapids  $406,572.65,  these  works 
being  completed  in  1917  and  1918,  re- 
spectively. The  total  expenditures  on 
the  railway  and  terminals  at  Mar.  31 
in   each  of  the  followings  years  was: — 

Railway.  Terminals. 

1914  $4,569,908.01     $1,517,124.66 

1915  • 7.825,982.40     3,588.668.03 

1916  10.809,407.87     4.940.500.56 

1917  12.601.598.26     o.752,S90.11 

1918  13.890.387,87      6.343.499.50 

The  estimated  cost  of  completing  the 
track  laying  into  Port  Nelson  is  $1,750,- 
000,  but  to  complete  the  railway  would 
require  $4,000,000. 

A  press  report  states  that  as  a  result 
of  a  conference  between  the  Minister  of 
Railways  and  the  western  members  of 
Parliament  recently  an  opportunity  will 
be  given  during  this  session  of  the  House 
of  Commons  for  a  full  discussion  of  the 
situation  as  to  the  H.B.  Ry.  The  York- 
ton  Board  of  Trade  has  suggested  that 
the  Government  issue  $5,000,000  of  20- 
year  bonds  for  the  completion  of  the  line, 
the  bonds  to  be  sold  in  the  west. 

The  Manitoba  Legislature  has  passed 
a  resolution  asking  for  the  completion 
of  the  line. 

A  press  report  from  Ottawa  states  that 
a  group  of  western  members  proposes 
to  oppose  the  granting  of  supplies  for 
the  Welland  Canal  and  other  construc- 
tion work,  unless  a  vote  is  also  approved 
for  the  completion  of  the  Hudson  Bay 
Ry.     (April,  pg.  175.) 

The  committee  appointed  by  the  Sen- 
ate early  in  1919  to  investigate  the  navi- 
gability of  Hudson  Bay  and  Strait,  and 
of  Hudson  Bay  ports,  with  regard  to 
their  fitness  as  railway  terminals,  as  well 
as  on  the  fishery  resources  of  the  Bay, 


was  reappointed  by  the  Senate  April  22. 
The  committee  has  power  to  continue  its 
work  between  sessions.  Senator  Fowler, 
chairman  of  the  committee,  explained 
that  it  was  nearly  ready  to  make  its  re- 
port, and  the  reappointment  was  desired 
so  that  the  report  might  be  presented. 

Kettle  Valley  Ry.— The  British  Colum- 
bia Legislature  has  confirmed  an  agree- 
ment between  the  B.C.  Government  and 
the  Kettle  Valley  Ry.  Co.,  with  respect 
to  the  construction  of  a  railway  from 
I'enticton  towards  the  International 
Boundary. 

The  British  Columbia  Legislature  has 
authorized  the  Government  to  enter  into 
a  contract  with  the  Kettle  Valley  Ry. 
Co.  to  build  a  line  from  Coalmount,  near 
Princeton  to  the  Granite  Creek  coal 
mines. 

We  are  officially  advised  that  on  ac- 
count of  labor  conditions  in  British  Col- 
umbia it  is  not  possible  to  state  definite- 
ly what  construction  will  be  carried  on 
during  this  year.     (April,  pg.  175.) 

Morrisey,  Fcmie  &  Michel  Ry. — The 
annual  report  of  the  Crows  Nest  Pass 
Coal  Co.,  which  owns  the  railway,  states 
that  during  1919  the  company  expended 
$29,647   on   improvements. 

The  Northern  Light  Rys.  Co.  is  the 
title  of  a  company  proposed  to  be  in- 
corpoi-ated  by  a  bill  which  was  approved 
l)y  the  Ontario  Legislature's  railway 
committee  April  17.  The  promoters  ask 
power  to  build  a  number  of  light  rail- 
ways in  the  mining  districts  of  Northern 
Ontario,  the  routes  of  which  were  de- 
-scribed  in  Canadian  Railway  and  Ma- 
rine World  for  April,  pg.  194.  The  per- 
.sons  named  as  incorporators  of  the  com- 
])any  are:  E.  T.  Williams,  manufacturer; 
Miss  Isabel  Gee,  clerk,  and  H.  R.  Web- 
ster, student-at-law,  Toronto.  (April, 
pg.  194.) 

Pabos,  Amqui  &  Edmundston  Ky. — 
The  Dominion  Parliament  is  being  ask- 
ed to  incorporate  a  company  with  this 
title  to  build  a  railway  from  Pabos, 
Gaspe  County,  Que.,  along  the  Grand 
Pabos  River  valley  across  Pabos  Seig- 
nory,  an  unorganized  territory  in  Bona- 
venture  and  Matane  Counties,  Blais  and 
Lepage  Tps.,  crossing  the  Canadian  Na- 
tional Rys.  at  Amqui  station,  thence  on 
to  Edmundston,  N.B.,  with  a  branch  from 
Grand  Valle,  a  seaport  on  the  St.  Law- 
rence River,  to  the  main  line.  The  com- 
pany's authorized  capital  asked  is  $4,- 
000,000,  and  power  is  asked  to  issue  se- 
curities for  $75,000  a  mile  of  line.  The 
office  is  to  be  at  Amqui,  Que.  The  pro- 
visional directors  are: — D.  N.  Dube,  J. 
A.  Brilliant,  J.  A.  Desbiens,  G.  L.  Dioune, 
M.  Caron,  L.  A.  Peduault,  G.  Langlois, 
of  Amqui;  J.  Sirois,  Val-Brillant,  Que.; 
.J.  T.  Bertrand,  L'Isle  Verte,  Que.;  J.  A. 
Guy,  Edmundston,  N.B.     (Mar.,  pg.  136.) 

Pacific  Great  Eastern  Ry. — A  contract 
for  a  bridge  over  Deep  Creek,  B.C.,  is 
reported  to  have  been  given  the  Cana- 
dian Bridge  Co.  for  $330,220. 

Quebec  &  Saguenay  Ry. — Replying  to 
questions  in  the  House  of  Commons  re- 
cently, the  Minister  of  Railways  .said 
the  work  of  bringing  up  the  condition 
of  the  Quebec  &  Saguenay  Ry.  to  stand- 
ard was  being  carried  on  by  the  contrac- 
tors, and  that  until  they  had  ceased  work 
the  railway  could  hardly  be  said  to  be 
completed.  During  the  time  the  con- 
tractors are  at  work  it  is  deemed  advis- 
able that  the  operation  of  the  railway 
be  carried  on  under  their  superintend- 
ence. It  is  expected  that  the  railway 
will  be  finally  completed  during  this  year. 


i'le 


rANADIAN  RAILWAY  AND  MAKINK  WORLD 


May.  1920. 


Ti. 


P" 


iirrntion 
:.yii  IV 


Qurln-c  t  tnlrni  It*.  A  pn  ss  report 
Htati'^  that  B  rontrnrt  hnn  Ixrn  let  to 
J.  T  :.iil  .T  r  I>a\i'.  M-iitn-nl,  for  k'nid- 
iiii-  work  on  the 

ou  Scotts  Station 

t<.  will  K'Vf  thi- 

CI.'  •     into    Quc'hcc 

("r  r.tion    of    thr 

Nir  -.i,    Ky.    and    the 

Qiicbti    bridti'. 

The  n-port  also  states  that  it  is  ex- 
poclcil  that  construction  will  bo  pone  on 
with  at  an  early  <late  on  the  25  mile  ex- 
tension of  the  Chaiidiere  Valley  line  from 
the  present  terminus  at  Ijike  Frontier 
to  St.  Paniphile,  for  which  the  Quebec 
Lefrislature  irranted  a  land  subsidy  last 
session.  This  line  will,  it  is  stated,  open 
up  a  valuable  section  of  the  country  for 
colonization  and  traffic.     (Mar.,  pR.  137.) 

Quebec  Rapid  Transit  Ry.  Co.  —  The 
Dominion  I'arliament  is  bcinR  asked  to 
extend  the  time  within  which  the  com- 
pany may  extend  its  projected  railway. 
A.  Taschercau,  Quebec,  is  solicitor  for 
the  applicants.  The  company  was  in- 
corporated by  the  Dominion  Parliament 
in  1913  to  build  a  railway  from  Quebec 
through  Charlesbour^',  Jeune  Lorctte, 
Aucrennc  Lorettc,  St.  Foye,  Cap  Rouge, 
Sillery  and  Montcalm;  also  from  ("harles- 
bourp.  through  Riviere  Jaune,  Notre 
Dame  des  Laurentides,  and  Lake  St. 
Charles  to  Jeune  Lorette;  also  a  line 
round  Orleans  Island  and  across  the 
island,  and  a  bridge  from  the  north  shore 
of  the  St.  Lawrence  River  to  Orleans 
Island.  The  company  is  authorized  to 
enter  into  agreements  with  other  rail- 
ways, including  the  Quebec  Ry.,  Light 
&  Power  Co.,  as  regards  its  railways. 
The  original  incorporators  were  fanners 
and  others  along  the  route  of  the  pro- 
jected   railway. 

The  Q.  Ry.,  L.  &  P.  Co.  has  recently 
been  in  negotiation  with  certain  inter- 
ests regarding  a  proposition  for  the  con- 
struction of  a  line  from  Quebec  to 
Lorctteville. 

Reid  Newfoundland  Co. — H.  D.  Reid, 
President,  Reid  Newfoundland  Co.,  prior 
to  leaving  Montreal  for  Newfoundland 
recently  is  reported  to  have  stated  that 
it  is  proposed  to  build  an  hotel  at  St. 
John's  at  an  estimated  cost  of  $500,000, 
in  conjunction  with  local  interests,  and 
that  progress  will  be  made  with  the  work 
of  developing  the  company's  lands,  etc. 

Timiskaming  &  Northern  Ontario  Ry. 
The  Ontario  Legislature  has  passed  a 
resolution  to  the  effect  that  a  great  im- 
petus would  be  given  to  the  development 
of  New  Ontario  by  the  extension  of  the 
T.  &  N.  O.  Ry.  from  Cochrane  to  Moose 
Factory,  on  Hudson  Bay.  The  resources 
of  the  area  between  these  two  points  now 
being  practically  unattainable  on  ac- 
count of  transportation  difficulties,  which 
condition  should  be  remedied  at  the 
earliest  possible  date.  Premier  Drury, 
in  the  course  of  the  discussion,  stated 
that  the  government  had  placed  in  the 
estimates  $125,000  for  surveys  and  ex- 
plorations in  connection  with  this  mat- 
ter. The  extension  of  the  railway  to 
James  Bay  would  be  the  logical  outcome 
and  rounrling  out  of  the  T.  &  N.  O.  R. 
system,  but  he  believed  that  the  govern- 
ment would  be  unwise  to  commit  itself 
to  the  immediate  building  of  the  railway 
for  financial   reasons. 

On  the  same  day  a  resolution  was  pro- 
posed by  R.  R.  Hall,  M.L.A.,  favoring 
the  building  of  a  branch  of  the  T.  &  N. 
O.  Ry.  from  North  Bay  to  Parry  Sound. 
The  debate  was  adjourned  and  on  a  sub- 
sequent date  the  motion  was  withdrawn. 


the  government   having   iironiided   to  look 
into   the   matter       (April,   pg.    17fi.» 

1'ornntn,  Hamiltun  &  llulTaIn  K>. — The 
lliiard  of  Railway  Comminsiiiiiem  has 
ordered  that  the  company  proceed  with 
the  construction  of  the  highway  bridge 
at  King  St.,  Hamilton.  The  existing 
bridge  has  been  shown  to  he  unsafe  and 


inadequate     to     present    traffic     require- 
ments. 

The  Board  of  Railway  Coramissionen 
ha.i  made  an  order,  amending  a  previous 
order,  directing  Biarton  Tp.  Council  to 
bear  all  cost  of  maintenance  of  a  cross- 
ing over  the  railway  at  Barton  Ave., 
Hamilton.      (April,   pg.    176.J 


Canadian   National 


Railways  Construction,  Better- 
ments, Etc. 


Prince  Ekiward  Island  Ry. — The  Min- 
ister of  Railways,  during  a  dis- 
cussion of  the  Canadian  National 
Railways,  was  asked  in  the  House 
of  Commons  recently  as  to  whether  it  is 
the  government's  intention  to  proceed 
wiith  the  widening  of  the  gauge  over  the 
whole  of  the  P.E.I.  Ry.  The  Minister  re- 
plied:— "We  shall  not  proceed  with  that 
work  during  the  present  year.  By  stand- 
ardizing the  gauge  between  Charlotte- 
town  and  Summerside  we  can  take  care 
of  about  75%  of  Prince  Edward  Island's 
trade.  As  soon  as  financial  considera- 
tions permit  standardizing  the  gauge  of 
the  whole  railway  will  be  proceeded  with, 
but  not  this  year.  The  other  parts  of 
the  island  have  the  narrow  gauge  sys- 
tem and  the  only  inconvenience  involved 
is  where  there  is  trans-shipment.  This, 
however,  is  not  serious,  because  it  is 
done  by  the  railway  forces  at  Charlotte- 
town.  The  widening  that  has  been  so 
far  done  is  of  great  importance  and  1 
quite  appreciate  the  necessity  for  com- 
pleting the  work  over  the  whole  line  as 
soon  as  possible.  But  financial  conditions, 
we  felt,  would  not  justify  our  doing  it 
during  this  year. 

Sydney  Dry  Dock. — A  press  report 
states  that  work  is  about  to  be  started 
on  the  construction  of  a  spur  line  to 
connect  the  C.N.R.  with  the  site  of  a 
dry  dock  to  be  built  at  Sydney,  N.S.,  by 
the  Sydney  Foundry  &  Machine  Co. 

Stewiacke  District,— At  a  conference 
at  Truro,  N.S.,  April  5,  it  was  decided 
to  ask  the  Dominion  Government  to  build 
a  loop  line  from  Brookfield,  serving  Mid- 
dle and  Upper  Stewiacke  districts,  and 
connecting  with  the  Musquodoboit  Ry. 
at  its  terminus  at  Deans,  N.S.  It  was 
stated  that  a  line  had  been  surveyed  and 
partly  graded  some  years  ago  through 
the  district,  and  that  the  area  contains 
large  timber,  coal,  iron,  silver  and  gold 
resources. 

Gosford  Branch. — A  press  report  states 
that  Fldward  Conway  has  leased  the  Gos- 
ford Branch  of  the  Quebec  &  Lake  St. 
John  Ry.,  that  he  has  bought  a  gasoline 
eiigine  and  several  cars,  and  that  he  will 
put  the  line  in  condition  for  operation. 

Fort  William  to  Winnipeg  Pits.  —  A 
press  report  states  that  work  has  been 
started  on  the  repair,  replacing  and  fill- 
ing of  trestles  on  the  National  Transcon- 
tinental Ky.  between  Fort  William  and 
Winnipeg  Pits,  preparatory  to  reballast- 
ing  the  line.  Work  depots  are  stated  to 
have  been  opened  at  Sioux  Lookout, 
Vivian   and   Watcombe,   Ont. 

Lampman  Coalfields. — At  a  meeting 
of  the  House  of  Commons  railwav  com- 
mittee April  ir,,  O.  R.  Gould,  M.P.,  urged 
the  completion  of  an  extension  of  the 
Canadian  Northern  Ry.  to  the  I>ampman 
coalfields,  Sask.,  and  the  building  of  a 
half  mile  transfer  switch  to  connect  the 
C.N.R.  with  the  C.P.R.  at  Carlisle.  Sask. 
The  Minister  of  Railways  stated  that  the 
suggested  extension  of  9  miles  was  on^' 
among  many  other  suggestions  under 
consideration  by  the  C.N.R.  directors  and 
would  be  built  as  soon  as  the  board  could 


see  its  way  clear  to  authorize  the  expen- 
diture. With  regard  to  the  switch  at 
Carlisle  he  suggested  that  application 
should  be  made  to  the  Board  of  Railway 
Commissioners  to  order  it  to  be   put  in. 

North  Battleford-Turtleford  Branch 
Extension. — A  press  report  states  that 
it  is  proposed  to  build  a  25  mile  exten- 
sion of  the  branch  line  from  North  Bat- 
tleford,  which  at  present  is  operated  to 
Turtleford,   55.9   miles 

White  Court  to  Grande  Prairie.  —  A 
delegation  of  soldier  settlers  of  the 
Grande  Prairie  district.  Alberta,  wait«d 
on  the  Dominion  Government,  April  16, 
and  urged  the  building  of  a  branch  line 
from  White  Court,  on  the  Peace  River 
branch,  to  the  Grande  Prairie  country. 
Grande  Prairie  is  now  reached  by  an 
Edmonton,  Dunvegan  &  British  Colum- 
bia Ry.  branch  from  Spirit  River. 

British  Columbia  Terminals. — ^The  B.C. 
Legislature  has  passed  an  act  extending 
for  a  year  the  time  within  which  the  pro- 
ceeds of  the  guaranteed  securities  held 
by  the  Finance  Minister  in  respect  of 
the  works  to  be  carried  out  under  the 
Canadian  Northern  Pacific  Ry.  Exten- 
sion Act,  and  the  Canadian  Northern  Pa- 
cific Ry.  Terminals  Act,  both  passed  in 
1913,  may  be  paid  out.  A  statement  as 
to  the  total  amounts  of  guaranteed  se- 
curities, the  amounts  expended  and  the 
amounts  available  for  further  expendi- 
tures were  given  in  Canadian  Railway 
and  Marine  World  for  April,  pg.  195. 

Vancouver  Island. — A  recent  British 
Columbia  press  report  stated  that  a 
freight  service  was  about  to  be  inaug- 
urated on  the  Victoria-Albemi  line  be- 
tween Victoria  and  the  Koksilah  River, 
to  which  point  track  had  been  laid.  The 
bridge  over  the  river  was  expected  to  be 
completed  towards  the  middle  of  April, 
when  tracklaying  was  expected  to  be  re- 
sumed on  the  16  miles  intervening  to  the 
Canyon  crossing  of  the  Cowichan  River. 
It  is  expected  that  the  bridge  across  the 
river  will  be  complete  in  about  three 
months,  and  that  track  will  be  laid  to 
the  Nitinat  River  this  year.  (April,  pg. 
1S6.) 


The  Gowganda  Engineering  &  Con- 
struction Co.,  Ltd.,  has  been  incorporat- 
ed under  the  Ontario  Companies  Act, 
with  $40,000  authorized  capital  and  office 
at  Toronto,  to  carry  on  a  general  min- 
ing and  construction  company,  with  pow- 
er to  build  tramways,  railways,  bridges, 
water  courses,  wharves,  warehouses,  etc. 
The  provisional  directors  are:  T.  R.  Fer- 
guson, G.  R.  Sproat,  and  W.  T.  Jones, 
Toronto. 

Canadian  Transfer  Co.,  Ltd.  has  been 
incorporated  under  the  Dominion  Com- 
panies Act,  with  $500,000  authorized  cap- 
ital, and  office  at  Montreal,  to  take  over 
as  a  going  concern,  and  carry  on,  the 
business  of  the  Canadian  Transfer  Co., 
Ltd.,  with  head  office  in  Montreal,  and 
offices  at  Toronto,  Ottawa  and  Hamilton, 
and  to  carry  on  a  general  cartage  con- 
tracting and  forwarding  business. 


May,  1920. 


Mainly  About  Railway  People  Throughout  Canada. 


237 


Harry     Kaymoiid    Arthur,    whose    ap- 
pointment    as     Tiainmaster,     Canadian 
Xational    Rys.,    Lucerne,    B.C.,    was    an- 
nounced in  our  last  issue,  was  bom   at 
Lewisburg,   Pa.,   May   25,   1875,   and  en- 
tered   railway    service     June     15,     1890, 
since  when  he  has  been,  to  1896,  ag-ent 
and  operator  at  various  points   Chicago 
and   North    Westeni   Ry.;    1896   to    1899, 
assistant    to   chief   clei-k,    Local    Freight 
Office,    Sioux    City     and     Northern     Kv., 
Sioux  City,  la.;- 1891  to  1904,  chief  clerk 
to    Commercial   Agent    (Traffic),    Illinois 
Central    Ud.,   Siou.x   City,   Iowa;    1904   to 
1912,    Division     Freight    Agent,    travel- 
ling auditor  and  chief  clerk  to  Auditor 
of   Station    Accounts,   same     road.     Fort 
Dodge.    Iowa,   and    Chicago,     111.;      Oct., 
1912,    to    Feb.    1,    191.3,    Travelling    Cur 
Agent,    Canadian    Northern    Ky.,    Winni- 
peg; Feb.  1,  to  Nov.  18,  1913,  chief  clerk, 
General     Manager's     office,     same     road. 
Winnipeg;    Nov.    18,    1913,    to    Nov.    20, 
1915,  Inspector  of  Transportation,  same 
road,   Winnipeg;   Nov.   20,   1915,  to   Dec. 
18,    1918,    Ins;  ector    of    Transportation, 
same    road,    Vancouver,    B.C.;    Dec.    18, 
1918,  to  Jan.  1,  1919,  acting  Superinten- 
dent,   same    road,    Kamloops    Jet.,    B.C.; 
Jan.    1,    1919,   to    Feb.    17,    1920,    Train- 
master,   Canadian    National    Rys.,    Sas- 
katoon, .Sask. 

John  Alton  Audrain,  who  has  been  ap- 
pointed station  master,  C.P.R.,  Winni- 
peg, was  born  at  St.  John's,  Jersey,  Chan- 
nel Islands,  Jan.  23,  1883,  and  entered 
C.P.R.  ser%-ice  in  April,  1897,  since  when 
he  has  been,  to  1904,  apprentice,  car 
shops,  Winnipeg;  1904,  to  July  1,  1905, 
mechanic,  car  shops,  Winnipeg;  July  3 
to  Aug.  31,  1905,  express  messenger,  Do- 
minion Express  Co.,  Winnipeg  to  Gretna 
and  Emerson;  Aug.  31,  1905,  to  May  1, 
1906,  mechanic,  car  shops,  C.P.R. ,  Win- 
nipeg; May  10,  1906,  to  July  28,  1910, 
brakeman  and  baggageman,  main  line 
and  branches  out  of  Winnipeg;  July  28, 
1910,  to  Sept.  7,  1915,  station  master, 
Winnipeg;  Sept.  7,  1915  to  Jan.,  1916, 
Trainmaster,  C.P.R.,  Minnedosa,  Man.; 
Jan.,  1916,  to  April,  1920,  Trainmaster, 
Saskatoon,   Sask. 

H.  H.  -Aver,  Special  Auditor,  Canadian 
National  Rys.,  Montreal,  died  there, 
April  5,  after  a  .shoit  illness. 

J.  H.  Barber,  who  has  been  appointed 
Division  Engineer,  Toronto  Terminals 
Division,  Ontario  District,  C.P.R.,  To- 
ronto, was  born  near  Cobourg,  Ont.,  Dec. 
20,  1856,  and  educated  in  Toronto.  He 
was  an  articled  pupil  of  James  Ross, 
C.E.,  from  1875  to  1878,  and  was  engag- 
ed as  Assistant  Engineer,  and  Division 
Engineer,  on  various  sections  of  loca- 
tion and  construction  on  the  C.P.R.  up 
to  1891.  In  1891  he  was  appointed  Resi- 
dent Engineer,  Maintenance  of  Way  De- 


Dec    lo,  1902;  and  was,  from  Aug..  1905       1884   «s'.„-I^f'^5  '*'*"'"  ^^""^'ce  in  Nov., 
iLi^lK  1;  1^09,^ch-ef  clerk   to  tu^J^l      Tnk.%TTo.ri.T7f'''^;i,%^^'i  ^K 

issfto  VjJno'"^''    ^"•^•'    «"d    fronV  May 
to  1904    Chh'T  ^''""  '''«P«tcher;  1902 

^y'^^Soi^^^-^r^uii^r^^ixr^f^- 


Junl"5'  ?J°^j^«^;i'o^-~''rrJury  T,  fooT'to 
June  1  1912,  Assistant  to  Superintend- 
ent ,  Motive  Power;  May  1.  1915  on  the 
separation  of  the  Locomotive  and  Car 
Departments,    he   was   appointed    Super- 

it"ion"Mf^.h"'".^  ^'"fl  ^"''  *'«'''  tha^po 
sition  at  the  time  of  his  death. 


death. 

His  Honor  L.  H.  Clarke,  Lieiitenant- 
Govei-nor  of  Ontario,  and  R.  Homo  ^:^, 
aie  spoken  of  as  probable  membc.;;  oi^ 
the  commission  to  prepare  for  taking 
nff  '.^  T°'O"t0  Ry,  and  to  operate" t 
after  it  becomes  r^unicipally  o\\-ned.  Sir 
John  Woods  and  Mayor  Church  are  also 
mentioned  for  the  third  membership  of 
tr.c  commission. 


holdinl'th^/'  '"'  ^^'  appointed  Manager, 
nolding  that  position  until  Aug  1  lyn 
^^en  he  was  appointed  Genefal  Super- 
Feb  'T9n°'  Fen'  ^rr-  ^•'1-K'  ^"dln 

tendlnf  ^f   ^' '  Sc?'^?^^!"S: 

James    Ferguson,    w-hose   appointment 
PriV'^'^^T^^?''  Canachan  National  Rvf 

oui'^H.t  S^'''^^••  ^^■"•'^  announce?  ;• 
oui  last  i.ssue,  was  bom  at  Woodbridirp 
?5.7 /";!^17,  1878,  and  entered  railwa 


S.   W.  Crabbe. 

buperinteniient.    Smiths    Falls    Division.     Quebec 

District.    Canadian    Pacific    Railway. 

Stanley  W.  Crabbe,  who  has  been  ap- 
pointed Superintendent,  Smiths  Falls 
Division,  Quebec  District,  Smiths  Falls, 
Ont.,  was  bom  at  Teesvvator,  Ont.,  Aug 
9,  1885,  and  entered  C.  P.  R.  service  in 
1903,  since  when  he  has  been,  to  Mar. 
11,  1918,  section  laborer,  telegraph  opei- 
ator  and  agent,  consecutively,  at     ^ 


Ky..  Belmont  ami  Win^iipeg!  M^:^'^? 
1,    1902,    to    Jan.    13,     1907,     dispatcher 
■   r  /oad-    Po't     Arthur,     Ont.;     Aug 
190,,  to   Feb.   11.   1920,  in  train  sei-vke 
same  road.  Port  Arthur,  Ont. 

W  R.  Pitzmaurice,  who  has  been  ap- 
pointed Superintendent,  New  Glasgow 
Division  Maritime  District,  Canadian 
National  Rys.,  New  Glasgow,  N.S  was 
born  at  Bedford,  N.S.,  March  19,  1870 
and  entered  I.R.C.  service  May  21  1886 
since  when  he  has  been,  to  1889,  opera- 
isl^q'^f/ffii^"'  stations  in  Nova  Scotia; 
r  *     x?i^^^'  assistant  agent,  Springhil 

ic  ■'  N-|-'  ,'Z\'\^^^^'  agent,%x?ord 
Jet.  N.S. ;  1898  to  Aug.  12,  1913,  agent 
Amherst,  N.S  ;  Aug.  12,  1913,  to  Septl 
;„;  Qf  ^',?,^^'?*ant  Superintendent,  Monc- 
ton-Ste  Flavie  District,  Newcastle,  N.B.; 
pPt-  28,  to  Nov.,  1915,  acting  Superin 
'^"''^nt  District  2,  Campbellton,  N J^  ■ 
Nov.,  1915  to  Aug.  31,  1916,  Assistant 
Superintendent,  Moncton-Ste.  Flavie  Dis- 
trict, Newcastle,  N.B.;  Aug.  31  1916  to 
Apr.  24,  1920,  SupeWnten^dent,'  ^'ist^ic? 
2,  Intercolonial  Ry.,  now  Campbellton 
Division  Maritime  District,  Canadian 
National  Rys.,  Campbellton,  N.B 

Charles  Harry  Fox,  whose  appoint- 
^<^nt  as  Assistant  Di.^^rict  EnS  • 
Manitoba  District,  C.  P.  R.,  WinnrpeL'' 
was  announced  in  our  last  issue,  Cs 
bom  there,  Apr.  2  1885,  and  elite^-ed 
h  \^-  f\f  ■'?  '",¥ay  1902,  since  when 


April,   1920,  on  spec 
various  points,  including  double  tracking 
and  grade  separation,  etc.,  Toronto. 

Thomas  J.  Burns,  Superintendent,  Roll- 
ing Stock,  Michigan  Central  Rd.,  died 
at  Detroit,  Apr.  18.  He  was  born  at 
Hillsdale,  Mich.,  July  24,  1868,  and  was 
educated  at  Assumption  Coll 
wich,  Ont.,  and  the  Grand 
Montreal.  He  entered  M.C. 
Apr.  4,  1890,  as  clerk  in  the  Maintenance 
of  Way  Department,  Bay  City,  Mich., 
and   was    promoted     to     locomotive    dis- 


ronto,  was  bom  at  Aberdeen,  Scotland, 
Feb.  4,  1883,  and  entered  railway  ser- 
vice in  Sept,  1903,  since  when  he  1—; 
been,  to  June,  1907,  draftsman,  C.P.R., 
Montreal;  June,  1907,  to  June,  1911,  of- 
fice engineer,  Quebec,  Montreal  &  South- 


4.       ,.        ,,,.  --    -ay   and   con- 

sti-uction,  Winnipeg;  Apr.  to  Dec,  1910 
Ite.^ident  Engineer  on  construction,  Win- 
nipeg; Dec.,  1910,  to  Apr.,  1912,  Resident 
Engineer,  Maintenance  of  Wav  Fort 
William,  Ont.;  Apr.,  1912,  to  Oct.,  1916. 
Assistant   Division   Engineer,   Winnipeg; 


trict    CPR     Tnrnnfn  '  "'"''  V'iir'  "-"l^'^'^n  Engineer,  Mainten- 

T   J^.^       ,  loronto.  an,.e  ^f  ^^y^  Regina,  Sask. 


•2-M 


CANADIAN  UAILWAV  AND  MAUlNi:  WOULD 


May,  l'J20. 


I n.     ut      S.;,Ii:.-.     \V;r.|.  ,      Apr.      12.        Itc 

I   in  roniid- 

work.    hav- 

..t    (li(T«n-nt 

in     l';i.  Ill,-     Ky..    Crent 

hicairo.    .Milwaukee    nml 

',  1  .   i?i    tho    Itnitoil   SUtett. 

anl  L.I'.K.  aii'l   K!«|uininlt  nnd   Nanaimo 

Ky.  in  ('nnmla. 

G.   (i.   (iraham.   oxetmnirc   aKent,    I'as- 

scnper     Dopnrtmcnt.    (M'.R.,     St.    .John, 

N.B..  iind   QupI>oc,   yuc.   clurini;   the   rv- 

iH.iiw    si'nsnnR,    has    resiirnpH    and    ro- 

f'Tth.  Ont..  where  he  has  taken 

Before    lenvmjf    St.    .Ii)hn, 

,  :  I --en ted  with  a  set  of  pipes  and 

u  purse  uf  money  by  a  number  of  his 
associates. 

Gordon  Grant.  Con.sultinK  EnRinecr, 
Kailway.-i  and  rniinl.i  Department,  Ottji- 
wa,  and  heretofore  fhief  Ent;ineer.  Que- 
iKf  &  Sa>ruenay  Ky..  has  been  ap|><>inted 
Chief  Knifineer  of  the  Dominion  High- 
ways C'ommis!<ii>n.  He  continui-!!  as  Con- 
.sultin);  KnKineer,  Railways  and  Canals 
Department,  but  his  duties  as  Chief  En- 
gineer, yuebec-  &  Sapuenay  Ry.,  have 
ceased,  the  line  having  been  transferred 
to  Canadian  National  Rys.,  for  operat- 
infr   purposes. 

H.  C  Grout,  who  has  been  appointed 
General  Superintendent,  Ontario  District, 
C.P.R.,  Toronto,  was  born  at  Wausau, 
Wiss.,  Mar.  14,  1881,  and  has 
been,  to  Feb.,  1899,  rodman;  Feb.,  1899 
to  Apr.,  1901,  leveller;  Apr.,  1901  to  Apr., 
190.3,  transit  man;  Apr.,  190:!  to  Apr.  1, 
1907,  Resident  Enpineer,  Toronto;  Apr. 
1,  1907  to  Apr.  1,  1908,  Assistant  Divi- 
.sion  Engineer;  Apr.  1,  1908,  to  Apr.  20, 
1909,  Resident  Engineer,  Toronto;  Apr. 
20,  1909  to  Jan.,  1910,  Assistant  Super- 
intendent, District  ;?,  Ontario  Division, 
Toronto;  .Jan.,  1910  to  Feb.,  1912,  As- 
sistant Superintendent,  District  1,  On- 
tario   Division,   Havelock;    Feb.   to   July, 

1912,  Superintendent,  District  1,  Ontario 
Division,  Toronto;  July  to  Nov.,  1912, 
Superntendent,  District  1,  Atlantic  Divi- 
.sion,  St.  John,  N.B.;  Nov.,  1912  to  May, 

1913,  Assistant  General  Superintendent, 
Atlantic  Division,  St.  John,  N.B.;  May, 
191.3,  to  Sept.,  1914,  acting  General  Su- 
perintendent, Atlantic  Division,  St.  John, 
N.B..  and  from  Sept.,  1914,  General  Su- 
perintendent, Atlantic  Division,  now  New 
Brunswick  District,  St.  John,  N.B. 
I'rior  to  leaving  St.  John,  he  was  enter- 
tained at  luncheon  at  the  Union  Club, 
Apr.  21.  by  a  number  of  public  officials 
and  othtr  citizens. 

William  C  Guthrie,  who  has  been  ap- 
pointed Superintendent,  Schreiber  Divi- 
sion, Ontario  District,  C.P.R.,  Schreiber, 
Ont.,  was  born  at  Arnprior,  Ont.,  June  Uy, 
1876,  and  entered  C.P.R.  service  in  1892, 
since  when  he  has  been,  to  1893,  section 
laborer;  1893  to  189."),  relieving  section 
foreman;  189.'j  to  1898,  section  foreman; 
1898  to  Dec.  1,  1903,  extra  gang  foreman. 
North  Bay,  Ont.;  Dec.  1,  1903,  to  Feb.  1, 

1911,  Roadmaster,  Chapleau,  Ont.;  Feb. 
1,  1911,  to  Feb.  1,  1912,  Roadmaster, 
North  Bay,  Ont.;  Feb.  1  to  Dec.  1,  1912, 
Roadmaster,     Mattawa,    Ont.;      Dec.      1, 

1912,  to  Apr.  1.  1920,  Superintendent, 
Chapleau  Division,  Ontario  District, 
Chapleau,   Ont. 

I).  H.  Hanna.  President,  Canadian 
National  Rys.,  unveiled  on  April  16,  an 
oil  painting  of  Noel  Marshall,  I'residrnt, 
Canadian  Red  Cross  Society,  which  wa.s 
presented  to  the  National  Club.  Toronto, 
by  a  number  of  Mr.  Marshall's  fellow 
n\embers.  Mr.  Hanna  addressed  the 
Lindsay,  Ont.,  Board  of  Trade  on  Anl. 
13,  and  spoke  at  n  dinner  given  by  the 
Quebec  Board  of  Trade,  on   .\pl.  21. 

Wm.  C.  HawkipH,  .Managing     Diiecior 


and  84<crctaiy,  Dominion  Power  &  Trun.^- 
mliwion  Co.,  Hamilton,  Ont.,  who,  ax 
stated  in  Canadian  Railway  atul  Mni'ini- 
woild  for  April,  left  then'  M.i'  1"..  !.i 
speml  some  time  in  the  .. 
ciinie  worse  on  reaching 
!>.('..   and   hail   to   r-rtum   to    I  i 

for  treatment,  went  iNlck  to  Uu..!iiiitftun, 
where  he  is  .seriously  ill. 

Jacob  Samuel  Lillip,  whoso  appoint- 
ment us  I<and  and  Tax  .\gent,  Western 
Lines,  G.  T.  R.,  Detroit,  .Mich.,  was  an- 
nounced in  our  lust  is.'iue,  wan  bom  at 
Sullivan,  Ind.,  Jan.  9,  1H8K,  and  enteral 
railway  .service  in  June,  1911,  since  when 
he  has  been,  to  Sept.,  1911,  rodman  anil 
Icvelman,  Illinois  Central  IM.,  Natchez, 
Mo.;  June,  1913.  to  May,  191.'>.  rodman 
and  transit  man,  same  road,  Mattoon, 
III.;  .May  to  June.  1915,  in  valuation  de- 
partnK'nt,  same  road,  Chicago,  111.;  Jun  ■ 
to  Sept.,  1915,  leven  man,  same  road,  in 
Missouri,  Arkansas  and  Kentucky;  Sept.. 
191.'>.    to    Aug.    1916,    in    Land    ind    Tax 


J.  E.  Duval. 

General     Superintentlent     of     Car    Ser\-ice.     Orand 

Trunk  Railway,  who  dk-d  at  Montreal,  Apr.  28. 

Commis.si  oner's  office,  same  road. 
Chicago,  111.;  Aug..  1916,  to  May,  191S, 
land  accountant  in  charge  of  land  work. 
Valuation  Department,  Westem  Linos, 
G.  T.  R.,  Detroit,  .Mich.;  May  to  Oct., 
I91M,  A.ssi-stant  Land  and  Tax  Commis- 
sioner, same  road,  Detroit,  Mich.;  Oct., 
I91S,  to  Mar.  I,  19'20,  Land  and  Tax 
Agent.  Grand  Ti-unk  Western  Lines  Rd. 
(I'.S.R.A),  Detroit,  Mich. 

J.  W.  Lyon,  of  Guelph,  Ont.,  who  lias 
been  an  active  worker  for  hydro  electric 
i-ailways  in  Ontario,  fell  on  a  slippery 
bridge  recently,  and  broke  his  right 
.shoulder. 

William  Edward  Massie,  whose  ap- 
pointment as  Ma-ster  Mechanic,  Niagara, 
.St  Catharines  ard  Toronto  Ry.,  St. 
C:ithaiines,  Ont,  was  announce<l  in  our 
list  is.sue,  was  boin  at  Flora.  Ont..  June 
.'p.  ISM),  anil  entered  eli>ctric  railway  .ser- 
vice in  l.'<9.">,  .serving  in  variou.s  capaci- 
ties Ui  1907  on  Toronto  Ry.,  Toronto; 
from  1907  to  \9\^  he  was  General  Fore- 
man. Toronto  and  York  Radial  Ry.,  To- 
ronto,  anil    from    19\!>   to    1920.   General 


SuiH'rintendent,  Sudbury-Copper  Cliff 
.Sui)uri>an  Electric  Ry.,  .Sudbury,  Ont., 
and  in  thl^  ru|>acity  starleil  and  oiH'rateil 
till     lir>t    etectnc  car  in    .Sudburvv 

M.  T.  .McCrancy,  General  Agent. 
Freight  Department,  Chicago,  Rock 
Island  and  Pacific  Ry.,  Pittjiburg,  Pa., 
died  suddenly  there,  Apr.  7,  and  wan 
buried  at  Toronto,  Apr.  10.  He  wan  bom 
at  Oakville,  Ont.,  and  was  educated  for 
the  law  and  called  to  the  Ontario  bar. 
He  had  I>een  in  C.R.I.  St  P.R.  service  for 
over  30  years. 

.M.  H.  .Macl.,ead,  Vice  President,  Opera- 
tion and  Maintenance,  Canadian  National 
Railway,  Toronto,  is  spending  some  time 
at  Victoria,  B.C.,  for  the  benefit  of  his 
liealth. 

R.  P.  OrmHby,  .Secretary,  Canadian 
National  Rys.,  returned  to  Toronto  early 
in  April  after  a  trip  to  Great  Britain. 

W.  J.  Ptolemy,  who  has  retired  from 
the  position  of  Deputy  Provincial  Treas- 
urer for  Manitoba,  after  37  years  ser- 
vice, was,  a  number  of  years  ago,  in  the 
service  of  the  Great  Westem  Ry.,  now 
part  of  the  G.T.R.,  and  was  later  en- 
gaged in  the  construction  of  the  tele- 
jzraph  line  for  the  Dominion  Government 
between  Fort  Pelly  and  Edmonton. 

Allan  I'urt'is,  who  has  resigned  as 
fleneral  Superintendent,  Ontario  Dis- 
trict, C.P.R.,  Toronto,  was  bom  at 
Batavia,  Java,  June  29,  1878,  and  was 
educated  at  the  Merchant  Taylors' 
.School,  London,  Eng.  He  entered 
C.P.R.  service  in  Vancouver,  B.C.,  at  an 
early  age,  and  was  from  Aug.,  1890,  to 
Feb.,  1891,  messenger.  Stores  Depart- 
ment; Feb.  to  Nov.,  1891,  storesman; 
Nov.,  1891,  to  Sept.,  1892,  junior  clerk, 
Vancouver,  B.C.;  Sept.,  1892,  to  Aug., 
1S93,  timekeeper,  Donald,  B.C.,  Aug., 
1S93,  to  Oct.,  1894,  clerk,  Vancouver, 
B.C.;  Oct.,  1894,  to  Mar.,  1895,  assistant 
storekeeper.  North  Bend  and  Kamloops, 
B.C.:  Mar.,  1895,  to  Sept.,  1896,  clerk 
and  operator.  Car  Service  and  Fuel  De- 
partment, Vancouver,  B.C.;  Sept.,  1896 
to  Jan.,  1899,  Chief  Clerk,  Fuel  Depart- 
ment, Vancouver,  B.C.;  Jan.,  1899,  to 
Feb.,  1908,  chief  clerk  to  General  Super- 
intendent, Pacific  Division,  Vancouver, 
B.C.;  Feb.  to  Nov.,  1908,  Superintendent, 
District  4,  Central  Division,  Souris,  Man.; 
Nov..  1908,  to  Oct.,  1909,  Superintendent, 
District  3,  Pacific  Division,  Is'elson,  B.C.; 
Oct.,  1909.  to  Oct.,  1911,  Local  Manager, 
Fraser  Vallev  Branch,  British  Columbia 
Electric  Ry.,  Vancouver,  B.C.:  May.  1912, 
to  Feb.,  1915,  Manager  of  Interurban 
Lines,  same  company.  New  Westminster, 
B.C.:  May,  1915,  to  May  1.  1916,  Super- 
intendent, District  2,  Ontario  Division, 
C.P.R.,  London,  Ont.;  May  1  to  Nov.  1, 
1916.  General  Superintendent,  Eastern 
Division,  C.P.R.,  Montreal;  Nov.  1,  1916, 
to  Feb.  1,  1917,  acting  General  Super- 
intendent, Ontario  District,  Toronto;  Feb. 
1,  1917,  to  Oct.  15,  1918,  General  Super- 
intendent, Quebec  District,  Montreal; 
Oct.  15,  1918  to  .\pr.,  1920.  General  Su- 
perintendent, Ontario  District,  Toronto. 

(ierard  G.  Ruel,  who  has  been  appoint- 
ed General  Counsel,  Canadian  National 
Rys..  Toronto,  was  bom  at  St.  John,  N.B., 
July  ii.  1866,  and  studied  law  there,  sub- 
sequently graduating  in  law  at  Harvard 
I'niversity,  Cambridge,  Ma.ss.,  in  1889. 
He  practised  in  St.  John  for  a  number  of 
years,  and  was  for  some  time  a  partner 
in  the  law  firm  of  Blair,  Ruel  &  Blair. 
From  July,  1899,  to  Oct.  1.  1905.  ho  was 
Ijiw  Clerk,  Railways  and  Canals  Depart- 
ment, Ottawa;  from  Oct.  1,  1903,  to 
1909,  Assistant  Solicitor,  Canadian  Nor- 
thern Ry..  Toronto;  1909,  to  Dec.  31,  1918, 
Chief  Solicitor,  Canadian  Northern  Ry., 
Toronto;     Jan.    1,    1919,    to     Apr.,    1920, 


May,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


239 


Counsel,  Canadian  National  Rys.,  Tor- 
onto. 

Lady  Shaughnessy  and  Hon.  Marguer- 
ite Shaughnessy  sailed  from  St.  John, 
X.B.,  Apr.  3,  on  the  Canadian  Pacific 
Ocean  Services'  s.s.  Melita,  for  England. 

Harold  George  Studd,  whose  appoint- 
ment as  Auditor  for  Europe,  C.P.R.,  Lon- 
don, Eng.,  was  announced  in  a  recent  is- 
sue, was  born  at  Tottenham,  Eng.,  July 
10,  1883,  and  entered  transportation  ser- 
vice in  1898,  since  when  he  has  been  to 

1903,  clerk.  Great  Eastern  Ry.,  Stratford 
and  London,  Eng.;  Mar.  4,  1903  to  Aug. 
31,  1905,  clerk,  C.P.R.,  London,  Eng.; 
Sept.  1,  1905  to  Nov.  30,  1913,  cashier, 
Passenger  and  Management  Depart- 
ments, C.P.R.,  London,  Eng.;  Dec.  1, 
1913  to  Dec.  31,  1919,  assistant  chief 
clerk,  European  Manager's  office,  C.P.R., 
London,  Eng.,  and  acting  accountant, 
Dominion  Express  Co.,  Liverpool,  Eng. 

E.  R.  Thorpe,  formerly  City  Freight 
Agent,  G.T.R.,  "Toronto,  was  entertained 
at  dinner  by  a  number  of  his  associates 
and  presented  with  a  gold  and  platinum 
watch  chain  and  locket,  on  leaving  to  be- 
come General  Agent,  Freight  and  Pas- 
senger Traffic,  Lehigh  Valley  Ry.,  To- 
ronto. 

Guy  Toombs,  Manager  Transporta- 
tion Department  of  the  Canadian  Export 
Co.,  Montreal,  and  fomierly  in  the  Cana- 
dian Noithem  Railway  Freight  Depart- 
ment, gave  an  address  on  transpoitation 
recently  at  the  Laurentidc  School, 
Grande  Mere,  Que.,  tracing  the  develop- 
ment of  transportation  from  the  earliest 
date  to  the  present  day  and  illustrating 
it  by  moving  and  other  pictures. 

William  J.  Uren,  who  has  been  ap- 
pointed Assistant  General  Superintend- 
ent, Quebec  District,  C.P.R.,  Montreal, 
was  born  at  St.  Marys,  Ont.,  Jan.  23, 
1872,  and  entered  railway  service  Sept.  (i, 
1888,  since  when  he  has  been,  to  June, 
1890,  telegraph  operator,  C.P.R.,  Hawk 
Lake,  Rat  Portage,  Ont.,  and  various 
other  points;  June,  189,  to  Nov.,  1892, 
agent  and  operator,  C.P.R.,  Marclay  and 
Dexter,  Ont.;  Nov.,  1892,  to  Nov.,  1898, 
Terminal  Agent  and  Yardmaster,  C.P.R., 
Ignace,  Ont.;  Nov.,  1898,  to  June,  1903, 
dispatcher,  C.P.R.,  Fort  William,  and 
Rot  Portage,  Ont.;  June,  1903,  to   Apr., 

1904,  Chief  Dispatcher,  C.P.R.,  Rat  Port- 
age, now  Kenora,  Ont;  Apr.  to  June, 
1904,  Night  Chief  Dispatcher,  C.P.R., 
Winnipeg;  June,  1904,  to  May,  1905, 
Chief  Dispatcher,  C.P.R.,  Moose  Jaw, 
Sask.;  May,  1905,  to  Nov.,  1908,  Chief 
Dispatcher,  and  Relieving  Trainmaster, 
C.P.R.,    Winnipeg;    Nov.    1908,    to    Nov., 

1909,  Superintendent,  C.P.R.,  Brandon, 
Man.;  Nov.,  1909,  to  June,  1910,  Super- 
intendent C.P.R.,  Moose  Jaw,  Sask.;  June 

1910,  to  Sept.,  1912,  Superintendent,  C. 
P.R.,  Cranbrook,  B.C.;  Sept.,  1912,  to 
Nov.,  1913,  Superintendent,  C.P.R.,  Cal- 
gary, Alta.;  Nov.,  1913,  to  Nov.,  1918, 
Superintendent,  and  relieving  General 
Superintendent,  C.P.R.,  Toronto;  Nov., 
1918,  to  Apr.,  1920,  Superintendent,  Farn- 
ham  Division,  Quebec  District,  Farn- 
hani.  Que. 

Barton  Wheelwright,  whose  appoint- 
ment a.<  Kngineer,  Maintenance  of  Wav, 
Portland  Division.  G.  T.  R..  Portland. 
Me.,  was  announced  in  our  last  issue,  and 
whose  resignation  is  announced  in  this 
issue,  was  born  at  Minneapolis,  Minn., 
March  12,  1888,  and  entered  G.T.R.  ser- 
vice July  1,  1911,  since  when  he  has  been, 
to  May,  1912,  draftsman,  Toronto;  May, 
1912,  to  Nov.,  1918,  signal  inspector,  As- 
sistant Signal  Engineer,  and  acting  Sig- 
nal Engineer,  successively,  Montreal; 
Nov.,  1918.  to  March  1,  1920,  Engineer, 
Maintenance  of  Way,  Grand  Trunk  Lines 


in  New  England  (U.S.R.A.),  Portland, 
Me. 

T.  A.  Wilson,  who  has  been  appointed 
Supoiintendent,  Sudbury  Division,  Al- 
goma  District,  C.  P.  R.,  Sudbury,  Ont., 
entered  railway  senice  in  Jan.,  1885, 
fincQ  when  he  has  been,  to  July,  1892, 
.successively,  call  boy,  Stratford,  Ont.; 
operator  and  brakeman,  G.T.R. ;  Julv, 
1892,  to  Oct.,  1900,  agent  and  operator 
at  various  points,  Lake  Superior  Divis- 
ion, C.P.R.;  Oct.,  1900,  to  Oct.,  1912, 
General  Yardmaster,  C.P.R.,  Ottawa, 
Ont;  Oct,  1912,  to  Juno,  1916,  Assist- 
ant Superintendent,  District  3,  Lake  Su- 
I'orior  Division,  C.P.R.,  Schreiber,  Ont.; 
June,  1916,  to  Oct  16,  191S,  As^sistant 
-Superintendent,  Smiths  Falls  Division. 
Quebec  District,  C.P.R.,  Smiths  Falls, 
Ont.;  Oct  16,  1918,  to  April  1,  1920, 
.Superintendent,  Smiths  Falls  Division, 
Quebec  Di.<tnct,  Smiths  Falls,  Ont 

Andrew  Williams,  who  has  been  ap- 
l)ointed  Superintendent,  Farnham  Divi- 
sion, Quebec  District,  C.P.R.,  Farnham, 
Que.,  was  born  at  Mono  Road,  Ont.,  Feb. 
22,  1872,  and  entered  C.P.R.  service,  Jan. 
1889,  since  when  he  has  been,  to  1892, 
telegrapher;  1892  to  1893,  relieving 
agent;  1893  to  1894,  assistant  to  car  dis- 
tributor and  fuel  agent,  all  Atlantic  Di- 
vision; 1895  to  1896,  relieving  dispatch- 
er, St.  John.  N.B.;  1896  to  1898,  trick 
dispatcher,  St.  John,  N.B.;  1898  to  1904, 
Chief  Dispatcher,  Woodstock,  N.B.;  1904 
to  1905,  rule  instructor,  Atlantic  Divi- 
sion; 1905  to  1909,  Trainmaster,  Atlantic 
Division;  1909  to  1911,  Assistant  Super- 
intendent, Atlantic  Division;  1911  to  Jan. 
5,  1914,  Assistant  Superintendent,  Dis- 
trict 1,  Lake  Superior  Division,  North 
Bay  and  Sudbury,  Ont.;  Jan.  5,  1914,  to 
Jan.,  1916,  Superintendent,  District  2, 
Atlantic  Division,  Woodstock,  N.B.;  Jan., 
1916,  to  Apr.,  1917,  Superintendent,  Dis- 
trict 1,  Atlantic  Division,  Brownville  Jet., 
Me.;  Apr.,  1917,  to  Apr.,  1920,  Superin- 
tendent, London  Division,  Ontario  Dis- 
tricts London,  Ont. 

James  Miller  Woodman,  who  has  been 
appointed  General  Superintendent,  New 
Brunswick  District,  C.P.R. ,  St.  John, 
N.B.,  was  born  at  St.  Marys,  Ont.,  May 
15,  1866,  and  served  as  brakeman,  yard- 
master,  conductor  and  trainmaster,  until 
1910,  when  he  went  into  the  insurance 
business  in  Indiana.  In  1911  he  entered 
C.P.R.  service  and  was  appointed  Super- 
intendent of  Terminals,  Winnipeg.,  and 
in  1916  was  appointed  Superintendent  of 
Terminals  at  Monti'eal,  retaining  that 
position  until  Oct.,  1918,  when  he  was 
appointed  General  Superintendent,  Que- 
bec District,  Montreal,  which  position  he 
held  at  the  time  of  his  present  appoint- 
ment. 


Return  of  Empty   Freight  Cars  from 

the  United  States. — The  Railway  Associ- 
ation of  Canada  has  issued  the  following 
circular:  The  new  codes  of  Car  Service 
and  Per  Diom  Rules  of  the  American 
Railroad  Association,  effective  Mar.  1, 
1920,  having  been  adopted  by  Canadian 
railways,  regulations  governing  the 
handling  of  freight  cars  between  rail- 
ways operating  in  Canada,  and  between 
Canadian  and  United  States  i-ailways, 
embodied  in  circular  98,  issued  by  Cana- 
dian Railway  War  Board,  Jan.  31,  1919, 
are  cancelled.  In  present  circumstances 
it  is  considered  most  desirable  that  no 
obstacle  should  be  placed  in  the  way  of 
prompt  return  of  empty  Canadian  cars 
to  home  rails  and,  therefore,  until  fur- 
ther notice,  Canadian  railways  will  con- 
tinue to  accept  empty  Canadian  equip- 
ment from  L^.  S.  railways  at  any  junc- 
tion  point,   regardless   of   ownership. 


Grand  Trunk  Railway  Construc- 
tion, Betterments,  Etc. 


Ottawa  Cross  Town  Tracks. — N.  Cau- 
chop  addressed  the  Engineering  Instit- 
tute  of  Canada's  Ottawa  branch  recent- 
ly, urging  the  i-emoval  of  the  G.T.R. 
cross  town  tracks,  and  the  members  pass- 
ed a  resolution  endorsing  the  proposal. 
The  Ottawa  City  Council  also  had  the 
matter  brought  before  it  recently  by  a 
deputation  from  city  business  organiza- 
tions. It  was  arranged  to  promote  the 
signing  of  petitions  to  the  government, 
asking  that  the  cross  town  tracks  be  re- 
moved. Two  plans  for  the  removal  of 
the  tracks  are  suggested,  one  for  G.T.R. 
trains  going  west  to  leave  the  city  over 
Canadian  National  Rys.  lines,  and  the 
other  that  all  trains  cross  the  city 
through  a  tunnel. 

Palmerston  Car  Shops  and  Yards.  — 
The  Palmerston,  Ont.,  Town  Council  has 
been  asked  to  close  up  certain  streets 
in  order  to  pemiit  of  the  enlargement 
of  the  company's  yards  and  the  building 
of  car  shops.  The  council  on  April  4 
decided  to  ask  for  full  particulars  of  the 
proposed  works  before  deciding. 

Stoney  Creek  Road  Bridge. — The  On- 
tario Railway  and  Municipal  Board's  en- 
gineer is  reported  to  have  found  that  the 
bridge  carrying  the  G.T.R.  over  the 
Stoney  Creek  road,  near  Hamilton,  Ont., 
does  not  comply  with  the  provisions  of 
the  act  as  to  width  and  clearing  height, 
and  to  have  recommended  that  steps  be 
taken  to  have  it  conform  to  the  regula- 
tions. 

London,  Ont,  Grade  Crossings. — The 
Board  of  Railway  Commissioners  is  re- 
ported to  have  been  asked  to  send  a  rep- 
resentative to  confer  with  the  London 
City  Council  and  representatives  of  the 
company  regarding  the  construction  of 
two  subways  and  the  question  of  track 
elevation.      (April,  pg^.   182.) 


Record  Run  on  a  Michigan  Central 
Rd. 

We  are  officially  advised  that  on  Mar. 
29  a  special  train,  consisting  of  2  cars 
and  a  locomotive,  ran  from  Windsor, 
Ont.,  to  Buffalo,  N.Y.,  over  the  Michigan 
Central  Rd.'s  Canadian  Division,  233.46 
miles,  in  3  hours  and  29  minutes.  The 
train,  on  board  which  were  A.  H.  Smith, 
President,  New  York  Central  Lines,  and 
H.  Shearer,  General  Manager,  Michigan 
Central  Rd.,  left  Windsor  at  9.10  a.m., 
arriving  at  St.  Thomas,  where  the  loco- 
motive was  changed,  at  10.40  a.m.,  leav- 
ing there  at  10.46  a.m.,  arriving  at 
Bridgeburg  12.20  p.m.,  and  reaching  Buf- 
falo at  12.30  p.m.  The  mileages  between 
these  points,  with  the  speed  of  the  train, 

are    as   follows: —  Average 

miles  an 

Mileage    Min.  an  hour 

Windsor    to    St.    Thoma.s 109.50         90       73.06 

St.    Thomas    to     Bridgeburg  118.20         96       73.875 
Bridgeburg    to    Buffalo    5.67         17       66.06 

233.46       203       69.00 


G.T.R.  Station  Employes.— A  board  of 
conciliation  consisting  of  Justice  Mac- 
lennan.  Chairman,  U.  E.  Gillen,  repre- 
senting the  company,  and  F.  Bancroft, 
representing  the  men,  began  an  investi- 
gation April  12  into  the  demand  of  G.T. 
R.  clerks  and  station  employes  for  an  in- 
crease of  wages.  The  investigation  af- 
fects some  1,400  employes  who  are  con- 
nected with  the  Canadian  Brotherhood 
of  Railway  Employes,  which  made  the 
application  for  the  board  of  conciliation. 


240 


CANADIAN  RAILWAY  AND  MARINK  WOIM.I) 


May.  1920. 


Freijrht  and  Passenjjer  Traffic  Notes. 


Thi*  ItitvmUitc  C'oniniorcc  CoinmiRiiion 
has,  II  |<rt'itii  rt'port  Mtatcii,  authorized 
the  I'ullnmn  Co.  to  t)K>  UirifTH  inorvosini; 
berth   rntos   npproxiniatfly   120' i . 

Thr  Minicf.r  of  I'nilwnyii  ntatrd  in  the 
Housr  of  '  \pril   7   that   of   the 

69,716   i-ji'  to   Cnnndian    rail- 

wayn   in   t  •  Stati'.n  on  n   n'oont 

date,  lO.s^ii  1,1. I.-,, I  to  till-  Canadian 
National  Ry.«.,  Jl.OJH  to  the  C.T  R.,  and 
12,:i(>ri  to  other  Canadian   railways. 

The  (i.T.R.,  a  pri-ss  report  states,  has, 
as  a  result  of  a  eotiference  held  at  Sar- 
nia,  Ont..  April  4,  derided  to  retain  Port 
Huron,  Mich.,  as  a  terminal  for  freipht 
purposes,  and  to  rescind  the  order  to 
transfer  tbe  terminal  yards  to  Battle 
Crook,  Mich. 

A  press  report  states  that  a  new  20- 
hour  train  senMce  will  be  put  in  opera- 
tion by  the  New  York  Central  Lines  and 
connections  between  New  York  and  Chi- 
cago, runninK  over  the  Michigan  Cen- 
tral Rd.'s  Canadian  Division  between 
BridtreburK  and  Windsor,  Ont. 

A  press  report  states  that  an  arrange- 
ment has  been  made  between  the  Domin- 
ion and  Alberta  Governments  under 
which  each  will  pay  one-third  of  the  cost 
of  freight  from  the  point  of  entry  into 
Canada  of  United  States  hay  shipped 
into  Alberta  to  relieve  the  shortage  for 
stockfeeding. 

The  Canadian  National  Rys.  summer 
time  table  will  go  into  operation  May  3. 
It  is  reported  that  there  will  be  a  num- 
ber of  important  alterations  in  the  ser- 
vices given  on  the  lines  in  New  Bruns- 
wick and  Nova  Scotia,  with  improved 
services  between  these  provinces  and 
Quebec  and  Montreal.  The  transcontin- 
ental services,  it  is  reported,  will  also  be 
improved. 

J.  D.  McArthur,  President,  Edmonton, 
Dunvegan  &  British  Columbia  Ry.  and 
allied  lines,  was  in  Ottawa  April  19,  and 
was  reported  as  seeing  the  Minister  of 
Railways  to  endeavor  to  secure  a  loan 
of  rolling  stock  to  accommodate  the  in- 
creasing traffic  on  the  line.  It  is  report- 
ed that  large  numbers  of  settlers  are 
proceeding  to  the  Grande  Prairie  and 
Peace  River  Districts. 

The  adoption  of  the  daylight  saving: 
bylaw  by  a  number  of  municipalities  in 
Canada  will  be  met  by  the  C.P.R.  by  the 
insertion  of  daylight  saving  time  in  red, 
in  addition  to  standard  time  in  black,  in 
respect  to  trains  affected.  There  will 
be  a  few  suburban  trains  in  and  out  of 
Montreal  which  will  be  affected,  in  ad- 
dition to  some  of  the  through  trains  from 
United    States    points. 

The  C.P.R.  is,  a  press  report  states, 
arranging  to  run  an  excursion  to  Fort 
Yukon,  in  the  Arctic  Circle,  to  see  the 
midnight  sun  on  June  20.  The  party  is 
expected  to  leave  Vancouver  on  the  s.s. 
Prmcess  Alice,  June  12,  connecting  with 
the  White  Pass  &  Yukon  Ry.  at  Skag- 
way,  and  taking  that  company's  river 
steanilxmts  at  White  Horse  to  reach 
Fort  Yukon  .June  20.  It  is  expected  to 
spend  48  hours  at  Fort  Yukon  and  to 
make  some  side  trips  on  the  return  jour- 
ney to  Skagway,  where  the  Princess 
Alice  will  pick  up  the  traveller."  July  1. 

The  Minister  of  Railways  informed 
the  House  of  Commons  recently  that  the 
suspension  of  daily  trains  on  the  Quebec 
&  Saguenay  Ry.  in  Nov.  191!»,  was  agreed 
upon  after  consultation  with  the  Quebec, 
Montreal  &  Charlevoix  Ry.  Co.,  which 
suspended  its  daily  trains  also.  This 
suspension  was  recommended  by  Gordon 


(irnnt.  Chief  Kngmeer  Q.  Si  S.  Ry.,  on 
the  ground  that  the  business  offering 
did  not  warrant  a  daily  train  service. 
Complaints  had  been  received,  and  as 
.Hoon  as  business  warrantii  it  is  intended 
to  resume  operating  a  daily  train. 

A  press  report  dated  April  21  states 
that  train  ser\'ice  on  the  Reid  Newfound- 
land Ry.  was  conipletcly  demoralized 
throughout  the  past  winter,  owing  to  a 
succession  of  bli/74irds  and  rainstorms. 
It  was  impossible  to  get  a  train  through 
from  St.  John's  to  Port  aux  Basques,  aii  J 
the  only  services  that  could  be  maintain- 
ed were  for  some  miles  inland  from  either 
end  of  the  line.  The  report  also  states 
that  in  the  interior  about  40  miles  of 
track  arc  covered  with  ice  varying  in 
thickness  up  to  9  ft.  Gangs  are  clearing 
the  line  and  it  is  hoped  to  resume  through 
traffic   in  a  few  weeks. 

The  Quebec  Superior  Court  on  April 
1  dismissed  an  action  of  M.  L.  Kandar 
against  the  Pullman  Co.  to  recover  dam- 
ages for  loss  of  a  suitcase  while  tra- 
velling in  a  Pullman  car  on  the  New 
York  Central  Ry.  Kandar  left  his  suit- 
case in  the  aisle,  and  contended  that  it 
was  under  the  company's  charge.  Jus- 
tice Surveyor  held  that  this  had  not 
been  proved  and  dismissed  the  action, 
but,  on  the  ground  that  the  company 
had  not  done  everything  in  its  power  to 
give  the  plaintiff  information  about  the 
suit  case,  when  it  and  part  of  its  con- 
tents were  recovered,  costs  were  not  al- 
lowed against  Kandar. 

The  Mayor  of  Toronto  headed  a  dele- 
gation from  Toronto,  which  waited  on 
the  Dominion  Government  at  Ottawa, 
April  19,  to  ask  among  other  things  for 
reuced  railway  rate  to  Toronto  during 
the  National  Exhibition,  suggesting  that 
an  amendment  to  the  Railway  Act  should 
be  passed  giving  single  fares  on  Labor 
Day  and  restoring  the  fare  and  a  third 
rate  on  other  Exhibition  days  to  cities 
with  an  exhabition  of  t\vo  weeks'  dura- 
tion. The  Minister  of  Railways  is  re- 
ported to  have  stated  that  a  special  act 
of  the  kind  would  not  be  brought  before 
parliament,  but  the  matter  could  be  sub- 
mitted to  the  Board  of  Railway  Commis- 
sioners on  an  application  for  reduced 
fares. 

With  the  coming  into  operation  of  the 
C.P.R.  summer  train  schedule  on  May  2, 
the  passenger  ser^-ice  on  the  line  will,  a 
press  report  states,  approximate  to  that 
given  prior  to  the  war.  The  daily  all- 
sleeping  car  Trans-Canada  train,  which 
was  put  on  in  1919,  and  made  the  run 
between  Montreal  and  Vancouver  in  94 
hours,  will  again  be  operated  and  on  a 
92  hour  schedule.  The  first  westbound 
train  will  start  from  Windsor  St.  sta- 
tion, Montreal,  May  2,  at  .^  p.m.,  and  the 
first  eastbound  train  will  leave  Vancou- 
ver May  2  at  .T  p.m.  Among  the  other 
new  trains  will  be  a  daily  fast  train  leav- 
ing Montreal  for  Ottawa  at  8.l?0  a.m., 
returning  from  Ottawa  at  4  p.m.  The 
double  daily  service  between  Montreal 
and  St.  John,  N.B.,  inaugurated  in  the 
autumn  of  1919,  will  be  continued.  The 
full  summer  service  of  trains  on  eastern 
lines  will  go  into  force  June  6. 


Aerial   Transportation    Notes. 

J.  A.  Wilson,  heretofore  Asmhtuiil 
Deputy  .Minister,  Naval  Service  Depart- 
ment, Ottawa,  has  been  appointed  Si-cro- 
tary    of    the   Air   Board. 

Hon.  Hugh  Guthrie,  .Minister  of  Mili- 
tia, is  reported  to  have  been  appointed 
Chairman  of  the  Canadian  Air  Board, 
succeeding  Right  Hon.  A.  !>.  Sifton. 

The  Eastern  C-anada  .\ir  Lines,  Truro, 
N..S.,  is  rcp<>rted  by  a  London,  Eng., 
rable  of  April  9  to  have  bought  6  aero- 
planes, which  are  on  the  way  to  Canada. 

F.  C.  Higgins,  Ottawa,  a  returned  sol- 
dier, is  the  successful  candidate  for  the 
position  of  Aeronautical  Intelligence  Of- 
ficer, Canadian  Air  Board,  at  an  initial 
salary  of  $2,400  a  year. 

Negotiations  are  stated  to  be  in  pro- 
gress for  the  purchase  of  sites  for  land- 
ing places  for  aeroplanes  in  Port  Arthur 
and  Fort  William,  Ont.,  and  it  is  ex- 
pected by  July  to  have  aeroplane  services 
to  Duluth  and  Minneapolis,  Minn.,  es- 
tablished. 

The  Northern  B.C.  Aero  Co.  has  been 
incorporated  under  the  British  Columbia 
Companies  Acts  with  authorized  capital 
of  $300,000  and  office  at  Prince  Rupert, 
B.C.,  to  carry  on  an  aeroplane  and  hydro- 
plane freight  and  passenger  carrier  and 
transfer  business. 

Sir  Fortescue  Flannery,  in  his  presi- 
dential address  to  the  Society  of  Con- 
sulting Marine  Engineers  and  Shop  Sur- 
veyors, in  London.  Eng.,  recently,  is  re- 
ported to  have  said:  "The  airship  which 
could  fly  and  in  fact  float  and  submerge 
is  no  impossible  dream'  of  the  future." 

Canadian  Aerial  Ser%-ices,  Ltd.,  has 
been  incorporated  under  the  Dominion 
Companies  Act  with  authorized  capital 
of  $50,000  and  office  at  Montreal,  to  deal 
in,  manufacture  and  operate  aeroplanes, 
balloons,  airships  and  flying  machines  of 
all  kinds,  and  for  other  allied  purposes. 

Col.  O.  W.  Biggar,  Vice  Chainnan  Ca- 
nadian Air  Board,  and  Col.  Scott,  of  the 
certificates  branch  of  the  board's  work, 
are  reported  to  have  left  Ottawa  for 
Winnipeg  and  other  western  points  April 
14,  to  look  into  the  various  projects  for 
commercial  flying  throughout  the  West. 

The  Pacific  Aviation  Co.  has  been  in- 
corporated under  the  British  Columbia 
Companies  Act,  with  authorized  capital 
of  $100,000,  and  office  at  Vancouver.  A 
press  report  states  that  the  officers  are: 
President,  B.  D.  Rogers;  Vice  President. 
R.  Marpole;  Managing  Director,  G.  K. 
Trim. 

The  United  States  .Aerial  Express  Cor- 
poration of  Detroit,  Mich.,  is  reported 
to  have  bought  12  naval  airships  from 
the  U.S.  Navy  Department  and  it  is  said 
that  it  will  establish  a  number  of  air 
routes,  to  carry  mail  and  express,  one 
of  which  it  is  said  will  be  from  Detroit 
to   Toronto. 

The  Canadian  Air  Board  proposes,  a 
press  report  states,  the  organization  of 
an  air  force  for  Canada  of  not  to  exceed 
.*),000  men,  on  a  militia  l>asis.  Commis- 
sions will  be  given  to  officers,  and  air- 
men will  be  enlisted  in  the  usual  way, 
and  it  is  reported  that  the  first  training 
camp  will  be  opened  at  Camp  Borden, 
Ont. 


Hotel  for  Sydney,  N.S. — Plans  are  re- 
ported to  have  been  completed  for  the 
erection  of  a  large  hotel  at  Sydney,  N.S., 
at  an  estimated  cost  of  over  $.'iOO,000. 
T.  Cozzolino,  of  the  Nova  Scotia  Con- 
struction Co.,  is  reported  to  be  the  prin- 
cipal promoter. 


Prepayment   of    freight    from     United 

States — .-V  press  dispatch  says  that  U.S. 
railways  have  given  notice  that  on  and 
after  May  1,  the  charges  on  all  freight 
shipped  from  United  States  points  to 
Canada,    must    be    prepaid    in    U.S.   cur- 


May,  1920. 


241 


Railway  Rolling  Stock  Orders  and  Deliveries. 


Electro  Metal  Co.  has  ordered  2  flat 
cars  from  Canadian  Car  &  Foundry  Co. 

The  Pacific  Great  Eastern  Ry.  is  stat- 
ed to  be  in  the  market  for  three  Mikado 
type  locomotives. 

The  Grand  Trunk  Pacific  Ry.  has  re- 
ceived 157  repaired  box  cars  from  Cana- 
dian Car  &   Foundry  Co. 

Canadian  National  Rys.  has  received 
4  repaired  baggaKe  cars  from  Canadian 
Car  &   Foundry  Co. 

Canadian  National  Rys.  has  ordered 
350  stock  cars,  30  tons  capacity,  from 
Canadian  Car  &   Foundry  Co. 

The  G.T.R.  has  received  7  dininp:  cars, 
7  steel  mail  cars,  and  47  repaired  box 
cars,  from  Canadian  Car  &  Foundry  Co. 

Canadian  National  Rys.  has  received 
6  dining  cars  of  an  order  placed  June 
26,  1919,  from  Canadian  Car  &  Foundry 
Co. 

F.  H.  Hopkins  &  Co.,  Montreal,  have 
ordered  C  sets  of  car  trucks,  50  tons  ca- 
pacity, from  Canadian  Car  &  Foundry 
Co. 

The  G.T.R.  has  ordered  1,000  automo- 
bile cars,  50  baggage  cars,  and  15  ex- 
press refrigerator  cars,  from  Canadian 
Car  &  Foundry  Co. 

The  G.T.R.  has  ordered  1,000  flat  cars, 
50  tons  capacity,  from  National  Steel 
Car  Corporation.  They  will  be  approxi- 
mately 40  ft.  overend  sills,  8  ft.  10  in. 
over  side  sills,  \vith  plate  girder  center 
and  side  sills,  of  10  in.  channel,  pressed 
steel  bolsters  and  crossties,  arch  bar 
type  of  truck,  journal  bearings  5%  x  10 
in.,  standard  ftl.C.B.  class  D  couplers, 
Westinghouse  air  brakes,  and  33  in.  cast 
iron  wheels. 

C.P.R.  orders. — Canadian  Railway  and 
Marine  World  was  able  to  give  in  the 
April  issue,  some  preliminary  details  of 
orders  for  rolling  stock  placed  by  the 
C.P.R.  for  delivery  during  this  year. 
Since  then,  we  have  been  officially  ad- 
vised of  orders  placed  as  follows:  3  din- 
ing cars,  the  bodies  to  be  built  complete 
by  Canadian  Car  &  Foundry  Co.,  and 
the  interior  finishing  to  be  done  in  the 
C.P.R.  Angus  shops;  43  sleeping  cars, 
the  steel  frames  for  18  to  be  built  by 
National  Steel  Corporation,  Ltd.,  and  for 
25  by  Canadian  Car  &  Foundry  Co.,  the 
interior  finishing  to  be  done  at  C.P.R. 
Angus  shops;  67  second  hand  air  dump 
cars  bought  from  Cook  Construction  Co., 
Montreal ;  2,500  box  cars,  60  tons  capa- 
city, 1,500  of  these  to  be  built  by  Cana- 
dian Car  &  Foundry  Co.  and  1,000  by 
National  Steel  Car  Corporation;  500  re- 
frigerator cars  to  be  built  at  C.P.R.  An- 
gus shops,  and  5  Santa  Fe  (2-10-2)  lo- 
comotives to  be  built  at  Angus  shops. 

The  C.P.R.  35  steel  frames  for  sleep- 
ing cars  which  are  being  built  by  Cana- 
dian Car  &  Foundry  Co.,  as  mentioned 
in  our  last  issue,  will  have  underframes 
composed  of  4  bottom  flange  angles  3  x 
3  X  %  in.,  2  top  flange  angles  6  x  4  x  % 
in.  with  5/16  in.  webs  and  9/16  x  30  in. 
top  cover  plates;  depth  over  flange  an- 
gles at  center  of  cars  30  ft.,  and  at  each 
end  there  will  be  a  steel  buff'er  casting 
and  a  2  ft.  9  in.  platform.  The  end  fram- 
ing will  consist  of  two  6  in.  x  23.9  I 
btems  at  buffer  beam  and  body  end,  with 
four  4  in.  x  8.2  Z  bars  at  each  body  end. 
The  side  construction  will  consist  of  % 
in.  channel  shaped  pressed  posts  with 
belt  rail  3%  x  15/16  x  V2  in.  rolled  steel 
side  plates  4%  x  2  x  2%  x  3/16  Zees 
with  3/16  side  guide  plates  %  in.  pier 
plates  and  V4  letter  plate.  The  roof  will 
be  composed  of  '4  in.  pressed  Z  shaped 
upper  deck  and    channel    shaped    lower 


deck  carlines,  0.078  steel  upper  deck  and 
0.063  lower  deck  roof  sheets,  vestibule 
roof  slats  0.109  thick.  The  chief  details 
of  the  cars  will  be: — 

Length   inside  coupler  knuckles 83  ft.   lOV.  in. 

I.enKth  over  end  sills  75  ft,  6  in. 

Truck   centers    59   ft.   6  in. 

Width   over  side   sills   9   ft.   9%  in. 

Width  over  eaves  10  ft.  0%  in. 

Heitrht.    rail    to   eaves   H    ft.    1%  in. 

HciBht,    rail  to  top  of  roof  14  ft.  0%  in. 

Height,    rail    to   side   sill    8    ft.   1%  in. 

Truck,   wheel   base  11  ft. 

Truck,   type   Commonwealth   with   clasp   brakes 

Journals    5    x    9  in. 

The  Timiskaming  &  Northern  Ontario 
Ry.  has  invited  tenders  for  supplying  4 
Mikado  (2-8-2)  locomotives  and  two  8- 
wheel  switching  locomotives  of  the  fol- 
lowing general  specifications: — 

Mikado.       Switching. 

Cylinders  25  x  30  in.     23  x  28  in. 

Driving    wheel   diar 63  in.  68  in. 

Boiler    pressure    180  lbs.  180  lbs. 

Weight   on    drivers    197,000  lb.      202,000  lb. 

Weight   on    front    truck....     29.500  lb 

Weight    on    rear    truck....     81.600  lb 

Weight  on  engine,  total....  268,000  lb 

Driving  wheel,  base  16  ft.  6  in.        18  ft.  6  in. 

Engine  wheel,  base  34  ft.  8  in 

box,  length  and  width  96x7514  in.  89V>3t75^  in. 


Grate 

Boiler,  diar..  front  end. 
Boiler,  diar,  back  end... 
Tubes,  no.  and  diar 


SO  sq.  ft.     46.20  sq.  ft. 


nd   diar.. 


71  in. 

71  in. 

78  in. 

78  in. 

202  2  in. 

202  8  in. 

32  5%  in. 

32  5%  in. 

20  ft. 

14  ft.  6  in. 

4  3  in.  4  3  in. 

Heating    surface,    tubes    3.016  sq.  ft.  2,186  sq.  ft. 

Heating    surface,    fire    box..     208  sq.  ft.  153  sq.  ft. 

Superheating     surface    757  sq.  ft.  570  sq.  ft. 

Weight   of   tender   loaded        143.000  1b.  143,0001b. 

Coal    capacity    12  tons  9  tons 

Water    capacity    6,500  imp.  6,500  imp. 

gal.  gal. 

Canadian  National  Rys.  12  dining  cars 
ordered  from  Canadian  Car  &  Foundry 
Co.  will  be  C.N.R.  standard,  except  when 
non  vestibule  ends  are  to  be  applied, 
making  a  more  simplified  arrangement. 
The  interior  finish  will  be  quarter  cut 
oak,  except  in  the  kitchen  and  pantry, 
which  will  be  painted;  the  air  pressure 
water  system  will  consist  of  longitudinal 
tank  96  x  26  in.  diar.,  connecting  with  2 
overhaad  copper  tanks  in  the  kitchen. 
Following  are  the  chief  details: — 

Length   over   end   sills    79   ft.    1    in. 

Length    between    truck   centers    57    ft.    6   in. 

Width    over   all   at   eaves    10   ft.    7%    in. 

Width  over  side  posts  9  ft.  9%   in. 

Width  over  upper  deck  at  eaves  5  ft.  IIH  in- 

Height,   track   to   roof  at  center 14  ft.   2   in. 

Height,  rail  to  side  at  eaves  11  ft.  2i{.  in. 

Height,   track  to  sell   at  track   centers. .3  ft.  I'ls  in. 

Healing    Vapor    Car   Heating    Co. 

Lighting     Electric 

Couplers  Sharon  bottom  end  operating 

Draft  gear  and   buffing   device   Friction 

Airbrake  Wesinghouse 

Hand  brake  Miner  ideal   staff  at  both   ends 

Trucks   ....Commonwealth   6  ■  wheel   type   with 

clasp  brake 

Canadian  National  Rys.  20  baggage 
cars  ordered  from  Canadian  Car  &  Foun- 
dry Co.  are  to  be  built  to  the  C.N.R. 
standard.  Following  are  the  chief  de- 
tails:— 

Length    over  end    sills    73   ft.    6   in. 

Length  between  truck  centers  65  ft.  7  in. 

Length   over   buffers,   approximate 77    ft.    6   in. 

Width   over  side   sills   9    ft.   9%    in. 

Width   overall    at  eaves   10   ft.    1%    in. 

Width    at   clerestory    5   ft.    ll'/4    in. 

Height,   track   to  center  of  roof 14    ft.   2   in. 

Height,  over  smoke  jacks,  approximate.. 14  ft.  5  in. 

Height  rail  to  eaves  11   ft.  2%  in. 

Height,  track  to  sill  at  end  3  ft.  7%  in. 

Height,  track  to  sill  at  center  3  ft.  9  in. 

Couplers    Sharon    bottom    operating 

Draft     gear    Miner     friction 

Buffing   device   Miner    B-10 

Side    bearings    Miner   roller 

Heating  system  Vapor  Car  Heating  Ct. 

Lighting  Safety  Car  Heating  &  Lighting  Co. 

Air    brakes    Westinghouse    Kl 

Hand    brake Miner   double   acting    for    non 

vestibule    cars 

Trucks    Commonwealth   6   wheel    type    with 

clasp  brake 

Wheel,    diar St«-1    tire    36'4    in. 

Journal    boxes    McCord 

Canadian  National  Rys.  18  drawing 
room  sleeping  cars,  ordered  from  Cana- 


dian Car  &  Foundry  Co.  will  be  built  to 
C.N.R.  standard,  with  the  latest  stand- 
ard air  pressure  water  system,  having  a 
26  X  96  in.  water  tank,  with  a  tempera- 
ture control  device  for  heating  water  for 
wash  stand;  standard  system  of  hot 
water  heating  and  piping  in  addition  to 
the  Vapor  heating  system.  The  electric 
light  system  will  consist  of  a  body  hung, 
belt  driven,  generator  of  4  k.w.  capacity 
and  one  350  ampere  hour  battery.  Fol- 
lowing are  the  chief  details: — 

Length   over  end   sills   73   ft.   6   in. 

Length  between  truck  centers   57   ft.   6   in. 

Length  over  buffing,  approximate  82  ft.  4^4  in. 

Width  over  side  sills  9  ft.  9%  in. 

Width  overall  at  eaves  10  ft.  1%   in. 

Width  at  clerestory   5  ft.   ll'/J  in. 

Height,   track  to  root  at   centers   14   ft.   2   in. 

Height  over   smoke   jacks,   approximate.. 14  ft.  5  in. 

Height,  rail  to  eave  moulding  11   ft.  2'^  in. 

Height,   track  to  sill  at  end  3  ft.  7'jti   in. 

Height,  track  to  sill  at  center  3  ft.  9  in. 

Heating    Vapor    Car    Heating    Co. 

Couplers   Sharon   bottom  operating 

Draft   gear  and   buffing   device Miner    friction 

Trap  doors   National   steel 

Air  brakes   Westinghouse 

Hand  brakes Miner  ideal  staff  type  at  both  ends 

Trucks Commonwealth    6    wheel    type    with 

clasp   brake 

Canadian  National  Rys.  600  refrigera- 
tor cars  ordered  from  Canadian  Car  & 
Foundry  Co.  will  have  La  Flare  insula- 
tion and  Miner  door  fixtures.  The  floor 
will  have  removable  floor  racks,  built  of 
3  X  1%  in.  stringers,  and  to  each  will  be 
fastened  3%  x  1%  in.  thick  wood  slats. 
They  will  be  equipped  with  4  brine  tanks 
at  each  end,  supported  by  Union  Rail- 
way Equipment  Co.'s  Ureco  brine  tank 
supports,  handhole  and  brine  valve.  The 
height  of  one  brine  tank  at  each  end  will 
be  reduced  to  leave  room  for  a  heater,  to 
be  used  when  transporting  perishable 
products  during  winter.  Brine  tanks 
will  be  iced  from  hatches  in  the  roof, 
and  ventilators  will  be  operated  from 
outside  of  the  roof.  The  underframes 
will  be  of  wood,  with  5x8  side  sill,  and 
center  of  intermediate  sills,  reinforced 
by  a  center  sill  construction  of  two  7  in. 
21.8  lb.  ship  channels,  with  5/16  in.  thick 
covered  plates  top  and  bottom.  The  sides 
and  underframing  will  be  of  wood,  and 
the  body  bolster  and  cross  bar  of  built 
up  steel  construction.  Following  are  the 
chief  details: — 

Capacity    60.000    lb. 

Length  over  end  sills 36  ft. 

Width  over  side  sills   8  ft.  11   in. 

Tup  of  sill  to  underside  of  plate  7  ft.  8  in. 

Length  inside  between  brine  tanks  28  ft.  9V»  in. 

Width   inside  8  ft.   2'/4   in. 

Height,   top   of   floor   to   underside   of 

ceiling   7  ft.    6%   in. 

End    sill,    outside    to   center   of   body 

bolster  '. 5   ft. 

Width    of   side    door    opening    5    ft. 

Height  of  side  door  opening  6  ft.  3  in. 

Height,    top   of   rail   to   center  of 

coupler  2  ft.   1%   in. 

Trucks,   center  to  center  26   ft. 

Draft  gear  „..   Miner  tandem  spring 

Couplers     M.C.B.     type     D 

Air    brakes    Westinghouse    K.C.-1012 

Trucks    Diamond    arch    bar 

Bolsters   and  brake  beams   Simplex 

Side    bearings    Miner    balance 

Journal    boxes    McCord 

Canadian  National  Rys.  1,000  box  cars, 
40  tons  capacity,  ordered  from  Canadian 
Car  &  Foundry  Co.,  will  have  under- 
frames of  two  15  in.  33  lb.  journals  with 
one  19 '/4  x  %  x  33  in.  top  cover  plate, 
side  sills  8  in.  11'4  lb.  channels,  end  sills 
10  in.  15  lb.  channels,  floor  stringers  3 
in.  6.7  lb.  Z  bars  running  longitudinally 
and  spaced  equidistant  between  centers 
of  side  sills.  The  comer  posts  of  the 
superstructure  will  have  5  x  5  x  %  in. 
angles,  door  post,  front  86  x  3Vi  x  5/16 
in.  angles,  door  post,  rear,  4  x  3%  x 
5/16  in.  angles  and  the  door  will  be 
Camel  improved  type  top  hung.  The 
roofs  on  500  of  these  cars  will  be  Chi- 


242 


fANADIAN  RAILWAY  AND  MARINK  WORLD 


May.  i;»20. 


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|{:iil\Nay  Finance,  Meetinc.s.  Etc. 

Algoma  Central  &  Hudson  Bay  Ry. — 

The  full  t«rnis  of  the  proposed  .'settlement 
discharKP  and  release  of  all  defaults  up- 
on the  Alconia  Central  &  Hudson  Bay 
Ry.,  and  Alfroma  Central  Terminal  bonds 
have  been  announced  in  a  circular  from 
the  I>ake  Superior  Corporation  to  its 
stockholders.  Amonjr  other  things  the 
Lake  Superior  Corporation  undertakes 
that  the  Alponia  Steel  Corporation  will 
complete  a  new  rail  and  structural  mill 
unit,  .so  as  to  bring  its  capacity  of  stand- 
ard steel  products  up  to  .500,000  tons  an- 
nually. Meetings  of  the  railway  and 
terminal  bondholders  will  be  held  in  Lon- 
don, Eng..  to  ratify  the  agreement,  and 
meetings  of  the  Lake  Superior  Corpora- 
tion shareholders  and  of  the  subsidiaries 
concerned  will  be  held  in  Toronto  or' 
Sault  Ste.  Marie,  to  take  similar  action. 
Central  Vermont  Ry. — Application  has 
been  made  by  the  Central  Vermont  Ry. 
Co.  to  the  Ma.ssachusetts  Public  Utilities 
Department  for  permission  to  issue  $15,- 
000,000  of  bonds  to  retire  and  refund 
$12,000,000  of  outstanding  bonds  due 
May  1 :  to  pay  off  other  outstanding 
debts  and  to  provide  funds  for  certain 
improvements. 

Lacombe  &  North  Western  Ry. — The 
Alberta  Railways  Department's  report 
for  lHUi.  laid  before  the  legislature  re- 
cently, is  stated  in  a  press  report  to 
give  the  following  information  relative 
to  the  Ijicombe  &  North  Western  Ry.: — 
The  line  has  been  extended  from  Bentley 
to  Rimbey,  l.'l  miles,  bringing  its  total 
length  up  to  '.V.i  miles.  The  total  revenue 
for  the  year  was  $28,268.04,  an  increase 
om  .SCTCV  over  1918,  and  the  operating 
expenditure  was  $.'i6,.541.6.'>,  an  increase 
of  94.7',V.  The  year's  deficit  was  $8,- 
27.'l.61.  which  added  to  the  deficit  of 
$219,97  for  1918,  makes  a  toUil  deficit 
under  government  ownership  of  $8,- 
49.'?. 18. 

.Morri»«y,  Femie  &  Michel  Ry.  —  The 
Crows  Nest  Pass  Coal  Co.,  which  owns 
this  railway,  states  in  its  annual  report 
for  1919,  that  the  profits  of  the  railway 
for  the  year  were  $l,!>72.r>l,  which  was 
carried  to  reserve  for  depreciation. 

Nakusp  &  Sloran  Ry.— A  special  gen- 
eral meeting  of  sshareholders  of  the 
Nakusp  &  Slocan  Ry.  Co.  has  been  called 
to  be  ncld  in  Montreal,  May  4.,  to  con- 
sider and,  if  deemed  advisable,  to  ap- 
prove a  proposed  agreement  to  lease  the 
company  s  railway,  etc.,  to  the  C.P.R., 
and   to  consider  the  advisability   of  em- 


powering the  directoni  to 
and  to  lix  the  anmiintii  nnil 
of  and  to  approve  the  form 
to    lie    given    to    .secure    the      ,iiii.  liiLS 

railway  wan  built  by  a  company,  the 
hondii  of  which  were  guaranteed  by  Bri- 
tidh  Columbia,  and  was  subi>equently 
operated  by  the  C.P.R.  under  an  agree- 
ment. The  term  for  which  the  guaran- 
tee of  bomls  lasted  expired  in  1918,  and 
nn  arrangement  was  then  made  and  con- 
lirmed  by  the  B.C.  Legislature  in  1919. 
iimler  which  the  bonils  were  to  be  ac- 
ciuired  by  the  government  and  sold  to 
the  C.P.R.  at  face  value.  The  present 
lease  to  the  C.P.R.  expires  .lune  .'iO. 

In  the  course  of  his  budget  speech  in 
the  British  Columbia  Legislature  the 
Finance  Minister  is  reported  to  have 
.said:  "Included  in  the  deferred  assets  is 
$99.'?,.'):{2.08  paid  on  account  of  principal 
and  interest  of  N.  &  S.  Ry.  bonds  under 
the  authority  of  the  N.  &  S.  Ry.  Aid  Act, 
1894.  Of  this  sum  there  has  since  been 
paid  to  the  province  by  the  C.P.R.  in  ac- 
cordance with  the  agreement  ratified  by 
the  legislature  last  session,  $647,070, 
leaving  the  province  with  a  net  loss,  as  a 
result  of  the  guarantee  given,  to  the  ex- 
tent of  $:i46,262.08."  A  resolution  was 
passed  authorizing  the  writing  off  of  this 
loss  against  the  consolidated  surplus  ac- 
count. 

Timiskaming  &  Northern  Ontario  Ry. 

,J«n.  1920.       Jan.  1919. 

Pan.seniiiT    cnminKs    t.'i9.372..|2  $.'i4.666.99 

Frciitht    enrninKH     197.216.72         160.907.64 

$256,589.14        $215,574.63 

In  the  course  of  his  budget  speech  in 
the  Ontario  Legislature  April  1,3,  the 
Finance  Minister  is  reported  to  have 
pointed  out  that  on  an  investment  of 
$2.'?,000,000  in  this  railway  no  revenue 
^vas  derived  last  year,  and  it  was  a  ques- 
tion whether  it  could  be  regarded  as  an 
asset. 


Electrification  of  Government  Rail- 
ways Urged. 

A  motion  expressing  the  opinion  that 
it  is  expedient  and  in  the  interest  of 
Canada  for  the  government  to  substi- 
tute electricity  for  steam  as  a  motive 
power  upon  the  railways  owned  liy  the 
government,  as  soon  as,  and  wherever 
practicable,  was  submitted  to  the  Sen- 
ate, April  l.i,  by  Senator  E.  D.  Smith, 
who  pointed  out  that  10,000,000  tons  of 
coal  a  year  are  used  on  Canadian  steam 
railways,  costing  about  $4  a  ton  at  the 
International  Boundary,  a  large  propor- 
tion of  which  could  be  saved  if  the  lines 
carrying  the  heavier  traffic  were  electri- 
fied. There  are  many  arguments  in  fav- 
or of  electric  traffic  in  contrast  with 
steam  railway  traffic,  which  are  sum- 
med up  in  an  article  describing  the  re- 
sults of  the  electric  operation  of  440 
miles  of  railway  in  the  Rocky  Moun- 
tain district  by  the  Chicago,  Milwaukee 
&  Puget  Sound  Ry.  After  having  referred 
to  the  fact  that  so  far  as  the  electric  oper- 
ation of  railways  in  Canada  is  concerned 
there  is  not  very  much  guidance  to  be 
obtained  from  experience,  Mr.  Smith 
pointed  out  that  some  57  municipalities 
in  Ontario  have  voted  in  favor  of  build- 
ing electric  railways  under  the  Hyilro 
Electric  Power  Commission  of  Ontario. 
These  plans  represent  about  1,600  mile.'; 
of  new  lines,  and  it  appeared  to  him  to 
be  impossible  to  build  new  lines  in  On- 
tario without  duplicating  or  paralleling 
existing  steam  railways.  It  is  .said  that 
these  new  electric  lines  will  be  built  as 
soon  as  the  Chippewa  power  development 
plans  are  completed,  and  the  400,000  h. 
p.  available.     "The  government  has  taken 


over  the  Canadian  Northern  Ry.,  and  ii 
taking  over  the  (;ranil  Trunk  Ry.,  and 
It  iliH-.s  appear  that  the  nroposed  electric 
railway  iimstruction  will  materially  de- 
crease the  earning.'  of  these  steam  rail- 
woys.  It  would  cost  iit..mt  JJ.iifio  a  mile, 
n  year    to  electrify   •  itn   rail- 

ways, and  he  argue'i  .d  be  in 

the  public  interest  t"  'he  elec- 

trification of  many  sci  iiuh.h  of  the  gov- 
ernment owned  steam   railwn^-s. 

.Several  other  Senators  having  spoken, 
the  debate  was  adjourned,  and  was  re- 
sumed April  21,  when  Sir  .James  I^oug- 
heed  suggested  that  it  might  be  inex- 
peilient  to  pass  a  general  resolution  of 
the  kind,  without  having  more  definite 
information  as  to  the  probable  cost  of 
electrification,  and  Canada's  financial  po- 
sition to  enter  upon  so  great  a  responsi- 
bility. The  intention  of  the  mover,  to 
draw  the  government  attention  to  the 
matter,  had  been  accomplished,  and  no 
great  purpose  could  be  served  by  com- 
mitting the  Senate  in  this  very  general 
way  to  so  important  a  proposition.  The 
motion   was   then   withdrawn. 

Cost   of  Quebec   Bridge  Construc- 
tion. 


Replying  to  questions  in  the  House  of 
Commons.  April  15,  Right  Hon.  A.  L. 
Sifton  said  the  total  amount  expended 
and  charged  to  capital  account  for  the 
construction  of  the  Quebec  bridge  is  $21,- 
707,889.84.  There  is  no  railway  con- 
structed in  connection  with  the  bridge. 
There  has  been  charged  to  capital  ac- 
count, as  having  been  pai^l  under  par.  18 
of  the  agreement  forming  the  schedule 
to  chap.  54  of  the  statutes  of  1903,  $6,- 
424,781,  the  details  of  which  are:  prin- 
cipal, $5,016,453.66;  special  account, 
$162,360.46;  accrued  interest  on  princi- 
pal, $800,454.16;  accrued  interest  on  spe- 
cial account,  $13,560-48;  interest  on  ac- 
crued interest,  $75,673.18:  remuneratiir. 
to  Royal  Trust  Co.  re  bond  issues,  two 
amounts  of  $500  each,  $1,000;  cash  in- 
demnity to  shareholders,  includin-jr  in- 
terest, $355,279.07.  Interest  has  been 
included  in  the  amount  charged  to  capi- 
tal account  only  in  respect  to  ths 
amounts  mentioned  above,  the  total  be- 
ing $954,896.88   at   5'f. 

Paragraph  18  of  the  agreement  at- 
tached as  a  schedule  to  the  act  of  1903, 
reserves  to  the  Dominion  Government 
the  right  to  take  over  the  company's  un- 
dertaking at  any  time  on  paying  par 
value  to  the  shareholders  for  their  stock, 
not  exceeding  $265,.585.70,  with  simple 
interest  at  5' ,  from  the  time  of  taking 
over  the  stock  until  payment.  The  pur- 
chase is  declared  to  be  subject  to  the 
payment  of  such  obligations  of  the  com- 
pany as  may  have  been  sanctioned  by 
the  government,  and  of  the  company's 
bonded   indebtedness. 


Changing  .Station  Names. — The  Board 
of  Railway  Commissioners  has  issued  the 
following  circular:  Applications  are  from 
time  to  time  made  to  the  board  by  the 
residents  of  different  localities  for  orders 
requiring  railway  companies  to  change 
the  names  of  stations  along  their  respec- 
tive lines  of  railway,  to  which  replies 
have  invariably  been  made  that  the 
board  has  no  power  to  make  the  orders 
applied  for;  that  the  railway  companies 
themselves  are  the  proper,  in  fact,  the 
only  parties  to  afford  relief  in  such  cases, 
unless,  as  has  happened  in  some  in- 
stances, a  change  in  the  name  of  a  post 
office  is  desired,  when,  of  course,  the 
application  would  be  to  the  post  office 
authorities  at  Ottawa. 


May.  1920. 


243 


Pacific  Great  Eastern  Railway  Construction. 


The  Pacific  Great  Eastern  Ry.,  which 
is   owned  by    British    Columbia,  and    is 
under  that  province's   Railways   Depart- 
ment's charge,  consists  of  the  completed 
portion   of   180.7   miles,   and   the   section 
under     constniction     from     Clinton      to 
Prince  George.     The  completed  portions 
are    from    North    Vancouver    to    Whyte- 
diffe,  13  miles,  and  from  Squamish  Dock 
to  Clinton,  167.7  miles.     The  B.  C.  Rail- 
ways Department's  report  of  the  calen- 
dar year   1919,   laid  before   the   Legisla- 
ture recently,  states  that  in  addition  to 
the    regular     niaintenance-of-way     work 
done  by  the  section  and  bridge  and  build- 
ing  crews,   to   maintain    the   roadbed    in 
good  operating  condition,  and  the  bridges 
and  buildings  in  good  state  of  repair,  an 
e.xtra    gang   of   an   average   strength    of 
about  20  men  built  1,100  ft.  of  cribbing, 
of  an  average  height  of  15  ft.  at  miles 
.53.5  and  65.0  Squamish  Division;  cleaned 
slopes   at   mile    15.5    Squamish   Division, 
and  cuts  north  and  south  of  Mackinnon, 
Lillooet    Division,    and     resurfaced    34.2 
miles     of   track    on     Squamish    Division 
from   mileage   24.4    and   mileage    54    to 
76.7.     This  gang  also  lined  out  409  ft.  of 
track  for  8  ft.  from    bank    at    mile    54 
Squamish    Division,    and    put    in    13,000 
new  ties,  in  addition  to  the  8,000  ties  put 
in  by  the  regular  section  crews.     On  the 
North     Shore     Division,      viz.,     between 
North   Vancouver  and   Whyteeliffe,  four 
wing  dams  were  built  on  Capilano  Creek 
to   divert  the  force   of  flood   flow  from 
weak  spots  along  the  west  bank.     A  crib 
was  built  on  the  east  bank,  to  help  re- 
move a  gravel  bank  which  was  blocking 
the  channel  of  the  east  Howe  truee  span, 
and  the  east  abutment  of  the  bridge  was 
protected  by  laying  a  double  brush  mat- 
tress up  stream  along    the    toe    of    the 
river  bank   to  connect  with    the    center. 
Considerable  repairs  were  carried  out  at 
five  bridges  on  the  division,  where  floods 
had   weakened    piers,    etc.     On    the    line 
from   Squamish   to   Clinton,  considerable 
work  of  a  similar  character  was  done  for 
the  protection  of  the  line  and  the  bridges, 
during  sudden  floods.     The  bridge  across 
the  Cheakamus  River  Canyon,  mile  19.1 
north  of  Squamish,  was  destroyed  Sept. 
27   by   a   forest   fire.     This   bridge   con- 
sisted of  a  130-ft.  deck  Howe  truss  span, 
on  framed  towers,  with  trestle  approach 
at  each   end.     Temporary   provision   was 
made  by  Oct.  4,  for  cai-rying  on  traffic 
and   the  new  bridge  was   completed  and 
ready   for   traffic   Nov.   8.     Considerable 
work  had  to  be  done  on  tunnel  3,  at  mile 
18,  north  of  Squamish.  where  there  was 
a  cave  in  of  the  roof  at  an  unlined  part 
of  the  tunnel,  Nov.  30.     The  debris  was 
cleared  and  traffic  i-esumed  Dec.  5.     Or- 
ders have  been  given  to  remove  the  ma- 
terial  now  being  supported  by  the  tim- 
bered  section    at    the    south    end,    thus 
making  an  open  cutting;  the  south  portal 
will  then  be  removed  further  north,  and 
the  remaining  portion  of  the  rock  section 
widened   and    timbered.     This    will    give 
a  completely    lined    funnel,    safe    while 
the  timbering  lasts.     Fencing  was  erect- 
ed on  10  miles  of  line,  principally  north 
of  East  Lillooet,  and  between   East  Lil- 
looet and  Kelly  Lake,  and  the  166  bridges 
between    Squamish    and    Chasm    Station 
were  given  a  thorough  examination  vk'ith 
a  view  to  repair  during  1920. 

Construction  on  the  lines  from  Clinton 
to  Prince  George  was  prosecuted 
throughout  the  year,  and  is  still  going 
on.  During  the  winter  of  1918-19  there 
were  got  out  for  the  summer's  work  300,- 


000  ties,  2,000  telegraph  poles  and  fence 
posts  for  75  miles  of  fencing,  and  a 
large  material  yard  was  laid  out  at  Lone 
Butte,  6  miles  north  of  Horse  Lake  sum- 
mit. About  24,000  tons  of  construction 
material  were  unloaded  there.  Lone  Bute 
was  the  farthest  point  to  which  track 
could  be  laid,  as  only  the  clearing  of 
the  right  of  way  had  been  done  on  the 
next  si-\  miles,  and  there  was  a  further 
12^,2  miles  of  right  of  way,  six  miles 
beyond  that.  Grading  and  bridge  work 
was  pushed  actively,  and  track  laying 
was  commenced  July  15,  Williams  Lake, 
the  objective  being  reached  Sept.  15. 
This  necessitated  the  laying  of  66  miles 
of  main  line  track  and  7  miles  of  second- 
ary track.  Ballasting  and  surfacing  was 
then  proceeded  with,  but  owing  to  the 
difficulty  in  securing  good  ballast,  and 
the  inability  to  get  sufficient  labor  the 
work  is  very  much  behind.  The  year's 
work  included  the  grading  of  23  miles  of 
new  line,  laying  113  miles  of  track  (main 
line,  secondary  and  spur  lines),  hauling 
250,000  cu.  yd.  of  ballast,  and  train  fill, 
building  102  miles  of  telegraph  line,  put- 
ting up  49  miles  of  fencing,  building  15 
bridges  containing  1,750,000  ft  timber; 
erecting  three  40,000-gal.  water  stations, 
and  the  erection  of  station  buildings,  sec- 
tion houses,  etc.  A  4-stall  locomotive 
house,  a  first-class  station  building, 
with  operating  officials'  quarters  is  be- 
ing built  at  Williams  Lake. 

The  1920  construction  programme  con- 
templates the  completion  of  the  line  to 
Prince  George.  Tracks  had  been  laid  to 
about  10  miles  north  of  Williams  Lake 
at  the  end  of  1919,  and  the  roadbed  was 
ready  for  the  laying  of  a  further  dis- 
tance of  7  miles  to  Deep  Creek,  at  which 
point  a  steel  viaduct  is  being  built.  A 
description  of  this  viaduct  was  given  in 
Canadian  Railway  and  Marine  World  for 
Dec,  1919,  pg.  654.  The  construction 
headquarters  for  1920  will  be  at  Wil- 
liams Lake,  where  materials  are  being 
assembled.  The  year's  consti-uction  pro- 
gramme covers  first  the  completion  of 
the  line  through  to  deep  creek,  and  bal- 
lasting operations  will  be  started  in 
April,  at  the  point  where  work  was  stop- 
ped in  1919.  It  is  expected  that  the  Deep 
Creek  Bridge,  which  the  report  states 
may  be  classed  among  the  important 
bridges  on  the  continent,  presenting  pe- 
culiai'ly  difficult  problems  in  founda- 
tions and  in  erection  details,  due  to  its 
great  height,  and  the  wide  spread  of  the 
lower  legs — will  be  completed  by  the 
middle  of  July,  and  the  line  ballasted 
thereto.  A  bridge  has  to  be  built  at 
Quesnel  to  consist  of  3  deck  plate  girder 
spans,  on  concrete  piers  and  abutments, 
whence  track  laying  and  ballasting  will 
be  pushed  to  Cottonwood  Canyon,  which 
is  expected  to  be  reached  Dec.  1.  There 
is  about  20  miles  of  new  construction  to 
be  done  between  Deep  Creek  and  Cotton- 
wood Canyon. 

As  early  as  the  weather  will  permit 
tracklaying  will  be  started  at  Prince 
George,  on  the  grading  done  towards 
Cottonwood  Canyon,  and  gangs  will  be 
employed  regrading  the  right  of  way, 
and  in  building  bridges.  The  engineers 
reported  that  practically  the  whole  of 
the  right  of  way,  between  these  two 
points  has  been  covered  by  brush  and 
small  trees,  and  a  great  many  large  trees 
have  blown  into  the  original  clearing 
from  the  sides,  and  many  new  culverts 
are  required.  The  estimated  quantity  of 
material    required    to    be    shifted    to    re- 


store the  grade  to  a  condition  ready  for 
tracklaying  is  710,000  cu.  yd.,  and  the 
estimated  cost  of  the  work  was  $588,000. 
The  Railway  Department's  Chief  En- 
gineer states  that  the  experience  of  the 
work  to  Deep  Creek  has  shown  that 
these  estimates  are  too  low.  The  canti- 
lever bridge  across  Cottonwood  Canyon 
will  be  of  considerable  magnitude,  and 
will  be  built  out  from  both  ends.  The 
other  bridge  construction  includes  41 
timber  structures  for  the  erection  of 
which  it  is  estimated  that  8,000,000  ft. 
of  timber  will  be  required.  It  is  expected 
that  all  this  work  will  be  completed  by 
Dec.  31.  It  is  not  intended  to  do  any  bal- 
lasting between  Cottonwood  Crossing 
and  Prince  George  this  year.  This  por- 
tion of  the  line  will  simply  be  lined  up 
and  side  surfaced  and  put  in  a  condition 
to  be  opei'ated  at  a  low  rate  of  speed. 

The  20  miles  of  new  construction  re- 
ferred to,  which  will  be  done  this  year, 
consists  of  relocation  north  and  south  of 
Quesnel.  The  estimated  cost  of  complet- 
ing the  line  as  originally  planned  was 
$1,821,825,  while  the  cost  of  the  line  on 
the  new  location  is  estimated  at  $1,210,- 
340.  The  new  location  is  said  to  be  in  a 
better  country  than  the  original  one. 

A  project  was  laid  before  the  B.C. 
Government  in  1918  to  build  a  branch 
from  Clinton  to  connect  with  the  Cana- 
dian National  Rys.,  at  Ashcroft,  and  a 
reconnaissance  survey  was  made  in  that 
year  by  H.  E.  C.  Carry.  A  survey  was 
made  during  1919,  the  field  work  being 
completed  Nov.  10.  The  starting  point 
of  the  projected  line  is  0.85  mile  west 
of  Clinton  station,  and  connection  will  be 
made  with  the  C.  N.  Rys.  near  Ashcroft 
yard  limits,  the  distance  between  these 
two  points  being  41.5  miles.  With  the 
exception  of  a  portion  of  the  line  be- 
tween miles  5  and  6  a  gradient  of  1% 
compensated  is  maintained  for  33.8  miles 
to  the  siding  at  the  top  of  a  pusher 
grade  from  Ashcroft,  and  4,400  ft.  on  the 
level  is  allowed  for  passing  tracks  at  this 
point.  The  2.2'r  compensated  pusher 
gradient  from  Ashcroft  up  to  this  point 
is  6.8  miles  long.  The  top  of  the  1% 
compensated  gradient  at  Clinton  is  at  an 
elevation  of  3,278  ft.  (Pacific  Great 
Eastern  datum),  and  at  the  junction  with 
the  C.N.  Rys.  at  Ashcroft  the  elevation 
is  1,100  ft.  (P.G.E.  datum),  this 
equals  an  elevation  of  1,000  ft.  (C.N.R. 
datum),  giving  a  fall  from  Clinton  to 
Ashcroft  of  2,178  ft.  The  curvature  is 
not  excessive  and  10°  curves  have  been 
adopted  as  a  maximum.  The  main  en- 
gineering difficulty  to  overcome  was  the 
development  of  distance  to  maintain  a 
19'r  compensated  gradient  from  Clinton 
to  join  up  with  a  pusher  gradient  of  rea- 
sonable length  out  of  Ashcroft.  Trestle 
work  is  comparatively  light,  the  greatest 
being  over  Allan  Creek,  140  ft.  high  and 
800  ft.  long.  Other  large  trestles  are 
that  over  Madden  Creek,  500  ft.  long  by 
100  ft.  high,  and  over  Hat  Creek,  600  ft. 
long  by  85  ft.  high.  Six  steel  bridges 
will  be  required  in  the  Bonaparte  Can- 
yon. Three  of  them  will  consist  of  single 
100  ft.  deck  plate  girders,  one  of  a 
single  80  ft.  deck  plate  girder;  one  of  an 
80  ft.  and  two  40  ft.  deck  plate  girders, 
and  the  sixth  of  three  80  ft.  and  three  44 
spans  deck  plate  girders.  Thei'e  will  be 
six  tunnels,  the  longest  being  1,000  ft. 
The  material  to  be  moved  is  estimated 
at  56%  solid  rock,  15%  loose  rock, 
27%  hard  pan,  and  2%  earth.  An  alter- 
native    route     via      Boston      Flats      has 


II 


CANADIAN  RAILWAY  AND  MAKINK  WORLD 


May.  1920. 


at      null'     'X\ 
.  I'll    II     route    4 
through    Ilonn- 
•  iiU'  thiTi"  would 
..   ntn-l   hriflKOH, 
■.  ..iild  In-  4.0  milcfi 
A.'ulil,  h'.wi'vcr,  Ik"  n  hcnvy 
\    luroft    of    140.000   ru.    yd.. 
of  lunnilliiiK  «l  Ihv  top  of 
.  radicnt. 
I    .   .1  Ciovcrnor  in   hi»  upcoch  at 
1.:   'Ik-    of    the    BritiKh    Columbia 
I  .  I  ,  latuir  r.'iM'ntly,  said:  'Tonslruction 
:'  t'l.'  P.C't.K.  Ry.  northward  from  Clin- 
;..ii  has  hron  prosccutod  vigorously,  and 
an  airrfpmont  has  ht-t-n  entered  into  for 
the  rompletion  of  it  to  Fort  GeorKC  dur- 
inK    this    vear."      In    the    Lecislnturc   on 
Feb.  in,  the  Premier  aitreed  to  n  motion 
for  a  return  of  nil  correspondence  relnt- 
init  to  the  nirrecment  for  the  construction 
of  the  extension  to  Fort  GoorRo.     On  the 
foUowinK  day  a  delegation  from  British 
Columbia   board   of  trade   waited  on   the 
itovemment  to  press  speedy  construction 
of  the  extension,  and  is  reported  to  have 
been   informed   that   it   would   be   impos- 
sible   to    continue    construction    to    Fort 
Georee  this  year,  as  necessary  construc- 
tion  and   other   equipment  could   not   be 
obtained. 

As  to  the  Ashcroft-Clinton  cutoff, 
the  Premier  pointed  out  that  it  was  a 
strateeic  point  for  railway  buildinR  and 
any  corporation  that  secured  the  route 
•would  control  the  whole  traffic  of  the 
P.G.E.  to  Fort  Georpe  and  Peace  River. 
Therefore  the  government  last  year  had 
made  surveys  and  secured  this  key, 
which  it  could  use  whenever  it  became 
necessary. 

A  bill  was  introduced  in  Mar.  .5  pro- 
viding for  the  issue  of  $4,800  of  securi- 
ties to  retire  the  note  of  the  P.G.E. R. 
Co.,  guaranteed  by  the  province  in  1919. 
This  note  is  held  by  the  Bank  of  Com- 
merce, which  has  as  security  $6,000,000 
of  the  company's  capital  stock.  A 
second  bill  before  the  Legislature  asks 
for  authority  to  raise  $4,000,000,  to  be 
advanced  by  way  of  a  loan  to  the  P.G. 
E.R.  for  the  construction,  equipment  and 
operation  during  the  building  of  the  com- 
pnay's  railway.  The  loan  is  to  be  se- 
cured upon  a  mortgage  of  the  undertak- 
ing, ranking  next  after  the  security 
given  to  the  government  under  the  acts 
of  1912,  1914  and  1916;  the  loan  to  bear 
interest  at  the  rate  at  which  it  is  placed 
with  the  public,  and  any  instalments  of 
unpaid  interest  are  to  be  charged  with 
compound  interest  at  the  same  rate;  the 
loan   to   be   repaid   in    1926. 

Brakeman's  Seats  on  Locomotives. 

(K-niral  order  2U:i,  April  26,  as  fol- 
lows:—Ke  application  of  Brotherhood  of 
Railroad  Tranmen  for  an  order  requir- 
ing railway  companies  to  provide  suit- 
able seating  accommodation  in  locomo- 
tive cabs  for  front  end  brakemen  on 
freight  trains,  who  are  required  to  ride 
the  engine:  I'pon  reading  what  is  filed 
in  support  of  the  application,  and  on  be- 
half of  the  Railway  .Association  of  Can- 
a<la;  and  upon  the  report  and  recommen- 
dation of  the  board's  Mechanical  Expert, 
concurred  in  by  iits  Chief  Operating  Of- 
ficer, it  is  ordered  that  all  locomotives 
of  railway  companies  subject  to  the 
board's  jurisdiction  be  equipped  with  a 
seat  for  the  brakemen.  That  the  seat 
provided  by  of  n  comfortable  design,  and, 
where  practicable,  equipped  with  back 
and  window  arm  rest.  "That  such  seat- 
ing accommodation  be  provided  by  May 
1.  1921. 


KiTdlliTfion.s  of  Early  Surveys  for 
the  (\IMl. 


Ur   y.   Iloachlon,   M«nlr>al. 

During  the  summer  of  IHHl,  we  were 
locating  ami  runnini;  trial  lines  for 
the  main  line  of  the  (  anadinn  Pa- 
ridc  Railway  along  Nosbonsing  Ijike  and 
down  the  Vase  Creek  towards  I,ake 
Nipis.Hing.  A  .Mr.  llegan  was  in  charge 
of  the  party,  that  glutton  for  work,  K. 
.1.  lluchesnay  was  trnnsitman,  and  K.mile 
Telu  leveller.  At  that  time  there  was 
but  one  settler  on  Nosbonsing  Lake,  and 
what  fishing  there  was  in   it! 

While  we  were  camped  along  the  lake 
we  used  a  lumberman's  red  boat  to  take 
us  to  and  from  our  work,  when  we  in- 
variably trawled  with  a  hand  line  and 
common  spoon.  1  recollect  while  rowing 
to  work  one  morning,  IJuchesnay  trawl- 
ed. 1  .-^at  looking  on.  Suddenly  there 
was  a  tremendous  tug  at  the  line.  Ut- 
tering an  exclamation  Duchesnay  began 
hauling  it  in,  but  it  was  no  easy  mat- 
ter. "Twas  evident  he  had  hooked  a  big 
one.  Fortunately,  however,  the  line  was 
a  stout  one  and  the  fish  securely  caught. 
.After  a  brief  and  desperate  struggle  on 
the  part  of  the  fish,  he  was  brought 
alongside  of  the  boat.  The  question 
then  was,  how  to  get  him  on  board,  for 
we  had  neither  gaff  nor  landing  net.  At 
his  belt,  Duchesnay  carried  a  neat  little 
:f2  caliber  Smith  and  Wesson  revolver. 
A  brilliant  idea  occurred  to  me.  "Shoot 
it,  Mr.  Duchesnay,"  I  called  out.  Prompt- 
ly acting  on  my  suggestion,  at  a  range 
o'f  a  couple  of  feet  or  so,  he  broke  his 
back  with  a  bullet,  killing  him  imme- 
diately and  .a  maskalunge  of  32  lb. 
weight — weighed  on  our  return  to  camp 
in  the  evening — was  lifted  into  the  boat 
without   any   trouble. 

The  following  Sunday  morning  Du- 
chesnay and  I  took  a  bark  canoe  and 
went  trawling.  We  had  but  one  line  and 
took  it  turn  about  to  fish  and  paddle.  I 
do  not  recollect  how  many  we  caught, 
but  I  do  remember  that  after  fishing  for 
only  a  portion  of  the  morning,  we 
brought  back  to  camp  more  black  bass 
and  dore  than  the  whole  party  of  about 
22  healthy  men  could  eat,  before  a  good 
part  of  the  catch  went  bad  and  had  to 
be   thrown  away. 

I  do  not  know  how  many  settlers  may 
now  be  living  about  the  lake,  or  how- 
much  fishing  has  been  done  since  those 
days,  but  unless  it  has  been  much  fished 
it  should  still  well  repay  a  visit  of  any 
enthusiastic  disciples  of  the  gentle  art. 
Recollect  we  had  but  one  common,  large 
red,  and  silver  spoon.  How  the  fish  inust 
have  swarmed  in  the  lake,  then.  What 
sport  might  not  expert  fishermen  have 
todav,  with  rods  and  proper  tackle? 
Where  could  they  find  finer  camping 
irrounds,  either,  or  lovelier  wild  scenery 
of   lake  and  woods? 

When  we  had  left  the  lake  a  few  mile? 
with  our  survey  wo  got  into  the  un- 
dulating brule  country  along  the  \ase 
Creek.  What  a  paradise  that  country 
was  for  sportsmen,  then,  before  its  world 
old  silence  had  been  disturbed  by  the 
locomotive's  whistle.  Moose,  bear,  lynx 
abounded.  Never  a  day  passed  that  we 
did  not  see  fresh  tracks  of  them.  The 
bear  and  Ivnx  we  never  .saw.  What  ani- 
mals are  more  shy  or  wary?  .A  moose 
occasionally  we  did.  One  day.  while 
running  the  line  along  a  side  hill,  m 
the  open  brule  country,  we  saw  six  mag- 
nificent moose.  But,  of  course,  no  nfie 
was  ever  carried  on  the  line  and  we  could 
only  watch  them  trot  away.  What  stride? 
they    took,    with    what    ease    they    nego- 


tiated  fallen   timber! 

It  wan  about  midsummer,  if  I  rcnuin- 
Ur  rightly,  of  IKHl,  somewhere  along 
the  Vase.  We  had  gone  out  to  work 
as  usual,  I  was  a  rodman  on  that  sur- 
vey; that  morninif,  however,  one  of  the 
chainmen  was  laid  off,  for  sickness  or 
Homething,  and  I  was  t<dd  to  fill  his 
place.  As  usual,  that  morning,  Duches- 
nay set  up  his  transit,  and  as  usual  the 
axemen  lolled  about,  lighU-d  their  pipes, 
or  gave  a  final  touch  with  whetstone.s  to 
their  axes,  while  they  waitt>d  for  line. 
In  a  few  moments  the  transit  was  in 
readiness  and  Duchesnay  turned  to  me. 
"Get  a  good  stout  4  x  4  in.  4  ft.  dry 
stake,  like  a  hubstake,  blaze  it  like  a 
hub  stake,  and  mark  on  it  with  red  keel, 
in  big  letters,  'C.P.R.  Station  O."  From 
now  on  this  line  will  be  known  as  The 
Canadian  Pacific  Railway,  not  The 
Canada  Central."  He  turned  to  the  men. 
•All  right,  boys,  stick  up  a  picket  and 
get  line  now." 

Thus  I  had  the  distinction  of  making 
and  driving  in  the  first  station  sUkc 
marker,  C.P.R.  I  think  there  is  a  sta- 
tion now  somewhere  about  there,  called 
Calendar. 


Canadian  National  Itailway.'* 
Earning.s. 


1920  1919 

jRnuary          *  7.72«.B«2  t  «.787.61T 

KoE™.^.  : 6.S1S.0S9  «.2«S.S« 

M«rch        7.-«l.»2«  7.160.03> 

$21..S44.947     |20.21S.n6 
ApproximaU    e«minit»    for    thre*    week*    «id«l 
.\pril    21.    S.'i.4.18.837.    asaiast    »4.Sl5.B-0    tor   tarn* 
p.Tiod     in    1919. 

Canadian  Northern  Railway  System. 

1920  1919 

S4.2O0.70O  t4.026.0OO 

3.S62.300  S.SM.gOO 


January  .  . 
February   .   . 


tS.oes.OOO         t7.Sg9,B00 


Canadian  Pacific  Railway  Earn- 
ings, Expenses,  Etc. 

Gross  camincs.  workins  rxvtntrt,  net  raming*. 
nnd  increases  or  dcerease*.  from  Jan.  I.  1920. 
lompnred   with    those   of    1919: 

Increase*  or 

Gross  Expenses  Net         decre«««» 

Jan        JIS.914.669    $18,828,628     1585.941    •J967.S71 

Feb...        lS..=l.'i7.104      12.848.231       718.878     '267.M1 

$27  471.678    $26.171.8.19  $1.299.814«$1.2S4.81I 

Incr.  8.S79.I78        4.613.992       - 

Deer $1,234,813 

Approximate  earnings  for  March  }1S.''?».««;. 
and  for  three  weeks  ended  April  21.  $10.8,6.000. 
iii-ninst  $1.'.. 127.000  and  $8,826,000  for  wune  period* 
n»pcetively    1919. 

"Decrrfise. 


Grand  Trunk  Railway  Earnings, 
Expenses,  Etc. 


Crooa  earninKS.  working  expense*,  net  camlns*. 
nnd  increases  or  di-crvase*.  from  Jan.  1,  1920, 
.'••mpared   with   those  of   1919: 

Gross  Expense*        Def\cit        InenmM* 

Jan.    $    6.054.034  $    5.867.445  $    818.411  t      97.406 
Feb.         4.660.807        5.159.640        498.888        188.75$ 

$9  714.841   $11,027,085  $1,812,244  $    286.160 

Incr.  r.224.458       1.510.618        286.160        — - 

ApproximaU  earning*  for  March  JS.766.S72. 
and  for  three  week*  ended  April  21.  $8.<96.i70. 
■gainst  $S.ril3.59a  and  $8,786,846  for  same  p«t^ 
iod    re«peetively    1919. 

The  Gulf  of  St.  Lawrence  Shipping 
&  Trading  Co's  s.s.  Guide,  commenced  a 
regular  ser\-ice  between  Pictou,  N.S., 
and  Magdalen  Island,  Apl.  19,  leaving 
Pictou  on  Mondays  and  Thursdays  after 
the  arrival  of  the  Canadian  National 
Rys.  trains  from  Halifax. 


May,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


245 


CanadianRailway 
MarineWorld 


Devot.Ml  to  Steam  and  Electric  Railway. 
Marine.    Sliipbuililins:   and    Railway.    Harbor  and 

Canal   Contractors'    Interests. 
Official  Organ  of  various  Canadian  Transporta- 
tion Associations. 
Published  on  the  first  of  each  month. 


AUBREY    ACTON    BURROWS. 
Business   Manager. 


Assistant  Editors, 
John  Keib  and  Donald  F.  Keir 


•United  States  Business  Representative, 

A.  Eenton  Walker.  H3  Liberty  St.,  New  York. 

Member  of 
Associated       Business       Papers. 
Audit     Bureau    of     Circulations 
Canadian    National    Newspapers 

and   Periodicals  Association. 
Canadian        Press      Association. 


SUBSCRIPTION  PRICE,  including  postage  any- 
where, $2  a  year  in  advance. 

SINGLE  COPIES.  25  cents  each,  including 
postage. 

The  best  method  of  remitting  is  by  express  or 
post  office  money  order.  If  remittance  is  made 
by  cheque.  15  cents  should  be  added  to  cover  cost 
of  collection  unless  cheque  is  payable  at  par  in 
Toronto  or   Montreal. 

NOTICE   TO    ADVERTISERS. 
ADVERTISING  RATES   furnished  on  application. 
ADVERTISING   COPY   must   reach   the  publishers 
by   the    10th   of   the  month   preceding   the   date  of 
the  issue  in  which  it  is  to  appear. 

TORONTO.    CAN.4DA.    MAY.    1920. 

PRINCIPAL  CONTENTS. 

Aerial    Transportation    Notes    240 

Appointments,    Transportation    248 

Birthdays    of   Transportation    Men    230 

Board   of    Railway    Commissioners, — 

Orders    by.    Summaries    of    250 

Traffic    Orders     247 

Canadian   National    Rys..   Construction,   Etc 236 

Minister   of    Railways'    Annual    Statement....  223 

Canadian    Pacific    Ry..    Annual   Report   228 

Construction.   Etc 246 

Equipment   'Trust   Certificates    251 

Dolly    Varden    Mines    Ry.    Dispute    245 

Electric   Railway   Department   268  to  260 

British    Columbia    Public    Utilities    Commis- 
sion   Abolished    255 

Finance.    Meetings.    Etc 257 

Freight    and    Passenger    Rate    Increases 253 

Grand  River  &   Lake  Erie  &   Northern  Ey. 

Betterments    259 

Hydro    Electric    Power    Commission    of    On- 
tario's Railway  Projects.  Auditor's  Report 

on    254 

Port   Arthur   Civic    Ry..    History.    Etc 260 

Projects,    Construction,    Etc 257 

Rule  of  the   Road    in   British   Columbia   257 

Wages,     Working     Conditions.     Etc 250 

Express    Companies.   Among   the   252 

Express    Companies.    Board    of    Railway    Com- 
missioners*   Jurisdiction 252 

Freight    Car    Roofs    231 

Freight  and   Passenger  Traffic  Notes  240 

Grain   in   Store  at  Terminal    Elevators    232 

Grand   Trunk    Ry.   Construction.    Etc 239 

Government  Acquisition  Legislation  251 

Mainly    About    Railway    People    237 

Marine    Department    261    to    280 

Canadian     Government     Merchant     Marine, 

Shipbuilding,     Operation,     Etc 261 

Government's    Shipbuilding    Programme 277 

Mariners'    Certificates    of    Service    276 

Navigation    Regulations    on    Detroit    River..  271 
Ocean,   Coast,   Lake  and   River  Officers  for 

1920   270 

St.   John    Harbor   Development.    Etc 265 

Shipbuilding.    General,    in    Canada    270 

Vessels    Registered 275 

Pacific   Great  Eastern  Ry.  Construction   243 

Railway   Development  235 

Railway    Earnings    244 

Railway    Finance.    Meetings.    Etc 242 

Railway   Rolling   Stock   Orders   and   Deliveries  241 

Telegraph.    Telephone    and    Cable    Matters 251 

Telegraph    Lines   Estimates    252 

Timber    Bridge    Problems    on    Alaska    Ry 233 


Dolly   \arden  Mines  Railway  Dis- 
pute. 

.A.  memorandum  from  the  Dominion 
.Minister  of  Justice  at  Ottawa  is  report- 
ed to  have  been  laid  before  the  British 
Columbia  Government,  April  12,  respect- 
ing the  Dolly  Varden  Mines  Co.'s  appli- 
cation for  the  disallowance  by  the  Do- 
minion Government  of  the  act  passed  in 
1919  by  the  B.C.  Lepfislature,  providing: 
for  a  settlement  of  difference  between 
the  company  and  the  Taylor  Enpincer- 
inp:  Co.,  which  carried  out  the  contract 
for  the  construction  of  the  railway,  un- 
der which  act  the  Taylor  EnRineerinB: 
Co.  acquired  possession  of  the  mines  and 
the  railway.  The  memorandum  reviews 
the  history  of  the  case  from  its  incep- 
tion to  date.  The  Dolly  Varden  Mines 
Co.'s  application  for  disallowance  of  the 
act  is  refused  on  various  grounds,  among 
them  being  the  fact  that  about  a  year 
was  allowed  to  lapse  before  any  appli- 
cation for  disallowance  was  made;  and 
that  the  company  has  a  right  to  resort 
to  the  courts  which  could  give  a  man- 
datory remedy  against  compulsory  pro- 
ceedings which  have  not  legal  sanction. 

The  Dolly  Varden  Mines  Co.  is  re- 
ported to  have  issued  two  writs  against 
the  Taylor  Engineering  Co.  and  the  Tay- 
lor Mining  Co.,  one  asking  for  a  series 
of  declarations  setting  aside  the  act  of 
1919  and  all  proceedings  taken  under  it, 
and  the  second  asks  for  damages  for 
tresi)ass  and  for  payment  to  the  Dolly 
Varden  Mines  Co.  of  all  money  realized 
from  ores  produced  at  the  mines.  In  the 
first  set  of  actions  C.  M.  Rolston  is 
named  as  a  personal  defendant,  in  addi- 
tion to  the  two  Taylor  companies. 

The  British  Columbia  Legislature  on 
April  17  passed  an  act  confirming  and 
validating  the  act  of  1919  and  all  that 
had  been  done  under  it. 

The  history  of  the  case  may  be  shortly 
stated  as  follows: — The  Dolly  Varden 
Mines  Co..  a  United  States  corporation, 
some  years  ago  obtained  a  charter  from 
the  B.C.  Legislature  to  bull  da  light  rail- 
way from  its  mines  to  tide  water  at  Alice 
Arm,  running  for  the  main  part  of  the 
distance  along  a  public  highway.  The 
contract  for  building  the  railway  was  let 
to  the  Taylor  Engineering  Co.,  which 
financed  the  construction,  about  which 
there  was  some  dispute,  and  finally  had 
a  claim  of  about  $.500,000  against  the 
Dolly  Varden  Mines  Co.  The  time  for 
the  construction  of  the  railway  expired 
in  1918,  and  as  the  line  was  not  com- 
pleted, the  company  in  1919  made  appli- 
cation to  the  B.C.  Legislature  for  an  ex- 
tension of  time.  Prior  to  this  applica- 
tion there  had  been  some  attempts  to 
sell  the  property  on  terms  which  it  is 
alleged  did  not  protect  the  Taylor  En- 
gineering Co.  for  its  outlay.  This  com- 
pany, when  the  application  came  before 
the  Lesrislature,  asked  to  be  protected, 
and  following  an  investigation  by  a  spe- 
cial committee  an  act  was  passed  ex- 
tending the  time  for  the  construction  of 
the  railway,  providing  that  the  Taylor 
Engineering  Co.  was  to  be  paid  for  the 
work  theretofore  done,  and  making  pro- 
vision for  other  payments.  The  Dolly 
Varden  Mining  Co.  was  given  time  to 
make  payment,  and  on  its  default,  the 
Taylor  Engineering  Co.  was  given  per- 
mission to  take  over  the  property  and 
make  sundry  payments,  including  $613,- 
000.  to  the  Dolly  Varden  Mines  Co.  for 
its  investment  in  the  mines.  The  pro- 
perty was  taken  over  by  the  Taylor  En- 
gineering Co.,  and  the  Taylor  Mining 
Co.  was  formed  to  finance  the  undertak- 
ing.     The    wages    claims    were    at    once 


paid  off;  the  railway  was  finished  by 
Sept.,  1919,  and  the  property  developed. 
By  Dec.  1,  the  company  had  shipped 
$600,000  worth  of  ore  to  the  smelter,  and 
had  made  provision  for  further  develop- 
ment this  year.  The  development  plans 
for  the  year  include  the  raising  of  $1,- 
000,000  of  debentures  for  the  purpose, 
among  other  things,  of  paying  the  $613,- 
000  to  the  Dolly  Varden  Co.  under  the 
provisions  of  the  act  of  1919. 

The  officers  and  directors  are: — Presi- 
dent, A.  J.  T.  Taylor;  Vice  President,  H. 
C.  Cheine;  Treasurer,  C.  M.  Rolston; 
other  directors: — R,  P.  Butcher,  C.  Spen- 
cer and  W.   Lees. 


D.  B.  Hanna  and  the  Canada 
Steamship  Lines. 

In  the  House  of  Commons  on  Apr.  26, 
during  a  discussion  on  the  Minister  of 
Railways  refusal  to  answer  a  number  of 
questions  in  connection  with  Canadian 
Government  Merchant  Marine  Ltd.,  on 
the  ground  that  the  Railways  Department 
had  no  returns  in  its  records  showing 
the  information  asked  for,  and  that  the 
transactions  about  which  information 
were  asked  were  carried  on  by  Canadian 
Government  Merchant  Marine  Ltd.,  as 
an  incorporated  company,  Wm.  Duff, 
M.P.  for  Lunenburg,  said:  "Is  the  Minis- 
ter of  Railways  or  the  Government  aware 
of  the  fact  that  Mr.  Hanna,  who  is  Pre- 
sident of  Canadian  Government  Mer- 
chant Marine  Ltd.,  and  practically  Gen- 
eral Manager,  is  also  a  director  of  Can- 
ada Steamships,  Ltd.?  We  have  been 
told  tonight  about  not  letting  our  com- 
petitors know  what  we  are  doing,  but 
here  is  a  man  who  is  President  of  our 
Canadian  Government  Merchant  Marine, 
who,  if  I  am  correctly  informed,  is  also 
a  director  of  the  Canada  Steamships, 
Ltd." 

On  Apr.  28,  Mr.  Duff  said  that,  after 
making  his  statement  in  the  House  on 
Apr.  26,  as  quoted  above,  he  had  receiv- 
ed many  enquiries  as  to  whether  Mr. 
Hanna  actually  was  connected  with  the 
company  competing  with  Canadian  Gov- 
ernment Merchant  Marine,  Ltd.  The 
Minister  of  Railways  replied  that  Mr. 
Hanna  was  not  in  Toionto,  but  the  ques- 
tion was  of  such  great  importance  that 
he  would  make  enquiries  and  answer  the 
question   the   following   day. 

The  matter  came  up  again  on  Apr.  29, 
when  the  acting  Premier,  Sir  Geo.  Fos- 
ter, said: — "Mr.  Hanna  was  appointed 
a  director  of  Canada  Steamships,  Ltd., 
some  years  ago  to  represent  the  Cana- 
dian Northern  Ry.  on  the  Canada  Steam- 
ships Board,  for  the  purpose  of  protect- 
ing the  interests  of  the  railway  in  con- 
nection with  the  interchange  of  traffic  on 
the  Great  Lakes,  and  he  has  continued  to 
be  a  director  of  the  steamship  company. 
He  has  no  financial  interest  in  the  Can- 
ada Steamships  and  is  there  simply  to 
protect  the  interests  of  the  railway.  Mr. 
Dalrymple,  Vice  President  of  the  Grand 
Trunk  Ry.,  is  also  a  director  of  Canada 
Steamships  for  the  same  purpose.  He 
has  no  financial  interest  in  the  com- 
pany." 


Lotbiniere  &  Megantic  Ry. — We  are  of- 
ficially advised  that  the  Lotbiniere  & 
Megantic  Ry.,  extending  from  Lyster  to 
Deschaillons,  Que.,  :iO  miles,  was  taken 
over  by  the  Canadian  National  Rys.  April 
1.  For  operating  purposes  the  line  has 
been  attached  to  the  Levis  Division,  un- 
der the  supervision  of  E.  L.  Desjardins, 
Levis,    Superintendent. 


216 


CANADIAN  RAILWAY  AND  MARINK  WORLD 


May.  1920. 


Canadian  Pacific  Railway  Construction,  IJettcrments, 

Etc. 


\. 


111.,  i.k    Kitilrirl.  — A    Krolir 

•I.  April    14.  KUitis   Unit 

nn     from     .Montri'iil.    ull 

•    m  the  (listriil  Im.s  licen 

lu'lil  ii|'  :•.!    till'  pn-xfTit.  with  thr  cxi'i-p- 

tion   of  Miih   pieces  of  work  ns  ni<-  ur^- 

rntly    iiee<le<l   nnd   which   must   hi-   unilor- 

t«ken   at  once. 

SI.  John  Kiv»r  HridK*.  -J.  M.  R.  Fair- 
Itairn,  Chief  Enirineer,  and  P.  R.  Mot- 
ley, KnRineer  of  Hridttos,  (M'.R.,  are  re- 
ported to  have  visited  St.  .John,  N.B.. 
April  11,  in  connection  with  the  borings 
at  the  reversible  falls  of  the  St.  John 
River,  which  are  beinfj  made  to  deter- 
mine the  site  for  the  main  piers  of  the 
proposed  new  bndcc. 

AnicuH  .Shops,  Montreal. — A  Montreal 
press  report  of  April  20  state.s  that  plans 
nave  been  filed  at  the  City  Hall  there 
by  the  C.P.R.  for  an  extension  of  the 
Anjois  shops,  at  an  estimated  cost  of 
91,000,000.     The  plans  arc  said  to  pro- 


inmlr  for  luch  a  line,  startinK  from  vnr 
mils  points  between  St.  .Marys  and  Lon- 
don, but  nothinK  was  done.  MeetinK;* 
have  been  held  in  the  various  municipali- 
ties, and  considerable  correspondence  is 
.saiil  to  have  taken  place  between  repre 
sentatives  of  local  business  interests  and 
C.F'.U.  headquarters.  It  is  reporteil  that 
E.  \V.  Beatty,  K.C.,  President,  C.P.R.. 
will  make  a  trip  at  an  early  dale  through 
the  territory  proposed  to  be  opened  up. 

Fort  William  Coal  Dock. — We  were  of- 
ficially advised  .'Vpril  12  that  the  com- 
pany's plans  for  the  proposed  new  coal 
dock  at  Fort  William.  Ont.,  were  not 
definitely   settled. 

Western  Branch  Line. — The  directors' 
annual  report,  which  is  published  in  full 
on  pvrs.  228  and  22'.»  of  this  issue,  jrives 
complete  information  as  to  the  provision 
made  for  branch  line  construction  in 
Saskatchewan  and  Alberta,  and  of  the 
appropriations  for  betterments  and  other 


thi-  entrance  and   ^^  'ft.  sub- 

way, pansinK   undei  irid   hav- 

mif    stairs    at    each  .-to    the 

platforms.  At  each  mUc  of  the  waitinic 
room  will  be  the  men's  smokintr  room, 
women's  room  and  the  luncheon  room. 
The  4  stor>-  ofTice  building  will  be  built 
parallel  with  the  west  side  of  Main  St. 
.At  the  riKht  of  the  entrance,  on  the 
k'round  floor,  will  )k'  the  city  telegraph 
otTice.  at  the  left  will  be  the  elevator  and 
ytairs  to  the  upper  stories,  and  the  bal- 
ance of  the  office  building  (ground  floor 
will  be  (riven  to  the  batrKatre  room.  On 
the  upper  floors  will  be  offices  of  the 
.Superintendent,  and  District  .Superinten- 
dent, Paymaster,  Sleeping:  and  Dinini; 
Cars  Department,  invcstijration  and 
claims,  and  telefrraph  operating  rooms. 
The  exterior  of  the  buildintr  is  desifmed 
in  a  rather  free  type  of  Italian  rennais- 
sance  and  will  be  built  of  Tyndall  or  In- 
diana limestone  and  red  brick,  laid  in  a 
prey  joint.  The  roofs  will  bo  of  copper.. 
The  public  portions  of  the  interior  of  the 
building;  will  be  finished  principally  in 
ceramic  materials.  The  entrance  vesti- 
bule, waiting  room  and  ticket  alcove  will 


Th>  illa«tr>li< 


Stfcl  rail«  for  Roumanian  Railwav.i. 
and  drilling,  of  7.500  tona  of  60  lb.  atrri  rails,  which  the 
the  Roumanian  Govrrnment. 


&  Sterl  Co..  Sjrdn 


N-S..  is  nupplytnK  to 


vide  for  additions  to  the  passenger  and 
freisht  car  building  shops,  as  well  as  to 
the  machine  shops.  The  new  buildings 
will,  it  is  said,  be  one  story  high,  to  con- 
form to  the  present  buildings.  Construc- 
tion will,  it  is  stated,  be  started  at  once. 

London  Division. — Work  is  reported  to 
be  in  progress  on  the  London  Division 
relaying  the  track  west  of  Guclph  Jet., 
Ont.,  with  new  85  lb.  rails. 

A  press  report  states  that  a  second 
track  will  shortly  be  built  between  Wood- 
stock and  Zorra,  Ont.,  13  miles. 

Owen  .Sound  to  ITtopia. — Representa- 
tives of  municipalities  along  the  south- 
em  shore  of  Georgian  Bay  met  at  Mea- 
ford,  Ont.,  recently  to  discuss  the  advis- 
ability of  asking  the  C.P.R.  to  build  a 
line  from  Utopia,  on  the  Toronto-Sud- 
buo'  line  via  Thornbury,  Collingwood  and 
Meaford  to  Owen  Sound.  A  committee 
representative  of  all  the  municipalities 
was  appointed  to  negotiate  with  the  com- 
pany. Meaford  is  now  served  by  the 
G.T.R.,  and  both  the  C.P.R.  and  the  G. 
T.R.  reach  Owen  Sound.  .Several  plans 
have  been  suggested  within  recent  years 
for  the  building  of  a  line  between  Owen 
Sound  and  Meaford,  but  none  of  them 
materialized.  Some  years  ago  the  C.P. 
R.  was  reported  to  have  surveyed  a  line 
from  Baxter,  or  Utopia,  to  Collingwood 
on  the  one  hand  and  to  Barrie  on  the 
other. 

I..ondon  to  Samia,  Ont. — Considerable 
discussion  is  taking  place  in  the  munici- 
palities between  London  and  Sarnia  as 
to  the  company's  reported  plans  tn  build 
a  line  from  London  to  Snrnia.  This  mat- 
ter has  been  considered  for  several  years 
past,  and  some  years  airo  surveys   were 


work  to  be  carried  out  during  this  year 
on  the  various  western  lines. 

We  were  officially  advised  April  4  that 
a  decision  had  not  then  been  reached  as 
to  what  construction,  if  any,  can  be  un- 
dertaken this  year  on  the  Wilkie-Cut- 
knife  line  or  the  Coronation-Empress 
line,  which  depends  to  a  large  extent  on 
the   labor   situation. 

In  connection  with  the  construction  of 
this  section  of  the  Acme-Empress  line, 
which  it  is  expected  to  complete  this 
year,  a  press  report  states  that  in  the 
building  of  the  line  many  engineering 
difficulties  have  been  encountered  between 
Acme  and  Caribou,  Alta.,  and  that  owing 
to  the  cost  of  construction  it  is  termed 
the  "million  dollar  road."  A  site  is  re- 
ported to  have  been  laid  out  at  Carbon 
for  a   station   and   yards. 

Moose  Jaw  Station,  Etc. — The  com- 
pany's new  station  and  office  building  at 
Moose  Jaw.  Sask.,  is  to  be  built  on  the 
axis  of  .Main  St.,  between  Manitoba  St. 
and  the  present  station.  When  the  new 
building  is  completed,  the  existing  sta- 
tion and  express  house  will  be  demol- 
ished, and  the  space  occupied  by  them 
used  for  extension  of  station  trackage. 
The  entrance  to  the  station  will  be  on 
the  axis  of  Main  St.  and  through  the 
base  of  a  clock  tower  approximately  'M 
ft.  high,  which  will  have  an  8  ft.  dial  on 
each  face.  The  dials  will  he  flood  light- 
ed at  night.  .At  the  right,  after  entering 
the  station,  will  be  the  public  telephones, 
city  ticket  office,  C.P.O.S.  office,  baggage 
and  parcel  rooms  and  transfer  office,  ar- 
ranged in  the  order  mentioned,  and  all 
facing  the  west  end  of  the  waiting  room. 
Directly    opposite    the    entrance    will    be 


have  heather  brown  floors,  grey  tile 
wainscoting,  and  grey  brick  walls,  with 
moulded  and  ornamental  members  in 
polychrome  terra  cotta,  and  ceilings  in 
Guastavino  tile.  The  luncheon  room  will 
be  finished  with  heather  brown  floors  and 
grey  tile  walls,  the  upper  portion  of  the 
room  in  tinted  enamel.  The  women's 
room  will  have  heather  brown  tile  floor 
and  wood  panelling  to  the  ceiling.  The 
woodwork  generally  will  be  in  the  birch 
stained  walnut.  "The  plans  have  been 
prepared  by  Hugh  G.  Jones,  architect, 
-Montreal.  Tenders  for  the  erection  of 
the  building  were  received  to  May  1. 

Moose  Jaw  to  International  Boundary. 
A  press  report  states  that  about  ;f6  miles 
of  K.T  lb.  rails  will  be  laid  on  the  line 
from  Moose  Jaw  to  the  International 
Boundary  at  Portal.  Sask.,  replacing  72 
lb.  rails,  and  that  a  considerable  amount 
of  ballasting  will  be  done  on  the  line, 
particularly,   between   Lang  and   Wilcox. 

Vancouver  Pier  Construction. — Work 
was  reported  to  have  been  started  on  the 
dredging  and  filling  in  connection  with 
the  foundations  of  the  new  pier  at  Bur- 
rard  Inlet.  Vancouver,  between  the  pres- 
ent .\  and  D  piers.  F.  F.  Bustcetl  is  re- 
ported to  have  been  appointed  engineer 
in   charge    of   construction.      (April,    pp. 

R.  P.  Ormsby,  Secretarj-,  Canadian  Na- 
tional Rys.,  Toronto,  WTites:  "Please,  in 
future,  send  me  two  copies  of  Canadian 
Railway  and  Marine  World  instead  of 
one,  as  I  want  to  keep  one  copy  on  file 
and  to  cut  out  certain  matter  from  the 
other  copy.  You  give  such  a  lot  of  use- 
ful infonnation  in  the  paper,  in  very 
convenient  forn)." 


May.  1920. 


247 


Traffic  Orders  by  Board  of  Railway  Commissioners. 


Free  Transportation   Regulations. 

General  order  290.  .-^pril  12.— Re  Sec. 
345  of  the  Railway  Act,  1919,  and  repu- 
lations  to  be  prescribed  for  the  issue  and 
recording  of  free  transportation  by  rail- 
way companies:  Upon  reading  the  sub- 
missions filed  and  the  report  of  the 
board's  Chief  Traffic  Officer,  it  is  order- 
ed as  follows: 

1.  That  the  Regulations  to  Govern  the 
Issue  and  Recording  of  Free  Transpor- 
tation by  railway  companies,  attached 
hereto,  marked  A,  be  approved  and  pre- 
scribed for  the  use  of  such  companies; 
and  that  each  and  every  company  be  re- 
quired to  issue  all  free  transportation, 
and  keep  all  free  transportation  records, 
in  conformity  therewith. 

2.  That  the  said  regulations  are,  and 
by  virtue  of  this  order  do  become,  the 
lawful  rules  according  to  which  all  free 
transportation  is  to  be  issued,  and  all 
free  transportation  records  are  to  be 
kept. 

;{.  That  each  and  every  person  directly 
in  charge  of  the  free  transportation  of 
any  such  company  be  required  to  see  to, 
and  he  is  hereby  made  responsible  for, 
the  correct  application  of  the  said  regu- 
lations in  the  issue  and  recording  of  free 
transportation;  and  that  it  shall  be  un- 
lawful for  any  such  company,  or  for  any 
person  directly  in  charge  of  the  free 
transportation  of  any  such  company,  to 
issue  any  free  transportation,  or  to  keep 
any  free  transportation  records,  except 
in  the  manner  and  form  in  the  said  regu- 
lations set  forth  and  hereby  prescribed, 
and  except  as   hereinafter  authorized. 

4.  That  the  foregoing  regulations  shall, 
so  far  as  the  same  are  applicable,  apply 
as  well  to  all  free  transportation  issued 
by  express,  telegraph,  or  telephone  com- 
panies. 
Increased  Sleeping  and  Parlor  Car  Tolls. 

General  order  292.  April  22.— Re  ap- 
plication of  various  railway  companies, 
under  Sees.  3.30,  333  and  334  of  the  Rail- 
way Act,  1919,  for  approval  of  increased 
standard  tariffs  of  maximum  sleeping 
and  parlor  car  tolls:  Whereas,  for  the 
approval  of  the  board,  the  applicant  com- 
panies have  filed  from  April  1  to  April 
20,  standard  tariffs  of  increased  maxi- 
mum sleeping  and  parlor  car  tolls,  and 
have  given  publicity  thereto  through  the 
medium  of  the  press,  and  no  objections 
thereto  having  been  received  by  the 
board;  and  an  increase  in  the  existing 
tolls  appearing  to  the  board  to  be  justi- 
fied by  existing  transportation  condi- 
tions, it  is  ordered  that  the  following 
tariffs  of  the  applicant  companies  be  ap- 
proved, and  may  be  put  into  force  after 
publication  thereof,  together  with  a  ref- 
erence to  this  general  order,  in  two  con- 
secutive weekly  issues  of  The  Canada 
Gazette,  viz.: 

Canadian   National.    C.R.C.    W-Sl    and   E-Sl. 

Canadian    Pacific.    C.R.C.    S9. 

Dominion    Atlantic.   C.R.C.   S.i. 

Esquimalt   &    Nanaimo,    C.R.C.   S6. 

Grand    Trunk,    C.R.C.    S7. 

Grand   Trunk    Pacific,    C.R.C.    S6. 

Kettle   Valley,    C.R.C.    S4. 

Maine   Central.   C.R.C.   S4. 

MichiKan   Central.   C.R.C.    S4. 

Napierville    Junction,    C.R.C.    S2. 

New  York  Central,  C.R.C.  S-1. 

Toronto,  Hamilton   &  Buffalo.  C.R.C.  S5. 

Joint  Freight  TarifT.s  for  Interline  Traffic. 

29,49.5.  Mar.  23. — Re  application  of  Can- 
adian Freight  Association,  on  behalf  of 
Grand  Trunk,  Canadian  Pacific  and  Cana- 
dian National  Rys.,  for  a  postponement 
and  reconsideration  of  order  28,618,  Aug. 
1,  1919,  re  joint  freight  tariffs  to  apply 
to  interline  traffic  between  points  on  the 
said   railways,   respectively:   Upon   hear- 


ing the  application  at  Ottawa,  Jan.  20, 
1920,  the  Grand  Trunk,  Canadian  Pacific 
and  the  Canadian  National  Railways,  the 
Montreal  and  Toronto  Boards  of  Trade, 
the  Canadian  Manufacturers'  Associa- 
tion, and  the  Dominion  Canners'  Associa- 
tion being  represented,  and  what  was  al- 
leged, it  is  ordered  that  the  order  28,618 
be  rescinded. 

Lumber  Rates  from  British  Columbia. 
29,539.  April  15.— Re  complaints  of 
Lake  Lumber  Co.,  J.  C.  Wilson  Lumber 
Co.,  and  merchants  of  Qualicum  Beach, 
British  Columbia,  against  alleged  unjust 
discrimination  in  the  matter  of  the  dif- 
ferential of  3c  per  100  lb.  over  rates  from 
Vancouver  on  lumber  shipments  from 
Qualicum  Beach  and  Dashwood  to  des- 
tinations between  the  British  Columbia- 
Alberta  boundary  and  Port  Arthur,  com- 
pored  with  the  differential  of  I'/sc  per 
100  lb.  from  Victoria  on  shipments  to  the 
.same  destinations:  Upon  hearing  the 
Complaints  at  Victoria,  Nov.  24,  1919,  in 
the  presence  of  representatives  of  the 
complainants  and  counsel  and  represen- 
tatives for  the  Esquimalt  &  Nanaimo 
Ry.,  and  what  was  alleged,  and  upon  the 
report  of  the  Board's  Chief  Traffic  Offi- 
cer, it  is  ordered  that  the  complaints  be 
dismissed. 

ludustrial  Siding  at  Fabler,  Alta. 

29.501.  Mar.  25.— Re  application  of 
United  Grain  Growers,  Ltd.,  Calgary, 
Alta.,  for  an  order  permitting  them  to 
use  the  industrial  siding  at  Fahler,  on 
the  Edmonton,  Dunvegan  &  British  Col- 
umbia Ry.  Upon  hearing  the  applica- 
tion at  Edmonton,  Nov.  28,  1919,  the  ap- 
pellants, residents  of  Fahler  district,  the 
Great  War  Veterans  Association,  and 
other  parties  interested  being  represent- 
ed, and  upon  reading  the  written  sub- 
missions filed  after  the  hearing,  both  in 
support  of,  and  in  opposition  to,  the  ap- 
plication, and  the  report  and  recommen- 
dation of  an  inspector  of  the  board,  it  is 
ordered  that  the  application  be  refused. 

Additional   Passenger  Tolls   Suspended. 

29.502.  Mar.  27.— Re  tariffs  filed  by 
railway  companies  to  take  effect  Mar. 
29,  imposing  additional  tolls  on  passen- 
ger traffic  from  Canada  to  destinations 
in  the  United  States,  Cuba  and  other 
foreign  countries,  where  tickets  are  rout- 
ed directly  through  U.S.  ports  or  gate- 
ways, the  adverse  rate  of  exchange  and 
the  requirements  of  the  U.S.  railways 
for  settlement  in  U.S.  funds  being  stated 
in  the  tariffs  as  the  reason  for  the  addi- 
tional tolls.  In  pursuance  of  the  powers 
conferred  upon  the  board  under  the  Rail- 
way Act,  1919,  sec.  325,  and  of  all  other 
powers  possessed  by  it  in  that  behalf,  it 
is  ordered  that  the  following  tariffs  of 
the  designated  railways  be  suspended  un- 
til further  order: 

Canadian     Pacific     C.R.C.  no.  156 

Grand    Trunk    C.R.C.  no.  E-2834 

Canadian    National    C.R.C.  no.  E-123 

Toronto.    Hamilton    &    Buffalo C.R.C.   no.    1288 

Dominion    Atlantic    C.R.C.  no.  476 

Quebec.    Montreal    &    Southern C.R.C.  no.  276 

Napierville     Junction     C.R.C.  no.  125 

Pere     Marquette     C.R.C.  no.  697 

Rutland    C.R.C.  no.  670 

Commutation   Passenger   Fares. 

29,512.  April  1. — Re  complaints  of  the 
City  of  Toronto;  residents  of  Oakville 
and  stations  between  Oakville  and  To- 
ronto; residents  of  Laval  des  Rapides, 
Que.;  Gatineau  Residents  Association; 
E.  N.  BrowTi  of  Montreal;  the  Town  of 
Weston,  Ont. ;  and  residents  of  Lasalle, 
Que.,  against  the  proposed  increase  in 
commutation  fares  published  by  railway 
companies,  to  become  effective  Mar.  1, 
1920;   and   order   29,407,   dated   Feb.   27, 


suspending  the  said  fares  pending  a  hear- 
ing by  the  board.  Upon  hearing  the 
matter  at  Montreal,  Feb.  25;  Toronto, 
Mar.  5;  Montreal,  Mar.  9,  and  Ottawa, 
Mar.  16,  citizens  of  Lachine  and  of  the 
Town  of  Lasalle,  the  City  of  Montreal, 
the  Citizens'  Committee  and  the  Town 
Council  of  Oakville,  the  Town  of  Wes- 
ton, the  City  of  Toronto,  the  Town  of 
Bridgeburg,  the  Village  of  Port  Colborne, 
the  Township  of  Bertie,  the  Brampton 
Board  of  Trade,  the  Town  of  Brampton, 
the  Canadian  Manufacturers'  Associa- 
tion, the  Canadian  National,  Grand 
Trunk  and  Canadian  Pacific  Railways 
being  represented  at  the  hearing,  and 
what  was  alleged,  it  is  ordered  as  fol- 
lows: 

1.  That  the  following  tariffs,  viz.: 

Canadian    Pacific  C.R.C.    139,   140.  and  14.') 

Grand   Trunk    C.R.C.    no.   E-2822 

Canadian  National C.R.C.  nos.  W-90  and  E-ll4 

Toronto,    Hamilton    &    Buffalo,    C.R.C.    1279, 

1281    and    1284 

New   York  Central Supplement  4   to  C.R.C.   9 

Central    Vermont Supplement   1   to   C.R.C.   625 

be  disallowed. 

2.  That  the  said  railways  be  permit- 
ted to  file  new  tariffs  of  fares,  for  com- 
mutation passenger  traffic,  applicable  be- 
tween the  points  included  in  the  now- 
existing  tariffs  of  commutation  fares,  as 
follows, 

(a)  .50-trip  tickets,  good  for  30  days, 
on  the  basis  of  8%  mills  a  mile 
of  travel,  subject  to  a  minimum 
charge  per  ride  of  7%c. 

(b)  40-trip  tickets  (scholars'  tickets), 
good  for  30  days,  on  the  basis  of 
4%  mills  a  mile  of  travel,  subject 
to  a  minimum  charge  per  ride  of 
7V2C. 

(c)  10-trip  tickets,  good  for  three 
months,  on  the  basis  of  2.5c.  per 
mile  of  travel,  subject  to  a  mini- 
mum   charge   per   ride   of   7V4c. 

subject  to  the  provisions  of  the  Railway 
Act,  1919,  sec.  327. 

3.  That  the  application  of  the  City 
of  Toronto,  the  "Town  of  Brampton,  the 
Harris  Wood  Products  Co.,  Toronto,  the 
Town  of  Weston,  Woodbridge  Municipal 
Council,  W.  H.  Cross  and  A.  Newman 
of  Bolton,  Ont.,  for  an  order  requiring 
commutation  passenger  fares  to  be  ex- 
tended to  other  territory  than  covered 
by  the  existing  tariffs,  be  dismissed. 
Additional    Passenger   Fares    Suspended. 

29,514.  Mar.  30.— Re  tariffs  filed  by 
railway  companies  to  take  effect  Mar. 
29,  imposing  additional  tolls  on  passen- 
ger traffic  from  Canada  to  destinations 
in  the  United  States,  Cuba  and  other 
foreign  countries,  where  tickets  are  rout- 
ed directly  through  United  States  ports 
or  gateways,  the  adverse  rate  of  ex- 
change and  the  requirements  of  the  U.S. 
railways  for  settlement  in  U.S.  funds  be- 
ing stated  in  the  said  tariffs  as  the  rea- 
son for  the  said  additional  tolls.  In  pur- 
suance of  the  powers  conferred  upon  the 
board  under  the  Railway  Act,  1919,  sec. 
325,  and  of  all  other  powers  possessed 
by  it  in  that  behalf,  it  is  ordered  that  the 
following  tariffs  of  the  designated  rail- 
way companies  be  suspended  until  fur- 
ther order: 

Quebec    Central    C.R.C.    177 

Wabash    Railway    C.R.C.    1048 

Free    Transportation    for    Certain    Cars 
and   Attendants. 

29,565.  April  23. — Re  application  of 
Railway  Association  of  Canada,  on  be- 
half of  railway  companies  for  free  trans- 
portation under  sec.  345  of  the  Railway 
Act,  1919:  Upon  reading  the  application 
and  considering  what  has  been  urged  in 
support  thereof,  it  is  ordered  that  rail- 


248 


CANADIAN  RAILWAY  AND  MARINE  WOULD 


May.  1920. 


way  rompanicK  be  prrmittcd  until  fur- 
ther order  to  imiui'  fri'o  tmniiporlation  in 
thp   fullowintr   inatanccii,   vii.:    Dominion 


iind  pruvinrini  atrrirultural  (Ipnionstra-  nmry  attendant!;  Canadian  Korcatry  An- 
tion  car»  and  nfcrnKBry  attondantn;  pro-  Horiation'*  dpmonitration  car  and  neceii- 
vincial  Kovcninicril.t'  llsh  cnrit  and  ncccii-      iuir>'  attendant*. 


Transportation  Appointments  Throughout  Canada. 


Tlw  Inromullon  under  Uiia  hod,  which  U  lath- 
»f»d  aloKst  rnUrrlr  from  official  •ourcr*.  la  com- 
pll<-i1  with  tiiff  (n«t«wt  carp,  so  aa  In  rnturv  abao- 
luu  acrnracr.  An|ton<  who  mar  nolle*  anr  »rror 
In  our  «nnounc<*mfnt*  will  confer  a  favor  bjr  ad- 
M-in«  u. 

Canadian  National  Kys. — T.  KKAR- 
NKY.  hcri'toforo  Division  KnKinecr, 
MontrrnI,  has  iK-on  appointed  Assistant 
Division  KnKineer,  Toronto. 

W.  H.  KITZMAURIIK.  heretofore  Su- 
perintendent Campbellton  Division,  Mari- 
time District,  Campbellton,  .V.B.,  has 
l>een  appointed  Superintendent,  New 
(ilassrow  Division,  Maritime  Di.strict,  vice 
R.  H.  Martin,  transferred.  Office,  New 
Glasjrow,   N.S. 

J.  M.  GRIEVE,  heretofore  Superin- 
tendent, Sleeping,  Dinint;  and  Parlor  Cars 
and  News  Sen-ice,  Western  Lines,  Win- 
nipeg, has  been  appointed  General  Sup- 
erintendent, Sloepinp,  Dininp,  and  Par- 
lor Cars  and  News  Service,  with  juris- 
diction  over   all    lines.     Office,   Toronto. 

W.  A.  KIRKPATRICK.  who  has  been 
actinsr  Assistant  Superintendent,  Division 
2,  Central  District,  Sioux  Lookout,  Ont., 
durinjr  the  absence  of  D.  W.  Steeper, 
has  resumed  his  position  as  Trainmas- 
ter, Neepawa,   Man. 

H.  J.  L.AMBKIN  has  been  appointed 
District  Commissary  Agent,  Winnipeg, 
vice  C.  H.  Worby,  promoted. 

R.  H.  MARTIN,  heretofore  Superin- 
tendent, New  Glasgow  Division,  Mari- 
time District,  New  Glasgow,  N.S.,  has 
been  appointed  Superintendent,  Camp- 
bellton Division,  Maritime  District,  vice 
W.  R.  Fitzmaurice,  transferred.  Office, 
Campbellton,   N.B. 

S.  H.  MILLER  has  been  appointed 
Roadmaster,  Sioux  Lookout  Subdivision, 
Division  2,  Central  District,  vice  J.  F. 
FljTin,  assigned  to  other  duties.  Office. 
Sioux  Lookout,  Ont. 

W.  M.  NE.\L,  heretofore  Assistant 
Superintendent,  Quebec  District,  Mont- 
real, has  been  appointed  Assistant  Gen- 
eral Superintendent,  Ontario  District, 
vice  J.  K.  Savage,  promoted.  Office,  To- 
ronto. 

GERARD  RUEL,  heretofore  Counsel, 
has  been  appointed  General  Counsel.  Of- 
fice, Toronto. 

J.  K.  S.WAGE,  heretofore  Assistant 
General  Superintendent,  Ontario  Disrict, 
Toronto,  has  been  appointed  General  Su- 
perintendent, Quebec  District,  vice  J. 
Woo<iman,   transferred.  Office,   Montreal. 

D.  W.  STEEPER  has  resumed  his  for- 
mer position  as  Assistant  Superinten- 
dent, Division  2,  Central  District,  Sioux 
Lookout,  Ont. 

W.  J.  CREN,  heretofore  Superintend- 
ent, Famhum  Division,  Quebec  District, 
Famham,  Que.,  has  Ix'en  appointed  .As- 
sistant General  Superintendent,  Quebec 
District,  vice  W.  M.  Neal,  transferred. 
Office.   Montreal. 

A.  WILLIAMS,  heretofore  Superin- 
tendent, London  Division,  Ontario  Dis- 
trict, London,  Ont.,  has  been  appointed 
Superintendent,  Farnham  Division,  Que- 
bec District,  vice  W.  J.  Uren,  promoted. 
Office,    Famham.   Que. 

H.  B.  WOLLEN,  heretofore  Assistant 
Superintendent,  Sleeping,  Dining  and 
Parlor  Cars  and  News  Service,  Western 
Lines,  vice  .1.  M.  Grieve,  promoted.  Of- 
fice, Winnipeg. 

C.  H.  WORBY,  heretofore  District 
Commissary  Agent,  has  been  appointed 


Ansi.Htant  Superintendent,  Sleeping,  Din- 
ing and  Parlor  Cars  and  News  Service, 
Western  Lines,  vice  H.  B.  Wollen,  pro- 
moted.     Office,    Winnipeg. 

Cjinadlan  Pacific  Ocean  Srrvicex  Ltd. 
—Major  M.  L.  DUFFY,  heretofore 
Agent,  Glasgow,  Scotland,  has  been  ap- 
pointed Agent  for  Scotland.  Office,  120 
St.  Vincent  St.,  Glasgow. 

Engineer  Rear  Admiral  GEORGE  W. 
ROO.ME,  O.B.E..  Royal  Navy,  retire«l, 
has  been  appointed  Chief  Superintendent 
Engineer  of  all  the  company  a  fleet,  vice 
Kenneth  McKenzie,  deceased.  Office, 
Liverpool,  Eng. 

Canadian  Pacific  Ry. — A.  C.  ADES  has 
been  appointed  Roadmaster,  Crowsnest 
Subdivision,  Lethbridge  Division,  Alberta 
District,  vice  G.  Peck,  resgned.  Office, 
Lethbridge,  Alta. 


.1.  A.  AUDRAIN,  heretofore  Train- 
master, Saskatoon,  Sask.,  has  been  ap- 
pointed station  master,  Winnipeg. 

J.  II.  BARBER,  heretofore  engaged  on 
grade  separation  and  other  special  work 
at  various  points,  has  been  appointed 
Division  Engineer,  Toronto  Terminals 
Division,  Ontario  District,  vice  V.  A.  G. 
Dey,  transferred.     Office,  Toronto. 

W.  R.  BOUCHER,  heretofore  Super- 
intendent, Sudbury  Division,  Algoma 
District,  Sudbury,  Ont.,  has  been  ap- 
pointed Superintendent,  Chapleau  Divi- 
sion, .Mgonia  District,  vice  W.  C.  Guth- 
rie, transferred.     Office,  Chapleau,  Ont. 

J.  R.  CASWELL,  heretofore  Division 
Engineer,  London  Division,  Ontario  Dis- 
trict, Toronto,  has  been  appointed  Divi- 
sion Engineer.  Sudbury  Division,  Algoma 
District,  vice  N.  R.  Gutelius,  transferred. 
Office,  Sudbury,  Ont. 

S.  W.  CRABBE,  heretofore  Superin- 
tendent. Schreiber  Division.  Algoma  Dis- 
trict, Schreiber,   Ont.,   has   been  appoint- 


ed Superintendent,  Smiths  Falls  Divi- 
sion, Quebec  District,  Smiths  Falls,  Ont., 
vice  T.  A.  Wilson,  transferred.  Office, 
Smiths   Falls,  Ont. 

V.  A.  G.  DEY,  heretofore  Division  En- 
gineer, Toronto  Terminals  Division,  On- 
tario District,  Toronto,  has  been  appoint- 
ed Division  Engineer,  Bruce  Division, 
vice  J.  A.  Irv'ine,  transferred.  Office, 
Toronto. 

.1.  E.  FONTAINE,  heretofore  on  the 
exchange  staff,  has  been  appointed  ex- 
change agent,  .St.  John,  N.B.,  vice  G.  G. 
Graham,  who  has  left  the  .Her>'icc. 

J.  M.  FRYERS  has  been  appointed 
Trainmaster,  Sutherland,  Wynward-Lan- 
igan  Subdivision,  Saskatoon  Division, 
Saskatchewan  District,  vice  J.  A.  Aud- 
rain,  transferred.     Office,   Saskatoon. 

H.  C.  GROUT,  heretofore  General  Su- 
perintendent, New  Brunswick  District, 
St.  John,  N.B.,  has  been  appointed  Gen- 
eral Superintendent,  Ontario  District, 
vice    Allan    Purx'is,    resigned. 

N.  E.  GUTELIUS,  heretofore  Divn- 
sion  Engineer,  Sudbury  Division,  Algoma 
District,  Sudbury,  Ont.,  has  been  ap- 
pointed Assistant  District  Engineer, 
Quebec  District.     Office,  Montreal. 

W.  C.  GUTHRIE,  heretofore  Superin- 
tendent. Chapleau  Division,  Algoma  Dis- 
trict, Chapleau,  Ont.,  has  been  appointed 
Superintendent,  Schreiber  Division,  Al- 
goma District,  vice  S.  W.  Crabbe,  trans- 
ferred.    Office,  Schreiber,  Ont. 

J.  A.  IRVINE,  heretofore  Division  En- 
gineer, Bruce  Division,  Ontario  District, 
Toronto,  has  been  appointed  Division 
Engineer,  London  Division,  Ontario  Dis- 
trict, vice  J.  R.  Caswell,  transferred. 
Office,  Toronto. 

F.  H.  JENKINS  has  been  appointed 
Locomotive  Foreman,  Brownville  Jet., 
.Me. 

I.  MOORE  has  been  appointed  Road- 
master, Orangeville,  Elora,  Wingham 
and  Teeswater  Subdivision,  Bruce  Divi- 
sion, Ontario  District,  vice  S.  Lackey, 
superannuated.     Office,  Orangeville,  Ont. 

T.  A.  WILSON,  heretofore  Superin- 
tendent, Smiths  Falls  Division,  Quebec 
District,  Smiths  Falls,  Ont.,  has  been 
appointed  Superintendent,  Sudbury  Di- 
vision, Algoma  District,  vice  W.  R. 
Boucher,  transferred.  Office,  Sudburj-, 
Ont. 

J.  M.  WOODMAN,  heretofore  General 
Superintendent,  Quebec  District,  Mont- 
real, has  been  appointed  General  Super- 
intendent, New  Brunswick  District,  vice 
H.  C.  Grout,  transferred.  Office,  St. 
John,  N.B. 

Grand  Trunk  Ry.— W.  J.  BURR,  here- 
tofore at  Toronto,  has  been  appointed 
General  Agent,  Passenger  Department, 
Pittsburg,  Pa.,  with  territory  covering 
Ohio,  except  that  portion  north  of  the 
New  Y'ork  Central  Rd.,  Butler,  Ind..  to 
Toledo;  Pennsylvania,  on  and  west  of 
Baltimore  and  Ohio  Rd..  Pennsylvania 
System,  Hyndman  to  Buffalo  via  Berlin, 
Johnstown,  Blairville,  Freeport  and  Oil 
City;  Virginia,  on  and  west  of  Norfolk 
and  Western  Ry..  Bristol,  N.C..  to  Blue- 
field.  W.Va.,  via  Radford;  West  Virginia. 

W.  M.  DOHERTY,  heretofore  night 
chief  dispatcher,  London.  Ont..  has  been 
appointed  chief  dispatcher  there,  vice  A. 
F.  Sharpe.  promoted. 

J.  H.  EDWARD,  Local  Treasurer,  Port- 
land, Me.,  is  acting  as  agent  there,  pcnd- 


May,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


249 


intj    the   appointment   of   a   successor   to 
the  late  J.  A.  Riddell. 

F.  GOULD,  heretofore  Travelling 
Freight  Agent,  Toronto,  has  been  ap- 
pointed City  Freight  Agent,  there,  vice 
E.  R.  Thorpe,  resigned  to  enter  Lehigh 
Valley  Rd.  service. 

S.  HAZZARD,  heretofore  conductor  on 
Ontario  Lines,  has  been  appointed  Gen- 
eral Yardmaster,  Brockville,  Ont.,  vice 
C.  F.  McEwan,  assigned  to  other  duties. 

W.  H.  HOWARD  has  been  appointed 
Special  Agent,  Montreal  Division,  East- 
ern Lines,  vice  J.  McVeigh,  resigned. 
Office,   Montreal. 

W.  J.  LITTLE,  heretofore  Trainmast- 
er, Districts  13  and  14,  Barrie  Division, 
Ontario  Lines,  .\llandale,  Ont.,  has  been 
appointed  Trainmaster,  Districts  11  and 
12,  Barrie  Division,  Ontario  Lines,  vice 
W.  J.  Piggott,  whose  appontment  as 
Superintendent,  Stratford  Division,  On- 
tario Lines,  Stratford,  Ont.,  was  an- 
nounced in  our  last  issue.  Office,  Allan- 
dale,  Ont. 

G.  McBRIDE,  heretofore  night  fore- 
man, York,  Ont.,  has  been  appointed  Lo- 
comotive Foreman,  Allandale,  Ont. 

A.  B.  McNAUGHTON,  Superintendent, 
Portland  Division,  Portland,  Me.,  has 
been  given  jurisdiction  over  all  matters 
pertaining  to  maintenance  of  way  on  the 
division,  B.  Wheelwright,  heretofore 
Engineer,  maintenance  of  way,  having 
resigned.  The  latter  position  has  been 
abolished. 

W^  J.  MATHISON  has  been  appointed 
Trainmaster,  District  16,  District  17, 
Hamilton  to  Niagara  Falls,  District  19, 
Port  Dalhousie  to  Port  Robinson  and 
Welland  Jet.,  to  Port  Colborne,  vice  W. 
Hall,  deceased.     Office,  Hamilton,  Ont. 

R.  F.  NICHOLSON  has  been  appointed 
Assistant  Engineer,  Portland  Division. 
Office,   Portland,   Me. 

W.  K.  ROGERS,  heretofore  dispatch- 
er, London,  Ont.,  has  been  appointed 
night  chief  dispatcher  there,  vice  W.  M. 
Doherty,   promoted. 

A.  L.  SHANLEY  has  been  appointed 
Industrial  Agent,  Western  Lines.  Of- 
fice, Detroit,  Mich. 

A.  E.  SHARPE.  heretofore  Chief  Dis- 
patcher, London,  Ont.,  has  been  appoint- 
ed Trainmaster,  Districts  13  and  14, 
Barrie  Division,  Ontario  Lines,  vice  W. 
J.  Little,  transferred.  Office,  Allandale, 
Ont. 

JNO.  A.  WRIGHT,  formerly  chief  clerk 
to  General  Foreign  Freight  Agent,  Mont- 
real, and  during  the  past  year  loaned  to 
Canadian  Wheat  Board,  has  been  ap- 
pointed Assistant  Foreign  Freight  Agent, 
G.T.R.     Office,  Montreal. 

Great  Northern  Ry.— E.  A.  DYE,  here- 
tofore General  Agent,  Chicago  North 
Western  Ry.,  Vancouver,  B.C.,  is  report- 
ed to  have  been  appointed  District 
Freight  and  Passenger  Agent,  G.N.R., 
there,  vice  H.  E.  Watkins,  transferred. 

H.  E.  WATKINS,  District  Freight  and 
Passenger  Agent,  Vancouver,  B.C.,  is  re- 
ported to  have  been  transferred  to  To- 
ronto. 

New  York  Central  Rd.— FRANK  FOY, 
formerly  Canadian  Passenger  Agent,  and 
who,  since  the  closing  of  United  States 
railway  offices  in  Canada,  has  been  act- 
ing as  Passenger  Agent  at  different 
points  in  New  York  State,  has  again 
been  given  charge  of  Ontario  territory, 
with  headquarters,  for  the  present,  at 
Buffalo,  N.Y. 

Minneapolis,  St.  Paul  and  Sault  Ste. 
Marie  Ry.— J.  C.  PETERSON  has  been 
appointed  General  Agent,  Winnipeg, 
Man. 

Pacific  Great  Eastern  Ry.— G.  E.  Mac- 
DONALD,  General  Manager,  has  resign- 


ed, as  reported  in  our  last  issue.  The 
appointment  of  a  successor  had  not  been 
considered  when  we  were  advised  at  the 
middle  of  .\pril. 

Union  Pacific  Rd.— L.  J.  CANFIELD 
has  been  appointed  General  Agent,  Cal- 
gary, Alta. 

J.  H.  CUNNINGHAM  has  been  ap- 
pointed General  Agent,  Vancouver,  B.C. 

Increases  in  Sleeping  and  Parlor 
Car  Rates. 


A  20%  increase  in  sleeping  car  fares, 
to  meet  an  increase  of  from  100  to  200% 
in  the  cost  of  these  services,  will  be  ef- 
fective on  May  1,  between  points  in  the 
United  States  and  on  international  traf- 
fic between  Canada  and  the  United 
States,  and  probably  shortly  thereafter 
between   points  in   Canada. 

The  rates  paid  for  sleeping  car  bei'ths, 
and  parlor  car  seats,  except  for  the  war 
ta.\,  are  to-day  practically  the  same  as 
20  years  ago.  In  1911,  sleeping  and  par- 
lor car  rates  were  adjusted  to  a  standard 
basis  per  mile,  involving  certain  slight 
advances,  and  certain  slight  decreases, 
but  no   general   advance  was  made. 

During  the  war,  material  for  new  cars 
could  not  be  provided.  Today,  there  is 
a  marked  .shortage  of  sleeping  and  par- 
lor car  equipment,  and  the  railways  must 
provide  many  new  cars.  A  sleeping  car 
which  could  be  obtained  in  pre-war  days 
for  $20,000  now  costs  from  $45,000  to 
$50,000.  The  linen,  of  which  there  must 
be  a  big  supply,  now  costs  more  than 
four  times  what  it  did  in  pre-war  days. 
All  the  incidental.?  that  enter  into  the 
cost  of  upkeep  have  doubled  or  trebled. 
The  cost  of  operation  is  three  times  what 
it  was  10  year.s  ago. 

By  the  new  tariffs  the  minimum 
charge  for  a  lower  berth  in  standard,  or 
first  class,  sleeping  car  is  set  at  $2,  for 
an  upper,  $1.60,  for  a  drawing  room  $7, 
and  for  a  compai-tment  $6,  and  the  exist- 
ing fares  are  raised  about  20%.  This 
moans  that,  in  the  new  tariffs  the  lower 
berth  fare  between  Toronto  and  New 
York  will  be  $3,  betiveen  Toronto  and 
Detroit  $2,  both  effective  May  1,  and, 
when  the  advance  becomes  effective  be- 
tween points  in  Canada,  the  lower  berth 
fare  between  Toronto  and  Montreal  will 
be  $2.50,  between  Toronto  and  Ottawa 
$2,  and  between  Toronto  and  Winnipeg 
.$9.  The  new  berth  fares  will  be  80% 
of  these  figures,  respectively.  The  mini- 
mum charge  for  a  parlor  car  seat  is  fixed 
at  50c.,  which  is  felt  to  be  a  reasonable 
charge  for  the  accommodation  offered, 
but  no  other  advances  are  proposed  in 
parlor  car  faies. 

See  Board  of  Railway  Commissioners' 
general  order  292,  on  another  page  of 
this  issue. 


Railways  Department  Estimates 
for  1920-1921. 


The  estimates  for  the  year  ending  Mar. 
31,  1921,  submitted  to  the  House  of  Com- 
mons recently,  contain  the  following 
items: — 

Chargeable  to  Capital.  $23,346,695. 

Canadian  Government  Rys. — Construction  and 
betterment"!  (to  be  expended  under  the  direction 
of  and  upon  such  terms  and  conditions  as  the 
governor  in  council  may  from  time  to  time  pro- 
vide). $6.321. 194.  includinc  a  revote  of  $5,036,005 
unexpended  balance  of  the  1919-1920  appropria- 
tion of  $11,121,681. 

Miscellaneous  railway  equipment — To  acquire 
directly  or  indirectly,  or  to  assist  in  acquirinpr 
durinK  the  current  flscal  year,  railway  equipment 
and  materials  for  the  purposes  and  upon  the  terms 
(save  as  herein  varied)  mentioned  in  the  Statutes 
of    1918.    chap.    38.      The    assistance    herein    pro- 


vided may  be  by  way  of  advances  to  the  Cana- 
dian National  Rolling  Stock  Co..  or  any  company 
comprised  in  the  Canadian  Northern  Ry.  or  by 
way  of  equipment  or  materials  acquired  by  the 
Minister.  $18,925,501.  including  a  revote  of  $3.- 
603.322  unexpended  balance  of  the  1919-1920  ap- 
propriation  of  $35,000,000, 

Hudson   Bay  Ry.,  Port  Nelson  Terminals,  $100,- 
000,    including   revote   of   $70,000  unexpended   bal- 
ance of   1919-1920  appropriation  of  $100,000. 
Chargeable  to  Income,  $49,147,174.33. 

Arbitration  and  awards  and  costs  of  litigation, 
$2,000. 

Board  of  Railway  Commissioners — Maintenance 
and  operation  of,  including  $800  for  Clyde  Lea- 
vitt  as  Chief   Fire  Inspector,  $190,000. 

Board  of  Railway  Commissioners — To  pay  ex- 
penses in  connection  with  cases  before  board, 
$5,000. 

Contribution  to  International  Association  of 
Railways  Congress,   $97. 

Commissioner  of  Highways — To  provide  for  or- 
ganization and  payment  of  statf  of  Commissioner 
of  Highways,  including  A.  W.  Campbell.  C.E„  as 
Commissioner  of  Highways  at  $5,000  per  annum, 
$25,000. 

Governor  General's  cars :  attendance,  repairs 
and  alterations,   $5,000. 

Loan  not  exceeding  $48,611,077  repayable  on 
demand  with  interest  payable  half  yearly  at  6% 
to  be  used  to  meet  expenditures  made  or  indebted- 
ness incurred  in  paying  deficits  in  operation  or 
interest  on  securities  in  excess  of  amount  avail- 
able from  net  earnings,  or  paying  maturing  loans 
of  the  Canadian  Northern  Ry.  Co.,  or  any  com- 
pany included  in  the  Canadian  Northern  Ry.  Sys- 
tem, and  for  construction  and  bettermenta :  said 
loan  to  be  secured  by  mortgage  on  the  under- 
taking of  the  Canadian  Northern  Ry.  System, 
containing  such  terms  and  conditions  as  the  Gov- 
ernor in   council   may   approve.   $48,611,077. 

Miscellaneous  works   not  provided  for,  $2,000. 

Printing  and  stationery,  outside  service,   $7,000. 

Surveys  and  inspections,  and  general  expendi- 
tures, railways,  including  salaries  and  expenses 
of  experts  employed  temporarily,  $100,000. 

To  provide  for  payment  of  expenses  in  connec- 
tion with  the  acquisition  of  the  Grand  Trunk  and 
associated   railway  systems,    $200,000. 

Authorized    by     statute — Salaries    of     Board    of 
Railway    Commissioners,    $58,500. 
Chargeable  to  Collection  of  Revenne,  $5,200,000. 

Canadian  Government  Railways,  toward  deficit 
of  working  expenditure  for  9  months  ended  Dec. 
31.  1920,  the  management  of  the  railways  being 
hereby  authorized  to  apply  the  receipts  and  rev- 
enues toward  payment  of  the  working  expendi- 
ture,  $6,000,000. 

Compassionate  allowance  to  widow  and  chil- 
dren of  J.  L.  A.  Frobe.  who  was  killed  while  in 
discharge  of  his  duty  as  brakeman  on  Canadian 
Government  Rys.  at  Aston  Jet.,  Que.,  Sept.  11, 
1918,    $2,000. 

Under  the  head  of  "Civil  Government."  the 
department  is  voted  $194,162.50  for  salaries,  and 
$28,000  for  contingencies. 


United  States  Railway  Notes. 


W.  D.  Hines,  Director  General,  U.S. 
Railroad  Administration,  has  resigned, 
effective  May  1. 

The  U.S.  Federal  Reserve  Board  has 
announced  the  appointment  of  a  railway 
loans  advisory  committee,  consisting  of 
F.  A.  Delano,  formerly  Vice  Governor  of 
the  board;  Paul  M.  Warburg  and  Brad- 
ley Palmer.  The  committee  was  organ- 
ized immediately,  and  has  received  rail- 
way executives  who  have  applied  for  cash 
advances. 


C.P.R.  Pension  Fund. 


On  Dec.  31,  1919,  there  were  912  per- 
sons on  the  C.P.R.  pension  roll,  of  whom 
456  were  over  70  years  of  age;  420  be- 
tween 60  and  70,  and  36  under  60.  The 
position  of  the  fund  was  as  follows: — 

Balance   to   Dec.    31,   1918 $1,166,266.65 

Amount  contributed  by  company 500,000.00 

Amount  received  as   interest 45,906.65 

$1,712,173.20 
Payment    of    pension    allowances    for 

year    387,434.49 

Balance   in   cash  and  investments $1,324,738.71 


The  C.P.R.  is  reported  to  have  given 
Acadia  University,  Dalhousie,  N.S.,  the 
.  original  burnt  clay  model  of  "Evange- 
line," designed  by  the  late  Phillippi  He- 
bert  and  used  for  the  statue  being  erect- 
ed by  the  company  at  Evangeline's  Well 
in   the   Annapolis   valley. 


250 


M;iv,  i;i20. 


Orders  bv  Hoard  of  liailway  Commissioners  for  Canada. 


1).-     f"!"'     f«v' 


othrr    iwiMr    hM    <ton» 


ir.(T.-   onl«T»  Bui.lr  I.T  «hc  l>««rd  mn 
'her  piMJ'  "f  thi"   l«iu». 

M*r.    :.'       AmrnilinK    order 

rr«prrttnt;     rrvuUlion*     for 

.-Ufht     "<     lUnsrri'Ui     articlr* 

M»r.  23.  Kcflnillni:  «rn- 
JT.  1919,  iind  •mendlDK  vUn- 
•  preiflfaKon*  for  wln«  cnm»* 
.  lirnrnil  onlcr  231.  Mar  8, 
.:    par.    4  of  part    1,    anil  lub- 


nrV 


vine. 


Grt  .  7.     AmenH'nkf   »tanrt- 

ani    r  r,iion«    for   wlr»  crow- 

Inica.  ••  iim.n.l.-.|  Iv  t.  n,  ml  onirr  267.  June  27. 
1«1». 

X«.47«.  Mar.  IR.— Ordrrinir  aP.R.  to  balld 
ftmndard  car  •tork  ran)  at  Prilchard,  B.C.  by 
SepL  I. 

2».4«0.  Mar.  22.— Approvinu  n-virir<l  Rrneral  lo- 
mtton  of  C.P.R.  Roartown  Southraitrrlr  Branrh 
fmm  milr  9.S  to  20.2.  an<l  from  milr  4S.7  to  .'.9.R. 

•.•9.4H1.  Mar.  22.— Approvinir  »lrr»ii  nhcet  of 
Canadian  National  Ry«.  bridirr  ovrr  St.  Charlm 
Ri\'rr.  at  mile  A.7  from  Qnebec,  and  amrndinit 
order  29.342.  Feb.  7.  by  substitutinic  mile  9  for 
mile   8.7. 

29.4R2.  Mar.  2S. — Approving  reviiied  location 
of  C.P.R.  Laniiran  Northeasterly  Branch,  mile 
4T.H0  to  C0.9g.  and  from  mile  60.9R  to  k.w.  V; 
Sec.  M.  Tp.  44.  Raniie  18.  we»t  2nil  meridian  at 
mile  so. 

29.48.1.  Mar.  24.-  Aathoriiinir  Bloedel.  Stewart 
A  WeUh.  Ltd..  to  carry  loKKinie  railway  over- 
head acroaa  E«4iuimalt  ft  Naniamo  Ry..  V^ancou- 
»er    I«land.    B.C. 

29.484.  Mar.  18.— Di>missinK  application  of 
town  of  I.aprairie.  Que.,  for  onlcr  rc<iuirinK 
more    nvular   train    »c^^ire   by   G.T.R. 

29.48.''>.  Mar.  23.— Authorizing  EsquimBlt  & 
Nanaimo  Ry.  to  build  npur  for  Bell  &  Reynolds 
in  Sec.  10.  Kaniie  6.  Vancouver  Island.  B.C..  at 
mile    6.17    Ijike    Cowirhan    Subdivision. 

29.486.  Mar.  19.— Appruvinit  Canadian  North- 
ern Saskatchewan  Ry.  revised  location  from  mile 
0  to  1.51L  and  .'..07  to  10.97L.  and  authorizini; 
croasinK  of  7   hiKhwayx. 

29.487.  Mar.  24.— Authoriiinn  Canadian  Na- 
tional Kys.  to  cross  and  divert  highway  in  s.w.  ^^ 
Sec.  29.  Tp.  27.  Ranirc  28.  west  3rd  meridian. 
Sask. 

29.488.  Mar.  24.— Orderinit  Grand  Tmnk  Pa- 
cific Ry.  forthwith  to  apj>oint  caretaker  at  Win- 
ter. Sask..  to  sec  that  sUtion  is  kept  clean,  heated 
and    liirhted    for    passentrers. 

29.4S9.  Mar.  22.— Extending  for  four  months 
from  date  time  within  which  C.P.R.  may  build 
two   sidini;>    for    Fraser    Co..    Edmun<lston.    N.B. 

29.490.  Mar.  23.-  Amending  order  29.024,  Nov. 
15,    lOI".    T<-    inv.illnlion    of    two    automatic    bells 

at  M:i •     -!-.   Boachville,  Ont.,  by  G.T.R.. 

anil    1  ■    2Tt^/f    of  cost   be  paid   out  of 

railv  ,n«    fund. 

2'.'  AuthorizinR  Kettle  Valley  Ry. 

to  buiKi  i.riiiv.-  I  .  on  its  Copper  Mountain  Branch, 
B.C. 

29.492.  Mar.  25.— Authoriiina  Grand  Trunk 
Pacific  Ry.  to  build  spur  for  Kitsumkallom  Tim- 
ber Co.,  at  mile  1,669.4.  B.C. 

29.493.  Mar.  2.S.— AathorixInE  C.P.R.  to  build 
spur  and  sidings  for  Los  Supply  Co..  Berthier, 
Que. 

29.494.  M  ring  Canadian  NaUonal 
Rys.  to  HI  :  al  Colintnn  Station. 
AlU..  by  V  t  sution  is  kept  clean, 
heated    (II,                                      ..ngcrs. 

2'.<  .  It.  ..  inding  order  28.618,  Aug. 

1,    T-  tariffs    to    ippiv    to    Interline 

trail  '.on   G.T.R..   C.P.R.  and  Ca- 

nada 

2'-'  Mar.    24.— Approving      Bell 

Tel.  t  .n.emenU     with      llethesila     ft 

Stoii  .■    Co.,    in    York    and    UnUrio 

Coui'  I      27  ;    Sebright   Telrphono    Co., 

in  ViriLrui  an. I  OunUrio  Counties.  Ont.,  Mar.  6; 
Kast  Grey  Telephone  Co.,  in  Grey  t^ounly,  Ont., 
Mar.  12;  and  Oerby  Telephone  Co.,  in  Grey  Co., 
Ont..    l.b     .'1 

2'.'  Amending  onlcr  :s.72!i.   Aug. 

27.  nulomntlc    Ix-ll    nl    .Mnrtin    St. 

cn>»  <Jnt..  and  providing  thai  2:.',. 

of    .      Jl    of     railway    grade    m.iiing 

fund. 

29.r>01.  Mar.  2I>.— Dbmlsaing  application  of 
United    Grain    Growers    Ltd..    Calgary,    Alta..    for 

onl.'    !•■ It 11...    of    siding    at    Fabler,    Alta.. 

on    I-  'irivn    ft    Briti.h    Columbia   Ry. 

;•'.  Siupending    until    further   or- 

der li  .     li.T.R..     C.N.K.,    Toronto, 

Hani,..  ..    .•     Uy..    Dominion    Atlantic    Ry.. 


roelly     thn.uitli     T  .s      l».i  I 
verse    rate    of    eschange    nt 

the    I'. 8      railway,     for    ••• 

Iieing    aUlFil    in    the    said    u. 

for  said   additional   tolls. 

29..'.03.  Mar.  27.  Authorising  Canadian  Na- 
tional Ry>.  to  rnas  and  divert  highways  In  s.  w. 
'»  Sec.  25.  Tp.  14.  Range  9,  west  2nd  meridian, 
.Sask. 

29.504.  Mar.  25.  Authorising  C.P  R.  to  build 
extension  to  spur  for  Canadian  Connecticut  Cot- 
ton Mills  Co.  at  mile  68.5.  Sherbrooke  Subdivi- 
sion.   Que. 

29.505.  Mar.  26.-  F.xtending  u>  .'iept.  1,  author- 
ity granted  Hydn>  Electric  Power  Commission  of 
OnUrio,  by  orders  28,341  and  28,591,  May  20  and 
July  2.1,  r.'19,  mspectively,  to  build  temporary 
spur  across  Niagara,  St.  Catharines  ft  Toronto 
By.    in    SUmford   Tp.,    Onl. 

29.506.  Mar.  25.— Approving  Canadian  Northern 
Western  Ry.  revised  location  through  Tps.  19-20, 
Ranges   11-12,  west  4th  meridian,  AlU.,  mile  7S.S6 


to 


'.47. 


29.507.  Mar.  25.-  Approving  agreement  Dec.  5, 
1919,  between  Bell  Telephone  Co.  and  Lake  Me- 
gantic    Pulp   Co.,    Milan,    to    Pond   Siding,   Que. 

29.508.  Mar.  21".  — Authorizing  C.T.K.  to  use 
bridge  cariring  public  road  immeiliati  ly  no.**.h  of 
Danville  SUtion,   Shipton  Tp.,   Que. 

29.509.  Apr.  1.-  Suspending  until  further  or- 
der Ottawa  Electric  Ry.  special  passenger  tariff 
C.R.C.    6,   effective   Apr.   5. 

29.510.  Mar.  29.— Authorizing  C.P.R.  to  divert 
road  allowance  on  east  boundary  of  Sec.  27,  Tp. 
18.  Range  14.  west  2nd  meridian.  Saskatchewan, 
and   to  close   diverteil   portion. 

29.511.  Mar.  29.— Authorizing  C.P.R.  to  re- 
build bridge  16.8  over  Little  Saskatchewan  River, 
on    its    Lenore    Subdivision,    Man. 

29.512.  Apr.  1.-  Disallowing  C.P.R..  G.T.R.. 
Canadian  National  Rys..  Toronto,  Hamilton  ft 
Buffalo  By..  New  York  Central  Rd..  Central  Ver- 
mont Ry.  providing  for  increased  commutation 
fares  and  onlering  that  new  tariffs  be  filed  for 
commutation     passenger    traffic. 

29.513.  Apr.  1. —  Authorizing  Pointe  aux  Trem- 
bles Terminal  Ry.  and  Canadian  National  Rya. 
to  operate  trains  over  interlocking  plant  in  Pointe 
aux    Trembles    Parish    without    first    stopping. 

29.514.  Mar.  20. — Suspending,  until  further 
order,  tariffs  of  Quebec  Central  and  Wabash  Rys.. 
effective  Mar.  29,  imposing  additional  tolls  on 
passenger  traffic  from  Canada  to  U.S.  destina- 
tions, also  Cuba  and  other  foreign  countries  where 
tickets  are  routed  directly  through  U.S.  ports 
or  gateways,  the  adverse  rate  of  exchange  and 
the  reiiuirements  of  U.S.  railways,  for  settlement 
in  U.S.  funds  bfing  stated  as  the  reason  for 
additional   tolls. 

29,615.  Mar.  25.— Authorizing  Montreal  Tram- 
ways Co.  to  cross  C.P.R.  on  Park  Ave.,  between 
Atlantic    Ave.    and    Hinumont   St. 

29.516.  Mar.  29.-  Authorizing  Canadian  North- 
em  Western  By.  to  build  spur  for  W.  J.  Anderson 
in  s.e.  H  Sec.  12,  Tp.  29,  Range  13,  west  4th 
meridian,    Alta. 

29.517.  Apr.  6.-  Dismissing  Toronto,  Hamilton 
ft  Buffalo  By.  application  for  recession  of  onler 
24,614.  Dec.  28.  1915,  for  the  construction  of  a 
new  bridge  carrying  King  St..  Hamilton.  Ont.. 
over  ita  tracks  ;  also  City  of  Hamilton's  applica- 
tion to  vary  order  21.164  so  as  to  impose  the 
whole  cost  of  bridge  upon  T.H.  ft   B.R. 

29.B18.  Apr.  6.— Amending  onler  17.774,  Oct. 
15,  1912.  which  authorized  Barton  Tp..  Ont..  and 
Hamilton  City  and  Suburban  Homes  to  carrj- 
Roscdale  Ave.  across  Toronto.  Hamilton  ft  Buffalo 
Ry. 

29.519.  Apr.  6.— Authorizing  Sherbi-ooke  Ry. 
ft  Power  Co.  to  build  its  tracks  under  C.P.R. 
at   Gait   St..   Sherbrooke.   Que. 

29.520.  Apr.  1.— Authorizing  Alberta  Govern- 
ment to  make  highway  crossing  over  C.P.R,  in 
north  holf  of  Sec.  3.  Tp.  9,  Range  26,  west  4lh 
meridian.    Alia. 

29.621.  Apr.  3.-  Authorizing  G.T.R.  to  build 
spur  for  Tultle  ft  Bailey  Mfg.  Co.  of  Canada, 
Bertie    Tp.,    Ont. 

29.622.  Apr.  3.  Relieving  C.P.R.  from  provid- 
ing further  protection  at  crossing  of  Mountain 
Ave.,    2.73   miU-s   west  of   Westfort.   Ont. 

29  523.  and  29,524.  Apr.  3.-  Approving  Bell 
Telephone  Co.  agre<.menls.  Mar.  9.  with  Cie  dr 
Telephone  SI.  Comille.  Wolfe.  Richmond  and 
Sherbrooke  Counties.  Que.,  and  Mar.  24.  with 
Ardtrea    Telephone     Co.,     Simcoe    County.     Ont. 

29,526.  Apr.  1.-  Authorizing  C.P.R.  I"  build 
spur  for  Provincial  MenUl  Asylum,  Weybum, 
Sask.  

29  626.  Apr.  7.— Aulhoriring  G.T.R.  to  operate 
over  interlocking  plant  where  Niagara,  St.  Cath- 
arine* ft  Toronto  Ry.  crosses  Elm  St  .  Port  Col- 
Imrne,    Ont.,    without    first    stopping. 

"1627.  Apr.  12. -Approving  route  map  show- 
ing  general  location  of  C.P.R.  I.eader  Southeast- 
erly   Branch   mile   29.0   to   50.1.   and   mile   SB.O  to 

29.528,    29,530.      Apr.    12,-    Approving    Bell    Tele- 
phone Co.   agreemenU,   Mnr.   22,  with  The   Victorj- 
Telephcne    Co..    Grey    and    Bi 
Mnr  ~  ' 


Prinim  I..I    an. I    ,\  ih»l,s>ka    Countin,    Que.:    and 
Wxl    Co-oper«tlT*   TeU- 
OnL 
-.kna   loeaUon   of  C.P.R. 

\i>r      1.'       ,\i>provlng     agrsvnnent     Mar. 

,,    Bell    Telephone    Co.    and    Arr    Rural 

!■>  .    of    Waterloo,     Brant,    and    Oxford 

lint. 

L'l    ,M        Mar     29       Authorising    C  PR.    ti)    build 

exUnilon     of     spur     fir     RrvrUloke     Sawmill     Co.. 

Calgary.    AlU. 

29. '.31.  Apr  13.  Authorizing  Canadian  Na- 
tional Ry*.  to  rvbuild  bridge  over  Moira  Ri\-er, 
Hungerfoni    Tp  ,    Onl 

29.535.  Apr.  14.  Authorizing  Chief  Commis- 
sioner l«  at>l<r<.%e  :,M.ed  location  of  C.P.R. 
Bassano  K  '  i  EmprrM  to  Mllilen) 
from   mil. 

29.536.  Mng  G.T.R.  bylaw  37. 
Mar.  12  -ice  Prealdent.  Freight 
Traffic  Manai- r  .  r  i..  r.ral  Freight  Agent  to  i>sue 
tariffs    of    tolls    for    freight    traffic. 

29.537.  Apr.  9  -Aulhi.riiing  C.P.R.  to  build 
iu  Swifl  Current  Northwesterly  Branch  at  mile 
311  al  grade,  across  Grand  Trunk  Pacific  Ry. 
near   Torlea.    AlU. 

29.538.  Apr.  15-  Approving  C.P.R.  location 
of    scmi-encloseil    shelter   at    Roberlaon.    AlU. 

29.539.  Apr.  15.  Dismissing  complaint  of  l.ake 
Lumber  Co..  J.  C.  Wilson  Lumber  Co..  and  mer- 
chants of  Qualicum  lleach.  B.C..  against  all  .ged 
.li.crimination  in  differential  of  3c  a  100  lb  ..ver 
rates  from  Vancouver  on  lumber  from  Qnalirum 
Beach  and  Dashwood  to  destinations  between  Bri- 
tish Columbia-AlberU  boundar>-  and  Port  Arthur. 
Ont..  compared  with  differential  of  ISc  a  100  lb. 
from    Victoria.    B.C. 

29.540.  Apr.  10. — Authorizing  C.P.R.  to  build 
spur  for  North  SUr  Oil  ft  Refining  Co.,  Cam- 
rose.   AlU. 

29.511.  Apr.  15. — Authorizing  Canadian  Na- 
tional R>-s.  to  rebuild  briilge  over  w«at  channel 
of  Moira  River  iStoco  Lake)  at  mile  32.9  from 
Yarker.    Ont. 

29.542.  Apr.  15.— Authorizing  Canadian  North- 
em  Western  Ky.  for  four  months  from  date  to 
carrj-  traffic  over  it,«  Hanna-Medicine  Hat  Branch, 
from   Bonar.  mile  25.9   from  Saskatoon  to  mile  47. 

29.543.  Apr.  15. — .Authorizing  Canadian  Na- 
tional Rys.  to  carry  traffic  between  Alpha  St. 
and  Point  Ellice  bridge.  Victoria.  B.C..  sped 
not   to   exceed    8   miles    an    hour. 

29.544.  Apr.  IS. — Authorizing  Vancouver,  Vic- 
toria A  Eastern  Ry.  ft  Navigation  Co.  to  rebuild 
pile  trestle  and  erect  an  80-ft.  plate  girder  at 
mouth  of  Campbell  Creek,  bridge  68.  near  White 
Rock.    B.C. 

29.545.  Apr.  16.— Authoriiing  Michigan  Cen- 
tral Bd.  to  build  spur  for  Carbon  Alloy  Steel  Co.. 
Frascr   sUtion,    Ont. 

29.546.  Apr.  16.— Authorizing  G.T.R.  to  oper- 
ate trains  over  spur  serving  Oakoal  Co.  (Can- 
adaK    Toronto. 

29.547.  Apr.  19.— Authorizing  C.P.R.  to  build 
spur  for  McGillivray  Creek  Coal  ft  Coke  Co..  Cole- 
man.   AlU.  ^         ,^ 

29.548.  Onlering  that  crossing  of  G.T.R.  Don 
Belt  Line  and  C.P.R.  spur  on  Eastern  Ave..  To- 
ronto, be  protected  by  watchman  appointed  by 
G.T.R.   between   7   a.m.   and    jl    p.m. 

29.549.  Apr.  15.— Authorizing  Canadian  Na- 
tionol  Rys.  lo  rebuild  spur  subway  acrou  Bowes 
St.,    Parry   Sound.    Ont. 

29.550.  Apr.  19.— Authorizing  OtUwa  Electric 
Ry.  to  file  within  seven  days  from  dale  Uriff 
effective  Apr.  6.  showing  passenger  fare*  between 
Holland  Ave.  and  BriUnnia-on-the-Bay.  and  be- 
tween Cloverdalc  Road  and  the  Rifie  Range.  Ot- 
Uwa,   Ont. 


D.  B.  Hanna  Sues  for  Slander.— F.  S. 
Cahill,  M.P.,  for  Pontiac  County.  Que., 
in  addrcssinp  the  Montreal  Reform  Club, 
April  17,  is  reported  to  have  made  cer- 
tain charg-es  again.^t  D.  B.  Hanna,  Pie.<i- 
dent  Canadian  National  Rys.,  amonir 
others  that  he  i.^  favoring  Mackenzie- 
Mann  intere.sts  and  that  they  are  mak- 
inp:  larfrc  profit.':  out  of  the  Canadian  Na- 
tional Rys.  Mr.  Hanna  has  insti-ucted 
his  solicitor  to  institute  proceedings  for 
slander  against  Mr.  Cahill,  for  unstated 
damages. 

Railway  Lands  Patented— Letters  pa- 
tent were  issued  during  March  for  Do- 
minion railway  lands  in  Manitoba,  Sa- 
skatchewan, Alberta  and  British  Colum- 
bia, as  follows: 

Acre*. 

Canadian   Northern   AlberU   Ry .'•?*. 

Canadian    Northern    Ry $i4.lOI 

Canadian    Pacific    Ry.    roadbed    and    aU- 

lion    grxiund..    ■;. 2J-« 

Grand   Trunk    Pacific    Branch   Line*   Co....  R«.«7 

Nicola.    Kamloops    and    Similkameen    Ry.  '*'•'* 

ToUl     »*•«" 


May,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


251 


C.P.R.  Equipment  Trust  Certifi- 
cates. 


The  following  prospectus  has  been 
issued  of  the  $12,000,000  C.P.R.  equip- 
ment trust  6'^  sold  certificates,  referred 
to  in  Canadian  Railway  and  Marine 
World  for  April,  which  will  be  issued 
under  Philadelphia  plan,  in  denomina- 
tions of  $1,000.  to  mature  $500,000  semi- 
annually Oct.  1.  1920  to  April  1,  1932. 
Dividend  warrants  will  be  payable  semi- 
annually .\pril  1  and  Oct.  1.  Principal 
and  dividends  will  be  payable  at  New 
York,  N.Y.,  and  Pittsbursr,  Pa.,  in  U.S. 
pold  coin.  The  certificates  will  be  spe- 
cially secured  by  standard  new  railway 
equipment  costing  $15,000,000  delivered. 
The  title  to  this  equipment  is  to  be  vested 
in  the  Union  Trust  Co.  of  Pittsburp,  as 
trustee,  and  it  will  be  leased  to  the  rail- 
way company.  Pending-  receipt  of  the 
equipment,  which  is  to  bo  delivered  in 
Canada,  the  trustee  will  hold  for  the 
benefit  of  the  certificate  owners  $15,000,- 
000  in  cash  at  the  Bank  of  Montreal,  sub- 
ject to  the  trustee's  order. 

The  C.P.R.  Co.  controls  a  transcontin- 
ental railway  system  of  about  18,500 
miles  e.xtendintr  from  St.  John,  N.B.,  to 
Vancouver,  B.C.,  penetrating  the  U.S.  as 
far  as  Chicago  and  St.  Paul,  and  connect- 
ing by  its  own  steamship  lines  with  Euro- 
pean and  Asiatic  ports.  Of  the  8,300  miles 
of  road  directly  owned,  only  about  180 
miles,  branch  lines,  are  mortgaged.  The 
C.P.R.  has  been  able  to  maintain  its 
earnings  on  a  very  substantial  basis,  in 
spite  of  increased  operating  costs,  as  evi- 
denced by  the  following  income  accounts 
reported  by  the  company: 

Years  ended  Dec.  31 : 

Gross   earnings   

Operating    expenses    

Net    earnings    

Other     income     

Total    income    

Fixed    charges    

Balance  after  charges   

Times    charges    earned    

The  dividends  on  the  $12,000,000  6% 
equipment  trust  certificates  will  be  $705,- 
000  in  the  first  year.  Had  fixed  charges 
in  1919  been  increased  by  this  amount, 
total  charges  would  have  been  earned 
about  3.85  times,  without  allowing  for 
any  benefit  from  the  proceeds  of  this 
issue.  Dividends  have  been  paid  on  the 
company's  ordinary  stock  since  1883  and 
since  1910  the  rate  has  been  107c  a  year. 
The  equity  junior  to  funded  debt  and 
equipment  issues  is  represented  by  over 
$80,000,000  of  49o  preference  stock  and 
by  ordinary  stock  having  at  present 
quoted  prices  an  indicated  market  value 
of  $320,000,000. 

The  prices  for  the  certificates  range 
from  99%  for  those  due  Oct.  1,  1920,  to 
94%  for  those  due  April  1,  1932.  The 
first  12  maturities  yield  approximately 
6%%  and  the  last  12  maturities  approxi- 
mately  6^8%. 


Grand  Trunit  Railway  Acquisition 
Legislation. 


A  bill  was  introduced  in  the  House  of 
Commons,  April  12,  by  the  Minister  of 
Railways,  to  confirm  the  agreement 
dated  March  8,  1920,  between  the  Crown 
and  the  Grand  Tnink  Railway  Co.,  for 
the  acquisition  by  the  Cro\\-n  of  the  com- 
pany's capital  stock,  with  the  exception 
of  the  four  per  cent,  guaranteed  stock, 
and  was  read  a  first  time. 


The  bill  contained  two  sections  and  a 
-schodulo.  the  latter  being  the  agreement 
dated  March  8,  1920,  executed  under  the 
powers  of  the  Grand  Trunk  Railway  Ac- 
quisition Act,  1919.  The  first  section  of 
the  bill  provided  for  the  correction  of  the 
agreement  in  two  particulars,  viz.: — "By 
adding  thereto,  under  the  caption,  "Com- 
panies directly  controlled  by  the  Grand 
Trunk  Railway  of  Canada,"  the  follow- 
ing:— Vermont  and  Province  Railroad 
Co.,  controlled  by  iitock  owners'  corp.,  100 
per  cent.;  Pembroke  .Southern  Ry.  Co., 
controlled  by  stock  owners'  corp.,  major- 
ity, and  by  striking  out  of  the  first  sched- 
ule of  the  agreement  under  the  caption 
"Companies  controlled  by  the  Grand 
Trunk  Ry.  Co.,  of  Canada  by  lease,"  the 
words,  "Pembroke  Southern  Ry.  Co.," 

The  second  section  of  the  bill  was  as 
follows: — "The  said  agreement,  as  cor- 
rected as  aforesaid,  is  hereby  declared 
to  have  been  sufficiently  ratified  bv  the 
holders  of  stocks  of  the"  G.  T.  Ry.  Co.  as 
required  by  Sec.  7  of  the  said  act,  and 
to  be  binding  and  effective,  and  is  here- 
by in  all  respects  ratified  and  confirmed 
as  the  agreement  authorized  by  the  said 
act  and  for  all  the  purposes  thereof." 

The  bill  was  passed  through  its  vari- 
ous stages  up  to  the  third  reading  with- 
out amendment,  when  on  the  motion  to 
read  it  the  third  time,  April  22,  unani- 
mous consent  was  given  to  the  insertion 
of  the  following  as  section  3: — "Nothing 
herein  contained  shall  bo  construed  as 
authoiizing  any  lending  of  money  by  the 
govei-nment  to  the  managing  committee, 
mentioned  in  the  fourth  section  of  the 
said  agreement,  without  the  specific  au- 
thority of  parliament." 


1917 
$152,389,335 
105,843.317 

1918 
$157,637,698 
123,035.310 

1919 
$176,929,060 
143.996.024 

46.54S,018 
8,744.617 

34.602,388 
7,934.775 

32,933,036 
9,049,343 

55.290.635 
10,229.143 

42,437,163 
10.177,513 

41.982,379 
10,161.510 

$45,061,492 
5.40 

$32,259,650 
4.17 

$31,820,869 
4.13 

Hon  Mackenzie  King,  moved  to  return 
the  bill  to  committee  of  the  whole  for 
the  consideration  and  insertion  of  the 
following  words: — "Any  right  or  inter- 
est of  any  employe  of  the  G.  T.  Ry.  Co. 
existing  in  the  pension  system,  prior  to 
the  strike  of  the  company's  employes 
which  occurred  in  July,  1910,  is  hereby 
declared  not  to  have  been  affected  by  the 
said  strike  or  any  circumstance  or  con- 
dition arising  out  of  or  in  connection 
therewith." 

This  motion  was  defeated  by  90  to  69, 
and  the  bill  was  then  passed  and  sent  to 
the   Senate. 


Standard  Conditions  for  Wire 
Crossings  Over  Railways. 


The  Board  of  Railway  Commissioners 
passed  general  order  291,  April  7,  as  fol- 
lows:— Re  sec.  372  of  the  Railway  Act, 
1919,  for  carrying  of  wires  and  cables 
along  or  across  railway  tracks;  and  ap- 
plication of  Canadian  National  Rys.  for 
an  order  amending  the  Standard  Condi- 
tions and  Specifications  for  Wire  Cross- 
ings, approved  by  general  order  231, 
May  6,  191S,  a.s  amended  by  general 
order  267,  June  27,  1919.  Upon  reading 
what  is  filed  in  support  of  the  applica- 
tion, the  Canadian  Pacific  and  Grand 
Tnank  Railways  concurring  therein.  It 
is  ordered  that  the  said  standard  condi- 
tions and  specifications,  as  approved  by 
general  order  231,  be  amended. 


(1)  By  stiiking  out  paragraph  4  of 
part  1,  and  substituting  therefor  the  fol- 
lowing, viz.: — "4.  The  applicant,  before 
any  work  is  begun,  shall  give  the  rail- 
way at  least  72  hours  prior  notice  there- 
of in  writing,  and  the  said  railway  com- 
pany shall  be  entitled  to  appoint  "an  in- 
spector, under  whose  supervision  such 
work  shall  be  done,  and  whose  wages,  at 
a  rate  not  to  exceed  $11  a  day,  shall  be 
paid  by  the  applicant,  such  payment  to 
cover  both  wages  and  expenses.  When 
the  applicant  is  a  municipality  and  the 
work  is  on  a  highway  under  its  jurisdic- 
tion, the  wages  of  the  inspector  shall  be 
paid  by  the   railway  company." 

(2)  By  striking  out  paragraph  4  of 
part  2  and  substituting  therefor  the 
following,  viz.:  "4.  Before  any  work  of 
laying,  removing,  oi-  repairing  any  pipe, 
conduit,  wire,  or  cable  is  begun,  the  ap- 
plicant .shall  give  to  the  railway  com- 
pany at  least  72  hours  prior  notice  there- 
of in  writing,  accompanied  bv  a  plan  and 
piofile  of  the  part  of  the  railway  to  be 
affected,  showing  the  proposed  location 
of  such  pipe,  wire  or  cable,  conduit,  and 
works  contemplated  in  connection  there- 
with; and  the  said  railway  company 
shall  be  entitled  to  appoint  an  inspector 
to  see  tliat  the  applicant,  in  performing 
said  work,  complies  in  all  respects  with 
teh  terms  and  conditions  of  this  order, 
and  whose  wages,  at  a  rate  not  exceeding 
$11  a  day,  shall  be  paid  by  the  appli- 
cant, such  payment  to  cover  botli  wages 
and  expenses.  When  the  applicant  is  a 
municipality,  and  the  crossing  is  on  a 
highway  under  its  jurisdiction,  the  wages 
of  the  inspector  shall  be  paid  by  the  rail- 
way company." 

And  it  is  further  ordered  that  general 
order  267,  June  27,  1919,  and  general 
order  288,  M.ir.  23,  1920,  inade  herein, 
be  rescinded. 


Telegraph,  Telephone  and  Cable 
Matters. 

The  Oldtinie  Telegraphers  and  His- 
torical Association  will  hold  its  1920 
meeting  at  Toronto,  Sept.  1  and  2.  G. 
D.  Perry,  General  Manager,  Great  North 
Western  Telegraph  Co.,  is  President. 

The  Pacific  Cable  Board  announces  the 
following  staff  changes:  W.  E.  Lawson 
from  Bamfield,  B.C.,  to  Sydney,  Aus- 
tralia; T.  Aikins  and  J.  Ritz,  from  Suva 
to  Halifax,  N.S.,  and  F.  C.  Wilkins,  from 
Montreal  to  Halifax,  N.S. 

The  Great  North  Western  Telegraph 
Co.  has  opened  offices  at  L'Anse  a  Louise, 
Little  Metis  lighthouse,  Quo.,  Bankfield 
Missonga  and  Penhurst,  Ont.,  Runny- 
mede,  Sask.,  and  Redland,  Alta.,  and  has 
closed  its  office  at  Shippegan,  N  B 
Riviere  Ouelle  Wharf,  Que.,  and  Larson 
and  Minataree,  Ont. 

The  daily  press  made  the  statement 
recently  that,  "all  telegraphs  in  Canada 
except  the  C.  P.  R.  are  shortly  coming 
under  the  Government's  Great  North 
Western  system,"  which  is  not  quite  cor- 
lect.  The  Great  North  Western  Tele- 
graph Co.,  came  under  Dominion  Gov- 
omment  control,  through  the  taking  over 
of  the  Canadian  Northern  Ry.  by  the 
Canadian  National  Ry.  Co.  The  "G.  N. 
W.  T.  Co.,  in  conjunction  with  the  C.  N. 
R.,  has  about  completed  the  erection  of 
copper  wires  between  Toronto  and  Mont- 
real in  the  cast,  and  Winnipeg  in  the 
west.  The  erection  of  wires  has  also 
been  about  completed  between  Edmon- 
ton, Alta.,  and  Vancouver,  B.C.,  and  be- 
tween Kamloops  and  Victoria,  B.C.  The 
company  already  has  wire  facilities  be- 


252 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


May.  1920. 


Iwiin  Winni|)OK  and  Kiimonton.  un«l  the 
rrt>rtion  of  Uio  now  'virri.  will  jfivr  B 
through  fana.lian  ^<•r\i(•^•  Jx-lwocn  Mont- 
real and  Toronto  nn<l  Vanoouvn.  Tjn- 
r.    N"    W    T    <'n    t     rfi-ot':i1in»r  ^vith   the 

i-o.    for    thr 

plant   and 
,  ..   liut    it   is 

net  >.t  .-.  '1.1  n  tl.it  tt;.-  Ii.in.sfor  will  »>r 
mndp.  It  has  »>orn  -UKK'-'tcd  that  the 
Dominion  Covommont  tolotrniph  sy.stom 
Khould  !.<•  transf.-rrcHl  to.  or  oporatjxl  tiy 

the  <;  N  W-  T-  t'"-  '■"'  ""  •*""  "•"' 
run(t<m<nt   has   yet  horn  considorod. 

TelcRraph  and  Telephom-   Lints 
Estimates  for  192n-l«>2L 

Tho  Puhlio  Works  nepnrtmcnfs  osti- 
mates  for  tho  year  endinp  Mnr.  U,  l.»-i. 
submitted  to  the  House  of  Commons  re- 
cently, contain  the  foUowmps  items. 
chkrjreahle  to  income: — 

NOVA   SCOTIA. 
C«p»    Ilrrton    Trlntrmph    S>-»tcin-- 

Rinrw.l  of  polr,  b,t»«-n    Port  Hawkci.. 
bar>     i.n.1     Port     Hood     .nd     b<-tw«n 

Complrti.m     of      rrnrw.l     of     polr»     be- 

^^n    Eiu.t    lUy    .nd    B.l|-.    Cr«-k 800 

lUnrw.l    of    polr.    between    Engli.htown 

.nd    IneonUh    Ferry;- •■ r^""".;         • 

Reeon.lruflion  of  telephone  line  between 

H.r.-.rd  L.ke  .nd  N.E.  M.rK.ree  1.000 

Plctou    I.l»nd.    telephone   c.ble "X"" 

QUEBEC. 

ImprovemenU  to  rep.ir  I*"'"  ,iU-'~  ^'""^ 
Gr«.e   I.le  qu.nintine  telephone  line,  re- 

newal    of    pole*,    ete 

ONTARIO. 
B«th— Amhernt    Ul.nd    telephone    line.    U> 
irmnt     .uh.idy    of    $1,200     to    Amheret 
F.Und    Telephone    Co..    .nd    to    provide       ^^^ 

"""'SASKATCHEWAN    A>ro    A^^^^^ 
Pemee    River    line,    office    .nd    dwelling    .t 

Grande     Pmirie     •- •"■■;",■•       "•""'" 

Repaif*  .nd  improvement  to  office  buna-  ^^^ 

Inm     

BRITISH    COLUMBIA. 
M.inUnd    teleirraph    .nd    telephone    line*, 
to    provide      for     •eeond    wire     between       _ 

Similk.meen    and    Princetown..  .^..... ^        '.300 

Vancouver    I.lan.l.    conntruction   of   branch 
""telephone  line  from  Vancouver  I.land  to 

Port   Harvey.   Cracroft   Uland -        '•""" 

S  41.300 
CHARGEABLE    TO    COLLECTION    OF 

PHnce   F..w.rd   ,.,a^nrj\^^''.^ainUnd        .^.»     7.000 
Land  and  cable  teleuraph  line..  Lower  St. 
I^wrence    and    MariUme    Province*,    in- 
cludinit    workinir    expenwa   of   .hip.    re- 

qoire.1    for    c.ble    .erv.ce -IMOO 

Saikatchew.n     Z!I'"~'I--".-'--^---  107  ".000 

Britililf  CoiunibU;  ;_i^ni'.nd.......--.-.....j.."-     79.800 

Brittoh    Columbia.    Vancouver   liland   Di.-  ^^^  ^^^ 

Yokln  .y.tem'(";^hc™ft:Di;^'n):::::::":..."z«:ooo 

Teleiiraph  and  telephone  «rvlce.  generally     10.000 
$839,300 


Vice  of  I'.C.K.  ntfoiits  and  the  use  of 
ufHceii  •ml  station*,  and  also  for  the 
privileKe  of  operatinK  over  the  ('.(I.R. 
The  Cnnadian  Kx.  Co.  operates  over  the 
C.C.K.  on  the  same  basis.  Reply  ink'  to 
n  (|uestion  as  to  the  Canadian  National 
Kys.  taking  over  control  of  the  Canadian 
Ex.  Co.  and  whether  it  is  the  intention 
to  Kive  the  latter  company  the  exclusive 
privileKe  of  the  services  of  the  aKcnts 
and  stations,  the  Minister  said,  that  as 
this  is  a  question  of  policy,  it  will  l)e 
considered  by   the  C.G.K.   manaKcnient. 

The  Dominion  Ex.  Co.  was  defendant 
in  a  suit  brouitht  by  a  Russian  named 
Kosovsky,  in  the  Court  of  Review  at 
.Montreal,  recently,  for  loss  sustained 
through  a  money  transaction  between 
Canada  and  Russia.  The  plaintiff  ar- 
ranKcd  for  the  company  to  buy  1.10"> 
roubles  for  dispatch  to  his  wife  in  Rus- 
sia, but  owinp  to  the  unsettled  state  of 
that  country,  the  party  could  not  be 
found,  and  the  money  was  returned.  In 
the  meantime  the  value  of  the  rouble  had 
dropped  considerably,  so  that  the  1,165 
roubles  were  only  worth  $148.50  in  Cana- 
dian currency,  which  the  company  offered 
to  pay  the  plaintiff.  It  was  held  that 
the  company  could  not  be  held  respon- 
sible for  any  loss  caused  throuph  dif- 
ferences in  "the  rate  of  exchanpc.  and 
judg-ment  was  piven  in  favor  of  the 
company,  except  that  the  plaintiff  was 
(riven  the  option  to  demand  payment  in 
Russian  money. 


Board  of  Railway  Commissioners' 

Jurisdiction   Over  Express 

Companies. 


Among  the  Express  Companies. 

The  Canadian  National  Express  Co. 
has  opened  offices  at  Smoky  Lake,  Rad- 
way  Center,  and  Ashmont,  Alta. 

The  Canadian  National  Ex.  Co.  has 
opened  offices  at  Runnymedc.  Sask.,  and 
Redland,  Alta. 

W  S.  Stout,  President,  Dominion  Ex- 
press Co.,  returned  to  Toronto  early  in 
April,  after  spendinit  some  time  at  Pas 
Christian,  Mississippi. 

The  American  Railway  Ex.  Co.  put  into 
effect  .\pr.  15,  a  rule  which  requires  that 
prepayment  be  made  on  all  parcels  ship- 
ped from  Canadian  to  U.S.  points,  and 
that  payment  may  be  made  in  Canadian 
currency  from  the  point  of  oriKin. 

The  Minister  of  Railways  stated,  in 
answer  to  questions  in  the  House  of 
Commons  recently,  that  the  Dominion 
Ex.  Co.  pays  Canadian  Government  Rys. 
BC/r   of   its  props  earnings  for  the  ser- 


The  Board  of  Railway  Commissioners 
pave  the  followinp  rulinp  Mar.  24:  The 
board's  powers  in  repard  to  express  busi- 
ness are  set  out  in  the  Railway  Act,  sees. 
.360-366,  inclusive.  The  jurisdiction  is 
concerned  with  tolls.  The  group  of  sec- 
tions 360-36.3  is  concerned  with  the  for- 
malities as  to  preparation,  filinp,  etc.,  of 
tariffs.  Sec.  365  requires  that  contracts, 
conditions,  etc.,  limitinp  the  liability  of 
express  companies  are  to  be  approved  by 
Board.  Sub-section  2  (b)  of  the  same 
section  provides  that  the  board  may  pre- 
scribe the  terms  and  conditions  under 
which  "poods  may  be  collected,  received, 
cared  for  or  handled."  This  is  a  power 
in  repard  to  the  liability,  not  in  repard 
to  requirinp  the  establishment  of  facili- 
ties. See  in  this  connection  Canadian 
and  Dominion  Express  Co.  vs.  Commer- 
cial Acetvlcne  Co.,  9  Can.  Ry.  Case,  172. 
at  p.  174.  The  only  other  section  in  the 
proup  referred  to,  366,  is  concerned  with 
returns  by  companies  charging  express 
tolls.  ,  ^      , 

Sec.  364  gives  the  board  power  to  de- 
fine carriape  by  expre.«s.  This  was  for- 
merly sec.  362  of  The  Railway  Act;  and 
it  was  decided  in  Canadian  and  Dominion 
Express  Cos.,  vs.  Commercial  Acetylene 
Co.,  May  20,  1!»09,  1»  Can.  Ry.  Case.  172. 
that  express  companies  were  at  liberty 
to  exercise  their  own  discretion  in  refus- 
ing to  carry  by  express  any  particular 
commodity. 

Sec.  364  of  the  present  act  differs  from 
sec.  352  of  the  former  act  by  the  addition 
of  the  words  "and  may  order  that  all  such 
poods  as  the  board  may  think  proper  shall 
be  carried  by  express."  The  effect  of  this 
is  to  remove  the  discretion  which  the 
express  companies  formerly  had.  The 
express  company  may  not  discriminate 
between  goods  as  to  carriape,  but  this 
docs  not  pive  power  to  direct  the  instal- 
lation of  facilities  at  stations.  It  may- 
further   be   noted   that   in   the    proup   of 


Hcctionii  already  referred  to,  there  is  no 
section  which  gives  the  Iniard  power  to 
direct  that  faciliticn  shall  be  afforded. 

Subject  to  the  change  in  sec.  364  u 
above  referred  to,  the  group  of  section* 
covering  express  businens  arc.  with  min- 
or exceptions  as  to  am-'  '  ^>'' 
same  as  in  the  first  expr^  t 
given.  In  that  judgment.  •  '  if 
position  was  laid  down:  "No  ajipli' ations 
have  ever  been  made  to  the  board  to  re- 
quire railway  companies  in  Canada  to 
furnish  either  an  express  ser%ice,  or  any 
facilities  connected  with  such  a  service. 
All  applications  have  been  made  against 
the  express  companies.  It  is  apparent 
that  as  the  act  now  stands,  orders  for 
improved  facilities  for  handling  the  ex- 
press traffic  can  only  be  made  against 
the  railway  company.  By  improved  fa- 
cilities is  meant  car  service,  shelters,  and 
the  like;  and  if  express  companies  do 
not  provide  for  these  matters,  with  the 
railway  companies  over  whose  lines  they 
operate,  and  remove  all  proper  causes 
of  complaint,  then  it  will  be  the  board'* 
duty  to  deal  directly  with  the  railway 
companies  as  to  these  matters,  and  com- 
plaints from  the  public  must  be  made 
against  them."  In  the  matter  of  express 
companies,  etc.,  pp.  49-50. 

At  a  later  date,  the  board  had  before 
it  an  application  of  the  Village  of  Cum- 
berland, Ont.,  for  reinstatement  of  ex- 
press service  which  had  for  some  time 
been  rendered  by  the  Canadian  Northern 
Rv.  and  then  taken  out.  In  reply  the 
B"oard  stated  on  July  14.  1911:  "The 
board's  jurisdiction  in  the  matter  of  ex- 
press service  is  much  more  limited  than 
it  is  in  the  matter  of  freight  and  passen- 
ger rates.  Under  the  act  the  board  has 
no  jurisdiction  to  compel  the  Canadian 
Northern  Express  Co.  to  reinstall  the  ex- 
press serv-ice  which  the  board  has  been 
advised  is  withdrawn  between  Hawkes- 
burv  and  Ottawa.  If  the  freight  de- 
partment of  the  railway  refuses  to  give 
proper  facilities  for  the  handling  of  traf- 
fic, complaint  as  to  this  should  be  put  in 
form  and  submitted  to  the  board,  when 
the  matter  will  be  taken  up  with  the  rail- 
way company." 

In  dealing  with  an  application  of  the 
Town  of  Sudbury  for  a  direction  that  the 
Dominion  Express  Co.  should  establish 
an  up-town  office,  to  receive  and  deliver 
express  parcels,  it  was  pointed  out  that 
a  direction,  if  any,  as  to  the  installation 
of  an  up-town  express  office  must  be  a 
direction  to  the  railway,  not  to  the  ex- 
press company.  A  similar  ruling,  in  re- 
gard to  the  same  point,  is  to  be  found 
in  connection  with  a  complaint  from  the 
Town  of  Pincher  Creek,  complaining  in- 
ter alia,  apainst  the  closinp  of  the  Do- 
minion Express  Co.'s   up-town   office. 

In  summary  form,  the  board's  jurisdic- 
tion is  as  to  tolls  and  contracts,  etc.. 
limitinp  liabilitv.  with  the  additional 
power,  conferred  by  sec.  364  amended  as 
already  noted,  of  saying  what  may  be 
carried  by  express.  The  board  is  piven 
no  power  to  direct  an  express  company 
qua  express  company,  to  install  facili- 
ties or  to  arranpe  that  specific  sennce 
shall  be  given  at  specific  stations.  It 
follows  from  this  that  so  far  as  jurisdic- 
tion is  concerned,  the  board  has  no  power 
to  direct  an  express  company  to  rein- 
state at  a  station  or  stations  express  fa- 
cilities which  it  has  removed,  nor  has 
the  board  power,  as  a  matter  of  juris- 
diction, in  tho  first  instance  to  direct  the 
installation  of  facilities  at  a  station  or 
stations.  Its  jurisdiction  over  telegraph, 
telephone  and  express  companies  is  es- 
sentially a  rate  jurisdiction,  and  much 
more  limited  than  in  the  case  of  rail- 
ways. 


May,  1920. 


253 


Electric  Railway  Department 

Increases  in  Electric  Railway  Freight  and  Passenger  Rates. 


British      Columbia      Electric      Ry. — A 

press  report  states  that  Vancouver  City 
Council  is  considering  the  advisability 
of  asking  the  Board  of  Railway  Com- 
missioners for  a  rehearing  of  the  com- 
pany's application  for  a  6c  fare,  which 
was  granted  in  Oct.,  1919. 

The  Cape  Breton  Electric  Co.  is  re- 
ported to  have  applied  to  the  Nova 
Scotia  Public  Utilities  Commission  for 
permission  to  increase  its  car  fare  from 
the  present  rate  of  6c  to  7'/2.  C.  C. 
Curtis,  Manager,  addressed  the  Sydney 
Board  of  Trade,  recently,  on  the  com- 
pany's financial  position,  with  a  view  of 
showing  why  an  increase  of  fare  is 
necessary. 

Edmonton  Radial  Ry. — The  Edmonton, 
Alta.,  Bulletin,  in  a  recent  article, 
said: — "The  flat  rate  is  illogical.  It  de- 
fies the  principle  that  the  charge  should 
be  in  proportion  to  the  service  rendered. 
Having  found  that  we  cannot  defy  that 
principle  without  bankruptcy  of  the 
street  railway,  why  keep  on  trying?" 
The  article  claims  that  "the  high  fare 
kills  short  haul  traffic,"  and  that  "there 
is  no  money  in  long  haul  traffic,"  and 
suggests  that  the  fares  should  be  in 
proportion  to  the  distance  a  passenger 
is  carried. 

Hamilton  St.  Ry. — At  a  meeting  of  the 
Hamilton,  Ont.,  City  Council's  Street 
Railway  Committee,  April  26,  it  was  re- 
ported that  the  Hamilton  St.  Ry.  Co. 
was  preparing  to  ask  for  power  to  in- 
crease fares. 

London  Street  Ry. — In  July,  1919,  the 
London,  Ont.,  City  Council  passed  a  by- 
law authorizing  the  London  St.  Ry.  to 
increase  its  fares  for  adults  to  5c  or  7 
tickets  for  25c,  with  limited  tickets  good 
from  6.30  to  8  a.m.  and  from  5  to  6.30 
p.m.,  at  9  for  25c.  This  bylaw  was 
quashed  by  Chief  Justice  Falconbridge. 
The  case  was  then  appealed  to  the  High 
Court's  Appelate  Division,  which  in 
April  9  reversed  the  late  Chief  Justice's 
decision.  We  are  officially  advised,  how- 
ever, that  at  the  period  of  eight  months 
specified  in  the  bylaw  during  which  the 
higher  fare  provided  for  in  it  was  to  pre- 
vail had  expired  before  the  Appellate 
Division's  decision  was  rendered,  had  ex- 
pired, the  higher  fares  cannot  be  put 
into  effect  again. 

Montreal  &  Southern  Counties  Ry. — 
The  Board  of  Railway  Commissioners 
passed  order  29,564,  Apl.  24,  authorizing 
the  company  to  publish  and  file  tariffs 
making  an  increase  of  209c  in  its  pas- 
senger fares,  the  tariffs  to  be  effective 
within  seven  days  from  the  date  of  the 
order.  This  order  was  cancelled  by  or- 
der 29,571,  passed  Apl.  26,  as  follows: — 
Re  application  of  Montreal  &  Southern 
Counties  Ry.  for  an  order  permitting  it 
to  file  tariffs  providing  for  an  increase 
of  20' r  in  its  fares  now  charged  for  the 
carriage  of  passengers:  Upon  hearing 
the  application  at  Montreal,  Mar.  9,  in 
the  presence  of  counsel  for  and  repre- 
sentatives of  the  applicant  company,  the 
South  Shore  Welfare  League,  the  towrns 
of  St.  Lambert  and  Longueuil,  the  City 
of  Montreal,  and  other  parties  interest- 
ed, and  what  was  alleged,  it  is  ordered 
that  the  company  be  authorized  to  pub- 
lish and  file  tariffs  making  an  increase 
of  20'"r  in  its  present  passenger  fares; 
the  said  tariffs  to  become  effective  when 


the  standard  tariffs  are  published,  with 
a  notice  of  their  approval,  in  The  Canada 
Gazette,  in  compliance  with  the  provi- 
sions of  the  Railway  Act  1919.  That 
order  29,564,  dated  April  24,  made  here- 
in, be  rescinded. 

The  Nova  Scotia  Tramways  &  Power 
Co's  directors'  report,  presented  at  the 
annual  meeting  recently,  says  that  the 
average  fare  in  Halifax  is  4.3c  a  pas- 
senger. A  bill  was  introduced  in  the 
Nova  Scotia  Legislature  recently,  pro- 
viding for  an  increase  of  fares  on  the 
company's  electric  railway  lines  in  Hali- 
fax. A  press  report  states  that  the  bill 
passed  for  the  payment  of  three  rates: — 
7c  for  a  single  fare;  4  tickets  for  25c,  or 
a  strip  of  16  tickets  for  90c.  The  bill  is 
also  said  to  provide  that  the  Public  Utili- 


Canadian  Electric  Railway 
Association. 

Honorary  President,  Lieut. -Col.  J.  E. 
Hutcheson,  General  Manager,  Montreal 
Tramways   Co. 

Honorary  Vice  President,  Acton  Burrows, 
Proprietor  and  Editor,  Canadian  Railway 
and   Marine   World. 

President.  A.  Gaboury,  Superintendent, 
Montreal  Tramways  Co. 

Vice  President,  G.  Gordon  Gale,  Vice 
President  and  General  Manager,  Hull  Elec- 
tric Co. 

Honorary  Secretary-Treasurer,  pro  tem, 
A.  Eastman.  Vice  President  and  General 
Manager,  Windsor,  Essex  &  Lake  Shore 
Rapid   Railway  Co. 

Executive  Committee,  The  President,  Vice 
President,  and  F.  D.  Burpee,  Superintend- 
ent. Ottawa  Electric  Railway  Co.  ;  C.  C. 
Curtis,  Manager,  Cape  Breton  Electric  Co. : 
A.  Eastman.  Vice  President  and  General 
Manager.  Windsor,  Essex  &  Lake  Shore 
Rapid  Railway  Co. ;  Geo.  Kidd,  General 
Manager,  British  Columbia  Electric  Rail- 
way Co. ;  M.  W.  Kirkwood,  General  Man- 
ager, Grand  River  Railway  Co.  and  Lake 
Erie  &  Northern  Railway  Co. :  A.  W.  Mc- 
Limont.  Vice  President  and  General  Man- 
ager, Winnipeg  Electric  Railway  Co.  :  R. 
M.  Reade.  Superintendent,  Quebec  Railway 
Light  &  Power  Co. :  Lt-Col.  G.  C.  Royce, 
General  Manager,  Toronto  Suburban  Rail- 
way Co.  ;  C.  L.  Wilson,  Assistant  Manager, 
Toronto  &   York  Radial  Railway  Co. 

Official  Organ — Canadian  Railway  and 
Marine  World,  Toronto. 


ties  Commission  shall  have  jurisdiction 
over  the  fares  to  be  charged  on  the  lines 
after  July  1,  1921. 

Ottawa  Electric  Ry. — Canadian  Rail- 
way and  Marine  World  for  April  con- 
tained a  copy  of  the  company's  special 
passenger  tariff  C.R.C.  6,  which  it  filed 
to  become  effective  April  5,  following 
the  Supreme  Court's  judgment  allowing 
the  company's  appeal  against  the  Board 
of  Railway  Commissioners'  judgment 
refusing  it  permission  to  increase  fares 
on  its  suburban  lines  to  Britannia-on-the- 
Bay  and  Rockliffe.  On  April  1  the 
Board  of  Railway  Commissioners,  on  the 
application  of  the  City  of  Ottawa  and 
Nepean  Tp.,  suspended  the  tariff  until 
further  order.  "The  tariff  provided  for 
three  zones  on  the  suburban  lines,  two 
west  of  Holland  Ave.  on  the  Britannia 
line  and  one  east  of  Cloverdale  Road  on 
the  Rockcliffe  line.  It  also  eliminated 
workmen's  limited  tickets  on  the  exten- 
sion. On  April  19  Chief  Commissioner 
Carvell  gave  judgment,  deciding  that 
there  should  be  but  one  zone  between 
Holland  Ave.  and  Britannia-on-the  Bay, 
instead  of  two  as  asked  by  the  company. 


that  there  should  also  be  a  zone  east  of 
Cloverdale  road  and  that  workmen's  lim- 
ited tickets  should  be  issued  on  the  in- 
terurban  extensions,  as  on  the  city  lines. 
The  board  passed  order  29,550  accord- 
ingly on  the  same  day  in  accordance  with 
which  the  company  filed  Special  Passen- 
ger Tariff  C.R.C.  7,  cancelling  C.R.C.  4, 
effective  April  26,  and  providing  for  sep- 
arate fares  on  the  two  interurban  ex- 
tensions as  follows: — 

Between  points  within  the  area  defined  by 
Holland  Ave.  in  the  west,  the  City  of  Hull  in 
the  north,  Cloverdale  Road  in  the  east,  and  Grove 
St.  in  the  south  ;  and  between  points  therein  and 
the   Experimental    Farm   and   intermediate   points. 

Also  between  Holland  Ave.  and  Britannia  Park, 
and  intermediate  points ;  and  between  Cloverdale 
Road  and  the  Rocklifle  rifle  range  and  inter- 
mediate  points. 

Between  .'i.30  a.m.  and  12  midnight  5c.  Child- 
ren  under  10.   3c. 

To  workingmen  and  others,  33  tickets  for  $1, 
or  8  tickets  for  2,'Jc,  good  from  first  trip  in  morn- 
ing  until    7.30   a.m.,   and   between   5    and   6.30. 

Seven  tickets   for  2r»c,   good  only  on  Sunday. 

School  children  under  14  to  and  from  school  at 
the  rate  of  40  tickets  for  $1,  good  between  7  and 
9.30  a.m.,  11.30  a.m.  and  1.30  p.m.,  and  3.30  and 
5  p.m. 

Between   12  o'clock  midnight  and  5.30  a.m..  10c. 

The  above  fares  are  of  course  in  addi- 
tion to  fares  on  the  city  lines,  for  pas- 
sengers travelling  over  both  city  and 
interurban  lines  and  are  additional  to 
the  city  fares  as  charged  formerly. 

Peterborough  Radial  Ry. — A  Peterbor- 
ough, Ont.,  press  dispatch  of  April  7 
says: — To  meet  the  cost  of  extension  of 
the  street  railway,  a  new  schedule  of 
fares  is  contemplated  at  5c,  6c,  7c  and 
10c.  The  10c  fares  will  be  for  a  service 
to  Crawford's  Grove  and  other  points 
outside  of  the  city. 

Regina  Municipal  Ry. — A  press  report 
of  April  20  stated  that  the  Regina,  Sask., 
City  Council  was  to  consider  on  April 
21  the  report  by  D.  W.  Houston,  Super- 
intendent, recommending  the  adoption  of 
a  6c.  fare  unless  the  people  are  prepared 
to  endorse  the  operation  of  one-man  cars. 

St.  Thomas  Municipal  Ry.— The  St. 
Thomas,  Ont.,  City  Council  has  decided 
to  eliminate  workmen's  tickets,  sold  for- 
merly 8  for  25c.  The  fares  now  are  5c 
cash;  6  tickets  for  25c,  or  24  for  $1; 
children  from  5  to  12  years,  10  tickets 
for  25c. 

Winnipeg  Electric  Ry. — The  hearing 
of  the  Winnipeg  Electric  Ry.'s  applica- 
tion for  power  to  charge  increased  fares 
was  resumed  before  the  Manitoba  Public 
Utilities  Commissioner  April  15. 

A  recent  press  report  stated  that  an 
understanding  had  been  reached  between 
the  company  and  the  city  on  the  fare 
question,  but  we  were  officially  advised 
April  12  that  there  was  no  foundation 
for  the  report. 


Chatham,    Wallaceburg    &    Lake    Erie 

Ry.'s  Future.  —  The  Chatham,  Ont, 
Chamber  of  Commerce  is  reported  to 
have  invited  Sir  Adam  Beck  to  visit  the 
city  to  discuss  with  representative  of  the 
various  municipalities  served  by  the  C. 
W.  &  L.  E.  R,  the  advisability  of  taking 
it  over  as  part  of  the  Hydro  Electric 
Power  Commission  of  Ontario's  system 
of  electric  railways.  Representatives 
from  various  municipalities  met  at  Wal- 
laceburg, Ont.,  Mar.  31,  and  appointed 
a  committee  to  invite  the  C.P.R.  to  ac- 
quire the  line  and  to  extend  it  from  Wal- 
laceburg to  Sarnia. 


251 


May.  1920. 

Auditor's  Report  on  Hydro  Klectric   Power  Commission   of  Ontario's  Electric 

Railway  Projects. 


r,.  T.  n.iik  ..„.   IT  A 


u.u>  a^cti  b>  tlu'  rifiiMt.-i,  itc<'litl>.  to 
n>|M>rt  on  1.  The  sUU-  of  the  ulTiiir.'^  of 
racli  of  the  .Hystcms  ami  rompunit'.s  con- 
trolled or  operatrd  by  the  romnii.'<.sion; 
2,  The  approxinuite  amount  of  money 
which  must  be  obtaine<l  by  the  province 
within  the  next  two  years  on<l  be  loaned 
to  the  commission  in  order  to  allow  it  to 
complete  works  undertaken  by  it  and 
now  in  course  of  construction,  and  to 
pay  debts  which  become  due  within  that 
period;  3,  To  express  an  opinion  as  to 
the  soundness,  from  a  business  stand- 
point, of  each  of  the  undertakings  now 
operated  by  the  commission,  and  as  to 
whether  there  arc  any  reasons  why,  with 
the  (jovemment  sympathetic  and  desir- 
ous of  supportinit  the  commission,  so  far 
as  it  can  1m"  done  with  benefit  to  the 
municipalities  and  the  province,  the  kov- 
emment  cannot  safely  continue  and  ex- 
tend support   to  the  commission. 

Following  is  the  portion  of  Mr.  Clark- 
son's  report  dealing  with  the  Hydro- 
Electric  railway  lines: — 

Under  the  provisions  of  the  Hydro- 
Electric  Railway  Act.  1914,  and  amend- 
ments thereto,  the  commission  is  au- 
thorized to  enter  upon  the  construction 
or  purcha.se  and  operation  of  electric 
railway  lines  when  and  so  soon  as  (a) 
The  Lieutenant-Governor  in  council  shall 
have  authorized  the  municipalities  in- 
terested to  enter  into  agreements  with 
the  commission  for  the  construction  and 
operation  of  any  electric  railway;  and 
(b)  The  municipalities  interested  shall, 
in  i-espect  of  any  propo.sed  line,  have 
signed  agreements  containing  terms  and 
conditions  laid  down  by  the  act,  includ- 
ing the  assumption  on  their  part  of 
liability  for  the  costs  of  constiuction 
and  operation  of  such  a  line. 

Under  sec.  6  of  the  act,  it  is  provided 
that  the  commission  may  raise  money  for 
the  consti-uction  and  e<)uipment  of  such 
a  railway  line  by  the  issue  of  bonds  se- 
cured u^on  the  railway  and  all  assets 
belonging  thereto,  and  further,  that  it 
may  from  time  to  time  increase  the 
amount  of  the  bonds  so  to  be  issued  by 
any  amount  which  it  deems  necessary  to 
cover  the  costs  of  construction  and  equip- 
ment or  to  provide  for  extensions  or  im- 
provements to  the  line. 

Under  sec.  7  of  the  act  it  is  provided 
that  neither  the  province  nor  the  com- 
mission .'ihall  be  liable  for  the  payment 
of  the  bonds  to  be  issued  by  the  commis- 
sion, except  to  the  extent  of  the  moneys 
which  shall  be  received  in  connection 
with  the  operation  of  the  railway  lino  or 
from  the  .sale  of  debentures  to  be  de- 
posited with  the  commission  by  the 
municipalities.  Under  .sec.  H  of  the  act, 
however,  it  is  provided  that  the  Lieuten- 
ant-Governor in  council  may  authorize 
the  Provincial  Treasurer  to  guarantee 
the  payment  of  the  bonds  issued  in  re- 
spect of  any  radial  line  they  cannot  be 
.sold  by  the  commission  to  advantage 
without  the  guarantee  of  the  province. 

The  municipalities  on  their  part  are 
required  to  deposit  debentures  to  the 
amount  of  their  respective  shares  of  the 
costs  of  construction  and  equipment  of 
the  railway  line,  with  the  commission, 
and  these  debentures  are  to  he  helil  by 
the  commission  as  collateral  sccuritv  for 


the  liondK  i.isued  by  it,  nubject  to  the 
right  on  its  part  to  .nell  or  dispo.He  of  so 
much  of  them  as  may  be  necessar>-  at 
any  time  to  meet  the  payment  of  any 
amounts  due  by  a  municipality  in  de- 
fault. The  agreements  with  the  munici- 
l»alities  are  very  rigid  in  character,  in 
that  the  responsibilities  assume<l  by  each 
municipality  are  based  upon  the  costs  of 
construction  and  operation  of  a  line,  the 
exact  location  and  character  of  which  is 
definitely  laid  down  in  each  agreement. 
Legal  opinion  is  that  there  is  cloubt  as 
to  whether  the  obligations  assumed  by 
any  municipality  can  be  enforced  in  the 
event  that  a  line  shall  be  constructe<l 
and  operated  for  a  portion  only  of  the 
distanct  prescribed  in  the  agreement  to 
which  such  municipality  is  a  party;  this 
is  particularly  the  case  if  the  portion 
constructed  becomes  a  defined  part  of  a 
new  system  comprised  of  the  part  of  one 
system  and  the  part  or  the  whole  of  an- 
other system,  leaving  any  ))ait  of  either 
of  the  original  systems  uncon.-itructed. 

The  commission  has  in  contfmplation 
the  consti-uction  or  purchase  and  opera- 
tion of  the  following  linos: — (a)  Port 
Credit  to  St.  Catharines  Line,  to  run  be- 
tween the  Village  of  Port  Credit  and  the 
City  of  St.  Catharines;  (b)  Toronto  to 
Port  Credit  to  London  line,  to  run  be- 
tween the  City  of  Toronto,  to  the  Vil- 
lage of  Port  Credit,  and  the  City  of  Lon- 
don; (c)  The  Toronto  and  Eastern  line, 
to  run  from  the  City  of  Toronto  to  the 
Town  of  Bowmanville. 

Neccssarj'  agreements  have  been  exe- 
cuted with  the  municipalities  in  respect 
of  the  Port  Credit  to  St.  Catharines  line, 
and  such  agreements  have  been  approvetl 
of  by  the  Lieutenant-Governor  in  coun- 
cil. Agreements  have  been  voted  upon 
by  the  municipalities  intere.sted  in  the 
Toronto  to  Port  Credit  to  London  line, 
but  the  same  have  to  be  signed,  I  am  in- 
foi-med,  by  the  municipalities  between 
Toronto  and  Port  Credit  only.  Agree- 
ments with  the  municipalities  in  respect 
of  the  Toronto  and  Eastern  line  have 
been  executed  and  the  approval  of  the 
Lieutenant-Governor  in  Council  thereto 
has  been  obtained. 

Costs  of  constiuction  and  purchase  of 
the  Port  Credit  to  .St.  Catharines  line  arc 
estimated  by  engineers  of  the  commis- 
sion at  $11,000,000,  which  amount  it  is 
proposed  to  raise  when  and  as  i-efluired 
by  sale  of  bonds  of  the  commission.  Cer- 
tain of  these  bonds  have  already  been 
guaranteed  by  the  province  and  are-  in 
the  hands  of  the  commission.  The  com- 
mission has  entered  upon  certain  obliga- 
tions in  connection  with  the  acquisition 
of  right  of  way  and  for  supplies  and  ma- 
terials, and  these  obligations  amount  to 
between   $'J.">0.000   and   $:!00,000. 

In  order  to  provide  for  connection  of 
the  Port  Ci-edit  to  St.  Catharines  line 
with  the  City  of  Toronto,  the  commis- 
sion has  made  expenditures  and  incurred 
liabilities  to  the  amount  of  upwards  of 
.<6r)0,0n0,  and  it  states  that  these  expen- 
ilitures  have  been  made  as  part  of  the 
costs  of  consti-uction  and  purchase  of  the 
proposed  Toronto  to  Port  Credit  to  Lon- 
don line,  in  respect  of  which  it  intenils 
to  apply  for  legislation  authorizing  it  to 
construct  and  operate  the  same  in  two 
divisions,  to  be  located  between  Toronto 
and  Port  Credit,  and  Port  Credit  and 
I-ondon.  Agreements  have  been  executed 
by    the    municipalities    between    Toronto 


and  Port  Credit,  but  not  by  thow  be- 
tween Port  Credit  an<l  I»ndon;  accord- 
ingly the  terms  of  the  Hydro-Electric 
liailway  Act  have  not  as  yet  been  com- 
plied with  in  respect  of  the  Toronto  to 
I'ort  Credit  to  lyondon  line  as  voted  on 
by  the  municipalities.  The  commission 
states  that  it  received  assurances  from 
Sir  William  Hearst,  when  Premier  of  On- 
tario, that  if  it  would  ohtn  •  • '■■'  ^ns 
by  the  municipalities  inte  t- 
ing  the  government  to  int;  i-g 
amendments  to  existing  Ni'i-iaimn  mat 
may  be  neces.sary  to  validate  the  build- 
ing of  the  Toronto  to  Port  Credit  sec- 
tion as  a  part  of  the  Toronto  to  St. 
Catharines  Hydro-Electric  Railway  (so 
as  to  make  the  same  legal,  valid  and 
binding  upon  the  municipalities),  that 
the  government  would,  with  the  presen- 
tation to  it  of  such  resolutions,  support 
legislation  to  that  effect.  In  such  event 
Sir  William  Hearst  is  said  to  have  ex- 
pressed the  opinion  that  no  difficulty 
would  be  met  with  in  carrying  out  the 
wishes  of  the  commission  to  have  the 
bonds  necessar>-  for  the  construction  and 
etiuipment  of  such  line  guaranteed  by  the 
province.  On  the  basis  of  these  assur- 
ances, therefore,  and  with  resolutions  by 
the  municipalities  in  its  possession,  the 
commission,  although  without  statutorj- 
authority  to  do  so,  has  felt  justified  in 
making  expenditures  amounting  to  $550.- 
000  out  of  the  funds  held  by  it  under  the 
terms  of  The  Power  Commission  Act,  in 
the  belief  that  by  so  doing  it  would 
make  a  considerable  saving  in  the  cost 
of  the  Toronto  to  Port  Credit  line.  En- 
gineers of  the  commission  estimate  that 
the  co.st  of  construction  of  the  Toronto 
to  Port  Credit  lino  w-ill  be  upwards  of 
.^.■i.OOO.OdO  to  $6,000,000. 

Estimates  of  the  engineers  of  the  com- 
mission indicate  that  the  cost  of  con- 
struction of  the  Toronto  and  Eastern 
line  will  be  about  $9,000,000.  to  be  raised 
as  and  when  required  by  sale  or  issue  of 
the  commission's  bonds  guaranteed  by 
the  province.  The  approval  of  the  Lieuten- 
ant-fJovei-nor  in  council  to  the  agree- 
ments with  the  municipalities  has  been 
obtained,  and  expenditures  upon  the  line 
to  this  date  amount  to  about  $10,000. 

.As  the  costs  of  construction  or  pur- 
chase and  operation  of  the  above  men- 
tioned electric  raihvay  lines  are  matters 
which  engineers  alone  can  estimate  at 
this  time.  I  am  unable  to  make  any 
further  statement  to  you  with  reference 
to  them.  Engineers  of  the  commission 
are  of  the  opinion,  however,  that  the 
i-evenues  of  such  lines  will  bo  sufficient 
to  meet  costs  of  operation. 


Niagara  Falls,  Wesley  Park  and  Clif- 
ton Tramway  Co.— We  are  officially  ad- 
vised that  this  company's  franchise  in 
Niagara  Falls,  Ont.,  expired  Mar.  31, 
.ind  that  the  city  council  had  given  no- 
tice that  it  would  assume  the  ow-ncrship 
on  the  expiration  of  the  franchise.  The 
i-itiy  council  recently  advised  the  Nia- 
gara, St.  Catharines  &  Toronto  Ry., 
which  owns  the  N.F.,  W.P.  &  C.T.  Co., 
that  it  was  applying  to  the  Ontario  Rail- 
way and  Municipal  Board  for  a  board 
of  arbitration  to  decide  upon  a  price  for 
jects  to  the  near  side,  some  of  which 
the  line.  In  the  meantime  the  line  is  be- 
ing operated  by  the  N.S.C.  &  T.  Ry.  as 
formerly,  but  wthout  any  agreement  with 
the  city. 


Mav,  1920. 


255 


British  Columbia  Public  Utilities  Commission  Abolished. 


In  the  British  Columbia  Lesislature, 
April  8,  a  government  bill  to  repeal  the 
act  of  1919  providing:  for  the  regulation 
of  public  utilities  and  establishing  a  Pub- 
lic Utilities  Commission  for  the  province 
was  read  a  first  time. 

1.  This  act  may  be  cited  as  the  Public 
Utilities  Act  Repeal  Act. 

2.  The  Public  Utilities  Act  is  hereby 
repealed. 

3.  Where,  because  of  the  enactment  or 
operation  of  the  Public  Utilities  Act,  it 
is  deemed  just,  necessary,  or  expedient 
that  any  of  the  powers  or  duties  con- 
ferred or  imposed  on  the  commission  by 
the  said  act  should  be  exercised,  the 
Lieutenant-Governor  in  Council  may  au- 
thorize the  commission  to  so  exercise  its 
powers  or  duties  to  the  extent  of  such 
authorization  as  if  the  said  act  had  not 
been  repealed,  or  may  appoint  any  other 
person  for  this  purpose,  and  in  either 
case  may  provide  for  remuneration  for 
such  services,  or  may  himself  make  any 
order  for  the  doing  of  anything  provid- 
ed for  under  and  within  the  scope  of  the 
powers  conferred  on  the  commission  by 
the  said  act,  the  doing  or  making  of 
which  may  so  become  necessary  or  ex- 
pedient, and  he  may  make  any  order  or 
regulation  which  may  appear  necessary 
or  expedient  because  of  the  repeal  of  the 
said  act  or  because  of  conditions  arising 
or  rights  affected  as  a  consequence. 

4.  The  jurisdiction,  rights,  powers, 
duties,  and  authority  of  every  person, 
city,  municipality,  minister  of  the 
Crown,  public  official,  or  public  body  di- 
vested, modified,  or  affected  by  the  en- 
actment of  the  act  hereby  repealed  shall 
revive  and  be  restored  as  if  such  act  had 
not  been  enacted. 

5.  In  the  event  of  the  British  Columbia 
Electric  Ry.  Co.  at  any  time  coming  un- 
der the  jurisdiction  of  the  Provincial 
Legislature  or  being  declared  by  a  court 
of  appellate  jtirisdiction,  whose  decision 
is  not  overruled,  to  be  under  provincial 
jurisdiction  and  not  a  work  for  the  gen- 
eral advantage  of  Canada,  all  agree- 
ments heretofore  existing,  statutory  or 
otherwise,  between  the  company  and  the 
City  of  Vancouver,  or  any  other  munici- 
pality shall  become  operative  and  bind- 
ing according  to  the  tenor  thereof  as  if 
the  Public  Utilities  Act  had  never  been 
passed. 

6.  The  moneys  collected  by  the  British 
Columbia  Electric  Ry.  Co.  and  held  as 
a  trust  fund  under  and  by  virtue  of  the 
provisions  of  subsec.  (4)  of  section  11  of 
the  Public  Utilities  Act  from,  on  or  af- 
ter April  9,  1919,  when  the  said  trust 
first  became  operative,  to  July  7,  1919, 
shall  be  divided  as  follows:  One-half  to 
the  British  Columbia  Electric  Ry.  and 
the  other  half  to  the  Vancouver  General 
Hospital;  and  the  railway  company  shall 
forthwith  pay  to  the  hospital  its  share 
of  the  said  money,  which  payment  shall 
constitute  a  discharge  of  the  trust  as  to 
the  money  collected  between  the  two 
aforementioned  dates  to  which  the  said 
trust  applied. 

7.  All  acts  done  by  the  Minister  of 
Railways  since  the  enactment  of  the  Pub- 
lic Utilities  Act  purporting  to  be  done 
under  the  provisions  of  the  Railway  Act 
are  hereby  declared  to  be  valid  as  of 
their  date,  notwithstanding  the  provi- 
sions of  the  Public  Utilities  Act. 

8.  The  Lieutenant  Governor  in  Coun- 
cil may  pay  to  the  officials  and  servants 
appointed  under  the  Public  Utilities  Act 
such  amounts,  not  exceeding  as  to  any 
official  servant   three   months    salary    or 


wages,  as  may  be  deemed  proper  in  con- 
sideration of  the  termination  of  their 
employment,  which  is  hereby  terminated. 

The  legislature  has  voted  $24,360  for 
the  expenses  of  the  commission  in  wind- 
ing up  its  affairs.  When  this  vote  was 
before  the  house,  April  8,  the  Attorney- 
General  stated  that  there  were  certain 
matters  which  the  Commissioner  had  to 
clear  up  and  it  was  estimated  that  this 
would   take   at   least   three   months. 

The  Public  Utilities  Act  was  assented 
to  Mar.  29,  1919,  and  shortly  thereafter 
Major  Retallaek  was  appointed  Com- 
missioner. Practically  the  first  work  he 
took  up  was  the  question  of  increased 
fares  on  the  B.  C.  Electric  Ry.  in  Van- 
couver, which  had  been  the  subject  of 
considerable  controversy  for  some  months 
prior  to  the  passing  of  the  act,  and 
which  formed  the  subject  of  special  pro- 
vissions  in  sub  sec.  4,  sec.  11,  which  pro- 
vided that  the  excess  of  Ic  being  col- 
lected in  Vancouver  by  the  B.  C.  E.  Ry. 
was  after  April  9,  be  paid  into  a  special 
trust  fund  and  retained  there  until  the 
Commissioner  fixed  the  fare  to  be  charg- 
ed, after  full  investigation.  After  the 
Commissioner  had  started  the  investiga- 
tion, legislation  was  passed  at  Ottawa 
which  placed  the  whole  of  the  B.  C.  E. 
Ry.  lines  under  the  Board  of  Railway 
Commissioners  for  Canada,  and  that 
board  sanctioned  the  company's  fare 
schedules  on  the  higher  rate.  The  trust 
fund  at  the  time  this  took  place  was  ap- 
proximately $50,000,  and  the  bill  passed 
by  the  legislature  will  divide  this  equal- 
ly between  the  city  hospital  and  the 
company. 

A  Vancouver  correspondent  wrote  us 
April  17  as  follows :^The  bill  repealing 
the  Public  Utilities  Act  of  1919  has  been 
passed  by  the  Legislature,  and  only  re- 
quires the  signature  of  the  Lieutenant 
Governor  to  become  law.  One  of  the 
reasons  for  the  repealing  of  the  act  was 
that  the  railway  lines  of  the  British  Co- 
lumbia Electric  Ry.  Co.  were,  by 
an  act  of  the  Dominion  Parliament, 
taken  from  the  control  of  the  pro- ' 
vincc,  and  placed  under  the  Dominion 
Board  of  Railway  Commissioners.  Then 
the  Telephone  Company  of  British  Co- 
lumbia was  placed  under  Dominion  con- 
trol, which  left,  in  the  opinion  of  the 
British  Columbia  government,  very  little 
scope  for  the  provincial  commission. 

The  B.C.  Legislature  has  provided  in 
its  repealing  of  the  Public  Utilities  Act 
for  the  revival  of  all  agreements  bind- 
ing the  B.C.  Electric  Ry.  Co.,  as  if  the 
act  had  never  been  passed.  Just  what 
effect  this  will  have  upon  the  6c  fare 
charged  in  Vancouver,  New  Westminster 
and  other  communities,  is  somewhat 
doubtful.  The  company's  franchise  pro- 
vides for  a  .'jc  fare.  The  6c  fare  was 
granted  until  Apr.  9,  1919,  and  conse- 
quently the  British  Columbia  govern- 
ment, by  the  Public  Utilities  Act,  extend- 
ed this  privilege  until  the  Public  Utilities 
Commission  could  investigate  the  neces- 
sity for  such  a  fare.  The  B.C.E.R.  Co. 
was  removed  from  provincial  jurisdic- 
tion, its  fares  were  confirmed  by  the 
Dominion  Board  of  Railway  Commission- 
ers, and  it  is  under  this  confirmation  that 
the  present  fares  are  being  charged.  If 
the  Dominion  Government  should  can- 
cel its  jurisdiction  over  the  company, 
this  would  throw  it  back  on  original 
agreements,  and  it  would  then  be  with- 
out recourse  to  either  Dominion  or  B.C. 
commissions. 

Another  curious  feature  of  the  B.C. 
repealing   act,   is   a   clause  which   might 


be  said  to  confiscate  one-half  of  some 
$48,000  held  in  trust  by  the  B.C.E.R.  Co. 
It  was  provided  in  the  Public  Utilities 
Act  that  the  6c  fare  be  continued  after 
April,  1919,  and  that  the  additional  cent, 
over  the  5c  statutory  fare,  should  be  paid 
into  a  fund,  until  such  time  as  the  pro- 
vincial commission  could  investigate  the 
merits  of  the  6c  fare.  If  it  should  have 
been  decided  that  the  company  was  not 
entitled  to  this  additional  cent,  the  fund 
was  to  go  to  the  Vancouver  General  Hos- 
pital. The  contributions  to  the  fund  up 
to  July  7,  1919  were  about  $48,000,  when 
they  stopped,  owing  to  the  company  com- 
ing under  Dominion  Government  juris- 
diction and  having  its  fai-es  appi-oved. 
The  repeal  act  contains  a  clause  to  the 
effect  that  this  fund  shall  be  divided 
equally  between  the  B.C.E.R.  Co.  and  the 
Vancouver  General  Hospital,  without  pro- 
viding for  any  investigation.  Whether 
this  is  a  confiscation  or  not,  it  is  hard 
to  say.  but  it  is  quite  probable  that  the 
cost  of  giving  service  from  April  to  July 
7,  1919,  warranted  much  more  than  a  6c 
fare,  in  which  case  the  company  would  be 
entitled  to  the  whole  of  the  fund. 

Responsibility  for  Fire  Damage  by 
Electric  Wires. 


The  Imperial  Privy  Council  gave  judg- 
ment recently  on  the  Quebec  Ry.,  Light 
&  Power  Co.'s  appeal  against  a  decision 
of  the  Supreme  Court  of  Canada  in  an 
action  brought  against  the  company  by 
G.  A.  Vaudry  et  al  to  recover  damages 
for  fires  caused  by  the  company's  wires. 
The  five  actions  were  consolidated  for 
the  purposes  of  the  appeal,  the  principal 
object  of  which  was  to  settle  the  true 
construction  of  article  1054  of  the  Civil 
Code   of   Lower   Canada. 

The  company  generates  and  distri- 
butes electricity  in  Quebec  City.  "The 
respondents'  houses  are  on  the  St.  Foye 
Road,  along  which  the  company  erected 
a  pole  line  carrying  a  primary  cable 
charged  with  electricity  at  2,200  volts 
and  a  secondary  cable  from  which  elec- 
tricity was  supplied  to  the  houses  at  108 
volts.  During  a  winter  storm  a  branch 
from  a  tree  broke  the  primary  cable  and 
the  high  tension  electricity  found  its  way 
along  the  secondary  cable  into  the  houses, 
setting  them  on  fire.  For  the  damage 
caused  the  owners  brought  their  actions, 
and  obtained  a  favorable  verdict  in  the 
first  coui't,  which  was  reversed  by  the 
Court  of  Appeal,  and  restored  by  a  ma- 
jority of  one  by  the  Supreme  Court. 

In  the  Privy  Council  judgment  Lord 
Sumner  held  that  two  questions  of  law 
arose  upon  the  case  (1)  whether  the 
plaintiffs  can  succeed  without  proving 
negligence  or  fault  against  the  company, 
and  (2)  whether  even  so  the  defendants 
would  succeed  if  they  proved  that  they 
could  have  prevented  the  fire.  After  dis- 
cussing the  law  fully  and  its  relation  to 
the  facts,  their  Lordships  decided  that 
the  appeal  should  be  dismissed  with 
costs. 


New  Brunswick  Electrical  Develop- 
ment.— The  N.B.  Legislature  is  being 
asked  to  appropriate  $1,000,000  to  de- 
velop water  powers  in  the  province  and 
provide  for  the  distribution  of  electrical 
energy.  It  is  proposed  to  do  this  work 
in  three  districts,  viz.,  St.  John  and  vi- 
cinity; Fredericton  and  the  upper  St. 
John  Valley  and  the  North  Shore, 
through  a   provincial   commission. 


25r. 


CANADIAN  RAILWAY  AND  MARINE  WORIJ) 


May,  1920. 


EliM-tric   liailway    Kmployes'  Wajjos,  Working:  Con- 
ditions, Etc. 


Thi-  llrili-li  <  mIuiiiIiui  Klrrlrir  U\ .  hns 
frranti'tl  r  iind  nuitormfn  an 

incrcnuc  Ir   nn   hour   from 

Apl.   1.  n-^ 

Intmirbain 
City  linn.  llnM. 

Pint    t    monltia  .         4*r  4»c 

S«rond  €  month*  Mt  6^r 

Third    <    months    .               ..  H'r  ftVc 

Tlunwdrr    tOr  62c 

Pro  rata  increases  have  been  made 
in  nil  olhtT  lines  represented  in  the 
Amalgamated  Association  of  City  and 
Electric  Railway  Kmployes.  The  new 
wai;e  scale  was  the  result  of  negotia- 
tions between  the  company  and  the  men, 
in  which  the  company's  offer  was  accept- 
ed. The  existing;  aKreement  was  not 
opened  up,  but  a  supplementary  ajrrec- 
ment   was   entered   into. 

The  Dominion  Power  &  Transmission 
Co.,  Hamilton,  Ont..  has  made  a  new 
airreement  with  the  conductors  and  line- 
men on  its  interurban  lines  only  until 
April  1,  iy21.  The  followinR  table  shows 
the  rates  paid  heretofore,  the  rates  asked 
by  the  men  and  the  rates  ajrreed  on  per 
hour: — 

Old.  A»li<«d.  Nrw. 

Ut    6    montha    SOe  52c  36c 

2nd    «    month*    _ S5c  5Rc  40c 

2nd    ytmr    .    S»c  .ISc  45c 

Srd    yr«r    45c  60c  52c 

Time  and  a  half  for  overtime.  Ten 
hours  constitute  a  days  work,  to  be  com- 
pleted in  11  consecutive  hours.  Nothing 
extra  for  Sundays  or  holidays.  Uni- 
forms supplied  free  to  all  trainman  after 
two  years  service,  company  pays  half 
cost  of  uniforms  for  first  and  second 
year  men. 

A  Hamilton  press  report  of  April  27 
says  a  board  of  conciliation  has  been 
appointed  to  investipate  a  wage  dispute 
between  the  Hamilton  St.  Ry.  and  its  em- 
ployes. G.  C.  Kerr,  K.C.,  represents  the 
company,  and  F.  Bancroft  the  men. 

Edmonton  Radial  Ry. — A  new  wage 
schedule  is  reported  to  have  been  agreed 
on  between  the  Edmonton,  .\lta.,  City 
Commissioners  and  the  Street  Railway 
.Men's  Union,  for  Edmonton  Radial  Ry. 
employes.  Following  are  the  rate  report- 
ed for  conductors  and  motormen  per 
hour: — 

One  man  can.     Two  man  can. 

Ut  6  month!  57W  52i«c 

2nd    6    month!    62Ue  67V4c 

Srd    t    month!    67Ue  62^ 

4lh   6  month!  72H  

A  9  hour  day  is  to  be  worked,  time  and 
a  half  will  be  paid  after  9 '4  hours  have 
been  worked,  and  time  and  a  half  will 
be  paid  for  all  statutory  holidays. 

London  &  Port  Stanley  Ky.— A  board 
of  conciliation  has  been  authorized  by 
the  Minister  of  Labor  to  deal  with  the 
differences  as  to  waces  between  the  Lon- 
don &  F'ort  Stanley  Ry.  and  its  employes. 
B.  W.  Bennett,  Samia,  Ont.,  is  the  rail- 
way's representative,  and  J.  W.  Camp- 
bell. Kingston,  Ont.,  is  the  men's  repre- 
sentative. It  was  stated,  April  22,  that 
the  chairman  would  be  appointed  a  few 
days  thereafter.  The  men  ask  a  maxi- 
mum rate  of  65c  an  hour,  and  were  of- 
fered .52c  an  hour. 

London  St.  Ry. — Lond^on,  Ont..  press 
dispatch  April  2.'>. — At  a  mass  meeting 
of  London  St.  Ry.  employes  last  night  it 
was  unanimously  voted  to  strike  on  May 
1  unless  thi-  company  shall  have  by  that 
time  met  their  <ii-mnnd  for  an  increase 
in  waKcs  of  from  44  to  G5c  an  hour.  The 
company  having  repeated  its  declaration 
that  on  the  present  rate  of  fares  it  is  un- 
able to  grant  the  increase,  the  men  vot- 


e<l  UK'HinMt  asking  for  a  conciliation 
b<)nrd,  as  it  was  ileclared  that,  under  the 
circiiMistances,  the  board  could  do  noth- 
ing to  avoid  the  strike.  If  the  city  coun- 
cil does  not  intervene  and  raise  the  fares, 
the  strike  appears  an  absolute  certainty. 
No  negotiations  have  taken  place  with 
the  company. 

.Montreal  Tramways  Co.'h  employes 
are  nesrotiating  for  increased  watres,  and 
improved  workinK  conditions.  The  scale 
asked  by  conductors  and  motormen  as 
compared  with  the  present  scale  is  as 
follows  per  hour: — 

Prwcnt.         Aaked. 




70c 
78c 
75c 

N»xt    9    month!    

Third    year   

.■\ft<T     third    y«r    

44c 

48c 

The  demands  of  the  men,  it  is  report- 
ed, would  involve,  if  granted,  an  addition 
of  about  ?:},000,000  a  year  to  the  pay 
roll. 

Nova  Scotia  Tramways  &  Power  Co. 
A  press  report  states  that  an  agreement 
has  been  arrived  at  between  the  com- 
pany and  its  outside  employes,  under 
which  an  advance  of  wages  has  been 
given,  the  minimum  rate  for  conductors 
and  motormen  being  .52c  an  hour.  The 
report  adds  that  the  increase  is  contin- 
gent upon  the  passing  of  an  act  by  the 
Nova  Scotia  Legislature  allowing  the 
company  to  increase  fares  on  its  electric 
lines. 

Ottawa  Electric  Ry. — Negotiations  are 
reported  to  have  been  in  progress  for 
some  time  respecting  a  new  wage  agree- 
ment between  the  Ottawa  Electric  Ry. 
Co.  and  its  employes.  The  men  are  said 
to  be  asking  for  a  maximum  rate  of  65c 
an  hour,  the  existing  rate  being  45c. 

Quebec  Ry.,  Light  &  Power  Co.— A 
new  schedule  of  wages  on  an  increased 
scale  is  reported  to  have  been  arranged 
between  the  company  and  its  Montmor- 
ency Division  employes. 

St,  Thomas,  Ont.,  Municipal  Ry.  con- 
ductors and  motormen  have  been  grant- 
ed an  all  round  increase  of  5c  an  hour, 
making  the  wages  as  follows  per  hour: — 
1st  month  43c,  after  1st  month  45c. 
Working  hours  10. 

Toronto  Civic  Ry. — Employes  of  the 
Toronto  Civic  Ry.  are  reported  to  have 
accepted  April  12  the  new  wage  scale 
offered  by  the  city  council,  which  gives 
rates  running  from  60c  to  65c  an  hour. 

Toronto  Ry. — The  question  of  increas- 
ed wages  for  employes  is  expected  to  be 
discussed,  and  a  new  schedule  drawn  up, 
at  a  meeting  of  the  employes  union  on 
May  1. 

Winnipeg  Electric  Ry. — A  new  .sched- 
ule is  reported  to  have  been  presented 
to  the  management  by  the  men  on  April 
1,  in  which  increases  ranging  from  25c 
to  3.5c  an  hour  are  asked.  A.  W.  Mc- 
Limont,  Vice  President  and  General 
Manager,  is  reported  to  have  replied  to 
the  local  union,  which  is  not  now  affiliat- 
ed with  the  international  one,  that  the 
demands  were  so  extreme  that  is  was 
impossible  for  the  company  even  to  con- 
sider them  as  a  basis  of  negotiation. 


The  Quebec  Ry.,  Light  &  Power  Co. 
is  reported  to  have  received  4  new  cars 
for  its  city  lines.  Two  have  been  placed 
on  the  Champlain  line,  two  on  the  Palace 
Hill  line,  and  one  on  the  Crown  St.  line. 
They  are  reported  to  have  cost  $18,200 
each,  against  $7,500  each  for  cars  of  the 
same  type  in  1914. 


F^lecfric   |{jiilway   .'Nitn.-ilion   in   De- 
troit. 

The  street  railway  situation  in  Detroit, 
Mich.,  entered  upon  another  phase  April 
6,  when  ratepayers  voted  on  the  Coui- 
I'ns  plan  under  which  the  city  will  go 
extensively  into  street  railway  business. 
Of  approximately  .'iOO.OOO  persons  in  the 
city  entitled  to  vote,  it  is  reported  that 
only  about  140,000  voted,  and  that  89,1.14, 
or  »'>3.564'c  of  theKe  voted  in  favor  of  the 
proposal.  The  affirmative  vote  was  there- 
fore less  than  one-third  of  the  possible 
vote.  The  propo.Kal  endorsed  by  the  rate- 
payers provides  for  the  issue  of  $15,- 
000,000  of  bonds  to  finance  and  equip 
101  miles  of  new  tracks,  and  take  over 
55  miles  of  line  now  operated  by  the  De- 
troit United  Rys.  The  lines  to  be  built 
and  taken  over  are  reported  to  include 
two  into  the  heart  of  the  city — one  on 
Fort  St  and  one  on  Woodward  Ave. — 
with  north,  south  and  cross  town  tracks. 

We  are  advised  that  the  plan,  as  it 
appeared  in  full  on  the  ballot,  cannot  be 
read  by  itself  to  obtain  the  real  inten- 
tion or  the  operation  requirements. 
While  not  so  officially  stated,  the  an- 
nouncement was  made  repeatedly  during 
the  campaign, — and  that  is  the  inten- 
tion— to  take  over  parts  of  the  Wood- 
ward and  Fort  lines  on  which  franchises 
are  claimed  to  have  expired;  also  some 
of  the  other  lines  operated  on  a  day  to 
day  basis;  and  the  construction  of  addi- 
tional lines.  The  estimate  of  cost  made 
by  the  mayor  of  the  price  to  be  paid  the 
company  for  the  lines  to  be  taken  over  is 
$40,000  a  mile,  greatly  under  their  de- 
preciated value. 

Following  the  vote  the  city  council 
granted  authority  for  the  immediate  is- 
sue of  $100,000  of  public  utility  bonds, 
and  work  was  reported  to  have  been 
started  April  7  on  the  Mack-Myrtle  belt 
line.  The  franchises  on  the  Ford  and 
Woodward  .-Vve.  lines  are  reported  to 
have  expired,  and  it  is  stated  that  the 
present  traffic  aiTangements  will  not  be 
disturbed  until  the  city  is  ready  to  pro- 
vide cars  and  other  equipment  necessary 
to  operate  the  lines. 

Detroit's  street  railway  situation  has 
been  under  discussion  since  1913,  when 
the  city  was  given  authority  to  appoint 
a  commission  with  power  to  acquire  a 
railway.  In  1915  a  plan  to  purchase  the 
Detroit  United  Ry.'s  city  properties  at 
a  price  to  be  fixed  by  the  Wayne  County 
Circuit  Judges  was  defeated,  and  in  191'.' 
a  plan  to  purchase  the  company's  lines 
at  a  price  agreed  upon  between  the  com- 
mission and  the  company  was  defeated 
on  the  ground  that  the  price  named  was 
in  excess  of  the  value  of  the  system.  A 
serx'icc  at  cost  plan  was  subsequently 
considered,  but  was  not  approved  by 
Mayor  Couzens.  The  pre.ient  plan  of 
building  a  city  system,  and  the  taking 
over  of  the  lines  operated  by  the  D.U.R. 
on  the  day  to  day  agreement,  was  then 
developed   with   the  result  stated  above. 

The  Detroit  United  Ry.  is  reported  to 
have  stopped  all  construction  work  on  its 
lines,  and  to  have  taken  action  to  contest 
the  constitutionality  of  the  city  ordin- 
ance. This,  it  is  stated,  will  put  a  stop 
to  any  progress  being  made  by  the  city 
untiy  decision  is  given  by  the  U.S.  courts, 
which  a  press  report  says  will  probably 
be  some  three  years  hence. 

G.  E.  Waller,  General  Superintendent 
of  Railways,  Dominion  Power  &  Trans- 
mission Co.,  is  reported  to  have  express- 
ed the  opinion  that  it  would  be  imrac- 
ticable  for  the  company  to  operate  cars 
in  Hamilton. 


May.  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


257 


Electric  Railway  Projects,  Construction,  Better- 
ments, Etc. 


Electric    Railway    Finance,   Meet- 
ings, Etc. 


Brantford  Municipul  Ry. — In  connec- 
tion with  the  construction  by  the  On- 
tario Government  of  the  provincial  high- 
way between  Hamilton  and  Brantford, 
Ont.,  a  question  has  been  raised  as  to  the 
Brantford  Municipal  Ry's  rights  from 
Brantford  to  Cainsville.  An  extension 
of  the  line  to  Cainsville,  it  is  stated,  will 
have  to  be  made  very  soon,  and  provi- 
sion will  have  to  be  made  for  the  laying 
of  tracks  when  the  pavement  is  being  put 
down.  The  matter  is  under  considera- 
tion by  \V.  A.  McLean,  the  Ontario  En- 
gineer of  Highways.     (April,  pg.  202.) 

British  Columbia  Electric  Ry. — Work 
was  reported  to  have  been  started  Mar. 
30  on  removing  the  tracks,  etc.,  on  the 
center  of  King  Edward  Ave.,  Shaugh- 
nessy  Heights,  Vancouver,  between  Gran- 
ville St.  and  the  Inter  Island  Ry.  tracks. 
The  tracks  were  originally  laid  for  use 
in  connection  with  one  of  the  company's 
lines,  but  other  arrangements  wei'e  made 
subsequently  and  a  boulevard  is  to  be 
laid  out  to  replace  the  tracks.  (April, 
pg.  202.) 

A  press  report  states  that  the  com- 
pany will  shortly  build  a  new  station  at 
Marpole,  at  an  estimated  cost  of  $10,000. 

Cape  Breton  Electric  Co. — A  press  re- 
port states  that  the  company  will  not 
rebuild  the  car  barn  destroyed  by  fire 
recently,  but  will  repair  the  old  power 
station  so  as  to  provided  accommoda- 
tion for  cars  requiring  to  be  stored  over- 
night.     (Dec,   1919,  pg.  670.) 

The  Hamilton  Radial  Ry. — Is  reported 
to  have  applied  to  the  Burlington  Beach 
Commission  for  permission  to  lay  tem- 
porary switches  from  its  line  to  the  G. 
T.  R.  bridge  over  the  canal  for  the  opera- 
tion of  its  cars  between  Hamilton  and 
Oakville,  Ont.,  during  the  construction 
of  the  highway  bridge  across  the  canal 
by  the  Dominion  Government. 

London  &  Port  Stanley  Ry. — The  new 
station  in  St.  Thomas,  Ont.,  was  opened 
April  23.  Sir  Adam  Beck,  Chairman 
London  Railway  Commission  operating 
the  railway,  the  mayor  and  other  mem- 
bers of  the  London  City  Council,  were 
present,  and  were  subsequently  enter- 
tained at  luncheon  by  the  St.  Thomas 
Ciity  C-ouncil. 

Moncton  Tramways,  Electricity  &  Gas 
Co. — We  are  officially  advised  that  the 
rebuilding  of  the  car  barn  and  machine 
shops  at  Moncton,  N.B.,  destroyed  by  fire 
recently,  is  being  held  in  abeyance  pend- 
ing certain  decisions  by  the  city  council. 
(Mar.,   pg.   145.) 

Montreal  Tramways  Co. — The  Mont- 
real City  Council  has  been  advised  that 
the  Tramways  Commission  is  prepared 
to  order  the  company  to  build  a  line  on 
Kelly  St.  from  Ahunstic,  Bordeaux  sta- 
tion, to  Lamonthe  St.,  as  soon  as  the 
city  opens  the  street,  and  the  Montreal 
Administrative  Commission  has  recom- 
mended that  the  money  be  voted  to  ex- 
propriate the  property  required. 

A  press  report  states  a  second  track 
is  to  be  laid  on  the  line  from  Guy  St.  to 
Queen  Mary  Road,  during  this  year,  and 
that  a  second  track  will  be  laid  on  the 
Iberville  line   later.     (April,  pg.  202.) 

Oshawa  Ry. — We  are  officially  advised 
that  the  company  has  ordered  from  Can- 
adian Westinghouse  Co.  an  additional 
500  k.w.   motor  generator. 

We  are  officially  advised  that  the  com- 
pany proposes  to  rebuild  the  car  bam 
and  to  replace  the  rolling  stock  destroy- 


ed by  the  fire,  immediately.  The  total 
loss  is  put  at  .$450,000,  which  is  covered 
by  insurance. 

Ottawa  Electric  Ry.— The  Hull,  Que., 
City  Council  is  reported  to  have  instruct- 
ed its  solicitor  to  appear  before  the 
Board  of  Railway  Commissioners  and  op- 
pose the  company's  application  for  per- 
mission to  lay  a  loop  at  the  terminus  of 
its   line   in   Hull.    (Mar.,  pg.   145.) 

Peterborough  Radial  Ry. — We  were 
officially  advised  April  13  that  nothing 
had  been  definitely  settled  about  any 
track  extensions  in  the  city,  with  the  ex- 
ception of  lifting  a  piece  of  track  and 
replacing  it  as  soon  as  the  city  paves 
the  street  from  the  C.P.R.  south  to  Ro- 
maine  St. 

Quebec  Ry.,  Light  &  Power  Co.— We 
are  officially  advised  that  negotiations 
are  still  pending  in  connection  with  the 
proposal  to  extend  the  electric  railway 
from  Quebec  to  Loretteville,  Que.,  but 
that  no  decision  has  been  reached  as  to 
whether  the  line  will  be  built  this  year. 
(April,  pg.,  202.) 

Winnipeg  Electric  Ry. — As  the  result 
of  an  explosion  the  company's  Main  St. 
car  barns  were  destroyed  by  fire  April 
7,  the  loss  being  estimated  at  $400,000, 
distributed  as  follows: — Buildings,  $50,- 
000;  20  cars,  $300,000;  4  sweepers,  $32,- 
000.  A  number  of  other  cars  were  dam- 
aged, and  are  undergoing  repairs.  (Jan., 
pg.  34.) 

The  Rule  of  the  Road  in  British 
Columbia. 


In  the  British  Columbia  Legislature  on 
April  8  a  bill  to  amend  the  Highways 
Act  by  changing  the  rule  of  the  road  in 
the  province,  to  bring  it  into  accord  with 
that  followed  generally  throughout  the 
rest  of  Canada,  was  read  a  second  time. 
The  Minister  of  Public  Works  is  report- 
ed to  have  stated  that  there  is  grave 
danger  to  the  public  in  the  retention  of 
the  "turn  to  the  left"  rule  of  the  road, 
and  with  tens  and  even  hundreds  of 
thousands  of  motors  arriving  and  leav- 
ing the  province  it  is  only  a  matter  of 
time  until  the  change  would  have  to  be 
made.  The  change  is  to  become  opera- 
tive generally  throughout  the  province 
July  15,  but  out  of  consideration  for  the 
street  railways  it  has  been  decided  to 
make  the  time  of  the  change  Dec.  31, 
1921.  This  will  mean  that  a  small  cor- 
ner of  the  province  would  retain  the 
present  rule  for  a  year  and  nine  months; 
that  is  to  say,  that  part  of  the  Lower 
Mainland  and  Vancouver  Island  cut  off 
by  natuial  barriers  from  the  interior  and 
northern  sections. 

The  B.  C.  Electric  Ry.,  which  operates 
all  the  electric  railways  in  the  district, 
had  submitted  a  report  showing  that  the 
changing  of  its  rolling  stock  and  tracks 
to  comply  with  the  new  rule  will  cost 
over  $1,000,000.  This  had  not  been 
checked  by  the  Department,  but  would 
be  as  soon  as  possible.  The  Minister 
proceeded  to  show  that  the  change  would 
cost  more  the  longer  it  was  left,  chiefly 
because  the  company  would  be  obliged 
in  the  near  future  to  purchase  new  roll- 
ing stock.  In  the  course  of  the  discus- 
sion it  was  suggested  that  the  province 
should  bear  part  of  the  cost  of  the 
changes  to  be  forced  on  the  B.C.E.  Ry. 
by  the  bill. 


British  Columbia  Electric  Ry.  and  allied 
companies. 

8  montha    8  monlhs 

„  to  Feb.  29.  to  Feb.  28, 

Feb.  1920  Feb.  1919       1920  1919 

Gross  $746,030  $6'15,415  $5,796,6.'>.';  $4,710  999 

Expenses  493,222     431,163     4.082.656     3,r.32.729 

Net  $252,808  $214,262  $1,713,999  $1,208,270 

Cape  Breton  Electric  Co. 

2  months     2  months 

to  Feb.  29.  to  Feb.  28. 

Feb.  1920  Feb.  1919        1920  1919 

Gross        $45,113.83  $42,963.90  $94,195.81  $95,154.14 

Expenses    39.414.08     33.900.00     83.559.47     70,867.50 

-Net  $5,699.75     $9,063.90  $10,636.34   $24,296.64 

Toronto  Civic  Ry. 

2  months     2  months 
to  Feb.  29,  to  Feb.  28, 
Feb.  1920  Feb.  1919        1920  1919 

Passenger 

revenue    $39,331.21  $30,372.50  $81,320.65  $62,604.63 
PassenRers 
carried       2,334.286     1,818.434     4,827.582     3.768.895 

Toronto  Ry.,  Toronto  and  York  Radial 

Ry.  and  allied  companies. 

2  months     2  months 

to  Feb.  29.  to  Feb.  2K. 

Feb.  1920  Feb.  1919        1920  1919 

Gross        $1,113,717  $1,015,797  $2,244,203  $2,122,637 

Expenses       7.54,994         620,200     1,505,472      1,255.4!I3 

Net  $359,723  $    395.597  $    738,731  $    867.144 

Winnipeg  Electric  Ry.  and  allied  com- 
panies. 

2  months     2  months 

to  Feb.  29,  to  Feb.  28. 

Feb.  1920  Feb.  1919        1920  1919 

Gross  $44,873      $371,162       $943,710      $761,701 

Expenses       328,205         263.908         693.236         554.924 

Net  $116,668      $107,254       $250,474       $206,777 

The    surplus    after    allowing    for    fixed    charges 

for    January    was    $63,547.84,    and    for    February. 

$57,084.85. 


Stops  in  Ottawa. — The  Ottawa  Elec- 
tric Ry.  is,  we  are  officially  advised, 
adopting  a  modified  form  of  skip  stops 
which  will  cut  out  about  25%  of  the 
present  stops  on  its  city  lines.  The  city 
council  has  approved  of  the  plan,  which 
was  put  in  operation  April  5,  and  was 
reported  April  15  to  have  resulted  in  a 
speeding  up  of  the  service.  With  regard 
to  the  matter  of  stopping  cars  on  the 
near  or  far  side  of  street  intersections, 
we  are  advised  that  the  Ottawa  Motor 
Club  requested  the  city  Board  of  Con- 
trol to  adopt  the  near  side  stop.  The 
company  objected  to  this,  and  the  city 
council  decided  not  to  make  any  change 
from  the  present  far  side  stop.  There 
are  many  reasons  why  the  company  ob- 
are  due  to  the  climatic  peculiarities,  but 
the  chief  objection  is  that  it  slows  up 
the  car  service,  making  it  necessary  to 
extend  the  time  schcedules.  This  is  be- 
cause when  a  car  stops  on  the  near  side 
all  the  cross  traffic  has  the  right  of  way 
over  it  for  the  time  being.  When  a  car 
stops  on  the  far  side  it  has  the  right  of 
way  in  crossing  the  street,  and  after  its 
business  is  finished  at  that  crossing,  it 
gets  away  immediately  without  incon- 
viencing  anyone.  The  near  side  stop 
system  was  in  operation  during  1913, 
1914  and  1915. 


STOREKEEPER  AND  PURCHAS- 
ING AGENT  WANTED. 


An  Electric  Railway  operating  a  City 
and  Interurban  service  requires  a  man 
to  act  as  Storekeeper  and  Purchasing 
Agent.  Must  have  experience  in  Stores 
Department.  Applicants  will  please  state 
experience  and  salary  expected. 

Address  Box  666,  Canadian  Railway 
and  Marine  World. 


258 


CANADIAN  RAII.W  AY  AND  MARINE  WORLD 

Maiiilv  Alxmt  Klodric  Railway  People. 


May.  1920. 


Sandwich.   Windsor  and    Amherst- 
biiiK   Railway  Transfi-r. 


Jait.   Andrr^on,  lu-nloforv   Vice  Pre»i- 
ili>nl   onil    I'urilui»inK    A|t«'nt.   aiul    .'^     ."^. 
.ViidcrMin,   hcrotoforo   Grncm! 
S«n«lwich,    WindKiT     nnil      A 
I.''.       l;.M     n-tircd   from    that 

it   iK'ini;    Inkt-n   ovir    li>    llic 
trii-     Power    (■onin\issiiin    of 

t Ihi'y   art-   nt   rri'.«iiit   wiiidinR 

up  nmdviit  connected  with  the  old  mnn- 
aKcnunt  for  the  Detroit   United  Ky. 

II.  Krookrr.  formerly  dispatcher.  Ni- 
ni:;ir;i  it  St.  Catharines  Ry.,  han  hccn 
ii|.|..viiited  As.sistant  Siipi-rintcndcnt, 
Hydro  Electric  Power  Comniis.Hion  of 
Ontario  Electric  Ry..  Esisex  Divi.sion. 
heretofore  Sandwich.  Windsor  and  Am- 
herstburir  Ry.,  Windsor,  Ont. 

Geo.  Earl  has  been  appointed  Chief 
Electrician,  Nipissinp  Central  Ry. 

F.  E.  Hayes,  heretofore  General  Super- 
intendent. Sandwich.  Windsor  &  Am- 
herstburc  Ry..  has  retired  from  that 
company's  service,  on  it  havintr  been 
taken  over  by  the  Hydro  Electric  Power 
Commission  of  Ontario,  and  has  removed 
from  Windsor,  Ont..  to  Detroit.   Mich. 

Edward  Jennings,  heretofore  Super- 
mtendent  Overhead  Construction.  Sand- 
wich. Windsor  &  Amherstburpr  Ry.,  is 
continued  in  the  same  position  by  the 
Hydro  Electric  Power  Commission  of  On- 
tario Electric  Ry.,  Essex  Division,  Wind- 
sor, Ont.,  which  has  taken  over  the  S.W. 
&  A.R. 

Jno.  Lynch,  heretofore  Track  Super- 
intendent, Sandwich,  Windsor  &  Am- 
herstburg  Ry.,  is  continued  in  the  same 
position  by  the  Hydro  Electric  Power 
Commission  of  Ontario  Electric  Ry.,  Es- 
sex Division.  Windsor,  Ont.,  which  has 
taken  over  the  S.W.  &  A.R. 

W.  H.  MacAloney,  who  resigned  his 
position  as  Superintendent  of  Rolling 
Stock,  Winnipeg  Electric  Ry.,  recently, 
to  return  to  Denver,  Col.,  was  entertain- 
ed at  dinner  before  leaving  Winnipeg, 
by  some  :?0  of  the  company's  department 
heads.  F.  L.  Butler.  General  Superin- 
tendent, presiding.  R.  R.  Knox.  Assist- 
ant to  the  General  Manager,  presented 
Mr.  MacAloney  with  a  handsome  wrist 
watch  from  his  friends,  and  his  health 
was  proposed  by  R.  D.  Guy,  Solicitor. 

Neil  Maitland,  heretofore  Chief  Power 
Engineer.  Sandwich,  Windsor  &  Am- 
herstburg  Ry.,  has  been  transferred  to 
the  Hydro  Power  Department  at  Wind- 
sor, Ont.,  on  the  railway  being  taken 
over  by  the  Hydro  Electric  Power  Com- 
mission of  Ontario. 

Harry  R.  Mallison,  whose  appoint- 
ment aS  Purchasing  Agent  and  Secretary 
to  President,  Montreal  Tramways  Co.. 
was  announced  in  our  last  issue,  was 
bom  at  Toronto,  Nov.  14,  1873,  and  has 
licen  from  Feb.,  1893,  to  Mar.,  1903,  in 
various  positions,  finally  as  Comptrol- 
ler, Montreal  Street  Ry.,  Montreal;  Mar., 
1!I03,  to  Apr.,  1907,  Comptroller,  Mexican 
Light  &  Power  Co.,  Mexico  City,  and 
.Necaxa,  Puebia;  May,  1907,  to  Apr.,  1914. 
Secretary-Treasurer.  Canadian  Light  & 
Power  Co..  Montreal.  Public  Service  C^or- 
poration.  Imperial  Trust  Co..  Montreal; 
Apr.,  1914.  to  Dec,  1916,  .Assistant  Sec- 
retary. Halifax  Electric  Tramways  Co., 
Halifax,  N.S.;  Jan..  1917,  to  Dec,  1919, 
.Managing  Director  and  SecretaryTreas- 
urer.  Nova  Scotia  Tramways  &  Power 
Co.,  Halifax.  N.S. 

Walter  L.  McKarlane  has  been  appoint- 
ed Manager.  Cornwall  Street  Rjidway, 
Light  and  Power  Co.,  Cornwall.  Ont.. 
succeeding  C.   U.   I'eeling.  who  resigned 


to  enter  the  .service  of  the  Illinois  Trar- 
tii.ii  c,,  lit  Peoria,  111.,  in  which  the  Sun 
.^ance  Co.  of  Canada  is  largely 
as  it  also  is  in  the  Cornwall 
.  Light  and  Power  Co..  and  the 
Levi.-.  County  Ry.  Mr.  McFarlanc  was 
born  at  .Montreal.  Dec.  1.  1871.  and  from 
188K  to  190:i  occuiiied  various  positions 
with  Montreal  Light.  Heat  &  Power  Co., 
ranging  from  wireman  to  Superinten- 
dent of  stations,  including  the  equipping 
of  electric  niilway  cars  for  the  Montreal 
Street  Rv.  in  the  early  days  of  street 
railway  electrification;  190.S  to  '2916. 
Manager,  .St.  Ijiwrcnce  Power  Co.,  Corn- 
wall, Ont.;  and  from  1916  to  19'20  in 
military  service  overseas,  and  in  the 
.Militia  Department's  Cornwall  and 
Kingston,  Ont.,  offices. 

A.  F.  McGill,  formerly  Assistant  Su- 
perintendent, Niagara,  St.  Catharines 
and  Toronto  Ry.,  has  been  appointed  Su- 
perintendent. Hydro  Electric  Power  Com- 
mission of  Ontario  Electric  Ry..  Essex 
Division,  heretofore  Sandwich,  Windsor 
and  Amherstburg  Ry..  Windsor,  Ont. 

.•\.  Montgomery  has  been  appointed 
acting  Superintendent  of  Transportation, 
Nipis:-ing  Central  Ry.,  K.  McDonald, 
Superintendent,  having  resigned. 

Alexander  Montgomery,  whose  ap- 
pointment as  acting  Superintendent. 
Nipissing  Central  Ry.,  North  Cobalt, 
Ont.,  was  announced  in  our  la.st  issue. 
was  bom  in  Ontario,  Mar.  12.  1867,  and 
from  Apr.  30,  1910.  to  Mar.  10.  1920. 
was  conductor.  N.C.R.  at  North  Cobalt. 
Ont. 

W.  H.  Moore,  K.C.,  Chairman  of  the 
Public  Utilities  Commission.  Peterbor- 
ough, Ont.,  died  there,  April  23,  aged.  77. 
W.  G.  Murrin,  Assistant  General  Man- 
ager, British  Columbia  Electric  Ry.,  left 
Vancouver,  -April  4.  for  a  trip  to  Eng- 
land, accompanied  by  Mrs.  Murrin. 

A.  N.  Pav,  formerly  Master  Mechanic, 
Niagara,  St.  Catharines  and  Toronto  Ry., 
St.  Catharines,  Ont.,  has  been  appointed 
Master  Mechanic,  Hydro  Electric  Power 
Commission  of  Ontario  Electric  Ry.,  Es- 
sex Division,  heretofore  Sandwich,  W  md- 
sor  and  Amherstburg  Ry.,  Windsor,  Ont. 
J.  S.  Richards,  Manager,  London  & 
Port  SUnley  Ry.,  London,  Ont.,  who 
underwent  an  operation  recently,  is  re- 
ported to  be  recovering. 

C.  Stokes  has  been  appointed  Account- 
ant, Hydro  Electric  Power  Commission 
of  Ontario  Electric  Ry.,  Essex  Division, 
heretofore  Sandwich,  Windsor  and  Am- 
herstburg Ry.,  Windsor,  Ont. 

J  E.  Watkins.  heretofore  with  the 
British  Columbia  Electric  Ry.,  has  been 
appointed  Superintendent  of  rolling 
stock,  Winnipeg  Electric  Ry.,  vice  \\  .  IL 
MacAloney,  who  has  resigned  and  re- 
turned to  Denver,  Col. 


The  Sandwich,  WiniUor  and  Amhcmt- 
burg    Railway,    which      o|Miat.<I      under 
leasi-  the    Win<lsor   and    T' 
trie    Railway,   both  being   ■ 
Detroit  United  Railway,  w,i  i 

to  the  Hydro-Electric  Power  Cuimn  on 
of  Ontario  at  midnight,  March  31,  and 
is  now  being  operated  a-s  the  Hydro- 
Klectric  Railway.  Es.sex  Division.  The 
line.s  aggregate  41. .342  miles  and  connect 
'lecumseh.  Ford,  Walker%illc,  Windhor, 
Sandwich,  Ojibway  and  Amhcrstbur(f. 
The  transfer  is  the  culmination  of  an 
agitation  started  by  the  people  of  the 
border  districts  eariy  in  1918,  for  better 
sen-ice  and  improved  lines.  The  wage 
and  fare  question.s  also  became  acute, 
and  a  .seizure  of  the  linos  by  the  Ontario 
Railwav  anrl  Municipal  Board  resulted 
before  "a  settlement  of  wages  was  effect- 
ed. An  appeal  to  the  Hydro-Electric 
Power  Commission  of  Ontario  followed, 
with  the  result  that  an  agreement  for 
the  sale  of  the  properties  was  reached, 
which  wa.s  approved  by  the  electors 
Dec.  6,  1919.  The  Commission  being  au- 
thorized to  issue  bonds  for  40  years  guar- 
anteed  by   the   municipalities   served. 

The  lines  are  being  operated  under  W. 
N.  Robertson.  General  Superintendent  of 
the  Hvdro-Electric  Power  Commi.s.sion's 
railwav  division.  The  principal  officials 
of  the"S.  W.  &  A.  Ry.  have  left  the  .ser- 
vice and  new  officials  have  been  appoint- 
ed, particulars  of  the  appointments  be- 
ing given  under  "Mainly  About  Electric 
Railway    People."   on    this    page. 


The  British  Columbia  Electric  Ry. 
gave  notice  recently  that,  beginning 
April  1.  the  rule  against  smoking  on 
Vancouver  city  cars  would  be  enforced 
strictly,  in  compliance  with  repeated  re- 
(luest."  from  passengers,  and  a  resolu- 
tion passed  by  the  city  council. 

The  cost  of  removing  snow  from  Mont- 
real streets  on  which  there  are  electric 
railway  tracks  during  the  past  winter  is 
reported  to  have  been  $132,115.05  for 
the  city's  share;  $132,115.06  for  the 
Montreal  Tramways  Co.,  and  $2,683.40 
for  the   Montreal  and  Southern  Counties 

Ry. 


Increase  of  Winnipeg  Electric  liaii- 
way  Co.'s  Capital. 


Winnipeg  Electric  Ry.  shareholders 
will  be  asked  at  a  meeting  on  May  3.  to 
authorize  the  issue  of  $3,000,000  of  '':'e 
cumulative  preference  stock.  .A.  circular 
issued  by  the  company  says  in  part: — 
"The  reason  for  the  issue  of  this  stock 
is  that  the  company  desires  to  clear  up 
its  floating  indebtedness,  amounting  to 
approximately  $3,000,000.  and  not  ma- 
teriallv  increase  its  interest  charges.  This 
indebtedness  would  not  have  occurred 
had  it  not  been  for  the  war.  Prior  to 
1914  the  company  had  entered  on  a  con- 
structive programme,  caused  by  the 
growth  of  the  City  of  Winnipeg,  and  had 
financed  up  to  that  time  by  the  sale  of 
debenture  stock  which  had  been  author- 
ized to  complete  this  programme,  but 
the  war  rendered  it  impossible  to  sell 
any  further  securities  in  London,  and  the 
debenture  stock  having  been  created  in  a 
form  to  meet  the  requirements  of  the 
London  market  was  not  acceptable  on 
this  side.  The  construction  programme 
had  to  be  proceeded  with,  and  was  fin- 
anced partlv  by  the  sale  of  short  term 
securities,  and  partly  by  borrowing  from 
the  banks." 

It  is  added  that  the  company  is  rapid- 
Iv  improving  its  position  as  regards 
earnings.  The  new  preferred  stock  is 
ofl^cred  to  shareholders  at  par.  with  a 
bonus  of  20'~r  of  common  stock,  or  one 
share  of  common  for  every  five  shares 
of  preferred  stock  subscril>ed  for.  The 
rompany's  outstanding  common  stock  is 
$9,000,000,  in  additional  to  which  there 
i<  $4,380,000  debenture  stock  and  $.^,- 
7,i0,000  bonds.  No  dividends  have  been 
paid  on  the  common  stock  since  Oct., 
1915. 


May,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


Electric  Railway  Notes. 


Edmonton  Radial  Railway's 
dition. 


259 
Con- 


The  Peterborough,  Ont.,  Radial  Ry. 
will,  a  press  report  states,  put  one-man 
cars  on  all   its  lines. 

The  Quebec  Railway  Lipht  and  Power 
Co.  has  received  5  cars  from  Ottawa  Car 
Manufacturing  Co. 

The  Hydro-Electric  Power  Commission 
of  Ontario  has  ordered  3  bodies  for  50- 
ton  electric  locomotives,  from  Canadian 
Car  and  Foundry  Co. 

The  Windsor,  Essex  &  Lake  Shore 
Rapid  Ry.  has  bought  a  steam  shovel 
from  F.  H.  Hopkins  &  Co.,  Montreal,  for 
its  gravel  pit. 

The  Lake  Erie  and  Northern  Ry.  is 
adding  3  steel  pa.ssenger  cars,  60  ft. 
Ion;  1  trailer  passenger  car,  and  1  elec- 
trict  locomotive,  60  tons  capacity,  to  its 
rolling  stock. 

The  Grand  River  Ry.  is  adding  4  steel 
pas.senger  cars,  60  ft.  long;  2  trailer 
passenger  cars,  1  baggage  and  express 
car  and  1  electric  locomotive,  60  tons 
capacity,  to  its  rolling  stock. 

The  Cape  Breton  Electric  Co.  has,  it  is 
reported,  sufficient  cars  on  hand  to  han- 
dle its  traffic,  notwithstanding  the  fact 
that  two  were  destroyed  in  a  recent  fire 
at  the  car  barns.  The  company  may  be 
in  the  market  for  additional  cars  later 
in  the  year. 

The  Nova  Scotia  Tramways  &  Power 
Co.  has  received  14  of  its  new  one  man 
p.a.y.c.  cars,  and  has  established  a  4 
minute  service  on  the  belt  line  in  Hali- 
fax. It  is  stated  that  when  additional 
cars  are  delivered  the  service  will  be  ap- 
proximately a  2' 2  minute  one  on  this 
line  during  the  rush  hours. 

The  London,  Ont.,  City  Council,  is  re- 
ported to  have  under  consideration  the 
assessment  of  the  London  St.  Ry.  for 
city  taxes.  The  company's  statement 
for  1918  shows  the  value  of  road  and 
equipment  to  Jan.  1,  1919,  to  be  $1,493,- 
254.  Allowing  $134,208  for  depreciation, 
the  value  is  placed  at  $1,359,046.  It  was 
assessed  for  1919  at  $156,275. 

The  Montreal  Tramways  Commission's 
new  schedule  of  stops  worked  out  for  use 
on  the  Montreal  Tramways  Co.'s  lines,  is 
expected  to  beput  in  operation  May  1. 
The  Westmount  City  Council  was  asked 
to  approve  of  the  schedule  so  far  as  it 
affected  the  lines  within  that  city,  but 
was  reported,  April  14,  to  have  suggest- 
ed that  the  present  stops  within  the  city 
be   continued. 

The  Premier  of  New  Brunswick  is  re- 
ported to  have  informed  the  legislature, 
April  15,  that  the  government  had  not 
yet  made  an  appointment  to  the  position 
of  Chairman  of  the  Public  Utilities  Com- 
mission in  place  of  G.  Otty,  K.C.,  whose 
term  has  expired.  Mr.  Otty  was  ap- 
pointed a  Commissioner  in  1910,  and 
succeeded  D.  McL.  Vince,  K.C.,  as  Chair- 
man in   1912. 

The  New  Brunswick  Public  Utilities 
Commission  has  decided  that  the  New 
Brunswick  Power  Co.  must  restore  the 
street  railway  service  as  regards  bridge 
cars  from  Union  St.  to  the  end  of  the 
line  at  the  foot  of  Rodney  wharf,  St. 
John.  The  company  applied  for  permis- 
sion to  discontinue  this  service,  and  the 
St.  John  City  Council  asked  that  the  com- 
pany be  compelled  to  operate  its  cars 
on  Rodney  wharf. 

The  British  Columbia  Electric  Ry.  has 
arranged  for  insuring  all  its  male  em- 
ployes over  18  years  old,  and  who  have 
been  a  year  or  more  in  the  service,  for 


$1,000  each.  Provision  is  made  for  the 
payment  of  the  total  amount  insured  by 
annual  instalments  should  the  employe 
become  wholly  and  permanently  disabled 
through  accident  or  disease.  It  has  also 
been  arranged  that  any  employe  leaving 
the  company's  service  may  continue  the 
insurance  by  paying  his  own  premiums 
at  the  existing  rates. 

The  Imperial  Privy  Council  confirmed 
recently  a  decision  of  the  Quebec  Court 
of  Appeal  granting  P.  McAllister  $2,400 
damages  against  the  Montreal  Tramways 
Co.  for  injuries  to  his  son.  The  boy  got 
off  a  west  bound  car  opposite  Westmount 
athletic  grounds,  and  while  crossing  the 
tracks  was  struck  by  an  eastbound  car 
and  sustained  serious  injuries.  The  jury 
found  that  both  parties  were  at  fault, 
the  boy  for  rashness  in  attempting  to 
cross  the  track,  and  the  motorman  on  the 
eastbound  car  for  not  having  it  under 
control,  and  a  verdict  was  given  for  re- 
duced damages  of  $2,400.  This  was  con- 
firmed by  the  Court  of  Appeal,  and  is 
now  finally  approved. 

The  Niagara,  St.  Catharines  and  To- 
ronto Ry.  is  having  12  of  its  cars  re- 
modelled by  Ottawa  Car  Manufacturing 
Co.,  to  make  them  into  double  end  one- 
man  or  two-man  operated  cars,  to  suit 
the  prevailing  conditions  on  the  railway. 
The  cars,  at  present,  have  omnibus  sides, 
which  will  be  made  straight  with  steel 
panels,  and  the  bulkhead  at  each  end  re- 
moved. Vestibules  will  be  rebuilt 
throughout,  extending  them  18  in.  be- 
yond the  present  length,  making  a  total 
length  of  6 '2  ft.  over  hunter.  The  doors 
will  bo  made  double,  of  two  leaves  each, 
worked  automatically,  by  National  Pneu- 
matic Co.'s  automatic  door  and  step 
control.  Keystone  .signs  will  be  placed 
at  the  i-ight  hand  corner  window  of  ves- 
tibules, and  a  railing  of  1 U  iron  pipe 
will  bo  placed  there  from  center  of  doors, 
taking  a  cui-ve  to  the  stancliions  divid- 
ing bulklicad  into  entrance  and  exit,  and 
another  railing  will  enclose  the  con- 
ductor who  will  stand  at  the  same  end 
as  the  motoiTnan,  at  the  first  comer  win- 
dow to  body,  when  car  is  operated  by 
two  men.  Sanitary  hand  straps  will  be 
placed  in  tb.e  cai\s  at  the  longitudinal 
seats.  The  bolstei'  will  have  ball  center 
bearing  and  side  loller  bearings,  and  a 
buzzer  sy.stom  will  be  installed  in  each 
car.  The  cars  will  be  pointed  the  N.,  St. 
C.  &  T.  R.  standard  gray  color,  and  when 
completed  will  have  the  following  dimen- 
sions:— length  of  body  28  ft.,  length  of 
vestibule  614  ft.,  length  over  bunter  41 
ft.,   seating  capacity   36. 


Cars  for  Toronto  Civic  Ry. — The  To- 
ronto City  Board  of  Control  has  under 
consideration  tenders  for  the  supply  and 
delivery  of  13  double  truck,  double  end 
cars,  specifications  and  details  of  which 
were  given  in  a  previous  issue.  Three 
tenders  were  received,  no.  1  being  for 
$30,437  each,  f.o.b.,  Montreal;  no.  2  $24,- 
142  each,  f.o.b.,  Toronto,  subject  to  ex- 
change, with  an  alternative  proposition 
at  $12,.555  each,  plus  $10,973.10  each, 
f.o.b.,  Toronto,  subject  to  exchange;  No. 
3,  $27,420  each,  f.o.b.,  Toronto.  It  is 
stated  that  the  Board  of  Control,  owing 
to  questions  of  exchange,  etc.,  and  the 
apparent  lack  of  competition  amongst 
Canadian  car  builders  on  account  of 
heavy  booking  of  orders,  may  consider 
the  possibility  of  obtaining  tenders  from 
English  car  building  companies. 


An  Edmonton,  Alta.,  paper  says  of 
the  Edmonton  Radial  Ry.,  which  is  owned 
by  the  city:  "In  regard  to  the  street 
railway  a  somewhat  curious  atttitude 
seems  to  be  growing  up  at  the  city  hall, 
it  being  somewhat  to  the  effect  that 
the  street  railway  has  reached  a  state  of 
senility  or  to  put  it  in  other  words,  that 
the  street  railway  is  a  doubtful  utility 
to  handle  for  the  reason  that  in  a  very 
short  time  it  may  be  out  of  date  alto- 
gether. At  one  time  there  used  to  be 
a  considerable  amount  of  talk  to  the 
point  that  as  soon  as  the  population 
came  back  to  the  city,  and  it  began  to 
grow  again,  the  street  railway  would 
eventually  become  one  of  the  best  pay- 
ing utilities.  Not  much  of  this  sort  of 
opinion  has  been  heard  of  late.  It  is 
understood  and  generally  admitted  that 
tracks  and  rolling  stock  are  in  bad  con- 
dition, and  a  large  expenditure  would 
be  necessary  to  restore  any  degree  of 
permanence.  There  seems  to  be  a  great 
reluctance  to  contemplate  expenditure  of 
this  kind,  or  any  more  than  needed  to 
keep  the  street  railway  on  its  feet,  or  as 
it  might  be  said,  to  maintain  the  cars 
on   the   rails." 


Grand   River  and   Lake   Erie  and 
Northern  Railway  Better- 
ments, Etc. 


We  are  officially  advised  that  the 
total  amount  appropriated  for  better- 
ments, etc.,  this  year  on  the  Grand  River 
Ry.  and  the  Lake  Erie  &  Northern  Ry., 
both  of  which  are  C.P.R.  subsidaries,  "is 
$1,453,700,  of  which  $1,035,200  is  for  the 
Grand  River  Ry.  and  $418,500  for  the 
Lake  Erie  &  Northern  Ry.  The  amounts 
include  renewals  of  appropriations 
granted  in  1919,  as  well  as  for  the  pur- 
chase of  generating  and  equipment,  con- 
struction of  substation  to  provide  uni- 
form 1,500  volt  operation,  by  rebuilding 
and  reinsulating  existing  overhead  sys- 
tem, additional  shop  equipment,  tie  and 
rail   renewals,  etc. 

Some  of  the  work,  including  buildings, 
sidings,  etc.,  will  be  done  by  the  com- 
panies' own  forces.  Contract  have  been 
given  to  A.  E.  Rigley,  St.  Catharines, 
Ont.,  for  the  following: — Kitchener- 
Waterloo  line  revision,  second  track 
work  between  Preston  and  Hageys;  re- 
vision of  line  in  Gait;  terminals  in  Gait; 
and  other  smaller  works.  These  con- 
tracts have  been  let  on  the  cost  plus 
basis.  Details  in  regard  to  some  of  them 
have  already  been  given  in  Canadian 
Railway  and  Marine  World.  With  re- 
gard to  the  Kitchener-Waterloo  revision, 
we  are  advised  that  owing  to  the  expira- 
tion of  franchise  rights  in  the  City  of 
Kitchener,  it  is  necessary  to  provide 
service  on  a  private  right  of  way,  on  a 
greatly  improved  location.  The  new  se- 
cond track  between  Preston  and  Hageys, 
0.50  mile,  will  be  laid  with  85-lb.  rails. 

The  station  and  office  buildings  at  Gait 
will  probably  be  of  brick  and  concrete 
construction,  40  x  120  ft.;  the  station  on 
the  ground  floor  and  general  offices 
above.  The  substation  at  Preston  will 
be  56  X  48  ft.  A  60  ft.  extension  to  car 
barn  and  repair  shop  at  Preston  will  be 
done   by   the   company's   own   forces. 

The  equipment  to  be  bought  will  con- 
sist of  two  1,000  k.w.  motor  generator 
sets;  si.x  transformers;  short-circuiting 
switches,   lightening  arresters,   etc.    The 


"JGO 


CANADIAN  RAILWAY   AND  MARINE  WORLD 


May.  1920. 


\w    iMiuBht    will    Ik-    MX  ..111'  l.iik'tfMi:''  iin.l  .•xprtnii  crar.     Lake  Knc 

RiviT    Ky..    on.'   «().ion  &   .\..rthirn   Ky..  thrcf  flO-ft.  nU-v]  pnn- 

c.  four  rtO-fl.  utool  puK-  »«'inf<r  iiim.  two  trBiU-r  poRKcniriT  r«ni, 

irml.r   |<ii^.i(<iikit  c-nrn.  one  )>ni;trntce  and  cxpreiiN  cnr. 


Thf  Porl  Arthur  Civic  Railway's  History  and  Pre- 
sent  Position. 


The  hintory  of  tho  inrpption  nn<l  <lo- 
volopmrnt  of  tho  F'ort  Arthur  J'ivic  Ky. 
was  lULatod  ln-foro  the  Port  Arthur, 
Ont.,  Kotarian  Club  ri-contly  by  M.  .M. 
Inifhs,  Mnnnirt-r  of  the  »ity'n  public  util- 
ities ooiiiniissii.n.  After  havinir  dealt  with 
matters  affecting  public  utilities  in  »ren- 
eral.  he  irave  the  followini;  information 
n-irartiinK  the  I'ort  Arthur  Civic  Ry.  The 
railway  was  inaut:urated  in  IKltl,  it  be- 
intr  not  only  one  of  the  oldest  electric 
railways  in  Canada,  but  the  first  muni- 
cipally owned  line.  An  issue  of  $7.'>,000 
of  ty'^r,  20-year  bonds  was  made  in  that 
year  to  finance  the  project.  At  pre.sent 
the  line  is  capitalized  at  $7!»r),6.S.'i.02.  The 
original  line  was  laid  in  Port  Arthur, 
and  subsequently  an  extension  was  made, 
under  Port  Arthur  ownership,  to  Fort 
William,  and  the  operation  of  the  line 
in  the  two  cities  was  continued  under 
Port  Arthur's  management  until  1908. 
when  an  agreement  was  made  under 
which  Fort  William  bought  the  lines 
within  its  own  boundaries,  and  the  lines 
were  placed  under  the  management  of  a 
joint  board.  This  continued  until  191.3. 
when  the  management  of  the  Port  Ar- 
thur line  was  taken  over  by  the  city 
council,  and  in  191.5  the  manapement  was 
handed  over  to  the  then  newly  formed 
Public  Utilities  Commission.  The  line 
was  financed  by  debentures,  of  two  types 
— sinking  fund  debentures,  and  serial 
debentures,  the  total  amount  issued 
from   1891   to  date  beinp  ?940,184. 

Mr.  Inelis  continued: — "The  assets 
comprise  chiefly  20  miles  of  track  com- 
puted as  sinirle  track ;  car  bams  and  shed ; 
22  convertible  cars,  of  which  .5  are  sinple 
truck,  and  the  remainder  double  truck;  2 
trailers;  2  combination  work  cars  and 
:^now  plows  and  sweepers;  one  bappape 
car;  one  open  trailer;  and  power  plant 
machinery  of  the  capacity  of  2,000  h.p., 
as  well  as  overhead  construction,  feed- 
ers, tools  and  equipment  for  the  opera- 
tion of  the  .system.  Compared  with  other 
systems,  every  attention  has  been  paid 
to  providing  the  best  and  most  comfort- 
able equipment  that  could  be  obtained. 
^;ach  double  truck  car  similar  to  those 
used  on  the  main  line  service  is  equipped 
with  four  40  h.p.  motors,  peared  to  the 
car  axles  and  capable  of  maintaininp  a 
car  speed  of  2.5  miles  an  hour  should  it 
be   found   necessary    in   operation." 

Mr.  Inplis  then  pointed  out  that  the 
electric  railway  mipht  be  rcparded  as  an 
industry,  on  consideration  beinp  piven 
to  the  capital  invested;  the  revenue  de- 
rived; the  number  of  employes  and  the 
wapes  paid,  and  to  the  material  boupht. 
The  revenue  for  1919  was  $196,000;  the 
amount  paid  in  wapes  in  1919  $88,000 
approxiniately.  The  amount  paid  for  ma- 
terials in  1919,  includinp  insurance  and 
other  such  items  was  approximately  $19.- 
000.  Power  cost  for  the  year  was  ap- 
proximately  $20,000. 

He  continued:  "Pressinp  needs  to  make 
ends  meet  has  also  awakened  us  to  the 
fact  that  our  street  railway  is  a  com- 
mercial enterprise,  and  that  its  function 
is  not  merely  to  run  cars,  but  to  sell  ser- 
vice, and  that  like  any  other  manufac- 
turinp  concern.  While  not  the  foremost 
industry  in  the  city,  from  point  of  view 
of  the  wapes  paid  and  other  items  men- 


ti.ined,  it,  in  addition  to  these  influential 
elements,  fills  a  place  in  our  social  life 
and  development  that  cannot  be  meas- 
ured in  a  pecuniary  way,  and  would  be 
diflicult,  if  not  almost  impossible,  to  sup- 
plant." 

Considerinp  the  future  of  the  system. 
Mr.  Inplis  .said:  "We  know  now.  if  we 
did  not  do  so  before,  that  service  is  be- 
inp sold  at  less  than  cost.  In  this  we 
cannot  altopether  blame  the  representa- 
tives whom  we  elected  to  office,  because 
they  were  merely  respondinp  to  the  will 
of  the  ratepayers  in  peneral.  With  what 
has  been  happeninp  durinp  the.se  past  five 
years  or  more,  and  the  trend  of  current 
events,  it  is  not  surprisinp  that  we  have 
not  re-established  our  equilibrium,  but 
prepress  of  a  material  kind  has  been 
made  in  connection  with  the  street  rail- 
way system  that  reflects  at  least  some 
credit.  Credit  is  due  particularly  to  the 
commissioners  for  the  policy  they  have 
inauRurated  since  cominp  into  office,  and 
in  no  less  dcpree  to  the  co-operation  of 
all  departments  and  employes  connected 
with  the  system. 

"Briefly,  the  commission's  policy  is  as 
follows:  To  render  service  at  cost,  and 
in  so  doinp  to  provide  for  interest 
charpes  on  all  capital  expended.  Sink- 
inp  fund,  to  retire  all  debentures  at  ma- 
turity, and,  in  addition,  depreciation  to 
replace  all  plant  and  other  assets  at  the 
end  of  their  useful  life.  It  has  so  far 
been  inconvenient  to  carry  out  the  entire 
policy  as  above  quoted,  but  the  poal  has 
been  set,  and  it  is  not  beyond  attainment, 
and  that  without  preat  hardship  if  the 
citizens  will  realize  their  full  responsi- 
bility and  assist.  Just  as  the  merchant 
or  manufacturer  sells  his  product  and 
bases  his  cost  on  the  unit  system,  so  it  is 
with  the  street  railway.  Our  basis  is 
that  of  the  car  mile,  or  the  car  hour,  de- 
pendinp  upon  which  is  the  more  conven- 
ient, and  in  order  to  eliminate  as  far  as 
possible  the  many  variables  that  enter 
into  the  matter  of  costs." 

Mr.  Inplis  claimed  that  the  operatinp 
cost  of  the  system  compares  very  fav- 
orably with  that  of  any  other  system  in 
Canada.  This  is  primarily  due  to  the 
fact  that  the  Port  Arthur  .system  lends 
itself  to  fast  service  when  compared  with 
other  city  systems.  Port  Arthur  and 
Fort  William  have  one  of  the  fastest 
street  railways  in  the  Dominion;  the 
main  line  cars  make  on  an  averape  IIU 
miles  an  hour.  This  is  a  desirable  fea- 
ture to  retain,  if  it  cannot  be  improved 
upon.  After  touchinp  on  the  question  of 
the  cost  of  frequent  stops,  the  cost  of 
labor,  tho  proposal  to  combine  the  own- 
ership of  the  two  lines  in  connection 
w'ith  the  Hydro  Electric  Power  Commis- 
sion of  Ontario's  railway  plans;  one-man 
cars,  and  zone  system  of  fares,  which 
he  did  not  discuss  in  detail,  Mr.  Inplis 
concluded  by  .sayinp:  "To  my  mind  three 
very  essential  thinps  arc  neces.sary  and 
should  precede  any  of  the  aforemention- 
ed suppestions  in  order  that  the  trans- 
portation system  of  these  two  cities  can 
develop  and  keep  pace  with  the  future 
prowth  which  we  all  anticipate.  These 
essentials  are:  1.  Joint  ownership.  2.  Re- 
lief for  the  car  rider  from  payinp  for 
those    extensions    which    are    im.p.Tntivo 


as  Well  as  relief  from  pavinp  charpps 
as»e»«ed  apninut  the  street  railway  de- 
partment, .'t.  The  co-operation  of  cvcr>' 
individual  citiz<-n  in  promoting  the  in- 
tere.Hts  of  the  department  and  in  this  con- 
nection I  could  not  do  better  than  quote 
the  Rotary  Club's  motto:  'He  profits  most 
who  servos  best.'  " 

\'alua(inn  of  New  Brunswick 
Power  ("o.'s  Plant. 


A  judRTnent  of  the  New  Brunswick 
Court  of  Appeal,  prepared  by  Sir  Doug- 
las Hazen.  Chief  Justice,  in  the  New 
Brunswick  Power  Co.  plant  valuation 
case,  was  delivered  at  Fredericton.  Mar. 
I.  The  Currier  Commission  appointed 
in  1918,  fixed  the  oripinal  cost  of  the 
plant  used  for  street  railway  and  other 
purposes,  on  which  a  return  of  T"r  was 
to  be  earned,  at  $2,800,000,  and  this  sum 
was  inserted  in  the  act  passed  by  the 
Lepislature  in  1919.  As  the  city  of  St. 
John,  contended  that  the  value  should 
be  fixed  at  $2,000,000.  while  the  company 
contended  for  $5,000,000,  provision  was 
made  for  a  review  of  the  valuation  by 
the  Court  of  Appeal.  The  arpuments 
were  concluded  in  Januarj-  and  the  court 
took  advantape  of  the  power  piven  it  to 
employ  expert  assistance  before  reach- 
inp  a  decision  as  to  the  value.  The  judg- 
ment is  a  very  lenpthy  one,  reviewing 
the  whole  matter,  and  fixes  the  original 
cost  of  the  plant  at  $2,.')77,665.56.  This 
amount,  the  judpment  says,  does  not 
take  into  account  any  allowance  for  de- 
preciation nor  include  any  amount  rcp- 
resentinp  the  proposed  water  power  de- 
velopment on  the  Lapreaux  and  Mapa- 
puadavic  Rivers,  or  any  amount  repre- 
sentinp  working  capital,  includinp  ma- 
terials and  supplies.  The  amount  of  which 
should  not  be  in  excess  of  the  company's 
financial  needs  in  carrying  on  the  rail- 
way, electric  and  gas  sers-ices. 


Calgary  Municipal  Ry.  Results  for 
1919. 


A  press  summary  of  the  Calgary, 
Alta.,  City  Treasurer's  report  for  1919 
contains  the  following  information  as  to 
the  Calgary  Municipal  Ry.:  The  surplus 
for  1919  was  $42,232.95,  against  a  sur- 
plus of  $74,656.87  for  1918.  There  was 
a  total  capital  expenditure  to  Dec.  31, 
1919,  of  $2,462,051.14  on  track  and  road- 
way, equipment,  etc.  Holdings  acquired 
otherwise  than  by  the  bylaw,  such  as 
Bowness  Park  improvements,  land,  sub 
base  and  other  items  add  another  $103,- 
915.59  to  the  capital  assets.  Takinp  from 
this  $788,413.13  for  sinking  fund,  resen-e 
and  depreciation  reserve  gives  a  total  of 
$1,777,.553.99  to  which  is  to  be  added  the 
sinking  fund  bank  account  of  $370,726.08, 
and  depreciation  bank  account  of  $87,- 
264.81.  making  the  net  capital  assets 
$2,492,476.97.  During  1919  $583,098it8 
was  expended  for  maintenance  on  ways 
and  structures,  equipment,  transporta- 
tion and  peneral  expenses,  $6,541.41  was 
expended  for  taxes,  rental  of  land  and 
conduits,  and  for  debenture  interest  there 
was  laid  aside  $110,182.85,  for  sinking 
fund.  $4,507.87,  for  depreciation,  $31,- 
652.44,  for  reserve  against  accidents  and 
damapes,  $15,447,  bad  debts,  $750,  and 
surplus  carried  to  net  revenue  accounts 
$42,232.95,  makinp  the  total  expenditure 
for  the  year  $834,413.40.  Apainst  this 
were  $772,349.98  in  passenger  earnings, 
$42,607.90  in  miscellaneous  earnings,  and 
S19.4.^.'...">2  III   bunk   interest. 


May,  1920. 


261 


Marine  Department 


Canadian  Government  Merchant  Marine,  Ltd.,  Shipbuilding,  Operation,  Etc. 


Orders  for  Steamships. — In  answer  to 
questions  asked  in  the  House  of  Com- 
mons, Mar.  ;U,  by  L.  Cannon,  M.P.  for 
Dorchester,  Quo.,  the  Minister  of  Mar- 
ine gave  the  following  information:  The 
government  has  contracted  to  build  63 
steamships,  of  which  19  were  delivered 
to  Canadian  Government  Merchant  Ma- 
rine Ltd.,  for  operation,  during  1919. 
Those  delivered  were  built  as  follows: 
Canadian  Vickers,  Ltd.,  Montreal,  7;  Col- 
lingwood  Shipbuilding  Co.,  Collingwood, 
Ont.,  4;  Port  Arthur  Shipbuilding  Co., 
Port  Arthur,  Ont.,  4;  Wallace  Shipyards 
Ltd.,  North  Vancouver,  B.C.,  3;  Tide- 
water Shipbuilders.  Ltd.,  Three  Rivers, 
Que.,  1.  The  following  voyages  were 
completed,  and  accounts  closed,  during 
1919:  Canadian  Voyageur,  4  trips;  Can- 
adian Pioneer,  1  trip;  Canadian  War- 
rior, 3  trips;  Canadian  Ranger,  3  trips; 
Canadian  Recruit,  3  trips;  Canadian  Vol- 
unteer, 2  trips;  Canadian  Leader,  3  trips; 
Canadian  Sailor,  2  trips;  Canadian 
Trooper,  1  trip;  Canadian  Seigneur,  2 
ti'ips;  Canadian  Signaller,  2  trips;  Can- 
adian Miller,  1  trip;  Canadian  Adven- 
turer, 1  trip.  The  other  6  ships  were  de- 
livered late  in  the  year,  and  did  not  com- 
plete trips  by  Dec.  31,  1919.  The  total 
gross  revenue  from  the  13  ships  was 
$3,448,030.25.  The  total  operating  ex- 
penses were  $2,041,262.87,  giving  a  sur- 
plus of  $1,406,767.38,  for  only  a  portion 
of  the  year,  as  most  of  the  ships  were  de- 
livered during  the  latter  part  of  the  year. 
It  is  not  considered  in  the  public  inter- 
est to  state  the  cost  of  maintenance  of 
each  ship. 

Very  full  information  about  orders 
will  be  found  in  the  Minister  of  Marine's 
speech  in  the  House  of  Commons  on  the 
government's  shipbuilding  programme, 
which  is  given  in  full  further  on  in  this 
issue. 

Names  of  Steamships. — The  Minister 
of  Marine,  in  answer  to  questions  in  the 
House  of  Commons  recently,  by  L.  Can- 
non, M.P.  for  Dorchester,  Que.,  gave  the 
names  chosen  for  steel  cargo  steamships 
for  Canadian  Government  Merchant  Ma- 
rine Ltd.,  as  published  in  Canadian  Rail- 
way and  Marine  World  from  time  to 
time,  and  stated  that  the  Marine  Depart- 
ment was  responsible  for  the  choice  of 
them. 

The  Marine  Department  has  officially 
advised  us  of  the  following  names,  which 
have  been  decided  on,  for  steel  cargo 
steamships  being  built  for  Canadian  Gov- 
ernment Merchant  Marine  Ltd.,  in  addi- 
tion to  those  published  in  Canadian  Rail- 
way and  Marine  World  for  April. 

Canadian  Challenger;  Marine  Depart- 
ment contract  GO;  builder's  yard  no. 
476;  approximately  8,390  d.w.  tons;  Da- 
vie Shipbuilding  &  Repairing  Co.,  Lau- 
zon,  Que. 

Canadian  Coaster;  Marine  Department 
contract  58;  builder's  yard  no.  16;  ap- 
proximately 3,890  d.w.  tons,  Collingwood 
Shipbuilding  Co.,  Kingston,  Ont. 

Canadian  Freighter;  Marine  Depart- 
ment contract  63;  builder's  yard  no.  21; 
approximately  8,390  d.w.  tons;  J.  Cough- 
Ian  &  Sons,  Vancouver,  B.C. 

Canadian  Highlander;  Marine  Depart- 
ment contract  55;  builder's  yard  no.  103; 
approximately  8,390  d.w.  tons;  Wallace 
Shipyards,  Ltd.,  North  Vancouver,  B.C. 
Canadian  Racer;  Marine  Department 
contract   .^4;   builder's   yard   no.    10;   ap- 


proximately 3,990  d.w.  tons;  Midland 
Shipbuilding  Co.,  Midland,  Ont. 

Canadian  Rover;  Marine  Department 
contract  57;  builder's  yard  no.  67;  ap- 
proximately 3,890  d.w.  tons;  Collingwood 
Shipbuilding  Co.,  Collingwood,  Ont. 

Canadian  Skirmisher;  Marine  Depart- 
ment contract  56;  builder's  yard  no.  7; 
approximately  8,390  d.w.  tons;  Wallace 
Shipyards,  Ltd.,  North  Vancouver,  B.C. 

Canadian  Transporter;  Marine  Depart- 
ment contract  62;  builder's  yard  no.  8; 
approximately  8,390  d.w.  tons;  J.  Cough- 
Ian  &  Sons,  Vancouver,  B.C. 

Canadian  Pathfinder;  Marine  Depart- 
ment contract  48;  builder's  yard  no.  10; 
approximately  3,500  d.w.  tons;  Domin- 
ion Shipbuilding  Co.,  Toronto;  instead  of 
Canadian  .Artificer,  as  selected  origin- 
ally. 

Canadian  Winner;  Marine  Department 
contract    29;    builders'    yard    no.    1;    ap- 


Uominion  Marine  Association. 

President,  A.  E.  Mathews.  Managine  Di- 
rector, Mathews  Steamship  Co.,  Toronto. 

First  Vice  President,  H.  W.  Cowan,  Di- 
rector of  Operation,  Canada  Steamship 
Lines.    Montreal. 

Second  Vice  President,  A.  A.  Larocque, 
President.  Sincennes  -  McNaughton  Line, 
Montreal. 

Executive  Committee,  E.  H.  Beazley, 
Union  Steamship  Co.  of  British  Columbia, 
Vancouver ;  W.  E.  Burke,  Canada  Steam- 
ship Lines.  Montreal :  T.  E.  Enderby, 
Montreal  Transportation  Co..  Montreal ; 
L.  Henderson,  Montreal  Transportation 
Co.,  Montreal ;  W.  J.  McCormack,  Aleoma 
Central  Steamship  Line.  Sault  Ste.  Marie, 
Ont. :  G.  J.  Madden,  George  Hall  Coal  Co. 
of  Canada,  Montreal  :  E.  W.  Oliver, 
Niagara,  St.  Catharines  &  Toronto  Navi- 
gation Co.,  Toronto:  W.  H.  Smith.  Ontario 
Car  Ferry  Co.,  Montreal ;  J.  F.  Sowards. 
Sowards  Coal  Co.,  Kingston.  Ont. ;  J.  F. 
M.  Stewart,  Point  Anne  Quarries  Ltd.. 
Toronto ;  Jno.  Waller,  Keystone  Transpor- 
tation Co.,  Montreal ;  Lome  C.  Webster. 
Webster  Steamship  Co.,  Montreal :  .7. 
Wilkie.  Imperial  Oil  Ltd.,  Toronto :  A.  A. 
Wright,   honorary  member,   Toronto. 


proximately  8,390  d.w.  tons;  Harbour 
Marine  Co.,  Victoria,  B.C.;  instead  of 
Canadian  Armourer,  as  selected  origin- 
ally. 

Canadian  Traveller;  Marine  Depart- 
ment contract  30;  builder's  yard  no.  2; 
approximately  8,390  d.w.  tons;  Harbour 
Marine  Co.,  Victoria,  B.C.;  instead  of 
Canadian  Composer,  as  selected  origin- 
ally. 

Keel  Laid. — Since  our  last  issue  we 
have  been  advise  of  the  laying  of  the 
following  keel: 

Steel  Cargo  StoamsMp,  Marine  De- 
paitment  contract  61 ;  builders,  yard  no. 
45;  appro.vimately  3,890  d.w.  tons;  Port 
Aithur  Shipbuilding  Co.,  Port  Arthur, 
Ont.;  Mar.  30. 

Launching  of  Steamships. — We  have 
been  advised  of  the  following  launchings 
of  steel  cargo  steamships  for  Canadian 
Government  Merchant  Marine,  Ltd.,  in 
addition  to  those  mentioned  in  previous 
is.^ues: — 

S.s.   Canadian   Miner;   Marine   Depart- 


ment contract  41;  builder's  no.  6;  ap- 
proximately 2,800  d.w.  tons;  Nova  Sco- 
tia Steel  &  Coal  Co.;  April  3,  1920. 

S.s.  Canadian  Otter;  Marine  Depart- 
ment controct  44;  builder's  yard  no.  4; 
approximately  3,575  d.w.  tons;  British 
American  Shipbuilding  Co.,  Welland, 
Ont.  TWs  hull  was  built  in  two  .sections, 
the  aft  one  being  launched  Mar.  25,  and 
the  foi-ward  one  Apr.  13.  They  will  be 
taken  thiough  the  Welland  and  St.  Law- 
rence Canals  separately,  to  be  joined  to- 
gether, probably  at  Montreal. 

The  s.s.  Canadian  Runner;  Marine  De- 
partment contract  32;  buildoi's  yard  no. 
43;  and  the  s.s.  Canadian  Carrier; 
Marine  Department  contract  33;  build- 
er's yard  no.  44;  each  approximately 
4  575  d.w.  tons;  being  built  by  Port  Ar- 
thur Shipbuilding  Co.,  for  Canadian  Gov- 
ernment Merchant  Marine,  Ltd.,  and  the 
keels  of  which  were  laid  Aug.  29,  1919, 
are  expected  to  be  launched  on  May  1 
and  15,  respectively. 

The  s.s.  Canadian  Victor;  Manne  De- 
partment contract  50;  builder's  yard  no. 
77;  approximately  8,390  d.w.  tons;  being 
built  bv  Canadian  Vickers,  Ud.,  Mont- 
real; will  be  launched  about  the  end  ot 

The  '^s.  Canadian  Conqueror;  Marine 
Department   contract   51;   builders   yard 
no     7S;    approximately    8,390    d.w.    ton.s; 
being   built  by    Canadian   Vickers,   Ltd 
Montreal;   ^^^ll   be    launched    about    the 

'"Th'e%1.'&adian  Pathfinder;  Marine 
Department  contract  48;  builder's  yard 
no.^0;  approximately  3,500  f.w.  tons;  be- 
ine-  built  bv  Dominion  Shipl)uild!ng  Co., 
Zl  m-obablv  be  launched  in  June;  and 
r  sister  ship,  Canadian  Engineev; 
Marine  Department  contract  49  bwW 
er's  vard  no.  11;  being  built  by  the  same 
builders?  will  probably  be  launched  in 
•'"oil  Fuel  Equipment.--The  Marine  De- 
partment has  arranged  for  the  mstalla 
tion  of  oil  fuel  burning  apparatus  in  the 
f^  nw  ne-  steel  cargo  steamships  which 
ireTeing  built  for  Canadian  Government 
Merchant  Marine,  Ltd.  ranndian 

Canadian  Highlander  a"*!,  ^ana  >an 
Skirmisher,  each  approximately  8,39()  a. 
w  "ons,  Wallace  Shipyards,  North  Van- 

'TrnadTan'  Freighter  and  Canadian 
Transporter,  each  approximately  8,.190 
d.w.  tons,  J.  Coughlan  &   Sons,  Vancou- 

^'^Canad'ian  Challenger,  approxiniately 
8,390  d.w.  tons,  Davie  Shipbuilding  &  Re- 
pairing Co.,  Lauzon,  Que. 

Refrigerating  Space  on  Steamships.-— 
The  Marine  Department  has  arranged 
for  the  installation  of  refrigerating  space 
in  the  following  steel  cargo  steamships 
being  built  (ov  Canadian  Government 
Merchant  Marine,  Ltd. 

Canadian  Exporter,  Canadian  Inventor 
and  Canadian  Prospector,  each  approxi- 
mately 8,390  d.w.  tons,  J.  Coughlan  & 
Sons,  Vancouver,  B.C. 

Canadian  Commander,  Canadian  Con- 
queror, Canadian  Leader  and  Canadian 
Victor,  eacTi  approximately  8,390  d.w. 
tons,  Canadian  Vickers,  Ltd.,  Montreal. 

Canadian  Highlander  and  Canadian 
Skirmisher,  each  approximately  8,390  d. 
w.  tons,  Wallace  Shipyards,  North  Van- 
couver, B.C. 


262 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


May.  1920. 


tin 


Cr 
tot 


.1     T,  .V.  ii.i  .....I  I    (Mniliiiii  Win- 

:'0  (l.w.  ton», 

a,   B.C. 

and     Onndinn 

iiatolv    10,600  d.w. 

:h.  Unlifnx.  N.S. 

t>'  .      ..; ,lui.H.  -\V.    DulT,    M.r. 

for  I.iinrntuirK,  nukiHi  tho  followinK  ijuos- 
tionn  in  thr  Hnunv  of  ('ommon.i  April  7: 
For  what  .«tfcl  ranrn  ntrniimhipii  t)uill 
under  thr  [)iiniini<>n  (iovcrnmfnt'!*  pro- 
irrammo  h«vp  upttlomrnts  In-cn  inndf  with 
tho  biiildt-rs?  Whnt  un.H  the  linnlly  bb- 
rcrtBiiii'il  dciidwrik'ht  c«t>ai'ity  i)f  each  of 
such  ship.s?  What  was  tnu  contract  price 
per  dendwoiirht  ton  for  each  of  .<iuch 
.^hips7  What  was  the  total  amount  paid 
for  each  of  yaid  ships?  The  Minister  of 
Marine  jrave  the  following  information 
in  reply: 

Canadian.  P.  w.  tow  p<T  ton.  Total  i>ald. 

AdrrntntTr  «.40«  tllO  S    71K.S62.49 

MooopT  li.40S  130  1,619.4&9.9» 

Ran«»r  8.382  IBS  l.»7,'..816.00 

Rwruit  S.964  20R  «12.«'.i;.«i 

Sailor  S.SB7  20R  fi'.ioiO'iM 

Sficnnir  S.S91  18»  l.:.>7  .  i  .  1 

SowiT  S.40S  210  71-.  •  1'  1 

Splnnrr  M9S  1^8             l..'."'    

rmirT  S.»4t  205  6h..  :.     -- 

Vojrasrur  4.676  207  !•(>•■"  T 

Warrior  8,995  205  81''     -       - 

.'•9.619  »ll.«62.0:(7.n 

Operation  of  sleam.ships.  The  Minis- 
ter of  Railways,  in  answering  a  ques- 
tion, in  the  House  of  romnions,  recently, 
as  to  ships  beinR  operated  by  the  Cana- 
dian National  Rys..  said  that  this  was 
provided  for  by  order  in  council.  Cana- 
dian Railway  and  Marine  World  has 
been  supplied  with  a  copy  of  the  order 
referred  to,  no.  575,  passed  Mar.  16,  1920, 
as  follows: 

The  committee  of  the  Privy  Council 
have  had  before  them  a  memorandum. 
dated  Mar.  11,  1920,  from  the  .Minister 
of  Marine,  submitting  a  report  from  thi 
Deputy  Minister  of  Marine,  which  states 
as  follows:  That  contracts  have  been 
placed  with  ship-buildin?  firms  in  Can- 
ada, by  the  Department,  for  the  con- 
struction of  132  ships,  of  a  total  tonnapi' 
of  approximately  ;i76,725  tons,  at  an 
average  cost  of  $192.01  a  ton,  of  whicli 
2.3  have  been  completed  and  delivered  t" 
the  department.  That  several  plans  for 
the  dispositions  and  operation  of  these 
ships  have  been  considered,  viz.:  By  the 
retrular  steamship  operators  on  a  basis 
of  hire  or  commission  to  be  agreed  up- 
on; by  an  organization  to  be  formed 
within  the  department,  subject  to  and 
under  instructions  from  the  Minister;  b;, 
the  Canadian  National  Rys.;  by  sale  t  > 
private  interests,  on  terms  to  be  apreed 
upon,  and  subject  to  the  condition  that 
they  should  be  available  for  Canadian 
trade,  so  lonp  as  any  such  trade  is  of- 
fering. That  it  has  been  determined  by 
the  (rovernment  to  operate  some,  or  all, 
of  these  ships,  by  the  directors  from 
time  to  time  operating  the  Canadian  Na- 
tional Rys.,  and  it  having  been  repre- 
sented that  in  order  to  avoid  the  full 
effects  of  collision  liabilities  each  indi- 
vidual ship  should  be  owned  by  a  separ- 
ate company  incorporated  for  that  pur- 
pose. 

The  Minister,  therefore,  recommends: 
that  he  be  authorized,  upon  the  comple- 
tion and  deliverj-,  whether  heretofore  or 
hereafter,  of  the  ships  so  contracted  for, 
to  transfer  or  cause  the  same  to  be  trans- 
ferred to  individual  companies  (herein- 
after called  the  owninp  companies)  to  be 
incorporated  for  that  purpose  under  the 
Dominion  Companies  Act,  with  names 
similar  to  those  of  the  respective  ves- 
sels transfcrrefl.  That  the  permanent 
directors  of  such  owninjr  companies  shall 
be  five  or  more  of  the  directors  from 
time  to  time  operating  the  Canadian  Na- 


tiiiiinl  Kyu.  That  the  tcrnm  of  transfer 
with  roKpwt  to  each  whip  nhnll  irenerally 
be  the  same  or  similar  to  the  terms  of 
transfer  of  the  Canadian  \'oyat;<-ur  as 
set  forth  in  the  draft  nirreement  hereto 
attached,  the  necessary  variations  in  de- 
scription and  price  l)^•in^r  made  to  suit 
each  individual  ca.se,  such  tenns  beinR  in 
effect  as  follows :~The  owning  company 
will  atrree  to  repay  to  llis  Majesty  the 
whole  of  the  expenditure  made  by  His 
•Majesty  on  the  ve.ssel  affected,  such  ex- 
penditure to  be  represented  by  5V4% 
notes  of  the  ownin>f  cimipany  in  favor 
of  His  Majesty,  secured,  if  desired,  by 
a  statutory  mortKaice  on  the  vessel.  As 
a  part  of  the  consideration  for  such 
transfer,  the  Minister  of  Finance  will 
also  receive  the  whole  of  the  capital  stock 
of  the  owning  company,  fully  paid,  ex- 
cept the  qualifying  shares  of  directors 
(one  share  each)  which  will  stand  in 
their  respective  names.  All  net  earn- 
inps  of  the  owninp  companies,  after  due 


said  aKreements,  iK-inK  |>aid  or  other- 
wise fully  dischariced,  the  .Minister  of 
Finance  is  hereby  authorized  to  trmns- 
fer  to  the  Canadian  National  Ky.  Co., 
without  further  com(>c-nHation,  all  share* 
of  stock  in  the  holdinK  company,  so  re- 
ceived in  exchange  as  aforesaid.  It  is 
understood  that  the  permanent  directors 
of  the  holdini;  company  shall  be  f^ve  or 
more  of  the  ilirectors  from  time  to  time 
operatintr  Canadian   National   Rys. 

The  .Minister  ob»er%es,  in  connection 
with  the  foreifoinc,  that  the  result  of 
his  recommendations  will  be  that  the 
title  to  the  several  ships  will  stand  in 
the  name  of  the  respective  owninir  com- 
panies, bearintr  the  ships  name,  subject 
to  notes  for  the  ships  cost,  8ecure<l  by 
satutory  morttrafre  on  each  ship  in  favor 
of  His  Majesty.  The  whole  of  the  stock 
of  the  owning  companies  (less  qualify- 
inif  shares  of  directors — one  share  each) 
will  be  held  by  the  holdin^r  company,  and 
the  whole  of  the  issued  capital   stoek  of 


8t«cl  Carzo  .sic 


M   Mrrchiint   M.i 


allowances  for  workinjr  expenditure,  re- 
newals, repairs  and  other  costs  and 
chari^es  incidental  to  operation,  will  be 
applied  either  by  the  owninp  company 
or  the  holding  company  hereinafter  men- 
tioned in  payment  of  the  interest  on  the 
said  promissory  notes  and  in  reduction 
or  discharge  of  any  unpaid  principal 
thereof. 

The  Minister  further  recommends  that 
the  Minister  of  Finance  be  authorized 
to  transfer  any  capital  stocks  in  the 
owning  companies,  received  by  him  un- 
der the  terms  of  any  of  the  said  agree- 
ments, to  Canadian  Government  Mer- 
chant Marine,  Ltd.,  (hereinafter  called 
the  holding  company),  receiving  in  ex- 
change therefor  shai-es  in  the  capitnl 
stock  at  par,  fully  paid,  of  the  holding 
company.  Upon  the  whole  of  the  prom- 
issorj-  notes  and  mortgages  made  by  the 
respective  owning  companies,  and  held 
by  His  Majesty  under  the  terms  of  the 


the  holding  company  (less  qualifying 
shares  of  directors)  will,  until  all  ex- 
penditures made  by  His  Majesty  in  re- 
spect of  the  said  ships  are  fully  reim- 
bursed to  His  Majesty,  be  held  by  the 
Minister  of  Finance  on  behalf  of  His 
Majesty.  The  permanent  directors  of 
both  the  holding  and  owning  companies 
will  be  elected  from  the  directors  oper- 
ating  the  Canadian   National   Rys. 

The  Minister  also  recommends  that  or- 
der in  council  of  June  2,  1919  (no.  1022). 
authorizing  the  turning  over  of  the  said 
ships  to  Canadian  National  Rys.,  be  can- 
celled. The  committee  concur  in  the 
foregoing  recommendations  and  submit 
the  same  for  approval. 

Unit  Companies  Incorporated. — In  ac- 
cordance with  an-angements  made  ut  the 
time  of  the  incorponition  of  Canadian 
Cioveniment  MciThant  Marine,  Ltd.,  sep- 
.iiale  companies  arc  being  incorponiteil 
for  each   .'■hip.     Und'  r  order  in  council. 


May,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


263 


575.  passed  March  16,  the  stock  of  the 
separate  shi))  companies  is  o.-neil  bv 
C.  G.  M.  M.,  Ltd.,  the  lattjr  company's 
stock  being  owned  by  the  Dominion  Gov. 
emment.  T)ie  followdng  companies  have 
been  incorporated  with  a  nominal  capital 
of  $40,000  each: — Canadian  Warrior, 
Ltd.;  Canadian  Ranger,  Ltd.;  Canaflian 
Recmit,  Ltd.;  Canadian  Volunteer,  Ltd.; 
Canadian  Trader,  Ltd.;  Canadian  Sailor, 
Ltd.;  Canadian  Trooper,  Ltd.;  Canadian 
Seigneur,  Ltd.;  Canadian  Signaller,  Ltd.; 
Canadian  Jliller,  Ltd.;  Canadian  Adven- 
turer. Ltd.;  Canadian  Gunner,  Ltd.; 
Canadian  Aviator,  Ltd.;  Canadian  Set- 
tler, Lttl.;  Canadian  Spinner,  Ltd.;  Can.-i- 
dian  Trapper,  Ltd.;  Canadian  Sower, 
Ltd.;  Canadian  Navigator,  Ltd.;  J.  A. 
McKee,  Ltd. ;  Thomas  J.  Drummond,  Ltd., 
and  Sheba  Ltd.  The  incorporators  are: — 
D.  B.  Hanna,  A.  J.  Mitchell,  G.  Ruel,  R. 
C.  Vaughan,  all  Canadian  National  Rys., 
and  C.  C.  M.  M.  officials;  and  G.  A.  Bell, 
C.M.G.,  Deputy  Minister  of  Railways 
and  Canals. 

Officers  of  Steamships. — The  follow- 
ing officers  have  been  appointed  by  Cana- 
dian Government  Merchant  Marine,  Ltd. 
The  fiivst  column  contains  the  name  of 
the  ship,  the  second  that  of  the  captain, 
and  the  third  that  of  the  chief  engineer: 
Canadian  Inventor  A.  B.  Watson    W.    Britton 

Canadian  Vickers,  Ltd.,  Montreal,  has 
orders  for  4  steel  caigo  .steamships  of 
8,390  d.w.  tons  each,  for  Canadian  Gov- 
ernment Merehant  Marine,  Ltd.,  as  fol- 
lows:— 

C.s.  Canadian  Victor;  Marine  Depart- 
ment controct  50;  builder's  vard  no.  77: 
keel  laid  Dec.  10,  1919;  to  "be  launched 
about  the  end  of  May. 

S.s.  Canadian  Conqueror;  Marine  De- 
piartment  central  51;  builder's  yard  no. 
78;  keel  laid  Jan.  17;  to  be  launched 
about  the  middle  of  July. 

The  keels  for  the  s.s.  Canadian  Com- 
mander; Marine  Depaitment  contract 
52;  builder's  yard  no.  79;  and  the  s.s. 
Canadian  Leader;  Marine  Department 
contract  53;  builder's  yard  no.  SO;  will 
be  laid  as  berths  become  vacnt,  and  de- 
livery will  be  made  about  Nov.,  1920. 

The  Collingwood  Shipbuilding  Co., 
advised  us,  April  19,  that  the  s.s.  Cana- 
dian Farmer,  Marine  Department  con- 
tract 46,  builder's  yard  no.  65,  approxi- 
mately 3,990  d.w.  tons,  would  run  her 
trial  trips  on  Apl.  23,  and  then  be  de- 
livered to  the  Maiine  Department. 

The  Collingwood  Shipbuilding  Co. 
advised  us  Apl.  19,  that  the  s.s.  Canadian 
Observer,  Marine  Department  contract 
47,  builder's  yard  no.  66,  approximately 
3,990  d.w.  tons,  would  be  launched  dur- 
ing the  first  week  in  May,  and  be  deliv- 
ered to  the  Marine  Department  about 
the  end  of  May. 

The  Collingwood  Shipbuilding  Go's 
last  order  from  the  Marine  Department 
is  for  a  steel  cargo  steamship,  Canadian 
Rover;  Marine  Department  contract  57; 
builder's  yard  no.  67;  approximately 
3,890  d.w.  tons.  The  keel  had  not  been 
laid  up  to  Apl.  19,  delay  having  been 
caused  by  U.S.  railway  strikes. 

CoUingBOod  Shipbuilding  Co.,  King- 
ston, Ont,  advTsed  us,  April  5,  that  it 
expected  to  deliver  the  s.s.  Canadian 
Beaver;  Marine  Department  conti-act  3] ; 
builder's  yard  no.  15;  approximately 
3,990  d.w.  tons;  about  the  end  of  April, 
or  early  in  May.  The  company  has  an- 
othei-  contract  for  the  s.s.  Canadian 
Coaster;  Marine  Department  contract 
58;  builder's  yai-d  no.  11;  approximatelv 
3,890  d.w.  tons;  the  laying  of  the  keel 
of  which  has  been  delayed  waiting  for 
material,  but  we  are  advised,  April   10, 


that  it  was  expected'  to  be  laid  before 
the  end  of  April. 

Davie  Shipbuilding  and  Repairing  Co., 

Lauzon,  Que.,  is  building  2  steel  cargo 
steamships  for  Canadian  Government 
.Merchant  Marine,  td.,  appi-oximately 
.■),100  d.w.  tons  each,  viz.:  Canadian 
Trapper;  .Marine  Department  contract 
17;  builder's  yard  no.  459;  and  Cana- 
dian Hunter;  Marine  Department  con- 
tract 18;  builder's  yard  no.  460.  The 
company  advised  us  April  13  that  it  ex- 
jiected  to  deliver  Canadian  Trapper  early 
in  Jlay,  and  to  launch  Canadian  Hunter 
about  the  end  of  .\pril. 

Halifax  Shipyards,  Ltd.,  Halifax,  N.S., 
is  building  4  stcol  cargo  steamships  for 
Canadian  Govemment  Merchant  Marine, 
Ltd.,  viz.:  Canadian  Mariner  and  Cana- 
dian E.xplorer,  each  approximately  8,390 
d.w.  tons;  and  Canadian  Cniiser  and 
Canadian  Constnictor,  each  appro.xi- 
mately  10,500  d.w.  tons.  ITic  company 
advised  us  April  8  that  it  expected  to 
launch  the  first  one  in  May.  It  has  en- 
countered considerable  difficulty,  owing 
to  delay  in  delivery  of  material,  also 
labor  conditions. 

Harbor  Marine  Co.,  Victoria,  B.C. — 
The  boilers  for  the  s.s.  Canadian  Winner, 
approximately  8,390  d.w.  tons,  being 
built  for  Canadian  Government  Merchant 
Marine,  Ltd.,  were  received  at  the  ship- 
yard towards  the  end  of  March,  and  were 
placed  in  the  hull  in  sections.  The  shell 
plating  of  the  hull  was  reported  at  that 
time  to  be  practically  completed,  and  con- 
siderable progress  had  then  been  made 
on  the  hull  of  the  sister  ship,  Canadian 
Traveller. 

Midland  Shipbuilding  Co.,  Midland, 
Ont.,  which  has  a  contract  for  a  steel 
cargo  steamship.  Canadian  Racer; 
Marine  Department  contract  54;  build- 
er's yard  no.  10;  advised  us,  April  6,  that 
the  laying  of  the  keel  had  been  delayed 
and  that  it  had  practically  to  close  down 
operations  owing  to  lack  of  steel. 

Nova  Scotia  Steel  &  Coal  Co.,  New 
Glasgow,  N.S.,  launched  the  s.s.  Cana- 
dian Miner,  Marine  Department  contract 
41;  builder's  yard  no.  6;  approximately 
2,800  d.w.  tons,  April  3;  the  christening 
ceremony  being  performed  by  Mrs.  Levy 
McMillan,  wife  of  the  company's  super- 
intendent of  shipbuilding.  It  also  has  a 
contract  for  another  stcol  cargo  steam- 
.ship;  Marine  Department  contract  59; 
builder's  yard  no.  8;  re.sipecting  which  it 
advised  us  April  8,  that  the  keel  would 
be  laid  a  few  days  thereaftei-. 

Port  Arthur  Shipbuilding  Co.,  Port 
Arthur,  Ont.,  laid  the  keel  of  a  .steel 
cargo  steam.ship,  Marine  Department 
contract  61;  builder's  yard  no.  45;  ap- 
proximately 3,890  d.w.  tons,  for  Cana- 
dian Government  Merchant  Marine,  Ltd., 
Mar.  30. 

The  Poit  Arthur  Shipbuilding  Co.  ex- 
pects to  launch  2  steel  cargo  .steamships, 
of  approximately  4,575  d.w.  tons  each, 
for  Canadian  Government  Merchant 
Marine,  Ltd.,  in  May,  viz.:  Canadian 
Runner;  Marine  Department  contract  32: 
builder's  yard  no.  43;  about  May  8;  and 
Canadian  Carrier;  Marine  Department 
contract  33:  builder's  yard  no.  44;  about 
May  15.  Their  keels  were  laid  Aug.  29, 
1919. 

Prince  Rupert  Drydock  &  Engineering 
Co.— Prince  Rupert,  B.C.,  has  about  400 
men  engaged  at  its  shipyard  and  dry- 
dock,  and  more  could  be  employed  but 
for  lack  of  housing  accommodation.  The 
two  steel  cargo  steamships,  Cana<lian 
Reaper  and  Canadian  Thra.sher,  of  ap- 
proximately 8,390  d.w.  tons  each,  under 
constniction    for    Canadian    Government 


Merchant   Marine,   Ltd.,  are   repoited  to 
be  progressing  satisfactorily. 

Tidewater  Shipbuilders,  Ltd.,  Three 
Rivers,  Que.,  which  has  a  contract  for  2 
steel  cargo  steam.ships,  for  Canadian 
Government  Marine,  Ltd.,  viz.:  Canadian 
Fisher  and  Canadian  Forester,  advised 
us,  April  12,  that  w-ork  on  the  hulls  was 
progressing  very  favorably,  the  Cana- 
dian Fisher  being  completely  plated,  and 
that  the  plating  of  Canadian  Forester 
would  be  finished  by  the  end  of  April. 

The  Dominion  Government's  Naval 
Policy. 


Replying  to  questions  in  the  Senate 
Apr.  14,  regarding  the  present  condi- 
tions at  the  Esquimau  naval  yard  and 
its  future,  and  also  in  regard  to  certain 
Dominion  Government's  steamships  which 
have  been  utilized  for  war  purposes.  Sir 
James  Lougheed  said  that  the  govern- 
ment had  had  under  consideration  for 
some  time  the  question  of  Canada's  na- 
val defence.  In  view  of  Canada's  heavy 
financial  commitments,  and  the  fact  that 
Great  Britain  had  not  decided  on  her  per- 
manent naval  policy,  and  of  the  ap 
preaching  Imperial  conference,  at  which 
the  question  of  Imperial  naval  defence 
would  come  up  for  discussion  between 
the  Imperial  and  Dominion  Governments, 
it  had  been  decided  to  defer  action  in 
regard  to  a  permanent  policy  for  Can- 
ada. The  Canadian  Naval  Service  will 
be  carried  on  on  pre-war  lines  and  the 
Dominion  Government  has  accepted 
Great  Britain's  offer  of  one  light  cruiser 
and  two  torpedo  boat  destroyers  to  take 
the  place  of  the  present  obsolete  and 
useless  training  ships,  Niobe  and  Rain- 
bow. The  Minister  of  Naval  Service,  in 
order  to  be  free  to  reorganize  the  pres- 
ent service  and  place  it  on  an  economical 
and  efficient  basis,  has  ordered  the  de- 
mobilization of  all  officers  and  naval  rat- 
ings, and  for  the  discontinuance  of  civil- 
ian help  at  headquarters  and  at  the  naval 
dockyards  at  Esquimalt,  B.C.,  and  Hali- 
fax, N.S.  The  Canadian  officers  who  are 
in  the  Imperial  fleet  and  who  are  being 
paid  by  the  Dominion  Government,  will 
be  recalled,  and  placed  on  duty  with  the 
Canadian  naval  service.  The  Naval  Col- 
lege will  be  continued.  After  reorgani- 
zation has  been  completed,  only  those 
officers,  and  other  ratings,  and  civilian 
help,  will  be  taken  on  who  are  absolute- 
ly necessary  and  possess  the  qualifica  ■ 
tions   desired. 


Drydock  at  Sydney,  N.S. — In  connec- 
tion with  the  proposed  construction  of  a 
drydock  at  Sydney,  N.S.,  by  interests  as- 
sociated with  the  Sydney  Foundry  & 
Machine  Works,  F.  Clark  of  that  com- 
pany applied  recently  to  the  city  council 
for  concessions  in  the  way  of  tax  ex- 
emptions, re  water,  etc.,  for  the  construc- 
tion of  a  large  retaining  wall  on  the 
esplanade,  above  the  site  of  the  proposed 
drydock.  He  is  reported  to  have  stated 
that  some  change  in  the  original  dock 
plans  will  have  to  be  made,  and  addi- 
tional equipment  to  what  was  originally 
intended  must  be  provided.  An  applica- 
tion for  a  grant  under  the  Dominion  Dry- 
dock  Subsidies  Act  is  before  the  Domin- 
ion Govemment. 

Importation  of  Shipbuilding  Materials. 
In  response  to  a  question  in  the  House 
of  Commons  Apr.  12,  the  Minister  of 
Marine  stated  that  the  Naval  Service 
Department  had  paid  $94,489.96  for  ma- 
terial imported  from  the  U.S.  between 
Jan.  1,  1918,  and  Jan.  1,  1920,  to  be  used 
in    the   construction    of   Canadian    ships. 


264 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


May,  1920. 


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May,  1920. 

Harbor  Development,  and 


265 


Drydock  and  Ship  Repairing  Plant  Construction,  at 
St.  John,  N.  B. 


The  Dominion  Government  has  under 
construction  in  Courtenay  Bay,  St.  John, 
N.B.,  a  large  and  comprehensive  scheme 
of  harbor  development,  the  object  of 
which  is  to  cope  with  the  increasinjr  de- 
mands of  Canada's  larpe  export  and  im- 
port trade.  In  conjunction  with  these 
improvements,  there  are  also  under 
course  of  construction  a  dry  dock  and 
ship  repair  plant. 

By  reason  of  its  location  on  the  At- 
lantic coast,  with  the  shortest  rail  haul 
to  the  interior,  and  the  terminus  of  two 


Exports. 

Domestic.        ForeiKn.  Total. 

Montreal          $345,947,511     $4,058,545  $350,006,056 

St   John            120,410,256       2,270,161  122,680,417 

Halifax                 51.818.554       1.577.925  63,396.479 

Vancouver           37.607.611       2,182,651  39,690,162 
Imports  entered  for  con.sumption. 

Dutiable.            Krec.  Total. 

Montreal        $166,218,134     $60,964,684  $227,202,718 

Vancouver         35,889.159       10,568,604  46,457,763 

St   John            20,629,659         4,675,787  25,205.446 

Halifax               13.532,278         5.975.617  19.507,796 
Combined   exports   and  imports. 

Montreal    $677,208,774 

St.  John  147.885,863 

Vancouver    86.147,925 

Halifax    72.904,274 


to  St.  John  and  the  Canadian  National 
Rys.  Courtenay  Bay  is  particularly  well 
adapted  to  the  further  expansion  in  har- 
bor and  terminal  facilities  required  by 
St.  John.  It  has  a  considerable  area,  an 
advantage  over  the  present  main  har- 
bor, and  it  is  free  from  objectionable  cur- 
rents that  make  navigation  and  berth- 
ing of  vessels  difficult.  There  is  ample 
room  for  industrial,  railway  and  termi- 
nal development  at  the  head  and  on  the 
east  side  of  the  bay.  Easy  access  is  af- 
forded the  Canadian  National  Rys.  which 


HARBOUR 

SAINT  JOHN. N.B. 


large  transcontinental  railway  lines,  St. 
John  is  Canada's  chief  winter  port  and, 
as  regards  volume  of  trade,  is  the  sec- 
ond ocean  port  of  Canada.  The  total 
values  of  exports  and  imports  during  re- 
cent years  were  as  follows: 

Imports.         Exports.  Total. 

1915    $  8,887,019     $  43.081,929     $  51.928.978 

1916    11.057.022  119.490,818  130,647,840 

1917    14,966,948  186,259,101  201,216,049 

1918    16,787,150  200,783.647  217.570.797 

1919    15.702.446  149,986,167  165,688,613 

$67,350,615     $699,601,662     $766,952,277 

Following  is  a  comparison  of  the  trade 
of  Canada's  four  principal  ports  for  the 
12  months  ended  Feb.  29,  1920:— 


The  facilities  to  take  care  of  the  trade, 
in  St.  John's  main  harbor,  are  inade- 
quate. During  the  recent  winter  there 
were  as  many  as  17  ships  at  anchor 
awaiting  berth  space.  Similar  conditions 
in  previou.s  waters  led  to  the  considera- 
tion of  the  advantages  of  Courtenay  Bay 
and  to  the  final  adoption  of  the  scheme 
of  improvements  that  is  being  carried 
on. 

Courtenay  Bay. — The  accompanying 
map  of  St.  John  harbor  shows  the  pres- 
ent deep  water  wharves  and  accommo- 
dation in  the  main  harbor,  and  the  loca- 
tion  of  Courtenay   Bay  and  its   relation 


have  lines  on  both  sides,  one  of  which 
terminates  at  the  dry  dock  now  under 
construction. 

Two  Contracts. — The  works  under  con- 
struction are  comprised  in  two  contracts, 
known  as  the  Harbor  Works  Contract 
and  the  Dry  Dock  Contract.  These  con- 
tracts were  taken  over  in  July,  1918, 
by  the  St.  John  Diy  Dock  &  Shipbuild- 
ing Co.,  Ltd.,  which  is  incorporated 
under  the  Dominion  Companies  Act, 
the  principals  in  which  have  been 
engaged  for  some  years  in  harbor 
developments  on  the  Great  Lakes  and  in 
transportation     and     shipbuilding.     The 


266 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


Mav.  1920. 


T'   -'    -  V.    rkii  Contract  providcn  for  the 
iif   n    brrnkwBtcr,    i-ntmncp 
I     t'OHin     nnil     ili-on     wator 
wniii  '      .•iuii  cif  which  III  nhown 

on   tt  inir   plans.     Thin   con- 

tract fc)llowin»r  works:  2,r>00 

lin.  fi.  ■'!  I'niiRwntor  extension.  The 
ilr<-<lKinir  of  nn  i-ntrancc  chnnni'l  TiOO  ft. 
wiilo.  with  22  ft.  depth  nt  lowest  water 
(nmxinium  tide  2S  feett,  involvinc  the 
reni.ival  of  about  2.r.00,000  cii.  yd.  of 
sand,  tfravel  and  clay.  The  dredtrinir  of 
a  InrK'e  turnin^r  liasin  to  a  depth  of  :t2  ft. 
at    lowest   water,    requiring    the   removal 


stones  of  from  2  to  2fi  tons  cover  the 
slo|M'H.  The  lu!tt  extension  of  2,r.OO  ft. 
has  been  uniler  construction  since  Dec., 
HUH,  and  Is  now  nt  its  ultimate  length 
and    almost    completed. 

Kntranre  Channel  and  HaNin. — Navig- 
able ucces's  to  Coiirtenuy  Bay  will  be 
afforded  by  nn  entrance  channel  fiOO  ft. 
wide,  with  a  depth  of  22  ft.  at  lowest 
water  (maximum  tide  2H  ft.).  With 
the  ran^e  of  tide  that  obtains,  the  depth 
in  this  channel  at  hiijh  wat*r  will  vary 
from  4.1  ft.  to  f>0  ft.  The  entrance  chan- 
nel enlarKc.H  into  u  tuminK  basin,  shown 


Dock  and  Shipbuilding  ('o.  has  under- 
taken to  build  and  operate  a  ilry  dock 
of  the  first  class  for  naval  and  general 
purposes.  The  act  specifies  a  first  class 
dry  dock  as: 

"(a)  Dry  docks,  other  than  floatini; 
dry  docks,  of  dimensions  when  complet- 
I'd  of  not  less  than  the  principal  dimen- 
sions next  hcreinafl<'r  mentioned,  that  is 
to  say,  clear  length  on  bottom  from  cais- 
son jfroove  or  hollow  quoin  to  head,  1,150 
ft.,  clear  width  of  entrance,  125  ft., 
depth  of  water  over  sill  at  hijrh  water 
ordinary  spring  tides,  ZS  ft. 


CourtrnuT    Bay.   St     J..h.i,    s  It 


Excavation  of  Drydock,  at  C 


"Provided,  however,  that  any  such  do' 
dock  shall  not,  for  the  purposes  of  this 
act,  be  deemed  to  be  a  dry  dock  of  the 
first  class  unless  there  can  be  received 
and  repaired  therein,  with  ease  and  safe- 
ty, the  largest  ships  or  vessels  of  the 
British  Navy  existing  at  the  time  at 
which  the  contract  is  entered  into." 

The  dry  dock,  the  location  of  which 
is  shown  on  the  accompanying  map  of 
the  harbor  and,  in  detail,  on  the  accom- 
panyinjr  plan,  will  have  the  following 
freneral  dimensions:  Length,  1,150  ft.; 
width  at  coping,  133  ft.;  depth  on  sill  at 
high  water,  42  ft.  By  a  recent  change, 
the  sill  will  be  lowered  2  ft.,  thus  giving 
a  depth  of  that  much  more  than  is  shown 
on  the  general  plan.  The  dry  dock  will 
be  the  only  one  on  the  Canadian  Atlantic 
coast  capable  of  taking  ships  over  600 
ft.  long  and  will  embody  in  its  construc- 
tion the  latest  and  most  efficient  features 
of  dry  dock  construction.  Provision  is 
made,  by  an  intermediate  sill  and  cais- 
son, to  use  separate  portions  of  the  dock 
('.."ill  ft.  and  .'lOO  ft.  long,  to  suit  the  size 


Kixlock,  Courtrnay   Hay,  St.  John.  N.B. 


of  about  4,500,000  cu.  yd.  of  sand,  gravel 
and  clay.  The  removal  of  some  140,000 
cu.  yd.  of  submarine  rock,  leading  into 
the  entrance  to  the  dry  dock.  The  con- 
struction of  a  series  of  deep  water  piers. 
The  breakwater  is  of  the  rubble  mound 
type,  7,070  ft.  long,  with  a  top  width  of 
20  ft.,  outer  slope,  1  on  2  horizontal,  and 
inner  slope,  1  on  1'^  horizontal.  The 
outer  encl,  or  head,  has  both  outer  and 
inner  slopes  of  1  on  '.i  horizontal.  I>arKe 


on  the  accompanying  map,  which  will 
have  a  depth  of  .S2  ft.  at  lowest  water. 

Deep  Water  Wharve.t. — On  the  west 
side  of  Courtenny  Bay  there  will  be  built 
a  series  of  deep  water  wharves,  affording 
some  t),50()  ft.  <vf  berth  space,  with  a 
depth  of  :V2  ft.  at  lowest  water. 

Dry  Dock  and  Ship  Repair  Yard. — 
Under  the  terms  of  The  Dry  Docks  Sub- 
sidies Act.  HMO.  and  The  Dry  Docks 
Amendment  Act,  HUT,  the  St.  John  Dry 


of  ships  to  be  accommodated.  The  inner 
and  outer  entrances  will  be  closed  by 
floating  caissons,  two  of  these  being  pro- 
vided. The  pumping  equipment  will  con- 
sist of  three  52  in.  vertical  centrifugal 
motor  driven  pumps,  capable  of  unwat- 
ering  the  dock  in  2'<i  hours.  The  dock 
will  be  equipped  with  a  travelling  crane 
capable  of  lifting  40  tons  at  a  reach  of 
one-half  the  width  of  the  dock. 

To  the  north  of  and   immediately   ad- 


May,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


267 


joining  the  dock,  on  a  reclaimed  area, 
there  will  be  established  an  extensive 
ship  repair  yard  which  will  include  the 
following  buildings:  Main  offices,  boiler, 
engine  and  machinery  shops;  steel  and 
brass  foundries;  joiner  shop,  plater  and 
framer  shops,  blacksmith  shop,  pattern 
shop,  stores  and  molding  loft,  power 
house. 

The  estimated  cost  of  the  dry  dock 
is  $5,500,000,  of  which  the  ship  repair 
equipment  will  cost  $1,100,000. 

Progress  of  Work. — The  contract  for 
these  works  was  awarded  in  July,  1918, 


been  reached  over  a  considerable  por- 
tion, is  El. — 21.5  (extreme  low  water 
-zero  datum)  and  the  coping  level  is  El. 
+  36.0,  the  most  difficult  problem  was 
one  of  tracks  and  grades  to  get  over  the 
57.5  ft.  lift  in  a  pit  only  1,150  ft.  long. 
This  was  accomplished  by  a  switch-back 
along  the  south  side  of  the  excavation. 
The  excavation  is  remarkably  free  from 
water,  few  springs  having  been  encount- 
ered, and  the  pit  is  kept  dry  by  inter- 
mittent pumping  of  a  4  in.  centrifugal 
pump. 

It  is  expected  that  the  excavation  will 


and  form  an  integral  part  of  the  lower 
north  wall  of  the  dock  and  will  house  in 
the  three  large  submerged  52  in.  centri- 
fugal main  pumps  and  the  two  12  in. 
drainage  pumps.  All  pumps  will  be  di- 
rect electric  motor  driven.  Power  for 
operating  all  pumping  equipment,  cranes, 
shops  and  lighting,  will  be  generated  in 
a  central  power  station,  by  three  turbo 
generator  sets,  developing  about  4,000 
h.p.,  the  equipment  for  which  is  on  hand. 
The  work  resulting  from  the  dry  dock 
excavation  has  been  transported,  in  6 
and  15   yard  dump  cars,   to  the  break- 


Breakwater,  at  Courtenay  Bay,  St.  John,  N.B.,  from  west  side 


and  preparatory  and  organization  work 
followed  which  was  somewhat  extensive, 
requiring  the  repair  and  outfitting  of 
excavation  plant  then  on  the  work  and 
the  taking  in  of  additional  plant  to  ex- 
cavate the  dry  dock  site  and  prism.  This 
work  involved  an  entirely  new  track  lay- 
out, the  installation  of  a  compressor 
plant,  with  air  line  distribution,  and  re- 
pairs to  steam  shovels  and  car  equip- 
ment. Excavation  was  started  on  Dec. 
1,  1918,  with  steam  shovels  and,  up  to 
Mar.  31,  1920,  a  period  of  16  months,  a 
total  of  575,000  cu.  yd.  of  rock  had  been 
removed  from  the  dry  dock  site  and 
prism  of  which  490,000  cu.  yd.  were  plac- 
ed in  the  2,500  ft.  breakwater  extension. 
With  the  exception  of  a  small  amount 
of  earth  overburden,  all  the  excavation 
is  in  rock,  a  large  portion  of  which  is  a 
hard,  greenish  trap,  with  seams  and 
faults,  generally  at  an  angle  of  about 
45  degrees,  thus  making  it  difficult  to 
drill.  In  the  lower  end  of  the  prism,  a 
carboniferous  shale  is  encountered,  with 
a    45    degree    stratification.      Excavation 


Interior  of  Coffer  Dam.  at  Courtenay  Bay,  St.  John,  N.B.,  from  drydock  entrance. 


in  the  trap  has  resulted  in  fairly  well 
defined  and  satisfactory  break,  but  con- 
siderable overbreak  occurs  in  the  shale. 
There  have  been  no  unusual  features 
connected  with  the  rock  excavation.  The 
drilling  has  been  done  by  tripod  air  drills, 
holes,  generally  spaced  8  to  10  ft.,  for 
12  to  15  ft.  lifts. 

Three  large  Marion  steam  shovels  have 
been  used  in  the  prism.  As  the  grade 
depth  of  the  excavation,  which  has  now 


be  completed  during  the  ensuing  sum- 
mer and  consideration  is  now  being  giv- 
en to  the  actual  construction  of  the  dry 
dock,  whicli  will  be  entirely  of  concrete, 
with  the  exception  of  the  stops  and  sills, 
three  in  number,  for  the  two  floating 
steel  caisson  gates.  The  sills  and  stops 
will  be  built  of  granite.  A  departure 
from  usual  practice  will  be  the  use  of 
concrete  for  all  altars. 

The  pumping  station  will  be  built  in, 


water  extension,  dumped  from  a  single 
4  pile  bent  trestle,  and  built  up  to  side 
slopes  of  1  on  2  horizontal,  with  top 
width  of  20  ft.  This  breakwater  exten- 
sion is  very  nearly  completed,  with  the 
exception  of  the  placing  of  the  large 
cover  stone  required  for  the  slopes.  Cov- 
er stones  up  to  20  tons  have  been  sent 
out  to  the  breakwater,  and  these  are  be- 
ing placed  into  position  by  a  travelling 
derrick. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


•May.  1920. 


May,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


269 


of  the  whole  work  is  the  scheme  that  has 
been  adopted  to  remove  some  140,000  cu. 
yd.  of  rock  in  the  immediate  entrance 
channel  to  the  dry  dock.  The  grade  of 
the  e.xcavation  in  this  channel  is  El. — 32, 
which,  with  a  28  ft.  maximum  tide,  gives 
60  ft.  at  highest  water.  The  depth  of 
rock  at  the  entrance  to  the  dock  is  48 
ft.  and  the  rock  dips  below  grade  500  ft. 
out  from  this  point.  The  width  of  the 
entrance  channel  is  250  ft.  The  custom- 
ary method  of  submarine  drilling  and 
blasting  and  dredging  was  at  first  con- 
sidered for  the  removal  of  this  rock,  but 
the  anticipated  difficulty  of  drilling  to  a 
60  ft.  depth,  at  high  water,  with  rise  and 
fall,  of  the  tide,  and  undertow,  suggested 
the  possibility  of  coffer  damming  the 
whole  area  and  excavating  in  the  dry. 
This  scheme  also  appeared  to  assure  bet- 
ter results  in  the  excavation  of  founda- 
tions for  the  lay  to  and  fitting  out  berths. 


dam  was  completed  in  Dec,  1919,  and  the 
water  let  out  at  low  tide  period,  the  suc- 
ceeding high  tide  being  kept  out  by  mak- 
ing a  closure  in  a  sluice  left  for  that  pur- 
pose. The  sheet  piling  has  been  found 
to  be  tight,  but  leaks  have  developed  at 
the  inner  end  of  both  side  walls,  neces- 
sitating cutting  oflf  where  these  walls 
make  contact  with  the  bank.  Unusually 
severe  weather  conditions  this  winter 
have  interfered  with  further  work  on 
the  cofferdam,  but  work  will  soon  be  re- 
sumed and  no  difficulty  is  anticipated  in 
making  a  satisfactory  closure.  The  cru- 
cial test  of  the  cofferdam  will  be  when 
the  overburden  in  the  enclosed  area  is 
removed.  The  danger  to  be  found  will 
be  from  water  in  sand  and  gravel  beds 
coming  underneath  the  sheet  piling.  De- 
pendence is  being  placed  on  the  contin- 
uity of  certain  beds  of  clay,  which,  it  is 
expected,  will  form  an  impenetrable  seal. 


oking  along  top  of  B 


A  decision  having  been  arrived  at,  a 
cofferdam,  enclosing  an  area  about  600 
X  600  ft.  has  been  built.  The  cofferdam 
consists  of  a  single  row  of  6  inch  B.  C. 
fir,  tongue  and  groove,  sheet  piling,  driv- 
en from  a  substantial  4  pile  bent  trestle, 
with  stone  and  earth  fill  on  both  sides. 
On  the  location  of  the  outer  cross  wall 
of  the  cofferdam,  there  is  an  average 
depth  of  45  ft.  of  silt,  gravel,  sand  and 
clay,  overlaying  the  rock,  and  the  sheet 
piling  is  driven  to  an  average  penetra- 
tion of  14  ft.  in  this  material,  fetching 
up  in  a  bed  of  what  appears  to  be  stiff 
clay.  From  this  it  will  be  seen  that  con- 
tact has  not  been  made  with  the  rock. 
The  general  elevation  of  the  ground  sur- 
face within  the  enclosed  area  is  El. -I- 10 
(10  ft.  above  lowest  water).     The  coffer- 


at  Courtenay  Bay,  St.  John,  N-B. 


The  Harbor  Works  Contract  calls  for 
the  construction  of  a  series  of  three  deep 
water  piers  on  Uie  west  side  of  Cour- 
tenay Bay,  in  the  position  shown  on  the 
accompanying  map.  Work  on  these  has 
not   been    started. 

The  contracts  call  for  completion  of  all 
works,  with  the  exception  of  the  deep 
water  wharves,  by  July,  1922,  and,  based 
on  the  present  rate  of  progress,  the  con- 
ditions  in   this   respect  will   be   fulfilled. 

The  Organization. — The  St.  John  Dry- 
dock  &  Shipbuilding  Co.'s  officers  are: 
Jas.  Playfair,  Midland,  Ont.,  President; 
D.  S.  Pratt,  Midland  Ont.,  Vice  President 
and  Managing  Director;  Thomas  A.  Duff, 
Toronto,  Secretary-Treasurer;  J.  B.  Cra- 
ven, New  York,  N.Y.;  W.  E.  Phin,  Ham- 
ilton, Ont.:  W.  J.  Shcppard,  Waubashene, 


Ont;  D.  L.  White,  Jr.,  Midland,  Ont.  The 
local  staff  at  St.  John  consists  of  A.  R. 
Dufresne,  Chief  Engineer  and  Manager; 
E.  J.  Cameron,  Principal  Engineer;  V.  S. 
Chestnut,  B.  Allen,  J.  T.  Turnbull,  en- 
gineer, F.  M.  Ross  and  S.  M.  Telfer,  gen- 
eral office. 

Alex.  Ritchie  Dufresne,  B.A.Sc,  C.E., 
Chief  Engineer  and  Manager,  was  bom 
at  Ottawa,  Dec.  18,  1872,  and  graduated 
in  civil  engineering  at  McGill  Univer- 
sity, Montreal,  in  1806,  since  when  his 
record  has  been  as  follows:  1896-1900, 
construction,  St.  Lawrence  River  canals, 
Railways  and  Canals  Department;  1900- 
1903,  hydrographic  surveys,  St.  Lawrence 
River,  Public  Works  Department,  1903- 
1906,  in  charge  of  constroction,  St.  And- 
rews lock  and  dam,  Red  River,  Man.; 
1906-1910,  District  Engineer  for  Mani- 
toba, Dominion  Public  Works  Depart- 
ment, Winnipeg;  1910-1918,  Assistant 
Chief  Engineer,  Public  Works  Depart- 
ment, Ottawa;  1918  to  date,  Chief  Engi- 
neer and  Manager,  St.  John  Drydock  & 
Shipbuilding  Co.,  St.  John,  N.B.  He  is  a 
member  of  the  American  Society  of  Civil 
Engineers  and  of  the  Engineering  Insti- 
tute  of   Canada. 

The  rock  excavation  is  being  done  by 
the  Bedford  Construction  Co.,  Ltd.,  of 
Halifax,  N.S.,  the  officers  of  which  are: 
P.  Pagano,  President;  V.  J.  Cavicchi, 
Vice  President;  and  J.  J.  Herbert,  Sec- 
retary-Treasurer. Carlo  Carniel  is  Sup- 
erintendent of  the  works  in  Courtenay 
Bay.  The  other  portions  of  the  work  in 
connection  with  the  main  contracts  are 
being  done  direct  by  St.  John  Drydock 
&    Shipbuilding  Co. 


United  States  Shipping  and  Ship- 
building Notes. 


The  Atlantic  Coast  Shipbuilders'  As- 
sociation states  that,  exclusive  of  U.S. 
Shipping  Board  tonnage,  U.S.  shipyards 
had  in  hand  recently  263  steel  vessels  of 
1,250,573  gross  tons  for  private  account. 

A  U.S.  Senate  sub  committee,  on  April 
14,  completed  a  merchant  marine  policy 
bill,  containing  a  provision  that  merchant 
ships  owned  by  the  government  shall  be 
disposed  of  to  private  interests  within  10 
years.  It  also  provides  for  a  permanent 
shipping  board  of  7,  instead  of  5,  mem- 
bers, which  would  be  directed  to  devote 
special  attention  to  development  of  new 
trade  routes. 

According  to  returns  received  by  the 
U.S.  Bureau  of  Navigation,  merchant 
steel  ship  building  on  a  commercial  basis 
in  the  U.S.  shows  steady  progress.  On 
Jan.  1,  shipyards  were  building,  or  un- 
der contract  to  build,  for  private  ship- 
owners, 165  steel  ships  of  679,170  gross 
tons.  On  Feb.  1,  the  total  had  increased 
to  183  steel  ships  of  791,911  gross  tons, 
and  on  Mar.  1,  the  total  was  247  of  947,- 
193  gross  tons. 


Esquimau  Dry  Dock.  We  are  offic- 
ially advised  that  the  Dominion  Govern- 
ment has  acquired  a  site  for  the 
construction  of  a  dry  dock  at  Skinners 
Cove,  Esquimau,  B.C.  The  proposed 
drydock  will  be  of  the  first  class  as  speci- 
fied under  the  Drydocks  Subsidy  Act  and 
will  have  the  following  general  dimen- 
sions,—length  1,150  ft.,  breadth  125  ft., 
depth  38  ft.  It  was  anticipated  that 
tenders  for  the  construction  of  the  dock 
would  be  invited  about  the  end  of  April. 

Shipping  figures  for  the  world,  pub- 
lished recently  in  London,  Eng.,  are  re- 
ported to  show  that  Canada  comes  first 
after  the  great  powers. 


270 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


May.  1920. 


General  Shiphuildinp:  Matters  Throughout  Canada. 


iiicount  of  a  Ptriko.  I^borvrn  are  de- 
iiinndini;  VOc  an  hour,  marhinixtii  »0c  an 
hour,  and  double  time  for  ovit  tmu-. 


BridKrwalrr  ShippinK  I'o.,  KridRcwat- 
or,  N.S..  launchp<l  tho  knockabout  traw- 
ler R.  M.  Synion»,  April  7.  Her  dimen- 
monn  are,— lenifth  over  nil  126  ft., 
brra.lth  2«  ft.,  depth  of  hold  lO'-*  ft 

Canadian  Vickem,  Ltd..  Montreal,  is 
buildini;  two  steel  rar^o  xteamshipg  for 
NorwoKinn  owners,  earh  400  ft.  long,  52 
ft.  broad,  :tl  ft.  deep  and  8.300  d.w.  ton.s. 
The  first,  the  »..•!.  Tntjnna,  wa.s  launched 
April  24:  the  second,  s.s.  I,och  Tay,  will 
be  launched  early  in   May. 

Canadian  Vickers.  Ltd.,  will  complete, 
before  the  close  of  nnvipition  this  year, 
two  steel  cargo  steamships,  of  6,300  d.w. 
tons  each,  for  the  Norwegian-Ameriko 
Line. 

Collingwood  Shipbuilding  Co.,  Colling- 
wood,  Ont.,  ha.s  roccdvc<l  on  order  from 
the  Stanilard  Oil  Co.,  of  New  Jersey,  for 
a  irteel  ."jplf  propelling  .ship,  specially  do- 
.'■igncd  for  carr>-inK  oil  in  bulk,  on  the 
Uivor  La  Plata.  lU-i  length  will  be  170 
ft.,  beam  35  ft,,  depth  moulded  to  main 
deck  lO''*  ft,  deadweight  capacity  650 
long  ton.... 

Collingwnod  Shipbuilding  Co.,  King- 
ston, Ont..  intend.-!  building  a  750  ft.  dry- 
dock  at  Kingston,  to  be  ready  for  busi- 
ness at  the  opening  of  the  Welland  Ship 
Canal,  but  as  the  canal  may  not  be  com- 
pleted for  live  years,  the  building  of  the 
dry  dock  will  not  be  started  for  prob- 
ably two  years,  which  would  leave  ample 
time  to  have  it  completed  ready  for  oper- 
ation concurrently  with  the  opening  of 
the  new  canal.  Arrangements  will  have 
to  be  made  with  the  City  of  Kingston  to 
remove  a  portion  of  the  waterworks 
pumping  station   from  the  site  desired. 

J.  Coughlan  &  Sons,  Ltd„  Vancouver, 
B.C. — The  first  steamship  built  by  this 
company  for  private  owners,  was  launch- 
ed Mar.  25,  and  named  Braheholm  by 
Mrs.  S.  D.  Scott,  President  of  the  Wo- 
men's Canadian  Club.  The  keel  was  laid 
early  in  Dec,  1919,  and  was  originally 
intended  for  use  by  a  subsidiary  com- 
pany of  the  builders,  but  was  sold  to  the 
Swedish-American-Mexican  Line,  Goth- 
enburg, Sweden.  She  is  of  steel  with 
cargo  capacity  of  8,800  tons,  and  is  equip- 
ped with  triple  expansion  engine,  devel- 
oping 3,000  i.h.p.,  for  a  speed  of  1H4 
knots  an  hour.  Her  dimensions  are, — 
length  overall  427  ft.,  beam  moulded  59 
ft.,  depth  moulded  28  ft.  9  in.,  draft  24 
ft  2  in. 

J.  Coughlan  &  Sons,  Ltd.  has  been  in- 
corporated under  the  Dominion  Com- 
panies Act,  with  authorized  capital  of 
$3,000,000,  and  office  at  Vancouver,  B.C., 
to  take  over  the  business  and  property 
of  J.  Coughlan  &  Sons,  Ltd.,  incorporat- 
ed under  the  British  Columbia  Com- 
panies Act,  with  power  to  build,  own  and 
operate  drydocks,  marine  railways,  ship- 
building plants,  etc.  The  incorporators 
nre:  J.  J.  Coughlan,  D.  A.  McDonald,  A. 
C.  Dcsbrisay,  H.  A.  Bourne  and  E.  M. 
Williams,  Vancouver,  B.C.  The  object 
of  this  Dominion  incorporation  is  to  place 
the  company  in  a  position  to  be  able  to 
build  and  operate  a  drydock  under  the 
Dominion  Drydock  Subsidy  Act,  it  being 
necessary  that  a  company  in  receipt  of 
a  subsidy  shall  be  incorporated  under 
the  Dominion  Companies  Act. 

Davie  Shipbuilding  &  Repairing  Co., 
I.auzon,  Que. — Canada  Steamship  Lines, 
Ltd.,  which  was  a  creditor  of  the  Davie 
t'o.,  for  some  $600,000,  has  taken  over 
the  plant  for  a  year,  has  guarantceil  all 
outside  liabilities,  amounting  to  approxi- 
mately $2,.'iOO,000,  and  ha.'*  taken  a  mort- 


gage on  the  plant.  It  is  said  that  if,  by 
the  end  of  the  year,  the  Davie  Co.  is  not 
able  to  make  new  financial  arrangement.'-. 
the  Canada  Steam.ship  Lines  will  take 
over  the  plant.  The  directors  arc:  .1.  W. 
Norcros.H,  President;  A.  A.  Wright,  Vice 
President  and  Managing  Director:  Sir 
David  Watson,  Vice  President;  F.  S. 
Isard,  Treasurer;  C.  A.  Barnard,  K.C.. 
F.  H.  Markey.  K.C..  and  C.  A.  Saro.  The 
other  officers  are:  W.  L.  Murray,  Secre- 
tary; L.  H.  Taylor,  Assistant  Treasurer: 
.1.  T.  Boissinet,  Assistant  Sccretarj';  G. 
D.   Davie,  General   Manager. 

The  Davie  Shipbuilding  &  Repairing 
Co.  has  received  an  order  from  Capt.  A. 
Donaldson,  Roberval,  Que.,  for  the  steel 
framing  for  a  steamboat  StO  ft.  long  over 
all,  for  service  on  Lake  St.  John,  be- 
tween Peribonka  and  RoberN'al. 

Foundation  Co.  of  British  Columbia, 
Ltd.,  Victoria,  B.C.,  is  offering  for  sale 
the  whole  or  any  part  of  its  plant  and 
equipment  at  its  wooden  shipbuilding 
yard  on  the  old  Songhees  Reser\-e,  com- 
prising shipbuilding  equipment,  wood 
working  machinery,  machine  tools,  don- 
key engines,  hoists,  compressors,  der- 
ricks, buildings,  general  lumber  and  fire 
equipment. 

Freeman  &  Giffin,  Isaacs  Harbor,  N.S., 
have  completed  the  tern  schooner  Ena 
.Moulton  for  R.  Moulton,  Burgeo,  Nfld. 
Her  dimensions  are, — length  127  ft, 
beam  28.5  ft,  depth  11.4  ft 

New  Westminster  Construction  &  En- 
gineering Co.,  New  Westminster,  B.C. 
It  is  reported  that  a  deal  has  been  prac- 
tically concluded  for  the  sale  of  this  com- 
pany's shipbuilding  plant  at  Poplar  Is- 
land, to  Haley  and  Christian.  The  yard 
is  at  present  in  possession  of  the  latter 
parties,  who  are  overhauling  the  s.s.  Co- 
mox  for  service  in  the  Mexican  coasting 
trade.  This  steamship,  it  is  stated,  is 
being  practically  rebuilt,  much  of  the 
hull  plating,  framing  and  decks  being 
replaced  and  new  engines  installed.  The 
work  will,  it  is  said,  be  completed  during 
June.  This  .shipbuilding  plant  is  one  of 
those  which  was  equipped  for  the  con- 
struction of  wooden  steamships  during 
the  war. 

Prince  Rupert  Drydock  &  Engineering 
Co.,  Prince  Rupert  B.C.  The  litigation 
between  the  Erb  and  Mullen  interests  in 
connection  with  the  control  of  this  pro- 
perty, have  been  concluded  and  an  agree- 
ment made  whereby  Newman  Erb,  of  New- 
York,  has  acquired  all  the  rights  and  in- 
terest owned  by  J.  L.  Mullen,  of  Pitts- 
burg, Pa.,  and  his  associates,  for  $75,000. 
This  gives  him  complete  control  of  the 
lease  of  the  drydock  and  shipbuilding 
plant  at  P*rince  Rupert,  from  the  Grand 
Trunk  Pacific  Ry.  We  are  advised  Mr. 
Krb  is  negotiating  with  several  oil  com- 
panies in  New  York  and  Holland  for  the 
building  of  20  oil  tank  steamships  at  an 
approximate  cost  of  $36,000,000.  As  soon 
as  this  matter  is  arranged,  work  is  to 
start  on  the  construction  of  2  additional 
ways  at  Prince  Rupert.  These  will  have 
about  75  ft.  centres,  and  the  company 
expects  to  employ  about  1,500  men.  It 
will  also  build  at  least  200  houses  each 
to  accommodate  a  man,  wife,  and  two 
children. 

T.  Thurston  &  Son.  Port  Stanley,  Ont.. 
launched  a  fishing  tug.  Demijohn,  for  H. 
Woolatt  and  J.  Anderson  of  Windsor, 
Ont,  .Mar.  27. 

Tidewater  Shipbuilders  Ltd.,  is  report- 
ed to  have  closed  down  its  shipbuilding 
plant  at  Three  Rivers.  Que.,  .\pr.  19,  on 


Ocean,  Coatit,  Lake  and  River 
Steamship  OfflrerH  for  1920. 

The  following  appointments  made  by 
Canadian  companies  engaged  in  naviga- 
tion, for  their  various  steamship.'*  and 
tugs,  have  been  reported  to  Canadian 
Railway  and  Marine  World,  in  addition 
to  those  given  in  our  last  issue.  The  first 
column  contains  the  names  of  the  ships, 
the  second  those  of  the  captains,  and  the 
third  those  of  the  chief  engineers: 

Bollrr  PrrichtitiK  *  Towint  C«..  Victoria.  B.C. 
Or>ln<-r  W    H   McCmrtnrr     A.    Plkr 

('■nida   Stramihlp   Linn.   LU..   Montreal. 
Cap«  Diamond  W.  Camr  O.    Donin 

Capp  Etrmity  M.  McKar         N.   Crrprau 

Cap<<  St.  Francij  A.     Charrr 

Cap*  Trinity  J.    A.    Uoulanger 

McMljnka  J.  Hrndrrton    C.    KnilTrn 

gurlxK-  N.  McGlrnnun  J.    Matt« 

Knpida  Quern  J.   E.    Kane 

Throe  Riven  A.  Mondor        G.    Gaynon.    Jr. 

T.in.nto  K.  A.  Booth        E.    McDonald 

White  SUr  T.     CroOTby 

Canadian    National    Ryi.   Car   Pcrrica  Scrrlc*. 
MonrtoB,  N.B. 
Prince  Edward 

Island  J.  I..  Read  J.    A.    Satherland 

Scotia  No.  2  L.  R.  Mairuire    J.    Anderson 

A.  Keatinir  J.    Campbell 

W.  Brophy  E.    Morriaon 

Coaat  Steamihip  Co..  VancoBTer.  B.C. 
Celtic  J.  Finlay  T.    Devereiu 

Claniman  R.  W.  H.  Lloyd    G.    Williama 

Coaster  M.K.MacDonald  W.   Snowdon 

CoaatwUe  Steamship  &  Barce  Co.,  Vancoarer.  B.C. 
Amur  S.  Snoddy  R.    Middlenuui 

Anyox  W.  F.  Spormcn    W.   E.  Tarbox 

Baroda  A.  Cameron  G.    N'otUr 

Coquitlam  City       H.  Dexter  W.     Allison 

John  Kairchild       A.  McCartney      S.    Bridge 
Granby  No.  1  J.  E.  Moore  J.    Reid 

Granco  H.  A.  Neddin        T.    Bardy 

Henry  Villard         C.  B.  Hashes        C.    Carbon 
John  C.  Potter        E.  Fulton  T.     Hushes 

Ix>uisiana  R.  B.  MacRae      R.    Brace 

Marmion  J.  McNaushton    A.    Findlay 

Tartar  T.  Thom.«on  E.    Equist 

Consolidated   Whalinc   Corporation,   Victoria.   B.C 
Black  W.  Balcom  —    Homibrook 

Blue  J.  Anderson  —    Martinson 

Brown  K.  Halvorsen       J.     Brice 

Green  S.  J.  Sivertsen     —     Aitkins 

Orion  J.  Andersen         A.     Peppier 

St.  Lawrence  J.  R.  Ar^-esen      J.    McCrae 

White  J.  Christian  J.    S.    Parker 

William  Grant        W.  Heater  . —     Hampton 

Grand  Manan  Steamship  Co..  Grand  Manan,  N.B. 
Grand  Mnnan         W.  \V.  Hersey      J.    Cowie 

Keenan    Towinx    Co..    Owen    Soand.    Ont. 
Keen.Tn  G.  Hindmnn  A.    Kenny 

Maritime  Salrace   &   Wreckinr   Co..  Montreal. 
Eleanor  J.  Norman  A.     McDonald 

Mafftrie  Marshall  J.  A.  Williams     J.     Anderson 
Province  T.  Bare  J.     Boyd 

Sarnia  City  J.  Livinsston       G.    Eisner 

Niacara.    St.    Catharines    ft    Toronto    NaTisatton 

Co..  St.  Catharines.  Ont. 
Dalhousie  City       G.  W.  Hlnnchard  J.H.  Brown 
North   Vancouver   Municipal   Ferries.   North 
Vancouver.    B.C. 
North  Van- 
couver No.  2         R.  R   Spicor         D.     Becker 
W.   Fatke 
North  Van- 
couver No.  S       W.  J.  Spracklin   \V.     McLsren 

I.    It.    KinK 
Peninsula   Tni   A    Towinc   Co..   Wiarlon.    Ont. 
Crawfonl  J.  Pn-ston  R.     H      Ubester 

Pennsylvania-Ontario    Transportation    Co..    Clere- 

land.   Ohio. 
AshUbula  r.  F.  Meyers       S.    M.    Sylvester 

La   Traverse    de    Lachine    Ltee.    Lachine.    Que. 
Hebron  J.  1<   rouillsnl     E.     Marchand 

Rob    i:.    Weddell.    Trenton.    Ont. 
Aurrlia  M.  Palmcteer       Jas.    Norris 

M.  Sicken  II.  Itowen  Jas.     Robertson 

MInitasa  H.  Davidson         W.     Mclnnes 

Rob  G.  Weddell       J.Pratt  John     Urquhart 

Weal    Vancouver    Municipal     Ferries.    Weot    Van- 
couver, B.C. 
Doncella  A.  N.  F.dwanU     J.     A.    Davis 

Sonrisa  D.  O.  Lunn  R.    W.    Pine 

West  Van- 
couver No.  R       J.  Watson  H.    L.    Thomson 
Terminal   Steam    Navisation    Co..   Vancouver.   B.C. 
lUllena 


May,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


271 


Navigation  Regulations  for  Lower 
Detroit  River. 


While  the  Livingstone  channel  is  be- 
ing widened,  the  following  rules  and  reg- 
ulations will  go  into  effect  on  the  open- 
ing of  navigation,  1920,  and  will  remain 
in  effect  until  further  notice.  Rules  1  to 
5,  below,  cover  the  regulations,  which 
may  be  summarized  as  follows: — 

Amherstburg  channel  is  to  be  used  by 
all  downbound  vessels,  all  upbound  load- 
ed freight  vessels,  all  upbound  light  ves- 
sels with  more  than  one  vessel  in  tow, 
optional  for  upbound  passenger  vessels, 
optional  for  vessels  under  100  gross  tons 
and  for  vessels  making  local  stops. 

Livingstone  channel  is  to  be  used  by 
all  upbound  light  vessels  when  alone  or 
with  but  one  light  vessel  in  tow,  optional 
for  upbound  passenger  vessels,  but  such 
vessels  are  subject  to  the  rules  govern- 
ing this  channel,  optional  for  vessels  un- 
der 100  gross  tons  and  for  vessels  mak- 
ing local  stops;  time  interval  of  five  min- 
utes required  between  vessels,  and  no 
vessel  to  pass  another  between  Bar  Point 
light  vessel  and  Ballards  Reef. 

All  vessels  using  Amherstburg  chan- 
nel will  enter  or  leave  Lake  Erie  via 
channel  to  the  east  of  Detroit  River 
lighthouse.  AH  vessels  upbound  for  Liv- 
ingstone channel  will  leave  Lake  Erie  via 
the  channel  to  the  west  of  Detroit  River 
lighthouse. 

Upbound  vessels  using  Livingstone 
channel  will  keep  well  to  its  westerly  side 
where  said  channel  unites  with  Amherst- 
burg channel  north  of  Detroit  River  light- 
house. 

Upbound  vessels  leaving  Livingstone 
channel  must  cross  the  path  of  down- 
bound  vessels  in  the  vicinity  of  Ballards 
Reef.  Downbound  vessels  have  the  right 
of  way,  but  masters  of  both  downbound 
and  upbound  vessels  using  Amherstburg 
channel  should  be  unfailingly  watchful 
for  upbound  vessels  from  Livingstone 
channel.  All  vessels  in  this  locality 
should  navigate  under  complete  control 
and  with  the  utmost  caution. 

Rule  1.  No  vessel  of  100  gross  tons  or 
over  shall  navigate  the  Livingstone  chan- 
nel at  a  greater  speed  than  12  statute 
miles  an  hour  between  its  junction  with 
the  Amherstburg  channel  at  Ballards 
Reef  and  the  Bar  Point  light  vessel;  nor 
the  Amherstburg  channel  at  a  greater 
speed  than  12  statute  miles  aji  hour  be- 
tween the  south  end  of  Bois  Blanc  Is- 
land and  the  North  gas  buoys  at  Bal- 
lards Reef,  and  where  the  width  of  either 
of  these  channels  is  restricted  by  im- 
provements in  progress  the  speed 
through  such  restricted  width  of  chan- 
nel shall  not  exceed  8  statue  miles  an 
hour. 

Rule  2.  No  loaded  freight  vessel,  whe- 
ther alone  or  in  tow,  shall  pass  through 
Livingstone  channel,  in  either  direction. 
All  downbound  vessels,  all  upbound  load- 
ed vessels,  and  all  upbound  light  vessels 
\vith  more  than  one  vessel  in  tow,  shall 
pass  through  the  Amherstburg  channel 
and  the  channel  to  the  east  of  Detroit 
river  lighthouse.  All  upbound  light  ves- 
sels, whether  alone  or  with  a  single  ves- 
sel in  tow,  shall  pass  through  the  chan- 
nel to  the  west  of  Detroit  river  light- 
house and  through  the  Livingstone  chan- 
nel, except  as  stated  in  rule  3.  Vessels 
under  100  gross  tons,  and  vessels  mak- 
ing local  stops  along  these  routes,  are 
exempt  from  this  rule.  • 

Rule  3.  Upbound  passenger  vessels 
may  use  either  the  Amherstburg  chan- 
nel or  the  Livingstone  channel,  but  if 
they  use  the  latter  they  shall  be  subject 
to  the  rules  governing  that  channel. 


Rule  4.  All  light  draft  passenger  and 
freight  vessels  using  the  Amherstburg 
channel  in  either  direction  shall  pass 
through  the  auxiliary  channel  (280  ft. 
wide  and  14^0  ft.  deep),  to  the  eastward 
of  the  improved  channel  at  Ballards 
Reef. 

Rule  5.  No  vessel  shall  pass  another 
vessel  bound  in  the  same  direction  in  that 
portion  of  Livingstone  channel  between 
its  junction  with  Amherstburg  channel  at 
Bar  Point  light  vessel  and  at  Ballards 
Reef,  nor  at  any  other  portion  of  either 
Livingstone  and  Amherstburg  channels 
where  the  width  of  the  channel  is  re- 
stricted by  improvements  in  progress. 
Between  any  two  upbound  vessels  navi- 
gating that  portion  of  Livingstone  chan- 
nel from  Bar  Point  light  vessel  to  Bal- 
lards Reef,  there  shall  be  a  time  inter\'al 
of  not  less  than  five  minutes.  Tugs  with- 
out tows  and  vessels  under  100  gross 
tons  are  exempt  from  this  rule. 


Mainly  About  Marine  People. 


AV.  A.  Bowden,  B.A.Sc,  Chief  Engin- 
eer, Railways  and  Canals  Department, 
Ottawa,  has  been  appointed  Consulting 
Engineer  to  the  Dominion  Government, 
in  connection  with  the  reference,  to  the 
International  Joint  Waterways  Commis- 
sion, of  the  question  of  the  further  im- 
provement of  the  St.  Lawrence  River, 
between  Montreal  and  Lake  Ontario,  full 
particulars  of  which  were  given  in  Cana- 
dian Railway  and  Marine  World  for 
April,  page  210. 

C.  Duguid,  Naval  Architect,  Marine 
Department,  has  returned  to  Ottawa, 
from  Great  Britain,  where  he  went  on 
official  business. 

H.  S.  Durkee,  heretofore  in  the  Grand 
Ti-unk  Pacific  Ry.  Freight  Department, 
Vancouver,  B.C.,  has  resigned  to  enter 
Canard  Lane  Steamship  Co.'s  service  as 
Conti-actring  Freight  Agent,  at  Vancou- 
ver. 

Harold  E.  A.  Hawken,  Chief  Regis- 
trar of  Shipping,  Marine  Department, 
Ottawa,  is  acting  as  Assistant  Deputy 
Minister  of  Marine,  Cameron  Stanton 
having  been  superannuated. 

Commander  B.  L.  Johnston,  D.S.O., 
who  was  appointed  Superintendent  of  the 
British  Columbia,  Pilotage  District,  at 
Victoria,  Jan.  1,  has  resigned,  and 
Charles  Eddie,  Supervising  Examiner  of 
Masters  and  Mates,  Western  Division, 
Vancouver,  is  acting  until  another 
appointment  is  made. 

Francis  King,  M.A.,  General  Counsel, 
Dominion  Marine  Association,  addressed 
the  London,  Ont.,  Chamber  of  Commerce, 
Apr.  8,  on  the  proposed  legislation  to 
place  the  control  of  inland  shipping  un- 
der the  Board  of  Railway  Commissioners. 

Jas.  Playfair,  President,  Great  Lakes 
Transportation  Co.,  and  Mrs.  Playfair, 
returned  to  Midland,  Ont.,  recently,  af- 
ter spending  some  weeks  in  California. 

H.  B.  Smith,  President,  Collingwood 
Shipbuilding  Co.  and  Northern  Naviga- 
tion Co.,  has  paid  off  the  balance  of  mort- 
gage on  St.  George's  Anglican  Church, 
at  Owen  Sound,  Ont.,  as  a  thank  offer- 
ing for  the  conclusion  of  peace. 

Cameron  Stanton,  Assistant  Deputy 
Minister  of  Marine,  after  having  been 
on  leave  in  California  since  early  in  Dec, 
1919,  retired  from  the  service.  Mar.  31, 
and  was  placed  on  the  superannuation 
list.  He  was  bom  July  12,  1861,  and  re- 
ceived his  first  permanent  appointment 
in  the  government  service,  June  1,  1879. 

W.   J.    Stewart,    Chief   Hydrographer, 


Naval  Sei-\ice  Department,  is  granted 
an  allowance  of  $1,000  in  the  estimates 
for  the  year  ending  Mar.  31,  1921,  sub- 
mitted to  the  House  of  Commons  recent- 
ly, for  services  performed  during  1919- 
1920  in  relation  to  questions  under  con- 
sideration by  the  International  Joint 
Commission. 

R.  B.  Teakle,  (General  Manager,  Cana- 
tlian  Govemment  Merchant  Marine, 
Ltd.,  l«ft  Montreal  Apr.  5,  for  a  business 
trip  to  the  Pacific  coast. 

Wm.  Tremblay  has  been  appointed 
captain  of  the  Naval  Service  Depart- 
ment's patrol  boat  Loos. 

Capt.  R.  Winter,  master  of  Canadian 
Government  Merchant  Marine's  s.s.  Can- 
adian Raider,  is  reported  to  have  been 
lost  overboard,  while  on  a  voyage  be- 
tween Melbourne  and  Sydney,  Australia. 


Proposed    Dominion   Government 

Control  of  Ships  Trading  with 

Canadian  Ports. 


H.  H.  Stevens,  M.P.  for  Center  Van- 
couver, B.C.,  moved  the  following  reso- 
lution in  the  House  of  Commons  Apr. 
14: — "That  it  is  expedient  to  amend  the 
Water  Carriage  of  Goods  Act,  Statutes 
of  1910,  chap.  (51,  by  providing  that  the 
act  shall  also  apply  to  ships  carrying 
goods  from  any  port  outside  of  Canada, 
to  any  port  in  Canada,  and  to  goods  car- 
ried by  such  ships  or  received  to  be  car- 
ried by  such  ships." 

In  introducing  the  motion,  he  stated 
that  it  has  been  the  custom  for  owners 
and  charterers  to  insert  clauses  in  bills 
of  lading,  contracting  themselves  out  of 
liability  for  damage  to  goods  caxTied, 
and  this  practice  has  been  the  cause  of 
considerable  complaint,  shippers  con- 
tending that  it  has  not  been  possible 
for  them  to  obtain  justice  in  regard  to 
claims  for  damaged  goods.  He  pointed 
out  that  responsible  lines  operating  reg- 
ularly between  various  ports,  seldom  try 
to  contract  themselves  out  of  liability, 
but  tramp  ships  of  small  lines,  making 
irregular  calls,  simply  picking  up  cargo 
and  carrying  it  here  and  there  as  oppor- 
tunity offers,  frequently  take  advantage 
of  these  special  clauses  in  their  bills  of 
lading,  and  cause  loss  to  the  shippers. 
After  discussion,  the  motion  was  with- 
drawn, on  the  understanding  that  a  bill 
will  be  introduced  to  cover  the  point 
raised. 


Proposed  Drydock  at  Louisburg,  N.S. 
—J.  W.  Maddin,  K.C.,  one  of  the  pro- 
moters of  the  pi-oposed  drydock  at 
Louisburg,  N.S.,  on  his  return  there  from 
Ottawa,  recently,  where  he  has  been 
seeking  a  Dominion  subsidy  in  aid  of 
building  the  dock,  is  reported  to  have 
stated  that  although  the  company  had 
not  been  refused  a  subsidy  it  could  be 
gathered  from  the  government's  attitude 
that  it  will  not  subsidize  any  drydock  for 
Nova  Scotia,  during  this  year,  and  prob- 
ably not  next  yeai-.  He  is  also  repoi^«d 
to  have  stated  that  it  was  not  likely 
that  his  company  would  proceed  with  the 
consti-uction  of  a  drydock  without  sub- 
sidy. 

Lists  of  Lights  and  Fog  Signals.  The 
Marine  Department,  Ottawa,  has  issued 
the  following  lists  of  lights  and  fog  sig- 
nals corrected  to  April  1.  (1)  On  the 
Atlantic  coast,  including  the  Gulf  of  St. 
Lawrence,  to  head  of  ocean  navigation. 
(2)  West  of  Montreal  and  east  of  British 
Columbia.  (3)  On  the  Pacific  coast,  and 
British  Columbia  rivers  and  lakes 


272 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


May.  1920. 


Ilnlifav   (•ra%inK    Dock   ((iif^tions 
AnswtTi'd    in   the   St-nalf. 

Thr  followinK'  <iuc«tionn  wore  iwke<l  in 
tho  Si-nato  April  6,  by  Senator  IK>nniN, 
of  Halifax,  N.S.,  thr  answors  ifivcn  by 
Sir  Jus.   l-<)UKb<>o<l: 

An  lln-  Kovt'inmont  tiikfn  possc^wion 
of  tho  projwitv  of  tlir  Halifax  dnivinjr 
Pock  Co..  I^il*     Anjiwcr.     Ypji. 

If  w.  on  what  liatc.  and  wa.-i  it  by 
loiLsr,  tcmltT,  purrhiuso,  oxproiiriation,  or 
by  onlor  in  ouncil  under  the  War  Moas- 
ur»>»  Act  ?  Answer.  Kxpropriated  by 
onlcr  in  council  May  27.  1!MS. 

Hs  any  sum  been  paid  for  oi-  on  ac- 
count of  the  property,  and  if  ."o  how 
much  and  on  what  date  or  dates?  An- 
fover.     No. 

Is  the  Halifax  Kravinp  dock  and  ad- 
junct ship  repaii-int;  plant  beinR  oper- 
ated by  any  department  of  the  (fovcm- 
ment  7  If  .so.  for  how  Ions  has  it  been- 
no  operated?     Answer.     No. 

If  not  now  operated  as  a  public  work 
by  the  (government,  has  it  been  rented, 
.sold.  loano<l.  or  ffiven  to  a  pri%'ate  com- 
pany? Ans^ver.  Leased  to  Halifax 
Shipyards,  Lt«l. 

If  so  (a)  on  what  date,  (b)  on  what 
terms  and  conditions,  and  (c)  for  wliat 
period?  Answer,  (a)  Order  in  council 
June  10,  1918;  (b)  Annual  rental  of 
$62,.S00.  The  company  afrrce  and  bind 
itself  to  buy  the  dock  property  and  plant 
outright,  by  fri^-injr  notice  to  that  effect 
at  anv  time  durinjr  the  term  of  the  lea.se, 
for  $i,2.S0,00();  (c»  For  one  year  comput- 
ed from  June  24.  1918,  but  in  case  notice 
is  not  friven  within  the  year  then  the 
lease  shall  continue  from  year  to  year, 
upon  the  same  terms  and  conditions, 
until  such  notice  is  given. 

The  name  of  the  private  company  to 
which  the  Halifax  i?raving  dock  property 
has  been  .so  ti-ansferred,  its  capitaliza- 
tion, anil  the  names  of  its  directors. 
Answer.  Halifax  Shipyards,  LUl  (b  and 
c)  No  information  in  departmental  re- 
conLs. 

How  much,  if  an>'thinK,  has  been  paid 
to  Mr.  1,  1920,  by  said  private  com- 
panv  on  account  of  the  rental,  or  pur- 
chase, or  for  the  use  of  .s;iid  piavinp  dock 
property?     Answer.     $96,7.">0  rental. 

The  amount  paitl  by  the  jrovemment 
to  the  Halifax  Gi-avintr  Dock  Co.  for  its 
property  at  Halifax,  taken  possession  of 
by  the  Rovemment,  and  if  nothinfr,  the 
rea.son  for  withholding  payment;  and 
has  any  effort  been  made,  and  if  so, 
what,  to  effect  an  amicable  settlement 
with  the  Halifax  Gra\-in(?  Dock  Co.? 
Answer. ^vNothinK  paid;  an  offer  of 
$l,100,00i,  was  made  for  the  property, 
but  refused,  when  pi-oceeiKnRs  to  expro- 
pnate  were  instituted. 

The  numb<'r  of  sciuai-e  feet  of  land  and 
lan(i  coveix-d  with  water  taken  by  the 
Kovcmmcmt  from  the  Halifax  Cravint,' 
Dock  Co.  on  (or  in  connection  with) 
whicji  tlie  dock  and  plant  was  locate«l. 
Answer.     7.5  acres. 

Was  any  land,  and  land  covered  with 
water,  additional  to  that  taken  from  the 
Halifax  (JravinK  Dock  Co.,  .-iold.  lea.sed, 
or  piven  to  Halifax  Shipyanls,  Ltd.?  If 
so  (a)  how  many  sciuan-  feet,  (b»  was 
it  ar<iuired  by  purcha.'ie  thereof  to  the 
irovemment,  and  (dl  if  .sold  or  lea.sed  to 
Halifax  Shipyards,  at  what  price?  An- 
swer. Yes;  (a)  :<.s,2S0  ft.;  (b»  By  ex- 
pmpriation;  ,cl  SII.'IS'I  was  offered  the 
liome  Yacht  Club  for  this  pmperty  but 
lefused;  (d)  Halifax  Shipyards,  Lttl.,  to 
IMiy  h'i  on  award  and  costs,  if  any,  with 
ri^ht  to  purchase. 

Has     the     (fovemment    expeniled    any 


monry  upon  tin-  j>n»|M'rty  taken  fiorii  tli.- 
Halifax  (u'uvinK  Dock  Co.,  or  upon  any 
land  or  othor  property  acquired  in  con 
nrrtion  therowith,  taaco  it<4  ar<|uisiti<jn? 
If  HO,  .stitte  the  amount  ao  exp<'nd<-<l  ami 
the  nature  of  the  work  done.  .\n»wer, 
The  Kovemment  has  paid  out  r.:{,960  for 
the  erection  of  buildini;.s,  wharves,  etc., 
to  replace  thotte  de.<troye<l  by  Uie  ex- 
plosion. This  amount  includes  $2>'i,4Kr).9S 
worth  of  materials  handed  over  to  Hali- 
fax Shipyaiils,  Ltd.,  which  is  to  bf  re- 
imburse<l  by  that  company,  thereby 
leaving  government  expenditure  at 
$;jO,->7».07. 

lis  tlie  irovemment  been  a.sked  to 
n\ake  any  further  expenditures  in  this 
connection  ?  If  so,  how  much,  and  does 
it  pix)pose  to  do  so.     Answer.     No. 

Is  the  jrovemment  to  be  fully  reim- 
bursed for  all  its  expenditures  for  the 
Halifax  pi'avintj  dock  property  and  in 
connection  therewnth  by  Halifax  .Ship- 
yards, Ltd.,  and  if  not  all,  what  propoj- 
tion  ami  upon  what  conditions;  ami 
whether  or  not  any  deferred  payments 
carry  interest  charKCs?  Answer.  An- 
swei-ed  by  an.s^vers  to  previous  questions. 


Shipbuilding   and    Ship   Channel 
Kstimatfs   for    n»20-Ht21. 


United  Slates  NaviKation  Wapes 
on  the  Great  Lakes. 


The  following  ajrreement  was  drown 
up  Apr.  6,  at  Detroit,  Mich.,  by  the 
Great  Lakes  Passenger  Lines  Associa- 
tion and  apreed  to  by  its  members  and 
also  by  some  of  the  independent  passen- 
jrcr  steamship  lines,  with  the  firemen, 
oilers,  water  tenders  and  seamen's 
unions: 

"There  shall  be  an  advance  in  wages 
to  the  member.-,  of  the  -said  unions  em- 
ploye<l  on  boats  of  the  Tassenger  Stearn- 
boat  Lines  of  25Cr  over  last  year's 
scales,  and  the  said  unions  shall  have  an 
opportunity  to  put  into  operation  an  S- 
hour  day,  as  to  their  members,  if  it  can 
be  done  without  the  employment  of 
additional  men,  and  without  additional 
expense  to  the  passenger  steamboat 
lines,  the  same  to  be  under  the  supor- 
\-ision  an<l  subject  to  the  approval  of  the 
officers  of  the  ships,  the  said  officeis  to 
have  oixleis  to  co-operate  in  establi.-^h- 
ing  .«aid  8-houv  day;  provide,  however, 
that  it  is  understood  that  on  certain 
steamers  one  or  two  additional  coal  pass- 
ers may  have  to  be  employed." 

We  were  ad\-isetl  April  14  that  the 
agreement  had  not  then  been  assented 
to  bv  the  unions. 


C.  G.  S.  Champlain.— The  Minister  of 
Railwa>*s  stated  in  the  House  of  Com- 
mons, Mar.  24,  in  answer  to  qupstions, 
that  five  tenders  had  been  received  for 
the  purchase  of  this  ship,  viz.:  Gulf  of 
St.  Lawrence  Shipping  &  Trading  Co.. 
Quebec,  Que.,  Jfil.oriO;  R.  T.  Sainthill  and 
Co..  North  Sydney,  N.S.,  $5.5,000  (sub- 
ject to  inspection  and  approval,  and  re- 
ceived after  other  tenders  opened) ; 
Thomas  A.  Duff,  Toronto,  $31,500;  .1.  C. 
Hearn,  Quebec,  Que.,  $4,500;  W.  J.  Thom- 
son. Quebec,  Que.,  $4,2.50.  No  sale  of  the 
ship  had  been  made  up  to  that  date  ( Mar. 
24  >.  The  conditions  of  payment  are 
cash. 

C.I'.R.  Steamships  Sold  and  Houghl. — 
The  C.I'.K.  niuui.il  report  for  the  calen- 
dar year  I'.H'.l  states  that,  during  the 
year,  the  following  steamships  were  sold, 
viz.:  Prince  George,  Princess  May,  Prin- 
ce's Margaret,  Monmouth  and  Virgin- 
ian. The  steamships  War  Beryl  and  War 
Peridot,  each  10.500  d.w.  tons,  were 
bought. 


The  cAtimateii  for  the  year  ending 
Mar.  SI.  1921.  xubmitted  to  the  House 
of  rommonx  recently,  contain  the  fol- 
lowing item.*  under  Public  Works, 
chargeable  U>  capital,  Marine  Depart- 
ment:— 

River  St.  Lawrforo  •hip  rhannrl. 
malntcn«or«>  and  oprrmtiDV  drvdslnx 
ft«^     _ _-«    4"».000 

Maintenance  and  improvrtnenla  of  Sorvl 
•hipjrard.  nhiipa  and  ufl\c««,  aa  w*tl  aa 
cjprratinK     rxprniic*     M,OM 

Govcmmcnl  nhiphuildinir  pruvnunme. 
amount  rr.iuinMl  for  thr  ronvtnjrtion 
of  iihip<  in  acrnnlanrr  with  itovern- 
ment     proirramme 20,000.0<IO 

Connlructlon    of    ircbrrakinff    •Uamahip. 

to   be   ohk]   on    Kivrr   SL    Lawrrnce..       2.000.000 

t22.&«a.0OO 


Steamship  .Merger  .Suits. — Two  actions 
have  been  entered  in  the  Superior  Court 
at  Montreal  in  connection  with  the  form- 
ation of  Canada  Steamship  Lines,  Ltd., 
a  few  years  ago.  One  of  these  is  by 
James  Playfair,  President,  Great  Lakes 
Transportation  Co.,  Midland.  Ont.,  who 
claims  $511,72.5,  and  the  other  by  .James 
Carruthers,  formerly  President  Canada 
Steamship  Lines.  Ltd.,  for  $168,28.1.  the 
defendants  in  each  case  being  W.  Grant 
Morden.  M.P.,  London,  Eng..  and  C.  A. 
Barnard,  K.C.,  Montreal,  "rhe  plaintiffs 
claim  that  in  1912  and  191.!  the  defend- 
ants incorporated  a  company  known  as 
Canada  Transportation  Lines.  Ltd.. 
changed  subsequently  to  Canada  Steam- 
ship Lines.  Ltd.,  that  plaintiffs  were  in- 
dividually large  stockholders  of  the 
Richelieu  &  Ontario  Navigation  Co.  Ltd., 
that  they  were  induced  to  use  their  in- 
fluence with  other  stockholders,  to  con- 
sent to  the  transfer  of  their  holdings  to 
the  new  company,  and  that  they  (plain- 
tiffs) were  to  receive  a  certain  percent- 
age on  their  holdings  in  the  R.  &  O.  N. 
Co.  The  plaintiffs  claim  that  they  per- 
formed their  share  of  the  contract,  but 
that  defendants  failed  to  carry  out  the 
transfer  of  the  shares  in  the  new  com- 
pany as  agreed,  and  they  now  sue  for 
the  "transfer  of  the  shares  and  payment 
of  accrued  dividends. 

The  S.9.  War  Isis,  which  was  built  by 
the  Port  Arthur  Shipbuilding  Co..  Port 
Arthur,  Ont.,  in  191S.  for  the  Briti.sh 
Government,  under  order  from  the  Im- 
perial Munitions  Board,  was  offered  for 
sale  by  auction  in  Ixmdon,  Eng..  ixn-ently, 
to  any  person  entitled  to  own  a  Bn'tish 
vessel.  She  is  of  steel,  single  deck  type. 
about  2,2.31  tons  gross,  1,34.3  tons  regis- 
tered and  3,230  tons  d.w.,  on  about  20  ft. 
tlraft.  She  was  built  under  Lloyd's  spe- 
cial surs-ey  and  classed  Al.  She  is  equip- 
ped with  triple  expan.sion  engines,  and 
two  single  ended  boilei-s,  for  a  speed  of 
about  9'-B  knots  an  hour,  on  24  tons  of 
fuel.  Ihe  hull  is  divided  into  2  holds, 
with  4  hatches.  Her  dimensions  are, — 
length  251  ft.,  breadth  43.8  ft.,  depth 
21.(i    ft. 

British  Columbia  Pilotage— A  press  re- 
port states  that  a  message  was  received 
in  Vancouver  early  in  April  from  the 
Deputv  Minister  of  Marine  to  the  effect 
that  unless  tho  B.C.  pilots  accept  the 
government  terms  regarding  wages  and 
working  conditions,  open  pilotage  will 
become  effective  on  the  British  Columbia 
coast.  May  fi.  The  pilots  are  asking  a 
minimum  of  $325  a  month,  including  bTe 
superannuation,  and  the  valuation  of 
their  eqiiipnient  to  be  settled  by  arbitra- 
tion. In  a.ldition  they  ask  their  fare, 
including  room  and  board,  when  travel- 
ling to  or  from  pilotage  duty. 


May,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


273 


Atlantic  and  Pacific  Ocean. 


The  Cunard  Steamship  Co.  has  an- 
nounced that  its  Atlantic  steamships  will 
call  at  Halifax,  N.S.,  on  their  westward 
voyage,  making  one  call  a  month,  until 
the  end  of   September. 

Fumess,  Withy  &  Co.  announce  the 
inauguration  of  a  steamship  service  be- 
tween Montreal  and  Sweden,  on  the  re- 
opening of  St.  Lawrence  navigation,  the 
s.s.  Gunborg  making  the  first  sailing. 

The  Red  Star  Line  announces  the  com- 
mencement of  a  steamship  service  be- 
tween Montreal  and  Antwerp,  Belgium, 
the  first  sailing  to  take  place  early  in 
May.  The  steamships  Aledo  and  Chal- 
lenger, which  will  be  used  in  the  service, 
are  on  their  way  from  Antwerp. 

Elder  Dempster  and  Co.'s  new  steam- 
ship service  between  Canada  and  the 
west  coast  of  Africa,  will  be  commenced 
with  the  s.s.  Gaboon,  leaving  Montreal 
early  in  May,  calling  at  Dakar,  Freetown, 
Sekondi,  Accra,  Lagos,  and  other  ports 
should  sufficient  inducement  offer. 

The  British  War  Ofiice  s.s.  Petrel  has 
been  transfcned  from  the  Canadian  to 
the  British  register.  She  was  built  at 
Port  Richmond,  N.Y.,  in  1915,  and  is 
screw  driven  by  engine  of  65  h.p.,  her 
dimensions  being,— length  123.7  ft., 
breadth  26..3  ft.,  depth  15.3  ft,  tonnage 
504  gross,  367  registered. 

The  White  Star  Lines'  s.s.  Megantic 
arrived  at  New  York,  Apr.  15,  via  the 
Panama  Canal,  from  Australia,  and  sail- 
ed for  Liverpool,  Eng.,  Apr.  21,  having 
completed  all  her  war  transport  service. 
On  her  arrival  in  England,  she  will  be 
put  on  the  Canadian  route  again  and  is 
e.xpected  to  sail  for  Montreal  about  May 
8. 

Canadian  Pacific  Ocean  Services  Ltd. 
has  sold  the  s.s.  Virginian  to  Swedish 
interests.  She  was  built  at  Glasgow, 
Scotland,  in  1905,  for  the  Allan  Line 
Steamship  Co.,  and  is  screw  driven  by 
engines  of  12,000  i.h.p.  Her  dimensions 
are,— length  520.4  ft.,  breadth  60.3  ft., 
depth  38  ft.;  tonnage  10,757  gross,  6,827 
registered. 

The  Swedish-American  Line,  Ltd.,  and 
the  Trans-Atlantic  Steamship  Co.  have 
arranged  to  commence  an  ocean  service 
between  Montreal  and  Swedish  ports,  on 
the  reopening  of  St.  Lawrence  naviga- 
tion. It  is  expected  that  the  first  sailing 
will  be  early  in  May,  and  that  other 
sailings  will  be  made  at  intervals  of 
three  weeks. 

The  s.s.  War  Charger,  one  of  the  steel 
steamships  built  by  J.  Coughlan  &  Sons, 
Vancouver,  for  the  British  Government, 
under  orders  from  the  Imperial  Muni- 
tions Board,  and  sold  recently  to  Greek 
parties  for,  it  is  reported,  $1,800,000,  has, 
since  1918  been  in  service  on  the  Pacific 
and  Atlantic  Oceans  and  the  Mediter- 
ranean  Sea. 

Canadian  Pacific  Ocean  Services'  s.s. 
Empress  of  Canada  will,  it  is  announced, 
be  launched  at  Govan,  Scotland,  about 
Aug.  17,  and  it  is  anticipated  that  she 
will  be  completed  and  ready  to  sail  from 
Liverpool  during  March,  1921,  for  Van- 
couver, B.C.,  when  she  will  be  placed  in 
the  trans-Pacific  service.  She  will  be  644 
ft.  long,  by  77  ft.  beam,  and  approxi- 
mately 22,000  tons.  She  will  be  equip- 
ped with  all  the  latest  improvements, 
including  gymnasium,  swimming  baths, 
dark  rooms  for  photography,  etc.,  and 
the  whole  promenade  deck  will  be  given 
up  to  social  and  amusement  purposes. 
Canadian  Pacific  Ocean  Services,  Ltd 
is  booking  through  passages  to  various 


points,  until  recently  in  the  war  area, 
including  Hamburg,  Danzig,  Vienna, 
Antwerp,  etc.  Passengers  for  Hamburg 
must  have  passports  vised  by  the  Swiss 
Consul,  representing  German  interests; 
those  to  Danzig  must  hold  Polish  pass- 
ports, no  vise  being  necessary.  Passen- 
gers to  Vienna,  Buchs,  Havre  and  Ant- 
werp must  be  booked  via  Liverpool,  or 
by  the  direct  continental  service.  Ger- 
mans must  apply  for  passports  to  near- 
est Swiss  Consul,  and  Austrians  and 
Hungarians  to  the  nearest  Swedish  Con- 
sul, but  when  the  destination  is  Buchs 
or  Vienna,  both  French  and  Swiss  visas 
are  required,  and  for  Antwerp  a  Belgian 
visa  also.  Germans  booking  through 
France  or  Belgium  must  appear  jierson- 
ally  before  the  nearest  French  or  Bel- 
gian Consul  to  secure  visas.  The  first 
of  the  company's  sailings  on  the  St. 
Lawrence  route  this  year  will  be  made 
by  the  s.s.  Victorian  from  Quebec,  May 
7,  follovi'ed  by  the  s.s.  Corsican  from 
Montreal,   May  8. 


tion.  Three  Rivers  Shipyards  Division, 
Three  Rivers,  Que.,  and  was  to  have  sail- 
ed from  Halifax  for  Newport,  Eng., 
Apr.  19. 

The  master  of  the  sealing  steamship 
Terra  Nova  has  entered  action,  in  New- 
foundland, against  members  of  his  crew, 
for  a  breach  of  the  Merchant  Shipping 
Act,  in  refusing  to  remain  on  the  seal- 
ing grounds  longer  than  the  time  pro- 
vided for  when  they  signed  articles.  Gen- 
erally, the  sealing  season  has  been  some- 
what of  a  failure,  the  catch  being  ex- 
ceedingly poor,  being  less  than  35,000 
seals  for  nine  ships.  It  was  hoped  to  bet- 
ter the  catch  by  making  a  longer  stay 
on  the  sealing  grounds,  but  the  crew» 
refused. 


Maritime  Provinces  and  Newfound- 
land. 


The  s.s.  Edmund  Donald  is  reported 
to  have  been  bought  by  St.  John's,  Nfld., 
parties  for  service  on  the  St.  John's- 
Halifax-Boston  route.  The  Edmund 
Donald  was  formerly  named  David  C, 
and  was  built  at  Shad  Bay,  N.S.,  in  1919. 

A  bill  will  be  presented  in  the  New 
Bi-un.<;wick  Legislature  shortly,  to  enable 
the  City  of  St.  John,  N.B.,  and  the  City 
and  County  of  St.  John  municipality,  to 
i.ssue  bonds  to  buy,  or  build  a  ferry 
steamship,  to  be  operated  between  In- 
diantown  and  Pleasant  Point. 

Eastern  Steamship  Line,  Inc.,  an- 
nounces, that  until  the  Intemational 
Line  sei-vice  is  resumed  between  Boston, 
Mass.,  and  St.  John,  N.B.,  miscellaneous 
freight  "shipments  will  be  handled  by  the 
s.s.  North  Land,  to  Yarmouth,  N.S.,  and 
thence  by  the  s.s.  Keith  Cann  to  St.  John, 
gi\-ing  a  weekly  ser^^ce. 

The  s.s.  Robert  G.  Cann,  ovmed  by 
Hugh  Cann  &  Sons,  Yarmouth,  N.S., 
which  grounded  at  the  entrance  to  Canso 
harbor  dui-ing  March,  was  released  about 
the  end  of  that  month  by  the  Atlantic 
Salvage  &  Wrecking  Co.'s  s.s.  La  Cana- 
dienne,  and  towed  into  Canso  for  tempor- 
ary repair,  to  allow  her  being  taken  to 
Halifax,  where  permanent  repairs  were 
undertaken. 

The  French  s.s.  Barr  was  destroyed  by 
fire  at  Dartmouth,  N.S.,  Apr.  17.  She 
was  a  wooden  ship  of  1,500  tons,  valued 
at  approximately  $400,000,  and  is  regard- 
ed as  a  total  loss.  She  was  built  recently 
by   the    National    Shipbuilding   Corpora- 


Province  of  Quebec. 

The  Dominion  Public  Works  Depart- 
ment has  received  tenders  for  repairs  to 
dredge  no.  1  (Quinlan  &  Robertson), 
which  is  lying  in  the  Montreal  dry  dock. 

An  order  in  council  has  been  passed 
disbanding  the  Quebec  Harbor  Commis- 
sion, following  on  the  resignation  of  the 
chairman,  Hon.  D.  O.  L'Esperance,  and 
providing  for  the  constitution  of  a  new 
commission.  It  is  reported  that  Sir 
David  Watson  will  be  chairman,  and 
General  Tremblay  and  A.  S.  Gravelle, 
members,  of  the  new  commission. 

The  St.  Lawrence  channel  was  report- 
ed to  be  practically  clear  of  ice  from  the 
Victoria  Bridge,  Montreal,  to  the  sea, 
Apr.  12,  and  it  was  expected  that  the 
Marine  Department  would  commence  lay- 
ing buoys  between  Montreal  and  Quebec 
during  the  third  week  of  April.  The  de- 
partment's steamships  Dollard  and 
Shamrock,  with  their  attendant  scows, 
and  steam  barges,  were  being  held  at 
Sorel   in  readiness   for  the  work. 

The  longshoremen  at  Montreal  have 
made  an  agreement  with  the  Shipping 
Federation  of  Canada  for  this  year,  pro- 
viding for  an  increase  of  10c  an  hour  in 
wages  for  day  work,  and  time  and  a  half 
for  night  work.  The  working  day  con- 
sists of  10  hours,  with  a  9  hour  shift  at 
night.  For  day  workers  the  new  rate  is 
70c  an  hour.  For  handling  nitrate  and 
bulk  sulphur  the  rate  is  85c  an  hour,  and 
also  for  grain  trimming  and  packing. 
Coal  handling  is  to  be  paid  at  the  rate 
of  75c  an  hour. 


Trawler  Sales. — The  Anderson  Co.  of 
Canada  has  sold  the  Admiralty  trawlers 
T.  R.  41  to  Percheries  et  Armements  La 
Rachelle  Ocean,  Havre,  France,  and  the 
T.  R.  44  to  Anglo-Newfoundland  Devel- 
opment Co.,  Grand  Falls,  Nfld.  The  first 
named  trawler  was  sent  to  Boulogne, 
France,  in  January,  as  an  exhibit  ship. 


Vessels  Added  to  and  Deducted  From  the  Canadian  Register  During 
January  and  February,  1920. 


Added. 

Built   in    Canada 
Purch.Tsed    from    forciarncre 
Transferred    fiom    United    KmKdom 
Transferred    from    British    Possessions 
New    rcgistem 

Totals    

Deducted. 

Wrecked    or    otherwise    lost 
Broken   up  or  unfit  for  use 
Sold   to   foreigners 
Transferred   to   United    Kintrdom 
Transferred    to    British   possessions 
New    registers 

ToUls    


Steam. 

Sailings 

— Tonnage — 

— Tonnage — 

No. 

Gross. 

Registered. 

No. 

Gross. 

Reg'red 

18,622 

11,897 

17 

8,070 

2.875 

6,142 

6 

8.157 

3,044 

9,183 

5,332 

— 

2 

470 

205 



4 

179 

107 

3 

604 

604 

81 

87.529 

23,183 

26 

6,831 

6,523 

10 

4,823 

2.932 

47 

5.215 

4.705 

22 

1.094 

683 

51 

2,081 

2,064 

5 

14,004 

9,076 

2 

440 

440 

2 

793 

459 

— 

2 

6.50 

660 

6 

1.147 

951 

4 

634 

428 

2 

43 

40 

45 

21,498 

14,138 

108 

8.926 

8,200 

•J71 


CANADIAN  UAILWAV  AND  MAKINK  WOULD 


May,  1920. 


Onluriu  and  the  Grcut  Lukes. 

The  WrlUnd  (.'-aiuil  wan  opened  for 
trmfllc  Apr.  10. 

The  Snult  Sle.  MaHc  canals  were  opon- 
cd  for  tmlllo  Apr.  19,  the  s.n.  HnrvcsUr 
iM'inir  the  fimt  ship  to  look  throuRh. 

A  nonunion  nrdi-r  in  council  hns  Ih'cii 
pn!i.«»-d  npprovinu  ri>irulation!i  for  opiru- 
t'on  of  f<Tr>-  8cr\'ico  acron.H  the  NiitKara 
IliviT,  Ix'twwn  Fort  Krio,  Ont.,  anc  Buf- 
falo. N.Y 

An  nction  brought  l>y  F.  Tomo  to  dc- 
tcmilni-  thi-  owner.ihip  of  the  b_s.  Chicora, 
formerly  owned  by  Cnnada  Stuxniship 
J.incM  Lt<).,  wa.1  dl.snii.ssed  at  Toronto,  the 
plaintiff  having  to  pay  costs. 

The  nunie  of  the  Unturio  (rfsvommont'.-; 
s.-s.  Captain  Vi.sRor.  reffi.s-toiicd  .it  Kinj;- 
-•iton.  no.  137,9}<.'<.  and  operated  by  the 
Ontario  Game  and  Fi.-))»erics  Pepait- 
nient,  ha.-:  been  cluinjrcd  to  Gray  Bird. 

The  Detroit  and  Windsor  Feny  Co.  is 
bcini;  asked  by  the  Windsor  Council  for 
a  mrio  .'Licentiate  service,  and  if  some  im- 
provement IS  not  made,  it  is  intimated 
that  a  municipal  ferry  line  will  be 
started. 

The  S.S.  H.  M.  Pellatt,  which,  as  an- 
nounced in  our  last  issue,  has  been  sold 
by  Canada  Steamship  Lines,  Ltd.,  to  Bel- 
(tian  partic."*,  is  now  owned  by  the  So- 
ciete  Beljre  d'Armcmcnt  Maritime,  Ant- 
werp, Belgium. 

•■V  committee  representing  the  Ro- 
rhe.<tcr,  N'.Y.,  chamber  of  commerce. 
ha-'j  asked  Canadian  Steamship  Lines. 
Lt<i.,  that  steamslvips  running  between 
Hamilton,  Toronto,  Kingston,  and  Mont- 
leal,  call  at  Rochester,   each  way. 

Canada  Steamship  Lines,  Ltd.,  ha.s 
changed  the  names  of  its  steamships, 
Murray  Bay,  Rochester,  Syracuse,  and 
St.  Irenee,  to  Cape  Diamond,  Cape  Eter- 
nity, Cape  Trinity  and  Cape  St.  Francis, 
respectively. 

A  press  report  stating  that  the  North- 
ern Navigation  Co.  will  dock  its  steam- 
.ships  at  Point  Edward  this  year,  instead 
iif  at  Sarnia,  is  to  some  extent  mislead- 
ing. The  company  has  used  Point  Ed- 
ward as  a  terminal  for  its  steamships 
«ince  1'J18,  they  only  going  to  the  Sarnia 
dock  occasionally.  The  company  calls 
Its  terminal,  Sarnia,  (Point  Edward 
dock). 

The  Dominion  Government  steamships 
Grenville  and  Lambton  arrived  at  Parry 
Sound,  Apr.  20,  from  Midland,  thus  open- 
ing navigation  between  these  points.  The 
Great  I>akes  Transportation  Co.'s  s.s. 
Glenorchy  cleared  from  Goderich  on  the 
same  date  for  Cleveland,  Ohio,  to  load 
coal.  Considerable  ice  was  encountered 
between  Midland  and  Parry  Sound,  but 
Goderich  harbor  was  reported  to  have 
been   clear  of  ice   for  several   days. 

The  Great  Lakes  Transportation  Co.'s 
-.s.  Glenfoyle,  registered  at  Midland, 
Ont.,  has  been  removed  from  the  Cana- 
•  lian  register,  and  her  register  closed, 
-he  having  been  lost  while  in  Admiralty 
service.  She  was  built  at  Londonderryt 
Ireland,  in  191.S,  and  was  screw  driven 
by  engine  of  97  h.p.,  her  dimensions  be- 
ing,—length  250  ft.,  breadth  42.B  ft., 
depth  17.4  ft.;  tonnage  1,680  gross,  1,051 
regi.stered. 

The  s.s.  Empress,  owned  by  the  Cen- 
tral Railway  Co.  of  Canada,  has  been 
-cilrl  bv  the  receiver  for  the  company  to 
W.  II.  DwTPr,  Ottawa,  Ont.  She  was 
biidt  nt  .Montreal,  in  IS?."?,  and  was  ori- 
k'inally  nameil  Peerless.  She  was  rebuilt 
in  1HK<),  when  she  was  renamed  Empress. 
Her  dimensions  are, — length  b.p.  185  ft. 
•i  in.,  breadth  moulded  27  ft.  6  m.,  depth 


inuuldud  1<>  ft.  1  In.  She  l«  paddle  wheel 
ilriven  by  engme  of  162  n.h.p. 

The  acting  Minister  of  Public  Works 
is  repc«rtc<l  to  have  statc<l  to  a  deputa- 
tion from  London,  St.  Thomas,  Elgin  and 
.Miildlesex,  Ont.,  Apr.  15,  that  the  deep- 
ening and  widening  of  the  outer  harbor 
at  Port  Stanley  will  be  commenced  as 
soon  as  possible,  the  programme  includ- 
ing extensive  <Iredging  and  the  removal 
of  the  submerged  east  pier,  which  has 
been  a  menace  to  navigation  there  for 
some   years. 

The  U.S.  I^ke  Survey  reports  the 
stages  of  the  Great  Lakes  in  feet  above 
mean  sea  level  for  March  as  follows:— 
Superior,  (iOl.92;  .Michigan  and  Huron, 
.■>K0.00;  St.  Clair,  .574.00;  Erie,  570.85; 
Ontario,  245.05.  Compared  with  the 
average  March  stages  for  the  past  10 
years,  Superior  was  0.28  ft.  above;  .Mich- 
igan and  Huron,  no  change;  Erie,  0.90  ft. 
below,  Ontario  0.62  ft.  below. 

The  Northern  Navigation  Co.'s  s.8. 
Noronic  is  to  be  taken  to  Detroit,  Mich., 
May  1,  where  she  will  be  utilized  as  an 
hotel  until  June  9,  when  she  opens  her 
summer  service  by  taking  members  of 
the  Detroit  Board  of  Commerce  on  their 
annual  lake  trip.  If  the  Noronic  is  a 
success  as  an  hotel  in  the  early  part  of 
the  season,  the  company  will  probably 
again  place  her  at  Detroit,  for  similar 
purposes,  from  the  close  of  the  summer 
season  until  the  end  of  November. 

Canada  Steamship  Lines,  Ltd.,  which, 
as  announced  in  a  previous  issue,  has 
bought  the  steamships  Nipigon  and  Wy- 
oming from  U.S.  owners,  has  transfer- 
red them  to  the  Canadian  register,  the 
former  under  the  name  of  Maplehill  and 
the  latter  as  Wyoming.  The  Maplehill 
was  built  at  St.  Clair,  Mich,  in 
188.'],  and  is  screw  driven  by  engine  of 
79  h.p.,  her  dimensions  being, — length 
194.2  ft.,  breadth  33.9  ft.,  depth  13.7  ft., 
tonnage  925  gross,  560  registered.  The 
Wyoming  was  built  at  Buffalo  N.Y.,  in 
1887,  and  is  screw  driven  by  engine  of 
109  h.p.,  her  dimensions  being, — length 
250.4  ft.,  breadth  40.1  ft.,  depth  14.6  ft.; 
tonnage  1,492  gross,  911  registered. 

It  is  reported  that  Belleville  business 
men  are  negotiating  with  Canada  Steam- 
ship Lines,  Ltd.,  for  the  purchase  of  the 
s.s.  Brockville,  to  be  operated  in  passen- 
ger service  between  Belleville  and  Mont- 
real, during  the  forthcoming  season.  The 
s.s.  Brockville  has  an  oak  hull  and  was 
built  at  Toronto  in  1898.  Her  dimen- 
sions are, — length  105  ft.,  breadth  21  ft. 
5  in.,  depth  5  ft.  7  in.,  tonnage  191  gross, 
88  registered.  She  is  equipped  with  fore 
and  aft  compound  engine  with  cylinders 
9  and  18  in.  diar.,  by  14  in.  stroke,  140 
i.h.p.,  at  165  r.p.m.,  supplied  with  steam 
by  one  firebox  boiler  4  ft.  9  in.  diar.  by 
K  ft.  long,  at  165  lb.,  by  Poison  Iron 
Works  Ltd.,  Toronto. 

The  s.s.  Occanica,  has  been  Iwught 
fi-om  U.  S.  owners  by  W.  ZiflF,  Montreal. 
She  was  owned  formerly  by  Tonawanda 
Iix>n  and  Steel  Co.,  Tonawanda.  N.Y., 
and  has  an  oak  hull,  wnth  diagonal  strap- 
ping on  the  frames,  steol  boiler  house, 
steel  arcbe.s,  bow  sheathed  for  naviga- 
tion in  ice.  windlass  botweon  deck.s,  with 
no  efficient  bulkhead  abaft.  She  was 
built  at  West  Bay  City,  Mich.,  in  18S1. 
when  .she  wa-s  named  Sevona.  She  un- 
derwent con.s-iderable  repairs  in  1913. 
Her  dimen.sions  are, — length  b.p.  263  ft., 
breadth  moulded  37  U  ft.,  depth  moulded 
21  ft,  tonnage  1,409  gross,  1,241  net. 
.She  is  equipped  with  fore  and  aft  com- 
pound engines,  with  cylinders  27  and  50 
in.  diar.  by  40  in.  stroke,  600  h.p.,  at  S(t 
r.p.m.,  supplied  with  steam  by  two  fire- 
box boilers  at  95  lb. 


The  Kingxton  Navigation  Co.  is  being 
formed  at  Kingitton,  Ont.,  by  a  number 
of  members  of  the  Board  of  Trade,  for 
the  operation  of  a  steamship  l»etween 
Kingston  and  fjgdensburg,  N.Y.,  during 
the  summer.  It  is  stated  that  the  s.s. 
St.  Ijiwrence  has  been  bought  from  Can- 
nfla  Steamship  Lines.  Ltd.,  and  that  she 
will  be  transferred  from  U.S.  to  Cana- 
dian register.  She  was  built  at  Clayton, 
.N'.Y.,  in  1884,  and  is  of  composite  ron- 
.itruction,  of  the  single  deck  type,  with 
the  following  dimensions, — length  b.p. 
154  ft.,  breadth  moulded  21  ft.,  depth 
moulded  7  ft.,  Ujnnage  312  gross,  188 
net.  She  is  equipped  with  beam  con- 
densing engine  having  cylinder  32  in. 
diar.  by  72  in.  stroke,  .350  i.h.p.,  at  38 
r.p.m.,  supplied  with  steam  by  a  single 
fire  box  boiler  8  ft.  diar.  by  16  ft.  2 
in.  long,  at  87  lb. 

The  .s.s.  Viking,  which  was  bought 
some  time  ago  by  interests  associated 
with  the  Mathew.s  Steamship  Co.,  To- 
ronto, from  U.  .S.  owners,  has  been  trans- 
ferred to  the  Canadian  register,  and  to 
.Mathews  Steamship  Co.'s  o«Tiership,  un- 
der the  name  of  Cylaton.  She  was  built 
at  Buffalo,  N.Y.,  in  18S9,  and  is  a  steel 
ship  of  the  well  deck  type,  wtth  double 
bottom  for  watertight  ballast,  3  water- 
tight bulkheads,  steol  boiler  house,  steam 
pump  wells,  electric  lighting,  and 
iiatches  spaced  24  ft.  centers.  He  dimen- 
sions are, — length  b.p.  217  ft.,  breadth 
moulded  37  ft.,  depth  moulded  18  ft.  She 
is  equipped  with  fore  and  aft  compound 
engines,  wth  cylinders  23  and  48  in. 
diar.  by  42  in.  stroke,  365  i.h.p.  at  85 
r.p.m.,  supplietl  with  steam  by  two  fire- 
box boilers,  each  8M  ft.  diar.  by  14  ft. 
long,  at  125  lb. 

Dredging  opei-ations  are  being  carried 
on  in  Toronto  haibor  by  Canadian  Stewart 
Co.  in  connection  with  the  harbor  im- 
provements. This  necessitates  the  main- 
tenance of  a  pipe  line  acro.s-s  the  western 
entrance  channel,  from  the  opening  of 
na\-igation  until  about  May  21,  with  the 
exception  of  such  days  as  weather  con- 
ditions prevent  the  use  of  the  eastern 
entrance  channel.  In  the  event  of  a 
heavy  easterly  wind  making  the  ap- 
proach through  the  eastern  entrance 
difficult,  the  pipe  line  will  be  broken 
temporarily  to  pix)\Tde  an  opening  foi 
vessels  at  the  wc.'rtem  entrance,  the 
harbor  master  deci<ling  as  to  the  neces- 
sity for  such  break.  Sngnals,  for  the 
use  of  the  western  entrance  during  hea%-y 
weather,  are  2  long  and  2  short  blasts  of 
the  whistle  at  3  minutes  inter%-als,  at 
least  10  minutes  before  reaching  the 
piers.  The  pipe  line,  through  which 
dredge  material  is  discharged,  will  be 
kept  well  lighted  at  night  by  the  con- 
tractors. 

The  barge  Arthur,  o^^•ned  by  Connelly 
Bros.,  Buffalo,  N.Y.,  was  sold  recently 
to  Webster  Steamship  Co..  Montreal, 
who  have  traded  her  for  the  barge  Val- 
encia, owne<l  by  Sinconnes-McNaughton 
Line,  Ltd.,  Montreal,  and  the  last  mcn- 
tionc<l  company  has  bought  the  harge 
Nellie  Rt><lington  from  Connelly  Bros., 
HufTalo,  N.W.  The  Arthur  was  built  at 
Detroit.  Mich,  in  1871.  and  was  originally 
the  schooner  D.  P.  Rhodes,  and  under- 
went large  repairs  in  1912.  Her  hull  is 
of  oak  and  -she  has  the  following  dimen- 
.-^ions,— length  b.p.  216  ft.,  breadth 
moulded  35  ft.,  depth  moulded  16  ft.,  ton- 
nage 891  net.  The  barge  Valencia  was 
built  at  Gai-den  Island,  Ont.,  in  ISSS,  and 
has  an  oak  hull  of  tlie  following  dimen- 
sions,—length  b.p.  178  ft.,  breach 
moulded  30  ft.  S  in.,  depth  moulded  13 
ft.  2  in.,  tonnage  443  net.     She  was  at 


May,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


275 


one  time  owTied  by  Montreal  Transpoi-ta- 
tion  Co.,  and  is  classified  for  sennce  on 
Lake  Ontario  and  St.  Lawrence  River 
and  canals.  The  barpe  Nellie  Redinjrton 
was  built  of  oak,  at  Cleveland,  Ohio,  in 
1872,  and  undenvent  large  repair  in 
1914.  Her  dimensions  are, — length  b.p. 
205  ft.,  breadth  moulded  33  ft.,  depth 
moulded  16  ft.,  tonnage  775  net. 


Manitoba,  Saskatchewan  and 
Alberta. 

It  is  reported  that  a  waterways  asso- 
ciation is  being  formed  in  Winnipeg,  to 
encourage  the  development  of  water\vays 
in  the  Prairie  Provinces.  It  is  stated 
that  one  object  is  to  make  the  Saskatch- 
ewan River  navigable  for  the  transpor- 
tation of  coal  from  the  western  mines. 

Lanison  and  Hubbard  Canadian  Co., 
Ltd.  has  been  granted  supplementary 
letters  patent  decreasing  its  capital 
stock  to  10,000  shares  of  preferred  stock 
of  $100  each,  and  15,000  shares  of  com- 
mon stock  without  nominal  or  par  value, 
and  increasing  its  preferred  capital  stock 
to    15,000   shares   of   $100   each,  and   its 


common  capital  stock  to  33,750  shares 
without  nominal  or  par  value,  provided 
that  it  carry  on  business  with  a  capital 
of  $1,668,750.  The  company  is  engaged 
chiefly  in  the  fur  trade,  and  operates 
steamboats  on  the  Athabasca,  Slave  and 
Mackenzie  Rivers. 


British  Columbia  and  Pacific  Coast. 


The  Consolidated  Whaling  Coi-pora- 
tion's  8  steamships  have  all  been  over- 
hauled and  refitted  at  the  company's 
headquarters  at  Point  EUice,  Victoria, 
and  aie  in  readiness  for  the  opening  of 
tlic  Whaling  season  early  in  May. 

The  Vancouver  Harbor  Commission- 
er's agreement  with  the  Great  Northern 
Ry.  Co.  for  the  acquisition  of  land  as  a 
site  for  a  pier  to  be  built  on  Burrard 
Inlet,  and  to  be  known  as  the  Ballantyne 
pier,  has  been  submitted  to  the  Dominion 
Government  for  appr  val. 

The  s.s.  Tactician,  which  was  docked 
at  Yarrows  yard,  Esquimalt,  Apr.  10,  to 
have  her  rudder  repaired  by  electric 
welding,    cleared   from    the    yard    again. 


Apr.  13,  this  being  the  first  large  electric 
welding  job  carried  out  there  since  the 
installation  of  a  complete  new  electric 
welding  equipment. 

The  s.s.  Robert  Dunsmuir,  owned  for- 
merly by  Ocean  Falls  Co.,  Vancouver, 
B.C.,  has  been  dismantled  and  removed 
from  the  Canadian  register.  She  was 
built  at  New  Westminster,  B.C.,  in  1883, 
and  was  screw  driven  by  engine  of  18 
h.p.,  her  dimensions  being, — length  105 
ft.,  breadth  17.5  ft,  depth  6.7  ft.;  ton- 
nage  152   gross,   96  registered. 

The  C.P.R.  British  Columbia  Coast 
Service  recently  declined  to  put  any  ships 
in  the  ferry  service  between  Port  An- 
geles and  Victoria  during  the  coming 
summer,  as  all  its  available  ships  will 
be  heavily  engaged  on  the  regular  routes. 
The  Puget  Sound  Navigation  Co.  has, 
however,  announced  that  it  will  put  on  a 
ferry  service  between  these  points. 

The  Kingsley  Navigation  Co.'s  s.s.  E. 
D.  Kingsley  airived  at  Victoria,  B.C., 
Apr.  10,  after  a  voyage  fi-om  Fort  Wil- 
liam, Ont,  thixjugh  the  Great  Lakes,  the 
St.  Lawrence  River,  Gulf,  Atlantic 
Ocean,  occupjnng  about  4\^  months. 
She  was  built  by  Canadian  Car  and  Foun- 


Vessels  Registered  in  Canada  During  January  and  February,  1920. 


Port  of  Registry 


141568 
IJlfiSr, 
14U82 

I4ir)6i 

137983 
108769 
140998 


1414.14 

141588 

138860 

141505 
141354 
138859 


Canadian  Importerll)  Vancouver.    B.C.    . 

Canadian  Trappcrd  I. .Montreal    

Canadian  Plantertl)... Montreal    

Canadian  Raider(l) Vancouver.    B.C.    .. 

Captain  Visger Kingston,    Ont 

Celestial  Empire(2) Vancouver,    B.C.    .. 

Conestoga Toronto   

Flamingo Vancouver,    B.C.    .. 

Herbert  Green Weymouth,   N.S.    .. 

Lord  Strathcona(l) Montreal  

Maggie  Marshall Halifax,     N.S 

Maplehill(3) Montreal    

Richard  B Port    Arthur,    Ont. 

Saskatoon Montreal   

T.  R.  41 „ Ottawa    

Vinmount(4) Port    Arthur,    Ont. 

Wyoming Montreal   


..Vancouver,    B.C 1919 

..Lauzon,     Que 1919 

..Montreal    1919 

..North   Vancouver,   B.C...1919 
.Alexandria     Bay,     N.Y.  1895 

Gananoque,     Ont 1918 

..Hull,    Eng 1897 

.Cleveland,   Ohio   1878 

.Hull,    Eng 1885 

.Gilberts   Cove,   N.S 1919 

..Sunderland,    Eng 1915 

..Manistee,    Mich 1873 

.St.    Clair,    Mich 1883 

..Vermillian,    Ohio 1901 

.Sunderland.    Eng 1919 

.Port   Arthur.    Ont 1918 

•  Cleveland,   Ohio 1889 

.Buffalo,    N.Y 1887 


400.0 
331.3 
400.3 
331.0 

78.1 

121  2 
252.0 
137.0 


52.4 
46.8 
52.4 
46.7 
12.4 

21.0 

36.0 

21.5 


150.0 
194.2 


250.2 
125.0 
260.0 


30.0 

33.9 

17.0 

42.8 
23.4 
38.0 


28.8  5465 

23.3  3600 

28.6  5399 

23.2  3384 
4.4  39 

11.3  204 
15.0  2008 
11.2  266 


11.3       570 
13.7       925 


16.4  1798 

13.5  290 
21.0     1887 


1531 
125 


1148 
105 
1107 


282  Sc. 
231  Sc. 
266  Sc. 
231  Sc. 
13H  Sc. 

58  Sc. 

96  Sc. 

80  Sc. 


54  Sc. 

79  Sc. 

16  Sc. 

122  Sc. 
61^  Sc. 
107  Sc. 


250.4     40.1      14.6     1492       911 


Minister  of  Marine,   Ottawa. 


Hon.  F.   G.  Macdiarmid,  Toronto. 
The    Canadian    Fishing    Co.,    Van- 
Lake  Ports  Navigation  Co.,  Samia, 

Ont. 
The     Canadian     Fishing     Co.,     Van- 

B.    Melanson.' Gilberts   Cove,    N.S. 

Lord  Strathcona  Steamship  Co., 
Montreal. 

Maritime  Wrecking  &  Salvage  Co., 
Montreal. 

Canada  Steamship  Lines,  Ltd., 
Montreal. 

Russell  Timber  Co.,  Port  Arthur, 
Ont. 

Canadian    Maritime   Co..    Montreal. 

Minister  of   Naval    Seriice,   Ottawa. 

Montreal  Transportation  Co.,  Mont- 
real. 

Canada  Steamship  Lines,  Ltd.. 
Montreal. 


Port  of  Registry 


141557 

A.F.P. 

2 

141558 

A.F.P. 

3 

141599 

A.F.P. 

4. 

141500 

A.F.P. 

5 

141561 

A.F.P. 

6. 

141562 

A.F.P. 

7. 

...Vancouver,    B.    C Scow.. ..Vancouver,    B.    C. 


130277  Athabasca    River{l) Winnipeg    

141584  B.  Huber Montreal    

141506  Chaland  25 Quebec,    Que.    

141507  Challand  26 "  

1415.';  Chas.  F.  Gordon Halifax,     N.S 

141417  Enid  E.  Legge Lunenburg,    N.S. 

141665  General  Fairchild Vancouver,    B.C. 

141258  J.  Duffy La    Havre.    N.S. 

141556  Louisiana Vancouver,    B.C. 

141567  M.W.'W.  No.  VI Vancouver,     B.C. 

I41582Maggie  J.  Brett Montreal    

121772  Marvyl(l) Winnipeg   

141390  Maxwell  R LaHavre,     N.S.     .. 

141622  Minas  Emperor(2) Parrsboro,    N.S.    . 

141389  Mona  Marie LaHavre,    N.S 

141583  O.  L.  Bourdon Montreal    

141563  Spraydrift Vancouver,    B.C. 

138656  Susan  Cameron Pictou,    N.S 

181060  Thunder  Bay Montreal   


136.0  28.0 

96.2  17.9 

80.2  30.4 

80.2  30.4 

147.0  34.8 

118.1  27.6 
203.4  38.8 


1911 

1911 

...    ■•    ....  •■  1911 

...    "    ....  ■'  1911 

...    "    ....  '■  1911 

...    ■•    ....  "  1911 

...    "    ....Athabasca   Landing,  Alta 1912 

...Barge..Tonawanda.    N.Y 1887 

...Scow... .Quebec,    Que 1919 

...    "    ....  "  1919 

...Schr....Weymouth,    N.S 1919 

...    "    ....Mahone    Bay.    N.S 1919 

...Barge..Freeport,     Me 1874 

...Schr....Saulnierville,    N.S 1919 

...6arge..Bath,    Me 1878 

...Scow....New    Westminter,     B.C 1919       96.3 

...BargcWhitehall.     N.Y 1901       96.4 

...     "     ..The    landing,    Man 1905  120.0 

...Schr....Che3ted    Basin,    N.S 1919  118.2 

...    "    ....U.S 48.0 

...    ••    Shelbume.    N.S 1920  126.6 

...Scow....Durhamville,    N.Y 1894  95.8 

•  Sloop....  Vancouver.     B.C 1912       30.0 

.Schr Tusket.    N.S 1919     163.7 

...Barge.. Cleveland.    Ohio    1895     302.0 


115.0 
202.4 


26.9 

40.0 

34.0 

17.8 

26.0 
27.6 
23.5 
26.6 
17.8 


a  g  c  c  |c 

7.0  119  119 

7.1  125  125 
7.0  125  125 
7.0  129  129 
6.9  116  116 

6.5  123  123 

3.6  341  341 
7.4  125  125 
6.6  140  140 
6.6  143  143 

13.0  493  453 

10.9  272  233 

24.3  1341  1312 

10.6  115  115 

23.8  1S46  1309 

8.3  284  284 

7.4  120  106 


Owner  or  Managing  Ov 


H.    Rendell,    Vancouver,   B.C. 


Hudson's    Bay   Co.,    London,    Eng. 
R.  J.  Lough,   St.   Hilairc,   Que. 
Lachance,    Ltd..    Quebec,    Que. 

R.   G.    Beasley,    M.O..    Halifax,    N.S. 

J.    T.    Moulton,    Burgeo,    Nfid. 

Coastwise  Steamship  &  Barge  Co., 
Vancouver.    B.C. 

J.  L.  Spindler  and  J.  E.  Backman, 
La  Havre,   N.S. 

Coastwise  Steamship  &  Barge  Co., 
Vancouver.    B.C. 

McNeill,  Welch  &  Wilson,  Ltd., 
Vancouver,    B.C. 

Richelieu  Transportation  Co.,  Mont- 
real. 

Northern   Fish   Co.,    Selkirk,  Man. 

C.   H.   Ritcey.  M.O.,   Riverport.  N.S. 

M.    Blenkhorn,    Parrsboro,    N.S. 

L.    Ritccy,    M.O..    Riverport,    N.S. 

Richelieu  Transportation  Co.,  Mont- 
real. 

G.    B.    Warren,    Vancouver,    B.C. 

W.   McNeil.   New  Glasgow,  N.S. 

H.    B.   Smith.   Owen   Sound,   Ont. 


276 


CANADIAN  UAILW  AV  AND  MAKINE  UUULD 


May.  1920. 


<iry  Co.  at  Fort  William,  liut  ynar,  an<i 
%rtll  br  UBPd  in  the  British  Columbia 
rnoaUnK  ti'a<lr. 

Thr    r      S      Kr.lrnil    rourt    iil    S.:ittl.-. 


■'  ■■  I  \iin  I'.iii.i!  <i,i.  1:1.  r.ii>. 
wiTo  iwtJVcriNl  l)y  Ihi'  Deep 
■  i  •■  Co.,  nml  nmny  of  tlw  iti-m« 
v'.'!'-  iinchiinn'ii.  Tlio  Dop  .Si-a  Sjil\ii(t<- 
("o.  i.s  oMTorinK  htock  for  .siilr.  in  a  com- 
IKiny  to  \h'  fomied  for  .'Vilvairin*:  tho 
wrock. 

Tho  Canadinn  Fi.thinc  f'o.,  Vancouver, 
B.{'.,  hail  transfcrreti  it!«  stcamshipit  t'e- 
U-5tial  F'nipire  and  KInniinco.  from  the 
liritish  to  the  Canadian  retristtT.  The 
<'ele.<ttial  Empire  wa.s  liuilt  at  Mull,  Enjr.. 
in  1S97,  oriKinally  named  Jupiter,  and 
Icnifthened  there  in  l!i02.  She  i.s  scrc'.v 
driven  by  engine  of  .")8  h.p.  and  has  the 
folluwin);  dimension.s, — length  121.2  ft.; 
breadth  21  ft.;  depth  H..'<  ft.;  tonnage 
204  jrross.  SO  rejristered.  The  FlaminKo 
was  built  at  Hull.  Enir.,  in  188.'),  and  is 
screw  driven  by  ensrine  of  80  h.p.,  her 
dimensions  boiiii;,  —  lenjrth  137.t»  ft.; 
breadth  21.5  ft.;  depth  11.2  ft;  tonnajre 
266  pross,    12.5  rejfistercd. 

The  Grand  Trunk  Pacific  Coast  Steam- 
ship Co.  inaugurated  a  bi-weekly  steam- 
ship service  between  Seattle,  Wash.,  and 
Prince  Rupert,  .•Vpr.  21,  with  the  steam- 
ships Prince  Rupert  and  Prince  GeorKe, 
the  former  leaving  Seattle  at  11  p.m. 
Sundays  and  the  latter  11  p.m.  Wednes- 
days, returning  there  -t  p.m.  Sundays 
and  4  p.m.  Wednesdays,  respectively. 
Calls  will  be  made  at  Victoria,  Vancou- 
ver, Ocean  Falls,  and  Swanson  Bay.  The 
s.s.  Prince  .•Mbert  is  operating  between 
Prince  Rupert  and  Queen  Charlotte  Is- 
land ports. 

The  Grand  Trunk  Pacific  Coast  Steam- 
ship Co.'s  s.s.  Prince  John  was  damaged 
and  beached  off  Dcadtree  Point,  Graham 
Island,  towards  the  end  of  March  in  a 
collision  with  the  company's  s.s.  Prince 
Albert.  She  was  subsequently  floated 
and  taken  to  Prince  Rupert  by  the  sal- 
vage steamship  Algerine.  It  is  stated 
that  tenders  have  been  asked  for  the  re- 
pairs, which  will  include  the  straighten- 
ing of  several  plates,  relaying  of  a  new 
upper  deck,  and  the  replacing  of  all  cabin 
work.  There  appears  to  have  been  no 
damage  to  machinery,  but  the  cargo  was 
practically  a  complete  loss. 

The  auxiliao'  powered  schooner  Laurel 
Whalen  arrived  in  Vancouver,  Apr.  10, 
after  an  ab.sence  of  two  years,  during 
which  she  had  considerable  adventure. 
She  was  one  of  12  similar  ships  built  by 
Cameron-Genoa  Mills  Shipbuilders  Ltd. 
for  Canada  West  Coast  Navigation  Co. 
Ltd.  .She  .sailed  from  Victoria  about  2 
years  ago  for  Australia,  with  lumber,  and 
later  cleared  from  Adelaide  with  wheat 
for  British  Columbia,  but  off  New  Zea- 
land broke  her  crank  shaft  and  put  into 
Auckland  for  repairs.  On  again  sailing 
she  ran  into  heavy  storms,  and  on  Aug. 
25,  1919,  was  compelled  to  put  into  Pa- 
peete, in  leaking  condition,  and  as  she 
could  not  be  repaired  there,  her  carcro 
of  wheat  wa.s  dischargeii,  and  arrange- 
ments were  made  for  towing  her  back  to 
her  home  port.  The  towing  was  done  by 
the  tug  Hercules,  and  lasted  from  Mar. 
."i  to  Apr.  10,  at  an  approximate  cost  of 
$35,000. 


Dominion    (Wivi-rnmi-nt    .\id    for 

W«»«den  Shiphiiildinu   in    MritiHh 

Columbia. 


Steamboat  Inspection. — The  estimates 
for  the  year  ending  Mar.  .'11,  1921,  sub- 
mitted to  the  House  of  Commons  recent- 
ly, contain  an  item  of  $105,470  for  steam- 
boat  inspection. 


'  inniliun  Railway  and  Marine  Worlil 
!iM  Febi-uaiy  rontainc-<l  an  order  in  coun- 
cil of  I»cc.  24,  1919,  granting  aid  for  the 
ronstrurtion  of  four  wooden  sailing  ships 
in  Briti.xh  Columbia,  to  the  extent  of 
?7<tO.(i(M).  Thi.^  order  has  been  .•^upple- 
menU'd  by  an  agreement,  date<l  .Mar.  Ifi, 
between  the  Dominion  (Jovemmi-nt  and 
Victoria  (B.C.)  Shipowners,  Ltd.,  a  com- 
pany incorporated  under  the  Briti.'ib 
Columbia  Companie.-;  Act.  by  which  the 
company  agrees  to  build  and  equip  in 
the  Cholbeig  shipyard,  Victoria,  or  such 
other  .shipyard  a.s  may  be  approved  by 
the  Finance  Minister,  and  to  have  com- 
pleteil  within  12  months  of  the  com- 
mencement of  con.stniction,  4  sailing 
.ships  of  Iwiikentine  rig,  each  with  a 
cargo  capacity  of  2,400  d.w.  tons,  or 
1,, 5(10,000  ft.  b.m.  fii-m  lumber,  at  an  esti- 
mated cost  of  $250,000  each.  Contracts, 
plans,  specifications,  etc.,  are  all  subject 
to  the  Minister's  approval,  or  of  a  marine 
architect  to  be  named  by  him.  Advance- 
on  account  of  the  cost  of  constniction. 
not  exceeding  $175,000  forcach  ship,  will 
be  made  fi-om  time  to  time  on  the  archi- 
tect's certificate  t^at  the  expenditure 
and  payment  has  been  provided  for  to 
the  extent  of  at  lea,st  $75,000  on  the 
constniction  of  the  ship,  and  that  in  hi.-- 
judgment  the  further  expenditure  incur- 
red for  material  and  labor,  ami  the  pro- 
gress of  the  work,  arc  sufficient  to  justify 
the  advances  named  in  his  certificate. 
These  advances  will  be  secured  by  a  first 
mortgage,  or  mortgages,  on  the  ships, 
with  interest  at  C"^  per  annum.  The 
owners  shall  exiiond  in  construction  and 
equipment  of  the.se  .ships,  not  less  than 
$75,000  each,  or  $300,000  in  all,  the  in- 
tention being  that  the  company  shall 
assume  the  cost  to  that  extent,  the  gov- 
emment  to  advance  the  balance  of  cost, 
not  exceeding  $175,000,  for  each  .ship, 
and  if  the  cost  of  the  building  and 
equipping  any  one  of  the  ships  .shall  ex- 
ceed $250,000,  such  excess  shall  be  jiaid 
by  the  company.  It  i.s  agreed  that  for 
(letermining  the  amount  of  the  advance.<, 
if  any  portion  of  the  coat  be  represented 
by  the  delivery  of  lumber  required,  the 
prices  .shall  not  exceed  the  following, 
f.o.b.   cars    at   Victoria: — 

FraminR    irrade   „ 128  per  m. 

Merchantable  SO 

Plankintr    „... „ BO       " 

.Ship    dcckinic    6S       " 

Ailditions  n.i  per  Standard  Fir  Timber  list  no.  2 
n.C.  aviTBRC  IrnKth   SO  ft. 

Payment  for  other  materials  to  be 
allowed  at  not  exceeding  lowest  prices 
available,  as  a.scertained  by  competitive 
bids,  all  material  to  be  delivered  and 
•nccepted  in  good  condition.  It  is  also 
provided  that  the  net  opei-ating  revenue 
from  the  operation  of  the  ships  when 
completed,  .shall  first  be  applied  in  pay- 
ment of  interest  on  the  government  ad- 
vances, and  when  sufficient  has  been  .sot 
aside  for  this  pui-pose  in  any  year,  the 
company  may  appi-opriate  out  of  the 
revenue  earned  by  each  ship  in  that  year. 
$4,500,  and  the  balance  of  the  net  earn- 
ings of  each  .ship  in  any  year  .shall  be 
paid  on  account  of  money  n<lvanced  by 
the  (lovemmcnt,  and  interest  .shall  be 
chargeable  only  on  the  balances  remain- 
ing unpaid.  It  is  agreed  that  rotumi'd 
.soldiers  shall  be  given  employment  on 
the  building  of  these  shops  to  the  fullest 
extent  pi-acticiible.  and  that  at  lea,st  fiO""/- 
of  the  total  number  of  men  engaged  at 
any  time  thereon,  shall  be  returned  sol- 


diers. All  men  rc^iuired  ahjill  be  employed 
thiuugh  the  Dominion  reprex-ntaUve 
in  B.  C.  (jovei-nment  Kmploymcnt 
Agency,  and  as  soon  as  the  work  is 
nudicnently  advance,  at  Iwutt  235  m<-n 
shall   be  emplo>-«-d   on  each  ship. 

If  the  comjiany,  by  reason  of  bank- 
ruptcy, fire,  or  any  other  cauHes,  fails, 
or  is  unable  to  complete  the  ships,  or,  if 
in  the  opinion  of  the  architect  it  is 
guilty  of  unrea.sonable  delay,  the  gowm- 
nient  may  take  immeiliate  po.nse.'ision  of 
th<-  ships,  and  all  material  intended  for 
them,  and  the  mortgagt-s  shall  become 
<luc  any  payable,  and  all  powers  in  con- 
n<>ction  therewith  shall  be  transferred  to 
the  government.  The  agreement  is 
.signed  on  behalf  of  the  company,  by 
Clarence  Hoartl,  Vice-President,  and 
Kdwin  Tomlin,  Sccretar>'-TrBasurer. 


Mariners'    Certificates    of    Service 
Requirements  .Amended. 

A  bill  to  amend  the  Canada  Shipping 
Act  was  passed  by  the  House  of  Com- 
mons, Apr.  8,  repealing  R.S.C.  1906,  chap. 
113,  sees.  85  to  89  and  sec.  91  contain- 
ing the  conditions  relative  to  the  issuing 
of  certificates  of  sen'ice  to  masters  and 
mates  of  seagoing  and  inland  waters 
shipping,  and  substituting  therefor  the 
following: — 

"85.  Every  British  subject  who.  (a) 
ser\'ed  as  a  master  or  mate  of  a  seago- 
ing or  coasting  sailing  vessel  of  over 
75,000  gross  tons,  before  Jan.  1,  1920. 
for  a  full  period  of  12  months  within  10 
years  immediately  next  preceding  the 
date  of  his  application  for  a  certificate 
of  service;  (b)  produces  satisfactory  evi- 
dence of  his  sobriety,  experience,  ability 
and  general  good  conduct  on  board  ship; 
and,  (c)  passes  the  sight  test  and  the 
prescribed  examination  in  signalling; 
shall  be  entitled,  on  payment  of  the  pre- 
scribed fee,  to  a  certificate  of  service  as 
a  master  or  mate  of  a  square  rigged  or 
fore-and-aft  rigged  seagoing  or  coasting 
sailing  vessel  not  exceeding  750  register- 
ed tonnage,  according  as  his  service  has 
been  (a)  as  master  or  as  mate,  (b)  on  a 
seagoing  or  on  a  coasting  sailing  vessel, 
(c)  on  a  square  rigged  sailing  ship  or  on 
a  fore-and-aft  rigged  sailing  vessel. 

"91.  In  every  such  certificate  of  ser- 
vice the  name,  place  and  date  of  birth  of 
the  person  to  whom  the  same  is  issued 
shall  be  stated,  and  each  certificate  shall 
specify  whether  the  holder  is  entitled  to 
act  as  master  or  mate,  whether  the  cer- 
tificate is  for  seagoing  vessels  or  for  ves- 
sels in  the  coasting  trade,  and  whether 
for  square  rigged  sailing  vessels  or  for 
fore-and-aft  sailing  vessels,  and  that  it 
is  not  for  any  vessel  exceeding  750  reg- 
istered  tonnage." 


Black  Star  Line  of  Canada,  Ltd.,  has 
been  incorporated  under  the  Dominion 
Companies  .\ct,  with  authorized  capital 
of  $1,000,000,  and  office  at  Montreal,  to 
own  and  operate  steam  and  other  ships 
and  to  carry  on  a  general  navigation  and 
transportation  business.  The  incorpora- 
tors are:  F.  II.  .Mnrkev,  K.C.;  W.  W. 
Skinner,  K.C.;  G.  G.  Hyde.  K.C.;  R.  C. 
Grant,  and   R.  J.   Forester,  Montreal. 

Concrete  Ships  Failures. — Sir  G.  B. 
Hunter.  Managing  Director,  Swan 
Hunter,  and  Wigham  Richardson  Ltd., 
English  shipbuilders,  is  reported,  in  a 
London  press  cablegram,  to  have  stated 
that  concrete  ships  are  a  complete  fail- 
ure, that  they  cost  twice  as  much  as  steel 
ships,  and  take  twice  the  time  to  build, 
and  that  his  company  has  discontinued 
their  construction  finally. 


May.  1920.  277 

The  Minister  of  Marine  on  the  Government's  Shipbuilding  Programme. 


When  the  House  of  Commons  went 
into  committee  of  supply  on  Mar.  23,  on 
the  estimates  for  the  year  ending'  Mar. 
31,  1921,  on  the  item  Marine  Department 
Government  shipbuildinfr  programme, 
amount  required  for  the  construction  of 
ships  in  accordance  with  Government 
programme,  $20,000,000,  the  Minister  of 
Marine,  Hon.  C.  C.  Ballantyne,  said: — 
This  amount,  $20,000,000,  is  beins:  asked 
for  in  order  to  complete  the  Government 
merchant  marine  shipbuilding  pro- 
gramme, and  part  of  the  appropriation 
is  a  re-vote  from  last  year.  If  Parlia- 
ment gives  its  consent  to  this  appropri- 
ation, then  the  government  have  no  fur- 
ther estimates  to  bring  down  in  connec- 
tion with  the  building  of  steel  freight 
ships.  I  will  refer  briefly  to  the  condi- 
tion of  the  shipbuilding  industry  from 
1875  up  to  1919  and  give  a  comparative 
statement  showing  the  number  and  ton- 
nage of  ships  on  the  Canadian  registry 
books  on  Dec.  31  as  follows: — 


Year. 

1875 
1885 
1895 
1905 
1915 
1919 


Number. 
6.9!;2 
7.315 
7.262 
7.325 
8.757 
8.573 


Net  tonnage. 
1.205,665 
1,231.855 

825.776 

669,825 

929.312 
1.091.780 


Members  will  note  the  great  shrink- 
age in  shipbuilding  in  Canada  over  the 
periods  which  I  have  just  mentioned. 
During  the  last  10  years,  while  the  quan- 
tity is  small,  the  ships  built  were  of  both 
classes,  wood  and  steel.  In  1919,  the 
business  revived  again,  on  account  of 
the  war,  and  8,573  ships  were  built  with 
a  net  tonnage  of  1,091,780. 

Before  the  war  the  world's  merchant 
shipping  was  roughly  43,000,000  tons, 
of  which  Great  Britain  o%vned  approxi- 
mately 23,250,000  tons.  Owing  to  the 
great  destruction  by  submarines  during 
the  war,  the  total  world  tonnage  lost  by 
enemy  action  was  15,000,000  tons  gross, 
and  of  these  losses  British  merchant  ton- 
nage comprised  2,479  ships  with  a  gross 
tonnage  of  7,759,090  tons,  and  14,287 
lives  were  lost.  675  fishing  ships  were 
lost,  with  a  gross  tonnage  of  71,765  tons, 
and  in  addition  1,885  British  ships,  with 
a  total  tonnage  of  8,007,967  tons  were 
damaged  and  tempoi-arily  put  out  of 
commission,  involving  the  loss  of  592 
lives.  May  I  be  permitted  to  pay  a  tri- 
bute— which  I  am  sure  will  be  concurred 
in  by  all  members  and  in  which  I  am 
sure  I  am  expressing  the  opinion  of  Par- 
liament— to  the  heroic  men  who  manned 
the  merchant  marine,  and  so  many  of 
whom  gave  up  their  lives  during  the  re- 
cent war? 

I  wish  to  state  very  briefly,  too,  the 
reason  why  the  government  decided  to 
enter  upon  a  shipbuilding  policy.  In  a 
word,  the  reason  was  simply  this,  that, 
owing  to  the  great  loss  of  world  tonnage 
and  the  imperative  need  of  Canada  creat- 
ing, owning  and  operating  a  merchant 
marine  of  her  own,  and  also  in  view  of 
the  fact  that  the  government  owned  a 
very  large  system  of  railways  which, 
when  the  Grand  Trunk  is  formally  taken 
over,  will  comprise  some  22,000  miles,  it 
was  a  matter  of  very  urgent  importance 
that  Canada  should  own  her  own  mer- 
chant marine,  to  do  work  in  conjunction 
with  our  large  transcontinental  railway 
system,  and  also  for  the  purpose  of  ex- 
panding Canada's  export  business.  Later 
on,  I  shall  have  something  more  to  say 
in  this  regard,  but  I  will  now  pass  on 
to  the  contracts  that  have  been  let.  The 
follov.ing  table  shows  the  several  classes 


of  ve 
they 
lows 

Typi 
1 


ssels  built  and  in  course  of  building, 
being  divided  into  six  types,  as  fol- 


Tonnaorc. 
10.800 
8.300 
5,100 
4,600 
3.400  to  8.900 
2.800 


Total 63 

The  total  net  tonnage  is  380,435.  The 
contracts  are  spread  over  a  period  from 
March  or  April,  1918,  up  to  within  a 
few  weeks  ago.  The  average  cost  of 
these  63  ships,  including  the  contracts 
that  were  let  during  the  war  and  since 
the  armistice  was  signed,  is  $191.92  a 
ton.  During  the  war  contracts  were  let 
at  from  $180  a  ton  for  the  large  ships  to 
$215  a  ton  for  the  lake  size.  Since  the 
armistice  has  been  signed,  we  have  been 
able  to  contract  for  the  large  size  at 
$167.50  a  ton  and  for  the  lake  size  at 
$180.  The  contracts  have  been  placed 
with  the  following  yards: 
Canadian    Vickers,    Ltd. — 


Ships.       Ton 


fTons. 


10 


S.390 


93.050 

Harbour    Marine    Company,    Victoria — 

2  8.390  16.780 

Collingwood    Shipbuilding    Co.,    Collingwood— 

7  3.890  27,230 

Collingwood   Shipbuilding  Co.,   Kingston — 

2  3.890  7.780 

Port   Arthur   Shipbuilding   Co. — 

4  3.400  13.600 

2  4,37S  8.750 

1  3.890  3.890 

. 26.240 

Halifax  Shipyards.  Ltd. — 

2  10.800  21,600 
2             8,390  16,780 

38,380 

Tidewater  Shipbuilders  Ltd. — 

4  5.100  20,400 

Davie    ShipbuildinK    &    Repairing   Co. — 
2  5.100  10,200 

1  8,390  8,390 


British    American    Shipbuilding    Co.- 

_ 

2             4,675 

9,150 

Midland  Shipbuilding   Co.— 

1                3.890 

3,890 

Dominion    Shipbuilding    Co.— 

■    2             3.500 

7.000 

J.    Coughlan    &    Sons — 

6             8,390 

50.340 

Wallace    Shipyards.    Ltd.— 

2             4,575               9.1  .iO 

2              5.100              10.200 

2             8,390             16.780 

36,130 
Prince  Kupert  Shipbuilding  Co. — 

2  8.390  16,780 
Nova   Scotia  Steel    &   Coal   Co.— 

3  2,800  8.400 

Seven  ships  have  been  completed  of 
type  no.  2,  8,300  tons;  4  have  been  com- 
pleted of  type  no.  3,  5,100  tons;  4  have 
been  completed  of  type  no.  4,  4,500  tons; 
8  have  been  completed  of  type  no.  5, 
3,400  to  3,900  tons,  and  1  has  been  com- 
pleted of  type  no.  6,  2,800  tons.  Of  the 
8,300-ton  type,  5  are  being  equipped  with 
oil  fuel  apparatus  and  13  of  the  same 
type  are  being  fitted  with  refrigerating 
space. 

The  expenditure  to  date  is  as  follows: 
Payments  to  April,  1919,  $19,510,322.35; 
payments  from  April,  1919,  to  Mar.  1, 
1920  $24,194,639.78,  total,  $43,704,962.13. 
Balance  available  on  Mar.  1,  1920,  from 
vote   for   current  year,   $15,505,361.22. 

There  has  been  some  little  criticism  in 
the  press,  in  regard  to  the  cost  of  the 
government  ships,  and  I  wish  to  take 
advantage  of  this  occasion  to  make  a 
comparison  between  our  cost  and  the  cost 
of  ships  contracted  for  in  Canada  by  the 
Imperial  Munitions  Board  for  Great 
Britain,  also  the  cost  of  ships  built  for 
Great  Britain  in  foreign  countries,  and 
the  cost  of  similar  types  of  steel   ships 


built  in  the  United  States.  From  infor- 
mation available  it  is  learned  that  the 
ships  constructed  by  the  U.S.  Emergency 
Fleet  Corporation  varied  considerably  in 
cost.  Most,  if  not  all,  of  the  contracts 
placed  by  them  during  the  war  contained 
a  provision  that  the  price  agreed  upon 
in  the  contract  was  to  increase  or  de- 
crease according  as  wages  and  the  cost 
of  materials  increased  or  decreased.  In- 
asmuch as  there  was  a  steady  increase 
in  wages,  there  was  a  consequent  increase 
in  the  cost  of  materials,  with  the  result 
that  it  was  not  possible  for  them  to  de- 
termine the  cost  of  their  ships  until  af- 
ter they  were  completed.  It  was  then 
found  that  the  price  ranged  very  consid- 
erably over  $200  a  ton. 

In  placing  contracts,  we  had  our  own 
technical  officers  figure  up  the  cost.  Then 
we  called  for  bids  and  made  the  very 
closest  and  best  arrangement  we  could 
with  the  various  yards  with  which  we 
have  placed  contracts.  We  made  our 
price  and  our  contracts  at  so  much  per 
ton  deadweight.  It  will  be  noted  that 
the  U.S.  policy  differed  entirely  from  that 
pursued  by  the  Canadian  Government. 
They  took  a  base  price,  and  then  had  a 
clause  in  their  contract  to  the  effect  that 
as  wages  and  the  cost  of  materials  var- 
ied up  or  down — and  it  was  always  up — 
an  increase  in  price  would  be  allowed 
from  the  time  the  contract  was  let  until 
the  ship  was  completed.  Consequently, 
until  the  ship  was  ready  to  be  put  into 
commission,  they  could  not  tell  what  the 
actual  cost  was.  I  believe  I  am  making 
a  very  conservative  statement  when  I  say 
that  the  large  amount  of  steel  tonnage 
built  in  the  U.S.  for  the  Emergency  Fleet 
Corporation  cost  $200  a  ton  or  over. 
Skinner  and  Eddy,  of  Seattle,  are  build- 
ing a  standard  ship  of  8,800  tons  capa- 
city, and  Mr.  Skinner,  giving  testimony 
before  the  U.S.  Senate  last  month,  de- 
clared that  these  ships  were  being  built 
at  present  at  a  price  of  $188  a  d.w.  ton. 
Ships  somewhat  similar  in  size,  but  more 
exacting  in  the  matter  of  equipment,  etc., 
are  being  built  in  British  Columbia  at 
present  under  the  Government  pro- 
gramme for  $167.50  a  ton. 

Cost  of   Shipbuilding. 

I  wish  to  refer  to  the  cost  of  ships 
built  in  this  country  by  the  Imperial 
Munitions  Board,  and  I  offer  no  criti- 
cism whatever  of  the  way  in  which  the 
board  let  contracts:  on  the  contrary,  I 
think  they  deserve  a  great  deal  of  credit 
for  getting  the  steel  shipbuilding  indus- 
try in  this  country  started  in  the  manner 
they  did.  My  figures  are  taken  from 
the  report  of  the  National  Committee  on 
Expenditure  appointed  by  the  British 
Government,  and  are  therefore  official 
and  authentic.  The  Imperial  Munitions 
Board  ordered  44  steel  ships  in  Canada 
at  £39. 10s.  a  ton,  which  would  be  equiva- 
lent to  $190.  When  they  placed  their 
contracts  in  1916,  the  cost  of  labor,  of 
ship  plates,  and  of  all  other  material  en- 
tering into  a  ship  was  not  nearly  as  high 
as  when  this  government  entered  on  its 
shipbuilding  programme  about  May,  1918. 
The  Imperial  Munitions  Board  also  built 
in  Canada  16  wooden  ships  at  a  cost  of 
£42  a  net  ton  d.w.,  equivalent  to  $204. 

Some  criticism  has  been  levelled  at 
this  government  for  intervening  at  the 
time  we  did  instead  of  allowing  the  Im- 
perial Munitions  Board  to  proceed  with 
their  shipbuilding  programme,  but  I  am 
sure   members   must  see   the   wisdom   of 


278 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


May,  11)20. 


Ihf    ^•..M  1  ruin  il    iiitiiiin;    u|><iii    inir   vi'iy 
•rnmmo    nt    thnt 
i.iiilt  l.y  tho  Im- 
I    worr    liiiilt    for 
.    Th(  y  ucrc  put  iindrr  Bri- 
.   iinil   could    not    he   imnl    in 
with     our     tmnKrnnlincntnl 
ii4.;u;iy    ^ystom,    or    In    oprnintr    iip    new 
trailr    routes    nnd   rxpnnilinir    <>iir   i-xport 
li'i'-im  ■■<     I  i-on-iidpr.  thrrcforr.  thnt   fhi» 
nrfod    wi.«<-ly    in    inforniinir 
■  tntivp   of   the    Impcriiil    Mu- 
iid    horr    thnt    Cnniidn    would 
no   loii^ri  r  ndvanop   loans   to   ttir    British 
Govornnu'nt  to  hnvo  ships  tuiilt  for  Kntr- 
l«nd.   in   rnnadian   yards   nnd   under   Bri- 
tish rrtristry,  but  rather  thnt  it  was  the 
r'anndian    Govommcnt's    policy    to   build 
thoir  own  ships,  pay  for  thcni  with  their 
own   money,   and   operate   them    for   the 
national  benefit  of  Canada.     I  will  men- 
tion  the  ships  thnt  wore  built  for  Rn(j- 
land   in  other  countries  durintr  the  war, 
be<^use  I  conceive  that  this  information 
may   be  of  much   interest  to  the   house. 
England  ordered  to  be  built  in  the  U.S. 
l.S  steel  ships  at  £41.7.10,  equivalent  to 
$200  a   ton;    in   .lapan,    1!)   at  a   cost   of 
£44.17.8,   or   J214   a   ton;   to   be   built   in 
China,  or  at  least  to  be  assembled  there, 
3  ships  at  £41,  or  $199,  a  ton. 

Since  the  bejrinninp  of  this  year,  Nor- 
wegian interests  placed  orders  for  carpo 
ships  of  9,500  tons  deadweiRht,  with 
shipbuildinir  firms  on  the  Clyde,  at  $162 
a  ton,  a."  compared  with  the  price  in  this 
country,  for  the  same  size  of  vessel,  of 
$167.50  a  ton;  and  a  carpo  ship  of  7,750 
tons  d.w.,  11  knots,  oil  fuel,  was  con- 
tracted for  recently  by  one  of  the  com- 
panies eng-aged  in  transatlantic  business, 
at  $220.35  a  ton. 

Operation  of  Steamships. 

The  routes  on  which  the  Canadian  Gov- 
ernment Merchant  Marine  Ltd.  has  plac- 
ed its  ships  now  in  service  are:  Canada 
to  Liverpool;  Canada  to  Glasgow;  Can- 
ada to  London;  Canada  to  Brazil  and 
Buenos  Aires,  calling  at  Pernambuco, 
Santos  and  Rio;  Canada  direct  to  Ha- 
vana, three  sailings  through  the  present 
month;  Canada  to  Barbadoes,  Trinidad 
and  Demerara;  Canada  to  Havana,  Cuba 
and  Kingston;  Vancouver  to  New  Zea- 
land and  Australia.  These  are  the  routes 
on  which  our  ships  are  already  sailing, 
and  the  propo.sed  additional  routes  on 
which  the  Canadian  Government  Mer- 
chant Marine  will  place  our  other  ves- 
sels as  they  are  ready  to  be  put  into 
commission  are:  Canada  to  other  United 
Kingdom  ports  such  as  Manchester,  and 
looking  into  the  possibility  of  moving 
traffic  to  Ireland  via  Qucenstown;  extend- 
ing the  Jamaica  sen-ice  to  Venezuela; 
weekly  or  fortnightly  service  from  .Mont- 
real U>  St.  John's,  Newfoundland,  calling 
at  Charlottetown,  when  trnflic  offers  dur- 
ing the  season  of  open  navigation,  and 
the  rest  of  the  seasi>n  from  Halifax; 
considering  a  service  to  the  Orient  when 
vessels  are  available;  looking  into  the 
possibilities  of  a  ser\ice  to  India  and,  if 
conditions  warrant,  such  a  ser\-ice  will 
bo  establisshed;  considering  n  service 
from  Vancouver  to  South  .Africa  and  re- 
turn via  Singapore  and  Hong  Kong;  in- 
vestignting  conditions  regarding  a  ser- 
vice from  British  Columbia  ports  to  the 
west  coast  of  South  America. 

I  should  like  to  make  a  public  appeal 
to  Canadian  manufnctunrs  to  bestir 
themselves  nnd  to  show  more  interest  in 
Canada's  export  trade  than  they  have 
shown  during  the  past  years.  If  Canada 
is  to  throw  off  her  great  financial  bur- 
<len  it  is  indispensable  that  this  country 
should  have  a   larger  export  trade  than 


we  enioy  at  preiient.  The  Kovemment 
have  done  their  port  by  building  up  this 
Inr»re  nnd  rfTlrient  nierchant  mnrinr.  We 
hnve  milwny  connection,  and  I  hnvo  hnd 
placed  on  bonrd  these  vessels,  with  ac- 
I'omnimlntion  for  luggage  and  snmples, 
ndditionnl  stntoroonis  in  order  thnt  our 
mnnufncturors  mny  be  nble  to  send  their 
comniorcinl  trnvollors  to  these  foreign 
countries  on  board  Government  ships. 
Our  Government  Merchant  Marino  is  a 
groat  advertising  medium  for  Canada, 
nnd  for  our  products  generally.  As  moni- 
bors  are  aware,  the  name  of  every  one 
of  our  ships  has  the  prefix  "Canadian" 
before  it;  for  example,  "Canadian  Pio- 
neer," "Canadian  Voyngeur."  "Canadian 
Seigneur,"  etc.  When  our  ships  are  in 
port  they  (ly  from  the  top  mast  the  house 
flag,  a  white  flag  with  a  red  cross  and  a 
beaver  in  the  corner.  Any  one  will  at 
once  recognize  a  Canndian  ship,  first  by 
the  name,  and  also  by  the  house  flat: 
she  flies  while  in  port.  I  do  not  know  of 
any  better  way  in  which  Canada  could 
advertise  her  own  interests  and  develop 
the  possibilities  of  the  country  than 
through  the  instrumentality  of  the  Ca- 
nadian Government  Merchant  Marine, 
the  ships  of  which  will  shortly  be  sailing 
the  seven  seas  of  the  world.  These  ships 
will  prove  of  the  greatest  assistance  to 
this  country  in  the  matter  of  imports. 
They  were  not  built  to  carry  manufac- 
tured products  only.  They  are  intended 
to  carry  the  products  of  the  mines,  the 
fisheries,  the  forests  and  the  field.  They 
will  prove  of  the  utmost  importance  and 
value  to  Western  Canada,  which  has  such 
vast  quantities  of  grain  to  ship.  These 
products  will  travel  first  of  all  over  the 
government  railways,  and  our  merchant 
marine  will  distribute  them  to  the  various 
ports  of  the  world  to  which  they  are  des- 
tined. Continuity  is  maintained,  the 
grain  being  handled  by  the  government 
system  of  railways  until  it  reaches  the 
seaboard,  where  it  is  transferred  to  the 
Canadian  Government  ships.  And  if  the 
time  should  ever  arrive  when  Canada 
will  be  discriminated  against  in  any  way, 
although  I  trust  that  such  a  possibility 
is  very  remote,  then  she  has  within  her 
grasp  the  right  to  regulate  the  rates  of 
freight  on  the  products  of  the  farm,  the 
manufacturers  of  the  country,  and  all  our 
natural  products,  from  the  point  of  ship- 
ment right  through  to  the  point  of  desti- 
nation. Under  nil  the  circumstances, 
therefore,  the  Canadian  Government 
Merchant  Marine  is  filling  a  long  felt 
national  want.  It  may  be  of  interest  to 
members  to  know  what  kind  of  cargoes 
our  vessels  have  so  far  been  carrying. 
They  are  as  follows  from   Pacific  ports. 

Canadian  Volunteer — Genoa  Bay  to 
Garston,  Eng.,  2,085,569  ft.  of  lumber. 

Canadian  Trooper— Vancouver  to  Lon- 
don, 1,956,216  ft.  of  lumber. 

Canadian  Aviator — Vancouver  to  Gars- 
ton,  Eng.,  1,9:54,938  ft.  of  lumber. 

Canadian  Raider — Genoa  Bay  to  Mel- 
bourne, 2,005,857  ft.  of  lumber. 

Canadian  Importer  —  Vancouver  to 
Melbourne,  general  cargo,  consisting 
principally  of  corsets  from  Dominion 
Corset  Company,  Quebec;  sewing  ma- 
chines from  Cleveland;  rubber  tires  from 
Goodyear  Rubber  Co.,  Toronto;  under- 
wear" from  Hamilton;  bicycles  from 
Western  Ontario;  newsprint  from  Can- 
adian Export  Paper  Co.;  chocolates  from 
Toronto;  newsprint  from  Powell  River 
Co.,  B.C.;  canned  herrings  from  Cana- 
dian Fishing  Co.;  mantles,  lumber,  laths, 
whitelead,  etc.,  from  various  shippers. 
This  will  give  some  idea  of  what  a  gen- 
oral  cargo  means. 


Referring  to  our  smaller  ships  that 
are  on  the  West  Indian  route,  members 
will  bo  interested  to  know  tho  vant  quan- 
tities of  raw  sutrnr  that  wore  brought 
from  tho  West  Indies  to  Montrt-al,  Hali- 
fax, nnd  St.  John.  N.B.  If  it  had  not 
been  for  tho  Canadian  Government  ships 
there  would  hnvo  boon  a  supar  shortage 
in  this  country-.  The  sugar  carried  from 
the  West  Indies  to  St.  John  nnd  Halifax 
was  47,260  tons.  Tho  total  tonnage  at 
present  loaded  nnd  on  route  to  St.  John 
and  Halifax  is  14,155  tons.  In  addition 
to  the  nbovo  these  ships  have  undertaken 
to  load  before  the  end  of  April  and  do- 
liver  at  Canadian  ports  28.400  tons,  mak- 
ing a  grand  total  of  89,821  gross  tons, 
valued  at   $13,164,160.40. 

The  number  of  voyages  that  our  ships 
liave  made  to  Feb.  6,  1920,  is  as  follows: 

To  W«t    Indin    n 

To  Ba«no*   Aim  .  4 

To  I.ondon   r. 

To  Liverpool  .  » 

To    GIUKOW    I 

Tn    UniU^    KInirdam.    froni     ..<,.»..,,.    via 

Panama   Canal   X 

To     Bordeaux — —...».       ■  n     1 

To   Havre    „__ 1 

To  Australia  and  New  Zealand 1 

To  St.  John'i.  Newfoundland 4 

M 

It  is  not  often  that  ships,  railways  or 
other  things  are  managed  and  operated 
by  governments  in  such  a  way  as  to  show 
a  balance  on  the  right  side,  but  I  am 
happy  to  say  that  from  the  figures  I  will 
give  in  a  moment  you  will  see  that  al- 
though 19  of  these  ships  have  only  been 
in  service  for  a  short  time,  not  one  of 
them  having  been  in  service  for  a  full 
year,  the  balance  is  on  the  right  side.  I 
wish  to  explain  how  the  net  earnings  are 
arrived  at.  The  Canadian  Government 
Merchant  Marine  follows  good  business 
practice.  It  had  to  put  on  a  new  organi- 
zation and  to  open  up  new  trade  routes. 
.\fter  providing  for  organization,  over- 
head expenses,  operating  expenses,  de- 
preciation, insurance  and  5'^Te  on  cost, 
the  ships  have  made  a  remarkably  good 
showing.  I  think  it  is  only  fair  that  as 
Minister  of  Marine,  and  on  behalf  of  the 
government,  I  should  pay  a  tribute  to 
D.  B.  Hanna  and  his  board  of  directors 
of  the  Canadian  Government  Merchant 
Marine  for  having  accomplished  such  a 
fine  result  as  I  am  going  to  refer  to  in 
a  moment,  notwithstanding  all  the  diffi- 
culties inseparable  from  new  routes  and 
a  new  organization.  I  am  immensely 
pleased,  as  the  minister  responsible,  so 
is  the  government,  and  I  am  sure  that 
members  and  the  Canadian  people  will 
also  be  pleased. 

The  profit  statement  is  as  follows:  Up 
to  Dec.  31,  1919,  there  were  delivered  19 
ships.  Many  of  these  were  received  dur- 
ing the  late  summer  and  autumn,  so  that 
only  13  had  completed  voyages  by  the 
end  of  the  year.  Routes  were  opened  to 
South  .America,  West  Indies  and  the  Uni- 
ted Kingdom.  By  Dec.  31,  28  voyages 
had  been  completed.  The  total  gross 
earnings  of  all  boats  amounted  to  $3,448,- 
0;50.25,  and  the  net  earnings  to  $1,406,000. 
This  net  will  jirovide  interest  at  5'^Cc' 
on  the  government's  investment,  full  re- 
serve for  depreciation  and  a  handsome 
margin  in  addition.  These  earnings  are 
held  by  the  company  in  the  shape  of  bank 
balances.  Victory  Loan  bonds  and  ac- 
counts receivable.  In  view  of  the  fact 
that  many  of  the  ships  were  only  in  ser- 
vice for  a  portion  of  the  year,  and  also 
ns  the  initinl  expenses  in  placing  ships 
in  ser\ice  are  extremely  heavy,  I  think 
you  will  agree  with  me  that  the  opera- 
tions of  the  Government's  Jlerchant  Ma- 
rine present  an  e.xceedingly  satisfactory 


May,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


279 


showing.  The  government  ships  enabled 
the  exportation  of  Canadian  products  in 
1919  to  the  value  of  $21,362,000,  much 
of  which  would  not  have  been  shipped  if 
the  shippincr  facilities  had  not  been  pro- 
vided by  the  covernment. 

Since  Jan.  1  shipyards  on  the  Pacific 
Coast  have  delivered  three  ships.  Cana- 
dian Raider,  Canadian  Importer,  and  Ca- 
nadian Exporter,  all  of  which  will  be  em- 
ployed in  the  Canadian-Australian  trade. 
The  Canadian  Raider  and  Canadian  Im- 
porter have  sailed  with  a  full  cargo  of 
li'mber  in  the  one  case,  and  a  full  cargo 
of  confectionery,  newsprint,  lumber,  rub- 
ber tires,  etc.,  in  the  other.  The  Cana- 
dian Exporter  is  loading  at  present.  It 
is  expected  that  with  the  service  which 
the  Canadian  Government  Merchant  Ma- 
rine will  be  able  to  provide  between  Can- 
ada, Australia  and  New  Zealand  verv 
important   business   will    be   established. 

By  order  in  council  these  ships  were 
transferred  to  Canadian  Government 
Merchant  Marine  at  contract  price.  In 
lieu  of  that  Canadian  Government  Mer- 
chant Marine  issued  notes  payable  to  the 
Finance  Minister  bearing  interest  at 
a^'z'/c.  It  is  incumbent  upon  Canadian 
Government  Merchant  Marine  not  only 
to  meet  the  interest  on  the  cost  of  con- 
struction on  these  ships  at  5'/2%,but  also 
to  pay  the  principal  from  time  to  time  out 
of  earnings.  I  am  very  happy  to  announce 
that,  notwithstandinc  only  19  ships  were 
in  service  for  a  portion  of  the  year,  yet. 
out  of  earnines  Canadian  Government 
Merchant  Marine  has  issued  a  cheque  to 
the  consolidated  revenue  fund  of  Canada 
for  $.500,000  which  meets  the  interest  at 
BKr'r  to  Dec.  31.  1919.  Members  will 
see  that  the  Canadian  Government  Mer- 
chant Marine  is  paying  its  way  although 
it  has  hardly  got  started. 

Australian  Shipbuilding. 

It  may  interest  members  to  know  what 
our  sister  Dominion  of  Australia  is  do- 
ing. Australia  has  half  our  population 
but  is  still  a  nation  of  great  vision,  ener- 
gy and  canabilitv.  In  the  early  days  of 
the  war,  Australia  acquired  by  purchase 
15  second  hand  British  ships  with  a  ton- 
nage of  approximately  100,000  tons.  In 
addition  the  Commonwealth  Government 
undertook  a  local  building  programme. 
The  original  programme  provided 
for  building  24  steel  ships  of 
about  .5.500  tons  deadweight  each  and 
24  wooden  ships  of  about  2,600  tons  d.w. 
each.  A  second  programme  was  subse- 
quently undertaken  which  provided  for 
building  14  steel  ships  of  about  6,000 
tons  d.w.  each.  In  addition  contracts 
were  placed  by  the  Australian  Govern- 
ment for  building  6  vessels  in  United 
Kingdom  yards  of  about  12,000  tons  d. 
w.  When  Australia  completes  her  pro- 
gramme she  will  possess  a  total  of  348,- 
400  tons  net,  a  very  good  merchant  ma- 
rine for  our  overseas  dominions  to  have. 

Steel  Plates  for  Shipbuilidng. 

I  now  come  to  an  important  adjunct  of 
shipping,  viz..  the  establishment  of  a 
steel  plate  mill  and  the  contract  entered 
into  by  the  Dominion  Steel  Corporation 
with  the  government  which  calls  for 
250,000  tons  of  ship  plates,  the  govern- 
ment obligating  itself  to  take  50,000  tons 
a  year  for  five  years  with  the  option  of 
increasing  that  quantity  up  to  75,000 
tons  if  it  should  think  fit  to  do  so.  The 
contract  was  made  when  the  war  was 
on.  The  government  had  entered  upon 
a  shipbuilding  programme  and  the  only 
country  that  Canada  could  get  ships 
plates  from  was  the  U.S.  We  placed  a 
large   order   in   that   country   for  80,000 


tons,  but  notwithstanding  all  our  efforts 
to  get  delivery  of  steel  we  were  only 
able,  after  12  months,  to  get  6,000  tons. 
At  that  time  no  one  knew  how  long  the 
war  was  going  to  last,  and  the  necessi- 
ties of  shipping  were  verv  pressing  upon 
the  government.  Therefore  we  decided 
that  Canada  should  be  self  contained,  as 
far  as  shipbuilding  was  concerned,  and 
entered  into  the  contract  referred  to. 
The  government  made  this  contract  at  a 
price  of  $4.15  per  100  lb.  That  was  dur- 
ing the  war.  hut  after  the  armistice  had 
been  signed  I  summoned  the  Dominion 
Steel  Corporation's  officials  to  Ottawa 
and  told  them  that  while  the  contract 
was  bindine-  upon  both  parties  and  I  could 
not  force  them  to  reduce  their  price,  at 
the  same  time  the  government  would 
appreciate  it  if  they  could  see  their  way 
clear  to  make  a  reduction.  The  officials 
received  the  proposal  in  a  very  broad 
and  generous  spirit,  and  after  several 
weeks  of  negotiation.  I  was  able  to  pre- 
vail upon  them  to  reduce  the  price  from 
$4.15  per  100  lb.  to  $3.65,  equal  to  $11.20 
a  gross  ton.  a  saving  on  the  entire  con- 
tract of  $2,800,000.  The  mill  commenced 
operations  on  Feb.  17  last,  and  from  the 
first,  ship  plates  measuring  up  to  the 
hie'h  standard  required  bv  Lloyds  were 
being  successfully  turned  out.  Within 
a  month  after  the  actual  commencement 
of  operations  at  the  mill,  the  total  com- 
mitments for  the  first  vear  were  prac- 
tically disposed  of.  Thirty-four  thou- 
sand tons  will  be  required  for  shipbuild- 
ing purposes:  9,300.59  tons  have  been 
sold  to  outside  powers:  at  the  present 
moment  6.000  additional  tons  are  under 
option.  In  addition  the  government  is  in 
negotiation  with  the  New  South  Wales 
Government  for  the  sale  of  some  15,000 
tons,  which  it  is  hoped  to  conclude  suc- 
cessfully within  the  next  30  days.  Fur- 
ther enquiries  are  being  received  almost 
daily  for  steel,  but  until  such  time  as 
the  department  ascertains  the  quantity 
of  plates  that  the  mill  will  be  able  to 
produce  in  the  first  year  it  will  not  be 
possible  to  take  any  further  commit- 
ments. 

There  will  be  no  difficulty  on  the  gov- 
ernment's part  in  fulfilling  its 
part  of  the  contract  by  taking 
ing  its  part  of  the  contract  by  taking 
50,000  tons,  and  I  am  almost  certain  that 
we  will  have  to  ask  the  Steel  Corpora- 
tion, under  the  terms  of  our  contract, 
for  a  maximum  quantity  of  75,000  tons. 
I  do  not  want  to  make  any  statement 
that  will  not  prove  to  be  accurate  later 
on,  but  as  far  as  I  can  tell  from  the  con- 
tracts that  we  have  taken,  and  the  con- 
tracts that  we  expect  to  take,  I  think  I 
am  safe  in  saying  that  the  government 
will  not  make  any  loss  after  accepting 
the  maximum  quantity  that  it  has  to 
take  under  the  terms  of  the  contract,  and 
there  is  a  fair  possibility  that  a  year 
hence,  if  I  am  spared,  I  may  be  able  to 
inform  members  that  there  has  been  a 
profit  in  the  matter  of  ships'  plates  as 
well  as  ships. 

Our  competitor  in  ships'  plates  in  the 
world  is  not  the  United  Kingdom,  but 
in  Australia,  and  elsewhere  our  competi- 
tors are  our  neighbors  to  the  south,  the 
United  States.  The  price  of  ships'  plates 
in  England  is,  if  my  memory  serves  me 
right,  £27.10  a  ton,  which  is  very  much 
higher  than  is  our  price  from  the  Steel 
Corporation,  so  much  so  that  we  could 
ship  Canadian  plate,  turned  out  at  the 
Sydney  mill,  to  any  part  of  the  United 
Kingdom  and  meet  the  competition  there 
and  still  have  a  good  profit.  It  is  not  to 
be  wondered  at  that  the  price  of  plates 


has  advanced  in  the  old  country.  There 
has  been  a  rise  in  wages  over  there  and 
the  price  of  materials  of  all  kinds  that 
enter  into  shipbuilding  has  fone  up.  No 
one  expects  that  the  United  Kingdom  will 
ever  return  to  pre-war  prices  for  steel 
freight  ships  or  passenger  ships  either. 
The  price  of  building  steel  ships  in  the 
United  Kingdom,  of  similar  size  and  de- 
sign, is  just  as  high  as  in  this  country. 
But  there  will  come  a  time  when  tbe 
yards  in  the  United  Kingdom  will  not  be 
as  fully  occupied  as  they  are  now.  Every 
vard  in  England.  Ireland  and  Scotland 
has  more  contracts  than  it  is  able  to  turn 
out  for  some  time  to  come;  but  when  the 
pressure  on  those  yards  eases  off.  com- 
petition is  bound  to  become  keener:  and 
if  nothintr  is  done  for  the  shipbuilding 
industry  in  this  country,  when  that  time 
arrives  it  is  difficult  for  one  to  forecast 
what  may  happen  to  onr  magnificent 
shinbuilding  industry,  which  as  it  is  es- 
tablished at  present  has  bright  prospects 
of  becoming  very  much  bigger  and 
greater. 

Subsidies  for  Shipbuilding. 
That  brings  me  to  the  question  of  sub- 
sidies. I  am  not  eoing  to  say  anything 
in  that  regard,  further  than  that  the  gov- 
ernment has  the  matter  under  its  care- 
ful consideration.  The  Finance  Minister, 
when  he  brings  down  his  budget,  will 
state,  in  the  government's  behalf,  whe- 
ther or  not  it  can  see  its  way  clear  to 
do  anything  to  aid  the  shipbuilding  in- 
dustrv  in  Canada.  However,  it  will  be 
gratifying  to  members  to  know  that  not- 
withstanding the  fact  that  Canadian 
shipbuilders  have  absolutely  no  protec- 
tion of  any  kind  they  have  been  able  un- 
der existing  conditions  to  secure  foreign 
orders  in  competition  with  shipbuilders 
in  the  old  land.  The  National  Shipbuild- 
ing Co.  of  Throe  Rivers,  Que.,  is  build- 
ing six  ships  of  5.000  tons  d.w.  each,  three 
of  3.200  tons  each  and  two  of  6.500  tons 
each  for  foreign  registry.  These  orders 
were  secured  from  France  by  the  Na- 
tional Shipbuilding  Co.  in  competition 
with  the  world.  Canadian  Vickers.  Ltd., 
of  Montreal,  also  in  competition  with  the 
world,  secured  a  contract  from  Norway 
for  the  construction  of  two  steel  vessels 
of  8.000  tons  d.w.  each.  The  Colling- 
wood  Shinbuilding  Co.  has  secured  the 
contract  for  a  canal  size  ship  for  the 
Standard  Oil  Company  of  New  Jersey,  to 
be  employed  in  forei'^n  waters.  That 
may  seem  to  indicate  that  our  shipbuild- 
ers can  now  compete  with  the  world,  on 
account  of  the  conditions  that  I  have  re- 
ferred to.  But  I  am  not  so  optimistic 
as  to  say  that  one  or  two  years  from 
now  thev  would  be  able  to  do  so  without 
anv  assistance  whatever. 

I  desire  to  pay  a  tribute  to  those  of 
our  Canadians  who  have  had  to  do  with 
the  building  of  these  ships.  They  were 
not  skilled  in  the  building  of  ships  when 
steel  shipbuilding  was  commenced  on  a 
large  scale  some  two  or  three  years  ago. 
But  although  the  designs  of  the  ships 
which  are  being  turned  out  in  the  yards 
from  Halifax  to  Prince  Rupert  are  Bri- 
tish, the  materials  and  workmanship  are 
Canadian,  and  Canadians  have  demon- 
strated their  skill  in  shipbuilding  as  they 
have  in  other  walks  of  life,  just  as  when 
the  call  of  their  country  came  they  dis- 
played their  adaptation  to  military  life, 
and  their  bravery  in  the  field  of  battle. 
Our  ships  are  equal  in  design,  workman- 
ship and  efficiency  to  any  ships  of  the 
same  kind  that  are  built  in  the  old  land. 
I  have  covered  the  programme  as  fully 
as  I  have  been  able  to;  if  members  de- 
sire to  ask  any  questions  I  shall  be  only 


280 


CANADIAN  RAILWAY  AND  MAKINK  WOULD 


Mav.  li»2n. 


too  i>t 

II 


rhii' 


■     .houl.l  haw 
•    rule  of  ox- 
I   (1  wn»  $:t.fin. 
r,  WtTf  Not   ANkpd. 
I-  o    Kinir.    li-ndiT    of    the 

opi  ir    rontomlfil    thnt    pub- 

lic   •  ill    havf   bocn   iiskcd    for 

bui!  11^.   thp    Minixtcr  of   Ma- 

rilii      ..    .  ...iir   tfiulcrs  nrt"  ns  n   nilc 

ralli-ii  for,  nml  quite  properly  Ro,  but 
we  could  not  follow  that  policy  in  order- 
ing .shipii.  Suppose  \  had  called  for  pub- 
lic tenders  for  six  ships  of  S.400  tons. 
Suppose  that  ("anmlinn  Vickers.  Ltd.,  of 
Montreal,  and  five  or  six  other  shipbuild- 
ers bad  tendi-reil,  and  that  the  Davie 
Shipbuildintr  &  Repairing  f!o.,  of  I^uzon, 
which  has  not  the  facilities  for  turninir 
out  that  number  of  ships,  except  after  a 
vcr>'  lone  time,  were  the  lowest  tender- 
ers. The  government  would  have  no  op- 
tion but  to  award  them  the  contract.  We 
would  not  be  able  to  distribute  the  or- 
ders. 1  quite  understand  the  point  of 
the  leader  of  the  opposition,  viz.,  the  de- 
sirability of  safetruardinK  the  public  in- 
terest. The  statute  from  which  he  has 
quoted  makes  it  plain  that  the  minister 
has  power  to  use  his  best  judgment,  and 
the  povemnient  to  purchase  by  the  best 
means  what  it  requires.  I  do  not  know 
of  any  method  that  would  so  well  safe- 
truard  the  public  interest  as  the  course 
we  followed.  I  believe  we  got  lower 
prices  than  we  should  have  obtained  by 
public  tender.  When  the  government 
asked  for  prices  on  ships,  it  did  not 
necessarily  take  the  prices  that  were 
quoted.  If  a  price  was  considered  satis- 
factorj'  it  was  accepted,  and  if  it  was 
too  hieh  it  was  of  course  refused.  By 
the  method  we  followed  we  were  in  a  po- 
sition to  distribute  the  business  evenly 
over  17  yards  at  a  cost  probably  lower 
than  if  we  had  called  for  public  tenders 
in  the  way  supk'estcd.  It  must  be  borne 
in  mind  also  that  time  is  an  important 
feature  of  the  programme,  and  we  could 
not  allow  one  yard  to  take  more  business 
than  it  was  capable  of  turning  out.  Some 
yards  have  two  berths,  some  four  and 
some  six,  and  all  these  facts  have  to  be 
taken  into  consideration  in  allotting  the 
work.  It  was  desirable  to  distribute  the 
contracts  in  such  a  way  that  labor  would 
not  be  concentrated  in  one  particular 
place,  but  that  workers  would  be  evenly 
employed  throuirhout  the  17  yards  from 
Halifax  to  Prince  Rupert.  I  have  already 
said  that  the  government  is  at  the  end 
of  its  steel  shipbuilding  programme.  If 
I  thought  that  the  suggestion  of  the  lead- 
er of  the  opposition  was  of  any  practical 
Importance  I  would  gladly  recommend  it 
to  the  government,  but  from  the  business 
experience  that  I  have  gained  during  the 
last  .'JO  or  .'t.')  years,  I  am  bound  to  say 
that  I  think  the  government  has  follow- 
ed the  best  possible  course. 

When  the  debate  was  resumed  on  Mar.  1 
rtO  the  Minister  stated  that  the  total  pay- 
ments for  steel  cargo  sti'jimships  up  to 
April,  liUH,  were  $19,51 0.:t'.rj.:!.->.  The 
total  payments  from  April.  r.M'.i,  to  Mar. 
1,  1920,  were  $4:?,704,9(>2.l:!.  The  balance 
available  on  Mnr.  1,  1!»20,  from  the  vote 
for  the  year  ending  Mnr.  :!1,  1!I20,  was 
$l,S,r)n.=.,.1(n.22.  In  addition  to  this  bal- 
ance the  government  was  asking  for  an- 
other vole  of  $20,000,000,  jiart  of  it  be- 
ing a  rovotc  from  the  year  ending  Mar. 
.Tl,  1920. 


He  nl?n  ?inid:     "I  made  the  Btatvment 

■   1  I    now,  that  the  gov- 

'  <i    iltt    nhipbiiildiMg 

.1   i<\\  the  governiTient 

.11^:  ic>ntract.s  for  freight 

I'   wu  cunitider   that  with 

.    with    n    net    tonnage    of 

.'.Ml. 11(111   t..ii^.   we  have  ample  tonnage   to 

Uike   care   of   whatever  export   trade    the 

ships  might  be  called  upon  to  carry,  or 

whatever    other    service    they    might    be 

cnlb'd    upon    to    perform    in    conjunction 

with  the  government  railways." 

The  item  was  then  carried. 


yil#b*<  iin*1  pnrt*  on   iv»r1h  aiH  or  wrj'h 


Canal  Estimates  for  1 920-1 92 L 


The  Railways  and  Canals  Depart- 
ment's estimates  for  the  year  ending 
Mar.  .31,  1921,  submitted  to  the  House 
of  Commons  recently,  contain  the  fol- 
lowing  items  for  canals: — 

Charcrable  Is  CapiUl.  (S.9M.00*. 

Wi-lUnd    Ship    Canal,    cunitructian (&,.'jO0.000 

Trrnt    Canal,    conntrucUon    and    better- 
ment*             400.000 

Charreable  to  Income.  t73S,40t. 

Chambly,     impravementB    „ „ $      17,000 

Carillon    and    Grcnville.     impravanent*  tS.lOO 

l^Jichine.     dredKlnK     „ „„  2ti.003 

SoulnnKO).     improvemcnta    - .10.00*) 

St.    Anne's    lock.    improvenient4    „.  10.300 

Lake    St.    Francis,    protection    worfc^.. ,  ^.^0D 

Ontario-St.    Ijiwnnce.   improvement*  ....  39..'i00 

Trent,    improvrmenta    377,000 

Welland,    improvrment* 150.000 

Sur\-cy8    and    inHPt-ctioni*.    incNtdin  r    ftalica    and 
expenses    of    expi-rts    employed    temprtrnril/. 
Charcrablr  to  Collection  of  ReTcnni. 

SUff     and     repairs     $1,800,000 

Statistical   officen   .12,500 


Mail  Subsidies  and  Steamship  Sub- 
ventions. 


The  estimates  for  the  year  ending 
Mar.  31,  1921,  submitted  to  the  House 
of  Commons  recently,  contain  the  follow- 
ing items  for  steamship  services  between 
the  points  named: — 

ATLANTIC    OCEAN. 
Canadian    Atlantic    porta   and   Australia 

and    New    Zi-aland    $140,000 

Canada   and    Newfoundland   35,000 

Canada     and     Wc«t     Indica     or     Soath 

America   or   both   _ _ 340.666 

Canada    and    South    Africa    146,000 

PACIFIC   OCEAN. 
Canada  and  Au-ttralia  or  New  Zealand, 

or  both,   on   Pacific   Ocean   I30..^09 

Canada.   China  and  Japan   _ 200.000 

Prince   Rupert.    U.C.   and  Queen   Chai^ 

lotte     Islandu     21.000 

Victoria    and    San    Krancisco    3.000 

Victoria,    Vancouver,    way     porta     and 

Skairway    12, .',00 

Victoria  and  West  Coast  Vancouver  Is- 
land    r,.ooo 

Vancouver  and  Northern  porta  of  Bri- 
tish   Columbia    IS.SOO 

Vancouver   and    port*   on    Howe   Sound..  5,000 

LOCAL  SERVICES. 

Baddeck  and  lona  „ f     6.825 

Chnrlottetuwn,    Victoria    and  Holliday's 

Wharf   _..» _  2.500 

Grand    Manan   and    mainland    12.500 

Halifax.   Cansu  nnd  Guysboro  -....-..  6,000 

Halifax    and     Newfoundland    via    Cape 

Hreton    ports    5,000 

Halifax.    LaHavre    and    LaHavre    River 

piirts   _ 4.000 

Halifax    anil    Spry    Bay    and    porta    in 

Cape    llretim    4.000 

Halifax.    South    Cape    Breton    and    Bras 

d'Or    Ijike    ports    6.000 

Halifax    and    West    Coast    Cape    Bn-ton 
Halifax    and    West    Coast    Cape    Breton. 

cajlinR   at   way  ports   »- 4.000 

Mulifrave   an.l    Canso   _ » 9.500 

Muliirave  and   RuysborD.  eallins  at  In- 

trrme<liaU   porta   „ -..- 7,500 

Newcastle.  NeKUac  and  Escuminar. 
ealllnit  at  intermediate  poinU  on  the 
Mirnmichi    Klver    and    Miramichi    Bay  3.000 

Pelee  Inland  and  the  mainlan     S.OOO 

Petit  de  Grat  and  the  Canadian  Na- 
tl.>nal    Uy.    I.Tminus   at    Mulirnive   7.000 

Pictoti  anfl  M<,nt«k-ue.  callinK  at  Murray 

HarUir     nnd     «eon(eU>wn     6.000 

Pielou.    Mulk-rnve    and    Chrticamp    7,&D0 

Port  MulKHive.  ai.  Peter's.  Irish  Cove, 
Marble  Mountain  and  other  porta  on 
lira.     d'Or     Ijikes     6.500 


ll.ii     al 
.St     John 

4.0M 

i.oe* 

KL    John 

1«.0«« 

.Mt.    John.    1 

vllle.    alonit    »i-tt    1 
llasin     

cuUl'uf 

"An.-ii.t>.'.i. 

•m    lUy    of 

.r..|    Mar- 

2.0M 

St      J>.hn.     N  II  .     and 

!"?,* 

5.0M 

.Si 

i-h   and 

10,«M 

.-allinff 

S.OOO 
4.0M 

.s.  'J,  and 

I.: -  ■■>!  Cape 

llrcum    - 14.0 

Supervision  of  subsidised  steamship  ser- 
vices,   expenses    In    connection    with.  4,0 


AUTHORIZED    BY   STATUTE. 

Canada.    China    an'l    Japan 


Ocean  and  River  Service  Estimates 
for  1920-1921. 


The    estimates    for    the    year  endinjr 
Mar.  31,  1921,  submitted  to  the  House  of 

Commons   recently,    contain    the  follow- 
ing items:  — 

Maintenance    and    repain    to    Dominion 

steamships     and     icebreaker*     |1,&00.000 

Examiners    of    masten    and    mates 18,000 

Investit:ations     into    wrecks     12,300 

Expenses    of    schools    of    naviiration    8,000 

To  provide   for  temporary   relief  of  dis- 
treiiscd  seamen  and   to  cover  expenses 

of    shippinK     forms     8,000 

Registration    of    shippinir   _ - 6.000 

Removal    of    obatructioiu    in    navisable 

waters    «_««  5,000 

Inspection  of  live  stock  shipments  8,000 

To     continue     sub«idies     for     wreckinir 

plants.    Quebec    and    British   Columbia  8.5,000 

Unforseen    expenses 5,000 

Two    motor    patrol    ships    for   buoy    and 

liKhthousc  ser^'ice  in  British  Columbia  50,000 

81,645.300 


Contracts  for  Marine  Public  Works. — 

The  Dominion  Public  Works  Department 
has  let  the  following  contracts, — renewal 
of  supei-structure  and  part  of  eastern 
breakwater  at  Collingwood,  Ont.,  York 
Construction  Co.,  Feb.  27,  schedule  of 
prices;  construction  of  grain  conveyors, 
St.  John,  N.B.,  Grant  &  Home,  St.  John, 
N.B.,  schedule  of  prices;  overhauling  and 
repairing  of  dredge  .\jax,  B.  C.  JIarine 
Ltd.,  $4.9.'?8;  alterations  to  detention 
building  Partridge  Island,  St.  John,  N.B„ 
J.  P.  McPhartland  &  Sons,  $2,840; 
repairs  to  coal  wharf.  Quarantine  sta- 
tion, William  Head,  B.C.,  R.  Moncrief. 
March  20,  schedule  of  prices;  rebuilding 
of  Ell  to  main  bveakwaster,  Meteghan, 
N.S.,  A.  Girroir  and  W.  F.  MacKinnon, 
Mar.  26,  schedule  of  prices;  construction 
of  wharf,  Schenacadie,  N.S..  E.  N.  Dick- 
con,  Apl.  1,  schedule  of  prices;  repairs 
to  wharf,  Bamfield.  B.C.,  McDonald. 
Watson  and  Wither,  Mar.  25,  schedule  of 
prices. 

Sales  of  War  Steamships — The  steel 
steamships  War  Company  and  War 
Storm,  built  by  J.  Coughlan  and  Sons, 
Vancouver,  B.C.,  and  Wallace  Shipj-ards, 
North  Vancouver,  B.C.,  and  the  wooden 
S..S.  War  Ilaida,  built  by  Cameron-Genoa 
Mills  Shipbuilders,  Victoria,  B.C.,  for  the 
British  Government,  under  orders  from 
the  Imperial  Munitions  Board,  are  re- 
porte<l  to  have  been  sold  to  Italian  inter- 
ests. The  name  of  the  War  Storm  is 
stated  to  have  been  changed  to  I.,aura, 
and  that  of  the  War  Haida  to  Rodosto, 

The  Baddeck  Steamship  Co's  s.s.  Blue- 
hill  is  running  between  lona  and  Bad- 
deck,  N.S.,  connecting  at  lona  with 
Canadian  National  Rys.  trains  5  and  5 
daily  except  Sundays. 


Canadian  Railway  and  Marine  World 


June,  1920 


Railway  Rates  for  Carriage  of  Mails  Recommended  to  be  Largely  Increased. 


The  Dominion  Government,  on  Mar.  7, 
1917,  passed  the  following  order  in  coun- 
cil:— The  committee  of  the  Privy  Coun- 
cil have  had  before  them  a  report,  dated 
Feb.  15,  1917,  from  the  Postmaster  Gen- 
eral, submitting  that  the  different  rail- 
way companies  of  Canada  have  carried 
the  mails  since  Feb.  1,  1913,  at  the  fol- 
lowing- rates: 

For   full    postal   car   16c  a  mile 

For    half    postal    car    9c  a  mile 

For    baggage    car    service    over    30    ft., 

space    16c  a  mile 

For    baggafre    car   service,    15    to    30    ft. 

space   9c  a  mile 

For    ba(rRae:e    car    service    less    than    15 

ft.     space    4c  a  mile 

Special    mail    train   ordered   by    Post  Of- 
fice   Department    $1.25  a  mile 

Special   mail    train   when   other  cars  are 

attached   by   the  railway   company  $1.00  a  mile 

It  is  claimed  by  the  Canadian  Pacific 
and  Grand  Trunk  Railways  that  these 
rates  are  inadequate,  and  the  Minister 
therefore  recommends  that  the  question 
of  remuneration  to  be  paid  the  railway 
companies  be  referred  to  the  Board  of 
Railway  Commissioners  to  determine  as 
to  the  accuracy  or  inaccuracy  of  the 
claims  made  by  the  railway  companies, 
and,  if  it  is  found  that  the  present  rates 
are  inadequate,  to  determine,  as  the  re- 
sult of  evidence  to  be  submitted  by  both 
parties,  that  is  the  Post  Office  Depart- 
ment and  the  different  railway  companies 
interested,  what  would  be  a  fair  rate  of 
payment  for  the  service.  The  commit- 
tee concur  in  the  foregoing  recommen- 
dation and  submit  the  same  for  appro- 
val. 

The  hearing  of  the  case  by  the  Board 
of  Railway  Commissioners  was  postpon- 
ed from  time  to  time,  at  the  Post  Office 
Department's  request,  and  it  was  not  un- 
til Mar.  18,  1919,  that  it  was  heard  at 
Ottawa,  the  P.  O.  Department's  counsel 
having  submitted  previously  that  no  con- 
ditions had  arisen  which  would  warrant 
any  increased  payments  to  the  railways. 
Commissioner  S.  J.  McLean  made  a  re- 
port, under  the  reference,  on  July  5, 
1919,  but  the  Post  Office  Department  de- 
clined to  make  it  public,  on  the  ground 
that  it  was  before  the  government  for 
consideration.  However,  at  the  Domin- 
ion Parliament's  recent  session,  Jacques 
Bureau,  M.P.  for  Three  Rivers,  Que., 
moved  that  the  report  be  submitted  to 
the  House  of  Commons  and  it  was 
brought  down  accordingly.  Commission- 
er McLean's  report,  referred  to  above, 
is  as  follows: — 

The  rates  referred  to  in  the  reference 
by  the  Privy  Council  were  put  into  force 
for  one  year  and  have  been  continued 
from  year  to  year.  The  railways  con- 
tend that  they  in  no  sense  agreed  to 
these  rates,  but  that  they  had  made  pro- 
tests from  time  to  time.  There  is  some 
uncertainty  as  to  how  the  basis  for  full 
cars  was  arrived  at  in  the  first  instance. 
It  was  stated  that  information  had  been 
obtained  from  F.  P.  Gutelius  as  to  oper- 
ating costs  on  the  Intercolonial  Ry.,  and 
that  the  rates  had  been  built  up,  allow- 
ing an  operating  ratio  of  approximately 
BOTf .  It  was  stated,  however,  by  the  P. 
O.  department's  counsel  that  the  esti- 
mate of  basic  cost  per  mail  car  mile, 
submitted  by  Mr.  Gutelius,  had  been 
withdrawn  by  him  subsequently.     It  was 


recognized  at  the  hearing  that  costs  had 
increased  and  the  submission  of  the  de- 
partment was,  in  substance,  that  it  was 
justifiable  to  consider  this  increase  of 
cost,  and  to  add  thereto  such  additional 
amount,  by  way  of  operating  ratio,  as 
would  give  a  reasonable  profit  on  cost. 
There  is  no  difference  between  the  par- 
ties as  to  the  car  mile  being  the  proper 
unit  of  charge. 

Statistical  material  bearing  on  the  ap- 
portionment of  costs  was  submitted  at 
the  hearing  by  the  Canadian  Pacific, 
Grand  Trunk,  and  the  Toronto,  Hamilton 
&  Buffalo  Railways.  W.  J.  Moule,  As- 
sistant Comptroller,  Canadian  Pacific 
Ry.,  made  an  apportionment  of  cost,  in- 
volving in  the  first  instance  the  separa- 
tion of  freight  and  passenger  costs,  and 
allowing  thereafter  for  certain  items  of 
expense  which  he  considered  did  not  en- 
ter into  the  mail  service  in  the  same 
ratio  as  they  did  into  the  passenger  ser- 
vice, and  the  allocation  of  cost  on  the 
basis  of  passenger  train  mileage.  About 
SOTc  of  the  cost  so  computed  was  stated 
to  be  on  the  basis  of  items  which  could 
be  directly  allocated;  the  remainder  was 
on  a  basis  admittedly  more  or  less  arbi- 
trary. Reference  was  made  by  Mr.  Moule 
to  the  question  of  mail  pay  which  is  be- 
ing brought  before  the  Interstate  Com- 
merce Commission  by  the  United  States 
Post  Office  Department.  That  depart- 
ment has  prepared  a  form  of  subdivisions 
of  costs,  and  it  was  stated  by  Mr.  Moule 
that  his  methods  did  not  make  more  than 
a  fraction  of  ITf  of  difference  on  the 
total  as  compared  with  the  method  pre- 
pared by  the  U.S.  Post  Office  Depart- 
ment. The  method  of  subdivisions,  as 
made  use  of  by  Mr.  Moule,  is  in  sum- 
mary form  as  follows: 

Actual  cost: — Train  locomotive  men, 
fuel  for  train  locomotives,  trainman's 
wages,  and  great  bulk  of  train  supplies 
and  wages. 

Yard  expenses: — Statements  from 
heads  of  different  divisions  as  to  the  dif- 
ferent proportions. 

Maintenance  of  way  and  structures, 
divided  on  basis  of  expenses. 

Locomotive  repairs  and  renewals: — 
Divided  on  straight  locomotive  basis 
(this  is  in  accordance  with  general  prac- 
tice; also  made  study  of  typical  passen- 
ger and  freight  locomotives,  and  found 
locomotive  cost  per  mile  practically  iden- 
tical). 

Maintenance  of  equipment:  —  (This  is 
a  general  heading).  Under  this  heading 
there  are  here  concerned  items  of  super- 
intendence, shop,  machinery,  and  other 
items  under  that  heading.  Apportioned 
on  the  basis  that  the  previously  divided 
expenses  under  maintenance  bore  to  the 
total,  what  is  commonly  known  as  over- 
head  basis. 

Traffic  expenses,  worked  out  on  a.  test 
for  one  month  by  him,  giving  57.77% 
passenger. 

Dispatching  trains,  divided  on  a  train 
mile  basis. 

Items  under  Transportation: — Super- 
intendence and  station  employes,  station 
supplies  and  expenses,  miscellaneous  ac- 
counts, e.g.,  drawbridge  operation,  tele- 
graph  and   telephone   operation,   operat- 


ing floating  equipment,  other  expenses, 
operating  joint  tracks  and  facilities, 
damage  to  property,  damage  to  live 
stock  on  right  of  way,  injuries  to  per- 
sons. Above  apportioned  on  the  basis 
which  the  previously  divided  expenses 
for  passenger  bore  to  the  total  expenses 
of  those  accounts.  This  is  the  I.C.C. 
basis. 

General  expenses,  apportioned  on  the 
basis  of  how  the  other  accounts  were  di- 
vided between  passenger  and  freight  as 
an  overhead  or  supervisory  expense  un- 
der all  previous  items. 

In  addition  to  asking  for  increases  in 
mail  car  rates,  there  are  the  following 
items: — terminal  charges,  switching, 
cleaning,  repairs,  for  full  mail  storage 
cars  $4  a  round  trip;  for  apartment  cars, 
.'50  ft.,  $2  a  round  trip;  for  baggage  cars, 
15  ft.,  $1  a  round  trij).  In  the  proposition 
made  by  the  railways,  it  is  provided  that 
if  the  railways  make  use  of  the  returning 
(empty)  storage  or  baggage  car  space, 
credit  is  to  be  allowed  the  P.  0.  Depart- 
ment for  the  return  mileage,  and  ter- 
minal charge;  that  is,  the  payment  is  to 
be  for  the  loaded  trip  only.  The  evidence 
as  developed  was  not  sufficiently  detailed 
to  show  that  there  were  services  com- 
mensurate with  these  costs,  or  to  war- 
rant the  conclusion  that  additional  term- 
inal charges  as  asked  for  were  justified. 

The  method  used  by  the  Canadian  Pa- 
cific in  its  analysis  of  costs  was  followed 
by  the  Grand  Trunk  and  may,  therefore, 
be  set  out  in  summary  form  as  typical. 
In  the  first  instance,  the  Canadian  Pa- 
cific submitted  figures  dealing  with  ap- 
portionment of  cost  for  the  year  ended 
June  30,  1918.  At  the  hearing,  addi- 
tional figures  were  submitted  for  the 
period  from  Aug.  1,  1918,  to  Feb.  1, 
1919.  In  support  of  these  figures  being 
taken  as  affording  a  more  exact  measure 
of  existing  conditions,  it  was  pointed  out 
that  the  wage  increases  under  the  Mc- 
Adoo  award  had  become  effective  from 
Aug.  1,  1918,  and  added  greatly  to  oper- 
ating costs.  On  the  basis  of  apportion- 
ment made  by  Mr.  Moule,  passenger  car 
mile  cost  for  the  period  Aug.  1,  1918,  to 
Feb.  1,  1919,  was  33.10c.  From  this  he 
made  certain  deductions.  In  the  case  of 
baggage  and  express  cars,  it  was  found 
that  the  cost  for  maintenance  was  one- 
third  less  than  for  passenger  cars.  In 
the  case  of  train  supplies  and  expenses 
an  arbitrary  deduction  of  one  half  was 
made.  These  deductions  amount  to  2.52c 
a  car  mile,  giving  a  computation  of  30.58c 
a  mail-car  mile.  To  this  figure  was  add- 
ed a  ratio  for  taxes,  fixed  charges  and 
dividends,  and  a  margin  of  2%  on  the 
common  stock.  These  items  amount  to 
8.93c,  which  would  give  a  total  of  39.51c. 
If  the  2%  allowance  above  referred  to  is 
left  out,  it  would  give  a  figure  of  38.25c. 
The  general  contention  of  Mr.  Moule, 
the  C.P.R.  statistical  expert,  was  that 
all  the  services  in  connection  with  pas- 
senger business  should  be  so  considered 
as  in  effect,  since  advantage  was  being 
taken  of  the  whole  passenger  service 
and  organization,  by  the  mail  service.  It 
was  contended  for  the  P.  O.  Department 
that  there  were  various  items  not  pro- 
perly allocatable  to  the  mail  service  and 


282 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


June,  1920. 


thiit    Ihi-xr    sh.  .    t.'.l.       While 

ubjiwUnir  to  Hi'  |irii|)o5iMl,  ho 

iiUteil  uxHt  Ktiii  .  station  mip- 

plim  and  unnio  iillcaMiiur  for  nmintcn- 
«nco  of  huililincK  would  take  o(T  ti.OTc, 
leaving  3.'i.4»<i-.  with  a  propiT  charKo  for 
a  maririn  on  common  rtock  as  included, 
or  3'J.lSc  if  this  is  not  included. 

The  Quebec  Centml  Ry.,  in  n  written 
Kubniission,  atate<1  it  had  an  actual  cost 
of  no.Tfic  a  car-mile,  and  overhead 
charjres  of  10J<6c,  K'vinK  a  tot4il  of  41.44c. 
The  Toronto,  lianiilton  &  HufTalo  Ky. 
said  it  had  direct  costs  of  47.28c  a  car- 
mile.  The  scr\'ices  on  the  T.,  II  &  B.  arc 
in  baf;(;at:e  cars  entirely,  and  while  its 
fiRures  are  referred  to,  it  docs  not  ap- 
pear that  they  can  l>e  taken  as  charac- 
teristic. 

Reference  has  already  been  made  to 
the  pending  investigation  into  mail-car 
payment  in  the  U.S.  In  a  written  sub- 
mission, prior  to  the  hearing,  various 
railways  represented  that  the  payments 
they  were  then  rcccivinK  were  inade- 
quate, and  that  in  fact  other  scr\-iccs  had 
to  bear,  under  existinfr  conditions,  part 
of  the  cost  of  carryinK  the  mails.  Com- 
parisons were  made  with  the  rates  which 
were  paid  in  the  U.S.,  and  it  was  pointed 
out  that  the  Canadian  rates  were  much 
lower.  It  does  not  appear  that  a  find- 
ing based  on  existinp  U.S.  rates  can  be 
made.  It  was  stated  by  counsel  for  the 
P.  O.  Department,  as  by  the  Comptroller 
of  Railway  Mail  Service,  that  the  sen'ices 
performed  by  railways  in  Canada  and 
in  the  United  States  are  not  on  all  fours; 
and  in  some  particulars  this  was  admit- 
ted by  counsel  for  the  railways,  certain 
off  line  delivery  service  performed  by  the 
railways  beinjr  referred  to  in  this  con- 
nection. Puttinp  the  foregoing  figures 
in  summary  form  the  result  is — 

PttMttiger    car-mile    cost    38.10c 

Dednct  lessor  chanrea  of  maintenance, 
tnin   luppUea   and   expenses    2.6Zc 

Mail    car-mile    cost    30.58c 

Ratio  added  for  taxes,  fixed  charsea,  divi- 
dends and  manrin  of  2%  on  common 
stock    .    .    ..„ 8.98c 

39.51c 
If   manrin   of   2%   on    common    stock   de- 
ducted   .    .    .._ 1.26c 

38.2SC 
Dednetins    station    sen-ices,    station    snp- 
pllta  and  some  allowance   for  mainten- 
ance of  baildins  (such  deduction  object- 
ed to   by  railway)    6.07c 

32.18c 

The  Grand  Trunk  figures  for  the  year 
ended  June,  1918,  before  the  increase  un- 
der the  McAdoo  award  became  effective, 
showed  a  computed  car-mile  cost  of 
25.48c,  and  adding  to  this  '.ic  for  over- 
head charges  the  result  would  be  28.48c 
a  car-mile. 

The  criticism  directed  against  the 
method  of  computation  used  by  Mr. 
Moule,  both  by  counsel  for  the  P.  O.  De- 

rrtment  and  by  his  statistical  expert, 
L.  Payne,  Comptroller  of  Railway  Sta- 
tistics, was  that  the  element  of  individ- 
ual judgment  bulked  largely  in  making 
the  allocation.  It  cannot  be  said  that 
exception  was  taken  to  thi.a,  as  a  prin- 
ciple, by  the  railways,  the  differences 
were  as  to  details.  It  was  frankly  ad- 
mitted by  counsel  for  the  P.  O.  Depart- 
ment that  there  were  many  costs  com- 
mon both  to  passenger  and  to  mail  ser- 
vice. It  was  contended  for  the  P.  O.  De- 
partment that  while  the  mail-car  opera- 
tion was  mixed  in  with  passenger  train 
operation,  there  were  certain  cost.s  attri- 
butable to  passenger  car  operation  which 
did  not  properly  enter  into  the  mail-car 
service;  and  it  was  further  contended 
that  the  proper  way  of  approaching  the 
mattiT  w.-is  to  ilinl  with  it  ns  if  the  mail 


service  were  handled  entirely  on  mail 
trmins,  to  ascertum  the  cost-t  properly 
applicable  thereto,  and  than  make  the 
necessary  computations  on  the  cnr-milc 
basis.  As  was  pointed  out  by  Mr.  Payne, 
when  cross-examined,  there  is  not  suffi- 
cient business  for  separate  mail  trains 
and,  therefore,  computations  as  to  costs 
based  on  mail-train  service  proceed  from 
n  purely  theoretical  assumption.  Fur- 
ther, he  expressed  the  opinion  that  oper- 
ation on  a  mail  train  basis  would  be  both 
unnecessary  and  impracticable.  While 
in  view  of  what  has  been  stated  it  does 
not  seem  that  a  computation  in  reganl 
to  a  metho<l  of  service  that  is  not  used 
can  be  helpful  in  arriving  at  a  result  of 
value,  it  may  be  pointed  out  that  the 
items  of  cost  which  would  be  deducted 
in  computing  on  a  mail-train  basis 
amount  would  mean  a  reduction  from 
.'!.'!. 10c  for  passenger  mile  cost  to  24.29c 
for  computed  mnil-car  mile  cost  on  a 
train  movement  basis. 

Counsel  for  the  P.  O.  Department  had 
before  him,  before  the  hearing,  a  C.P.R. 
statement  for  the  year  ended  June  30, 
1918.  While  the  statement  for  the  per- 
iod Aug.  1,  1918,  to  Feb.  1,  1919,  differ- 
ed as  to  totals,  this  does  not  change  the 
.situation  from  the  standpoint  of  criti- 
cism of  the  principle  involved.  The  mail- 
car  mile  cost  as  computed  for  the  year 
ended  June,  1918,  was  24.83c.  For  the 
period  Aug.,  1918,  to  Feb.  1,  1919,  it  was 
30.58c,  or  an  increase  of  23%.  Against 
this  must  be  remembered  the  large  in- 
creases in  wage  and  material  costs. 

The  evidence  given  on  behalf  of  the  P. 
O.  Department  by  the  Comptroller  of 
Railway  Statistics,  emphasized  the  ele- 
ment of  judgment  as  a  factor  of  im- 
portance in  the  allocation  of  costs.  From 
the  total  cost  of  $36,617,000,  which  was 
allocated  to  passenger  business  by  the 
C.P.R.,  including  under  this  mail-car  ser- 
vice for  the  year  ended  June,  1918,  Mr. 
Payne  made  computations  to  the  effect 
that  there  should  be  deductions  amount- 
ing to  $6,803,719.  He  considered  that 
these  should  be  deducted,  before  making 
the  various  divisions  intended,  to  arrive 
at  mail-car  cost.  The  net  effect  is  that 
he  claimed  there  should  be  a  deduction 
of  18.5^0. 

In  connection  with  the  original  com- 
putations whereby  a  16c  figure  per  car- 
mile  was  arrived  at,  it  is  suggested  that 
a  basis  of  11 '-be  was  taken,  and  that  ap- 
proximately 409t  w'as  added  to  this,  to 
take  care  of  general  charges  and  an  as- 
sumed element  of  profit.  That  is  to  say, 
there  was  an  operating  ratio  of  60  pro- 
vided for.  Mr.  Payne,  in  his  evidence, 
considered  that  in  order  to  provide  for 
overhead,  etc.,  an  operating  ratio  of  75'> 
was  reasonable.  For  the  years  1914-1917, 
inclusive,  the  operating  ratio  for  Cana- 
dian railways  averaged  72.1'"f.  If  Mr. 
Payne's  deductions,  averaging  18.5Tr, 
are  made,  the  C.P.R.'s  cost  figure  for 
mail-car  service  is  reduced  to  24.92c. 
For  the  theoretical  mail-train  service, 
the  computed  cost  figure  is  24.29c  a  car 
mile.  At  an  operating  ratio  of  75'"r,  the 
first  computation  would  give  a  reason- 
able charge  of  33.22c  a  car  mile.  On 
the  same  basis,  the  second  computation 
which  shows  the  extreme  of  what  is 
claimed,  but  which  for  reasons  set  out 
is  not  a  practical  basis,  the  75'"r  ratio 
would  give  a  reasonable  charge  of  32.38c 
a  car  mile.  If  a  60'"r  ratio  is  taken,  the 
figures  would  be  41.53c  and  40.48c  re- 
spectively. On  the  average  of  1014-1917, 
the  resultant  figures  would  be  34.56c  and 
33.68c  respectively. 

Giving  the  consideration  to  the  aver- 
ages involved,  and  the  element  of  judg- 
ment concerned  in  dealing  with  the  ques- 


tion as  to  the  proper  participation  of 
the  mail  service  in  general  costs,  it 
would  appear  not  unroasonable  that  the 
rate  accepted  by  this  board  for  the  kind- 
red express  service,  in  the  general  ex- 
press judi.'ment  should  be  adopted,  that 
IS,  a  rate  of  34.7c  for  a  full  mail-car  mile. 
It  would  appear  also  not  unreasonable 
that  the  charges  for  the  other  ser\'ice« 
set  out  in  the  order  in  council  as  con- 
tained in  the  reference  to  the  board, 
.ihould  be  increased  in  each  case  by  the 
.^ame  percentage  as  the  34.7c  rate  rep- 
resenLs  over  the   15c  rate. 

On  August  29,  1919,  Commissioner  Mc- 
Lean made  the  following  addition  to  his 
report: — Since  the  draft  report  was  pre- 
pare<l,  the  matter  has  been  before  the 
other  members  of  the  board,  who,  in 
agreeing,  are  of  the  opinion  that  the 
.'i4.7c  rate  should  be  the  maximum  rate, 
and  subject  to  all  bonus  or  statutory 
deductions. 

The  report  is  still  before  the  govern- 
ment and  up  to  the  time  of  WTiting 
(May  19)  no  intimation  had  been  given 
of  what  action  will  be  taken,  though  the 
Postmaster  General,  as  one  excuse  for 
raising  newspaper  postage,  said  the  rail- 
ways will  have  to  be  paid  much  higher 
compensation  than  at  present. 


Electrification  on  Pauli.sta  Railway 
in  Brazil. 


The  Paulista  Ry.  has  given  a  contract 
to  the  International  General  Electric  Co. 
for  the  electrification  of  its  line  between 
Jundiahy  and  Campinas,  Brazil,  a  dis- 
tance of  45  kilometers,  or  about  28  miles. 
As  the  road  is  of  double  track  construc- 
tion, the  total  mileage,  including  switches 
and  extra  track,  is  about  76  miles.  The 
project  anticipates  further  extensions, 
amounting  to  about  100  additional  miles, 
which  may  eventually  bring  the  total 
electrification  up  to  128  miles,  extending 
between    Jundiahy   and    San    Carlos. 

The  equipment  to  be  supplied  by  the 
contractors  will  consist  of  12  locomo- 
tives, 8  freight  and  4  passenger,  ma- 
terial for  the  transmission  line  and  sub- 
station, and  a  3,000  volt  overhead,  of  the 
twin-cat«nary  type  construction.  The 
locomotives  will  be  of  the  geared  type, 
3,000  volt  direct  current.  The  freight 
locomotives  will  weigh  100  tons  each,  all 
weight  on  driving  axles,  and  the  pas- 
senger locomotives  120  tons,  equipped 
with  2  axle  guiding  trucks  at  each  end. 
They  will  be  built  at  the  General  Elec- 
tric Co.'s  works  at  Erie,  Pa.  All  of  them 
will  be  equipped  with  regenerative  brak- 
ing apparatus.  The  design  of  the  new 
equipment  will  parallel  closely  that  of 
the  Chicago,  Milwaukee  &  St.  Paul  Ry. 
electrification,  and  the  locomotives  will 
be  almost  the  duplicates  of  those  used 
on  the  Butte,  Anaconda  &  Pacific  Ry., 
except  for  slightly  increased  weight  and 
the  additional  of  regenerative  braking. 
Power  for  the  operation  of  the  lines  will 
be  supplied  by  the  Sao  Paulo  Light  & 
Power  Co.  at  88,000  volts,  60  cycles. 

The  contract  amounts  to  nearly  $2,000,- 
000,  and  it  is  expected  that  it  will  be 
completed  by  July,  1921. 


Sleeping   and   Parlor   Car   Rates. — The 

increases  in  sleeping  and  parlor  car  rates 
which  went  into  force  on  Slay  1,  between 
points  in  the  United  States,  and  on  in- 
ternational traffic  between  Canada  and 
the  U.S.,  full  particulars  of  which  were 
given  in  Canadian  Railway  and  Marine 
World  for  .May,  pg.  249,  also  went  into 
force  between  points  in  Canada  on  May 
15. 


June,  1920. 


283 


Canadian  Pacific  Railway  Go's  Annual  Meeting. 


The  C.P.R.  Co.'s  shareholders'  39th  an- 
nual meeting  was  held  at  Montreal,  May 
5,  Lord  Shaughnessy,  Chairman  of  the 
company,  presiding.  E.  W.  Beatty,  Pre- 
sident, in  Tnoving  the  adoption  of  the 
annual  report  for  the  calendar  year  1919, 
as  published  in  Canadian  Railway  and 
Marine  World  for  May,  said: — The  an- 
nual report  and  statements  attached, 
which  have  been  in  your  possession  for 
some  time,  reflect  very  vividly  the  situ- 
ation prevailing  generally  in  respect  of 
increased  costs  of  operation.  Notwith- 
standing that  the  company's  gross  earn- 
ings were  the  largest  in  its  history,  and 
exceeded  those  of  1918  by  $19,391,362, 
the  net  earnings  were  less  by  $1,569,351. 
The  large  increase  in  working  expenses 
of  $20,960,713,  following  as  it  does  an 
increase  of  $17,191,993  in  the  working 
expenses  during  1918,  or  a  total  increase 
in  1919  over  1917  of  $38,152,706,  is  a 
striking  example  of  the  effect  of  the  in- 
creased cost  of  wages  and  material  in 
the  operations  of  a  company,  even  one 
conservatively  and  economically  admin- 
istered as  are  the  affairs  of  your  com- 
pany. While  it  is  a  matter  of  great 
gratification  that,  even  with  these  excep- 
tional costs,  your  company  has  been  able 
during  the  past  two  years  to  earn  its 
fixed  charges  and  usual  dividends,  and 
very  moderate  surpluses,  it  is  neverthe- 
less important  that  the  relation  between 
earnings  and  expenses  should  now  re- 
ceive the  most  careful  consideration.  The 
results  of  the  operations  during  the  past 
two  years  show  an  upward  trend  in  costs, 
which  even  extensive  increases  in  gross 
earnings  and  effective  operating  econo- 
mies, due  to  heavier  loading,  larger  pow- 
er and  consequent  reduced  train  mileage, 
have  not  equalized. 

For  the  past  16  years  the  freight  and 
passenger  rates  of  all  Canadian  railways 
have  been  subject  to  review  or  have  been 
fixed  by  the  Board  of  Railway  Commis- 
sioners. The  rates  have  been  readjusted 
from  time  to  time,  first  being  lowered 
and  then  increased,  but  the  extent  of  the 
increase  has  not  equalled  the  increased 
costs  which  have  recently  been  forced 
upon  all  companies,  and  reductions  in 
which  cannot  with  any  confidence 
be  predicted  at  this  time.  During  the 
fiscal  year  ended  June,  1914,  the  working 
expenses  of  your  company,  with  a  mile- 
age somewhat  less  than  the  operated 
mileage  of  last  year,  were  $87,388,000, 
while  for  1919  they  had  climbed  to  prac- 
tically $144,000,000,  an  increase  of  64%. 
Within  that  period,  increases  of  nomin- 
ally 409i  in  freight  rates,  and  15%  in 
passenger  rates  have  been  authorized  by 
the  Board  of  Railway  Commissioners. 
The  actual  increases  owing  to  the  ad- 
justment of  rates  made  by  the  board 
were  in  fact  307f  in  freight  rates  and 
10%  in  passenger  rates.  The  result, 
therefore,  has  been  that  during  the  past 
five  years  the  percentage  increase  in 
operating  expenses  was  double  the  per- 
centage increase  in  tolls  accorded  to  the 
companies. 

Owing  to  the  parity  of  conditions  exist- 
ing between  the  United  States  and  Can- 
ada, the  Canadian  roads  were  forced, 
during  the  war,  to  put  into  effect  the 
high  scales  made  effective  under  govern- 
ment control  of  the  U.S.  roads  and  they 
were  also  compelled  to  continue  operat- 
ing under  tariffs  of  tolls  substantially 
the  same  as  those  in  force  in  the  U.S. 
These  tariffs  were  entirely  inadequate,  as 
results  in  the  U.S.  clearly  demonstrated. 
By  legislation  recently  enacted,  the  U.S. 


carriers  are  assured  of  rates  which  will 
return  a  fixed  percentage  on  the  value 
of  the  undertakings  used  in  the  public 
service,  which  will  mean  a  reconsidera- 
tion of,  and  increase  in,  the  rates  now 
current  in  that  country.  No  doubt  the 
necessity  of  rate  adjustments  in  Canada 
will  be  given  earnest  consideration  by 
the  government  and  the  Board  of  Rail- 
way Commissioners.  While  it  is  not  my 
purpose  to  anticipate  any  action  which 
may  bo  taken,  it  is  only  proper,  I  think, 
to  say  that  a  readjustment  is  amply  war- 
ranted, both  on  the  ground  of  the  value 
of  the  service  rendered  by  the  carriers 
and  the  cost  to  them  of  performing  such 
service. 

It  is  further  to  be  remembered,  and  I 
do  not  anticipate  that  it  will  be  forgot- 
ten that  the  vUlue  of  any  enterprise  to 
the  people  it  serves  depends  greatly  up- 
on its  ability  to  progress  and  develop, 
and  on  the  maintenance  of  a  high  credit, 
without  which  such  development  cannot 
take  place.  Waste,  extragagance  and 
improvidence  must  be  discouraged,  but 
I  can  imagine  nothing  more  detrimental 
to  Canada  than  that  its  railway  systems 
should  be  unable  to  keep  pace  in  their 
own  development  with  the  progress  of 
the  country,  and  that  they  should  be  un- 
able to  aid  that  progress  by  the  expan- 
sion of  facilities,  the  construction  of  ne- 
cessary new  lines  and  by  meeting  the 
increasing  demands  of  the  public  in  the 
way  of  efficiency  and  comfort  in  service. 
Based  upon  accepted  principles  in  other 
countries  government  compensation  due 
to  transportation  and  other  public  ser- 
vice corporations,  the  net  earnings  of 
your  company  have  always  yielded  a 
moderate  return  upon  the  capital  actu- 
ally invested  in  the  enterprise.  The  rail- 
way net  earnings  of  the  company  for 
1919  represent  only  a  return  of 
49f  on  the  actual  cash  invested 
in  the  railway  itself.  The  operations  for 
1919,  after  the  payment  of  fixed  charges 
and  the  usual  preference  and  common 
stock  dividends,  showed  a  nominal  sur- 
plus of  $844,249,  which  has  been  placed 
in  reserve  to  meet  the  special  taxation 
imposed  by  the  Dominion  Government, 
which  special  taxation  ended  in  1919. 
The  company's  fixed  charges  are  low,  the 
interest  on  the  preference  stock  is  equal- 
ly low,  and  the  dividend  of  7%  payable 
on  common  stock  from  railway  earnings 
is  moderate.  A  factor  which  seems  to 
be  lost  sight  of  in  these  discussions  of 
the  relations  between  expenses  and  reve- 
nues, is  the  absolute  necessity  of  rea- 
sonable surpluses,  in  the  case  of  any  cor- 
poration conducting  an  enterprise  as  ex- 
tensive as  that  of  your  company.  The 
company's  gross  earnings  for  the  year 
exceeded  $176,000,000  and  the  surplus, 
after  deduction  of  the  moderate  fixed 
charges  and  dividends,  only  amounted  to 
less  than  half  of  1%  of  these  earnings. 
Considering  the  importance  of  reason- 
able provision  for  working  capital  an- 
nually from  the  operations  of  the  com- 
pany if  its  high  credit  and  ability  to 
progress  are  to  be  maintained,  it  will 
readily  be  appreciated  that  the  revenues 
during  the  past  two  years  have  been,  to 
say   the   least,    inadequate. 

In  the  discussion  which  has  taken  place 
as  to  the  desirability,  or  otherwise,  of 
increased  rates  and  therefore  increased 
revenues  to  the  Canadian  railways,  two 
theories  are  publicly  mentioned.  The 
first,  that  rates  should  be  increased  but 
that  any  surplus  earnings  thereby  accru- 
ing  to   your   company    should   be   taken 


back  through  the  medium  of  special 
taxes,  and  the  second,  that  rates  should 
not  be  increased  but  that  the  Govern- 
ment Railways'  deficits,  if  such  occur, 
should  be  met  out  of  the  general  reve- 
nues of  jthe  country.  Both  theories  are, 
in  my  opinion,  unsound.  Rates  should 
be  established  which  represent  a  fair  re- 
turn for  the  service  rendered,  and  if,  by 
efficiency  and  economy,  and  the  charac- 
ter and  extent  of  its  equipment  and  fa- 
cilities, a  company  can  render  its  opera- 
tions under  such  rates  profitable,  there 
is  no  warrant  for  the  confiscation  of 
those  profits,  nor  can  there  be  anything 
but  doubtful  honesty  in  the  proposal  that 
one  company's  revenue  accruing  to  it 
from  service  actually  rendered  by  it,  and 
well  performed,  should  be  taken  from  it 
to  supplement  the  revenue  of  a  competi- 
tor whose  operations  do  not  show  favor- 
able results.  It  is  scarcely  necessary 
for  me  to  say  that  the  fairness,  or  other- 
wise, of  any  rate  basis  is  not  necessarily 
measured  by  the  strength  or  resources 
of  a  company,  or  by  the  lack  of  them. 

The  second  theory,  that  rates  should 
not  be  increased,  but  that  any  deficits 
should  be  met  from  the  general  reve- 
nues of  the  country,  is  unsound  econom- 
ically and  unfair  alike  to  the  govern- 
ment-owned and  other  railways.  It  is 
obvious  that  any  system  which  permits 
services  to  shippers  and  others  to  be 
performed  at  unreasonably  low  rates  is 
discriminatory  in  their  favor,  and  dis- 
criminatory against  the  public,  whose 
taxes  are  increased  as  a  contribution  to 
those  who  use  railway  facilities.  In  my 
opinion  the  rates  in  this  country  should 
be  determined,  having  regard  to  the  cost 
and  value  of  the  services  rendered  by  the 
companies,  and  to  the  legitimate  needs 
of  the  companies,  if  they  are  to  meet  the 
transportation  requirements  of  the  coun- 
try. No  doubt  a  question  so  important 
and  far  reaching  in  its  effect  will  be 
given  the  careful  consideration  to  which 
it  is  entitled,  by  those  in  authority  and 
empowered  to  deal  with  it.  I  may  say, 
however,  that  this  company's  properties 
are  in  excellent  condition,  and  at  no  time 
in  its  history  has  it  been  better  equipped 
to  perform  its  important  public  services 
or  to  play  its  full  part  in  the  advance- 
ment of  the  transportation  future  of  this 
country. 

Irrigation. — In  the  annual  report  ref- 
erence has  been  made  to  the  company's 
irrigation  project  in  Alberta,  the  con- 
struction of  which  was  undertaken  some 
years  ago,  and  in  the  earlier  progress  of 
which  some  difficulties  were  met.  The 
project  has  now  become  firmly  estab- 
lished, and  the  success  has  been  so  pro- 
nounced during  the  past  few  years  that 
further  reference  to  this  important  un- 
dertaking is,  I  think,  warranted.  An 
area  of  643,526  acres  has  been  brought 
under  irrigation,  through  the  medium  of 
3,969  miles  of  irrigation  canals  and  dis- 
tributing ditches.  Of  this  area  301,382 
acres  of  irrigable  land  have  been  sold 
at  an  average  price  of  $38.18  an  acre. 
There  is  still  for  sale,  within  the  block, 
342,144  acres  of  irrigable  land,  for  which 
there  is  at  present  a  very  active  demand. 
During  the  period  from  the  commence- 
ment of  construction  to  Dec.  31,  1919, 
the  company  has  expended  in  connection 
with  the  construction  and  maintenance  of 
these  irrigation  works  $15,186,348  and 
in  their  operation  $1,701,268.  The  intro- 
duction of  irrigation  in  Southern  Alber- 
ta has  made  it  possible  to  successfully 
produce,  on  irrigated  land,  splendid  crops 


284 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


June,  1920. 


of  alfalfa,  rom,  "mall  fruitJi  and  voRct- 
Bhlm,  whii-h  arc  not  nrcMliicocI  with  equal 
Buccrnit  uniirr  thr  <lr>'  farniinif  concli- 
tionn.  Can-fvil  .itatiKtim,  roviTinif  11 
yi-ars,  imlu-ato  n-markablo  inrn-ason  in 
ordinate*  crops  jrrown  on  irrijratol  land, 
over  thono  jiro<lucccl  on  dry  land  and  thf 
»isdon\  iif  tho  docinion  to  undtTtakf  thin 
cxtonsivi-  projort  has  born  inoro  than 
ju!<tiflr<l.  Wo  arc  amply  wnr*«nto<l  in 
the  Itolipf  that  the  irriKation  hlcK-k  will 
ultin)at<-ly  l>o  a  riosoly  sottU-d,  inten- 
sively cultivated,  and  a  considernblc  traf- 
fic producinir  aren  tributary  to  the  com- 
pany's lines  in  Southern  Alberta.  The 
success  of  the  company's  undertakinir  in 
this  re-'pect,  combined  with  the  obvious 
necessities  of  that  portion  of  the  coun- 
trj"  will,  I  hope,  lead  to  the  extension 
of  irrigation  projects  under  the  auspices 
of  the  Dominion  or  provincial  Rovem- 
ments,  which  will,  in  the  end,  render  the 
danger  of  crop  failure  in  these  districts 
practically    neRlifrible. 

Rollinic  Stock. — As  indicated  in  the 
annual  report  your  directors  thought  it 
necessary  to  make  provision  for  the  con- 
struction of  necessary  additions  to  your 
company's   rolling   stock.     Since  the   re- 

Cort  has  been  issued  arranccments  have 
een  concluded  for  an  equipment  trust 
agreement,  under  which  the  payments 
for  such  equipment  are  spread  over  12 
years.  The  actual  amount  of  the  equip- 
ment trust  issue  is  $12,000,000.  By  rea- 
son of  the  conditions  existing  at  the  time 
the  transaction  was  concluded  highly 
favorable  interest  rates  were  secured. 

Directors. — Since  the  issuance  of  the 
annual  report  for  1919  your  board  has 
considered  it  desirable  to  apply  for  an 
amendment  to  the  company's  charter, 
which  will  permit  the  increase  of  the 
number  of  directors  from  15  to  18,  should 
that  at  any  time  appear  necessary.  The 
statute  is  purely  empowerinK,  and  the 
amending  bylaw  will  be  submitted  for 
your  approval,  in  the  event  of  it  being 
considered  advisable  to  increase  the  di- 
rectorate. The  purpose  of  any  increase 
will,  of  course,  be  to  secure  a  large  rep- 
resentation on  the  board  from  those  por- 
tions of  Canada  in  which  the  company's 
interests  are  specially   important. 

Immigration. — I  look  forward  to  im- 
migration to  Canada  on  a  large  scale 
and,  while  a  period  of  retrenchment  and 
financial  conservation  may  conceivably 
be  the  part  of  wisdom,  your  directors 
have  the  same  implicit  faith  in  the  fu- 
ture growth  and  prosperity  of  the  coun- 
try that  they  have  always  had,  and  also 
the  same  confidence  in  the  ability  of  your 
company  to  play  an  important  part  in 
its   development   and   prosperity. 

The  report  was  unanimously  adopted. 

NakuHp  &  .Slocan  Ry. — A  lease  to  the 
C.P.R.  Co.  from  the  N.  &  S.  Ry.  was  ap- 
proved. The  lease  demises  to  the  C.P.R. 
Co.  for  99  years,  the  N.  &  S.  Ry.  Co.'s 
railway  and  undertaking  in  British  Col- 
umbia from  Naku.sp  to  'Three  Forks  with 
branches  from  Three  Forks  to  Sandon, 
and  from  Three  Forks  to  Retallack  near 
Whitewater  Creek,  a  distance  of  48.47 
miles,  and  all  such  branches  and  addi- 
tions to  those  railways  as  the  N.  &  S. 
Ry.  Co.  is  now  or  may  be  hereafter  au- 
thorized to  construct,  together  with  other 
appurtenances,  at  an  annual  rental  equal 
to  the  interest  payable  on  the  outstand- 
ing securities  issued,  or  which  may  be 
hereafter  issued,  by  the  N.  &  S.  Ry.  Co. 
with  the  C.P.R.'s  consent,  the  total  of 
all  such  securities  unpaid  or  unredeemed 
not  exceeding  at  any  time  $25,000  a 
mile  of  the  said  demised  railways,  and 
to  bear  interest  at  a  rate  not  exceeding 
5';i   per  annum,  payable  half-yearly,  the 


payment    of    such     interest    being   guar- 
nnteeil    by    the   f'.P.R.   Co. 

liranrh  I.inr  ConNlrurtion. — It  was  ro- 
solveil  that  whereas  it  is,  in  the  direc- 
tors' view.  I'xpedient  that  the  following 
branch  lines,  and  extensions  of  branch 
lines,  be  built   in  the  near  future,  viz.: 

Archive-Wymark   Branch.  25  miles. 

Rosetown   Southerly   Branch,  45  miles. 

An  extension  of  the  Weybum-Leth- 
bridge  Branch,  from  Altawan  to  Many- 
berries,  35   miles. 

An  extension  of  the  Consul  southeast- 
erly section  of  the  Moose  Jaw  South- 
westerly Branch,  of  which  35  miles  have 
been  previously  authorized  as  from  V'i- 
dora  easterly,  mile  35  to  60. 

An  extension  of  the  Moose  Jaw  South- 
westerly Branch  from  Assiniboia  south- 
westerly, 30  miles. 

Leader  Southerly  Branch,  50  miles. 

Duchess  or  Rosemary  Northerly 
Branch,  34  miles. 

Cutknife  to  Whitford  Lake  Branch,  40 
miles. 

An  extension  of  the  Swift  Current 
Northwesterly  Branch,  from  Empress 
northwesterly,  20  miles. 

An  extension  of  the  Swift  Current 
Northwesterly  Branch  from  Sedgewick 
to  Vegreville,  54  miles. 

It  is  therefore  resolved  that  the  di- 
rectors are  authorized  to  proceed  with 
the  construction  of  the  said  branch  lines, 
and  extensions  of  branch  lines,  when  in 
their  opinion  conditions  warrant,  and 
after  statutory  authority,  where  any  be 
necessary,  shall  have  been  obtained  there- 
for, and  that  to  aid  in  the  construction 
and  equipment  of  the  said  branch  lines 
and  extensions  of  branch  lines,  the  di- 
rectors are  hereby  authorized  to  issue 
and  dispose  of  consolidated  debenture 
stock  to  such  an  amount  as  they  may 
deem  expedient,  but  not  exceeding  in 
respect  of  any  of  the  said  lines  the 
amount  which  the  company  is  or  may  be 
empowered  by  statute  to  issue. 

Freight  and  Passenger  Tariffs. — By- 
law 91  was  repealed  and  the  following 
substituted  therefor: — That  the  Vice 
President  in  charge  of  Traffic,  the  Freight 
Traffic  Manager,  the  Assistant  Freight 
Traffic  Manager,  Eastern  Lines,  and  the 
-Assistant  Freight  Traffic  Manager, 
Western  Lines,  are,  and  each  of  them  is 
authorized,  from  time  to  time,  to  prepare 
and  issue  tariffs  of  the  tolls  to  be 
charged,  as  provided  by  the  Railway  .\ct 
and  amendments  thereto,  for  the  car- 
riage of  freight  traffic  upon  the  railway 
and  vessels  owned  or  operated  by  the 
company,  and  any  portion  thereof;  and 
th^  Passenger  Traffic  Manager  is  auth- 
orized in  like  manner  to  prepare  and 
issue  tariffs  of  the  tolls  to  be  charged, 
as  above  provided,  for  the  carriage  of 
passenger  traffic  upon  the  said  railways 
and  any  portion  tnereof,  and  upon  the 
said    vessels. 

Directors. — Sir  John  C.  Eaton.  Grant 
Hall,  Sir  Vincent  Meredith,  and  Sir  .Au- 
gustus M.  Nanton,  whose  terms  of  of- 
fice had  expired,  were  re-elected  direc- 
tors  for   four  years. 

Officers,  Etc. — At  a  meeting  of  the 
board  held  immediately  after  the  share- 
holders' meeting.  Lord  Shaughne.ssy  was 
re-elected  Chairman  of  the  company.  E. 
W.  Beatty,  President,  and  Grant  Hall. 
\'ice  President,  and  the  following  were 
appointed  the  executive  committee: — R. 
B.  Angus.  K.  W.  Beatty.  Grant  Hall,  Sir 
Herbert  S.  Holt,  Sir  Edmund  B.  Osier, 
Lord   Shaughnessy. 


Ontarin  Lnnd  (tnint   to  (irand 
Trunk  I'acilir  K> . 

The  Minister  of  I.jinds,  in  answering 
questions  in  the  Ontario  Legislature  re- 
cently, stated  that  no  action  had  been 
taken  by  the  Government  U>  reserve  for 
the  province  lands  awarded  to  the  Grand 
Trunk  Pacific  Ry.  under  4  Edward  7, 
chap.  18,  sec.  2,  which  now  appear  to  be 
the  property  of  the  provmce,  but  that  it 
is  contemplated  to  take  action  to  recover 
the  subsidy,  and  the  lands,  or  value 
thereof,  as  provided  for  under  the  sec- 
tion, which  is  as  follows: — "In  ca.se  the 
Government  of  Canada  shall  at  any  time 
take  over  at  a  valuation  the  line  of  the 
G.T.P.  Ry.  Co.,  mentioned  in  sec.  1  of 
this  act,  the  amount  of  cash  subsidy  and 
the  amount  or  value  of  the  land  grant 
both  mentioned  in  sec.  1  of  this  act,  and 
which  shall  have  been  received  by  the 
said  G.  T.  P.  Ry.  Co.,  shall  be  forthwith 
repaid  by  the  said  G.T.P.  Ry.  Co.  to  the 
Treasurer  of  the  Province  of  Ontario; 
and  an  agreement  shall  be  entered  into 
forthwith  after  the  passing  of  this  act 
between  His  Majesty  and  the  G.T.P.  Ry. 
Co.  embodying  and  providing  for  the 
carrying  into  execution  of  the  provi- 
sions of  this  section." 

Section  one  of  the  act  provided  a  cash 
subsidy  of  $2,000  a  mile  and  a  land  grant 
of  6,000  acres  a  mile  to  the  G.T.P.  Ry. 
Co.  for  the  construction  of  a  line  not 
exceeding  200  miles  from  Thunder  Bay 
to  the  "Transcontinental  Ry.  main  line. 
This  was  built  and  is  known  as  the  G.T. 
P.  Ry.  Lake  Superior  Branch. 


C.P.R.   Mechanical  Department 
.Machinery. 

The  C.P.R.  Co.'s  annual  report  for 
1919,  published  in  Canadian  Railway  and 
Marine  World  for  May,  stated  that  an 
appropriation  of  $363,236  had  been  au- 
thorized for  mechanical  department  ma- 
chinery at  various  shops.  Following  is 
a  list  of  new  machinery,  etc.,  ordered  for 
.■Angus  shops,  Montreal,  for  this  year. 
LocomotiTc  Shops. 

1   8.000    lb.    strain    hammrr.    with    furnacp. 

1   42   in.    X   4:!   in.   x   10   ft.   planrr. 

:;   30   in.    X   30  in.    x   4   (U   planer. 

1  axir   lathe. 

3  7   ft.   radial  drills. 

2  '2>.^    in.    hexaffon    turret   lathes. 
1   alliftator   shear. 

4  special  bolt  turning  lathes 
8  enirine  lathed,  various  sites. 
1   oxyKraph    cutting    machine. 


•init 


The    Canadian    National    Ex.    Co.    has 
opened  an  office  at  Bethany,  Man. 


1  nut   far 

1   14    in.    slotting    machine. 

1   fiL^    in.    Southwark    flue   weldinx  machine 

1   42    in.    BullartI   vertical   turret   lathe. 

1    6  in.   Rardons  *   Oliver  turret  lathe. 

1   broachinir   machine. 

1  tool   irrinder. 

I    pneumatic     rivctter. 

1   bulldoier. 

I    Besly    drumsander. 

1    sand    mixer    for    foundry. 

4   electric    weldins   units. 

1   No.   4   plain   millins  machine. 

1   20  ton   travelling  crane. 

Car  Shops. 
1  axle  lathe. 

1   SOO-ton    car    wheel    press. 
1    toolmakm   lathe. 

1  copinir    punch. 

2  bolt    cutters. 

1   irearvd    p«»wer    press. 

1    10    ft.    brake. 

1    10   ft.   wap   shear. 

I    pipe    threadins    machine. 

1    10-ton    travrllinir    crane. 

3  pneumatic    nvetters 

1    14    in    slottinu   machine. 

1    No.    3    plain    millinir    machine. 

1   6    ft.    radial    drilline    machine. 

1   2    in.    flat    pressed    nut    fonring    machine. 

1    lin.    flat    pressed    nut    forKinic   machine. 

1   2    in.    nut   tappinR   machine. 

1    spot    welder. 

1    10    in.    fourslded    mouldifuc    machine. 

::  irasolene  2H  trucks. 

.'•  electric   storaire  battery   trucks. 

1   car    straiffhtenlns    frame. 


June,  1920. 


285 


Discussion  on  Valve  Motion. 


The  paper  on  valve  motion,  by  F.  Wil- 
liams, Mechanical  Designer,  Canadian 
National  Rys.,  Moncton,  N.B.,  which  was 
published  in  Canadian  Railway  and  Ma- 
rine World  for  April,  was  discussed  by 
Canadian  Railway  Club  members,  before 
whom  it  was  read.  Following  are  the 
principal    remarks: — 

W.  A.  Booth,  Engineer  of  Locomotive 
Construction,  G.T.R.: — The  paper  states 
that  the  Stephenson  link  motion  is  a 
back  number,  and  I  think  we  all  agree 
with  that.  On  account  of  the  increased 
size  of  the  locomotives  now  being  built, 
it  is  not  likely  that  any  more  motion  of 
this  type  will  be  applied. 

O.  W.  Young,  Young  Valve  Gear: — The 
dynamic  operation  of  a  locomotive  steam 
engine  is  accomplished  by  four  essential 
acts;  steam  admission,  expansion,  ex- 
haust and  compression.  Admission  is  the 
act  of  directing  steam  pressure  against 
a  piston.  It  is  the  motive  agent  em- 
ployed for  revolving  the  wheels.  The 
duration  of  the  admission  period  must  be 
subject  to  control  by  the  locomotive  man. 
At  his  option  it  should  be  possible  to  ad- 
mit steam  to  the  cylinders  during  nearly 
the  entire  piston  stroke,  in  order  to  ensure 
positive  starting  reliability  and  maximum 
power  for  initial  train  movement.  The 
maximum  cut-off  must  therefore  be  late. 
After  starting  a  train  it  must  then  be 
possible  to  manually  shorten  cut-offs  (the 
admission  period),  because  less  power  is 
required  to  keep  a  train  moving  than  is 
necessary  to  start  and  accelerate  it,  and 
because,  also,  small  volumes  of  steam 
must  be  used,  on  account  of  difficulty  of 
rapid  exhaust  after  speeds  become  con- 
siderable, and  further  because  it  is  im- 
practicable to  design  locomotives  with 
proper  ratios  between  boiler  capacity 
and  cylinder  volume,  to  permit  the  use 
of  full  cylinder  capacity  only  at  low 
speeds.  In  addition,  late  cut-offs  are  un- 
economical since  they  preclude  effective 
expansion.  The  range  of  duty  required 
by  a  locomotive  in  starting,  accelerating, 
attaining  and  maintaining  high  speed,  is 
so  great  that  it  necessitates  a  wide 
range  of  cut-offs  subject  to  control  by  a 
locomotive  driver.  The  admission  per- 
iod must  begin  as  early  as  the  beginning 
of  a  piston  stroke.  It  may,  and  usually 
does  begin  before  the  completion  of  the 
piston's  return  stroke  and  that  portion 
of  its  period  is  called  pre-admission. 
Steam  is  then  admitted  against  a  piston, 
tending  to  check  movement,  and  cushion 
its  momentum.  The  pre-admission  per- 
iod should  not  commence  before  the  crank 
pin  is  practically  on  a  dead  center,  when 
working  in  late  cut-offs,  and  consequent- 
ly slow  speed.  But  it  may,  and  it  is  de- 
sirable that  it  should,  begin  considerably 
earlier,  when  in  early  cut-offs  (high 
speed  position),  because  piston  velocity 
is  then  greater,  and  greater  cushioning 
power  needed  to  absorb  the  shock  of 
checking  and  reversing  the  direction  of 
piston  movement.  It  is  desirable  that 
during  the  admission  period  steam  flow 
should  be  unobstructed,  in  order  that 
there  may  be  but  little  drop  in  pressure 
against  a  piston  up  to  the  point  of  cut- 
off. Any  valve  actuating  mechanism 
tending  to  increase  the  widths  of  steam 
port  openings  is  therefore  for  that  pur- 
pose  basically    sound. 

Expansion  is  the  act  of  prolonging 
steam  pressure  against  a  piston  after  ad- 
mission ceases.  A  mass  of  steam  then 
in  a  cylinder  cut  off  from  further  re- 
plenishment from  a  boiler,  continues  to 
expand  and  propel  a  piston  with  decreas- 


ing pressure  until  it  is  permitted  to  es- 
cape to  the  atmosphere.  All  piston  move- 
ment during  this  process  causes  rota- 
tive impulse  to  the  driving  wheels,  with- 
out further  drain  on  a  boiler,  and  is  in 
the  direction  of  fuel  economy.  The  ex- 
pansion period  should  therefore  embrace 
the  greatest  practicable  portion  of  pis- 
ton movement.  In  all  successful  valve 
gears,  the  relative  duration  of  the  ex- 
pansion period  increases  with  shortened 
cut-offs.  Expansion  should  be  continued 
as  late  in  the  stroke  as  possible,  and  any 
valve  gear  that  permits  this,  is  in  this 
respect  desirable,  provided  it  does  not 
introduce  objectionable  features  affect- 
ing other  events  in  the  cycle. 

Exhaust  is  the  act  of  relieving  a  cyl- 
inder of  pressure.  Its  period  may  be  di- 
vided into  two  stages.  First,  after  ex- 
pansion has  been  carried  as  late  in  the 
stroke  as  practicable,  all  steam  tending 
to  propel  a  piston  should  be  permitted 
to  escape  to  the  atmosphere.  Unob- 
structed means  should  be  provided  for 
escape  to  the  lowest  obtainable  pressure 
by  the  time  a  piston  has  reached  the  end 
of  a  stroke,  so  as  to  ensure  the  least  pos- 
sible initial  back  pressure  during  the  re- 
turn stroke.  This  is  particularly  desir- 
able at  high  speed,  because  it  is  not  only 
then  more  difficult  to  accomplish,  but 
the  piston  speed  is  then  so  great  that  it 
precludes  material  lowering  of  back  pres- 
sure ahead  of  the  advancing  piston,  dur- 
ing this,  the  second  exhaust  stage.  A 
valve  gear  therefore  that  causes  rapid 
valve  opening  during  the  first  exhaust 
stage,  and  maintains  liberal  opening  dur- 
ing the  second  stage,  not  only  increases 
effective  cylinder  pressure,  but  the  in- 
creased power  is  produced  economically 
because  of  lower  negative  pressure. 

Compression  is  the  act  of  building  up 
pressure  to  cushion  a  piston  at  the  end 
of  its  stroke.  Compression,  together 
with  pre-admission,  serve  to  fill  the  clear- 
ance space  between  the  piston  when  at 
either  extreme  position  its  nearest  cyl- 
inder head  and  valve.  These  together 
ensure  high  initial  pressure.  All  steam 
pressure  remaining  in  a  cylinder  at  the 
beginning  of  compression,  together  with 
15  lb.  atmospheric  pressure,  are  concen- 
trated into  smaller  space  and  should 
then  approximate  steam  chest  pressure. 
Compression  and  pre-admission  blend  in- 
to a  common  pressure.  Compression  costs 
only  to  the  extent  that  it  retards  wheel 
revolution.  Pre-admission  costs  in  addi- 
tion the  amount  of  steam  it  draws  from 
a  boiler.  Therefore,  the  terminal  pres- 
sure should  be  largely  caused  by  com- 
pression. That  is,  terminal  compression 
should  be  so  high  that  it  will  require  but 
little  if  any  additional  pressure  from  pre- 
admission to  build  up  a  pressure  equal 
to  that  in  a  steam  chest.  Compression 
should  and  does  in  all  successful  valve 
gears  begin  earlier  at  high  speed  (in 
short  cut  offs)  than  at  low  speeds.  But 
at  low  speed  terminal  compression  is 
lower  and  the  influence  of  pre-admission 
more  pronounced  and  expensive.  At  high 
speed  it  is  difficult  to  avoid  excessive 
compression,  and  any  valve  gear  tending 
to  lower  initial  compression  logically  ac- 
complishes some  economy. 

That  Mr.  Williams  knows  human  na- 
ture is  most  evident  when  he  said  in 
introducing  his  subject,  that  he  hoped  he 
might  get  on  some  of  our  pet  theories. 
He  did.  Conceding  that  "valve  motion 
has  today  reach  a  point  where  it  cannot 
be  greatly  improved  upon"  does  it  fol- 
low that  we  cannot  consider  the  constant- 


ly increasing  cylinder  sizes  which  de- 
mand the  rapid  handling  of  greater  vol- 
umes of  steam  and,  consequently,  more 
liberal  means  of  handling  this  volume? 
When  20  in.  cylinders  were  the  maximum 
in  service  the  valve  travel  was  6  in., 
which  was  thought  sufficient.  An  analy- 
sis of  numerous  tests  with  which  I  am 
familiar  showed  excellent  steam  distri- 
bution in  20  in.  cylinders  with  6  in.  tra- 
vel and  12  in.  piston  valves.  That  com- 
bination is  therefore  used  as  a  basis  for 
the   arguments    herewith   presented. 

The  first  duty  required  of  a  locomotive 
in  train  operation  is  the  start.  To  en- 
sure this,  it  is  capable  of  demonstration 
by  an  analysis  of  main  rod  angles,  and 
it  is  further  proved  by  actual  experience, 
that  the  maximum  cut-off  must  be  ap- 
proximately 88'^'r  of  the  piston  stroke. 
If  of  less  than  that  percentage,  a  loco- 
motive will  frequently  fail  to  start,  even 
though  coupled  to  a  comparatively  light 
train,  without  first  slacking  back,  and 
not  only  reducing  the  initial  load  resist- 
ance, but  also  changing  the  crank  and 
rod  angles  to  more  favorable  leverages. 
In  order  to  provide  for  889c  maximum 
cut-off,  the  sum  of  lap  and  lead  must 
not  exceed  199c  of  valve  travel.  A  valve 
setting  in  the  following  tables  is  there- 
fore so  arranged,  the  figures  represent- 
ing inches. 


ji  e 


20         314 
25         491 
30        707 

6 

7 

7 

■a  ^ 

M 

1    9-64 
1  21-64 
1  21-64 

2 

57-64 
1     5-65 
1    5-64 

■6        SS 
S       ■5.S 
J       >Q 
%          12 
%          17 
%          24 

Port 
lentrth. 

28.7 

42 

GO 

Port  width 

25%  CO. 

9-32 

19-64 

19-64 

Port  area 
25%  CO. 

8 
12.3 

17.7 

Maximum 
cut-off. 

88% 
88% 
88% 

It  will  be  noted  in  the  table  that  for 
20  in.  cylinders  the  piston  area  is  314 
sq.  in.,  the  valve  diameter  12  in.  with 
28.7  in.  port  length  exclusive  of  bridges, 
valve  travel  6  in.,  lap  57/64  in.,  lead  M 
in.,  maximum  port  opening  in  257c  cut- 
off, 9/32  in.  which  causes  8  sq.  in.  steam 
port  area.  This  is  equal  to  1/40  of  the 
piston  area.  Assuming  that  a  ratio  of 
piston  area  to  port  area  in  259'c,  cut-off 
of  40  to  1  is  necessary  for  rapid  steam 
flow  into  a  cyFinder  during  admission, 
and  assuming  that  the  valve  travel  for 
larger  cylinders  is  increased  to  7in.  with 
valve  lap  of  1  5/64  in.  and  lead  Vi  in., 
then  for  25  in.  cylinders  with  491  sq.  in. 
piston  area  the  port  area  should  be  12.3 
sq.  in.  This  would  require  a  valve  17  in. 
in  diameter  with  ports  42  in.  long  exclu- 
sive of  bridges.  30  in.  cylinders  with 
707  sq.  in.  of  piston  area,  7  in.  valve  tra- 
vel, 17.7  in.  port  area  require  valves  24 
in.  diameter  with  ports  60  in.  long. 
Twenty-five  per  cent,  is  considered  in  the 
foregoing,  because  that  is  the  desired 
running  cut-off,  as  all  valve  events  then 
combine  to  produce  the  best  economy  and 
efficiency. 

Valve  travel  of- only  7  in.  is  mentioned, 
for  the  reason  that  with  the  Walschaert 
gear  greater  travel  involves  such  acute 
angles  in  the  movement  of  certain  mem- 
bers of  the  gear  that  designing  engineers 
have  been  reluctant  to  introduce  them. 

It  is  clearly  shown  that  so  far  as  the 
admission  period  is  concerned,  cylinders 
of  25  to  30  in.  diameters  require  valves 
of  17  in.  to  24  in.  diameter  to  produce  as 
free   steam   flow  as   20  in.  cylinders  re- 


286 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


June,  1920. 


cpivr  with  12  in.  vulvcii.  Whrn  it  in  con- 
mciiTfil  that  l«t  in.  vnlvrn  nro  thi-  m«xt- 
nuim  ni>w  in  inTvin-  nml  that  thrn*  arc 
vory  few  in  niTvii-i-  in  pasitrniror  loco- 
motivi-K  of  oviT  14  in.  clinmotvr,  it  in  very 
evident  that  the  larjror  cylinders  are 
handicapped   by   inaufflcient   port  arenx. 


it 

11 

a 

S 

jl    Si 

>5 

it 

JJ 

i  ^1 

2S          4»l 

9 

1 2»-a2 

1  IIS2 

S        11 

10          707 

> 

1  2M2 

1  11-32 

%      I« 

Port 

Port 

width 

Port  arra 

Maximum 

Imclh. 

^.^r-, 

e.o. 

25'-r  r.o. 

cul-c(t. 

}« 

1S-S3 

12. S 

R8''r 

S<l 

15-S2 

17.7 

SHrv 

The  tabic  shows  that  with  9  in.  travel 
11  in.  valves  may  be  used  for  25  in.  cyl- 
inders and  16  in.  valves  for  30  in.  cylin- 
ders and  still  retain  a  40  to  1  ratio  be- 
tween piston  and  steam  port  areas  in 
25'%-  cut-offs.  A  valve  pear  arranged  for 
9  in.  travel  thu.s  not  only  permits  the 
use  of  smaller  valves,  but  it  may  use 
valve.H  now  .standard  to  larpe  locomo- 
tives and  preatly  improve  ratios  between 
port  nnd  pi.ston  areas,  and  thus  ensure 
very  hiph  initial  pressure  apainst  the 
piston  up  to  the  point  of  cut-off,  even  at 
nifrh  speeds.  As  a  result,  it  consequent- 
ly has  capacity  to  either  haul  heavier 
trains,  or  attain  and  maintain  unusual 
speed,  or  both  so  far  as  the  influence  of 
admission   extends. 

If  the  sum  of  lap  and  lead  is  19%  of 
travel  and  the  ratio  between  lap  and 
lead  the  same,  one  pear  with  7  in.  tra- 
vel and  the  other  with  9  in.  the  duration 
in  expansion  periods  in  various  cut-offs 
is  alike,  providing  the  exhaust  setting  is 
line  and  line  in  both  cases,  but  more 
exhaust  clearance  may  be  used  with  in- 
creased travel  without  relatively  short- 
ening expansion. 

Due  to  the  fact  that  steam  is  cut  off 
at  higher  pressure  because  of  more  ade- 
quate port  openings  the  piston  pressure 
is  higher  during  expansion  period,  par- 
ticularly at  high  speed,  and  increasingly 
so  for  increased  cylinder  diameters  than 
is  possible  with  gears  causing  less  valve 
travel.  It  is  evident,  therefore,  that  in- 
creased power  induced  by  improved  ad- 
mission caused  by  the  gear  with  greater 
travel  continues  during  the  expansion 
period. 

Initial  pressure  is  applied  to  a  piston 
at  the  beginning  of  its  stroke.  At  that 
position  all  hack  pressure  should  have 
disappeared.  The  valve  should  have  then 
caused  the  widest  possible  opening  to 
the  atmosphere.  As  the  valve  is  dis- 
placed from  its  central  position,  the 
amount  of  lap  and  lead  for  the  above 
piston  position,  and  assuming  that  it  is 
designed  for  line  and  line  exhaust,  the 
width  then  of  exhaust  opening  is  lap 
plus  lead.  Reference  to  the  foregoing 
table  shows  that  this  is  more  than  %  of 
an  inch  greater  in  one  case  then  the 
other,  and  this  additional  %  of  an  inch 
in  width  of  exhaust  port  opening,  ob- 
tains throughout  nearly  the  entire  ex- 
haust period  and  in  all  cut  offs.  Due  to 
its  greater  valve  travel,  the  exhaust  port 
opens  more  rapidly  in  one  case  nnd  it 
accomplishes  decidedly  wiiier  openings 
during  both  exhaust  stages.  Increased 
capacity  is  thus  provided  for  rapidly  ex- 
pelling large  volumes  of  steam.  Rapid 
valve  opening,  during  the  first  exhaust 
stage,  vacates  the  cylinder  to  an  unusu- 
ally low  initial  hack  pressure,  and  un- 
u.^ual  width  of  exhaust  opening,  during 
the  return  piston  stroke,  further  permits 
'eduction  in  back  pressure.  This  results 
in  economically  increasing  effective  pres- 


iure,  and  further  augment-s  the  cylinder 
power  i-n-nled  by  improved  admission. 
It  logically  followii  then  that  with  low- 
ered hack  pressure,  the  pressure  initial- 
ly subject  to  compression  is  lower,  and 
then-fore  lower  terminal  compression  re- 
sults, a  further  augmentation  of  cylin- 
der power. 

If  the  premise  is  sound  on  which  this 
iinnlysis  is  based,  it  is  confidently  sub- 
mitted that  increase<i  valve  travel,  with 
proportionately  increased  lap,  economic- 
ally increases  cylinder  power.  1.  Hy  ade- 
i|uate  steam  port  openings  high  pressure 
is  maintained  up  to  the  point  of  cut-off. 
2.  On  account  of  high  cut-off  pressure, 
expansive  pressure  is  high.  ."?.  Due  to 
rapid  and  liberal  exhaust  port  openings, 
exnaust  is  early  nnd  completely  accom- 
plished and  low  back  pressure  obtained. 
4.  Because  of  low  initial  compression, 
terminal  compression  is  low.  The  im- 
[irovemcnt  accomplished  in  these  four 
acts  cause  high  positive  pressure,  low 
negative  pressure,  increased  mean  ef- 
fective pressure  and  result  in  greater 
draw  bar  pull.  The  practical  operating 
benefits  are  positive  reliability  in  start- 
ing; rapid  acceleration;  great  hauling 
power,  particularly  at  high  speeds,  capa- 
city for  unusually  high  speed  and  eco- 
nomical use  of  coal  and  water.  It  is  in 
the  hardest  service  that  these  benefits 
are  most  pronounced  and  upon  the  largest 
locomotives  that  they  attain  their  maxi- 
mum valve  for  these  benefits  become  rel- 
atively greater  with  increasing  cylinder 
diameters. 

W.  H.  Sample,  General  Superintend- 
ent, Motive  Power  and  Car  Departments, 
G.T.R.: — We  have  quite  a  few  valve  mo- 
tions on  the  G.T.R.  We  have  some  splen- 
did Walschaert  valve  motion,  some  splen- 
did Baker  motion  and  also  some  Young 
motion.  They  are  all  giving  good  ser- 
vice and  I  have  no  partiality  to  show 
particularly;  but  I  would  like  to  say,  for 
Mr.  Williams'  locomotives,  that  he  has 
some  of  the  best  Walschaert  motion  that 
I  have  ever  seen.  There  are  other  gears 
besides  those  mentioned,  the  Joy,  which 
I  had  considerable  experience  with  in 
Costa  Rica,  and  the  Southern  gear,  which 
is  used  quite  extensively  in  the  United 
States.  The  first  mentioned,  the  Joy 
gear,  was  applied  to  locomotives  I  have 
references  to  in  Costa  Rica  in  1885  and 
1886,  showing  that  the  outside  type  of 
gear  is  not  very  new,  but  for  some  rea- 
son or  other  this  type  of  gear  was  not 
adopted  generally  by  Canadian  or  Unit- 
ed States  railways  until  within  the  last 
few  years;  but  the  dimensions  of  our 
locomotives  have  reached  a  point  now 
where  in  my  opinion  the  outside  motion 
:-hould  replace  the  link  motion. 

T.  H.  Curtis: — Having  had  experience 
with  a  good  many  of  the  different  valve 
motions  I  was  able  to  follow  Mr.  Young's 
remarks  very  closely.  Looking  back  over 
some  years,  the  first  locomotive  I  re- 
member had  the  Hook  motion.  I  do  not 
know  if  you  know  what  it  was,  but  it  had 
only  a  cut  off  at  full  forward  and  full 
back  position — you  had  no  intermediate 
choice  whatever.  With  regard  to  the 
link  motion;  which  is  said  to  be  a  back 
number,  it  wns  a  good  motion,  but  as  the 
weight  of  the  locomotives  increased  nnd 
niso  the  diameter  of  the  axles,  larger 
eccentrics  were  necessary,  until  we  had 
a  21  in.  eccentric  with  a  63  in.  driving 
wheel,  and  when  the  locomotive  was 
making  60  miles  an  hour  the  eccentric 
was  slipping  one  third,  or  20  miles  an 
hour  in  the  strap.  It  was  this,  and  the 
important  matter  of  lubrication,  that  put 
the  link  motion  out  of  business.  "The 
Wnlschnert  gear  was  used  for  over  40 
years  on  the  European  continent  before 


it  was  put  on  the  market  in  America  and 
I  do  not  know  what  was  the  matter  with 
Dur  mechanical  engineers  that  they  did 
not  adopt  it  Ix-fore. 

(,'oming  to  the  matter  of  valve  mo- 
tion, the  point  is  to  get  the  steam  into 
the  cylinder,  to  accelerate  the  piston,  and 
then  get  it  out,  when  we  are  through 
with  it,  and  the  valve  that  gives  the 
best  opening  on  the  fore  part  of  the 
stroke  of  the  piston  is  the  one  that  lets 
it  in  the  best.  Some  stationary'  engines 
have  valves  of  the  Corliss  type,  that  shut 
and  open  by  vacuum  means,  which  gives 
a  quick  closure  after  leaving  the  valve 
open  a  long  time,  thus  giving  a  good 
steam  line  and  a  free  cut-off,  and  thus 
permitting  of  a  long  expansion,  and  in 
expansion  there  is  economy.  I  am  not 
prepared  to  speak  upon  the  relative 
values  of  the  different  valve  gears.  Dia- 
gram 1,  accompanying  Mr.  Williams 
paper  (see  Canadian  Railway  and  .Ma- 
rine World,  April,  pg.  168),  shows  how 
you  can  lay  off  the  movement  of  valves. 
You  can  do  this  in  your  own  locomotive 
house  or  shop,  by  getting  a  board  about 
.'i6  in.  long  for  a  locomotive  with  30  in. 
.stroke.  Lay  off  on  this  board  the  steam 
port  of  the  valve,  and  then  lay  off  each 
inch  of  the  stroke  on  the  board;  then 
commence  with  the  engine  in  dead  cen- 
ter and  mark  on  the  board  the  zero  point 
position  of  the  valves;  then  move  the 
piston  1  in.  and  lay  off  the  valve  position 
again,  and  so  on  until  the  30  in.  of  stroke 
have  been  designated  and  you  have  a 
valve  diagram  at  the  roundhouse,  made 
to  order.  It  is  not  the  square  sound  of 
the  exhaust,  but  it  is  the  steam  that  gets 
into  the  cylinders  that  makes  the  good 
working  engine.  With  your  locomotive- 
house  diagram  you  may  then  compare 
one  locomotive  with  another  and  get  a 
good  idea  of  the  relative  valve  motions 
of  the  different  locomotives.  In  service 
some  engines  are  good  and  some  are 
poor,  and  possibly  this  valve  diagram 
would  tell  you  why  some  are  poor.  Mr. 
Young  spoke  about  the  large  opening 
and  high  speed  of  a  valve,  that  gives  us 
plenty  of  steam  and  that  steam  is  what 
makes  the  engine  go. 

F.  Williams: — Mr.  Young  questioned 
my  statement  that  as  far  as  economical 
steam  distribution  is  concerned  valve 
motion  design  has  today  reached  a  point 
where  it  cannot  be  greatly  improved  up- 
on. I  still  stand  by  that  statement.  If 
we  take  a  Corliss  stationarj'  engine  as 
possessing  the  nearest  approach  to  a 
perfect  steam  distribution,  I  do  not  think 
that  a  simple  engine  running  non-con- 
densing will  do  much  better  than  20  lb. 
of  superheated  steam  per  h.p.  hour  and 
we  have  been  able  to  get  this  result  on 
locomotives.  Mr.  Young  also  spoke  of 
the  size  of  distribution  valves  necessarv' 
with  different  diameters  of  cylinder  and 
based  his  reasoning  on  a  12  in.  valve  for 
a  20  in.  cylinder.  Is  it  not  just  possible 
that  the  12  in.  valve  is  larger  than  is  ab- 
.solutely  necessar>'  for  this  size  of  cyl- 
inder? We  are  getting  good  results  from 
a  14  in.  valve  on  a  24  in.  and  a  27  in. 
cylinder.  I  think  Mr.  Coniley  of  the 
Franklin  Railway  Supply  Co.  is  here,  and 
1  believe  his  company  is  advocating  a 
smaller  valve  than  we  are  using,  per- 
liaps  he  can  tell  us  something  about  it. 
1  think  the  results  obtained  in  our  ser- 
vice, by  the  use  of  the  Walschaert  valve 
vrear.  will  compare  favorably  with  other 
gears.  .-Vnother  point  is  that  when  a 
test  is  to  be  made  the  Walschaert  gear  is 
not  always  given  a  proper  show.  If  any 
company  has  a  patent  gear  to  sell,  and 
a  test  is  to  be  made,  they  send  an  expert 
to  supervise  the  application  of  the  gear, 
and  see  that  it  is  tuned  up  to  the  highest 


June,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


287 


point  of  perfection,  whereas  the  Wal- 
schaert  gear,  as  often  as  not,  only  re- 
ceives the  attention  of  the  locomotive- 
house  valve  setter,  and,  although  these 
men  are  usually  thoroughly  competent, 
the  engine  is  generally  turned  out  with- 
out a  complete  sequence  of  valve  events 
being   taken   or  recorded. 

W.  T.  Comley,  Franklin  Railway  Sup- 
ply Co.: — The  arrangement  referred  to 
by  Mr.  Williams  is  known  as  the  Stream- 
line Cylinder  Ports.  These  ports  make 
application  of  the  well  known  principles 
governing  the  flow  of  gases,  principles 
recognized  as  fundamental  in  the  design 
of  steam  turbines.  The  steam  port 
around  the  bushing  is  so  arranged  that, 
during  the  admission  period,  as  steam 
issues  from  the  valve  it  is  divided  into 
a  number  of  streams,  depending  upon  the 
number  of  bridges  in  the  bushing.  These 
streams  are  directed  by  ribs,  so  that  they 
do  not  interfere  with  each  other,  but 
join  into  one  smoothly  flowing  whole 
when  the  main  passage  is  reached.  Dur- 
ing the  exhaust  stroke,  the  steam,  as  it 
flows  from  the  cylinder  to  the  valve,  is 
divided  by  the  ribs  into  a  number  of 
equal  streams,  one  to  each  port  in  the 
bushing.  Absence  of  all  quick  turns,  and 
other  baffling  obstructions,  speeds  up 
the  flow  of  steam,  and  by  properly  di- 
recting the  flow  of  steam  to  and  from 
the  valve  every  square  inch  of  the  bush- 
ing port  becomes  efi"ective.  This  arrange- 
ment permits  the  use  of  8  and  10  in. 
valves  where  14  and  16  in.  valves  were 
considered  necessary,  and  at  the  same 
time  facilitates  the  flow  of  steam,  to  and 
from  the  cylinder,  to  such  an  extent  that 
the  locomotive  is  noticeably  smarter  and 
faster. 

O.  W.  Young: — In  answer  to  Mr.  Wil- 
liams, permit  me  to  say  that  I  merely 
attempted  to  point  out  that,  in  the  pro- 
portions that  are  commonly  carried  be- 
tween the  smaller  and  larger  locomo- 
tives, we  are  not  keeping  consistent  in 
the  valve  sizes  and  the  width  of  port 
openings  in  proportion  to  the  cylinder 
volumes  that  are  handled.  I  did  not 
come  to  this  meeting  to  exploit  any  par- 
ticular device,  but  am  merely  attempt- 
ing to  give  something  to  think  about, 
with  the  object  of  improving  the  service 
in  the  arrangement  of  steam  distribu- 
tion. 

C.  P.  McGinnis: — One  of  our  men  was 
overseas  and  brought  back  a  book  pub- 
lished by  the  Belgian  State  Railways. 
It  dealt  particularly  with  the  works  of 
A.  Walschaert,  who  was  at  that  time  21 
years  old.  When  27  years  old  he  was 
Engineer  of  the  State  Railways,  and  it 
is  interesting  to  note  that  in  1839,  after 
experimenting  with  the  Stephenson  link 
motion  they  were  then  using  on  the  en- 
gines, which  were  very  small,  he  found 
that  29'o  and  almost  3%  of  the  tractive 
effort  of  the  engine  was  absorbed  in 
operating  four  large  eccentrics  which  are 
fundamentally  the  Stephenson  motion. 
Larger  eccentrics  were  later  on  neces- 
sary and  with  the  shorter  valve  travel 
they  could  cut  down  the  wearing  sur- 
faces. His  eff^orts  to  produce  an  improv- 
ed valve  motion  were  along  the  line  of 
cutting  down  friction,  although  in  this 
country  we  have  come  to  believe  that  it 
came  because  the  locomotives  were  get- 
ting bigger,  and  the  larger  boxes,  frame 
bracing,  etc.,  made  it  necessary  to  go  to 
the  use  of  an  outside  gear.  Walschaert's 
idea  was  to  reduce  friction,  and  do  away 
with  the  four  large  eccentrics,  and  put 
on  an  outside  gear  that  would  restore 
the  tractive  effort  to  almost  lOOCi  of  its 
accredited  efficiency.  I  only  mention  this 
to  show  that  it  is  odd  that  we  did  not 
adopt  the   outside  valve   gear  before,  in 


an  effort  to  get  away  from  the  friction. 
I  cannot  find  any  difference  in  the  ar- 
rangement or  size  or  designs  of  1841  as 
compared  with  the  locomotive  of  today. 

Mr.  Williams,  in  his  paper,  has  out- 
lined some  of  the  fundamental  truths  of 
this  matter.  I  remember  some  time  ago 
in  the  southwest  listening  to  a  paper  on 
valve  motion.  It  was  lengthy  and  many 
ways  were  shown  that  might  have  been 
adopted  to  got  the  steam  in  quickly  and 
emit  it  quickly  again,  and  how  that  to- 
day we  do  not  get  a  bad  starting  loco- 
motive because  of  the  constant  lead  in 
full  gear;  and  one  of  the  foremost  rail- 
way men  said  that  as  they  were  spend- 
ing so  much  time  and  money  to  develop 
valve  gears  they  should  try  to  get  away 
from  the  constant  lead  because  it  made 
a  bad  starting  locomotive.  I  do  not 
think  anybody  is  going  to  say  that  about 
Mr.  Williams'  paper,  because  in  one  par- 
agraph he  covered  that  part  of  the  sub- 
ject. 

I  should  like  to  ask  Mr.  Williams  some 
questions.  He  says:  "Care  must  be  taken 
that  the  length  of  the  combination  lever 
adopted  will  bring  the  lower  end  of  the 
lever  to  the  correct  level,  to  connect  up 
with  the  union  link,  especially  if  the 
union  link  is  connected  directly  to  the 
WTist  pin,  which  is  the  practice  generally 
adopted  unless  the  Ripken  Kingan  main 
rod  arm  is  used."  I  should  like  to  ask 
him  if  it  is  not  the  usual  practice,  in  lo- 
comotive construction,  that  the  union  link 
should  be  horizontal,  when  the  combina- 
tion link  is  in  vertical  position  for  inside 
admission  valves,  and  for  outside  admis- 
sion valves  is  it  not  the  practice  that  the 
union  link  should  be  horizontal  at  the  end 
of  the  stroke, — this  being  necessary  to 
correct  inequalities  between  the  front 
and  back  ports?  I  think  it  was  estab- 
lished, some  years  ago,  that,  if  possible, 
it  was  good  pi'actice  to  maintain  the 
union  link  one  sixth  the  length  of  the 
main  rod,  and  if  that  could  be  done  then 
all  errors  could  be  eliminated. 

He  also  says:  "The  advantages  of  this 
arrangement  are  that  the  wear  on  the 
link  support  bearings  is  diminished,  and 
the  link  block  slip  in  running  position 
may  be  kept  very  small,  as  the  swing 
link  describes  an  arc  which  is  very  simi- 
lar to  the  arc  struck  by  a  point  in  the 
bottom  of  the  link,  the  concave  side  of 
both  these  arcs  being  uppermost."  On 
one  line  in  New  England  I  think  there 
are  only  six  locomotives  out  of  some 
400  or  500  on  which  they  have  not  adopt- 
ed the  practice  of  having  the  link  block 
at  the  top  of  the  link  in  forward  gear, 
and  I  would  like  to  ask  Mr.  Williams,  if 
he  has  not  disi-egarded  this  practice,  if 
he  has  not  found  that  he  gets  better 
steam  distribution  by  having  the  link 
block  at  the  top  of  the  link.  A  good 
many  roads  feel  they  get  better  steam 
distribution,  and  that  one  of  the  best 
ways  to  waste  coal  is  to  have  an  un- 
equal  steam   distribution. 

Mr.  Williams  also  says:  "We  have  al- 
ready seen  that  reducing  the  lead  will 
give  us  a  better  cut-off  in  starting  posi- 
tion, and  have  decided,  I  think,  that  this 
is  an  advantage  when  starting  the  load. 
Reducing  the  steam  lap  has  the  effect  of 
lessening  the  period  of  expansion,  but 
by  reducing  the  exhaust  clearance  the 
period  of  expansion  is  lengthened  and 
thus  the  ill  effects  of  cutting  down  the 
steam  lap  is  neutralized."  When  you 
reduce  the  steam  lap  and  the  exhaust, 
do  not  both  of  these  changes  tend  to  re- 
duce the  opening  through  which  the  ex- 
haust must  pass  ?  There  may  be  ad- 
vantages but  it  seems  to  me  you  do 
these  things  at  the  expense  of  the  ex- 
haust opening.     If  a  perfect  steam  dis- 


tribution gives  perfect  exhaust  why  does 
a  perfect  sounding  exhaust  not  give  per- 
fect steam  distribution?  If  the  exhaust 
is  regular  and  the  valve  setting  is  known 
to  be  correct,  does  it  not  indicate  leaking 
valve  or  cylinder  packing?  I  would  like 
to  ask  Mr.  Williams  about  changing  the 
eccentric  crank  to  give  an  engine  a 
greater  maximum  cut-off.  I  had  an  ex- 
perience on  one  of  the  western  lines, 
where  a  number  of  the  passenger  loco- 
motives that  took  the  trains  out  of  St. 
Paul,  stalled  on  a  stiff  grade,  but  after 
they  got  a  crossed  lead  they  made  a 
much  better  showing  in  getting  over 
that  particular  point;  they  then  went  a 
little  farther  and  sot  a  number  of  the 
locomotives  in  the  same  way,  and  it 
worked  all  right,  but  on  one  occasion  a 
locomotive  handling  a  freight  train  pull- 
ed into  a  passing  track  to  allow  a  pas- 
senger train  to  go  by  and  had  to  back 
out,  but  it  could  not  do  so,  the  result 
was  that  they  took  off  all  the  crossed 
lead  on  locomotives  on  that  road.  Later, 
on  one  of  the  western  roads  in  Canada, 
11  locomotives  in  passenger  service  were 
set  with  the  crossed  lead.  I  think  it 
made  them  slightly  blind  in  full  gear. 
It  worked  out  very  well  as  long  as  they 
did  not  have  to  back  out  of  any  siding 
01   were  run  in  one  direction  only. 

F.  Williams: — In  reply  to  Mr.  Mc- 
Ginnis' question  as  to  the  correct  level 
of  the  bottom  of  the  combination  lever 
to  connect  up  with  the  union  link.  When 
the  union  link  is  connected  to  the  wrist 
pin  we  have  a  very  short  combination 
lever,  and  the  shorter  the  lever,  the 
greater  is  the  extreme  angularity  of  the 
union  link.  On  this  account  we  gener- 
ally find  it  advisable  to  have  the  bottom 
connection  of  the  combination  lever 
slightly  below  the  centre  line  of  the  wrist 
pin  for  inside  admission  valves,  in  order 
to  reduce  the  extreme  angularity  of  the 
union  link,  especially  if  the  union  link 
itself  is  short.  When  we  use  a  cross- 
head  arm  we  have  more  latitude  with 
the  length  of  our  combination  lever  as 
we  can  increase  or  decrease  the  depth  of 
the  crosshead  arm  to  obtain  just  what 
we  want,  but  when  we  make  the  connec- 
tion directly  to  the  wrist  pin  we  haven't 
much  choice  in  the  matter. 

C.  P.  McGinnis: — I  take  it  that  you  do 
not  have  reference  to  locomotives  that 
have  the  combination  lever  driven  from 
the  crosshead  pin  ? 

F.  Williams: — They  were  new  locomo- 
tives. 

C.  P.  McGinnis: — They  were  locomo- 
tives that  had  crosshead  arms  below  the 
level  of  the  guides. 

F.  Williams: — If  we  make  the  union 
link  level,  when  the  combination  lever  is 
vertical,  we  get  the  maximum  angular- 
ity when  the  engine  is  on  dead  centers 
and  vice  versa,  and  we  have  found  it  ad- 
visable to  follow  the  practice  I  have  just 
outlined  in  order  to  reduce -the  extreme 
angularity  of  the  union  link  when  using 
the  short  combination  lever.  The  rule 
referred  to  by  Mr.  McGinnis  was  always 
followed  when  the  long  combination  lever 
was  in  vogue. 

C.  P.  McGinnis: — In  the  later  designs, 
has  it  been  possible  to  so  locate  the  valve 
stem  pin  and  reduce  the  bar  so  as  to 
connect  the  union  link  one  sixth  the 
length  of  the  main  rod  ? 

F.  Williams: — I  have  never  considered 
the  union  link  in  connection  with  the 
main  rod,  and  have  never  heard  anyone 
mention  that  subject  before.  The  para- 
graph in  the  paper  which  speaks  of  re- 
ducing the  lead  has  reference  to  freight 
locomotives  which  are  generally  operat- 
ed  on   a   long   cut-off,   and   at   a    slower 


2»H 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


June.  1920. 


Kpt-iMl,  mill  iiuy  tiuriliirr  <io  iml  require 
the  mmr  rcUtivc  rxhawxt  port  o|)cninif 
nn  a  2!i' r  rut-ofT  n»  tho  immirnKor  loco- 
motivcii  clii.  That  in  why  it  in  pon»il>lc 
to  rut  down  the  l«-ail  and  lap  and  t-linii 
nat<>   thi-   cxhnufit   rlparanrr. 

C.  r.  MctJinniH: — It  in  seldom  used  ol 

26  •^vr 

F.  Willlam»: — If  they  are  haulitiK  their 
full  tonnntre  they  are  loaded  too  heavily 
to  run  on  a  "ifW  rut-ofT.  Mr.  McCinniB 
Bfkn  if  it  in  not  a  fart  that  n  better 
.itram  diNtrihution  ran  In-  ohUiined  with 
the  link  hlock  in  the  top  of  the  link?  It 
may  he  that  on  cerl«in  locomotives  you 
do  (ret  a  l>otter  uteam  ilistrihution  with 
the  hloik  in  the  top  of  the  link,  hut  there 
in  no  necesiiity  for  it.  I  remember  some 
locomotives  we  hod  built  with  this  indi- 
rect motion  and  they  had  a  irood  .steam 
distribution;  on  a  subseiiuent  duplicate 
order  we  specified  direct  motion,  and  if 
we  had  simply  rearranired  the  power  re- 
verse (rear  and  eccentric  crank  and  left 
the  rest  of  the  motion  as  it  was,  the 
steam  distribution  would  have  suffered. 
It  was  found  desirable  to  change  the  lo- 
cation of  the  reverse  shaft  slinhtly,  in 
order  to  eliminate  as  nearly  as  possible 
the   link   block   slip  in   the   new   runninpr 

fiosition,  and  the  locomotives  when  de- 
ivered  had  as  (rood  a  steam  distribution 
as  the  previous  order.  There  is  nothin(r 
in  the  idea  that  a  better  distribution  can 
be  obtained  with  the  link  block  in  the 
top  of  the  link,  but  when  dcsi(rnin(r  a 
Walschaert  (rear,  special  attention  should 
always  be  (riven  to  the  runnin(r  position 
in  fore  (rear,  whether  this  is  in  the  top 
or  the  bottom  of  the  link,  and  it  would 
be  very  poor  policy  to  indiscriminately 
chan(re  direct  motion  to  indirect  or  vice 
versa,  without  first  making  sure  that  the 
steam  distribution  in  running  position 
would  not  suffer. 

In  answer  to  the  question:  "If  a  per- 
fect steam  distribution  gives  a  perfect 
exhaust,  why  does  not  a  perfect  sounding 
exhaust  give  a  perfect  steam  distribu- 
tion?" I  may  say  that,  in  the  great  ma- 
jority of  cases,  a  perfect  sounding  ex- 
haust does  indicate  a  good  steam  distri- 
bution, but  it  is  not  absolutely  necessary 
that  it  should  do  so.  In  my  own  experi- 
ence I  have  had  occasion  to  look  into  the 
performance  of  locomotives  which  were 
reported  as  sounding  perfectly  square, 
but  on  being  tried  over  they  were  found 
to  be  considerably  out,  and  yet  the  com- 
bination of  valve  events  gave  an  even 
exhaust.  Mr.  McGinnis'  remarks  on 
crossed  lead  arc  quite  in  accordance  with 
my  own  ideas  which  were  outlined  in  the 
paper. 

T.  H.  Curtis: — I  would  like  to  mention, 
in  connection  with  valve  motion  of  loco- 
motives, that  when  the  high  pressure 
steam  is  at  the  ends  of  the  piston  valve, 
which  is  balanced,  there  is  a  valve  stem 
having  an  area  of  something  like  4  sq. 
in.  at  one  end  of  the  valve  chamber,  but 
not  at  the  other  end,  thus  making  a  pres- 
sure of  KOO  lb.  more  on  the  fonvard  end 
of  the  valve  than  on  the  rear,  for  200  lb. 
steam  pressure;  this  unequal  pressure 
will  slip  the  valve  toward  the  rear,  when 
the  inertia  of  the  valve  is  overcome, 
thereby  causing  excessive  lead  at  the 
front  end  of  the  piston  stroke  which  will 
cause  a  pound  in  the  driving  box,  al- 
though one  may  take  the  valve  tram  and 
run  over  the  valves  only  to  find  them 
square."  They  are  scjuare  only  when 
the  steam  pressure  is  low  or  off. 

Another  thing  indirectly  connected 
with  valve  motion;  all  stenm  distribu- 
tion has  so-called  back  pressure,  for  on 
the  return  stroke  we  do  have  "back  pres- 
sure" and  the  clearance  nt  the  end  of  the 
stroke  is  the  only  place  to  put  this  pres- 


^ure,  if  we  have  too  little  cleorance  we 
have  a  poorly  running  locomotive  and 
one  that  i«  not  economiral.     I  hoped  that 


.Mr.  Williamii  or  someone  cUe  would 
touch  upon  this  matter  of  prop«-r  clear- 
ance, as  it  in  a  very  important  item. 


Birthdays  of  Transportation   Men  in  June. 


Many  happy  returns  of  the  day  to: 

Jas.  Anderson,  ex  Vice  President, 
Sandwich,  Windsor  &  Amherstburg  Ry., 
Windsor,  Ont.,  born  at  Ayr,  Ont.,  June 
20,  IK.")!. 

F.  F.  Backus,  General  Manager,  To- 
ronto, Hamilton  &  Buffalo  Ry.,  Hamil- 
ton, Ont.,  born  at  Rochester,  N.Y.,  June 
4,  1800. 

W.  ('.  Bowles,  General  Freight  Agent, 
Western  Lines,  C.P.R.,  Winnipeg,  born 
at  Montreal,  June  :!,  1875. 

J.  H.  Boyle,  Superintendent,  Brown- 
ville  Division,  New  Brunswick  District, 
(".P.R.,  Brownville  Jet.,  Me.,  born  at 
Waterloo,   Que.,   June   26,    186i». 

F.  P.  Brady,  General  Manager,  East- 
ern Lines,  Canadian  National  Rys.,  Mont- 
real, born  at  Haverhill,  N.H.,  June  22, 
1853. 

H.  W.  Brodie,  General  Passenger 
Agent,  lines  west  of  Revelstoke,  C.P.R., 
Vancouver,  B.C.,  born  at  Fredericton,  N. 
B.,  June  8,  1874. 

G.  W.  Cobum,  Resident  Engineer,  C. 
P.R.,  Brandon,  Man.,  born  at  Upper  Mel- 
bourne, Que.,  June  24,  1877. 

E.  P.  Coleman,  General  Manager,  Do- 
minion Power  &  Transmission  Co.,  Ltd., 
Hamilton,  Ont.,  born  at  Taunton,  Mass., 
June   14,   1867. 

W.  S.  Cookson,  General  Passenger 
Agent,  G.T.R.,  Montreal,  born  at  Port 
Jervis,  N.Y.,  June  12,  1871. 

E.  L.  Cousins,  Manager  and  Chief  En- 
gineer, Toronto  Harbor  Commission,  To- 
ronto, born  there,  June  11,  1883. 

A.  Craig,  City  Passenger  Agent,  C.P.R., 
Hamilton,  Ont.,  born  there,  June  5,  1884. 

J.  M.  Davidson,  Division  Engineer,  Ca- 
nadian National  Rys.,  Winnipeg,  born  at 
Glasgow,  Scotland,  June  4,  1877. 

C.  P.  Disney,  Engineer  of  Bridges, 
Eastern  Lines,  Canadian  National  Rys., 
Toronto,  born  at  Montreal,  June  11,  1887. 

A.  E.  Doucet,  Quebec,  ex-District  En- 
gineer, National  Transcontinental  Ry., 
born  at  Montreal,  June  9,  1860. 

Knowlson  Elliott,  City  Freight  -\gent, 
C.P.R.,  Calgarv,  Alta.,  bom  at  Gorrie, 
Ont.,  June  26,   1884. 

J.  M.  R.  Fairbaim,  Chief  Engineer, 
C.P.R.,  Montreal,  born  at  Peterborough, 
Ont.,  June  30,   1873. 

Jas.  Ferguson,  Trainmaster,  Canadian 
National  Rys.,  Prince  Albert,  Sask.,  born 
at  Woodbridge,  Ont.,  June  17,  1878. 

W.  E.  Foster,  Solicitor  for  Ontario, 
G.T.R.,  Montreal,  born  at  Belleville,  Ont., 
June  27,   1866. 

A.  A.  Goodchild,  General  Storekeeper. 
Eastern  Lines.  C.P.R.,  Montreal,  born  at 
Peckham,   London,   Eng.,  June   3,    1866. 

W.  C.  Guthrie,  Superintendent,  Schrei- 
ber  Division,  Ontario  District,  C.P.R., 
Schreiher.  Ont.,  born  at  Arnprior,  Ont., 
June   15.   1876. 

L.  R.  Hart,  General  Agent,  Passenger 
Department.  C.P.R.,  Boston,  Mass.,  born 
at  Fnirport.  N.Y.,  June  3,  1877. 

J.  A.  Ileaman,  Assistant  Chief  Engin- 
eer. (Jrand  Trunk  Pacific  Ry.,  Winnipeg, 
born  at  Memphis,  Tenn.,  June  3,  1874. 

R.  B.  Jennings,  Division  Engineer,  Ca- 
nadian National  Rys.,  Toronto,  born  at 
Paris.  Ont.,  June   29,   1888. 

L.  K.  Jones,  I.S.O.,  ex-Assistant  Dep- 
uty Minister,  Department  of  Railways 
and  Canals,  Ottawa,  bom  at  Port  Hope, 
Ont.,  June  9,   1849. 

M.    W.    Kirkwood,     General     Manager, 


(Irand  River  Ry..  ond  I^ke  Erie  &  North- 
ern Ry.,  CJalt,  Ont.,  bom  at  Cheltenham, 
Ont.,  June  8,   1877. 

L.  I..avoie,  Assistant  General  Purchas- 
ing Agent,  Canadian  National  Rys.,  To- 
ronto, born  at  Rimouski,  Que.,  June  22, 
1879. 

J.  D.  McAuley,  Commercial  Agent, 
Grand  Trunk  Pacific  Ry.,  and  Grand 
Trunk  Pacific  Coast  Steamship  Co.,  Ltd., 
Prince  Rupert,  B.C.,  bom  at  Piantagenet, 
Ont.,  June  11,  1884. 

R.  S.  McCormick,  Chief  Engineer  and 
General  Superintendent,  Algoma  Central 
and  Hudson  Bay  Ry.,  Sault  Ste.  Marie, 
Ont.,  born  at  Quaker  City,  Ohio,  June 
22,   1873. 

S.  J.  McLean,  Assistant  Chief  Com- 
missioner, Board  of  Railway  Commission- 
ers, Ottawa,  bom  at  Quebec,  June  14, 
1871. 

C.  E.  McPherson,  Assistant  Passenger 
Traffic  Manager,  Western  Lines,  C.P.R., 
Winnipeg,  born  at  Chatham,  Ont.,  June 
7,   1861. 

W.  R.  Maclnnes,  Vice  President,  Traf- 
fis,  C.P.R.,  Montreal,  bom  at  Hamilton, 
Ont.,  June  7,  1867. 

J.  R.  C.  Macredie,  Engineer,  Saskatche- 
wan District,  C.P.R.,  Moose  Jaw,  born  at 
St.  John,  N.B.,  June  13,  1880. 

James  Manson,  Assistant  to  the  Vice 
President,  C.P.R.,  Montreal,  born  at 
Thurso,  Scotland,  June  8,  1863. 

W.  E.  Massie,  Mechanical  Superintend- 
ent, Niagara,  St.  Catharines  &.  Toronto 
Ry.,  St.  Catharines,  born  at  Elora,  Ont., 
Ont.,  June  5,   1880. 

J.  D.  Morton,  General  Auditor,  Can- 
adian National  Rys.,  Toronto,  bom  at 
London,  Ont.,  June   15,   1857. 

L.  Mulkern,  Division  Freight  Agent, 
C.P.R.,  St.  John,  N.B.,  bom  at  London, 
Ont.,  June  18,  1871. 

R.  P.  Ormsby,  Secretary,  Canadian  Na- 
tional Rys.,  Toronto,  bom  at  Arklow, 
Ireland,  June  26,   1869. 

J.  E.  Pinault,  General  Superintendent 
Canada  &  Gulf  Terminal  Ry..  Matane, 
Que.,  born  at  Rimouski,  Que.,  June  24, 
1884. 

F.  R.  Porter,  Assistant  General  Freight 
Agent,  Grand  Trunk  Pacific  Ry.,  Winni- 
peg, born  at  Stratford,  Ont.,  June  13, 
1875. 

F.  Price.  Superintendent  of  Car  Ser- 
vice, G.T.R.,  Montreal,  bom  there,  June 
11,   1864. 

Allan  Purvis,  ex-General  Superintend- 
ent, Ontario  District,  C.P.R.,  Toronto, 
born  at  Batavia,  Java,  June  29,  1878. 

L.  J.  Reycraft,  Solicitor,  Manitoba  and 
Saskatchewan  Districts,  C.P.R.,  Winni- 
j)eg,  born  in  Orford  Tp.,  Kent  County, 
Ont..    June    20,    1868. 

W.  F.  Sawyer,  Assistant  Superinten- 
dent. Division  5,  Quebec  District,  Can- 
adian National  Rys..  Edmundston,  N.B., 
bom  at  Drummondville,  Que.,  June  13, 
1883. 

J.  R.  Shaw,  Passenger  Agent,  Cana- 
dian Pacific  Ocean  Services,  Ltd.,  Manila. 
Phillipine  Islands,  bom  at  Montreal,  June 
28,   1871. 

J.  L.  Simpson,  agent.  C.P.R.,  Port  Mc- 
Nicoll.  Ont.,  born  at  Mount  Forest.  Ont.. 
June  9.  1866. 

H.  II.  Smith,  Car  .■\ccountant,  Can- 
adian National  Rys..  Toronto,  born  at 
Quebec,   Que.,  June    14.   1872. 

N.  Van  Wyck,  Purchasing  Agent,  Can- 


June,  1920. 


289 


Appointment  of  Managing  Committee  for  Grand  Trunk  Railway  System. 


The  atrreement  entered  into  between 
the  Dominion  Government  and  the  G.T. 
R.  Co.  of  Canada,  on  Mar.  8,  i;»20,  provid- 
ing for  the  acquisition  of  the  G.T.R.  Co., 
and  its  subsidiaries,  by  the  government, 
and  which  was  ratified  by  the  Dominion 
Parliament,  contains  the  following  sec- 
tion:— 

"4.  Committee  of  Management.  — 
Forthwith  after  the  ratification  of  this 
agreement,  as  provided  in  the  said  act, 
a  committee  of  management  of  the  Grand 
Trunk  System  shall  be  formed,  consist- 
ing of  five  persons,  two  to  be  appointed 
by  the  Grand  Trunk,  two  by  the  govern- 
ment, and  the  fifth  by  the  four  so  ap- 
pointed. The  functions  of  the  Manag- 
ing Committee  shall  be  to  ensure  the 
operation  of  the  Grand  Trunk  System  (in 
so  far  as  it  is  possible  to  do  so)  in  har- 
mony with  the  Canadian  National  Rail- 
ways, the  two  systems  being  treated,  in 
the  public  interest,  as  nearly  as  possible 


by  arbitration,  by  Sir  Walter  Cassels, 
Judge  of  the  E.xchequer  Court,  as  chair- 
man, and  two  others  appointed  by  the 
Dominion  Government,  and  two  by  the 
G.T.R.,  so  that  the  Managing  Committee 
will  act  until  after  the  arbitration,  and 
the  transfer  ofe  the  preference  and  com- 
mon stocks  to  the  government. 

The  government  has  appointed  as  its 
representatives  on  the  committee,  C.  A. 
Hayes,  Vice  President  in  charge  of  Traf- 
fic, Canadian  National  Rys.,  and  S.  J. 
Hungerford,  Assistant  Vice  President, 
Operation  and  Maintenance,  Canadian 
National  Rys.  The  G.T.R.  has  appointed 
as  its  representatives,  Frank  Scott,  Vice 
President  and  Treasurer,  G.T.R.,  and  W. 
D.  Robb,  Vice  President,  Transportation 
and  Maintenance,  G.T.R.  These  four  offi- 
cials held  a  preliminary  meeting  in  Mont- 
real, May  21,  and  elected  Howard  G. 
Kelley,  President  G.T.R.  and  G.  T.  Pa- 
cific Ry.,  as  the  fifth  member  of  the  com- 
mittee and  its  chairman. 

Some  of  the  daily  newspapers  have 
published   a   lot   of   nonsense    in   connec- 


1890,  to  June,  IS'J'i,  General  Freight  and 
Passenger  Agent,  Central  New  England 
&  Western  Ry.,  Poughkeepsie,  N.Y.;  June 
to  Oct.,  1892,  Division  Freight  Agent, 
Philadelphia  &  Reading  Rd.,  while  it  had 
control  of  the  C.N.E.  &  W.R.,  Hartford, 
Conn.;  Oct.,  1892,  to  June,  1896,  New 
England  Agent,  National  Despatch  Line, 
Boston,  Mass.;  June,  189(i,  to  July,  1899, 
New  England  Agent  and  acting  General 
Manager,  National  Despatch  Line,  Bos- 
ton, Mass.;  July,  1899,  to  May,  1903,  Man- 
ager, National  Despatch-Great  Eastern 
Line,  Buffalo,  N.Y.;  May,  1903,  to  Apr., 
1908,  Assistant  General  Freight  Agent, 
G.T.R.,  Chicago,  111.;  Apr.,  1908,  to  Oct. 
16,  1911,  General  Freight  Agent,  G.T.R., 
Montreal;  Oct.  16,  1911,  to  June,  1913, 
Freight  Traffic  Manager,  G.T.R.,  Mont- 
real; June,  1913,  to  June  1,  1917,  F'reight 
Traffic  Manager,  Canadian  Government 
Railways,  Moncton,  N.B.;  June  1,  1917, 
to  Dec.  1,  1918,  General  Manager,  East- 


President,  Grand  TninkRailway  and  Grand  Trunk 
Pacific    Railway. 

as  one  system.  No  contract  or  agree- 
ment shall  be  made  by  the  Grand  Trunk, 
or  by  any  company  comprised  in  the 
Grand  Trunk  System  and  controlled  by 
the  Grand  Trunk,  other  than  such  as  are 
necessary  for  the  usual  and  ordinary 
business  of  the  system,  except  with  the 
concurrence  of  the  Managing  Committee 
and  the  approval  of  the  Governor  in 
council.  The  Managing  Committee  may, 
with  the  consent  of  the  Governor  in  coun- 
cil, borrow  from  the  government  on 
Grand  Trunk  notes,  or  other  obligations 
or  securities  approved  of  by  the  Governor 
in  council,  for  the  carrying  on  of  the 
operation  or  improvement  of  the  Grand 
Trunk  System.  The  committee  shall  con- 
continue  to  act  until  the  preference  and 
common  stocks  are  transferred  to  or 
vested  in  the  government,  when  it  shall 
be   discharged." 

The  preference  and  common  stocks  will 
not  be  transferred  to  the  government  un- 
til their  >-alue,  if  pny,  has  been  decided 


C.   A.   Hayes. 

Vice    President.    Traffic.    Canadian    National    Rail- 
ways. 

tion  with  this  matter,  the  Toronto  Globe, 
for  instance,  stated  that  Messrs.  Kelley, 
Robb  and  Scott  had  been  appointed  mem- 
bers of  the  Canadian  National  Rys.  board, 
which,  of  course,  was  absurd.  The  man- 
aging committee's  duties  and  powers  are 
clearly  set  forth  in  the  section  from  the 
agreement  reproduced  above.  They  are 
entirely  confined  to  the  G.T.R.  System, 
and  none  of  its  members  as  such  have 
anything  to  do  with  the  management  of 
the  Canadian  National  Rys. 

Charles  A.  Hayes,  Vice  President, 
Traffic,  Canadian  National  Ry«.,  Toronto, 
was  born  at  West  Springfield,  Mass., 
Mar.  10,  1865,  and  entered  railway  ser- 
vice in  1882,  since  when  he  has  been,  to 
1884,  clerk,  Freight  Auditor's  office,  Con- 
necticut River  Rd.,  now  Boston  &  Maine 
Rd.;  1884  to  Oct.,  1887,  similar  position, 
Boston  &  Lowell  Ry.,  Boston,  Mass.;  Oct. 
1887,  to  Nov.,  1890,  clerk.  General  Freight 
Agent's  office,  Boston  &  Lowell  Ry.,  and 
its  successor.  Boston  &  Maine  Rd.;  Nov., 


S.  J.   lIunKerford. 

Assistant     Vice     President.     Operating.     Canadian 
National    Railways. 

ern  Lines,  Canadian  Government  Rail- 
ways, Moncton,  N.B.;  and  since  Dec.  1, 
1918,  Vice  President,  Traffic,  Canadian 
National    Rys.,   Toronto. 

Samuel  J.  Hungerford,  Assistant  Vice 
President,  Operating,  Canadian  National 
Rys.,  Toronto,  was  born  near  Bedford, 
Que.,  July  16,  1872,  and  entered  railway 
service  in  May,  1886,  since  when  he  has 
been,  to  Feb.,  1891,  machinist  apprentice, 
South  Eastern  Ry.,  and  C.P.R.,  Farnham, 
Que.;  May,  1891,  to  Aug.,  1894,  machin- 
ist, at  various  points  in  Quebec,  Ontario 
and  Vermont;  Sept.,  1894,  to  Aug.,  1897, 
charge  man,  C.P.R.,  Windsor  St.,  Mont- 
real; Aug.,  1897,  to  Apr.,  1900,  Assistant 
Foreman,  C.P.R.,  Farnham,  Que.;  Apr., 
1900,  to  Feb.,  1901,  Locomotive  Fore- 
man, C.P.R.,  Megantic,  Que.;  Feb.  to 
Sept.,  1901,  General  Foreman,  C.P.R., 
Cranbrook,  B.C.;  Feb.,  1903,  to  Jan.,  1904, 
Master  Mechanic,  C.P.R.,  Western  Divi- 
sion, C.P.R.,  Calgary,  Alta.;  Jan.,  1904, 
to    Dec,    1907,    Superintendent,    Locomo- 


CANADIAN  r.AII.WAY  AND  MARINE  WORLD 


June,  1920. 


Apr.. 
Stook. 

.M..V. 


M 

I'ri'sidiTit. 
ronto. 
Howard 


1       W        ,|,r|t;  Jan..  190H. 

•  .tint    of    .ShopH, 

Mnr  .    I'.iin.   to 

I  I.  Iiiii'tU      of      UollinK 

rthern  Ky.,  Winriipi-if, 

1,  I'.'IT,  SiipiTiiiti-nil- 

K-    .Sl.Kk,    r.N.R.,    Toronto; 

.    to    I>pc.    1.    I'.HK,   Cont-ral 

■  torn  Ltnon,  C.N.K.,  Toronto, 

Di-c.    1,    1918.    AdfiHUnt    Viro 

Canadian   National   Ry«.,   To- 


Kxretui  of  C'anadinn   Railwn>    Cars 
in  thi'  I  nilid  .SlaU-s. 

Yhc  .MinmtiT  of  Knilwayii,  Hon.  J.  D. 
UoiH.  WB.1  aitkpil  in  the  Huuki>  of  Comnionit 
recently  how  many  Cnnniiinn  railway  earn 
were  then   in   the   I'niled  Stat<-!<  and  how 


C.  Kollcy,  President.  n.T.K., 
and  limnd  Trunk  rnciltc  Ry.,  Montrenl. 
wn.«  horn  nt  Philadelphia.  F*n..  .Jan.  12, 
IK.'i.'t,  and  entered  railway  ser\-ice  in  18S1, 
.since  when  he  has  In'on,  to  1H84,  Assi.st- 
ant  Knjrineer  on  lin-ation,  con.'triiction 
and  bridge  con.ttruction.  Western  and  I'li- 
cifSc  nivision.".  Northern  racific  Ry.; 
1884  to  1887,  enpaired  in  niininir;  1887 
to  Jan.,  1860.  Resident  Engineer  and 
Superintendent  of  Bridjres  and  Build- 
inR.^,  St.  I.oui.s  Southwe.stem  Ry.  Sys- 
tem, including  St.  Louis  South  Western 
Ry.  of  Texas;  Jan.,  1890,  to  Mar.,  18im, 
Chief  Enkrineer,  same  road;  .Mar..  18'.I8, 
to  July,  iy07.  Chief  Engineer,  Minneapo- 
lis &  St.  Louis  Rd.;  July.  I'JOO,  to  July, 
1907,  olso  Chief  Engineer,  Iowa  Central 
Ry.;  Mar.,  1898.  to  Mar.,  1899,  also  Con- 
sulting Engineer,  St.  Louis  South  West- 
ern Ry.;  July,  1907,  to  Oct.  2,  1911,  Chief 
Engineer,  G.T.R.,  Montreal;  Oct.  2,  1911, 
to  Sept.  1,  1917,  Vice  President  in  chorge 
of  construction,  transportation  and  main- 
tenance, G.T.R.,  Montreal,  and  since  Sept. 
1,  1917,  President,  G.T.R.  and  Grand 
Trunk  Pacific  Ry.  He  is  also  direil.  i 
and  Chairman  of  the  Board,  Central  \  • 
mont  Ry.  He  is  a  C.E.  of  the  PenIl^:. 
vania  Polytechnic  College,  a  member  ot 
the  institution  of  Civil  Engineers  of 
Great  Britain,  of  the  Engineering  Insti- 
tute of  Canada  and  of  the  American  So- 
ciety of  Civil  Engineers,  and  was  Presi- 
dent of  the  American  Railway  Engineer- 
ing and  Maintenance  of  Way  Association 
for    two    terms. 

W.  D.  Robb,  Vice  President,  Transpor- 
tation and  Maintenance,  G.T.R.,  Mont- 
real, was  born  at  Longucuil,  Que.,  Sept. 
21,  18.57,  and  entered  G.T.R.  service  in 
187.3,  since  when  he  has  been,  to  July, 
1882,  machinist  apprentice,  Montreal; 
July.  1882,  to  Jan.,  188:!,  charge  hand, 
.Montreal;  Jan.  to  Aug.,  1883,  night  loco- 
motive house  foreman,  Montreal;  Aug., 
188.3,  to  Jan.,  1897,  Locomotive  Fore- 
man, Belleville,  Ont;  Jan.,  1897,  to  July, 
1901.  Master  Mechanic.  Toronto;  July, 
1901,  to  Sept.  1,  1917,  Superintendent  of 
.Motive  Power,  Montreal,  and  since  Sept. 
1,  1917,  Vice  President,  Transportation 
and   Maintenance,  Montreal. 

Frank  .Scott,  Vice  President  and  Treas- 
urer, G.T.R.,  Montreal,  entered  G.T.R. 
service  in  1879,  in  the  Audit  Depart- 
ment, and  pas.oed  through  all  the  stages 
in  thot  deportment,  from  that  of  junior 
clerk.  He  was  appointed  Treasurer  in 
1901,  and  in  190*5  was  appointed  also 
Treasurer  of  the  Grand  Trunk  Pacific  Ry. 
In  1914  he  was  also  appointed  Vice  Pre- 
sident, G.T.R.,  and  itii  subsidiary  com- 
panies. 


Central  Ky.  Co.  of  Canada  Liquidation. 

In  connection  with  this  liquidation,  a 
hearing  was  given  by  the  referee  in  the 
Kxche(|uer  Court  of  Canada  at  Ottawa, 
May  10,  to  the  claim  of  Senator  James 
Domville  for  $20,000  as  compensation  for 
rni.Hing  n  loan  for  the  company  in  1906. 
Me  claims  that  he  visited  London,  Eng., 
m  thi'  company's  interests  in  that  year 
;md  secured  a  loan  of  £40,000,000.  The 
■  iimpany  has  a  charter  to  build  a  rail- 
way between  Montreal  and   Midland,  Ont. 


cars,  .^,781;  slock  cars,  1.751;  flat  cars, 
I.42H;  other  cars,  1,024.  Toul,  59.716. 
Cp  to  Mar.  1  the  following  I'.S.  railway 
cars  were  on  ''anadian  lines:  Box  cars, 
24.151;  auto  cars,  1,.'W0;  refrigerator 
cars,  1,.'W8;  open  top  cars,  1 1,9:14;  sUkU 
lars,  187;  flat  cars,  I.4.')4;  <ither  cars, 
1.38.  ToUl,  40,6.32.  This  showed  that 
\'.S.  railways  had  19,084  more  ('anadian 
cars,  than  there  were  U.S.  cars  on  C»n- 
a<lian    railways. 

The  Minister,  in  answer  to  another 
question  on  April  7,  said  that  the  59,716 
< 'anadian  cars  in  the  U.S.  on  Mar.  1 
were  owned  as  follows: — Canadian  Na- 
tional Rys.,  10,840;  C.P.R.,  1.5,482;  G.T. 
R..  21.028;  other  Canadian  railways,  12,- 
.U'tCt. 

The  Interstate  Commerce  Commission 
issued  the  following  circular  April  20: — 
"The  following  communication  has  been 
received  by  the  Interstate  Commerce 
•  omniission  from  the  American  Railroad 
.Association  Commission  on  Car  Service: 
During  the  past  week  the  press  through- 
out the  country  has  quite  generally  car- 
ried the  following  stjatement  dated  Ot- 
tawa, April  7:  'In  the  House  of  Com- 
mons today,  the  Minister  of  Railways 
informed  Mr.  Archambault  that  of  the 
.')9,716  Canadian  cars  in  the  United 
States,  10.840  belonged  to  the  Canadian 
National  Railwavs,  15,482  to  the  C.P.R.. 
21,028  to  the  G.T.R..  and  12.366  to  other 
Canadian  railways.' 

"In  our  opinion,  the  statement  that 
there  are  59,716  Canadian  cars  in  the 
U.S.  is  misleading,  as  it  seems  to  invite 
the  inference  that  the  Canadian  lines 
have  suffered  a  depletion  of  car  supply 
to  the  extent  of  59,716  ears.  The  fact 
is  that  at  the  last  date  for  which  com- 
plete reports  are  available,  April  1,  al- 
though 54,401  Canadian  cars  were  on 
U.S.  lines,  36,245  U.S.  cars  were  on  Ca- 
nadian lines.  The  net  balance  against 
the  Canadian  lines  was  therefore  18,156 
cars.  Further  than  this  the  situation 
varies  on  the  different  lines.  In  the  case 
of  some  of  the  Canadian  roads  they  have 
on  line  more  cars  than  they  own,  and 
the  excess  usually  represents  a  surplus 
of  equipment  from  U.S.  lines.  Also,  the 
situation  a?  to  Canadian  lines  on  April 
1  was  practically  a  normal  one,  that  is 
to  say.  while  the  Canadian  lines,  as  pro- 
ducers of  box  car  freight,  had  less  than 
their  ownership  of  box  cars,  as  non-pro- 
ducers and  consumers  of  coal  and  other 
open  top  car  freight,  they  had  a  surplus 
above  ownership  of  open  top  cars." 

Canadian  Railway  and  Marine  World 
is  advised  by  the  Railway  .Association  of 
Canada,  that  its  reports  at  April  1  do 
not  agree  with  the  U.S.  Car  Sers-ice 
Commission's  statement,  as  they  show 
that  at  that  date  there  were  63,783  Ca- 
nadian cars  on  L'.S.  lines,  and  42,415  U. 
.S.  cars  on  Canadian  lines,  a  balance  of 
21,.368   against  Canada. 


liniiia    Trunk    iUilw». 

ivanv  US.  cars  were  in  Canada.  He  re- 
plied:—Up  to  Mar.  1,  19'20,  the  follow- 
ing Canadian  railway  car?  were  on  U.S. 
railways:  Box  cars,  42,347;  auto  cars, 
3..'>02;    refrigerator    cars,    883;    open    top 


C.P.R.  .Station  Garden  Operations. — A 

recent  report  gave  some  information  as 
to  gardening  operations  carried  on  by 
C.P.R.  station  agent-s  under  the  direction 
of  its  horticultural  department.  Over  500 
station  agents  and  section  men  are  in- 
terested in  the  work,  and  are  reported 
to  have  put  in  requisitions  for  150,000 
annuals  for  planting,  besides  taking  ad- 
vantage of  the  general  distribution  of 
standard  packages  of  seeds.  Provision 
has  lieen  made  for  the  planting  of  20,000 
perennial  plants,  10,000  shrubs  and  5,000 
shade  trees  by  those  taking  part  in  the 
work  along  the  lines.  A  correspondence 
school  in  gardening  has  been  started  for 
the  benefit  of  the  men  engaged  in  the 
work.  The  usual  prizes  for  the  best  kept 
plots  will   be  awarded  this  year. 


June,  1920. 


291 


Canadian  Pacific  Railway  Construction,  Betterments,  Etc. 


St.  John,  N.B.,  Bridge. — A  decision  is 
expected  to  be  announced  shortly  as  to 
the  site  for  the  construction  of  a  new 
bridge  across  the  St.  John  River's  re- 
versible falls,  St.  John.  A  press  report 
states  that  the  probable  site  is  about  20 
ft.  above  the  present  cantilever  bridge. 

The  mayor  of  St.  John  and  the  city 
commissioner  are  reported  to  have  in- 
spected the  locality  recently  with  a  view 
of  the  possibility  of  having  the  level 
crossing  at  Douglas  Ave.  done  away  with 
in  connection  with  the  building  of  the 
new  bridge.  It  is  stated  that  there  are 
no  serious  engineering  obstacles  in  the 
way  of  carrying  the  highway  over  the 
railway  tracks  at  this  point,  and  that 
the  city  engineer  will  meet  C.P.R.  engi- 
neers to  discuss   the  matter. 

Angus  Shops,  Montreal. — Daily  press 
reports  that  these  shops  are  to  be  dou- 
bled in  size  are  exaggerated.  We  are  of- 
ficially advised  that  the  extensions  will 
provide  an  additional  floor  area  of  223,- 
550   sq.  ft.  and   will   cost  approximately 


ft.  It  is  a  o-floor  fire  proof  building. 
The  construction  will  be  steel  frame, 
concrete  foundation,  brick  walls,  steel 
sash,  concrete  roof  and  floors. 

PASSENGER  CAR  SHOPS.— An  ex- 
tension of  102  X  161  ft.  between  shops  2 
and  4,  and  137  x  161  ft.  between  shops 
1  and  3;  and  137  x  239  ft.  east  end  ex- 
tension of  shop  3,  giving  a  total  increased 
area  of  71,000  sq.  ft.  The  construction 
will  be  concrete  foundation,  brick  walls, 
mill  type  roof,  concrete  and  mastic 
floors. 

These  shops  will  be  all  served  from 
the  present  transfer  table,  the  pit  of 
which  is  being  extended. 

THE  CAR  ELECTRICAL  SHOP  will 
be  a  new  building  62  x  362  ft.,  with  a 
floor  area  of  23,000  sq.  ft.  The  construc- 
tion will  be  steel  frame,  concrete  foun- 
dations, with  brick  walls  and  acid  proof 
mastic   floor. 

A  PLANING  MILL  SHELTER,  126  x 
144  ft.  will  be  built  on  the  west  end  of 
the   present   planing   mill   to   keep   ma- 


contract  right  to  increase  the  number  of 
its  tracks  over  the  St.  Denis  St.,  Mont- 
real, viaduct,  which  is  being  widened. 

Timiskaming-Des  Quinze  River  Branch. 
A  Ilaileybury,  Ont.,  press  report  of  May 
13  stated  that  J.  M.  R.  Fairbairn,  City 
Engineer,  and  other  C.P.R.  officials  had 
arrived  at  South  Timiskaming  and  pro- 
ceeded by  steamboat  to  Ville  Marie,  Que., 
to  look  over  the  territory  through  which 
the  proposed  line  to  the  Des  Quinze  River 
Falls  would  pass.  The  C.P.R.  has  in 
operation  a  branch  line  from  Mattawa, 
Ont.,  to  the  foot  of  Lake  Timiskaming, 
at  the  point  formerly  known  as  Lums- 
den's  Mills,  Que.,  and  a  branch  line  there- 
from to  Kipawa,  Que.,  and  under  the  In- 
terprovincial  &  James  Bay  Ry.  charter 
has  built  10  miles  of  line  from  Kipawa  to 
Mercier  Y.  Surveys  have  been  completed 
for  the  extension  of  this  line  to  Kipawa 
River,  and  we  were  recently  officially  ad- 
vised recently  that  H.  Robert?,  Assistant 
Engineer,  was  in  charge  of  a  party  mak- 
ing a  survey  of  the  Des  Quinze  River  at 


■""  ny" 


IS 


f 


liff'f^ 


station    at   Moose   Jaw,   Sask.,   Canadian  Pacific    Railway. 


.$1,000,000.  Following  are  particulars  of 
the  extensions:  — 

LOCOMOTIVE  SHOP.— An  addition 
will  be  built  at  each  end  of  the  present 
shop,  to  give  an  additional  floor  area  of 
58,000  sq.  ft.  The  construction  will  be 
steel  frame,  concrete  foundation,  brick 
walls.  Mastic  floor  will  be  placed  on 
the  west  end  extension,  and  wood  block 
floor,  on  concrete,  in  the  east  end  exten- 
sion. The  east  shop  extension  is  to  be 
used  as  a  running  shed,  and  for  this  rea- 
son pits,  with  mill  type  smoke  jacks  will 
be  installed.  All  of  the  skylights  will  be 
constructed  in  wood,  as  metal  has  been 
found  to  deteriorate  very  rapidly,  and 
for  the  same  reason  mill  type  ventilators 
will  be  used  throughout  this  shop. 

FREIGHT  CAR  SHOP.— An  extension 
to  the  present  building  at  the  west  end, 
106  x  400  ft.,  to  give  an  additional  floor 
area  of  42,400  sq.  ft.  The  construction 
will  be  steel  frame,  concrete  foundation, 
brick  wall,  wood  floor  and  roof  similar 
to   present   building. 

THE  PATTERN  STORAGE  will  be 
extended  at  the  west  end  75  x  50  ft.,  giv- 
ing an  additional  floor  area  of  3,750  sq. 


terial  under  cover  as  a  weather  protec- 
tion and  will  have  an  area  of  18,000  sq. 
ft.  for  this  purpose. 

DRY  KILN.— Four  stalls  will  be  added 
to  the  present  west  dry  kiln,  increasing 
the  area  by  7,400  sq.  ft.  The  construc- 
tion will  be  special,  with  ventilating  ducts 
in  walls,  built  in  brick,  and  concrete 
foundation. 

TRACK  SCALE.— A  heavy  service 
tapered  floor  track  scale  will  be  installed 
at  the  west  end,  of  capacity  large  enough 
to  weigh  locomotives.  The  construction 
will  ho  of  the  most  modern  type,  with 
self  registering  beam,  scale  shelter  and 
concrete  pit.  The  floor  of  the  scale  will 
be  steel  beams  and  stands,  with  a  mas- 
tic scale  platform. 

YARDS.— A  number  of  track  changes 
and  additions  will  be  made  at  both  ends 
of  the  yard,  to  provide  extra  car  capa- 
city. There  will  also  be  installed  a  50- 
ton  mechanical  coaling  plant,  as  well  as 
a   standpipe   for   switching   engines. 

St  Denis  St.  Viaduct,  Montreal.  —  A 
press  report  states  that  the  company  has 
acceeded  to  the  Montreal  Administrative 
Commission's  request  not  to  exercise  its 


approximately  mile  66  from  Kipawa. 
This  is  the  line  for  which  the  Quebec 
Legislature  recently  voted  a  special  sub- 
sidy of  $6,400  a  mile  (over  and  above  a 
cash  subsidy  of  $1,600  a  mile),  in  case 
the  Dominion  Parliament  did  not  grant 
a  Dominion  subsidy  in  aid  of  its  con- 
struction. 

Peterborough  Station. — A.  D.  MacTier, 
Vice  President  Eastern  Lines,  J.  M.  R. 
Fairbairn,  Chief  Engineer,  and  H.  C. 
Grout,  General  Superintendent  Ontario 
District,  are  reported  to  have  had  a  con- 
ference recently  with  the  Mayor  of  Pet- 
erborough, Ont.,  and  city  officials  re- 
garding the  construction  of  a  union  sta- 
tion there.  The  C.P.R.  and  the  G.T.R. 
stations  are  a  considerable  distance  apart 
across  the  citiy  from  each  other. 

West  Moncton  Station. — A  press  re- 
port states  that  the  company  proposes 
to  build  a  new  station  at  West  Moncton, 
Ont.,  on  its  Guelph  and  Goderich  line. 

Woodstock-Zorra  Second  Track.  —  We 
are  officially  advised  that  there  is  no  in- 
tention of  doing  any  second  track  con- 
struction between  Woodstock  and  Zorra, 


29'J 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


June,  1920. 


Ont.,  lit  iirrMiit,  a?>  stnlrci  in  n  tlnily  prt'im 
report. 

WindKor  Krrisht  Yard*.  K.  W.  Bcnt- 
ty,  Pro.iiilrnt,  in  roporlocl  to  hnvr  inform- 
ed thr  Wimlsnr,  Ont.,  ChnmlHT  of  Coiii- 
nuTCi-  on  his  visit  to  that  rity  May  l.'l, 
that  It  i.i  propnric'd  to  lay  out  new  local 
freiKht   yarils   there. 

London  to  Sarnia. — K.  \V.  Hentty,  Pro- 
(idcnt;  Grant  Ilnll,  Vice  President;  H. 
C.  Grout,  General  Superintendent  Ontario 
Dintriit.  and  other  C.P.R.  oftiiinls  visited 
Sarnia,  Ont.,  .Mav  IH,  to  obtain  informa- 
tion ax  to  its  railway  necessities,  and  the 
traffic  possibilities  of  a  line  from  Lon- 
don to  Sarnia.  The  party  wn.s  received 
by  the  mayor,  and  otner  representatives 
of  the  City  Council  and  of  the  Chamber 
of  Commerce,  who  presented  maps  of  the 
district,  and  information  as  to  the  popu- 
lation, trade,  etc.,  of  the  district.  Mr. 
Bcatty  is  reported  to  have  stated  that 
there  had  In'en  a  charter  for  a  C.P.R. 
line  from  London  to  Sarnia,  but  this  had 
lapsed  and  there  was  no  assurance  that 
the  Dominion  Government  would  revive 
it  in  view  of  the  fact  that  the  G.T.  is  to 
be  taken  over.  He  referred  to  the  sev- 
eral plans  proposed — Chatham  to  Sarnia 
over  the  Perc  Marquette  route,  Chatham 
to  Sarnia  via  Dresden,  VVallaceburjr  and 
Petrolea,  and  the  proposed  electric  feed- 
ers— which  would  ser\'e  a  section  of  coun- 
try scarcely  opened  up  by  railway  lines 
and  asked  that  the  company  be  supplied 
with  all  material  possible  on  the  subject. 
Prior  to  reachinp  Sarnia,  the  party 
visited  Chatham  and  Wallaceburg,  where 
considerable  information  was  gathered, 
particularly  in  connection  with  the  pro- 
posal that  the  C.P.R.  should  acquire  the 
Chatham,  Wallaceburg  &  Lake  Erie  Ry. 
in  connection  with  the  carrying  out  of 
the  proposal. 

It  is  reported  that  Grant  Hall  and  H. 
C.  Grout  crossed  over  to  the  Michigan 
side  of  the  river  on  May  14  and  visited 
Marysville.  A  suggestion  has  been  made 
that  connection  be  established  between 
the  Ontario  and  the  Michigan  shores  by 
a  tunnel,  and  that  Marysville  be  the  site 
of  the  Michigan  approach. 

Western  liranch  Lines. — The  Dominion 
Parliament  has  authorized  the  company 
to  build  the  following  lines: — 

From  the  Pheasant  Hills  Branch  at  or 
near  Asquith  in  Tp.  36,  ranges  9  or  10, 
west  of  the  third  meridian,  northerly  to 
the  Wilkie  Northwesterly  Branch  at  or 
near  Cloan  in  Tp.  42,  range  20,  west  of 
the   third   meridian,   Saskatchewan. 

From  the  Moose  Jaw  Northwesterly 
Branch  at  or  near  Rosetown  in  Tp.  30, 
range  IT),  west  of  the  third  meridian, 
northerly  and  northeasterly  to  the  Pheas- 
ant Hills  Branch  at  or  near  Keppel  in 
Tp.  35,  ranges  12  or  13,  west  of  the  third 
meridian. 

From  near  Kelfield,  on  the  Wilkie- 
Anglia  Branch  in  Tp.  34,  range  19,  west 
of  the  third  meridian,  easterly  direction 
to  Tps.  32  or  33,  range  14,  west  of  the 
third  meridian,  Saskatchewan. 

From  the  Weybum-Stirling  Branch  at 
or  near  Amulet  in  Tp.  8,  ranges  20  or 
21,  west  of  the  second  meridian,  westerly 
and  northwesterly  to  the  Moose  Jaw 
Southwesterly  Branch  at  or  near  Dun- 
kirk in  Tp.  12,  range  28,  west  of  the  sec- 
ond meridian,  Saskatchewan. 

From  the  Crowsnest  Subdivision  at 
or  near  Kipp  in  Tp.  9,  range  22,  west  of 
the  fourth  meridian,  easterly  and  north- 
easterly to  the  Suffield-Blackic  Branch 
at  or  near  Ketlnw  in  Tp.  13,  range  17, 
west  of   the   fourth   meridian. 

These  lines  are  to  be  commenced  with- 
in two  years  of  the  passing  of  the  act, 
»nd  to  be  completed  within  five  years. 


The  company  has  aUo  been  granted 
an  extension  of  time  for  five  years  for 
building  n  line  from  Tps.  6,  7,  8  or  9, 
range  .10,  West  of  the  second  meridian, 
westerly  to  the  Alberta  Ky.  &  Irrigation 
Co.'s  railway  at  or  near  Stirling. 

.MooHc  Jnw  Heating  Plant. --Tenders 
were  received  to  .May  1.')  for  the  construc- 
tion of  a  heating  plant  building  at  Moose 
Jaw,  Sask. 

The  MooHc  Jaw  Suuthwesterly  Branch 
is  already  in  operation  to  Assiniboia  on 
the  Weyburn-Lethbridge  line,  and  we  are 
officially  advised  that  no  decision  has 
been  reached  as  to  when  the  first  30 
miles,  which  a  recent  press  report  stated 
was  to  be  built  this  year,  will  be  put  un- 
der contract.  The  extension  from  As- 
siniboia will  connect  with  the  Weyburn- 
Lethbridge  line  at  Consul,  Sask.  A  con- 
tract for  the  first  35  miles  southeasterly 
from  Consul  was  let  in  1919,  and  grad- 
ing is  in  progress.  A  recent  press  re- 
port stated  that  a  further  stretch  of  25 
miles  was  to  be  put  under  contract  this 
year,  but  we  arc  officially  advised  that 
no  decision  has  been  reached. 

Swift  Current  Northwesterly  Branch. 
We  are  officially  advised  that  no  decision 
has  been  reached  as  to  when  a  start  will 
be  made  on  building  the  projected 
branch  line  from  Sedgewick  to  Vegre- 
ville,  Alta.,  54  miles.  This  will  be  a 
branch  of  the  Saskatoon-Wetaskiwin 
line,  will  cross  the  Grand  Trunk  Pacific 
Ry.  near  Viking,  and  reach  Vegreville, 
which  is  a  Canadian  Northern  Ry.  junc- 
tion point. 

Swift  Current-Empress-Bassano  Line. 
We  arc  officially  advised  that  it  has  been 
decided  to  proceed  with  the  proposed  im- 
provements on  this  line  during  this  year, 
to  bring  it  up  to  main  line  standard  so 
that  the  overflow  through  freight  traffic 
can  be  diverted  to  that  route  instead  of 
taking  it  through  Medicine  Hat,  Alta. 
This  line  is  eight  miles  shorter  between 
Swift  Current  and  Bassano  than  the  main 
line  and  has  superior  gradients.  It  is 
intended  to  take  advantage  of  these  con- 
ditions and  to  relieve  congestion  on  the 
main  line,  where,  during  autumn  and  win- 
ter, traffic  is  exceptionally  heavy.  The 
capacity  of  the  main  line  is  further  lim- 
ited by  the  impracticability  of  making 
any  considerable  extension  to  the  termi- 
nal facilities  at  Medicine  Hat.  The  im- 
provements involve  the  establishement  of 
a  terminal  at  Bassano,  Alta.;  the  replace- 
ment of  65  lb.  rails  by  85  lb.  rails;  some 
slight  grade  revision  between  Swift  Cur- 
rent and  Cabri,  and  the  installation  of 
pipe  lines  and  pumping  plants  to  get 
water  from  the  Red  Deer  and  South  Sas- 
katchewan Rivers  to  suppi  ywator  sta- 
tions. 

Leader,  Sask.,  Southerly  Branch. — We 
are  officially  advised  that  no  decision  has 
been  reached  with  regard  to  the  placing 
under  contract  of  25  miles  of  grading  in 
extension  of  the  contract  for  tne  first  25 
miles  of  grading,  which  was  let  in  1919. 
Weyburn-Lethbridge  Line  Extension. — 
We  are  officially  advised  that  a  contract 
has  been  let  to  W.  A.  Dutton,  Winnipeg, 
for  grading  18  miles  westerly  from  Al- 
taman,  on  the  Saskatchewan-.^lbcrta 
boundary,  on  the  extension  of  the  line  to 
meet  the  line  from  Stirling,  Alta.,  which 
is  in  operation  to  Manyberries,  Alta.  It 
is  expected  that  the  grading  will  be  com- 
pleted this  year,  but  it  is  not  likely  that 
the  company  will  be  able  to  go  on  with 
fracklaying  until  the  spring  of   1921. 

Acme  to  Drumheller. — D.  (".  Coleman, 
Vice  President  Western  Lines,  is  report- 
ed to  have  stated  recently  that  the  con- 
struction on  the  line  from  Acme  to  Drum- 
heller,   Alta..   had   been   proceeding   very 


favorably  during  the  winter.  In  connec- 
tion with  the  construction  of  this  line  • 
recent  Calgary  report  staled  that  con- 
struction would  be  started  at  an  early 
date  on  a  line  on  a  branch  line  from 
Duchess  or  Rosemary,  on  the  main  trani- 
continentay  line,  into  the  coa  I  mining 
areas,  to  connect  with  the  Acmc-Drum- 
hcller  line.  We  arc  officially  advised  that 
while  a  charter  for  the  construction  of 
this  line  was  obtained  in  1919  no  deci- 
sion has  been  reached  as  to  when  con- 
struction will  be  started. 

Vancouver  Pier. — Dredging  is  proceed- 
ing at  the  site  of  the  new  pier  at  Van- 
couver, F.  F.  Bustecd  being  in  charge. 
(May,   pg.  246.) 


Grand  Trunk  Railway  Construc- 
tion, Betterments.  Etc. 

Ottawa  Cross  Town  Tracks. — In  con- 
nection with  the  project  for  removing 
the  G.T.R.  cross  town  tracks  in  Ottawa, 
a  suggestion  has  been  made  for  the 
elimination  of  all  the  tracks,  with  one 
exception,  such  a  line  to  have  short  spurs 
to  business  plants,  and  short  sidings  be- 
tweetn  certain  streets.  This,  it  is  con- 
tended, would  obviate  the  long  haul  which 
would  result  from  the  removal  of  all 
tracks.  The  one  through  track  would, 
it  is  proposed,  be  operated  by  electricity. 

The  G.T.R.  and  the  Hamilton  Highway. 
The  problem  of  the  Toronto  Hamilton 
highway  entrance  into  Hamilton  is  re- 
ceiving consideration.  A  recent  press  re- 
port states  that  N.  Cauchon,  who  has 
made  several  surveys  in  connection  with 
the  railway  situation  in  the  city,  sug- 
gests that  the  city  exchange  rights  of 
way  with  the  railway.  This  would  in- 
volve the  use  of  the  G.T.R.  right  of  way 
for  highway  purposes,  the  G.T.R.  being 
changed  over  to  another  route.  The  sug- 
gestion is  to  divert  the  highway  at  a 
point  near  the  Kings  Road  to  the  G.T.R. 
right  of  way,  the  highway  would  then 
swing  right  into  the  city  without  the  ne- 
cessity of  either  bridge  or  fill,  a  saving, 
it  is  claimed,  of  something  like  $2,500,- 
000  of  the  cost  of  the  route  at  present 
suggested.  The  G.T.R.  would  be  diverted 
to  what  is  described  as  the  0.4  grade, 
laid  out  on  one  of  the  suggested  routes  on 
the  Tye-Cauchon  map.  The  whole  ques- 
tion rests  on  the  G.T.R.'s  willingness  to 
make  the  exchange. 

Hamilton  Bridges. — The  Hamilton, 
Ont.,  City  Council's  railway  committee 
is  reported  to  have  refused  the  company's 
application  for  permission  to  raise  the 
overhead  bridges  at  Macnab,  John,  Cath- 
arine and  Mary  Streets,  Hamilton.  The 
committee  held  that  if  the  bridges  are 
not  high  enough  now,  the  proper  remedy 
would  be  to  lower  the  roadbed,  as  recom- 
mended in  the  Tye-Cauchon  report  on 
the  railway  situation  in  the  city. 

Hamilton-Sarnia  Telephone  Dispatch- 
ing.— A  press  report  states  a  contract 
will  be  let  shortly  for  the  installation  of 
a  telephone  dispatching  system  between 
Hamilton  and  Sarnia,  Ont. 

London  Division  Track  Relaying. — A 
press  report  states  that  seven  miles  of 
the  track  between  Paris  and  London,  Ont., 
have  been  relaid  with  new  heavy  rails 
and  that  the  reballasting  is  being  gone 
on  with.  New  rails  for  other  parts  of 
the  track  in  the  division  which  is  to  be 
reliad  are  being  delivered. 

London  Division  Station.s. — A  press  re- 
port states  that  new  stations  will  be  built 
this  summer  at  Hawtrey,  Ont..  on  the 
Stratford- Port  Dover  line,  and  at  Clan- 
deboye,  on  the  London-Wingham  line,  the 
latter  replacing  the  one  destroyed  by  fire 
in  1919.     (May,  pg.  239.) 


June,  1920. 


293 


Railway  Rolling  Stock  Orders  and  Deliveries. 


Canadian  National  Rys.  have  received 
11  mail  cars  out  of  an  order  of  20,  placed 
in  1919  with  Canadian  Car  &  Foundry 
Co. 

The  C.P.R.,  between  Mar.  16  and  May 
18,  ordered  11  vans  and  3  ballast  spread- 
ers, and  received  4  vans,  3  Pacific  loco- 
motives and  2  freight  locomotives  from 
its   Angus  shops,  Montreal. 

Canadian  Locomotive  Co.  has  delivered . 
four  12-\vhoel   (4-8-0)   locomotives  to  Ja- 


same  as  that  of  the  10  heavy  Pacific  type 
locomotives  given  in  our  April  issue,  page 
182,  except  that  Young  valve  gear  will 
be  used. 

The  Canadian  Car  &  Foundry  Co.  has 
made  the  following  shipments  of  rolling 
stock  since  Apr.  15:  2  dining  cars,  2 
steel  mail  ears,  from  Montreal,  for  the 
G.T.R.;  440  repaired  box  cars  from  Fort 
William,  Ont.,  for  the  Grand  Trunk  Pa- 
cific Ry.;  20  steel  mail  cars  from  Mont- 


intention  to  fit  up  one  or  two  with  slight- 
ly different  arrangements,  for  experi- 
mental purposes. 

The  G.T.R.  10  horse  express  cars  or- 
dered from  the  Osgood  Bradley  Car  Co. 
will  be  73 V2  ft.  long,  and  of  the  same 
type  of  construction  as  the  60  ft.  bag- 
gage cars,  details  of  which  are  given  in 
this  issue,  except  that  the  Commonwealth 
six  wheel  cast  steel  truck  will  be  used. 
The  cars  will  be  equipped  with  partitions 


maica  Government  Railways,  completing 
an  order  for  7  placed  in  January.  The 
chief  details  of  these  locomotives  were 
given  in  our  February  issue,  page  69. 

The  Timiskaniing  &  Northern  Ontario 
Ry.,  in  addition  to  the  4  Mikado  locomo- 
tives ordered  from  Canadian  Locomotive 
Co.,  details  of  which  are  given  on  this 
page,  has  ordered  2  eight-wheel   switch- 


Steel   Mail   Car.   Canadian   National   Railways. 

real,  for  Canadian  National  Rys.;  3  tank 
cars  from  Montreal,  for  Imperial  Oil  Ltd. 
Canadian  National  Rys.  have  ordered 
■^O  steel  underframe  express  refrigerator 
cars,  30  tons  capacity,  from  National 
Steel  Car  Corporation.  They  will  be  45 
ft.  long  over  end  sills,  8  ft.  11  in.  wide 
over  side  sills,  and  will  have  Common- 
wealth   trucks   and   Miner   friction   draft 


for  either  18  or  24  horses,  with  modern 
feeding  troughs  and  overhead  water 
tanks. 

The  G.T.R.  flat  cars,  1,000  of  which 
have  been  ordered  from  the  National 
Steel  Car  Corporation,  will  be  of  100,000 
lb.  capacity,  40  ft.  long  between  sills, 
and  9  ft.  wide  over  floor.  They  will  have 
fish  belly  type  end  sills,  with  center  sills 


ing  locomotives  from  Montreal  Locomo- 
tive Works. 

The  G.T.R.  has  arranged  for  the  over- 
hauling and  reinforcing  of  240  freight 
cars  at  its  London,  Ont.,  shops.  It  is 
probable  that  another  500  will  be  dealt 
with  there.  Similar  work  is  being  un- 
dertaken to  a  number  of  30  ton  freight 
cars  at  its  Montreal  shops. 

Canadian  National  Rys.  have  ordered 
12  light  Pacific  type  (4-6-2)  locomotives 
from  Montreal  Locomotive  Works,  for  the 
western   lines.     The   specification   is   the 


Steel    Dining    Car,    Canadian    National    Railways. 

gear.  Of  these  cars,  20  are  for  use  on 
the  Canadian  National  Rys.,  and  30  on 
the  Grand  Trunk  Pacific  Ry. 

The  C.P.R.'s  500  refrigerator  cars 
which  are  being  built  at  its  Angus  shops, 
Montreal,  as  stated  in  our  last  issue,  will 
be  duplicates  of  those  built  last  autumn, 
and  fully  described  and  illustrated  in  our 
Nov.,  1919  issue,  page  585.  They  are  de- 
signed with  special  reference  to  the 
transportation  of  fruit,  and  have  proved 
entirely  satisfactory  for  this  service.  In 
the  lot  now  under  construction  it  is  the 


of  usual  design,  M.C.B.  type  D  couplers, 
Farlow  draft  gear  attachment.  Miner 
draft  gear,  cast  steel  truck  bolsters.  Min- 
er roller  rocker  side  bearings,  four  point 
brake  beam  suspension.  Barber  lateral 
motion  roller  bearing  and  U.S.R.A.  arch 
bar  type  truck. 

The  G.T.R.  baggage  cars,  of  which  the 
Canadian  Car  &  Foundry  Co.  is  building 
50,  will  be  60  ft.  long,  of  the  G.T.R.  stan- 
dard composite  construction,  with  steel 
underframe,  steel  side  framing  and  wood 
exterior  and  interior,  and  wood  roof  cov- 


20J 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


June.  1920. 


errd  with  c«nv«ii.  The  c<iuipnu-nt  in- 
clurff5  fnmmonwcnlth  ca»t  ulcvl,  4-wImtI 
tni.  ■  \<U-x    ilnsp   brnkc.    Miner 

bm^  ilrnfl     K«nr.    rullcr    mdr 

U-iit  '111    h«n<l    liriikr.   CoU-niBn 

Iwkii  i:  . I.  ■.!...  I'tility  vfntilntor!i,  Vnpor 
Car  llcntiiiK  <'<>■'•  vapcir  htntiii):  syctrni, 
Safrty  Car  Hcatinir  &  I.iifhtinK  *  o-  «n<l 
Stoni-Frnnklin  iloctric  I'tiuipnunl.  and 
KowliT  upiHT  ImffiT  spririK  in  connec- 
tion with  the  diaphrairni. 

The  C.T.R.  BUtoniohilo  oars.  1.000  of 
which  hnvi-  boon  onlcrcd  frum  Cnnadian 
Car  *  Foundry  lo..  and  l-'.OOO  from  Am- 
erican Car  &  Foundry  Cn.,  wdl  be  single 
sheathed  steel  frame.  SO.OOO  lb.  capacity, 
with  arch  bar  trucks.  Simplex  bolster. 
r.S.R.A.  sUndard  fish  belly  type  under- 
frame,  M.C.B.  type  D  coupler,  Farlow 
draft  jrear  attmhment.  Miner  friction 
draft  gear.  Simplex  truck.  Barber  lateral 
motion  roller  bearing,  Miner  rocker  roll- 
er bearinif,  steel  ends.  Camel  door  fix- 
tures, Hutchins  all  steel  flexible  roof, 
Miner  ideal  staff  type  hand  brake,  four 
point  brake  beam  suspension,  etc.  The 
chief  dimensions  will  be: — 

I>rn»lh    inildr    - 40    ft.    6    in. 

L^riiKth  over  •trikins  pl»t«  42  ft.  IH  In. 

Hriirht    in»iilr   <-|p»r   _ 9    ft- 

Width    in»iilc  rlc»r   ...- *   ft.    6    in. 

Hricht   ovrp   ninninc   board. IS   ft.    .'2    in. 

The  Timiskaminp  &  Northern  Ontario 
Ry.  has  ordered  4  mikado  (2-8-2)  loco- 
motives from  Canadian  Locomotive  Co. 
FollowinK  are  the  chief  details: — 

WciBht    on    rfrivcni    197.000   lb. 

Wright.     tuUl     - 258.000     lb. 

Whcrl   htLne  of  cnirinc.   ri«id  16   ft.   6    in. 

WhrrI    ba»»   of   rnicine.    toUl    »4    ft.    8   in. 

Hratinit    nurfacc.    firebox    208    »i|.    ft. 

HMtinit    nurflicc.     tubes     3.1016    nq.    ft, 

HeatinK    «urf«ce.    toUl    3.2B9    »q.    ft. 

DrivinK    wheel».    di»r 63    in. 

DrivinK    wheel    centers    Ca»t    uteel 

DrivinE  joumali.  disr  and  lenKth..Main  10  x  13  in. 
Others  9  x  13  in. 

Cylinder*,    diar.    and    atrake 25    by    80    in. 

Boiler,    type    •*»""•'    S!;"*,!'' 

Boiler    pre»iiure    1"''    ">• 

Tube*,  no.  and  diar 202  2  in. ;  32  i.N  in. 

Tubo.    lenirth    ■••■ 2»    't- 

Brake*     WeHinithouse 

Superheater.  Locomotive  Superheater  Co.  »  type  A 

Weiuht  of  tender  loaded   143.000   lb. 

Water  capacity  . S-SOO  imp.   ital. 

Coal    capacity    ...  ...12    ton.. 

Tender   track,   type   4   wheel   equalized 

Wheel,    type - Rolled    steel 

^-|f^^]     fiiar  " ^^3   in. 

Journal.  diar."'Biid  len«th....M.C.B.  SMi  by  10  in. 
Brake   beam   Trussed   type. 

The  G.T.R.  passenKcr  refriirerator  cars, 
15  of  which  are  beinK  built  by  Canadian 
Car  &  Foundry  Co.,  will  be  equipped  with 
4-wheel  Commonwealth  passenger  car 
trucks,  with  7  ft.  wheel  centers,  fish  bel- 
ly type  underframe,  and  superstructure 
of  wood,  portable  rack  frames  and  brine 
tenks,  the  latter  so  built  that  the  car  can 
be  ventilated  through  the  hatches  in  sum- 
mer, and  in  winter  a  charcoal  heater  will 
be  lowered  into  the  brine  tanks  from  the 
hatches.  By  opening  the  hand  hole  cover 
in  the  bottom  of  the  tank,  the  air  will  be 
drawn  through  and  heated  by  a  charcoal 
heater,  and  pass  into  the  body  of  the  car 
through  a  screened  opening  at  the  top 
of  the  car  through  a  screened  opening 
at  the  top  of  the  tank.  Other  equipment 
includes  Gould  friction  buffer,  Miner  fric- 
tion draft  gear,  M.C.B.  type  D  coupler, 
cast  steel  yoke.  Miner  roller  side  bear- 
ings and  ideal  type  staff  hand  brake, 
Miner  refrigerator  door  fastenings,  La- 
fiare  door  insulation,  inside  metal  roof, 
Urcco  hand  hole  for  brine  tanks.  Key- 
stone insulation  for  side  and  roof,  and 
Tuco  insulation  for  floor. 

The  G.T.R.  eight-wheel  switching  loco- 
motives which  are  being  built  by  Cana- 
dian Locomotive  Co.,  as  mentioned  in  a 
previous  issue,  and  25  of  the  same  type 
locomotives  ordered  from  Lima  Locomo- 
tive Corporation  for  Western  Lines  oper- 
ation,  will   have   the   following  chief  di- 


mensions, with  s|M'cial  equipment  as  in 
the  case  of  the  fi-wheel  switching  locoino- 
tivec,  which  the  G.T.R.  is  building  at  its 
I'oint  St.  Charles  shops,  except  that  they 
will  have  Commonwealth  tender  frame, 
instead  of  steel  channel  construction 
frame,  and  Miner  type  0  coupler  with 
cast  steel  yoke  anil  key,  instead  of  ntub 
coupler  casting  with  ahort  shank  coup- 
ler:— 

WeiKht   of   enaine    loaded                              240.000  lb. 

Weiiht    of    tender    laa<le<l                                  \M.itl>  lb. 

Wheel    base    of   enirine                                           ft.    6  In. 

Wheel   base,   enitine  and   I'                                't.    r.\  ft. 

l,enirth.    toUl   M     7',.  in. 

Heatinit    •urface.    flrel)o\                                  i'.    »q.  ft. 

Heatinir    surface,    tubes                                       '7     s<|.  ft. 

r.raU   area ■•  6   s<i.  ft. 

Tubes,   no.  and  diar M  !>\,  In. 

Tubes,    length    !.'■  ft. 

Cylinders,  diar.  and  (troka  .._ ^6  by  30  in. 

rtrivinu    wheel    diar _ 56  in. 

Water    rapacity     _ „ 9.000    sal. 

Coal    capacity    12    tons. 

The  G.T.R.  6-wheel  switching  locomo- 
tives, which  it  has  under  construction  at 
its  Point  St.  Charles  shops,  as  mentioned 
in  a  previous  issue,  will  have  the  follow- 
ing chief  details: — 

Weight    of    engine    loaded    164.000    lb. 

Weight    of    tender    loaded    180.000    lb. 

Wheel   base  of   engine   11    ft.   «   in. 

Wheel   base,   engine  and   tender 46   ft.   9i-j    in. 

l-ength.  total  _ .62  ft.  6\  in. 

Heating   surface,    firebox   „.„...168  sq.    ft. 

Heating    surface,    tubes    1,751    sq.    ft. 

Heating  surface,  arch  tubes  ..._.»-...- 26  sq.   ft. 

Grate   area    ~- 60.62   sq.    ft. 

Tubes,  no.  and  diar 178  2  In. :  28  i\  in. 

Tubes,  length  12   ft.   4   in. 

Cylinders,   diar.   and  stroke   22   by   26    in. 

Driving    wheel   diar.   f>l    in. 

Water   capacity    6.000   gal. 

Coal    capacity    - 9    tons. 

SUybolts    Tate.    Flannery    Bolt    Co. 

Fire    door   Franklin    Railway    Supply    Co. 

Lubricator   Detroit   4.' 

Piston    and    cylinder    rings    and    bushes 

Hunt  Spiller  Mfg.  Corp. 

Reverse   gear   ~ Ragonnet 

Automatic     grease     cellars  .  Franklin 

Air   brake   Westinghouse   E.T. 

Superheater....Schmidt.  Locomotive  Superheater  Co. 

Unions    and    joints    liarco 

Steam    heat    equipment....Vapor    Car    Heating    Co. 

I..agging     Johns-Manville 

Nuts  Canada  Grip  Nut  Co. 

Brake   beams    Huntoon 

Axle    boxes    „ McCord 

Turbo  generator  _ — ...Pyle  National    Co. 

The  C.P.R.'s  5  Santa  Fe  (2-10-2)  loco- 
motives, which  are  being  built  at  its  An- 
gus shops,  Montreal,  as  mentioned  in  a 
previous  issue,  will  be  similar  to  those 
completed  there  recently,  except  that 
they  will  be  equipped  to  bum  both  coal 
and  oil  as  fuel.  They  will  be  equipped 
with  Locomotive  Superheater  Co.'s  type 
A  superheater,  Ragonnet  reverse  gears. 
Cole  main  driving  boxes,  automatic  fire 
doors,  double  drawbars  between  engine 
and  tender  and  Vaughan  trailing  truck, 
which  will  have  a  cast  steel  frame,  and 
they  will  also  be  fitted  with  the  com- 
pany's standard  vestibule  cab.  Follow- 
ing are  the  chief  details: — 

Cylinders    -..16*4    X    32    In. 

Driving   wheels,   diar 58   in. 

Boiler    pressure    200    lbs. 

Tractive    effort    — 66.870    lbs. 

Weight   on    drivers    276.600    Iba. 

Weight  of  engine,  total  ~. 864.600  lbs. 

Firt*box.    dimensions   »»«»....180H   >   ^8S    in. 

Grate  area  74.2  sq.   ft. 

Tubes,  no.  and  diar .219  2W.  43  5i-j  in. 

Tubes,    length    20   ft.    6    in. 

Tubes,    heating   surface   2.6S2.2S  sq.    ft. 

Flues,   heating  surface   -1.26J.47  sq.   ft. 

Arch  tubes,   healing  surface  48.75  sq.   ft. 

Fire    box.    heating    surface    816.60   sq.    ft. 

Superheater,    heating    surface    1,016.00    sq.    ft 

Total  equivalent  heating  surface 6,778.60  sq.  ft. 


Kailwuy  Finance.  Meetings,  Etc. 

.Mgoma   (  rnlral  &    lludnon   Hay    K} . — 

The  Dominion  Parliament  is  )M-ing  asked 
to  pass  an  act  to  conlirm  an  arrangement 
for  the  adjustment  of  relations  between 
the  A.  C.  &  H.  B.  Ry.  Co.,  the  Algoma 
Central  Terminals  Ltd.,  and  the  I^ke  Su- 
perior Corporation  as  set  forth  in  an 
agreement  between  the  several  com- 
panies, whereby  the  rights  of  the  bond- 
holders and  stockholders  of  the  railway 
company  and  the  terminals  company  re- 
spectively are  defined,  and  authorizing 
the  several  parties  to  give  full  effect  to 
the    agreement. 

A  special  general  meeting  of  share- 
holders has  been  called  to  be  held  at  Sault 
Ste.  Marie,  Ont.,  June  7,  to  assent  to  the 
scheme  of  arrangement  referred  to  above, 
to  approve  of  the  directors'  actions  taken 
in  the  matter  up  to  the  time  of  the  meet- 
ing, and  to  authorize  the  directors  to  do 
all  that  is  necessary  in  connection  with 
the  carrying  out  of  the  arrangement. 

Canadian  National  Rys. — A  New  York 
press  report  of  May  17  states  that  Wil- 
liam A.  Read  &  Co.  are  placing  on  the 
market  $15,000,000  of  7''r  15  year  Cana- 
dian National  Rys.  sinking  fund  equip- 
ment trust  certificates.  The  sinking  fund 
will  be  used  to  buy  up  certificates  in  the 
open  market  every  half  year,  so  as  to 
retire  the  entire  issue  by  May  1,  1935. 

Canadian  Pacific  Ry. — The  directors 
have  declared  a  dividend  of  2'2'V  on  the 
common  stock  for  the  quarter  ended  Mar. 
31,  being  at  the  rate  of  7':'f  per  annum 
from  revenue  and  3'^'t  per  annum  from 
special  income  account,  payable  June  30 
to  shareholders  of  record  June   1. 

The  Kettle  Valley  Ry.  Co.'s  annual 
meeting  was  held  at  Montreal,  May  5, 
and  at  a  subsequent  meeting  of  direc- 
tors, J.  J.  Warren,  Toronto,  heretofore 
President,  was  elected  Chairman  of  the 
Board,  and  D.  C.  Coleman,  Vice  Presi- 
dent, Western  Lines,  C.P.R.,  Winnipeg, 
was  elected  President.  The  other  direc- 
tors are:  I.  G.  Ogden,  Grant  Hall,  W.  R. 
Maclnnes  and  A.  D.  MacTier,  Vice  Pre- 
sidents, C.P.R.,  Montreal,  and  A.  C. 
Flumcrfelt,  Victoria,  B.C.  H.  C.  Oswald 
is  Secretary. 

New  Brunswick  Ry.  Co. — A  meeting 
of  shareholders  has  been  called  to  be 
held  at  St.  John,  N.B.,  June  1,  to  con- 
sider a  recommendation  of  the  directors 
concerning  the  sale  of  the  company's 
properties,  and  to  authorize  the  directors 
to  sell  or  dispose  of  all  or  any  part  of 
the  same.  The  N.B.  Legislature  passed 
two  acts  recently  affecting  the  company's 
land  holdings  in  the  province. 

New  York  Central  Rd.  Co.— There  has 
been  deposited  with  the  Secretary  of 
State  at  Ottawa,  copy  of  an  agreement 
dated  .April  15,  between  J.  Carstensen, 
M.  S.  Barge  rand  H.  G.  Snelling.  vend- 
ors, the  Guaranty  Trust  Co.  of  New  York, 
trustee,  and  the  New  York  Central  Rd. 
Co. 


New  Brunswick  I'ublic  Utilities  Com- 
mission.—  .A  iiress  report  states  that  .A. 
B.  Connell,  K.C.,  Woodstock,  N.B..  who 
was  appointed  a  member  of  the  Commis- 
sion in  1912,  has  now  been  appointed 
chairman,  in  succession  to  the  late  G. 
O.  Dickson  Otty,  K.C.,  and  that  J.  D.  P. 
Lewin,  barrister,  St.  John,  has  been  ap- 
pointed a  member  of  the  board  to  fill  the 
vacancy. 


The  Board  of  Railway  Commissioners 
is  reported  to  have  decided  May  17  that 
an  application  to  compel  the  G.T.R.  to 
operate  six  trains  a  day  between  Cote  St. 
Paul  and  Bonaventure  station,  Montreal, 
be  dismissed.  The  service  was  cut  off  in 
1917,  owing  to  continued  deficits  in  the 
operation  and  the  necessity  for  economy 
during  war  time.  When  the  fare  on  the 
Montreal  Tramways  Co.  averaged  about 
.3c.  the  people  travelled  between  Cote  St. 
Paul  and  Montreal  that  way.  but  when 
the  M.  T.  Co.'s  fare  was  raised  to  7c. 
they  wanted  to  get  the  5c.  railway  ser%Mce 
back  again. 


June,  1920. 


295 


Mainly  About  Railway  People  Throughout  Canada. 


Edward  Greig  Bowie,  who  has  been 
appointed  Master  Mechanic,  Brownville 
Division,  New  Brunswick  District,  C.P. 
R.,  Brownville  Jet.,  Me.,  was  born  at 
Winnipeg,  Aug.  20,  1892,  and  entered  C. 
P.R.  service  in  May,  1907,  since  when  he 
has  been,  to  Aug.,  1912,  machinist  ap- 
prentice, Winnipeg;  May,  1912,  to  Sept., 
1914,  machinist,  Winnipeg,  and  on  West- 
ern Lines;  Oct.,  1914,  to  Apr.,  1915, 
Master  Mechanic's  clerk,  Calgary,  Alta.; 
Apr.  to  July,  1915,  machinist,  Angus 
shops,  Montreal;  July  to  Oct.,  1915,  dyn- 
amometer car  operator,  Eastern  Lines; 
Oct.,  1915,  to  Apr.,  1916,  Assistant  Lo- 
comotive Foreman,  Ottawa;  Apr.  to  Nov., 
1916,  Assistant  Foreman  and  Locomotive 
Foreman,  Outremont,  Que.;  Nov.,  1916, 
to  May,  1917,  Locomotive  Foreman, 
Sherbrooke,  Que.;  May,  1917,  to  June, 
1918,  Locomotive  Foreman,  Smiths  Falls, 
Ont.;  June,  1918,  to  Apr.  24,  1920,  Gen- 
eral Foreman,  McAdam  Jet.,  N.B. 

F.  S.  Brown,  Trainmaster,  Michigan 
Central  Rd.,  Detroit,  Mich.,  and  former- 
ly of  St.  Thomas.  Ont.,  died  at  Detroit, 
May  4,  aged  52,  from  pneumonia. 

J.  A.  Burnett  electrical  engineer,  of 
Smart  &  Burnett,  consulting  engineers, 
Montreal,  has  been  appointed  by  the  G. 
T.R.  to  assist  in  the  appraisal  of  the 
electrical  equipment  of  the  St.  Clair 
River  tunnel,  Montreal  &  Southern  Coun- 
ties Ry.,  and  Oshawa  Electric  Ry.,  in 
connection  with  the  pending  acquisition 
of  the  G.T.R.  by  the  Dominion  Govern- 
ment. 

John  Robert  Caswell,  whose  appoint- 
ment as  Division  Engineer,  Sudbury  Di- 
vision, Ontario  District,  C.P.R.,  Sudbury, 
Ont.,  was  announced  in  our  last  issue, 
was  born  at  Coldwater,  Ont.,  Apr.  1.3, 
1892,  and  entered  railway  service  in  1908, 
since  when  he  has  been,  during  the  sum- 
mers of  1908  and  1909,  chainman,  C.P.R., 
Coldwater  and  Toronto;  Apr.  to  Sept., 
1910,  chainman,  C.P.R.,  Toronto;  Sept., 
1910,  to  Aug.,  1912,  rodman  and  chain- 
man,  C.P.R.,  Coldwater  and  Guelph  Jet., 
Ont.;  Aug.,  1912,  to  Jan.,  1915,  transit- 
man,  C.P.R.,  Guelph  Jet.  and  Montreal; 
Jan.  to  Oct.,  1915,  transitman,  Lake  Erie 
&  Northern  Ry.,  Simcoe,  Ont.;  Oct.,  1915, 
to  Oct.,  1916,  Assistant  Engineer,  West- 
inghouse  Church  Kerr  &  Co.,  and  Aetna 
Chemical  Co.,  Drummondville,  Que.;  Oct., 
1916,  to  Jan.,  1917,  party  chief,  Founda- 
tion Co.,  Port  Colborne,  Ont.;  Jan.  to 
Apr.,  1917,  transitman.  Hydro  Electric 
Power  Commission  of  Ontario,  Niagara 
Falls,  Ont;  Apr.,  1917,  to  Jan.,  1918, 
senior  transitman,  C.P.R.,  London,  Ont.; 
Jan.  to  Sept.,  1918,  transitman,  H.  E.  P. 
C.  of  Ontario,  Niagara  Falls,  Ont.;  Sept., 
1918,  to  Apr.  1920,  Division  Engineer, 
London  Division,  Ontario  District,  C.P.R., 
London,  Ont. 

James  Coleman,  who  has  been  appoint- 
ed Assistant  to  General  Superintendent, 
Motive  Power  and  Car  Department,  G. 
T.R.,  Montreal,  was  bom  at  Port  Huron, 
Mich.,  and  started  work  with  the  G.T.R. 
as  a  car  department  apprentice  in  1873. 
He  worked  at  Port  Huron  until  1889, 
when  he  was  appointed  foreman  at  Chi- 
cago, remaining  in  that  position  until 
1899,  when  he  was  appointed  Master  Car 
Builder,  Central  Vermont  Ry.,  at  St. 
Albans,  Vt.  In  1905  he  entered  the  Can- 
ada Car  Co.'s  service  at  Montreal,  tak- 
ing charge  of  the  manufacturing  depart- 
ment, and  in  1906  returned  to  his  former 
position  with  the  Central  Vermont.  In 
Jan.,  1908,  he  was  appointed  Superinten- 
dent, Car  Department.  G.T.R.,  at  Mont- 


real, and  on  May  1,  1920,  was  appointed 
to  his  present  position,  his  former  one 
being  abolished.  He  was  second  Vice 
President  of  the  Master  Car  Builders  As- 
sociation for  the  year  1916-17,  and  has 
been  nominated  as  Vice  Chairman,  Amer- 
ican Railroad  Association,  Section  3, 
Mechanical,  the  election  for  which  will 
take  place  at  Atlantic  City   in  June. 

J.  Coleman,  Assistant  to  General  Sup- 
erintendent Motive  Power  and  Car  De- 
partments, G.T.R.,  Montreal,  has  been 
nominated  as  Vice  Chairman,  American 
Railroad  Association,  Section  3,  Mech- 
anical, to  serve  until  June,  1922.  The 
election  will  take  place  at  the  annual 
meeting  in  Atlantic  City  in  June. 

W.  K.  Davidson,  General  Superintend- 
ent, Western  Lines,  G.T.R.,  Chicago,  111., 
was  entertained  at  dinner,  and  presented 
with  a  diamond  scarf  pin  by  his  associ- 
ates  at   the   end   of   April,  at   Montreal, 


H.  C.   Grout. 
General    Superintendent.     Ontario    District.    Cana- 
dian   Pacific    Railway. 

where  he  was  General  Superintendent, 
Eastern  Lines,  on  leaving  the  district 
for  Chicago,  to  take  up  his  new  duties. 

Mathew  Cochran  Dick.son,  who  died  at 
Hamilton,  Ont.,  May  1,  after  a  long  ill- 
ness, was  born  at  Juniper  Green,  near 
Edinburgh,  Scotland,  Apr.  23,  1846,  and 
was  brought  to  Canada  when  quite  young. 
He  was  for  a  number  of  years,  up  to 
June  30,  1885,  Assistant  General  Freight 
and  Passenger  Agent,  Northern  &  North 
Western  Ry.  (now  part  of  G.T.R.),  To- 
ronto; July  1,  1885,  to  Feb.  28,  1888,  Tra- 
velling Passenger  Agent,  Missouri  Pa- 
cific Ry.,  Chicago,  111.;  Mar.  1,  1888,  to 
Aug.  7,  1890,  General  Freight  and  Pass- 
enger Agent,  Erie  &  Huron  Ry.,  Sarnia, 
Ont.;  Aug.  7,  1890,  to  May  31,  1902,  Dis- 
trict Passenger  Agent,  G.T.R.,  Toronto; 
June  1,  to  July  16,  agent,  Transporta- 
tion Department  G.T.R.,  Wingham,  Ont; 
July  16,  1902,  to  Oct  23,  1909,  agent 
G.T.R.,  Woodstock,  Ont;  Oct.  23,  1909,  to 
May  1,  1911  Agent  G.T.R.  Brantford.  On 
May  1,   1911,  he  retired  on  pension  and 


moved  to  Hamilton,  where  he  for  some 
years,  as  long  as  his  health  permitted, 
conducted  a  steamship  ticket  agency. 

R.  H.  Fish,  General  Superintendent, 
Eastern  Lines,  G.T.R.,  Montreal,  was  en- 
tertained Apr.  30,  by  a  number  of  friends 
and  associates  at  Stratford,  Ont.,  where 
he  was  Superintendent  for  a  number  of 
years,  and  presented  with  a  silver  tea 
service  and  cabinet  of  silver,  on  leaving 
Stratford  to  take  up  his  new  duties  at 
Montreal.  The  presentation  was  made 
by  W.  W^hite,  Trainmaster,  G.T.R.,  Palm- 
erston,  Ont. 

W.  R.  Fitzmaurice,  whose  appointment 
as  Superintendent,  New  Glasgow  Divi- 
sion, Maritime  District,  Canadian  Na- 
tional Rys.,  New  Glasgow,  N.S.,  was  an- 
nounced in  our  last  issue,  was  presented 
with  a  travelling  bag,  May  7,  by  the  staff 
at  Campbellton,  N.B.,  where  he  had  been 
Superintendent,  prior  to  leaving  to  enter 
on  his  new  duties. 

Timothy  Foley,  railway  contractor,  etc., 
died  at  St.  Paul,  Minn.,  May  25,  after  an 
illness  of  several  months.  He  was  born 
in  Lanark  County,  Ont.,  in  1838. 

Mrs.  T.  A.  Garland,  mother  of  Mrs.  D. 
B.  Hanna,  wife  of  the  President  of  the 
Canadian  National  Rys.,  died  at  Portage 
la  Prairie,  Man.,  May  11.  Mrs.  Hanna 
was  there  at  the  time,  and  Mr.  Hanna 
went  from  Toronto  for  the  funeral. 

Gordon  Grant,  whose  appointment  as 
Chief  Engineer,  Dominion  Highways 
Commission,  was  announced  in  our  last 
issue,  was  born  at  Dufftown,  Banffshire, 
Scotland,  Jan.  2,  1865,  and  is  a  son  of  the 
late  Peter  Grant,  a  member  of  Sir  Sand- 
ford  Fleming's  staff  on  the  construction 
of  the  Intercolonial  Ry.  and  the  C.P.R. 
He  was  educated  at  Ottawa,  and  went  to 
the  Argentine  Republic  in  1881  with  his 
uncle,  W.  B.  Grant,  Chief  Engineer, 
Buenos  Aires  Southern  Ry.,  and  remain- 
ed there  for  six  years.  On  his  return  to 
Canada  in  1887,  he  was  engaged,  until 
1890,  on  Intercolonial  Ry.  construction  in 
Cape  Breton,  N.S.;  from  1890  to  1893,  on 
C.P.R.  survey  work  east  of  Montreal; 
1893  to  1897,  on  construction  on  the  Flag- 
ler roads  in  the  U.S.;  1897  to  1900,  on 
construction,  Crowsnest  Pass  line  and 
Kootenay  and  Arrowhead  Ry.  for  the  C. 
P.R.;  1900  to  1903,  chief  draftsman. 
Construction  Department,  C.P.R.,  Mont- 
real; May,  1904,  to  Feb.,  1905,  on  loca- 
tion work,  C.P.R.,  in  British  Columbia; 
Feb.,  1905,  to  Sept..  1906,  on  location 
work  northwest  of  Quebec,  Que.,  Na- 
tional Transcontinental  Ry.;  Sept.,  1906, 
to  May,  1907,  Assistant  District  Engi- 
neer, National  Transcontinental  Ry., 
Quebec,  Que.;  May,  1907,  to  Aug.,  1909, 
Inspecting  Engineer,  N.T.R.  Commis- 
sion; Aug.,  1909,  to  1917,  Chief  Engi- 
neer, National  Transcontinental  Ry.;  1917 
to  Jan.,  1919,  Chief  Engineer,  Quebec  & 
Saguenay  Ry.;  Jan.,  1919,  to  April,  1920, 
Consulting  Engineer,  Department  of 
Railways  and  Canals. 

Phelps  Johnson,  G.  H.  Duggan  and  G. 
F.  Porter  were  recipients  recently  of  the 
Gzowski  Medal,  presented  this  year  for 
the  first  time  in  triplicate,  as  collabora- 
tors of  a "  brochure  entitled  "The  De- 
sign, Manufacture  and  Erection  of  the 
Superstructure  of  the  Quebec  Bridge," 
considered  by  the  Engineering  Institute 
of  Canada  to  be  the  most  valuable  con- 
tribution to  engineering  literature  dur- 
ing the  year. 

Dr.  Thomas  Wilson  Lambert,  who  is 
stated  in  a  press  report  to  have  been  for- 
merly  at   St.   Thomas   Hospital,  London, 


.'9f) 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


June.  1920. 


KnjT  .  and  oftrn»-»rdii  "in  mrdirnl  chariic 
of  thv  wmU-ni  noction,  ('.!'.I{.,"  iliod  in 
London,  Knk'..  rtvonUy.  He  i»  rrfiTn-d 
to  ns  haviriK  U-cn  wrll  known  in  Hriliih 
Colunilun.  an  a  tine  .shot  and  an  rxm-rt 
■talmon  fi!>h«'r.  He  wan  born  in  Mull. 
Knic-.  and  wi-  an-  oflkially  advisod  thai 
b*twron  ISltO  and  ll'OO  ho  sorvi-d  as  nii'd- 
ical  oftictT  bt'twccn  North  Bend  and  Sica- 
mou!i,  on  the  British  Columbia  District 
«'.1*.R..  with  hvadquartcm  at  Kaniloops. 

Ilcrbrrt  J.  I.ambkin.  whose  appoint- 
ment as  District  ('onimissar>'  Aitent, 
Sleepinjr.  Dininir  and  I'arlor  Car  Depart- 
ment. Canadian  National  Rys.,  WinnipcR, 
was  announced  in  our  last  issue,  was 
born  at  Quebec.  Que..  .July  25,  1881,  and 
entered  transportation  serv-ice  in  Auirust, 
ll»(K5,  since  when  he  has  been,  to  May  1, 
U>OH,  sleepinit  car  conductor,  C.I'.R., 
Montreal;  June.  I'.KIH,  to  Oct..  1917.  Train 
Aicent  and  Travellinn  Tassenftcr  ARent, 
Grand  Trunk  Tacitic  Ry..  Winnipec;  Nov. 
1917.  to  Apr..  1920,  Inspector,  Sleeping, 
Dining  and  Parlor  Car  Service,  Canadian 
Northern  Ry..  and  Canadian  National 
Rys..   Winnipeg. 

F.  S.  MacDonald,  Trainmaster,  North 
Shore  Section.  Pacific  Great  Eastern  Ry.. 
Vaucouver.  B.C.,  died  recently.  This  is 
a  local  line  of  12  miles,  operated  by  gaso- 
line cars. 

M.  H.  MacLeod.  Vice  President,  Oper- 
ation and  Maintenance.  Canadian  Na- 
tional Rys.,  Toronto,  who,  as  stated  in 
Canadian  Railway  and  Marine  World  for 
May,  was  spending  some  time  in  Vic- 
toria. B.C..  for  the  benefit  of  his  health, 
went  to  Winnipeg  towards  the  end  of 
May.  He  will  spend  some  time  on  the 
western  lines,  on  business,  and  is  ex- 
pected to  return  to  Toronto  late  in  June. 

Georije  R.  Mash,  a  former  Assistant 
General  Purchasing  Agent.  G.T.R..  died 
at  Montreal.  May  21.  aged  83.  He  was 
born  at  Toronto,  educated  in  Upper  Can- 
ada College  and  graduated  as  a  civil 
engineer.  He  entered  railway  service  as 
private  secretary  to  General  Manager, 
Great  Western  Ry.  (now  part  of  G.T.R.). 
Hamilton,  Ont.  Later  he  was  on  the  en- 
gineering staff  on  the  construction  of  the 
Hoosac  Tunnel  near  North  Adam,  Mass.. 
and  was  subsequently  appointed  General 
.Manager,  Detroit.  New  Haven  &  Mil- 
waukee Rd..  Detroit.  Mich.,  and  when 
that  railway  was  taken  over  by  the  G.T. 
R.  in  1884  he  was  appointed  Assistant 
General  Purchasing  Agent,  G.T.R.,  at 
Montreal,  which  position  he  held  until 
his   retirement  in   1890. 

W.  T.  Moodie,  Superintendent.  Cana- 
dian National  Rys..  Port  Arthur,  is  spend- 
ing a  vacation  at  Vancouver,  B.C.,  with 
his   wife   and   family. 

Charles  R.  Moore,  who  has  been  ap- 
pointed General  Superintendent  of  Car 
Service.  G.T.R..  Montreal,  was  born  at 
Hamilton.  Ont..  Oct.  12.  1867,  and  enter- 
ed G.T.R.  .service  in  1883.  since  when  he 
has  been,  successively,  junior  clerk,  Me- 
chanical Accountant's  office,  Hamilton, 
Ont.;  and  in  the  Motive  Power,  Car, 
Maintenance  of  Way  and  Transportation 
Departments.  Montreal,  and  at  various 
terminals  on  the  system.  In  1911.  being 
then  chief  clerk  to  Superintendent,  To- 
ronto, he  was  appointed  chief  clerk  to 
the  then  Vice  President  (H.  G.  Kelley), 
and  in  May,  1916,  he  was  appointed  As- 
sistant to  Vice  President,  Construction.. 
Operation  and  Maintenance  (H.  G.  Kel- 
ley). and  in  Sept.,  1917.  Assistant  to  Vice 
President  in  charge  of  Motive  Power, 
Car  Equipment  and  Machinery  (W.  D. 
Kobb>,  which  position  he  held  at  his 
present    appointment. 

Reginald    Frederick    Nicholson,    whose 


appointment  us  Assistant  Engineer.  Port- 
land Division,  Eastern  Lines,  G.T.R., 
Portland.  Me.,  was  announced  in  our  last 
issue,  was  horn  in  London.  Eng..  July  2, 
18112.  ond  enteml  railway  service  in  Aug. 
I'.Ml.  since  when  he  has  been,  to  Feb., 
I'.ILI,  rodman.  <'.P.R.,  Vancouver.  B.C.; 
Feb.  to  Oct.,  1913,  rodman,  Esquimalt  & 
Nanaimo  Ry.,  Union  Bay,  B.C.;  July  to 
Dec,  1914,  draftsman.  Pacific  Great  East- 
ern Ry.,  Lillooet,  B.C.;  July,  1916.  to 
Dec,  1917.  mining  surveyor.  Prestca, 
Gold   Coast,   West   Africa. 

J.  T.  Peer,  who  died  at  Indianapolis. 
Ind..  at  the  end  of  April,  after  a  short 
illness,  aged  37.  was  for  a  number  of 
years  in  C.P.R.  service  at  Toronto,  and 
for  the  past  few  years  was  in  service  of 
the  United  Grain  Growers  Ltd.,  Winni- 
peg. 

Jos.  Quinlan.  who  recently  retired  from 
the  position  of  District  Passenger  Agent. 
G.T.R.,  Montreal,  under  the  pension  fund 
rules,  after  43  years  with  the  company, 
was  entertained  by  a  number  of  his 
friends   and    former   associates   at    Mont- 


W.  J.   Lrcn. 

Ansistant  General  Suptrintendent.  Qucbcv   District. 

Canadian    Paeiflc   Railway. 

real,  May  4.  and  presented  with  a  set  of 
diamond  studcd  gold  cuff  links  and  a 
purse  of  money. 

Hon.  J.  D.  Reid.  Minister  of  Railways 
and  Canals,  has  been  elected  a  member 
of  the  Old  Time  Telegraphers'  and  His- 
torical   Association. 

Dr.  A.  Gordon  Rice.  Divisional  Sur- 
geon. G.T.R.,  Toronto,  died  there,  May 
20.  aged  36.  after  a  long  illness.  He  was 
appointed  to  the  G.T.R.  position  in  1914. 

J.  G.  Rutherford.  C.M.G..  one  of  the 
members  of  the  Board  of  Railway  Com- 
missioners, will  receive  the  honorary  de- 
gree of  Doctor  of  Veterinary  Science,  of 
the   University  of  Toronto,  in  June. 

Lord  Shaughnessy,  Chairman.  C.P.R. 
("o..  and  Sir  John  Kennedy.  Consulting 
Engineer,  Montreal  Harbor  Commission- 
ers, were  presented  with  gold  badges  as 
honorary  members  of  the  Engineering 
Institute  of  Canada,  at  n  recent  meeting 
of  the  Montreal  branch.  The  badges  are 
replicas  of  the  one  especially   struck  for 


the  institute  for  presentation  to  the 
Prince  of  Wales,  on  his  installation  as 
an  honorary  member,  during  his  recent 
Canadian    tour. 

Mm.  .Sutherland,  wife  of  Hugh  Suth- 
erland, of  Winnipeg,  formerly  Executive 
Agent,  Canadian  Northern  Ry..  and  now 
President.  Western  Dominion  Collierieii. 
and  one  of  the  Winnipeg  Electric  Ry.  di- 
rectors, died  on  May  9.  at  St.  Paul,  Minn., 
where  she  was  taken  ill.  on  her  way 
home,  after  spending  some  time  in  Flor- 
ida. 

CharleR  Henry  Worby,  whose  appoint- 
ment as  Assistant  Superintendent.  Sleep- 
ing, Dining  and  Parlor  Cars  and  News 
Sen'ice,  Western  Lines,  Canadian  Na- 
tional Rys.,  Winnipeg,  was  announced  in 
our  last  issue,  was  bom  at  London.  Ont.. 
May  18,  1883.  and  entered  transporta- 
tion service  in  July.  1899.  since  when  he 
has  been,  to  Aug.  15.  1900.  booking  clerk. 
Royal  Albert  Dock  Ry.,  London.  Eng.; 
Aug.  16,  1900.  to  Sept.  14.  1906.  chief 
clerk.  Central  London  Ry..  London.  Eng.; 
July  2  to  Sept.  30.  1913.  store  clerk,  Ca- 
nadian Northern  Ry..  Winnipeg,  Man.; 
Oct.  1.  1913.  to  May  31.  1915.  Inspector. 
.Sleeping  and  Dining  Cars,  same  road. 
Winnipeg;  June  1.  1915.  to  Apr.  30.  1917. 
-Agent.  Sleeping  and  Dining  Car  Depart- 
ment, same  road,  Saskatoon.  Sask.;  May 
I  to  Oct.  31.  1917,  Agent.  Sleeping  and 
Dining  Car  Department,  same  road.  Win- 
nipeg; Nov.  1.  1917,  to  May  31,  1918, 
District  Commissary  Agent.  Sleeping  and 
Dining  Car  Department,  same  road,  Win- 
nipeg; June  1.  to  Sept.  16,  1918.  acting 
.Assistant  Superintendent,  same  road. 
Winnipeg;  Sept.  17.  1918,  to  Apr.  30, 
l!i20.  District  Commissary  Agent,  Sleep- 
ing and  Dining  Car  Department.  Cana- 
iian  National   Rys..  Winnipeg. 

John  Anderson  Wright,  whose  appoint- 
ment as  Assistant  Foreign  Freight 
.Agent,  G.T.R.,  Montreal,  was  announced 
in  our  last  issue,  was  bom  at  Peterbor- 
ough. Ont.,  Oct.  27,  1881,  and  entered 
(l.T.R.  service  May  1.  1899,  since  when 
he  has  been,  to  Dec.  31,  1899,  junior 
1900.  to  Feb.  28.  1901.  stenographer, 
clerk.  General  Freight  Office;  Jan.  1. 
same  office;  Jan.  1,  1903,  to  Sept.  22, 
1904,  stenographer,  Foreign  Freight 
.Agent's  office;  Sept  23,  1904.  to  July  31, 
1907,  stenographer,  General  F'reight 
Agent's  office;  Aug.  1,  1907.  to  May  31, 
IStlo,  clerk.  Foreign  Freight  Office;  June 
1.  1915,  to  Mar.  31,  1917.  chief  clerk. 
same  office;  Mar.  1.  1917.  to  Apr.  25, 
1920.  Grain  Agent.  Foreign  Freight  of- 
fice, all  at  Montreal. 


The  Winnipeg  Railway  Clerk's  .Asso- 
ciation has  been  incorporated  for  mutual 
protection,  against  loss  of  wages  through 
illness  or  accident;  the  promotion  of  so- 
cial, physical  and  mental  welfare  of  the 
members;  the  appointment  of  a  commit- 
tee to  negotiate  with  employers  as  to 
wages,  etc..  and  other  purposes  connect- 
ed with  the  members'  interests.  The  in- 
corporators are: — W.  Bone,  C.  T.  Brindle, 
J.  McRoberts,  H.  O.  Hughes.  W.  B.  Mars- 
den.  J.  Jack.  G.  A.  Winks,  L.  P.  Rosson. 
H.  T.  Rinnick.  and  Miss  E.  G.  Hunter, 
alt  described  as  railway  clerks. 

Sir  Robert  Reid's  Will. — The  action 
brought  by  Miss  Reid,  against  other 
members  of  the  family,  the  Reid  New- 
foundland Co.,  Lord  Shaughnessy  and 
others,  with  respect  to  the  late  Sir  Rob- 
ert Reid's  will  came  before  the  Probate 
Court  in  Montreal  May  7  on  an  amend- 
ed plea  filed  by  Miss  Reid.  and  was  ad- 
journed for  a  month,  owing  to  the  ab- 
sence of  some  of  the  parties  in  New- 
foundland and  in  Europe. 


June,  1920.  297 

Railway  Development,  Projected  Lines,  Surveys,  Construction,  Betterments,  Etc, 


Burrard   Inlet  Tunnel  &   Bridge  Co. — 

The  Dominion  Parliament  has  extended 
for  two  years  the  time  within  which  the 
company  may  commence  the  construc- 
tion of  a  tunnel  under  the  first  narrows 
of  Burrard  Inlet,  and  a  bridge  over  the 
second  narrows  for  railway  and  general 
traffic  purposes,  with  approaches  and 
railways  connecting  with  existing  lines 
of  railway.  The  charter  is  owned  by  the 
cities  of  Vancouver  and  North  Vancou- 
ver and  surrounding  municipalities.  (Jan. 
pg.  18.) 

Canadian  Niagara  Bridge  Co. — A  meet- 
ing of  shareholders  w-ill  be  held  at  the 
Toronto,  Hamilton  &  Buffalo  Ry.  offices, 
Hamilton,  Ont.,  June  2,  to  elect  officers 
and  transact  other  business.  E.  D.  Cahill 
is  Secretary  of  the  provisional  directors. 
This  is  the  company  which  proposes  to 
build  a  new  bridge  across  the  Niagara 
River  near  Welland,  Ont. 

Dolly  Varden  Mines  Ry. — A  press  re- 
port states  that  an  agreement  has  been 
reached  between  the  Dolly  Varden  Mines 
Co.  and  Taylor  Engineering  Co.  of  Van- 
couver under  which  all  matters  in  dis- 
pute have  boon  settled,  actions  with- 
drawn, and  the  application  to  the  Do- 
minion Government  to  declare  the  Bri- 
tish Columbia  legislation,  under  which 
the  Taylor  Engineering  Co.  obtained  a 
title  to  the  property,  declared  ultra  vires, 
abandoned.     (May,  pg.  245.) 

Esquimau  &  Xanaimo  Ry. — The  Do- 
minion Parliament  has  authorized  the 
company  to  build  a  line  from  near  the 
present  terminus  at  Courtenay,  on  Van- 
couver Island,  B.C.,  northerly  and  north- 
easterly to  Duncans  Bay,  on  the  east 
coast  of  the  island.     (May,  pg.  235.) 

The  Flinflon  Mining  Proposition  and 
the  projected  railway. — A  press  report 
says  that  J.  E.  Hammell,  one  of  the  owoi- 
ers  of  the  P'linflon  mine  in  northern 
Manitoba,  stated  recently  that  $250,000 
will  be  expended  in  development  work 
during  this  year,  and  that  before  a  re- 
turn on  the  money  invested  can  be  ob- 
tained the  total  expenditure  will  amount 
to  ?10,000,000.  The  company  will  be  in 
a  position  to  guarantee  an  output  of  at 
least  2,000  tons  if  not  5,000  tons  a  day 
within  three  years.  This  guarantee  will 
be  forwarded  to  the  Manitoba  Govern- 
ment, which  has  promised  to  build  a  rail- 
way to  the  property  at  a  cost  of  $2,700,- 
000,  the  railway  to  be  operated  by  C)ana- 
dian  National  Rys.     (April,  pg.  177.) 

Grand  Trunk  Pacific  Ry. — We  are  offi- 
cially advised  that  it  is  intended  to  in- 
vito tenders  at  an  early  date  for  the  gra- 
vel fill  into  which  the  piling  for  the  erec- 
tion of  the  wharf  for  Salmon  handling 
at  Prince  Rupert,  B.C.,  will  be  driven; 
and  for  the  construction  of  the  dock,  ex- 
clusive of  the  warehouse.  The  building 
of  the  warehouse  is  being  held  in  abey- 
ance at  present.  The  dock  will  have  a 
length  of  860  ft.  along  the  waterfront, 
and  a  width  of  173  ft.  It  is  to  be  built 
of  creosoted  piling,  where  piling  is  sub- 
ject to  the  toredo,  and  of  green  piling  on 
the  shore  side  of  the  wharf,  where  piling 
is  safe  from  marine  borers.  There  will 
be  a  railway  track  along  the  front  of  the 
wharf,  and  two  depressed  tracks  along 
the  shore  front.  It  is  intended  to  pro- 
vide for  the  accommodation  of  two  Bar- 
low elevators  and  for  a  gantry  crane. 

The  warehouse  will  be  820  x  146  ft., 
within  which  will  be  a  suspended  office 
58  ft.  4  in.  bq  .30  ft.  10  in.  The  ware- 
house will  have  a  capacity  of  350,000 
cases  of  salmon,  leaving  a  passage  of  26 


ft.  in  the  centre,  and  two  of  16  ft.  each 
at  the  sides,  or  a  capacity  of  12,000  tons 
of  ocean  traffic,  leaving  similar  passage 
ways.      (April,   pg.   175.) 

Great  Northern  Ry. — A  press  report 
states  that  the  company  proposes  to  build 
a  permanent  station  at  Crescent  Beach, 
B.C.  A  number  of  improvements  to  the 
highway  approaches  to  the  station  site, 
including  a  subway  under  the  tracks, 
were  reported  to  be  in  progress  Mav  6 
(May,   pg.  235.) 

Hudson  Bay  Ry.— The  Minister  of 
Railways  informed  the  House  of  Com- 
mons recently  that  the  department  had 
been  advised  by  the  Canadian  National 
Rys.  management  that  it  is  intended  to 
renew  a  largo  number  of  ties,  to  do  some 
surface  ballasting,  and  other  work  on 
the  line  between  Pas  and  the  Kettle  Ra- 
pids of  the  Nelson  River,  in  order  to  con- 
tinue operation  on  the  line.     (May,   pg. 

Kettle  Valley  Ry.— The  Dominion  Par- 
liament has  extended  for  five  years  the 
time  within  which  the  company  may  build 
the  previously  authorized  line  from  near 
Grand  Forks,  B.C.,  to  50  miles  up  the 
north  fork  of  the  Kettle  River;  and  from 
near  Otter  Summit  to  the  Aspen  Grove 
mineral  district,  30  miles.  The  act  also 
authorizes  the  company  to  build  a  line 
from  near  Coalmount  on  the  joint  sec- 
tion operated  by  the  K.  V.  Ry.  Co.  and 
the  Vancouver,  Victoria  &  Eastern  Ry. 
&  Navigation  Co.,  southerly  to  the  Gran- 
'te  Creek  coal  areas,  12  miles.  (May,  pg. 

Montreal  Central  Terminal  Co.— A  bill 
providing  for  an  extension  for  five  years 
of  the  time  within  which  the  company 
may  build  its  projected  tunnels  or  bridge 
or  tunnel,  under  or  over  the  St.  Lawrence 
River,  and  lay  out  its  projected  termi- 
nals in  Montreal,  was  read  a  second  time 
in  the  Senate,  May  10,  and  referred  for 
consideration  to  the  railway  committee. 
On  May  11  Hon.  R.  Dandurand  called 
attention  to  the  fact  that  on  a  former 
occasion  the  company's  bill  had  failed  to 
pass  the  railway  committee  on  account 
of  opposition  raised  by  the  Minister  of 
Railways,  and  that  he  had  been  informed 
lately  that  the  government  had  changed 
Its  attitude  on  the  bill  and  would  not 
now  oppose  it.  Sir  James  Lougheed 
promised  to  ascertain  what  was  the  gov- 
ernment's attitude  to  the  bill,  so  as  to 
be  able  to  inform  the  committee  in  due 
time,  but  he  had  no  knowledge  that  the 
government  had  altered  its  opinion  on 
tho_  bill  since  it  was  last  before  the  Sen- 
ate s  railway  committee.  (Sept.,  1919 
pg.  432.) 

Montreal,  Joliette  &  Transcontinental 

Jet.  Ry.-— The  Dominion  Parliament  has 
extended  for  five  years  the  time  within 
which  the  company  may  build  its  pro- 
jected railway  from  Maisonneuve,  Que 
northerly  through  Hocholaga,  L'Assomp- 
tion  and  Montcalm  counties  in  Joliette 
thence  north  by  northwest  to  St.  Michel' 
des  Saints,  and  thence  to  Parent  on  the 
National  Transcontinental  Ry.,  180  miles 
(April,  pg.  175.) 

Northern  Light  Rys.  Co.— The  Ontario 
Legislature  has  passed  an  act  incorpor- 
ating this  company.  We  are  officially  ad- 
vised by  the  Canadian  Light  Rys.  Con- 
struction Co.,  which  is  behind  the  pro- 
ject, that  it  is  the  intention  to  proceed 
immediately  with  building  a  36  in  gauge 
railway  from  Elk  Lake  to  Gowganda- 
Gowganda  to  Fort  Mechewan;  and  also 
from  Swastika  through  Kirkland  Lake  to 


Larder  Lake,  in  Skead  and  Boston  Tps. 
The  line  will  have  a  3%  gradient  as  the 
maximum,  30  lb.  rails  and  oil  burning 
steam  locomotives  will  be  used.  The 
.surveys  for  the  line  between  Elk  Lake 
and  Gowganda  have  been  completed.  J. 
K.  McDonald  is  Chief  Engineer,  with 
office  at  Elk   Lake,   Ont.    (May,  pg.  235.) 

Pabos,   Amqui   &    Edmundston   Ry.  

The  House  of  Commons  railway  com- 
mittee reported  April  29  that  it  was  not 
in  the  public  interest  to  proceed  with  a 
bill  providing  for  the  incorporation  of 
the  Pabos,  Amqui  &  Edmundston  Ry.  Co. 
to  build  a  railway  from  Pabos,  Gaspe 
County,  Que.,  to  the  Canadian  National 
Rys.  at  Amqui,  thence  to  Edmundston, 
N.B.,  with  a  branch  from  some  point  on 
the  main  lino  to  Grand  Valle,  a  seaport 
on  the  St.  Lawrence  River.  The  com- 
mittee's report  was  adopted. 

The  promoters  of  the  proposed  com- 
pany are  all  local  men,  and  it  was  claim- 
ed that  the  projected  railway  would  open 
up  for  development  a  large  area  of  the 
Gaspe  peninsula  not  now  reached  by  rail- 
way or  other  means  of  transportation. 
The  Minister  of  Railways  objected  to  the 
passage  of  the  bill  on  the  ground  that 
the  line  could  not  be  built  and  maintain- 
ed by  an  independent  company,  and  that 
the  government  would  inevitably  have  to 
take  it  over  or  to  subsidize  it.  He  thought 
that  the  day  of  subsidies  had  passed,  and 
that  if  such  railways  were  to  be  built  the 
provinces  interested  should  make  them- 
-selvos  responsible  for  them  as  a  factor 
in  the  development  of  natural  resources. 
The  General  Manager  of  the  Atlantic, 
Quebec  &  Western  Ry.  and  the  Quebec 
Oriental  Ry.  opposed  the  project  on  the 
ground  that  it  would  take  traffic  from  his 
lines,  as  well  as  from  the  Canadian  Na- 
tional Rys.  His  lines  represent  an  in- 
vestment of  $8,000,000  of  British  capi- 
tal, and  are  in  danger  of  having  to  go 
into  liquidation.  Hon  Rodolphe  Lemieux 
and  others  supported  the  project,  and  it 
was  alleged  that  the  main  opposition  to 
the  bill  came  from  Robin  &  Co.,  a  Jersey 
Island  concern,  which  is  "a  replica  on 
the  Gaspe  peninsula  of  the  Hudson's  Bay 
Co.  in  the  west,"  and  which  seeks  to  con- 
trol the  country  as  the  H.  B.  Co.  did  in 
the  old  days.  The  bill  was  defeated  in 
the  railway  committee,  April  29,  by  31 
votes  to  29.     (May,  pg.  235.) 

Pacific  Great  Eastern  Ry. — A  press  re- 
port states  that  the  British  Columbia 
Government  is  arranging  to  put  an  engi- 
neering party  in  the  field  during  the  sum- 
mer to  make  surveys  for  an  extension  of 
the  line  from  the  present  projected  ter- 
minus at  Prince  George,  B.C.,  into  the 
Peace  River  country.  The  original  pro- 
posal was  that  the  line  should  connect 
at  the  British  Columbia-Alberta  bound- 
ary with  the  Edmonton,  Dunvegan  &  Bri- 
tish Columbia  Ry. 

We  are  advised  that  the  Canadian 
Bridge  Co.,  Walkerville,  Ont.,  has  been 
given  a  contract  for  the  steel  work  on 
the  bridge  across  Deep  Creek.  It  will 
consist  of  a  deck  plate  girder  viaduct  of 
spans  from  60  to  100  ft.  long,  on  vents 
to  a  maximum  height  of  about  255  ft. 
from  the  top  of  masonry  to  track  level. 
A  description  of  the  bridge  was  given  in 
Canadian  Railway  and  Marine  World, 
Dec,  1919,  pg.  654.  It  is  expected  to  be- 
gin during  June  and  to  have  it  completed 
by  the  autumn.     (May,  pg.  235.) 

Quebec  Central  Ry. — We  are  officially 
advised  that  a  contract  has  been  let  to 
J.  T.  and  J.  F.  Davis,  Montreal,  for  grad- 
ing and  masonry  work  on  the  line  to  be 


298 


l>u 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


June,  1920. 


ju,  '1  Ry». 

i",..  "     The 

IrnKth  "f  tti«'  >'•  «•  '">'  ^^'"  '"'  '^"'[|' 
miU'n:  work  i»  to  bo  nUrlol  forthwith; 
the  hnllnstinif  and  trscklayintr  will  bo 
done  by  tht-  romn«ny>  own  forci-s.  nnd 
it  id  I'xpootcd  to  hnvo  tht-  line  in  o|H-rn- 
tion  bv  thp  autumn.  Tho  object  of  the 
conKtriirtion  in  to  Ki\e  tho  ronipiiny  an 
ontmncc  into  Quobw  City  ovi-r  the  t  a- 
nadian  National  Rys.  and  ihv  Quoboc 
Bridge  Tho  construction  work  will  1>>' 
■n  chnrtro  of  J.  T.  Morkill,  Chiof  Kn>:' 
noor.  Sherbrooke,  Quo.,  with  h.  11.  Ilib 
hard   as   Rosulint   Kneinetr  iit   Scotts. 

Wo  are  further  niivised  that  no  deci- 
«ion  has  boon  arrived  at  with  retfar.i  to 
any  further  extension  of  the  Chaudicrc 
Valley  branch  from  Ijike  Frontier  to  St. 
Pamphillo,  and  that  it  is  not  likely  that 
anything  will  be  done  for  another  year. 
(May.  PR.  236.) 

St.  John  &  Quebec  Ry.  —  The  New 
Bruuswick  Lepislature  has  extended  the 
time  for  the  construction  of  the  uncom- 
pleted northern  section  of  this  railway, 
and  has  provided  for  the  RrantinK  of  fur- 
ther aid  towards  the  cost  of  construction. 
When  these  bills  came  before  the  com- 
mittee of  the  lepislature  the  Premier 
sUtcd  that  the  railway  had  been  prac- 
tically completed  between  W  cstfield  and 
Centenille.  except  for  some  little  fin- 
ishinp  up  work.  An  agreement  had  been 
made  with  the  C.P.R.  for  running  rights 
between  Westfield  and  St.  John,  and  Ca- 
nadian National  Rys.  trains  were  being 
operated  over  the  St.  J.  &  Q.  Ry.  into  St. 
John.  With  regard  t6  the  extension 
northerly  from  Center%-ille,  the  Premier 
stated  that  the  Dominion  Government 
was  projecting  a  line  from  Meductic  to 
the  International  Boundary,  to  connect 
•with  the  Maine  Central  Rd.,  and  if  this 
•were  done  the  New  Brunswick  Govern- 
ment ■would  no  doubt  extend  the  St.  J  & 
Q  Ry.  from  Centerville  to  Andover  and 
ultimatedly  to  Grand  Falls.  In  regard 
to  the  bill  to  provide  further  aid  for  the 
railway  the  Premier  explained  that  it 
was  to  provide  for  expenditures  not  yet 
funded.      (April,    pg.    176.) 

TimiKkaming  &  Northern  Ontario  Ry. 
The  Premier  of  Ontario,  in  introducing 
a  bill  to  provide  for  the  extension  of  the 
T.  &  N.  0.  Ry.  in  the  legislature  recent- 
ly explained  that  it  was  simply  to  give 
the  government  power  to  proceed  with 
construction  when  the  opportune  time 
comes.  It  was  really  intended  as  a  noti- 
fication to  Quebec  that  it  was  the  On- 
tario Government's  intention  to  build  the 
line,  and  as  a  guarantee  to  those  who 
explore  in  the  territory  that  the  line  will 
be  built  when  the  proper  time  comes. 

The  bill  authorizes  the  T.  &  N.  O.  R. 
Commission  to  build  and  operate  an  ex- 
tension of  the  railway  from  the  present 
northern  terminus  at  Cochrane  northerly 
to  James  Bay,  with  such  spurs  and 
branches  as  may  be  necessary ;  the  loca- 
tion of  the  extension  and  its  branches  to 
be  subject  to  the  approval  of  the  Lieu- 
tenant Governor  in  council;  the  cost  of 
the  work.^  authorized  to  be  paid  out  of 
such  sums  as  may  from  time  to  time  be 
appropriated  by  the  legislature.  On  the 
bill  coming  up  for  the  second  reading 
•May  ^,  the  Premier  is  reported  to  have 
said  he  was  strongly  of  opinion  that  the 
T.  4  N.  O.  Ry.  must  ultimately  find  an 
outlet  to  James  Bay.  for  if  an  Ontario 
railway  does  not  reach  the  Bay  a  Quebec 
one  will.  The  railway  is  at  present  a 
loss  to  the  province,  and  two  courses  arc 
open  to  the  government,  the  first  to  make 
the  line  pay  and  the  second  to  sell  it  to 
the   I)ominion   Government.     He  did  not 


agree  with  the  itecond  suggestion,  but 
was  in  favor  of  retaining  the  lino  and  »o 
develop  it  as  to  make  it  a  paying  propo- 

sitH'Il. 

Tornntn.  Ilamillon  &  HulTalo  Ry.— The 
Hamilton.  Ont.,  City  Council's  railway 
commitloe  is  reporte<l  to  have  recom- 
mendetl  the  refu.*al  of  the  company's  ap- 
plication for  permission  to  move  its 
tracks  northerly  at  the  comer  of  John 
and   Hunter  Streets.     (April,   pg.   176.) 

I'repaymenl   of   FreiKht    from 
I  nitfd  St.iti's  to  Canada. 

The  New  York  Central  Rd.  (line  Buf- 
falo, N.Y.,  Clearfield,  Pa.,  and  east)  and 
the  West  Shore  Rd.'s  Freight  Traffic  De- 
partment issued  the  following  notice  in 
April: 

"Owing  to  the  existing  rate  of  ex- 
change, prepayment  of  freight  charges, 
including  advance  charges,  if  any,  on  all 
shipments  of  freight  destined  to  points 
in  Canada,  will  be  required  by  the 
New  York  Central  Rd.  (line  Buffalo, 
N.Y.,  Clearfield,  Pa.,  and  east)  and  West 
Shore  Rd.  on  and  after  May  1,  except 
that  prepayment  of  freight  charges  will 
not  be  required  on  freight  originating 
in  the  United  States,  in  transit  April 
30." 

All  other  railways  in  eastern  U.S.  ter- 
ritory issued  similar  notices. 

The  Delaware  &  Hudson  Co.  issued  the 
following  circular  May  10: — "Because  of 
the  existing  rate  of  exchange  all  freight 
and  other  charges  must  be  prepaid,  as 
follows,  on  all  freight  shipments  con- 
signed to  Canadian  destinations  on  and 
after   May   1,   1920: 

"All  freight  and  other  charges  must 
be  prepaid  on  shipments  originating  at 
points  in  the  United  States  on  and  after 
May  1,  1920,  to  waybill  destinations  in 
Canada  where  joint  rate  from  point  of 
origin  to  such  destination  in  Canada  is 
applicable. 

"All  freight  and  other  charges  must 
be  prepaid  to  Canadian  gateway  points 
(such  as  Rouses  Point,  Noyan  Junction, 
Delson  Junction,  Buff'alo,  East  Buffalo, 
Black  Rock,  Suspension  Bridge,  etc.), 
when  combination  rates  based  upon  pro- 
portional rates  or  local  rates  from  points 
of  origin  to  such  gateway  points  are 
applicable,  except  shipments  routed  via 
Grand  Trunk  Railway,  on  which  all 
freight  and  other  charges  from  point  of 
origin  to  Canadian  destination  must  be 
prepaid,  regardless  of  how  rates  are 
based. 

"Shipments  originally  consigned  to 
points  in  the  United  States  and  recon- 
signed  to  points  in  Canada  are  subject 
to  payment  at  time  of  reconsignment  of 
all  freight  and  other  charges  accruing 
between  point  of  origin  and  Canadian 
destination  or  gateway  as  described  in 
rules   1   and  2. 

"Agents  will  refuse  to  accept  ship- 
ments for  transportation  consigned  to 
Canadian  destinations  unless  above  in- 
structions are  complied  with,  .'\gents  at 
junction  points  will  refuse  to  accept  from 
connecting  lines  all  shipments  waybilled 
on  and  after  May  1,  1920.  unless  all 
freight  and  other  charges  have  been  pre- 
paid as  outlined  herein.  Full  report  of 
such  refused  shipments  must  be  imme- 
diately forwarde<i  by  wire  to  the  General 
Freight  Agent  (Merchandise  Freight), 
or  to  the  Coal  Freight  Agent  (Coal  and 
Coke).  This  information  should  be  given 
wide  distribution  among  shippers  and 
copy  posted  in  a  conspicuous  place  in 
each    freight    station." 

The  Interstate  Commerce  Commission 
issued  the  following  at  Washington   .May 


18:— "Conference  Ruling  207.  which 
roads  as  follows:  'Payment  for  Trantpor- 
tation. —  Nothing  hut  money  can  be  law- 
fully received  or  accepted  in  payment  for 
transportation  subject  to  the  act,  wheth- 
er of  passengers  or  property,  or  for  any 
service  in  connection  therewith,  it  being 
the  opinion  of  the  commission  that  the 
prohibition  against  charging  or  collect- 
ing a  greater  or  less  of  different  com- 
pensation than  the  established  rates  or 
fares  in  effect  at  the  time,  precludes  the 
.■icreptance  of  services,  property,  or  other 
l'ii\iinnt  in  lieu  of  the  amount  of  money 
.-•IK-^itu-d  in  the  published  schedules,'  i« 
amended  by  adding  at  the  end  thereof 
the  following:  'The  existing  difference  in 
exchange  value  between  the  monies  of 
the  United  States  and  Canada,  while  con- 
tinuing to  bear  the  same  denomination, 
has  been  productive  of  confusion  and  un- 
certainy  as  to  the  construction  to  be 
placed  upon  tariff  schedules,  division 
sheets,  and  accounts  in  respect  of  traffic 
crossing  the  International  Boundary.  We 
are  of  opinion  that  where  transportation 
of  persons,  or  property,  or  transmission 
of  intelligence  by  wire  or  wireless,  takes 
place  partly  within  the  United  States  and 
partly  within  Canada,  the  tariff  charges 
or  divisions  thereof  accruing  for  the  past 
which  takes  place  within  the  United 
States  are  payable  only  in  lawful  money 
of  the  United  States,  irrespective  of  the 
money  in  which  tariff  charges  or  divi- 
sions thereof  accruing  for  the  part  which 
takes  place  in  Canada  may  be  payable 
under  the  laws  there  in  force.  .Adjust- 
ment should  be  made  in  accordance  here- 
with, by  carriers  subject  to  the  act.  in 
settling  their  accounts  with  connecting 
carriers.  Appropriate  rules  or  regula- 
tions to  give  effect  to  this  ruling  may  also 
be  included  by  such  carriers  in  their 
tariff  schedules,  if  they  so  desire.  The 
practice,  which  has  grown  up  since  de- 
velopment of  said  difference  in  exchange 
values,  of  requiring  prepayment  of 
charges  in  cases  where  not  customarily 
required  theretofore,  tends  to  embarrass 
shippers  and  impede  foreign  commerce. 
Carriers  subject  to  the  act  will  be  ex- 
pected to  refrain  from  such  unusual  re- 
quirements in  cases  where  they  are  not 
justified  by  other  considerations.'  " 

Grain  Inspected  at  Western  Points. 

The  following  figures  compiled  by  the 
Dominion  Bureau  of  Statistics'  Internal 
Trade  Division,  show  the  number  of  cars 
of  grain  inspected  at  Winnipeg  and  other 
points  on  the  western  division  during 
April  and  during  8  months  ended  Apr. 
30,  1920,  and  Apr.  30,  1919. 

8  mo*,  to  S  mo*,  to 

Apr.  SO.  Apr.  SO, 

Apr.  1920     1820         1»19 

Canjulian    NaUonal    Ry*.      .^.784       U,9S\       42,1SS 

Canadian     Pacific     Ry 4,109       6S.0S2       58,779 

Grand  Trunk  Pacific  Ry..  1,*0S  18.SCT  l*.*7i 
Great  Northern   Ry. 

(Duluth)    4  4»S  7«0 


Total! 


11.180     126.ST6     ll&.SM 


The    C.P.R.    Club.    Limited,   has    been 

incorporated  under  the  Quebec  Companies 
Acts  with  authorized  capital  of  $10,000 
and  office  in  Montreal,  to  establish  and 
maintain  a  club.  The  provisional  direc- 
tors are  J.  Beaudoin.  J.  E.  Boisvert,  E. 
Griot,  A.  Loiseau,  J.  Nadeau,  and  T.  Bar- 
retU. 

Bridgeburg-Buffalo  Fares. — A  press  re- 
port states  that  the  Bridgeburg,  Ont.. 
Town  Council  has  appealed  to  the  Board 
of  Railway  Commissioners  against  an 
increase  of  fares  on  the  dummy  motor 
car  running  between  Bri,dgeburg.  Ont., 
and  Buffalo.  N.Y.  The  commutation  rate 
has  been  increased  from  a.Sc  to  75c.  for  a 
10-trip  ticket. 


June,  1920. 


299 


Transportation  Appointments  Throughout  Canada. 


The  information  under  this  head,  which  is  erath-  , 
ered  almost  entirely  from  official  sources,  is  com- 
piled with  the  greatest  care,  so  as  to  ensure  abso- 
lute accuracy.  Anyone  who  may  notice  any  error 
in  our  announcements  will  confer  a  favor  by  ad- 
visinit    us. 

Canada  Steamship  Lines  Ltd. — J.  H. 
EDWARDS,  heretofore  chief  clerk, 
Freight  Claims  Department,  has  been 
appointed  Assistant  Freight  Claims 
Agent,  C.S.L.,  and  Northern  Naviga- 
tion Co.     Office.  Montreal. 

E.  S.  SMILEY  has  been  appointed 
Western  Claims  Agent,  C.S.L.  and  North- 
ern Navigation  Co.  and  will  handle  all 
claims  on  traffic  originating  in,  or  des- 
tined to,  points  west  of  Sault  Ste.  Mario, 
Ont.     Office,  Winnipeg. 

Canadian  Pacific  Ocean  Services  Ltd. 
A.  W.  SNELL,  heretofore  acting  Euro- 
pean Freight  Agent,  Montreal,  has  been 
appointed  European  Freight  Agent, 
there.     Office,  Board  of  Trade  Building. 

Canadian  National  Rys.— S.  D.  DUL- 
MAGE  has  been  appointed  Sleeping  and 
Dining  Car  Agent,  Montreal,  vice  A.  T. 
Landry,    transferred. 

J.  B.  JACKSON,  heretofore  dining  car 
storekeeper,  has  been  appointed  sleeping 
and  dining  car  agent,  Calgary,  Alta. 

J.  M.  KERR,  heretofore  Assistant  Mas 
ter  Mechanic,  Montreal  Division,  East 
em  Lines,  Montreal,  has  been  appoints  I 
Assistant  Master  Mechanic,  Saguena\ 
Division,  Eastern  Lines,  vice  T.  S.  Lowi, 
transferred.     Office,   Quebec,   Que. 

R.  KING,  heretofore  relieving  Super 
intendent,  Kamloops,  B.C.,  has  been  ap 
pointed  acting  Superintendent  at  Port 
Arthur,  during  the  absence  on  leave  of 
W.  T.  Moodie. 

A.  T.  LANDRY,  heretofore  Sleeping 
and  Dining  Car  Agent,  Montreal,  has 
been  appointed  Inspector,  Sleeping,  Din- 
ing and  Parlor  Cars  there. 

T.  S.  LOWE,  heretofore  .A.ssistant  Mas- 
ter Mechanic,  Saguenay  Division,  East- 
ern Lines,  Quebec,  Que.,  has  been  ap- 
pointed Assistant  Master  Mechanic, 
Montreal  Division,  Eastern  Lines,  vice 
J.  M.  Kerr,  transferred.  Office,  Mont- 
real. 

J.  F.  McGTJIRE  has  been  appointed 
acting  General  Agent,  Seattle,  Wash., 
with  territory  covering  Washington  and 
Oregon  States,  reporting  to  -Assistant 
General  Freight  and  Passenger  Agent, 
Vancouver,  B.C. 

W.  L.  STITT,  heretofore  Sleeping  and 
Dining  Car  Inspector,  has  been  appoint- 
ed acting  Sleeping  and  Dining  Car  Agent, 
Ottawa,  Ont.,  C.  H.  Parr,  Sleeping  and 
Dining  Car  .'\gent  there,  hiaving  resigned 
to  manage  his  father's  hotel  in  South- 
port,   Eng. 

Owing  to  a  mistake  in  makeup  in  our 
May  issue  the  appointments  of  W.  M. 
Neal,  J.  K.  Savage,  W.  J.  Uren  and  A. 
Williams  were  classified  under  Canadian 
National  Rys.,  instead  of  under  Canadian 
Pacific  Ry.  They  are  repeated  under 
their  proper  heading  in  this  issue. 

Canadian  Pacific  Ry.— E.  A.  BARN- 
WELL, heretofore  Locomotive  Foreman, 
Calgary,  Alta.,  has  been  appointed  Loco- 
motive Foreman,  Kamloops,  B.C.,  vice  J. 
W.   .Jackson   transferred. 

E.  BOWIE,  heretofore  General  Fore- 
man, McAdani  Jet.,  N.B.,  has  been  ap- 
pointed Master  Mechanic,  Brownville  Di- 
vision, New  Bruswick  District,  vice  W. 
Wright,  transferred.  Office,  Brownville 
Jet.,  Me. 

G.  D.  BROPHY  has  been  appointed 
District  Passenger  Agent,  Banff,  Alta., 
vice  A.  L.  Powell,  resigned. 


A.  E.  EDW.ARDS  has  been  appointed 
Locomotive  Foreman,  McAdam,  N.B., 
vice  R.  A.  Miller,  promoted. 

JOHN  HALSTEAD,  Division  Freight 
Agent,  Calgary,  .^Ita.,  has  been  appoint- 
ed Division  Freight  .■\gent,  Winnipeg, 
vice  A.  T.  McKean,  transferred. 

J.  W.  JACKSON,  heretofore  Locomo- 
tive Foreman,  Kamloops,  B.C.,  has  been 
appointed  Locomotive  Foreman,  Calgary, 
Alta.,  vice  E.  -A^.  Barnwell,  transferred. 

W.  McILROY,  heretofore  chief  clerk, 
District  Passenger  Agent's  office,  Toron- 
to, has  been  appointed  General  Agent, 
Passenger  Department,  Detroit,  Mich., 
vice  M.  G.  Murphy,  resigned  to  enter  pri- 
vate  business. 

A.  T.  McKEAN,  Division  Freight 
-Agent,  Winnipeg,  has  been  appointed  Di- 
vision Freight  .Agent,  Calgary,  Alta.,  vice 
John   Halstead,  transferred. 


Di 


John    R.    Caswell, 
Engineer,   C.P.R.,   Sudburj-.   Ont. 


R.  A.  MILLER,  heretofore  Locomotive 
Foreman,  McAdam,  N.B.,  has  been  ap- 
pointed General  Foreman  there,  vice  E. 
Bowie,   promoted. 

W.  M.  NEAL,  heretofore  Assistant 
General  Superintendent,  Quebec  District, 
Montreal,  has  been  appointed  .Assistant 
General  Superintendent,  Ontario  District, 
vice  J.  K.  Savage,  promoted.  Office,  To- 
ronto. Through  an  error  in  make-up  this 
appointment  appeared  under  Canadian 
National  Rys.  in  the  May  issue. 

B.  J.  QUILTY  has  been  appointed 
Assistant  Superintendent,  Sudbury  Divi- 
sion, Ontario  District,  vice  R.  B.  Girou- 
ard,  transferred.     Office,   Sudbury,  Ont. 

J.  K.  SAVAGE,  heretofore  Assistant 
General  Superintendent,  Ontario  District, 
Toronto,  has  been  appointed  General  Sup- 
erintendent, Quebec  District,  vice  J.  M. 
Woodman,  transferred.     Office,  Montreal. 

W.  J.  UREN,  heretofore  Superintend- 
ent, Farnham  Division,  Quebec  District, 
Farnham,  Que.,  has  been  appointed  As- 
sistant  General    Superintendent,    Quebec 


District,  vice  W.  M.  Neal,  transferred. 
Office,  Montreal.  Through  an  error  in 
make-up,  this  appointment  appeared  un- 
der Canadian  National  Rys.  in  the  May 
issue. 

-A,  WILLIAMS,  heretofore  Superin- 
tendent, London  Division,  Ontario  Dis- 
tract, London,  Ont.,  has  been  appointed 
Superintendent,  Farnham  Division,  Que- 
bec District,  vice  W.  J.  Uren,  promoted. 
Office,  Farnham,  Que.  Through  an  error 
in  make-up  this  appointment  appeared 
under  Canadian  National  Rys.  in  the  May 
issue. 

J.  H.  WILSON  has  been  appointed  Lo- 
comotive Foreman,  John  St.,  Toronto, 
vice  R.  V.  Carleton,  transferred. 

Delaware  &  Hudson  Co. — Consequent 
on  the  U.S.  Government's  control  having 
ceased,  the  company  has  appointed  offi- 
cers for  its  railway,  including,  among 
others,   the   following: — 

F.  P.  GUTELIUS,  Vice  President  in 
Charge  of  Operation  and  Traffic,  Albanv, 
N.Y. 

C.  S.  SIMS,  Resident  Vice  President, 
Montreal. 

The  officials  named  occupied  similar 
positions  up  to  the  time  the  railway  was 
taken  over  by  the  U.S.  Railroad  Admin- 
istration. 

(Jrand  Trunk  Ky.— J.  COLEMAN,  here- 
tofore Superintendent,  Car  Department, 
has  been  appointed  Assistant  to  General 
Superintendent,  Motive  Power  and  Car 
nei)artnient,  and  his  former  position  has 
boon   abolished.     Office,   Montreal. 

F.  FOUSE,  heretofore  Master  Car 
Builder,  London  shops,  Ont.,  has  been 
appointed  Master  Car  Builder,  Montreal 
shops,  vice  W.  A.  Pitt,  promoted. 

T.  M.  HYMAN,  heretofore  Assistant 
Foreman,  Montreal  shops,  has  been  ap- 
pointed Master  Car  Builder,  London, 
Ont.,  shops,  vice  F.  Fouse,  transferred. 

C.  R.  MOORE,  heretofore  Assistant  to 
Vice  President,  has  been  appointed  Gen- 
eral Superintendent  of  Car  Service,  vice 
J.  E.  Duval,  deceased.     Office,  Montreal. 

C.  F.  NEEDHAM,  heretofore  Mechan- 
ical and  Electrical  Engineer,  has  been 
appointed  .Assistant  to  General  Superin- 
tendent, Motive  Power  and  Car  Depart- 
ment.    Office,   Montreal. 

W.  A.  PITT,  heretofore  Master  Car 
Builder,  Montreal  shops,  has  been  ap- 
pointed General  Master  Car  Builder,  and 
has  also  assumed  the  duties  heretofore 
performed  by  the  Superintendent,  Car 
Department,  which  position  has  been 
abolished.      Office,    Montreal. 

Grand  Trunk  Pacific  Ry.— F.  CLARK, 
heretofore  Locomotive  Foreman,  Mel- 
ville, Sask.,  has  been  appointed  Locomo- 
tive Foreman,  Prince  George,  B.C.,  vice 
-A.  T.  Hannah,  transferred. 

-A.  T.  HANNAH,  heretofore  Locomo- 
tive Foreman,  Prince  George,  B.C.,  has 
been  appointed  Locomotive  Foreman, 
Melville,  Sask. 

J.  A.  C.  KELMAN,  heretofore  circuit 
manager,  has  been  appointed  telegraph 
supervisor,  Central  and  Western  Divi- 
sions, vice  R.  M.  MacMillan,  promoted. 
Office,  Winnipeg. 

R.  M.  MacMILLAN,  heretofore  Tele- 
graph Traffic  Supervisor,  Central  and 
Western  Divisions,  has  been  appointed 
Divisional  Superintendent  of  Telegraphs, 
and  Superintendent  of  Time  Service,  Cen- 
tral Division,  with  jurisdiction  over  all 
matters  appertaining  to  construction  and 
maintenance  of  telegraph  and  telephone 
lines,  operation  of  railway  and  commer- 
cial telegraphs  and  of  time  service,  vice 


r^oo 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


June,  1920. 


F    T.  Caldwell.   reiiiirrc<l   to  enter  other 

Grr.t  Norlhcrn  Ky.— K.  A.  I.hYHEI.n. 

foniurlv  in  North.-rn  rniiftc  Ry.  »iTkico, 
ViU  ivrr  nn.l  in  military-  iicr\iri«  nvcr- 
p,  ily  in  Tncific  Gn-at  Enst- 

,  ,     hnK  hern  appointed  < "on- 

tf  ,  It   AkM-nt,  C.S'.R..  Vnnc.Hi 

^'(irraler   WinnipeR   Water  DiHtrict   Hy. 

J  H  XSIIDOWN.  one  of  the  roniniiH- 
^ioners  of  the  Greater  WinnipeR  ^J"''''' 
District,  is  artinK  »»  ehairman  of  the 
commission,  which.  amon>r  its  other  ac- 
tivities, owns  anil  operates  the  Greater 
Winnipeg  Water  District  Ry.,  the  form- 
er chairman.  R.  D.  WauKh.  havinR  Rone 
to  France  as  a  meml>or  of  the  Saar  Val- 
ley Commission,  appointed  by  the  allied 
powers-  his  position  heintr  Commissioner 
n  charge  of  finance  and   s"PPl'"u„pv 

KetUe  Vallev  Ky.— .1.  J.  WARREN, 
having  resigned  as  President,  has  been 
elected  Chairman  of  the  Board. 

D  C.  COLEMAN.  Vice  President. 
Western    Lines.    C.P.R..    Winnipeg,    has 


also  l>oen  elected  PreM.lent.  K.V.R..  suc- 
ceeding J.  J.  Warren,  resigned  on  ac- 
count of  pressure  of  other  business. 

Michigan  Central  Rd.— A.  .1.  MIT<  II 
ENER.  heretofore  General  Foreman,  pas-  • 
senger'  car  sh<ip.  St.  Thomas.  Ont.,  has 
in-en  appointed  Divisional  General  (  ar 
Foreman.  Canndn  Southern  Division,  vice 
E.  H.  Wood,  promoted.  Dflice,  St. 
Thomas,  Ont.  ... 

E.  H.  WOOD,  heretofore  Division  Gen- 
eral Car  Foreman.  Canada  Southern  Di- 
vision, St.  Thomas,  Ont.,  has  been  ap- 
pointed Master  Car  Builder.  Detroit, 
Slich.,  vice  J.  T.  Downs,  promoted. 

I'acific  Great  Eastern  Ry.— ROBERT 
WILSON.  Auditor,  has  been  acting  as 
General  Manager,  since  G.  E.  MacDon- 
ald's  resignation,  which  was  mentioned 
in  Canadian  Railway  and  Marine  World 
for  May. 

.  Rutland  Rd.— T.  M.  FALLOM  has  been 
appointed  City  Pa.'senger  Agent.  Mont- 
real. ,         ,  .   .    1 

S.  LEBORVEAU  has  been  appointed 
Canadian   Passenger  Agent,   Montreal. 


Canadian  National  Railways  Construction,  Better- 
ments, Etc. 


Sydney  Dr%  Dock  Spur.— We  were  of- 
ficially advised  May  7  that  construction 
would  start  in  the  near  future  on  the 
.spur  line  to  the  site  of  the  projected  dry 
dock  at  Sydney,  N.S.,  and  that  the  spur 
will  be  completed  in  the  autumn.  Ihe 
track  to  be  built,  including  the  main  spur 
and  sidings,  will  be  .5..300  ft.  The  siding 
is  to  be  built  on  the  usual  standard  sid- 
ing agreement  basis,  the  lesee  being  the 
Sydney    Foundry   &    Machine   Co. 

New  Glasgow  SUtion.— Tenders  were 
received  to  May  :U  for  the  extension  of 
and  alterations  to  New  Glasgow,  N.&., 
station.  „ 

Salt  Springs  SUtion.— Tenders  were 
received  to  May  24  for  the  erection  of  a 
frame  station  building  and  platforms  at 
Salt  Springs,  N.S. 

SU  John  Station  and  lards.— A  press 
report  states  that  the  St.  John.  N.B.. 
City  Council  has  been  advised  that  an  ap- 
propriation of  $1,000,000  has  been  made 
for  preliminary  work  on  the  new-  station 
and  extension  of  yards  at  St.  John,  N.B. 
The  station  plans  have  not  been  submit- 
ted, but  it  is  said  that  the  layout  will 
|)rovide  for  eight  new-  tracks  at  the  pres- 
ent grade,  and  a  viaduct  on  Mill  St.,  to 
carr>'  the  electric  railway  and  Keneral 
traffic  over  the  railway  approach.  The 
present  station  building  will  be  used  un- 
til the  new-  building  is  sufficiently  ad- 
vanced to  permit  the  old  one  to  be  taken 
down.  The  yards  are  to  be  considerably 
extended,  and  it  is  stated  a  large  area  of 
land  has  been  expropriated  for  the  pur- 
pose. 

Fredericton  ImprovemenU. — A  press 
report  states  that  C.N.R.  officials  dis- 
cus-scd  with  Fredericton,  N.B.,  city  offi- 
cials recently  plans  for  the  construction 
of  a  new  bridge  across  the  St.  John 
River,  a  new  location  of  the  tracks 
through  the  city  and  other  improve- 
ments. The  new  bridge  will,  it  is  said, 
be  about  .')0  ft.  south  of  the  present 
structure,  and  the  approach  w-ill  be  so 
arranged  as  to  permit  of  the  present  sta- 
tion being  used.  A  subway  will  be  pro- 
vided under  the  approach  near  the  junc- 
tion of  Queens  and  Brunswick  StreeU 
with  Waterloo  and  University  Ave.  It 
is  expected  that  work  on  the  bridge  will 
be  started  this  year,  and  that  it  will  be 
ready  for  use  by  the  end  of  192L     The 


estimated  cost  of  bridge  and  approaches 
is  said  to  be  approximately  $2,000,000. 

McGivney  Jet.  to  Fredericton,  N.B.— 
Tenders  were  received  up  to  May  2.'i  for 
grading  near  Taymouth,  mile  89.94  to 
92.80;  and  naer  Durham,  mile  95.32  to 
9G..5L  Taymouth  and  Durham  are  sta- 
tions about  four  miles  apart  on  the  old 
Canada  Eastern  Ry.,  running  from  New- 
castle to  Fredericton.  N.B.,  and  on  the 
Fredericton  side  of  McGivney  Jet.,  where 
the  National  Transcontinental  Ry- 
crosses.  The  section  of  line  from  Mc- 
Givney Jet.  to  Fredericton  is  being  im- 
proved in  order  to  carry  the  increasing 
through  traffic  from  the  N.  T.  Ry.  over 
the  St.  John  &  Quebec  Ry.  to  St.  John. 
Railway  Section  Dwellings.  —  Tenders 
were  received  to  May  26  for  the  erection 
of  railway  section  dwellings  at  the  fol- 
lowing points  on  the  National  Transcon- 
tinental Ry.  in  Quebec:— La  Tuque  Sub- 
division— Gouin,  Fitzpa trick.  Fitzpatrick 
Subdivision— Cressman.  Joybert,  Wey- 
mount,  Crespel,  Ferguson,  Casey.  Parent 
Subdivision— Greening,  Langdale,  Monet, 
Bolger.  Doucet  Subdivision  —  Doucet, 
Fisher,  Uniackc. 

Branch  Line  to  Oka,  Que.  —  Senator 
Bover  enquired  in  the  Senate  May  .t:— 
"D"id  anv  officials  of  the  Railways  De- 
partment or  of  the  Canadian  National 
Rys.  attend,  during  1919,  a  banquet  at 
the  Trappist  monastery  at  Oka  and  pro- 
mise that  a  branch  line  of  the  National 
Ry.  would  be  built  from  the  Freniere  sta- 
tion to  the  monastery?"  Sir  James 
Lougheed  answed:   "No." 

Ontario  District  Concrete  Work.— We 
are  officially  advised  that  the  following 
are  the  various  concrete  works  in  the 
Ontario  District  for  which  tenders  were 
invited  recently :— Pembroke  Subdivision 
—Abutments  and  pedestals,  mile  82.4. 
North  Bay  Subdivision— Two  10  x  l.'S  ft. 
f.  t.  culverts;  mile  100.9,  abutments  and 
pedestals.  Sudbury  Subdivision  —  Mile 
7.6.  10  x  \^  ft.  f.  t.  culverts;  mile  ll.'i.G, 
6x7  ft.  f.  t.  culverts;  mile  ISO..""),  two 
."i  X  1.")  ft.  f.  t.  culverts.  Ruel  Subdivi- 
sion—Mile 6.2.  .".  X  12  ft.  f.  t.  culvert; 
mile  94.7.  10  x  I."",  ft.  f.  t.  culvert;  mile 
126..'>,  two  8  X  12  ft.  f.  t.  culverts.  Long 
Lake  Subdivision— Mile  17.9,  4  x  12  ft.  f. 
t.  culvert;  mile  111.7.  abutments.  Nipi- 
gon    Subdivision— Mile   21.4,    abutments; 


mile  21.9,  10  x  !■''  ft.  f.  I.  culvert;  mile 
46.2,  two  r,  X  16  ft.  f.  t.  culverU;  mile 
I'JM,  abutments. 

Port  Arthur  SUtion. — Tenders  have 
bt-en  invited  for  the  construction  of  an 
express  building  at  Port  Arthur,  Ont.  A 
press  report  states  that  the  new  struc- 
ture will  probably  be  erecte<l  at  the  west 
end  of  the  station  and  that  it  will  be  80 
or  100  ft.  long. 

WeHtern  LincH  BuildinRH.  Etc.— Tend- 
ers were  received  to  May  2.'>  for  the  con- 
.struction  of  the  following  works: — 

Port  Arthur,  Ont.— Express  building; 
standard  7.5  ft.  ash  pit. 

Rainy  River,  Ont.— Standard  7o  ft. 
ash   pit. 

Winnipeg.— Office  extension  to  store 
building,  west  yard. 

Transcona,  Man.— Alterations  and  ad- 
ditions to  coach  paint  shop. 

Dauphin.  Man.— Turntable  foundation. 

Swan     River,    Man.— Standard    5-stall 

engine  house.  .  „r   #. 

Kamsack,  Sask  — Two  standard  75  ft. 

ash  pita;  turntable  foundation. 

Humboldt,  Sask.— Standard  75  ft.  ash 
pit;  turntable  foundation. 

Prince  Albert,  Sask.— Extension  to  sta- 
tion building;  3-stall  addition  to  engine 
house.  „       ,      .   _, 

North  Battleford,  Sask.— Standard  7» 
ft.  ash  pit.  ,        ,         .      •. 

Hanna,  Alta.— Standard  .o  ft.  ash  pit. 
Tenders  were  received  recently  for  the 
erection  of  225  track  miles  of  w-ire  fenc- 
ing; for  reinforced  concrete  culverts  near 
Winnipeg,  on  the  Regina,  Saskatoon  and 
Kindersley  Subdivisions,  Sask.,  and  on 
the  Hanna  Subdivision,  Alta.;  and  for 
the  construction  of  a  subway  at  Atha- 
basca St.,  Moose  Jaw-.  Sask. 

Lampman  Coal  Fields.— A  press  re- 
port states  that  it  is  expected  construc- 
tion will  be  started  at  an  early  date  on  a 
line  from  Lampman  coal  fields  just  across 
the  Saskatchewan-Manitoba  boundary. 

Bengough-Fife  Lake  Extension.  —  A 
press  report  states  that  it  is  expected 
to  build  about  12  miles  of  the  projected 
extension  of  the  Bengough  line  towards 
Fife  Lake,  Sask.,  this  year,  and  that  an 
engineering  party  was  in  the  field  all 
winter  making  surv-eys. 

Western  Lines  Construction.— Tenders 
will  be  received  to  June  1  for  grading  and 
culverts  on  the  following  lines:— Prince 
.Mbert,  Sask.,  northeasterly  extension; 
Tuurtleford  -  Meeting  Lake  extension, 
Sask.;  Mary-field,  Sask.,  extension;  Aca- 
dia Valley  extension,  .Mta. 

Pacific  Coast  Terminals. — A  press  re- 
port states  that  at  a  recent  conference 
of  representative  of  Vancouver  and  other 
points  with  the  Minister  of  Railways  re- 
garding the  Canadian  National  Rys.  ter- 
minals at  Vancouver,  the  Minister  stated 
that  it  was  intended  to  proceed  with  the 
plans  for  the  railway  terminals  at  a  cost 
of  several  million  dollars  and  that  the 
plans  had  been  under  consideration  for 
some  time.  It  is  said  that  in  connection 
with  the  carrying  out  of  the  plans  there 
will  be  a  revision  of  the  agreement  en- 
tered into  between  the  city  and  the  Can- 
adian Northern  Ry.     (May,  pg.  226. > 


Calgarv  C.P.R.  Employes  Local  Club. 
The  following  officers  were  elected  at 
the  annual  meeting.  May  11:  President, 
.\  P  Thompson;  Vice  President,  I.  Har- 
rison; General  Secretary.  V.  Cawley; 
Financial  Secretary.  H.  B.  Bridges;  Ath- 
letic Secretary,  J.  McRoberts;  Treasurer, 
G.  H.  Carter.  An  executive  committee 
of  the  different  departmenta  was  ap- 
pointed. 


June,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


301 


The  C.P.R.  Refused  Permission  to  build  to  Birch  Lake. 


The  C.P.R.  Co.  made  application  to 
the  Dominion  Parliament  recently  for  an 
act  to  authorize  a  number  of  branch  lines 
in  Saskatchewan  and  Alberta,  including 
one  from  a  point  on  the  Pheasant  Hills 
branch  at  or  near  Cory,  in  Tp.  36,  ranges 
5  or  6,  west  of  the  third  meridian,  north- 
westerly to  at  or  near  Birch  Lake  in  Tps. 
.51  and  52,  ranges  15  and  16,  west  of  the 
third   Meridian,   Saskatchewan. 

When  the  bill  came  before  the  House 
of    Commons    railway    committee,    April 
20,  the  Minister  of  Railways  announced 
that  the  Canadian  National  Railways  had 
completed  plans  for  a  line  over  the  same 
territory  as  that  proposed  to  be  served 
by  the  line  projected  by  the  C.P.R.  from 
Cory  to  Birch  Lake,  and  that  provision 
had  been  made  in  the  estimates  for  con- 
struction   to    be     started    this     summer. 
There  was,  according  to  reports   of  the 
discussion  in  the  committee,  no  doubt  as 
to  the  necessity  for  the  construction  of 
the  line  in  question,  and  both  the  Minis- 
ter of  Railways  and  D.  C.  Coleman,  Vice 
President  Western  Lines,  C.P.R.,  agreed 
that  there  was   not  room   for  two   lines 
through   the  territory.     It  therefore  be- 
came a  question  which  of  the  two  should 
be    authorized.     Hon.   George    Langley, 
Minister   of   Municipal    Affairs   for   Sas- 
katchewan,   made    a    strong   appeal   for 
granting  the  power  asked  for,  and  when 
the   matter   came   before    the   committee 
April  27  the  Minister  of  Railways  stated 
that  $100,000,  which  was  in  the  estimates 
for  this  year,  would  be  spent  in  grading 
on  the  line,  and  that  track  would  be  laid 
in   1921.     D.  B.  Hanna,  President  Cana- 
dian National  Rys.,  stated  that  the  con- 
struction   of   this    line   was    a    pre    war 
promise,    and    was    on    the    C.N.R.    pro- 
gramme long  before  the  C.P.R.  had  con- 
templated going  there.    The  C.N.R.  man- 
agement  was    strongly    opposed    to    any 
other  company  serving  the  territory  when 
all    plans    had     been     laid.      The    C.P.R. 
might  be  much  better  employed  attend- 
ing to  other  territories  where  a  govern- 
ment owned  road  was  not  contemplated. 
The  C.P.R.  had  waited  in  the  Drumheller 
district  until    the    C.N.R.  had  developed 
the   area,  and   then  wanted  to  reap   the 
fruits  of  another  company's  labor.s.     D. 
C.  Coleman  is  reported  to  have  said  that 
the  C.P.R.  would  have  gone  ahead  with 
work  on  this  line  last  year  but  for  the 
serious  labor  troubles  in  Winnipeg.    The 
company  proposed  to  go  ahead  with  all 
lines   for  which   powers   were   asked,   as 
fast  as  possible.    After  a  lengthened  dis- 
cussion the  committee,  by  a  vote  of  40 
to  29,  struck  the  section  out  of  the  bill. 
On  returning  to  Winnipeg  from  Otta- 
wa, after  the  House  of  Commons  railway 
committee  had  refused  to  pass  a  portion 
of  the  C.P.R.'s  bill  to  authorize  it  to  build 
certain  branch  lines,  D.  C.  Coleman,  Vice 
President  Western  Lines,  is  reported  to 
have  said:  "The  news  dispatches  sent  out 
from  Ottawa  at  the  suggestion  of  inter- 
ested parties  gave  an  altogether  WTong 
impression  as  to  the  issues  involved.  The 
C.P.R.  asked  for  the  right  to  build  a  rail- 
way from   Saskatoon  to   Birch   Lake,   in 
northern   Saskatchewan.     There   was   no 
request   for   a    subsidy    or   assistance   of 
any  kind.     All  that  we  desired  was  the 
charter  to  construct.     This  proposed  line 
does   not   parallel   any   existing   lines   of 
the  Canadian  National  Rys.    It  does  not 
parallel  any  proposed  lines  of  the  Cana- 
dian   National    Rys.   for   which   it   holds 
charters.     It   crosses   the   two   lines   the 
Canadian   National   had   constructed   and 


the  one  line  for  which  it  holds  a  charter 
at  almost  right  angles.  However,  it  ap- 
parently did  conflict  with  plans  of  future 
construction  which  Canadian  National 
officers  had  been  thinking  about,  but  as 
they  had  made  no  announcement  what- 
ever previous  to  the  application,  the 
settlers  who  were  asking  for  our  line  and 
the  C.P.R.  may  be  pardoned  for  assum- 
ing that  these  plans  were  hastily  con- 
ceived, after  it  was  announced  that  the 
C.P.R.  proposed  to  go  into  the  territory. 
"It  was  argued  that  as  the  Canadian 
National  had  been  operating  the  only 
lines  north  of  the  North  Saskatchewan 
River  in  Saskatchewan  all  the  country 
north  of  the  river  should  be  regarded  as 
Canadian  National  territory,  and  that  the 
competing  railway  should  not  be  allowed 
to  build  in,  even  though  it  was  estab- 
lished that  the  Canadian  National  had 
left  large  tracts  of  country  altogether  un- 
served and  neglected.  The  C.P.R.  will 
not  voluntarily  subscribe  to  any  princi- 
ple of  division  of  territory.  The  Cana- 
dian National  Rys.  has  every  right  to 
built  into  territory  in  southern  Saskatch- 
ewan and  southern  Alberta,  which  has  in 
the  past  been  exclusively  served  by  the 
C.P.R.,  and  as  a  matter  of  fact  has  been 
and  is  now  exercising  that  right.  We 
do  not  ask,  and  will  not  ask,  for  author- 
ity to  consti'uct  lines  paralleling  other 
railway  lines,  but  we  do  claim  that  in 
ordinai-y  fairness  we  should  be  allowed 
to  build  into  the  territory  north  of  our 
existing  lines,  providing  that  it  can  be 
established  that  such  lines  are  necessary 
to  provide  service  to  settlers  and  to  pro- 
mote further  settlement  and  development. 
"The  C.P.R.  is  willing  to  provide  the 
capital  to  construct  such  branch  lines,  is 
quite  content  that  there  should  be  every 
protection  against  wasteful  parallel  con- 
struction, and  submits  that  it  is  not  fair 
and  not  reasonable  to  deny  it  the  right 
to  build  merely  because  the  officers  of  a 
competing  railway  feel  that  at  some  fu- 
ture time,  when  the  financial 'condition  of 
the  country  justifies  it,  they  may  desire 
to  build  lines  with  which  the  C.P.R.  con- 
struction plans  might  possibly  conflict. 
The  construction  policy  of  both  com- 
panies should  be  to  promote  production, 
to  increase  the  population  and  to  avoid 
waste  and  the  C.P.R.  is  willing  that  its 
programme  should  at  all  times  conform 
to  such  a  policy." 


Timiskaming  &  Northern  Ontario 
Railway  Commission  Estimates. 

Further  supplementary  estimates_  for 
the  year  ending  Oct.  31,  1920,  submitted 
to  the  Ontario  Legislature  recently,  con- 
tained the  following  items: — 

General  surveys  and   investigations    (re- 

votc)    $25,000.00 

ChanKe  of   line  for  reduction  of  grade 

and    cuo'ature    (re-vote)    10.000.00 

Widening   cuts   and    fills    10,000.00 

Additional  weight  of  rail  and  improved 

fastenings    _ 45,000.00 

Additional       track       material     (re-vote 

$12,000)    100,000.00 

Replacing    timber    bridges    and   culverts 

(re-vote  $31,008.52)    75.000.00 

Public  and  private  road  crossings  (re- 
vote    $2,800)    3,000.00 

Additional    yard     tracks    (re-vote    $20,- 

523.87)   40,000.00 

New    sidings   and    spur   tracks    (re.^ote 

$34,500)    60,000.00 

Roadway    machinery   and   tools    (re-vote 

$3,000) 10.000.00 

Fencing    right   of   way    (re-vote)    25,073.05 

North  Bay  maintenance  of  way,  general 
repair  and  carpenter  shops  (re-vote 
$2,000)   6,000.00 

Employes'       dwellings        (re-vote      $13,- 

435.02)     20.000.00 


Cochrane — Baggage  and  express  build- 
ings,   platforms,    etc.     (re-vote    $10,- 

440.05)    15,600.00 

Heating,  plumbing  and  electric  lighting 
in  existing  dwellings  and  stations  (re- 
vote   $3,500)    9.200.00 

North    Bay    extensions    and    alterations. 

stores,    buildings    35,000.00 

North  Bay — Freight  car  repair  shed  (re- 
vote   10.000.00 

New    Liskeard— Freight   shed    20,000.00 

Swastika — Completion    station     4,000.00 

Dane — Extension    station    1,000.00 

Elk  Lake,  Timmins,  Iroquois  Falls — Ice 

houses    5,000.00 

Station  buildings  to  provide  accommoda- 
tion at  settlements  without  such  fa- 
cilities          4  500.00 

Water  stations,  additions  and  improve- 
ments   (re-vote)    20,000.00 

Improvements — Station   grounds   2,000.00 

Fire    protection-    Iroquois    Falls    4,000.00 

North  Bay  and  Englehart  coaling  plants 

(re-vote    $30,000)     60,000.00 

North    Bay— Shop    tools    45.000.00 

Live  Stock  pens — locations  not  specified      2,500.00 

Snow     fences     3,500.00 

Additional     telephone     circuits    between 

North    Bay   and    New    Liskeard    20,000.00 

Renewing  telegraph  and  telephone  pole 
line   etiuipment  and  stringing   circuit, 

Matheson   to   Porquis   Junction   5,000.00 

Five  metallic  telephone  circuits — Swas- 
tika   to    Kirkland    Lake   2.600.00 

Telephone  line— Cobalt  to  Pomuis  Jet....    25.834.60 

Additional   locomotives   225,000.00 

Locomotives — Superheaters,    coal    boxes, 

etc.     (re-vote    $25,000)     69,500.00 

Passenger  train  caiB — betterments  (re- 
vote    $600)    5,000.00 

Freight  train   cars,   betterments   10,000.00 

Work  equipment — additional  and  better- 
ments   (re-vote)    14,500.00 

Nipissing  Central  Ry. — Car  bam  en- 
largement    (re-vote)     2,000.00 

Nipissing  Central  Ry. — Haileybury  har- 
bor,    increased    facilities(     re-vote) 8,165.18 

$1,057,772.83 


Canadian  Railway  Club's  Officers, 

Etc. 

The  Canadian  Railway  Club,  at  its  an- 
nual meeting  in  Montreal,  May  13,  elect- 
ed the  following  officers: — 

President — W.  H.  Winterrowd,  Chief 
Mechanical  Engineer,  C.P.R.,  Montreal. 
First  Vice  President — C.  H.  N.  Connell, 
District  Engineer,  Canadian  National 
Rys.,  Quebec,  Que.  Second  Vice  Presi- 
dent, W.  H.  Sample,  General  Superin- 
tendent Motive  Power  and  Car  Depart- 
ments, G.T.R.,  Montreal.  Executive  Com- 
mittee— A.  Crumpton,  Valuation  Engi- 
neer, G.T.R.;  E.  R.  Battley,  Superintend- 
ent Motive  Power,  Eastern  Lines,  G.T.R.; 
R.  A.  Pyne,  Superintendent  Motive  Pow- 
er, C.P.R.;  H.  R.  Naylor,  Assistant  Works 
Manager,  Angus  Shops,  C.P.R.;  B.  F. 
Shortley,  Superintendent  Terminals,  Ca- 
nadian National  Rys.;  C.  P.  Price,  Elec- 
trical Superintendent  Canadian  National 
Rys.,  Montreal. 

Secretary — W.  A.  Booth,  Engineer  Lo- 
comotive Construction,  G.T.R.,  Montreal. 
Treasurer — E.  E.  Lloyd,  Auditor  of  Dis- 
bursements,  C.P.R.,   Montreal. 


Indian  Aerial  Tramway.s. — Projects  for 
the  construction  of  aerial  tramways  of 
ropeways,  for  public  traffic  in  India,  are 
under  consideration  by  the  Government 
Railways  Board.  In  the  board's  report 
for  1919  it  is  stated  that  this  system  of 
transportation  is  well  established  in  In- 
dia, for  mining  and  other  private  indus- 
trial enterprises,  but  has  not  been  used 
for  public  service.  It  is  considered  that 
experience  in  other  countries  has  proved 
this  system  suitable  for  the  opening  up 
of  mountainous  districts,  where  the  cost 
of  railways  and  roads  would  be  prohibi- 
tive, and  there  is  a  wide  field  for  its  em- 
ployment for  this  purpose  in  India.  As 
there  is  difficulty  in  securing  engineers, 
with  experience  in  this  line  of  work,  the 
board  is  arranging  to  have  an  officer 
trained  specially  in  aerial  tramway  con- 
struction. 


ao-j 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


June.  1920. 


Freijjfht  and  PassenK^er  Traffic  Notes. 


The  R«'id  Newfoundland  Co.'ii  regular 
tri- weekly  train  stervico  between  St. 
.lohii'.'*  and  Tort  Aux  Baxqueii,  Ntld.,  is 
repcirto<l  to  have  beon   rrnumrd   May   I'J. 

I:,  pn  .•  !i!at;\r-  (if  Kcvon  railwny  com- 
I  •  -s  on  thi-  HritiHh  Col- 

1  .  irpii'scntntivo  of  ihi- 
l;  :  I  li'ctrir  Ky..  formintr  u 
»ui  iii.uiitUt-  t'f  the  Railway  Associn- 
ti'iii  I'f  Canada,  met  in  Vancouver,  U.C, 
May  U.  with  F.  W.  IVters,  C.V.R..  as 
chairniun. 

The  Minister  of  Railways  stated  in  the 
House  of  Commons  recently  that  there 
was  no  truth  whatever  in  the  report  that 
train  service  on  the  Hudson  Kay  Ky.  from 
I'as,  Man.,  was  to  he  discontinued,  .\hout 
1^14  miles  of  the  line  had  been  in  opera- 
tion up  to  that  time  ami  it  was  intended 
to  operate  trains  on  this  mileaKc  the 
same  as  last  year. 

The  Edmonton,  Dunvepan  &  British 
Columbia  Ry.  Co.  is  reported  to  have  ap- 
plied to  the  Board  of  Railway  Commis- 
sioners for  authority  to  increase  its  pas- 
senger and  freijrht  rates.  It  is  asked 
that  the  railway  be  treated  as  a  coloni- 
zation railway;  and  that  the  rates  be 
fixed  sufficiently  high  to  enable  opera- 
tion and  fixed  charges  to  be  met.  It  is 
stated  that  the  increase  asked  is  to  be 
temporary,  and  that  rates  will  be  lower- 
ed from  time  to  time  as  traffic  increases. 

The  C.P.R.  will  operate  three  throuKh 
trains  between  Quebec  ond  Montreal  in 
each  direction,  bepinninp  June  6,  the  new 
trains  being  known  as  the  Frontenac 
Limited  and  the  Viper  Limited,  and  will 
run  daily  during  the  summer  season, 
while  the  third  train  will  be  run  on  week 
days  only.  Trains  will  leave  Palais  sta- 
tion, Quebec,  at  7..S0  a.m.,  except  Sunday, 

2  p.m.  daily,  and  10.4.5  p.m.  daily,  and 
will  leave  .Montreal  at  7.50  a.m.,  except 
Sunday;  4.10  p.m.,  daily;  and  10.45  p.m. 
daily. 

The  Canadian  National  Rys.  put  in 
operation  on  May  .3  the  summer  schedule 
for  the  operation  of  traffic  via  the  car 
ferry  between  New  Brunswick  and 
Prince  Edward  Island.  The  car  ferrj- 
leaves  Borden,  P.E.I.,  at  9..'?0  a.m.,  and 
5.05  p.m.  daily  except  Sundays,  reaching 
Tormentinc,  N.B.,  at  10.20  a.m.  and  6 
p.m.  The  ferry  leaves  Tormentine  at  '.i 
p.m.,  and  7.40  p.m.,  arriving  at  Borden 
at  :{.50  p.m.  and  8..'!0,  thus  making  two 
round  trips  a  day.  Trains  leaving  St. 
John,  N.B.,  at  7.10  a.m.  and  1.15  a.m. 
connect  at  Sackville  at  12.28  p.m.  and 
5.50  p.m.  with  trains  for  Tormentine,  as 
also  do  the  9.25  a.m.  and  7  p.m.  trains 
from  Montreal.  The  ferrj-  train  from 
Tormentine  connects  at  Sackville  with 
trains  for  .Moncton,  St.  John  and  Mont- 
real. Trains  are  also  run  on  Prince  Ed- 
ward Island  in  connection  with  the  ferry 
sers'ice. 

The  Quebec  Court  of  King's  Bench,  sit- 
ting at  Montreal,  delivered  judgment 
April  26,  in  an  appeal  of  the  G.T.R. 
against  a  decision  of  the  Superior  Court 
giving  the  Central  Fruit  Auction  Co. 
$5,150.21  said  to  be  due  under  certain 
traffic  arrangements  and  a  lease  of  cer- 
tain O.T.R.  premises  in  Montreal,  and 
ordering  the  G.T.R.  to  execute  a  draft 
agreement,  embodying  the  verbal  under- 
standing arrived  at.  The  G.T.R.  appeal- 
efl  against  the  decision  on  the  ground 
that  the  employes  who  were  alleged  to 
have  made  the  agreement  had  no  author- 
ity to  conclude  any  agreement,  and  were 
merely  negotiating  an  agreement  which 


had  to  he  acrepte<l  and  executeil  before 
it  became  binding;  that  the  draft  agree- 
ment had  been  rejected  by  the  company's 
executive  officers,  and  that  therefore  there 
was  no  contract  or  agreement.  The  Su- 
perior Court  found  that  the  G.T.R.  hav- 
ing acteii  on  the  verbal  understonding 
arrived  at  and  set  forth  in  the  draft 
agreement  constituted  an  adoption  and 
notification.  The  King's  Bench  Court,  of- 
ter  hearing  arguments,  held  that  there 
had  not  been  a  ratification  or  adoption 
of  the  verbal  understanding  by  the  G.T. 
R.  that  would  bind  it  to  a  10  years  con- 
tract, and  that  the  G.T.R.  was  justified 
in  putting  an  end  to  the  payment  of  any 
allowance  for  train  trock  traffic.  The 
G.T.R.  gave  notice,  Aug.  ."W,  llilG,  that 
the  payment  would  cease  from  and  after 
Oct.  1  of  this  year,  and  tendered  an 
amount  up  to  that  date.  The  G.T.R.'s 
appeal  was  maintained,  the  Superior 
Court's  judgment  was  reversed,  and  the 
amount  of  the  tender  was  declared  to  be 
sufficient. 


Railway   and   Steam.ship  Terminal 
for  Svdnev.  N.S. 


Canadian  Railway  and  Marine  World 
for  May  contained  on  pg.  232  some  in- 
formation in  regard  to  work  to  be  done 
by  the  Dominion  Public  Works  Depart- 
ment at  Sydney,  N.S.  We  have  since 
been  favored  by  the  department  with  the 
following  information: — The  proposed 
work  will  be  situated  near  the  old  rail- 
way pier,  at  Barrack  Point.  The  wharf 
will  be  540  x  74  ft.,  with  a  berth  on  each 
side  .30  ft.  deep  at  low  tide,  and  100  ft. 
wide  by  350  ft.  long.  There  will  also  be 
a  berth  on  each  side,  at  the  inner  end, 
20  ft.  deep  at  low  tide  and  100  ft.  wide 
by  150  ft.  long.  The  wharf  shed  will  be 
450  X  40  ft.,  with  a  4  ft.  platform  on 
each  side  at  the  same  level  as  the  freight 
car  floor.  There  will  be  a  railway  track 
on  each  side  of  the  wharf,  with  .3  ft. 
clear  way  between  a  box  car  and  the  out- 
side edge.  The  wharf  will  consist  of  13 
concrete  cribs.  Tilled  in  with  earth,  and 
the  approach  from  the  shore  will  be  an 
earth  embankment  74  ft.  wide.  Two  rail- 
way tracks  will  extend  out  over  the  em- 
bankment to  each  side  of  the  wharf,  and 
a  wagon  road  will  lead  from  the  wharf 
along  the  shore  to  George  St.  There  will 
he  a  connection  with  the  city  water  sup- 
ply and  a  hydrant  at  the  end  of  wharf. 


Eleclric   Railways   Tran.sferred    (o 
Canadian  National  Railways. 

Hon.  J.  A.  Calder  gave  the  following 
information  in  the  House  of  Commons 
recently,   in   answer   to  questions: — 

The  actual  paid  up  capital  of  the  To- 
ronto Eastern  Ry.,  on  Sept.  27,  1918,  was 
$250,000.00.  The  provisional  officers 
were:  President,  W.  H.  Moore;  Vice  Pre- 
sident, .\.  J.  Mitchell;  other  directors: 
R.  G.  O.  Thomp.son,  H.  S.  Gausby,  an.l 
E.  R.  Gossett.  .As  the  railway  was  not 
in  operation  there  was  no  general  man- 
ager. As  the  Canadian  Northern  Ry. 
acquired  all  the  company's  asset.s,  by  as- 
suming the  cost  of  construction,  there 
was  no  actual  cash  transaction  between 
the  companies. 

The  actual  paid  up  capital  of  the  To- 
ronto Suburban  Ry.,  on  Sept.  27,  1918, 
was  $1,500,000.00.  The  officers  were:— 
President.  Sir  Wni.  Mackenzie;  other  di- 
rector.':  L.  W.   Mitchell,   F.   H.  Phippen, 


and  G.  C.  Koyce;  (ieneral  Manager,  G.  C. 
Royce.  An  the  Canadian  Northern  Ry. 
acquired  all  the  company's  asnetx,  by 
assuming  its  liabilities,  there  was  no  ac- 
tual raiih  transaction  between  the  com- 
panies. 


I'nited  States  Railway  Notes. 

The  .American  Railroad  AssiKiation's 
Committee  on  car  service  reporte<l  Slay 
13  that  '235,000  freight  cars  were  tied  up 
or  delayed  in  transit,  of  which  85,000 
were  at  junction  points,  with  no  labor 
to  transfer  them. 

The  U.S.  Senate  Interstate  Commerce 
Committee  agreed,  on  May  12,  on  legis- 
lation designed  to  aid  railways  and  ship- 
pers in  the  car  shortage  situation,  by 
extending  the  $300,000,000  revolving  fund 
from  5  to  15  years  and  also  by  amending 
the  law  in  other  respects. 

W.  D.  Hines.  ex  Director  General  of 
Railways,  U.S.  Railroad  Administration, 
has  been  designated  by  President  Wil- 
son, as  U.S.  representative  in  Europe,  to 
enforce  the  terms  of  the  peace  treaty,  re- 
lating to  waterways  of  various  signatory 
countries. 


Canadian  National  Railways 
Earnings. 


1920  1»1« 

Janaary    _ t  7.72«,682  t  «,7g7.617 

February    - _ 6.518.059  6.2U.S61 

.March   .   .   .„ 7.781.82*  7.1M.CU 

April    .    .   _ _ 8.207.478  6.»S«.6S5 


$29.7S2.42S       $27,149,750 

Approximate   eaminirs    for   3    wveks    ended    May 

21.   $.S.91S.971.   aKainst  t5.405.541    for  same  period 

1919. 

Canadian  Northern  Railway  System. 

1920  ltl9 

January  $4,200,700  »4,02«.000 

?'obniary S.8«2.30O  S,SU,800 

.March    4.587.70O  S.554.S50 


?i:.6:.0.T00        $10,944,150 


Canadian  Pacific  Railway  Earn- 
ings, Expenses,  Etc. 


Gross  eaminpn.  workinir  expenses,  net  eaminss. 
and  Increases  or  decrvases.  from  Jan.  1,  1920. 
compared   with    those   of    1919 : 

Increases  or 

Gmss  Expenses  Net        deemses 

Jan...     $18,914,569    $13,828,628     8585.941    •$9*7.571 

Feb...        18.557.104      12.843.231       713.87S     •267.242 

.Mar...       10.71.S.937       13.Tri8.17S    1.9.17.764      418.721 

$43.187.SI0  $39,930,032  $3,2.17.578  •$816,092 

Inc.  6.720.933       7..1S7.025        _ 

Deer $816,092        

Approximate  eaminirs  for  April.  $15,586,000. 
nnd  for  two  weeks  ended  May  14.  $7,096,000. 
asainst  $12.7SD.000  and  $5,815,000  for  same  per- 
iod  1919. 


Grand  Trunk  Railway  Earnings, 
E.xpenses,  Etc. 


Gross  caminKs.  workina  expenses,  net  earnings, 
and  Increases  or  decreases,  from  Jan.  1.  1920. 
compared  with  those  of  1919: 

Gross  Expenocs        Deficit        Ineraaa* 

Jan.    $    6.054.034  $    5.867.445  $    81S.4U  8      97.408 
Feb.  4.6«0.8,11  .'..1^9.742         49S.9I1  1SS.9R7 

Mar.  5.756.372         5.491.293         265.079         575.21S 

$15,471,237  $16.51S.4S0  $1,047.24.'.  $    S61.603 

Incr...         1. 467.387        2.S2S.99S         861.608         

Approximate  eaminss  for  April,  $5,478,080.  and 
for  three  wo'ks  ended  May  21.  $4,625,569.  against 
$.->.. 1.'>7..'>37.    nnd    $4,413,626    for   same    periods    1919. 


Sir  Donald  Mann  Had  No  Private  Car. 

P.  F.  Cflsgrain,  M.P.  for  Chorlevoix- 
Montmorcncy,  Que.,  asked  in  the  House 
of  Commons  recently :—"l.  Did  Sir  Don- 
ald Mann  have  a  private  car?  2.  If  so, 
was  it  taken  over  by  the  government 
when  it  bought  the  Canadian  Northern 
Ry.  7  .'?.  If  not,  why  ?"  The  Minister  of 
Railways  answered  the  first  question, 
"No." 


June,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


303 


CanadianRailway 
MaririeWbrld 


Canadian  National  Railways  Re- 
ceipts and  Expenditures. 


Devoted  to  Steam  and  Electric  Railway. 
Marine,    Shipbuilding   and    Railway.    Harbor  and 

Canal  Contractors'    Interests. 
Official   Organ   of   various   Canadian   Transporta- 
tion Associations. 
Published  on  the  first  of  each  month. 


AUBREY    ACTON    BURROWS. 
Business  Manager. 


Assistant  Editors. 
John  Keir  and  Donald  F.  Ke 


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Member  of 
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Canadian    National    Newspapers 

and   Periodicals   Association. 
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ADVERTISING   COPY   must   reach   the   publishers 
by   the    10th   of   the   month   preceding    the   date   of 
the  issue  in  which   it  is  to  appear. 

TORONTO.     CANADA.     JUNE.     1920. 

PRINCIPAL  CO.NTENTS. 

Appointments.    Transportation    299 

Birthdays   of  Transportation   Men   288 

Board   of   Railway   Commissioners. —         • 

Orders   by.  Summaries  of 304 

Traffic     orders     30.T 

Canadian    National     Rys.,    Construction,    etc...  300 

Canadian    Pacific    Ry..    Annual    Meeting    283 

Birch    Lake    Extension    301 

Construction,     etc 291 

Track    Section    Prize    Competition    807 

Electric   Railway   Department   309  to  319 

British    Columbia    Electric    Ry.    Returned   to 

Provincial    Jurisdiction    816 

Finance.    Meetings,    etc 317 

Hydro    Electric    Power    Commission    of    On- 
tario's   Proposed    Railways    319, 

London   St.    Ry.    Fares   and   Wages   315 

Projects.    Construction,    etc 316 

Rate    Increases.    Passenger    315 

Tramway    Operation.    Engineering   Features 

of    , 309 

Wages.    Working    Conditions,    etc 318 

Wind.«or.    Essex    *    Lake    Shore    Rapid    Ry., 

Proposed    Acquisition    of    3H 

Express    Companies.    Among   the    307 

Freight    and    Passenger    Traffic    Notes    302 

Crain    in    Store   at   Terminal    Elecators   306 

Grand   Trunk    Ry..    Construction,    etc 292 

Managing    Committee    289 

Marine   Department   320   to    336 

Canadian    Government    Merchant   Marine. — 

Report    320 

Shipbuilding.    Operation,    etc 323 

Canadian     Pacific     Ocean     Services,     Pacific 

Service    821 

Harbor.    River   and    Drydock    Estimates    336 

Magdalen    Islands    Communication    327 

Mariners.    Notices    to    335 

Mariners.    Sick    and    Distressed,    Legislation 

Respecting    326 

Pilotage    Act    Amended    322 

Pilotage    Situation   in    British    Columbia    328 

Shipbuilding    in    Canada    329 

Mainly    About   Railway   People  295 

Railway   Cars.    Canadian,   in   U.S _ 290 

Railway    Development    „ 297 

Railway    Earnings    802 

Railway    Finance.    Meetings,    etc 294 

Railway    Rates    for    Mails    281 

Railway    Rolling   Stock    Orders   and   Deliveries  293 

Telegraph.   Telephone  and   Cable  Matters   308 

Telegraph.    Wireless,    for    British    Empire 308 

Valve    Motion.    Discussion    on    285 


Sir  James  Loujrheed  gave  the  following 
information  in  the  Senate  May  7,  in  an- 
swer to  questions  by  Senator  McSweeney. 
The  receipts  of  the  Intercolonial  Ry.  for 
the  year  ended  Mar.  31,  1920,  were  $28,- 
104,733.66,  and  the  operating-  expenses 
were    $30,908,505.18. 

The  receipts  of  the  National  Trans- 
continental Ry.  between  Moncton  and 
Winnipeg  for  the  year  ended  Mar.  31, 
1920,  were  $11,592,718.72,  and  the  oper- 
ating e.xpenses   were   $14,584,250.06. 

The  receipts  of  the  Canadian  Northern 
Ry.  System  for  the  year  ended  Mar.  31, 
1920,  were  $53,562,177.57,  and  the  oper- 
ating e.xpenses  were   $60,034,023.92. 

The  receipts  of  the  Grand  Trunk  Pa- 
cific Ry.,  now  in  the  hands  of  a  receiver, 
were,  for  the  calendar  year  1919,  $12,- 
251,462.13,  and  the  operating  expenses 
were  $17,587,567.37.  The  figures  from 
Jan.  to  Mar.,  1920,  had  not  been  ascer- 
tained up  to  May  7. 


Grand  Trunk  Railway  Acquisition 
Act  Passed. 

Assent  was  given  in  the  Senate,  May 
11,  to  a  number  of  acts  passed  by  the 
Dominion  Parliament,  including  the  one 
for  the  confirmation  of  an  agreement 
dated  Mar.  8,  1920,  for  the  acquisition 
by  the  Dominion  Government  of  the  G. 
T.R.  capital  stock,  excepting  the  4% 
guaranteed  stock.  The  act  consists  of 
two  sections,  the  first  correcting  in  two 
details  the  agreement,  and  the  second 
ratifying  and  confirming  the  agreement 
as  so  amended,  and  a  schedule  contain- 
ing the  agreement.  The  two  sections 
were  given  in  full  in  Canadian  Railway 
and  Marine  World  for  May,  pg.  251.  The 
bill  passed  its  final  stage  in  the  Senate 
May  7,  there  being  only  a  formal  dis- 
cussion with  reference  to  undisclosed 
claims  and  the  position  of  employes  who 
went  on  strike  in  1910  with  regard  to 
the  Pension  fund. 


D.  B. 


Hanna  Sues  F.  S. 
Slander. 


Cahill  for 


A  civil  action  in  which  D.  B.  Hanna, 
President  Canadian  National  Rys.,  asks 
for  $50,000  for  slander,  alleged  to  have 
been  contained  in  the  remarks  of  F.  S. 
Cahill,  M.P.,  before  the  Reform  Club  of 
Montreal,  in  April,  has  been  commenced, 
and  Mr.  Cahill  has  been  served  with  no- 
tice of  the  suit. 

The  statement  of  claim  in  connection 
with  the  action  has  arrived  in  the  city. 
It  sets  forth  that,  by  the  remarks  of  Mr. 
Cahill,  it  was  indicated  that  Mr.  Hanna 
had  acted  in  a  fraudulent  manner  and  in 
violation  of  his  mandate  and  duty  to  the 
public  and  Dominion  of  Canada.  It  also 
sets  forth  that  the  remarks  of  Mr.  Cahill 
were  false,  malicious  and  defamatory, 
and  constituted  a  slander  of  the  most 
damaging  character,  reflecting  on  Mr. 
Hanna's  character  and  integrity  and  sub- 
jecting him  to  the  loss  of  public  confi- 
dence. Mr.  Hanna's  claim  is  for  $50,000 
and  interest  and  costs  of  the  action,  and 
he  asks  that,  in  default  of  payment,  Mr. 
Cahill  be  subjected  to  coercive  imprison- 
ment. 

The  statement  of  claim  is  a  bulky  doc- 
ument, and  contains  reports  of  Mr.  Ca- 
hill's  remarks  in  several  daily  papers, 
which  assert  that  Mr.  Cahill  said  that 
Mr.  Hanna  was  putting  the  Canadian  Na- 
tional Rys.  into  the  hands  of  Sir  Wil- 
liam   Mackenzie   and    Sir    Donald    Mann, 


that  Sir  William  and  Sir  Donald  were 
selling  coal,  ties  and  other  supplies  to 
the  C.N.R.  and  that  the  government  had 
been  "stung"  for  $140,000,000  in  connec- 
tion with  the  Canadian  National  Rys. 
The  statement  of  claim  says:  "The  said 
charges  imply  a  dereliction  of  duty  on 
the  part  of  the  plaintiff  as  director  and 
President  of  the  C.N.R.,  and  as  operat- 
ing and  managing  the  Canadian  National 
Rys." 

Bisaillon  &  Beique,  Montreal,  are  act- 
ing for  Mr.  Hanna. 


Mechanical  Conventions  at  Atlantic 
City. 


The  annual  meeting  of  American  Rail- 
road -Association,  Section  3  , Mechanical, 
formerly  American  Railway  Master  Me- 
chanics Association  and  Master  Car 
Builders  Association,  will  be  held  at  At- 
lantic City.  N.J.,  June  9  to  16,  both  in- 
clusive. The  reports  of  committees  in- 
vestigating locomotive  matters  will  be 
received  and  discussed  on  June  9  to  11, 
both  inclusive,  and  reports  of  commit- 
tees investigating  car  matters  will  be  re- 
ceived and  discussed  on  June  14  to  16, 
both    inclusive. 

W.  H.  Winterrowd,  Chief  Mechanical 
Engineer  C.P.R.,  Montreal,  will  read  a 
paper  on  June  10,  on  snow  fighting  ap- 
paratus. 

The  general  committee  for  the  conven- 
tion includes  J.  Coleman,  Assistant  to 
General  Superintendent,  Motive  Power 
and  Car  Department,  G.T.R.,  Montreal, 
who  is  Vice  Chairman,  and  W.  H.  Win- 
terrowd, Chief  Mechanical  Engineer,  C. 
P.R.,  Montreal.  Mr.  Coleman,  whose 
term  of  office  expires  June,  1920,  has 
been  re-nominated  to  serve  until  June, 
1922.  The  election  will  take  place  on 
June   14. 

The  following  oflicials  of  Canadian 
railways,  and  their  subsidiaries  are  mem- 
bers of  the  committees  named: — 

I.  N.  Clark,  Master  Car  Builder  G.T.R., 
revision  of  passenger  car  rules  of  inter- 
change. 

J.  Coleman,  Assistant  General  Super- 
intendent Motive  Power  and  Car  Depart- 
ment, G.T.R.,  arbitration,  arrangements, 
car  construction. 

W.  H.  Flynn,  Superintendent  Motive 
Power  Michigan  Central  Rd.,  fuel  econ- 
omy and  smoke  prevention. 

A.  R.  Kipp,  Mechanical  Superintend- 
ent, Minneapolis,  St.  Paul  &  Sault  Ste. 
Marie  Ry.,  standards  and  recommended 
practice. 

E.  J.  Robertson,  Superintendent  Car 
Department,  Minneapolis,  St.  Paul  & 
Sault  Ste.  Marie  Ry.,  loading  rules. 

W.  J.  Robider,  General  Master  Car 
Builder,  C.P.R.,  car  construction,  repair 
shop  layouts. 

W.  H.  Winterrowd,  Chief  Mechanical 
Engineer,  C.P.R.,  car  wheels. 


Canadian  Northern  Railway  Indebted- 
ness.— The  Minister  of  Immigration 
stated  in  the  House  of  Commons  recent- 
ly, in  answer  to  a  question,  that  the  to- 
tal indebtedness  of  the  Canadian  North- 
ern Ry.  as  of  Dec.  31,  1919,  including 
funded  debt,  equipment  securities,  land 
securities,  advances  made  by  the  Domin- 
ion Government,  and  all  other  liabilities 
outstanding,   was    $566,097,468.10. 

Standard  time  on  C.P.R.— The  C.P.R. 
has  not  made  any  change  in  its  standard 
of  time,  either  on  the  road  or  in  its  gen- 
eral or  subordinate  offices,  in  connection 
with  daylight  saving.  Clocks  in  all  the 
Company's  offices  and  buildings  remain 
at  standard  time  and  trains  are  being 
operated    by   this    time. 


304 


June.   1920. 


Orders  by  Board  of  Railway  Commissioners  for  Canada. 


fllnl     Ihr     r"I>"      h"'--     »      r,.ntinil,M..      rr<-..r,|     ..f      llir 

lluanl'*  prvcv^invB.  No  oth«r  p«D«r  hfti  <lunr 
tMn 

ImportAnl  trmffle  oMm  maifi*  by  thr  lUwr*! 
Rrv    vivrn    In    full    on    anothrr   paiir   of    thU    fwur. 

C«n«TBl  onl<<r  292.  Apr  22- — Appmvinir  tJirtfTa 
of       <«t.n.l.«t.        N«ii..ni>l        II..  r  r.K..        Do- 

mini •    x    Naniiimo    Hr.. 

r,  T  I  K.-HIC    V»llry 

Ry..  IVntnil    IM.. 

Napl.i  _         :-,  .  ,  ritrml    Rd..  and 

Toront.'.  lUmilun  II  lIulTalo  U>..  incrranlnit  ■tolli 
for  alrrplnff  and  parlor  car*.  S«c  May  Imuc.  pg. 
147. 

G'n.'ai  .  r.l.r  .'A  Apt.  ..'T  AmrndlnK  iirn- 
»ral    .  !  •      22.    rr   (IrrpinK    and    parlor 

car    :      •  (Jurhre    Crntral    Ry. 

G«M.  U.     May  .'>.-  Amrndinir  ircncral 

order   .    -    .. ti.l  tahiT  of  maximum  •Ircpinir 

and  parl..r  .ar  1..II11  by  addine  "tkotnn  *  Malnr 
Rd.    CM.C.   no.    S-4." 

G^'niral  ordrr  292-C.  May  10.-  AmrndInK  Krn- 
rral  onlcr  2'.i2.  Apr.  22.  re  alandard  UrilT  of 
maximum  ilrt^inft  and  parlor  car  toIlR  by  addins 
"Edmonton.  Punvrsan  *  BriU>h  Columbia  Ky. 
C.R.C.   no.  S-3." 

Gcnrml  order  292-D.  May  II. — Amcndinie  ircn- 
eral  onjrr  292,  Apr.  22.  rr  increase  in  utandard 
tariff  of  maximum  alecpinR  and  parlor  car  tolls 
by  addinit  "Wabaah  Ry.  C.R.C.  no.  S  .'.." 

General  order  293.  Apr.  26.— Orderinif  that  all 
locomotivra  of  railway  companies  subject  to 
board's  jurisdiction  be  equipped  with  seat  for 
the  brakeman.  of  a  comfortable  design,  and  where 
practicable  equipped  with  back  and  window  arm 
rest:  to  he  provided  by  May  1.  1921.  See  May 
issue,    p.    244. 

General  order  294.  Apr.  30.— AulhorizinK  al- 
lowances   for  doors   for  (train   cars. 

General  order  295.  May  B.— Dismissinir  com- 
plain of  Montreal  Board  of  Trade.  Candaian  Man- 
ufacturers A..!tociation.  Toronto  Board  of  Trade 
et  al.  acain..t  rcKulations  of  railway  companies 
effective  Mar.  1.  orderinir  their  airents  not  to  ac- 
cept prepayment  of  changes  fntm  shippers  on 
freiiiht  from  Canada  to  U.S.  points,  except  on 
tramc  on  which  freiuht  classification  or  tariff 
requires    prepayment. 

29..';51.  Apr.  13.— ApprovinK  Westmount.  Que. 
bylaw  prohibiting  rinifinfc  of  bells  and  blowini; 
of  whistles  on  any  locomotive  within  city  limita 
and    imposing    flne    therefor. 

29.!i,',r  Apr.  20.— AuthoriiinK  C.P.R.  to  build 
overhead  hiirhway  crtxsinK  at  mile  21.3,  Shawini- 
can    Falls.    Que. 

29.553.  Apr.  20.— Authorizinir  Grand  Trunk 
Pacific  Ry.  to  build  hishway  crossins:  over  its 
track    at    Cedarvale.    B.C. 

29.554.  Apr.  19.— Authoriiinsr  G.T.B.  to  operate 
trains  over  sidinK  serving  WeddcU  &  Saunders. 
AahbridKca    Bay    District.   Toronto. 

29.555.  Apr.  19.— Authorizing  Canadian  Na- 
tional Rys.  to  build  spur  for  Imperial  Oil.  Ltd., 
at   Fort   Frances.   Ont, 

29.556.  Apr.  20. — Authorizing  Grand  Trunk 
Pacific  Branch  Lines  Co.  to  build  spur  for 
Bituminous  Collieries.  Ltd..  at  mile  52.  Alberts 
Coal  Branch,  in  s.e.  U  Sec.  19.  Tp.  47.  RanKC 
19.    west    5th    meridian.    Alta. 

29.557.  Apr.  20.^Approving  agreement.  Apr. 
29.  1915.  between  B«ll  Telephone  Co.  and  Manse 
Grove  Telephone  Association,  Victoria  County, 
Ont. 

29.5.'.8.  Apr.  10.-  Authorizing  Grand  River  By. 
to  open  for  traffic,  grade  revision  from  Preston 
to   I^t  9.    Con.    2.    Waterloo   Tp..    Ont.    2.01    miles. 

29.559.  Apr.  22.— Extending  to  June  15  time 
within  which  Humboldt  rural  municipality  370, 
Sask..  may  divert  road  and  make  highway  croas- 
ing  over  Canadian  National  Rys.  in  Sees.  22  and 
27.  Tp.  37.  Range  23.  west  2nd  meridian,  authol^ 
ized    by    orter    29.320.    Jan.    29. 

29.560.  Apr.  21.— Authorizing  Elk  Valley  Lum- 
Ser  Co.  to  build  railway  track  across  the  Crowi- 
neat    Southern    Ry.   at    grade,    at   Femie.    B.C. 

29.561.  Apr.  22. —  Approving  location  and  do- 
tails  of  building  for  Canadian  Express  Co.  at 
C.T.R.    sUtion.    Paris.    Ont. 

29.562.  Apr.  21.  Authorizing  G.T.R.  to  build 
aiding  and  spur  for  Dunlop  Tire  A  Rubber  Gooda 
Co..   Toronto. 

29..'.6.1.  Apr.  23.-  Rescinding  order  29.S68.  Feb. 
10.  which  require<l  G.T.R.  to  mainUin  watchmen 
at  crrnalngs  of  Metcalfe  and  Caradoc  SU..  Strath- 
ray.  OnL.  and  continuing  order  10.769.  June  I, 
1910.  in  effeet,  but  amende.1  to  provide  that  C.T.R. 
be  liable  to  a  penalty  of  f25  for  every  failure  to 
comply    with    its    re<iulrements. 

29.564.  Apr.  24-  Authorizing  Montreal  ft 
S«ithern  Counties  Ry.  to  file  Uri(T«  making  In- 
crraae  of  20'~'<  in  its  passenger  fares,  tariffs  to 
be  effective  within  seven  days  from  date.  S«e 
also    order    29.571. 

29.565.  Apr.  28-  Permitting  railway  com- 
panies to  issue  free  transportation  in  certain 
cases.  This  order  was  given  in  full  in  May  issue. 
P«.    247. 

29.566.  Apr.  21.— Authorizing  C.P.R.  to  divert 
Calgary-llanff  Road  near  Kananaskls.  Alta.,  and 
carry   il    at   grade   across   spur   tracks   in   Sec.   ?.&. 


\vr  :i  Aulhorliing  Cnns.hsn  Sa- 
le, rrliulld  bridge  over  Hayonne  River. 
■■>    Parish.    Jolletta    County.    IMe..    mil* 

ro      Uurl>ec. 

:•>■<■•  Apr  24  -  Or^lering  Grand  Trunk  Paci- 
Ae  Ry.  to  build  farm  crossing  for  A  G.  Fixitr,  Ed- 
monton. Alta..  on  n.e.  ^4  Sec.  IS.  Tp.  '.A.  Range 
24.    west    4th    meridian. 

29.569.  Apr.  23.- .Recommending  to  IJovrmor 
in  council  for  sanction  G.T.R.  bylaw  forbidding 
any  permtin  to  ritle  or  drive  any  animal  or  vehicle 
over  or  upon  roadway  on  Victoria  Jubilee  Britlge. 
at  a  greater  spee«l  than  12  mllsa  an  hour,  and 
imposing  penalty  not  exceeiling  140  on  every  per- 
son   who    violates    such    bylaw. 

29.570.  Apr.  24.-  Extending  to  June  30  time 
within  which  Canadian  National  Rys.  shall  insUll 
half  interlocking  plant  at  crossings  of  Fort  Wil- 
liam Municipal  Ry.  at  Victoria  Ave..  Vickers  St.. 
and    Frnnklin    St..    Fort    William.    Ont 

29.571.  Apr.  26.— Authorizing  Montreal  ft  .South- 
ern Counties  Ry.  to  flic  tariffs  providing  increase 
of  20''r  in  passenger  fares  ;  to  become  effective 
when  slantlanl  tariffs  are  published  with  notice 
of  approval  in  Canada  Gazette,  and  rnclniling 
order   29.564.    Apr.    24.      See    May   issue,   pg.    J'.ri. 

29.572.  Apr.  23.— Extending  to  June  30.  time 
within  which  C.P.R.  shall  complete  additions  and 
alterations   to   station    building   at   Kamaack.   Sask. 

29.573.  Apr.  23.-  Authorizing  AssisUnt  Chief 
Commissioner  to  approve  plan  showing  location 
of  C.P.R.  Swift  Current  Northwesterly  Branch 
iSedgewick  northerly  I.  mile  284.80  to  384.30:  also 
authorizing  C.P.R.  to  build  at  grade  across  36 
highways. 

2'.i..%74.  Apr.  24.- — Approving  agreement.  Mar. 
31.  I>etween  Hell  Telephone  Co.  and  Notre  Dame 
de    Ham    Telephone    Co..    Wolfe    County.    Que. 

29.57.'».  Apr.  2l>.- -Dismissing  application  of  Red 
Deer  Valley  Coal  Operators  Association  for  re- 
duction in  rates  on  coal  fnim  mines  in  Alberta 
to   eastern    Saskatchewan    and    Manitoba    points. 

29.576.  Apr.  26. — Authorizing  Canadian  Na- 
tional Rys.  to  rebuild  bridge  over  Beaver  Creek, 
mile  90.96  from  Picton.  Ont. 

29.577.  Apr.  26.— Authorizing  C.P.R.  to  re- 
build bridge  over  Urokenhcad  River,  mile  94.1, 
Keewatin    Subdivision.    Man. 

29.578.  Apr.  26.— Authorizing  Canadian  Na- 
tional Rys.  to  rebuild  bridge  over  Pike  Creek,  at 
Weir,   Que. 

29.679.  Apr.  26. — Authorizing  C.P.R.  to  re- 
build superstructure  by  bridge  over  McVicar's 
Creek,  at  mile  0.41.  Fort  William  Terminals.  Ont. 

29.580.  Apr.  28.— Approving  Montreal  ft  South- 
ern Counties  Ry.  standard  tariff  of  maximum 
passenger    tolls.    C.R.C.    24. 

29.581.  Apr.  27. — Approving  Supplement  2  to 
Express  Classification  for  Canada  4.  containing  cer- 
tain increased  and  additional  ratings :  supplement 
having  originally  been  submitted  as  Supplement 
H  to  Express  Classification  for  Canada  3.  This 
is  given  in  full  on  another  page,  under  "Among 
the    Express    Companies." 

29.582.  Apr.  27.. — Apportioning  cost  of  over- 
head bridges  or  viaducts  at  Hastings.  Pender  and 
Keefer  Sts..  Vancouver.  B.C.,  over  Vancouver, 
Victoria   ft    Eastern    Ry. 

29.583.  Apr.  27. — Approving  agreement  Mar. 
29.  between  Hell  Telephone  Co.  and  Pioneer  Tele- 
phone  Co..    Oxford    County.    Ont. 

29.684.  Apr.  27.— Refusing  Canadian  National 
Rys.  application  for  ortler  directing  N.  M.  Pater- 
son  ft  Co..  Fort  William.  Ont..  to  bear  all  cosU 
of  Installation  and  maintenance  of  crossing  of 
King  and  Queen  Sts..   with  spur  on  Montreal  St. 

29.585.  Apr.  16.— Approving  Supplement  13  to 
Canadian    Freight    Classification    lA. 

29.586.  Apr.  28.— Ordering  Canadian  National 
Rys.  to  appoint  station  agent  at  Libau.  Man.,  for 
six    months,    from   Oct.    1. 

29.587.  May  1.  — Approving  C.P.R.  local  sUnd- 
nrd  passenger  tariff  C.R.C.  189.  containing  tolls 
for  special  train  movements  in  connection  with 
special    events,    effective    May    17. 

29.588.  May  3.-  Onlering  Canadian  National 
Rys.  to  build  thini  class  sUtion  at  Fork  River. 
Man.:   to  ho  complete<l   by   Oct.    1. 

29.589.  May  3.-  Authorizing  G.T.R.  to  operate 
over  bridge  across   Richelieu   River  at    Beloeil,  Que. 

29.690.  Apr.  29.  Authorizing  C.P.R.  to  make 
highway  crossing  over  its  track  in  Sec.  30.  Tp. 
11.    Range   26.    west   4th    meridian.    AlU. 

29.591.  Apr.  30.-  Approving  plan  of  automatic 
electric  hell  to  be  installed  by  Ijike  Erie  ft  North- 
em   Ry.  at  crossing  of  Victoria  St..  Simcoe.  Ont. 

29.592.  May  1.— Approving  liK-atinn  of  Cana- 
dian National  Rys.  Saskat.v.n-Calgarj-  Branch, 
mile    161.28    to    181.50    and    302.57    to    322.79. 

29.R9S.  May  1.  Authorizing  Canadian  National 
to  build  spur  for  Staples  Lumber  Co..  near  Nona, 
Man. 

29.594.  Apr.  30-  Authorizing  G.T.R.  to  re- 
build bridge  carrying  Brock  St..  Whitby.  Ont.. 
over    its    tracks. 

29.595  to  29..'i97.  Apr.  29.  Authorizing  C.P.R. 
to  rebuild  bridges  26.6  over  Yale  Creek.  Cascade 
Sub<livision.  B.C.  :  40.1  over  Madawaska  River. 
Chalk  River  SuUllvtsion.  Ont..  an.l  9.3.  Carleton 
Place    Section.    OnL 

29.598.  May  5-  Authorizing  C.P.R.  to  build 
spur  for  Ros>-Saskato.in   Lumber  Co..   Waldo.   B.C. 

29.599.  May  4.  Authorizing  C.P.R.  to  build 
spun,    for    Nicola    Pine    Mills    Co.,    Merritt.    B.C. 

29  (MO        Mnv     4.      Authoriiing     C  PR.     to    b«Md 


eitenalon  for  Wo'-I  Vallanrr  A  A'lam..  Calgary, 
AlU. 

29.601.  May  3.-  Approving  rr<ute  map  of  Que- 
\ti-r  IVnIrnI  1{  >  rxtentlon  from  Scott.  t«j  connee- 
l..  I  n    National   Rys     2'-,   miles   w«t 

..f 

Authorizing    C  PR.    to    build 
III     I  'heasterly    Branch    at    mile    Z«  f , 

■rn...  I  itr.n.i.itr,  National  Rys.  MacRorie  Wester- 
ly Branch  overhead  in  S.E.  ',  Sec.  IS.  Tp.  2*. 
Range    16.    west    3rfl    meridian. 

29.608.  May  3  Authorizing  Canadian  National 
Rys.  to  cross  and  divert  highway  in  the  n.w.  See. 
5.   Tp.    21.    Range    1.   ChatflHd.    Man. 

29.604  U<  29.606.  Apr.  80.  — Approving  Bell 
Telephone  Co  agreements.  Apr.  19.  with  Bob- 
caygeon  Rural  Telephone  Cfl..  Vict/.na  and  PeUr- 
borough  Counties;  Apr.  10.  with  Ingleside  Tele- 
phone Co.,  OxfonI  County,  and  Apr.  10.  with 
Spring  Creek   Telephone  Co..   OxfonI   County.  Ont. 

29.607.  May  4. — Approving  revised  location  of 
C.P.R.  Rosetown  Southeasterly  Branch,  from  mile 
44.76  to  45. .'.0.  and  mile  45.50  to  67.10:  also  au- 
thorizing cross   ing   of    18   highways. 

29.608.  May  6.— Onlering  that,  pending  build- 
ing of  new  high  le%el  bridge  at  HunUr  St.  Peter- 
borough. Ont.  C.PH  spurs  for  Quaker  Oats  Co. 
at   Simcoe   St    be   protected    by    watchmen. 

29.609.  May  6  Authorizing  SaskaUhewan  Gov- 
ernment to  make  highway  crossing  at  west  end 
of    C.P.R.    station    grounds   at    Elstow. 

29.610.  May  C.— Extending  to  July  31.  1921. 
time  within  which  Canada  National  Rys.  may 
erect  gat<-s  at  crossings  of  CNR.  and  C.P.R.  at 
Bay    Bridge    Road.    Belle\111e.    Ont 

29.611.  May  6.-  Authorizing  Grand  Trunk  Pa- 
cific Ry.  to  discontinue  station  agent  at  Reford. 
Sask..  caretaker  to  be  appointed  to  see  that  sta- 
tion   is   kept   clean,    heated   and   lighted. 

29.612.  May  6.- Authorizing  G.T.R.  to  build 
spur    for    Crane    Limited.    Toronto. 

29.613.  May  6. —  Approving  location  and  de- 
Uils   of   G.T.R.    station    at    Holmesville.    Ont 

29.614.  May  6.— Onlering  Canadian  National 
Rys.  to  appoint  sUtion  agent  at  Deepdale.  Man., 
by  Sept  1. 

29.415.  May  5.  Amending  order  22.524.  Sept 
9.  1914,  re  crossing  of  G.T.R.  by  Erie  ft  Onurio 
Ry.   in   Moulton   Tp..    Ont 

29.416.  May  .".. —  Amending  order  22.466.  Aug. 
-e7.    1914.    re   Erie   ft    OnUrio   Ry.    grade  crossing 

of    G.T.R.    in    Dunville.    Ont. 

29.617.  May  6.- Ordering  Grand  Trunk  Pacific 
Ry.  to  build  siding  and  warehouse  facilities  at 
Telkwa    sUtion.    B.C..    by   June   SO. 

29.618.  May  6. — Dismissing  application  of  E. 
Guss  Porter.  M.P..  that  railway  companies  oper- 
ating at  Belleville.  Ont.  be  required  to  publish 
rates  on  coal  from  Belleville  harbor,  ex  vessel 
from  Oswego.  N.Y..  to  mid-OnUrio  destinations, 
lower  than  rates  of  special  local  mileage  Unffs 
lawfully    in    force    to    same    destinations. 

29.619.  May  10. — Approving  spur  for  L.  A. 
Johnson  at  mile  1123.15.  Lot  7221.  Cariboo  Dis- 
trict   B.C. 

29.620.  may  12. — Approving  Woodstock.  Tharsea 
Valley  and  IngersoU  Electric  Ro.  sUndard  pasa- 
enger   Uriff    C.R.C.    1.    effective    May   24. 

29.621.  29.622.  May  10.— Authorizing  C.P.R. 
to  build  !*pur  for  Wood.  Vallance.  Ltd..  Regina. 
Sask..  and  extension  to  spur  for  Douglas  Fuel 
Co..  Winnipeg. 

29.623.  May  10. — Approving  location  and  de- 
Ulls   of   new   sUtion   at   Digby.    N.S. 

29.624.  29.625.  May  6.— Approving  Bell  Tele- 
phone agreements.  Apr.  IT.  with  Jackson  Tele- 
phone Co..  Grey  County.  Ont.  and  Mar.  20.  with 
Molesworth  Independent  Telephone  Co..  in  Perth 
and   Huron    Counties.    Ont 

29.626.  May  11.— Relieving  Canadian  National 
Rys.  from  providing  further  protection  at  high- 
way crossing  at  Dablon.  Que. 

29.627.  May  11.— Dismissing  complaint  of  H. 
M.  Shaw.  M.P..  on  behalf  of  town  of  Nanton. 
AlU.  re  C.P.R.  train  serxice  between  Calgary 
and   Macleod.    AlU. 

29.628.  May  11.— Authorizing  Canadian  North- 
ern OnUrio  Ry.  to  open  for  traffic  its  line  from 
mile  89.22   to  90.47.  North   Orillia  Tp..  Ont 

29.629.  29.230.  May  10-  Approving  Bell  Tele- 
phone agreements.  Apr.  26.  with  Central  Dufferin 
Telephone  Association.  Dufferin  County.  Ont.  and 
Apr.  24.  with  Penhurst  Telephone  Co..  Oxford 
County.   Ont 

29.631.  May  11.  Relieving  Pere  MarquetU  Rd. 
from  providing  further  protection  at  first  public 
road   crossing   w^est   of    Blenheim  sUtion.   Ont 

29  632.  May  12.  Approving  location  and  de- 
tails  of   C.P.R.   sUtion    at   Cardston.    Alta. 

29  638.  May  10.  -  Authorizing  Canadian  National 
Rys.  to  rebuild  bridge  over  William  St.  Parr>- 
Sound.   Ont  .      „ 

29.684.  May  12.-  Onlering  Grand  Trunk  Pa- 
cific  Ry.   to  appoint  sUtion   agent  at   Duff.   Sask. 

29.635.  May  11.  Approving  new  Kication  of 
tracks    at    G.T.R.    locomotive    house.    I.ondon.    Ont 

29.686.  May  12.  -Ordering  Grand  Trunk  Pa- 
cific Ry.  to  appoint  sUtion  agent  at  Kingman, 
A'ta.  _  „       , 

29  687.  May  14.  — Authorizing  Toronto.  Hamil- 
ton ft  Buffalo  Ry.  to  build  spur  at  mile  7121 
from    Welland.    Ont.    for    Scanlon    ft    Moyer.    Ltd. 

29.638.  May  12.-- Authorizing  C.P.R.  to  re- 
«!.•■    SUtion    agent    at    Hitchcock.    Sask. 


June,  1920. 


305 


Traffic  Orders  by  Board  of  Railway  Commissioners. 


Boston  &   Maint   Rd.   Sleeping  and   Par- 
lor Car  Fares. 

General  order  292  B.  May  a. — Re  ap- 
plication of  Boston  &  Maine  Rii.  for  ap- 
proval of  increases  in  its  Standard  Tariff 
of  Maximum  Sleeping  and  Parlor  Car 
Tolls;  and  of  ^reneral  order  292,  April 
22,  1920,  approving  increased  Standard 
Tariffs  of  Maximum  Sleeping  and  Par- 
lor Car  Tolls  of  various  railways.  The 
applicant  company's  showing  increases 
in  its  maximum  sJeeping  and  parlor  car 
tolls,  on  the  same  basis  as  those  approv- 
ed under  the  general  order  292  having 
been  filed  for  the  board's  approval,  it  is 
ordered  that  general  order  292,  as  amend- 
ed by  general  order  292-A,  April  27, 
1920,  be  further  amended  by  adding 
thereto,  at  the  end  of  the  order,  the 
words,  "Boston  &  Maine  Rd.,  C.R.C.  S-4." 

G.  292C,  May  10.— Further  amending 
order  G.  292  April  22,  by  adding,  at  the 
end  thereof  the  words  "Edmonton,  Dun- 
vegan  &  British  Columbia  Ry.  C.R.C.  no. 
S.  3." 

G.  292  D,  May  11. — Further  amending 
order  G.  292,  April  22,  by  adding,  at  the 
end  thereof,  the  words: — "Wabash  Ry. 
C.R.C.  no.  S.  3." 

Temporary  Doors  for  Cars  Loaded  with 
Grain. 

General  order  294.  April  30.— Re  com- 
plaints of  D.  Campbell,  Winnipeg;  Unit- 
ed Grain  Growers,  Ltd.,  Calgary;  J.  B. 
Stringer  &  Co.,  Chatham;  and  Elliott  & 
Co.,  Ridgetown,  against  allowances  pro- 
vided by  general  order  50,  Dec.  10,  1909, 
as  amended  by  general  order  184,  Mar. 
22,  1917,  to  shippers  who  are  compelled 
to  furnish  temporary  doors  to  cars  load- 
ed with  grain:  Upon  hearing  the  com- 
plaints at  Winnipeg,  Nov.  15,  1919,  and 
Ottawa.  Dec.  18,  1919,  in  the  presence 
of  D.  Campbell,  counsel  for,  and  I'eprc- 
sentatives  of  the  Canadian  Pacific,  Grand 
Trunk,  Grand  Trunk  Pacific  and  Cana- 
dian National  Railways,  Michigan  Cen- 
tral Rd.,  and  Montreal  Board  of  Trade, 
and  w'hat  was  alleged;  and  upon  reading 
the  submissions  filed,  and  the  report  and 
recommendation  of  the  board's  Chief 
Traffic  Officer,  it  is  ordered  as  follows: 

1.  That  general  order  50,  as  amended 
ty  general  order  184,  requiring  that 
where  shippers  upon  all  or  any  railways 
subject  to  the  jurisdiction  of  the  Parlia- 
ment of  Canada  are  compelled  to  fur- 
nish car  doors  to  enable  cars  to  be  used 
for  traffic,  allowance  therefor  to  such 
shippers  be  ma^e  upon  the  following 
basis: 

(a)  At    and    west    of     Port    Arthur.    lower 

door^.    each    $1.50 

lower  doors,    each 75 

(b)  East  of  Port  Arthur,  lower  doors,  each        .60 

upper  doors,   each   TtQ 

be  amended  to  provide  that  the  said  al- 
lowances for  doors  so  furnished  to  en- 
able cars  to  be  used  for  grain,  be  increas- 
ed as  follows,  viz.: 

(a)    At  and  west  of   Port  Arthur— 

For  doorways  5  ft.  wide:  lower 

doors    $2.25  each 

upper  doors   75  each 

For  doorways  6  ft.  wide:  lower 

doors    2.60  each 

upper    doors    90  each 

(bl   East  of  Port  Arthur — 

For  doorways  5  ft.  wide ;  lower 

doors    $1.25  each 

upper    doors    75  each 

F"or  doorways  6  ft  wide:   lower 

doors    1.35  each 

upper  doors .90  eaoh 

Prepayment  of  Freight  to  United  States 
Refused. 

General  order  295.  May  5.— Re  com- 
plaints of  Montreal  Board  of  Trade,  Ca- 
nadian Manufacturers'  Association,  To- 
ronto Board  of  Trade  et  al,  against  regu- 


lation of  railway  companies,  effective 
Mar.  1st,  1920,  directing  their  agents  not 
to  accept  prepayment  of  charges  from 
shippers  on  freight  traffic  from  Canada 
to  the  United  States,  except  on  traffic 
on  which  the  freight  classification  or 
tariff  requires  prepayment.  Upon  hear- 
ing the  complaints  at  Toronto,  Mar.  6, 
and  Ottawa,  Mar.  16  and  17,  the  com- 
plainants, the  Montreal  Corn  Exchange, 
certain  manufacturers  in  the  Province 
of  Quebec,  the  Riordon  Pulp  &  Paper  Co., 
the  Canadian  Lumbermen's  Association, 
the  apple  and  potato  shippers  of  Nova 
Scotia,  the  Border  Chamber  of  Commerce, 
the  F'ord  Motor  Co.,  certain  pulpwood  in- 
dustries, the  J.  B.  Belanger  Mining  Co., 
the  Canadian  Carbide  Co.,  F.  F;.  Smith, 
Limited,  Canadian  Traffic  Agency,  Wm. 
Davies  Co.,  Harris  Abattoir  Co.,  the  Ca- 
nadian Pacific,  Grand  Trunk,  and  Cana- 
dian National  Railways,  and  the  Michi- 
gan Central  Railroad  being  represented 
at  the  hearing  and  upon  reading  the  sub- 
missions filed,  it  is  ordered  that,  for 
want  of  jurisdiction  over  the  subject 
matter  thereof,  the  complaints  be  dis- 
missed. 
Inclusion  of  Automobile  Springs  with 
Mixed    Hardware. 

April  10.  In  the  case  of  .1.  H.  Ash- 
down  Hardware  Co.  vs.  Canadian  Freight 
.Association,  the  board's  Chief  Traffic  Of- 
ficer, J.  Hardwell,  made  the  following 
report  April  9: — Complainants  desire  to 
include  automobile  springs  with  general 
hardware,  in  mixed  carloads,  at  the  car- 
load 5th-class  rate,  under  the  general 
mixing  rule  of  the  classification.  The 
Canadian  Freight  Association  take  the 
ground  that  this  is  not  authorized  by  the 
classification.  Item  88,  page  98,  in  the 
hardware  trade  list,  includes  "vehicle 
parts  (except  vehicles  and  vehicle 
bodies),  as  per  pages  131  and  132,"  as 
changed  or  added  to  from  time  to  time 
being,  of  course,  understood.  At  pages 
131  and  132  of  the  unamended  classifica- 
tion no.  16,  the  list  is  headed  simply  "ve- 
hicle parts."  In  supplement  5,  page  14, 
this  heading  was  changed  to  read  "ve- 
hicle parts:  not  self-propelling  vehicle 
parts,"  and  at  pages  7  and  8  a  section 
was  added  with  the  heading  "vehicle 
parts:  self-propelling."  These  changes 
would  have  limited  the  hardware  list  to 
"vehicle  parts:  other  than  self-propel- 
ling," had  that  item  also  been  changed, 
but  it  was  not  changed,  and  the  result,  in 
my  judgment,  is  that  the  hardware  list 
literally  includes  all  vehicle  parts  (ex- 
cept vehicles  and  vehicle  bodies),  whe- 
ther qualified  as  self-propelling  or  other- 
wise. The  board  is  asked  to  interpret 
the  classification  literally  and  not  as  to 
intention.  In  my  opinion,  the  ruling 
should  be  in  favor  of  the  applicants. 

Assistant  Chief  Commissioner  McLean 
gave  the  following  ruling  April  10:— As 
tariffs  and  classifications  are  to  be  con- 
strued strictly  against  the  railway  or 
railways  concerned,  the  language  and  not 
the  intention  of  the  framers  or  the  prac- 
tice of  the  railways  being  the  controlling 
factor  (Pacific  Coast  Biscuit  Company  v. 
S.  P.  &  S.  R.  Co.,  et  al,  20  I.C.C.  546), 
I  am  of  opinion  that  Mr.  Hardwell's  re- 
port should  issue  as  the  board's  judg- 
ment. The  Chief  Commissioner  con- 
curred. 

Coal  rates  from  Alberta  to  .Saskatchewan 
and   Manitoba. 

29,575.  April  26.— Re  application  of 
Red  Deer  Valley  Coal  Operator's  Asso- 
ciation for  a  reduction  in  existing  rates 
on   coal    from   mines   in   Alberta   to   des- 


tinations in  Eastern  Saskatchewan  and 
in  Manitoba.  Upon  hearing  the  applica- 
tion at  Winnipeg,  Mar.  3  and  4,  1919,  the 
applicant,  the  Canadian  National  and  the 
Canadian  Pacific  Railways  being  repre- 
sented, and  upon  reading  the  submis- 
sions filed,  it  is  ordered  that  the  applica- 
tion be  dismissed. 
Supplement    to   Express   Classification. 

29,581.  .April  27.— This  order  is  given 
in  full  under  "Among  the  Express  Com- 
panies," on  another  page  of  this  issue. 

Supplement   13  to  Canadian  Freight 
Classification   16. 

29,585.  April  16. — Re  application  of 
Canadian  Freight  Association,  on  behalf 
of  railway  companies  under  sec.  3'22  of 
the  Railway  Act,  1919,  for  approval  of  a 
proposed  Supplement  13  to  Canadian 
Freight  Classification  16,  containing  cer- 
tain increased,  reduced,  and  additional 
ratings.  Notice  having  been  given  by 
the  railway  companies  in  The  Canada 
Gazette,  as  required  by  sec.  322  of  the 
Railway  Act,  1919,  and  to  the  mercan- 
tile organizations  enumerated  in  general 
order  271,  Sept.  10,  1919,  and  the  pro- 
posed supplement  having  been  reviewed 
at  a  conference  of  representatives  of  the 
Grand  Trunk,  Canadian  Pacific,  and  Ca- 
nadian National  Railways,  the  Canadian 
Manufacturers'  Association,  and  the 
Montreal  and  Toronto  Boards  of  Trade, 
the  Board  of  Railway  Commissioners  be- 
ing also  represented,  held  at  Montreal, 
Feb.  19,  1920,  when  various  objections 
filed  with  the  board  were  considered,  and 
the  proposed  changes  and  additions 
agreed  to,  modified,  or  eliminated;  and 
upon  the  consideration  of  what  has  been 
filed,  and  upon  the  report  and  recom- 
mendation of  the  board's  Chief  Traflic 
Oflicer,  it  is  ordered  that  the  proposed 
supplement,  as  finally  revised  and  sub- 
mitted for  approval  by  the  Chairman  of 
the  Canadian  Freight  Association,  by 
letter  dated  April  10,  1920,  be  approved; 
subject  to  the  omission  therefrom  of  the 
proposed  ratings  under  the  general  head- 
ing of  polishing  compounds. 

And  it  is  also  ordered  that  general  or- 
der 190,  May  25,  1917,  be  rescinded.  And 
it  is  further  ordered  that  order  11,866, 
Oct.  4,  1910,  be  amended  in  .so  far  as  rule 
6  is  concerned,  by  the  addition  of  the  fol- 
lowing:— X         J    * 

"A  box  or  stock  car,  as  referred  to 
herein,  is  one  whose  dimensions  do  not 
exceed  36  V2  ft.  in  length  by  8'/i  ft.  m 
width  by  8  ft.  in  height  (inside  measure- 
ment), the  centre  side  doorway  of  which 
does  not  e.xceed  6  ft.  in  width,  by  7»/^  ft. 
in  height." 
C.F.R.  Tariff  for  Special  Train  Move- 
ments. 

29,587.  May  4. — Re  application  of  Ca- 
nadian Pacific  Ry.,  under  sec.  334  of  the 
Railway  Act,  1919,  for  approval  of  its 
Local  Standard  Passenger  Tariff,  C.R.C. 
189,  containing  tolls  for  special  train 
movements  in  connection  with  special 
events,  effective  May  17,  1920:  Upon  the 
recommendation  of  the  board's  Chief 
Traffic  Officer,  it  is  ordered  that  the  said 
tariff  be  approved;  the  said  tariff,  witii 
reference  to  this  order,  to  be  published 
in  at  least  two  consecutive  weekly  issues. 
of  The  Canada  Gazette. 

The  Reid  Newfoundland  Co.  is  report- 
ed to  have  insured  its  employes  under 
the  group  insurance  plan.  The  policies 
cover  disability  or  death,  and  remain  in 
force  during  the  time  the  holder  is  in  the 
company's  employ. 


30G 


V       CANADIAN  RAILWAY  AND  MARINE  WORLD 


June,  1920. 


The  Chief  Itailway  Commissioner 
SpeakH  at  Ix>nd(in. 

Hon.  V.  B.  C»rkcll.  Chief  Railway  Com- 
niixxionrr,  who  wai  in  London,  Ont.,  on 
May  .'I,  in  connection  with  Krii'lo  sopnra- 
liiin.  wa»  a  irucut  at  a  luncheon  of  the 
Canadian  and  Rotary  Clubs.  Followintr 
are  extracts  from  his  romnrks,  as  ro- 
portttl  in  lo«-al  papers:  — He  did  not  hope 
for  much  improvement  in  the  trrnde  sep- 
aration question  in  the  verj*  near  fu- 
ture, in  spite  of  the  fact  that  the  work 
must  he  carried  out  and  that  there  was 
no  place  in  Canada  where  the  condition 
of  affairs  was  as  bad  as  in  London,  un- 
les.s  It  was  in  .some  of  the  prairie  towns 
of  the  west.  He  pointed  out  that  the 
more  one  examines  the  jrreat  transpor- 
tation system  of  the  Dominion,  the  more 
one  realizes  the  great  difficulties  of  or- 
dering expensive  work  to  be  done.  This 
is  due  to  the  jjreat  and  complete  eco- 
nomic revolution  of  the  la.st  five  years. 
Prior  to  the  war  there  v^•as  no  difficulty 
in  ordering  the  roads  to  make  larRc  ex- 
penditures, but  this  period  had  passed. 
He  and  the  Mayor  had  pone  carefully 
over  the  matter  and  there  was  no  doubt 
that  the  work  must  be  carried  out.  He 
watched  the  traffic  at  one  of  the  G.T.R. 
crossings  near  the  down  town  district 
and  said  that  he  wondered  that  people 
were  not  hit  oftener  than  was  the  case. 
It  has  always  been  his  practice  to  visit 
the  scene  of  needed  chang-es,  and  he  said 
that  there  was  scarcely  an  occasion  on 
which  he  did  not  learn  something  new 
about  the  business.  He  thought  it  would 
be  a  great  deal  better  if  more  public 
men  would   do   likewise. 

He  said  that  the  G.T.R.  is  passing 
through  a  period  that  to  a  great  many 
people  is  little  less  than  a  tragedy,  but 
if  the  company  is  unable  to  pay  the  in- 
terest on  its  bonds  it  has  no  one  to  blame 
but   itself. 

There  are  great  possibilities  for  the 
system  of  publicly  owned  roads  in  Can- 
ada. The  Canadian  Northern  is  the  best 
.■situated  road  in  the  west,  with  the  G.T. 
R.  the  best  in  Ontario  and  Quebec.  The 
two  put  together  should  become  a  splen- 
did system.  "This  road  will  never  suc- 
ceed under  heaven,  however,"  he  con- 
tinued, "if  the  politicians  do  not  keep 
their  hands  out.  Unless  they  let  D.  B. 
Hanna  alone  and  let  him  run  them  there 
will  be  the  greatest  tragedy  in  the  his- 
tory of  Canada.  With  an  admitted  in- 
debtedness of  $47,000,000  it  must  be  run 
on  a  cold  business  basis.  I  have  lived 
along  side  the  Intercolonial  Ry.,  which 
has  been  a  political  football,  and  I  have 
.seen  the  results.  If  the  railway  is  run 
a.s  a  railway  there  is  no  reason  why  the 
sy.stem  should  not  be  a  huge  success.  I 
believe  that  there  is  a  great  future  for 
railroading  in  Canada.  The  only  quali- 
tication  is  that  there  must  be  sufficient 
revenue   to   pay   the   way." 

Declaring  that  he  had  no  special  ref- 
erence to  the  local  street  railway  situ- 
ation, as  he  did  not  know  the  particulars 
of  the  trouble,  he  said  that  the  people 
must  realize  that  they  cannot  get  some- 
thing for  nothing  and  that  it  is  not  pos- 
sible to  get  the  kind  of  transportation 
wanted  for  the  .name  prices  as  formerly. 
He  pointed  out  that  the  prices  of  shoes 
and  clothes  and  practically  every  neces- 
sity of  life  have  doubled  in  five  years, 
and  there  is  not  nearly  as  much  an  objec- 
tion rni.oed  as  when  a  man  is  asked  to 
pay  a   little  more  for  transportation. 

He  continued:— "If  this  applies  to  the 
City  of  London,  take  it.  I  don't  know 
anything  about  the  matter,  but  I  sup- 
pose it  IS  in  connection  with  wages.  You 


muiit  face  the  situation  and  realize  that 
you  are  coming  to  the  time  when  you 
nni.tt  pay  a  little  more  for  transporta- 
tion than  in  the  past." 

He  pointed  out  that  there  had  been 
an  increase  of  irir'c  in  passenger  trans- 
portation and  25','c  in  freight  rates,  and 
that  during  the  nast  five  years  the  cost 
of  labor,  which  he  said  was  about  70'Jr 
of  the  cost  of  operation,  had  increased 
more   than    lOCrr. 

"I  don't  know  how  they  have  done  it. 
I  suppose  it  can  be  attributed  to  the 
fact  that  Cana<la  is  prosperous  and  that 
the  railways  have  been  carrying  enough 
more  passengers  and  freight  to  make 
a  profit.  The  C.P.R.  has  continued  to 
pay  lOr'r,  but  it  is  getting  near  the  point 
where  it  must  call  on  outside  invest- 
ments to  continue  this  dividend." 


<Jueber  Central  Railway  Report. 

The  yuelM-c  Central  Ry.,  which  is  a 
C.  I*.  R.  subsidiary,  had  the  following 
operating  results  for  the  calendar  year 
l'U9:  — 


Kr»l«hl   rrvvniM  

Vutm^ngrr    rrrvnu*    

MalU    

Eipmu.    mUcvllsntoaa,   vta. 


.MftinUnknc^  of  wbjt  and  itrvetsii 

MalnUnancr    of     rqaipmcnt    

Tnfcfflc    exp«-nM«    

Trmniportation     pip«iu«a     „..„..... 
Grnrral    rxp«nM«    .    __._„„.„ 

KKP«na«*    ouuldc   opermtioiM   .-».. 


...   .       I«4.R««.4* 

14.072.14 

41.»M.4f 

tlJ74.U«.U 

•—I  Z2«.ts:  4« 

204.4liS.4S 

K.IK.M 

M8.C12.M 

4S.Bn.U 

lO.OOO.M 
1«.4M.7» 


TotAl   opcrmtinK   «p«nsci 


Hamilton  East  End  Incline  Ry.— The 
question  of  the  operation  of  the  incline 
railway  in  the  east  end  of  Hamilton,  Ont., 
19  being  negotiated  between  the  company, 
of  which  E.  Webb  is  President,  and  the 
city  council.  The  railway  is  reported  to 
have  started  operations  on  May  7,  after 
a  stoppage  on  account  of  wages  troubles. 
The  Hamilton  City  Council  is  taking  le- 
gal advice  as  to  whether  the  railway  is  a 
public  utility  and  under  the  jurisdiction 
of  the  Ontario  Railway  and  Municipal 
Board. 


i.et«.2M.7» 

UtMl.M 


II.174.MO.U 

The  officers  are:  Grant  Hall,  Presi- 
dent, Montreal;  I.  G.  Ogden,  Vice  Presi- 
ilent,  Montreal,  J.  H.  Walsh,  General 
.Manager,  Sherbrooke,  Que.;  H.  C.  Os- 
wald, Secretary,  Montreal;  R.  D.  Morri- 
son, Asst.  Sec'y,  London,  Eng.;  Wilfrid 
S.  Fo'.  Treasurer,  Sherbrooke;  G.  D. 
Wadsworth,  Gen.  Freight  and  Pass.  Agt., 
Sherbrooke;  T.  J.  Maguire,  Accountant, 
.Sherbrooke;  John  T.  Reid,  Superintend- 
ent,  Sherbrooke. 


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


Prepared    l,y    the    Dominion    Bi 

Week   endinit  May  7th.    1920. 

Fort     William    _ 

C.P.R ^..ZIZIZIZZ 

Empire    Elevator    Co.    ..."!!.„ "Z. 

Consolidated   Elevator  Co    " ~ 

Opilvie  Flour  Milla   Co '~'"Z. 

""'ern   Terminal   Elevator  Co. 

G.   T.    Pacific   

Grain    Growers'    Grain    Co.    ...!.!'..'. 

Fort   William  Elevator  Co. 

Northwestern    Elevator    Co _. 

Port   Arthur- 
Port    Arthur  Elevator   Co. 

SmK.   Co-op.   Elevator  Co 

Canadian    Government   Elevator 

Thunder     Bay     „ _.__ 

Davidson    and    SmitJb    ..™!!!"!"!!!..., 
Eastcm-Richardson     !"!."" 


if    SUtislio 

Wheat. 

Bush. 

94.219 
218,488 
279.151 
684,491 
2g&.4Ii8 
363.106 
699.628 
222.112 
383.67.'i 

3,022.841 
846,819 
182.809 
292.253 
118.148 
4.10.981 


Internal  Trade   Br 
OaU.  Barley. 

Bosh.  Bush. 


33.921 
9.^,660 
73.206 
130,710 
68.922 
108.092 
229.266 
471.938 
.18.716 

781.382 
374.273 

82,384 
685.247 

61.916 
180,286 


83.046 
183.810 
135,889 
67,254 
19,156 
49.626 
49.116 
76,096 
67,460 

386,913 
106,032 
55,085 
66.021 
17,241 
90,033 


1.848 
47.784 
67.759 
15,923 


27.918 
19.226 
12.232 
10,237 
5,672 
26,864 
35,204 
21,047 
69 


239,164 
528,913 
640.7C$ 
892.602 
402.009 
569.602 
1.018.214 
798.183 
509.963 


14,326  4. 207,310 
32,969  1,407.827 
1,060,439 
1.060,439 
203.328 
710,018 


995 

995 

6.024 

3.394 


ToUl     Public    Terminal    Elevatots    . 

Total     Private    Terminal    Elcraton 

Saskatton    Can.    Gov't.    Ele\'ator   

Moose   Jaw    Can.    Gov't.    Elevator   ... 

CalKary   Can.    Gov't.    Elevator 

Vancouver,    B.C 

•Total   Interior  Terminal  Elevator* 

Midland — 

Aberdeen    Elevator    Co „_ 

Midland    Elevator  Co 

Tiffin,     G.T.P 

Port    McNicoll    

Goderich— 

Elevator  and   Transit  Co. 

West  Can.   Flour  Mills  Co..   Ltd.   ... 

Toronto   Campbell    Flour    Mills   Co 

KlnRston — 
Commercial    Elevator    Co _ 

Montreal- 
Harbor   Commissioners    No.    1    and   2 

.Montreal    Wan-housine    Co 

OKilvIe    Flour    MilU    Co 

Quebec    Harbor    Commissioners    

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

-St.  John,  N.B..  Can.  Nat.  Ryi 

Hnlifax.    N.S..    Can.    Nat.    Rys 

Ilaltimore.     U.S.A 


1,124,212     3,435,918     1,4,S2,778 


534,509 

1,399,782 

2,041,407 

1,214,44.'. 

19.989 


293,136 
212,483 
204,."i67 
468,092 
12,883 


153,179 
5,977 
3,819 
33.119 
8.569 


4.675,623         898,016  51,484 


214.006 
127,243 
351,427 
741,393 

399,501 
247,572 
155,617 


37.788 
249.845 


304.327 
417,936 
248,227 


628,286 
36.860 
3.086 
39,719 


M.S.    Atlantic    Seaboard   porU- 

Portland.  Me 

lialtimor*.  Md 


286.418  13.490.525 

459  981.428 

1.579  1.629,080 

2,252,644 

13.340  1,729,180 
41,441 

14.»1»     5,6.'i2.295 

440.781 

6.481         208.676 

351.427 

779,176 

J8.J7«        677,922 

247,572 

161,164 

12.646 

8.439     1,139.970 
599.626 

246.358 

39.719 

263.777 

186.547 

S8.4M     6.356.370 

16.943.974 


Total    I'.S.    Atlantic   SMboard   Port*.. 
ToUl    Quantity    In    Stort    


12.993        204.ia 
26.829.420  11.428.282     8.688.847        624.040       812.288  41.«2T,8S4 


'Quantity    for    each    Individual    Interior    terminal  eIe\'ator  not   received. 


June,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


307 


Track  Section  Prize  Competition  on  Canadian  Pacific 
Railway,  Eastern  Lines. 


For  the  past  seven  years  an  annual 
track  section  prize  competition  has  been 
carried  out  on  the  C.P.R.  Eastern  Lines, 
which  has  aroused  a  healthy  spirit  of 
rivalry  and  keen  competition  among  the 
section  forces  of  the  different  divisions 
and  districts.  Sixty-three  prizes  are 
awarded  in  the  competition,  as  follows: — 
A  General  Manager's  prize  to  the  fore- 
man having  done  the  best  season's  work 
on  Eastern  Lines.  Four  general  super- 
tendent's  prizes,  to  the  foreman  on  each 
district  who  has  done  the  best  season's 
work,  exclusive  of  the  winner  of  the  Gen- 
eral Manager's  prize.  Fourteen  division 
superintendent's  prizes,  to  the  foreman 
on  each  division  who  has  done  the  best 
season's  work,  exclusive  of  winners  of 
higher  prizes.  Forty-four  roadmaster's 
prizes,  to  the  foreman  on  each  roadmas- 
ter's territory  who  has  done  the  best  sea- 
son's work,  exclusive  of  winners  of  high- 
er prizes. 

Under  this  system  no  man  can  win 
more  than  one  prize,  and  all  foremen 
have  an  equal  chance,  as  the  quality  of 
the  work  done  throughout  the  season  is 
the  deciding  factor,  and  not  the  actual 
physical  condition  of  the  section  at  the 
end  of  the  season.  The  basis  on  which 
the  sections  are  judged  is  entirely  effi- 
ciency, and  careful  consideration  is  given 
throughout  the  season  to  the  condition  of, 
and  work  done  on,  ditches,  gauge,  spiking, 
line,  surface,  bolts,  rail  wear,  so  far  as  it 
can  be  controlled  by  the  section  forces, 
switches,  sidings,  right  of  way  and  sta- 
tion grounds,  track  signs,  cattle  guards 
and  fences.  The  amount  of  work  done 
and  the  hours  of  labor  put  in,  both  by 
regular  force  and  extra  gang,  are  also 
carefully  considered,  and  the  foreman  ac- 
complishing the  best  work  with  the  least 
amount  of  labor — the  physical  condition 
of  the  section,  as  to  grade,  alignment, 
drainage,  and  character  of  roadbed  being 
taken  into  consideration — wins  the  first 
prize. 

The  number  of  hours  of  regular  labor 
and  the  number  of  hours  of  extra  labor 
on  the  section  are  figured  against  the 
number  of  ties  renewed,  tie  plates  instal- 
led or  changed,  rails  changed  over  on 
curves  and  ditching  done,  etc.  The 
amount  of  track  handled,  right  of  way, 
spikes  and  bolts  is  fairly  uniform  on  all 
sections,  so  that  the  condition  with  re- 
spect to  these  items  at  the  end  of  the  sea- 
son is  usually  a  criterion  of  the  amount 
and  quality  of  the  work  done  thereon 
throughout  the  season.  Where  special 
conditions  affect  such  work  they  are  taken 
into  consideration.  Some  idea  of  the  care 
exercised  in  judging  a  foreman's  work 
can  be  formed  by  following  the  work  in 
connection  with  the  selection  of  a  prize 
section.  Towards  the  end  of  the  season, 
on  each  of  the  44  roadmasters'  territories, 
a  section  is  picked  out  as  the  most  de- 
serving in  point  of  work  done  during  the 
season  with  the  material  and  labor  avail- 
able. These  are  carefully  inspected  by 
the  superintendent  and  resident  engin- 
eer, who  select  the  best  one  on  each  dis- 
trict for  inspection  by  the  general  sup- 
erintendent and  division  engineer.  All 
divisions  of  a  district  are  covered  by 
these  two  oflficers,  and  the  section  select- 
ed which  they  consider  eligible  for  the 
General  Manager's  prize.  The  judging 
for  the  General  Manager's  prize  is  done 
personally  by  the  General  Manager,  the 
Engineer  of  Maintenance  of  Way,  the 
Assistant    Engineer    of    Maintenance    of 


Way,   and   district   officials. 

F'ollowing  is  a  list  of  the  successful 
section  foremen  for  1919: — General  Man- 
ager's prize,  $100 — Albert  Elliot,  Cavan, 
Sec.  7,  Peterborough  Subdivision,  Tren- 
ton Division,  Ontario  District, 
boro   Subdivision,   Ontario  District. 

New  Brunswick  District,  General  Sup- 
erintendent's prize,  $50 — A.  Badeau,  Sec. 
6,   Moosehead   S'd. 

Brownville  Division,  Superintendent's 
prize,  $25 — J.  Conley,  Sec.  8,  Moosehead 
S'd.  Roadmasters'  prizes,  $10—0.  Mail- 
lette.  Sec.  2,  Mooshead  S'd.;  R.  A.  Finl- 
lay.  Sec.  :!,  St.  John  S'd.;  A.  Grant,  Sec. 
1,  Shore  Line  S'd. 

Woodstock  Division,  Superintendent's 
prize,  $25— A.  E.  Lewin,  Sec.  6,  St.  Ste- 
phen S'd.  Roadmasters'  prizes,  $10 — R. 
Allen,  Sec.  2,  Shogomoc  S'd.;  M.  B. 
Clarke,  Sec.  5,  Gibson  S'd.;  A.  Peluso, 
Sec.  4,  Aroostook  S'd. 

Quebec  District,  General  Superintend- 
ent's prize,  $50 — Sec.  Foreman  J.  Daoust, 
Sec.  3,  Waltham  S'd. 

Farnham  Division,  Superintendent's 
prize,  $25 — J.  Gandreau,  Sec.  3,  Newport 
S'd.  Roadmasters'  prizes,  $10 — A.  Laur- 
endeau.  Sec.  16,  Sherbrooke  S'd.;  J.  Clou- 
atre.  Sec.  12,  Adirondack  S'd.;  J.  Mc- 
Manus,  Sec.  4,  Drummondville  S'd.;  J. 
Partridge,  Sec.  7,  Newport  S'd. 

Montreal  Terminals  Division,  Super- 
intendent's prize,  $25^A.  Belec,  Mont- 
real West.  Roadmaster's  prize,  $10 — 
P.  Lavoie,  Mile  End. 

Laurentian  Division,  Superintendent's 
prize,  $25— A.  Fisette,  Sec.  3,  Three  Riv- 
ers W.  S'd.  Roadmasters'  prizes,  $10 — 
M.  Langlois,  Sec.  21,  Three  Rivers  E. 
S'd.;  P.  Lafontaine,  Sec.  11,  Three  Riv- 
ers W.  S'd.;  D.  Robertson,  Sec.  18,  La- 
chute,  S'd.;  A.  Morin,  Sec.  6,  Ste.  Agathe 
S'd. 

Ottawa  Division,  Superintendent's 
prize,  $25 — J.  McGregor,  Sec.  7,  Mani- 
waki  S'd.  Roadmasters'  prizes,  $10 — 
M.  Tanguay,  Sec.  12,  M.  &  O.  S'd.;  A. 
Martineau,  Sec.  3,  Maniwaki  S'd.;  R. 
Whalen,   Sec.   10,  Waltham   S'd. 

Smiths  Falls  Division,  Superintendent's 
prize,  $25— P.  Lapier,  Sec.  11,  Winches- 
ter S'd.  Roadmasters'  prizes,  $10 — T. 
Giles,  Sec.  7,  Brockville  S'd.;  C.  Mont- 
roy.  Sec.  18,  Winchester  S'd.;  A.  Austin, 
Sec.  18,  Chalk  River  S'd. 

Ontario  District,  General  Superintend- 
ent's prize,  $50— C.  Stewart,  Sec.  12,  H. 
&  G.  S'd. 

Trenton  Division,  Superintendent's 
prize,  $25— C.  Dowdall,  Sec.  14,  Havelock 
S'd.  Roadmasters'  prizes,  $10 — B.  Lock- 
ing, Sec.  13,  Port  McNicoll  S'd.;  J.  Leg- 
gett,  Sec.  13,  Peterboro  S'd.;  M.  Long, 
Sec.  12,  Belleville  S'd.;  G.  Fagg,  Sec.  3, 
Oshawa  S'd.;  W.  Davis,  Sec.  8,  Have- 
lock S'd.;  H.  Roberts,  Sec.  5,  Bobcaygeon 
S'd.;  G.  Sproule,  Sec.  4,  Kingston  S'd. 

London  Division,  Superintendent's 
prize,  $25— A.  Fairbanks,  Sec.  4,  Wind- 
sor S'd.  Roadma.sters'  prizes,  $10 — A. 
Hawkins,  Sec.  4,  Gait  S'd.;  R.  Babcock, 
Sec.  11,  Windsor  S'd.;  H.  Doll,  Sec.  8, 
H.  &  G.  S'd.;  J.  Cox,  Sec.  15,  St.  Marys, 
St.  Thomas  &  P.  B.  S'd. 

Bruce  Division,  Superintendent's  prize, 
$25— T.  J.  Smith,  Sec.  9,  MacTier  S'd. 
Roadmasters'  prizes,  $10— H.  Hawke, 
Sec.  15,  MacTier  S'd.;  J.  Hiscox,  Sec.  2, 
Orangeville,  Flora,  Teeswater  &  Wing 
S'd.;  W.  Carr,  Sec.  3,  Owen  Sound  & 
Walkerton   S'd. 

Toronto  Terminals  Division,  Superin- 
tendent's prize,  $25 — L.  Francis,  Sec.  1, 


Don.  Roadmaster's  prize,  $10 — F.  Tuck- 
ley,   Sec.  8,  Islington. 

Algoma  District,  General  Superintend- 
ent's prize,  $50 — C.  Smith,  Sec.  1,  Parry 
Sound   S'd. 

Sudbury  Division,  Superintendent's 
prize,  $25— E.  Morin,  Sec.  12,  North  Bay 
S'd.  Roadmasters'  prizes,  $10— S.  Mc- 
Carthy, Sec.  2,  North  Bay  S'd.;  W.  Evans, 
Sec.  6,  Cartier  S'd.;  J.  Penfold,  Sec.  6, 
Parry  Sound  S'd.;  D.  Vitone,  Sec.  9, 
Thessallon  S'd. 

Chapleau  Division,  Superintendent's 
prize,  $25— E.  Nelson,  Sec.  23,  White 
River  S'd.  Roadmasters'  prizes,  $10 — M. 
flakkinnon.  Sec.  24,  Nemegos  S'd.;  M. 
Stasco,  Sec.  7,  White  River  S'd. 

Schreiber  Division,  Superintendent's 
prize,  $25— H.  Patritti,  Sec.  15,  Nipigon 
S'd.  Roadmasters'  prizes,  $10— L.  Zan- 
ni,  Sec.  15,  Heron  Bay  S'd.;  B.  Michaud, 
Sec.  19,  Nipigon  S'd. 


The  Board  of  Railway  Commissioners' 

report  for  the  year  ended  Mar.  31,  1918, 
was  distributed  from  Ottawa  in  April. 
We  are  advised  that  the  report  for  the 
year  ended  Mar.  31,  1919,  is  being  print- 
ed, but  will  not  be  ready  for  distribution 
for  some  little  time. 

Additional  Hand  on  Watches.  —  Grand 
Trunk  Ry.  employes  have  been  notified 
that  the  addition  to  their  watches  of  an- 
other hand,  to  indicate  standard  and  day- 
light saving  time,  will  not  be  allowed 
by  the  company,  in  the  interests  of  safe- 
ty first.  1 


Among  the  Express  Companies. 


The  Canadian  National  Ex.  Co.  has 
opened  an  office  at  MacDairmid,  Ont. 

The  Canadian  National  Ex.  Co.  has 
opened  an  office  at  Ragged  Rapids,  Ont., 
and  has  closed  its  temporary  office  at 
Kylemore,  Sask. 

The  Board  of  Railway  Commissioners 
has  approved  the  location  and  details  of 
the  express  building  for  the  Canadian 
Ex.  Co.  at  the  G.T.R.  station  at  Paris, 
Ont. 

The  Board  of  Railway  Commissioners 
passed  general  order  296  May  15,  grant- 
ing the  Express  Traffic  Association  of 
Canada's  application  for  approval  of  reg- 
ulations for  transportation  by  express 
of  acids,  inflammables,  oxidising  sub- 
stances, etc.,  after  making  certain  alter- 
ations therein. 

Under  the  Corporation's  Tax  Act  1920, 
passed  by  the  New  Brunswick  Legisla- 
ture recently,  it  is  provided  that  every 
express  company  doing  any  express  busi- 
ness within  the  province  shall  pay  $100 
for  each  city  in  which  it  transacts  busi- 
ness, $50  for  each  town,  whether  incor- 
porated or  not,  having  a  population  of 
3,000  or  more  people  in  which  it  trans- 
acts business,  $25  for  each  town  or  vil- 
lage with  a  population  of  at  least  2,000 
in  which  it  transacts  business  and  $10 
for  each  office  with  an  agent  in  any  other 
place  having  a  population  of  more  than 
200  people. 

The  American  Railway  Express  Co. 
will  from  July  1  keep  a  duplicate  copy  of 
every  receipt  it  issues  when  receiving 
business  from  shippers.  The  duplicates 
will  be  retained  by  the  company  for  rec- 
ord and  reference,  and  will  be  held  at 
the  shipping  office.  Shippers  who  have 
been  accustomed  to  prepare  their  own  re- 
ceipts, or  who  have  their  own  fo!  ms, 
have  been  requested  to  make  provisii>n 
for  supplying  duplicates  to  the  express 
driver  or  receiving  clerk  who  signs  them. 
As  a  matter  of  convenience  to  shippers. 


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..  'Mi|ilii-ati'. 
a  rp<Miril  of 
will  bo  re 
mill  in  xucli 


.ill.-* 

ihr  rumiMiny'ii  r.—  ..!,.. 
bp  rrvim-fl   to   i 
i'«tv   form.      Iti 

CVlp>>     "r.      r.,.. 

th< 
.hi. 

«JU11. ,t   , 

iniitjiiirfK  |>rf|>airt  riTPipin  will  In-  iKniird 
in  triphcati..  t>ne  of  Ihi-  nhj«s-|!.  of  the 
new  iiystini  i»  to  brinir  about  bi-ttcr  pro 
ti-ction  for  and  nu*thiHU  of  r<-<-or<lin)(  the 
movrmciit  of  fxprpxx  |>arkiiKi-s  in  tranxit. 
Thi'  Hoanl  of  Knilwnv  fommisxiom-rs 
raxxcd  oHrr  2!t..'>H1.  April  27.  as  fol- 
lows: -Re  applicntinn  of  Kxpress  Traf- 
fic Association  of  Cnnndn,  on  behalf  of 
express  companies  umler  sec.  .'ieo  of  the 
Railway  Act.  l!ii;>.  for  approval  of  a 
Jiroposed  .Supplement  2  to  Express  Clas- 
sification for  Cnnada  -I,  containing  cer- 
tain increased,  reduced,  and  additional 
mtinirs;  the  Supplement  having  been  sub- 
mitted oritrinnlly  for  approval  as  Supple- 
ment H  to  Express  Classification  for 
Canada  '.i:  Notice  of  submission  for  the 
board's  approval  having:  been  (riven  by 
the  express  companies  in  The  Canada 
Gazette,  as  re(|uired  by  sec.  ;i21  and  'MX 
of  the  Railway  Act,  "I'.tOT,  and  to  the 
mercantile  orfranizations  enumerated  in 
jrenernl  order  l.S.'t,  Nov.  4,  U»l.">;  and  up- 
on the  consideration  of  objections  filed 
with  the  board  to  certain  proposed  in- 
creased ratinirs  and  charijes;  and  upon 
the  report  and  recommendation  of  the 
board's  Chief  Traffic  Officer,  it  is  ordered 
that  the  proposed  Supplement  2  be  ap- 
proved, with  the  followintr  exception,-;, 
viz.: 

(1)  Conditions  of  Carriajre  .'{  to  be 
struck  out,  havinp  since  been  included 
in  Express  Classification  for  Canada  4, 
approved  by  order  28,627,  Auk-  11,  191'.). 

(2)  The  items  referrinp  to  liquids  and 
to  Scale  K  to  be  struck  out.  having  been 
withdrawn  by  the  companies  for  further 
consideration. 

(H)  Gas  mantles,  incandescent,  I'/i  1st 
class,  instead  of  twice  1st  class,  as  pro- 
posed. 

(4)  Hand  pumps:  1st  class  when  box- 
ed or  crated;  I'-z  1st  class  if  packed 
otherwise,  instead  of  twice  1st  class  as 
proposed. 

(.It  Organs:  minimum  charpe  to  be 
the  same  as  proposed  and  hereby  ap- 
proved for  automatic  piano  player  at- 
tachments. 

Telegraph,  Telephone  and  Cable 
Matters. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


•hi  lie,   1920. 


The  British  Columbia  Telephone  Co. 
is  reportcHi  to  have  ordered  an  additional 
submarine  cable  to  connect  Vancouver 
Island  with  the  mainland,  thus  duplicat- 
intr  its  present  service. 

The  Great  North  Western  TelcKraph 
Co.  has  opened  offices  at  .Shippcsran,  N. 
B.,  Barraute,  l.andrienne,  .McCarthy, 
Que..  Cardinal  (^anal,  Ont.,  Bethany. 
Man..  Ashniont.  Burbank.  Leslievillc, 
Saunders,  .Smoky  Lake,  Alta.,  and  has 
closed  its  offices  at  Callander,  Grafton, 
Kahina  and  Norwood,  Ont. 

The  Commercial  Cable  Co.  is  reported 
to  have  decided  to  add  anoth»>r  cable  ship 
to  its  service,  for  operation  out  of  Hali- 
fax, N.S.  It  is  stated  that  Capt.  K.  II. 
Landner  Is  in  Great  Britain  superintend- 
inj:  the  constnlftion  of  this  ship,  which 
will  be  larger  than  the  existiii);  cable 
ship  Mnckay-Bennet.  The  company  has 
romplotpd  fttTi-  shed.*  at  I'pper  Water  St., 
Halifax,  at  a  cost  of  over  $100,000. 

The  New  Brunswick  Legislature  has 
pa.ssed  a  Corporation  Tax  Act  which  pro- 
vides, amone  other  things,  for  a  t4»x  up- 


on every  telegraph  ..r  other  i  oinpnny 
w<irkinK  a  teleirraph  line  for  the  une  of 
the  public  Within  the  province,  a  tax  of 
1'.  upon  the  entire  tirunt  receipts  within 
the  province.  arisinK  from  business  tran.-> 
acli.ms  within  the  province.  A  lax  c.f 
r<  of  the  vrroHs  earninKs  within  the  pro. 
vince  is  provided  fur  telephone  companu^ 
with  an  a<lditional  amount  of  2fic.  on 
each   telephone  under   rental. 

The  Board  of  Railway  CommisRioners 
delivered  judt'ment  May  21  on  the  ap- 
plication of  teleirraph  companies  for  per- 
mission to  increase  tolls.  The  completed 
judtrment  has  not  bi-en  received  at  the 
time  of  k'ointr  to  press,  but  it  is  stated 
that  the  companies  will  be  authorized  to 
subdivide  the  existing  rate  zones  east  of 
Sudbury,  Ont.,  and  extend  them  to  Que- 
bec province.  Flat  rates  for  the  zones 
will  be  increased  from  2.'ic.  to  ."iOc.  a 
message,  and  additional  words  will  be  2c. 
instead  of  Ic.  a  word.  Scaled  increases 
from  10c.  to  2.')c.  a  word  will  be  allowerl 
on  the  $1  transcontinental  rate,  with  a 
special  provision  to  allow  the  Grand 
Trunk  I'acific  Telegraph  Co.  to  charge 
$1..').S  to  Prince  Rupert,  B.C.  The  in- 
creased rates  do  not  apply  to  press  dis- 
patches or  messages  for"  the  West  In- 
dies. The  average  increase  in  rates  is 
.■52' >  east  of  Fort  William,  Ont.,  and  20', 
west  of  Fort  William. 


Proposed  Wireless  Telegraph  Sys- 
tem for  (he  British  Empire. 

The  .Marconi  Wireless  Telegraph  Co. 
has  submitted  a  proposal  to  the  British 
Government  for  the  establishment  of  a 
series  of  wireless  telegraph  stations 
throughout  the  empire.  The  congestion 
at  present  prevailing  on  the  submarine 
cables  emphasizes  the  necessity  for  ad- 
ditional lines  of  communication.  Th-.' 
knowledge  gained,  and  the  great  stride.'- 
made  in  wireless  telegraphy  during  thv 
war,  render  it  quite  possible  to  design  a 
wireless  system  which  it  is  claimed  may 
be  guaranteed  to  give  a  service,  betwccii 
any  two  places,  equal  to  that  given  by 
the  submarine  cable. 

The  principles  governing  in  any  such 
scheme  as  is  proposed,  are  broadly,  as 
follows:  That  such  trunk  routes"  and 
branch  routes  be  provided  as  will  enable 
Great  Britain  to  communicate  with  any 
part  of  the  empire;  that  any  part  of  the 
empire  be  capable  of  communicating  with 
any  ships  equipped  with  modern  wireless 
receivers  in  any  sea  between  lat.  GO.N  and 
."lOS;  that  no  submarine  cable  be  relied 
on  to  form  part  of  this  proposeil  network 
of  wireless  communications;  that  the  use 
of  land  telegraph  lines  be  avoided  as  far 
as  possible,  and  these  lines  restricted  to 
the  passage  of  mes.sages  between  the 
public  and  the  nearest  wireless  station; 
that  where  alternative  routes  are  avail- 
able, such  as  between  England  and  South 
Africa,  via  the  east  coast  or  the  west 
coast,  both  routes  be  provided;  that  on 
the  trunk  routes,  automatic  transmission 
and  reception  at  a  speed  of  not  less  than 
100  words  a  minute  be  provided,  and  that 
separate  transmitting  and  receiving  sta- 
tions be  erected,  in  order  that  the  ser- 
vice may  be  duplexed;  that  as  much  for- 
eign traffic  as  possible  be  attracted  to 
the  network,  in  order  that  the  system 
may  at  least  b*  self  supporting  as  a 
commercial  enterprise,  preferential  treat- 
ment being  accorded  to  British  traffic. 

The  routes  proposed  arc  as  follows:  — 
England  to  India  and  thence  to  Singa- 
pore, Australia  and  New  Zealand,  with  a 
branch  from  Singapore  to  Hong  Kong; 
Kiii'li.nil    t.i    Kgypt   and    thence    to    East 


.•\fru«  un.l  .South  .Xfrna,  Knxland  to 
Kirypt  and  theme  to  India,  8in(r«port-, 
etc.;  England  to  West  Africa,  with  a 
branch  from  Went  Africa  to  .South  Am- 
erica; England  to  Went  Indiex;  Enirlanil 
to  .Montreal  and  thence  to  Vancouver; 
Australia  to  Vancouver  (only  night  ser- 
vice to  iM-gin  with!.  This  system  would 
nci-esnitate  the  erection  of  S  mam  trunk 
stationii  in  England,  .'<  in  Egypt,  .'J  in  In- 
dia, 2  in  East  Africa.  2  in  .Montreal.  2  in 
Vancouver,  2  in  South  Africa,  1  in  West 
Indies,  2,  with  1  auxiliary,  in  West  Afri- 
ca, 2,  and  1  auxiliary,  in  Singapore,  and 
2  with  connection  to  New  Zealand  by 
main  feeder  station,  in  Australia. 

"The  company  has  offered  to  build, 
maintain  and  operate  such  a  chain  of 
stations  at  its  own  cost,  and  to  pay  to 
the  Government  in  each  <>{  the  territories 
where  one  or  more  stations  is  erected. 
2h",  of  the  net  profits  earned  by  such 
stations.  On  the  expiration  of  .10  years 
from  the  inauguration  of  the  ser\'ice,  it 
will  become  the  property  of  the  govern- 
ment concerned,  if  so  desired,  without 
any  payment.  Thetrunk  stations  to  be 
completed  within  three  years  from  the 
date  on  which  permission  to  begin  work 
is  given.  The  governments  concerned 
will  have  the  right  to  uke  over  any  of 
the  stations  at  any  time,  by  paying  for 
them  the  value  at  which  they  stand  in 
the  company's  books,  plus  any  sum  which 
may  have  been  expended  on  the  creation 
of  the  services,  and  by  paying  to  the 
company  10' f  of  the  gross  receipts  for 
the  balance  of  the  ;{0  year  period.  The 
government  will  also  have  the  right  to 
take  over  and  control  the  stations  in  the 
case  of  war  or  of  national  emergency. 

Old  Time  Telegraphers'  and   Historical 

.Association. — The  annual  meeting  of  this 
association  will  be  held  at  Toronto.  Aug. 
:n,  Sept.  1  and  2,  G.  D.  Perry,  General 
-Manager,  Great  North  Western  Tele- 
graph Co.,  Toronto,  being  President.  .\ 
committee  meeting  was  held  at  Toronto 
recently,  to  make  the  preliminary  ar- 
rangements for  the  reunion.  The  asso- 
ciation has  only  met  onee  before  in  Can- 
ada, since  its  organization  in  1880,  that 
being  at  Montreal  in  litOl.  In  the  en- 
deavor to  make  the  forthcoming  meeting 
a  record  one,  the  committee  purposes 
enlisting  the  co-operation  of  all  tele- 
graphers and  ex  telegraphers  in  Can- 
ada, eligible  for  membership,  and  elab- 
orate arrangements  are  being  made  for 
the  entertainment  of  the  visitors.  Com- 
mittees have  been  formed  to  take  charge 
of  the  various  sections  under  the  names 
of  membership,  finance,  entertainment, 
publicity,  hotel,  badge  and  supply,  and 
ladies. 

Government  Telegraph  Operators.  — 
The  .Minister  of  Railways  stated  in  the 
House  of  Commons  recently,  in  answer 
to  questions: — Government  telegraph  op- 
erators have  not  received  the  bonus 
granted  to  other  civil  servants,  and  it  is 
not  the  government's  intention  to  grant 
them  the  bonus  in  future.  Standard 
rates  ivf  pay,  corresponding  to  those  of 
the  commercial  telegraph  companic.-,  are 
paid  government  telegraph  employes,  and 
being  in  receipt  of  prevailing  wages  they 
are  not  entitled,  under  the  regulations, 
to  receive  any  bonus. 

Telegraph  and  Telephone  Line  Ei^li- 
mates.— The  further  supplementary  esti- 
mates for  the  year  ended  .Mar.  31,  1»20, 
submitted  to  the  House  of  Commons  re- 
cently contain  the  following  items  for 
telegraph  and  telephone  lines: — British 
Columbia:  Mainland,  further  amount  re- 
quired, $14,000.  .Mberta:  Further  amount 
require<l,  $8,.')00. 


June,  1920. 


309 


Electric  Railway  Department 

The  Engineering  Features  of  Tramway  Operation. 


By   I).  E.  RIair,  B.Sc,  A.M.E.l.t'.,  Superintendent  of  KollinK  Stock,  Montreal  Tramways  Co. 


The  author  has  had  many  doubts  as  to 
the  best  direction  in  which  a  discus- 
sion on  tramway  matters  should  be 
Kuided,  in  order  that  the  results  of  his 
labor  should  be  of  general  interest  as 
well  as  be  of  some  value  in  a  construc- 
tive sense.  A  decision  was  made,  that 
it  would  be  appropriate  to  apply  our  ef- 
forts to  a  discussion  of  matters  that 
have  a  direct  bearing;  on  further  improve- 
ment of  car  service  rather  than  to  offer 
a  critical  or  descriptive  treatise  on  exist- 
ing conditions.  The  object  of  the  paper 
will,  therefore,  be  to  point  out  some 
thinps  that  may  be  done  to  effect  a  more 
complete  .-solution  of  the  transportation 
problems  that  face  us  today.  Further 
progress  must  be  guided  by  an  apprecia- 
tion of  sound  engfineerinE  principles,  un- 
fettered by  consideration  of  established 
custom,  expediency,  ward  poltics,  and 
selfish  wire  pulling.  The  highest  ideals 
attainable  should  be  kept  in  plain  sight. 
It  will  then  be  in  order  to  stick  as  close- 
ly as  possible  to  standards  of  maximum 
efficiency,  and  to  depart  therefrom  only 
because  of  sound  practical  reasons.  The 
subject  can  thus  be  approached  with  an 
open  mind  and  we  can  realize  more  quick- 
ly, and  with  less  effort,  that  certain 
existing  conditions  have  no  sound  rea- 
son for  existence  except  that  they  have 
been  established  by  custom.  These  con- 
ditions must  be  improved  if  we  are  to 
enjoy  a  higher  standard  of  service  for  a 
minimum    of   cost. 

The  matter  of  urban  transportation 
has  always  been  a  vital  factor  in  the  life 
of  city  dwellers,  but  in  a  passive  sense. 
The  public  at  large  are  now  active  part- 
ners in  the  operation,  as  well  as  the  users 
or  patrons,  of  the  street  car  services  of 
many  cities,  and  we  should  now  realize 
that  the  street  car  service  in  any  large 
community  serves  a  greater  number  of 
people,  and  is  of  greater  importance, 
than  any  other  form  of  traffic,  and  should 
therefore  be  given  prior  rights,  within 
reason,  over  all  other  vehicular  traffic. 
Since  the  rate  of  fare  and  the  quality  of 
service  rendered  depend  entirely  on  the 
overall  efficiency  of  operation,  it  seems 
to  be  an  opportune  time  to  direct  atten- 
tion to  the  great  importance  of  educat- 
ing street  car  users  to  a  fuller  under- 
standing of  the  fundamental  factors  that 
make  for  efficient  and  satisfactory  trans- 
portation. It  is  of  great  importance 
that  they  should  know,  and  fully  appre- 
ciate how,  and  to  what  extent,  the  hearty 
co-operation  and  good  will  of  the  pulD- 
lic,  and  of  the  municipal  authorities,  is 
necessary  to  the  consummation  of  the 
carefully  worked  out  plans  of  the  man- 
agement of  public  utility  organizations 
toward    further    improvements. 

The  present  equipment  available,  and 
in  general  use,  has  reached  a  very  high 
standard.  No  consideration  of  cost  or 
lack  of  engineering  skill  stands  in  the 
way  of  further  progress,  and  the  art  has 
reached  a  stage  where  little  remains  to 
be  done,  that  is  within  the  control  of 
railway  managers,  to  improve  the  stand- 
ards of  modern  car  service.  Under  ex- 
isting conditions  we  have  reached  a 
point  very  near  to  maximum  theoretical 
efficiency,  and  this  question  presents 
itself:  Can  existing  conditions  be  modi- 
fied,   without    injury    to    other    interests, 


so  as  to  result  in  improvements  that  are 
worth  while? 

The  development  of  street  transpor- 
tation has  not  been  confined  to  any  par- 
ticular locality  on  this  continent,  but  is 
the  composite  result  of  painstaking  ef- 
fort distributed  from  coast  to  coast. 
Methods  and  practices  have  always  been 
wide  open  for  comparative  study,  and 
full  advantage  has  been  taken  of  this 
fact.  Many  recognized  opportunities  for 
improvement  still  remain  undeveloped, 
owing  largely  to  a  strange  unreasoning 
attitude  of  the  public  against  any  re- 
forms that  are  suggested  by  the  capi- 
talistic  monsters  who   thrive   in   idleness 


Canadian  Electric  Ilailway 
Association. 

Honorary  President,  Lieut.-Col.  J.  E. 
Hutcheson,  General  Manager.  Montreal 
Tramways   Co. 

Honorary  Vice  President,  Acton  Burrows, 
Proprietor  and  Editor,  Canadian  Railway 
and   Marine   World. 

President.  A.  Gaboury.  Superintendent, 
Montreal  Tramways  Co. 

Vice  President,  G.  Gordon  Gale.  Vice 
President  and  General  Manager,  Hull  Elec- 
tric Co. 

Honorary  Secretary-Treasurer,  pro  tem. 
A.  Eastman.  Vice  President  and  General 
Manager.  Windsor,  Essex  &  Lake  Shore 
Rapid   Railway   Co. 

Executive  Committee,  The  President,  Vice 
President,  and  F.  D.  Burpee,  Superintend- 
ent. Ottawa  Electric  Railway  Co. :  C.  C. 
Curtis.  Manager,  Cape  Breton  Electric  Co. : 
A.  Eastman.  Vice  President  and  General 
Manager,  Windsor.  Essex  &  Lake  Shore 
Rapid  Railway  Co.;  Geo.  Kidd,  General 
Manager,  British  Columbia  Electric  Rail- 
way Co. :  M.  W.  Kirkwood.  General  Man- 
ager, Grand  River  Railway  Co.  and  Lake 
Erie  &  Northern  Railway  Co. ;  A.  W.  Mc- 
Limont.  Vice  President  and  General  Man- 
ager, Winnipeg  Electric  Railway  Co.  :  R. 
M.  Reade.  Superintendent,  Quebec  Railway 
Light  &  Power  Co. :  Lt-Col.  G.  C.  Royce, 
General  Manager,  Toronto  Suburban  Rail- 
way Co.;  C.  L.  Wilson.  Assistant  Manager. 
Toronto  &  York  Radial  Railway  Co. 

Official  Organ — Canadian  Railway  and 
Marine  World,  Toronto. 


upon  the  fabulous  wealth  wrung  from 
the  hand.s  of  those  who  toil.  This  is  the 
mental  fog  that  must  be  dispelled  by 
education,  before  much  further  progress 
can  be  made.  The  financial  operations 
of  many  of  the  larger  transportation 
ventures  of  this  country  are  now  laid 
bare  to  public  scrutiny.  Public  commis- 
sions now  supervise  every  tmnsaction, 
and  have  more  than  a  theoretical  con- 
trol of  actual  opei'ation.  It  is  interest- 
ing to  note  that  the  rapidly  increasing 
rates  of  fare  are  coincident  with  the  in- 
creasing effectiveness  of  public  super- 
vision. 

General  Argument. — The  primary  re- 
quisites of  a  satisfactory  system  of 
transportation  may  be  stated  as  follows: 
1,  Speed.  2,  Safety.  3,  Comfort.  4, 
Continuity  of  service.  .5,  Frequency  of 
service.  6,  Convenience  of  service.  In 
addition  to,  and  closely  associated  with 
each  of  these,  is  the  question  of  econo- 
my, but  it  is  not  the  writer's  intention 
to  preach  economy  where  depreciation  of 
any  of  these  factors  is  the  result. 

Any  increase  in  the  standards  of  the 
last  five  items  is  likely  to  add  to  the  cost. 


but  it  is  well  that  we  should  realize  that 
increase  of  speed,  within  the  practical 
limitations  of  street  traffic,  will  tend 
toward  greater  economy,  without  neces- 
sarily affecting  the  question  of  safety, 
and  higher  speed  will  add  very  material- 
ly to  the  efficiency  of  the  service.  Speed 
of  transportation  may  in  fact  be  con- 
sidered as  the  fundamental  requirement 
of  a  satisfactory  service,  and  it  should, 
therefore,  be  the  outstanding  objective 
of  all  effort  toward  improvement.  By 
speed  or  schedule  speed  is  meant  the 
average  or  effective  speed  with  which 
a  car  covers  distance,  and  this  should 
not  be  confused  with  velocity  at  any 
given  moment  or  with  maximum  speed 
attained  between  stops.  In  order  to  in- 
telligently analyze  the  question  of  sche- 
dule speed  it  is  necessary  to  introduce 
a  very  convenient  figure  which  allows  us 
to  dissect  and  study  the  fundamentals 
of  all  traffic  movement,  viz.:  the  speed 
time  curve. 

Speed  Time  Curve. — The  movement  of 
a  street  car  from  one  end  of  a  line  to 
the  other  is  made  up  of  a  series  of  hops, 
or  cycles,  from  station  to  station,  or 
from  stop  to  stop,  and  it  will  be  one  of 
the  chief  purposes  of  this  paper  to  show 
to  what  extent  the  public  would  benefit 
by  a  i-adical  increase  of  the  distance  be- 
tween stops.  If  they  would  once  realize 
this  fact,  they  would  insist  upon  an  im- 
mediate change.  These  cycles  vary  in 
length,  and  the  time  necessary  to  oper- 
ate over  each  one  is  subject  to  condi- 
tions of  grade,  density  of  traffic,  etc., 
but  a  study  of  a  single  average  cycle 
will  bring  out  all  the  characteristics  of 
a  series  of  such  cycles  which  constitute 
any  run.  What  happens  in  such  a  cycle 
can  be  represented  very  accurately  by  a 
diagram  constructed  of  four  distinct  ele- 
ments, representing  each  of  the  four  fac- 
tors of  which  any  typical  run  or  cycle  is 
constituted.  The  variation  in  speed  of 
any  moving  object  may  be  represented 
graphically  by  a  series  of  points,  the 
height  of  these  points  above  a  base  line 
being  in  proportion  to  the  speed,  and  the 
distance  from  a  vertical  line  of  reference 
being  a  measure  of  the  time,  after  the 
beginning  of  the  cycle,  at  which  each 
speed  is  observed.  Thus  a  constant  speed 
would  be  represented  by  a  horizontal 
line  joining  the  observed  degrees  of 
speed  or  velocity.  Thus  also  a  line  slant- 
ing up  ward  represents  the  movement 
of  an  object  whose  speed  is  increasing, 
and  a  line  sloping  downward  indicated  a 
decreasing   rate   of  motion. 

The  four  component  elements  of  our 
curve  are  as  follows:  1,  Period  of  ac- 
celleration  from  rest  to  maximum  speed, 
under  the  action  of  propelling  forces. 
2,  Period  of  coasting,  without  applied 
power,  and  without  restriction  of  motion 
other  than  from  friction.  ?•,  Period  of 
decelleration  or  slowing  down,  under  the 
retarding  action  of  brakes  and  friction. 
4,  Period  of  rest  at  stopping  points.  Each 
of  these  periods  is  subject  to  certain 
practical  limitations,  but  each  one  is  also 
affected  by  variable  elements,  some  whol- 
ly within  the  control  of  the  operating 
crew,  some  depending  entirely  upon  the 
passengers,  and  others  subject  to  motor 
capacity,  interference  of  independent 
traffic,  physical  conditions,  etc.     The  ef- 


310 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


June,  1920. 


flcj,.t„v    .,f    t'l,.-    u  ),,.!.■    IS    ,1.|..  mli-iit    iMinn 

tho 

for  1. 

but  i   " 

of   I  nil  al 

the  I'on- 

trol  .  . ., ...  .liithori- 

tipn  aiKo  hail  a  ncriuun  U-nritiK  on  the 
mnttor.  Bocnusie  of  the  prnrtionl  limi- 
tationii  controllintr  each  factor  nnd  be- 
cauKc  the  question  of  economy  >»  «'»'>  of 
intrrcat,  further  explnnnlions  nro  ndvis- 
«blc. 

Acrrllernlion  Period. — The  rate  of  in- 
cron.'<e  of  -ipecd  \»  in  proportion  to  the 
resultant  <■''  ""  ''-■  '■■recs  nclinp  on  the 
car.     Thr  1  to  produce  mo- 

tion are   ■  i   I>.v   the  capacity 

of  the  ni.p;.  .       ;,i.ul(l   be  controlled 

MTithin  a  rea.<ionahle  deprrce  of  comfort 
to  the  pas.sentrers.  The  rate  is  absolute- 
ly limited  by  the  amount  of  tractive  ef- 
fort that  may  l)c  developed  between  wheel 
and    mil,   before    wheel    slippinfr   occurs. 


in  order  to  impart  a  triven  speed  to  that 
iKwly.  In  the  case  of  a  car  in  city  ser- 
vice the  cncriry  ahsorl>ed  in  overcoming 
friction  is  (|uite  small.  A  ver>'  lar»re 
proportion  of  the  applied  eneruy  is  util- 
ized to  overcome  the  inertia  of  the  car. 
The  power  necessary  to  propel  a  2r>-ton 
car,  at  a  constant  speed  of  H  tn.p.h.  is 
only  10.7  h.p.  To  accellerate  this  same 
car  at  a  reasonable  rate  of  2  m.p.h.  per 
second   required   230  h.p. 

Attention  may  be  called  to  the  wide 
difference  between  the  controlling  fac- 
tors of  steam  railway  trunk  line  prac- 
tice and  that  of  street  railways.  Kreisht 
movement,  e.'specially,  is  controlled  by 
the  relation  of  weipht  on  enjrinc  drivers 
to  total  tonnace  hauled.  Rate  of  acccl- 
leration  is  not  of  primarj'  importance, 
provided  a  locomotive  may  ."^tart  a  .stand- 
inK  train,  and  netrotiate  ruling  grades. 
Steaming;  capacity  is  then  provided  to 
maintain  a  reasonable  speed  over  rela- 
tively lonjr  distances.     Street  car  equip- 


totnl  work  within  a  cycle  is  performed. 
A  hijfh  value  of  motor  efficiency  is  main- 
tained at  the  hicher  sp<-eds  as  well.  A 
further  outstanding  advuntaee  is  that  it 
will  automatically  adjust  its  speed,  in 
keeping  with  the  nature  of  the  work  it 
has  to  pt^rform,  thus  tending  to  keep 
down  the  current  drawn  from  line  with- 
in the  limits  of  its  capacity. 

The  speed  of  the  motor  under  a  (jiven 
load  is  delinitely  fixed  by  the  voltage  ap- 
plied to  its  terminals.  The  line  voltage 
lieing  c'.i  •:.?  t  .•iml  iIh.  lu.-.vinnim  cur- 
rent al!'  n  being 
limited.  the  ex- 
cess volUi, ,. ,  y  switch- 
ing inert  re.si.-*UiMce  into  the  main  motor 
circuit.  For  this  reason  about  one  half 
of  the  energy  drown  from  line  during 
the  time  of  controlled  accelleration  is  ab- 
solutely wa.sted  in  the  rheostats.  It  is, 
therefore,  desirable  to  shorten  this  per- 
iod and  to  impart  as  much  of  the  nnal 
speed  as  possible  after  all  wasteful  re- 


Speed  Ume  Curves 


/iCCELER/iTION 


Con  STING 


Braking 


Loss  OF  Speed 
i^HEN  Coasting 


f 


8  10  II 14  16 18 


10  12  14 


iiioe 


A.s  to  coiiifurt,  the  sensations  due  to 
change  of  speed  are  not  so  much  due  to 
a  high  rate  of  accelleration  as  to  sudden 
changes  in  the  rate  of  accelleration.  A 
constant  rate  of  h  F.P.S.,  P.S.  has  no  dis- 
agreeable effects,  but  a  sudden  change 
from  o  rate  of  2  F.P.S.  to  3  F.P.S.,  P.S.  is 
quite  noticeable  and  annoying.  For  this 
reason,  the  high  rates  attained  with  the 
help  of  automatic  methods  of  control  in 
use  on  the  New  York  subways,  or  on 
the  2-car  trains  in  Montreal  are  not  no- 
ticed as  much  as  the  jerky  motion  re- 
sulting from  control  changes  under  the 
hand  and  judgment  of  the  motorman  of 
an  ordinary  car. 

The  rote  of  accelleration  under  either 
method  of  control  is  under  the  control 
of  motorman  and  is,  of  course,  subject 
to  rail  conditions.  It  is  of  considerable 
importance  as  effecting  schedule  speed, 
maximum  speed,  safety,  and  economy. 
A  certJiin  delinite  amount  of  energy  must 
be  opplied   to  a  body  of  known  weight. 


mcnt,  on  the  other  hand,  is  (lesiK'neil 
primarily  to  produce  quick  accelleration. 
Motor  capacity  is  then  ample  for  the 
operation  of  grades  up  to  nearly  lo'^V. 
All  of  the  energy  applied  to  overcome 
inertia,  and  therefore  impart  speed  at 
the  beginning  of  a  cycle,  remains  stored 
up  in  the  car,  by  virtue  of  its  motion,  in 
the  form  of  kinetic  energy,  and  is  avail- 
able to  perform  useful  work  in  over- 
coming frictional  and  other  resistances 
throughout  the  rest  of  the  cycle  of  mo- 
tion. It  is  a  fact,  not  generally  recog- 
nized, that,  within  the  limits  of  wheel 
slippage,  the  faster  the  rate  of  acceller- 
ation of  a  street  cor,  the  less  power  is 
con.sunied  to  produce  a  given  speed.  This 
is  partly  due  to  the  inherent  characteris- 
tics of  the  series  wound  motors  univers- 
ally applied  to  this  kind  of  work.  These 
characteristics  ore  such  that  a  .series 
motor  is  capable  of  producing  maximum 
tonjue,  at  maximum  efficiency,  at  the 
low  speeds  at  which  a  large  part  of  the 


slstaiue  has  lieeii  eliminated  and  the 
motors  are  working  at  a  high  overall 
efficiency.  The  importance  of  fast  ac- 
celleration goes  far  beyond  the  question 
of  energy  wasted  in  rheostats.  High 
speed  is  essential  if  we  wish  to  over- 
come space  in  minimum  time.  It  is  ob- 
vious that  the  more  quickly  the  maxi- 
mum speed  of  a  given  run  is  reached, 
the  shorter  the  time  that  will  be  neces- 
sary to  cover  the  distance  between  stops, 
or,  to  state  this  in  another  way,  the 
higher  the  average  speed  throughout  the 
run  the  lower  will  be  the  maximum  speed 
necessary  to  traverse  a  given  distance 
in  a  given  time.  The  element  <jf  danger 
in  the  operation  of  vehicles  of  any  kind 
is  qualified  by  maximum  speed  attained, 
rather  than  by  the  more  reasonable  aver- 
age speed.  It  wos  previously  mentioned 
that  average  or  schedule  speeds  can  be 
increased  without  increasing  the  hazard. 
Here  is  the  explonation  and  this  will  be 
rcferre<l   to  again. 


June,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


311 


Coasting  Period. — It  was  previously 
stated  that  a  large  part  of  the  total 
energy  required  to  opei-ate  a  street  car 
is  utilized  to  overcome  inertia  and  im- 
part speed.  The  kinetic  energy  stored 
up  in  the  car  at  a  given  speed  during 
each  cycle  is  equal  to  one  half  its  weight, 
multiplied  by  the  square  of  its  velocity 
in  feet  per  second.  If  the  operating  con- 
ditions are  such  that  the  brakes  must  be 
applied  as  soon  as  the  power  is  turned 
off,  practically  all  of  this  energy  is  ab- 
solutely wasted  in  the  form  of  heat  de- 
veloped at  the  brake  shoes.  This  is  un- 
desirable. If,  however,  the  run  charac- 
teristics are  such  that  after  a  certain 
maximum  speed  has  been  promptly 
reached,  power  tan  be  shut  off  and  the 
car  allowed  to  roll,  or  coast,  for  a  great- 
er or  less  distance,  before  the  applica- 
tion of  brakes,  then  a  certain  proportion 
of  this  stored  energy  is  utilized  to  good 
advantage,  in  overcoming  the  frictional 
resistances  during  the  remainder  o£  ths 
run.  During  this  period  the  car  will 
slow  down  gradually,  losing  about  one 
mile  per  hour  of  speed  in  every  five  sec- 
onds. The  brakes  are  applied  at  a  lower 
speed  than  in  the  previous  case,  and,  be- 
sides the  saving  of  power,  there  ii.  a  dis- 


this  reduced  speed  is  effective  to  over- 
come distance. 

Period  of  Rest. — Since  movement  is 
the  primary  object  of  transportation,  it 
is  evidently  desirable  that  the  stops 
should  be  as  short  as  possible,  and  here 
is  where  the  co-operation  of  the  passen- 
gers is  of  greatest  importance.  In  or- 
der that  this  fact  may  be  impressed  up- 
on the  mind  while  further  discussion 
proceeds,  it  may  be  stated  that  since  the 
rates  of  accelleration  and  braking  can 
be  fixed  at  a  practical  maximum,  every 
second  wasted  while  a  car  it  as  rest  is 
equivalent  to  a  loss  of  distance  equal  to 
one  second's  travel  at  maximum  speed, 
say  20  miles  an  houi-,  viz.:  about  30  ft. 
per  second.  Experience  and  careful  rec- 
ording of  actual  conditions  has  shown 
that  good  traffic  control,  prompt  move- 
ment of  passengers,  alert  action  by  the 
conductor  and  immediate  response  of  mo- 
torman  to  his  signals  will  result  in  prac- 
tical loading  and  unloading  delays  as  low 
as  one  second  per  passenger  in  fairly 
large  batches  and  three  seconds  per  pas- 
senger when  only  one  or  two  passengrs 
are  handled. 

The  average  length  of  stop  in  some 
cities  is  less  than  three  seconds.    Actual 


4.  Provision  by  the  municipal  authorities 
of  safety  zones  at  congested  points, 
where  intending  passengers  may  form  in 
queues  at  the  exact  location  where  the 
car  step  will  be  stopped.  5.  Better  control 
of  promiscuous  traffic,  at  certain  crowded 
intersections  at  busy  hours.  At  certain 
points  the  public  should  demand  that  all 
but  street  car  traffic  be  prohibited  at 
rush  hours.  At  other  points,  left  hand 
turns  of  vehicles  should  be  prohibited, 
and  automobiles  and  other  vehicles  should 
not  be  allowed  to  park  at  the  curb,  with- 
in a  block  on  the  near  side  of  intei-sec- 
tions.  This  allows  moving  vehicles  to 
remain  on  the  roadway  rather  than  en- 
croach on  the  car  tracks.  6.  Prevention 
of  overcrowding  of  cars.  Delays  from 
this  cause  are  very  serious,  and  reforms 
in  this  direction  will  require  the  serious 
and  well  organized  co-operation  of  the 
police  with  the  more  thoughtful  element 
of  the  public. 

It  will  perhaps  be  some  time  before  the 
public  will  realize  that  a  company  is  los- 
ing money  when  cars  are  crowded  to  the 
point  where  length  of  stops  are  appre- 
ciably increased,  and  further  to  appre- 
ciate the  fact  that  if  crowding  were  not 
permitted,  anyone  could  afford  to  let  half 


Speed  time  Cupi/es 

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Miles    per    hour 

tinct  saving  in  wear  of  brake  shoos  and 
wheels.  The  length  of  this  coasting  per- 
iod in  the  analysis  of  any  run  gives  a 
very  definite  indication  of  the  efficiency 
of  the  motorman.  This  desiraole  period 
can  be  lengthened  by  cutting  dovv'n  the 
other  three,  viz.:  accellerating,  braking 
and  rest  periods. 

Braking  Period. — The  rate  ot  acceller- 
ation or  braking,  is  under  the  control  of 
the  motorman,  and  subject  to  conditions 
of  rail  friction  and  comfort  of  passen- 
gers. A  maximum  rate  of  3 ',2  miles  an 
hour  per  second  is  possible,  but  seldom 
reached  on  open  streets.  A  high  prac- 
tical standard  is  about  2  miles  an  houi 
per  second.  The  only  point  of  special 
interest  here  is  that,  for  the  same  rea- 
sons as  given  under  the  heading  of  ac- 
celleration, a  maximum  rate  of  braking 
should  be  developed  at  the  beginning  of 
the  period  when  the  speed  is  greatest. 
It  is  evident  that  as  much  distance  as 
possible  should  be  covered  while  the  car 
is  running  free  at  a  high  speed,  and  that 
the  brakes  should  be  applied  for  as  short 
a  time  as  possible.  The  avei'ago  speed 
during  the  application  of  brakes  is  only 
half  of  the  initial  speed  at  which  brakes 
were  applied  and  it  is  evidently  desir- 
able to  shorten  the  time  during  which 


conditions  existing  in  Montreal  do  not 
compare  favorably.  The  reasons  are  per- 
haps not  so  much  due  to  lack  of  energy, 
or  to  inherent  slowness  of  movement  of 
the  local  population,  but  rather  to  the 
fact  that  the  public  has  not  been  educat- 
ed to  a  realization  of  the  great  advant- 
ages to  themselves  that  would  result 
from  a  snappier  movement  when  in  the 
vicinity  of  the  steps  of  a  standing  street 
car.  It  must  be  remembered  that  each 
car  on  a  busy  line  is  just  one  of  many 
links  in  a  moving  chain,  and  any  delay 
suffered  by  one  car  is  reflected  back  to 
every  other  car  in  the  line,  so  that  the 
speed  of  the  whole  is  limited  to  the  speed 
of  the  slowest  car. 

Other  means  of  eliminating  these  wast- 
ed moments,  which,  when  all  added  up, 
result  in  considerable  loss  of  time  and 
speed,  are  as  follows: — 1.  Passengers 
having  change  or  tickets  ready,  and  in 
hand  for  deposit,  when  boarding  car. 
Fumbling  in  pockets  and  handbags,  on 
crowded  platforms,  and  tender  of  bills 
when  purchasing  tickets,  are  very  effi- 
cient methods  of  annihilating  speed.  2. 
Clearing  of  entries  and  exits,  thus  as- 
sisting free  movement.  3.  Movement  of 
descending  passengers  toward  doorways, 
in   advance   of  actual    stoppage   of   car. 


Chart  Three 

a  dozen  cars  go  by,  and  still  get  home 
sooner  than  they  do  when  overcrowding 
exists.  The  cause  of  congestion  at  cer- 
tain downtown  loading  points  is  that 
during  certain  periods  the  number  of 
people  requiring  transportation  is  larger 
than  can  be  handled  by  the  number  of 
cars  that  can  be  operated  past  these 
points  on  limited  track  facilities.  A  suf- 
ficient number  of  cars  is  usually  avail- 
able. These  form  a  long  procession,  ready 
to  perform  useful  work,  but  are  forced 
to  crawl  along  at  snail's  pace,  owing  to 
the  excessive  time  lost  in  loading  by  each 
unit  at  the  head  of  the  procession.  There 
are  times  when,  because  of  the  danger 
attendant  upon  starting  cars  while  a 
crowd  is  surging  around  the  steps,  more 
than  a  minute  elapses  between  the  dis- 
patch of  successive  cars.  Each  of  these 
may  carry  125  passengers.  Three  times 
as  many  cars  could  be  sent  away,  load- 
ed with  80  to  100  passengers  each,  if 
crowding  were  eliminated,  and  the  com- 
pany, as  well  as  the  public,  would  profit 
by  the  change.  Elementary  arithmetic 
will  show  that  six  equally  spaced  cars, 
running  around  a  loop  at  12  m.p.h.,  will 
transport  as  many  passengers  as  12  cars 
running  in  the  same  loop  at  half  speed, 
or  6  m.p.h.    Why  then  should  the  public 


.H2 


CANADIAN  RAILWAY  AND  MARINK  WORLD 


.11.-.    li»20. 


not  ro.iipi-Kti-  with  u  coni|mriy  to  run 
all  thr  12  cars  at  I'J  iiiilc*  an  hour  with 
hair  thi-  number  of  panornKfru  in  each 
car' 

I'ndcr     pronrnt     ronditmns.     opiTntini,' 
i-»iiil>anii"i   an-   providinir    far   nuirt-   tars 

thn„      .1.      , >,.rv      I.,     i,.rl,,i.,i     Ih.      1  I'lil 


P 


■  '  >i(ifri*ii   »!•    II    link    in 

jf  it,   it  will   lif  I'Bsy   to 

lA MtffK    that    would    ac- 

i-rui-  to  hoth  thi-  puhlic  and  u  company, 
if  thf  !tp«'ifl  of  the  whole  chain  can  be 
incrvasHHl.  Tho  strap  hanjri-r  may  quite 
properly  Ih-  said  to  pay  the  dividends, 
hut  the  rear  platform  acrobat  is  a  Ki'n- 
eral  nuisance,  and  shouhl  be  treated  as 
such. 

The    R-eneral    features    of    the    several 

(If- •   ^he  speed  time  curve  havinsr 

}<•  i   at   some   lenjrth.   we   may 

I  'a  stu<ly  of  the  curve  as  a 

wiiiiM  1..  ■■ii-  iloini;  so.  it  is  nece.ss.iiy 
to  call  attention  to  what  is  perhaps  the 
most    inip'>rtant    factor    bearing    on    the 


tu.li..|     tiA.-Wl 


llllll    i\«iy    plishl-liml     will    K«l    to    bin    lleK- 

iiMiitKiii  In  one  third  less  time.  One  hour 
IS  cut  down  to  1(1  minutes,  three  quarters 
of  an   hour  to  HO  minutes. 

Why  has  this  practice  not  been  adopt- 
I'd  ?  Simply  because  the  voice  of  the  m- 
illviilual  who  runs  a  lianana-slnnd  at  a 
strei-t  corner  where  a  stop  has  been  elim- 
inated, is  louder  than  the  demand  of  the 
public  for  a  constructive  plan  of  im- 
provement in  their  car  service.  Inci- 
dentally it  w'ill  be  shown  that  the  possi- 
bilities of  increasinjr  prevailing  Rche<lule 
.speeds  in  this  direction  is  not  strikintf. 
until  the  average  distance  between  lo- 
cated stops  is  jrreater  than  ri2S  ft.  or  10 
stops  a  mile.  As  spacing  is  increased 
beyond  this  limit,  the  advantafces  are 
very  interesting  and  the  opinion  may  be 
expressed  that  there  is  no  (food  excuse 
for  placintr  stopping  points  les.s  than  SOU 
ft.  apart. 

.Analysis  of  Speed  Time  Curves.  —  It 
has  been  stated  that  the  accelleration 
and  braking  rates  have  definite  limits. 
It    is    not    practicable     to    accellerate    or 


that  II. .t  •.!  c  .  ■!■■'■  fti-t  ;i.  .  ill. ration 
make  '    that 

in     II  it  Inn 

allow  .it   a 

smalU'i    poui  I    K.hl. 

('oaHliiiK. — The  action  of  the  car  while 
c'oastinK  is  entirely  out  of  the  hands  of 
the  crew,  ami  on  level  track  the  car  re- 
tards at  the  rate  of  two  miles  an  hour  in 
l(t  seconds,  no  matter  what  sp«-ed  the  car 
had  when  coastinir  commence<l.  Obvious- 
ly a  car  retardini;  from  20  to  IK  m.p.h.  in 
10  seconils  will  cover  more  distance  than 
a  car  retanlintr  from  10  to  K  m.p.h.  in  10 
s«.eonds.  It  is  absolutely  essential  that 
in  practice  a  certain  amount  of  coastinc 
Ih-  allowed  in  the  average  cycle;  other- 
wise when  ilelays  occur  the  car  cannot 
reifain  time.  Here  then  is  a  further  ar- 
irument  for  fast  accelleration.  Since 
hii;h  initial  coastini;  speed  is  desirable, 
and  the  total  time  in  motion  is  limited, 
the  only  way  to  obtain  that  speed  is  to 
accellerate  quickly  to  it. 

RrakinK- — The  same  reasoning  applies 
to  the  reverse  operation  of  brakintr.  Con- 
sider two  cases  where  cars  are  braked 
from  12  miles  an  hour  at  rates  of  2  and 
1  m.p.h.  p.s.  respectively.  In  one  case  it 
takes   six    seconds    for   fhe   operation   of 


EFFECT  ON  SCHEDULES  ^  COST 

BY  VARYING    TIME     AT    f?EST 

13 
12 

rcm. 
1 

'  !    ^ 

FFp^NT    OI^ERAtlC 

N 

JO  STOPS  p£9  Mile 

1  Y'  1 

:          1          1          : 

4 

I0}f  mpIh 

^10 

^lZS4*Pt 

/?tM 

t 

a 

.^_ 

--. 

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8.6 

M.pH. 

- 

— ' 

H 

4.4-'Pt, 

1 

i 

^67 

i 

1 

i 

} 

0 

/ 

Secoi^os  PBff  Stop 

EFFECT  ON  Schedules  /  Cost 

BY  l/ARYING  NUMBER  OF  STOPS 

13 

t 

a 

/2.SS  M.  P  H. 

,  10.2*  PER  CM. 

NT 

S  '    1    '        i    1 

>v:  m  M\pk 

c. 

1 

[^^lj.S7ff 

f" 

M. 

IPH. 
ICM. 

1   '^k^ 

"^m 

EFFICIENT  OPERATION      "S^ 

/a/A' 

9 
8 

4  SEC  PER  Stop           i 

llA4'p\ 

1 

1 

4 

[       ^       6    '    ^ 

>'      6   '  9 

fO      1 

STOPS    PEP     Mile. 

question  of  faster  schedule  speed.s,  viy.: 
the  number  of  stops  per  mile  or  the 
spacintr  of  stops.  We  must  know  the 
numlK-r  as  well  as  the  duration  of  the 
stops  before  we  can  form  any  idea  of 
the  time  necessary  for  a  car  to  travel 
over  a   ifiven   route. 

It  will  be  shown  that  after  the  hivr'ni-'-^t 
possible  speeds  have  been  reached,  as  a 
result  of  close  co-operation  between  the 
operatintr  company  and  the  public,  it  is 
yet  easily  possible  to  make  remarkable 
improvements  in  schedule  speeds,  simply 
by  reducing  the  number  of  stops.  Under 
prevail inir  conditions,  in  Montreal  and 
elsewhere,  it  is  not  found  practicable  to 
make  better  speed  than  M  miles  an  hour, 
when  a  car  has  to  make  10  stops  a  mile. 
About  ;•  miles  an  hour  is  the  maximum 
possible  speed  t)iat  can  be  made  within 
the  limit.s  of  accelleration.  braking,  and 
time  of  loading  previously  mentioned, 
when  makintr  10  stops  a  mile.  It  will  be 
.seen,  however,  that  by  the  simple  expe- 
dient of  increasintr  the  distance  between 
.stops,  from  .')2K  ft.  to  8H0  ft.,  it  is  easily 
possible  to  maintain  a  practicable  sche- 
dule -|iiiil,  llllll.  I  rxactly  the  same  oper- 
.ii  •'   12  m.p.h.     In   other 

•2  ft.  or  MV,    to  the 
.!  '.ips.  a  triflinff  matter 


brake  faster  than  2  miles  an  hour  per 
second.  Up  to  this  limit,  however,  the 
niotorman  has  complete  control  and  can 
vary  the  rates  at  will.  These  periods 
then  beinp  of  less  direct  interest  to  the 
public,  it  will  be  necessary  here  to  mere- 
ly indicate  in  which  direction  the  motor- 
man's  efforts  should  be  turned  in  order 
to  produce  the  high  averajre  speeds  which 
this  paper  advocates. 

Accelleration.  chart  1. — Considering  ac- 
<eleration  fust,  take  two  examples  of 
one  and  two  miles  an  hour  per  second 
respectively.  The  straight  line  part  rep- 
resents the  speed  of  the  car.  as  the  power 
is  trradually  turned  on  by  the  niotorman. 
When  power  is  full  on,  the  inherent  char- 
acteristics of  the  motors  determine  how 
the  speed  will  continue  to  increase.  .Af- 
ter 10  seconds  of  operation,  w-ith  an  ini- 
tial accelleration  of  2  m.p.h.  p.s.  a  dis- 
tance of  NO  ft.  has  been  covered.  It 
will  be  found  that  it  requires  14  seconds 
opeintinK  the  other  way  to  cover  the 
.same  distance.  Obviously  slow  acceller- 
ation does  not  make  for  hitrh  schedule 
speeds,  and  therefore  fast  accelleration. 
up  to  the  limit  imposed  by  comfort  of 
pnssenpers.  should  be  encouraired.  Power 
is  beinK  consumed  durinp  the  whole  ac- 
celleration   period,   and    it   will    be  shown 


brinpinp  the  car  to  rest,  and  in  the  other 
case  12  seconds.  If  we  are  trying  to  save 
time,  the  first  is  evidently  the  proper 
method.  Incidentally,  brake  shoe  wear 
is  much  less  at  the  hipher  rate  of  accel- 
leration and  brakinp,  because  of  lower 
maximum  speeds  and  jrreater  depree  of 
coasting. 

Completion  of  Speed  Time  Curves. — 
('ombininp  the  three  elements  just  con- 
sidered, we  obtain  diagrams  as  shown 
on  Chart  2.  Since  the  area  of  this  dia- 
u'lam  is  the  product  of  time  and  speed. 
it  is  a  measure  of  the  distance  travelled. 
This  illustrates  three  methods  of  travel- 
ing GOO  ft.  in  -10  seconds.  The  first  meth- 
od is  to  accellerate  slowly  to  a  certain 
-speed,  and  brake  slowly  to  the  stopping 
point  (Curve  .A).  The  second,  to  accel- 
lerate somewhat  faster,  coast  a  certain 
distance,  ami  bi-ake  somewhat  faster 
(Curve  Bl.  The  third,  to  accellerate  as 
fast  as  is  practicable,  coast  as  far  as 
possible,  and  brake  as  quickly  as  com- 
fort will  permit  (Curx'e  C).  The  motor- 
man  has  these  three  choices  or  some 
modification  of  each.  So  far  as  the  pas- 
sengers are  concerned,  they  all  accomp- 
lish the  same  end.  viz.:  going  600  ft,  in 
■10  seconds.     But  there  are  two  very  im- 


June,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


313 


portant   points   to  consider   here:   safety 
and  cost. 

The  factor  of  safety  of  ear  operation 
may  be  described  as  the  ability  of  the  car 
to  stop  quickly  in  emergency.  If  we 
consider  that  the  possible  stopping'  dis- 
tance is  proportional  to  the  square  of 
the  speed  at  which  the  car  was  travelling 
when  the  brakes  were  first  applied,  it 
will  be  apparent  that  the  safest  way  of 
operatinK  is  that  in  which  the  car  has 
the  lowest  maximum  speed.  A  calcula- 
tion of  power  consumption  reveals  the 
fact  that  method  A  required  .'570  watt 
hours  for  the  trip;  method  B,  ',190  watt 
hours,  and  method  C  ;?:{0  watt  hours.  So 
from  the  point  of  view  of  economy  also, 
once  the  distance  and  time  are  fixed,  the 
practice  should  be  to  accellerate  and 
brake  fast,  and  coast  as  far  as  possible. 
This  completes  the  part  of  car  opera- 
tion directly   in   the  hands  of  the  motor- 


in  which  the  public  and  the  operating: 
companies  are  directly  and  jointly  in- 
terested, viz.:  schedule  speeds  and  oper- 
ating costs.  Certain  portions  of  the 
costs  are  fixed,  others  are  functions  of 
the  schedule  speed.  We  will  confine  oui'- 
selves  to  the  latter,  and  see  in  what  man- 
ner inei'eased  schedule  speeds  affect  pub- 
lic convenience,  and  also  operating  costs, 
which  of  course  in  turn  reflect  to  some 
extent  on  the  rates  of  fai'e.  It  is  neces- 
sary to  show  the  relative  effect  of  vary- 
ing the  principal  factors  that  bear  on 
the  subject  of  schedules.  These  are: — 
Motorman's  performance  or  efficiency  of 
car  handling;  gear  ratio;  time  of  stop; 
distance  between  stops.  Motorman's 
performance,  though  very  important  in 
some  respects,  has  relatively  very  little 
to  do  with  schedule  speed.  As  we  have 
seen,  it  is  to  everybody's  interest  to  ac- 
cellerate  and    brake   as   quickly   as   pos- 


Effect  on  Ia//ilking    17m e    3c 
Riding  Time  When  Speed  ^  Stops 
ARE  Changed    from- 
10  Stops  per  mile  -    SMlsperhr 

TO 6  STOPS    PER    MILE    ~      I2MlS  PER  HR 


W/\LKINO 
TIME 


-  Riding  Time  - 


1£l 


m. 


ML 


2  MfLE  Trip 


IQ 20    Minutes 


S  Mile   Trip 


a ID. 20    do 


0     in za m_ 


lO  MILE  TRIP 
40     SO 60      70 


men.  The  crew  do  not  fix  .schedules,  and 
they  can  only  partially  assist  in  speed- 
ing up  the  remaining  element  of  the 
cycle,  viz.:   the  time  at  rest. 

Before  passing  on,  however,  attention 
should  be  drawn  particularly  to  the  fact 
that  in  this  matter  of  car  operation,  safe- 
ty and  economy  are  coincident.  Since 
there  are  such  wide  variations  in  pos- 
sible power  consumption  for  a  given  run, 
it  is  quite  plain  that  for  economy's  sake 
the  companies  will  do  all  in  their  power 
to  encourage  motormen  to  operate  effi- 
ciently. Many  companies  have  made 
marked  improvements  in  this  direction 
by  educational  campaigns  supplemented 
by  instruments  which  record  each  car's 
performance,  and  have  incidentally  low- 
ered the  maximum  speeds  thought  to  be 
necessary  for  satisfactory  operation.  The 
subsequent  argument  for  higher  schedule 
speeds  bears  this  in  mind,  and  nowhere 
in  this  paper  is  a  schedule  speed  men- 
tioned that  if  efficiently  operated  will 
necessitate  a  higher  maximum  speed  than 
is  frequently  observed  with  inefficient 
operation  at  8  miles  an  hour. 

Schedule  Speed.s. — Passing  now  from 
individual  car  runs  to  the  larger  question 
of  operation  in  general,  we  will  connect 
the  argument  with  the  two  large  factors 


sible,  and  a  certain  amount  of  coasting 
is  absolutely  necessary,  for  the  sake  of 
flexibility   as   well   as   efficiency. 

Chart  3  shows  to  what  extent,  with  a 
given  equipment,  schedule  speeds  may  be 
varied,  by  allowing  different  coasting- 
periods,  accellerating  and  braking  rates 
remaining  fixed  at  the  practicable  maxi- 
mum of  two  m.p.h.  p.s.  The  highest 
schedule  speed  is  of  course  obtained  when 
no  coasting  is  allowed,  i.e.,  power  is  left 
on  till  the  moment  brakes  are  applied. 
Thus  for  any  condition  of  stop,  and  time 
of  stop,  there  is  a  definite  maximum  pos- 
sible schedule  speed.  This  is  fundamen- 
tal, and  shows  up  the  fact  that  no  mark- 
ed improvement  in  present  schedules  can 
be  obtained  by  any  manipulation  of  the 
car  itself.  For  instance,  at  10  stops  a 
mile,  10  seconds  a  stop,  the  highest  sche- 
dule speed  possible  is  9  miles  an  hour. 
There  is  no  way  of  increasing  this,  by 
any  changes  of  car  equipment,  within 
the  practicable  limits  imposed  by  accel- 
leration  and  braking  rates.  However,  in 
order  to  have  reasonable  flexibility,  i.e., 
to  allow  lost  time  to  be  made  up,  we  can- 
not insist  on  maximum  possible  sched- 
ules. Furthermore,  by  increasing  the 
coasting  period  up  to  a  certain  point,  the 
decrease  in  power  consumption  more  than 


offsets  the  increase  in  platform  labor 
cost. 

A  still  further  increase  in  coasting  re- 
duces the  schedule  speed  to  a  point  where 
further  saving  of  power  is  more  than 
offset  by  increased  platform  labor,  so 
that  for  any  given  distance  between  stops 
and  time  of  stop,  there  is  a  schedule  hav- 
ing minimum  cost.  This  condition  ob- 
tains when  coasting  is  from  30  to  40'a 
of  total  time.  Note  that  costs  as  well  as 
speed  are  almost  entirely  dependent  up- 
on the  question  of  stops.  At  10  stops  a 
mile  and  10  seconds  a  stop  the  following 
examples   are   noted: — 

With  0  coasting  9  m.p.h.  as  maximum 
possible  schedule,  costing  1.5.7c  a  car 
mile  for  power  and  platform  labor. 

With  35';  coasting,  8.6  m.p.h.,  which 
is  the  highest  practicable  speed  with  all 
motormen  highly  efficient;  costing  14.4c 
a  car  mile. 

With  bO'j'f  coasting  7.7  m.p.h.,  costing 
lo.Sc   a   car   mile. 

It  is  generally  conceded  that  at  10 
stops  a  mile  the  best  that  can  be  expect- 
ed from  average  motormen  is  8  miles  an 
hour.  The  important  point  to  keep  in 
mind,  however,  is  that  no  matter  how 
we  force  a  car,  with  unlimited  motor  ca- 
pacity, under  the  conditions  given,  it  is 
not  possible  to  exceed  a  9  mile  schedule. 

Gear  Ratio. — This  subject  is  rather 
technical,  of  interest  mainly  to  equip- 
ment engineers.  It  has  been  discussed 
.so  frequently,  to  the  exclusion  of  other 
matters  of  far  more  importance,  that  the 
fact  is  frequently  overlooked  that  those 
other  matters  do  exist.  Within  the  nar- 
row range  of  gear  ratios  available  for 
city  service,  it  is  of  quite  minor  import- 
ance, as  will  be  appreciated  from  the 
statement  that  30'/'r  change  in  gear  ratio 
of  a  Montreal  Tramways  Co.'s  car,  al- 
lows a  variation  in  schedule  of  only  6%. 
The  only  point  worth  noting  here  is  that, 
with  higher  speed  gearing,  power  costs 
tend  to  increase,  and  that,  therefore,  once 
a  schedule  is  decided  on  we  should  use 
the  lowest  gearing  that  will  maintain 
that  schedule  with  sufficient  flexibility. 
If,  however,  the  question  should  arise  as 
to  the  advisability  of  changing  existing 
gear  ratios,  in  order  to  economize  in 
power  cost,  it  may  be  suggested  that  it 
might  first  be  well  to  study  the  results 
that  would  follow  an  increase  of  speed 
without  change  of  gears.  It  may  be 
found  that  the  service  will  be  vastly  im- 
proved, and  equal  or  greater  economies 
effected  at  the  same  time,  if  the  effi- 
ciency of  operation  is  improved  by  in- 
creasing the  speed,  rather  than  by  low- 
ering the  gear  ratio  to  suit  prevailing 
speeds.  These  are  too  low  to  meet  mod- 
ern requirements  of  transportation. 
There  is  little  to  bo  hoped  for  by  alter- 
ing equipment,  and  whatever  results  can 
be  brought  about  by  efficient  car  handling 
should  certainly  be  taken  advantage  of 
by  the  operating  companies,  since  it 
makes  for  economy  at  the  same  time. 
The  only  remaining  factors  of  import- 
ance as  affecting  schedules  are  the  time 
of  stop  and  the  distance  between  stops, 
and  it  will  be  seen  that  these  have  far 
more  effect  than  any  of  the  factors  that 
are  directly  under  the  control  of  the 
operating  company. 

Time  of  Stop. — When  the  car  is  at 
rest,  it  is  benefitting  neither  the  passen- 
gers nor  the  company,  for  time  standing 
still  is  absolutely  lost,  and  it  should  be 
evident  that  the  sooner  the  car  gets 
started  again,  the  better  for  all  con- 
cerned. But  here  is  a  point  in  which  all 
street  car  passengers  are  vitally  con- 
cerned, for  without  their  co-operation 
practically  nothing  can  be  accomplished. 

Chart    4    has    been    prepared    from    a 


.11 1 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


June,  1920. 


.  .1  time  curveii  nuch  im  ore 
. Tt  L'.  nhiiwiMt:  the  etTiTt  on 
\,\\,-<t    <if    vnr>-inir    only    the 


.•.tops  hii»  iK-en  Uken  nt  !>2H  ft.,  or  10  n 
mill-  Wh.n  the  rnr  in  ot  n»t  10  seconds 
, .,  '     !ule  of  K.6  m.p.h.  can 

1,  '1  M'von  second  stops, 

,    .1     with    four   second 

.•»ro  evidently  somo  possibilities, 
•  .  i|ue.«tion  of  cost  must  not  be  lost 
siKht  of.  If  increased  schedules  entail 
increased  costs,  we  will  have  to  find  a 
compromise  which  while  benefittintr  the 
public  in  the  way  of  better  service,  will 
nut  be  n  burden  in  the  way  of  hiierhcr 
fan  -.  Till  two  lartre  items  of  cost,  di- 
!■.  I  by  car  operation,  are  pow- 

,■  rm    labor.      Power   can    be 

,  .  Mc   the   run    characteristics 

ari.  liMii,  ;i.'ui  platform  labor  is  inverse- 
ly proportional  to  schedule  speed.  Com- 
bining the  two  then,  will  >rive  a  very  close 
mdex  of  the  trend  of  runninif  costs.  We 
found  that  by  decreasinc  the  time  of 
stop  from  10  seconds  to  4  seconds,  the 
schedule  could  be  increased  from  8.G  to 
10.1  m.p.h.  Since  no  chanpe  in  the  mo- 
torman's  performance  is  necessitated  by 
the  chance  in  the  time  at  rest,  power 
per  car  mile  will  be  the  same  in  both 
cases.  Under  the  conditions  stated,  pow- 
er will  cost  :t.9:?c  a  car  mile  at  Ic  a  k.w. 
hour.  Platform  labor  at  45c  an  hour 
will  cost  at  8.6  m.p.h.,  10.47c  a  car  mile, 
and  at  10.1  m.p.h.  8.91c,  so  the  combined 
costs  are  14.4c  and  12.84c  respectively. 
Coincident,  therefore,  with  the  marked 
increase  in  possible  schedule  speed  that 
can  be  brought  about  by  the  assistance 
of  the  public,  is  an  equally  marked  re- 
duction  in  operating  costs. 

Number  of  Stops. — Building  on  this 
promising  result,  let  us  see  what  the  re- 
maining factor,  viz.:  number  of  stops, 
will  do.  Chart  4  was  calculated  for  528 
ft.  stops.  Using  the  four  second  stop 
which  we  saw  was  of  advantage  to  both 
public  and  company,  chart  5  gives  the  re- 
sults of  lengthening  out  these  stopping 
points,  within   practical  limits. 

Calculating  from  similar  speed  time 
curves,  it  is  found  that  at  S  stops  a  mile, 
instead  of  10,  under  equally  efficient  car 
handling,  a  speed  of  11.2  m.p.h.  can  be 
reached,  and  at  6  stops  a  mile,  12.55. 
Figuring  power  and  platform  labor  as 
before  we  see  them  to  be: — at  10.1  m.p.h., 
12.«4c;  at  11.2  m.p.h.  11.57c;  and  at  12.55 
m.p.h.  10.2c.  Charts  4  and  5  arc  drawn 
to  the  same  scale,  to  show  that  reducing 
the  number  of  stops  is  of  far  greater  in- 
fluence on  possible  schedules  than  even 
the  time  of  stop,  and  we  saw  that  time 
of  stop  had  more  influence  than  car  equip- 
ment and  handling. 

Let  us  see  if  the  increased  distance  be- 
tween stops  imposes  any  serious  incon- 
venience. Ten  stops  a  mile  means  528 
ft.  between  stops,  or  176  ft.  average 
walking  distance,  aside  from  cross  street 
travel.  At  three  miles  an  hour,  this  re- 
quires .'iO  seconds  to  walk.  Six  stops  a 
mile  means  880  ft.  between  stops,  or  220 
ft.  average  walking  distance,  requiring 
50  seconds.  Now  by  having  our  stops 
880  ft.  opart  and  obtaining  co-operation 
for  quick  movement  at  stops,  we  saw 
that  a  schedule  of  12.55  m.p.h.  is  possible, 
or  let  us  say  12  m.p.h.  Please  remember 
that  this  is  the  only  way  by  which  a  12 
mill'  service  can  be  made. 

Chart  6  gives  some  idea  of  what  the 
difference  lietween  8  mile  service  and  12 
mile  service  means  to  the  average  street 


car  ridcm.    It  is  sugKested  that  the  aver- 
age  pujiscngcr  walk  20  sc^'onds  farther. 
If   he   IS   giiing  2  miles,  he  can  save  five 
,,,,,, lit.  ,   .,r  .;oo  si-conds.     If  he  is  going 
ivc    12    minutes;    if    10 
This    for   an    extra 
.......  _!     !      :..i.s.     The  public  in  a  city 

like  .Montreal  Uke  some  210,000.000  car 
rides  a  year.  Assume  the  uveruge  ride 
at  2  miles.  The  annual  saving  of  time 
to  the  public  by  12  mile  service,  as 
again.nt  one  of  eight  m.p.h.  is  17,500,000 
hours,   or   2,000   years. 

It  is  worth  remembering  that  this  sav- 
ing to  the  public  in  general  would  be 
accompanied  by  a  substantial  reduction 
in  operating  costs,  and  also  a  marked 
saving  in  capital  investment,  since  the 
.•»ame  ser\'ice  can  be  maintained  with 
800  cars  at  12  m.p.h.  as  with  1.200  cars 
at  8  m.p.h.  Cars  of  a  type  suitable  for 
heavy  traffic  in  Canadian  cities  cannot 
be  bought  just  now  for  less  than  $20,000 
each.  Car  house  facilities,  car  house  ex- 
pense, etc..  would  of  course  be  in  pro- 
portion. It  would  seem,  therefore,  that 
in  view  of  the  prohibitive  cost  of  equip- 
ment, during  the  present  period  of  false 
values,  it  would  be  a  sane  policy  to  find 
ways  and  means  to  use  existing  equip- 
ment to  better  advantage,  before  we  talk 
of  undertaking  capital  expenditures  to 
meet  the  growing  demand  for  transpor- 
tation. 

Tt  might  well  be  asked,  can  the  above 
reasoning  be  carried  further.  The  an- 
swer is,  very  much  further;  but  with  the 
provision  that  the  general  public  will 
have  to  realize,  much  more  fully  even 
than  is  necessary  for  the  carrying  out 
of  the  suggested  changes,  that  street  car 
traffic  is  by  far  the  most  important  kind 
of  city  traffic  and  that  nothing  should 
stand  in  the  way  of  improving  it.  With 
nonprotected  tracks,  and  even  well  regu- 
lated vehicular  traffic  schedule,  speeds 
higher  than  12  m.p.h.  begin  to  approach 
dangerous  conditions,  on  account  of  the 
higher  maximum  speeds  necessary.  Pro- 
vide a  curb  protected  strip  6  or  8  in. 
high,  for  tracks,  on  certain  streets  re- 
served for  express  service,  stops  about 
1,500  or  2,000  ft.  apart,  and  protected 
crossings,  and  there  is  nothing  to  pre- 
vent a  20  mile  schedule.  The  unthinking 
part  of  the  public  might  regard  this  as  a 
restriction  on  their  right  to  wander  all 
over  the  highway,  but,  in  actual  time, 
the  gain  would  much  more  than  offset 
any  imagined  inconvenience.  However, 
let  us  get  the  12  mile  service  first. 

The  outstanding  features  to  be  re- 
membered are: — 

1.  That  higher  schedule  speeds  are  de- 
sirable from  every  point  of  view.  They 
can  be  obtained  without  extra  cost  and 
without   affecting    safety    of   operation. 

2.  That  higher  speeds  will  result  in  an 
improved  degree  of  comfort  and  frequen- 
cy of  service,  because  of  less  overcrowd- 
ing and  shorter  headway  between  cars. 

."J.  That  speeds  higher  than  those  now 
prevailing  depend  almost  entirely  on  re- 
ducing the  number  and  time  of  stops, 
and  that  a  decrease  in  the  number  of 
stops  is  of  more  importance  than  a  de- 
crease in  the  time  of  stops. 

4.  That  convenience  is  only  a  relative 
factor.  An  extra  walking  distance  of  a 
few  feet  is  of  no  real  moment  when  com- 
pared with  the  outstanding  advantage  of 
quick  transportation.  One  cannot  have 
l>rivate  taxi  cab  service  at  tramway 
fares,  but  there  is  no  reason  why  the 
speed  of  taxi  cab  service  cannot  be  ap- 
proached. 

5.  That  appreciably  higher  speeds  can- 
not be  obtained  by  any  possible  means 
within     the    control    ot    operating  com- 


panies. Improved  service  rc»ts  in  the 
hands  of  the  users  of  street  cars.  Ques- 
tions of  cur  design,  motor  equipment, 
routing  of  liir-.  rt^  .  are  all  of  some  im- 
portance, !•  '..t  on  the  quality 
of  ser\ice  .  when  compared 
with  the  I  of  improvement 
along  the  1im.--  .'■.ugt;ttted. 

6.  That  the  bogie  of  high  cost  cannot 
be  used  as  an  argument  against  faster 
se^^■ice,  because  higher  speeds  in  city 
transportation  tend  toward  lower  oper- 
ating costs. 

7.  Higher  speeds  will  result  in  a  more 
efficient  use  of  existing  equipment,  with 
the  result  of  curtailing  the  demand  for 
the  non-e.sstntial  protiuction  of  rolling 
stock,  in  favor  of  the  real  necessity  lor 
greater  production   of  essentials. 

8.  It  may  be  slated  that  it  is  abso- 
lutely essential  to  investigate  every  pos- 
sible means  of  increasing  the  efficiency 
of  existing  rolling  stock,  in  order  that 
we  may  partly  offset  the  radical  demands 
for  increased  wages. 

The  foregoing  paper  was  read  before 
the  Engineering  Institute  of  Canada  re- 
cently. 


Montreal  Conductor  Charged  with  As- 
sault.—  Alex.  Despuis,  a  .Montreal  Tram- 
ways Co.'s  conductor,  with  20  years  ser- 
vice, was  charged  before  Judge  Lancetot, 
at  Montreal,  recently,  with  assaulting 
three  passengers  with  a  switch  lever. 
One  of  the  passengers  was  so  injured 
that  he  had  to  be  attended  by  a  doctor. 
That  the  complainants  were  struck  by 
the  conductor  with  the  switch  lever  was 
not  denied,  but  the  evidence  showed  that 
one  of  the  complainants  was  drunk  and 
was  so  conducting  himself  that  a  com- 
plaint was  made  to  Despuis,  who  started 
to  put  him  off  the  car.  The  other  two 
men  interfered  and  the  three  were  so 
aggressive  that  the  conductor,  to  defend 
himself,  took  up  the  switch  lever,  and 
one  of  the  men,  in  endeavoring  to  take 
it  from  him.  was  struck  in  the  face  with 
it.  The  judge  held  that  there  had  been 
no  intention  to  injure  any  of  the  men; 
that  the  conductor  had  used  no  more  vio- 
lence than  was  necessary,  and  that  it 
was  his  duty  to  preserve  order  and  to 
protect  women  from  insult  on  his  car. 
The  whole  fault  was  that  of  the  young 
man  who.  in  his  evidence,  admitted  he 
was  so  drunk  he  could  not  remember 
what  happened.  The  case  was  dismissed. 

Speed  Limit  in  Montreal. — Police  Con- 
stable M.  Herscovitch  brought  an  action 
in  the  Quebec  Superior  Court,  May  10, 
against  the  Montreal  Tramways  Co.  to 
recover  $!.">. 000  for  injuries  to  a  minor 
son  who  was  knocked  down  by  an  electric 
car  on  St.  Lawrence  Boulevard  about  five 
years  ago.  The  evidence  showed  that 
"the  average  speed  of  the  car  was  8.60 
miles  an  hour  including  stops,  which  was 
in  contravention  of  the  Quebec  Railways 
-Act,  which  prohibited  tramway  com- 
panies incorporated  within  the  province 
running  cars  in  excess  of  6  miles  an  hour 
unless  the  lines  were  properly  fenced  in. 
or  unless  the  charter  expressly  provided 
that  this  speed  limit  might  be  exceeded. 
The  Montreal  Tramways  Co.'s  new  char- 
ter authorizes  it  to  run  its  cars  at  10 
miles  an  hour,  subject  to  the  Quebec 
I'ublic  Service  Commission's  approval. 
.Vdvantago  was  not  taken  of  this  provi- 
sion, counsel  for  the  plaintiff  stating  that 
the  sanction  for  the  higher  speed  limit 
did  not  take  effect  until  May  1,  1920.  The 
action  was  settled,  judgment  being  given 
fo  rplaintiff  for  $2,000,  thus  obviating  a 
legal  decision  on^he  point  of  law  raised, 
viz.,  whether  the  company  was  limited 
until  May  1.  1920,  to  a  speed  of  6  miles 
;in  liour  by  the  Quebec  Railway  Act. 


June,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


315 


Increases  in  Electric  Railway  Passenger  Rates. 


Cape  Hreton  Electric  Ry. — We  are  of- 
ficially advised  that  in  May,  1918,  the 
company  made  an  application  to  the  No- 
va Scotia  Public  Utilities  Commission  for 
authority  to  charge  a  6c.  fare  on  all  city 
lines,  and  a  Gc.  fare  in  each  zone  of  the 
Sydney  &  Glace  Bay  Ry.,  the  fares  pre- 
vailinif  at  that  time  being  5c.  Public  hear- 
ings were  held  in  Sydney  in  July  and 
Aug.,  1918,  and  in  Nov.,  1919,  and  a  de- 
cision was  given  by  the  Commission  au- 
thorizing the  company  to  put  the  6c.  fare 
into  effect.  This  was  done  as  of  Mar. 
15,  1919.  In  April,  1920,  the  company 
applied  to  the  commission  for  authority 
to  charge  a  7Vic.  fare.  If  this  increased 
fare  is  granted  the  company  proposes  to 
use  metal  tickets,  similar  to  the  ones  now 
being  used  and  would  sell  them  2  for  loc, 
4  for  30c.,  6  for  45c.,  etc.  Each  metal 
ticket  would  be  good  for  one  ride  on  any 
city  line  or  in  any  one  zone  of  the  inter- 
urban  line.  The  company  feels  it  would 
be  a  hardship  for  anyone  to  buy  so  few 
as  two  tickets  at  a  time  and  has  there- 
fore asked  that  in  cases  where  a  metal 
ticket  is  not  tendered  that  the  cash  fare 
should  be  10c. ,  thus  doing  away  with  the 
use  of  copper  coins.  On  the  Sydney  & 
Glace  Bay  Ry.  the  ticket  fare  in  each 
zone  would  be  7'-c.,  and  the  cash  fare, 
if  a  ticket  was  not  tendered,  would  be 
10c.  A  person  travelling  through  two 
zones  would  pay  15c.  in  metal  tickets,  or 
since  it  is  no  more  trouble  for  passenger 
and  conductor  to  handle  a  10c.  piece  and 
a  5c.  piece  than  it  is  to  handle  two  metal 
tickets,  the  cash  fare  would  be  15c.  In 
three  zones  a  passenger  could  pay  by 
using  three  metal  tickets  or  15c.  in  cash 
or  one  metal  ticket;  in  four  zones  he 
could  pay  either  30c.  in  cash  or  four  metal 
tickets  or  15c.  in  cash  and  two  metal 
tickets.  In  other  words,  the  ticket  rate 
could  be  obtained  at  any  time  by  tender- 
ing one  or  more  metal  tickets.  The  pub- 
lic hearing  of  .the  application  was  sched- 
uled to  come  before  the  Public  Utilities 
Commission  on  May  18.  In  preparation 
for  this  hearing  the  company's  Manager, 
C.  C.  Curtis,  waited  on  the  councils  of  the 
various  municipalities  recently  and  ex- 
plained the  proposal.  He  is  reported  to 
have  said  that  the  fares  should  really 
be  increased  to  10c. ,  instead  of  the  TVsc. 
asked  for.  The  company's  pay  roll  for 
1919  was  115*:^  greater  than  for  1915, 
and  130%  greater  than  for  1913,  and  cer- 
tain repairs  which  cost  $220  a  few  years 
ago  had  cost  this  year  $590. 

Levis  County  Ry. — The  question  of  a 
proposed  increase  of  fares  necessary  to 
meet  the  company's  employes'  demands 
for  higher  wages,  came  before  the  Que- 
bec Public  Service  Commission  May  11. 
Representatives  of  Levis  and  Bieuville 
municipalities  stated  that  they  would 
accept  the  Commissioners'  arbitration  of 
the  matter,  but  it  was  stated  that  Lauzon 
and  St.  Romuald  municipalities  would 
stand  by  the  terms  of  their  contracts 
with  the  company.  Counsel  for  the  em- 
ployes stated  that  the  company  had  ex- 
pressed its  willingness  to  do  something 
for  them,  but  that  its  present  resources 
did  not  permit  it  to  do  so;  therefore  they 
asked  the  Commission  to  take  up  the 
question  of  increasing  fares.  The  com- 
mission decided  to  take  up  the  matter 
and  fixed  May  19  as  the  date  when  the 
assent  or  refusal  to  accept  the  com- 
mission's arbitration  be  filed  by  all  par- 
ties concerned,  and  fixed  May  25  or  26  as 
the  date  for  hearing  the  ease. 

A  press  report  of  May  20  states  that 
in  consequence  of  St.  Rowuald  and  Lau- 


zon municipalities  having  intimated  to 
the  Quebec  Public  Service  Commission 
that  they  would  not  agree  to  a  proposal 
to  increase  fares,  the  Levis  County  Ry. 
ceased  to  operate  its  cars  in  those  muni- 
cipalities on  the  night  of  May  19,  the 
employes  having  refused  to  operate  the 
cars  in  the  municipalities  on  account  of 
the  refusal  to  allow  higher  fares,  which 
would  result  in  higher  wages.  The  cars 
were  reported  to  be  running  only  to  the 
Levis  boundary  on  May  20.  Lauzon  mu- 
nicipal council  has  instructed  its  solici- 
tor to  take  action  to  compel  the  company 
to  operate  its  cars  in  the  municipality. 

Montreal  &  Southern  Counties  Ry. — 
Under  the  Board  of  Railway  Commission- 
ers' order  29,571,  April  26,  published  in 
Canadian  Railway  and  Marine  World  for 
May,  pg.  253,  the  company  filed  its  stand- 
ard tariff  of  maximum  tolls,  cancelling 
standard  tariff  10,  as  follows: — "The 
maximum  passenger  fare  between  Mont- 
real and  St.  Lambert,  Que.,  is  20c.  Be- 
tween all  other  stations  on  this  com- 
pany's lines,  3.45c.  a  mile.  Fractions  of 
2V2C.  and  under  to  be  w-aived,  over  2'/4c. 
and  up  to  5c.,  to  be  counted  as  5c." 

The  new  tariff  became  effective  May 
10.  In  connection  with  this  increase  of 
fares  the  company  notified  passengers 
that  55  and  46  ride  commutation  tickets 
sold  prior  to  May  10  will  be  accepted 
until  June  10;  and  that  10  trip  tickets 
issued  prior  to  May  10  will  not  be  ac- 
cepted but  must  be  turned  in  for  re- 
demption. Ten  trip  tickets,  good  for 
three  months;  scholars'  tickets,  good  for 
40  rides  in  30  days;  and  55  trip  tickets, 
good  for  30  days,  will  be  sold  on  the  new 
basis  for  commutation  fares. 

Nova  Scotia  Tramways  &  Power  Co. — 

The  Nova  Scotia  Legislature  was  asked 
recently  to  pass  an  act  authorizing  the 
company  to  increase  its  fare  to  a  flat 
rate  of  7c.  a  trip,  and  to  sell  4  tickets  for 
25c. 

Regina  Municipal  Ry. — D.  W.  Hous- 
ton, Superintendent,  recommended  recent- 
ly that  the  fares  charged  on  this  railway 
should  be  raised,  in  the  event  of  the  pro- 
position for  the  operation  of  one-man 
cars  not  going  through.  A  bylaw  to  pro- 
vide for  the  operation  of  such  cars  is  to 
be  submitted  to  the  ratepayers  at  an 
early  date;  consequently  the  city  com- 
missioners have  not  taken  any  action  on 
the  suggestion  to  increase  fares.  The 
present  fare  schedule  and  that  proposed 
is  as  follows: — 

Present.  Proposed. 

Cash     5c.  6c. 

Unlimited     tickets     5  for  25c.  9  for  50ci 

Book    tickets    21  for    $1  None 

Labor    (6    to    8   a.m.)....       8  for  26c.  None 

Children     10  for  25c.  8  for  26c. 

With  the  present  travel  the  suggested 
new  fares  would  give  an  increased  reve- 
nue of  $1,000  a  week. 

Sarnia  St.  Ry. — A  press  report  states 
that  the  Sarnia  St.  Ry.  Co.  has  announced 
that  it  will  make  an  early  application  to 
the  Sarnia,  Ont.,  City  Council  for  au- 
thority to  increase  fares  6c.  to  7c. 

Woodstock,  Thame.s  Valley  &  Ingersoll 

Electric  Ry. — The  Board  of  Railway  Com- 
missioners passed  order  29,620,  May  12, 
approving  this  company's  standard  pas- 
senger tariff  C.R.C.  1,  effective  May  24. 
The  fare  from  Woodstock  to  Vareys,  3.05 
miles,  is  7c.,  and  from  Woodstock  to  In- 
gersoll, 10.20  miles,  25c.  From  Ingersoll 
to  the  park,  4.55  miles,  the  return  fare  is 
20c. 


London  Street  Itailway  Fares  and 
Wages. 


The  questions  of  an  increased  fare  on 
the  London,  Ont.,  St.  Ry.,  and  of  an  in- 
crease of  wages  for  the  employes  are 
bound  up  together,  and  have  been  under 
discussion  from  various  points  of  view 
for  months.  Early  in  1919  the  city  coun- 
cil passed  a  bylaw  authorizing  the  com- 
pany to  collect  an  increased  fare.  Ac- 
tion to  quash  the  bylaw  was  taken  and 
in  Oct.,  1919,  Chief  Justice  Falconbridge 
declared  it  invalid,  holding  that  the  city 
had  no  pow'er  to  pass  such  a  bylaw.  The 
company  appealed  against  this  decision 
to  the  Court  of  Appeal,  which  gave  judg- 
ment April  9,  four  of  the  five  judges  de- 
ciding in  favor  of  reversing  the  decision 
quashing  the  bylaw.  The  bylaw  author- 
ized the  company  to  sell  6  unlimited  or  8 
limited  tickets  for  25c.  instead  of  7  or  9 
as  formerly. 

The  city  in  an  omnibus  bill  introduced 
in  the  Ontario  Legislature  at  its  present 
session,  asked  for  authority  to  grant  an 
increase  of  fares,  but  this  is  reported  to 
have  been  dropped  when  the  bill  was  be- 
fore a  committee.  Be  that  as  it  may, 
the  company's  employes  pressed  their  de- 
mands for  increased  wages,  and  the  com- 
pany expressed  its  willingness  to  meet 
this  demand  if  it  could  increase  its  fares 
permanently.  The  men  demanded  an  in- 
crease of  wages  from  the  present  rate, 
ranging  from  39c.  to  44c.  an  hour  to  from 
60c.  to  65c.  an  hour,  according  to  length 
of  service,  together  with  certain  work- 
ing conditions.  These  terms  not  being 
agreed  to,  the  men  went  out  on  strike 
on  April  30.  On  May  3,  efforts  having 
failed  to  bring  the  company  and  its  em- 
ployes together,  the  city  council  author- 
ized the  Mayor  to  appeal  to  the  Ontario 
Railway  and  Municipal  Board  to  operate 
the  line.  Members  of  the  board  arrived 
in  London  May  4  and  decided  to  operate 
the  line,  the  service  being  resumed  May 
6.  The  men  returned  to  work  at  the  old 
rates,  but  were  promised  that  from  any 
balance  remaining  after  meeting  operat- 
ing costs  and  bond  interest  were  met,  an 
increase  of  wages  would  be  granted.  One 
of  the  features  of  the  operation  of  the 
line  by  the  board  is  that  cars  are  being 
operated  on  Sundays,  notwithstanding 
the  fact  that  the  city  bylaw  granting 
such  permission  has  expired.  The  board 
had  an  audit  made  of  the  company's 
books  so  as  to  prepare  a  report  on  the 
situation  for  presentation  to  the  city 
council,  and  on  May  19  a  press  report 
states  that  the  board  has  advised  the 
council  that  additional  revenue  was  ne- 
cessary if  the  line  was  to  continue  in 
operation. 

A  press  report  of  May  24  stated  that 
the  employes  had  agreed  to  accept  an 
increase  of  8c.  an  hour,  based  on  the  con- 
dition that  the  city  allow  the  company 
to  charge  a  cash  fare  of  ,5c.  and  sell  6 
limited  tickets  for  25c. 


Port  Arthur  Civic  Ry.'s  Future.  —  A 

press  report  states  that  Hydro  Electric 
Power  Commission  of  Ontario  engineers 
were  expected  in  Port  Arthur,  Ont.,  May 
18  to  value  the  Port  Arthur  Civic  Ry. 
with  a  view  to  its  being  taken  over  and 
operated  by  the  Commission. 

Moncton  Tramways,  Electricity  &  Gas 
Co. — The  New  Brunswick  Legislature  has 
passed  an  act  authorizing  the  City  of 
Moncton  to  buy  the  electric  lighting 
plant,  and  electric  tramways  in  the  city 
from  the  Moncton  Tramways,  Electricity 
&  Gas  Co. 


:tir. 


CANADIAN  RAILWAY  AND  MARINK  WORLD 


.luiif.     I'.tLiK. 


Electric  Raih\a.v  Projects,  Construction,  IJettcr- 
ments,   Ktc. 


.  ip.ii  ii> 


Tin      CaU 


hu.. 


thf  lutoMiiti  o(  u  l.>lau.  riu  i.~-Umati'(l 
co»t  of  thf  fXtcnuion  i.n  $18,000.  (April. 
PR.  202.) 

The  lapc  llrcton  Elcclric  Co.,  we  are 
officially  M<lvi.«iHi,  oxpiHt-i  to  ri-buihl  the 
powi-r  station  nt  Poiiiiniim  Nt>.  4  so  that 
It  will  .ii'rvr  nii  a  car  huu.si-  for  Glace  Bay 
cars,  or  to  huild  a  new  car  house.  This 
work  is  nivessiUleil  by  the  lire  which  ile- 
stroyed  the  company's  car  house  Mar.  (i. 
(May.  pK.  2'<7.l 

Kort  William  Electric  Ky.— We  are  of- 
ficinlly  ii.lvised  that  half  interlockinK 
plant!^  are  In-inc  installed  at  the  cross- 
inK>  of  the  Canadian  National  Rys.  at 
Victoria  .\ve.  and  Franklin  St.,  Fort  Wil- 
liam, Ont.  The  car  barns  destroyed  by 
fire  recently  are  beinK  rebuilt,  the  con- 
tract havinK  been  let  to  Hancock  &  Co. 
We  are  also  advised  that  the  erection  of 
a  4.5  X  18  ft.  addition  to  the  car  barns,  to 
be  used  as  a  storehouse,  is  contemplat- 
ed.    (April,   PK.  202.) 

London  &  I'ort  Stanley  Ry.— The  Lon- 
don Railway  Commission  is  reported  to 
have  authorized  the  purchase  of  a  j;ra- 
vil  pit  property,  estimated  to  provide 
40.000  cubic  yards  of  ballastinft  material. 
A  press  report  of  May  12  stated  that 
the  building  of  a  .second  track  throuKh 
St.  Thomas.  Ont.,  was  expected  to  be 
completed  early  in  June.  This  will  E've 
about  four  miles  of  what  will  be  prac- 
tically a  double  track  line,  not  contin- 
uous, but  including  sidinps  at  certain 
points  and  passing  tracks  along  the  line. 
It  is  also  reported  that  it  is  proposed  to 
consider  the  buildinR  of  six  miles^  of 
second  track  between  Whites  and  Yar- 
mouth in  the  near  future.  (May,  PK- 
257.) 

Montreal  &  Eastern  Counties  Ry. — 
The  Dominion  Parliament  has  extended 
for  five  years  the  time  within  which  the 
company  may  buibi  lines  from  the  nor- 
thern limit  of  Chambly  County  to  Sher- 
brooke.  Que.,  and  lines  in  the  counties  of 
Beauhamois,  ChatcauRuay,  Huntingdon 
and  Napier.  The  company  is  a  G.T.R. 
subsidiary,  and  with  the  other  G.T.R. 
lines  will"  pass  under  Dominion  Govern- 
ment ownership.     (Feb.,  pg.  81.) 

New  Brunswick  Power  Co. — A  press 
report  states  that  as  soon  as  the  com- 
pany's electric  railway  can  be  extended 
from  Fairville  to  Manchester.  N.B.,  a 
through  service  will  be  operated  from 
King  St..  St.  John,  to  Manchester  Cor- 
ner, on  the  Manawagonish  Road.  An 
agreement  between  the  company  and  the 
municipality  is  under  consideration. 
(Mar.,   pg.    14.5. » 

({uebec,  Ry..  Light  &  Power  Co. — The 
extension  of  the  Beuuport  line  from  the 
I  ..,  .,!.,.  Viitional  Rys.  tracks  to  the  ter- 
■  yond  Beauport  Asylum,  Que- 
i-d  to  have  been  opened  for 
;,......  ....  Beauport  line  was  complet- 
ed as  tar  as  the  C.N.R.  tracks  and  put 
in  operati(jn  Nov.  17,  ISU'.  and  construc- 
tion of  the  extension  opened  recently 
was  put  in  hand  immediately  thereafter. 
(May,   pg.  257.) 

\Vc  ;■•■■  ..IV..-.,.  1 1,-  ...K,...,!  tli.Mt  the  com- 
pany a  mile  of 
new  I'  liridge  on 
iheD. ■■  -     '""•    '"^'1 


.  v|...  t-   to  linish  it  in   August. 

A,  re  officially  advi.sed  .May  10  that 
■  i.ins    Were    still    pending    in    inn- 
with    the    projected   extension    to 
l...|i.!l.-ville. 

K«-K>na  .Municipal  K). — A  delegation 
ieprc,»enting  the  North  Annex  and  High- 
land Park  Ratepayers'  Association  is  re- 
piirted  to  have  asked  the  Regina,  Sask., 
City  Council  to  extend  the  electric  rail- 
wav  on  Broail  St.,  northerly  for  four 
blocks.  The  estimated  cost  is  $5,500  or 
$t;,500,  according  tn  the  weight  of  rails 
used,  and  property  owners  are  said  to 
be  rea<ly  to  pay  interest  on  the  cost  of 
construction  and  operation  loss  which 
might  accrue.  The  matter  was  referred 
to  the  city  commissioners  for  considera- 
tion.    (Jan.,  pg.  .'14.) 

Sandwich,  Windsor  &  Amherstburg  Ry. 
We  are  officially  advised  that  nothing  is 
being  done  by  the  Hydro  F.lectric  Power 
Commission  of  Ontario  with  regard  to 
an  extension  of  the  railway  in  land  from 
the  Detroit  River,  as  reported  in  the 
daily   press. 

Toronto  Civic  Ry. — The  Ontario  Legis- 
lature's private  bills  committee  on  Nov. 
7  defeated  the  section  of  the  City  of  To- 
r(mto's  bill  to  give  the  city  authority  to 
issue  debentures  for  $94:i,000  for  the  con- 
struction of  the  Mount  Pleasant  car  line. 
The  city  council  had  before  it  on  May 
10  a  recommendation  from  the  board  of 
control  to  ask  the  ratepayers  to  vote  on 
a  bylaw  to  issue  these  debentures,  at  the 
municipal  elections  on  Jan.  1,  1921.  "The 
council  passed  a  resolution  providing 
that  as  soon  as  the  bill  before  the  legis- 
lature is  passed  the  proposed  transpor- 
tation commission  shall  be  appointed,  and 
that  it  be  requested  to  proceed  with  the 
construction  of  the  Mount  Pleasant  line 
with  all  possible  despatch.  April,  pg. 
203.) 

Waterloo-WellinRton  Ry. — The  OnUno 
Legislature's  railway  committee  refused 
to  pass  the  company's  bill  to  enable  it 
to  extend  its  line  from  Bridgeport  to 
Guelph,  on  the  ground  that  it  would  in- 
terfere with  the  Hydro  Electric  Power 
Commission  of  Ontario's  plans.  (April, 
pg.  '20:i.) 

Winnipeg  Electric  Ry. — We  are  offi- 
cially advised  that  it  is  proposed  to  re- 
move half  a  mile  of  single  track  on  .Mar- 
ion St.,  St.  Boniface,  extending  from  Rue 
de  Meurons  to  the  C.P.R.,  and  in  lieu 
of  this  to  operate  a  bus  line  on  Marion 
St.  from  the  corner  of  Rvie  de  Meurons 
to  the  stock  yards,  a  distance  of  one 
mile.  This  service  is  being  undertaken 
in  lieu  of  electric  car  service  on  account 
(if  the  company  not  being  able  to  cross 
the  railway  tracks  on  Marion  St.  with  a 
car  line.  The  company  has  ordered  I'u 
ton  chassis  for  the  busses,  which  are  be- 
ing built  in  Winnipeg.  They  will  each 
accommodate  20  passengers  seated  and 
15   sUnding.      (May.  pg.  257.) 

Postmcns'  Transportation  in  Toronld. 
The  further  supplementary  estimates  for 
the  year  ende<l  Mar.  :U.  1!»20.  submitted 
to  the  House  of  Commons  recently,  con- 
tained the  following  item:  — Arrears  due 
Toronto  Ry..  for  conveyance  of  letter 
carriers,  during  fiscal  years  Iitl7-1'.M.>^. 
and   l<tlH-l'.il!».  $27,187. 

The  Calgao'.  Alta..  City  Commission- 
ers on  May  10  recommended  the  purchase 
of  $1,146  worth  of  machinery  for  the  car 
bams,  and  three  '200  k.w.  transformers. 
I   \i.nl.    i.L'.    202.') 


Itritish  (  i)lumlti:i   F^lertrir   Railway 

Ri-s|(ir«'d  III  l'ni\in<ial  .Itiri.sdir- 

liun. 

The  Railway  Act  1919.  an  passed  by 
the  Dominion  I'nrlianicnt,  contained  the 
following    sectinn:  — 

"•;.  The  pri'viMons  of  this  act  shall, 
with  out  limiting  the  effect  of  the  last 
precifling  section,  extend  and  apply  to, — 
"(a)  every  railway  company  incorpor- 
ated elsewhere  than  in  Canada  and  own- 
ing, controlling,  operating  or  running 
trains  or  rolling  stiK-k  upon  or  over  any 
line  or  lines  of  railway  in  Canada  cither 
owned,  controlled,  leased  or  operated  by 
such  comjiany  or  companies,  whether  in 
either  case  such  ownership,  control,  or 
operation  is  ac(|uired  by  purchase,  lease, 
agreement  or  by  any  other  means  what- 
soever; 

"(b)  every  railway  company  operating 
or  running  trains  from  any  point  in  the 
I'nited  States  to  any  point  in  Canada; 

"(c)  every  railway  or  portion  thereof, 
whether  constructed  under  the  authority 
of  the  Parliament  of  Canada  or  not,  now 
or  hereafter  owned,  controlled,  leased, 
or  operated  by  a  company  wholly  or  part- 
ly within  the  legislative  authority  of  the 
F'arliament  of  Canada,  or  by  a  company 
operating  a  railway  wholly  or  partly 
within  the  legislative  authority  of  the 
Parliament  of  Canada,  whether  such 
ownership,  control,  or  first  mentioned 
operation  is  acquired  or  exercised,  by 
purchase,  lease,  agreement  or  other 
means  whatsoever,  and  whether  acquired 
or  exercised  under  authority  of  the  Par- 
liament of  Canada,  or  of  the  legislature 
of  any  province,  or  otherwise  howsoever; 
and  every  railway  or  portion  thereof, 
now  or  hereafter  so  owned,  controlled, 
leased  or  operated  shall  be  deeme<l  and 
is  hereby  declared  to  be  a  work  for  the 
general   advantage  of  Canada." 

The  effect  of  this  section,  which  was 
an  amendment  of  the  previous  act.  was 
that  the  British  Columbia  Electric  Ry. 
as  a  whole  was  brought  under  the  Board 
of  Railway  Commissioners'  jurisdiction, 
and  that  the  commissioners,  upon  appli- 
cation granted  increases  of  fares  to  the 
company,  full  details  of  which  were  given 
in  Canadian  Railway  and  Marine  World 
for  Dec,  UUii,  pg.  dGd.  Another  was 
to  bring  to  an  end  the  investigation  into 
the  British  Columbia  Electric  Ry.'s  af- 
fairs, by  the  Public  Utilities  Commis- 
sioner of  British  Columbia,  who  had  been 
authorized  by  the  Legislature  to  deter- 
mine whether  the  temporary  increase  of 
fare  granted  by  the  City  of  Vancouver 
was  justified,  and  to  fix  the  fare  for  the 
future.  The  abolition  of  the  B.C.  Public 
Vtilitics  Commission  followed  at  the  leg- 
islature's last   session. 

The  Minister  of  Railways,  Hon.  J.  D. 
Reid.  introduced  Bill  i:{5.  in  the  House 
of  (^onimons.  May  17,  which  was  read  a 
first  time,  as  follows:  — 

"1.  Section  fi  of  the  Railway  .-Vet.  1919. 
chapter  68  of  the  statutes  of  1919.  is 
amended  by  adding  thereto  the  following 
.subsection:  — 

"'(2)  The  provisions  of  paragraph  (c) 
of  this  section  shall  be  deemed  not  to 
include  or  apply  to  any  street  railway, 
electric  suburban  railway  or  tramway 
constructed  under  the  authority  of  a  pro- 
vincial legislature,  and  which  has  not 
been  declared  to  be  a  work  for  the  gen- 
eral advantage  of  Canada  otherwise  than 
by  the  provisions  of  the  said  para- 
graph.* " 

Tne  Minister  in  explaining  the  bill 
said:  "Sec.  6  of  the  Railway  Act.  passed 
at  the  last  session,  provided  that  any  rail- 


June,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


317 


way  under  piovincial  jurisdiction  which 
was  leased  or  operated  by  another  road 
wholly  or  partly  within  the  legislative 
authorit  yof  the  Dominion  Parliament 
should  be  regarded  as  a  work  for  the 
general  advantage  of  Canada  and  there- 
fore subject  to  the  jurisdiction  of  the 
Board  of  Railway  Commissioners.  This 
clause  was  inserted  to  cover  the  case  of 
the  Quebec  Central  Ry.,  which,  being  part 
of  the  C.P.R.  system,  was  under  provin- 
cial as  well  as  Dominion  jurisdiction.  We 
found  afterwards  that  the  clause  had 
been  so  worded  as  to  have  the  effect  of 
taking  in  street  railway  lines,  electric 
suburan  railways  and  tramways  built  un- 
der the  authority  of  a  provincial  legisla- 
ture. This  bill  proposes  to  place  these 
electric  lines  again  under  the  jurisdiction 
of  the  provincial  government.  If  I  read 
the  main  clause  of  the  bill  its  purpose 
will   be  explained." 

The  effect  which  this  bill  will  have  ap- 
parently is  that  rates  fixed  by  the  Board 
of  Railway  Commissioners  for  B.C.E.  Ry. 
lines,  which  are  not  definitely  under  its 
jurisdiction,  through  being  operated  un- 
der Dominion  charters  and  declared  to 
be  works  for  the  general  advantage  of 
Canada,  will  cease  to  be  operative,  and 
the  fares  fixed  in  the  municipal  charters 
under  which  the  lines  were  built  will 
again  come   into  effect. 


Mainlv 


.\bout   Electric  Railway 
People. 


Electric  Railway  Notes. 


The  Brantford.  Ont.,  Railway  Com- 
mission is  reported  to  be  considering  the 
desirability  of  operating  one-man  cars 
on   the   municipal   railway. 

The  Regina,  Sask.,  City  Council  put 
a  bylaw  for  the  operation  of  one-man 
cars  on  the  Regina  Municipal  Ry.  through 
its  initial  stages.  May  4.  It  will  be  vot- 
ed on  by  the  ratepayers  at  an  early  date. 

The  Brantford,  Ont.,  Municipal  Ry. 
Comniission  is,  we  are  officially  advised, 
considering  one-man  car  operation,  with 
the  idea  in  view  that  in  case  any  addi- 
tional cars  may  be  ordered  this  year, 
that  type  may  answer  the  city's  require- 
ments. 

A  deputation  representing  the  Toronto 
against  the  proposed  purchase  of  one- 
street  railway  men's  union  waited  on  the 
board  of  control  recently  to  protest 
man  cars  for  Toronto  Civic  Ry.  on  the 
hackneyed  ground  that  their  use  would 
slow  up  traffic  and  endanger  the  lives 
of  passengers  and  pedestrians. 

The  Cape  Breton  Electric  Co.  expects 
to  be  in  the  market  shortly  for  two  or 
more  passenger  cars  to  replace  those  de- 
stroyed by  fire  at  Glace  Bay,  N.S.,  in 
March.  It  is  possible  that  some  of  the 
company's  large  steel  cars  may  be  di- 
verted from  city  to  suburban  use,  and 
safety  cars  bought  for  city  service.  The 
purchase  of  a  new,  or  second  hand,  com- 
bination express  car,  line  car  and  sweep- 
er, is  under  consideration. 

The  Ontario  Railway  and  Municipal 
Board  advised  the  St.  Thomas,  Ont.,  city 
council  recently  that  it  was  prepared  to 
approve  of  the  operation  of  one-man  cars 
on  the  municipal  railway  there  as  soon 
as  it  was  advised  of  the  routes  upon 
which  they  would  be  operated.  A  press 
report  says  the  Board  of  Railway  Com- 
missioners has  given  the  city  authority 
to  operate  one-man  cars  on  its  line  over 
certain  crossings  of  steam  railways  in 
the  city,  upon  the  installation  of  sema- 
phores and  provision  for  the  mainten- 
ance of  watchmen.  Another  report  states 
that  seven  of  the  city's  cars  have  been 
converted  for  one  man  operation. 


J.  .M.  .\hearn,  heretofore  Assistant 
Superintendent  and  Purchasing  Agent, 
Ottawa  Electric  Ry.,  has  been  appointed 
Assistant  Manager  and  Purchasing 
Agent. 

K.  D.  Burpee,  heretofore  Superinten<l- 
ent,  has  been  appointed  Manager,  Ottawa 
Electric  Ry.,  Ottawa,  Ont.  He  was  born 
at  Ottawa,  Ont.,  .\pr.  25,  1876,  and  com- 
menced railway  work  in  1891  on  District 
4,  Eastern  Division,  C.P.R.,  Ottawa,  and 
transferred  to  Ottawa  Electric  Ry.  ser- 
vice in  1890,  since  when  he  has  been,  to 
1896,  stenographer,  1896  to  1898,  cashiei- 
and  paymaster,  1898  to  Aug.,  1912,  ac- 
countant, during  which  time  he  also  act- 
ed as  assistant  to  the  Secretary-Treasur- 
er, and  to  the  Superintendent."  In  Aug., 
1912,  on  the  resignation  of  J.  E.  Hutche- 
son,  to  become  General  Manager  Mont- 
real Tramways  Co.'s  service,  he  was  ap- 
pointed Superintendent.  He  enlisted  in 
the  207th  Battalion.  C.E.F.,  in  Feb.  1916, 


and  assisted  in  recruiting  the  battalion, 
and  sailed  for  England  as  second  in  com- 
mand in  May,  1917,  with  the  rank  of 
Captain,  where  his  battalion  was  eventu- 
ally broken  up.  He  then  transferred  to 
the  Canadian  Railway  Troops,  reverted 
to  the  rank  of  lieutenant  and  went  to 
France  July  7,  1917,  and  was  engaged  at 
points  all  over  the  British  front.  He  re- 
turned to  Canada  early  in  1919,  and  re- 
sumed his  duties  as  Superintendent,  Ot- 
tawa Electric  Ry.,  in  March  of  that  year. 

.1.  P.  Daugherly,  Manager,  St.  Thomas, 
Ont.,  Municipal  Ry.  for  seven  years,  has 
resigned. 

Capt.  F.  R.  Glover,  General  Executive 
Assistant,  British  Columbia  Electric  Ry., 
is  recovering  from  a  broken  knee  cap. 

John  Patterson, — A  life  size  picture 
of  the  late  .lohn  Patterson  was  unveiled 
at  the  Dominion  Power  &  Transmission 
Co.'s  station  in  Hamilton.  Ont.,  recently, 
by  the  company's  President.  Mr.  Pat- 
terson was  the  principal  promotor  of  the 


electric  power  development  and  electric 
railway  lines  in  Hamilton  and  vicinity, 
now   owned   by    the   company. 

A.  J.  Tobin,  heretofore  Chief  Inspector, 
Car  Service  Department,  Ottawa  Elec- 
tric Ry.,  has  been  appointed  Superin- 
tendent. He  has  been  in  the  company's 
service  for  over  25  years,  originally  as  a 
conductor. 

W.  N.  Warburton,  Manager,  London  & 
Lake  Erie  Transpoi'tation  Co.,  now  in 
liquidation,  the  line  having  been  dis- 
mantled, died  at  London,  Ont.,  .May  27, 
aged   G.').  after  a   long  illness. 


Electric    Railway    Finance,   Meet- 
ings, Etc. 


British  Columbia  Electric  Ry.  and  al- 
lied companies: —  9  mos.  u>    9  mos.  to 

Mar.  31.  Mar.  SI. 

Mar.  11I20   Mar.  1919  1920  1W19 

Gniss  $761,182      $619,120  $6..'->,'i7.8S7  $.')..'J90.119 

Expenses       519,487         4,17.600     4.602.143     3.990.329 

Net  241,69.';         191..-)20      1 ,9l").'i,694      1.399.790 

Cape  Breton  Electric  Co: — 

3  mos.  to  3  mos.  lo 

Mar.  31.  Mar.  81. 

Mar.  1920  Mar.  1919          1920  1919 

Gross                 $44,751          12.924       $138,947  $138,078 

Expenses            44.141         32, .159         127.700  103.41.'-> 

Net                             010         10.365           11.24^?  34.6S3 

Niagara  Falls.  Wesley  Park  &  Clifton 

Tramway  Co. — We  are  officially  advised 
that  the  City  of  Niagara  Falls,  Ont.,  has 
not  taken  any  further  action  in  the  di- 
rection of  taking  over  the  line  in  the  city, 
and  nothing  has  been  done,  so  far  as  the 
company  is  aware,  by  the  Ontario  Rail- 
way and  Municipal  Board,  in  arranging 
for  an  arbitration  as  to  the  price  to  be 
paid  for  the  property.  The  line  is  still 
being  operated  by  the  Niagara,  St.  Cath- 
ines  &   Toronto  Ry.,  which  owns  it. 

Ottawa  Electric  Ry. — Under  the  pro- 
visions of  a  mortgage  trust  dated  June 
29,  1897,  \5  debentures,  of  $1,000  each, 
have  been  diawn  for  redemption,  and  will 
be  paid  with  current  coupons  for  interest 
thereon,  July  .5,  at  Ottawa,  after  whicn 
date  interest  on   the  debentures  ceases. 

St.  Thomas  Municipal  Ry. — A  press  re- 
port states  that  the  deficit  on  operation 
for  April  w^as  $,588.60,  the  smallest  for 
some  years.  The  number  of  passengers 
carried  was  4.5,442,  against  .'59,636  for 
April,    1919. 

Toronto  Ry.,  Toronto  &  York  Radial 
Ry.  and  allied  companies: — 

3  mos.  to     3  mos.  to 

Mar.  31.     Mar.  31. 

Mar.  1920  Mar.  1919         1920  1919 

Gross         $1.2.55.668  $1,083,285   $3,499,871    $3,205,922 

Expenses       794.212         647,053     2.299.6H4      1.902.546 

Net  461.456         436,232      1.200.1S7      1.303. 370 

Winnipeg  Electric  Ry.  and  allied  com- 
panies:—  3  mos.  to    Smoi.  to 
Mar.  31,     Mar.  31. 
Mar.  1920  Mar.  1919         1920  1919 
Gross             $456,915       $384,937   $1,400,625  $1.148.fi38 
Expenses       :i53.234        285,040     1.046.470        833  964 
Net                  103.681           99,897         354.1.55         306.074 
Surplus,    after   allowinK    for    fixed    chaotes.    for 
March.    $37,727. 

Winnipeg  Electric  Ry.  Co. — .At  a  meet- 
ing of  shareholders  in  Winnipeg,  May  3, 
a  resolution  was  passed  authorizing  the 
issue  of  $3,000,000  of  new  preferred  stock 
to  the  funded  floating  debt.  Subscribers 
will  be  given  one  share  of  common  stock 
as  a  bonus,  with  every  five  shares  of  pre- 
ferred stock  allotted. 


New  Brunswick  Electric  Railway  Tax- 
ation.— The  New  Brunswick  Legislature 
has  passed  an  act  imposing  taxes  on  cer- 
tain incorporated  companies  and  associa- 
tions, as  follows: — "Upon  all  street  rail- 
way companies  operating  their  lines  with- 
in the  province,  not  less  than  $50,  nor 
more  than  $100  for  each  mile  operated 
by  any  such  company,  in  the  discretion 
of  the  Lieutenant  Governor  in  council." 


318 


June.  1920. 


Electric  Railway    Employes'  Waji^es,  Workinj?  Conditions,  Etc. 


Hrantford      Moniripal     Rjr.     employei 

«.«k..:   r<  ■<  ■'.'■.    f.'T  ii.irca.icd  wmjfM.  The 

r  ,  -non  and  conduc- 

nn  hour;  second 

•     '  i  yc«r,  43c.,  this 

The  increase  asked 

r  y  50""^.    TTic  men  now 

•.V  •     :t  day. 

tap*  Kretun  Electric  Co. — C.  C.  Cur- 
tis issuetl  the  followintr  bulletin  to  train- 
men, all  divisions.  May  4: — Effective  May 
1.  r.'20.  wai:<''  "f  motormcn  and  con- 
i)urtnr«.  all  divisions,  will  be  as  follows: 
Ist  SIX  nii>nth,<(,  4()c.;  2nd  six  months, 
lllc;  2nd  year.  44c.;  :!rd  and  4th  years, 
i>'yc.:  ."ith  and  fith  years,  4Sc.;  7th  year 
and  thereafter.  .SOc.  Every  effort  is  be- 
inir  made  to  p«y  (rood  wajres  in  all  de- 
partments, and  I  wish  to  atrain  impress 
upon  each  and  every  one  of  you,  that  the 
man  who  does  his  work  faithfully,  loyal- 
ly, conscientiously,  and  without  constant 
tJioufirht  of  the  clock  and  pay  envelope,  is 
fCoinfT  to  (ret,  under  this  management, 
just  a  little  better  treatment  than  the 
man  who  is  always  complaining,  asking 
for  more  money  and  less  work,  and  help- 
ing to  increase  the  high  cost  of  living. 
The  one  simple  way  in  which  each  indi- 
vidual can  help  to  reduce  high  costs,  is 
to  work  a  little  harder  and  more  intelli- 
gently, spend  more  carefully  and  save 
consistently.  Application  has  been  made 
for  a  ""^c.  tram  fare,  but  even  when 
this  is  obtained  gross  earnings  will  hard- 
ly do  more  than  pay  daily  operating  ex- 
penses and  taxes.  Matters  are  really 
very  serious  and  we  are  depending  upon 
each  and  every  one  of  you  to  co-operate 
in  every  way  so  as  to  promote  the  best 
interests  of  the  company,  the  public  and 
yourself."  The  wages  paid  heretofore 
ranged  from   37c.  to  42c. 

Gaelph  Radial  Ry. — We  are  officially 
advised  that  wages  have  been  advanced 
on  thi.«  municipally  owned  line.  The  old 
and  new  rates  per  hour  are  as  follows: — 

Old.  New. 
Motonaen    and   coDchlctore — 

Fir»t   y»«r  .   . tSt.  Aie. 

SooDd   r«ar  .   . SSe.  4Sc. 

Third  jr««r  .  .  41e.  4&C. 

Bam   men   42e.  4Sc. 

ForMnm     A2c.  47lie. 

Trmrk    mm    .    . 40c. 

Track    forrman     la    week)    $20  %25 

Hamilton  St.  Ry. — A  board  of  concili- 
ation, consisting  of  Judge  C.  G.  Snider. 
Chairman;  G.  S.  Kerr,  representing  the 
company,  and  F.  Bancroft,  representing 
the  employes,  commenced  its  sittings  in 
Hamilton,  Ont.,  May  11,  to  deal  with 
matters  in  dispute  between  the  company 
and  its  employes  respecting  wages,  work- 
ing conditions,  etc. 

International  Ry. — A  press  report 
states  that  employes  of  the  International 
Ry..  Buffalo.  N.Y..  which  operates  the 
Niagara  Falls  Park  &  Island  Ry.  in  Can- 
ada, arc  asking  for  an  increase  of  wages 
ranging  from  H.'Jc.  to  RSc.  an  hour.  The 
men  now  work  a  9  hour  day  and  are  paid 
time  and  a  half  for  overtime.  It  is  fur- 
ther reported  that  the  company  recently 
refused  to  grant  an  S-hour  day,  but  of- 
fered an  increase  of  wages  with  a  maxi- 
mum of  60c.  an  hour. 

London  &  Port  SUnley  Ry.— The  board 
of  conciliation  appointed  on  the  London 
Railway  Commission  refused  to  accede 
to  the  demands  of  the  men  for  a  maxi- 
mum rate  of  6.Sc.  an  hour,  consisting  of 
Judge  «'.  G.  Snider,  Hamilton,  Ont., 
chairman;  J.  M.  Campbell,  Kingston. 
Ont.,  representing  the  Commission,  and 
B.  W.  Bennett.  Samia,  Ont.,  represent- 
ing the  men.  sat  in  London.  Ont.,  May  4 


to  fi.  and  presented  a  majority  report  to 
the  I.abor  Department  in  which  the  fol- 
lowing rates  of  pay  per  hour  were  recom- 
mended:— 

Pa«a^nffrni    and    frviffht    coodoctori 
and    tnotormim : — 

lit    rr»T       . 4»t. 

Znd   rnr  .  .   4fc. 

»rd   jraar  .   . SOr. 

4U>    Tfar Uc. 

Bntkrmm.    Ut    jraar 45<. 

Ind    TTUT   .    . 41*. 

In  each  ca.se  time  and  a  half  for  overtime 
was  awarded.  These  rates  were  those 
offered  by  the  commission  and  rejected 
by  the  men  prior  to  the  formation  of  the 
board  of  conciliation.  At  a  meeting  of 
the  commission  May  13,  it  was  decided 
to  uphold  the  award.  B.  W.  Bennett, 
representing  the  men,  made  a  minority 
report,  in  which  he  recommended  an  in- 
crease of  1.5c.  an  hour  over  the  old  rates, 
to  date  from  Feb.  1.  The  men  refused  to 
accept  the  majority  award  and  went  on 
strike  May  14.  A  partial  sen-ice  was 
put  in  operation  at  once,  after  some  re- 
pairs had  been  done  to  the  overhead 
work,  which  was  stated  to  have  been 
maliciously  damaged.  The  management 
improved  the  temporary  service  daily  un- 
til on  May  23,  when  it  was  nearly  nor- 
mal again,  the  strike  collapsed  and  the 
man  returned  to  work  on  the  terms  of 
the  board  of  conciliation's  award,  a  press 
report  stating  that  an  understanding  was 
arrived  at  that  if  the  management  finds 
it  favorable  to  pay  higher  wages  in  the 
future   it  will   be  done. 

Montreal  Tramways  Co. — As  stated  in 
Canadian  Railway  and  Marine  World  for 
May,  pg.  256,  the  company's  conductors 
and  motormen  had  applied  for  very  large 
increases  in  wages,  the  present  rates  and 
those  asked  being  as  follows  per  hour: — 

Present.     Aiked. 

First    year    i7c  

First    3     month* 70e. 

Next  9  month* 7»e. 

Second    year    40c.  

Third   year   44*.  

After    third    year    _ 48e.  

The  men  also  asked  an  8-hour  day,  and 
that  no  overtime  be  worked.  The  com- 
pany on  May  7  declined  to  accede  to  the 
demands,  informing  the  men's  represen- 
tatives that  the  allowances  made  by  the 
Montreal  Tramways  Commission  did  not 
permit  of  any  increase  of  wages,  and 
that  the  revenue  at  present  is  only  just 
sufficient  to  meet  the  present  expenses. 

On  the  same  day,  some  of  the  com- 
pany's officials  waited  on  the  Montreal 
Tramway  Commission  to  discuss  the 
matter,  and  were  advised  that  in  1918  the 
men  were  given  increases  totalling  $750,- 
000,  and  in  1918  increases  totally  $1,- 
2.50,000,  and  now  they  are  asking  for  in- 
creases totalling  $3,.500,000.  This  amount 
could  not  be  provided  unless  by  increas- 
ing fares  by  at  least  '^c,  and  the  com- 
mission was  deterrnined  not  to  increase 
the  fares  this  year.  The  commissioners 
further  stated  that  it  might  be  possible 
to  provide  funds  for  a  bonus,  but  it  would 
fall  far  short  of  the  amount  asked  for 
by   the   men. 

On  May  10,  another  delegation  waited 
on  the  commission  and  was  informed 
what  amount  of  bonus  might  be  avail- 
able (the  amount  of  which,  however,  was 
not  made  public*,  and  was  further  ad- 
vised that  the  commission  had  not  chang- 
ed its  attitude  as  to  increasing  fares  this 
year.  A  press  report  stated  that  the 
amount  offered  as  a  bonus  was  approxi- 
mately $500,000,  while  another  report 
stated  that  it  was  between  $2.50,000  and 
$300,000,  and  was  to  be  distributed  be- 
tween the  shopmen,  the  commission  con- 


sidering that  the  men  on  the  can  were 
sufficiently  paid.  The  commiuion  ia  also 
reported  to  have  offered  an  insurance  and 
pension  plan  on  the  following  basis: — 
A  life  insurance  policy  for  $500,  to  be 
increased  to  $1,000  at  the  end  of  5  years' 
service,  and  a  pension  at  the  age  of  60, 
of  2rc  of  wages  earned,  multiplied  by  the 
number  of  years'  service.  'These  offers 
were  declined  by  the  men  on  May  17, 
when  it  was  decided  to  apply  for  a  bo«ra 
of  conciliation. 

The  Montreal  Tramways  Commission 
commenced  on  May  17  the  publication  of 
a  series  of  full  page  advertisements,  ad- 
dressed to  the  .Montreal  public,  giving 
reasons  why  the  employes'  demands 
could  not  be  granted. 

Niagara,  St.  Catharines  &  Toronto  Ry. 
Disputes  having  been  developed  between 
the  company  and  its  employes,  an  ulti- 
matum was  presented  to  the  management 
.April  29,  threatening  an  immediate  strike 
unless  the  alleged  grievances  were  re- 
dressed. E.  W.  Oliver.  General  Superin- 
tendent, intimated  that  the  company  was 
willing  to  submit  the  differences  to  arbi- 
tration. This  was  agreed  to  and  a  board 
consisting  of  County  Judge  Campbell, 
chiarman,  W.  J.  Burgoyne,  St.  Cathar- 
ines, representing  the  men,  and  C.  G. 
McGhie,  representing  the  company,  was 
agreed  to,  and  began  its  sittings  in  St. 
Catharines,  Ont.,  May  5. 

Nova  Scotia  Tramways  &  Power  Co. — 
We  are  officially  advised  that  a  condi- 
tional increase  of  wages  has  been  grant- 
ed to  all  the  company's  employes.  The 
maximum  for  motormen  or  conductors 
is  52c.  an  hour,  and  for  operators  on  one- 
man  cars  5c.  an  hour  extra.  The  pay  of 
operators,  motormen  and  conductors  is  to 
be  graduated  according  to  length  of  ser- 
vice. The  increases  of  pay  will,  it  is 
stated,  add  $100,000  a  year  to  the  com- 
pany's pay  roll.  The  increases  had  not 
eone  into  effect  when  we  were  advised 
on  May  3,  but  are  said  to  be  contingent 
upon  the  granting  of  authority  by  the 
Nova  Scotia  Legislature  to  the  company 
to  charge  increased   fares. 

Ottawa  Electric  Ry. — .A.  board  of  con- 
ciliation has  been  appointed  by  the  La- 
bor Department  to  arbitrate  between  the 
Ottawa  Electric  Ry.  and  its  employes  as 
to  wages  and  working  conditions.  We 
are  advised  that  G.  D.  Kelley  is  the  com- 
pany's representative,  and  A.  E.  Fripp, 
K.C.,   M.P.,   is   the   men's   representative. 

Quebec  Ry.,  Light  &  Power  Co.— The 

following  joint  schedule  of  rates,  rules 
and  conditions,  governing  employment  of 
trainmen  on  the  Montmorency  Division 
was  put  in  effect  Mar.  16.  Back  time 
from  Nov.  1,  1919,  to  Mar.  15,  1920,  was 
paid  on  the  basis  of  9  hours  a  day  on 
rates  on  this  schedule,  for  employes  in 
steam  train  service,  and  on  the  basis  of 
10  hours  a  day  for  employes  in  electric 
train  service.  The  following  table  gives 
the  new  rates  per  day,  and  the  old  rates 
per  hour,  with  a  minimum  of  10  hours: 

New  Old 

per  day.    per  hovr. 
Way   freisht.   itaaa  or  ciectrie — 

Conductors    .    . (5.40 

EDvinevrs    or  driven   _____      6.&S 


ExperWo«ed   brafcii— n 


'aasenver  and  work 

Condocton    .    .    

Eorincvis    .     .    __ 
Experiefwad 


».70 
».70 
*aM«nxer  and  work  elortric  loeo.  tr«in- 

Condoetars   .   . S.IO 

Drirers    .    . 5.10 

Experienced    brakeown t.70 

Trallemm    .    . 1.70 


4Se. 
4»e 
S«c 
Ue 

4Sc 
4*e 

UHe 

4ic 
*Sc 
U>4e 
USe 


June,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


319 


i.OO 


42c 


Condactora    less    th&n    1    year 

in   service   4.60  S»c 

Drivers     5.00  42c 

Experienced   brmkemen   3.4.5  30^jc 

One  handred  miles  or  less  in  steam  or  electric 
locomotive  service,  or  8  consecutive  hoars  or  less 
in  service  t  exclusive  of  meal  hoar)  constitute  a 
dar.  Overtime  miles  or  hours  to  be  paid  pro 
rau. 

One  hundred  miles  or  less  in  electric  train  ser- 
vice, or  S  hours  or  less  in  service,  constitute  a 
day.  Overtime  miles  or  hours  to  be  paid  pro 
rata. 

Quebec  Railway,  Light  &  Power  Co. — 
A  Quebec  press  dispatch  says  that  the 
company  has  recognized  the  Quebec  Na- 
tional Fraternity  of  Street  Railway  Em- 
ployes and  has  agreed  not  to  employ 
conductors  and  motormen  who  are  not 
members  of  it.  It  also  says  that  wages 
on  the  city  division,  which  theretofore 
ranged  from  31c.  to  38c.  an  hour,  have 
been  advanced  to  from  34c.  to  48c.  an 
hour,  according  to  length  of  service. 

Sandwich,  Windsor  &  Amherstburg  Ry. 
The  employes  of  the  Sandwich,  Windsor 
&  Amherstburg  Ry.,  operating  in  Wind- 
sor and  adjacent  municipalities,  which 
was  taken  over  by  the  Hydro  Electric 
Power  Commission  of  Ontario,  Mar.  31, 
were  reported  May  18  to  be  agitating 
for  an  increase  of  wages.  The  present 
scale  ranges  from  50c.  to  60c.  an  hour, 
according  to  length  of  service. 

Samia  St.  Ry. — A  press  report  states 
that  the  employes  have  asked  for  a  50<7<- 
increase  of  wages,  and  for  an  8-hour  day 
and  time  and  a  half  for  overtime.  The 
men  now  work  a  10-hour  day,  the  aver- 
age wages  being  stated  to  be  $4  a  day. 

The  Sarnia  City  Council  is  reported 
to  have  approved.  May  17,  of  the  follow- 
ing increased  fare  schedule  for  Samia 
St.  Ry.: — Cash  fare,  7c. ;  four  tickets  to 
be  sold  for  25c.;  workingmen's  tickets,  6 
for  25c.;  children's  and  beach  tickets  to 
remain  as  heretofore.  Notice  was  given 
of  a  bylaw  to  confirm  the  new  rates.  The 
company  will  now,  it  is  said,  increase  the 
wages  of  its  men,  who  were  asking  for 
increases  totalling  $12,000  a  year,  which 
they  were  advised  could  not  be  granted 
without  an  increase  of  fares. 

Toronto  Ry. — The  employes  have  pre- 
sented a  draft  of  a  new  wage  agreement 
which  they  ask  be  put  into  effect  on  the 
expiry  of  the  present  agreement  on  June 
15.  The  rate  of  wages  asked  for  con- 
ductors and  motormen  is  a  flat  one  of 
8J>c.  an  hour,  the  present  rate  being 
52'^c.  for  the  first  three  months  and  55c. 
for  the  next  9  months. 

Winnipeg  Electric  Ry. — We  are  official- 
ly advised  that  the  board  of  conciliation 
appointed  to  deal  with  the  dispute  as  to 
wages,  etc.,  between  the  company  and 
its  employes  consists  of  Judge  R.  H. 
Myers,  Winnipeg,  chairman;  C.  E.  Da- 
foe,  Winnipeg,  representing  the  company, 
and  R.  S.  Ward,  Winnipeg,  representing 
the  men. 

The  draft  of  the  new  agreement  which 
the  men  asked  the  company  to  adopt  was 
submitted  April  8,  and  was  proposed  to 
run  from  May  1,  1920,  to  April  30,  1921. 
The  proposed  schedule  of  wages  for  mo- 
tormen and  conductors,  compared  with 
the  schedule  under  the  old  agreement  is 
as  follows  per  hour: — 

Old  Proposed 
Week-  Week- 
days Sundays  days  Sundays 
First  6  months  iSc.  HU.  80c.  90c. 
Second  6  months  49c.  54c.  g5c.  9Sc. 
After  1  year  52c.  57c.  90c.  SI 
After    2nd    year        55c.         60c. 

The  proposed  schedule  also  included  the 
wages  asked  for  all  other  employes,  the 
increases  asked  for  being  on  approxi- 
mately the  same  scale.  Some  notable  in- 
stances are:  — 


«...     ,       Proposed     xhe  Hvdro  Electric  Power  Commis- 

Old  scale.  Scale. 

Machinists        _ 70c.  ji.oo  sion  of  Ontario's  ProDosed 

Machinists      helpers    43c.  74'-ic.  "^ 

Wheelmen  .  .  ssc.  82i.jc.  Electric  RailwEvs. 

Blacksmiths    .    .    .  70c.  $1.00 

Car  Carpenters  65c.  Sl.OO  

rll  JPA^^"   **'■  A^  ^^'-       2t*-  Ontario's   Prime   Minister,   in  address- 

Car   cleaners    40c.  75c.  j    ,  ..•         .^  ■    -       t..-         • 

Track  laborers  40c.             75c.  in&  »  delegation  from  municipalities  in- 

A.  W.   McLimont,  Vice   President,  ad-  terested  in  the  building  of  the  projected 

dressed  the  following  letter  to  the  Secre-  electric   railways   east  and   west   of  To- 

tar>-  of  the  Employes'  Union,  an  receipt  '"?"'«'•  recently,  is  reported  to  have  said 

of    the    request    for   advances:-"!    have  ^^at  as  soon  as  the  government  is  con- 

carefullv    studied     the     draft   agreement  ^''"'Ifd  •^.^a*  there  will  be  no  unnecessary 

which   you   submitted    intended   to   cover  duplication    and  that  the  financial  situa- 

wages  and  working  conditions  of  certain  "<>"  J^  s"5^  *H^<^i^^^  enterprises  would 

employes  of  this  company  for  the  ensu-  "°*,  ^e  unduly  loaded  up,  and  that  labor 

ing  year.     Your  demands  are  so  extreme  ^"d   equipment  are  not  so  costly  as  at 

that  the  company  is  deprived  of  even  be-  Present,  the  government  will  be  prepared 

ing  able  to  consider  them  as  a  basis  for  ^o  guarantee  the  bonds  for  construction, 

negotiations,   and    the     amount    involved  ^''  counselled  caution   in   regard   to  the 

(approximately    $1,250,000)    is    so    large  situation. 

that  were  it  granted  the  railway  fares  Toronto  City  Council  on  May  10  de- 
would  necessarily  have  to  be  increased  c'ded  to  ask  the  Hydro  Electric  Power 
to  such  an  extent  that  many  citizens  who  Commission  to  go  ahead  with  the  con- 
depend  upon  the  service  now  supplied  to  struction  of  the  Toronto-Bowmanville 
them  by  this  company  would  be  deprived  line,  independently  of  a  provincial  guar- 
of  it.  As  the  revenue  now  derived  would  antee  of  bonds.  Pickering  Tp.  is  report- 
not  provide  the  additional  money,  it  ed  to  have  passed  a  similar  resolution, 
must  be  apparent  to  you  that,  conced-  This  would  involve  the  purchase  of  the 
ing  any  further  wages  demands  must  add  uncompleted  Toronto  Eastern  Ry.  from 
to  the  fare  the  general  public  has  to  pay,  the  Canadian  National  Rys. 
and  as  the  public  is  directly  interested.  It  is,  however,  to  the  lines  west  of  To- 
the  whole  matter  will  have  to  be  dealt  ronto  that  attention  is  being  more  par- 
with  by  the  proper  authorities."  ticularly  directed  at  present.  Bylaws 
for  the  construction  of  a  line  from  To- 

Proposal  to  Acquire  Windsor.  Essex  J^f  t^London^tr'  a^"nlfe'  froJ'^^t 

&  Lake  Shore  Rapid  Ry.  Credit  to  Hamilton;  a  line  from  Hamil- 

ton  via  Guelph  to  Elmira,  and  for  lines 

Municipal    authorities    in    the    munici-  i"  the  Niagara  peninsula  have  been  pass- 

palities  ser%-ed  by  the  Windsor,  Essex  &  f^'  ^"'^  °l  t^?v,^  }^^  commission  desires 

Lake   Shore   Rapid  Ry.,   in  Western   On-  V"  P^^p    Tr  ^a%  ^""^'^^t'O"  «*  .}^^ 

tario,  have  been  supplied  with  copies  of  Toronto-Port    Credit    section     15   miles, 

a  blank  resolution  to  be  passed  by  mu-  ?"'*  ^[""1  ^°^l  ^'"fu 'i*°T^*-  C^t^"'>«^' 

nicipal   councils,  as  follows:—  ^°  miles   which  with  the  Toronto  Eastern 

Copy   of  resolution   of  the  municipality  ^^^  ^ou'd  g've  a  continuous  line  from 

Qf___  Bowmanville     to     St.    Catharines,    118'/2 

S^^e^Hydro'Elelft^ic "power" C^^^^  Questions   in   the    Ontario   Legislature 

mission  of   Ontario  be  requested   to  ap-  °".  ^^^^  '  ^''^^^'^  ^he  fact  that  the  com- 

proach  the  said  railway  on  behalf  of  the  P^'^^'""  .'?^'^   secured  authority  by  order 

municipalities  through  which  it  operates.  '"  <^°"""''  or  otherw-ise,  to  proceed  with 

And   (if  the  company  indicates  its  will-  '^«   construction   of  an   electric   railway 

ingness   to   sell)    that   the   said'commis-  ll°"'  Port  Credit  through  St   Catharmes; 

sion  be  also  requested  to  supply  the  mu-  ^^^^  municipal   bonds   had  been  actually 

nicipalities    with    a   report   showing    the  '^^"'^^   ^°  fi"t    «  construction;   that  the 

estimated   cost    of     the    line    equipment  government    had    guaranteed    the    bonds 

ready  for  satisfactory  service,  the  prob-  f"''  otherwise  endorsed  the  financing  of 

able  future  earnings  and  expenses.    And  J.*'^  ''"«'  and  that  the  right  of  way  was 

that  copies  of  this  resolution  be  sent  to  ^^'"^    secured.      A    press    report    states 

the  Secretary  of  the  said  commission  and  '^^^  ^".v,"'"^°^a  *'°"1f    iqiq®^^'1^°;2°? 

company   respectively,   as   well   as  a   re-  Y  ,v,^  *  t'i  n-o  nAn^'   \^^^^h  V"^   '*'** 

quest  to  the  councils  of  the  other  muni-  °J  ^^fl  $l,OoO,000  worth  had  been   en- 

cipalities  interested,  asking  them  to  take  '^°'"^*'^   ''^   ^he   present  government, 

similar  action.  I"  order  to  provide  for  the  construc- 

Reeve  or  Mayor,  ^°"  .°^  **>«  'i"«  Z''"'"  J°'^°l'%}° /"V" 

,  ,       ,  .--...  ^    ,         r_  Credit,  as  part  of  the  line  to  St.  Cath- 

I  hereby  certify  the  above  to  be  a  true  arines,    the   municipalities    have    passed 

*^°)''k  -    jf  ''®®°'"*'°"  passed  in  open  coun-  resolutions  of  agreement.     The  right  of 

cil  by  the  of  ■;;;••■■;•■  way  for  the  line  is  reported  to  have  been 

Clerk,  bought. 

Dated 1920. 

Niagara,  St.  Catharines  &  Toronto 
Ry.'s  future. — In  connection  with  sug- 
gestions that  certain  sections  of  the  Ca- 
nadian National  Ry.  and  the  Grand  Trunk 
Ry.  be  taken  over  by  the  Hydro  Electric 
Power  Commission  of  Ontario  and  elec- 
trified, the  question  of  the  purchase  of 
the  Niagara,  St.  Catharines  &  Toronto 
Ry.  and  its  incorporation  in  the  com- 
mission's Niagara  peninsula  plans  has 
been  discussed.  Some  conferences  be- 
tween Sir  Adam  Beck  and  the  Minister 
of  Railways  have  taken  place  at  Ottawa, 
and  it  is  reported  that  the  Dominion  Gov- 
ment  is  of  opinion  that  it  would  be  poor 
business  policy  to  get  rid  of  any  of  its 
lines  that  are  paying. 


Dominion  Power  &  Transmission  Co.'s 

Properties. — A  press  report  of  May  21 
stated  that  the  Hydro  Electric  Power 
Commission  of  Ontario  had  secured  an 
option  on  the  Hamilton  Radial  Electric 
Ry.  from  Hamilton  to  Oakville,  Ont.  E. 
P.  Coleman.  General  Manager.  Dominion 
Power  &  Transmission  Co..  is  reported 
to  have  said,  on  the  same  day,  that  the 
situation  as  to  the  negotiations  between 
the  company  and  the  commission  was  in 
no  way  changed.  The  commission's  en- 
gineers had  valued  the  company's  plant 
and  railways,  and  there  were  negotia- 
tions as  to  price.  It  was  highly  improb- 
able  that   the   commission   would   secure 


320 


June.   liO'. 


Marine  Department 

Canadian  (iovernment  Merchant  Marine,  I.td.  Annual  Report. 


It,.-  I  iiiwi.!u.n  «...>.•...,...  i.l  Mrr.hiiiil 
Marine-  I.I.I.  <lir«-»lor!.'  tir»t  niiinial  r«' 
m.rt  for  th.-  o»li-n<lnr  yi»i  I'.M'.'  ha*  Ufii 
!s!.u.d  oviT  the  »iifn«lur«-  of  D.  H.  Hanna. 
rrcMilint.  Hildrt'nnoil  to  lhi>  dharfholdtTS, 
»!>    follows:  — 

Inroption.— Karly  in  I'JlH  thi-  Domin- 
ion Covrrninrnt,  owintr  to  the  si-riou!'  loss 
of  worhi  tonnnjti'.  n-nlircil  the  imperativi- 
neiMl  of  Canacln  creatinjr.  owning  anil 
opt-ratinir  a  stronit  nuTchant  marine  of 
hiT  own.  .Aofor.link'ly  onlcrs  won-  placi-d 
with  shipbuildintf  tirins  throuxrhout  (  an- 
«a(ia  for  tht-  it.nstruttion  of  .stitl  larKo 
ships.  Thi-  total  tonnaKi-  contracted  for 
amounts  to  :m0,140  d.w.  tons,  of  the  fol- 
lowing  standard  type  ships:— 

I  Tnnnaiir  No.  onl»re<l 

lO.SOO  2 

■..JOO  2.'. 

:..I00  8 

4. .'.00  8 

;  I00-a.900  17 

.'.«00  ^ 

63 

These  ship."  were  intended  primarily  to 
co-operate  with  British  shipping'  in  sup- 
plyinR  the  necessities  of  war.  and  in 
times  of  peace  to  provide  the  means  of 
carryinK  abroad  the  products  of  Canada  s 
farms,  forests,  mines  and  factories,  with- 
out which  Canada  could  not  hope  to  take 
full  advanUKe  of  the  opportunity  of  ex- 
pandinK   her  export  trade. 

Ships  Delivered.— There  were  delivered 
prior  to  Dec.  .il,  nineteen  of  these  ships. 
The  majority  of  the  balance  will  be  de- 
livered durinp  1920. 

Terms  of  Transfer. — An  order  in  coun- 
cil passtHl  Mar.  Hi.  1920.  provides  for  all 
of  the  ships  on  completion  beinK  turned 
over  to  Canadian  Government  Merchant 
Marine  Ltd.  for  operation.  The  arrange- 
ment is  penerally  that  each  ship  on  com- 
pletion will  be  sold  to  a  separate  ship 
company,  bearing  similar  name  to  that 
of  the  vessel,  such  as  "Canadian  Voy- 
afrcur  Ltd.,"  etc.,  the  Government  to  re- 
ceive in  payment  therefor  demand  notes 
representinir  the  cost  price  of  the  ship 
bearing  interest  at  .T'i'V  a  year  secured 
by  mortgage  on  the  ship,  and  all  of  the 
issued  capital  stock  of  the  .said  company. 
The  stock  of  the  separate  company, 
known  as  the  owning  company,  is  in  turn 
exchanged  by  the  government  for  an 
equal  amount  of  stock  of  the  Canadian 
Government  Merchant  Marine  Ltd.,  which 
is  held  bv  the  Minister  of  Finance,  the 
stock  of'  the  owning  companies  being 
held  by  Canadian  Government  Merchant 
Marine  Ltd. 

The  Result  of  Operations  for  the  first 
year  en<le<l  Dec.  :tl,  litl!l,  is  as  follows, 
viz..   from    .Mar.   2   to   Dec.   :il. 

CloHd    Vo)r««»». 

R,vrnu»    from    .hipn    l:."0.0V.>  09 

Uthrr   rivMlUc: 

Commiialun  and  xcncy  fee 

.m   lnniliiiK  of  •.«.  Jttil t    I1SI>.«< 

lnt<.rr«t  -■ H.7IS.2S 


l.t.'^.ffift  «10 

Uprrntini:    profit    clo«..l    Nuyian  ll.or.B.T*-..!" 
Op«n  \ormtn. 
llnUnrf   oP«.n    voy»«ni    «<•- 

..rninln HK..72492 

ComplrU       •tutfmrnt       of 

ili«l>ur»«.mi.ntji.    nnil    iip- 

rriitinif    MP«.ni>r«    on  mc- 

r.iunt    of    IhnM-    voy«irr« 

him     not     in^n     rrcrivrtl. 

I,ut    It    i>    cvtimatnl    the 

p^fl't'  T.;iZi::.X 

'r..Ul    profit    for    p»rio<l ll.406.767.3S 

Kates.— During  the  year,  opportunities 
offered  for  Uking  advantage  of  some 
very  profitable  voyages,  but  as  this  wouhl 
hav"e  Uken  the  ships  out  of  the  Canadian 
trade,  it  was  considered  more  important 
to  develop  Canadian  trade  by  keeping 
them   in  service  to  and  from   Canada,  at 


Total    n'vcnur 
CKpFtiitr* ; 

llH-inli. f     -tiiP" 


Dominion  Marine  Association. 

Pmidrnt.  A.  E.  Mathews.  Man»KinB  Di- 
rector, Mathews  Steamship  Co.,  Toronto. 

Firnt  Vice  President,  H.  W.  Cowan.  Di- 
rector of  Operation.  Canada  Steamship 
Lines.    Montreal. 

Second  Vice  President.  A.  A.  Larocque. 
President,  Sincenncs  -  McNaughton  Line. 
Montreal. 

Executive  Committee.  E.  H.  Beniley. 
Union  Steamship  Co.  of  British  Columbia. 
Vancouver;  W.  E.  Burke.  Canada  Steam- 
ship Lines.  Montreal  ;  T.  R.  Enrlerb.v. 
Montreal  Transportation  Co..  Montreal  : 
L.  Henderson.  Montreal  Transportation 
Co..  Montreal  :  W.  J.  McCormack.  AlKoma 
Central  Steamship  Line.  Sault  Ste.  Marie. 
Ont. ;  G.  J.  Madden.  Geonte  Hall  Coal  Co. 
of  Canada.  Montreal :  E.  W.  Oliver. 
Niaeara.  St.  Catharines  &  Toronto  Navi- 
nation  Co.,  Toronto  ;  W.  H.  Smith.  OnUrio 
Car  Kerry  Co..  Montreal :  J.  F.  Sowards. 
Sowards  Coal  Co..  KinBSton.  Ont.:  J.  F. 
M  Stewart.  Point  Anne  Quarries  Ltd.. 
Toronto:  J  no.  Waller.  Keystone  Transpor- 
tation Co..  Montreal ;  Lome  C.  ■Web»t«T. 
Webster  Steamship  Co..  Montreal:  .1. 
Wilkie.  Imperial  Oil  Ltd..  Toronto:  A.  A. 
Wriitht.   honorary  member,  Toronto. 

General  Counsel.  Francis  King.  M.A.. 
KinKSton.    Ont. 

Official  OrEan.  Canadian  Railway  and 
Marine    World.    Toronto. 


.  M.770.SSS.9* 


telephone*    . 

Mtscfllaneou*. 


3.404.»& 
».S12.7R 


a  reasonable  profit,  rather  than  to  take 
advantage  of  higher  rates  and  have  some 
of  the  ships  trading  between  foreign 
ports.  It  should  be  borne  in  mind  that 
the  company's  ships  were  in  service  for 
a  portion  of"  the  year  only— the  first  voy- 
age being  made  by  the  Canadian  Voya- 
geur  in  .Mar..  MM'.*.  At  this  time  the 
United  States  Shipping  Board  had  be- 
come a  factor  in  rate  making,  and  the 
high  ocean  rates  prevailing  previously 
were  considerably  reduced.  In  view  of 
this,  the  results  shown  may  be  consider- 
ed as   highly   satisfactory. 

Trade  itoutes.— Regular  sailings  have 
been  established  to  London.  Liverpool  and 
Glasgow;  to  South  .\merica.  calling  at 
Pemambuco.  Bahai.  Rio  de  .laneiro  anil 
Buenos  Avres;  and  to  the  West  Indies, 
calling  nt  Havana.  Kingston.  Trinidad. 
Barbadoes  and  Demerara.  etc.  .Sailings 
have  also  been  made  to  Bordeaux  and  Le 
Havre.  In  all  47  trips  were  made  dur- 
ing liUi'.  as  follows:  — To  the  West  In- 
dies; 2:!;  South  America.  .1;  United  King- 
dom   from     Atlantic     ports.    11;    United 


Kingdom  from  Pacific  ports  vi»  Panama 
<  anal.  :t;  French  ports.  2;  Newfound- 
land, 5.  f)f  the  toUl  voyages  only  ->* 
were  com^iletwl  in  time  for  the  accounts 
to  be  closed  U-fore  Dec.  'M.  Further 
trade  routes  are  being  esUbli."he<l.  in- 
cluding regular  .«ailings  to  Australia  and 
New  Zealand,  and  additional  serkices  are 
in  contemplation,  which  will  be  inaugur- 
ated as  further  ships  are  delivered  by 
the   builders. 

Commodities.— The  value  which  the 
merchant  marine  has  been  to  the  Cana- 
dian trade  is  best  evidenced  by  the  list 
of  some  of  the  commodities  carried  dur- 
ing the  vear,  as  follows:- Exports: 
Wheat,  flour,  grain,  hay,  lumber,  wood 
pulp,  pulp  board,  paper,  dressed  meats, 
canned  goods,  fish,  groceries,  confection- 
ery, cement,  rubber  goods,  hardware,  fur- 
niture, automobiles,  agricultural  machin- 
ery, steel  billets,  steel  ship  plates,  etc. 
Imports:  Manufactured  articles,  sugar, 
seeds,  dve  stuffs,  rice.  wool,  hides,  cotton 
goods.  dr\-   goods,  tea,  coffee,  etc. 

Insurance. — Under  an  insurance  con- 
tract made  by  your  directors,  all  ships 
a'e  fully  covered  by  insurance  at  ver> 
favorable    rates   and   covers. 

.\ccidents. — The  only  serious  difficulty 
encountered  by  your  ships  was  in  the 
ca^e  of  the  Canadian  Recruit  and  the 
Canadian  Spinner.  These  ships  sailed 
from  Montreal  in  clear  weather  on  Dec. 
S.  1919.  but  after  leaving  Quebec  met 
with  very  bad  weather,  and  both  ships 
became  e"ntangled  in  ice  fields.  The  Ca- 
nadian Recruit,  after  having  her  steering 
gear  torn  away  by  the  ice.  got  out  of 
control,  and  was  stranded  on  \  ache  Reef. 
at  the  mouth  of  the  Saguenay  River,  ori 
Dec.  20.  The  ship  is  still  lying  there,  and 
the  amount  of  damage  cannot  be  ascer- 
tained until  the  river  is  free  from  ice. 
.Any  loss  is  fully  covered  under  our  in- 
surance contract".  The  Canadian  Spinner 
had  a  most  perilous  trip  of  three  weeks 
down  the  river,  constantly  in  danger 
from  the  ice.  The  government  icebreaker 
Montcalm,  which  was  sent  to  rescue  her. 
succeeded,  after  much  difficulty,  in  reach- 
ing her  and  escorted  her  safely  into  dock 
at  Halifax  on  .Ian.  l.i.  1920.  no  serious 
damage   having  resulted. 

Co-operation  with  Canadian  National 
Rys._The  fleet  of  the  morchant  marine 
forms  a  most  important  ally  to  the  na- 
tional system  of  railways,  and  enables 
the  railwav  to  obtain  large  through  ship- 
ments of  freight  to  .Atlantic  and  Pacific 
pcrts  which  would. be  lost  to  the  national 
system  if  it  were  not  for  the  steamship 
connections  of  the  Canadian  Government 
Merchant  .Marine  Ltd. 

Prospect.s.- In  view  of  the  .llfticulties 
necessarily  involve*!  in  establishing  such 
a  business,  and  the  extraordinary  ex- 
penses incurred  in  pioneering  new  routes, 
the  result  for  the  first  year  is  considered 
.satisfactory.  Yi>ur  directors  look  for- 
ward with  confidence,  notwithstanding 
increasing  competition  and  decreasing 
rates,  to  a  year  of  progress  in  1920. 
Having  regard,  however,  to  the  fact  that 
all  of  vour  company's  ships  have  been 
built  since  the  war  began,  the  cost  of 
construction  has  In-en  much  higher  than 
prevailed  before  hostilities,  so  that  the 
interest,  depreciation  and  insurance  ex- 
penses on  vour  ships  are  much  higher 
than  obtains  on  those  of  your  competi- 
tors, whose  fleets,  even  after  taking  into 


June,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


321 


consideration  their  new  tonnage,  would 
not  nearly  equal  per  ton  deadweight  the 
cost  of  the  Canadian  Government  Mer- 
chant Marine  Ltd.  fleet.  Your  ships  will 
also  be  competing  on  some  trades  against 
ships  carrying  foreign  crews.  It  will  be 
seen,  therefore,  that  while  a  satisfactory 
business  is  being  done,  and  much  new 
trade  developed,  large  profits  should  not 
be  looked  for. 

Management. — Your  directors  are 
pleased  to  be  able  to  say  that  the  man- 
agement of  your  ships  is  entirely  in  the 
hands  of  Canadians.  All  of  the  officers 
of  the  boats  are  British,  and  80''c  of 
them  Canadian.  The  organization  of  the 
company  has  entailed  hea\'j'  w»ork  on  the 
part  of  the  company's  officers  and  staff. 
To  them  the  board  wish  to  express  their 
thanks  for  the  loyal  and  efficient  services 
rendered  throughout  the  year. 

Balance  Sheet.  Dec.  31.  1919. 
ASSETS. 
Current  assets : 

Cash  in  banks  and  on  hand $    432,476.39 

Dominion  of  Canada,   Victory  Loan, 

1919    500.000.00 

Accounts     receivable     .■>02.155.1S 

Advances     to     captains,     crews    and 

agents    23,270.88 

Insurance  claims,  estimated  amount 

recoverable    24,893.35 

Interest   receivable   accrued    4,583.33 

Inventories  of  stores  and  supplies....  1.959.71 

$1,489,338.84 

Insurance    unexpired    505,284.27 

Fixed  assets : 

Office  furniture  $7,611.10 

Automobile   890.93 

8.502.03 

{2,003.125.14 
LIABILITIES. 

Accounts    payable    $    530,632.84 

Balances   of  uncompleted   voyages 415,724.92 

Surplus,   profit   for  period   from  Mar. 

2    to   Dec.    31,    1919    1,056,767.38 

Contingent      liabilities,      none     ascer- 
tained     

$2,003,125.14 
The  directors  are:  D.  B.  Hanna,  Presi- 
dent, Toronto;  A.  J.  Mitchell,  Vice  Presi- 
dent, Toronto;  E.  R.  Wood,  Toronto;  R. 
Hobson,  Hamilton;  Major  G.  A.  Bell,  Ot- 
tawa; Sir  Hormisdas  Laporte,  Montreal; 

A.  P.  Barnhill,  St.  John,  N.B.;  Thos. 
Cantley,   New   Glasgow,   N.S. 

The  officials  are:  R.  C.  Vaughan.  As- 
sistant to  President,  Toronto;  R.  P. 
Ormsby,  Secretary,  Toronto;  C.  E. 
Friend,  Comptroller,  Toronto;  H.  G.  Fore- 
man,   Assistant    Treasurer,    Toronto;    R. 

B.  Teaklo.  Manager,  Montreal;  Wm. 
Phillips,  European  Manager,  London, 
Eng.;  H.  Milburne,  Asst.  to  Manager, 
Montreal;  L  J.  Tait,  Superintending  En- 
gineer, Montreal;  D.  O.  Wood,  Traffic 
Mgr.  Exp.  and  Imp.  Dept.,  Toronto;  W. 
A.  Cunningham,  Exp.  and  Imp.  Frt. 
Agent,  Montreal;  Geo.  Bunting,  General 
Agent,  Toronto;  F.  A.  Young,  General 
Agent,  New  York,  N.Y.;  B.  C.  Keeley, 
General    Agent,   Vancouver,   B.C. 


Panama  Canal  Tolls  on  British  Ships. 

A  Washington,  D.C.,  dispatch  states  that 
the  British  Embassy  there  has  announced 
that  it  is  authorized  to  deny  reports  that 
the  British  Government  is  rebating  to 
British  ships  the  tolls  paid  for  passage 
through  the  Panama  Canal,  it  only  pay- 
ing such  tolls  in  cases  where  it  has  ships 
on  time  charter. 

Pacific  Coast  Tide  Tables.— The  Naval 
Service  Department's  Tidal  and  Current 
Survey  has  issued  tide  tables  for  the 
Canadian  Pacific  Coast  for  1920,  includ- 
ing Fuca  Strait,  Georgia  Strait,  and  the 
northern  coast,  with  data  for  slack  wat- 
er in  the  navigable  passes  and  narrows, 
and  information  on  currents.  It  will  be 
mailed  free,  on  request  to  the  Tidal  and 
Current  Survey,  Naval  Service  Depart- 
ment,   Ottawa. 


Canadian    Pacific    Ocean   Services, 
Ltd..  Pacific  Service. 

W.  T.  Marlow,  General  Freight  Agent, 
Canadian  Pacific  Ocean  Services,*  has 
given  the  following  particulars  regard- 
ing the  sailings  of  the  company's  ships 
from   British  Columbia  to  the  Orient: — 

Up  to  recently  we  had  a  very  large 
movement  of  coolies  returning  from 
France  to  China  to  take  care  of,  which 
movement  lasted  during  the  latter  half 
of  1919,  and  throughout  the  early  part 
of  this  year.  This  transportation  has 
been  completed  and  the  space  that  was 
utilized  for  their  accommodation  is  now 
available  for  commercial  cargo.  There 
is  no  congestion  at  Vancouver,  and  space 
is  available  for  all  cargo  offering  from 
Canada;  in  fact,  to  supply  the  cargo  re- 
quired, we  have  to  book  largely  from  the 
United  States  market.  At  present  we 
maintain  three  sailings  monthly  with  the 
following   ships: — 

Empress  of  Russia,  Yokohama,  Kobe, 
Nagasaki,    Shanghai. 

Empress  of  Asia,  Hong  Kong  and  Ma- 
nila. 

Empress  of  Japan,  Yokohama,  Kobe, 
Nagasaki,   Shanghai,  and  Hong  Kong. 

Monteagle,  Yokohama,  Kobe,  Moji  (Ja- 
pan),   Shanghai   and   Hong   Kong. 

Methven,  Yokohama,  Kobe,  Shanghai, 
Hong    Kong,   and    Singapore. 

This  service  will  be  augmented  by  the 
addition  of  the  Mattawa,  which  will  leave 
England  shortly  via  the  Suez  for  the 
Orient,  and  should  arrive  in  Vancouver 
in  time  to  load  from  that  port,  June  28. 
This  ship  will  make  the  same  ports  of 
call  as  the  Methven  in  the  Orient. 

In  the  development  of  the  trans-Pacific 
trade,  we  are  confining  ourselves  exclu- 
sively to  our  regular  ports  of  call,  as  our 
present  arrangements  admit  our  accept- 
ance of  shipments  for  interior  points  in 
China  and  Japan,  as  well  as  outports  in 
Borneo,  Celebes,  Ceylon,  Formosa,  French 
Indo-China,  India,  Java,  Korea,  Man- 
churia, Phillipines,  New  Guinea,  Siam, 
Sumatra,  Straits  Settlements,  Siberia, 
etc.  Through  bills  of  lading  are  issued 
to  such  ports  from  any  point  in  Canada 
or  the  United  States  by  the  C.P.R. 


Proposal  for  Government  Supervi- 
sion of  Steamship  Companies. 

J.  E.  Armstrong,  M.P.  for  East  Lamb- 
ton,  Ont.,  gave  notice  recently  that  he 
would  move  in  the  House  of  Commons 
as  follows: — "That,  in  the  opinion  of 
this  house,  the  recommendations  set 
forth  in  the  final  report  of  the  Royal 
Commission  on  the  Natural  Resources, 
Trade  and  Legislation  of  certain  por- 
tions of  His  Majesty's  Dominions,  and 
presented  to  both  Houses  of  Parliament 
by  command  of  His  Majesty,  in  Mar., 
1917,  showing  that  it  is  not  desirable 
that  the  operations  of  the  steamship  com- 
panies carrying  passengers  and  freight 
between  the  Dominion  of  Canada  and 
the  United  Kingdom  should  remain  lon- 
ger without  some  measure  of  government 
supervision,  should  be  given  effect;  and 
that  this  government  should  take  imme- 
diate steps  to  assist  the  Imperial  Govern- 
ment in  bringing  about  government  con- 
trol of  the  ocean  carriers  doing  business 
(or,  from  time  to  time,  doing  business) 
between  ports  in  the  United  Kingdom 
and  ports  in  the  Dominion  of  Canada, 
and  that  a  permanent  commission  repre- 
senting all  parts  of  the  Empire  be  estab- 
lished, which  shall  be  invested  with  wide 
powers  relative  to  transportation  on  the 
high  seas;  such  powers,  as  far  as  pos- 
sible, to  be  similar  or  analogous  to  those 


which  have  been  conferred  in  Canada 
and  in  other  Dominions  upon  permanent 
commissioners  charged  with  the  super- 
vision and  control  of  railway  and  steam- 
ship rates  and  their  methods  and  condi- 
tions  of   operation." 

On  the  order  for  the  motion  being 
reached  in  the  House  of  Commons  May 
.5,  Mr.  Armstrong  asked  if  the  acting 
Prime  Minister  was  prepared  to  accept 
it.  Sir  Geo.  Foster  replied:  "No,  I  am 
afraid  not.  I  would  advise  my  friend  to 
drop  it.  But  if  he  wishes  to  make  any 
remarks  in  reference  to  it,  he  may  let  it 
stand  and  I  am  prepared  to  hear  what  he 
has  to  say."  IWr.  Armstrong  then  said 
that  under  the  circumstances  he  would 
drop  it. 


Is  There  a  Ship  Brokers'  Combine 
in  Winnipeg? 

Lt.-Col.  C.  W.  Peck,  V.C,  M.P.  for 
Skeena,  B.C.,  asked  the  following  ques- 
tions in  the  House  of  Commons  May  5: 
Is  the  Government  aware  of  any  com- 
bination of  vessel  brokers  in  the  Winni- 
peg Grain  Exchange  formed  since  1914? 
Was  this  combination  in  the  nature  of 
pooling  their  interests?  Was  such  pool 
recognized  by  the  Canadian  Wheat  Board 
and  did  such  board  authorize  its  con- 
tinuance and  recognize  it  as  a  proper 
and  reasonable  organization  for  such  a 
purpose?  Did  the  government  aid  such 
pool  ?  Who  were  the  members  of  the 
Winnipeg  Grain  Exchange  who  compose 
this  combination  or  pool  ?  Was  the  pres- 
ent chairman  of  the  Canadian  Wheat 
Board  or  his  immediate  business  associ- 
ates connected  with  the  combination  ? 
Who  were  the  vessel  brokers  who  were 
members  of  the  Winnipeg  Grain  Ex- 
change at  the  time  of  the  outbreak  of 
the  war?  Among  these,  who  enlisted  for 
overseas  service  and  in  what  capacity  ? 
Are  any  of  these  overseas  men  still  mem- 
bers of  the  Exchange,  and  who  are  they  ? 
Did  any  of  these  men  apply  for  admis- 
sion to  the  pool  mentioned  above  after 
returning  from  the  war,  and  if  so,  with 
what  result?  Does  the  government  or 
Canadian  Wheat  Board  purpose  the  al- 
lowance of  the  continuation  of  such  a 
pool,  and  if  so,  will  members  of  the  Ex- 
change who  performed  overseas  service 
be  permitted  to  become  associated  with 
and  enjoy  the  benefits  derived  from  such 
organization? 

Sir  Geo.  Foster  replied: — "These  ques- 
tions refer  to  matters  entirely  within  the 
competence  of  the  non-governmental 
agencies  and  agents  therein  mentioned, 
with  the  organization  and  operation  of 
which  the  government  has  nothing  to  do 
and  of  which  it  has  no  records." 


Government     Shipbuilding     in     Great 

Britain. — A  dispatch  states  that  the  Bri- 
tish Ministry  of  Shipping's  expenditure 
has  exceeded  its  estimates  by  £100,000,- 
000,  the  actual  excess  in  expenditures 
being  £85,000,000,  with  a  deficiency  of 
£15,000,000  in  the  amounts  realized  on 
account  of  appropriations.  The  expen- 
diture included  £8,800,000  for  shipbuild- 
ing abroad,  for  which  the  final  accounts 
had  not  been  received.  The  concrete 
shipbuilding  plan,  for  which  special  yards 
were  laid  out,  shows  a  loss  of  £2,500,000. 
Saguenay  River  Dredging.  The  Min- 
ister of  Railways  and  Canals  stated,  in 
the  House  of  Commons,  recently,  that  the 
cost  of  dredging  the  Saguenay  River  was 
$522,867.41.  The  depth  of  the  channel  is 
16  ft.  The  government  is  not  aware  that 
at  certain  places  there  are  land  slides 
which  may  block  the  channel. 


322 


June.   1920. 


Canada  Shippinj^  Act  (Pilotage)  Amended. 


I  In   MiKtinii   oi    the   MinistiT  i>(   .Miiniii', 

Hi«n.    ('.    ('.    lialUntynp,    th«'    llousi-    of 

I    ■TrrT-..rii    wi-rt    tntn   rnrtimittrc.   on    Apr. 

'    "        ■  t  •solution: 

i  the  Can- 

;      >     'ir   ft.T.   .I.'U 

■■!■■!.    »(ii.  h    r.hit..;    t..    thr    modi-    of 

..I'.iif.if    pilotAiri'    ratp!<    for    and    fx-low 

gu.  Iifi'.  nnil  to  proviilp  that  the  said  sw- 

tiiiM    "hould   1h'  dopnifd   to  have   lieen   rp- 

|H-Hlfd  on  and  from  .Iiini-   12,   UM4." 

See.  4.'U,  referred  to  in  the  resolution 
ahove.  was  as  follows: — "The  rates  of 
nilotaee  now  in  force  for  and  l>elow  Que- 
bec shall  not  he  altered  unless  at  any 
tiiiu-  the  share  of  the  net  income  of  the 
ynilu'c  Pilot.s  Corporation,  annually  av- 
>  niiinr  to  each  niemlwr  of  the  said  cor- 
poration, actint:  and  practisinj:  as  a  pilot 
for  and  below  the  harbor  of  Quebec,  has 
IxH-n  less  than  $r>0()  on  an  averajre,  for 
three  consecutive  years  immediately  pre- 
ci"<linK-;  in  which  case  it  shall  be  the  duty 
of  the  Minister  to  submit  to  the  Gov- 
ernor in  council,  for  approval,  a  bylaw 
establishinfr  such  increased  rates  of  pil- 
i>ta(re.  or  pilotage  dues,  as  are  deemed 
necessary  for  the  purpose  of  securinp 
to  each  such  pilot  an  averape  annual 
share  of  not  less  than  $C0O  of  such  net 
income,  and  in  like  manner  thereafter,  to 
submit  for  approval  a  further  bylaw 
whenever  such  annual  aversKe  share  for 
three  successive  years,  for  each  pilot 
shall  not  amount  to  $600. 

■"2.  NothinK  in  this  part  shall  be  con- 
.>^trued  to  pive  power  to  the  Minister  to 
make  reioilations  respectinp  the  man- 
agement or  maintenance  of  pilot  boats, 
or  respecting  the  administration  or  dis- 
tribution of  the  earnings  of  pilots  and 
pilot   boats." 

The  proposed  resolution  was  discussed 
as    follows: — 

Mr.  Ballantyne:  Under  the  Canada 
Shippini;  Act,  sec.  -134,  no  alteration  can 
be  made  in  the  pilotaf^e  dues  for  the  Que- 
bec District  unless  the  averaKc  income 
for  each  pilot  for  three  years  had  been 
less  than  $600  a  year.  This  is  a  statute 
that  was  framed  very  many  years  aKo, 
and  we  all  know  that  the  cost  of  living 
has  very  irreatly  increased  since  and  es- 
I)ecially  durinK  the  past  few  years.  Al- 
thou(rh  the  Quebec  pilots  have  made  an 
arranjrement  with  the  Marine  Depart- 
ment, and  also  with  the  shipping  inter- 
ests, for  the  season  of  1920,  the  object  of 
this  resolution  is  to  enable  me  to  intro- 
duce a  bill  eliminating  this  restriction  of 
$600,  so  that  if  it  should  be  deemed  ad- 
visable in  the  future  to  change  the  tariff 
it  can   be  done. 

T.  Vien:  Will  it  open  the  door  to  a 
reduction  ? 

J.  H.  Sinclair:  Why  docs  the  Minister 
.  ■>  I)ack   to  June  20.   1914? 

Mr.  Ballantyne:  I  submitted  this  to  the 
. Justice  Department,  which  pointed  out 
to  me  that  owing  to  chap.  48  which  was 
a.ssented  to  on  .June  12,  1914,  it  would 
be  necessary  to  make  this  resolution  and 
the  bill  based  upon  it  date  from  June. 
It  is  purely  a  Uchnical,  legal  matter  to 
conform  to  the  regulations  of  the  Ship- 
ping Act. 

Mr.  Sinclair:  Will  it  have  the  effect  of 
increasing  the  salaries  of  the  pilots  from 
1914   up   to   the    present? 

Mr.  Ballantyne:  All  arrangements  have 
have  been  made  for  the  season  of  1920 
and  I  do  not  know  whether  the  pilots  of 
Quebec  will  ask  in  the  future  for  an  in- 
ciease  in  the  tariff-  or  not,  but  in  view 
of  the  fart  that  no  change  can  be  made 
in  t'le  tariff  tinder  sec.  4:i4  unless  their 
income  is  less  than  $600  a  year  for  three 


.  .inMi'ciit  i\f  yi-ars,  1  tnerrly  want  In  re- 
move Jhat  restriction,  so  that  if  the  Que- 
bec pilots  should  at  any  time  in  the  fu- 
ture make  a  request  to  increase  the  tariff 
the  department  would  be  able  to  rio  so 
provided   their  claims   were   well    based. 

Hon.  W.  S.  Kielding:  Will  the  Minis- 
ter specify  any  figure  or  eliminate  it  al- 
together? 

.Mr.  Ballantyne:  Fliminate  it  alto- 
gether. 

Mr.   Fielding:  There  will  be  no  limit? 

.Mr.    Ballantyne:    No. 

H.  E.  I,avigeur:  Are  the  Quebec  pilots 
making  a  demand  for  an  increased  tariff? 

Mr.  Ballantyne:  The  Quebec  pilots  did 
make  a  re(|uest  to  the  department  and 
also  to  the  shipping  people.  We  were 
unable  to  alter  the  tariff  owing  to  this 
clause  in  the  Shipping  Act,  which  stated 
that  their  minimum  income  must  be  less 
than  $600  for  three  years  to  enable  us  to 
increase  the  tariff,  but  as  some  compen- 
.sation  there  has  been  an  arrangement 
arrived  at  whereby  they  will  receive  a 
bonus. 

The  resolution  was  reported,  read  a 
second  time  and  concurred  in,  and  Mr. 
Ballantyne  then  introduced  bill  94,  to 
amend  the  Canada  Shipping  Act  (Pilot- 
age), in  accordance  with  the  resolution. 

The  bill  was  read  a  second  time  Slay 
4  and,  on  the  House  going  into  commit- 
tee, was  discussed  as  follows:  — 

D.  D.  McKenzie:  I  understand  the  sys- 
tem of  pilotage,  or  the  laws  dealing  with 
pilotage,  in  Halifax  and  Sydney  have 
been  changed.  Is  there  any  change  in 
method,  or  is  there  any  proposed  change 
in  method  of  operating  those  pilotage 
systems  or  combinations  in  other  parts 
of  the  country,  or  are  they  to  go  on  as 
before  ? 

Mr.  Ballantyne:  The  member  will  no 
doubt  recall  that,  at  the  session  of  Par- 
liament, a  year  ago,  I  introduced  in  the 
house  a  bill  that  was  passed  giving  the 
Governor  General  in  council  authority  to 
make  the  Minister  of  Marine  the  pilot- 
age authority  and  to  take  over  such  dis- 
tricts as  Sydney,  St.  John,  Vancouver 
and  Victoria.  The  pilotage  districts  of 
Montreal  and  Quebec  have  been  under 
the  Minister  of  Marine  for  quite  a  num- 
ber of  years,  and  the  pilotage  authority 
at  Halifax  was  placed  under  the  same 
minister  under  the  War  Measures  Act 
in  1918.  The  bill  that  I  introduced  a 
year  ago  vested  the  pilotage  districts 
that  I  have  mentioned  in  the  Governor 
in  council  and  the  Minister  of  Marine. 
I  shall  be  very  glad  to  give  further  de- 
tails when  the  pilotage  items  in  the  ma- 
rine estimates  are  reached.  The  object 
of  the  present  bill  is  merely  to  make  a 
change  in  the  shipping  law,  so  that  it  will 
be  possible  for  the  Quebec  pilots  to  pet 
an  increase  in  tariff  if  that  is  found  ne- 
ces.sary.  If  we  do  not  make  the  change 
that  the  bill  calls  for,  there  can  be  no 
increase  in  the  pilots'  tariff  until  the 
minimum  salary  of  the  Quebec  pilots  for 
three  consecutive  years  falls  below  $600 
a  year.  I  am  sure  members  will  agree 
that  $600  a  year  as  a  remuneration  for 
pilots  may  have  been  all  right  a  great 
many  years  ago,  but  is  altogether  too 
low  at  present.  While  the  subject  is  not 
up  at  present,  I  am  having  this  change 
made  in  the  act  so  that  if  it  was  thought 
fit  in  the  future  to  make  any  change  in 
the  tariff  with  respect  to  the  Quebec 
pilots   I   might  be  free  to  do  so. 

Mr.  Sinclair:  What  was  the  average 
amount  received  by  the  Quebec  pilots 
last   year? 

Mr.  Ballantyne:  The  average  earnings 


of  the  61  pil.iLs  in  the  Quebec  district 
last  year  amounted   to  $2.4.">2..'i0. 

Mr.  Sinclair:  Then  this  bill  relates  not 
to  the  salaries  of  the  pilots,  but  to  the 
rates  to  be  charged  by  the  pilots  on  ship- 
ping coming  up  the  St.  I.awrenre.  Am 
I  not  correct  in  that?  There  is  a  re- 
striction in  the  law  at  present  against 
increasing  the  rates  to  be  charged  ships 
by  the  piloLs  until  the  salaries  of  the 
pilots  shall  be  less  than  $600.  That  is 
not  likely  to  take  place,  because  the 
pilots  are  getting  about  four  times  as 
much  at  present,  but  this  legislation,  as 
I  understand  it,  opens  the  way  to  an  in- 
crease in  the  pilotage  rates. 

Mr.  Ballantyne:  The  member  is  quite 
correct,  but  even  if  it  were  mutually 
agreed  between  the  Quebec  pilots,  the 
Marine  Department  and  the  shipping  in- 
terests that  the  present  tariff  of  the 
pilots  should  be  increased,  which  would 
mean  that  their  earning  power  would  be 
greater  than  the  average  I  have  given, 
I  would  be  quite  unable  to  make  the  in- 
crease, because  of  the  existence  of  the 
old  statute  referred  to,  which  provides 
that  no  change  can  be  made  in  the  pilot- 
age tariff  unless  the  annual  income  of 
the  pilots  is  less  than  $600  a  year  for 
three  consecutive  years.  No  such  re- 
striction as  this  exists  in  the  case  of 
any  other  pilotage  system,  and  I  desire 
to  have  it  eliminated,  so  that  if  the  time 
should  ever  come  when  it  was  deemed 
fair  and  right  to  increase  the  tariff  we 
may  be  able  to  do  so. 

Mr.  Sinclair:  Then  it  is  not  intended 
at  present  to  make  any  increase  in  the 
rates  ? 

Mr.    Ballantyne:    No. 

The  bill  was  then  reported,  read  the 
third  time  and  passed. 


Litigation     over     French     Steamships 

built  in  British  Columbia. —  .\  series  of 
actions  were  commenced  in  British  Col- 
umbia recently,  by  Raymond  Van  Hemel- 
ryck,  a  Belgian  residing  in  France, 
against  the  Northern  Construction  Co., 
the  Pacific  Construction  Co.,  and  the  New- 
Westminster  Construction  &  Engineer- 
ing Co.,  for  the  return  of  money  paid  on 
deposit,  less  certain  allowances  for  ma- 
terial purchased,  etc.  It  appears  that 
plaintiff  ordered  through  -Anderson  &  Co., 
ship  brokers.  New  York,  10  wooden 
steamships  of  3,200  tons  each,  and  these 
orders  were  distributed  by  -Anderson  & 
Co.,  as  follows:  4  to  Northern  Construc- 
tion Co.,  :i  to  Pacific  Construction  Co.. 
and  .3  to  New  Westminster  Construction 
&  Engineering  Co.,  at  an  average  cost 
of  $640,000  each.  A  deposit  of  lo'r  was 
made  with  bankers  in  New  York,  and  a 
further  deposit  was  to  have  been  made, 
but  was  not,  and  the  builders  exercised 
their  right  to  cease  the  work.  The  de- 
fence set  up  was  that  there  was  no  con- 
tractual relation  between  the  parties,  and 
on  the  hearing  of  the  case  against  the 
New  Westminster  Contracting  &  Engi- 
neering Co..  that  point  of  law  was  argued 
and  held,  ami  the  case  was  dismissed.  .As 
the  cases  against  the  other  defendant 
companies  wore  precisely  similar,  they 
are  being  ilealt  with  accordingly. 

Shipping  Kates  and  Wages.— .At  the 
Canard  Steamship  Co.'s  annual  meeting 
in  Liverpool,  Eng.,  recently.  Sir  .Alfred 
Booth,  Chairman,  is  reported  to  have 
.stated  that  he  was  quite  prepared  for  a 
slump  in  freight  rates,  that  the  sooner 
the  storm  was  over  the  better,  and  that 
he  hoped  it  would  result  in  a  definite 
break  in  the  vicious  circle  of  rising 
wages  and  rising  prices. 


June,  1920.  323 

Canadian  Government  Merchant  Marine,  Ltd.,  Shipbuilding,  Operation,  Etc. 


Contracts    Placed    Without    Tenders. — 

Canadian  Railway  and  Marine  World  for 
May  contained  a  full  report  of  the  Min- 
ister of  Marine's  speech,  in  the  House  of 
Commons,  on  Mar.  23,  on  the  govern- 
ment's shipbuildinK  programme.  When 
the  debate  was  continued  on  Mar.  30,  the 
Minister  replied  to  Hon.  Mr.  Mackenzie 
King's  contention  that  public  tenders 
should  have  been  asked  for  building  the 
ships,  and  was  reported  to  have  said: — 
"The  statute  from  which  he  (Mr.  King) 
has  quoted  makes  it  plain  that  the  Min- 
ister has  power  to  use  his  best  judg- 
ment, and  the  government  to  purchase 
by  the  best  means,  what  it  requires." 

We  are  officially  advised  that  what 
Mr.  Ballantyne  did  say  was:  "The  stat- 
ute from  which  he  (.Mr.  King)  has  quot- 
ed makes  it  plain  the  Minister  has  the 
power  to  place  contracts  where  an  emer- 
gency exists,  without  calling  for  public 
tenders.  I  claim  that  two  emergencies 
existed:  (1)  The  absolute  necessity  of 
having  the  ships  built  as  speedily  as 
possible,  as  they  were  urgently  required, 
and  (2)  To  find  employment  for  both 
skilled  and  unskilled  labor,  and  also  for 
the  large  number  of  returned  soldiers 
who  were  coming  back  to  Canada  after 
the  signing  of  the  armistice.  There- 
fore, there  can  be  no  question  about  the 
existence  of  the  emergencies,  and  that 
the  government  was  quite  justified  in 
placing  the  contracts  in  the  manner  in 
which  it  did,  and  which  I  assert  was  in 
the   best    public    interests." 

Keels  Laid. — Since  Canadian  Railway 
and  Marine  World  for  May  was  issued, 
we  have  been  advised  of  the  laying  of 
the  following  keels  of  steel  cargo  steam- 
ships for  Canadian  Government  Merchant 
Marine  Ltd. 

S.s.  Canadian  Coaster;  Marine  Depart- 
ment contract  58;  builder's  yard  no.  16; 
approximately  3,890  d.w.  tons;  Colling- 
wood  Shipbuilding  Co.,  Kingston,  Ont.; 
May  6. 

Marine  Department  contract  59;  build- 
er's yard  no.  8;  approximately  2,800  d. 
w.  tons;  Nova  Scotia  Steel  &  Coal  Co., 
New  Glasgow,  N.S.;   May  4. 

Launchings  of  steamships. — Since  Ca- 
nadian Railway  and  Marine  World  for 
May  was  issued,  we  have  been  advised 
of  the  following  launchings  of  steel  cargo 
steamships  for  Canadian  Government 
Merchant  Marine  Ltd.: — 

May  7,  S.s.  Canadian  Hunter;  Marine 
Department  contract  18;  builder's  yard 
no.  460;  approximately  5,100  d.w.  tons; 
Davie  Shpibuilding  &  Repairing  Co.; 
Lauzon,  Levis,   Que. 

May  8,  S.s.  Canadian  Runner;  Marine 
Department  contract  32;  builder's  yard 
no.  43;  approximately  4,575  d.w.  tons; 
Port  Arthur  Shipbuilding  Co.,  Port  Ar- 
thur, Ont. 

Deliveries  of  steamships. — In  addition 
to  the  steel  cargo  steamships  mentioned 
in  Canadian  Railway  and  Marine  World 
previously,  the  following  deliveries  have 
been  made  to  Canadian  Government  Mer- 
chant   Marine    Ltd. 

April  28;  s.s.  Canadian  Farmer;  Mar- 
ine Department  contract  46;  builder's 
yard  no.  65;  approximately  3,990  d.  w. 
tons;  built  by  Collingwood  Shipbuilding 
Co.,  Collingwood,  Ont.  This  ship  went 
to  Huron,  Pa.,  and  took  a  cargo  of  coal 
to  Montreal,  where  she  was  loaded  with 
general  cargo  for  Havana,  Cuba,  and 
sailed  May  19. 

May  7.  The  s.s.  Canadian  Planter, 
Marine  Department  contract  28;  build- 
er's yard  no.  72;  approximately  8,390  d. 


w.  tons;  built  by  Canailian  Vickers  Ltd., 
Montreal,  which  was  delivered  to  the  Ma- 
rine Department,  at  Quebec,  Dec.  27, 
1919,  and  which  remained  there  all  win- 
ter, made  her  trial  trip  to  Montreal  re- 
cently, and  was  delivered  to  Canadian 
Government  Merchant  Marine  Ltd.,  for 
operation  May  7.  She  was  loaded  at 
Montreal  for  South  .\merica,  with  paper, 
malt,  lumber,  agricultural  machinery, 
etc.,  and  sailed  May  15. 

May  7;  s.s.  Canadian  Miner;  Marine 
Department  contract  41;  builder's  yard 
no.  6;  approximately  2,800  d.w.  tons; 
built  by  Nova  Scotia  Steel  &  Coal  Co., 
New  Glasgow,  N.S.  This  ship  is  carry- 
ing coal  between  Sydney,  N.S.,  and  Levis, 
Que. 

May  11;  s.s.  Canadian  Beaver;  Marine 
Department  contract  31 ;  builder's  yard 
no.  15;  approximately  3,990  d.w.  tons; 
built  by  Collingwood  Shipbuilding  Co., 
Kingston,  Ont.  She  sailed  for  Montreal 
the  same  day,  where  she  loaded  cargo 
for  Jamaica  and  Cuba,  and  sailed  May  18. 

May  12;  s.s.  Canadian  Sealer;  Marine 
Department  contract  40;  builder's  yard 
no.   5;    approximately    2,800   d.   w.   tons; 


Sinclair,  M.P.  for  Antigonish  and  Guys- 
boi'ough,  N.S.,  asked  the  following  ques- 
tions in  the  House  of  Commons  recent- 
ly, the  answers  being  given  by  the  Min- 
ister of  Immigration,  Hon.  J.  A.  Calder: 

"Who  are  the  shareholders  of  the  cor- 
poration known  as  Canadian  Government 
Merchant  Marine?"  Answer:  "All  of 
the  issued  capital  stock  of  the  Canadian 
Government  Merchant  Marine,  Ltd.,  less 
directors'  qualifying  shares,  are  owned 
by  His  Majesty  the  King  and  held  by  the 
Minister  of  Finance  and  Receiver  Gen- 
eral  of  Canada." 

"Did  the  shareholders  invest  any  of 
their  own  money  In  this  venture?  If 
not,  who  furnished  the  capital?"  An- 
swer: "The  total  investment  in  the  Cana- 
dian Government  Merchant  Marine  is 
made  by  the  Government." 

"Who  are  the  directors?"  Answer: 
"D.  B.  Hanna,  Mr.  A.  J.  Mitchell,  Major 
G.  A.  Bell,  E.  R.  Wood,  Robt.  Hobson, 
Sir  Hormisdas  Laporte,  A.  P.  Barnhall, 
Thos.  Cantley." 

"Is  there  a  separate  company  or  cor- 
poration for  each  ship?"  Answer:  "Yes." 

"In  what  names  does  the  title  to  the 


built  by  Nova  Sotia  Steel  &  Coal  Co., 
New  Glasgow,  N.S.  She  is  carrying  coal 
between  Sydney,  N.S.,  and  Levis,  Que. 
This  ship  was  delivered  to  the  Marine 
Department  Dec.  20,  1919,  but  was  not 
transferred  to  Canadian  Government 
Merchant  Marine  until  May  12. 

Officers  of  Steamships. — The  following 
officers  have  been  appointed  by  Canadian 
Government  Merchant  Marine  Ltd.  The 
first  column  contains  the  names  of  the 
ships,  the  second  those  of  the  captains, 
and   the   third    those    of   the   chief   engi- 


Canadian 

Farmer 
Canadian 

Farmer  W.  Larmou 

Canadian 

Planter 
Canadian 

Seiirnfur        H.  E.  Webb 


A.  St.  A.  Robertson  L.    O.    Lamoreux 

A.  J.   Griffiths 
F.  Fereuson  S.    Evans 


D.    Cameron 

Freight  Rates. — .1.  H.  Sinclair,  M.P. 
for  Antigonish  and  Guysborough,  N.S., 
asked  in  the  House  of  Commons  recent- 
ly: "Are  the  rates  of  freight  charged  by 
Canadian  Government  Merchant  Marine 
subject  to  the  control  in  any  way  of  the 
United  States  Shipping  Board?"  The 
Minister  of  Marine  answered  "No." 

Inquiries  re  C.  G.   M.   M.   Ltd.— J.   H. 


ship  stand  on  the  registry?"  Answer: 
"Title  to  each  vessel  will  stand  on  the 
registry  in  the  name  of  the  separate  ship 
company,  with  a  mortgage  thereon  in 
favor  of  His  Majesty  the  King." 

"Does  the  Department  of  Railways  and 
Canals  receive  a  statement  at  stated  per- 
iods from  the  Canadian  Government 
Merchant  Marine  showing  the  profits  and 
loss  of  the  business?  If  so,  how  often?" 
Answer:  "A  statement  of  the  operations 
of  the  Canadian  Govei-nment  Merchant 
Marine,  as  furnished  to  the  directors  at 
their  regular  meetings,  is  supplied  both 
to  the  Department  of  Railways  and  to 
the  Department  of  Marine." 

"Who  is  responsible  to  the  ratepayers 
for  the  conduct  of  the  business  carried 
on  by  the  Canadian  Government  Merchant 
Marine?"     Answer:   "The  Government." 

"Is  a  separate  account  kept  for  each 
ship?"  Answer:  "Accounts  are  kept 
showing,  separately,  the  operation  of 
each   vessel." 

"Whate  rate  of  insurance  is  being  paid 
on  the  hulls  of  ships  belonging  to  this 
company?"  Answer:^" Ai-rangements  for 
insurance  and  rates  are  made  by  the 
operating  company.     Rates  of  insurance 


324 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


June,  1920. 


vary  from  timo  to  lime  nrnl  lowi'ft  U'lid- 
fm   art-   Broi'plrcl." 

Th«  Mji.  Canadian  Krrruit,  whirh  afU>r 
bcinjf  cauttht  in  thr  ict-  Ik-Iow  Quebec 
early  in  the  year,  and  utrandi'd  ut  Viiche 
I'uint,  at  the  mouth  of  the  SJl^ruenny 
River,  wna  abandoned  to  the  underwrit- 
ern,  will  prolmhly  be  MilviiKed,  the  work 
having  been  tnl<en  in  hand  by  the  Cana- 
dian SnlvBce  AfiiiHMation.  The  wrec-kinif 
iiteani.ship  Lord  Strathcona,  with  a  tuK 
and  Imrtre,  were  dinpatched  to  the  ship 
during  May,  and  a  new  type  of  salvaKe 
(rear,  imported  from  Knuland  recently, 
and  .similar  to  that  U!<ed  during  the  war 
for  snlvinjr  sunken  vessels,  is  to  be  used. 

liritiKh  American  Shipbuildini;  Co., 
Welland,  Ont.,  as  stated  in  Canadian 
Railway  and  Marine  World  for  .May, 
launched  the  s.s.  Canadian  Otter;  Marine 
Department  contract  44 ;  builder's  yard 
no.  4,  approximately  4,57.")  d.w.  tons,  in 
two  sections,  the  aft  section  on  Mur.  2.^ 
and  the  forward  section  April  I'.i.  The 
BO  called  cutting  was  accomplished  us 
follows:  A  theoretical  line  of  cutlintr  was 
established  in  a  convenient  place;  in  this 
instance  between  frame  108  and  lOit.  .-Ml 
plates  and  angles  which  came  in  the  way 
of  this  line  were  left  unriveted.  All 
plat<>s  and  anplcs  adjacent  to  the  plates 
removed  were  left  unriveted,  for  a  dis- 
tance sufficient  to  allow  of  the  removal 
of  these  plates,  but  everythinp  was  kept 
■well  bolted  up  ,to  keep  the  hull  in  true 
shape,  until  it  was  necessary  to  undo  the 
loose  portion,  prior  to  launchinjr-  The 
ship  has  a  wooden  bulkhead,  fitted  on 
frame  94,  acting  as  a  reserve  bunker. 
This  was  taken  advantage  of,  and  used 
to  float  the  aft  part.  After  completing 
the  boilers  and  machinery,  and  all  fit- 
tings, the  ship  will  betowed  in  two  parts 
to  Montreal  to  be  put  together. 

The  British  American  Shipbuilding  Co. 
expects  to  launch  the  s.s.  Canadian 
Squatter;  Marine  Department  contract 
45;  builder's  yard  no.  5;  approximately 
4,575  d.w.  tons,  during  June. 

Collingwood  Shipbuilding  Co.,  CoUing- 
wood,  Ont.,  delivered  the  s.s.  Canadian 
Farmer;  Marine  Department  contract  46; 
builder's  yard  no.  65;  approximately 
3,990  d.w.  tons;  April  28. 

Collingwood  .Shipbuilding  Co.,  King- 
ston,  Ont..   laid   the   keel   fnr  steel   cargo 


cargo  steamship,  Canadian  Hunter;  Ma- 
rine Department  contract  18;  builder's 
ynrd  no.  46(1;  approximately  .'■.100  d.w. 
tons;  for  Canadian  Government  .Merchant 
Marine  Ltd.;   May  5. 

Halifax  .ShipyardN  Ltd..  Halifax,  N.S., 
advises  us  May  11  that  it  exiwcted  to 
launch   the  steel   cargo  steamship  Cana- 


4,575  d.w.  tonii,  May  K,  for  Canadian  Gov- 
ernment   Merchant    .Murine    Ltd. 

Tidewater  ShiphuildrrN  I.ld..  Three 
Rivers,  Que.,  expects  to  launch  two  Rt«cl 
cargo  steamships,  each  approximately 
5,100  d.w.  tons,  for  Canadian  Government 
Merchant  Marine  Ltd.,  as  follows: — S.s. 
Canadian  Fisher;  .Marine  Department  15; 


Steel  carKO  Mtramship  C. 
Marine  Ltd.,  beinr  built 


Canadian  Got 


enl  Merchant 


■an  llllrr,  approiimaii  i>  !..,..>  a.w,  lon^.  lor  ^.anaaian  uoternmeni  merenani 
wo  Heclionn  by  British  American  Shipbuildinc  Co..  Welland.  Ont..  for  takinc 
throUKh   the   Welland   and   St.   Lawrence   canaU. 


dian  Mariner;  Marine  Department  con- 
tract 21;  builder's  yard  no.  1;  approxi- 
mately  8,390   d.w.   tons,   on   June   21. 

Midland  Shipbuilding  Co.,  Midland, 
Ont.,  advised  us  .May  10  that  it  had  not 
been  able  to  obtain  steel  to  lay  the  keel 
of  the  steel  cargo  steamship  Canadian 
Racer;  Marine  Department  contract  54; 
builder's  yard  no.  10;  approximately  3,390 
d.w.  tons;  but  that  it  hoped  to  lay  the 
keel   within   three   weeks   thereafter. 

Nova  Scotia  Steel  &  Coal  Co.,  New- 
Glasgow,  N.S.,  laid  the  keel  of  a  steel 
cargo  steamship.  Marine  Department  con- 


builder's  yard  no.  7;  in  June;  s.s.  Cana- 
dian Forrester;  Marine  Department  16; 
builder's  yard  no.  8;  in  July. 


Noronic  Floating  Inn,  at  the  Brush 
St.  Dock,  Detroit,  Mich.,  was  opened  for 
business  May  1,  for  the  accommodation 
of  visitors  to  Detroit  who  are  unable  to 
secure  accommodation  in  hotels,  and  the 
service  will  be  continued  until  further 
notice.  By  arrangement  with  the  Nor- 
thern Navigation  Co.,  the  s.s.  Noronic  is 
being  used  for  this  purpose,  until  she 
takes  up  her  ordinary  summer  schedule. 


of   aft   and   fo 


cllonn   of    uleel 


Steamship  Canadian  Coaster;  Marine  De- 
partment contract  58;  builder's  yard  no. 
16;  approximately  3,890  d.w.  tons;  May 
6. 

Collingwood  Shipbuilding  Co.,  King- 
ston, Ont.,  delivered  the  steel  cargo 
steamship  Canadian  Beaver;  Marine  De- 
partment contract  31;  builder's  yard  no. 
15;  approximotely  3,990  d.w.  tons;  to  the 
Marine   Department;   .May   11. 

Davie  Shipbuilding  &  Repairing  Co., 
Lauzon.    I. .vis.    Qu.'..    Imin.hcMl    thi-    steel 


teamnhip  Canadian   Otter,   approilmatelr  4.S75  d.w.  t< 
br    Ilritioh    American   Shipbuildini  Co..   Welland.  On 

tract  59;  builder's  yard  no.  8;  approxi- 
mately 2,800  tons;  May  4. 

Nova  Scotia  Steel  &  Coal  Co.  delivered 
the  steel  cargo  steamship  Canadian  Min- 
er; Marine  Department  contract  41; 
builder's  yard  no.  6;  approximately  2,800 
d.w.  tons;  to  the  Marine  Department, 
.May  7. 

Port  Arthur  .Shipbuilding  Co.,  Port 
Arthur,  Ont..  launched  the  s.s.  Canadian 
Runner;  .Marine  Deimrtment  contract  32; 
builder's     vurd     no.     43:     »pproximately 


She  has  279  rooms,  and  the  prices  are  as 
follows:  Rates  per  night,  inside  rooms, 
$2  single,  $3  double;  outside  rooms,  $3 
single,  $4.50  double;  rooms  with  bath  $5 
single,  $8  double;  running  hot  and  cold 
water  in  every  room;  table  d'hote  meals, 
regular  Northern  Navigation  service, 
breakfast  7  to  10  a.m.  $1,  luncheon  12 
to  2  p.m.  $1.25,  dinner  6  to  8.30  p.m.  $2. 
Dancing  will  be  arranged  for  guests  each 
evening,  except  Sundays,  to  11  p.m.,  and 
a  concert   on   Sundays. 


June,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


325 


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326 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


June,  1920. 


Legislation  Kespectinjj:Sick  and  Distressed  Mariners. 


A  bill  bniird  on  the  rcimlution  »■»   in- 
tro<lucc<l    immfdiately    •rxi    read   a    fiml 


The  followinK  ri-nolution  w«»  ndoptcti 
by  the  House  of  Commons  Mny  11,  on 
motion  of  lion.  N.  W.  Rowell:— 

That  it  is  expedient  to  bring  in  a  meas- 
ure to  amend  the  Canada  ShippinK  Act. 
Reviseil  Statutes.  1006.  chap.  IIH.  and 
to  provide: — 

1  That  I'art  V  of  the  said  Ait,  relat- 
inir  to  Sick  and  ni.-lris.-ied  Manners,  be 
repealed,  and  in  liiu  thereof  it  he  enact- 
ed,— 

(a)  That  the  Minister,  with  the  ap- 
proval of  the  (;overnor  in  council,  may 
rent  and  equip  and  maintain  premises 
for  hospitals  for  the  care  and  treatment 
of  sick  mariners,  and  may.  with  the  con- 
sent .if  the  jierson  having  the  control 
and  manaKement  of  any  hospital,  desig- 
nate such  hospital  to  be,  durins  his  pleas- 
ure, a  hospital  for  the  care  and  treat- 
ment of  sick  mariners,  and  contract  with 
such  persons  for  the  care  and  treatment 
of  sick  mariners,  and  may  discontinue 
the  use  of  any  such  hospitel  for  the  pur- 
poses aforesaid;  and  that  the  Minister 
may  make  regulations  for  the  poveni- 
ment  of  any  such  hospital,  and  prescribe 
the  duties  and  powers  of  the  medical  and 
other  officers  and  employes  of  such  hos- 
pitals, and  of  the  port  physicians  and  of 
all  other  officers  required  to  perform  any 
services  in  caroinp  »"*  'he  provisions 
of  this  legislation  or  of  any  regulation 
made  hereunder;  and  all  hospitals  de- 
voted exclusively  to  the  treatment  of  sick 
mariners  shall  be  under  the  exclusive 
control  and  management  of  the  Minister; 
and  that  any  shipwrecked,  destitute  or 
otherwise  distressed  seamen  may,  by  au- 
thority from  the  Minister,  be  temporar- 
ily boarded  and  lodged  and  taken  care 
of  at  any  marine  or  seamen's  hospital 
devoted  exclusively  to  the  reception,  care 
and   treatment   of   sick   manners; 

(b)  That  there  shall  be  levied  and  col- 
lected on  ev(;ry  ship  arriving  in  any  port 
in  Quebec,  Nova  Scotia,  New  Brunswick, 
Prince  Edward  Island,  or  British  Colum- 
bia, hereinafter  called  "the  provinces  , 
a  duty  of  2c.  for  every  ton  which  such 
ship  measures,  registered  tonnage,  but 
in  no  case  shall  the  duty  payable  by  any 
ship  be  less  than  $2  in  any  year;  that 
such  duty  shall  be  payable  on  each  ship 
three  times  during  each  calendar  year  by 
the  master  or  person  in  command  of  such 
ship,  or  by  some  person  on  his  behalf  to 
the  collector  or  other  chief  customs  offi- 
cer at  the  port  at  which  such  ship  is  en- 
tered, at  the  time  of  making  such  entry, 
and  such  entry  shall  contain  on  its  face 
the  tonnage  of  such  ship,  and  no  entpr 
shall  be  made  and  no  clearance  shall  be 
granted  unless  such  duty  is  paid; 

(c)  That  no  ship  otherwise  liable  to 
pay  the  duty  shall  be  exempt  from  the 
payment  of  the  .said  duty  by  reason  of 
her  voyage  being  one  not  requiring  en- 
try or  clearance  at  the  Custom  house.  If 
the  ship  does  not  require  entry,  the  duty 
shall  be  paid  immediately  on  her  arrival; 

(d)  That  no  ship  engaged  in  the  coast- 
ing trade  of  Canada  and  arriving  at  any 
port  in  any  of  the  said  provinces  from 
any  other  port  in  the  same  province,  or 
arriving  at  any  port  in  the  pmvince  of 
Quebec  from  any  port  in  the  province  of 
OnUrio,  shall  be  subject  to  the  payment 
of  the  duty:  provided  that  no  ship  arriv- 
ing at  any  port  in  Canada  from  any  place 
out  of  Canada,  and  afterwards  continu- 
ing her  voyage  to  another  port  in  Can- 
ada, shall  l>e  exempt  from  the  payment 
of  the  duty  at  the  last  mentioned  port, 
unless  she" has  paid  it  at  the  first  men- 


tu.ned   or  some  other  port  on   the  same 
voyage; 

(e)  That  as  regardn  fishing  vessels,  the 
duty  shall  not  be  i>ayable  on  ships  em- 
ployed exclusively  in  lishing  or  arriving 
at  a  port  in  the  provinces  when  <in  a  hsh- 
ing  voyage,  but  the  master  or  piri^on  in 
command  of  a  ship  registered  in  Canada 
used  exclusively  in  fishing  or  to  be  em- 
ployed on  a  fishing  voyage,  may,  if  he 
so  desires,  pay  the  said  duty  of  2c.  for 
each  registered  ton  before  the  said  ship 
makes  its  first  fishing  voyage  in  any 
year,  at  the  first  port  at  which  the  ship 
receives  any  part  of  her  outfit  for  the 
said  voyage,  and  thereafter  before  each 
subsequent  voyage  during  the  year,  but 
not  exceeding  three  payments  in  all  in 
any  calendar  year; 

(f)  That  every  collector  or  other  chiet 
officer  of  the  Customs  shall  account  for 
the  sums  received  by  him  under  these 
provisions  in  such  manner  as  the  Minis- 
ter may  from  time  to  time  direct; 

(g)  That  sick  mariners  on  ships  pay- 
ing duty,  shall  be  received  and  treated  in 
any  hospital  for  sick  mariners  as  hereto- 
fore, and  receive  the  care  of  a  collector 
or  other  chief  officer  of  Customs  where 
there  is  no  marine  hospital;  but  no  sick 
mariner  taken  ill  or  injured  outside  of 
Canada,  and  arriving  in  any  of  the  said 
provinces  otherwise  than  in  a  ship  to 
which  he  belongs,  shall  be  entitled  to  the 
benefits  conferred  by  these  provisions, 
nor  for  a  period  longer  than  one  year 
without  written  authority  from  the  Min- 
ister, nor  shall  he  be  entitled  to  treat- 
ment or  care  thereunder  when  suffering 
from  permanent  insanity,  and  no  sick 
mariners  belonging  to  ships  exempted 
from  or  not  paying  the  duty  levied  under 
these  provisions  shall  be  entitled  to  the 
rights  or  benefits  of  sick  mariners  here- 
under; 

(h)  That  all  expenditures  made  under 
these  provisions  shall  be  paid  out  of  such 
moneys  as  Parliament  may  appropriate 
for  the  purpose;  and  be  accounted  for. 
with  attested  vouchers,  as  the  Minister 
may  direct;  and  an  annual  report  there- 
of, with  a  statement  of  receipts  and  ex- 
penditures, shall  be  laid  before  Parlia- 
ment. 

2.  That  section  207  of  the  said  Act  be 
repealed,  and  in  lieu  thereof  it  be  enact- 
ed that  the  Minister  may  whenever  he 
deems  it  necessary  pay  out  of  any  moneys 
applicable  to  the  relief  of  distressed  sea- 
men and  appropriated  by  the  Parliament 
of  Canada  for  that  purpose,  such  sums  as 
he  deems  requisite  for  the  temporary 
relief  in  such  manner  as  he  deems  ad- 
visable, of  shipwrecked,  destitute  or 
otherwise  distressed  seamen  not  entitled 
to  relief  under  any  of  the  provisions  of 
the  Merchant  Shipping  Act,  1894;  and 
may  also  on  the  production  of  the  bills 
of  the  disbursements  witTi  the  proper 
vouchers  and  such  other  evidence  as  the 
Minister  requires,  pay  out  of  such 
monevs  any  reasonable  expenses  incur- 
red by  the  Board  of  Trade  of  the  United 
Kingdom  or  by  any  officers  of  His  Ma- 
jesty in  any  British  possession  other  than 
Canada  or  "in  any  foreign  country,  on  ac- 
count of  subsistence  or  transport  back  to 
Canada  of  any  seamen  or  apprentices 
who  have  been  domiciled  in  Canada  for 
twelve  months  and  who  have  been  found 
indistress  either  on  account  of  shipwreck 
or  otherwise  in  any  place  out  of  Canada; 
and  persons  ser%Mng  in  ships  registered 
in  Canada  shall  for  this  purpose  be  deem- 
ed to  be  domiciled  in  Canada  while  so 
serving. 


Seamen's  Convention  at   (ienoa. 

Inder  the  provisions  of  the  Peace 
Treaty,  the  League  of  Nations'  Interna- 
tional Labor  Office  has  arranged  for  n 
<r)nference  to  be  held  at  Genoa,  Italy. 
(i|H'ning  on  June  15,  to  deal  with  labor 
(|Ucstions  affecting  seamen.  The  con- 
vention creating  a  permanent  organiza- 
tion for  the  promotion  of  the  interna- 
tional regulation  of  labor  conditions,  pro- 
vides that  meetings  of  the  general  con- 
ferences of  representatives  of  the  mem- 
bers shall  be  held  at  least  once  a  year, 
and  that  the  representatives  of  each  mem- 
ber shall  consist  of  two  government  dele- 
gates, and  two  others  representing  re- 
spectively the  employes  and  the  working 
people  of  each  of   the  members. 

The  following  delegates  have  been  ap- 
pointed for  Canada:— Sir  George  H.  Per- 
ley.  High  Commissioner  for  Canada  in 
England;  and  G.  J.  DesbaraU.  Deputy 
.Minister  of  Naval  Ser\ice,  Ottawa,  rep- 
resenting the  government;  Thos.  Robb, 
Manager,  Shipping  Federation  of  Can- 
ada, Montreal,  representing  Canadian 
employers;  and  J.  C.  Gauthier,  of  the 
National  Association  of  Masters,  Mates 
and  Pilots  and  of  the  International  Sea- 
men's Union  of  America,  Montreal,  rep- 
resenting  Canadian   workpeople. 

The  Labor  Department  at  Ottawa,  at 
the  request  of  the  International  Labor 
office,  circulated  a  questionnaire  among 
Canadian  vessel  owners,  submitting  a 
great  number  of  questions  to  assist  the 
Ottawa  Government  in  considering  its 
attitude.  It  included  the  seamen's  con- 
ference agenda  as   follows: — 

.\pplication  to  seamen  of  the  conven- 
tion drafted  at  Washington  in  Nov.,  1919, 
limiting  the  hours  of  work  in  all  indus- 
trial undertakings,  including  tamsport 
by  inland  waterways,  to  8  hours  in  the 
day  and  48  in  the  week. 
Consequential  effects  as  regards  man- 
ning, and  in  the  regulations  relating  to 
accommodation  and  health  on  board  ship. 
Supervision  of  articles  of  agreement. 
Provision  of  facilities  for  finding  employ- 
ment for  seamen. 

Application  to  seamen,  of  the  conven- 
tion and  recommendations  adopted  at 
Washington  in  Nov.,  1919,  in  regard  to 
unemployment  and  unemployment  insur- 
ance. 

.\pplication  to  seamen  of  the  conven- 
tion adopted  at  Washington,  prohibiting 
the  employment  of  children  under  14 
years  of  age. 

Consideration  of  the  possibility  of 
drawing  up  an  international  seamen's 
code. 


Navigation  Regulations  for  Lower  De- 
troit River. — The  regulations  for  the  na- 
vigation of  the  lower  Detroit  River,  while 
the  Livingstone  channel  is  being  widen- 
ed, and  which  were  published  in  our  May 
issue,  as  effective  on  the  opening  of  na- 
vigation, were  suspended  subsequently, 
and  the  previous  regulations  put  in  force, 
temporarily.  The  new  regulations  as 
published  in  our  last  issue  have  been  re- 
vived, and  made  effective  as  from  Ma.v 
l.'S,  with  the  following  change:  "Upbound 
vessels  leaving  Livingstone  channel  must 
proceed  above  gas  buoys  83D  and  84D, 
marking  the  north  end  of  Ballards  Reef, 
before  crossing  the  path  of  downbound 
vessels."  The  former  regulation  cover- 
ing this  last  point  provided  that  upbound 
vessels  leaving  Livingstone  channel  must 
cross  the  path  of  downbound  vessels  in 
the  vicinitv  of   Ballards  reef. 


June,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


327 


Steamship  Communication  with  Magdalen  Islands. 


Senator  J.  McLean,  of  Souiis.  P.E.I., 
moved  in  the  Senate  April  oO,  that  a 
select  committee  of  the  Senate  be  ap- 
pointed to  enquire  into  the  management 
of  the  steamship  Canadian  Sealer,  now 
lying  at  Souris,  P.E.I. ,  laden  with  fish- 
ing and  other  supplies  for  the  Magdalen 
Islands,  and  the  reason  why  such  steam- 
ship was  not  dispatched  at  the  opening 
of  navigation  to  the  Magdalen  Islands, 
and  that  the  committee  be  empowered 
to  send  for  persons,  papers  and  records 
and  employ  a  stenographer  and  such 
clerical  aid  as  may  be  necessary,  the 
committee  to  be  composed  of  Senators 
Crosby,  Murphy,  Tanner,  Thompson  and 
the  mover. 

In  supporting  the  motion  he  said: — In 
asking  for  this  committee  I  may  say 
that  the  people  of  the  Magdalen  Islands 
have  been  very  badly  used.  The  steam- 
ship they  have  needed  so  sorely  all  win- 
ter was  not  dispatched  this  spring  as 
early  as  navigation  would  allow  her  to 
go.  It  seems  ridiculous  that  one  of  the 
government  steamships  should  leave 
England  and  get  up  to  Montreal  a  week 
or  so  before  this  steamship  was  fitted 
out  for  that  place,  while  the  people  were 
waiting  ever  since  last  autumn  for  goods 
that  they  should  have  had  before  the 
session  opened.  I  had  a  telegram  from 
my  son  on  April  28  stating  that  the 
steamship  was  expected  the  next  day, 
but  I  learned  that  the  captain  had  ar- 
rived in  Charlottetown,  looking  for  a 
crew,  and  up  to  the  present  I  have  had 
no  report  that  the  crew  has  arrived  or 
that  the  steamship  has  gone  forward. 
I  notified  the  Marine  Department  on 
Mar.  29  that  the  Gulf  was  then  clear  as 
far  as  the  Magdalen  Islands,  and  was  told 
the  steamship  would  be  fitted  out  at 
once.  When  I  got  the  telegram  on  April 
21  asking  that  she  be  dispatched  through 
to  the  Magdalen  Islands  I  called  up  the 
Marine  Department  and  was  referred  to 
the  Railway  Department,  which  in  turn 
sent  me  to  the  Trade  and  Commerce  De- 
partment, and  the  latter  had  no  infor- 
mation, and  referred  me  back  to  the  Ma- 
rine Department.  I  understand  the  trou- 
ble to  be  that  the  steamship  they  had 
on  hand,  the  Lady  Evelyn,  was  not  able 
to  make  the  two  trips  a  week.  On  this 
matter  we  will  have  more  information 
when  Senator  Tanner  of  Pictou  gets  his 
information  as  to  the  nature  of  the  eon- 
tract.  For  the  last  30  or  40  years  the 
government  has  been  paying  a  large 
subsidy  for  carrying  mails  and  passen- 
gers and  freight  from  Pictou  and  Souris 
to  the  Magdalen  Islands,  and  the  only 
service  that  was  satisfactory  was  that 
given  by  the  Lady  Sybil,  which  was  built 
by  the  Magdalen  Islands  Steamship  Co., 
especially  for  that  route.  She  is  capable 
of  making  12  or  13  knots,  and  can  make 
two  round  trips  a  week;  but  the  Lady 
Evelyn,  a  smaller  steamship,  could  not 
make  a  trip  twice  a  week,  except  in  June 
and  July,  when  there  was  not  a  large 
amount  of  freight  offering;  in  the  spring 
and  autumn,  when  there  was  a  large 
amount  of  freight,  she  was  not  able  to 
keep  the  freight  clear. 

My  object  in  having  this  committee 
appointed  is  to  find  who  are  responsible 
for  the  neglect,  delay,  and  hardship  im- 
posed upon  the  people  of  the  Magdalen 
Islands,  and  put  it  before  the  proper  de- 
partment. As  the  government  is  build- 
ing steamships  now,  I  believe  the  time 
has  arrived  when  it  should  build  one  of 
the  capacity  of  the  Lady  Sybil,  which 
would  take  the  round  trip  twice  a  week 


and  clean  up  the  freight,  because  it  must 
have  been  a  great  expense,  either  to  the 
contractor  or  to  the  government,  last 
autumn,  to  send  the  car  ferry  down  to 
Pictou  and  take  out  this  new  steamship 
of  2,500  tons  that  was  lying  there,  send 
her  over  to  Souris,  have  her  unsuccess- 
fully attempt  to  go  down;  then  replace 
her  with  the  Montcalm;  take  part  of  the 
goods  out  of  the  Canadian  Sealer;  and 
then  spend  six  weeks  getting  down  to 
the  Magdalen  Islands;  whereas  if  her 
contractor  had  a  steamship  suitable  for 
the  purpose  there  would  have  been  no 
trouble  whatever;  the  freight  would  have 
all  been  cleaned  up,  and  the  people  would 
have  had  their  freight  last  autumn.  I 
believe  if  the  Government  built  a  steam- 
ship a  little  larger  than  the  Lady  Sybil, 
with  proper  speed,  and  put  her  on  that 
route,  it  would  save  the  ship  subsidies 
that  are  now  being  paid  to  the  contrac- 
tors, and  take  the  mails,  and  passengers 
and  freight,  down  there.  There  would 
be  a  further  saving  to  the  government 
if  that  steamship  was  put  in  connection 
with  the  railway  that  carries  the  goods 
that  are  taken  down  to  the  Magdalen 
Islands.  Those  people  do  not  raise  any 
goods  for  export,  and  all  the  freight  that 
goes  down  there  in  the  shape  of  supplies, 
flour  and  goods  of  that  kind,  would  come 
over  the  Canadian  railways.  If  the  steam- 
ship was  taken  over,  the  railways  would 
have  control  of  that,  which  I  think  would 
ije  of  great  service.  For  these  reasons 
I  ask  that  this  committee  be  appointed 
with  power  to  investigate  matters. 
The  resolution  was  adopted. 

Vancouver    Harbor    Officials'    Salaries. 

An  Ottawa  press  dispatch  of  May  21  says 
an  order  in  council  has  been  passed,  fix- 
ing annual  salaries  to  be  paid  the  Van- 
couver Harbor  Commissioners  officials,  as 
follows:— Secretary,  $4,500;  Chief  Engi- 
neer, $4,500;  Assistant  Chief  Engineer, 
$3,000;  Harbormaster,  $3,600;  Port  War- 
den, $3,600;  Chief  Accountant,  $3,000; 
Assistant  Accountant,  $3,400;  Port  Sup- 
erintendent, $2,400. 

The  s.s.  M.  Moran,  owned  by  the  Bri- 
tish War  Office,  has  been  transferred 
from  Canadian  to  the  British  register. 
She  was  built  at  Camden,  N.J.,  in  1912, 
and  is  screw  di'iven  by  engine  of  54  h.p., 
her  dimensions  being, — length  109  ft., 
breadth  25.7  ft.,  depth  14.5  ft.;  tonnage 
315  gross.  111  net. 


Pictou,  N.S.  Harbor  Control 
Transfer. 

The  Minister  of  Marine  in  introduc- 
ing a  bill  in  the  House  of  Commons,  May 
10,  to  repeal  the  acts  relating  to  Pictou 
harbor,  to  provide  for  the  transfer  to 
the  government  of  the  property,  rights 
and  assets  held  by  the  harbor  commis- 
sioners, and  to  provide  that  the  govern- 
ment assume  and  discharge  all  the  com- 
missioners' obligations  and  liabilities, 
said: — "The  reason  for  the  transfer  is 
that  the  revenue  of  Pictou  harbor  is  less 
than  the  expenditures  in  connection  with 
it.  The  revenue  for  the  seven  years  from 
1913  to  1919,  inclusive,  was  $3,388,  and 
the  expenditure  $3,840.  While  the  har- 
bor is  under  a  commission,  no  moneys 
can  be  spent  to  repair  the  wharves  there 
unless  the  revenue  pennits  of  that  being 
done;  and  according  to  the  figures  I  have 
given  the  expenditure  during  the  period 
referred  to  has  been  greater  than  the 
revenue.  The  commission  is  unable  to 
make  the  necessary  repairs  to  the  wharf 
as  matters  stand,  and  therefore  it  is  pro- 
posed that  the  harbor  shall  be  transfer- 
red from  the  Marine  Department  to  thi. 
Public  Woi'ks  Department.!" 


Trawler  Sales. — The  Anderson  Co.  of 
Canada  has  sold  the  .Admiralty  trawlers 
42  and  43,  to  the  Pecheries  at  Arme- 
ments  de  la  Rochelle  Ocean  of  Havre, 
France,  which  also  bought  no.  41,  as 
mentioned  in  a  previous  issue.  Mexican 
interests  have  been  negotiating  for  the 
purchase  of  three  of  these  ships,  but  on 
account  of  the  political  troubles  in  Mexi- 
co, the  deal  is  suspended  temporarily. 
Other  negotiations  are  reported  to  be  in 
progress,  on  behalf  of  the  British  Gov- 
ernment, and  it  is  said  that  an  option 
has  been  secured  on  40.  It  is  also  stated 
that  some  sales  are  expected  to  French 
parties  in  the  near  future. 

Sorel  Shipyard  Superintendency. — Re- 
ferring to  the  Civil  Service  Commission's 
notice  that  applications  would  be  receiv- 
ed for  appointment  to  this  position,  as 
per  particulars  published  in  Canadian 
Railway  and  Marine  World,  we  were  ad- 
vised by  the  commission,  on  May  11,  that 
the  Marine  Department  had  requested 
that  no  appointment  be  made  to  the  posi- 
tion, and  that  therefore  the  question  of 
an  appointment  would  be  held  in  abey- 
ance for  some  time.  We  are  advised  by 
the  Marine  Department  that  Louis  La- 
couture  is  acting  oflicer  in  charge. 


Sanlt  Ste. 

Marie  Canals  TraflSc. 

April,  1920: 

U.S.  Canal 
2,050 

The  following  commerce  passed  throUK 

Articles 
Lumber    ..                                        EastbounH 

Flour    

Wheat     .... 

Grain,  other  than   wheat 

Copper    ... 

Iron     Ore 

Pig   Iron 

Stone     

General    Merchandise 

Passengerh 

Coal,     soft                                     Westbound 

Coal     hard 

h  the 
canal 

Sault  Ste.  Marie  Canals  during 
Canadian 
Canal 

Total 
2,050 

Bushels                         210.000 
Bushels                         .'>15.000 

4,064,611 
5,493,000 

4,274.611 
6,008,000 

162.630 

162.630 

(,.     rt    t/^ns 

„.    rr  . 

Short  tons                        540 

5 

545 

Short  tons                     8.000 

42.881 
10,000 

50,831 
10.000 

5.           1?      A 

Manufactured  Iron  and  Steel 

oi!  LT  y""** 

ou  IT  y""B 

Stone 

General  Merchandise                             " 

6,247 
12,500 

6.247 

Short  tons                   2.905 

16.405 

Summary 

Vessel     Passages 
Registered    Tonnage 
I-reight—  Eastbound 
"Westbound 
Total    Freight 

Canadian  canal  opened  Apr.  23.  U.S. 

Number                             86 
Net                                90,741 
Short  tons                  18.76,5 
Short  tons                    10.905 
Short  tons                   29.670 

opened  Apr.  19. 

146 
522.584 
435,961 
71,578 
507,539 

232 
613.325 
464.726 
82,483 
537,209 

328 


June.   1920. 


The   lMl()ta>re   Situation   in    iiritish   Columbia. 


I  .mailuiu  Kailwiiy  ntui  .Mnrinc  World 
fur  Muy  iiu'iilioncil  n  preiis  report  utat- 
iin:  tlmt  a  mr»»nKf  had  l>o»'n  rocoivod  in 
VAruouvcr  early  in  April  from  the  Dep- 
uty .Miniit«r  of  .Marine,  to  the  effect  that 
jinlrs^  H.C.  pilot*  accepted  the  (lovern- 
I  •    T-    retrardinif  waRcs  and  work- 

■*,  open  pilotatre  would  bc- 
;\f  on  the  H.f.  const  on  May 
t;.  .Iu>t  lifter  our  May  issue  had  Ronc 
to  jiress,  the  Marine  Department  sup- 
plied us  with  the  followinc  memorandum 
m  resrard  to  the  matter:  — 

•'From  and  after  May  fi  next,  the  com- 
pulsory payment  of  pilolaKe  dues,  in 
what  was  heretofore  the  British  Colum- 
bia Pilotapc  District,  will  be  discontin- 
ued. This  district  comprised  the  whole 
of  B.C.,  with  the  exception  of  the  Fraser 
River,  and  hereafter  all  vessel  owners 
and  aKent.-i  will  require  to  make  their 
own  arrnnijements  for  such  pilotage  ser- 
vices as  they  may  require  in  these  wat- 
ers. The  adoption  of  this  policy  is  the 
outcome  of  attempts  made  by  the  Marine 
Department  to  make  effective  the  main 
recommendations  submitted  by  the  royal 
commission  that  enquired  into  pilotage 
matters  in  B.C.  during  1918.  For  a  great 
many  years,  representations  were  forth- 
coming from  B.C.  interests  that  the  pil- 
otage service  as  then  conducted  was  not 
satisfactory  nor  calculated  to  advance 
the  trade  of  Canadian  Pacific  ports. 
These  representations,  so  persisted  in, 
resulted  in  the  appointment  of  the  royal 
commission  alluded  to.  The  chief  of  the 
recommendations  submitted  by  the  com- 
mission was  that  the  Minister  of  Marine 
should  supersede  the  various  local  pilot- 
age authorities,  and  become  the  pilotage 
authority  in  B.C.  waters,  with  all  pilots 
operating  directly  under  him,  at  salaries 
to  be  determined  by  him.  The  recom- 
mendation of  the  royal  commission  was 
that  this  salary  should  be  $250  a  month. 
By  order  in  council  of  Sept.  10,  1919,  it 
was  resolved  to  put  this  recommenda- 
tion in  effect,  and  accordingly  the  several 
local  pilotage  authorities  were  abolished, 
and  one  pilotage  district,  embracing  all 
the  coast  waters  of  B.C.,  under  the  au- 
thority of  the  Minister  of  Marine  was 
constituted  to  be  effective  as  from  Jan. 
1,   1920. 

"A  General  Superintendent  of  Pilots 
was  appointed  by  the  Minister,  with  ex- 
tensive and  intimate  knowledge  of  B.C. 
ports  and  their  requirements.  Under 
his  super%'ision  bylaws  for  the  adminis- 
tration of  pilotage  in  the  new  district 
were  prepared,  and  approved  by  the  gov- 
ernment. These  bylaws  provided  inter 
alia  that  pilots  might  receive  a  salary 
up  to  the  maximum  of  $32.i  a  month,  pro- 
vided the  business  to  the  several  ports 
would  yield  enough  revenue  to  enable 
such  payments  to  be  made,  in  addition 
to  defraying  other  necessary  and  legiti- 
mate expenses.  Based  on  the  annual  re- 
ports submitted  to  the  department  by 
local  pilotage  authorities,  the  remunera- 
tion recommended  by  the  General  Super- 
intendent and  approved  by  the  govern- 
ment was  in  excess  of  any  remuneration 
previously  received  by  pilots.  From  the 
out.set  of  the  negotiations,  the  pilots  in- 
.tisted  upon  a  higher  rate  of  pay  which 
they  plainly  intimated  should  not  be  un- 
der $.'!50  a  month,  in  addition  to  expenses 
incurred  in  carrying  on  their  work.  The 
department  declined  to  accept  a  proposal 
of  this  kind  and  after  some  further  nego- 
tiations on  the  spot,  between  the  pilots 
and  the  Superintendent,  it  was  agreed 
that   the  department's   proposals   should 


have  n  three  month.'*  trial,  each  side  to 
have  the  jirivilege  of  terminating  the 
agreement  at  the  expiration  of  this  per- 
iod, upon  giving  one  month  notice.  Dur- 
ing the  three  months  after  January,  it 
was  found  that  the  revenue  was  suffi- 
cient to  pay  the  pilots  a  salary  of  $.'125 
a  month,  and  in  addition  $4.,'>0  a  dey  for 
living  allowance  while  on  duty,  together 
with  all  costs  for  transportation.  The 
<lepartment  also  agreed  to  acquire  the 
launches  owned  by  the  pilots,  at  a  fair 
valuation,  and  to  provide  employment  on 
shore  for  two  pilots  who  were  over  70 
years  of  age,  at  a  salary  of  $100  a 
month,  notwithstanding  a  recommenda- 
tion to  the  contrary  by  the  royal  com- 
mission. 

"Towards  the  end  of  the  three  months 
period,  the  pilots  renewed  their  demand 
for  a  salary  of  $;3.')0  a  month,  together 
with  excessive  requests  for  expenses  and 
also  a  request  to  provide  a  salary  of  $160 
a  month  for  the  two  retired  pilots  al- 
luded to  above.  For  obvious  reasons  the 
department  was  not  disposed  to  accede 
to  the  pilots'  requests,  with  the  result 
that,  on  Mar.  19,  the  latter  telegraphed 
to  say  that  at  a  general  meeting  it  was 
resolved  they  would  not  accept  the  de- 
partment's proposals  or  submit  to  the 
pilotage  bylaws  as  approved.  This  tele- 
gram was  interpreted  by  the  department 
as  a  notice  to  terminate  the  agreement 
then  in  force,  and  the  pilots  were  so  ad- 
vised. The  acting  Superintendent  of 
Pilots  at  Victoria  was  further  instructed 
by  telegram,  on  April  3,  to  advise  the 
pilots  that  their  attitude,  if  persisted  in, 
would  leave  no  alternative  to  the  depart- 
ment but  a  termination  of  the  agree- 
ment. The  department  emphasized  that 
the  period  of  uncertainty  had  already 
continued  too  long  and  unless  the  pilots 
signified  their  intention  of  accepting  its 
proposals,  notice  of  tcnnination  of  agree- 
ment should  date  from  the  day  on  which 
they  would  be  so  advised.  The  acting 
superintendent  was  also  informed  that  if 
the  pilots  declined  to  come  under  the 
pilotage  authority,  shipping  interests 
would  be  notified  that  at  the  expiration 
of  one  month  the  compulsory  payment 
of  pilotage  would  cease,  thus  leaving  both 
parties  free  to  make  their  own  arrange- 
ments respecting  pilotage.  It  was  felt 
that  this  position  would  prove  more  ac- 
ceptable to  the  pilots,  as  they  might 
have  some  reasons  to  assume  that  they 
could  make  more  satisfactory  arrange- 
ments with  the  shipping  interests. 

"The  Minister  of  Marino  has,  through- 
out all  the  negotiations,  endeavored  to 
give  most  reasonable  consideration  to 
the  representations  submitted  by  the 
pilots  (iirectly  and  by  the  Canadian  Mer- 
chant Service  Guild  on  their  behalf.  In- 
asmuch, however,  as  B.C.  ports,  more  es- 
pecially Vancouver,  Victoria  and  Prince 
Rupert,  are  great  national  ports,  and 
destined  early  to  become  even  greater,  it 
is  felt  that  the  public  interests  will  bene- 
fit by  the  adoption  of  a  policy  which  is 
more  in  harmony  witih  that  which  ob- 
tains at  competing  I'nited  States  ports 
on  the  Pacihc,  while  not  jeopardizing 
any  local  interest  or  the  individual  in- 
terests of  the  pilots." 

As  stated  in  Canadian  Railway  and 
Marine  World  for  May,  Commander  B. 
1,.  .lohnston,  D.S.O.,  who  was  appointed 
Superintendent  of  the  British  Columbia 
Pilotage  District,  at  Victoria,  from  Jan.  1, 
resigned  in  April,  and  ("has.  Eddie.  Sup- 
ervising Examiner  of  Masters  and  Mates, 
Western    Division,    Vancouver,    was    ap- 


pointiil  to  net  in  his  place.  The  latter'n 
duty  as  acting  Superint^-ndent  ceased 
on  May  5,  when  the  B.C.  Pilotage 
District  and  the  compulsory  payment  of 
pilotage  dues  therein  came  to  an  end. 

The  order  for  the  abolition  of  compul- 
sory pilotage  in  B.C.  watera  became  ef- 
fective May  <;.  and  the  B.C.  Pilotage  As- 
sociation,  embracing  all  pilots  serving 
formerly  under  the  pilotage  board  noti- 
fied all  shipping  companies  that  the  ser- 
vices of  its  members  would  continue  to 
be  available  for  the  navigation  of  ships 
between  the  William  Head  quarantine 
station  and  Victoria  and  Vancouver,  as 
well  as  to  and  from  Island  and  northern 
B.C.  ports.  The  association  has  prepar- 
ed a  scale  of  rate,  which  is  said  to  be 
very  little  different  from  the  government 
scale,  and  this  has  been  submitted  to  the 
shipping  companies.  The  association's 
headquarters  are  at  Vancouver,  with  a 
sub  office  at  Victoria.  The  old  pilotage 
office,  at  Dallas  Road,  Victoria,  is  being 
maintained  by  the  association,  which  op- 
erates a  launch  out  of  William  Head  for 
the  use  of  pilots  boarding  vessels. 


Quebec  Steamship  Company's  Sale. 


The  Quebec  Steamship  Co.,  which  was 
controlled  and  operated  by  Canada 
Steamship  Lines,  Ltd.,  has  been  sold  to 
Furness,  Withy  &  Co.,  which  is  closely 
allied  with  Canada  Steamship  Lines  Ltd. 
The  Quebec  Steamship  Co.  came  under 
the  control  of  Canada  Steamship  Lines, 
Ltd.,  on  the  formation  of  the  latter  com- 
pany in  1913,  by  the  acquirement  of  at 
least  80Tr  of  its  shares.  At  that  time 
it  operated  a  steamship  sen'ice  from 
Quebec  to  ports  on  the  Lower  St.  Law- 
rence and  to  New  York,  and  from  New 
York  to  West  Indies  ports,  but  of  late, 
the  service  has  been  confined  to  the  New 
York-West  Indies  route. 

The  company  owned  the  steamships 
Guiana,  Korona  and  Parima,  which  are 
included  in  the  transfer.  Ihe  s.s.  Guiana 
was  built  at  Sunderland,  Eng.,  in  1907, 
and  is  screw  driven  by  engine  of  445 
h.p.,  and  has  the  following  dimensions, — 
length  345  ft.,  breadth  44.2  ft.,  depth  of 
hold  24.9  ft.;  tonnage,  3,657  gross,  2.294 
net.  The  s.s.  Korona,  formerly  Mon- 
mouthshire, was  built  at  Govan,  Scot- 
land, in  1886,  and  is  screw  driven,  by 
engine  of  600  h.p.,  her  dimensions  being, 
length  344  ft.,  breadth  44.2  ft.,  depth  of 
hold  26.5  ft.;  tonnage,  2.874  gross,  1,871 
net.  The  s.s.  Parima,  formerly  Bungaree, 
was  built  at  Newcastle  upon  Tyne,  Eng., 
in  1889,  and  is  screw  driven  by  engine  of 
450  h.p.,  and  has  the  following  dimen- 
sions,—length  335  ft.,  breadth  42.1  ft,, 
depth  of  hold  24  ft.;  tonnage,  2,990 
gross,  1,875  net. 


Hydrographic  Charts. — The  Naval  Ser- 
vice Department's  Hydrographic  Sur\'ey 
has  published  the  following  charts,  no. 
405  Hudson  Bay  and  Hudson  Strait,  cor- 
rected to  Oct..  1919:  no.  211  St.  Law- 
rence River  from  Father  Point  to  Pointe 
iiux  Orignaux;  and  no.  209  Saguenay 
Kivcr,  St.  Fulgence  to  Shipshaw,  cor- 
rected to  .\pr..  1920.  Copies  may  be  ob- 
tained from  the  department  at  l.'ic  each. 

Victoria,    B.C.,    Harbor   Improvement.'i. 

The  further  supplementary  estimates 
for  the  year  ended  .Mar.  31,  1920,  submit- 
ted to  the  House  of  Commons  recently, 
contained  an  item:  "Victoria  harbor  im- 
provements. Further  amount  required, 
$24,600." 


June,  1920. 


329 


General  Shipbuilding  Matters  Throughout  Canada. 


B.C.  Marine  Ltd.,  Vancouver,  is  re- 
ported to  have  been  awarded  a  contract 
by  the  Hudson's  Bay  Co.  for  an  auxiliary 
powered  schooner  for  carrying  supplies 
to  its  trading  posts  in  the  Arctic  circle. 
The  ship  is,  it  is  said,  to  be  strongly 
built,  to  withstand  the  severe  northern 
weather  and  ice,  and  delivery  is  to  be 
made  about  October. 

Canadian  Vickers,  Ltd.,  Montreal.  — 
The  s.s.  Tatjana,  the  launching  of  which 
at  this  yard  was  mentioned  in  our  last 
issue,  is  the  third  steamship  built  by  this 
company  for  Norwegian  interests,  and 
is  owned  by  Winge  &  Co.,  Christiania, 
Norway.  She  was  built  under  the  sup- 
ervision of  Norwegian  Veritas,  and  was 
expected  to  be  fully  completed  and  ready 
for  her  cargo  by  the  end  of  May.  She  is 
fitted  with  triple  expansion  engines,  and 
3  Scotch  boilers,  adapted  for  either  coal 
or  oil  fuel,  and  the  boilers  are  fitted  with 
Howden's  forced  draft  system.  The  dou- 
ble bottom  tanks,  and  a  deep  tank  amid- 
ships, will  carry  about  1,500  tons  of  fuel 
oil.  The  cargo  handling  equipment  is 
thoroughly  up  to  date,  the  cargo  winches 


repre.'^entative,  Apr.  23,  and  sailed  from 
Vancouver,  Apr.  24,  for  Taconia,  Wash., 
to   load   grain  for   Alexandria,   Egypt. 

The  company  has  under  construction 
for  subsidiary  companies,  2  steel  cargo 
steamships  of  approximately  8,800  d.  w. 
tons  each,  similar  to  the  s.s.  Braheholm. 
The  keel  of  the  first  was  laid  March  4, 
and  on  her  launch  she  will  be  named 
Margaret  Coughlan. 

Harbour  .Marine  Co.,  Victoria,  B.C.— 
.At  a  meeting  of  the  company's  employes 
at  the  end  of  April,  a  resolution  was 
passed  that  the  Harbour  Marine  Veterans 
Association  make  a  strong  appeal  to  the 
Dominion  Government  for  further  con- 
tracts for  the  company,  the  granting  of 
which  would  relieve  the  unemployment 
situation  among  returned  soldiers.  It 
was  stated  that  the  work  carried  on  at 
the  yai-d  had  very  materially  assisted 
the  work  of  re-establishment,  as  many 
of  the  men  originally  taken  on  as  un- 
skilled labor,  after  demobilization,  have 
developetl  into  skilled  workmen.  As  the 
work  on  the  two  steamships  now  under 
construction.    Marine    Department's   con- 


and  windlass  being  of  Clarke-Chapman 
design,  the  steeering  gear  of  Bow-Mc- 
Lachlan  (Mcintosh  patent)  direct  acting 
type,  all  manufactured  by  Canadian  Vick- 
ers, Ltd.  The  steering  from  the  navigat- 
ing bridge  is  by  means  of  a  MacTaggart 
&  Scott  telemotor,  and  it  is  also  con- 
trolled mechanically  from  the  poop  deck, 
where  there  is  also  a  hand  steering  ar- 
rangement, and  a  complete  equipment  of 
mechanical  engine  room  and  steering 
telegraphs.  Her  dimensions  are, — 
length  over  all  413  ft.,  beam  52  ft.,  depth 
31  ft.  0%  in.,  and  her  draft  when  loaded 
with  8,300  tons  cargo  will  be  25  1/3  ft. 
A  sister  steamship  was  launched  May 
for  A.  Monsen,  Toensberg,  Norway,  and 
this  will  be  followed  later  in  the  year 
by  two  similar  steamships,  but  of  6,400 
tons,  for  the  Norwegian-America  Line. 

J.  Coughlan  &  Sons,  Ltd.,  Vancouver, 
B.C. — The  s.s.  Braheholm,  the  launching 
of  which  for  the  Swedish  American  Mex- 
ican Line,  Gothenberg,  Sweden,  was  men- 
tioned in  our  last  issue,  underwent  her 
trial  trip  Apr.  22,  and  maintained  a  mean 
speed  of  12.6  knots  an  hour,  si.x  times 
over  the  measured  mile,  her  highest  run 
being  13.5  knots  an  hour.  She  was  de- 
livered  to   J.   A.    Sturrock,    the    owners' 


>iiii   (\.\y.   tons,  built  for  Swedish-American-Mexican 
shlan  &  Sons,  Ltd..  Vancouver,  B.C. 

tracts  29  and  30,  Canadian  Winner  and 
Canadian  Traveller  respectively,  each  ap- 
proximately 8,390  d.w.  tons,  is  proceed- 
ing, men  are  being  laid  oflf,  thus  increas- 
ing the  labor  difficulties. 

The  C.P.R.  is  reported  to  have  ordered  a 
steel  car  ferry  from  this  company  for 
service  between  the  mainland  and  Van- 
couver Island.  It  is  stated  that  the  price 
is  approximately  $200,000  and  that  it  is 
to  be  delivered  during  October.  It  will 
have  capacity  for  18  cars  and  will  be  of 
the  following  dimensions, — length  270  ft., 
breadth  48  ft.,  depth  12  ft. 

Leclaire  Shipbuilding  Co.,  Sorel,  Que. 
P.  L.  Turgeon,  55  St.  Francois  Xavier  St., 
Montreal,  curator  in  the  insolvency  of 
this  company,  offered  for  sale  by  public 
auction.  May  10,  the  company's  movable 
assets,  including  the  following, — bills  re- 
ceivable $5,000,  a  steam  barge  with  scow 
named  Richelieu,  a  compound  marine  en- 
gine, a  tug  hull,  2  motor  cars,  certain 
lumber  rights,  shares  and  sundries  and 
the  balance  of  purchase  price,  $5,500, 
due  by  virtue  of  a  deed  of  sale. 

Pacific  Construction  Co.,  Coquitlam, 
B.C.,  launched  the  motorship  Kiltuish  for 
the  Western  Packers  Association  during 


April.  This  is  the  second  ship  of  this 
type  to  be  launched  by  the  company,  the 
keel  having  been  laid  in  January.  Her 
dimensions  are, — length  overall  100  ft., 
breadth  18%  ft.,  depth  of  hold  91/2  ft., 
draft  6  ft.  10  in.  She  carries  2,000  gal. 
of  oil  in  her  tanks  and  has  fresh  water 
tanks  with  capacity  of  11  tons.  The  pro- 
pelling machinery  consists  of  a  150  h.p. 
Fairbanks-Morse  type  CO.  oil  engine 
using  about  1/12  of  a  gallon  of  fuel  oil 
per  h.p.  hour  with  the  engine  under  full 
load.  The  auxiliary  machinery  is  oper- 
ated by  a  Fairbanks-Morse  6  h.p.  type  Z 
engine,  driving  a  line  shaft  mounted  on 
SKF  ball  bearings.  The  hoisting  equip- 
ment is  operated  by  a  Fairbanks-Morse 
10  h.p.  type  Y  semi  Diesel  engine.  The 
speed  of  the  ship  is  approximately  9% 
knots  an   hour. 

Poison  Iron  Works,  Ltd.,  Toronto. — 
This  shipbuilding  plant,  which  was  of- 
fered for  sale  by  tender  by  the  liquidator 
recently,  under  order  from  the  Exchequer 
Court,  is  being  offered  for  sale  by  pri- 
vate treaty,  no  tenders  having  been  re- 
ceived. 

Shelburne     Shipbuilders,     Ltd.,     Shel- 

burne,  N.S.,  launched  the  three  masted 
schooner,  Nellie  T.  Walters,  May  3,  for 
the  trans-Atlantic  fish  carrying  trade. 
She  is  owned  by  T.  Walters,  Garnish, 
Nfld.,  and  is  of  175  tons  registered,  and 
classed  for  11  years  in  Bureau  Veritas. 
The  company  has  another  schooner  of  190 
tons  registered,  under  construction  for 
Newfoundland   parties. 

Victoria  (B.C.)  Shipowners  Ltd.,  Vic- 
toria, B.C. — The  keel  of  the  first  of  the 
four  wooden  barquentines  of  2,400  tons 
capacity  each,  which  are  being  built  un- 
der aid  by  the  Dominion  Government,  in 
order  to  relieve  unemployment  in  British 
Columbia,  was  laid  at  the  Cholberg  ship- 
yard, Victoria,  May  1.  These  ships  will 
be  built  to  Lloyd's  specifications,  and  un- 
der the  supervision  of  a  marine  architect 
appointed  by  the  Dominion  Government. 
Full  details  of  the  agremeent  under  which 
the  ships  are  being  built  were  published 
in  Canadian  Railway  and  Marine  Woi-ld 
for  May,  page  276.  The  company's  di- 
rectors are: — J.  W.  Spencer,  President 
and  Chairman;  C.  Hoard,  Vice  President; 
J.  O.  Cameron,  Capt.  H.  C.  Hansen,  W. 
Meed,  Capt.  M.  D.  Harbord,  and  F.  B. 
Pemberton.  Edwin  Tomlin  is  Secretary- 
Treasurer. 

G.  E.  Wagstaff,  Port  Greville,  N.S., 
launched  the  tern  schooner  Burpee  L. 
Tucker  recently.  She  is  465  tons  regis- 
ter, and  equipped  with  auxiliary  engine 
for  hoisting  sails  and  anchors.  She  was 
chartered  to  load  plaster  at  Walton,  N.S., 
for  New  York  and  is  in  charge  of  Capt. 
S.  T.  Salter,  Parrsboro,  N.S. 

Wallace  Shipyards,  Ltd.,  North  Van- 
couver, B.C.,  has  been  given  a  contradt 
for  repairs  to  the  Grand  Trunk  Pacific 
Coast  Steamship  Co.'s  s.s.  Prince  John, 
which  was  damaged  in  collision  with  the 
same  company's  s.s.  Prince  Albert,  near 
Dead  Tree  Point,  recently.  The  contract 
price  is  stated  to  be  $49,000.  In  addi- 
tion to  the  repairs  necessary,  it  is  stated 
that  the  passenger  accommodation  will 
be    increased. 

Yarrows,  Ltd.,  Victoria,  B.C.,  has  been 
given  a  contract  for  repairs  to  the  Grand 
Trunk  Pacific  Coast  Steamship  Co.'s  s.s. 
Prince  Albert,  which  was  damaged  in 
collision  with  the  same  company's  s.s. 
Prince  John,  near  Dead  Tree  Point,  re- 
cently. 


330 


CANADIAN  RAILWAY  AND  xMARINE  WORLD 


Jiinc,   1920. 


Atlantic  and  I'acilic  Ocean. 

The  Z4>nith  TmnxporUlion  Co.,  op«Tnt- 

—  •     K-r.nio«n  point*  out  of  New  York, 

lo  have  (ii'cidcd  tu  niaki*  St. 

.   a   port  of  rmll   both   inwani 

«...,     ,.„ix»:.r.l. 

Cannilinn  racific  Orcan  Scn'iccs'  b.«. 
pTftorinn,  from  St.  John,  N.B..  arrived 
at  Glnscow.  Scotland,  May  4,  in  tow, 
havink'  broken  her  nidder.  She  was  dook- 
r<l  there  for  repairi". 

The  St.  Ijiwrenre  nnviK'ntion  season 
wn.i  reoiH'ned  Apr.  2r>,  by  the  arrival  at 
Montreal  of  Canadian  (Jovernment  Mer- 
chant Marine's  s.s.  Canadian  Aviator, 
from  GlasKow,  Si-otland. 

A  London,  Fng.,  press  dispatch.  May 
1,1,  stated  that  a  well  known  British  sal- 
vajre  firm  i.t  likely  to  undertake  the  rnis- 
inir  of  the  s.s.  Luj^itania,  which  was  tor- 
pedoed by  the  Germans  during  the  war, 
off  the  Irish  coast. 

The  first  pa.s.senjrer  steam.ships  of  the 
St.  Lawrence  naviRation  season  to  ar- 
rive at  Quebec  were  the  Anchor-Donald- 
son Line  s.s.  Saturnia  and  the  Canadian 
Pacific  Ocean  Ser\ices  s.s.  Victorian,  on 
May  3,  in  the  order  named  and  within  an 
hour  of  each  other. 

The  Ulster  Steamship  Co.  (Head  Line) 
announce  that  it  will  commence  a  direct 
steamship  ser%-ice  between  Montreal  and 
Rotterdam,  June  5,  with  the  s.s.  Dunaff 
Head,  8,000  d.w.  tons  capacity.  Other 
steamships  of  the  same  class  will  be  put 
in  the  service  if  trade  warrants  it. 

Canadian  Pacific  Ocean  Services'  s.s. 
Empress  of  Britain  is  being  equipped 
with  fuel  oil  buminp  apparatus  and  is 
beinp  penerally  overhauled  and  refitted 
for  service  on  the  St.  Lawrence  route. 
She  did  considerable  war  work,  and  car- 
ried a  number  of  troops  to  and  from 
Mediterrannean  ports,  especially  to  Gal- 
lipoli. 

The  Red  Star  Line's  steamship  service 
between  Montreal  and  Antwerp,  BelRiuni, 
was  commenced  May  22,  when  the  s.s. 
Western  Star  sailed  from  Montreal,  af- 
ter having  been  overhauled  by  Canadian 
Vickers  Ltd.  It  is  intended  to  make 
three  sailings  each  month;  the  other 
steamships  which  will  be  used,  being. 
Western  .Mly,  Aledo,  Westpool  and  Henry 
Clay. 


Maritime  Provinces  and  Newfound- 
land. 

T.  M.  Kirkwood.  Montreal,  is  reported 
to  have  bought  10  wooden  drifters,  built 
in  Canada  for  war  purposes,  and  anchor- 
ed in  Halifax  harbor  since  the  signing 
of  the  armistice. 

The  Rcid  Newfoundland  Co.  was  re- 
ported to  be  negotiating  in  Great  Britain 
recently,  through  its  Vice  President,  R^. 
G.  Reid,  for  two  steamships,  to  replace 
the  two  wrecked  steamships,  Dundee  and 
Ethie,  for  its  coastal  service. 

Canada  Steamship  Lines  Ltd.,  is  re- 
ported to  be  considering  the  establish- 
ment of  a  steamship  service  between 
.Montreal.  Charlottetown,  P.E.I.,  Sydney, 
.N'.S.,  and  .St.  John's.  Nfld.  Prior  to  the 
war  a  freight  and  passenger  service  over 
this  route  was  opcrnte<l  by  the  Black 
Diamond  Steamship  Co.'s  steamships. 
City  of  Sydney  and   Morwennn. 

The  Montreal  Transportation  Co.'s  s.s. 
Atikokan,  which  was  laid  up  at  Sorel, 
Que.,  for  the  winter,  was  expected  at 
Sydney,  N.S.,  during  May,  to  enter  the 
ore  and  coal  trade.  She  was  built  at 
West  Superior.  Wis.,  in  ls;i.").  and  named 


John  1).  Trevor,  and  in  of  the  whnlebacK 
type.  She  was  in  the  Great  I.nkei  tra<le 
fur  a  number  of  yearn,  and  was  taken 
to  Quebec  last  year,  having  been  cut  in 
two  to  puss  through  the  canals.  She  is 
screw  driven  by  engine  of  14r>  h.p.  and 
has  the  following  dimensions, — length  302 
ft.,  breadth  .'IK.H  ft.,  depth  18  ft.;  ton- 
nage 2,004  gross,   l,2ii2  net. 

The  report  of  the  port  of  St.  John,  N. 
B.,  for  the  year  ended  Mar.  .'U  shows  that 
412  steamships,  and  IDl  sailing  ships, 
with  a  total  tonnage  of  1,107,801  entered 
from  sea,  and  4h:1  steamships  and  178 
sailing  ships  with  a  total  tonnage  of  1,- 
0;i7,87C  cleared  outward.  The  tonnage  in- 
creases over  the  previous  year  are  241,- 
604  in  arrivals,  and  266,614  outward. 
During  the  winter,  between  Nov.  1,  ll»lt», 
and  May  1,  1920,  12,004,157  bush,  of  grain 
pas.sed  through  the  C.P.R.  elevators  at 
St.  John,  compared  with  17,86:5,766  bush, 
for  the  same  period  in  the  previous  year. 
The  Canadian  National  Rys.  elevator  at 
St.  John  handled  :i,241,289  bush,  of  grain, 
against  l,:)7H,6r)4  bush,  during  the  same 
period  in  the  previous  year. 

The  Dominion  Coal  Co.,  operating  the 
Black  Diamond  Steamship  Line,  is  re- 
ported to  have  bought  the  s.s.  Daghild 
from  the  British  Ministry  of  Shipping. 
She  was  built  at  Sunderland,  Eng.,  in 
1916,  and  is  screw  driven  by  engine  of 
570  h.p.  Her  dimensions  are, — length 
455  ft.,  breadth  58.1  ft,  depth  33.2  ft.; 
tonnage,  8,000  gross,  4,862  net.  She  was 
owned  formerly  by  Jenkins  Bros.,  Car- 
diff, Wales,  and,  prior  to  the  war,  was 
chartered  to  the  Dominion  Coal  Co.,  but 
was  requisitioned  by  the  Ministry  of 
Shipping  for  war  purposes.  The  Domin- 
ion Coal  Co.'s  charters,  unexpired  at  the 
commencement  of  the  war,  still  hold 
good,  and  the  balance  of  the  charter 
terms  will,  it  is  said,  be  carried  out  by 
the  steamships.  Rose  Castle,  Kamour- 
aska.  Lord  Strathcona,  Wabana,  Lingan 
and  Hochelaga.  The  first  named  ship  is 
expected  to  arrive  at  Sydney,  N.S.,  dur- 
ing June,  the  others  following  at  inter- 
vals. 


Ontario  and  the-  dreat  I^keti. 


Province  of  Quebec. 


The  Quebec  Harbor  Commission  as  re- 
constituted by  order  in  council  of  Apr. 
21,  consists  of  Major  General  Sir  David 
Watson,  K.C.B.,  C.M.G..  Chairman;  Al- 
fred Samuel  Gravel,  and  Birgadier  Gen- 
eral T.  A.  Tremblay,  D.S.O. 

The  Gulf  of  St.  Lawrence  Trading  & 
Shipping  Co.  has  been  placed  under  the 
management  of  T.  Harling  &  Co.,  Mont- 
real, and  it  is  stated  that  the  service  will 
be  considerably  improved  between  Que- 
bec and  lower  gulf  ports.  It  is  also  stat- 
ed that  a  number  of  ships  will  be  added 
to  the  fleet,  either  this  year  or  next. 

The  s.s.  Alberta,  owned  formerly  by 
La  Cie  Gencrale  d'Knterpriscs  Publiques 
Ltee,  Levis,  has  been  dismantled  and  re- 
moved from  the  register.  She  was  built 
at  Sorel  in  190.'>,  and  was  screw  driven 
by  engine  of  42  h.p.,  and  had  the  follow- 
ing dimensions, — length  96.4  ft.,  breadth 
17.7  ft.,  depth  6.9  ft.;  tonnage,  1*25  gross. 
62  net. 


The  R.8.  General  Morrison,  one  of  a 
number  of  steel  steamships  built  by  the 
Dominion  Shipbuilding  Co.,  Toronto,  dur- 
ing 1919,  on  yard  account,  most  of  which 
have  been  sold  to  Nonvegian  owners,  has 
also  been  sold  to  Norwegian  interests, 
and  trnnsfeered  from  the  Canadian  regis- 
ter. Ilcr  dimensions  are. — length  over 
all  261  ft.,  length  between  perpendiculars 
251  ft.,  breadth  43'a  ft.,  depth  24'4  ft.; 
tonnnirc.    'J.I90    cross.    1.519    n<'t. 


The  Governor  of  New  York  State  has 
signed  a  bill  appropriating  $l,K50,0OO, 
to  coniplete  the  barge  canal  terminals 
at  Buffalo,  Rochester,  and  New  York 
City. 

It  is  proposed  to  form  a  Trent  Valley 
Canal  Waterways  Association,  amongst 
municipalities  along  the  Trent  canal, 
with  the  object  of  promotmg  tourist  traf- 
fic to  and  from  various  points  of  interest 
along  the  route. 

The  Dominion  Public  Works  Depart- 
ment has  awarded  a  contract  for  the 
building  of  a  sea  wall  at  Toronto  Island 
to  Randolph  .McDonald  Co.,  Toronto.  The 
plant  and  material  are  being  assembled 
on  the  site  and  work  was  expected  to 
commence  at  the  end  of  .May. 

It  was  reported  May  13  from  St.  Cath-- 
arines  that  work  on  the  Welland  ship 
canal  had  been  resumed  on  a  small  scale, 
some  dredging  on  section  5  having  been 
started.  It  was  also  stated  that  the  Do- 
minion Dredging  Co.  was  assembling  its 
material  for  work  on  section  no.  1  in 
the  harbor  at  Port  Weller. 

The  Pittsburg  Steamship  Co.  is  re- 
ported to  have  made  arrangements  for 
the  construction  of  a  dock  with  cargo 
handling  machinery  at  Sault  Ste.  Marie, 
-Mich.  The  dock  will  have  a  frontage  of 
748  ft.  and  will  cost  approximately  $100,- 
000.  The  contract  has  been  awarded  to 
the  Great  Lakes  Dredge  &  Dock  Co. 

The  steamships  Bickerdike,  Cadillac. 
Fairfax,  Haddington,  Ionic,  Maplehill, 
Murray  Bay,  Omaha,  St.  Irene,  Tayler 
and  Wyoming,  owned  by  Canada  Steam- 
ship Lines,  have  had  their  names  changed 
to  Maplebrook,  Maplehurst.  .Maplegrove, 
Maplehill,  Maplebranch,  Maplegrange, 
Cape  Diamond,  Maplegreen,  Cape  St. 
Francis,  Mapleheath  and  Mapleglen  re- 
spectively. 

The  U.S.  Lake  Survey  reports  the 
stages  of  the  Great  Lakes  in  feet  above 
mean  sea  level  for  April,  as  follows: — 
Superior,  602.26;  Michigan  and  Huron. 
580.54;  St.  Clair,  574.80;  Erie,  571.64, 
and  Ontario,  245.55.  Compared  with  the 
average  April  stages  for  the  past  10 
years,  Superior  was  0.62  ft.  above;  Michi- 
gan and  Huron,  0.26  ft.  above;  Erie,  0.76 
ft.  below,  and  Ontario,  0.81  ft.  below. 

.A.fter  a  visit  of  Public  Works  Depart- 
ment engineers  to  Port  Stanley,  at  the 
end  of  April,  it  was  stated  that  the  work 
of  improving  the  harbor  there  would  be 
undertaken  immediately,  this  year's  work 
to  consist  of  dredging  the  turning  basin, 
channel  and  outer  harbor,  the  removal  of 
the  most  dangerous  portion  of  the  sub- 
merged east  pier,  and  the  continuation 
of  work  on  the  west  pier,  which  was 
stopped  at  the  commencement  of  the  war. 

G.  Sudds,  as  owner  of  the  schooner 
Robert  McDonald,  which  sank  at  the  foot 
of  Brock  St..  Kingston,  last  autumn,  was 
summone<l  to  the  police  court  there.  May 
6,  for  refusing  to  comply  with  an  order 
to  remove  the  wreck.  He  pleaded  that, 
having  no  funds,  he  would  have  to  aban- 
don the  ship,  and  allow  the  city  to  re- 
move the  wreckage,  but  it  was  explained 
that  although  he  was  willing  to  abandon 
the  wreck,  that  did  not  relieve  him  of  the 
responsibility  of  clearing  it  up. 

The  s.s.  A.  E.  .^mes,  owned  formerly 
by  Merchants  Mutual  Lines  Ltd.,  ami 
operated  by  Canada  Steamship  Lines 
Ltd.,  has  been  sold  to  U.S.  parties,  and 
transferred  to  U.S.  register.  She  was 
built  at  Wallsend-on-Tyne,  Eng.,  in  1903, 
her  dimensions  being,  length  246  ft., 
breadth  37  ft.,  depth  24  ft.;  tonnage.  1.637 


June,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


331 


gross,  1,020  net.  She  is  equipped  with 
triple  expansion  engine  with  cylinders 
20 '/2,  33  and  59  in.  diar.  by  36  in.  stroke, 
and  supplied  with  steam  by  two  Scotch 
boilers,  each  13',^  ft.  diar.,  by  10'4  ft. 
long,  at  180  lb. 

The  s.s.  Lakeside,  bought  recently  by 
John  E.  Russell,  contractor,  Toronto, 
from  M.  J.  Hogan,  contractor.  Port  Col- 
borne,  Ont.,  has  had  her  name  changed 
to  Joseph  L.  Russell.  She  was  built  at 
Windsor,  Ont.,  in  1888  and  has  an  oak 
hull  with  the  following  dimensions, — 
length  b.p.  121  ft.,  breadth  moulded  26 
ft.,  depth  moulded  9^  ft.  She  is  equip- 
ped with  a  fore  and  aft  compound  engine, 
having  cylinders  111  and  32  in.  diar.  by 
26  in.  stroke,  240  i.h.p.,  at  100  r.p.m., 
and  supplied  with  steam  by  a  single  fire 
box  boiler  8'^  ft.  diar.  by  1  4ft.  long  at 
114  lb. 

The  s.s.  North  West,  owned  by  C.  A. 
Barnard,  Montreal,  was  seized  May  11, 
while  at  the  Davie  Shipbuilding  &  Re- 
pairing So.'s  yard  at  Levis,  on  account 
of  Buffalo  parties,  for  an  amount  of 
$76,997.62  which  is  stated  to  be  on  ac- 
count of  a  mortgage  held  in  Buffalo.  It 
is  stated  that  the  Davie  Shipbuilding  & 
Repairing  Co.  have  a  claim  against  the 
ship  for  $600,000.  The  ship,  which  came 
from  Buffalo,  N.Y.,  was  cut  in  two,  to 
pass  through  the  canals,  and  is  still  in 
the  same  position.  The  name  of  the  ship 
is  stated  to  have  been  changed  to  Maple- 
court  and  to  have  been  transferred  to 
the  Canadian  register. 

The  s.s.  Wyoming,  owned  by  Canada 
Steamship  Lines,  Ltd.,  and  which  was 
bought  recently  from  the  Wyoming 
Steamship  Co.,  Buffalo,  N.Y.,  has  been 
transferred  to  the  Canadian  register  un- 
der the  name  of  Mapleglen.  She  was 
built  at  Buffalo,  N.Y.,  in  1887,  and  has 
an  oak  hull  with  the  following  dimen- 
sions,— length  b.p.  241  ft.,  breadth 
moulded  40  ft.,  depth  moulded  24  ft.  She 
is  of  the  spar  deck  type,  with  steel  boiler 
house,  diagonal  strapping  on  frames, 
steam  pump  wells,  etc.  She  is  equipped 
with  fore  and  aft  compound  engine,  with 
cylinders  24^2  and  .50  in.  diar.  by  52  in. 
stroke,  600  i.h.p.  79  r.p.m.,  supplied  with 
steam  by  two  fire  box  boilers,  each  13% 
ft.  long  by  10  ft.  8  in.  diar.  at  110  lb. 

The  Montreal  Transportation  Co.  has 
bought  the  s.s.  Pawnee,  owned  formerly 
by  H.  McMorran,  Mich.,  and  has  trans- 
ferred her  to  the  Canadian  register,  un- 
der the  name  of  Maplegulf.  She  was 
built  in  1889  and  underwent  large  repairs 
in  1910.  Her  hull  is  of  oak  and  she  is  of 
the  well  deck  type,  with  steel  arches,  iron 
lined  boiler  house,  and  with  bow  sheath- 
ed for  operation  in  ice.  Her  dimensions 
are, — length  b.p.  174  ft.,  breadth  mould- 
ed 32  ft.,  depth  moulded  13  ft.;  tonnage 
639  gross,  475  net.  She  is  equipped  with 
a  Steeple  compound  engine,  with  cylin- 
ders 22  and  44  in.  diar.  by  40  in.  stroke, 
390  i.h.p.,  at  80  r.p.m.,  supplied  with 
steam  by  a  single  firebox  boiler  10  ft.  2 
in.  diar.  by  16  ft.  long  at  120  lb. 

The  s.s.  C.  W.  Chamberlain  was  dam- 
aged by  fire  at  Cornwall,  Ont.,  April  30, 
while  undergoing  extensive  repairs.  She 
is  stated  to  be  owned  by  the  Martin 
Transportation  Co.,  Kingston,  Ont.  She 
has  an  oak  hull  and  was  built  at  Walker- 
ville,  Ont,  in  1881,  and  named  C.  N. 
Pratt,  was  rebuilt  in  1890,  and  her  name 
changed  to  C.  W.  Chamberlain.  Her  di- 
mensions are, — length  b.p.  127  ft., 
breadth  moulded  26 ",2  ft.,  depth  moulded 
9  ft.  7  in.;  tonnage,  385  gross,  243  net. 
She  is  equipped  with  fore  and  aft  com- 
pound engines,  having  cylinders  18  and 
32  in.  diar.  by  26  in.  stroke,  280  i.h.p.,  at 
100    r.p.m..    by    Cuyahoga    Furnace    Co., 


Cleveland,  Ohio,  and  supplied  with  steam 
by  a  Scotch  boiler  10  ft.  diar.  by  11  ft. 
long,  at  a  working  pressure  of  100  lb., 
by  J.  Inglis  &  Co.,  Toronto.  Until  re- 
cently she  was  owned  by  James  Swift  & 
Co.,  Kingston,  Ont.,  who  bought  her  about 
two  years  ago  from  Midland  Transpor- 
tation Co.,  Midland,  Ont. 


Manitoba,  Saskatchewan  and 
Alberta. 


A  party  of  about  30  men  were  reported 
leaving  Victoria  and  Vancouver  early  in 
May  for  Fort  Smith,  Alta.,  to  build  a 
number  of  wooden  river  boats  for  the 
Edmonton,  Dunvegan  and  British  Colum- 
bia Ry.  for  operation  on  the  Peace  River 
in  connection  with  the  railway. 


British  Columbia  and  Pacific  Coast. 


A  Victoria  press  report  states  that  the 
H.M.C.S.  Rainbow  will  be  offered  for  sale 
by  tender,  prior  to  which  her  guns  will 
be  removed. 

Reports  from  Yukon,  about  the  middle 
of  May,  stated  that  the  ice  was  rapidly 
breaking  up  on  the  Yukon  River  south 
of  Dawson,  and  that  steamboats  were 
preparing  to  sail  for  the  south  for  sup- 
plies for  Dawson  and  lower  river  points. 

A  steamship  service  will  be  inaugur- 
ated early  in  July  between  Victoria,  B.C., 
and  Havre  and  Calais,  France,  via  the 
Panama  canal.  The  s.s.  Pacific,  6,500 
tons,  will  take  the  first  sailing,  and  it  is 
expected  that  grain  will  form  the  chief 
part  of  the  cargo. 

The  C.P.R.  is  reported  to  be  contem- 
plating additional  passenger  accommo- 
dation to  the  s.s.  Princess  Royal.  This, 
it  is  stated,  will  be  placed  in  a  new  deck 
house,  situated  on  the  after  boat  deck, 
and  will  consist  of  10  rooms  for  10  pas- 
sengers, thus  giving  a  total  accommo- 
dation for  164  state  room  passengers. 

The  Atlantic  Salvage  Co.,  which  is 
working  on  the  wrecked  s.s.  Platea,  at 
Sable  Island,  expects  to  have  the  ship 
in  Halifax  harbor  about  the  end  of  May, 
unless  unforeseen  difficulties  are  met 
with.  The  s.s.  Platea,  which  was  o\vned 
formerly  by  the  Thomson  Line,  St.  John, 
N.B.,  was  sold,  about  a  year  ago,  to  Greek 
interests,  and  was  wrecked  on  Sable  Is- 
land last  autumn. 

The  schooner  Lady  Mine  has  been 
bought  by  the  Lady  Mine  Shipping  & 
Fishing  Co.,  Vancouver,  for  operation  in 
the  coasting  trade  fi-om  Prince  Rupert 
to  Stewart,  Anyox  and  Alice  Arm.  She 
was  built  at  Port  Ludlow,  Wash.,  in  1880, 
her  dimensions  being, — length  76  ft., 
breadth  21.9  ft.,  depth  8.4  ft.;  tonnage, 
55  registered.  She  is  equipped  with 
auxiliary  power. 

C.P.R.  British  Columbia  Coast  Service 
employes  are  negotiating  with  the  man- 
agement for  changes  in  their  general 
working  conditions.  The  company  has 
proposed  an  increase  of  $10  a  month  in 
wages,  on  the  understanding  that  the 
present  hours  of  work  are  maintained,  or 
in  lieu  of  this  a  change  to  an  8-hour  day 
at  the  present  rate  of  wages.  It  is  also 
proposed  to  reclassify  the  men,  whereby 
there  would  be  two  classes  instead  of 
three  as  at  present.  The  whole  proposals 
are  said  to  have  been  laid  before  D.  C. 
Coleman,  Vice  President,  Western  Lines, 
C.P.R. 

H.  G.  Kelley,  President,  Grand  Trunk 
Pacific  Ry.,  replying  to  a  letter  from  a 
committee  of  Prince  Rupert  men,  rela- 
tive to  the  operation  of  the  Grand  Trunk 


Pacific  Coast  Steamship  Co.  from  Prince 
Rupert,  instead  of  from  Vancouver,  has 
written  to  the  effect  that  it  must  be  ad- 
mitted that  the  original  selection  of  Van- 
couver as  headquarters  for  the  steamship 
line  was  justified  by  conditions  at  the 
time  of  organization.  Certain  changes 
have  been  made,  and  it  is  felt  that  con- 
ditions have  warranted  them,  and  acting 
on  this  the  accounting  office  has  been  re- 
moved to  Prince  Rupert,  and  a  Superin- 
tendent has  been  appointed  there.  The 
work  on  the  company's  ships  is  now  all 
being  done  at  the  Prince  Rupert  ship- 
building plant.  The  force  remaining  at 
Vancouver  is  small  in  respect  to  the  num- 
ber of  employes,  and  the  whole  matter 
of  removal  is  under  consideration,  and 
will  probably'  be  dealt  with  when  the 
whole  situation  as  regards  the  operation 
of  the  company  is  settled. 


Harbors  and  Rivers  Estimates. 


The  further  supplementary  estimates 
for  the  year  ended  Mar.  31,  1920,  sub- 
mitted to  the  House  of  Commons  recent- 
ly, contain  the  following  items,  under 
public  works,  chai-geable  to  income: — 

NOVA  SCOTIA. 

Avon  River  bridge  at  Windsor,  to  pay 
Nova  Scotia  Provincial  Government  in 
full  final  settlement  of  all  claims 
whatsoever  for  damage  done  or  that 
may  be  done  to  the  bridge  by  the  con- 
.'^truction  by  the  Public  Works  De- 
partment in  1897-8  of  a  shear  dam 
from     the     bridge    abutment    on    the 

Falmouth  side  of  the  river $7,164.57 

QUEBEC. 

Fort  William,  wharf  repairs  and  im- 
provements,   further   amount  required     $    350.00 

Vercheres.  wharf,  further  amount  re- 
quired           1,604.13 

ONTARIO. 

Belleville  harbor,  improvement  to  wharf 
and  warehouse,  further  amount  re- 
quired      916.35 

Midland,    repairs     to     wharfs,     further 

amount    required    1.800.00 

Port    Hope,     repairs   ■  to     pier,    further 

amount     required     1.800.00 

MANITOBA. 

Little   Pehbina   river,   diversion  to   Peli- 
can   Lake,    further    amount    required     $1,146.37 
MISCELLANEOUS. 

Surveys  and  inspection,  further  amount 

required    $15,000.00 


Mail  Subsidies  and  Steamship  Sub- 
ventions. 

The  further  supplementary  estimates 
for  the  year  ended  Mar.  31,  1920,  submit- 
ted to  the  House  of  Commons  recently, 
contain  the  following  items: — 

Victoria.  Vancouver,  way  ports,  and 
Skagway,  steam  service  between,  fur- 
ther   amount    required    $12,500.00 

Vancouver   and   ports   on   Howe   Sound, 

steam    service    between 3,334.00 

Expenses  in  connection  with  supervision 
of  subsidized  steamship  services,  fur- 
ther amount  required  500.00 

Contracts  Let  for  Marine  Public  Works. 

The  Dominion  Public  Works  Department 
has  let  the  following  contracts:  General 
restoration  and  fitting  up  of  interior,  in- 
cluding electric  elevator,  of  marine  stone 
building  on  King's  wharf,  Quebec,  Que., 
Apr.  21,  L.  H.  Peters  Ltd.,  Quebec,  Que., 
.$8,205;  construction  of  crib  work  exten- 
sion to  wharf  at  Sober  Island,  N.S.,  Apr. 
22,  M.  Naugle,  West  Lawrenctown,  N.S., 
schedule  of  prices;  construction  of  har- 
bor works,  turning  basin,  ventilation 
channel,  breakwater  at  Toronto,  Roger 
Miller  &  Sons,  Toronto,  on  basis  of  cost 
plus  7%%;  construction  of  wharf  at 
Stewart,  B.C.,  Apr.  22,  W.  T.  Muse, 
Prince  Rupert,  B.C.,  schedule  of  prices; 
repairs  to  dredge  no.  1  (Quinlan  &  Rob- 
ertson), May  11,  Montreal  Dry  Dock  & 
Ship   Repairing  Co.,   Montreal,   $13,625. 


332 


June,  1920. 


Cutting  in  Two  of  Steamship  North  Land. 


i  h4'  ^  ■(.  .North  \miu\.  •Iimi  ft.  lon^'.  H'i 
ft.  l>o«m,  Jf)  ft.  mnuldod  depth,  17  ft. 
drmft.  4.870  ton»  burtht-n,  '2  quad- 
niplo  rcimpound  onirinr!!  of  :t..')00  h.p. 
onch  i«nd  10  Scotch  marine  boilcri",  built, 
owned  and  operated  by  the  Northern 
Steamship  ("o.  to  carry  noKseiicer!*  be- 
tween ChioaKo  and  ButTnio.  and  Duluth 
and  Buffalo,  in  connection  with  the 
Northern  Pacific  Ry..  which  i.K  .naid  to 
have  >H'en  the  only  stenni.ship  of  U.S. 
rcitistry  built  to  carrj-  iiassenRers  and 
no    fn-iirht,    having    n    capacity    of    500 


owniT.  The  Hi.Htcr  ship,  North  West,  wan 
taken  throuKh  thi-  same  route  in  I'JIK; 
her  cabinH  were  taken  off  and  entfines 
and  boilers  removed,  and  the  ship  placed 
in  dryil<K-k  to  bo  cut  in  two  at  a  cost  of 
about  $"J.'iO,000.  The  cost  of  cuttmK  the 
North  Ijtnd  in  two  while  afloat  and  mak- 
ing her  renily  for  the  voyaKe  was  less 
than  $f,n.Ono.  Benj.  K.  Cowles.  I'resi- 
lient,  and  David  Welch,  Superintendent. 
Cowles  Shipyard  Co.,  airrccd  to  do  the 
work  on  the  North  Land,  a.s  heretofore 
outlined,    and    guaranteed    the    pa.ssairc 


Parson.s  Sc  V.KgeTt,  insurance  brok- 
ers., N.Y.  An  enc|uir>'  to  him 
was  replied  to  by  Henry  Parsons, 
Vice  President,  ParaKon  Shipping  Cor- 
poration, New  York,  who  stated  that  h? 
was  taking  care  of  all  matters  in  con- 
nection with  the  North  Land  and  that 
the  only  information  he  could  Kive  was 
that,  in  order  that  other  ships  might  go 
through  the  Cotcau  Landing  lock,  the 
North  Land's  stem  section  would  prob- 
ably be  moved  to  the  bow  section's  pres- 
ent location,  which,  as  above  stated,  we 
understand   to  be  at  Sorel,   Que. 

Since  the  above  was  put  in  type,  we 
were  advised,  on  May  10,  that  the  North 
land's  .stem  section  had  been  taken  to 
.Montreal,  pending  instructions  from  the 
Northern  Steamship  Co.'s  directors,  as 
to  whether  the  ship  will  be  sold  as  it  is, 
or  whether  the  two  sections  will  be  joined 
together   again. 


first  class  passengers,  was  cut  in  two 
parts  last  autumn  at  the  Cowles  ship- 
yard, Buffalo,  N.Y.,  while  afloat  along- 
side of  it.s  wharf  in  Buffalo  River; 
wooden  bulkheads  were  placed  in  the 
ship  about  10  ft.  apart  and  made  water 
tight.  The  ship  was  then  ballasted  with 
pig  iron,  so  as  to  float  properly  after 
being  separated  in  to  two  sections,  a 
canvas  jacket  was  placed  around  the 
ship  on  the  outside  of  the  hull,  and  the 
ship  was  separated  by  burning  with  an 
acetylene  torch.     The  burning  was  done 


through  the  canal  for  not  to  exceed 
$75,000.  The  work  was  done  in  6 
weeks  time.  She  left  Buffalo  in  two 
sections,  the  forward  section  leaving  on 
Nov.  9,  1919,  in  tow  of  the  Reid  Wreck- 
ing Co.'s  tugs  Smith,  and  Manistique. 
She  passed  through  the  Welland  Canal 
and  laid  at  Port  Dalhousie  until  Nov 
25,  when  she  left  there  in  tow  of  the 
Montreal  Transportation  Co.'s  tugs 
Bronson  and  Thompson,  arriving  in  Sorel 
Dec.  6.  The  after  section  left  Buffalo 
Nov.  1.3   in  tow  of  the  tugs   Smith  and 


Rebates  on  Newfoundland  Shipbuild- 
ing.— A  bill  to  amend  the  Shipbuilding 
.Act  passed  the  Newfoundland  House  of 
Assembly  May  6,  pro%iding  rebates  of 
duty  paid  on  materials  used  in  the  con- 
.-itruction  of  .«hips  built  in  the  colony,  the 
keels  of  which  were  laid  after  the  pass- 
ing of  the  act,  and  of  a  greater  tonnage 
than  150,  and  on  ships  of  greater  ton- 
nage than  120,  the  keels  of  which  were 
laid  after  Oct.  19,  1917,  and  before  the 
passing  of  th  eact.  It  also  provides  that 
no  bounty,  as  provided  in  chap  176  of 
the  statutes,  shall  be  paid  on  any  ship, 
the  keel  of  which  was  laid  after  the  pass- 
ing of  the  act,  whose  tonnage  on  build- 
er's measurement  exceeds  150  tons,  pro- 
vided, however,  that  if  the  tonnage  does 
exceed  150  tons  and  does  not  exceed  160 
tons,  and  it  is  certified  that  the  builder 
bona  fide  attempted  to  confine  the  meas- 
urement to  15  Otons,  the  bounty  may  be 
paid  on  150  tons.  Considerable  opposi- 
tion was  shown  to  the  retroactive  clause 
of  the  bill. 

B.  C.  Yacht  and  Boat  Builders  Co.  Ltd. 
has  been  incorporated  under  the  British 
Columbia  Companies  Act,  with  $10,000 
authorized  capital,  and  office  at  Victoria. 


SUuBihip  North  Land.  >flrr  brine  cat  in  two  and  •rparaird. 


m  2  days  of  8  hours  each,  the  number 
of  feet  burned  was  80  below  the  water 
line  or  under  water,  and  in  some  places, 
and  especially  at  the  keel  place  at  the 
bottom  of  the  ship,  were  3  thicknesses 
of  \  in.  steel  plate.  The  cutting  was 
begun  at  the  bottom  of  the  ship  and 
priK'ee<led  from  that  to  the  top  of  each 
-ide.  Some  experts  are  said  to  have  de- 
.  lareil  that  this  could  not  be  done  in 
w.Tter,  and  the  ship  made  to  draw  14 
It.  of  water  to  pass  through  the  Cana- 
dian canals  and  St.  Ijiwrence  River  to 
Lauzon,  Que.,  where  the  ship  was  to  be 
joined  together  by  the  Davie  Shipbuild- 
ing and  Repairing  Co.,  which  is  the  new 


Manistique,  passed  through  the  Wellnnd 
Canal  and  left  Port  Dalhousie  on  Nov. 
28,  arriving  at  Coteau  Landing,  Que., 
Dec.  12. 

It  has  been  impossible  to  get  any 
definite  information  as  to  when  and  where 
the  North  Land's  two  sections  are  to 
be  re-joined.  It  was  first  reported  that 
the  ship  had  been  sold  to  the  Davie  Ship- 
building &  Repairing  Co.,  and  would  be 
re-joined  by  that  company  at  Lauzon, 
Que.  On  enquiring  of  that  company's 
President,  C.  A.  Barnard,  Montreal,  we 
were  informed  that  the  ship  had  been 
re-transferred  to  the  Northern  Steam- 
ship Co.,  represented  by   E.   Parsons,  of 


to  build  and  repair  mercantile  and  pleas- 
ure ships  of  everj-  description,  and  carry 
on  business  as  engineers,  ship  chandlers, 
sail  makers,  etc.  It  is  stated,  locally, 
that  the  incorporators  are  about  12  vet- 
erans of  the  recent  war.  and  that  they 
have  obtained  a  grant  of  $10,000  from 
the  British  Columbia  Government,  to  as- 
sist them  in   the  business. 

C.  G.  S.  Canada.— The  Minister  of 
Marine  stated  in  the  House  of  Commons 
recently,  in  answer  to  a  question,  that 
no  instructions  had  been  issued  that  the 
C.  G.  S.  Canada  is  to  be  sold,  and  added 
that  this  ship  had  been  replaced  by  the 
C.   G.   S.   Hoohelaga. 


June,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


333 


Dominion    Wreck    Commissioner's    Enquiries     and 
Judgments. 


Enquiries  have  been  held  and  judg- 
ments delivered  respecting  the  following 
casualties: — 

Canadian    Voyageur-Howard    D.    Troop 
Collision. 

Held  at  St.  John,  N.B.,  Apr.  23,  into 
the  collision  of  Canadian  Government 
Merchant  Marine's  s.s.  Canadian  V'oy- 
ageur,  and  the  St.  John  pilot  boat  How- 
ard D.  Troop,  in  the  Bay  of  Fundy,  Apr. 
17,  resulting  in  the  loss  of  the  latter 
ship,  by  Capt.  J.  B.  Henry,  commission- 
er, and  Capts.  A.  J.  Mulcahy  and  S.  Orr, 
as  nautical  assessors.  The  Howard  D. 
Troop  was  a  schooner  rigged  ship,  with 
60  h.p.  auxiliary  engine,  for  a  7  knot 
speed,  and  at  the  time  of  the  collision 
had  4  licensed  pilots  and  3  apprentice 
pilots  on  board.     On  Apr.  17,  when  the 


lee  of  the  steamship,  did  not  feel  the 
effect  of  the  breeze  on  her  sail,  and  the 
au.viliary  engine  was  not  going  long 
enough  to  enable  her  to  get  out  of  the 
way.  On  the  Voyageur,  the  pilot  having 
ordered  full  speed  ahead,  and  the  tele- 
graph having  been  moved  accordingly, 
the  answer  came  from  the  engine  room, 
"Stop,"  and  the  master  went  to  the  en- 
gine room  to  ascertain  how  long  before 
the  engines  could  proceed,  notwithstand- 
ing the  fact  that  there  is  a  speaking 
tube.  He  returned  to  the  bridge,  after 
an  absence  of  two  minutes,  and  found  the 
pilot  boat  30  or  40  ft.  from  the  ship's 
side,  heading  at  an  angle  of  about  45  deg. 
from  the  starboard  beam.  About  two 
minutes  after,  he  was  informed  by  the  en- 
gine room  that  the  engines  were  all  right, 
but  it  was   then   too   late. 


^-^ 

Hk 

^^^H^^^^^H                 I'^^'pR 

B 

IP 

r% 

^Bl     /  T    LI- 

^^^^B; 

mmM 

After    Section    of    Steamship    North    Land,    after  bein?   separated,  showing   wooden   bulkhead. 


schooner  sighted  the  steamship,  the  wea- 
ther was  dark  and  clear,  with  a  strong 
east  breeze,  and  a  heavy  sea,  and  she 
was  running  down  the  south  channel,  be- 
tween Petit  Passage  and  Grand  Manan. 
The  usual  blue  flare  was  showTi  by  the 
schooner,  and  answered,  and  as  the  ships 
approached,  the  Voyageur's  head  veered 
to  north  and  east,  showing  all  three 
lights,  also  the  lantern  on  the  port  side, 
to  indicate  the  ladder.  When  the  small 
pilot  boat  was  leaving  the  schooner,  the 
Voyageur's  head  veered  to  south,  then 
making  the  starboard  the  lee  side,  the 
boat  passing  round  the  stern.  The 
schooner  then  ran  down  across  the  Voy- 
ageur's bow  for  about  half  a  mile,  un- 
der sail  only,  and  when  she  tacked  she 
was  about  abeam,  or  slightly  abaft  the 
steamship's  beam.  After  tacking,  the 
helm  was  put  down,  preparatory  to  pick- 
ing up  the  small  boat,  and  it  was  no- 
ticed that  the  Voyageur  was  not  going 
ahead  as  expected,  but  drifted  down  on 
the  schooner.  The  schooner,  being  in  the 


The  court  found  that  the  Canadian 
Voyageur's  engines  could  not  proceed, 
on  account  of  being  choked,  and  not  re- 
sponding as  quickly  as  the  occasion  de- 
manded. The  master  should  not  have 
left  the  bridge  without  leaving  a  com- 
petent officer  in  charge,  ignoring  the 
speaking  tube,  when  it  was  of  vital  im- 
portance that  he  should  have  remained 
and  signalled  the  pilot  boat  that  his  ves- 
sel was  temporarily  out  of  control.  The 
opinion  was  also  expressed  that  the  pilot 
boat  did  not  make  sufficient  allowance 
for  the  lee  drift  of  the  steamship,  ac- 
cording to  the  ordinary  practice  of  sea- 
men, and  it  found  that  the  master  of  the 
pilot  boat  adopted  a  wrong  manoeuver 
in  putting  his  auxiliary  engine  full  speed 
ahead,  instead  of  astern,  away  from  dan- 
ger, at  a  critical  time,  and  criticized  the 
fact  that  the  man  who  attended  the  en- 
gine was  away  on  the  small  boat,  and 
that  the  master  left  the  wheel  to  attend 
to  the  engine.  Everything  was  done  in 
the  Voyageur's  engine  room  that  the  oc- 


casion required,  and  it  was  found  that 
Capt.  J.  D.  Mackenzie,  of  the  Canadian 
Voyageur,  and  Capt.  F.  McKelvey,  of 
the  Howard  D.  Troop,  committed  errors 
in  leaving  their  respective  decks  when 
their  duties  were  to  overcome  the  acci- 
dent, and  that  therefore  they  both  con- 
tributed to  the  collision,  and  were  cau- 
tioned accordingly. 


Toronto  Harbor  Improvements.  —  T. 
Foster,  M.P.  for  York,  Ont.,  asked  in  the 
House  of  Commons  recently: — "Is  it  the 
government's  intention  to  contribute  to 
the  improvements  in  Toronto  harbor  in 
the  same  proportion  as  in  the  other  large 
harbors  of  the  Dominion?  If  not,  why 
not?"  Hon.  J.  D.  Reid,  acting  Minister 
of  Public  Works,  replied: — "Up  to  the 
commencement  of  the  Canadian  Stewart 
Co.'s  contract  for  Toronto  harbor  im- 
provements, which  was  the  portion  of 
the  comprehensive  scheme  of  develop- 
ment to  be  done  at  the  direct  cost  of  the 
government,  there  has  been  expended  by 
the  Public  Works  Department  in  the  im- 
provement of  Toronto  harbor  $2,323,- 
191.75.  Since  that  date,  there  has  been 
expended  on  the  harbor  by  the  Public 
Works  Department  $3,691,068.01,  and 
further  work,  estimated  to  cost  $1,500,- 
000,  is  to  be  proceeded  with  during  the 
construction  seasons  of  1920  and  1921." 

Ships  under  Board  of  Railway  Com- 
missioners.— J.  E.  Armstrong,  M.P.  for 
Lambton,  Ont.,  asked  in  the  House  of 
Commons  recently,  how  many  ships  are 
under  the  Board  of  Railway  Commission- 
ers, as  regards  rates,  tolls,  tariff  agree- 
ments, and  arrangements,  what  are  their 
names,  the  deadweight  tonnage  of  each, 
and  the  routes  on  which  they  run  ?  The 
Minister  of  Railways  replied  that  the 
Board  of  Railway  Commissioners  had  not 
the  definite  information  that  would  en- 
able it  to  reply  to  these  questions.  Tariffs 
filed  in  conformity  with  the  Railway  Act, 
sees.  336  and  358,  do  not  show  the  names 
of  the  ships  or  their  tonnage,  nor  does 
the  act  call  for  this  information. 

The  C.  G.  S.  Champlain  has  been  sold 
by  the  Marine  Department  to  the  Gulf 
of  St.  Lawrence  Shipping  &  Trading  Co. 
for  $61,050.  She  was  built  at  Paisley, 
Scotland,  1904,  and  has  the  following  di- 
mensions,— length  120  ft.,  breadth  30'/i 
ft.,  depth  17 ',2  ft.;  tonnage,  522  gross, 
235  net.  She  is  equipped  with  compound 
surface  condensing  engine,  with  cylin- 
ders 22 ',2  and  46  in.  diar.  by  24  in.  stroke, 
and  supplied  with  steam  by  a  Scotch 
boiler,  16  ft.  diar.  by  11  ft.  long,  at  120 
lb.  working  pressure.  The  company  has 
appointed  Capt.  A.  Fournier  as  master, 
and   J.   Costin   as   thief   engineer. 

Toronto  Grain  Elevators. — T.  Foster, 
M.P.  for  York,  Ont.,  asked  the  following 
question  in  the  House  of  Commons  re- 
cently:— In  view  of  the  strong  repre- 
sentations made  for  the  construction  of 
elevators  in  Toronto  harbor,  is  it  the 
policy  of  the  government  to  build  such 
elevators  or  grant  a  bonus  to  assist  in 
building  them?  Sir  Geo.  Foster  replied: 
It  is  not  the  present  intention  of  the 
government  to  construct  or  to  aid  in  the 
construction  of  grain  elevators  in  On- 
tario ports. 

The  Atlantic  Coast  Shipbuilders'  As- 
sociation states  that  on  April  1st,  104 
tankers,  or  722,549  gross  tons  were  build- 
ing in  U.S.  yards  on  private  account. 
New  orders  started  during  March  totaled 
129,455  gross  tons.  Revision  of  tonnage 
figures,  however,  would  indicate  an  in- 
crease in  tankers  under  construction  at 
end  of  March  of  133,984  tons,  as  com- 
pared with   February. 


334 


CANADIAN"  liAILWAV  AND  MAKINK  VVUKLD 


.Kine.   1920. 


Mainly  About  Marine  People. 


1      M    M.  i^lcj.  .Maiin^'inK  Director,  I'li- 
P  <■<>.  of   Kritinh   (.'olumbin, 
wi.H  in!<tiintly  killod   May  24, 
■  pliinr,   in  which   hv  wbji  ac- 
■  y    Major   A.    R.    Kakcr,   who 
;.    iMJurt'il,  foil  to  thf  crounil 
ic...  ■>  ,,.  itiit  of  ■J,.'^iOO  ft.,  whiU"  lakintr  a 
tliKht   over   Vancouver  nn<i   ilislrict.     At 
the  time  of  the  accident  they  were  pre- 
narint;  to  make  a  landinif  at  Minor  Park, 
I.ulu  Islanii.     Mrs.  Boa.sley  had  previous- 
ly taken  a  flijrht  in  the  machine  and  wit- 
rr^sod   the  accident. 

Koltrrt  llell,  heretofore  chief  engineer 
.  f  thr  Grand  Trunk  Pacific  Coast  Stcam- 
-lup  Co.'.s  S..S.  Prince  GeorKe,  has  been 
.i|'pointe<l  Superintendent  Entrinecr,  Ca- 
i:a(iiaii  Fish  i  Cold  Storage  Co.,  Prince 
Kupert,   B.C. 

Capt.  K.  Cann,  who  died  at  Yarmouth, 
N.S.,  recently,  aped  C6,  was  in  Hu(fh 
Cann  &  Son's  ser%'ice  there  for  a  num- 
ber of  years,  in  charjre  of  sailing  ships, 
.-ind  later  was  cn^raced  with  a  New  York 
-hippinir  company,  but  retired  from  ac- 
tive  ser^•ice  a   few  years  ago. 

G.  M.  Bo.sworth,  Chairman,  Canadian 
Pacific  Ocean  Services,  Ltd.,  and  Mrs. 
Bosworth,  who  spent  the  winter  at  the 
Ritz-Carlton,  Montreal,  have  prone  to 
their  summer  home  at  Senneville,  Que. 
Harry  F.  Bradley,  Assistant  General 
Passentrer  Apent,  Canadian  Pacific  Ocean 
Senices,  Ltd.,  Montreal,  died  at  Gaspe, 
Que.,  May  19,  where  he  had  Kone  for  his 
health.  He  was  born  at  Waterville,  Que., 
.July  20,  1876.  and  tentered  transporta- 
tion senice  in  1898,  since  when  he  has 
been,  to  1906,  in  various  positions  in  the 
Passenper  Department,  Montreal;  1905 
to  1912,  General  Apent,  Toronto;  1912  to 
•July  In.  1917,  Manaper.  Passenper  De- 
partment, all  with  H.  &  A.  Allan.  General 
.Apents.  Allan  Line  Steamship  Co.,  and 
from  Nov.,  1917,  was  Assistant  General 
Passenper  -Apent,  Canadian  Pacific  Ocean 
Services  Ltd.,  Montreal. 

Clarence  I.  de  Sola,  who  was  promi- 
nently enpaped  in  the  steamship  business 
in  Montreal,  and  acted  as  Canadian  rep- 
resentative for  Swan  Hunter  and  Wipham 
Richardson,  Ltd.,  shipbuilders.  Wallsend- 
on-Tyne,  Enp.,  died  at  Boston,  Mass, 
May  12.  He  was  born  at  Montreal,  Aug. 
1.1,  18.58,  and  was  appointed  Consul  for 
Belpium  at  Montreal  in  1904,  in  recogni- 
tion of  his  sen-ices  in  promoting  com- 
merce between  Canada  and  Belpium. 
From  1K87  he  was  Manapinp  Director  of 
the  Comptoir  Belpo-Canadian,  a  syndi- 
cate of  leading  Belpian  steel  manufac- 
contractors,  and  in  this  capacity  he  car- 
turers,  .<itructural  bridge  and  railway 
ried  out  several  contracts  in  Canada, 
among  them  beinp  lock  pates,  etc.,  on 
the  Soulanpes  and  Trent  Canals,  the  re- 
trackinp  of  portions  of  the  Intercolonial 
and  Prince  Kdwanl  Island  Uys.,  and  the 
construction  of  several  public  bridpes.  As 
a  director  and  Canadian  representative 
of  Swan  Hunter  and  Wipham  Richard- 
son Ltd.,  he  was  responsible  for  buildinp 
several  steamships  for  Canadian  trade 
on  the  Great  I^kes,  St.  Lawrence  River 
and  the  .Vtlantic  Ocean,  some  of  these 
being  for  Canadian  Guvernment  service. 
He  was  President,  Ocean  &  Inland  Trans- 
portation Co..  director.  Donald  Steam- 
-ship  ("o.,  Canadian  Marine  &  Commercial 
('o..  President,  Oceon  Steamship  Co.  of 
Canada;  Managing  Director,  Walford 
Forwarding  Co.,  and  was  associated  with 
several  other  tran.sportation  companies. 
During  the  war  he  acted  as  an  official  of 
the   Canadian   Patriotic    Fund,  was   Vice 


I'resi.lent  of  the  BelgiiiM  \S  iir  K.-iiel 
Fund,  and  for  his  services  was  made  a 
Chevalier  of  the  Order  of  Leopold,  by 
the   King   of  the   Belgians. 

Capl.  Frederick  Elliott,  President  and 
.Manager,  Victoria  Navigation  Co.,  Thur- 
so, Que.,  died  suddenly  on  the  train  at 
Calumet,  while  travelling  between  Thurso 
and  Montreal,  May  9.  He  was  one  of 
the  best  known  navigators  on  the  Ottawa 
River. 

K.  li.  Glenn,  a  member  of  the  Interna- 
tional .loint  Waterways  Commission, 
which  is  holding  sittings  at  various  points 
in  the  west  in  connection  with  the  pro- 
po.sals  for  the  improvement  of  the  St. 
Lawrence  route,  died  suddenly,  from 
heart  failure,  at  Winnipeg,  May  16. 

Capt.  H.  S.  Hilton,  master  of  the  Ca- 
nadian Government  Merchant  Marine  s.s. 
Canadian  Aviator,  was  presented  with  a 
gold  mounted  walking  stick,  by  the  .Mont- 
real Harbor  Commissioners  recently,  his 
being  the  first  ocean  steamship  to  arrive 
at   Montreal   this   season,   viz.,  Apr.  25. 

Capt.  C.  Hinckley,  one  of  the  oldest 
navigators  on  the  St.  Lawrence  River, 
died  at  Kingston,  Ont.,  May  1.3,  aged  79. 
He  served  for  many  years  under  the  Fol- 
ger  Co.,  out  of  Kingston,  and  later  un- 
der the  Richelieu  &  Ontario  Navigation 
Co. 

Commander  B.  L.  Johnston,  D.S.O., 
who  resigned  as  Superintendent  of  Bri- 
tish Columbia  Pilotape  District,  Victoria, 
B.C.,  recently,  is  reported  to  have  been 
appointed  .Manapcr  of  a  new  whaling 
company,  with  a  station  on  Barclay 
Sound,  and  to  have  left  for  England  with 
the  view  of  buying  two  steamships  for 
whalinp    purposes. 

R.  Knox,  heretofore  chief  engineer. 
Grand  Trunk  Pacific  Coast  Steamship 
Co.'s  s.s.  Prince  Albert,  has  been  ap- 
pointed chief  enpineer  of  the  same  com- 
pany's s.s.  Prince  Georpe,  vice  R.  Bell, 
resigned. 

Sir  James  McKechnie,  K.B.E.,  Manag- 
ing Director,  Vickers  Ltd.,  of  London, 
Eng.,  is  visiting  Canada,  and  is  touring 
the  properties  owned  and  controlled  by 
the  various  companies  with  which  his 
firm  is  associated,  as  well  as  inspecting 
several  ports  on  the  Canadian  seaboard 
and  the  Great  Lakes. 

C.  H.  Nicholson,  Manager,  Grand 
Trunk  Pacific  Coast  Steamship  Co.,  Van- 
couver, B.C.,  has  been  appointed  a  spe- 
cial commissioner  for  British  Columbia, 
in  connection  with  the  aerial  derby  round 
the  world,  which  is  to  take  place  between 
.July  4  and  Jan.  3,  under  the  auspices  of 
the  .\ero  Club  of  America  and  the  Aerial 
League  of  America.  He  will  supervise 
the  arrangements  necessary  for  the  con- 
venience of  the  flying  men  on  their  flight 
up  the  Pacific  coast  en  route  to  Japan. 

J.  W.  Norrros.s  President  -Canada 
Steamship  Lines,  and  H.  B.  Smith.  Presi- 
dent Northern  Navigation  Co.,  left  Sar- 
nia,  Ont..  May  19,  on  the  s.s.  Harmonic, 
for  the  head  of  Lake  Superior,  accom- 
p.inied  by  Sir  James  McKechnie.  Manag- 
ing Director,  Vickers  Limited,  England, 
and  a  number  of  persons  engaged  in 
North   .Atlantic   shipping. 

H.  B.  Smith,  President,  Collingwood 
Shipbuilding  Co.,  and  Northern  Naviga- 
tion Co.,  and  a  director  Canada  Steamship 
Lines,  etc.,  has  removed  from  Owen 
Sound,  Ont.,  to  Toronto,  where  he  has 
bought  a  house  at  .355  St.  Clair  Ave. 
West. 


(ieneral  .Sti'ani>hip   Inspector   fnr 
CollinRwood. 

The  Civil  Sir.  .m  gave  no- 

tice  recently    tl  .  ■!!(   would   be 

received  from  p-  •  .-d  to  fill  the 

following  po.fitii,!,.  .\  Steamship  In- 
spector (General*  at  CollingwomI,  Ont., 
in  the  .Marine  Department,  at  an  initial 
salar>-  of  $2,700  a  year,  which  will  be 
increased  upon  recommendation  for  ef- 
ficient service  at  the  rate  of  $180  a  year, 
until  a  maximum  of  $3,240  has  been 
reached.  In  addition  to  the  above  com- 
pensation, the  salary  will  be  supplement- 
ed by  a  bonus  a?   provided  by   law. 

Duties. — To  inspect  the  boilers  and 
machinery  and  hulls  and  equipment  of 
steamships  during  construction,  and  from 
time  to  time  as  required  by  law,  to  de- 
termine whether  they  are  sufficient  for 
the  service  intended  and  in  good  condi- 
tion; to  examine  plans  of  ships  and  their 
equipment,  marine  machinery  and  boil- 
ers submitted  for  the  purpose  of  deter- 
mining by  calculation  of  the  strength  of 
the  various  parts  whether  they  can  re- 
ceive approval ;  to  advise  builders,  own- 
ers and  others  concerned  in  the  matter 
of  construction  of  ships  and  materials  re- 
quired to  keep  the  .same  in  efficient  con- 
dition; when  satisfied  as  regards  the  suf- 
ficiency of  ships,  their  boilers  and  ma- 
chinery, and  that  the  law  as  regards  cer- 
tified officers,  etc.,  has  been  complied 
with,  to  issue  a  statutory  certificate  of 
inspection;  to  examine  candidates  for 
mining  engineer  certificates;  to  act  as 
a  member  of  the  Board  of  Steamship  In- 
spection occasionally  as  required;  to  in- 
vestigate the  report  on  accidents  and 
breakdowns  happening  to  ships,  their 
boilers  and  machinery;  to  supervise  and 
report  on  repairs  to  government  ships, 
their  boilers  and  machinery;  and  to  per- 
form other  related  work  as  required. 

Qualifications. — Education  equivalent 
to  graduation  in  engineering  from  a  tech- 
nical school  of  recognized  standing  with 
a  thorough  knowledge  of  the  theory  and 
practice  of  marine  engineering  and  ship 
construction:  at  least  12  years  practical 
experience  in  the  design,  construction, 
maintenance  or  operation  of  ships,  ma- 
rine engines  and  boilers.  While  a  definite 
age  limit  has  not  been  fixed  in  this  com- 
petition, age  may  be  a  determining  fac- 
tor when  making  a  selection. 

Examination. — Subjects  and  weight  as 
follows:  Education  and  Experience,  300; 
Oral  Interview,  if  necessary  in  the  opin- 
ion of  the  Commission,  100. 


Welland  Canal   Lock  Gate  Accident. — 

The  first  lock  gate  accident  of  the  season 
took  place  .Apr.  29,  when  the  Montreal 
Transportation  Co.'s  s.s.  Stormount, 
while  upbound  and  light,  struck  the  up- 
per gates  of  lock  3,  carrying  them  out, 
and  unstepping  and  damaging  the  tow 
path  lower  gate,  necessitating  the  plac- 
ing in  position  of  three  spare  gates.  The 
accident  took  place  at  5.15  p.m..  and  the 
gates  were  in  position  and  navigation 
was  resumed  by  noon  the  next  day,  and, 
as  there  were  no  ships  in  the  immediate 
vicinity,  there  was  practically  no  delay 
to  navigation.  The  ship  was  damaged 
to  a  minor  extent,  a  line  chalk  being 
pulled  out  from  its  moorings,  a  plate  in 
the  compressor  broken,  several  rail 
stanchions  and  part  of  the  bulwarks 
broken,  and  the  rudder  slightly  damaged. 
The  rear  slope  of  the  easterly  bank  at 
the  head  of  lock  2  was  washed  out.  but 
not  seriously.  The  cost  of  repairing  the 
damage  was  about  $7,500.  It  is  stated 
that  the  cause  of  the  accident  was  diffi- 
culty experienced  in  reversing. 


June,  1920. 


335 


United  States  Ships  to  go  via  the  St.  Lawrence  to  the  Sea. 


i 


During:  the  ensuing  navigation  season 
57  steamships  of  about  4,250  d.w.  tons 
each  and  26  ocean  going  ships  built  on 
the  Great  Lalies  for  the  United  States 
Shipping  Board,  Emergency  Fleet  Cor- 
poration, will  be  taken  through  the  Wel- 
land  Canal,  Lake  Ontario,  and  the  St. 
Lawrence  River  and  Canals  to  the  sea. 
We  are  advised  by  the  Emergency  Fleet 
Corporation's  Montreal  office,  E.  Quack- 


enbush,  agent,  and  M.  A.  Baisaire,  Port 
Captain,  that  35  of  the  ships  are  ready 
for  delivery  at  the  opening  of  naviga- 
tion, and  that  the  folowing  is  the  esti- 
mated expenditure  on  them  preparatory 
to  their  sailing  from  Montreal: — 

S7  Ships  of  about  4,250  d.w.  ton. 

Repairs,     at     $300     each     $17   100 

Ensineer  stores,   at   $300   each    17,100 

Steward    supplies,    at    $2,000    each    114,000 


Deck   stores,   at   $300   each   17,100 

Fuel     oil     estimate     200,000 

26  Ocean  coins  tugs,  coal  burners. 

Fuel    $  6.000 

Stores,    engineers,   deck    and   steward,   etc      2.800 
Repairs    1,500 

Total    $375,600 

Following  is  a  list  of  the  ships  and 
tugs.  The  number  given  of  each  is  the 
Emergency   Fleet   Corporation's.— 


No. 
179S 
1794 
1763 
1880 
1882 
1883 
1888 
1890 
1891 
1799 
1801 
1802 
1361 
1826 
1826 
1841 
1852 
1864 
1865 
1866 
1867 
1824 
1761 
1754 
1755 
1760 
1763 
1764 
1765 
1775 
1776 
1777 
1778 
2352 
1863 
2353 
2611 
1823 
1827 
1792 
1860Z 


Ships  to  be  delivered  in  1920. 
Builders. 
an   Ship   Bldg  Co.,   Detroit 


American  Ship   UliiK.   Co.,  Detroit 


Toledo  Ship  BUIr.  Co.,  Toledo 
Globe  Ship  BUb  Co..  Superior 
McDougal-Duluth    Co.,    Duluth 


American    Ship    BIdg    Co.,    Lorain 
Saginaw    Ship    Bldg.    Co..    Saginaw 
Manitowoc  Ship   BIdg  Co..  Manitowoc 

Saginaw   Ship    BUi^r    Co.,    Saginaw 


Ship   BIdg  Co.,  Chicago 


Globe  Ship  BIdg  Co..  Superior 
McDougall    Duluth    Co..    Duluth 
Globe  Ship  BIdg  Co.,  Superior 
Manitowoc   Ship    Bdg   Co..    Manitowoc 
American   Ship    BIdg   Co.,    Lorain 


Canadian  Notices  to  Mariners. 


The  Marine  Department  has  issued  the 
following   notices: — 

British  Columbia,  Cousins  Inlet,  Wal- 
lace Bay.— T.  S.  Guns,  a  British  Colum- 
bia pilot,  Victoria,  reports  the  existence 
of  a  rock  near  Wallace  Bay,  Cousins  In- 
let, about  '2  mile,  12S  degrees,  from  the 
light  on  Wearing  l^oint,  at  a  depth  of  8 
ft.  The  locality  will  be  examined  by  the 
Hydraulic  Survey  as  soon  as  possible. 

British  Columbia,  Vancouver  Island, 
Esquimalt  Harbor. — Unchartered  .-^hoal 
spots  have  been  found  in  E.squimalt  har- 
bor, at  4  points,  at  21,  35,  34  and  33  ft. 
deep,  respectively. 

Nova  Scotia,  South  Coast,  Lunenburg 
Harbor. — The  black  can  buoy  on  south- 
east point  of  Long  shoal  will  be  replaced 
by  a  black  steel  cylindrical  gas  buoy, 
showing  an  occulting  white  light,  with- 
out further  notice. 

Ontario,  Lake  Erie,  I'elee  Passage. — 
During  July  the  submarine  bell,  on  the 
southeast  shoal  lightship,  will  bo  run 
continuously,  to  enable  masters  of  ships 
equipped  with  submarine  apparatus  to 
test  their  apparatus  and  familiarize 
themselves  with  the  use  of  submarine 
signals. 

Ontario,  Lake  .St.  Clair. — At  the  mouth 
of  the  Thames  River,  at  the  outer  end 
of  the  dredged  cut,  1'4  miles  from  the 
Thames  River  main  light,  the  gas  buoy 
is  adrift:  further  notice  will  be  given 
when   it  has  been  replaced. 

Ontario.  Lake  Superior,  Otter  Island. 
It  is  proposed  to  establish  a  fog  alarai 
at  Otter  Island  light  station  on  the  north- 


Name. 

City  of  Flint 

Detroit-Wayne 

Elmac 

Elmont    Lake 

Elmsfonl    Lake 

Llmwood    Lake 

EUah    Lake 

Elva   Lake 

Elwin    Lake 

Falun   Lake 

Fandango   Lake 

Fandon    Lake 

Fargo 

Fenn  Lake 

Feodora    Lake 

Fillmore   Lake 

Flag    Lake 

Flora\  ista    Lake 

Florian    Lake 

Hon-,   Lake 

Flournoy    Lake 

tianklm    County 

turnaa    Lake 

Galien  Lake 

Galibteo    Lake 

Ganado    Lake 

Gano    Lake 

Gara    Lake 

Gaideau    Lake 

Geit  Lake 

Getaway    Lake 

Geyser   Lake 

Giddingb    Lake 

Glaucus  Lake 

Great    Falls 

Gunni  Lake 

Heiesti    Lake 

Henry   County 

Indiana    Harbor 

Inglcnook    Lake 

McCrcnn    County 


1843 
1796 
1758 
1860 


American   Ship   BIdg   Co..   Dttroit 
Globe  Ship  BIdg  Co..  Supi  rioi 

Toledo   Ship   BIdg   Co..   Toledo 
Manitowoc    Ship    BIdg   Co      Manitowoc 
Toledo   Ship    BIdg   Co.,   Toledo 
Manitowoc  Ship   BIdg   Co.     Manitowoc 
McDougall-DuIuth    Co..    Duluth 
Great  Lakes   Eng.    Works,   Ecor^e 
American  Ship  BIdg.  Co.,  Detroit 

Toledo   Ship   BIdg  Co.,  Toledo 
American   Ship   BIdg   Co..    Detroit 
Manitowoc  Ship  BIdg  Co..   Manitowoc 
McDougall-Duluth    Compan>      Duluth 


Hancock  County 

Harminia  Lake 

Hector    Lake 

Pulaski 

Ripon 

...Rushville 

Sioux  City 

Sioux    Falls 

Slavi   Lake 

Tippah  Lake 

Treba    Lake 

Union   Liberty 

Vinton   County 

Wauwatosa 

....Lacrosse 


2785 
2788 
2789 
2810 
2517 
2044 
2066 
2069 
1786 
2574 
2809 
2070 
2575 
2067 
2065 
2808 
2040 
2041 
2042 
2043 
2573 
2807 


Tubs  to  be  delivered  in  1920. 

Builders. 
Northwest   Eng.    Co.,    Green    Bay 
Dachel-Carter    B.    Co..    Benton    Harbor 
Burger    Boat    Co.,    Manitowoc 
Leathern   &   Smith  Tow   &    Wrtck  Co     Sturgeon   Bay 


Northwest  Eng.  Cc 
Dachel-Carter  C.  Cc 
Whitney  Bros.  Co.. 
Northwest   Eng.    Co 


Name 

Allouez 

Badger 

Btagle 

Bear 

Bullock 

Burro 

"  "  "  Camel 

.    Green    Bny  Fort  Howard 

,  Benton  Harbor  Leopard 

Supenni  Kaleen 

,    Grec  n    H  i>  Moositauke 

Outagamie 

Leathern   &   Smith  Tow   &.   Wicck  Company,  Sturgeon   Bay  Ox 

Burger    Boat   Company.    M.initowoc  Pointer 

Northwest  Eng.   Co..   Green    Bay  Pottawotamie 

Pyos 
Burger    Boat    Company.    Manitowoc  .Spaniel 

Northwest   Eng.    Co.,   Green    Hay  Toopi 

.    Vallonia 

Northwest  Eng.  Co.,  Green  Bay  Green  Bay 

Whitney   Bros.   Co.,  Superioi  Kipkee 

"  "         "  '*  Kiron 

Kitchi 

Kolda 

Burger   Bros.    Co.,    Manitowoc  Setter 

Northwest  Eng.   Co.,   Green    Bay  Tomah 


west  end  of  the  island,  and  the  estab- 
lishment of  a  light  will  be  deferred  until 
construction  is  commenced,  which  will  be 
about   midsummer. 

Ontario,  Presqu'ile  Bay. — The  Bright- 
on no.  1  range  light  tower  has  been 
blown  down,  and  until  it  is  re-erected,  a 
temporary  fixed  white  light,  shown  from 
a  lantern  on  a  pole,  has  been  placed  on 
the  pier. 

Ontario,  Rideau  Canal. — All  lights  on 
floats  and  tripods  on  the  Rideau  'lanal 
between  Smiths  Falls  and  Kingston 
have  been  discontinued. 

Quebec,  River  St.  Lawrence,  He  Verte. 
On  the  opening  of  navigation  the  fixed 
white  range  lights  on  Government  wharf, 
312  ft.  from  its  outer  end,  will  be  chang- 
ed to  fixed  red  lights. 

Quebec,  River  St.  Lawrence,  Ship  chan- 
nel between  Quebec  and  Montreal. — On 
the  opening  of  navigation,  the  spar  buoy 
TOM,  on  the  .«outh  side  of  the  channel, 
south  of  He  au  Boeuf,  will  be  replaced 
by  a  black,  steel  cylindrical  gas  buoy, 
showing  an   occulting  white  light. 

Quebec,  River  St.  Lawrence,  Ship  Chan- 
nel between  Quebec  and  Montreal. — On 
the  opening  of  navigation,  the  buoys  be- 
tween curve  2  and  curve  3,  Lake  St.  Pet- 
er, were  rearranged.  The  black  spar 
buoys  45.1  and  69.1  were  replaced  by 
black  steel  cylindrical  gas  buoys  show- 
ing occulting  white  lights.  The  black 
gas  buoys  47.1  and  G7.1  were  replaced  by 
wooden  spar  buoys.  A  black  spar  buoy 
47  M.  has  been  established  on  the  east 
side  of  the  channel,  in  Contrecoeur  tra- 
verse curve,  1,400  ft.  south  of  black  gas 
buoy  45  M.  and  other  buoys  in  this  curve 
have    been    rearranged.     At   Pointe   aux 


Trembles,  the  buoys  have  been  rearrang- 
ed, and  a  red  spar  buoy  has  been  es- 
tablished opposite  black  can  buoy  163  M., 
and  numbered   104  M. 

United  States,  Detroit  River. — On  or 
about  May  3,  the  fixed  white  light  on  the 
east  shore  of  Crosse  Isle  will  be  replaced 
by  a  flashing  white  light,  showing  a  flash 
every  two  seconds. 

United  States,  St.  Clair  River. — On  the 
opening  of  navigation,  St.  Clair  P'lats 
canal  east  pierhead  light  was  discon- 
tinued, and  the  east  channel  gas  buoy  4 
was  established  in  lieu  thereof;  light,  oc- 
culting red  every  10  seconds,  at  an  ele- 
vation of  13  ft.,  in  a  depth  of  water  of 
22  ft.  The  east  channel  revetment  will 
be  dredged  away  at  this  point. 


Hill  &  Co.  (Exports  &  Imports)  Ltd.. 

has  been  incorporated  under  the  Ontario 
Companies  Act,  with  $200,000  authoriz- 
ed capital  and  office  at  Toronto,  to  carry 
on  a  general  import  and  export  business 
in  Canada,  for  British,  colonial  and  for- 
eign commercial  houses,  and  to  conduct 
a  navigation,  transportation  and  ware- 
housing and  grain  elevating  business, 
and  in  connection  therewith,  to  own  and 
operate  steam  and  other  ships,  ware- 
houses, wharves,  docks  and  elevators. 
The  provisional  directors  are:  E.  N.  Ar- 
mour, D.  C.  Skinner,  N.  F.  Allan,  H.  R. 
Hollinshead  and   I.  R.  McKibbin. 

Harbour  Navigation  Co.  Ltd.,  has  been 
incorporated  under  the  British  Columbia 
Companies  .\ct,  with  $100,000  capital,  and 
office  at  Vancouver,  to  own  and  operate 
steam  and  sailing  ships  of  every  descrip- 
tion and  to  carry  on  a  general  shipping 
and   forwarding  business. 


386 


June,  1920. 


Harbor,  River  and  Drydock  Estimates  for  1920-1921. 


Thf    Put>lir    Works    Ot-purtiiu-nt'ii   «'»ti- 
nmlcB  fur  the  yiar  cndinir  Mar.  ."II.  \V2\, 
Rulimittril  to  tno  IIouoc  of  ("oninions  re- 
cently. CKtitnin   the  following  iteinn:  — 
llarkart  104  RiTvn,  CkurrakU  l«  rapll*! 
K.   ,;n,»ir     lie      n»w   dry    "^x-k.    «hi<-h 
.'va<r    of    t<^0.000.    bfInK 
<>«Unrf   of    Uir    lki|9.|820 

tsoo.ooo 

I  .n.l  Fort  Wllll«m.  harbor 
flt.J  rnrr  tmpmwnwnu,  inclucllnv 
rrM.U'    >•<     IISO.OOO  _      600,000 

l>nrb»<  HiirbiT.  ChampUin  ilrr  dork, 
to  romplrtr.   Indutlinit   nrvolr  of  l«7.. 

"x*"     no.ooo 

.^t     J.'hn   HurUtr.  imprvvrmrnt   „  1.250.000 

l.Tviit..    Harbor.    improvtmrDU    ..„..._._  1,700,000 
Turunio    Itlaad.    bruikwaUr    praUctlon. 

rtroU  .   . 200.000 

t4.400.000 
Ilarban  and  RlTm,  Chartrakl*  to  Incsmr. 
NOVA  SCOTIA. 

Ariuic.    rrpaim    to    wharf    t      1.800 

llaitirr    Point,    rrpaira    to    brrakwatcr.  1,000 

II.. ...lair,    irharf   _ _  2.600 

lln    1.  1  I.     rrpaim    to    brrakwatrr    1,200 

I  liuv     r  port     Morirn).     rrpaira    to 

'       '■'"'.  r           6.000 

'                             1  nim    to    wharf    720 

'                               rrpairt    to    brrakwater  n.300 

I                                to    pier    ."i.OOO 

1' i-            :tpair«    to    brrakwatrr...  2.500 

Ea-t     J    rUui.     r»-pnir»     to     brrakwater.  600 
Eatonvillp.      rrpnirins     and     rebuildinir 

hrmkwatrn    .1.500 

Frt«r"«     Hrad.     harbor     improvements. ...  3,800 
I'.rnii.  illo   Centre,    repaira    to   wharf  ap- 

■■•'■■^■"'h    1,000 

Uir;     r-     and    rivers    irenenilly.     repain 

nn.i    improvementu    .    60.000 

Harbor\ille.     repaira    to    breakwaters    ..  800 

Iri«h    Cove,    wharf    n-eon«truction    2.800 

InverneM.    harbor    improvements    12,000 

Johnvton'n   harbor,    repairs   to  wharf 500 

I^rrr'*    River,    repaim    to    breakwater..  3. COO 

Little    Hrtxilc.    repain   to   breakwater   ....  1,600 

Maboa   Harbor,    repairs   to   jetties    1.600 

Meteffhan.    breakwater    extension    16.500 

McNair's  Cove,  repairs  to  wharf  1.200 

Moaher's  Bay.  repain  and  improvements 

to   breakwater    6.650 

Newport   Landing,    repairs  to  wharf 1.600 

New    Harbor,    repairs    to    breakwater....  2.000 
North       Inironish.       reeonstmction       of 

breakwater    11.000 

Owl's   Head,    repaira   to   wharf   S.400 

Pleasant    Harbor,    repain    to  wharf   1,500 

Porlapique.    repaira    to    wharf    600 

Port    Beekerton.    repain    to    wharf    700 

Port     Ceome,     repain     to     wharf    and 

breakwater     l.SOO 

I'ort    Hawkesbury,    to   complete    repain 

to    wharf    _ 8.400 

Port  Hood,  wharf  repain  and  extension  7,000 
Seuteh  Cove  (White  Point),  breakwater 

extension   9,800 

Shenaeadie,  wharf  12.000 

Sober    Island,    extension    to    wharf    6.000 

South    Lake.    I.JikevBle.    repain    to   pien  1,025 

Spry    Bay.    Josie's.    repair    to    wharf    ....  2.500 

Summerville,    repain    to    wharf    5.900 

Sydne>-.     wharf     100,000 

Tennycape.    repain    to    wharf    1,200 

The  Wharves,  repain  to  breakwater  and 

shore    protection 800 

Three  Fathom  Harbor,  repain  to  break- 
water      6.000 

Th<-   PolnU  West  Bay.  repain  to  wharf  1.500 

VoKler's   Cove,    repaira   to  wharf   900 

West  Chexieteixik.  repaira  to  breakwater  15,100 

Westport.   repain  to  wharf  4,000 

Yarmouth  Bar.  repairs  and  improve- 
ments   4,000 

tSS2.»96 

PRINCE    EDWARD    ISLAND. 

Annandale.    repairs    to   wharf    $      8.600 

Cape    Traverse,    repairs    to    pier    2.500 

Graham's    Pond,    repain    to    breakwater  1.500 
Harbora    and    riven    Kenerally.    repain 

and    impnivements    .       14,000 

HIckey's  Wharf,  repain  and  raronstmc- 

tion     8,600 

Miminlirash    Harbor,    reconstruction    of 

breakwater     2.700 

North     I^ske.    boat    harbor 27.000 

Pinette.     reconstrurtinK     lee    break     1.200 

Bouri*.  to  repair  and  strvnsthen  break- 
water     40,000 

St.    Mary's   Hay.   repain  to  wharf  1.100 

St.   Peter's   Bay.  rrpaira  to  brrakwaUr..  2.HD0 

Victoria,    repain    to    pier    „.  2.900 

West   Point,  rrpaira  to  wharf   1,«00 

Woo<l    Islands,    repaira   to   brrakwatm..  800 

tl05,100 

NEW    BRUNSWICK. 

Bay  du   Vin.   repaira   to  wharf  t      2.400 

Buctouche.     repaira     to     wharf     1.800 

rampKellt..n,    repain    to    wharf    2.000 


Campl'-lllon.    rrpaira    to    ferry    landina  .  1.500 

Cape    Bald,    repaira    to    breakwater   pier  10.000 

Chcwkflsh.    to    repair    breakwaUr ...  1.400 

Cocaine  repaira   to  wharf  _.  .  1.700 

Iialhouale.   rrpaira  to  wharf  and  break- 

waUr   700 

Harbora    and    rivera    lenerally,    rrpaira 

and    Improvements    .    .        65,000 

Uvvievillr.    repaira    to    wharf    1  200 

Mill    Co\e.    repaira    to    wharf  750 

Monrton,   rrpaira  to  wharf  2.fU>0 

Neiiro     Point,     breakwater     ntpaira     . 5,500 

New    Mills,    repaira    to    wharf    MM 

North    lln„l.    r.rand    Manan    Island,    re- 
pain    to     brrakwater  wharf     5.225 

Petit    Rocher.    repain   to   breakwater   .  .  15.000 
Uusco    iSt.    .Mnrlin'sl.    reconatrurlinn   of 

breakwater   and    rrpaira    to   pier   22.000 

Seal     Cow,     repaira     to    breakwater     ....  2.700 

Shippivan   Gully,    rrpaira   to   breakwater  12.000 

Stonehaven,    repaira   to   breakwater   1.600 

St.    Geonre's.    repaira    to    wharf    .'..000 

St.   Louis,    repaira   to   wharf   1.200 

Trscadie,     rrpaira    to    wharf    2.000 

Wilson's    Beach,    repaira    and    improve- 
ments   to    breakwater-wharf    8.700 


QUEBEC. 

Anse    DUX    GsHcons.    wharf    _      $  36,000 

Ayimer,    repaira   to   wharf    2.000 

Beloeil.    repaira    to    protection    pien    ....  7.700 

Berthier    ten   has  I.    repain   to  wharf   ....  3.000 

BuckinKham,     wharf    8.000 

CniMino.     repnim    to    wharf    2.400 

Cap    St.    iKnnoi'.    repain    to    wharf    6.000 

CnURhnnwaifii,     repnin    to    wharf    2.500 

Chicoutimi.    repairs    to    wharf    4.500 

Contrecoeur.    repaira    to    wharf   approch  3.000 

Coteau  du   I-ac.   repaira   to  wharf   1.100 

Fstiuimnit    Point,    wharf    repain    1.700 

i-'nsset.     repaira    to    wharf     650 

Gaspi*    Basin,    wharf    repaira    4,150 

Grande    Riviere,    repain    to    pier    12.900 

Grosse    Isle    Quarantine    Station,   exten- 
sion   of    wharves    50.000 

Grfsse    Isle,    repain    to    wharfs    5.500 

Harbora    and    riven    irenerally,    repain 

and    improvements    „  75,000 

lie  Perrot,  wharf  repaira  and  improve- 
ments       2.300 

Loui.ieville,    repaira    to    wharf    1.000 

Mnmiasha.   repain   to  wharf  600 

Mont   Louis,    repain   to   whai^   1.250 

Montmnpny.     repairs    to    wharf    4.400 

Nicolet.     repaira     to    wharf     600 

North    TimiskaminK.    wharf    13,000 

Notre    Dame    de.s    Sept    Douleura     (Isle 

Vertel.    completion   of    InndinE    wharf  5.000 

Pointe  aux   Trembles,    repain  to   wharf  6.000 

Pointe  Piieau.  Siller>-.   repain  to  wharf  13,000 

Pointe    Shea.    Amherit.    repain    to    pier  10.000 

Poltimore.    wharf    3.000 

Port    Daniel,    repaira    to    wharf    1.000 

Quebec    HarlK>r.    River   St    Charles,    re- 
paira   to   plant   15.000 

Rimouski.    harlior    improvements    13.000 

Riviere    du    Loup    (en    baa),    repairs    to 

wharf    3.800 

Riviere    Ouelle.    repaira    to    wharf    1.200 

Ruisseau    Le    Blanc,    repaira    to    wharf..  600 

St.  Alphonse.   repaira  to  wharf  .'..000 

Ste.    Anne    de    Beaupre.    wharf    repaira 

and   reconstruction    30,000 

Ste.    Anne   de    Sorcl.    repain   to   wharf..  2.500 

St    Denis,    repairs    to    wharf    1.300 

St    Famille.    wharf    repain    and    recon- 
struction     17.000 

St    Francois    Sud,    repaira    to    wharf...  33,000 

St.    Jean    d'Orleana,    repaira    to    wharf  31.000 

St.    Johns,    renewal    of    booms    1.400 

St    Joseph    de   Sorel,    reconstruction   of 

ice    breaker    3.500 

St   Laurent.  Island  of  Orleans,  repaira 

to    wharf    _ 21.000 

St.    Michel    de    Bellechasse,    rrpaira    to 

wharf    36,000 

St.     Paul.     Isle    aux    Noix,     repaira    to 

wharf 3,000 

Sorel,    wharf     repain    and    reconstruc- 
tion      10,400 

Three  Rivera,   repaira  to  coal  dock  3,450 


8519,400 


ONTARIO. 

Bayfleld.    repain    to   pier    ■ S     6.000 

Belle    River,    repaira    to   harbor  walls....  1.700 

Blind  River,  repain  to  wharf  2.000 

Murks    Falls,    repaira    to   wharf   5.000 

Burlinirton  Channel,   repaira  to  pier  ....  17.000 

Cohourv.     repaira    to    piers    18.000 

Collinifwood.    breakwater    reconstruction  50,000 

Depot    Harbor,    wharf    renewal    36.000 

French    River  dams,   repaira  and  main- 

t-nnnce    „ 3,000 

Godenrh.    repaira    to    docks    _ 8.500 

Grand    Bend,    repaira    to   piera    _...-  2.300 

Haileyhur)-.    repaira    to    wharves    1.000 

Harbora    and    ri%*era    venerally,    rrpaira 

and   improvements   ~- 65.000 

Kauawonir.     wharf     - 12.000 

Kenora.   exiendinir  wharf  2.500 


Kinrardin«   IUrl«<r.   runtrlbulion  to  aaa- 
nirlpality    towards    protection    of  Bov- 

emment    piera    1,050 

KlnssUm,     maintenance     and     operation 

of    combined    wharves    and    brid»    .     ..  IJ.HOO 

KlnvsUin,     repairs     li.     B.M.C.     dock 850 

Klnmvllle.     rrpaira      and      renewab    to 

piera     8.04W 

I.eamlnirton.     repaira    to    pier    ™_  0.20* 

l.itUe    Current    rrbuildin*    wharf 44.000 

I.Ukeanl.    repair*    to    wharf    HfiO 

North  ■  Hay.    rrpaira    to    wharf    „  800 

Oshawa.    rrpaira    to    wharf    15.000 

Parry    Sound,    renewals    to    breastworks 

at   Two   and    .Seven    Mile    Narrows 1.500 

Parr>-  Sound,    repaira   to  wharves  7.000 

Pelee    Island,    repaira    to    piera    „  2.750 

Pike    Creek,    rrpaira    to    harbor    walls....  1,200 

Port    Burwell.    repaira    to    pier    7.900 

Port   Colbome,    repaira    to   brrakwatara  M,MO 

Port    Rowan,    repaira    to    pier .  1,M0 

Port    Stanley,    rrpaira    to    harbor   works  19,0M 

Puce,    repain    to    harbor   works    8M 

Rondeau,    repaira    to    pien    17.000 

Silver   Centre,    repain   to    wharf    6£& 

Sault    Ste.    .Marie,    repaira    to    wharf    ._.  t,t80 

Southampton,    repaira    to    breakwater 6,000 

ThessaloD,     to    complete    rrconstmction 

of  wharf  .  18,M0 

Wheatlej,    repaira    to   pier   2.100 

8466.805 

MANITOBA. 

Dauphin     River,     wharf    t     7.B00 

Gimli.    repaira   to   wharf _..  3,000 

Hartxira    and    riven    kffenerally,    repaira 

and    improvements    .    ...- _ 15.000 

Kn]    River,    repaira    to   channel    protec- 
tion work  _ _...  7,600 

Selkirk,  repain  to  wharf  8,000 

886,000 

SASKATCHEWAN  AND  ALBERTA. 

Harbon    and    riven    generally,    repain 
and    improvements    „ S  20.000 

BRITISH   COLUMBIA. 

Bamfield.  repain  to  wharf  S     2.680 

Boswcll.    floatinB    wharf    6.500 

Clayoquot.    repain    to    wharf    ™  2.200 

Crofton.    repain   to   wharf  4.100 

Fraser    River,     improvements    at    Nice- 
men    Island    ™  86.000 

Fraser    River    I  lower),    improvements....  25.(KN> 

Fraser  River,  dredirinir  North  Arm  32.(KK> 

Harbora    and    rivera    Kcnerally,    repain 

and    improvements    „.  96.000 

Kincloth.    wharf    renewal    „.„.  ll.OOO 

Naas    River,     removal    of    obstnlctions..  10,000 

Naramata,    wharf    3,000 

New  Westminster,   repaira  to  wharf  850 

Nootka  Island,    repain   to  wharf 3.000 

OkanaRan   River,   maintaining  dam  and 

repairins    bank    protection    work    3.400 

Port   Moody,    repain   to  wharf  800 

Powell    River,    addition    to   wharf    11,000 

Prince    Rupert,    quarantine    station,    re- 
pain to  wharf  —  3.500 

Princess  Creek,  floatine  wharf  6.500 

Refuire    Bay.    repain    to    wharf   4.000 

Robert's    Creek,    repain    to    wharf   980 

Royston.    repaira  to  wharf   4.000 

Spiller    River,    repain    to   wharf 2.000 

Stewart,    reconstruction    of    wharf    „  29.000 

Stikine    River,    removal    of    obstruction  .  10.000 

Thetis    Island,    reconstruction    of   wharf  8,500 

I'cluelet.    pppnira    to    wharf    3.420 

Williams   Head,   quarantine  statjon,-  re- 
pain    to     coal     wharf     6.480 

8828.910 

GENERALLY. 
Harbora    and     rivera    generally    - t  SO.OOO 


DREDGING. 

Maritime    Provinces _. 

Ontario    and     Quebec     „.„ -,_ 

Manitoba.     Saskatchewan    and    Alberta 
British    Columbia „.. 


S6  00.000 
450.000 
75.000 
400.000 


(1.425.000 
Drydocks.    locks,    dams.    etc..    working   expenses, 
chargeable  to  collection  of  revenoe. 

Champlain    RravinK    dock    ...- - I20.00O 

Iximr    KravinK     dock     27.800 

EsQUimalt    itnivina    dork    22.000 


169.800 


East   River,   lock    and  dam   „      t 

Burlinirton   channel   brldire    

Montreal    River,    dam    at    I.atehford 
Ri%-er    Yamaska.    Ii>ck    and    dam    .... 
Riviere    du    l.ievre.    lock    and    dam 
St.     Andrews    Rapids,    lock    and    dam 
Selkirk,    repair    slip    _- 


Collection  of   Public  Works  revenue 


t  8,000 

5,800 

8,000 

900 

2,500 

22,700 

4,200 

142,100 

I7.000 

r'7 


Canadian  Railway  and  Marine  World 


July,  1920 


The  June  Mechanical  Conventions  at  Atlantic  City. 


The  two  great  annual  railway  mechan- 
ical conventions  of  the  American  Rail- 
way Master  Mechanics'  Association  and 
the  Master  Car  Builders'  Association, 
held  principally  at  Atlantic  City,  N.J., 
for  many  years,  were  suspended  after 
1916,  in  consequence  of  the  United  States 
having  entered  the  war,  but  meetings  of 
the  executive  committees  were  held  in 
Chicago  in  1917  and  1918,  at  which  re- 
ports of  various  committees  were  pre- 
sented. 

In  1919,  the  Director  General  of  the 
U.S.  Railroads  decided  to  provide,  during 
the  period  of  federal  control,  a  responsi- 
ble channel  through  which  he  might  ob- 
tain recommendations  for  the  advance- 
ment of  railway  practice.  The  American 
Railway  Association  revised  its  organi- 
zation, changed  its  name  to  the  American 
Railroad  Association,  and  enlarged  its 
scope  by  covering  the   former  activities 


of  a  number  of  other  railway  associa- 
tions, etc.,  including  among  others,  the 
American  Railway  Master  Mechanics' 
Association,  and  the  Master  Car  Build- 
ers' Association.  The  American  Rail- 
road Association  was  divided  into  five 
sections,  viz.:  operating,  engineering, 
mechanical,  traffic  and  transportation,  re- 
spectively. The  mechanical  section  took 
over  the  former  activities  of  the  Ameri- 
can Railway  Master  Mechanics'  Associa- 
tion, and  the  Master  Car  Builders'  Asso- 
ciation, the  committee  consisting  of  three 
representatives  of  the  U.S.  Railroad  Ad- 
ministration, two  representatives  of  each 
of  the  operating  regions  into  which  the 
U.S.  was  divided  and  two  representatives 
of  Canadian  railways.  Under  the  me- 
chanical section's  management  a  conven- 
tion was  held  at  Atlantic  City  in  June, 
1919. 
The    re-organized     American    Railroad 


Association  has  been  continued  as  out- 
lined above  and  the  mechanical  section 
held  its  annual  convention  at  Atlantic 
City  this  year,  June  9-lG,  the  chairman 
of  the  general  committee  being  W.  J. 
Tollerton,  General  Mechanical  Superin- 
tendent, Chicago,  Rock  Island  &  Pacific 
Rd.,  the  vice  chairman  being  J.  Coleman, 
Assistant  to  General  Superintendent 
Motive  Power  and  Car  Departments,  G. 
T.R.,  Montreal.  W.  H.  Winterrowd,  Chief 
Mechanical  Engineer,  C.P.R.,  Montreal, 
was  also  a  member  of  the  committee. 
Locomotive  matters  were  dealt  with  on 
June  9-11,  the  election  of  officers  was 
held  on  June  14,  and  car  matters  were 
dealt  with  on  June  14  to  16.  The  most 
important  features  of  the  convention 
were,  as  usual,  reports  of  the  standing 
and  special  committees,  and  individual 
papers  presented.  The  principal  ones  are 
given  on  this  and  following  pages,  either 
in  full  or  in  abstract. 


Scheduling  and  Routing  Systems  for  Locomotive  Repair  Shops. 


The  committee,  of  which  Henry  Gard- 
ner, Supervisor  of  Apprentices  and  Shop 
Schedule  Systems,  Baltimore  &  Ohio  Rd., 
was  chairman,  reported  as  follows: — 
Scheduling  and  routing  in  railway  shops 
is  not  new.  The  first  schedules  recorded 
were  used  in  the  Chicago  &  Northwest- 
ern shops  in  1904.  These  consisted  sim- 
ply of  working  sheets,  and  assigned  dates 
made  out  and  followed  up  by  the  shop 
supervision.  Since  that  time  more  than 
15  railways  have  adopted  some  form  of 
schedule  system  for  repairing  locomo- 
tives, all  of  which  are  more  or  less  alike 
in  basic  principles.  Briefly,  the  locomo- 
tive is  brought  to  the  shop  on  a  prede- 
termined date  or  order,  tank  disconnect- 
ed and  engine  forwarded  to  the  stripping 
pit.  Stripping  is  handled  by  a  special 
gang  in  charge  of  a  leader,  and  all  parts 
are  delivered  to  each  department  of  the 
shop.  Predetermined  dates  are  then  as- 
signed for  completing  all  parts  in  time 
to  assemble  the  engine  in  best  practical 
and  logical  sequence.  These  dates  are 
obtained  from  master  schedules  which 
are  compiled  for  each  class  of  repair  and 
for  varying  numbers  of  days  required  to 
complete  the  engine.  All  delays  of  ma- 
terial or  operations  are  checked  daily, 
and  foremen  are  notified  of  the  delays  in 
their  department.  No  definite  time  is 
given  in  which  operations  shall  be  per- 
formed and  it  is  only  necessary  that  the 
work  shall  be  finished  on  a  certain  day 
or  date.  The  result  of  scheduling  the 
complete  capacity  of  the  shop  will  auto- 
riiatically  develop  for  each  operation  a 
stated  number  of  hours  which  will  very 
closely  approximate  the  minimum  num- 
ber of  hours  in  which  that  operation  can 
be  performed. 

The  following  items  cover  the  neces- 
sary steps  to  be  taken  for  installing  an 
up-to-date  and  adequate  scheduling  and 
routing  system  as  now  in  operation  on 
some  railways:  1 — Supervisor  of  shop 
schedules  and  assistant.  2 — Schedule  of- 
fice for  supervisor.  3 — Schedule  and 
planning  boards.     4 — Shop  or  job  black- 


boards. 5 — Printed  forms,  master  sheets, 
etc.  6 — Calendar  slide  rules.  This  list 
may  be  modified  for  smaller  shops,  but 
as  the  general  methods  and  principles 
are  the  same,  the  above  installation  will 
be  described.  It  is  the  committee's  opin- 
ion that  it  is  not  advisable  to  introduce 
this  shop  system  where  less  than  10  lo- 
comotives a  month  are  given  classified 
repairs.  It  is  also  found  inadvisable  to 
employ  these  methods  in  locomotive 
houses  and  shops  making  heavy  running 
repairs  exclusively.  Details  covering  the 
above  listed  subject  are  given  in  order 
below: 

1.  Supervisor  of  shop  schedules  should 
be  a  man  with  practical  experience,  cap- 
able of  handling  men,  and  with  sufficient 
technical  education  to  make  clear  reports 
and  records;  preferably  a  man  who  has 
served  an  apprenticeship  and  is  familiar 
with  all  trades.  He  should  report  to  the 
superintendent  or  assistant  superintend- 
ent of  shops.  At  large  shops  an  assist- 
ant may  be  required. 

2.  The  schedule  office  should  be  locat- 
ed conveniently  with  respect  to  the  ma- 
chine and  erecting  shops,  preferably  in 
the  general  foreman's  office,  or  leading 
from  it.  A  room  10  x  12  ft.  will  be  suf- 
ficient, but  should  be  larger  if  possible. 
It  is  important  to  have  this  office  so  lo- 
cated that  the  supervision  can  frequently 
consult  with  the  schedule  supervisor  and 
have  ready  access  to  and  examine  the 
records  on  the  schedule  boards. 

.3.  Schedule  boards  are  made  to  suit 
local  conditions  in  shops  and  should  be 
about  36  x  58  in.  in  size,  or  smaller.  Two 
boards  are  necessary,  one  for  current 
month  and  one  for  following  months, 
continuing  in  succession  from  month  to 
month.  The  planning  board  is  used  for 
assigning  engines  to  the  shop,  with  ref- 
erence to  adjusting  the  class  of  work  to 
be  done  to  the  existing  organization,  and 
particularly  to  avoid  overloading  any  de- 
partment. This  board  simplifies  the  work 
of  the  schedule  supervisor. 

4.  Small  blackboards  are  used  for  con- 


veying dates  work  is  due  finished,  di- 
rectly to  the  man  on  the  job.  These 
blackboard  may  be  employed  to  the  ex- 
tent of  15  or  20,  as  may  be  found  desir- 
able. Foremen  of  gangs,  or  departments, 
are  expected  to  keep  up  these  black- 
boards, crossing  out  engines  and  dates 
when   work    is   completed   and   delivered. 

5.  About  20  forms  are  used  for  oper- 
ating this  system  to  best  advantage. 
These  forms  cover  constant  or  master 
schedules,  delay  sheets,  check  sheets  and 
shop  sheets  used  for  conveying  dates  di- 
rectly to  the  department  interested.  All 
forms,  excepting  master  schedules,  should 
be   printed. 

6.  The  calendar  slide  rule  is  indispens- 
able for  transferring  the  constant  inter- 
vals of  time  on  the  master  schedules  into 
actual  dates  on  the  shop  sheets.  By  the 
use  of  this  simple  device  a  large  number 
of  dates  can  be  assigned  quickly  and  one 
setting  of  the  rule  is  sufficient  for  one 
schedule  on  an  engine.  Items  3,  4,  5  and 
6  are  covered  by  figs.  1  to  9  appended  to 
this  report. 

The  above  discussion  contemplates  on- 
ly the  handling  of  the  locomotive  and  its 
parts  after  arriving  at  the  shop  and  is 
not  directly  concerned  with  the  assign- 
ment of  engines  to  the  shop  and  their 
selection  for  repairs.  But  this  feature 
is  important  and  has  a  decided  bearing 
upon  the  success  of  the  system.  Over- 
loading departments  with  too  much  boiler 
work,  or  too  many  broken  cylinders  or 
frames,  will  result  in  delays,  and  prevent 
schedules  based  upon  evenly  apportioned 
work  from  operating  effectively.  The 
shop  superintendent  should  have  abso- 
lute control  over  engines  to  be  repaired, 
as  he  is  in  best  position  to  adjust  the  in- 
coming work  to  his  organization  and  with 
relation  to  the  work  being  performed  in 
the  shop. 

It  is  not  perhaps  pertinent  to  this  dis- 
cussion to  treat  at  length  the  subject  of 
proper  inspection  of  incoming  engines, 
although  this  matter  has  considerable 
bearing  upon  successful  operation.     One 


;iS8 


<'A.\AI)1.\.\   K.Xll.UA^    AM*  .\IAI;1M:  WOIM.D 


July,  1920. 


K<' 


fo. 


th. 

aci 
pni 

fr.  : 
aU. 
or  1. 


I-  f<pr  fittinjr, 
iicnt  of  imn 
nnotlii-r  ami 


discussion  hctwcen  Iheni  as  to  mt'thods 
of  ipakini;  the  repairs  in  question.  Lcs: 
spoiled  work,  standardization  of  part 
and  a  prolun^ed  life  of  engrines  will  alsi 
develop. 

The  practical  operation  of  this  schciiul 
injf  and  routing  sy.stcm  may  bo  dcsi-rilni 
as  follows:  An  ensine  awaiting;  shop  i: 
thoroujrhly  examined  by  boiler  and  ma 


p*=±±±±i=- 


Fie.  I.     Dttail  corner  of  Scheduir  Board. 

chincry  inspectors,  who  make  report  as 
to  condition.  One  copy  of  this  report 
goes  to  supervisor  of  shop  schedules,  en- 
abling him  to  define  the  classification  of 
repairs  needed,  and  assign  the  proper 
schedule  and  number  of  working  days  re- 
quired for  completing  repairs.  The  en- 
gine is  next  forwarded  to  the  stripping: 
pit  and  an  itemized  list  of  repairs  neodi'd 
is  then  forwarde<i  by  pit  inspectors  to 
supervisor  of  shop  schedules,  who  is  then 
in  a  position  to  assign  exact  dates  ami 
issue  sheets  to  all  departments  concern- 
ed. These  dates  are  posted  by  super- 
visor on  the  schedule  boards.  At  least 
once  a  day  the  supervisor  and  his  assist- 
ant visit  each  foreman,  with  the  check 
sheets,  and  examine  the  work  on  the  en- 
gines under  repair  in  the  shop  on  that 
date.  Returning  to  the  schedule  otTu-e  a 
daily  sheet  is  made  out  and  issued  to  the 
supervision,  calling  their  attention  to  the 
material  and  operations  delayed,  the  num- 
ber of  days  delayed  in  the  schedule  and 
the  cause.  These  delays  are  then  posted 
in  red  ink  on  the  schedule  boards,  wherr 
foremen  and  workmen  can  see  quickly 
how  their  department  stands,  and  deter 
mine  the  status  of  their  delays  for  the 
month.  An  excessive  number  of  red 
marks  in  any  one  vertical  column  on  thr 
schedule  board  indicates  forcibly  that 
this  job  or  department,  represented  by 
that  particular  vertical  column,  is  prob 
ably  the  cause  for  delaying  the  engine. 
The  superv-isor  of  schedules  has  other 
duties,  suih  as  ucckly  output  sheets,  re-, 


Fin    2.     Pl.innii 


' 

T =— K? — -     ^;^^' ' 

.1        .Shop    lllarkho 


July.  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


339 


schedules,  statements  for  hijrher  officials, 
and  other  reports  and  charts  as  request- 
ed. Comparative  records  are  valuable 
for  stimulating'  interest  in  this  work  and 


these  scheduling  and  routing  methods  are 
considerable.  Schedule  boards  indicate 
infallibly  where  delays  periodically,  or 
persistently,  occur  and  such  departments 


PITTSBURGH  &  LAKE  ERIE  RAILRO.\D 
ERECTING  SHOP 

Foreman 


Class   Rep's.. 
Engine   No... 

Date   In 

Date  Out 


CLASS  OF  WORK.                     b|     1    |l 

|o    1   «E 

MATERIAL                     Z^^ViZ^ 

Engine  in   Shop  Unwhceled             I              I 

Frames  or  Tongues 

Engine  Sripped  Material  Delivered    |              I 
Boiler  oft  or  Stripped                         I               1 

Rockers  and   Boxes 

Cylinder    Bushings                                  1 

Valve   Bushings                                     | 

Superheater   Units    Out                     I              1 

Flues  0.   K.                                              II                   Braces,   Fads  and  Waist  Sheets         1 
Smoke    Box    Work                                  1                1             "    Engine  Truck  Parts                               | 
Stay  BolU                                                 i                1                  EnKine   Truck    Wheels                          I 

Flue  Sheet                                                i               1                ■  SpriiiK    RigRing    Parts                          | 

Side  Sheet  and  Crown  Sheet           I               I 

Boiler  Fittings,  Air  Pump  &  Parts      i 

Ash    Pan    and    Grates                        I              j 

Motion    Work                                            1 

Boiler    Tested                                              1                | 

Cross    Heads                                                  1 

Saddle  Bolts  &  Boiler  Waist  Sheet     I              | 
Frame  Braces  and   Pads   O.   K.       j           .    j 
Frame    and    Cylinder    Bolts               |               | 

Main   and   Side   Rods                             I 
Piston    and    Valve    Packing                | 
Throttle  Valve  and  Parts                    | 

Cylinders    Bushed    or    Bored            |               j                   uiiving  and  Trailer  Boxes                  | 

Valve  Seats  Planed  or  Bushing  Boredj              | 
Shoes  &  Wedges  and  Binders  O.K.     I              1 

Pistons  and   Rods 

Valves   and   Yokes 

Spring   Rigging   Up                            1              | 

Steam    Pipes    and    Dry    Pipes 

Guides    Lined                                           |               | 

Driving   and   Trailer  Wheels 

Motion    Work   Up                                j              j 

Eccentrics  and  Straps 

Engine   Truck    O.    K.                           |               | 

Engine    Brake    Rigging    Parts            | 

Boiler  Fittings.  Air  Pump  &  Parts    I              I 

Steam   Chest   and   Cylinder   Heads  | 

Steam  Pipes  and  Throttle  Valvoan    |              I 

Frame  and  Cylinder  Bolto                   | 

Guides  and   Knees                                   1 

Engine    Wheeled                                     1               1 

Shoes   and  Wedges  and   Binders        | 

Boiler    Jacket    O.    K.               .            I               I                                                                                        1 

^    „      ,              ,                                                                                 {Wanted  from 
Cab  and  Running  Boards  O.  K.     I              I                                                                                  |  Smith  Shop 

Superheater   0.    K.                                11                  Frames  and  Tongues                              1 

Main    Rods    Up                                                      1                   Braces   or    Pads                                       1 

Velvet    Set                                                               ,                   Rocker    Arms    or   Guides                      1 

Boiler   Trimmings    0.    K.                    I                I 

Spring    Rigging    Parts                          1 

Pipe    Work    0.    K.                                    II 

Engine    Brake   Rigging    Parts 

Brake  Rigging   0.    K.                        11 

Engine   Truck    Parts                             1 

Side   Rods    0.    K.                                II 

Binders  and  Yokes                                  1 

Eng.   Despatched                                  1              1 

Tender  Parts                                         1 

General  Foreman. 


Fig.  4.    Erecting  Shop  Operation  Sheet. 


SCHEDULE  CONSTANTS-LOCOMOTIVE  SHOPS. 


CinCTIWl  UKP 

,„„„ 

^„„  ,„op 

ntm/i 

.OILM  SHOP 

f^m 

1 

""^          !isr"S- 

CU.,,-. 

i-S-^  £  '"s^ 

CUu  of  <tltn 

^K 

nu*  l,nlaw                           1          1    11 

CrlM.' buNnn                                                         '1 

n^ 

11         1 

t^«>.  «»>M.  •»'U  MnM 

• 

v^r^r^Mm                      I  .   11 

Ew<ino.M«                     1     >                11 

Fki.mM 

s 

n»M 

• 

toKi-wn                 1  I  ;  11 

—  «,                                     !      .    1           1    1. 

nwkMt 

11 

■nM>«iii«»<                • 

MI.-MV                                  I      I    ■    11 

«^^                                       1      .    1           1     1. 

PnM«lnM.iKm                    11    1 

r><>>.MCTMmb«>l                 tl 

Cn»«.Kli.pMt<<Mtl»i        j     1    '    1> 

Drt.<»IMnlw.ml>iMt«n{     t   |         |    11 

StajtomuiaradUtMl 

« 

— 

C,<MnMlM«l»t<                    11 

llunun                                   <      1        11 

SMowOMm 

1  1.  1   i  1. 

StaitilB  utt  radlsJi  In 

1> 

BwMvandaMM^ 

" 

>i«ui.«>.nu«i<M<nn 

'—- — "          1  •  1    1 " 

■u«>»s                    j  i«  ; 

imm'm^^                            11 

Onmng  Mid  railM  viwo,  IMA  MM.       1        11 

1' 

naMMt                                                11 

SaM,«tf«.«|M                              11        11 

^w,**,          ;  •  ■  •  1 " 

Alh9V>W^rMi                                      " 

Ctnt-M                                          11 

Ii*..anUlM»i 

1      .. 

C,»M.A.|lM.I«bl«U              I    ;      9    1    II 

imMBM'tauhi^                11 

vm.  iM  ,«n                           lis 

M»..«li.l<<m»lM3rm          1         10    1    11 

1 

i>mnao.K.                       11 

nrnuim 

I      11 

Ei^mnuitm                       1       11    1   IS 

1 

■a>M.ciO  «. 

-^ 

NU<n*Mii4.>««l                            .      1         11 

MMi^-ai'oai                         1       11      IS 



MOoad 

-»» 

'T  rT 

1 

IAV»>MM 

i< 

1 

ll»l««>. 

-I'- 

Pi»t,Ti« /»,o  .ro  e« 

«C   SHOP 

SMITH  IMOP                                               r«m» 

P.IHT  WOP                                     '-•-• 

i«,»««a.>.                      11 

Cl«*.(wn 

•¥,5 

Cte«<fw.n 

■^irs-rw 

^-.« 

M«W««W 

ll 

1P- 

!.»» tnu  ■■»<■»« 

1          1« 

aiMn                                     .1             j     • 

|1. 

" 

WAiNMtMtntoW                          H 

JafM                                                 1    j    K 

FIMIUIOM                                                   1        1                     1 

Tart,. 

M 

" 

MUM-Mra.!)  >- 

V 

n>t«n                                ;    I  1   11 

n.tt                                 1    1 

Ml.                                           i    " 

1    " 

trt^tult                        1    t 

°  *• 

CAS  MO  TuoCM  imp 

OtftaMdM**                       1     ■ 

■  ;   It 

Omnia-*! 

-U- 

— -« 

;^[w 

■M>.>1                                  1     > 

U        11 

11 

!<«<  bnu  IW) 

f«.*MM                          i    " 

1      n      IS 

; — 

CM                                                    1           '     '* 

T«uiia 

H  C 

Lmm                                    '  11 



Fig.  5.     Constant  Sheet,  or  Master  Schedule 


keeping-  departments  alive  to  the  fact 
that  they  are  falling  behind  and  causing 
delay  to  the  work  in  entire  shop. 

The   benefits   derived   from   the  use   of 


may  be  built  up  or  strengthened.  Under 
the  piecework  plan  this  system  has  re- 
sulted in  men  making  more  money,  on 
account     of     receiving     material     more 


promptly.  Under  the  day  work  plan  the 
system  acts  as  a  stimulant,  and  to  some 
extent  takes  the  place  of  interest  in  the 
work  automatically  removed  through  abo- 
lition of  piecework  methods.  Friction  be- 
tween departments  is  almost  entirely 
eliminated.  It  is  not  possible  to  unload 
on  one  department  causes  for  delay  which 
belong  to  another. 

This  system  to  some  extent  establishes 
tasks  or  jobs.  Every  conscientious  fore- 
man or  workman  likes  to  have  certain 
work  to  perform  in  a  stated  time,  and 
feels  confident  that  this  is  exactly  what 
is  wanted.  Each  schedule  date  delivered 
to  the  foreman  or  workman  becomes  a 
written  order  to  that  man  to  deliver  the 
work  on  that  date.  Unnecessary  driving 
will  be  brought  to  a  minimum.  Dates 
are  assigned,  and  if  the  work  is  done  on 
these  dates  no  criticism  or  censure  is  ne- 
cessary. The  constant  reappearance  of 
the  daily  delay  report  stimulates  fore- 


Fig.    6.      Report   of    Engines    Dispatched. 

men  and  workman  to  better  purpose  than 
criticism. 

A  visit  to  shops  where  this  systern  is 
in  operation  resulted  in  unanimous  fav- 
orable comment  from  superintendents  and 
foremen  due  to  its  operation.  The  gen- 
eral foreman's  duties  are  greatly  simpli- 
fied. Heretofore  he  might  go  from  one 
department  to  another  trying  to  fix  the 
responsibility  for  delays.  No  system  can 
take  the  place  of  foremen,  but  this  sys- 
tem can  eliminate  a  large  amount  of 
travelling,  by  supervision  from  one  de- 
partment to  another.  .   . 

No  definite  figures  are  possible  giving 
the  saving  in  money  resulting  from  the 
use  of  these  methods.  We  may,  however, 
consider  one  saving  from  the  standpoint 
of  the  potential  value  of  the  power.  As- 
suming that  the  service  of  a  locomotive 
is  worth,  on  an  average,  $50  a  day,  and 
if  one  day  is  saved  in  the  time  that  each 
engine  is  held  on  the  pit  the  money  sav- 
ing in  a  shop  having  2.5  pits  and  deliver- 
ing 2  engines  per  pit,  per  month,  would 
be  $2,.500  a  month,  or  $.'30,000  a  year. 
This  statement  is  based  upon  the  assump- 
tion that  quicker  deliveries  of  power  are 


M 
PS 

< 
s 

«  . 

1    am 

Days 
Late 

2  "^ 

Ml 

Sched.    Actual 
Date       Date  - 
Desp.      Deep. ' 

1 

- 

1^ 

'. 

o| 

C1& 

wz 

.!«() 


CANAIJIAN  UAIIAVAV  AND  MAKINK  WOULD 


July.  1920. 


..i:in    Hi>!.i.     t..    th.     iHrili.uU    lie 

.  tc„ 

..    :■-  mnlic 

IS  of  thr  opinion  that 

I. mod  in  thin  report  can 

III  |>iir'nin;<T  nnti  frt-iKht  rnr  re- 


inhpil  kIu'  r('>|tiirp(l  afUT  allowinir  for 
forcf  or  runninit  fit.  If  pnrtji  will  not 
finmh  to  nirc  piven,  notify  in»|>ertor  who 
will  correct  nhop  and  ofJirc-  copy  to  nizo 
tiniiihfd. 

UunninR  Fil. 
VAI.VK    JAW    I'lNS    -StraiKht    l)oar- 
inc    Mirfncf.       Kinnl    (;rin<l   0.004    in.   to 


»idc  of  hunhintr  to  l>o  if'vcn  by  in»p<>ctor. 
Innidp  of  hunhinK  before  applyini;  to  bo 
Kround  0.004  in.  larger  than  standard 
Kauirt- to  allow  for  closine  when  applying'. 
The  dixtance,  collar  to  collar,  of  1.  i^h- 
iniTH  when  applied  mupt  b<-  to  Ktni.'l.inl 
dimrnnionn  within  limitx  plux  or  nnnu.^ 
0.010  in.     Thix  distance  to  be  obtaine<l  by 


OUTPUT 

OF 

SHOPS 

B 

ALTINIORK  AND  OHIO  RvMLKOAD 

1 

MONTH  OF                                                         1«l 

Schedule  Office 

CLASSIFIED  RCPAIRS 

1.  l:  DKPARTMENT 

-SCHEDLLE  OFFICE 

DAM  Y  HFI  AY  SHFPT                       ..,.     I 

HUMMnor 

IMOIMi 

TOT*i  NutMMa  or 

TOTAl,  DAYS 
IN  SHOP 

AVERAOC  DAYS 
IN  SHOP 

AVtRAOt  OAYt 
PCX  ENGINE 

1 

MAcniNE  SHOP 

F.XMI 

CM*  of 

ilMmiltHOP 

£«•>. 

LMt 

Cmrot 
Ow 

t-1» 

o« 

TM 

UM 

ACMI 

■ta 

AMMl 

tut, 

\Mt 

DM.. 

rnmxoTowM 

rnmmmlt^mm 

-      - 

Roetcniail  Boua 

Br>aB.  Padi  •>! 

Crtahcud 
vjT>Biakiw> 

Br«M.rxbud 
WiMHhMU 

Badx 

Total  engines  deapalthed 
Ptrcent  ol  total  engines  scheduled 
Number  of  engines  rescheduled 
Percent  of  total  engines  on  time  and  early 

nol^txita 

KmiatTmk 
WbMb 

Fl»t> 

Average  number  ol  delays  per  day 

Slnm  Pitia 

RocbniMlBw* 

HEAVY  RUNNING  REPAIRS 

Scra(R«xing 

ffm^tPt 



-     - 

AVERAGE  DAYS 
IN  SHOP 

AVERAGE  DAYS 
PER  ENGINE 

R«i«  rituw 

TadvPvtt 

NUMBER  OF 
MGINCS 

TOT»L  NUMBER  OF 
ENGINES 

IN  SHOP 

Driret  Br>ke 
FuhroiM 

Gnda  ud  Blocki 

SdMtf- 

CwtM 

Eut, 

Ofi 
Tim 

L<l< 

SdMd- 
ult 

KaiMl 

Sdwd- 
ul< 

AtlMl 

E.I1, 

UM 

Motion  Wort 

HoucoWort 

Iroabadt.  Giuto 
>iid  Bhxkl 

EatiM  Track  Pana 

l>mtt  and  TniW 
WluTb  tui  Boin 

"T^' 

.''li<«  UKl  VMtrt 

MH>ad.Sd«Rod> 

Total  engines  despatched 

I'iMonj  ud  Rod! 

TENDER  SHOP 

Number  of  engines  rpscheduled 

Percent  ot  total  engines  on  time  and  early 

\alv»ud  YotM 

TtKhrO.  K 
(crFkial 

Average  number  ot  delays  per  day 

MaiD  ud  S«)t  Rod< 

CatiO.  K 
forPuni 

Class  1  repairs                      

•     2       -                           

'     3       •                           

t.nxioe  Bnkc 

PAINT  SHOP 

C<b 

■'     5       ■ 

- 

BOILER  SHOP 

TR>l<t 

Total 
Heavy  running  repair 
COPV  TO 

s           

Pitrfanor 
FmbaiSk<Tt« 

1 

sir.s-FD 

1 

— 

Fi«.  7.     Monlhlr   Rfport. 

pair  •■(hop.s  and  recommends  its  wider  in- 
stallation  in  locomotive  repair  shops. 
Valve  Motion — All  ClaRReR. 
ALL  CASE  HARDENED  PARTS,  new 
or   repaired,    to   be   tested     with    file   on 


Fit.  8.     Dailr  DrlsT  >nd  Clirck  Shrrt. 


0.0006  in.  smaller  than  companion  bush- 
inK.  Tapers  (rrind  to  dimensions  jriven. 
LINKS  AND  BLOCKS.— After  prind- 
ing,  space  between  link  and  block  0.004 
in.  to  0.006  in. 


i. 


Fig     ?.      C'.Irr 

wearing  .'<urfaci',  and  if  soft  must  he  re- 
casr   hardened. 

ALL  DIMENSIONS  phown  on  form  to 
be  fillefl  in  at  time  of  prelimintary  in- 
spection or  in  case  of  reamed  taper  holes, 
nftiT  ri'iimint'  is  inninN'tr       (live  the  fin- 


I.INK  BRACKET  CASTINGS.  Bl'SII- 
INCS  I'OR  LINK.— If  removed,  the  holes 
in  castinKs  for  same  to  be  measured  for 
alisrnment  and  diameter.  If  not  in  line, 
or  out  of  round,  to  he  reamed  or  remov- 
1(1    iitiil    iTiiurul       Size    for   irrindinp   out- 


prindinpr   faces   of  collars.     Inspector  to 
pive  thickness  for  bushinp  collars. 
Renewals  and  Repairs. 

.lAW  BOLT  PIN  AND  BUSHING  — 
When  play  between  pin  and  bushing  ex- 
ceeds 0.030  in.  renewals  should  be  made. 

BUSHINGS.  —  Outside  surface  for 
pressing  into  levers  to  be  final  (rround 
0.004  in.  to  0.006  in.  larger  than  hole  to 
while  to  be  applied  to  allow  for  force  fit. 

Inside  bearing  sui^ace.  Final  finish 
grind  to  standard  plug  gauge. 

For  link  saddle.  Inside  to  be  final 
ground  for  force  fit  on  pin  of  link  saddle 
or  bridle.  Outside  to  be  final  ground,  af- 
ter applying,  0.006  in.  to  0.008  in.  smaller 
than  companion  bushings  in  link  bracket 
casting.  I  Sec  below  for  bushings  used 
in   link  bracket  casting.) 

TAPER  HOLES.— Test  with  Uper 
gauge.  If  worn  or  not  reamed  properly, 
to  be  rerenmed  to  step  size  as  shown  on 
taper  plug  gauge. 

HOLES  FOR  BUSHING  IN  LEVERS. 
FINISH. —  If  worn,  tapered,  rough  or  out 
of  round,  to  be  rercamed  or  ground  true 
anil  size  rnorded  on  blank. 


July,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


341 


LINKS.  —  Inside  surfaces  for  link 
blocks.  Grind  when  variations  in  any  two 
dimensions  exceed  0.015  in.,  or  when  out 
of  radius  more  than  0.062  in. 

LINK  AND  SADDLE.— To  be  assem- 
bled complete  in  valve  motion  department 
in  assembling  fixture  and  properly  lined 
to  work  freely  in  the  same.  The  dis- 
tance, collar  to  collar,  of  bushings  when 
link  is  assembled  must  be  such  as  to  al- 
low between  0.025  in.  and  0.035  in.  lateral 
motion  in  link  bracket.  This  distance  to 
be  adjusted  by  use  of  liners  or  varying 
thickness  of  bushing  collars. 

Department  to  Make  Repairs — Lift, 
Shaft,  Bracket  and  Supports. 

All  repairs  to  be  made  by  valve  mo- 
tion department.  Pins  and  bushings  to 
be  fitted  as  specified  above.  Bearings 
on  lift  shaft  to  be  trued  up  when  more 
than  0000  in.  out  of  round.     Bearing  in 

l/W^K/f  66AR 

S!DE-    RI6HT.. 


L— Reline. 

G— Grind. 

P— Patch. 

W— Weld. 

R — Ream. 

¥ — Refinish. 

S— Straighten. 

H.  T.— Heat  Treatment. 

O — Not  to  be  removed. 

O.   K. — Correct,   no   work   required. 

D— Dress  to  standard  dimensions. 

R.  S. — Reset  to  standard  dimensions. 


Feed  Water  Heaters  for  Locomo- 
tives. 


The  committee,  of  which  F.  M.  War- 
ing, Engineer  of  Tests,  Pennsylvania  Rd., 
was  chairman  and  of  which  W.  H.  Sample, 
General  Superintendent  MotivePower  and 


.LEFT.^ 


Ot 


Class:  £PD,  EE5D.  £30.  £350.  £4.  £^S.  £3. 


For  Classified  Repairs  On/y 


Fie.  10.     Valve  Gear  Inspeclii 


brackets  for  same  to  be  rebabbitted  when 
0000  in.  larger  than  shaft  bearing. 
Eccentric  Crank. 
FIT  ON  CRANK  PIN.— Valve  motion 
department  to  be  responsible  for  fit  of 
eccentric  crank  and  bolts  and  nuts  for 
the  same  and  must  properly  fit  the  same 
to  crank  pin. 

Valve  Stem  Cross-head. 
FIT,  VALVE  STEM  IN  SAME.— Valve 
motion  gauge  to  be  responsible  for  fit  of 
valve  stem  in  valve  stem  cross-head  and 
also  the  key  for  same,  and  shall  see  that 
these  parts  fit  properly. 
Link  Saddle  and  Link  Hanger  Casting. 
FITTING.— Valve   motion    department 
to  apply   bushing   in   hanger  and  be  re- 
sponsible for  proper  fitting. 
Letters  to  Be  Lfsed  to  Designate  Finish, 
Etc. 
X — Renew. 
B — Rebore. 


Car  Departments,  G.T.R.,  was  a  member, 
reported  as  follows: — The  conditions  now 
appear  to  your  committee  to  be  favorable 
for  a  renewal  of  interest  in  feed  water 
heaters  for  locomotives,  and  while  the 
trials  of  them  have  been  somewhat  re- 
tarded by  the  unusual  conditions  of  the 
past  few  years,  we  appear  to  be  upon 
the  eve  of  an  extensive  application  of 
heaters,  under  more  favorable  conditions 
than  at  any  previous  time,  on  account  of 
the  high  cost  of  fuel  and  the  greater  need 
for  its  conservation.  After  consideration 
of  the  development  and  present  state  of 
feed  water  heaters  for  locomotives,  your 
committee  believes  that  the  early  phases 
of  the  subject  have  been  very  fully  cov- 
ered in  reports  and  individual  papers, 
and  they  will,  therefore,  confine  their  dis- 
cussion to  heaters  of  recent  production, 
either  in  use  or  immediately  available 
for  application. 

The  members  of  the  association  have 


before  them  the  very  valuable  individual 
paper  by  J.  Snowden  Bell,  Associate 
Member.  (See  1917-1918  proceedings.) 
The  author's  conclusion,  stated  in  par. 
95  of  his  paper,  as  "beyond  question,"  is, 
that  a  feed-water  heater  "can  and  will 
be  developed  and  adopted  with  the  most 
substantial  benefit  in  locomotive  opera- 
tion" and  this,  after  giving  the  history 
and  description  of  most  or  all  of  the  ini- 
porCant  devices  of  this  character,  as  ap- 
plied to  locomotives,  during  the  preced- 
ing IIG  years. 

Paragraph  4  of  the  paper  classifies 
feed-water  heaters  as  of  two  different 
types  which  may  be  termed  respectively, 
(a)  surface  or  closed  heaters,  and  (b) 
injection  or  open  heaters.  At  the  same 
time  mentioning  the  fact  that  the  type 
(a),  in  which  the  heat  transfer,  to  the 
feed-water,  is  efl^ected  through  walls  of 
comparatively  thin  metal,  has  been  the 
more  frequently  experimented  with,  and, 
for  several  reasons,  has  heretofore  seem- 
ed to  be  the  more  practical  and  desirable 
of  the  two  types.  Your  committee  wishes 
to  draw  careful  attention  to  this  latter 
statement,  because,  while  this  opinion 
has  no  doubt  been  more  or  less  generally 
held,  the  latest  developments  suggest 
that  the  open  heater,  which  operates  un- 
der practically  atmospheric  pressure,  has 
no  small  tubes  as  heating  surface,  and 
delivers  the  heated  feed  water  and  con- 
densed exhaust  under  suction  to  the  boil- 
er feed  pump,  using  an  oil  separator,  has 
fully  as  good,  if  not  a  better  chance  of 
final  success,  considering  the  conditions 
which  should  obtain  in  an  efficient  heater. 

Your  committee,  for  the  present  at 
least,  is  not  considering  heaters  using 
waste  gases  from  the  flues,  but  only  the 
exhaust  steam  as  the  heating  medium; 
because  these  two  sources  of  heat  are 
independent  of  each  other  and  require 
separate  heaters,  and  where  both  of 
them  ai'e  employed  in  conjunction,  the 
exhaust  steam  must  or  should  be  used 
first,  although  usually  in  tandem  with 
the  other  and  the  exhaust  steam  carries 
much  larger  portion  of  the  waste  heat, 
(approximately  six  times  that  in  the 
waste  gases)  and  this  heat  is  more  read- 
ily available,  and  with  the  open  heater 
especially,  it  is  believed  has  been  much 
more  successfully  employed  than  that  of 
the  waste  gases,  without  interference 
with   the  working  of  the  locomotive. 

Your  committee  began  its  work  by  en- 
deavoring to  accumulate  information  by 
means  of  a  circular  addressed  to  the 
members,  and  replies  were  received  from 
86  railways.  Seven  roads  report  that 
they  now  have,  or  very  recently  have 
had,  feed-water  heaters  in  service  and 
give  full  replies  to  the  circular.  Four 
roads  that  they  they  contemplate  the 
use  of  heaters.  The  remainder  of  the  re- 
plies are  to  the  eflFect  that  76  roads  have^ 
had  no  recent  experience  in  the  use  of 
feed-water  heating  appliances.  A  tabu- 
lation of  the  replies,  which  were  made  in! 
full,  describing  feed-water  heating  sys-; 
tems  in  use  at  present,  or  but  recently 
removed  from  service,  is  given  in  appen- 
dix 1  to  the  report.  Appendix  2  gives, 
data  on  open  and  closed  heaters  tested 
by  the  Pennsylvania  Rd.  Appendix  3 
gives  comments  by  the  Baltimore  &  Ohio 
Rd.  on  its  experience.  Appendix  4  gives 
some  comments  by  Boston  &  Albany  Rd. 
Appendix  5  gives  comments  by  the  Can- 
adian Pacific  Ry. 

It  appears  from  this  survey,  that  at 
the  present,  there  are  in  use  in  this 
country  but  two  general  types  of  feed- 
water  heaters,  the  closed  heater,  having 
a  number  of  small  tubes;  and  the  open 
heater,  in  which  the  exhaust  steam  is 
condensed   by   a  jet  of  cold   feed-water. 


:'.12 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


July.  1920. 


t     for 


111  our  nr- 

at  hont- 

!  lip   tender 

u.-in»r   thf  nir 

thid    piirposo. 

Airt    iimI  intirrly  siic- 

int  iif  the 

;  water  to 

.:ure  of  the 

uaii  I  bi   luindU'd  by 

III!   H,  as  very  .smnll. 

It    '  that  wntor  hnv- 

.     of    incruiitinR 

;    liintink'   impos- 

■    snilr   deposited 

on  till'  tul«s  of  llic  hratiT.     Such  wpter 

would,  no  doubt,  bo  trouble.sonie  if  used 

in  a  closed  type  henter.     The  open  type 

heater,    however,    could    be    expected    to 

handle  such  water  with  no  more  difficulty 

than  when   injectors  are  used. 

The  location  of  the  heater  apparatus 
on  the  locomotive  is  of  considerable  im- 
portance. The  exhaust  steam  should 
have  short  and  direct  passapes  into  the 
heater:  and  heater,  pumps  and  piping 
sh.,Ml.l  1..'  iilji.  Ill  so  as  to  be  easily  drain- 


ed. The  ntlurhmcnt  of  ihe  heater  and 
pumps  to  the  ."idv  of  th<-  boiler  has  been 
found  of  advantairc  in  the  prevention  of 
freezinc-  It  has  been  found  that  the 
superheat  of  the  steam  is  reduced  when 
the  feed  heater  is  used,  and  a  new  basis 
should  be  estiibli-fhed  for  determinintf  the 
necessary  suprrheatinK  surface  for  feed 
heater  locomotives.  It  is  thoUKht,  how- 
ever, that  an  enlargement  of  the  super- 
heater should  be  considered  for  new  con- 
struction only,  the  reduction  in  super- 
heat not  bein>r  sufficient  to  recjuire  a  re- 
vision of  existing  superheaters  when 
feed-water  heaters  are  applied  to  old  lo- 
comotives. It  appears  from  present  in- 
dications, that  feed-water  heating  for  lo- 
comotives, is  about  to  be  given  a  thor- 
ough trial  on  a  few  roads,  and,  with  the 
improved  heaters  now  available,  we  be- 
lieve that  a  .satisfactory  arrangement  of 
heater  can  be  developed  and  that  the 
association  members  should  assist  by  in- 
stalling heaters  on  their  various  roads 
in  order  that  data  may  be  obtained  under 
as  many  different  operating  conditions 
ns   possible. 


Appendix  5.  (nrmdinn  I'.i 
ficials  alBtc  that  they  have  > 
for  the  past  16  years  with  -. .. 
of  waste  gas  and  exhaust  mi.imi  f .  id 
water  heaters.  A  great  deal  of  informa- 
tion has  been  obtained,  although  prac> 
tically  the  majority  of  arrangements 
throughout  the  past  have  proved  unsuit- 
able for  one  reason  or  another.  They  are 
now  designing  a  feed  water  heater  which 
they  propose  to  try  thoroughly  in  com- 
I)ctition  with  other  feed  water  heaters 
on  the  market.  They  feel  there  is  a  con- 
siderable amount  of  experimental  work 
to  be  done  yet,  before  any  satisfactory- 
heater  is  discovered  for  their  own  cli- 
matic conditions,  but  they  feel  that  the 
future  will  bring  forth  a  heater  which 
can  readily  be  applied  to  any  type  of 
locomotive.  In  their  past  experiments 
the  heater  was  placed  crosswise  over  the 
door  of  the  smokebox,  and  in  froi.t  nf 
the  stack.  They  are  ah^o  experinui.t.ru' 
with  an  entirely  new  design,  the  detail? 
of  which  are  not  complete.  This  heater 
will  be  an  integral  part  of  the  locomo- 
tive. 


Repair  Shop  Layouts  Committee's  Report. 


The  committee,  of  which  I.  S.  Down- 
ing, General  Master  Car  Builder,  Cleve- 
land. Cincinnati  &  St.  Louis  Rd.,  was 
chairman,  and  of  which  W.  J.  Robider, 
General     Master    Car    Builder,     C.PJl., 


Montreal,  was  a  member,  reported  as 
follows: — Preliminary  considerations  of 
the  subject  assigned  to  this  committee 
clearly  indicated  that  the  efforts  of  the 
first  year  should   tend   to   establish   cer- 


tain basic  principles  rather  than  to  de- 
velop a  complete  and  concrete  report. 
The  committee  is  submitting  a  tentative 
shop  layout,  embodying  general  features 
in  such  detail  as  is  deemed  immediately 


•  pa^d     A.K  A      KrrichI    C'>r    Krpair    Shop       Tlan   of   buildini>   and   Irarks 


July,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


343 


essential,  together  with  their  general  ob- 
servations on  the  subject.  Criticism  is 
invited,  which  should  tend  toward  the  de- 
velopment of  complete  and  specific 
recommendation  some  time  in  the  future. 
From  the  progress  so  far  to  be  reported, 
and  discussions  it  is  anticipated  will  fol- 
low, it  is  felt  there  will  be  currently 
available  considerable  information  which 
it  is  hoped  the  members  of  the  associa- 
tion will  take  advantage  of  in  considera- 
tion of  their  immediate  needs  and  work 
contemplated.  The  work  of  the  commit- 
tee thus  being  progressively  construc- 
tive. 

It  was  decided  in  the  preliminary  lay- 
out of  a  repair  shop  to  submit  the  gen- 
eral characteristics  of  a  shop  with  an 
ultimate  100  car  a  day  output,  such 
units  providing  for  25  cars  a  day,  and 
recommendations  being  submitted  in 
the  expansion  programme  so  mapped  out 
that  the  layout  would  be  expanded  in 
units  of  20  cars  a  day  until  the  ultimate 
capacity  of  100  was  reached. 

Some  investigations  developed  the  fact 
that  space  should  be  proportioned  from 
the  following  data:    . 

(A)  Steel  Car  Plant. 

(1)  Twenty-five  steel  car  spots  for 
heavy  repairs  will  turn  out  from  each 
spot  one  car  every  six  8-hour  days,  or  4 
cars  a  day. 

(2)  Twenty-five  steel  car  spots  for 
medium  heavy  or  heavy  light  repairs  will 
turn  out  from  each  spot  one  car  every 
three  8-hour  days,  or  8  cars  a  day. 


(3)  P^ifty  steel  tar  spots  for  light  re- 
pairs will  turn  out  one  car  from  each 
spot  every  8-hour  day.  or  50  cars  a  day. 

(B)  Wood  Car  Plant. 

(1)  Twenty-five  wood  car  spots  for 
heavy  repairs  will  turn  out  from  each 
spot  one  car  every  six  8-hour  days,  or  4 
cars  a  day. 

(2)  Twenty-five  wood  car  spots  for 
medium  heavy  or  light  repairs  will  turn 
out  from  each  spot  one  car  every  three 
8-hour  days,  or  8  cars  a  day. 

(3)  Fifty  wood  car  spots  for  light  re- 
pairs will  turn  out  one  car  from  each 
spot  every  8-hour  day,  or  50  cars  a  day. 

While  the  committee  provides,  in  the 
general  plan  of  the  100-car  shop,  space 
for  wood  cars,  and  while  it  is  recognized 
that  for  a  great  many  years  there  will 
be  wood  cars  to  consider,  and  for  a  con- 
siderable time  longer,  steel  cars  with  a 
certain  amount  of  wood  work  to  be  per- 
formed, the  major  part  of  the  commit- 
tee's considerations  are  devoted  to  steel 
cars. 

Consideration  of  the  units  of  measure 
decided  above  is  invited  in  order  to  de- 
velop what  the  actual  conditions  are  over 
the  country  as  a  whole;  and  to  what  ex- 
tent they  vary  for  various  sections  of  the 
country;  and  as  to  just  why  these  varia- 
tions occur,  as  certain  modifications  will 
have  to  be  made  ultimately  of  such  spe- 
cific recommendations  as  are  made  should 
these  limits  of  measure  vary  between 
considerable   limits. 

The  construction  of  buildings,  it  is  be- 


lieved by  the  committee,  when  ultimate- 
ly developed,  should  be  the  joint  work 
of  the  engineering  and  car  shop  commit- 
tee. For  the  present,  it  is  thought  suf- 
ficient to  conform  to  buildings  which  are 
in  plan  practically  square.  Roof  con- 
struction involves  the  geographical  loca- 
tion of  the  buildings  and  their  layout 
relative  to  the  points  of  the  compass. 
Several  materials  are  largely  construc- 
tion matters,  not  essential  to  the  general 
subject  other  than  in  final  consideration 
of  the  cost.  Briefly,  the  development  of 
the  plant  and  facilities  as  to  capacity, 
efficiency  and  economy  of  operation 
should  first  be  completed,  and  construc- 
tion as  reflected  in  first  cost  worked  out 
as    secondary   considerations. 

It  is  believed  that  track  spacings  such 
as  shown  for  larry  and  service  tracks  are 
representative.  Height  of  buildings  will 
be  largely  governed  by  operations  taking 
place  therein  and  the  extent  to  which 
cranes  are  installed.  Where  cranes  are 
used,  a  clearance  from  rail  to  bottom  of 
crane  girder  of  22  ft.  is  suggested.  All 
larry  track  should  be  of  standard  gauge, 
and  plan  between  rails  for  tractor  ser- 
vice. 

Gas  and  electric  cutting  stations  should 
be  considered  in  general,  but  specific  ad- 
vantages should  be  more  clearly  estab- 
lished before  final  recommendations  are 
made. 

The  distribution  of  compressed  air  is 
largely  one  of  local  preference  and  con- 
ditions,   but     the     ultimate    capacity    of 


(, 


II    t  1     r 


Proposfd    A.R.A.    Preieht    Car    Repair   Shop.     Plan  of  buUdinE8  and  tracks. 


.-{44 


<   .\NAI>IA,N    K.MI.WA^    .\M»  .MAKl.Nf,  \\uKl.i> 


July.  1920. 


II. 

report. 
ruKsion. 


nt    H    crntml 
'•nomy  of  ili»- 


ne    thin 

I   a    nmltir   i>m    r.nisiiiiiiitili.  ilis- 
Tho  committee  report  contnin- 


■  •  ■■•■h  Inyout  of  tool"  nn<l  their  nuni- 
iiiore  nn  n  HUKire^tion  than  iih  a 
reiommrndation.  In  this  ron- 
ni.  lion  It  nhoulil  he  rvroitnizeii  that,  up 
to  the  prenent.  the  utecl  car  ri'|>air  w<irK 
in  earrieil  on  hirifely  by  inachinr  to.iln 
primarily  (leniirneil  for  locomotive  w.irk, 
and  that,  no  douht,  (rreat  ei-onumieii  ran 
be  perfected  by  the  dexiKn  of  machine 
tooln  jpecitically  adapteil  to  r.'ir  repair 
work. 


The  location  of  rrnne^  ..i.-i  li..  ,r  m. 
rliillation,  BK   shown   by    ■  ■.■«•■•< 

plann,  arc  recoirnized  «.*  m- 

Mtallation   of   which   need    ..--^    uried 

on  to  the  maximum  point  at  the  time  of 
initial  con.^ttrurtion  of  iihop,  but  should 
be  provided  and  inslalled  an  conditions 
indicate  their  economy. 

Other  illustrationii  relating  to  thin  ar- 
ticle appear  (h-Iow,  and  on  paires  .t4.S  and 


Locomotive  Headlights  and  Classification  Lamps. 


The  committee,  of  which  H.  T.  Bent- 
ley,  Su|>crintendent  Motive  Power  and 
Machinery,  I'hicaifo  &  Northwestern  Rd., 
was  chairman,  and  of  which  \V.  H.  Flynn, 
Superintendent  Motive  Tower.  .Michigan 
Central  Rd.,  was  a  member,  reported  as 


cards  capacity  of  generator,  type  of 
steam  driving  unit,  details  of  connections 
and  wearing  parts  of  both  Kenerator  and 
steam  unit,  sizes  of  lamp,  reflector,  etc. 
The  incandescent  headlight  lamp  has 
now  been  practically  made  standard  on 


inK  able  to  transfer  on  short  notice  the 
equipment  from  one  locomotive  to  any 
other,  it  is  believed  that  such  an  equip- 
ment should  be  of  .'lOO-watt  capacity,  of 
the  turbine  driven  type,  and  capable  of 
developing   .32   volts   and   full   load   at   a 


r 


•o  C.»/>3  eo  CroC 


tttt 


jJi 


40C»»3  eocroC 


■fOOma  eoCrvC 


Pr«pM*d   A.RJl.  Frticht   Car    Krpiir   Shop. 


•hop.   tool   layout    l( 


follows: — Followinit  the  progress  report 
submitted  at  the  I'Jl'J  convention,  and  in 
line  with  the  discussion  at  that  time  on 
the  various  phases  and  ilctiiils  of  electric 
lights  on  locomotives,  your  committee  has 
kept  in  touch  with  the  progress  and  prac- 
tices of  the  various  railways  during  the 
past  year.  There  appears  to  be  a  desir- 
ability for  uniformity  in  practices  as  re- 


the  railways  in  this  country.  With  such 
a  lamp  for  that  particular  use  on  both 
rond  and  switch  locomotives,  together 
with  n  generally  uniform  practice  as  to 
the  size  of  lamps  in  cabs,  markers,  and 
classification  signals,  it  is  practical  to 
indicate  a  somewhat  close  specification 
for  the  generator  and  steam  driving  unit. 
Toking  into  account  the  necessity  of  be- 


);    Zi-cttr   output    prr   A»y . 

Steam  gauge  pressure  of  100  lb.  The 
governor  should  also  regulate  the  speed 
of  turbine  properly,  under  a  range  of 
steam  pressurt-  between  100  lb.  minimum 
and  2.^0  lb.  maximum. 

For  the  generator  and  turbine  there 
are  many  details  that  past  practices  in 
handling  somewhat  similar  equipments 
indicate  uniformity  in  certain  dimensions 


July,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


345 


and  arrangement  on  equipments,  as  fur- 
nished by  the  several  manufacturers,  that 
should  be  maintained.  This  is,  of  course, 
for  the  express  purpose  of  obtaining 
prompt  interchanjreability  in  service,  and 
reduction  in  the  stock  of  renewal  parts 
where  different  makes  of  machines  are 
used  and  locomotives  are  interchanged. 
It  will  be  apparent  that  the  bolt  spacing 
of  the  base  should  be  the  same  on  all 
equipment,  also  that  the  size  of  steam 
pipe  required  should  be  the  same.  In 
this  same  connection,  it  would  be  ad- 
vantageous if  the  location  of  the  steam 
exhaust  and  drain  connections  were  iden- 
tical on  all  makes  of  headlight  turbo- 
generators. As  to  the  renewal  parts,  the 
hall  bearings  can  be  made  similar, 
brushes  can  all  be  the  same  size  and  all 
bolt  and  screw  threads  should  be  stand- 
ard. 

In  locating  the  turbo-generator  on  the 
locomotive  four  details  must  be  consid- 
ered, all  of  approximately  equal  import- 
ance. In  the  first  place,  short  steam 
pipes  are  necessary.  Long  pipes  are  dif- 
ficult to  maintain  and  they  do  increase 
radiation  losses.  The  location  must  be 
one  that  is  accessible  for  inspection,  and 
also  not  interfere  with  the  inspection 
and  care  of  other  parts  of  the  boiler  or 
machinery  that  I'equire  both  inspection 
and  renewal.  It  must  not  in  any  way  in- 
terfere with  the  vision  ahead  of  the  loco- 
motive crew,  and  the  exhaust  steam  can- 
not be  permitted  to  cloud  up  the  front 
cab  windows,  condense  over  the  cab  roof, 
or  in  any  way  become  a  nuisance  to  the 
locomotive  man  or  fireman.  It  is  desir- 
able, therefore,  and  seems  to  be  the  gen- 
eral practice,  to  have  the  generator  set 
placed  near  the  cab.  Many  roads  are 
placing  it  longitudinally  with  the  boiler 
and  on  the  left-hand  side  where  the  wire 
conduit  to  the  headlight  is  placed.     The 


collects  in  and  around  the  unit  from  the  With  either  open  or  metal  conduit  wir- 

whistle  and  safety   valve   discharge  and  ing  in  the  cabs,  all  drops  should  be  made 

leaks    of    steam    therefrom,    particularly  through  suitable  fittings,  so  that  in  ordi- 

when  it  is  placed  on  top  of  the  boiler  just  nary   maintenance  or  the  overcoming  of 

ahead  of  the  cab.  trouble  on  the  road  no  joints  in  the  wires 

There    is    a    rather    strong    preference  will   have  to  be  disconnected. 


Proposed  A.R.A.  Freight  Car  Repair  Shop.     Blacksmith  and   Machines  Shops.  Tool   Layout:   25-car  out- 
put per  day. 


^—  PROPOSED  ~' 

ARA  fREI6HT  CAR  REPAIR  5H0P 

WHKL  5H0P.  TOOL  LA10UT. 


PLATrOf?ri 


generator  end  is  usually  set  toward  the 
cab  to  avoid  the  collecting  of  snow  and 
ice  or  water  inside  the  generator  and 
commutator  protection.  This  position 
has  a  further  advantage  in  being  able 
to  be  reached  by  a  man  standing  on  the 
running  board,  as  well  as  being  away 
from  the  condensation  and  moisture  that 


indicated  for  the  use  of  metal  conduit  in 
wiring  of  cabs.  For  outside  wiring,  that 
is,  to  the  headlight  and  the  lamps,  both 
at  the  front  of  the  locomotive  and  the 
rear  of  the  tender,  this  is  the  general 
practice.  When  used  in  the  cab,  the  con- 
duit placed  on  the  ceiling  and  on  the 
sides   should    not    be    rigidly   connected. 


The  use  of  a  250-watt,  G-30,  32-voIt 
concentrated  filament  lamp  for  head- 
lights of  road  locomotives  and  of  a  1.5- 
watt,  S-17,  S.'j-volt  special  cab  lamp  for 
all  lights  in  cabs,  classification  signals, 
markers,  etc.,  is  practically  standard 
everywhere.  For  switch  locomotive  head- 
lights there  is  still  considerable  and  very 


346 


CANADIAN  RAILWAY  AND  MAKINK  WORLD 


July.  1920. 


„tf,i.,    ,i,tT...i,.    .,f   tiiiin  UK   tn  what 

wnil    nii'ot   both 

•in-  :i(in-ft.  viiiion 

■•<  vnril  rrt'w^ 

.  ,     In  this 

II  AxHiK-in- 

„f 

t  ic!t. 

■  ..    .„.-    ;..•   to 

uwrv  t«'»t.i  nnd  this  in- 

Bi-ri-ptnl.      Thi'    com- 

■  '    Mint    thi'   si-opc   of 

:iu-lu(lo  lumps  of 
ni'd   with    reflcr- 

i:'\-    lu.irni    M..-   and   Construction, 

the  iilcn  licnikT  thut  it  could  thi-n  be  de- 
trmiini-d  ns  to  the  .size  of  lunip.i  needed, 
with  type  anil  size  of  reflector  to  meet 
definite   vision   requirements. 

Since  the  I'.'l'J  convention,  under  in- 
structions, marker  lights  and  other 
lii:ht.«  on  rear  of  tender,  a.s  well  as  classi- 
fication  lights   on   the  engine,  arc  beini; 


lamp  tests  mentioned  nbuvc  are  made 
some  definite  information  will  be  avail- 
oble  for  the   memlHTS. 

Vour  committee  would  recommend  the 
following  for  siibniittini;  to  letter  ballot 
ns  recommended  practice: 

1.  For  electric  headlight  equipment, 
incandescent  lamps  be  used  with  a  .^01)- 
watt  turbo-irenerntor  capable  of  develop- 
ing .'I'J  volts  and  full  loud,  at  a  steam 
gauge  iire.«sure  of  100  lb.,  the  governor 
to  regulate  the  speed  of  turbine  properly 
between  steam  pressure  range  of  100  lb. 
minimum  and  lI.'iO  lb.  maximum  without 
the  necessity  for  change  of  nozzle  or 
governor   parts. 

2.  The  turbo-generator  should  be  locat- 
ed as  near  the  cab  as  practicable,  pref- 
erably set  longitudinally  with  the  boiler, 
on  the  left-hand  side,  with  generator  end 
toward  the  locomotive  cab  and  in  a  posi- 
tion so  as  not  to  obstruct  the  vision  of 
the  fireman.  Where  conditions  will  not 
permit    location     of     turbo-generator    in 


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PrepoMd  A.R.A.  Freicht  Car  Rfpalr  Shop.     Wood  Hill,  Tool  Laront;  2S-car  entpat  per  dar. 


wired  for  electric  lamps.  This  requires 
a  considerable  change  in  the  arrange- 
ments already  in  use  on  most  roads  and 
the  plans  being  followed  vary  consider- 
ably. A  large  number  of  the  members 
have,  as  requested,  furnished  the  com- 
mittee with  blue-prints  showing  what 
they  have  adopted  to  meet  this  require- 
ment. It  is  hoped  that  these  plans  can 
be  reviewed  critically  and  from  them  a 
recommendation  made  for  |)rcpentation 
at  the  convention. 

There  is  a  growing  demand  for  a  head- 
light reflector  that  will  not  require  such 
constant  attention  to  keep  clean  as  it  is 
necessary  to  give  the  usunl  silvered  cop- 
per reflector,  so  that  it  will  function  pro- 
perly. This  is  particularly  the  case  in 
connectiim  with  yard  locomotives  which 
often  are  kept  away  from  the  locomotive- 
house  for  liays  at  a  time.  Several  types 
of  reflectors  are  being  developed  along 
this  line  and  it  is  expected  that  after  the 


this  manner,  it  should  be  placed  on  the 
top  of  boiler,  with  dynamo  end  toward 
side  equipped  with  the  conduit  system 
(preferably   the   left   side). 

:!.  The  use  of  a  2."i0-watt,  G-.30,  .32-volt 
concentrated  filament  lamp  in  headlights 
of  road  engines. 

4.  The  use  of  a  l,'")-watt,  S-17,  33-volt 
special  cab  lamp  in  cabs,  signal  or  loco- 
motive number  lights  and  all  other  out- 
lets, other  than  the  headlight  lamp. 

.').  The  use  of  a  dimmer  in  connection 
with  road  locomotive'.s  headlights,  so 
wired  that  the  locomotive  can  reduce  the 
intensity  of  the  light  as  desired  and  in 
accord   with   the   rules. 

fi.  That  all  wiring  in  cabs  be  in  metal 
conduits  so  applied  that  it  may  be  re- 
moved intact,  a  loose  connection  being 
arranged  between  the  conduit  placed  on 
the  ceiling  and  on  the  sides  of  the  cab. 

7.  All  drops  should  be  made  through 
suitable  fittings  placed  on  the  ceiling  of 


<nb  where  poHsible,  in  back  of  and  not 
din-ctly  over  the  boiler  »o  that  they  are 
readily  accessible. 

Vour  committee  would  alf-  ' ■•■-'  •■:■ 

proval  of  the  plan  to  worl. 
the    manufacturers    of    hen 
generator-    •■•  ■'   "  ■•    *    -.. 
way    Klec  t 
standard  ; 

the  base;  ^.,.-  ..,  .-^•,.ii..  ,miuu-i  ainj  .ii.ni, 
pipes;  location  ol  steam,  exhaust  and 
ilrain  pi|>e  connections;  size  of  ball  bear- 
ing; size  of  commutator  brushes;  bolt 
and  screw  threads. 


Standard    HJorkint;   for  Cradh'^i  of 
Car  Dufiipinn  .Machines. 

The  committee,  of  which  J.  McMullen. 
Superintendent,  Car  Department.  Kri( 
Rd..  was  chairman,  reported  as  f' 
The  committee  appointed  to  make  i 
mendations  covering  standard  hi' 
for  cradles  of  car  dumping  maclunes 
have  made  investigation  and  find  that 
two  machines  have  been  equipped  with 
the  recommended  practice  for  blocking 
for  cradles  of  car  dumping  machines.  As 
the  recommended  practice  was  adopted 
after  the  close  of  navigation,  there  has 
been  very  little  opportunity  to  observe 
the  working  of  the  machines  so  equip- 
ped. It  is  felt,  however,  that  the  cars 
will  be  better  supported,  and  less  damage 
will  result  to  them  if  the  recommended 
blocking  is  applied. 

The  committee  would  like  to  receive 
reports  from  any  of  the  members  who 
may  obser\'e  car  dumping  machines  which 
are  equipped  with  the  recommended 
blocking.  Members  of  the  committee  will 
make  inspection  of  the  blocking  on  car 
dumping  machines  within  their  territory 
prior  to  the  opening  of  the  lake  boat  sea- 
son, also  as  often  as  possible  during  the 
season,  to  observe  the  condition  of  the 
blocking  and  make  report  to  the  com- 
mittee. It  was  also  decided  to  recom- 
mend to  the  committee  on  car  construc- 
tion that  any  type  of  car  that  is  liable  to 
be  used  in  connection  with  dumping  ma- 
chines be  so  constructed  as  to  readily  fit 
to  the  dumpinc  machine,  with  the  recom- 
mended standard  blocking,  without  dam- 
age to  the  car. 


Autogenous  and  Electric  Welding. 

The  committee,of  which  J.T.Wallis.Chief 
Superintendent  of  Motive  Power.  Pennsyl- 
vania Rd.,  was  chairman,  reported  as  fol- 
lows: The  report  of  your  committee  to  the 
last  convention  was  adopted  by  letter  bal- 
lot and  incorporated  in  the  American  Rail- 
road Association  Code  of  Rules  (M.  C.  B.) 
governing  the  condition  of,  and  repairs 
to,  freight  and  passenger  cars  in  the  in- 
terchange of  traffic.  There  were  three 
subjects  referred  back  to  your  commit- 
tee for  further  investigation  and  report, 
viz.:  1  —  Building  up  flat  spots  on  steel 
and  steel  tired  wheels.  2 — Building  up 
of  worn  collars  at  the  journal  ends  of 
axle.  3 — Welding  of  fractures  in  coup- 
lers. The  committee  has  done  consider- 
able work  on  these  subjects  during  the 
past  year,  but  has  not  to  date  concluded 
its  investigation  and  tests.  In  addition 
to  the  subjects  left  over  last  year,  your 
committee  is  making  a  thorough  study 
of  the  relative  merits  of  autogenous,  gas 
and  electric  welding  on  the  various  parts 
of  car  and  locomotive  equipment.  Your 
committee,  therefore,  desires  to  submit 
this  as  a  progress  report,  pending  the 
conclusion  of  the  investigations  and  tests 
which  they  now  have  under  way. 


Julv.  1020. 


347 


Standard  Method  of  Packing  Journal  Boxes. 


The  committee,  of  which  C.  J.  Bode- 
mer,  Assistant  Superintendent  of  Ma- 
chinery, Louisville  &  Nashville  Rd.,  was 
chairman,  reported  as  follows: — Your 
committee  respectfully  submits  the  fol- 
lowing report  covering  a  standard  meth- 
od of  packing,  cleaning  and  assembling 
of  journal  boxes  on  locomotive  tenders 
and  cars,  and  recommends  that  it  be  sub- 
mitted to  letter  ballot  for  adoption  as 
recommended    practice: 

Preparation  of  New  Packing.  —  The 
waste  must  be  loosened,  placed  in  a  sat- 
urating vat  and  kept  completely  sub- 
merged in  car  oil,  at  a  temperature  of 
not  less  than  70  degrees  Fahrenheit,  for 
at  least  48  hours  to  ensure  thorough  sat- 
uration.    It  shall  then  be  drained  for  the 


oil,  then  drained  for  the  purpose  of  re- 
moving the  excess  oil. 

Cleaning  Boxes. — Before  packing  a 
journal  box  the  oil  cellar  shall  be  thor- 
oughly cleaned  of  all  dirt,  sand,  scale  and 
grit,  and  if  water  is  present  it  must  be 
removed.     When  new  journal  boxes  are 


.for  #oh:, 

/ic'^frea  On 


The  surface  of  the  journal  should  be 
smooth  and  thoroughly  clean  befoi'e  bear- 
ing is  applied.  When  applying  a  journal 
bearing,  a  coat  of  lubricating  oil  must 
be  applied  to  the  bearing  surface  of 
same.  Never  wipe  the  bearing  surface 
of  the  journal  bearing  with  waste. 


FiEure  1. 

purpose  of  removing  the  excess  oil,  until 
the  packing  is  in  a  resilient  or  elastic 
condition. 

Prepared  packing  in  storage  should  be 
turned  over  at  least  once  each  24  hours, 
or  the  oil  which  has  accumulated  in  the 
bottom  of  the  container  shall  be  drawn 
off  and  poured  over  the  top  of  the  pre- 
pared packing. 

Preparation  of  Renovated  Packing. — 
All  packing,  when  removed  from  journal 
boxes  for  the  purpose  of  periodical  re- 
packing or  renovating,  should  be  pulled 
into  a  container,  avoiding  contact  with 
the  ground  or  any  other  place  where  it 
may  pick  up  dirt,  and  taken  to  the  waste- 


Cnd  o^  Car 


SeCT'Or^   Cf^  UN£  * 


Fisr.  3.     Waste  Reclaiming  Plant,  usin?  steam  to  heat  water. 


applied,  or  when  reapplying  journal 
boxes,  the  interior  of  the  box,  including 
the  dustguard  well,  shall  be  so  treated, 
and  close-fitting  dust  guards  and  lids 
should  be  applied. 

Cleaning     and     Applying    Bearings. — 
Before    applying    journal    bearings    they 


Application  of  Packing. — (a)  Inner. — 
In  packing  a  journal  box,  twist  somewhat 
tightly  a  rope  of  packing  and  place  it  in 
the  extreme  back  part  of  the  box,  as 
shown  at  A  in  fig.  1.  Make  sure  that  it 
is  well  up  against  the  journal  so  as  to 
properly  lubricate  the  fillet  on  the  jour- 
nal and  keep  out  the  dust. 

(b)  Main. — Apply  sufficient  packing 
(preferably  in  one  piece)  to  fill  the  space 
shown  at  B  in  fig.  1.    Take  care  to  have 


Fig.  2.     Waste  Reclaiming  Plant,  using  stove  to  heat  wate 


reclaiming  plant.  This  packing  must  not 
be  reused  until  renovated. 

In  reclaiming  packing  it  should  be  first 
picked  over  carefully,  and  dirt,  metal, 
etc.,  shaken  out,  the  knotted  strands  of 
waste  pulled  apart,  and  then  placed  in 
hot  oil  in  renovating  tank  for  a  short 
time,  working  it  with  a  fork  for  the  pur- 
pose of  thoroughly  washing  and  loosen- 
ing it.     It  should  then  be  rinsed  in  clean 


shall  be  thoroughly  clean,  have  a  smooth 
bearing  surface,  free  from  irregularities, 
and  shall  have  a  proper  bearing.  Under 
no  circumstances  is  it  permissible  to  use 
sand  paper,  emery  paper  or  emery  cloth 
for  the  purpose  of  removing  irregulari- 
ties from  the  bearing  surface.  A  half- 
round  file  or  scraper  should  be  used.  Care 
must  be  taken  that  the  wedge  has  a  good 
contact  on  the  crown  of  journal  bearing. 


Fisr.  4.     Joamal  Box  PackinK  Tools. 

this  packing  bear  evenly  along  full  length 
of  the  lower  half  of  the  journal.  The 
packing  should  not  be  too  tight,  but 
should  be  tight  enough  to  overcome  any 
tendency  to  settle  away  from  the  jour- 
nal. The  packing  should  extend  to  ap- 
proximately the  center  line  of  the  jour- 
nal but  not  above  at  any  point,  and 
should  be  pressed  down  evenly  at  sides 
that  no  loose  ends  may  work  up  under 
the  journal  bearings. 

(c)  Outer. — Apply  a  third  piece  of 
firmly  twisted  packing  as  shown  at  C  in 
fig.  1,  and  pack  tightly,  in  order  to  pre- 
vent displacement  of  the  main  packing. 
There  should  be  no  loose  ends  hanging 
out  of  the  box  as  they  would  tend  to 
draw  out  the  oil. 


.-(48 


LA.NAUiA.N  KAILU  AV  AND  MARINE  WuKLlJ 


July,  1  ;>■_'(  I. 


ot  !  Miy  <■     "1      si\  mil 

of  •»•!<,   With   thi'   view 

of  t"  the  minimum: 

It  .H  ^  •'     •  •   iN,  nftt-r 

b<>inK  ti.'  ill,  froc 

from  t.i!  •  orruirn- 

ti..'  •  ~       111  iiunr  worilit, 

a  •  lid  reflect  firi<t-i-ln»» 

w..  IS  only   possible  of 

ottjiii  n.i  II  uir.'Uk'ti  the  UKe  of  mai'hine 
tools,  in  ifooil  oimdition,  of  a  ilesi>rn  suit- 
able for  the  nature  of  the  work  and  cap- 
able of  producing  same  with  precision. 
Your  committee  feels  that  an  attitude  of 
indifference    prevails    in    many    quarters 


with  respect  to  the  necessity  of  urovid- 
inu  suitable  henvy-iluly  lathes  for  the 
machining  of  axles,  es|H-ciully  the  larirer 
siiies,  and.  us  a  result,  many  obsolete  and 
worn-out  axle  lathes,  that  have  outlived 
their  usefulness,  are  bein(f  continued  in 
service,  whereas  a  close  examination 
woulil  <lisclose  defects  in  the  machininfT 
of  the  axles  that  would  nrovc  such  lathes 
incapable  of  meetinfr  the  requircment«, 
and  warrant  their  retirement  from  ser- 
vice. 

It  is  suKirested  that  the  attention  of 
all  concerned  be  directed  to  the  necessity 
of  fully  protecting  journals  aKalnst  rust 
and  corrosion  during  storage  and  that 
due  care  should  be  exercised  in  the  hand- 
linjr  anil  shipment  of  mounted  wheels,  to 


Kuard  atcainst  thi-  damage  which  jour- 
nals are  subjt-cted  to  through  cominu  in 
contact  with  flan(;es  of  wheels  as  a  re- 
sult of  impropi-r  loadinc  or  careless 
handlinK  around  shop  yards. 

It  is  also  hiirhly  desirable  that  riifid 
instructions  be  issued  to  effect  a  more 
careful  practice  in  the  handling  of  jour- 
nal bearinjrs.  especially  for  shipment,  to 
prevent  the  indiscriminate  tossing  of 
journal  bearinK"  aifainst  c-ach  other,  thus 
nickinic  and  needlessly  damaf^inf;  the 
..imooth  bearing  surface  of  the  babbitt 
metal    lining. 

Drawings  .thowini;  two  representative 
waste-recIaiminK  plants  and  a  represen- 
tative set  of  journal  box  packing  tools 
are  shown  in  figs.  2,  ^  and  4. 


Car  Wheels  Committee's  Report. 


The  committee,  of  which  \V.  E.  A. 
Henry,  General  Superintendent  Motive 
Power,  Southwest  Region,  Pennsylvania 
System,  was  chairman,  and  of  which  W. 
H.  VVinterrowd.  Chief  Mechanical  Engi- 
neer, Canadian  Pacific  Ry.,  was  a  mem- 
ber, reported  as  follows: — The  report  of 
your  committee  submitted  to  the  1919 
Convention  referred  to  cast-iron  wheels 
of  the  so-called  arch  plate  design  of  700 
and  S.'JO  lb.  weight  respectively,  adopted 
in  1917.  We  now  wish  to  recommend, 
for  adoption  as  recommended  practice, 
wheels  of  the  same  several  design,  and 
of  6.50  and  7.iO  lb.  nominal  weight  re- 
spectively, to  take  the  place  of  the  pres- 
ent 625  and  72.5  lb.  wheels.  These  de- 
signs are  in  accordance  with  recommen- 
dations of  the  -Association  of  Manufac- 
turers of  Chilled  Car  Wheels  and  we  are 
recommending  them  for  adoption  on  ac- 
count of  the  universally  favorable  re- 
ports on  the  performance  of  the  700  lb. 
arch  plate  wheel  in  comparison  with  the 
650  lb.  wheel  of  the  former  design.  Figs. 
1  and  2  show  proposed  designs  for  the 
6.50  and  7.50  lb.  wheels.  If  adopted,  these 
wheels  would  be  marked  "A.  R.  A.  1920," 
and  specifications  changed  accordingly. 
There  has  again  been  referred  to  your 
committee  for  recommendation  the  pro- 
position of  increasing  the  thickness  of 
flanges  of  cast-iron  wheels,  and  a  copy 
of  a  letter  from  the  American  Railway 
Engineering  Association,  giving  its 
views  on  this  subject,  is  appended.  No 
information  has  been  received  that  causes 
your  committee  to  change  its  opinion  as 
expressed  in  the  report  submitted  to  the 
1916  convention,  and,  after  full  consid- 
eration, it  is  still  the  opinion  that  noth- 
ing will  be  gained  in  the  interests  of 
safety  or  economy  by  adding  material  to 
any  portion  of  the  flange  of  cast-iron  car 
wheels  in  such  location  as  will  affect 
track  clearances,  and,  furthermore,  that 
such  change  is  unwarranted  and  inad- 
visable. 

It  has  been  recommended  that  the 
present  method  of  stenciling  tape  size  of 
cast-iron  wheels  be  discontinued  and  in- 
stea<l  a  permanent  record  of  this  infor- 
mation be  provided  as  follows:  Five 
small  lugs  %  in.  in  diameter  by  •'Si  in. 
high,  to  be  cast  on  inner  plate  near  hub 
as  shown  on  sketch,  fig.  :i.  As  each 
wheel  is  taped  the  necessary  number  of 
lugs  to  be  broken  or  cut  off,  those  re- 
maining to  indicate  the  tape  size.  For 
example,  for  a  normal  wheel  tape  sire 
:t,  two  lugs  to  be  broken  or  cut  off,  the 
three  remaining  indicating  a  tape  .'t 
wheel.  This  practice  is  now  being  fol- 
lowed by  some  roads  and  the  informa- 
tion is  found  to  be  of  value  when  grind- 
ing    second-hand     wheels.      This    recom- 


mendation is  concurred  in  by  your  com- 
mittee. 


FIc.  1.     Rrcammrnded  practice  for  33  In.  cut-iron 

whwla,  for  curs  of   marimum   urons   wcinht  not   to 

exceed   95.000   lb. 


Fi«.  J.     R»commen<)fd  practice  for  .1.1  In.  ca«t-iron 

whMla,   for   car.   of    maiimum   grow    «rlilit    not   <o 

eirrrd    KI.OOO    lb. 

Attention  has  been  called  to  the  fact 
that  when  the  gauging  points  of  maxi- 
mum    and     minimum     flange     thickness 


gauge  for  cast-iron  wheels  (M.  C.  B. 
sheet  16)  wear,  it  is  necessary  to  con- 
demn the  gauge;  whereas,  if  the  sides  of 
the  opening  above  the  gauging  points 
were  made  parallel  and  perpendicular  it 
would  be  possible  to  regrind  the  gauges 
and  bring  them  back  to  standard;  and  it 
is  recommended  that  these  gauges  be 
changed  accordingly,  as  shown  in  fig.  4. 
In  1912  the  contour  of  the  hack  of 
flange  of  steel  and  steel-tired  wheels  was 
changed  so  as  to  be  identical  with  the 
flange  contour  of  cast-iron  wheels  be- 
tween the  base  line  and  top  of  flange, 
the  total  width  of  rim  being  increased 
from  5^  to  5  19/.'?2  in.,  which  is  the 
same  as  the  corresponding  portion  of 
the  cast-iron  wheel.  The  process  of 
manufacture  of  wrought-steel  wheels  is 
such  that  the  present  contour  is  very  dif- 
ficult to  produce,  and  as  far  as  your 
committee  is  able  to  learn,  it  is  not  be- 
ing furnished  by  any  of  the  manufactur- 
ers, but  instead  all  wrought-steel  and 
steel-tired  wheels  are  being  manufactur- 
ed with  flange  in  accordance  with  design 
adopted  in  1909.  Under  the  circum- 
stances, it  is  felt  that  the  present  con- 
tour should  be  withdrawn  from  the  stan- 
dards and  the  1909  contour  adopted.  In 
this  connection,  we  wish  to  state  that  the 
design  of  the  wheel  check  and  mounting 
gauge  is  such  that  no  errors  will  be  in- 
troduced on  account  of  this  change  in 
the  back  of  the  flange. 

Complaint  has  been  made  of  errors  in 
billing  for  service  metal  in  steel  and 
steel-tired  wheels  and  the  matter  has 
been  referred  to  your  committee  by  the 
arbitration  committee,  with  the  recom- 
mendation that  we  outline  a  method  of 
measuring  service  metal  and  a  simpler 
gauge  than  the  present  one.  The  amount 
of  service  metal  in  a  wheel  is  dependent 
not  only  upon  the  thickness  of  the  tread, 
but  upon  the  thickness  and  contour  of 
flange  as  well,  and  only  the  metal  re- 
maining after  restoring  standard  con- 
tour can  be  considered  as  service  metal. 
Gauge  for  measuring  steel  wheels  to  re- 
store contour  (M.  C.  B.  sheet  C-1)  is 
simple  in  operation  and  gives  accurate 
readings,  and  we  do  not  feel  that  it  will 
tie  possible  to  design  a  simpler  gauge 
that  will  take  into  account  all  the  dimen- 
sions necessary  to  determine  the  ser\'ice 
metal  remaining  in  wheels.  The  errors 
in  billing  complained  of  are  very  evi- 
dently due  to  lack  of  care  in  taking  meas- 
urements and  it  is  also  apparent  that  the 
irauge  above  referred  to  is  not  being  gen- 
erally used. 

In  order  to  correct  the  conditions  com- 
plained of,  we  would  recommend  that  the 
second  paragraph,  rule  98,  1919  Rules 
of    Interchange,    be    modified    as    follows. 


July,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


349 


the  modification  being  shown  in  bold  face 
type. 

"The  price  for  new  wrouKht-steel 
wheels  shall  be  based  on  the  scrap  value 
of  $8  for  metal  inside  the  condemning; 
limit  (which  is  '4  in.  above  the  limit 
groove)  plus  $1.75  for  each  1/16  in.  of 
service  metal  (on  radius  of  tread)  in 
connection  with  standard  full  flange  con- 
tour, as  determined  by  gauge  for  meas- 
uring steel  wheels  to  restore  contour, 
M.  C.  B.  sheet  C-1,  also  base  of  limit 
groove  must  not  be  less  than  29 Vi  in.  in 
diameter;  in  no  case  shall  a  charge  or 
credit  for  service  metal  be  made  in  ex- 
cess of   I'i    in." 

It  is  also  recommended  that  the  pres- 
ent recommended  practice  gauge  for 
measuring  steel  wheels  to  restore  con- 
tour, as  shown  on  M.  C.  B.  sheet  C-1,  be 
advanced  from  recommended  to  stand- 
ard practice. 

The  minimum  diameter  of  base  of  limit 
of  wear  of  grooves  of  wrought-steel 
wheels  should  be  added  to  sheets  as  fol- 
lows, and  arrangements  have  been  made 
accordingly: 

M.  C.  B.  sheet  25   Not  less  than   29>,.i    in. 

M.  C.  B.  sheet  25A  Not  less  than  321^  in. 

M.  C.  B.  sheet  25B  Not  less  than   3414  in. 

Recommendation  has  been  made  by 
one  of  the  companies  manufacturing  steel 
wheels  that  our  specifications  require 
wheels  to  be  machined  exact  to  diame- 
ter. Your  committee  can  see  no  justifi- 
cation for  this  added  expense,  together 
with  the  loss  of  service  metal,  which  is, 
from  the  standpoint  of  wear,  the  most 
useful  in  the  wheel.  The  recommenda- 
tion, therefore,  is  not  concurred   in. 

Recommendation  has  been  made  by 
certain  of  the  manufacturers  of  wrought- 
steel  wheels  that  the  38  in.  wheel  be 
dropped  from  our  standards.  Replies  to 
circular  of  enquiry  indicate  that  the  num- 
ber of  such  wheels  used  is  small  and  that 
their  use  is  being  discontinued  as  a  gen- 
eral practice.  It  is,  however,  necessary 
to  use  wheels  of  this  diameter  in  certain 
cases  under  motor  cars  in  order  to  afford 
proper  clearance  between  motor  housing 
and  track.  While  the  use  of  the  38  in. 
wheel  should  be  discouraged  in  the  in- 
terest of  keeping  down  the  number  of 
sizes  that  have  to  be  carried  in  stock,  we 
feel  that,  as  it  is  a  recognized  standard 
of  the  association,  it  should  be  allowed 
to  remain  among  our  standards  as  long 
as  there  is  need  for  wheels  of  this  diame- 
er. 

It  appears  to  be  desirable  to  revise 
and  amplify  the  recommended  practice  of 
this  association  for  mounting  wheels  and 
the  following  is  submitted  with  recom- 
mendation that  it  be  adopted  in  place  of 
the  present  recommended  practice  for 
mounting   wheels: 

1.  Standard  table  of  mounting  pres- 
sure: 

Moantine   Pressure   in   tons. 


Wheel  seat 
diameter. 

Cast  iron  wheels. 

Steel  Wheels. 

< 

Mini- 
mum 

Maxi- 
mum 

Mini- 

Maxi- 

A 

B 
C 
D 
E 

6%     in. 
6%     in 
6%    in. 

1%    iS! 

30 
36 
40 
45 
60 

46 
60 
60 
65 
70 

45 
BO 
60 
66 
70 

60 
70 
80 
86 
95 

2.  Wheels  having  flanges  worn  so  as 
to  take  limit  gauges  for  remounting  cast- 
iron  wheels  shown  on  M.  C.  B.  Sheet  16- 
A  shall  not  be  remounted. 

3.  The  thickness  of  flanges  of  wheels 
fitted  on  the  same  axle  should  be  equal 
and  should  never  vary  more  than  1/16 
in. 

4.  In  mounting  of  wheels,  new  or  sec- 
ond-hand, the  standard  wheel  mounting 


and  check  gauge  should  be  used  in  the 
following  manner: 

After  one  wheel  is  pressed  into  posi- 
tion, place  the  stop  A  or  B  of  the  check 
gauge  against  the  inside  of  the  flange 
of  the  wheel,  with  the  thinner  flange 
with  the  corresponding  tread  stop  C  or 
D  against  the  tread  of  the  wheel.  Press 
the  other  wheel  on  the  axle,  until  oppo- 
site tread  stop  comes  in  contact  with  the 
tread  of  the  corresponding  gauge  point 
E  or  F,  in  contact  with  the  outside  of 
the  thicker  flange. 


Fig.  3.  Wheels  will  be  made  with  five  small  luKS 
cast  on  the  hub.  When  taping  the  wheel  a  suffi- 
cient number  of  these  luKS  are  to  be  cut  off. 
allowing:  the  proper  number  to  remain  to  repre- 
sent the  tape  size.  I'nder  no  circumstances  are 
any  of  these  lugs  to  be  cut  olT  after  the  wheel  is 
received  from  the  foundry.  These  instructions 
are  for  new  wheels  coming  from  the  foundry. 


Afaximum  ^onye  7hichrt*3i  Goyo  ror  Coat 
Iron  Whceto  ond  ftojumvmflongeThichness, 
fleigh  T  and  Throat  Badtus  Oo^»  ror  Ooti^ 
■^t^el  and -^tcel    Ti red  WtjeclS- 


mo 


fltmmum  ^innya  Thtchnc^i  Caac  f^or  Coat 
/rontV/t€c.'-3  ondMtr»mt/m  rtortyv  Ttltchnosi. 
ffciyht  ana  Thrcrt-ffaaiuz  <ioye  Aor^o//d 
^tect  and  Jtcel  Tirrd  Whcols, 
Figure  4. 

5.  The  wheel  seats  on  all  axles  must 
be  turned  to  uniform  diameter  through- 
out the  entire  length  of  each  wheel  seat 
and  must  be  smooth  and  free  from 
ridges,  so  as  to  provide  even  bearing  for 
the  wheel  fit  throughout.  The  mounting 
of  wheels  on  axles  having  the  wheel  fit 
tapered  is  not  permissible.  The  wheels 
must  also  have  a  straight  bore,  with  the 
exception  of  the  chamfering,  for  not  more 
than  %  in.  at  the  back  hub  face  which 
may  be  allowed  to  facilitate  application 
to  axles. 

6.  Wheels  should  be  mounted  centrally 
on  the  axle.  All  axles  should  be  center 
punched  and  some  form  of  gauge  be  used 
to   measure   the   location     of    the   wheel 


from  this  center  punch  mark.  The  cen- 
tral mounting  of  wheels  is  necessary,  in 
order  to  secure  proper  running  of  the 
wheels  and  to  prevent  hot  boxes. 

7.  Wheels  should  ordinarily  be  fitted 
to  (word  "used"  eliminated)  axles  and 
not  axles  fitted  to  the  wheels.  It  is  usu- 
ally unnecessary  to  turn  the  wheel  seat 
of  second-hand  axles  unless  they  are 
found  a  tapered  fit. 

8.  In  mounting,  either  new  or  second- 
hand wheels,  care  should  be  used  to  see 
that  the  wheels  are  of  the  same  diameter. 
In  the  case  of  new  wheels,  the  wheels 
should  be  taped,  to  check  the  tape  size 
marking,  and,  in  no  case,  should  wheels 
of  different  tape  sizes  be  applied  to  the 
same  axle. 

9.  The  alignment  of  axle  lathe,  the 
trueness  of  the  centers  and  the  jaws  on 
boring  mills  should  be  checked  frequent- 
ly in  order  to  ensure  proper  mounting  of 
the  wheels. 

10.  While  the  wheels  are  being  bored 
the  high  spots  on  the  flange  should  be 
marked,  and,  in  mating,  the  high  spots 
should  be  put  opposite  low  spots  on  the 
mate  wheels. 

The  following  is  the  letter  from  the 
American  Railway  Engineering  Associa- 
tion referred  to  in  the  report: — Contour 
of  chilled  car-wheels  and  throat  clear- 
ance for  frogs,  guard  rails  and  crossings. 
Referring  to  your  letter  of  April  20, 
1917,  referring  back  to  this  association 
the  question  of  widening  of  the  flange 
of  the  wheels  as  suggested  by  the  wheel 
manufacturers'  committee.  This  topic 
has  been  under  consideration  by  the  Am- 
erican Railway  Engineering  Association 
Track  Committee,  and  the  following  re- 
port is  made  thereon  by  this  committee, 
and  is  transmitted  to  you  for  your  in- 
formation: "'The  track  committee  is 
willing  to  agree  that  the  flanges  can  be 
increased,  as  recommended  by  the  chilled 
car  wheel  people,  without  any  serious 
detriment  from  a  track  standpoint,  pro- 
vided: 

"'1.  That  the,  wheels  are  in  all  cases 
accurately  mounted  to  3/16  in.  additional 
spread  gauge. 

"  '2.  That  the  allowable  flange  wear 
before  wheels  are  removed  be  changed 
so  that  wheels  will  be  removed  when  the 
flange  is  worn  to  within  3/16  in.  of  the 
present  limit  of  removal. 

"  '3.  That  more  care  be  used  in  match- 
ing wheels  on  any  given  axle,  on  account 
of  the  reduction  in  play  and  the  corres- 
ponding reduction  in  compensation  from 
coning. 

"  '4.  That  this  flange  width  be  confin- 
ed to  flanges  of  four-wheel  freight  car 
trucks. 

"  '5.  That  this  conclusion  on  the  part 
of  the  track  committee  be  not  construed 
as  an  invitation  to  increase  the  axle  load. 

"  'With  the  above  provisions,  it  is  be- 
lieved that  it  will  be  unnecessary  to 
make  any  difference  in  the  width  of 
flangeway  of  frogs  and  crossings,  or 
change  the  present  method  of  track  con- 
struction.' " 


Locomotive  Repair  Costs. — C.  A.  Gau- 
vreau,  M.P.  for  Temiscouata,  Que.,  asked 
in  the  House  of  Commons  recently,  "Is 
the  government,  or  the  Minister  of  Rail- 
ways, aware  that  the  amount  for  repair- 
ing a  locomotive  at  the  Canadian  Na- 
tional Rys.  shops  at  St.  Malo,  Quebec,  is 
five  times  higher  than  it  was  at  the 
Riviere-du-Loup  shops,  before  the  ma- 
chines of  the  latter  were  transferred  to 
St.  Malo?"  The  Minister  of  Railways 
replied:  "Neither  the  Government  or  the 
Minister  of  Railways  has  any  such  in- 
formation." 


:{50 


.luly.  1920. 


Desijjn  and  Maintenance  of  Locomotive  lioilers. 


tlcc,  of  which  ('.  K.  Fuller, 
"t    Molivp    I'nwor    nn<l    Ma- 

■■      •■       l;  ■  ■  '-air- 


I  tint 
itrn 

.  be 
nod 


.lar, 
the 

iiinRs  and   MountinKS. 

akinv;  replies,  27  use 

ii    v.aui   ;...i.-s,  11  the  reflex,  and  4 

Mi..!t    usini:    both.      Four    roads    report 

i!;i-. ;!  i:    made    comparative    tests    of    the 

;  :ir  and   reflex   classes  with   the  fol- 

-:    results:   One  states   that   the  re- 

:!■  ■     A  .iter  ^lass,   after   test,   was   found 

'  •  Iter  than  tubular;  another,  that  the 

.  ii-  with  a  protector  was  found  more 
:i'  ~ i'.ictory ;  another,  that  the  tubular 
lias  less  visibility  but  lower  maintenance 
iDst,  and  another  that  after  trial  the  re- 
flex irlass  was  regarded  as  unsatisfacT 
try.  The.«e  tests  in  a  general  way  ap- 
pear to  favor  the  tubular  frlass,  althouffh 
It  is  conceded  that  both  types  of  glass 
have  their  adherents,  and  it  is  likely  that 
.■>ca\  conditions  have  a  great  deal  to  do 
with  this  question.  The  committee  thinks 
that  no  valid  objection  can  be  taken  to 
lither  type  of  glass,  where  properly  in- 
stalled and  maintained. 

Regrinding  of  reflex  glasses  was  re- 
ported as  successful  by  4  roads,  with 
fair  results  by  2,  and  without  success  by 
The  cost  of  regrinding  was  reported 
as  var>-ing  from  T'^c.  to  45c.  a  glass. 
The  principal  thought  to  be  extracted 
from  the  replies  is  that  regrinding  re- 
tlex  glass  is  of  questionable  value. 

Specifications  for  use*  in  the  purchase 
of  gauge  glasses  were  reported  as  not 
used  by  30  roads  and  in  use  by  6;  4  of 
which  use  specification  prepared  by  the 
New  York  Central  Rd.  The  Pennsylvania 
Rd.  also  has  a  specification  which  has 
been  adopted  by  the  Union  Pacific.  A 
test  of  the  various  buUseye  tubular  and 
reflex  glass  by  the  digester  and  dipping 
method?  will  readily  convince  the  observ- 
er of  the  necessity  for  such  a  specifica- 
tion, and  the  committee  recommends  that 
the  committee  on  specifications  for  ma- 
terials be  requested  to  prepare  a  speci- 
fication for  gauge  and  water  glasses  for 
this   association. 

No  trouble  was  reported  from  pack- 
ing washers  expanding,  and  clogging  the 
passages.  The  precautions  taken  include 
care  in  packing,  the  use  of  a  proper  de- 
sign of  connections  and  repacking  at  reg- 
ular intervals,  if  neces.sary. 

Results  of  experience  with  water  col- 
umns were  reported  as  follows:  One  road 
regards  the  water  column  as  superior  to 
all  other  arrangements;  11  state  that  it 
furnishes  true  readings  fi  state  that  it  is 
.satisfactory;  't  regard  it  with  disfavor, 
while  tt  state  that  it  is  not  satisfactory: 
one  member  stating  that  he  believes  it 
does  not  give  true  readings,  and  another 
states  that  there  is  a  siphon  action  when 
gauge  cocks  are  open,  which  causes  the 
readings  to  vary  as  much  as  H  or  6  in. 
from  the  true  water  level  in  the  boiler. 
In  commenting  on  the  latter  statement, 
it  is  the  belief  of  the  committee  that 
some  other  unusual  and  undesirable  con- 
dition existed,  such  as  insuflicient  open- 
ing or  proximity  to  a  water  tubp. 


With  the  usual  typon  of  modem  wide 
flrehox  hniler*.  having  sloping  l>ack  head, 

and   ; "      •  mvided   with  arch  tubes 

adnii'  volumes   of   steam    into 

the   I  pace,   it    is   the  holinf  of 

your  1  ■■'i,ii;itnc  that,  in  ord<  :  '  '■  - 
more  accunite  readings,  the 
of  gauge  cock  and  water  gl.. 
desen-es  careful  considerotiun.  nnn  y\>r 
committee  believes  that  it  should  at  this 
time  present  as  recommended  practice  of 
the  association  the  arrangement  of  water 
glass  an<l  gauge  cock  as  developed  and 
approved  by  the  committee  on  standards, 
at  Washington,  as  illustrated  by  its 
drawings  X-100,  which  is  reproduced  in 
this  report. 

Beading  Tools  for  Boiler  Tubes  or 
Flues. — From  a  comparison  of  the  draw- 
ings of  beading  tools  submitted,  it  ap- 
pears that  the  essential  detail  of  the 
tool  is  the  throat  or  surface  from  which 
the  bead  is  formed.     In  some  cases  the 


The  report*  indicate  a  wide  variati 
practice  without  nnv  apparent  ne< . 

for  '     -•,... 

npi" 


•  •11  iii\T  y,:ir  iM  i::i-  ;i    -■•■  lat icr.  av  ri'^M'.- 
mended  practice. 

Proper   Location  of   Ulow-Off  f'ork^  in 
Locomotive  Boilers,  and   Fte.i 
for. — The    number    of    blow 
use   per   locomotive   varies 
four.     Some   report  blow-off  r^.i-,.-.   i  .  at- 
cd  on  the  iK'lly  of  the  cylindrical  part  of 
the  boiler,  but  most  of  them  arc  located 
on    the   water    legs    about     the   fire'. fix. 
Some  have  one  cock  on  each  side  of  lire- 
box  with  one  on  the  throat  sheet  at  the 
center.      Some    have    only     two    hlow-oflf 
cocks,  one  on  each  side  of  firebox,  some- 
times located  near  the  center  of  the  side, 

//O^  Copper  f<pe 

Less  Tbon^'lO 

Nof  less  Than  ij  'lO 
These  Connections  *  Crttr 
Befureen  These  Umlts. 
Preferably  Inside  of  Cao 


'en  I 


Arransrn 


of    oalrr    sla 


nd    irauirf   cock,   dc\  eloped    hj 


tool  is  shown  straight  in  the  circumfer- 
ential direction  of  the  flue.  The  curve  in 
the  radial  plane  of  the  tube  determines 
the  radius  of  curvature  and  the  size  of 
the  bead.  In  most  cases  a  slightly  larger 
radius  for  beading  tools  is  used  on  sup- 
erheater flues  than  on  ordinary  boiler 
tubes.  In  some  cases  the  same  tool  is 
used  for  both  classes  of  tubes.  Some  use 
a  slightly  different  tool  for  maintenance 
of  tubes  than  that  used  in  resetting  iicw 
work,  thus  making  at  least  four  different 
beading   tools. 

For  beading  the  regular  boiler  tubes, 
the  radius  of  curvature  reported  for 
beads  varies  from  'i  to  11/64  in.  The 
ra<lius  of  curvature  of  the  throat  of  the 
tool  in  the  other  direction  is  usually 
made  the  same  for  boiler  tubes  and  sup- 
erheater flues,  and  varies  from  S  to  2 
in.,  although,  as  stated  above,  some  were 
made  straight.  The  committee  thinks 
that  there  is  no  essential  reason  for  all 
of  this  variation,  except  the  variation  in 
the  size  of  the  bead,  which  is  a  function 
of  the  thickness  of  the  flue.  Reports  in- 
dicate that  practically  all  beading  tools 
are  maintained  to  size  by  regular  period- 
ical checking  with  standard  gauges. 

In  regard  to  the  method  of  expanding 
flues,  there  is  considerable  variation  in 
the  details  of  operations.  Most  roads 
use  both  the  flue  roller  and  the  prosser 
expander,  and  follow  closely  in  details 
of  tools  and  in  practice  the  recommenda- 
tions of  the  locomotive  Superheater  Co. 


Be/ond  Any  Obstruction 
■Minimum-  Witti  /^fio  Area  Openings  ^  to 
dottom  Ccnnecticns  Vot  iess  ntgn  /jQX 


\rr  on    »l*ndardi>.    Wuhinrton.   D.C. 

and  possibly  more  frequently  near  the 
front  comers.  Two  roads  reported  the 
use  of  a  single  blow-off,  located  on  one 
side  at  the  back  corner  of  firebox,  and 
connected  to  a  perforated  pipe  lying 
along  the  mud  ring  in  the  back  water  leg 
under  the  fire  door.  Quite  a  number  re- 
port the  use  of  one  blow-off  cock  located 
over  the  mud  ring  at  the  center  of  the 
throat  sheet.  The  number  and  location 
of  blow-off  cocks  is  determined  to  a  con- 
siderable extent  by  the  kind  and  quality 
of  water  used  for  boiler  feed.  Very  few 
failures,  or  troubles,  with  any  of  the 
blow-off  valves  in  use  were  reported. 
Some  failures  occasionally  occur  from 
pieces  of  staybolts  lodging  in  the  valve. 
Trouble  from  leaking  has  been  ascribed 
to  lack  of  care  in  maintenance. 

To  reduce  the  danger  of  obstruction 
from  scale  and  sludge,  a  great  many 
blow-off  valves  are  provided  with  some 
form  of  strainer.  One  road  places  the 
valve  about  12  in.  above  the  mud  ring, 
with  the  idea  of  leaving  the  scale  in  the 
water  leg  below  the  valve  when  blowing 
off. 

The  practice  of  blowing  off  on  the  road 
is  employed  only  by  roads  where  water 
conditions  make  such  practice  necessao'- 
Of  42  roads  reporting,  22  do  not  open 
the  blow-off  cock  on  the  road,  and  8  only 
occasionally,  or  in  emergency.  The  re- 
commended essentials  in  construction  to 
permit  blowing  off  and  closing  on  the 
road  are:  a  valve  rigging  designed  to  be 


July,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


351 


operatt'd  from  the  cab,  or  from  a  =afe 
position  on  the  runninp:  board,  the  valve 
should  be  located  so  as  to  be  in  view  of 
the  operator  when  blowing  otf,  the  valve 
should  be  designed  so  that  the  boiler 
pressure  will  assist  in  closing  and  hold 
it  to  its  seat.  An  auxiliary  valve  should 
be  provided  that  can  be  closed  in  case 
the  main  valve  fails.  There  should  be  a 
strainer  to  prevent  scale  and  other  ob- 
structions from  lodging  in  the  valve.  The 
valve  should  open  full,  have  straight  full 
passage,  and  be  rigid  in  construction  and 
])ositive  in  action. 

Combustion  Chambers. — The  number 
of  engines  reported  with  combustion 
chambers  was  2,152,  with  chambers  vary- 
ing in  length  from  5  to  88  in.  Of  these 
about  300  are  reported  with  back  flue 
sheet  welded  in  place  while  the  others 
are  riveted.  Out  of  23  roads  reporting 
combustion  chambers,  18  use  a  trans- 
verse weld  across  the  crown  sheet  at  the 
rear,  but  6  of  these  express  a  preference 
for  continuous  crown  sheets,  and  the  in- 
tention to  apply  continuous  crowns  on 
renewals. 

One  road  with  about  200  combustion 
chambers,  is  of  the  opinion  tnat  the  cost 
of  their  maintenance  overbalances  any 
fuel  economy  obtained  from  their  use. 
One  road  states  that  the  combustion 
chamber  permits  of  construction  of  long- 
er boilers  than  otherwise  would  be  prac- 
tical. Another,  without  definite  tests, 
can  see  no  advantage  in  the  combustion 
chamber  over  those  of  other  designs. 
Three  believe  that  flue  troubles  are  re- 
duced from  the  application  of  combus- 
tion chambers,  and  H  believe  that  fuel 
economy  is  obtained  from  their  use. 

Troubles  reported  from  combustion 
chambers  include:  the  collection  of  cind- 
ers in  the  chamber  resulting  in  the  warp- 
ing of  sheets.  Six  have  reported  trouble 
from  cracks  in  the  throat  sheets,  one  re- 
ports trouble  from  broken  stays  on  long 
combustion  chambers,  which  was  correct- 
ed by  the  application  of  flexible  stays, 
another  reported  trouble  in  keepmo:  the 
water  space  under  the  chamber  free  from 
mud,  one  is  of  the  opinion  that  the  trou- 
ble from  combustion  chamber  increases 
the  cost  of  maintenance,  ten  report  no 
troubles  in  maintenance,  and  one  report- 
ed some  trouble  due  to  faulty  design,  and 
one    says   the    flue   sheets   are   easier   to 


apply  with  combustion  chambers.  Six 
roads  reported  experience  with  bridge 
walls,  three  of  which  were  of  the  opinion 
that  they  are  desirable  and  three  were 
not.  One  thinks  a  bridge  wall  should  be 
used   only  when   necessary. 

One  road  is  of  the  opinion  that  the 
combustion  chamber  is  essential  in  aid- 
ing the  distribution  of  weight  on  large 
engines,  one  that  it  has  little  effect,  and 
14  consider  that  it  is  not  essential  for 
that  purpose.  It  is  the  committee's  view 
that  on  large  modern  engines  a  combus- 
tion chamber  is  practically  a  necessity, 
as  a  function  of  proper  wheel  base  and 
weight  distribution,  proper  length  of 
tubes  and  superheater  equipment,  and 
that  the  additional  direct  heating  sur- 
face of  the  combustion  chamber  added 
to  the  firebox  heating  surface  is  of  dis- 
tinct value  in  aiding  evaporation,  and 
further  that  if  the  use  of  combustion 
chambers  is  attended  by  increased  main- 
tenance, this  has  now  become  a  necessary 
evil  attending  the  large  locomotive,  and 
that  these  so-called  evils  can  be  largely 
reduced  by  proper  design  and  propor- 
tion. 

The  minimum  distance  from  crown 
sheet  to  inside  of  wrapper  sheet  is  given 
at  25  in.  by  one,  23%  in.  by  another,  and 
20  in.  by  one.  Some  vary  the  distance 
with  the  size  of  the  boiler,  two  giving 
the  rule  of  making  it  equal  to  159^  of 
the  diameter  of  the  largest  course;  four 
endorse  the  standards  followed  by  the 
locomotive  builders,  and  eight  have  no 
standard    practice. 

In  regard  to  lowering  the  crown  sheet 
at  the  expense  of  the  heating  surface,  14 
do  not  consider  it  justifiable,  while  two 
roads  do,  if  necessary  to  maintain  the 
standard  minimum,  and  four  state  that 
it  would  depend  upon  the  design.  The 
recommended  minimum  distance  between 
bottom  flues  and  waist  sheet  varies  from 
2  in.  to  7  in.,  and  one  recommends  10  in., 
with  combustion  chamber. 

To  lessen  the  entering  of  water  into 
the  dry  pipe,  14  report  the  use  of  no 
special  devices  for  this  purpose,  while 
four  use  a  special  throttle  with  inlet  at 
the  top  of  dome. 

Three  roads  report  on  the  test  of  spe- 
cial devices  for  promoting  water  circu- 
lation in  boilers,  two  of  which  gave  un- 
satisfactory   results,   while     one    claims 


economy  by  the  use  of  the  Harter  circu- 
lator plate  for  promoting  water  circula- 
tion in  boilers.  The  latter  consists  of  a 
horizontal  baffle  plate,  extending  from 
side  to  side  of  boilei',  and  extending  to 
approximately  2  ft.  from  the  front  flue 
sheet  to  within  6  in.  of  the  oack  flue 
sheet.  It  also  has  a  series  of  2  in.  tubes 
at  intervals  along  each  side  to  conduct 
steam  formed  beneath  the  baffle  plate  to 
the  space  above  same.  The  Nicholson 
thermic  syphon  is  also  referred  to  as  a 
water  circulating  device. 

Conclusions  and  Recommendations.  — 
A  review  of  the  replies  received  to  this 
circular  fails  to  reveal  much  that  is  new. 
Apparently  little  out  of  the  ordinary  is 
being  planned  at  the  present  time  to  de- 
velop locomotive  boiler  design.  Briefly, 
the  results  of  the  evidence  obtained  on 
the  diff'erent  subjects  of  this  circular  are 
as  follows: 

Tubular  water  glasses  suitably  protect- 
ed against  accidents  appear  to  be  more 
popular  than  the  reflex.  Regrinding  of 
reflex  water  glasses  appears  to  be  of 
doubtful   value. 

Beading  tools  in  use  are  quite  similar, 
and  could  probably  be  easily  standard- 
ized if  such  a  result  is  considered  desir- 
able. The  same  is  true  of  thq  prosser 
expanders.  The  only  variations  appar- 
ently necessary  are  those  required  to 
care  for  the  different  thicknesses  of  tube 
sheet  and  the  different  thicknesses  and 
diameter  of  tubes. 

The  number  and  location  of  blow-off 
cocks  required  per  locomotive  boiler  de- 
pends on  the  conditions  of  service,  and 
the  quality  of  feed  water  used. 

Combustion  chambers,  in  general,  im- 
prove combustion,  and  promote  fuel  eco- 
nomy, also  tend  to  lessen  tube  troubles, 
but  are  subject  to  troubles  in  mainten- 
ance unless  care  is  taken  in  their  design. 

In  regard  to  water  and  steam  space 
above  the  crown  sheet,  no  evidence  was 
submitted  that  would  warrant  the  draw- 
ing of  any  definite  conclusions  thereon. 

Your  committee  recommends  the  pres- 
entation of  a  specification  covering  tubu- 
lar and  reflex  water  glasses,  and  buils- 
eye  glasses  for  lubricators. 

The  committee  endorses  water  glasses 
and  gauge  cocks  applied  to  modern  boil- 
ers in  accordance  with  method  approved 
by  committee  on  standards. 


Installation,  Operation,  Care  and  Maintenance  of  Superheater  Equipment  for 

Locomotives. 


The  committee,  of  which  H.  R.  War- 
nock,  General  Superintendent  Motive 
Power,  Chicago,  Milwaukee  &  St.  Paul 
Ry.,  was  chairman,  reported  as  follows: 
Before  outlining  the  recommended  prac- 
tice on  this  subject,  we  will  present  an 
item  that  received  some  consideration  at 
one  of  the  committee  meetings,  and  about 
which  it  was  not  considered  that,  on  ac- 
count of  the  contradictory  results  ob- 
tained, it  should  be  included  in  the  recom- 
mended practice.  It  is  the  matter  of  pro- 
viding swabbing  on  piston  rods.  Very 
little  concrete  data  were  furnished  the 
committee  relative  to  the  value  of  main- 
taining swabbing  on  piston  rods,  only 
one  road  reporting  at  length  on  this  sub- 
ject. 

This  road  has  been  making  a  study  of 
the  value  of  swabbing  on  different  types 
of  piston-rod  packings,  the  identity  of 
which  packings  is  withheld.  The  infor- 
mation that  has  been  reported  is  shown 
in  the  accompanying  table.  On  the  5  in. 
diameter  rods  considerably  better  service 


was  obtained  from  packings  without 
swabs.  This  was  true  in  the  first  three 
types  of  packings  mentioned,  but  on  the 
D  packing  there  was  a  slight  difference 
favorable  to  the  swabbing.  On  the  3% 
in.  diameter  rods  the  results  are  in  sup- 
port of  the  use  of  swabbing  when  we 
consider  the  results  as  a  whole,  but  it 
will  be  noticed  that  exceptionally  good 
service  has  been  obtained  from  some  of 
the  packings  without  the  use  of  swab- 
bing. The  results  do  not  strongly  sup- 
port the  opinion  that  piston-rod  swab- 
bing is  essential  to  good  service  and,  on 
account  of  the  limited  information  that 
has  been  furnished  along  this  line,  your 
committee  hesitates  to  make  recommen- 
dation either  for  or  against  the  u.-.e  of 
swabbing. 

Proposed   recommended    practice   for   in- 
stallation,   operation,    care    and    main- 
tenance of  superheater  equipment 
for  locomotives. 
Installation. — When  parts  are  received 
from  manufacturers  they  should  be  coat- 


ed with  some  protective  coating  and  stor- 
ed under  shelter  until  used.  Care  should 
be  taken  to  see  that  the  wooden  protec- 
tion blocks  over  ends  of  units  and  joints 
in  headers  are  in  place  and  used. 

In  the  installation  of  the  header  the 
perfection  of  the  joints  should  be  thor- 
oughly established,  and  care  exercised  to 
see  that  the  header  is  placed  in  a  level 
position  before  it  is  finally  secured  to 
the  boiler.  The  same  care  with  reference 
to  the  condition  of  the  ball  joints  on  the 
units  and  their  seat  in  the  header  should 
be  exercised.  It  is  recommended  that  all 
ground  joints  should  be  bolted  in  place, 
metal  to  metal,  without  any  medium  other 
than  a  coating  of  oil  to  bring  the  joints 
to  set  without  causing  any  undue  fric- 
tion. 

Bolts,  either  heat  treated  or  of  special 
steel,  should  be  employed  in  securing  the 
units  to  the  header. 

Care  should  be  exercised  to  see  that 
the  operating  cylinder  is  properly  locat- 
ed on  the  damper  shaft  so  as  to  give  the 


CANADIAN  RAILW  AV  AND  MARINK  WORLD 


July.  1920, 


.  idt  the 


ti.,. 


ytontii   pipr,  w  I 

liniokr    box,  a    I  t 

nhoulil    not    he    :.   ...        .\    .,..  : .^n 

(houlil  l>p  usi-il  in  miih  n  ninnnor  thnt  it 
can  Iw  fii!>t(<nc(l  both  to  the  .-(miikt'  box 
•nd  to  thi-  5trnm  pipi-.  Sep  oxhibit  A 
for  ttuBKi'^tion  of  two  tncthtHN  that  havr 
been  iiucre»5fully  used  for  this  purpoRp. 
Aftvr  the  superheater  nn«l  steam  pip»'» 
an-  completely  placed  and  hydroAtatir 
teiit  is  applied,  if  any  liall  joints  are 
found  IrakinK  they  should  lie  taken  out 
and  reirround,  as  titrhtenini;  a  bolt  will 
not   repair  an   imperfect  joint. 

After  superheater  header  and  units, 
piston  and  valves  have  been  applied,  the 
throttle  valve  should  be  blocked  down 
and  steam  test  blown  back  through  steam 
chest  and  superheater  unit.".  When  these 
parts  become   heated,  titfhten  all  joints. 

When  superheaters  are  installed  some 
provision   should   be  made   for  supplying 


Superheater  locomotives  should  be 
hamlli'il  only  when  the  air  brakes  are  in 
operative  c(m<lition. 

It  IS  essential  that  the  oil  supply  for 
the  lubrication  of  the  valves  an((  cylin- 
ders on  a  superheater  locomotive  should 
be  constant,  as  the  hi^h  temperature  will 
cause  serious  damaxe  to  these  jmrts  if 
there  is  an  interruption  of  their  lubrica- 
tion. When  locomotives  are  not  equip- 
ped with  driftinK  valves  the  throttle 
should  be  sliirhtly  open  when  driftinir, 
in  order  to  avoid  the  suction  of  hot  ^ases 
into  the  steam  chests  and  cylinders.  The 
position  of  the  superheater  damper  can 
be  determined  by  observinK  the  position 
of  the  counter%vei»fht  attached  to  the 
damper  shaft,  and  the  eneineman  should 
know  that  the  damper  is  wide  open  when 
steam  is  bein^r  used. 

Care  and  Maintenance.  —  At  regular 
periods,  and  preferably  when  the  month- 
ly Federal  inspections  are  made,  there 
should  be  a  thorouffh  inspection  of  all 
parts  which  come  in  contact  with  the  fire 


CaayarlMit  •(  Mrrin  •(  ptetan-rod  parklnca  u 
•uprrhralr 

influenced   by  the 
r   locomotives. 

use  of  >wa 

bbinc  on  piilon  rod>  on 

Kind  of 
pMkinc 

ITEMS 

PUMncer  —rricm. 
6-ln.  dism.  rod*. 

Mallot  locomotiv* 

h.p.  enKin* 
SS-in.  diam.  rodn. 

Swabbing. 

Swabbinc 

With       1    Without 

With       1    Without 

A 

Nnmlwr  of  rod*  muippcd  „ 

Number   of   »rt»    rrnratd    _ 

A\er»itt   mttnttt 

4 

It 

7  240 

2 

4 
20  247 

9  002 

8 

1 
18  860 

B 

Nombfr  of   rodi  rqulppcd 



S 

IS 

6  663 

S 

g 

g  944 

3      1                   3 

3                         2 

14  004             12  028 

Avcmsr    mileaire    



a 

6 
14  S69 

3 

6 

18  M8 

2  184 

3 

22 

2  007 

C 

Av»rmff«   milesff*    

D 

Nnmlwr  of   rodi  rqnipped  

Nombcr   trt»   renewed    

Avermce     milekse     

rz 

2 

S 

9  810 

2 

4 

8  670 

8  608 

2 

6 

2  890 

12 

40 

8  ST9 

10 

21 
13  .1.17 

11                     11 

Total 

Aver«ffe  mileaire   .««„..„..„«. 



!,  829 

8  2?i 

a  limited  amount  of  steam  for  use  when 
driftinir. 

A  limited  number  of  pyrometers  should 
be  applied  to  superheater  locomotives  on 
each  division  for  the  educational  value 
they  would  possess. 

When  superheaters  are  applied  to 
existinf;  equipment  the  front  end  door 
should  be  made  sufficiently  lari;e  to  per- 
mit workinp  to  advantage  in  removing 
or  applying  units.  It  is  recommended 
that  the  clear  opening  be  42  in.  in  dia- 
meter. This  dimension  can  easily  be  ar- 
ranged on  new  locomotives. 

Operation. — Locomotives  equipped  with 
superheaters  should,  in  general,  be  oper- 
ated in  the  same  manner  as  locomotives 
using  saturated  steam.  The  cylinder 
cocks  should  normally  be  open  when  the 
locomotive  is  standing  under  steam,  and 
when  the  locomotive  is  started  they 
should  remain  open  until  dry  steam  ap- 
pears. In  starting  a  superheater  loco- 
motive, the  reverse  lever  should  initially 
be  placed  for  full  travel  of  the  valves, 
and  at  all  times  the  water  level  in  the 
boiler  should  be  such  that  there  will  be 
no  possibility  of  water  being  carried  in- 
to the  superheater.  Water  carried  into 
the  superheater  will  be  evaporated  into 
saturated  steam  or  steam  with  a  low  de- 
gree of  superheat,  seriously  afTecling  the 
economies  available  through  proper  op- 
eration; also  water  carried  into  the  sup- 
erheater may  flash  into  steam  after  the 
throttle  has  been  closed,  placing  the  lo- 
comotive to  that  extent  beyond  the  con- 
trol of  the  locomotive  man.  Water  car- 
ried into  the  superheater  in  quantities 
sufTicient  to  reach  the  valves  and  cylin- 
ders will  remove  the  lubrication  from 
these  parts  and  may  result  in  knocking 
out  cylinder  heads  or  other  damage. 


or  with  the  products  of  combustion. 
There  should  be  a  careful  inspection  for 
steam  leaks,  and  the  entire  front  end  ar- 
rangement should  be  carefully  examined. 
When  the  locomotive  receives  this  per- 
iodical inspection,  each  flue  in  the  boiler 
must  be  thoroughly  cleaned  by  blowing 
out  with  compressed  air  supplied  through 


against  its  seat. 

The  sp<>cial  tools  recommended  by  the 

!• •■•       Superheater   Co.    for   inttal- 

'  taming  sufierheaters  should 

Vi  iii'N.  Kii  any  reason,  superheater 
units  are  removed  from  boiler  they 
should  be  tested  before  being  returned, 
with  a  cold  water  pressure  of  at  least 
20' V  in  excess  of  nominal  boiler  pressure. 
I'nit  bands  and  supports  should  be  in- 
spected whenever  units  are  removed,  and 
renewed  if  necessary,  to  ensure  units  al- 
ways being  properly  supported  anil  in 
correct  relation  to  the  flues. 

When  replacing  superheater  units,  bolts 
should  be  renewed  when  there  is  any  evi- 
dence of  deterioration  either  in  the  con- 
dition of  the  thread  or  worn  or  pitted 
condition  of  the  bolt.  In  all  cases,  a 
new  nut  should  be  applied  and  used  as 
the  pulling  nut  in  setting  the  unit  in 
place.  An  old  nut  can  then  be  applied 
as  a  locking  feature  after  the  unit  has 
been  properly  seated. 

In  regrinding  the  ball  joint  of  the  unit 
and  the  socket  joint  of  the  header,  the 
original  contour  of  the.se  surfaces  should 
be  maintained. 

After  removal  of  the  units,  seats  should 
be  protected  with  a  protecting  coating 
and  covered  to  prevent  injury  to  seats, 
and  entrance  of  foreign  substances  into 
unit  pipes. 

All  dirt  should  be  removed  from  the 
top  of  the  header  or  T  bolt  slots  before 
the   superheater  is   reassembled. 

Comparative  merit.s  of  hydrostatic  and 
force-feed  lubrication  for  locomotive  cyl- 
inders and  steam  chests  and  best  method 
of  application. — The  committee  gave  this 
matter  considerable  study, and  for  the  rea- 
son that  there  is  no  definite  information 
available  on  which  to  base  canclusions, 
is  unable  to  make  any  recommendations 
at  this  time.  The  committee  proposes, 
if  continued,  to  further  study  the  sub- 
ject and  outline  a  programme  of  tests  lo 
be  followed  on  several  different  railways, 
the  data  obtained  from  these  tests  to 
furnish  a  basis  for  drawing  sonv  definite 
conclusions  as  to  the  relative  value  of 
hydrostatic  and   force-feed   lubrication. 

Economical   diameter  of   piston   valves 
of  superheater  locomotives,  with  iwom- 


^Khlhit'/I 


a  pipe  of  sufficient  length  to  extend  en- 
tirely through  the  flues;  the  flues  also 
should  be  cleaned  whenever  necessary  be- 
tween the  periods  when  the  periodical 
inspections  are  made. 

At  the  time  of  the  periodical  inspec- 
tion, the  superheater  damper  should  be 
connected  to  the  shop  steam  or  air  line, 
in  order  that  the  damper  may  be  oper- 
ated and  the  rigging  checked  for  lost 
motion  and  the  damper  opening  also 
checked;  it  should  also  be  known  that 
the  damper  piston  travels  through  the 
full  stroke  and  makes  a  steam-tight  joint 


mendation  for  standard  practice  in  con- 
nection with  various  cylinder  diameters. 
This  question  has  been  studied  at  quite 
some  length,  and  a  number  of  roads  re- 
ported to  the  committee  relative  to  the 
dimensions  of  their  leading  locomotives 
for  passenger,  freight  and  switching  ser- 
vices. Among  the  items  reported  were 
the  valve  diameter,  the  cylinder  diameter, 
the  stroke  of  the  piston,  diameter  of 
drivers,  area  of  steam  ports,  maximum 
cut-off,  port  opening  at  said  maximum 
cut-off,  and  several  other  items  tending 
to  work  out  a  relation  between  the  valve 


July,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


353 


diameter  and  steam  demand  of  the  cyl- 
inders. 

Among  the  variables  encountered  are 
the  travel  of  the  valve,  the  port  openings, 
the  cross  sectional  area  of  the  various 
elements  of  the  entire  steam  passageway 


between  the  boiler  and  the  cylinder.  By 
giving  this  subject  a  little"  thought  it 
will  be  appreciated  that  no  one  item  can 
be  fixed  as  long  as  there  are  any  vari- 
ables to  take  into  consideration.  If  such 
items  as  port  area  and  valve  travel  are 


fixed,  then  the  diameter  of  a  valve  can 
be  ascertained  that  will  suprrfy  the  pro- 
per amount  of  steam  for  a  certain  piston 
displacement. 

For  the  above  reasons,  we  are  unable 
to  make  recommendations  at  present. 


Car  Construction  Committee  Report. 


The  committee  on  car  construction,  of 
which  \V.  F.  Kiesel,  Jr.,  Mechanical  En- 
gineer, Pennsylvania  System,  was  chair- 
man, and  of  which  J.  Coleman,  Assistant 
to  General  Superintendent  Motive  Power 
and  Car  Departments,  G.T.R.,  and  \V.  J. 
Robider,  General  Master  Car  Builder, 
C.P.R.,  were  members,  reported  on  ques- 
tions referred  to  the  committee,  suggest- 
ing changes  to  existing  standards  and 
practice,  with  reasons  therefor,  as  fol- 
lows : — 

Pressed  Steel  Journal  Boxes. — An  opin- 
ion was  requested  whether  the  applica- 
tion of  pressed  steel  journal  boxes  in  re- 
pairs constituted  wrong  repairs. 

Sheets  8  and  8- A,  standard  journal  box 
for  journal  5  by  9  in.;  sheet  11,  standard 
journal  6  x  11  in.,  contain  notes  per- 
and  sheet  12-B,  standard  journal  box  for 
journal  6  by  11  in.,  contain  notes  per- 
mitting the  use  of  cast  iron,  malleable 
iron,  pressed  steel,  or  cast  steel,  provid- 
ed all  the  essential  dimensions  are  ad- 
hered to.     In  the  opinion  of  your  com- 


fifi'-d''"*' 


committee  is  opposed  to  any  considera- 
tion of  the  rebuilding  of  existing  ears 
providing  them  with  wide  side  doors,  as 
the  framing  will  be  inadequate,  unless 
entirely  rebuilt,  and  does  not  recommend 
that  all  box  cars  should  be  built  with 
wide  doors  to  facilitate  the  loading  of 
automobiles,  for  the  reason  that  the  cost 
of  coopering  such  cars  will  be  approxi- 
mately twice  the  cost  of  coopering  a  car 
with  6-ft.  doors.  The  failures  of  double 
doors  in  service  will  result  in  a  very 
considerable  increase  in  the  number  of 
cars  out  of  sei"viee  for  defective  doors. 
The  first  as  well  as  the  maintenance  cost 
will  be  increased.  For  the  reasons  given 
above,  the  cars  with  wide  side  doors 
should  be  considered  as  special  cars;  on- 
ly to  be  provided  in  such  numbers  as 
traffic  conditions  warrant.  It  is  recom- 
mended that  the  association's  executive 
committee  endeavor  to  bring  about  very 
close  co-operation  between  railways  and 
manufacturers  who  ship  raw  materials 
or  parts  to  automobile  manufacturers,  to 


tom  door  guides  from  1  to  1%  in.,  in- 
creasing the  depth  of  bottom  Z-bar  to 
correspond. 

It  is  the  observation  of  the  committee 
that  car  doors  equipped  with  door  fast- 
enings, bottom  Z-bar  and  door  guides  in 
accordance  with,  or  equivalent  to,  the 
designs  shown  on  sheet  30,  are  very  sel- 
dom found  defective  as  to  these  parts. 
There  are,  however,  many  thousands  of 
cars  in  service  which  have  no  metal  pro- 
tection on  the  bottom  edge  of  door,  so 
that  the  corners  of  the  door  decay,  and 
may  readily  be  forced  over  the  guides 
and  opened  at  the  back  edge  without 
breaking  the  seals.  There  are  thousands 
of  cars  in  service  with  hasp  cored  so  that 
the  metal  is  barely  %  in.  thick,  and  with 
the  door  lock,  consisting  of  a  small  mal- 
leable casting,  fastened  on  the  face  of 
the  wooden  door  stop  with  only  two  bolts 
and  the  door  hasp  fastener  or  staple, 
consisting  of  a  small  hook,  fastened  with 
only  one  bolt.  It  is  the  usual  condition 
of  cars  equipped  with  this  small  staple 


Figu 


mittee  the  bottom  lugs  on  these  boxes 
are  an  essential  part  of  the  box,  both  in 
strength  and  location,  for  all  trucks 
which  depend  for  their  integrity  on  the 
proper  holding  power  of  the  bottom  tie 
bars,  but  that  these  bottom  lugs  are  not 
an  essential  part  of  the  box  for  trucks 
with  cast  steel  or  other  sides  frames 
which  do  not  require  the  bottom  tie  bar. 

Recommendations. — 1.  Add  the  follow- 
ing note  to  each  sheet  showing  standard 
freight  car  journal  boxes:  When  used 
with  side  frames  of  such  design  that  the 
bottom  tie  bar  is  omitted  or  is  not  an 
essential  strength  member  for  carrying 
the  load,  the  bottom  box  lugs  may  be 
omitted.  When  used  in  connection  with 
other  side  frames,  the  bottom  box  lugs 
must  be  equivalent,  both  in  location  and 
strength,  to  those  shown.." 

2.  Add  the  completed  notes  to  all  other 
freight  car  journal  box  drawings. 

Automobile  Side  Doors. — The  commit- 
tee's 1919  report  made  reference  to  a  re- 
quest of  the  General  Motors  Corpora- 
tion that  10  ft.  double  side  doors  with 
movable  post  should  be  used  on  all  box 
cars.  This  request  has  been  renewed, 
and  your  committee  has  adopted  the  fol- 
lowing resolution,  and  recommended  send- 
ing it  to  the  American  Railroad  Asso- 
ciation's executive  committee:  "That  the 


the  end  that  orders  for  cars  for  such 
shipments  shall  specify  that  automobile 
cars  are  to  be  furnished  to  as  great  an 
extent  as  available.  This  arrangement 
will  automatically  return  to  the  automo- 
bile manufacturers  many  automobile  cars 
which    are    now    being    sent   elsewhere." 

Car  Doors  and  Fixtures. — The  subject 
of  box  car  doors  has  been  brought  very 
prominently  to  the  committee's  atten- 
tion, in  many  different  phases,  and  de- 
mands immediate,  decisive  and  construc- 
tive action  by  this  association.  A  num- 
ber of  communications  relating  to  defec- 
tive door  fastenings  have  been  received, 
the  causes  for  complaint  being  broken 
door  fastenings,  door  guides  fastened 
with  lag  screws,  or  fastened  with  bolts 
in  such  a  way  that  guides  could  easily 
be  removed. 

Standard  sheet  30,  revised  in  1914, 
made  several  changes  from  previous 
practice,  as  follows: 

1.  Increased  the  number  of  bolts  hold- 
ing door  locks  from  2  to  3,  the  third  bolt 
being  placed  on  the  side  of  the  car  where 
it  would  support  the  lock  against  tip- 
ping. 

2.  Provided  a  wrought  iron  strap  ex- 
tension to  the  door  hasp  fastener,  mak- 
ing it  24  in.  over  all. 

3.  Increased  the  height  of  lip  of  bot- 


either  to  have  the  staple  lorn  off  or  the 
front  edge  of  the  door  broken  off. 

In  1914  the  committee  revised  several 
of  the  important  details  on  sheet  30, 
standard  box  car,  outside  hung  side  door, 
and  submitted  specification  for  reinforc- 
ing doors  on  existing  box  cars,  which 
specification,  however,  was  not  adopted 
and  when  again  submitted  in  1916  was 
again  rejected.  Your  committee  believes 
that  the  complaints  previously  referred 
to  in  this  report  are  legitimate,  and  that 
it  is  our  duty  to  remove  the  causes  for 
them,  and,  if  this  is  to  be  done,  it  is 
necessary  that  this  association  should 
adopt  some  form  of  specification  govern- 
ing the  reinforcement  of  doors  on  exist- 
ing cars.  Your  committee  submits,  for 
the  third  time,  specification  for  this  pur- 
pose, which  has  been  amplified  to  include, 
among  other  things,  a  Z-bar  at  the  bot- 
tom of  the  door.  It  is  believed  that  most 
of  Mr.  Crawford's  complaint  in  regard 
to  opening  of  doors  without  breaking 
seals  comes  from  cars  having  doors  with- 
out bottom  Z-bar  protection,  so  that  the 
doors  decay  at  the  corners  and  can  read- 
ily be  lifted  over  the  bottom  guides. 

That  portion  of  the  loss  which  is  made 
possible  by  the  removal  of  bottom  guides 
would  be  eliminated  by  the  use  of  guides 
which   cannot  be  removed   when   door  is 


(  ANADIAN  RAILWAY  AND  MARINE  WORLD 


Julv.  1920. 


.,:i.'.l    f..i    t.v    Ihr 

111    i;»U.      Your 

• . .  onimtMitlini;  cine 

■    x-i-  f.ii  .iililitiMii  to  iihfot  .10.  (Sif 

.'.niirtint:  the  I'.iw  deaiKn  of  hn.np 

A  hrn   tht'   hnstp   i.« 

nint.'.    the   ribs 

V        ••(■I   (lours   .should 

(!a\.-    !■>.  k>,   Iki^j)  iin.j   fn.itoninKs  consid- 

vrnbly    atronccr   than   arc   beinK   reconi- 


(- 


s. 

Firarc  1. 

nivndcd  on  sheet  30,  in  view  of  the  great- 
er Wficht  and  inertia  of  .such  doors;  but, 
a.''  the  all-.stcel  doors  are  comparatively 
few  in  number,  the  committee  feels  that 
it  i.s  preferable  to  have  the  present  stan- 
(iaril  desiirns  of  the  association  cover 
V.  (odcn  doors  only,  including  steel  fram- 
■  il  wooden  doors,  and  let  the  all-steel 
loors  be  covered  by  special  designs.  The 
:i-I>  provided  for  the  all-steel  doors 
•  ■!  interchange  with  the  American 
I;      •  ';i'l   .Association   standard. 

!;•  oiiimcndations:  The  addition  of 
111  tis  in  the  present  specification  for 
complete  new  doors,  as  follows: 

1.  The  adoption  of  the  modifications  of 
-hcet  ;iO,  as  described  in  this  report. 

2.  Door  starters  should  be  provided  to 
iMove  the  door  2  in.  or  more  from  its 
fully  closed  position. 

:;.  Means  shall  be  pro\nded,  where  ne- 
ccs.sary,  for  forcing  the  door  into  its 
fully  closed  position. 

•I.  Lumber  used  in  the  construction  of 
iloors  shall  not  contain  more  than  5  per 
int.  moisture. 

.i.  Door  rollers  must  be  carried  on 
iurne<l  or  cold  rolled  steel  pins.  Pins 
must  be  a  driving  fit  in  bracket  or  hous- 
ing. Rollers  must  be  drilled  not  more 
thjin  0.01  in.  larger  than  pin,  and  out- 
.<ie  of  roller  mu.st  be  turned  or  ground 
-"  that  it  will  be  round  and  concentric 
With  the  bore. 

C.  If  bottom  supported  door  ig  used, 
the  lap  of  the  Z-bar.s,  both  top  and  bot- 
tom, shall  be  equivalent  to  bottom  Z-bar. 
a.s  shown  on  sheet  :J0.  Rollers  must  con- 
form to  the  above  specification,  and  there 
^hall  be  sufficient  rollers  provided  so 
that  door  is  always  carried  on  at  least 
two   rollers. 

7.  That  the  specification  for  new  car 
iliMirs,  adopted  in  1!)1."),  and  revised  as 
jiliove.  should  be  extended  to  cover  the 
application  of  complete  new  doors  and 
"iixir  fixtures  to  existing  cars. 

The  adoption  of  the  following  specifi- 
cations for  reinforcing  existing  car  doors: 

H.  Top  of  door  shall  be  reinforced  by  a 
1 't!  X  1 '2  X  .'I/ie  in.  angle,  or  its  equiva- 
lent, extending  horizontally  the  full 
width  of  the  door  and  not  more  than  12 
in.  from  the  top. 

'.».  Bottom  of  door  must  be  reinforced 
by  2'n  X  l=!ii  X  :i/ir,  in.  Z-bar.  or  its 
equivalent,  applied  as  shown  in  sheet  .SO. 

10.  Depending  leg  of  Z-bar,  or  other 
( imstniction  which  engages  bottom 
iruides,  must  not  be  less  than  1^4   in. 

11.  There  shall  be  not  less  than  4  bot- 


tom diior  guidi'.i  on  each  nide  of  car, 
located  as  shown  on  sheet  -'10,  and  of  the 
some  or  equivalent  design. 

12.  If  the  design  of  dour  is  such  that 
the  remiivnl  of  the  door  guide  next  to 
the  back  door  post  would  permit  the  door 
to  be  pulled  away  from  the  car,  then 
this  door  guide  shall  be  of  the  same  de- 
sign as  shown  on  sheet  '.W,  or  its  equiva- 
lent, for  this  particular  Im-ation. 

13.  Door  hasp  fastener  shall  be  at 
least  24  in.  long,  the  .same  as,  or  equiva- 
lent to,  the  design  on  sheet  30,  fasteneil 
with  not  less  than  five  •%  in.  carriage 
bolts,  with  nuts  on  inside  of  door,  and 
bolts  riveted  over.  Fastener  shall  be  of 
such  de.'ign  that  hasp  cannot  be  remov- 
ed  without  removing  bolts  from  fastener. 

14.  Door  locks  shall  be  secured  by  not 
less  than  two  '•!  in.  carriage  bolts 
through  the  clo.sed  door  stop,  and  one 
additional  '-j  in.  bolt  through  the  side  of 
car,  with  all  nuts  on  inside  and  bolts 
riveted  over  nuts. 

1.").  Closed  door  stop  shall  have  2  or 
more  lips  extending  at  least  l'<s  in.  over 
the  door,  to  support  it  against  bulging 
outward.  Where  all-wood  closed  door 
stops  are  used,  they  should  be  strength- 


Fianirc  4. 

ened  against  splitting,  and  should  have 
at  least  2  metal  reinforcement  brackets 
similar  to  closed  door  stop  casting  on 
sheet  30. 

16.  Open  door  stops,  if  all-wood,  should 
extend  the  full  height  of  the  door,  and 
be   strengthened    against   splitting. 

17.  Door  starters  shall  be  provided  to 
move  the  door  2  in.  or  more  from  its  ful- 
ly closed  position. 

18.  Means  shall  be  provided,  if  neces- 
sary, for  forcing  the  door  into  its  fully 
closed  position. 

10.  Lumber  used  in  the  construction 
of  doors  shall  not  contain  more  than  5Tr 
moisture. 

20.  Lap  of  door  over  door  post  shall 
not  be  less  than  2'/2   in. 

21.  The  proper  clearance  must  be  pro- 
vided, so  that  •%  in.  bulging  of  side  of 
car  will  not  interfere  with  the  free  move- 
ment of  the  door. 

22.  Door  rollers  must  be  carried  on 
turned  or  cold  rolled  steel  pins.  Pins 
must  be  a  driving  fit  in  bracket  or  hous- 
ing. Rollers  must  be  drilled  not  more 
than  0.01  in.  larger  than  pin,  and  out- 
side of  roller  must  be  turned  or  ground 
so  that  it  will  be  round  and  concentric 
with  the  bore. 

23.  Door  must  be  designed  and  vertical 
clearance  provided,  so  that  under  any 
service  conditions  there  will  be  no  bind- 
ing of  the  door  on  account  of  vertical  in- 
terference of  door  guides  or  track. 

24.  If  the  bottom  supported  door  is 
used,  the  lap  of  the  Z-bars,  both  top  and 
bottom,  shall  be  equivalent  to  bottom  Z- 
bars,  as  shown  on  sheet  30.  Rollers 
must  conform  to  the  above  specification, 
and  there  shall  be  sufficient  rollers  pro- 
vided so  that  door  is  always  carried  on 
at  least  2  rollers. 


F'aslrninK    of    Knd    I .ution 

adopted    by    th«    Axmi.  ,  I  road 

f'hiefs  of  Police,  comn  K.  S. 

.Mitchell,  Chief  of  the  S.  ■  i.  '  ^•■i\i<:v  ^mi 
Police  Section,  re<'omniending  the  fast- 
ening of  small  end  doors  on  thi-  in-i.l.- 
before  loading,  and  removal  ' 
ening  from  doors  that  are 
In  1913,  the  .\In.«ter  Car  Bu: 
elation  adopted  as  recommi-i.Jid  prat- 
tice,  that  end  doors  must  be  constructed 
that,  when  closed,  they  lock  automatic- 
ally from  the  inside  of  the  car.  thus 
avoiding  the  necessity  of  taking  seal 
records.  Sheet  30  shows  a  design  of  in- 
side fastening  which  is  not  automatic, 
and  your  committee  recommends  that 
ri'commended  practice  adopted  in  UT! 
should  be  advanced  to  standard,  and  th;it 
the  design  of  inside  latch  shown  on  '•;;•  it 
F  should  be  removed,  and  a  note  sublet: 
tuted  that  the  fastening  should  lock  the 
door  automatically  from  the  inside  of 
the  car.  Your  committee  has  made  this 
recommendation  to  the  executive  com- 
mittee, and  has  advised  Mr.  Trenholm 
accordingly. 

Revision  of  Manual. — Your  committee 
has  modified  certain  details  on  sheet  30, 
and  has  added  others  for  your  consider- 
ation, as  follows: 

(a)  Door  hasp  has  been  strengthened 
by  the  addition  of  ribs,  and  certain  un- 
important dimensions  have  been  modi- 
fied, which  will  greatly  increase  its 
strength.  The  new  desigm  is  entirely  in- 
terchangeable with  the  former  design. 
(See  fig.  2.) 

(b)  The  bottom  door  guide  has  been 
considerably    strengthened    by    the  addi- 


^    ^i 


S 


^ 


Fidirf  i. 

tion  of  ribs,  and  two  designs  have  been 
shown,  one  for  use  where  the  guide  is 
riveted  directly  to  steel  side  sills,  and 
the  other,  which  is  extended  downward 
to  provide  more  bearing  surface  for  use 
when  bolted  against  wooden  sheathing. 
(See  figs.  3  and  4».  A  note  has  been 
added  that  door  guide  bolts  should  be 
applied  with  nuts  on  the  inside  of  the 
sill,  and  bolts  thoroughly  riveted  over 
the  nuts. 

(c)  A  design  of  burglar  proof  bottom 
door  guide  has  been  added,  in  which  the 
guide  is  fastened  with  carriage  bolts, 
with  the  heads  inside,  and  the  nuts  ap- 
plied with  a  socket  wrench.  When  the 
door  is  in  place  the  bottom  Z-bar  covers 
up  the  nuts  so  that  the  guide  cannot  be 
removed.  This  design  has  another  ad- 
vantage in  having  the  fastening  bolts 
directly  behind  the  point  where  the  strain 


July,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


355 


comes  on  the  guide  so  that  the  tendency 
to  pull  guides  downward  and  away  from 
the  side  of  the  car  will  be  much  less  than 
with  designs  where  the  bolts  are  lower 
down.     (See  fig.   1.) 

(d)  The  construction  of  the  door  itself 
has  been  changed  to  eliminate  four  dia- 
gonal braces  and  add  one  more  horizontal 
batten,    the    object    being   to   reduce    the 


sill  as  construction  will  permit.  After 
the  sheathing  has  been  thus  thoroughly 
secured  the  space  between  the  ends  of 
floor  boards  and  sheathing  shall  be  care- 
fully filled  with  a  plastic  compound  which 
does  not  become  brittle  in  cold  weather. 
It  should  then  be  further  protected  with 
triangular  grain  strips,  not  less  than  3 
in.  by  3  in. 


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Fie.  6.     Tabulation  of  Axle 


co5t  of  constructing  the  door,  and  at  the 
same  time  provided  greater  stiffness  and 
strength.     (See  fig.  5.) 

(e)  The  section  at  C-D  has  been  modi- 
fied to  show  a  distance  of  1  in.  from  the 
face  of  the  sheathing  to  the  edge  of  floor 
at  doorway,  to  permit  the  use  of  a  spark 
strip  at  the  back  of  the  door.  A  detail 
has  been  added  to  show  one  form  of  spark 
strip;  the  door  clearance  pi'ovided  will 
permit  the  use  of  other  forms. 

(f)  The  cross  section  at  C-D,  also  the 
side  elevation  of  the  complete  door,  have 
been  modified  to  show  the  additional  of 
5'32  in.  steel  plates,  inside  and  outside, 
for  the  purpose  of  supporting  the  bot- 
tom Z-bar. 

(g)  The  cross  section  through  closed 
door  post  has  been  modified  to  reduce  the 
width  of  the  wooden  door  stop  to  3  in. 
and  increase  the  lap  of  the  door  over  the 
door  post  to  2'2  in.  to  provide  better 
waterproofing. 

Prevention  of  Grain  Leaks  and  Reten- 
tion of  Grain  in  Pockets  Behind  Lining 
of  Box  Car. — A  number  of  communica- 
tions were  submitted,  including  statis- 
tics showing  considerable  loss,  both  on 
account  of  grain  leaks  between  side  sills 
and  loose  siding  boards,  and  on  account 
of  pockets  back  of  lining,  which  cannot 
be  emptied  without  cutting  the  lining. 

Recommendation:  Section  10,  of  circu- 
lar 8,  issued  by  the  Assistant  Director, 
Division  of  Operation,  U.S.  Railroad  Ad- 
ministration, modified  as  indicated  in  the 
text  below,  should  be  made  standard: — 
"Where  sheathing  is  nailed  to  the  out- 
side of  sills  it  should  be  further  held  in 
place  by  angle  iron,  channel  iron,  or 
strap,  securely  bolted  in  place  to  ensure 
sheathing  being  held  tight  against  side 
sill,  to  prevent  grain  leaks,  bolts  to  have 
single  nuts  and  be  riveted  over.  The 
spacing  of  bolts  shall  not  exceed  12  in. 
The  preferable  construction  is  to  use 
dropper  bar  D-24,  Jones  &  Laughlin  cata- 
logue, 0.84  lb.  per  ft.  These  reinforcing 
bars  shall  be  located  as  near  top  of  side 


"When  wooden  iiniiifi'  i.-i  used  it  should 
have  a  space  between  floor  and  bottom  of 
lining  of  about  2'i;  in.  Where  diagonal 
braces  meet  posts,  thereby  forming  pock- 
ets, opening  shall  be  provided  in  the  lin- 
ing of  sufficient  size  to  permit  free  pass- 
age of  any  grain  that  may  possibly  lodge 
behind    wooden    side    linings.      The    ver- 


Association,  at   Milwaukee,  Sept.,  1918. 

Brine  Dripping  on  Rail,  Etc. — Reports 
presented  to  the  .\merican  Railway  En- 
gineering .Association,  on  injury  to  sig- 
nal equipment,  bridges  and  tracks,  due 
to  brine  drippings  from  refrigerator 
cars,  indicate  a  necessity  for  definite  ac- 
tion. The  following  rules,  which  are 
now  recommended  practice,  should  be  ad- 
vanced to  standard: 

1.  All  salt  water  drippings  should  be 
retained  in  the  ice  tanks  and  drained  off 
at  icing  stations. 

2.  The  total  capacity  of  drain  openings 
should  not  exceed  the  capacity  of  traps, 
and  the  capacity  of  both  drains  and  traps 
should  be  sufficient  to  release  all  drip- 
pings within  the  time  limit  of  icing  the 
train. 

3.  The  mechanism  adopted  for  hand- 
ling drain  valves  should  be  simple  and 
positive,  and  so  designed  as  to  ensure 
closing  the  valves  before  hatch  plugs  can 
be  returned  to  their  places. 

4.  Salt  drippings  should  be  conducted 
from  ice  tanks  through  the  regular  traps 
and  drain  pipes. 

.5.  Paragraph  F,  of  Interchange  Rule 
3,  has  been  extended  from  time  to  time. 
It  is  recommended  that  no  further  ex- 
tension be  made,  and  that  this  rule  be 
enforced  beginning  October  1,  1920. 

After  affirmative  action  on  the  above, 
refrigerator  car  owners  should  be  ad- 
vised. 

Minor  Adjustments  of  Standards. — On 
account  of  additions  to  standards  at  in- 
tervals of  time  by  different  committees, 
some  of  the  present  standards  differ 
slightly  in  unimportant  dimensions.  It 
is,  therefore,  deemed  advisable  to  estab- 
lish uniformity. 

Breakage  of  lugs  on  journal  bearings 
has  been  reported,  and  strengthening  of 
same  has  been  suggested. 

Journal  box  lids  now  standard  are 
claimed  to  be  unsatisfactory,  and  request 
was  made  to  improve  same. 


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Fig.  7.     Tabulation  of  Journal  Bearings. 


tical  dimension  of  the  opening  for  this 
free  passageway  above  the  point  of 
pocket,  formed  by  the  intersection  be- 
tween post  and  brace,  shall  be  about  2 
in." 

Note. — These  recommendations  are 
based  on  resolutions  adopted  by  a  joint 
conference  of  terminal  grain  weighmas- 
ters  and  committee  on  uniform  grain 
weighing,   of   the  National   Scale   Men's 


Present  axle  capacities  increase  by 
steps,  which  can  be  made  more  uniform 
by  increasing  the  capacity  of  the  axle 
with  5V2  X  10  in.  journals  from  38,000 
to  40,000  lb.,  the  present  dimensions  be- 
ing such  that  the  allowable  stresses  will 
not  be  exceeded.  It  was  suggested  to 
add  another  axle  with  6 '2  x  12  in.  jour- 
nals, capacity  60,000  lb.  and  bearing, 
wedge  and  box  to  suit. 


356 


CANADIAN  RAILWAY  AND  MARINK  WORLD 


•luly.  1920. 


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Fie  8.     TaboUlion  of  Journal  Wrdirc 


so  from  the  American  Railroad  Associa- 
tion. When  askint;  peniiission  for  this 
increased  marking;  they  shall  present  evi- 
dence that  the  trucks  and  cars  are  of  a 
strenpth  commensurate  with  the  propos- 
ed increase  in  the  load  of  the  axle.  In 
no  case  shall  cars  be  changed  by  other 
than  the  owner. 

To  avoid  the  usual  confusion  in  no- 
menclature of  axles,  boxes,  trucks  and 
cars,  it  is  thought  advisable  to  classify 
the  axles  according  to  their  letter,  and 
to  use  this  as  a  classification  basis  for 
boxes  and  contained  parts  also  for  trucks 
and  cars. 

The  committee  on  axles,  in  their  splen- 
did report  of  1896,  did  not  specifically 
cover  the  locus  of  the  points  of  applica- 
tion of  loan  for  calculating  the  part  of 
axle  between  wheel  seats.  In  1901  this 
was  referred  to  in  connection  with  a  re- 
port on  chemical  composition  of  all  steel 
car    axles. 

Frames  above  the  journals  of  the  same 
axle  cannot  spread  more  than  1  in., 
therefore,  the  calculations  for  diameters 
of  axle  sections  between  wheel  fits  should 
be  based  on  length  between  center  of 
journals  plus   1  in. 

The   following   may    be    considered   a 
continuation  of  the  1896  axle  report,  the 
only  addition  being  the  assumed  distance 
between  load  application: 
22,000 

Allowable  stres8  = ^17,460  lb. 

1.26 


and   arm    of   force    (X)    on   which   these 
values  are  based. 


allownlili-  load,  and  to  bane  thin  on  ,jO  lb. 
unit  cylinder  prensure.  Thin  will  Mrr\'e 
to  more  nearly  equalize  the  brake  power 
on  fri-ight  cars  with  average  load*.  The 
poMxible  maximum  per  cent,  of  brake 
|»ower  for  the  lightent  cars  would  be  7.^'"f 
of  the  light  weight  of  car.  liaKcd  on  50 
III.  unit  cylinder  pressure.  The  formulae 
f"r  lirake  power  will  then  be  an  followx: 

(W— w         ) 

II  40( |-w)=0.lW-)-0.3w. 

(       4  ) 

but  not  more  than  0.75w. 

in  which  W=:Loade<l  weight  of  car, 
maximum, 

wrr  Empty  weight  of  car, 
W-w  =  Maximum  allowable  load. 
.\s  this  is  based  on  50  lb.  air  pressure 
per  pq.  in.  in  the  cylinder,  and  the  maxi- 
mum unit  pressure  may  be  from  85  to 
88  lb.  the  maximum  brake  pressure  will 
be  1.75  (0.1W-(-0..3w),  which,  divided  by 
the  number  of  brake  beams,  will  be  the 
required   deflection   load   per  beam. 

The  brake  beam  set  load,  which  should 
be  somewhat  within  the  elastic  limit  of 
the  beam,  should  be  approximately  \*k 
of  this  amount. 

Recommendations:  1.  That  the  brake 
power  on  cars  be  as  follows: 

W  =  Loaded  car  weight,  maximum, 

w  =  Empty  car  weight, 

N  =  Number  of  brake  beams  on  the  car. 

Required    brake    power    =0.1W  +  0.3w, 


New 

MB  tar. 

At 

wbMl  fit. 

X 

R 

X 

R             1 

X 

'              H 

A 
B 
C 
D 
E 
F 

»6».i  in. 

36  H  in. 

37  in. 

36  in. 
36H  ■»- 

37  in. 

7.8.'i014 
7.8,1014 
8.09821 
8.66628 
8.92720 
9.0Z6Z2 

1.1%  in. 
1.1»I  in. 
16'4  in. 
16%  in. 
19      in. 
1»H  in. 

11.91714 
11.91714 
12.24821 
12.58864 
12.65145 
12.77112 

14      in. 

14  in. 
14«4  in. 

15  in. 
ISH  in. 
IS      in. 

12.2S214 
12.23214 

1  12.59821 
12.93978 
13.27630 

i       13.55682 

Resultant  theoretical  diameters  based 
on  above  tables,  and  standard  method  of 
calculation. 


(Y=distance  from  center  of  axle.) 


in. 


4.096 
4.650 
5.271 
5.870 
6.386 
6.811 


Incide  of  collar. 


At  whwl  lit. 


in. 


24%  in. 

22>4  in. 

2214  in. 

22>4  in. 


20 


v^. 


4.707 
5.848 
6.050 
6.647 
7.154 
7.646 


24  in. 
24  in. 
24  in. 
24  in. 
24  in. 
24  in. 


4.748 
.1.395 
6.108 
6.709 
7J89 
7.800 


Required  diameters  r  -x-x- 
•^  M    s    « 
As  given  in  the  1896  Proceedings. 
Values    for    standard   axles,    based    on 
distance  between  load   applications  of  L 
(distance    between    centers    of   journals) 
plus  1   in. 


Brake  Power  and  Brake  Beams. — An 
important  question  in  connection  with 
car  design  is  necessary  brake  power.  The 
present  standard  is  that  the  brake  power 
shall  be  60'>  of  the  light  weight  of  the 
car  based  on  50  lb.  unit  cylinder  pres- 
sure. Cars  in  which  the  ratio  of  light 
weight  to  loaded  weight  is  very  low  will 
then  have  a  very  low  brake  power,  when 
cars  are  fully  loaded.  Cars  in  which 
this  ratio  is  high  have  a  relatively  high 
brake  power  when  cars  are  fully  loaded. 
It  is,  therefore,  deemed  advisable  to  make 
u  change,  and  to  base  the  total  brake 
power  tif  the  car  on  40';v  of  the  sum  of 
the  lit'ht  wi'ight  plus  '*  of  the  maxiiinim 


which,  for  cars  having  four  and  six  wheel 
trucks,  will  be: 


BRAKE  POWER 

Asl«. 

Foor-whMl  trucks    |      Six-wbaci  truck* 

C 
D 

E 
F 

15  200-(-  .8w 

16  900-(-  .8w 
21  000-1-  .3w 
25  000-t-   .8w 

19  800-t-  .8w 
25  850-K  .»w 
11  500 -i-  .8w 

37  500-f  .8w 

15.000 

76  In. 

15.00414— .1»6X 

8.751 

22.000 

76  In. 

15.00414-    .196X 

12.835 

31.000 

77   in. 

16.491121-  .200X 

40.000 

78  In. 

ir..»922K-.2035X 

2S.U5 

50.000 

79  In. 

16.48685— .2071X 

60.000 

fO  in. 

1S98042-.2106X 

JS.OOS 

2.  That  the  brake  beam  deflection  load 
1.75 

be (0.1W-I-0.3W). 

N 

3 

3.  That  the  brake  beam  set  load  be — 

N 

(0.1W'  +  0.3w). 

If  the  nbovi  i>  adoptrd  the  12.000  lb.  beam  will 
b«    rv<]utrvd   af    follow* : 

Car  riau  Car   w«isht 

4  B  All  ran. 

4  C  L«*>  than  50.000  lb. 

4  D  L»a  than  40.000  lb. 

Th»  15000  lb.  bran  will  b»  rt^uirrd  n»  followi: 


July,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


357 


4   C 

4  D 
4   E 


ir  weiKht 

30,0001b.   and  over, 
40,000  lb.  to  60,000  lb. 
Less  than  45,000  lb. 


4.  That  the  6,500  lb.  capacity  beam  be 
dropped  from  the  standards  and  that  the 
12,000  lb.  capacity  beam  be  denominated 
as  the  no.  1  beam,  and  that  the  inter- 
chaniare  rules  should  be  amended  to  con- 
form to  theforegoing. 


-^/— 


opening  to  hold  wedge  to  be  so  provided. 
Increase  width  of  dust  guard  cavity  in 
the  3%  in,  by  7  in.  box  to  6%  in.,  and  in 
the  4'4  in.  by  8  in.  box  to  8  in. 

11.  The  committee's  attention  was 
called  to  the  fact  that  the  standard  pas- 
senger car  pedestals  have  shown  weak- 
ness and  a  large  number  of  them  break, 
indicating  a  necessity  for  redesign. 


Sax  &iit  tio/es 
Mvif  i)  Cora/  h 

SpoC''^  c^  It' 


SKeKy  mutable 
Casf/ng  ^'^, 


FffO^T  {//fiV  "section  C-C 


NOTE— Section  of  Box  ni«y  be  nude  either  < 
square  below  the  center  line,  provided  all  the 
dimentiont  are  adhered  to. 


'cntial 


When  Jo 


al  Bo 


Recommendations: — 1.  Make  radii  of 
fillets  for  all  axles  y»  in.  on  journals  at 
collar,  and  %  in.  on  journals  at  dust 
guard  seat,  on  dust  guard  seat  at  wheel 
seat,  and  on  wheel  seat  at  collar.  (See 
tabulation  of  axles,  fig.  6.) 

2.  Increase  all  lugs  on  journal  bear- 
ings, as  shown  in  columns  12  and  13  in 
tabulation  of  bearings.  (See  tabulation 
of  journal  bearings,  fig.  7.) 

3.  Make  slight  changes  in  dimensions, 
as  shown  by  asterisks  in  tabulation  of 
bearings. 

Note. — Recommendations  1,  2  and  3 
do  not  interfere  with  interchangeability. 

4.  Adopt  classification  of  axles  by  let- 
ters A,  B,  C,  etc.,  as  indicated  in  tables. 

T>.  Adopt  same  classification  for  boxes 
and  contained  parts.  (See  tabulation  of 
journal  wedges,  fig.  8.) 

6.  Adopt  classification  2A,  2B,  2C,  etc., 
for  2-axle  trucks,  and  3A,  3B,  3C,  etc., 
for  3-axle  trucks,  the  letter  designating 
the  axle  used. 

7.  Adopt  classification  4A,  4B,  4C,  etc., 
and  6A,  6B,  6C,  etc.,  for  ears,  the  letters 
designating  the  axle  used,  and  the  figures 
designating  the  number  of  axles  under 
the  car. 

8.  Raise  the  capacity  of  the  D  axle  to 
40,000  lb.  without  changing  dimensions. 

No  existing  cars  shall  be  marked  up 
in  capacity  on  account  of  this  increase 
in  allowable  axle  load  until  it  has  been 
determined  that  the  body  and  trucks  are 
safe  under  such  a  load. 

9.  Add  axle  F,  journal  box  F,  journal 
bearing  F,  wedge  F  and  dust  guard  F, 
as  given  in  tabulations.  (See  figs.  6,  7, 
8  and  9.) 

10.  Make  distance  from  center  of  dust 
guard  to  top  suck  that  when  in  place 
with  box,  bearing,  and  wedge  of  full 
standard  dimensions,  the  top  of  dust 
guard  is  IVs  in.  below  the  top  of  dust 
guard  cavity  in  box;  the  boxes  not  now 
provided   with   an    offset   at   dust   guard 


of  Malleable  Iron,  reduction 
in  Ihicknesi  of  metal  and  coring  lo  lighten  weight  It 
permisdble.  provided  all  the  ettential  dimension:,  which 
affect  interchangeability  and  the  proper  fitting  of  con- 
tained parts  are  adhered  to. 

If  the  method  of  molding  does  not  permit  of  placinj 
the  letters  A.  R.  A  on  the  side  of  the  Journal  Box.  they 
may  be  placed  on  the  lop  between  hinge  lug  and  th';  ,  rch 
bar  seat 


Recommendations: — 1.  That  sheets  21 
and  22  of  the  book  of  standard  drawings 
showing  standard  passenger  car  pedes- 
tals for  3%  in.  x  7  in.,  4V4  x  8  in.  and  5 
X  9  in.  journals  be  eliminated. 


terial  to  be  not  less  than  3/32  in.  thick. 

3.  Functions. —  (a)  Lid  must  protect 
the  journal  by  preventing  the  entrance 
into  the  journal  box  of  dust,  sand,  fine 
coal,  or  other  foreign  matter. 

(b)  Lid  should  prevent  oil  from  work- 
ing out  of  the  end  of  the  journal  box. 

4.  Construction. —  (a)  Lid  to  be  attach- 
ed to  the  journal  box  by  a  fastening  so 
arranged  that  it  can  be  easily  opened 
and  closed,  but  it  must  retain  itself  in  a 
fully  open  position  without  danger  of 
closing. 

(b)  When  closed,  the  tension  between 
the  lid  and  fastening  must  be  sufficient 
to  prevent  vibration  of  lid  or  any  parts 
thereof, 

(c)  Lids  of  the  hinged  type  to  have 
the  hinge  located  at  the  top  of  the  jour- 
nal box,  so  arranged  that  the  lid  will 
open  outward  and  upward  to  an  angle  of 
90  deg.  with  the  lid  face  of  the  journal 
box.  Lids  of  other  types  should  provide 
an  equivalent  opening. 

(d)  A  tight  contact  between  the  lid 
anti  the  face  of  the  journal  box  must  be 
maintained  in  order  to  meet  the  require- 
ments as  stated  under  item  3.  For  jour- 
nal boxes  used  on  passenger  train  equip- 
ment a  machined  fit  is  recommended. 

(e)  A  ledge,  flange,  or  other  suitable 
arrangement,  should  be  provided  on  the 
inside  of  the  lid,  particularly  along  the 
lower  part,  so  that  oil  thrown  against 
the  inside  face  will  drain  back  into  the 
box. 

(f)  Springs  should  be  of  the  coiled 
type  when  possible. 

(g)  The  eyes  of  the  lid  must  be  in- 
tegrally closed. 

13.  For  calculating  the  diameters  of 
axles  between  wheel  seats,  assume  that 
the  loads  take  effect  ^-i  in.  from  center 
of  journal  at  each  end  of  axle,  making 
the  distance  between  assumed  points  of 
load  application  1  in.  more  than  the  dis- 
tance between  centers  of  journals. 


NOn  I.  Peaesfa/s  K>  ie  Oesijna/ 

t)f ample  SfrengHi  fo  Jvrf 
Style  of  Truck  Sf^rome  on^ 
Arranged  fitr  Secvre^  /bl/eft- 
ing  fc  ff*e  Some 
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At  f^vrc/edsa  OS  to  titlow 
fbrAnple  CearoiKCi  6ath  Jbo^  or::/  Seton'  A^es 
ttO'^C  J  &//t/eJ  to  be  of  Sufficient  Lengtt}  to  Provide 

tWt  Searing  Surface  for  Jovrnat  Scf  tugs 
fJ0TC4  f^esfal's  Sites  to  be  Securet/  Tied  Top  ana 
Bottom  Ato^ances  Seing  Macle  6:r  Sufficient 
Equalizer  Oeoronce 

PCCOHtUfVOfO     OIUCNSIOr.'S 
Peaiestuts  for  Single,  do'tom  G^uoliter  Trucks 
ftaving  Pectanguhr  Section  Itftieel  Pieces 


afLC 

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2.  That  pedestals  shown  in  fig.  10  be 
substituted  for  these  pede<;tals  for  use 
on  trucks  with  single  bottom  equalizers. 

12.  The  present  standard  journal  box 
lids  and  bolts  should  be  withdrawn  and 
the  following  specification  for  lids  sub- 
stituted: 

1.  Scope. — This  specification  covers  all 
lids  for  use  on  A.  R.  A.  standard  jour- 
nal boxes. 

2.  Material. — Lids  may  be  made  of 
malleable    iron   or   pressed    steel.     Ma- 


SCCTIO^J  ^-/^ 


14.  For  calculating  the  diameters  of 
axles  outside  of  wheel  seats,  assume  a 
lever  arm  from  the  section  under  con- 
sideration to  the  center  of  journal,  plus 
one-fourth  of  the  standard  journal  dia- 
meter, and  allow  a  unit  stress  of  10,500 
lb.  per  sq.  in.  to  determine  the  diameter 
for  miuimum  road  limit. 

15.  The  committee  on  standard  and 
recommended  practice  suggested  revision 
of  center  plate  drawings  to  show  con- 
tour only,  and  recommend  definitely  spe- 


.;68 


CANADIAN  itAlLU  AV  AND  .MAKINK  WUKLD 


July,  1920. 


rifylik-  III-    I'mUiiMl  o(  which  the  center 

-1.  Kliniinatr  ithtct 

.  .1  in  pr»'»cnl  xUndard 

uiiil     ndvanci-     Rhet-t     F, 

V.  ,  ntii     pn-nt-nt     practicf,    lo 

N..U.  If  I'ody  renter  plate  on  nheet 
F  1"  unfd  in  conjunction  with  truck  cen- 
ter pinte  on  xheet  20,  a  3/l«  in.  liner 
nhnuld  be  applied  to  prevent  bodv  center 
from  ridini:  on  outer  rim  of  truck  center 

pl"t''  .       .  . 

•J.  Center  plntes  shall  be  made  either 
of  <lrop  forut-fl  or  cast  steel. 

()u«lity  of  Steel. — Specifications  for 
materinls  used  in  car  construction  are 
varied  from  time  to  time.  It  has  been 
found  that  the  tendency  to  lower  the  rc- 
((Uirements  for  elastic  limit  and  elonpra- 
tion  for  steel  have  endanjtired  details 
which  have  been  based  on  certain 
stresses,  also  the  close  adherence  to  rc- 
nuirements  for  ultimate  strenitth  and 
chemistry  has  caused  rejection  of  ma- 
terial which  was  superior  to  material 
acceptable  under  the  specifications.  It 
IS  suKKested  that  the  basic  requirements 
which  will  ensure  meeting  unit  stresses 
Hllowid  in  the  past  be  fixed  by  this  com- 
mittee, that  unnecessary  restrictions  be 
eliminated,  and  that  the  committee  on 
specifications  and  tests  embody  these 
basic  requirements  in  a  specification. 

Unit  stresses  commonly  allowed  for 
detail  parts  of  cars  made  of  steel,  and 
which  are  subject  to  variable  loads  and 
occasional  liKht  shock,  are  12,500  and 
16,000  lb.  per  .sq.  in.  The  minimum  elas- 
tic limit  should  be  double  this  amount, 
and  the  product  of  elastic  limit  and  elon- 
gation should  not  be  less  than  50  times 
the  allowable  stress.  As  the  test  piece 
usually  shows  better  physical  properties 
than  the  castinR  or  forping,  the  require- 
ment for  product  of  elastic  limit  and 
elongation  should  be  increased  by  50,000, 
making  it  50  times  the  allowable  stress 
plus  50,000.  The  reduction  of  area  is 
considered  secondary  in  importance.  It 
should  be  75  times  the  allowable  stress. 
An  addition  of  50,000  for  variation  be- 
tween test  piece  and  the  castinpr  or  forg- 
inK  may  be  made,  but  is  considered  un- 
necessary. The  ultimate  strenRth,  con- 
tent of  carbon,  manpanese  and  silicon 
should  be  left  optional,  as  the  other  re- 
quirements control  these  sufficiently  and 
the  restrictions  used  in  specifications 
heretofore  have  caused  rejection  of  pood 
serviceable   material. 

The  specifications  should  clearly  cir- 
cumscribe annealing  and  methods  of  mak- 
ing tests,  the  latter  to  ensure  uniformly 
comparative  results  from  different  lab- 
oratories. The  resulting  specifications 
should  be  made  optional  for  at  least  one 
year,  to  permit  manufacturers  to  adjust 
themselves   thereto. 

Recommendation : — Provide  specifica- 
tions for  all  forged  and  cast  steel  used 
in  car  construction  of  two  grades,  based 
on  fundamental  requirements  given  be- 
low: 

Grmdr  of  •Ucl                         A  K 

M.nimum  ri.iillt  limit  (Ib.l...  26  000  32  000 
}'rr«lu<-l    of    rlMlle    limit    mnd 

rl..nir«lic.n    700  000  850  000 

rr<«lu(-t    of    ci«»llr    limit    and 

rrdutlion     of     .rm     0-'.   000  1   200  000 

The  ultimate  strength,  carbon,  man- 
ganese and  silicon  shall  be  optional. 
Sulphur  shall  not  exceed  0.05' V.  Phos- 
phorus shall  not  exceed  0.05',.  The  elas- 
tic limit  shall  be  determined  by  extenso- 
meter.  The  elongation  shall  be  measured 
in  a  length  of  2  in. 

Grade  A  steel  shall  be  annealed  if  the 
carbon  content  exceeds  0.30',,  or  if  the 
manganese  content  exceeds  0.75'",  ..Gra<le 
B  steel   shall  be  annealed   if  the  carbon 


content   exceed*   0.22*:'^,   or    if   the    man- 
ganene  exceeds  CDS'", . 

Piece*  of  irregular  section,  and  of  le»s 
carbon  or  manganese  content,  where 
shrinkage  or  other  internal  strains  mav 
be  suspected,  should  also  be  annealed. 
I'nimportnnt  details  may  be  accepted  on 
surfnce    inj-pection    only. 

KundnmentaU  of  DeHign. — In  order  to 
prepare  the  way  for  the  design  and  adop- 
tion of  ailditional  standards,  it  is  ad- 
visable to  confirm  or  change  existing  fun- 
damentals and  add  thereto.  The  exist- 
ing fundamentals,  both  actual  and  im- 
plie<l.  have  been  discussed  in  committee. 
Those  recommended  for  change  and  those 
which  are  added  are  presented  below 
with  reasons  for  the  recommendations. 
All  others  given  in  the  list,  under  the 
heading  of  recommendations,  are  now 
either  standard  or  recommended  prac- 
tice and  shouhl  be  affirmed  as  standard. 
The  committee  can  then  proceed  with 
the  consideration  of  standard  detail  de- 
signs. 

Height  from  Rail  to  Center  Plate  Bear- 
ing Surface. — This  subject  was  discussed 
at  length  in  a  number  of  meetings.  Con- 
sideration was  given  to  the  standard 
height  of  27%  in.  and  to  the  U.  S.  R.  -■X. 
height  of  25%  in.  The  former  height 
would  result  in  a  distance  from  bottom 
of  sills  to  center  line  of  draft  gear  of 
about  4  in.,  an  ideal  condition  for  sills 
10  in.  deep,  and  generally  satisfactory 
for  sills  12  in.  deep.  The  latter  height 
is  ideal  for  sills  14  or  15  in.  deep,  and 
moderately  satisfactory  for  sills  12  in. 
deep.  The  reason  for  its  use  was  appar- 
ently to  eliminate  bottom  angles  in  the 
center  sill  construction,  and  to  some- 
what speed  up  production.  However,  the 
elimination  of  the  bottom  angles,  in  con- 
nection with  the  12  in.  channel  sills,  re- 
sults in  an  unbalanced  section.  A  bal- 
anced section  of  the  same  area  will  have 
about  20'',    greater  resisting  moment. 

With  a  height  of  26%  in.  from  rail  to 
center  plate  bearing  face,  12  in.  center 
sills  can  be  arranged  as  a  balanced  sec- 
tion, and  the  preferable  relation  of  cen- 
ter line  of  draft  to  neutral  axis  of  center 
sill  construction  can  be  maintained,  mak- 
ing this  the  ideal  arrangement.  A  cen- 
ter sill  construction  with  10  in.  channels 
can  also  be  made  generally  satisfactory. 
Little  difficulty  will  be  experienced  to  ad- 
just existing  equipment  of  either  27% 
in.  or  25%  in.  height  to  center  plate  bear- 
ing surface  to  the  proposed  height  of 
26%  in.  The  height  from  rail  to  top  of 
truck  side  bearing  will  necessarily  have 
to  be  adjusted  to  suit,  to  maintain  the 
relative  distance  of  %  in.  from  center 
plate  bearing  face  to  top  of  side  bear- 
ing. 

Distance  Between  Centers  of  Side  Bear- 
ings.— The  present  rules  allow  various 
distances,  and  it  is  desirable  to  concen- 
trate on  one  distance.  The  committee 
has  selected  a  distance  of  50  in.  between 
centers  of  si<le  bearings. 

Strength  Requirements  for  Sills  and 
Draft  Attachments.— In  I'Jl.S  this  com- 
mittee adopted  a  basic  figure  for  strength 
of  draft  attachments  of  10  sq.  in.  of  steel 
equivalent  to  grade  .\  material  for  ten- 
sion. This  strength  requirement  was 
somewhat  in  excess  of  the  strength  of 
the  coupler  used  at  that  time.  A  stron- 
ger coupler,  type  D.  has  now  been  adopt- 
ed, and  the  strength  value  of  which  is 
etiuivalent  to  at  least  12  sq.  in.  of  steel 
of  the  same  material.  In  order  to  meet 
the  increased  requirements,  and  compare 
closely  with  the  increased  strength  of 
the  coupler,  it  is  desirable  to  increase 
the  strength  requirements  for  draft  gear 
attachments    and    center    sills    by    about 


20' 'r.    The  formulae  on  which  the  former 
re(|uirementji  were  baaed  ■«  ■•  follows: 
l.'nit  strcfs  1  X 

R-  Ratio =  —  -f  

End  load  A         SM 

A  "  Area  of  section  in  square  inches. 
X  -.  Eccentricity  of  load  in  inches. 
SM- Section  modulus. 
For  draft  gear  and  draft  attachments: 

a.  The  minimum  tension  Brea  =  T. 

b.  The  minimum  shear  area=1.25  T. 

c.  The  minimum  bearing  area  = 

0.G25  T.  3 

d.  The  maximum  ratio  R=  — 

2T. 
For  center  sills  between  rear  followers: 

e.  The  minimum  tension  area  =  2.5T. 

f.  The  minimum  shear  area  =  3.125  T. 

g.  The   minimum   bearing  arcarr 

1..563   T.  3 

h.  The  maximum  ratio  R=   — 
5T. 

Our  recommendation  is  to  increase  the 
area  T  from  10  to  12  sq.  in.  of  grade  A 
steel,  or  an  equivalent  area  of  other 
grades  of  steel,  and  change  the  other 
values  approximately  in  accord  there- 
with, which  will  be  given  in  the  recom- 
mendations. 

Distance  from  Center  of  Bolster  to  Fare 
of  End  Sill  Casting.— In  order  to  have 
uniform  construction  for  draft  and  draft 
attachments,  it  is  important  that  this  di- 
mension should  be  definitely  fixed.  The 
committee  has  selected  this  distance  as  5 
ft.,  which  seems  to  meet  all  necessary 
requirements  for  cars  with  four-wheel 
trucks. 

Draft  Gear  Travel,  Coupler  Horn  Clear- 
ance, and  Coupler  Side  Clearance.  — 
Many  cars  of  a  length  of  40  ft.  and  more 
are  deficient  in  side  clearance  for  coup- 
lers, and  we  believe  it  imperative  that 
the  side  clearance  be  increased.  Experi- 
ence with  cars  with  the  draft  gear  lo- 
cated between  center  sills  indicates  that 
it  is  undesirable  to  permit  the  horn  of 
the  coupler  to  strike  the  end  sill,  and 
that  all  of  the  strain  should  be  carried 
through  the  rear  follower  into  the  cen- 
ter sills  at  a  distance  of  about  1  in.  be- 
low the  neutral  axis  of  the  center  sill 
construction.  Until  the  committee  on 
couplers  and  draft  gear  has  had  an  op- 
portunity to  demonstrate  by  test  that 
some  other  travel  is  preferable,  we 
recommend  adopting  a  draft  pear  travel 
with  draft  gear  in  place  on  the  car  of 
2%  in.  The  coupler  horn  clearance  should 
be  '4  in.  more,  or  3  in.  The  total  coup- 
ler side  clearance  should  be  increased 
from  2'-!  in.  to  3  in.  In  this  connection 
the  minimum  draft  gear  capacity  of 
150,000  lb.   is  recommended. 

Recommendations: — The  values  given 
in  the  tabulation  below  should  be  ap- 
proved as  standard  fundamentals  for  fu- 
ture design: 

1.  HriRht    from    rmil    to    center    of    bnkr 

•hoe  face  IS      in. 

2.  HeiEht  from  rmil  to  brake  beam  hanirer 

fulcrum    24'»  in. 

3.  HriKhi    from    rail    to   bottom   of   truck 

jpringK  lOS  in. 

4     Hciirht     from     rail    to    top    of    iprino 

I  empty    car)    .    If^  in. 

;..   H.-iiiht    In'm    rail   to  cenUr  plate  m-««l^ 

inK    surface    26\  in. 

6.  HriKht    from    rail    to   top  of  truck    aide 

bearinR    — " 27S  in. 

7.  Distance   from  center  to  eenUr  of  aide 

brannK   - ^O      '"■ 

8.  Avrnure  clearance  per  aide  bearinc  per 

truck: 

Minimum   _ - - '»  •»■ 

Maximum    B/l«in. 

!>.   Hriuhl    fn>m    rail    to    floor    of    box    car 

iminimuml    - *2      in. 

10.  Hemht    from    rail   to   floor  of   refriitera- 

tor   car    (minimum!    4**      in. 

11.  DinUncc   between    center   •ill»  IS'n  in. 

12.  Area  of  center  iiill  construction   between 

rear    follower*    (miniroumi    ..SO  »«).  in. 

1.1    Pi"lancc    from    center   of    truck    to   end 
•  ill    face    for    ear»    with    4-wheel 
trucka   &   '»•   •   i"- 


July,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


359 


14.  Draft  Bear  travel    ion  car)    2%  in 

15.  Coupler   horn   clearance    Sin. 

16.  Minimum   draft   Rear   capacity   15.000  1b. 

IT.  Coupler  shank  side  clearance,  total   3  in. 

18.  Draft    sear    follower    thickness 2Vi  in. 

19.  Ratio  of  unit  stress  to  end  load   (maxi- 

muml    for  center  sills  05 

20.  Ratio  of  unit  stress  to  end  load    (maxi- 
mum I    for   draft    attachments    125 

21.  For  draft  attachments  the  area  of  steel 

in     square     inches     equivalent     to     the 
minimum  re<iuired  strength  values  is: 

21.  Tension    or   compression    (s<juare   inches, 

grade   A  steel)    12 

22.  For  shear   isq.   in.)    15 

Inside   dimensions  of  box   cars: 

24.  Length    40^  ft. 

25.  Width  SVj  ft. 

26.  Heiuht   BMi  ft. 

27.  Hardwood,  when  used,  must  have  strentrth 
values   for  times  those  given   for  steel. 

Minor    Car    Construction   Matters.   — 

Various  enquiries  on  the  subject  indi- 
cate the  necessity  of  adoptinp:  fixed  rules 
for  repairs  to  existing  box  car  ends. 

Recommendation: — 1.  When  ends  of 
ears  are  broken  they  should  be  replaced 
with  ends  specified  for  new  cars. 

2.  The  rules  for  box  car  ends  should 
be  modified  by  eliminating  paragraphs  5 
and  6  permitting  hard  wood  or  yellow 
pine  posts  and  braces,  thereby  making 
use  of  steel  posts  and  braces  obligatory. 
The  revised  rules  are  as  follows: 
Box  Car  End,  Design  and  Strength. — 
New  cars  should  have  corrugated  steel 
ends,  or  steel  plate  ends  U  in.  thick,  re- 
inforced between  corner  posts  with  the 
equivalent  of  either  two  vertical  steel 
braces  with  a  total  section  modulus  of 
not  less  than  9;  or  one  vertical  and  two 
diagonal  steel  braces  with  a  total  section 
modulus  of  not  less  than  10;  or  three 
horizontal  steel  braces  with  a  total  section 
modulus  of  not  less  than  10. 

Xew  cars  may  have  the  following  al- 
ternative arrangement:  Three  or  more 
steel  braces,  two  of  which  run  diagon- 
ally, with  a  total  section  modulus  of  not 
less  than  12'/i,  and  wood  lining  1%  in. 
thick. 

To  concentrate  strength  at  a  point  near 
floor  line  on  vertical  center  line  of  car, 
diagonal  braces  should  extend  from  the 
center  sills  to  the  side  plates,  and  not 
from  the  bottom  corner  to  the  ridge. 

The  attachments  for  the  braces  and 
the  members  to  which  they  are  attached 
must  be  sufficiently  strong  to  realize  the 
full  strength  of  the  braces. 

Lining  at  car  ends  should  be  supported 
at  inten-als  not  greater  than  30  times 
the  thickness. 

Two  4  by  3  in.  Z-bars,  12.4  lb.  per  ft. 
have  a   total   section  modulus  of  9.34. 

Two  5  in.  I-beams,  9.75  lb.  per  ft.  have 
a  total  section  modulus  of  9.6. 

Three  4  in.  I-beams,  9.5  lb.  per  ft.  have 
a  total  section  modulus  of  10.2. 

Three  3  in.  Z-bars,  14.2  lb.  per  ft.  have 
a  total  section  modulus  of  10.3. 

The  corrugated  ends  referred  to  may 
be  made  of  one  or  more  pieces.  If  made 
of  one  piece  it  should  not  be  less  than  V* 
in.  thick.  If  made  of  more  than  one 
piece  the  lower  third  must  be  not  less 
than  \i  in.  thick,  and  the  remainder 
should  be  not  less  than  3/16  in.  thick. 

Hopper  and  Gondola  Car  Cross  Ties. — 
Request  was  made  for  specification  of 
the  proper  number  of  cross  ties  to  be 
used  in  hopper  gondola  coal  cars. 

Recommendations: — The  distance  be- 
tween cross  ties  or  braces  in  hopper  or 
high  side  gondola  ear?  shall  be  less  than 
20  times  the  width  of  the  top  chord  of 
car  side.  Consfderation  should  be  given 
to  providing  necessary  space  for  use  of 
clam  shell  buckets  in  loading  or  unload- 
ing. If  the  dimensions  for  distance  be- 
tween cross  ties  is  less  than  the  space 
required  for  operating  clam  shell  buckets, 
the  ties  shall  be  alternated  with  braces 
extending  from  the  center  ridge  or  floor 


to  a  location  corresponding  with  the  tie 
anchorage. 

Thickness  of  Splice  IMates  for  Center 

Sills  When  Webs  or  Sills  are  More  than 
One-half  Inch  Thick. — .Attention  was  di- 
rected to  the  use  of  center  sills  on  some 
tank  cars  with  webs  %  in.  thick,  and  that 
the  rules  for  splicing  of  steel  center  sills 
would  require  butt  plates  of  the  same 
thickness,  which  is  inconsistent,  and 
would  interfere  with  proper  riveting. 
Recommendation:  That  paragraph  2,  of 
the  rules  for  splicing  steel  center  sills 
be  modified  as  follows:   "The  splice  for 


center  sills,  except  as  otherwise  herein 
stated,  to  be  located  not  less  than  7  in. 
from  either  side  of  the  body  bolster,  con- 
sisting of  butt  joints.  The  butt  joints  to 
be  reinforced  by  plates  on  both  sides  to 
be  not  less  than  twice  the  length  of  the 
protruding  end,  but  not  exceeding  24  in. 
and  not  less  than  same  thickness  of  web 
plate,  but  not  more  than  '2  in.  thick, 
with  the  one  on  the  flange  side  of  chan- 
nel to  include  flanges,  while  the  outside 
plate  should  only  cover  the  web.  The 
rivets  to  be  spaced  as  shown  on  figs.  A 
and  B,  sheet  28. 


Locomotive  Terminal  Design  and  Operation. 


The  cojiimittee,  of  which  C.  E.  Fuller, 
Superintendent  Motive  Power,  Union  Pa- 
cific Rd.,  was  chairman,  reported  as  fol- 
lows:—On  Feb.  20,  1920,  the  committee 
issued  a  circular  containing  20  questions 
and  a  request  that  all  replies  be  in  the 
chairman's  office  by  Mar.  15.  Up  to  May 
1  eighteen  roads  responded  to  the  ques- 
tionaire.  However,  the  information  re- 
ceived from  the  majority  responding  was 
of  such  a  nature  that  the  committee  feels 
that  no  general  conclusions  or  recom- 
mendations can  be  presented  and,  there- 
fore, begs  to  off'er  the  following  as  a 
progress  report: 

The  length  and  capacity  of  ash  pits  is 
determined  by  the  maximum  number  of 
engines   handled   in   24  hours. 

One  road  recommends  an  ash  pit  of 
suitable  size  to  take  care  of  509'<-  more 
power  than  is  being  handled,  so  that  if 
the  pit  conveyor  is  put  out  of  commis- 
sion temporarily,  the  ash  pit  will  be  of 
sufficient  capacity  to  hold  cinders  until 
repairs  are  made. 

Two  roads  recommend  two  large  water 
cinder  pits  emptied  by  locomotive  cranes, 
with  grab  buckets  operated  from  a  sep- 
arate track,  with  pits  so  arranged  that 
cinders  can  be  flushed  into  cinder  pit 
from  the  dump  pit  with  water. 

Three  roads  favor  a  depressed  track, 
for  holding  cinder  cars,  located  along  the 
side  of  pits,  in  order  that  cinders  may 
be  easily  shoveled  into  the  cars. 

The  capacity  of  the  coal  chute  depends 
upon  the  maximum  number  of  locomo- 
tives to  be  coaled   in  24  hours. 

Seven  roads  specify  coal  chute,  sand 
house  and  ash  pit  to  be  located  between 
inbound  and  outbound  tracks  from  turn- 
table, and  as  close  to  locomotive  house 
as  trackage  will  permit. 

Five  roads  prefer  sanding  facilities  at 
the  coal  chute  direct. 

One  road  recommends  the  coal  chute 
to  be  equipped  with  automatic  sprinkler 
system,  and  with  crusher  and  scales. 

One  road  reports  coal  chute  located 
about  200  ft.  from  the  ash  pits;  while  it 
is  desirable,  according  to  two  other  roads, 
to  have  ash  pit  adjacent  to,  but  not  im- 
mediately under,  coal  chute,  so  that  men 
from  either  one  can  help  out  in  rush 
periods,  and  the  fumes  from  wet  ashes 
and  the  ashes  themselves  will  not  cor- 
rode the  steel  work  of  coal  chute. 

One  road  recommends,  for  a  cold  coun- 
try, locomotive  house,  tumable,  ash  pit, 
etc.,  all  under  one  roof,  with  coal  chute 
close  by,  and  incoming  locomotive  to  be 
left  by  crew  before  coming  to  the  coal 
chute. 

The  problem  of  coal  chute  and  ash  pit 
organization  depends  materially  on  the 
amount  of  power  handled,  as  well  as  the 
question  of  locomotive  house  organiza- 
tion and  the  character  of  repairs  to  be 
made;  in  other  words,  it  is  based  on  the 
size  of  the  terminal  and  the  business 
handled. 


Five  roads  report  a  foreman  in  charge 
of  coal  chute  and  ash  pit,  whose  duties 
are  to  see  that  all  locomotives  are  pro- 
perly sanded,  coal  and  water  furnished, 
and  fires  cleaned. 

Four  roads  recommend  locomotive 
house  foreman's  supervision  of  ash  pit 
and  coal  chute  gang  leaders,  fire  clean- 
ers, ash  shovelers,  helpers,  etc. 

There  is  not  sufficient  data  available 
upon  which  to  base  a  recommendation 
for  a  definite  system  of  organization.  Re- 
garding locomotive  house  operation  as  a 
whole,  while  only  four  roads  replied  on 
this  subject,  three  agree  that  there  has 
been  a  great  deal  of  neglect  in  the  pro- 
per design    of   locomotive   houses. 

Adequate  equipment  with  as  many  la- 
bor-saving devices  as  possible  will  repay 
the  expense  of  installation  in  a  short 
time. 

Locomotive  houses  should  be  equipped 
with  proper  ventilation  to  force  out 
smoke  and  gases. 

Eleven  roads  recommend  coal  stoves 
as  the  best  method  of  drying  sand,  while 
six  prefer  steam  coils.  It  is  pointed  out 
that  drying  by  stove  burns  off  organic 
matters  and  renders  the  sand  more 
gritty. 

A  large  majority  of  roads  replying 
prefer  the  elevation  of  sand  by  com- 
pressed air,  while  a  small  number  prefer 
the  chain  and  bucket  elevator  operated 
by  motor.  Conveying  sand  to  locomo- 
tives by  gravity  appears  to  be  universal 
practice. 

The  recommended  distance  between 
pilot  and  outer  wall  of  locomotive  house 
varies  from  8  to  15  ft.,  while  the  dis- 
tance between  face  of  coupler  on  tender 
and  wall  varies  from  5  to  10  ft.  The 
distance  from  locomotive  to  side  wall 
varies  from  5  to  10  ft.  The  ideal  ar- 
rangement would  permit  sufficient  space 
between  walls,  with  tank  cut  loose,  to 
permit  the  removal  of  engine  truck  and 
both  tender  trucks  at  the  same  time. 

With  reference  to  locomotive  house 
door  clearance,  the  replies  cover  doors 
which  vary  from  12  ft.  8  in.  to  14  ft. 
wide,  and  from  14  ft.  to  18  ft.  high  One 
road  strongly  recommends  steel  framed 
doors  on  locomotive  houses. 

Nine  roads  recommend  steam  as  the 
best  method  of  heating  locomotive 
houses,  while  five  prefer  hot  air,  and  two 
prefer  coal  stoves.  Others  specify  steam 
heat  for  small  locomotive  houses  and  hot 
air  for  large  ones. 

The  preference  in  location  for  steam 
heat  is  to  place  the  coils  in  the  pits,  pro- 
perly protected  from  damage  from  heavy 
parts  falling  from  above.  It  is  essential 
for  the  coils  to  set  in  from  the  side  and 
be  protected  so  that  water  drippings 
^rom  thawing  ice  and  snow  on  engine 
will  not  run  on  to  the  pipes.  Eight  out 
of  nine  roads  recommending  steam  heat 
favor  steam  coils  on  outer  wall,  while 
five  roads  report  additional  coils   on   in- 


:t6u 


(  ANADIAN  HAILWAV  AND  MARINE  WORLD 


July.  1920. 


ner  vraU  t  ■  whntrvrr  extent  !•  permit- 
».'  rflurn     nyiitvm    of 

iit<  rcil  liy  llu-  majority 

(i!  .    ui«o  fxhnuMt  Kt<-am 

frciiii  air  .  ..iiii'ii- ■■•■iir  and  itlntionury  en- 
Kinc. 

S<vi  rn!  "f  thr  mnfl';  rrmmmrnilinK  hut 
a  !  .   .s  do  not 

h-  '■  ft.  from 

tl  .  i.'    !<pac«.-s 

1.. 

of  locomotive  houxe  hvat- 
II  .  materially     upon    climatic 

»■■  t.  and   upon   such   matterg 

a-  ility   of  waste   or  exhaust 

si.  while    the    desirability    for 

Well  luatcd  locomotive  houses  is  appar- 
ent to  all.  it  is  somewhat  a  local  prob- 
lem. 

There  is  a  jtreat  deal  of  difference  on 
the  question  of  machine  tools  for  locomo- 
tive house  work,  and  this  subject  de- 
[H'nds  very  larKely  upon  the  amount  of 
work  to  be  taken  care  of.  A  number  of 
roads  recommend  the  installation  of  ma- 
chine tools  separate  from  the  locomo- 
tive hou.se,  but  attached  to  same,  as 
nearly   centrally  as  possible. 

The  majority  of  roads  recommend  drop 
pits  to  take  care  of  engine  truck  and 
trailer  wheels,  in  addition  to  the  main 
drop  pit.  Several  roads  report  desir- 
ability of  separate  drop  pits,  to  handle 
tender  truck  wheels,  while  one  road  ad- 
vi.ses  that  a  sinjrle  pit  is  ample.  A  sec- 
ond road  recommends  a  driving  wheel 
pit  for  every  6  stalls  and  an  enKine  trail- 
er pit  for  every  10  stalls.  The  Whiting 
hoist  is  mentioned  by  several  roads  for 
drivinp-wheel  pits  in  large  locomotive 
houses. 

The  hydraulic  jack  appears  to  be  fav- 
ored by  the  majority,  although  a  small 
number  of  roads  prefer  air  jacks,  on  ac- 
count of  the  telescopic  feature  requiring 
less  depth  of  pit.  One  road  reports  an 
electric  crane  for  lifting  wheels,  and  one 
specifies  Watson  and  Stillman's  hydrau- 
lic compressed  air  telescope  jack. 

Regarding    material     for     locomotive 


houiic  floorinK,  opinion  is  divided  b«twc«n 
ccmcrete,  creoHiited  block,  brick,  and  mas- 
tic or  axphall  cumponition.  The  major- 
ity, however,  recommeml  creosote  blocks, 
with   concrete    running   second. 

The  use  iif  packing  blmk^  the  full 
length  of  pit  IS  universally  recommended. 

Smoke  jacks  are  reporte<l  as  made  of 
fireproof  wood,  sheet  metal,  asb«'sto."  and 
cast  iron,  opinions  being  about  equally 
divided.  The  views  as  to  the  hood  open- 
ing at  bottom  range  from  H  to  15  ft.  in 
length.  Several  roads  recommend  the 
use  of  dampers  on  smoke  jack. 

Recommendations  regarding  handling 
material  in  locomotive  houses,  cover  a 
trolley  track,  swing  crane,  overhead  tra- 
velling crane,  electric  truck  and  collaps- 
ible  horses. 

The  majority  of  roads  recommend  that 
all  stalls  be  equipped  with  hot  water 
wash-out  facilities,  while  several  prefer 
only  one-half  of  the  stalls  equipped.  The 
general  view  appears  to  lie  that  the 
washing  of  locomotives  with  hot  water 
is  at  all  times  desirable  from  the  stand- 
point of  saving  in  time,  fuel,  water,  and, 
most  important,  a  reduction  in  fire  box 
repairs.  The  majority  of  roads  blow  off 
boilers  through  a  blow-off  pipe  leading 
from  engine  to  atmosphere  or  tanks, 
which  in  some  cases  are  connected  with 
the  sewer.  Three  roads  recommend  a 
pipe  line  from  end  to  end  of  engine 
house  above  locomotive  domes,  with  con- 
nection at  each  pit,  and  outlet  on  both 
ends  of  house.  This  system  is  used  by 
one  road  to  connect  with  cold  water  sys- 
tem to  cool  down  boilers.  The  entire 
subject  is  of  the  most  importance  in  con- 
nection with  engine  terminals. 

As  to  locomotive  house  lighting,  tFere 
seems  to  be  about  an  evenly  divided  pref- 
erence for  reflector  lights  on  the  walls, 
and  lights  placed  between  pits.  All, 
however,  appear  in  favor  of  sufficient  ex- 
tension plugs  on  post  for  working  in  pits 
and  fire  boxes.  In  lighting  outside 
grounds,  all  roads  appear  to  favor  flood 


lighting  of  sufficipnt  power  and  proper 
height  to  afford  a  good  light  on  points 
where  needed. 

Analysis  of  the  replies  indicates  the 
wide!it  ilivergence  of  opinion  on  nearly 
all  Kubjects  connected  with  locomotive 
house  and  locomotive  terminals;  this  re- 
fers to  design,  equipment,  maintenance 
and  operation.  It  is  entirely  natural  that 
varying  local  conditions  should  develop 
different  systems  at  locomotive  termi- 
niils.  and  your  committee  feels,  after  re- 
viewing this  subject,  that  there  is  little 
opportunity  for  standardizing  on  the 
general  layout  for  the  reason  that,  as  a 
rule,  there  is  no  choice  of  location,  and 
the  ground  available  is  usually  limited 
both  in  area  and  in  relation  to  its  sur- 
roundings. It  is,  therefore,  apparent 
that  the  layout  of  each  locomotive  ter- 
minal is  properly  a  separate  problem — 
again,  the  entire  problem  is  largely  a 
function  of  the  size  of  terminal,  the 
power  handled,  the  e.'^timated  expansion 
of  future  business,  and  similar  questions. 
The  replies,  however,  do  indicate  a  de- 
cided trend  in  the  last  few  years  toward 
improvement  in  facilities  in  modem  ter- 
minals, especially  in  the  art  of  heating, 
lighting,  ventilating,  tool  equipment, 
boiler  washing,  cleaning  fires,  coaling 
and   sanding. 

It  is  the  committee's  opinion  that  while 
the  standardization  of  locomotive  termi- 
nals as  to  general  layout  is  impossible 
it  might  be  desirable  to  standardize  lo- 
comotive house  design  as  to  general  di- 
mensions and  structural  features,  that 
some  progress  may  be  made  in  the  future 
toward  the  standardization  of  such  equip- 
ment as  locomotive  house  cranes,  drop 
pits  and  washout  systems;  also  in  light- 
ing, heating  and  ventilation. 

The  time  available  has  been  entirely 
too  short  to  prepare  a  comprehensive 
report  on  such  a  large^  important  sub- 
ject, and  your  committee  desires  to  offer 
the  above  as  a  progress  report  with  a 
continuation  of  the  committee  if  the  as- 
sociation feels  that  this  is  desirable. 


Mechanical  Stokers  Committee  Report. 


The  committee,  of  which  M.  A.  Kin- 
ney. Superintendent  Motive  Power,  Hock- 
ing Valley  Ry.,  was  chairman,  reported 
as  follows: — The  mechanical  stoker  as 
adapted  for  locomotive  firing  has,  from 
the  evidence  of  its  application,  become  a 
necessity,  there  being  over  .■>,000  in  use 
on  locomotives  in  the  United  States.  The 
necessity  for  a  mechanical  application  to 
the  locomotive  for  stoking  purposes  be- 
came apparent,  as  the  rapid  striiles  in 
increased  tractive  effort  of  the  locomo- 
tive to  reduce  the  transportation  costs 
were  not  meeting  the  expectations  of 
those  <lirectly  connected  with  operation, 
as  the  full  power  of  the  locomotive  could 
not  l)C  sustained  over  a  period  of  time, 
on  account  of  the  human  agency  behind 
the  scoop  shovel  not  being  able  to  deliver 
fuel  enough,  and  with  efficiency,  to  main- 
tain a  reasonable  speed  with  a  tonnage 
that  the  locomotive  had  been  designed 
for,  and  could  haul  over  a  division.  The 
mechanical  stoker,  therefore,  found  a 
field  on  railways  where  the  heavy  ton- 
nage train  of  commodity  freight  carried 
at  low  rates  was  the  major  part  of  their 
revenue,  and  it  might  be  said  that  the 
.•itoker  was  first  rmnmercially  a  fact  in 
l'.»10.  Several  types  of  stokers  had  been 
receiving  experimcntiil  attention  for  sev- 
eral years  prior  to  that  date,  but  r.»10 
marked  the  beginning  of  the  time  that 
railways,  as  mentioned  above,  started  the 


application  on  new  power  of  extraordi- 
nary weight  of  tractive  effort,  realizing 
that  to  get  the  most  out  of  the  locomo- 
tive of  high  capacity  some  mechanical 
means  must  be  provided.  In  1912  de- 
mand was  made  by  firemen  in  the  east- 
ern wage  application  for  two  firemen  on 
locomotives  weighing  over  200,000  lb.  on 
the  drivers;  this  naturally  stimulated  the 
inventive  genius  of  the  stoker  manufac- 
turers, and  improvements  and  different 
types  of  stokers  came  out  that  made  it  a 
successful  machine  compared  with  past 
efforts,  and  has  well  supplied  the  neces- 
sity for  its  development. 

The  determination  of  the  points  as  to 
the  size  of  locomotive  when  the  stoker 
shall  be  applied,  the  economy  of  fuel  that 
may  be  expected,  the  cost  of  repairs,  and 
not  the  least  point  to  be  considered,  the 
kind  and  preparation  of  fuel,  have  been 
the  subjects  that  your  committee,  and 
also  the  members  of  this  association, 
have  presented  and  discussed  more  than 
any  other  features  during  the  past  seven 
years  which  it  has  been  before  you. 
therefore  it  was  deemed  advi.sable  to  ob- 
tain material  for  your  consideration  in 
this  paper,  by  putting  out  a  question- 
naire, endeavoring  to  arrive  at  some  def- 
inite understanding  as  to  the  general 
feeling  on  the  subjects,  especially  those 
enumerated,  and  to  comply  with  resolu- 
tion passed  by  the  1919  convention.  While 


the  responses  were  not  as  numerous  as 
it  was  hoped,  30  railways  answering  are 
representative  lines  which  have  had  ex- 
perience with  the  mechanical  stoker  and 
are  qualified  to  make  answer  from  actual 
knowledge.  We  will  state  the  question, 
and  comment  on  each  in  its  turn. 

State  the  number  and  kind  of  stokers 
you  have  and  type  of  locomotive  and 
tractive  power  on  which  they  arc  used. 
Replies  were  received  from  several  roads 
using  over  100  and  one  road  reports  563 
in  use.  The  mikado,  Santa  Fe  and  Mallet 
type  predominate,  with  tractive  effort 
from  .54.000  to  1;1.=S,000  lb.  There  were  a 
limited  number  of  consolidations  as  low 
as  ."Sl.OOO  lb.  It  is,  therefore,  apparent 
that  to  date  the  locomotive  of  less  than 
."i.">,000  tractive  effort  has  not  received 
much  consideration  as  to  equipping  with 
the  mechanical   stoker. 

What  is  the  tonnage  rating  on  type 
of  locomotives  in  territory  where  oper- 
ated ?  Is  there  any  difference  in  the  ton- 
nage rating  on  hand-fired  and  stoker-fired 
locomotives  of  the  same  type  in  the  same 
territory?  Do  you  load  the  stoker-fired 
locomotives  heavier  than  the  hand-fired? 
If  not,  why?  With  the  increased  ton- 
nage, do  they  make  better  or  poorer  time 
over  the  division?  These  questions  are 
practically  the  same  but  were  asked  sep- 
arately in  an  effort  to  bring  out  such 
views  as  would  be  possible  by  different 


July,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


361 


forms  of  interrogation.  The  tonnage 
rating  is  controlled  locally  by  gradients 
and  type  of  commodities  hauled.  The 
difference  in  rating  between  hand-fired 
and  stoker-fired  locomotives,  in  the  ma- 
jority of  cases,  is  hard  to  determine,  few 
railways  having  both  types  of  firing,  as 
the  stoker  came  with  the  inception  of 
heavier  power,  and  prevents  comparisons 
being  made.  However,  some  of  the  larger 
users  of  the  stoker  report  increasing 
loading  150  tons  on  a  2,400  ton  train,  and 
400  tons  on  a  4,600  ton  train,  with  the 
stoker-fired  locomotive,  over  the  hand- 
fired  on  the  same  division.  Where  the 
stoker  and  hand  fired  are  used  on  the 
same  type  of  locomotive,  with  one  excep- 
tion, replies  indicate  as  good  perform- 
ance can  be  procured  with  the  stoker, 
with  increased  tonnage,  as  the  hand-fired 
with  reduced  rating. 

How  does  the  condition  of  fire  of  the 
hand-fired  locomotives  compare  with  the 
stoker-fired  locomotives  when  arriving  at 
terminals?  The  general  answer  to  this 
question,  "Better  condition  on  stoker- 
fired,  demonstrates  that  the  firemen  soon 
realize  the  advantages  of  the  stoker  and 
will  endeavor  to  carry  a  light,  even  fire, 
which  can  easily  be  accomplished  by  or- 
dinary attention.  It  lightens  the  labors 
of  the  locomotive  crew  and  also  shortens 
labor  of  cleaning  or  knocking  fires  at 
the  ash  pit. 

Do  your  records  indicate  any  decrease 
in  boiler  maintenance  with  the  stoker- 
fired  locomotives  as  compared  with  the 
hand-fired  locomotives,  in  parallel  cases  ? 
One  road  notes  changes  in  locomotive 
boiler  construction,  largely  in  welding 
flues  and  other  parts  of  the  fire  box,  have 
made  comparisons  difficult.  The  commit- 
tee wishes  to  call  attention  to  the  ad- 
vantages of  maintaining  a  fire  box  tem- 
perature while  trains  are  on  sidings 
waiting  for  orders,  or  any  stop  of  the 
locomotive,  especially  in  single  track 
operation,  that  will  minimize  the  detri- 
mental results  of  rapid  contraction  in 
large  fire  boxes.  This  can  be  very  satis- 
factorily overcome  by  keeping  a  light, 
even  fire  easily  controlled  with  the  stoker. 

Do  you  use  two  firemen,  or  a  relief 
fireman,  or  give  the  fii'eman  any  assist- 
ance on  your  hand-fired  locomotives? 
Majority  of  roads  report  "No." 

State  what  prompted  you  to  apply 
stokers  to  particular  classes  of  locomo- 
tives. With  one  exception  all  answers 
report  "Increased  tonnage  and  size  of 
locomotives."  One  representative  reply 
which  appealed  to  the  committee  was  "A 
better  class  of  men  can  be  recruited  and 
held  as  firemen,"  another,  "The  fireman 
can  devote  more  time  to  improving  him- 
self in  the  necessary  knowledge  he  re- 
quires to  become  a  locomotive  man."  One 
large  road  states  "The  stoker  is  consid- 
ered a  positive  necessity  where  coal  con- 
sumption averages  more  than  5,000  lb. 
an  hour."  All  replies,  with  one  excep- 
tion, call  attention  to  the  operation  of 
large  type  locomotives  under  maximum 
conditions,  stating  that  the  mechanical 
stoker  is  essential. 

With  the  experience  you  have  had  with 
stoker-fired  locomotives  general'y,  and 
from  actual  tests,  please  exprens  your 
views  on  economy  as  to  amount  of  fuel 
consumed,  and  efficiency  of  the  locomo- 
tive as  to  speed  and  tonnage  compared 
with  hand  firing,  either  with  run-of-mine 
or  prepared  coal.  Naturally  in  the  con- 
sideration of  applying  any  new  device  to 
a  locomotive  the  thought  of  economy,  by 
the  shortest  route,  appears,  and  in  the 
case  of  the  mechanical  stoker,  the  coal 
which  it  delivers  to  the  fire  box,  and  in 
fact  its  chief  function,  being  the  largest 
item  of  expense  connected  with  the  loco- 


motive, immediately  falls  heir  to  the 
query,  "How  much  coal  will  it  save  over 
hand  firing?"  The  replies,  with  one  ex- 
ception, to  this  question  above  stated  are 
in  line  with  all  reports  that  have  been 
made  by  previous  reports  by  the  stoker 
committee,  viz.,  that  there  is,  undoubt- 
edly, some  more  coal  burned  by  the  stok- 
er-fired locomotives  than  by  the  hand- 
fired,  but  from  the  replies  on  this  subject, 
there  are  no  doubts  in  the  minds  of  your 
committee  that  the  increased  efficiency 
as  to  tonnage,  speed,  and  in  fact  the 
various  thoughts  before  enumerated,  off- 
set any  loss  that  may  develop  in  amount 
of  coal  consumed  for  a  given  service  per- 
formed. Your  committee,  however,  de- 
sires to  make  the  point  that  the  users  of 
stokers  realize  that  fine  coal  to  the  ex- 
tent it  is  handled  by  the  stoker  increases 
stack  losses;  the  education  of  the  fire- 
man is  just  as  essential  as  in  hand  fir- 
ing, and  not  to  be  lost  sight  of  is  the 
fact  that  stoker  firing  is  mechanical 
rather  than  a  human  operation,  and  it  is 
for  the  manufacturers  to  improve  and  so 
refine  the  machine  that  it  can  be  kept  in 
a  closer  range  of  operation,  and  the 
stoker  on  the  locomotive  today,  however 
successful,  does  not  free  the  manufac- 
turers from  improving  the  mechanical 
condition  to  remove  human  inefficiency. 

What  percentage  of  the  run-of-mine 
coal  which  you  receive  for  locomotive 
use  is  slack?  If  this  same  coal  is  pre- 
pared at  a  crusher,  how  much  is  the  slack 
increased  ?  Local  conditions  govern  the 
answer  to  this  question.  From  20  to  50'~f 
of  so-called  slack  reported.  The  term 
slack,  as  recorded  by  several  roads,  is 
the  amount  of  fine  material  passing 
through  a  4-mesh  per  sq.  in.  screen.  One 
road  reports  increasing  from  35  to  509'^ 
crusher,  and  another  from  15  to  75'/<;. 
All  others  report  "No  coal  prepared  by 
crusher." 

What  do  you  estimate  the  additional 
cost  of  maintenance  where  stokers  are 
equipped  with  crushers  ?  All  roads  re- 
port "No  data." 

Are  you  in  favor  of  coal  crushers  with 
stoker  equipment  on  locomotives?  Please 
state  reasons.  This  question  is  one  of  the 
most  discussed, and  possibly  the  most  seri- 
ious  subject,  in  connection  with  the  me- 
chanical stoker,  owing  to  the  fact  that  it 
resolves  itself  into  a  local  condition,  on 
account  of  the  great  diversity  of  fuel 
coal,  as  to  amount  of  slack,  fitness  to  be 
handled  by  a  crusher  on  account  of  hard- 
ness, and  the  possibilities  of  procuring 
the  proper  supply  at  all  times.  It  will 
be  recognized  that  the  opinions  of  the 
officers  will  be  influenced  by  the  condi- 
tions and  best  methods  applicable  to  their 
own  road.  The  answers  received  to  this 
question  were  practically  unanimous  that 
the  locomotive  equipped  with  the  me- 
chanical stoker  should,  to  make  it  a  com- 
plete machine,  capable  of  operating  over 
a  wide  territorial  range,  have  the  crush- 
er on  the  locomotive.  Your  committee 
concurs  in  this  as  applied  to  a  limited 
number  of  stokers  being  used  on  a  rail- 
way, but  as  locomotives  equipped  with 
the  stoker  are  centralized  it  becomes 
possible  to  prepare  the  fuel  before  deliv- 
ery to  the  tenders.  The  manufacturers 
are  confronted  with  conditions  in  the  ap- 
plication of  the  crusher  to  the  locomotive 
that  have  been  met  with  fairly  good  suc- 
cess, but  will  require  their  best  talent  to 
meet  the  widely  varying  conditions  as 
the  stoker  is  placed  on  more  roads.  The 
hardness  of  the  coal  causes  an  extremely 
wide  range  of  conditions  the  country 
ovei-.  The  strengthening  of  the  crusher 
parts,  and  the  possibility  of  the  crusher 
mechanism  being  detachable,  in  a  way 
that  prepared  coal  can  be  used,  and  dis- 


continue operation  of  the  crusher  parts 
while  using  the  stoker,  are  recommended 
by  this  committee. 

It  has  been  proposed  that  coal  should 
be  prepared  at  the  mines.  Where  rail- 
ways own  their  own  mines  and  when  the 
entire  output  of  some  coal  mine  is  con- 
trolled, this  suggestion  has  its  merits, 
but  with  the  unsettled  conditions  that 
have  confronted  us  the  past  few  years, 
in  the  mining  industry,  the  changing  of 
contracts  and  unreliability  at  all  times 
of  being  assured  lOO'r  of  fuel  for  their 
stokers,  this  suggestion  cannot  be  recom- 
mended. The  coal,  if  prepared  before 
being  delivered  to  the  tenders,  should  be 
crushed  at  the  railway  coal  tipple  or  a 
centralized  crushing  plant  on  the  rail- 
way. 

Do  you  prepare  coal  for  stokers  be- 
fore loading  it  on  the  locomotives?  If 
so,  by  what  methods  and  what  does  it 
cost  by  each  of  these  methods?  The 
resolution  of  this  convention  in  1919  ask- 
ing for  the  information  embodied  in  this 
question  cannot  be  answereil  by  your 
committee,  as  no  figures  were  made  avail- 
able in  the  answers.  Where  coal  is  pre- 
pared before  being  placed  on  the  locomo- 
tive it  is  bought  in  that  state  or  screened 
at  the  railway  coal  tipple.  One  road  i-e- 
ports  crashing  at  fuel  station,  but  the 
cost  is  practically  negligible,  as  the  coal 
is  dropped  from  the  car  into  the  crusher 
and  prepared  before  it  is  elevated.  The 
capital  expenditure  necessary  to  install 
this  method  will,  where  electric  power  is 
available,  be  from  $6,000  to  $12,000  at 
each  coaling  station. 

The  question  of  using  so-called  lignite 
fuel  has  been  referred  to  this  commit- 
tee. There  is  some  question  as  to  the 
proper  definition  of  lignite.  We  find  the 
term  semi-lignite  and  sub-bituminous 
used;  it  being  a  fuel  used  by  the  north- 
western railways  having  a  b.t.u.  value 
from  11,250  to  12,500.  Reports  indicate 
no  difficulties  ai-e  being  experienced  in 
firing  with  this  fuel,  if  handled  properly. 
Stack  losses  and  fires  along  right  of  way 
not  developing.  One  road  reports  less 
liability  of  fire,  on  account  of  the  fire,  and 
character  and  regularity  of  the  fire,  and 
doing  away  with  the  necessity  of  open- 
ing the  fire  door,  which  creates  sparks 
with  this  class  of  fuel.  The  only  change 
in  fire  box  or  draft  appliance  noted,  to 
burn  lignite,  was  one  road  reports  apply- 
ing one  more  row  of  fire  brick. 

On  the  question  as  to  what  recent 
changes  have  been  made  in  coal  space  of 
locomotive  tenders  to  permit  the  coal  to 
flow  within  easy  reach  of  the  fireman, 
replies  state  that  several  roads  have  re- 
sorted to  a  mechanical  device  for  push- 
ing the  coal  forward,  which  was  reported 
successful  in  various  sections.  Existin"- 
power  has  been  largely  cared  for  by  local 
arrangements  of  changes  in  slope  sheets, 
raising  and  moving  coal  boards. 

Your  committee  recognizes  that  the 
mechanical  stoker,  coming  to  the  rail- 
ways as  it  has  in  the  past  three  years, 
under  trying  times,  with  inexperienced 
firemen,  shop  forces  not  up  to  the  stan- 
dard, and  the  burden  of  an  overloaded 
organization  trying  to  move  every  ton  of 
freight  possible,  has  received  many  a 
hard  knock  and  will  continue  to  receive 
them,  but  the  manufacturers  will  be  on 
the  ground;  and,  as  we  have  tried  to 
bring  out  plainly  in  this  report,  local  con- 
ditions must  be  studied  and  the  prepara- 
tion of  fuel,  the  cost  of  maintenance  and 
the  benefits  of  having  a  locomotive  that 
will  prove  100%  good,  up  hill  and  down, 
will  be  your  problem  and  result  in  im- 
provements to  the  benefit  of  all. 

Enquiry  was  made  of  the  stoker  manu- 


■.(•2 


CANAIJIAN  iiAIIAVAV  AMJ  MAKINH  WOKI.l) 


July,  1920. 


'nrturfm  ■*  to  the  number  of  ttokprn  in 
fvnicv  Mar.  1,  1D20,  with  followinK  rt<- 
ault: 


rommittrr  from  time  to  time  by  the 
manufarturrrn.  All  ouch  nufrireiitionR 
linvf  bfon  rari'fully  invcRtiiratrd,  and,  if 


Hma- 

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kada 

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Con. 

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Uld 

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PkIAc 

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of  the  (lata.  From  the  xtudy  of  thm  data 
your  committM' will  bo  able  to  prepare  a 
projrmmme  of  iiuch  further  tenlH  and 
inveiitiKationii  that  are  emential,  which 
will  be  Huhmitted  to  the  ircnenil  commit- 
tee for  approval,  to  the  end  that  final 
recommendationii  may  be  nimii'  t-.  ih.. 
BKnociation  on  thin  subject. 


Cmipk-rs  and  Draft  (u'ar>  ('(immil- 
tee  Report. 


The  committee,  of  which  K.  I..  Klejne, 
.\!i5iMtant  Chief  of  Motive  I'ower-Car 
.MatterN.  I'ennjiylvania  Rd.,  was  chair- 
man, reported  as  follows: — Since  the 
adoption  of  the  D  coupler  as  a  standard 
of  the  assoi'intion,  and  rules  jfoverninjr 
the  application  of  the  standard  coupler 
to  both  new  and  existinfr  cars,  your  com- 
mittee has  followed  closely  the  perform- 
ance of  the  couplers  and  kept  in  touch 
with  the  manufacture  and  (r&upinf;  of 
the  product. 

Slifrht  changes  in  detail  of  construc- 
tion, as  well  as  minor  modifications  in 
pauKes.  that  tend  to  improve  the  manu- 
facture and  ^aufringr  of  the  couplers, 
have  been  broufrht  to  the  attention  of  the 


found  desirable,  and  in  no  way  affectinjt 
the  strenuth  or  interchantreability  of  the 
parts,  ore  approved  without  submitting 
to  action  by  the  association. 

At  the  request  of  the  Secretary,  your 
committee  furnished  information  cover- 
in>:  couplers  for  the  manual  of  standards. 

The  United  States  Railroad  Adminis- 
tration, under  the  direction  of  C.  B. 
Yount',  .ManaKcr  of  Inspection  and  Test 
Section,  has  been  conductinK  very  valu- 
able tests  on  draft  pears  and  attach- 
ments. The  members  of  your  committee 
have  witnessed  some  of  these  tests  and 
have  had  a  representative  working  with 
the  administration  on  these  tests.  Your 
committee  has  been  advised  that  a  com- 
plete report  covering  all  draft  gear  in- 
vestigation work  done  by  the  adminis- 
tration will  be  turned  over  to  them  as 
soon  as  it  is  possible  to  finish  tabulation 


Snow  FifrhtiiiK  Equipment. 

\V.  II.  Winterrowd,  Chief  Mechanical 
Kngineer,  Canadian  Pacific  Ry.,  read  at 
the  Atlantic  City  convention  an  individ- 
ual paper  on  snow  fighting  equipment, 
in  which  he  traced  very  fully  the  history 
of  snow  ploughs,  etc.,  and  described  their 
various  types.  The  paper,  as  printed 
for  the  convention,  and  which  containit 
74  illustrations,  occupies  87  pages  6  x 
!)  in.,  so  that  it  is  impossible  to  repro- 
duce it  in  this  issue,  on  account  of  the 
large  amount  of  space  required  for  other 
matter  relating  to  the  convention,  but 
we  hope  to  utilize  it  in  future  issues.  It 
deals  with  locomotive,  pilot,  push,  wing, 
.•spreader  and  machine  ploughs;  the  C.P. 
R.,  the  F"uller,  and  the  Russell  steel 
ploughs;  the  C.P.R.,  Grand  Trunk  Paci- 
fic and  Union  Pacific  rotary  ploughs;  al- 
so with  flangers,  ice  cutters,  sweepers; 
the  operation  of  equipment,  and  preven- 
tive measures.  The  whole  subject  is 
most  exhaustively  treated,  and  the  paper 
will  undoubtedly  become  a  standard  ref- 
erence work. 


Other  Atlantic  City  Convention  Reports. 


In  addition  to  the  reports  reproduced 
on  earlier  pages  of  this  issue,  the  fol- 
lowing were   presented: — 

.Arbitration. — T.  H.  Goodnow,  Super- 
intendent, Car  Department,  Chicago  & 
North  Western  Rd.,  chairman,  J.  Cole- 
man, Assistant  to  General  Superintend- 
ent Motive  Power  and  Car  Departments 
Grand  Trunk  Ry.,  being  a  member.  This 
reports  decisions  on  cases   ll.'J6  to  1170. 

.\uxiliary  or  Safety  Connections  Be- 
tween Locomotives  and  Tenders. —  M.  II. 
Ilnig.  Mechanical  Engineer,  .\tchison, 
Topeka  &  Santa  Fe  Rd.,  chairman.  This 
deals  with  designs  of  draw  bars;  safety 
bars  fof  new  and  for  large  locomotives; 
.safety  bars  and  safety  chains;  substitu- 
tion of  safety  bars  for  safety  chains; 
bolting  must  be  substantial;  welding  not 
favored;  approximate  cost  of  changing 
to  central  safety  bars  on  locomotives  in 
service;  offset  draw  bars;  draw  and  safe- 
ty bar  pins;  maintenance  and  inspection 
of  drawbar.';  drawbar  and  safety  bar 
pockets;   U.S.  law  on  safety  bars. 

Boiler  Plant  Modernization. — A.  C. 
Trumbull,  Mechanical  Engineer,  Erie  Rd., 
chairman.  This  deals  with  boiler  room 
equipment,  stokers,  piping,  pipe  cover- 
ing, power  plants  for  locomotive  termi- 
nals, and  repair  shops,  special  methods 
of   combustion,   and    pulverized    fuel. 

Brake  Shoe  and  Brake  Beam  Equip- 
ment.—  B.  B.  .Milncr,  Kngineer  Motive 
Power  and  Rolling  Stock,  New  York 
Central    Rd.,   chairman. 

Drpreciatinn  For  Freight  Cars. — C.  E. 
Chambers,  Superintendent  Motive  Power 
an<l  Equipment,  Central  Rd.  of  New  .Jer- 
sey, chairman,  W.  .1.  Hobider,  General 
Master  Car  Builder,  Canadian  Pacific  Ry., 
being  a  member.  This  < ontains  recimi- 
mendations  for  changes  in  interchange 
rules. 

Electric  Rolling  Stock  DeNign,  Main- 
tenance  and   Operation. — C.   II,   Quereau, 


Superintendent  Electric  Equipment,  New 
York  Central  Rd.,  chairman.  This  con- 
sists of  individual  papers  written  by  the 
various  members  of  the  committee,  show- 
ing the  development  of  several  of  the 
important  electrification  projects  on  .Am- 
erican steam  railways,  as  follows: — Bal- 
timore tunnels  electrification,  Baltimore 
&  Ohio  Rd.  New  York  Central  Rd.  elec- 
trification. New  York  to  Harlem.  Brief 
history  of  New  York,  New  Haven  & 
Hartford  Electric  Rolling  Stock.  Great 
Northern  Rd.  electrification  Cascade  tun- 
nel. Boston  &  Maine  Rd.,  Hoosac  tun- 
nel electrification.  Butte,  Anaconda  & 
Pacific  Ry.,  electric  operation.  Norfolk 
&  Western  Rd.,  electrified  line  historical 
sketch.  Chicago,  Milwaukee  &  St.  Paul 
Ry.,  synopsis  of  electrification.  Long 
Island  Rd.  electrification.  Southern  Pa- 
cific Co.'s  electrification  of  Oakland,  Ala- 
meda and  Berkeley  suburban  lines. 

Fuel  Economy  and  Smoke  Prevention. 
Wm.  Schlafge,  Mechanical  Manager,  Erie 
Rd.,  chairman.  This  consists  of  revision 
of  the  text  of  "Fuel  Economy  on  Loco- 
motives," comprising  complete  instruc- 
tions to  bring  about  the  economical  use 
of  fuel,  to  promote  good  practice  in  the 
operation  of  locomotives  and  to  improve 
the  methods  of  firing. 

Interchange  Rules  for  Passenger  Cars. 
H.  H.  Hnrvcy,  General  Car  Foreman, 
Chicago.  Burlington  &  Quincy  Rd.,  chair- 
man., I.  N.  Clark,  Master  Car  Builder, 
Grand  Trunk  Ry.,  being  a  member.  This 
recommeniis  several  changes  in  the  rules. 

Labor  and  Material  Prices. — G.  E.Car- 
son. District  Master  Car  Builder,  New- 
York  Central  Rd..  chairman.  This  recom- 
mends the  complete  revision  of  rules  ex- 
isting  heretofore. 

Loading  Rules. — R.  L.  Kline,  Assistant 
Chief  of  Motive  Power,  Pennsylvania  Rd., 
being  a  member  of  the  committee.     This 


recommends  a  number  of  changes  in  the 
rules. 

Research  Bureau. — C.  B.  Young,  Man- 
ager, Inspection  and  Tests  Section,  U.S. 
Railroad  .Administration.  This  favors  the 
establishment  of  a  research  bureau,  the 
cost  to  be  assessed,  in  the  usual  manner, 
on  railways  which  are  members  of  the 
association. 

Specifications  and  Test.*:  for  Materials. 
F.  M.  Waring,  Engineer  of  Tests,  Penn- 
sylvania Rd.,  chairman.  This  recom- 
mends specifications  for  steel  cars;  boil- 
er and  fire  box  steel  for  locomotive  equip- 
ment; line  journal  bearings;  annealed 
and  unannealed  carbon  steel  axles,  shafts 
and  other  forgings;  solid  wrought  car- 
bon steel  wheels;  bronze  bearings  for 
locomotives;  carbon  steel  axles  for  cars, 
locomotive  tenders  and  locomotive  trucks; 
solid  and  hollow  staybolt  iron,  and  ten- 
(ier  tank  hose. 

Standard  and  Recommended  Practice. 
W.  E.  Dunham,  Assistant  to  General  Sup- 
erintendent, Motive  Power  and  Car  De- 
partment. Chicago  &  Northwestern  Rd., 
chairman.  W.  J.  Robider,  General  Master 
Car  Builder,  Canadian  Pacific  Ry.,  being 
a  member.  This  deals  with  the  combin- 
ing of  the  standards  and  recommended 
pratice,  as  recorded  for  the  Master  Car 
Builders  .Association  and  the  -American 
Railway  Master  Mechanics  .Association, 
and  in  preparing  the  manual  in  the  form 
in  which  it  has  been  furnished  recently. 

Tank  Cars. — .A.  W.  Gibbs.  Chief  Me- 
chanical Engineer.  Pennsylvania  System, 
chairman.  The  committee's  work  has 
been  large  devoted  to  details  for  con- 
struction calling  for  improvement,  and, 
as  the  details  have  not  been  settled,  the 
report   is  principally   one  of  progress. 

Train  Brake  and  Signal  Equipment. — 
T.  L.  Burton.  .Air  Brake  Engineer,  New- 
York  Central  Rd..  chairman.  This  recom- 
mends a   number  of  subjects  to  be  sub- 


July,  1920. 


363 


niitted   to   letter   ballot,   for  adoption   as 
standard. 

Train  Lighting  and  Equipment. — J.  R. 
Sloane,    Chief     Electrician,    Central    Re- 


frion,  Pennsylvania  Rd.,  chairman.  This 
deals  principally  with  specifications  for 
axle  generators. 

Train  Resistance  and  Tonnage  Rating. 


O.  P.  Rees,  Superintendent  Motive  Power, 
Pennsylvania  Lines,  chairman.  This  is 
a  progress  report,  dealing  briefly  with 
equated  tonnage  rating. 


Railway  Supply  Exhibits  at  the  Atlantic  City  Convention. 


The  railway  supply  exhibits  at  the  At- 
lantic City  convention  were,  as  usual, 
arranged  for  by  the  Railway  Supply 
Manufacturers'  Association,  the  officers 
of  which  were:  President,  Geo.  R.  Carr, 
Vice  President  Dearborn  Chemical  Co., 
Chicago;  Vice  President,  J.  F.  Church, 
\'ice  President,  T.  H.  Symington  Co., 
Chicago;  Secretary  Treasurer,  J.  O.  Con- 
way, Pittsburg,  Pa.  Mr.  Carr  was  also 
chairman  of  the  joint  committee  of  ar- 
rangements, comprised  of  representatives 
of  both  the  railway  and  manufacturers 
associations.  There  was  a  considerable 
increase  in  the  number  of  exhibits  and 
the  space  occupied  was  100,000  sq.  ft., 
against  93,000  in  191S).  Among  the  prin- 
cipal exhibitors  were  the  following: — 

American  Brake  Shoe  &  Foundry  Co., 
New  York. — Standard  patterns  railway 
brake  shoes;  steel  back  driver  shoes; 
steel  back  engine  truck  shoes;  steel  back 
passenger  and  tender  shoes;  steel  back 
freight  car  shoes;  malleable  iron  locomo- 
tive driver  brake  head  and  keys. 

American  Locomotive  Co.,  New  York. 
Alco  reverse  gear;  flexible  staybolts;  in- 
tercepting valves. 

American  Steel  Foundries,  Chicago. — 
Economy  cast  steel  draft  arm;  Davis 
steel  wheel;  Ajax  and  Hercules  brake 
beams;  Simplex  coupler;  cast  steel  bol- 
ster; Simplex  clasp  brake;  Simplex  coup- 


I  ler  pocket;  Vulcan  truck. 


Association  of  Manufacturers  of  Chill- 
ed Car  Wheels,  Chicago. — One  33  in.  no. 
625  M.  C.  B.  car  wheel  for  30-ton  cars; 
one  33  in.  no.  700  M.C.B.  car  wheel  for 
40- ton  cars;  one  33  in.  no.  725  M.  C.  B. 
car  wheel  for  50-ton  cars;  one  33  in.  no. 
850  M.  C.  B.  car  wheel  for  70-ton  cars. 
Also  a  moving  picture  showing  various 
processes  of  manufacturing  the  chilled 
iron  car  wheel,  including  moulding,  pour- 
ing, pitting  and  drop  testing  of  the  wheel. 
In  addition  thereto,  a  series  of  pictures 
showing  measurement  of  temperature 
stresses  to  which  the  wheels  are  subject- 
ed, indicated  by  test  gauges. 

Barrett  Co.,  New  York. — Carbosota, 
coaltar,  pitch  and  felt  products;  roofing; 
waterproofing;  wood  preservatives;  metal 
protective   paints. 

Boss  Nut  Co.,  Chicago. — Boss  lock  nut; 
bolts  and  rivets. 

Bowser  &  Co.,  S.  F.,  Fort  Wayne,  Ind. 
Tanks  and  self-measuring  pumps  for  re- 
ceipt, storage,  distribution  and  checking 
of  oils  and  similar  liquids;  paint  handl- 
ing and  mixing  equipment. 

Crane  Co.,  Chicago. — Locomotive  brass 
valves,  railroad  unions  and  railroad  un- 
ion fittings;  locomotive  blow-off  valves; 
locomotive  pop  valves,  brass  railing  fit- 
tings. 

Davis  Boring  Tool  Co.,  St.  Louis,  Mo. 
Full  line  of  Davis  expansion  car  wheel 
and  shop  boring  tools;  Davis  micrometer 
adjustable  reamers. 

Davis-Bournonville  Co.,  Jersey  City, 
N.J. — General  line  of  oxy-acetylene  cut- 
ting and  welding  apparatus. 

Dearborn  Chemical  Co.,  Chicago.  — ■ 
Dearborn  water  treating  preparations  for 
prevention  of  scale  formation,  corrosion 
and  foaming  in  locomotive  boilers;  No- 
ox-id   rust   preventive. 

Electric  Service  Supplies  Co.,  Philadel- 
phia.— Golden  Glow  locomotive  head- 
lights, sheet  metal  and  cast  iron  types; 
keystone  turbo  generators;   golden  glow 


and  crystal  mirror  glass  reflectors;  loco- 
motive headlight  switches;  marker  lights; 
classification  lights;  lamp  guards;  flood 
lights  and  searchlights. 

Fairbanks,  Morse  &  Co.,  Chicago. — Oil 
engine,  direct  connected  to  electrical  gen- 
erator in  operation;  motor-driven  centri- 
fugal pump,  direct-connected  in  opera- 
tion; locomotive  water  crane;  motor  cars. 

Flannery  Bolt  Co.,  Pittsburg,  Pa.— 
F.  B.  C.  welded  flexible  staybolts,  flexible 
crown  staybolts  and  boiler  section  under 
test;  Tate  flexible  staybolts;  crown  ad- 
justable staybolts  and  marine  flexible 
staybolts.  Tools  for  proper  application 
of   F.   B.  C.   and   Tate  products. 

Franklin  Railway  Supply  Co.,  New 
York. — Ragonnet  type  B  reverse  gear; 
automatic  adjustable  driving  box  wedge; 
driving  box  lubricator;  no.  8  fire  door, 
Franklin  steam  grate  shaker;  McLaugh- 
lin flexible  conduit;  Franklin  ball  joint; 
two-wheel  engine  truck;  radial  buffer; 
unit  safety  bar;  no.  9  fire  door;  universal 
valve  chest;  Booster  engine  on  exhibi- 
tion track. 

Galena-Signal  Oil  Company,  Franklin, 
Pa. — Reception    booth. 

Garlock  Packing  Co.,  Palmyra,  N.Y. — 
Air  pump  and  throttle,  slip  and  ball 
joint,  and  power  reverse  gear  packing; 
compressor  and  accumulator,  steam  ham- 
mer and  power  plant  packing;  gaskets 
and  pump  valves;  flexible  metal  packing. 

Gold  Car  Heating  &  Lighting  Co.,  New 
York. — Vapor,  combination  pressure  and 
vapor,  pressure,  hot  water  and  electric 
car  heating  systems;  thermostatic  con- 
trol for  all  types  of  car  heating  systems 
and  buildings;  ventilators  for  railway 
cars;   pressure   regulators. 

Griffin  Wheel  Company,  Chicago,  111. — 
Chilled   iron  car  wheels. 

Grip  Nut  Co.,  Chicago. — Grip  nut  pro- 
ducts; grip  lock  nut;  holding  nut;  unit 
nut;  pump  piston  rod  nut. 

Hunt-Spiller  Manufacturing  Corpora- 
tion, South  Boston,  Mass. — Locomotive 
parts  made  of  Hunt-Spiller  gun  iron; 
cylinder  bushings;  cylinder  packing;  solid 
pistons;  bull  rings;  piston  valve  bush- 
ings; tee  rings;  piston  valve  packing; 
crosshead  shoes;  side  rod  and  knuckle 
pin  bushings  for  freight  service;  air 
pump  bushings  and  packing;  driving 
boxes;  pedestal  shoes;  pedestal  wedges; 
eccentrics    and    eccentric    straps. 

Independent  Pneumatic  Tool  Co.,  Chi- 
cago.— Thor  pneumatic  drills,  reamers, 
grinders,  hammers,  hoists,  rammers  and 
electric  drills  and  grinders. 

Ingersoll-Rand  Co.,  New  York. — Little 
David  pneumatic  tools  and  appliances. 

Johns-Manville  Co.,  H.  W.,  New  York. 
The  85',Y  magnesia  pipe  covering  and 
boiler  lagging;  J-M  sponge  felted  pipe 
covering  and  blocks;  miscellaneous  J-M 
pipe  coverings  and  transite  and  ebony 
asbestos  wood;  asbestos  shingles;  high 
temperature  and  insulating  cement; 
Mastic  flooring;  J-M  built-up  and  ready 
roofing;  Salamander  insulation;  Key- 
stone hair  felt  and  standard  hair  felt; 
spiral  locomotive  pipe  covering;  power 
reverse  gear  packing;  Mallet  locomotive 
packing;  J-M  expander  rings  and  pack- 
ing cups;  friction  tape  and  splicing  com- 
pounds; Transite  asbestos  wood  smoke 
jacks;  miscellaneous  packing  materials; 
Vulcabeston  gaskets  and  washers;  J-M 
fire  extinguishers;  Transite  ventilators. 


Joliet  Railway  Supply  Co.,  Chicago. — 
Brake  beams;  truck  bolsters;  side  bear- 
ings; journal  boxes. 

KeYoke  Railway  Equipment  Co.,  Chi- 
cago.— Murray  cast  steel  friction  draft 
gear  and  east  steel  coupler  yokes. 

Locomotive  Feed  Water  Heater  Co., 
New  York. — Boiler  feed  pump;  model  of 
feed  water  heater;  samples  of  various 
parts  from  service. 

Locomotive  Stoker  Co.,  Pittsburg,  Pa. 
Full  size  type  D  duplex  stoker  with  loco- 
motive backhead;  1/3  size  type  D  duplex 
stoker  with  locomotive  backhead;  full 
size  type  D  slope  sheet  coal  pusher. 

Locomotive  Superheater  Co.,  New  York. 
Steam  superheaters  for  locomotives;  fire 
tube  superheater  for  Scotch  marine  boil- 
ers; Elesco  superheater  for  stationary 
boilers;  pipe  coils;  steam  pyrometers. 

McCord  &  Co.,  Chicago.  —  Journal 
boxes. 

Metal  &  Thermit  Corporation,  New 
York. — Thermit  and  appliances,  sample 
of  square  single  track  crossing,  construct- 
ed by  Thermit  welding.  Sample  of  car- 
bon-free metals  and  alloys  pi-oduced  by 
the  Thermit  process.  Sample  weld  on 
9  in.  crank  shaft.  Materials  for  demon- 
strating pipe  welding  for  the  purpose  of 
welding  locomotive  superheater  units. 
Sample  of  superheater  unit  so  welded. 

Miner,  W.  H.,  Chicago. — Friction  draft 
gears;  side  bearings;  safety  handbrakes; 
refrigerator  car  door  fasteners ;  draw- 
bar yokes. 

Mu<lge  &  Co.,  Chicago. — Solvit  com- 
pound; Mudge  motor  cars;  Mudge-Peer- 
less    ventilators. 

National  Carbon  Co.,  Cleveland,  Ohio. 
Columbia  dry  cells;  Columbia  hot  shot 
and  multiple  batteries;  Columbia  high 
voltage  caustic  soda  cells;  carbon  and 
metal  brushes  for  motors;  generators  and 
headlight  equipment;  lighting  and  weld- 
ing carbons;  welding  paste;  carbon 
plates;  carbon  packing  rings;  special 
forms  in  carbon  and  carbon  telephone 
specialties;  American  flashlights  and 
batteries. 

National  Lock  Washer  Co.,  Newark, 
N.J. — Models  of  car  curtains;  curtain 
fixtures,  sash  locks;  sash  balances;  win- 
dow packing;  national  lock  washers  and 
Hipower  nut  locks. 

Norton,  .'\.  O.,  Incorporated,  Boston, 
Mass.,  and  Coaticook,  Que. — Different 
types  of  Norton  self-lowering  speed-  con- 
trolled jacks — 100  ton;  50  ton;  50  ton 
inverted  type — new  this  year.  35  ton;  25 
ton;  25  ton  and  35  ton  ball  bearing  jour- 
nal  jacks. 

Pyle-National  Co.,  Chicago. — Model  of 
Young  valve  gear.  A  complete  line  of 
turbo  generators;  electric  headlight  sets; 
suburban  train  lighting;  headlight  cases 
of  all  sizes;  sheet  steel  and  cast;  locomo- 
tive cab  lamps;  back-up  lamps;  switches; 
connectors;    focusing   devices   for  lamps. 

Q  &  C  Packing  &  Lubricator  Co., 
New  York. — Piston  rod  packing  and  lub- 
ricators. 

Safety  Car  Heating  &  Lighting  Co., 
New  York. — Electric  and  gas  car  light- 
ing equipment;  car  lighting  fixtures  and 
reflectors;  electric  fans;  oxy-Pintsch 
metal  cutting  equipment. 

Standard  Car  Truck  Co.,  Chicago. — Com- 
plete models  showing  different  types  and 
capacity  of  lateral  motion  trucks  and 
working  parts;  roller  center  plates;  roll- 


(  A.NADIAN  KAILU  AY  AND  MARINE  WORLD 


July.  1920. 


.1       .11    >-.»iiiik:-  itiul  four-point  bvariiiR 
truck. 

Stiuki    Co.,    A..    rittubuiK,    P«.— Side 


Co..  Thi-  T.  II..  Now  York. 
li'ln  Kurlow  ilrnft  fcvat  «t- 
."^yiiiinirton  Journal  boxes; 
iirnal   box  lid  with   lockinir 

•  ''  -T  '-rition.  New  York. 
ion  flooring  ma- 
:  on  floorinK  nia- 
triiai;  Mi  .i  |ii  i-irviit  ivc  as  npplied  to 
chanarch;  Imperial  and  I'niversal  car 
window  iicreeny;  National  and  I'niversal 
.«tei'l  trap  doors;  trap  door  locks;  resisto 
<]Uilt  liairfelt  insulation;  Tucork  mineral 
in.oulation. 

I'nion  Prnft  Gear  Co.,  Chicago. — Oard- 
well  friction  draft  (rear,  type  G,  clas.s 
11-A;  Cardwell  friction  draft  i;ear,  type 
<'>.  class   ll-.A;   duplex. 

L'nion  Kailway  Equipment  Co.,  Chica- 
•'. —  I'reco  reclaim  coupler  release  rijf- 
k'mif;  unproved  brine  valve;  tank  hand- 
hole;  drop  brake  shaft;  pipe  clamp;  tank 
support;  bevel  hatchway;  metal  box-car 
ladder. 

Universal  Draft  Gear  Attachment  Co., 
Chicaffo. — Cast  steel  coupler  yokes;  cast 
steel  reinforcinp  draft  arms;  miscellan- 
eous draft  luRs  in  cast  steel  and  malle- 
able iron. 

Vapor  Car  Heating  Co.,  ChicaRO-  — 
Vapor  .-iystem  of  car  heating — short-cir- 
cuit cut-out  method;  new  type  steam  hose 
couplers,  with  take-up  lock;  automatic 
car  temperature  control  and  automatic 
control  for  reducing  yard  temperatures; 
pressure  reducinjr  valves;  steam  traps; 
train  pipe  valves. 

Westinirhouse  Air  Brake  Co.,  Pitts- 
burff.  Pa. — Universal  passenger  equip- 
ment demonstration  rack  of  three  cars 
and  locomotive.  Illuminated  electric 
chart  showing  performance  of  UC  pas- 
senger equipment  with  and  without  the 
electro  pneumatic  feature.  Empty  and 
load  brake  equipment  demonstration 
rack.  Westinghouse  NA-1  friction  draft 
gear   complete. 

Westinghouse  Electric  &  Manufactur- 
ing Co.,  East  Pittsburg,  Pa. — Type  81.5 
switch;  type  809  reversing  switch;  type 
C  controller,  class  C-7440;  types  815  and 
816  switch;  type  A  auto  starter;  type 
816  switch;  500  watt  .32  volt  turbine 
generator;  type  F.  B.  controller;  type  S 
duplex  controller;  type  HK  crane  motor; 
175  arc  welding  outfit. 

Wheel  Truing  Brake  Shoe  Co.,  Detroit, 
Mich. — Samples  of  abrasive  brake  shoes. 

Whiting  Foundry  Equipment  Co.,  Har- 
vey, III. — Working  model  of  Whiting 
screw-jack  locomotive  hoist  for  wheel- 
ing and  unwhceling  locomotives;  folios 
of  drawings,  photographs  and  literature 
covering  complete  line  of  cranes,  foun- 
dry equipment  and  railway  specialties, 
locomotive  and  coach  hoists,  turntable 
tractors  and  transfer  tables. 

Officers    Section    .'J.    Mechanical. 
American  Railroad  Association. 

The  term  of  office  of  the  Vice  Chair- 
man and  seven  members  of  the  general 
committee.  Section  3,  Mechanical,  .Ameri- 
can Rairoad  Association,  having  expired 
in  June,  the  committee  on  nominations, 
nominated  the  following,  to  serve  until 
,June,    1922:  — 

For  Vice  Chairman; — .1.  Coleman,  As- 
sistant to  General  Superintendent  Motive 
Power  and  Car  Department,  Grand  Trunk 

Ry. 

For  members  of  General  Committee: — 
.1.  S.  Lentz.  Master  Car  Builder,  Lehigh 
Valley  Rd.;  II.  R.  Warnock,  General  Sup- 


erintendent .Motive  Power,  Chicago,  Mil- 
waukee &  St.  Paul  Ry.;  C.  E.  Fuller, 
Superintendent  Motive  Power  and  .Mu- 
chinery.  Union  Pacific  Rd.;  W.  KcIIb, 
(ieneral  Superintendent  .Mritive  Power, 
Atlantic  Coast  Line  Rd.;  John  Purcell, 
As.'^iHtant  to  Vice  President,  Atchison, 
Topeka  &  Suntu  Fe  Rd.;  11.  L.  Ingersoll, 
.A.-'.Histant  to  Presiilenf,  New  York  Cen- 
tral Lines;  J.  .1.  Tatum,  Superintendent 
Car  Department,  Baltimore  &  Ohio  Rd. 
The  report  was  unanimously  adopte<l 
on  June  14.  It  was  also  resolved  that 
the  officers  should  be  elected  annually, 
instead  of  every  two  years,  so  that  a 
greater  number  of  members  may  enjoy 
the  honor  of  being  officers  of  the  section. 


Interchange  Rules  Modified. 


.Seition  :t.  Mechanical,  American  Rail- 
road .Association,  issued  the  following 
circular  May  28: — 

Effective   June    1,   1920,   the   following 


mrMlifications  are  made  in  sections  (k) 
and  (o)  in  rule  :i  of  the  1919  Rules  of 
Interchange:  Rule  .'i.  Sec  (k)  mmlified  to 
read  as  follows:  "After  .Mar.  I,  1910,  no 
car  will  be  accepted  in  interchange  unless 
properly  euuipped  with  United  States 
Safety  Appliances  or  U.S.  Safety  Appli- 
ance.", Standard,  except  cars  moving 
home  on  car  s^^ice  orders  for  equipping 
with  safety  appliances.  Cars  will  not 
be  accepted  from  owner  at  any  time  un- 
less equipped  with  I'.S.  Safety  Appli- 
ances or  U.S.  Safety  Appliances,  Stand- 
ard." 

Rule  ■'{,  section  (o),  modified  to  read  as 
follows:  "Cars  built  after  Nov.  1,  1920, 
will  not  be  accepted  in  interchange  un- 
li'ss  eijuipped  with  6  x  ft  in.  shank  A.  R. 
A.  Standard   Type   D  Couplers." 

This  circular  should  lie  considered  as 
a  supplement  to  the  Rules  of  Interchange 
and  necessary  instructions  issued  to  all 
concerned.  These  modifications  to  the 
Rules  of  Interchange  will  be  incorporat- 
ed in  the  next  supplement  to  these  rules. 


Birthdays  of  Transportation  Men  in  July. 


Many  happy  returns  of  the  day  to: 

A.  A.  Allen,  Vice  President,  Holden 
Co.,  Ltd.,  Montreal,  formerly  Master  Me- 
chanic, Timiskaming  &  Northern  Ontario 
Ry.,  born  at  Grafton,  Ont.,  July  7,  1870. 

J.  H.  Black,  ex-Superintendent,  Timis- 
kaming &  Northern  Ontario  Ry.,  now  at 
Toronto,  born  near  Smiths  Falls,  Ont., 
July  8,  1874. 

D.  E.  Blair,  Superintendent  of  Roll- 
ing Stock,  Montreal  Tramways  Co.,  born 
at  St.  Thomas  de  Montmagny,  Que.,  July 
25.  1877. 

D'Alton  C.  Coleman,  Vice  President, 
Western  Lines,  C.P.R.,  Winnipeg,  bom 
at  Carleton  Place,  Ont.,  July  9,  1879. 

G.  C.  Conn.  ex-Freight  Traffic  Man- 
ager, Pere  Marquette  Ry.,  Detroit,  Mich., 
now  General  Traffic  Manager,  Buick 
Motor  Co.,  Flint,  Mich.,  bomatWoburn, 
•Mass,  July  1,  1867. 

A.  R.  Curran.  Paymaster,  Eastern 
Lines,  Canadian  Northern  Ry.,  Toronto, 
born  there,  July  3,  1877. 

H.  Darling,  Locomotive  Foreman,  Grand 
Trunk  Pacific  Ry.,  Smithers,  B.C.,  born 
in  Northumberland,  Eng.,  July  27,  1873. 

A.  H.  Eager,  Mechanical  Superinten- 
dent, Western  Lines,  Canadian  National 
Rys.,  Winnipeg,  born  at  Waterloo,  Que., 
July  15,  1868. 

F.  E.  Hartshorn,  Assistant  Superin- 
tendent, Montreal  Division,  Quebec  Dis- 
trict, Canadian  National  Rys.,  Montreal, 
horn  at  West  Stewartstown,  N.H.,  July 
21,  1877. 

S.  J.  Hungerford,  Assistant  Vice  Presi- 
dent, Canadian  National  Rvs.,  Toronto, 
born  at  Bedford,  Que.,  July  16,  1872. 

C.  W.  Johnston,  .Assistant  General 
Passenger  Agent,  G.T.R.,  Montreal,  born 
at  .Actonvale,  Que.,  July  27.  1879. 

H.  J.  Lambkin,  District  Commissary 
-Agent,  Sleeping,  Dining  and  Parlor  Cars 
and  News  Service,  Canadian  National 
}{ys.,  Winnipeg,  born  at  Quebec,  Que., 
July   25,    1881. 

M.  Kelly,  Resident  Engineer,  Farnham 
Division,  Quebec  District,  C.P.R.,  Farn- 
ham, born  at  Thamesville,  Ont.,  July  6, 
1878. 

T.  King,  Superintendent,  Detroit  Divi- 
sion, Western  Lines,  G.T.R.,  Detroit, 
Midi.,  born  at  Dunbarton,  Ont.,  July  18, 
1869. 

A.  E.  Lock,  Superintendent  Car  Ser- 
vice, Toronto,  Hamilton  &  Buffalo  Ry.. 
Hamilton,  Out.,  born  at  Albany,  N.Y., 
July  14,  1879. 

G.  A.    McNicholl,     .Assistant     General 


Freight  and  Pas.'iengcr  .Agent,  Grand 
Trunk  Pacific  Ry.,  Prince  Rupert,  B.C., 
born  at  Montreal,  July  31,  1876. 

H.  D.  Mackenzie,  Master  Mechanic, 
Canadian  National  Rys.,  Edmundston. 
N.B.,  born  at  Churchville,  N.S.,  July  22, 
1864. 

M.  H.  MacLeod,  Vice  President,  Oper- 
ation, Maintenance  and  Construction, 
Canadian  National  Rys.,  Toronto,  born 
in  Skye,  Inverness-shire,  Scotland,  July 
13,   1857. 

J.  M.  Macrae,  .Assistant  General  Freight 
Agent,  Canadian  National  Rys.,  Winni- 
peg, born  at  Stornowav,  Scotland,  July 
31,   1884. 

W.  G.  Manders,  .Assistant  Freight 
Traffic  Manager,  Canadian  National  Rys., 
Winnipeg,  born  at  Owen  Sound,  Ont., 
July  24.   1876. 

Neil  Marple,  General  Foreman,  Michi- 
gan Central  Rd.,  St.  Thomas,  Ont.,  born 
in   McKillop  Tp.,  Ont.,  July  1,  1860. 

J.  E.  Morazain,  General  Superintend- 
dent,  Quebec  District,  Canadian  National 
Rys.,  Quebec,  born  at  Wheatland,  Que., 
July  31,  1875. 

P.  C.  Perry,  Assistant  Resident  En- 
gineer, Grand  Trunk  Pacific  Ry.,  Regina, 
Sask.,  born  at  Fort  William.  Ont.,  July 
27,   1889. 

R.  E.  Perry,  Assistant  General  Freight 
-Agent,  Canadian  National  Rys.,  Mont- 
real, born  at  Drayton,  Ont..  July  5,  1876. 

G.  G.  Ruel,  General  Counsel,  Canadian 
National  Rvs.,  Toronto,  born  at  St.  John, 
N.B.,  July  5,  1866. 

George  Stephen.  Freight  Traffic  Man- 
ager, Canadian  National  Rys.,  Toronto, 
born  at  Montreal,  July  5,  1876. 

H.  G.  Studd.  Auditor  for  Europe,  C.P. 
R.,  London.  Eng.,  born  at  Tottenham, 
Eng.,  July  10,  1883. 

Sir  Thos.  Tait,  President,  Frederic- 
ton  &  Grand  Lake  Ry.  &  Coal  Co.,  Mont- 
real, born  at  Melbourne,  Que.,  July  24, 
1864. 

.M.  M.  Todd,  Vice  President  and 
Treasurer,  Grand  River  Ry.  and  Lake 
Erie  &  Northern  Ry.,  Gait,  Ont.,  born 
there.  July  22,   1891. 

H.  B.  Walkem,  -Assistant  Engineer, 
C.P.R.,  Vancouver,  B.C.,  born  at  Mont- 
real, July  31,  1858. 

G.  -A.  Walton,  General  Pas.senger 
.Agent,  Western  Lines.  C.P.R.,  Winnipeg, 
born   at    .Montreal,  July    17,    1881. 

R.  II.  Webster.  Commercial  Agent, 
C..T.R..  Moncton,  N.B.,  born  at  Pictou, 
N.S.,  Julv  2,   1885. 


Julv,  1920. 


365 


Canadian  Northern  Railway  Go's  Annual  Report. 


The  Canadian  Northern  Ry.  Co.'s  di- 
rectors' report,  addressed  to  the  share- 
holders, has  been  issued  over  the  signa- 
ture of  D.  B.  Hanna,  President,  as  fol- 
lows : — 

Attention  is  particularly  directed  to 
the  fact  that  this  report  covers  only  the 
operations  of  the  Canadian  Northern 
Railway  lines,  forming  a  part  of  the  Ca- 
nadian  National   Rys. 

The  directors  submit  herewith  the  fifth 
annual  report  covering  the  working  of 
the  Canadian  Northern  Ry.  System  for 
the  year  ended  Dec.  31,  1919. 

Gross    earnink'S — 

Passcnircr    traffic    $10,775,708.46 

FreiBht     traffic     39.175,552.09 

Express,    mail    and    teleeraphs    1,588,902.18 

Miscellaneous     carninRS     2,022.014.84 

Interest   and    profits    from    elevator 

and    other    subsidiary    companies, 

investmenU,     etc 1,791,752.61 

$56,353,930.18 

WorkinK    expenses    $60,034,023.92 

Hire  of  equipment,  taxes, 
rentals  and  miscel- 
laneous    charges     1,020,553.96 

$61,054,577.88 

Deficit   $  5.700.647.70 

Interest    charges    19.969.710.36 

Total     deficit $25,670,358.06 

The  total  mileage  operated  at  the  end 
of  the  year  was  9,685.7  compared  with 
9,566.5  at  the  end  of  1918,  an  increase  of 
119.2  miles.  The  average  mileage  in 
operation  throughout  the  year  was  9,- 
636.9. 

Operating  Revenues  for  1919  increased 
by  $6,252,165.60  over  1918,  or  l;i.227c 
The  increases  were  derived  from 

Passcnuer     traffic     $2,951,264.02       37.72% 

Freight   traffic    2,439,682.63         6.64% 

Other    861,219.01       31.32% 

Traffic  Movement. — The  increase  in 
passenger  earnings  in  1919  as  compared 
with  1918  is  due  in  part  to  the  removal 
of  restrictions  on  travel  applicable  to 
war  time  traffic,  augmented  by  the  move- 
ment of  troops  for  demobilization.  As 
a  result  of  the  cessation  of  activities  de- 
pendent on  the  war,  and  the  consequent 
cancellation  of  government  orders  for 
munitions,  foodstuffs,  etc.,  a  decline  in 
business  took  place  in  the  first  half  of 
the  year.  This  was  inevitable  in  a  per- 
iod of  transition  from  war  to  peace.  The 
loss  in  freight  tonnage  from  Jan.  1  to 
July  31  was  1,500,000  tons,  after  which 
the  tonnage  showed  an  increase  over 
1918,  to  the  extent  that  by  the  end  of  the 
year  the  net  loss  in  tonnage  was  cut  down 
"to  850,327  tons.  A  gratifying  feature  of 
the  situation  is  the  additional  long  haul 
business,  which  is  indicated  by  the  in- 
crease of  23  miles  in  the  average  dis- 
tance each  ton  of  freight  was  hauled. 
While  movements  of  live  stock,  lumber 
and  building  material  show  gains  over 
last  year,  the  declines  in  grain,  coal  and 
miscellaneous  traffic  more  than  offset 
these  gains,  resulting  in  loss  of  tonnage 
already  mentioned  as  compared  with 
1918.  The  decline  in  coal  traffic  is  due 
to  the  loss  of  shipments  from  Drum- 
heller,  Cardiff  and  Wayne  during  June, 
July  and  August,  caused  by  the  strike 
of  the  miners  in  the  Alberta  coal  fields. 

Operating  Expenses. — The  increase  of 
$15,971,073.98  in  operating  expenses  is 
nearly  all  due  to  higher  wages.  The  gen- 
eral large  increases  in  rates  of  pay  grant- 
ed during  1918  under  the  McAdoo  series 
of  advances  which  were  reflected  only  in 
part  in  the  operating  expenses  for  the 
year  ended  Dec.  31,  1918,  show  their  full 
effect  in  this  year's  figures,  and  the  total 
is  increased  by  the  effect  of  additional 
supplements  issued  during  1919  by  the 
XToited    States     Railroad    Administration 


and  which,  under  arrangement  between 
the  Canadian  Railway  War  Board  and 
the  Dominion  Government,  have  been  ap- 
plied to  the  wages  of  railway  employes 
in  Canada.  The  total  increase  in  ex- 
penses due  to  wages  for  the  year  was 
.$12,350,226.60,  or  77.31V<  of  the  total  in- 
crease  in   operating   expenses. 

The  deficit  of  §5,700,647.70  is  after 
crediting  miscellaneous  earnings  and 
charging  deductions  from  income.  The 
actual  operating  deficit  for  the  year  is 
$6,471,846.35,  against  net  earnings  of 
$3,247,061.97  for  1918,  and  net  earnings 
of  $7,443,369.41  for  1917.  This  loss  be- 
tween 1917  and  1919  of  nearly  $14,000,- 
000  in  net  earnings  is  a  direct  reflection 
of  the  improper  relation  existing  between 
earnings  and  operating  expenses.  Dur- 
ing these  two  years  the  abnormally  large 
wage  increases  more  than  represent  the 
loss  in  net  earnings,  as  the  following 
comparison  of  pay-roll  totals  shows: 

1917  1918  Inc.  %  1919  In.  % 
$20,871,397  529.269.906  40.24  S41.620.I33  42.19 

For  every  dollar  earned  in  the  last 
year  the  railway  had  to  pay  out  over  75c. 
in  wages. 

As  all  elements  of  the  railway's  ex- 
penses enter  into  the  production  of  trans- 
portation in  the  shape  of  train  miles,  the 
increase  in  the  cost  of  running  a  train 
one  mile  tells  better  than  any  other  unit 
the  story  of  the  railway's  inability  to 
make  ends  meet,  under  conditions  such 
as  have  existed  in  the  past  two  years. 
When  the  large  increases  in  the  cost  of 
materials  and  supplies  are  also  consid- 
ered, the  difficulties  of  the  situation  will 
be  more  fully  appreciated.  The  cost  of 
running  a  train  one  mile  increased  from 
$1.98  in  1917  to  $2.65  in  1918  and  to  $3.36 
in  1919,  the  latter  figure  being  an  in- 
crease of  21'7c  over  1918  and  70'7f  over 
the  cost  in  1917.  Gross  earnings  per 
mile  of  line  increased,  from  $4,396  in 
1917,  to  $5,005  in  1918,  and  to  $5,558  in 
1919,  the  1919  gross  per  mile  being  only 
107r  over  1918  and  259f  over  1917.  Un- 
der these  conditions,  and  with  less  than 
l"f  increase  in  train  service,  the  net  re- 
sult for  the  last  two  years  has  been  to 
convert  net  earnings  of  $789.08  a  mile  of 
line  in  1917,  and  $343.53  in  1918,  to  a 
deficit  of  $671.63  a  mile  for  1919.  This 
change  in  the  net  earnings  situation  is 
entirely  due  to  the  conditions  referred 
to   in  the   preceding  paragraphs. 

In  comparing  the  train  mile  expenses 
for  the  last  three  years,  the  higher  per- 
centage of  expenses  devoted  to  mainten- 
ance, particularly  in  1919,  is  worth  not- 
ing, as  indicating  that  a  large  percent- 
age of  the  expenses  is  going  towards  the 
improvement  of  the  roadway,  structures 
and  rolling  stock.  The  cessation  of  hos- 
tilities having  appreciably  relieved  the 
labor  situation,  your  company  was  en- 
abled during  1919  to  commence  overtak- 
ing considerable  maintenance  of  road- 
way, structures  and  equipment  work 
which  (as  referred  to  in  previous  re- 
ports) had  been  unavoidably  deferred  by 
war  conditions.  The  amount  of  money 
spent  on  deferred  maintenance  through 
the  year  is  estimated  at  over  $4,500,000, 
which  is  included  in  operating  expenses. 

The  increase  in  revenue,  which  higher 
rates  were  expected  to  bring,  has  been 
greatly  cut  down  by  the  falling  off  in 
tonnage  of  certain  commodities,  as  com- 
pared with  1917,  which,  in  common  with 
other  railways  in  Canada,  has  affected 
your  line  and  has  been  most  noticeable 
in  respect  to  grain  traffic.  This  loss  of 
tonnage,  and  the  extra  expenditures,  due 
to  taking  up  in  part  the  deferred  main- 


tenance, with  the  conditions  already  re- 
ferred to  in  respect  to  wages,  etc.,  pre- 
cluded the  possibility  of  making  any  net 
earnings  without  a  readjustment  of 
transportation   rates. 

Freight  Rates. — The  existing  improper 
relationship  between  earnings  and  oper- 
ating expenses  is  a  condition  which  for- 
tunately may  be  regarded  as  transitory. 
It  is  recognized  in  the  United  States  and 
Great  Britain,  as  well  as  in  Canada,  that 
the  railways  cannot  continue  to  provide 
transportation  at  practically  pre-war 
rates.  Canadian  and  U.S.  freight  rates 
being  generally  on  an  equality,  the  gen- 
eral percentage  of  increase  in  the  U.S. 
will,  in  the  opinion  of  your  directors, 
largely  determine  what  the  increase  in 
Canada  should  be.  From  the  statistics 
embodied  in  the  report,  it  is  clear  that 
existing  rates  do  not  provide  an  adequate 
return.  With  the  U.S.  railways  now 
handed  back  to  the  private  owners,  with 
legislation  passed  providing  that  they 
are  to  receive  "a  fair  return  upon  the 
aggregate  value  of  the  railway  property" 
and  this  fair  return  for  two  years  fixed 
at  Si's'/f  a  year  and  provision  for  an  ad- 
ditional half  of  Vfc  for  equipment,  bet- 
terments, etc.,  there  is  every  reason  to 
believe  that  freight  rates  will  be  fairly 
adjusted  in  the  near  future. 

Land  Sales  for  the  year  were  79,053 
acres  for  $1,535,608.44,  an  average  of 
$19.42  an  acre,  compared  with  an  aver- 
age of  $19.45  for  1918.  During  the  same 
period  sales  previously  entered  into,  ag- 
gregating 32,403  acres,  were,  by  mutual 
agreement,  cancelled,  so  that  the  acreage 
of  land  available  for  sale  has  been  de- 
creased by  46,650  acres,  leaving  a  total 
of  772,309  acres  unsold. 

Additional  car  trust  obligations  were 
created  during  last  year  to  the  extent  of 
$22,500,000  for  the  purchase  of  equip- 
ment of  different  kinds,  and  $4,706,000 
was  repaid  in  respect  of  previous  obliga- 
tions, thus  making  the  net  increase  $17,- 
795,000,  and  leaving  the  total  amount  of 
car  trust  obligations  outstanding  at  Dec. 
31,  1919,  $32,936,000. 

New  Equipment. — Motive  power  and 
other  rolling  stock  ordered  in  1919  were 
as  follows: — 

25  Pacific   type    locomotives. 
25  Six-wheel    switch     locomotives. 
7,'-i0  Box  cars. 
800  Wooden    stock    cars. 
.'i.'iO  Dump  cars. 
500  Klat    cars. 
2.10  Hart   ballast   cars. 
150  Refrigerator    cars. 
30  Steel    baggage   cars. 
6  Klangers. 
130  Colonist    cars. 
20  Tourist    cars. 
18  Standard  sleepers. 
13  Compartment   observation    cars. 
20  First  class   cars. 
20  Mail    cars. 
9  Dining    cars. 
6  Snow  ploughs. 
.1  Cabooses. 

Construction  and  Betterments. — As  re- 
ferred to  in  your  directors'  previous  re- 
port, the  construction  programme  for 
1919  contemplated  the  completion  of  cer- 
tain branch  lines  in  Western  Canada 
which  were  under  construction  at  the 
outbreak  of  the  war.  Work  was  done  on 
the  following  lines: — Acadia  Valley  ex- 
tension, Jackfish  Lake  extension,  Ono- 
way  extension,  Alsask  southeasterly. 
Luck  Lake  extension,  Peebles-Lampman 
extension.  Amaranth  northerly,  Melfort- 
Humbolt  extension,  Gravelbourg  exten- 
sion, Eston  southeasterly,  Melfort  north- 
easterly, Thunderhill  extension,  Hanna 
southeasterly,  Oliver  northeasterly,  Kam- 
loops-Kelowna-Lumby  branch.  While 
conditions  governing  labor  and  materials 


166 


CANADIAN  ILMI.WAV  AND  MAUINK  WOKI.D 


July.  1920. 


.ri'vcntfd  «»  Rrcat  proKn-ii*  beiriK  made 

■1  ihfiii'  linen  la»t  yi'nr  ■!(  was  ho|M'<l  for, 

i.iijor  portion  of  tho  work  on  thi-.si' 

■  <■*  in  rxpvctod  to  hv  completoti  thm 


U  ,  ,11.1   botU-r- 

lit  ;  •    thriiUKh- 

•    '  !■  k   hn<l  I'X- 

.   i    t.'    hinvi.r   in'ction; 

■  K-turrs   wi-ro   replaced 

'.tU;   11   tinihcr  trestles 

■■    [Mill;,   !i!k-.|  iind  diversions  nt  P'nld- 

.11.(1   CirenvilJe  nnil  nn  Sudliiiry  Sub- 

•  n    wrre   completed.      The    work    of 

i.ii me    the    line    alont;    the    St.    Ijiw- 

■.■■   Uiver,  we.st  of  CJucl.eo,  washed  out 

!hc   tidal    wave   of    r.MK.   was   nearly 

ii|'l>ted.  Miioh  additional  traekaije  for 

■  i.-itiiiK    purposi's    was    built,    viz.:    4.") 

inir  trniks.   I".'   siding  extensions,  32 

~tii-,      -i.'i.iL-"'     and      other     tracks. 


tr:il; 
An.. 


■    !■  iH.imirs  erected  were  27  sta- 
!  i.r  -.   ■:   •!■)    :•    -hcds,  :!St   section  houses, 
'.  •    .'.'h  .   .    ,    :  express  buildinjfs.  Ad- 

.:;•  ■  .!■  :  '  1  I  i.vi'nients  were  made  to 
\:i!  i-  1  'ui.  ;lu.u.'^es,  machine  and  car 
-!;.■!-  tiuini  pio^rress  was  made  on  re- 
l>:i!l.i-tin>r.  Important  structures  com- 
piiti'd  durint;  the  year  were  the  Vancou- 
ver passenKer  terminal  and  the  St. 
rharles  River  bridtre  at  Quebec.  The 
value  of  these  improvements  and  better- 
ments has  been  already  demonstrated  in 
improveii  operating  conditions.  Your  di- 
rectors are  pleased  to  report  that  upon 
their  recommendations  amounts  for  ex- 
penditure on  capital  account  have  been 
included  in  the  trovernnient's  estimates 
for  the  year,  which  will  enable  the  im- 
provement and  betterment  proprramnie  to 
be  continued,  thus  equipping  your  system 
to  better  perform  the  transportation  ser- 
vice of  the  country  and  particularly  to 
handle  economically  those  increases  in 
traffic  which,  it  is  your  directors'  firm  be- 
lief, will  result  coincident  with  the  pro- 
press  of  the  Dominion  and  which  may 
larpely  be  expected  to  take  place  in  the 
areas  served  by  your  lines. 

Canadian  (iovernment  Merchant  Ma- 
rine Ltd.— Reference  was  made  in  last 
year's  annual  report  to  the  ocean  steam- 
ship service  established  throuRh  the  Ca- 
nadian Government  Merchant  JIarine, 
Ltd.  This  service  has  continued  with  suc- 
cess, and  as  new  ships  are  delivered  the 
service  will  be  enlarced  and  extended.  To 
date  6:5  vessels  have  been  ordered  by  the 
Marine  Department,  with  a  total  d.w. 
tonnajre  of  380,61.^  tons.  Of  this  num- 
ber 19  were  in  service  at  Dec.  31,  I'Jl!", 
and  since  that  date  several  additional 
ships  have  been  delivered  by  the  builders 
and  put  in  operation.  While  the  builders 
have  been  delayed  in  the  construction  of 
these  ships,  due  to  various  causes,  so  that 
it  is  difficult  to  estimate  deliveries  defin- 
itely, yet  it  is  hoped  that  by  the  end  of 
the  year  there  will  be  nearly  60  ships  in 
service.  The  operation  of  the  services 
established  has,  up  to  date,  shown  a  sub- 
stantial return.  The  Canadian  National 
Rys.  also  benefit  from  the  earnings  on 
goods  moving  to  and  from  ocean  ports  in 
connection  with  the  services  operated  by 
these   ships. 

Outlook  for  the  Future. — Your  direc- 
tors view  the  future  with  the  confidence 
based  on  knowledge  of  the  particularly 
favorable  location  of  the  system's  lines 
and  the  general  good  character  of  the 
country  served.  "The  railway  property 
of  your  system  has  invested  in  it  not 
less  than  $.'').'iO,000,000.  It  is  not  held  by 
your  ilirectors  that  because  the  year's 
operations  resulted  in  a  deficit,  the  value 
of  this  great  investment  is  impaired.  The 
conditions  which  have  resulted  in  the 
present  improjK'r  relation  between  earn- 
ings and  expenses  have  been  stated.  Un- 


der existing  rate*  U.S.  railways  are  ack- 
nowledged to  be  going  behinil  their  pre- 
war recoril  at  about  the  rate  of  JI.OOO.- 
000  a  day.  The  increase  in  the  value  of 
the  serx'Ices  performed  by  your  railway 
may  be  illustrated  by  the  rise  in  whole- 
sale prices,  and  when  this  is  contrasted 
with  the  almost  ."tationary  ton  mile  an<l 
passenger  mile  receipts,  the  inadequacy 
of  the  present  rates  needs  no  further 
comment. 

The  prospect  in  the  near  future  of 
having  the  (Irand  Trunk  System  lines 
co-ordinated  with  those  of  the  Canadian 
Northern  and  other  government  owned 
railways  presents  favorable  opportunities 
of  increased  traffic  for  your  ."ystem;  and 
the  benefits  which  will  result  from  the 
inclusion  of  the  Grand  Trunk  lines  in  the 
national  system,  while  rlifficult  to  defin- 
itely estimate,  are  certain  to  prove  sub- 
stantial. As  noted  in  previous  reports, 
the  Canadian  Northern  Ry.  operates  un- 
der a  great  disadvantage  in  not  having 
a  Niagara  frontier  line  and  connection  in 
Ontario  with  U.S.  lines.  These  the  Grand 
Trunk  will  provide.  The  consolidation 
will  also  remove  restrictions  on  traffic  in- 
terchange to  territory  ser\-ed  by  the 
Grand  'Trunk,  which  will  certainly  prove 
to  be  of  great  benefit  to  the  national  sys- 
tem. 

Traffic  returns  since  .Ian.  1  indicate 
that  tonnage  on  your  lines  is  running 
about  S'^'f  over  the  movement  in  the 
same  period  last  year.  This  is  a  particu- 
larly good  showing,  in  view  of  the  much 
colder  weather  experienced  this  winter. 
There  is  no  doubt  that  housing  facilities 
are  much  behind  the  demand  in  practic- 
ally all  communities,  and  a  large  move- 
ment in  building  materials  may  be  ex- 
pected. There  are  large  road  building 
programmes  under  way,  which  should  also 
produce  increased  tonnage  in  certain  com- 
modities. Immigration,  which  on  the 
outbreak  of  the  war  fell  away  rapidly  is, 
according  to  late  reports,  reviving.  The 
return  to  pre-war  immigration  figures 
would  have  a  most  beneficial  effect  in 
restoring  those  conditions  of  expansion 
which  before  the  war  were  so  general 
along  much  of  your  western  mileage.  The 
live  stock  industry  in  western  Canada 
continues  to  thrive,  and  is  developing 
most  remarkably.  The  Province  of  Sas- 
katchewan now  ranks  first  in  the  produc- 
tion of  horses  in  Canada. 

The  importance  of  the  Drumheller  coal 
field  development  to  western  Canada,  and 
particularly  to  the  areas  served  by  your 
line,  was  well  demonstrated  when  the 
supply  of  coal  from  U.S.  mines  was  in- 
terrupted through  the  general  strike 
which  occurred  in  Oct.,  191!).  The  situ- 
ation showed  how  generally  dependent 
many  other  sections  of  this  country  are 
on  the  U.S.  for  supplies  of  coal.  The 
double  tracking  of  the  line  between 
Drumheller  and  Munson  Jet.  has  been 
completed,   and   the    output    of    the   23 


mines  In  the  district  U  being  distributed 
to  a  constantly  widening  field  of  con- 
sumers, with  increasing  gross  revenue  to 
your  company. 

It  is  a  matter  of  congratulation  that 
the  Prince  of  Wales  has  chosen  the  pur- 
chase of  a  ranch  in  Western  Canada  as 
one  means  of  practically  identifying  him- 
self with  Canadian  development,  and  a^ 
a  permanent  reminder  of  his  first  visit 
to  Canada.  Your  directors  cannot  let 
this  opportunity  pass  of  expressing  the 
hope  that  the  royal  example  will  be  fol- 
lowed by  many  from  Great  Britain,  not 
only  in  the  matter  of  making  a  tour  of 
Canada,  but  in  acquiring  property  here. 
Your  directors  feel  this  can  only  result  in 
good  for  the  Imperial  cause.  The  visit 
of  the  Prince  of  Wales  to  various  points 
on  the  lines  of  your  system  was  success- 
fully accomplished,  and  the  entire  Cana- 
dian tour  was  one  unbroken  success. 

It  is  with  the  greatest  regret  that  your 
directors  have  to  record  the  death  on 
.Ian.  24,  1920,  of  Z.  A.  Ush,  K.C.,  L.LD.. 
Senior  Counsel  of  your  company.  Mr. 
Lash,  as  chief  legal  adviser  of  the  com- 
pany for  nearly  20  years,  gave  invaluable 
advice  and  counsel  to  the  executive,  dur- 
ing the  construction  and  development 
period  of  the  railway,  and.  extended  this 
service  to  your  directors  up  to  the  time 
of  his  death. 

Organization  and  Staff. — Your  direc- 
tor? are  glad  to  report  that  the  rear- 
rangement of  official  personnel,  and  gen- 
eral amalgamation  of  staff  with  that  of 
the  Canadian  Government  Rys.  has  prov- 
ed to  be  most  satisfactory.  The  two  sys- 
tems have  worked  together  as  one,  and 
there  has  been  the  fullest  co-operation 
between  employes  and  management,  and 
the  board  desires  to  express  its  thanks 
for  the  loyal  and  efficient  serN-ices  rend- 
ered during  the  year. 

Incomt   SUttnrnt    for   rear   ended    Dk.    31.    I91». 

KevonuD    J53.S62. 177.57 

Subsidiary  miscellaneous 

earnings    1.791.752.61 

. t55,»3.»S0.l  S 

Working    expenses    }6a.0S4.02S.92 

Taxt^.   rentals,  joint  fa- 
cilities,   etc 1.020.k;S.96 


Loss    on    operating.... 
Fixe^l   chanres — 

Canadian       Northern 

Ry 

Affilinted     Companies. 
Intcrt^st  on  demand  and 

short    term    note*  A 

loans — 

Government    

Other    (net    bnlancel. 


19.»«$.710.S6 


IVflcit    carried    to    profit    and    loss 

slatrment    :..$2S,«70.S5S.0« 

Profit    and    Lou   Statement,   Dec.   11,   1*1*. 
Deficit     on     income     ac- 
count   for   the   year...  $2.i.67a.3.SS.0« 
Pi^icount.  etc..  on  fand- 

e<l    debt    472.682.09 

Delayi-d    income,    debits 
anil       credits.       debit 

balance  1,324.711.98 

$27,467,752.1  r^ 

Deduct  surplus  broosbt  fonnrdi  Dae. 


r-,. 

1919 

20.12 

»10.77S.708.46 

73.11 

39.175.552.09 

.70 

374.926.2S 

2.2i; 

1. 200.645.65 

3.78 

2.026.345.11 

100.00 

153.562.177.57 

r-^ 

lam 

26.49 

115,905.068.62 

I'.l.27 

11,569.896.52 

1.72 

1.031.282.13 

4R.31 

29.002.877.83 

1.60 

958.449.37 

2.61 

1.566.459.65 

100  00 

S«0.034,023.92 

1919 

153.562.177.57 

ii:os 

60.034.023.92 

—  I2.0S 

— 6,471.«4«.S5 

100.00 

Operatlnc  Revenues. 

PmmngtT  .  . 
Freicht  ... 
Mails    

Expres.<  


Mil 


ella 


Cla 


Maintenance  of  way  and  atructur«a„ 

Maintenance    of    equipment    

Traffic   expenst's    

Transportation  expensca 

MiscellRnei>us  operationa.  .  ..«..■.■—.. 
Geneml    expenses    ....-«..«..»».*.. 

Sanmary  of  Revennea  and  Biv ■■■•■• 

Class 


1.539.S9S.34 

3.35 

147.310.011.91 

100.00 

1918 

a 

$  9.060.264.79 

20.56 

8.498.673.11 

19.29 

797.181.68 

1.81 

23.907.348.28 

(4.26 

576.071.12 

1.31 

1.223.410.96 

2.77 

$44,062,949.94 

100.00 

191S 

r-^ 

147.310.011  91 

4  4.0S2.949.94 

93.13 

3.247.061.97 

6.87 

100.00 

July,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


367 


31.    1918   17.932.224.61 


Total   dertcit  at  Dec.   31.   1919.  car- 
ried to  balance  sheet  89.535,527.52 

Description   of   Freight   Carried. 

1919  191S 

Flour,  sacks   (100   lb.>    8.978.640  8.904.498 

Grain,    bush 91,373,574  93,985,078 

Live  stock,  head    (all  kinds)         834,991  654,583 

Lot's   and  lumber,   ft.    (m.f)     1.928.698  1.614,829 

Firewood,    cords    329,138  362,118 

Coal,  tons  2,174.207  2,373.985 

Immicrants'   effects,   cars   ....            4,728  6.279 
Euiltlinj;      material       (lime. 
stone,     brick,     sand,    etc.) 

cars   34.076  29,794' 

Miscellaneous,    tons    3.142.961  4.048,065 

Earnings,    Expenses    and    Net    Earnings    per    mile 
operated. 

.\veraKe  Net 

Year       miles         Earninss       E.\penses  Earnings 
Operated 

1917  9.433    $4,396.27    $3,607.19  +$789.08 

1918  9.452     5,005.29     4.661.76  +  343.53 

1919  9.636     5.558.55     6.230.18  —  671.63 

The  amount  required  per  mile  of  road 
to  pay  fixed  charges  (including'  leased 
lines),  was  as  follows:— 1919,  $2,072.41; 
1918,    $1,093.60;    1917,    $1,695.24. 

Passenser,    Freight    and    Miscellaneous    Statistics. 

1919  191S 

PassenRCr   traffic — 
Passengers  carried  (earn- 

inK     revenue)     4.925,547         4,114,965 

Passengers     carried     one 

mile    344,773,029     288,067,800 

Passeneers      carried     one 

mile    per    mile    of  road..  36.256  30.477 

Average  distance  carried..  70.00  70.01 

Total  passenger  revenue  S  9.629.460.01    7.128.141.55 
Average  amount   received 

per    passenger    S  1.95.600  1.73.225 

Average   amount  received 

per        passenger        per 

mile  Cts.  2.793  2.474 

Total       passenger      train 

earnings    $11,811,612.85    8,788,084.63 

Passenger  train    earnings 

per     train     mile S  1.53.575  1.28.903 

Freight  traffic — 

Revenue     tons     carried 12,439,314        13.289,641 

Revenue   tons    carried  one 

mile    4,046,023.363  4.-»21,275.9G3 

Revenue  tons  carried  one 

mile    per    mile    of    road  425,472  425,442 

Average  distance  haul  of 

one    ton    325.26  302.59 

Total    freight    revenue    $38.276.419.06  35,674,816.63 
Average  amount   received 

for    each    ton    of 

freight    $  3.07.705  2.68.441 

Average   revenue  per  ton 

per  mile  Cts.  .946  .887 

Total    freight   train   earn- 
ings     $39,010,667.80  136,719,136.76 

Freight      train      earnings 

per    train    mile $  3.34.877  3.24.220 

Train   mileage- 
Mileage       of       passenger 

trains    5.864.271         5.044,607 

Mileageof  freight  trains  9.822,281         9.656.238 

Mikaee    of    mixed    trains        1.826.898         1,769,124 

Expenses  per  traffic  train  mile — 
Maintenance  of   way   and 

structures   Cts.  89.45  54.67 

Maintenance      of      equip- 
ment    Cts.  65.05  61.12 

Traffic     expenses     Cts.  5.82  '!.79 

Transportation     expenses, 

„  rail    $  1.61.96  1.43-.69 

Transportation     expenses. 

water    Cts.  0.11  — 

Miscellaneous  opera- 
tions     Cts.  5.34  3.52 

General  expenses   Cts.  8.51  7.10 


Parcel  Post  Rates  on  Mail  Order  Business. 


2.64.89 
1  above 


Total    $  3.36.24 

Operations  of  Electric  Lines  not  included 

Statement. 

Electric    line   statistics — 

Passengers  carried  (earning 

revenue)     11,281,694  6,036,625 

Total       passenger       reve- 
nue          909,985.72      504.319.84 

Revenue  tons  carried  383.130  409.704 

Total  freight  revenue  ....$      280.489.07     $252,756.20 

The  total  mileage  operated  in  1919  was 
9.685.7.  viz.:  owned  by  C.N.R.  Co.,  9,- 
183.1:  joint  running  rights,  155.3;  North- 
ern Pacific  lines  in  Manitoba,  leased, 
347.3. 


Cornwall  Bridge  Assessment.  —  The 
Ontario  Legislature  has  confirmed  a 
Cornwall  Tp.  bylaw  validating  an  agree- 
ment between  the  township  and  the  Ot- 
tawa &  New  York  Ry.,  fixing  the  amount 
of  the  assessment  of  the  portion  of  the 
company's  bridge  across  the  St.  Lawrence 
River  at  Cornwall,  at  $150,000  for  ten 
years. 


The  following  motion  by  Senator  W. 
Proudfoot,  was  passed  by  the  Senate 
April  28: — "That  an  order  do  issue  for 
a  return  of  the  evidence  and  other  pro- 
ceedings submitted  before  the  Board  of 
Railway  Commissioners  at  the  sessions 
at  Ottawa  on  Oct.  3,  1911,  Nov.  7,  1911, 
and  Mar.  18,  1919,  relating  to  freight 
rates  and  all  matters  before  said  board 
on  said  dates.  2.  A  copy  of  the  report 
made  by  said  board  to  the  Government 
as  the  result  of  said  investigations.  3.  A 
copy  of  the  postal  rate  agreement  or 
agreements  existing  between  the  govern- 
ment and  the  railway  companies  for  par- 
cel post  service,  including  a  statement 
or  copy  of  the  rates  charged  by  the  gov- 
ernment railways.  4.  A  copy  of  the  re- 
port made  by  the  Board  of  Railway  (Com- 
missioners to  the  government  on  the  con- 
tracts between  the  government  and  the 
railway  companies  as  to  the  rates  charg- 
ed for  the  postal  services.  5.  Does  the 
said  report  show  (or  is  the  government 
aware)  that  the  rates  fixed  and  paid  are 
less  than  it  cost  the  railway  companies 
to  perform  the  services  ?  6.  What  quan- 
tity of  mail  is  carried  annually  by  par- 
cel post?" 

In  moving  the  resolution.  Senator 
Proudfoot  said: — "The  object  of  the  in- 
vestigations above  referred  to,  as  I  un- 
derstand, was  to  ascertain  whether  or 
not  certain  commodities  were  being  car- 
ried at  certain  rates.  I  understand  that 
a  report  was  made  by  the  Board  of  Rail- 
way Commissioners  to  the  government, 
but  it  has  not  yet  been  made  public,  and 
it  is  for  the  purpose  of  having  it  brought 
down  that  I  make  this  motion.  Another 
object  of  the  motion  is  to  enable  me  to 
deal  with  the  question  of  postal  rates, 
in  so  far  as  they  affect  mail  order  houses. 
The  mail  order  business  is  one  of  great 
importance  to  the  people.  When  in  the 
Ontario  legislature,  I  advocated  the  im- 
position of  a  tax  on  mail  order  houses  in 
each  municipality;  that  is  to  say,  if  they 
sold  by  mail  order  in  certain  townships, 
or  in  certain  towns  or  villages,  thty 
should  pay  a  tax  based  on  the  business 
they  did  in  each  municipality.  It  is  not 
fair  that  they  should  do  business  in  a 
municipality  and  pay  nothing  in  the  way 
of  taxes  to  the  municipality,  while  the 
merchants  there  are  obliged  to  pay  taxes 
and  other  rates  toward  the  upkeep  of 
the  municipality.  The  mail  order  busi- 
ness is  carried  on  very  extensively 
throughout  the  Dominion,  and,  accord- 
ing to  my  information,  the  mail  order 
houses  have  been  securing  a  great  ad- 
vantage over  the  merchants  in  the  coun- 
try districts.  The  question  then  arises, 
how  far  is  the  government  responsible 
for  enabling  the  mail  order  houses  to 
carry  on  business  ?  We  find  that  on  Mar. 
15,  1918,  freight  rates  were  advanced 
15'/r,  and  that  on  Aug.  12,  1918,  they 
were  again  increased  25'/f.  There  was 
also  an  increase  in  the  rates  on  various 
commodities  on  all  the  railways.  The 
salaries  of  those  engaged  in  the  mail  ser- 
vice were  also  increased,  and  in  that  way 
the  cost  of  transportation  was  increased. 
My  information  is  to  the  effect  that,  al- 
though those  increases  were  made,  nev- 
ertheless the  postal  rates  were  not  in- 
creased, and  that  therefore  the  mail  or- 
der houses  were  able  to  carry  on  business 
at  practically  what  it  cost  them  to  do  so 
prior  to  the  increase  in  freight  rates. 
If  that  '3  so,  it  is  unfair  discrimination 
in  favor  of  the  mail  order  house,  and  it 
is  p  kind  of  discrimination  which  should 
hi  put  an  end  to.    We  must  consider  the 


effect  it  has  on  business  in  the  rural 
municipalities  and  in  the  towns  and  vil- 
lages. We  find  throughout  the  length 
and  breadth  of  the  land  that  the  country 
stores  are  gradually  being  driven  out  of 
business  by  unjust  competition.  I  say 
it  is  unjust  competition  when  mail  order 
houses  are  enabled  to  ship  goods  into 
these  municipalities  at  less  than  it  costs 
the  country  to  provide  the  carrying  of 
these  goods.  They  are  discriminated 
against,  first,  in  so  far  as  the  railways 
are  concerned,  and,  secondly,  in  so  far  as 
the  government  is  concerned.  The  rail- 
ways are  carrying  the  mail  order  busi- 
ness at  less  than  cost,  and  the  govern- 
ment is  providing  the  means  for  carry- 
ing it  at  less  than  cost.  The  result  is, 
as  an  examination  will  show,  the  govern- 
ment of  this  country  is  handing  over 
every  year  millions  of  dollars  to  the  mail 
order  houses.  It  would  not  be  so  bad 
if  the  general  public  were  getting  the 
benefit,  but  the  public  as  a  whole  are 
not  getting  the  benefit  of  the  millions 
that  are  handed  out  in  this  way. 

"The  Minister  of  Labor,  at  a  meeting 
in,  I  think,  Ottawa  last  year,  made  the 
statement  that  the  government  was  bon- 
using  the  newspapers  of  Canada  to  the 
extent  of  about  $6,000,000  a  year  by  car- 
rying them  at  less  than  the  cost  of 
transportation.  I  am  not  making  any 
complaint  in  that  respect.  There  may 
be  some  justification  for  newspapers  be- 
ing carried  in  that  way.  Newspapers 
are  supposed  to  be  a  means  of  educating 
the  people  and  of  disseminating  the  news 
from  one  end  of  the  country  to  the  other. 
That  being  so,  there  is  an  excuse  for  the 
government  spending  money  in  that  way. 
But  there  is  no  excuse  in  permitting  one 
section  of  the  people  to  secure  an  ad- 
vantage over  others.  If  the  country 
stores  had  been  allowed  to  go  on  as  they 
did  in  years  past,  many  of  the  young 
people  in  the  country  would  have  found 
it  to  their  advantage  to  remain  at  home. 
'  The  money  would  be  kept  in  circulation 
in  their  immediate  neiughborhood.  Be- 
sides, those  localities  would  not  be  en- 
tirely rural  districts,  as  they  are  being 
made  by  the  change  which  has  been  grad- 
ually brought  about  in  the  mode  of  busi- 
ness by  the  mail  order  houses.  No  one 
objects  to  fair  competition,  but  what  peo- 
ple do  object  to,  and  I  think  they  have  a 
right  to  it,  is  unfair  competition;  and 
the  competition  is  unfair  when  one  class 
secures  an  advantage  over  another,  at 
the  expense  of  the  whole  public. 

"The  object  in  desiring  to  distinguish 
between  the  provinces  is  to  ascertain 
what  amount  of  mail  order  business  is 
being  done  by  the  various  houses,  say  in 
Ontario.  We  can  in  that  way  ascertain 
whether  the  mail  order  business  is  being 
carried  on  more  extensively  in  Ontario 
than  in  any  of  the  other  provinces;  and 
if  that  is  the  case,  and  I  am  correct  in 
my  surmise  that  this  service  is  being 
carried  on  at  a  loss  to  the  country,  then 
Ontario  is  securing  an  advantage  over 
the  rest  of  the  Dominion.  If  the  service 
is  being  performed  at  a  loss,  the  sooner 
the  government  makes  a  change  in  that 
respect  the  better.  Otherwise  the  same 
unfair  conditions  will  continue  in  the  fu- 
ture as   in   the  past." 


British  Railway  Rates.— The  Minister 
for  Transportation  is  reported  to  have 
stated  in  the  British  House  of  Commons 
.Tune  14  that  a  further  increase  in  rail- 
way rates  cannot  be  avoided. 


368 


CANADIAN  ItAlIAVAV  AND  MARINK  WORLD 


Julv.  1920. 


Demurrajrt' 


not    Charjreable  Whtre  Delays  Caused 
hv  Customs  Oflicials. 


■-  .  .  M',     ..f    thr 

•  iitr.*,   Knvi> 

\ ;         >  i>n  appli- 

laliui:.-    .'I'T    an    ii.fcniuil    opiiimn    of    the 

lioartl  in  tht-  mattiT  of  tin-  rijtlit  of  rail- 

\Mi\    <i.m|ijinii  -    I.,  riillfct   ili'imirraKC,  or 

tiinit'.'.  where  cars 

nmi  the  li'Stinvr 

•    lis  in  the  ear. 

TluTf  are   Iwo  tt|>|ilK'ations   upon   thi.s 
file,  in  both  of  which  the  same  principle 
i.i  involved.    The  first  is  from  \\  .  .1.  Col- 
lins, Manager,  Canailian  Car  Demurrage 
Burt^au,  in  connection  with  a  carload  of 
lima  beans,  apparently  Asiatic,  consigned 
to  .Montreal  from  60th  St.,  New  York,  ex 
S..S.  Port  .Mliany  from  London,  and  which 
arrived  in  Montreal  Feb.  'J,  lit'iO,  and  was 
released    by    the   appraiser   on    Feb.    19. 
The  application  is  for  an  informal  ruling 
of  this  board,  in  the  matter  of  the  right 
of  the  railway  company  to  collect  demur- 
rage, or  storage,  under  the  circumstances 
where  cars  are  delayed  by  customs  au- 
thorities   and    the    testing    or    inspection 
of  the  goods  in  the  car.     Ten  dollars  de- 
murrage was  assessed  on  this  car,  which 
the   consignee,   the   Universal    Importing 
Co.,  refused  to  pay,  on  the  ground  that 
the   Customs    Department  would   not  al- 
low it  to  take  delivery  of  the  car  until 
the  beans  were  tested  by  the  Chief  Ana- 
lyst at   Ottawa.     The  Superintendent  of 
the  Car  Service  Bureau,  F.  Price,  wrote 
.Mr.  Costigan,  Customs   Department,  In- 
land Revenue,  Montreal,  April  n,  as  fol- 
lows: "We  respectfully  refer  you  to  the 
enclosed    papers    covering    delay    to    car 
4.^909   at   Montreal   between    Feb.   9   and 
16,  1920.    This  car  arrived  Montreal  Feb. 
9,  and  it  is  claimed  by  the  consignee  that 
the   Customs   Department   would   not   al- 
low it  to  take  delivery  of  the  car  until 
the  shipment,  which  consisted  of  beans, 
had   been   tested   by   the   Chief   Aanalyst 
at  Ottawa.     Note  letter  from  appraiser, 
O'Shea,  and  kindly  advise  exact  date  this 
shipment  was   released   by   Customs   De- 
partment."    To  which    Mr.  Costigan  re- 
plied, April   6:  "Car  43909  was  released 
on  report  of  analysis  under  date  of  Feb. 
19,  1920."     This  inspection  was  in  com- 
pliance with  a  circular  issued  by  the  Cus- 
toms Department,  Jan.  28,  1920,  instruct- 
ing all  collectors  of  customs  to  withhold 
delivery  of  East  India,  or  Oriental  beans, 
or  beans  of  Asiatic  or  East  India  origin, 
pending  a  receipt  of  a   report   from   the 
authorities  of  the  Health  Department. 

The  second  application  is  the  complaint 
of  the  Canada  Seed  Co.,  Toronto,  per 
Agriculture  Department,  Canada  (Seed 
Commissioner)  in  connection  with  a  car- 
load of  clover  seed  consigned  to  the  Can- 
ada Seed  Co.,  Brantford,  Ont.,  and  held 
for  inspection  under  the  seed  importa- 
tion regulations  of  the  Agriculture  De- 
partment. These  regulations  were  con- 
tained in  a  circular  issued  to  collectors 
of  customs  throughout  Canada,  Oct.  26, 
1918.  This  car,  11840,  was  held  in  bond 
from  Sept.  17  to  29,  1919,  at  Brantford, 
and  $.'tO  demurrage  charges  assessed 
against  it.  The  following  letter  from  the 
Customs  Collector  at  Brantford  to  the 
G.T.R.  agent  makes  the  situation  clear: 
"The  papers  for  this  car  arrived  in  Brant- 
ford from  Toronto  Sept.  19,  1919,  being 
sworn  to  at  Toronto  Sept.  18,  1919.  Sam- 
ples drawn  according  to  then  Customs 
regulations  sent  to  .\griculture  Depart- 
ment to  test  as  to  purity.  Instructions 
received  from  Agriculture  Department, 
dated  Sept.  27,  1919,  received  here  Sept. 


29,  to  release   siiminiiit.  utiii    papers  sent 
same  date  to  (J.T.K.   to  release  car." 

It  is  quite  clear  frt)m  the  written  state- 
ments of  .1.  T.  Costigan.  General  Inspec- 
tor, anil  J.  W.  Spenee,  Collector,  that  in 
both  these  cases  the  delay  wa.s  due  to 
government  regulations.  These  regula- 
tions are  general  in  their  application; 
and  the  delay  to  thi'  two  cars  under  con- 
sideration was  not  due  to  any  inherent 
cause  in  these  two  particular  consign- 
ments. I  am,  therefore,  of  the  opinion 
that  under  Canadian  Car  Demurrage 
Rule  8,  which  is  as  follows:  "Customs  or 
inspection  delays. — Demurrage  shall  not 
be  collected  from  the  consignee  for  any 
delays  for  which  government offi- 
cials may  be  re.sponsible,"  the  railway 
company  is  not  entitled  to  collect  demur- 
rage. 

Assistant  Chief  Commissioner  McLean 
concurred  as  follows: — Rule  8  of  the  De- 
murrage Rules,  which  is  headed  "Cus- 
toms or  Inspection  Delays,"  as  it  stands, 
is  ambiguous.  It  is  open  to  two  con- 
structions:  (1)   that  the  exemption  from 

demurrage  "for  which  government 

officials  may  be  responsible"  is  an  ex- 
emption arising  out  of  neglect  on  the 
part  of  said  officials;  (2)  that  the  exemp- 
tion may  arise  where  there  is  a  delay 
from  general  governmental  regulations, 
under  which  the  government  officials  are 
working.  The  position  taken  by  the  Ca- 
nadian Car  Demurrage  Bureau  is  that  the 
exemption  applies  only  where  the  delay 
is  attributable  to  an  act  or  neglect  of 
Custom.s  officials.  It  may  be  that  the 
rule  is  not  clear  in  wording  in  regard  to 
its  intent.  It  is,  however,  an  established 
rule  of  construction  in  regard  to  tariffs, 
classifications,  etc.,  that  where  the  rule 
or  item  is  ambiguous,  the  rule  or  item  is 
to  be  construed  strictly  against  the  rail- 
way. Looking  at  the  matter  from  this 
standpoint,  I  agree  in  Commissioner 
Goodeve's  finding. 


Dismissal  and  Reinstatement  of 
Intercolonial  Railway  Conductor. 


The  following  questions  were  asked  in 
the  House  of  Commons  recently  by  J.  B. 
Bourassa,  M.P.  for  Levis,  Que.,  and  an- 
swered bv  the  Minister  of  Railways,  Hon. 
J.   D.  Reid. 

"Has  Philippe  Boucher,  of  Charny,  rail- 
way conductor.  Intercolonial  Ry.,  who 
was  arrested  for  theft  of  merchandise 
from  the  G.T.R.  in  Montreal  last  autumn, 
and  found  guilty,  been  reinstated  in  his 
former  position?"  Answer:  "He  was  not 
arrestee!  for  stealing  from  the  G.T.R., 
but  he  was  arrested  by  a  G.T.R.  police- 
man for  having  in  his  possession  blankets 
belonging  to  Canadian  Government  Rail- 
ways.    He  has  since  been  reinstated." 

"If  so,  how  long  after  his  offence  was 
he  reinstated?"  Answer:  "Twenty-six 
days." 

"At  whose  request  was  he  reinstated?" 
Answer:  "At  the  request  of  the  General 
Superintendent,  after  he  had  thoroughly 
investigated  the  matter  and  found  that 
Boucher  was  not  attempting  to  steal." 


The  West   Indies  Cable. 


When  an  item  of  S'''8,9.'!.;.:>.1,  for  West 
Indies  cable,  in  the  estmiaten  for  this  fis- 
cal year,  wan  under  discussion  in  the 
House  of  Commons  recently,  W.  Duff, 
M.P.  for  Lunenburg,  N.S.,  asked  if  the 
government  pays  that  amount  towards 
cable    service    with    the    West    Indies. 

Sir  GEORGE  FOSTER  replied:  Yes. 
I  think  about  eight  years  ago  an  ar- 
rangement was  made  between  the  Bri- 
tish Government,  the  L'nited  States  Gov- 
ernment and  the  West  India  Islands  Gov- 
ernment, which  had  two  things  in  view, 
an  extension  of  the  cable  service,  and  a 
cheapening  of  the  costs  of  that  service. 
The  subsidy  that  was  given  was  shared 
in  equal  proportions  by  Great  Britain 
and  Canada.  I  think  it  was  $8,000  for 
each,  and  the  West  India  administration 
contributed  ?10,000  a  year.  That  subsidy 
has  yet  three  years,  I  think,  to  run.  A 
cheapening  in  the  cost  was  brought  about 
at  once,  and  has  continued  up  to  this 
time.  That  cheapening  runs  from  Hali- 
fax and  other  Canadian  points,  all  the 
way  through  down  to  Bermuda,  and 
through  the  other  lines  down  as  far  as 
Demerara  and  connecting  all  that  outer 
rim  of  the  islands.  That  service  has 
within  the  last  two  years  been  a  good 
deal  troubled  and  interrupted,  and  I  have 
had  the  fullest  explanations  and  infor- 
mation with  reference  to  it.  The  ser- 
vice has  been  intermittent,  and  the  con- 
dition has  been  extremely  annoying  to 
business  men,  but  on  the  other  hand  it 
has  been  up  against  the  hardest  luck 
that  I  have  known  in  connection  with 
the  service.  Owing  to  the  war,  and  other 
circumstances,  it  was  absolutely  impos- 
sible to  get  repair  ships,  and  that  was 
where  the  trouble  arose.  I  got  into  com- 
munication with  the  British  Post  Office 
authorities,  who  manage  the  ser\-ice  so 
far  as  Great  Britain  is  concerned,  and  a 
thorough  examination  is  being  made  in- 
to the  matter.  That  also  will  be  one  of 
the  questions  which  will  come  up  for  dis- 
cussion when  our  conference  meets  in 
Ottawa. 

Mr.  DUFF  said:— I  am  very-  glad  to 
hear  that  the  cable  service  will  be  re- 
sumed, because  for  the  last  year  or  so 
it  has  been  very  unsatisfactory.  Some- 
times it  takes  as  much  as  a  week  for  a 
cable  to  go  from  Canada  to  the  West 
Indies  and  the  reply  to  come  back,  and 
that  seriously  interferes  with  business. 
It  is  absolutely  necessao'  for  business 
men  that  their  cables  shall  arrive  at  their 
destinations  quickly,  so  that  they  can 
get  replies  as  soon  as  possible.  Com- 
petition is  keen,  and  it  is  necessary  to 
catch  the  steamships  that  are  sailing 
between  Canada  and  the  West  Indies, 
and  sometimes  the  cables  are  only  sent 
24  hours  before  the  steamer  sails  from 
Halifax   or  St.  John. 


Nepignn  TerminalH  Ltd.  has  been  in- 
corporated under  the  Ontario  Companies 
Act  with  authorized  capiti>l  of  $40,000, 
and  office  at  Port  Arthur,  to  de«'  in  lands 
and  buildings  for  various  purpose's.  A. 
J.  McComber  is  one  of  the  provisional 
directors. 


Grain  Inspected  at  Western  Points. 

The  following  figures,  compiled  by  the 
Dominion  Bureau  of  Statistics'  Internal 
Trade  Division,  show  the  number  of  cars 
of  grain  inspected  at  Winnij>eg  and  other 
points  on  the  Western  Division  during 
.Mav.  and  during  9  months  ended  May 
.■{l,"l920  and  1919:— 


1<>20 
CanMtinn  N«tioniil   Rjr....  3.M* 

CanadUn    Parlflc    Ry i.'il 

Grand  Trunk   Pacific  Ry.      «*4 
Great    Northern    Ry »» 


9  mona. 

9  mom. 

to  May 

to  May 

SI. 

SI. 

1920 

1919 

48.U& 

4S.eS4 

U.TI9 

(1,761 

19.021 

i4.a«9 

hU 

uo 

TotaU 


■.S04 


lS4.i;9       121.684 


July,  1920.  369 

Railway  Operation  and  Maintenance  Under  a  Divisional  Organization. 


Uy  Alfred  I'rice,  General  Manager,  Eaytcrn  Lines,  Canadian   I'acific  Uaihva;. 


In  the  very  early  days  of  railroading 
on  this  continent  there  was  no  necessity 
for  an  elaborate  official  organization.  One 
can  imagine  that  the  rules  and  methods 
of  operation  first  adopted  were  somewhat 
similar  to  those  now  in  effect  on  rural 
electric  lines.  The  trains  were  then  few 
in  number;  they  cannot  now  be  satisfac- 
torily handled  on  single  track  lines.  The 
locomotives  weighed  from  4  to  6  tons; 
the  latest  achievement  weighs  427  tons. 
The  passenger  cars  were  simply  stage 
coaches  coupled  together;  they  are  now 
elegant  palaces  on  wheels.  The  rails 
were  short  wooden  beams,  covered  with 
strap  iron,  and  after  a  short  use  failed 
mechanically  under  6  ton  locomotives; 
they  are  now  from  30  to  41  ft.  long,  and 


the  number  of  miles  of  railway  under 
operation,  the  extent  of  the  territory 
served,  and  the  prodigious  sums  of  money 
invested  in  property,  material  and  equip- 
ment, it  is  almost  impossible  to  realize 
that  the  first  railroad  in  the  United 
States  was  built  only  about  90  years  ago. 
Since  then,  not  only  have  the  achieve- 
ments in  railway  building  been  stupen- 
dous, and  the  improvement  in  equipment 
and  facilities  marvelous,  but  the  organi- 
zation which  has  been  developed  to  han- 
dle the  immense  traffic  over  an  inter- 
laced system  of  rails,  with  its  compli- 
cated movements,  has  been  amazing.  In 
this  development  each  railway  company 
was  at  first  a  law  unto  itself  and  worked 
independently.     All  roads  were  not  built 


Railway    Operation    and    Maintenance    unde 


Divisional    Orffanizati< 


are  made  of  steel  by  the  Bessemer,  open 
hearth  or  other  processes.  In  those  good 
old  days  the  trains  were  known  as  ac- 
commodation trains.  The  passengers 
were  accommodating,  for  it  is  recorded 
that  they  habitually  alighted  from  trains 
on  steep  ascending  grades  and  climbed 
to  the  summits  on  foot;  the  modem  pas- 
sengers object  to  climb  even  into  upper 
berths.  But  as  traffic  increased,  trains 
multiplied,  locomotives  and  cars  were  en- 
larged, and  all  railway  facilities,  equip- 
ment and  appurtenances,  which  at  the 
beginning  were  exceedingly  crude,  by  a 
continuous  series  of  improvements  reach- 
ed their  present  degree  of  excellence.  Co- 
incident with  this  great  physical  change 
there  was  naturally  and  necessarily  a 
development  in  methods  of  operation, 
varying  from  time  to  time  as  traffic  in- 
creased and  conditions  altered. 

As  one  surveys  today,  the  whole  rail- 
way field  on  this  continent,  and  considers 


to  the  same  gauge,  and  the  interchange 
of  cars  was  thereby  rendered  impossible. 
The  necessity  of  standardizing  the  gauge 
was  therefore  recognized.  Every  rail- 
way ran  its  trains  according  to  the  local 
time  of  the  city  in  which  its  head  offices 
were  located,  or  on  some  other  arbitrary 
time.  The  various  railways  had  their 
own  system  of  operating  rules;  and  in 
giving  signals  by  hand  or  lamp,  what 
was  a  "stop"  signal  on  some  roads  was 
a  "proceed"  or  "back-up"  signal  on 
others. 

The  need  for  reaching  agreements  on 
many  matters  and  the  desirability  of 
standardizing  methods,  brought  railway 
officials  together,  for  an  exchange  of 
ideas  and  railway  associations  were  the 
outgrowth  of  these  meetings.  Of  the 
many  railway  associations  in  existence 
today  the  most  important,  although  not 
the  oldest,  is  the  American  Railroad  As- 
sociation, which  was  organized   in   1872, 


its  object  being  the  discussion  and  recom- 
mendation of  methods  for  the  manage- 
ment of  American  railways.  Probably 
the  oldest  organization  of  the  kind  is 
the  Master  Car  Builders'  Association, 
formed  in  1867.  Its  objects  are  the  ad- 
vancement of  knowledge  concerning  the 
construction,  repair  and  service  of  rail- 
way cars,  to  bring  about  uniformity  and 
interchangeability  in  their  parts,  and  to 
adjust  the  mutual  interests  growing  out 
of  their  interchange  and  repair.  There 
are  also  important  associations,  repre- 
senting all  branches  of  railway  work,  in- 
cluding maintenance  of  way,  car  service, 
railway  telegraph,  railway  signal,  pas- 
senger traffic,  freight  traffic,  accounting, 
baggage,  stores  and  claims  agents,  which 
discuss  and  legislate  upon  the  various 
matters  over  which  they  respectively  have 
jurisdiction.  Through  the  recommenda- 
tions and  decisions  of  these  associations, 
agreements  have  been  reached  on  almost 
every  known  railway  subject  and  almost 
every  article  used  in  connection  with  rail- 
way construction,  maintenance  and  oper- 
ation. 

Upon  one  subject,  however,  no  agree- 
ment has  ever  been  arrived  at.  Both  the 
divisional  and  the  departmental  organi- 
zations are  in  effect  upon  railways  that 
are  known  to  be  efficiently  and  econoniic- 
ally  managed  and  neither  system  is  with- 
out its  champions.  It  is  believed  by  some 
successful  railway  executives  that  the 
maintenance  of  way  department  should 
be  under  the  direct  supervision  and  sole 
control  of  men  who  are  technically  train- 
ed engineers,  and  that  the  track  and 
bridge  maintenance  should  be  something 
entirely  separate  from  the  operation  of 
the  railway.  Similarly  it  is  their  opinion 
that  the  mechanical  department  should 
be  managed  exclusively  by  men  having 
had  a  thorough  mechanical  training  and 
that  there  should  be  a  well  defined  line 
of  demarcation  between  it  and  the  oper- 
ating department.  The  theory  is  that, 
in  this  day  of  specialization,  the  right 
principle  is  to  have  experts  in  sole  charge 
of  the  three  important  departments,  op- 
erating, maintenance  of  way  and  me- 
chanical, and  that  they  should  be  handled 
as  separate  entities. 

Organization  has  been  defined  as  "The 
systematic  union  of  individuals  in  a  body 
whose  officers,  agents  and  members  work 
together  for  a  common  end."  Those  who 
favor  the  divisional  organization  believe 
that  better  results  are  obtainable  by  a 
fusion,  under  one  head,  of  the  three  im- 
portant departments  referred  to  above, 
and  that  by  such  an  organization  "the 
officers,  agents  and  members"  are  much 
more  likely  to  "work  together  for  a  com- 
mon end"  than  if  the  departments  arc 
kept    separate. 

The  departmental  idea  is  carried  a 
great  deal  higher  up  on  some  roads  than 
on  others.  In  some  cases  the  general 
superintendent,  besides  being  in  charge 
of  operation,  controls  all  maintenance 
and  mechanical  work  on  his  district,  the 
officers  of  these  departments  reporting 
direct  to  him.  In  other  cases  the  de- 
partments are  kept  entirely  separate  on 
districts,  as  well  as  on  divisions,  and  the 
departmental  officers  report  direct  to  the 
general  manager.  Again  on  other  roads 
a  great  gulf  if  fixed  between  the  working 
forces  in  the  liilTerent  departments,  the 
general  manager  having  no  control  of 
maintenance  of  way  and  mechanical  mat- 
ters.    Instead   the  departmental    officers 


370 


CANADIAN  KAII.W  AV  AND  MAHINK  WOULD 


July.  1920. 


have    iiuprvme   •uthority    over    Ihvir    n-- 

.II.-,  liir    ilftmrtnifntii   and    ffport   dirrrt 

nl  in  rharKV  of  opiTn- 

■' .f.^Hity  of  havinir  high- 
ly traintni  rxpvrts  lupcrvuiv  thi'iif  two 
tp<-hniral    dciiartmpnU     m     fully    nppro- 

••>t    will    co-reIat<-    undiT    Iho 

•••rinlondcnt  all  Ihi-  forci'»  of 

••■riinU'nanw   of    way   and 

'iiiontf,  no  nR   tu   mnki- 

iry  to  ont"  annthi-r.  Thi' 

i""'^  i    in   clearly   shown   on 

tho    ii  ,-    dinKTain.      The    solid 

lines  t  jiiris<licti<>n  and  con- 

frul.   wnM.i-   iiu-  iloUed   lines   indicate  a 

imcliuMi   of  communication    between   men 

oiikraired  in  the  same  de|>artment,  so  that 

the    benefit    of    the    technical    knowledRe 

and  expert  traininK  of  those  at  the  top 

may  be  transmitted  to  those  who  are  di- 

n.>cUy  in  char»re  of  the  work. 

Instead  of  desiirnatinc  the  departmen- 
tal officers  a?  "assistants,"  some  would 
prefer  to  use  the  old  familiar  titles,  such 
as  superintendent  of  transportation,  dis- 
trict master  mechanic,  division  enKineer, 
iruinmaster,  chief  dispatcher,  etc.,  but 
this  IS  not  material.  By  a  reference  to 
the  diatrram,  it  will  be  seen  that  the 
jfeneral  nianaper.  general  superintendent, 
and  superintendent  each  has  assisting 
him  men  who  may  be  regarded  as  spe- 
cialists in  maintenance  of  way,  transpor- 
tation and  mechanical  work,  respectively. 
The  assistant  general  manager  (main- 
tenance of  way*  prescribes  standards  in 
connection  with  track,  bridges  and  build- 
ings; allocates  new  rails  supplied  for 
replacement;  passes  upon  all  plans  sub- 
mitted to  the  general  manager  by  gen- 
eral superintendents  for  approval;  criti- 
cizes maintenance  of  way  expenditures, 
etc.,  etc.  The  assistant  general  manager 
(transportation)  is  responsible  for  the 
distribution  of  cars  as  between  districts; 
the  preparation  of  timetables,  fixing  the 
time  of  through  trains  at  inter-district 
points;  the  issuance  of  instructions  about 
preference  and  special  passenger  train 
movements;  notices  of  embargoes;  criti- 
cizes transportation  expenses,  etc.,  etc. 
The  assistant  general  manager  (mechan- 
ical) is  responsible  for  the  distribution 
of  power  as  between  districts;  he  pre- 
scribes locomotive  shop,  car  shop  and 
roundhouse  practices;  controls  the  move- 
ment of  air  brake  inspection  cars;  sup- 
plies dynamometer  car  and  attendants 
for  the  making  of  tonnage  rating  tests; 
criticizes  mechanical  department  ex- 
penses, etc.,  etc.  All  three  officers  re- 
port to  the  general  manager  and  all  in- 
structions to  di.'trict  officers  are  address- 
ed to  the  general  superintendents  over 
the  signature  of  the  general  manager. 

The  three  assistant  general  superin- 
tendents bear  pretty  much  the  .same  re- 
lation to  their  general  Huperintendent  as 
the  three  assistant  general  managers 
bear  to  the  general  manager,  coramunjca- 
tion.s  and  instructions  being  sent  out  over 
the  signature  of  the  general  superin- 
tendent. They  confer  with  officers  of 
higher  rank  on  work  in  which  they  are 
es|>ecially  concerned,  and  guide  those  of 
lower  rank  so  as  to  ensure  the  work  be- 
ing prosecuted  in  accordance  with  the 
pre.«cribed  standards  an<l  practices.  The 
A.ssistant  superintendent.s  report  direct 
to  their  superintendent.  They  bear  pret- 
ty much  the  same  relation  to  him  as  cor- 
responding officers  of  higher  grades  bear 
to  the  general  manager  ami  to  the  gen- 
eral superintendents.  They  are  held  di- 
rectly re.'ponsible  to  him  for  the  work 
of  'ho  men  under  them  and  have  the  ad- 
vantage of  the  assi.stance  and  advice  of 


the  district  officers  in  the  same  dcpart- 
nivntii. 

The  above  gives,  in  brief  outline,  a 
general  idcu  of  a  divisional  organization, 
but  does  not  show  in  any  definite  way 
the  ailvantagea  to  be  derived  from  it. 
Time  will  not  iKTmit  of  more  than  a  men- 
tion of  H  few  of  these.  Such  a  Bystcm 
absolutely  removes  any  departmental 
friction,  and  tends  to  promote  harmony 
throughout  all  branches  of  the  service. 
If  passenger  trains  fail  to  maintain  their 
schedules,  the  superintendent  is  not  in  a 
position  to  blame  the  engineering  depart- 
ment for  not  keeping  the  track  in  proper 
condition  for  high  speed  trains,  nor  the 
mechanical  department  for  not  maintain- 
ing locomotives  in  condition  to  make  time. 
He  is  responsible  for  the  condition  of 
both   the  track  and  the  power. 

When  there  is  an  abnormal  demand  for 
locomotives  for  work  train  ser%'ice,  as 
well  as  for  traffic,  the  superintendent,  be- 
ing in  full  control,  and  responsible  alike 
for  the  track  maintenance  and  the  traffic 
movement,  is  in  a  position  to  decide  in 
what  proportion  the  available  power 
should  be  provided  for  each  class  of  ser- 
vice. Locomotives  turned  out  for  traffic 
can,  when  neces.sary,  be  utilized  to  do 
odd  jobs  of  maintenance  of  way  work, 
such  as  unloading  cinders  or  ties  en  route 
and  likewise  locomotives  supplied  for 
work  train  ser%'ice  can  often  be  utilized 
to  handle  revenue  traffic  before  reaching 
working  limits  or  beyond  them. 

When  a  division  of  railway  is  required 
to  take  care  of  some  extraordinary  rush 
of  traffic,  so  that  the  facilities  and  power 
are  taxed  to  their  utmost,  if  the  super- 
intendent finds  that  a  few  extra  men  in 
the  locomotive  house,  or  at  the  ash  pit, 
or  coaling  plant,  would  result  in  a  quick- 
er outturn  of  locomotives  he  is  in  a  posi- 
tion to  authorize  their  employment,  or  to 
transfer  them  from  some  other  class  of 
work.  When  there  is  an  accident — and 
no  railway  is  immune  from  such  unfor- 
tunate occurrences — it  is  very  much  bet- 
ter to  have  one  man  responsible  for  clear- 
in  the  line,  repairing  the  track,  picking 
up  the  wreckage,  and  resuming  the  run- 
ning of  trains,  than  to  place  the  respon- 
sibility of  clearing  the  line  and  picking 
up  the  wreckage  upon  the  mechanical  de- 
partment, and  for  repairing  the  track 
upon  the  maintenance  of  way  de- 
partment, while  the  superintendent's 
forces  stand  aside  waiting  for  the  other 
departments  to  repair  the  damage  and 
make  the  line  passable  for  the  resump- 
tion of  traffic.  In  an  investigation  to  de- 
termine upon  whom  to  place  responsi- 
bility for  an  accident,  the  superintendent 
can  have  no  object  in  attempting  to  fix 
the  blame,  except  where  it  belongs.  Un- 
der a  departmental  organization,  all  de- 
partments interested  are  represented  and 
every  representative  naturally  desires  to 
escape  the  necessity  of  admitting  respon- 
sibility. This  is  unfortunate,  but  as  hu- 
man nature  is  constituted,  it  is  inevit- 
able. 

A  superintendent  has  a  greater  number 
of  officers  available  for  special  emer- 
gencies. If  it  is  suspected  that  men  en- 
gaged in  train  .service  are  becoming  lax 
in  the  observance  of  any  of  the  import- 
ant general  rules,  or  if  it  is  considered 
advisable  to  check  up  any  feature  of 
track  work,  he  is  in  a  position  to  use  all 
his  assistants  for  checking  or  efficiency 
ti'sting.  There  is  an  added  advantage  in 
that  so  nmny  assistants  obtain  a  general 
all  around  knowledge  of  and  experience 
in  the  ojieration  and  maintenance  of  a 
division  fitting  them  for  greater  respon- 
sibilities. Not  the  least  important  bene- 
fit to  be  derived  from  a  divisional  organi- 


zation is  the  broader  training  which 
officer*  in  th«  lower  poaitiona  receive.  A 
man  t>ccupying  the  position  of  general 
manager,  or  general  suporintondenl, 
should  not  only  know  something  theoret- 
ically, but  a  great  deal  practically,  alniut 
the  maintenance  of  track,  buildings, 
bridges,  signals,  cars  and  locomotives, 
besides  being  a  competent  transportation 
officer,  and  the  best  way  to  acquire  thi.i 
general  knowledge  is  to  be  placed  in  u 
position  to  gain  the  practical  experi- 
ence. A  superintendent  given  such  an 
opportunity  will  naturally  make  a  more 
capable  general  officer  than  one  whose 
training  is  confined  to  one  department. 

It  has  already  been  stated  that  some 
railways  are  being  efficiently  and  ifco- 
noniically  manager  under  a  departmental 
organization.  The  question  naturally 
arises  "Would  still  better  results  be  pro- 
duced under  a  divisional  organization?" 

The  foregoing  paper  was  read  before 
the  Central  Railway  Club,  at  Buffalo, 
X.Y.,    recently. 


Limited  Liability  for  Loss  of 
Baggage. 


Commissioner  Boyce,  of  the  Board  of 
Railway  Commissioners,  gave  the  follow- 
ing judgment  recently: — Application  is 
made  by  a  firm  of  solicitors  for  advice 
as  to  the  legal  interpretation  to  be  plac- 
ed upon  the  Baggage  Regulations — rule 
3  (b)  of  General  Order  151.  They  desire 
to  be  informed  as  to  whether  the  limit 
of  SlOO  for  liability  for  loss  by  the  car- 
rier is  applicable  to  all  manner  of  los.!! 
in  respect  of  baggage.  The  board's  opin- 
ion is  sought,  presumably  as  a  prelim- 
inary to  the  institution  of  legal  proceed- 
ings in  a  provincial  court,  which  would 
involve  the  construction  and  interpreta- 
tion of  the  regulation  as  regards  partic- 
ular circumstances  under  which  tlie  loss 
occurred.  I  am  of  opinion  that  it  is  no 
part  of  the  functions  or  duty  of  this 
board  to  give  such  opinions  or  legal  in- 
terpretations for  the  purpose  of  found- 
ing or  supporting  legal  claims.  Those 
functions  are  of  courts,  and  this  board, 
whose  functions  are  administrative,  not 
advisory,  should  not  appropriate  them. 
This  lias  long  been  the  practice  and  prin- 
ciple adopted  by  this  board.  In  a  mem- 
orandum, dated  Nov.  11,  1907,  re  Dun- 
villc  Ice  Company's  switch,  the  then  Chief 
Commissioner  (A.  C.  Killam)  stated  that 
while  the  board  is  always  willing  to  give 
information  as  to  the  contents  of  stat- 
utes to  which  parties  may  not  have  the 
means  of  convenient  access,  he  consid- 
ered that  it  should  not  undertake  to  give 
legal  opinions  as  to  parties'  rights  un- 
der circumstances  stated  to  it,  except 
where  it  became  necessary  for  it  to  do 
so  in  dealing  with  applications  and  com- 
plaints coming  before  it  in  due  course 
for  adjudication;  that  in  the  particular 
case  submitted,  rights  and  obligations  of 
the  parties  might  be  affected  by  circum- 
stances not  known  to  the  board;  and  that 
the  board  could  not  properly  undertake 
to  advise  in  the  matter. 

Thi"  Commissioner  then  cited  a  num- 
ber of  similar  rulings  by  the  board,  and 
concluded  as  follows: — The  applicants 
should  be  advised  that,  for  the  reasons 
given,  the  board  is  unable  to  comply  with 
their   request. 


The    Union    l*arifir    System    has    now 

three  offices  in  Canada,  for  both  freight 
and  passenger  purposes,  as  follows: — 
Toronto,  G.  W.  Vaux,  General  Agent; 
Calgary.  Alta..  L.  J.  Canfield,  C^neral 
Agent;  Vancouver,  B.C.,  F.  S.  Elliott, 
General   Agent. 


July,  1920. 


371 


The  Locomotive  as  an  Investment. 


By  G.  M.  Basford,  President,  Locomotive  Feed  Water  Heater  Company. 


The  following  individual  paper  was 
read  at  the  Sec.  3,  Mechanical,  Conven- 
tion, American  Railroad  Association: — 

More  Ton  Miles  per  Honr. — The  loco- 
motive is  a  big  investment,  and  it  must 
be  so  considered  and  so  treated.  In  no 
other  branch  of  engineering  development 
has  so  much  progress  and  improvement 
been  made  in  efficiency  as  has  been  made 
in  the  steam  locomotive  during  the  pres- 
ent official  generation,  and  the  improve- 
ment has  just  begun.  If  all  new  and  all 
existing  locomotives  are  made  as  effi- 
cient as  the  best,  and  it  is  possible  to 
make  them  nearly  so,  private  ownership 
and  operation  of  railways  will  be  put  in 
the  way  of  success.  But,  no  matter  how 
efficient  the  power  unit  may  be  as  a  unit, 
its  operation  must  be  such  as  to  obtain 
the  benefit  of  the  possible  efficiency  for 
the  maximum  number  of  ton  miles  per 
hour.  More  ton  miles  per  hour  is  the  on- 
ly salvation  of  the  railways.  Among 
other  things,  this  calls  for  the  best  loco- 
motives and  the  best  use  of  locomotives, 
quick  and  continuous  movements,  reduc- 
tion of  idle  hours,  quick  terminal  move- 
ments, improved  dispatching,  improved 
maintenance  and  repair  facilities  and  re- 
pair methods,  also  fuel  and  labor  saving 
improvements  of  every  possible  kind.  It 
calls  for  resourcefulness  in  keeping  loco- 
motive wheels  turning  most  continuously 
and  most  effectively. 

Steam  Locomotive  Here  to  Stay.  — 
Whatever  we  may  have  in  the  future,  to- 
day the  steam  locomotive  is  the  most  vi- 
tal influence  in  the  progress  of  civiliza- 
tion. Its  possibilities  for  assisting  in 
meeting  the  problems  of  the  present  and 
future  by  reducing  the  cost  of  transpor- 
tation lie  beyond  the  imagination  of  all 
who  have  not  made  a  careful  study  of 
the  improvements  now  available  for  in- 
creasing capacity. 

Whenever  you  wish  you  may  put  on 
the  rails  locomotives  that,  from  a  per- 
formance and  particularly  an  efficiency 
standpoint,  will  hold  their  own  with  the 
best  non-condensing  power  plants  on  land 
or  afloat.  You  may  at  any  time  produce 
a  drawbar  horsepower  per  hour  for  2.25 
lb.  of  coal  at  the  speed  giving  the  maxi- 
mum power  of  the  engine.  The  problem 
is  how  to  make  all  the  locomotives  in  this 
country  approach  the  standard  already 
set,  how  to  make  the  best  use  of  facili- 
ties that  are  already  available,  also  how 
to  keep  abreast  of  further  improvements. 

Your  speaker  innocently  suggested  as 
a  subject  for  this  convention:  Moderniza- 
tion of  existing  locomotives,  a  study  of 
locomotive  operation  from  the  point  of 
view  of  a  large  investment,  believing 
this  to  be  the  greatest  problem  before 
you.  Your  general  committee  honored 
me  with  the  request,  which  is  as  effec- 
tive as  an  order,  to  do  it  myself.  I  ap- 
preciate the  responsibility.  The  only  dif- 
ficulty is  to  make  the  facts  clear  and  to 
state  the  case  strongly  enough. 

Importance  of  Overhead. — I  have  said 
that  a  locomotive  must  be  considered  as 
a  big  investment  and  must  be  used  ac- 
cordingly. It  has  been  stated  that  the 
value  of  locomotives  used  on  our  rail- 
ways is  60Tf  of  the  total  value  of  all  the 
machinery,  implements  and  tools  used 
in  all  of  the  other  industries  in  the  coun- 
try. Is  this  equipment  used  as  efficiently 
and  as  effectively,  when  it  is  used,  as  is 
that  of  our  manufacturers  ?  A  manu- 
facturer is  mighty  careful  about  his 
$25,000  and  $100,000  machines  to  keep 
them   busy.     If    he    does    not,   he    goes 


"broke."  He  puts  cranes  over  them.  He 
keeps  raw  material  coming  and  clears 
away  the  finished  product.  He  keeps 
them  in  repair.  He  works  them  night 
and  day  by  watching  operation  and  meth- 
ods. He  treats  them  as  a  big  invest- 
ment and  keeps  them  going.  He  thinks 
of  his  machinery  as  being  worth  so  many 
dollars  per  hour  and  he  knows  just  how 
many  dollars  in  each  case.  That  is  why 
he  makes  money. 

In  increased  production  an  important 
lesson  is  learned  from  the  electric  loco- 
motive. It  costs  more  than  the  steam 
locomotive,  and  its  friends  have  seen  to 
it  that  it  is  given  every  opportunity  for 
greater  continuity  of  service.  Expensive 
machinery  ties  up  lots  of  capital.  That 
machinery  must  produce  or  the  carry- 
ing charge  is  overwhelming.  The  true 
significance  of  the  word  "overhead"  needs 
to  be  emblazoned  in  the  railway  diction- 
ary. Everything  possible  to  do  what  will 
keep  the  wheels  moving  must  be  done. 
Overhead  is  the  nightmare  of  the  busi- 
ness man  and  the  manufacturer,  and  it 
ought  to  be  of  the  railway  man.  Rail- 
way men  do  not  worry  about  it  as  much 
as  they  ought.  Production  is  the  answer 
to  overhead  in  manufacturing  business 
and  in  railroading.  How  to  make  the 
locomotive  pull  more  tons  per  ton  of  coal, 
per  ton  of  its  own  weight,  per  dollar  of 
wages,  per  hour  of  the  day,  per  year,  per 
dollar  of  shop,  terminal  and  track  invest- 
ment, and  per  mile  run,  is  the  answer  on 
the  railway. 

Figures  prepared  to  illustrate  the  in- 
creased cost  of  locomotives  built  two 
years  ago,  compared  with  the  cost  of 
exactly  similar  ones  today  were  too  pain- 
ful to  be  included  in  this  discussion.  They 
reveal  the  fact  that  those  built  most  re- 
cently are  up  against  a  serious  handicap. 
They  must  earn  several  times  more  than 
their  predecessors  in  order  to  make  good. 
Not  only  has  the  cost  of  new  locomo- 
tives gone  up;  the  value  of  old  ones  from 
a  capital  standpoint  has  gone  up  and  so 
also  has  the  cost  of  maintenance  and 
operation.  Therefore,  every  locomotive 
must  produce  more. 

Motive  Power  Chiefs  Should  be  Vice 
Presidents. — In  order  to  secure  increased 
production  from  locomotives  a  serious 
handicap  must  be  overcome.  Railways 
are  essentially  machines.  Transporta- 
tion success  depends  very  largely  upon 
the  character  and  the  use  of  the  power 
plants  that  move  the  tons.  Not  all  the 
operating  officers  have  come  to  their  high 
places  with  sufficient  knowledge  and  in- 
timate contact  with  the  locomotive  to 
understand  and  thoroughly  know  what  a 
locomotive  should  be  and  what  it  should 
be  expected  to  do.  It  is  not  their  fault, 
but  it  has  been  unfortunate  for  the  rail- 
ways. Many  of  the  members  of  this  or- 
ganization know  that  for  many  years  the 
speaker  has  implored  the  mechanical  offi- 
cers of  American  railways  to  compel  the 
locomotive  problem  to  take  its  proper 
place  in  railway  organizations  and  there- 
fore in  railway  operation.  For  years  the 
speaker  has  urged  a  more  commanding 
position  for  the  mechanical  officer  and 
the  mechanical  department.  In  the  pres- 
ent crisis  this  means  more  than  it  ever 
did.  As  a  matter  of  course,  traffic,  ac- 
counting, legal  and  sometimes  purchas- 
ing responsibilities  are  given  recognition 
and  high  standing  by  being  administered 
by  officers  of  the  rank  of  vice  president. 
This  is  as  it  should  be.  In  my  opinion, 
the  pulling   power  of  the  railways  can 


never  be  what  it  ought  to  be,  and  what 
it  may  be,  until  motive  power  problems 
are  solved  and  motive  power  policies  are 
presided  over  by  officials  acknowledged 
and  supported  by  the  standing  that  the 
officer  in  charge  of  locomotive  design, 
construction,  operation  and  maintenance 
requires,  not  to  mention  the  other  ques- 
tion of  cars.  This  suggests  that  the  me- 
chanical policies  of  the  railways,  using 
26V2C'f  of  the  fuel  of  the  country,  involv- 
ing technical  responsibility  for  upwards 
of  six  billion  dollars  worth  of  property, 
for  more  than  four  hundred  million  dol- 
lars spent  per  year  in  locomotive  re- 
pairs, and  presenting  possibilities  to  ef- 
fect savings  upon  the  expenditure  of 
over  a  billion  dollars  a  year  for  fuel, 
might  with  profit  be  presided  over  and 
decided  by  officers  of  the  standing  of 
vice  presidents.  This  ought  to  happen, 
but  it  should  be  done  in  such  a  way  as 
to  accomplish  three  things:  First,  safe- 
guard mechanical  policies;  second,  pro- 
vide for  maintenance  and  operation  of 
mechanical  matters  through  the  operat- 
ing department;  and,  third,  provide  pros- 
pects and  official  standing  which  will  con- 
stitute adequate  reward  for  lifelong  ef- 
fort in  a  line  of  endeavor  that  requires 
this  incentive. 

On  the  other  hand,  if  our  railways  do 
not  take  care  of  their  mechanical  officials, 
they  will  continue  to  lose  men  whose 
knowledge,  experience  and  ability  are 
needed  in  order  to  prevent  public  own- 
ership and  operation.  They  must  be 
given  the  opportunity  to  increase  pro- 
duction of  transportation,  and,  fortunate- 
ly, they  know  how  to  help  to  do  it.  In 
many  cases  they  are  obliged  to  plead  and 
argue  for  improvements,  with  higher  of- 
ficials who  do  not  always  appreciate  the 
importance  of  these  mechanical  ques- 
tions. Sometimes  the  decision  concern- 
ing equipment  is  in  the  hands  of  persons 
or  departments  whose  responsibility  does 
not  extend  to  the  operating  results.  Too 
often  prices  only  determine  their  deci- 
sions. Such  a  selection  of  equipment  is 
not  only  detrimental  to  the  operating  re- 
sults, but  most  discouraging  to  the  mo- 
tive power  officials  who  must  keep  the 
locomotives  going  and  going  at  the  mini- 
mum cost  of  fuel  and  repairs. 

Profit,  Not  Fuel  Cost,  Important. — 
The  vital  thing  is  to  make  a  profit  on 
transportation.  Profit  is  not  determined 
so  much  by  the  first  cost  of  the  piece  of 
machinery  as  by  the  economy  of  its  per- 
formance. Under  certain  conditions  a 
costly  machine  may  be  far  more  profit- 
able to  its  owner  than  a  cheap  one,  which 
is  wasteful  in  its  workings.  Railway 
executives  have  realized  this  point  in 
electric  locomotive  installations.  Such 
installations  have  not  been  hampered  by 
traditions  such  as  exist  with  the  steam 
locomotive,  and  the  engineers  are  allow- 
ed a  free  hand  to  produce  the  best  pos- 
sible economic  results.  It  would  be  worth 
while  for  any  railway  to  give  an  order 
for  steam  locomotives  to  do  certain  work 
at  minimum  cost  per  unit  of  work  done 
without  restriction  as  to  the  cost  of  the 
machine.  The  writer  knows  of  no  record 
of  this  having  been  done.  He  predicts 
surprising  economies  when  it  is  done. 

This  constitutes  the  strongest  argu- 
ment for  basing  locomotive  recommenda- 
tions upon  facts  that  cannot  be  ques- 
tioned and  for  pushing  plans  to  conclu- 
sions. High  officials  will  yield  to  the  in- 
sistence of  arguments  the  strength  of 
which  is  inad«  clear  to  them.     Show  the 


CANADIAN  KAII.W  AV  AND  MARINE  WORLD 


July.  1920. 


I>rv«iilvnt  the  nu'aninK  of  the  locomotive 
u"  a  tuK  itivi-itinu-nt,  and,  in  juvtirc  to 
>  the     roail,    he    cannot    cut 

.:  injiirovvnu-iit.i  out  of  hi« 
.';  :^.      Thi>     prfsidcnt     nlwayx 

d»'frr;i  lu  .Miiiu-  iiiithonty  in  mochnnical 
niatttTK.  It  i.«  nui.it  furlunnto  fur  cviTy 
one  concrmod  when  this  authority  in  hix 
own  mochanu'iil  orKniiization.  I'nhap- 
pily  it  in  not  always  so. 

liiEKrr  lioilrrN  Poiutlhlr. — An  example 
of  subjects  which  open  the  wny  to  rovo- 
lutionoo'  improvements  in  the  locomo- 
tive is  dynamic  auirment,  which  opens  up 
irreat  possibititieii  in  increased  capacity 
of  loi'omntives.  About  six  years  ago,  a 
systemolic  movement  to  reduce  recipro- 
catini;  weights  and  decrease  dynamic 
autrment  was  started.  It  was  carried  on 
successfully  up  to  the  bcpinninfr  of  the 
war  and  then  stopped.  This  work  must 
be  resumed.  Hallway  men  were  begin- 
ninsT  to  realize  that  it  was  not  the  static 
or  dead  weight  of  the  locomotive  alone 
thot  was  important,  but  the  deod  weight 
plus  the  additional  wcifrht  put  on  the 
rails  by  the  unbalanced  wcifihta  at 
speeds.  When  the  dynamic  increase  from 
the  unbalanced  weights  is  reduced  by 
li>:hter  weights  of  reciprocating  parts 
more  weight  may  be  put  into  the  boiler. 
This  development  lies  right  at  hand.  It 
is  well  worked  out  and  is  ready  for  im- 
mediate application. 

Let  us  see  what  this  means.  Consider 
what  are  known  as  the  2-10-2  A  and  B 
classes  of  United  States  Railroad  Ad- 
ministration locomotives.  They  have  not 
enough  counterweight  in  their  main 
wheels  to  balance  the  rotating  weights 
at  the  main  pins.  With  ordinary  open 
hearth  steel  parts,  as  these  locomotives 
are  built,  there  is  a  lack  of  rotating  bal- 
ance at  the  main  pins  of  390  lb.  This 
produces  a  dynamic  augment  at  54.2 
miles  an  hour  equal  to  50';'c  of  the  static 
weight  at  the  main  wheel.  By  the  use 
of  high  quality  steel  forgings  for  recip- 
rocating and  rotating  parts  it  is  possible 
to  reduce  this  unbalanced  weight  in  the 
main  wheel  to  very  nearly  zero.  This 
would  also  help  the  overbalance  in  the 
other  wheels.  Of  course,  it  must  be 
made  clear  that  there  was  insufficient 
time  to  consider  this  in  the  U.S.R.A.  lo- 
comotives. 

Furthermore,  if  the  U.S.R.A.  heavy 
mikado  is  given  specially  designed  recip- 
roiating  and  revolving  parts  of  high 
quality  steel,  its  destructive  action  upon 
the  track  at  a  speed  between  40  and  45 
miles  an  hour  will  be  less  than  that  of 
the  U.S.R.A.  light  mikado  that  is  fitted 
with  the  present  corresponding  parts  of 
open  hearth  steel.  The  advantage  thus 
gained  is  cheap,  when  it  costs  only  a 
change  in  material  and  refinement  of  de- 
sign. At  all  speeds,  at  which  these  loco- 
motives are  at  all  likely  to  damage  the 
track,  the  heavy  mikado,  if  built  with 
light  reciprocating  parts,  will  be  actu- 
ally a  safer  locomotive  than  the  light 
mikado  is  now.  The  heavy  mikado  has 
IC^r  more  tractive  power,  14',f  more 
heating  surface  and  its  total  weight  is 
'J'/a'r   greater  than  the  light  mikado. 

The  excellent  report  to  this  association 
in  1915  on  this  subject  should  be  follow- 
ed by  another  study  of  this  promising 
development,  which  means  so  much  to 
the  track  and  to  bridges,  as  well  as  to 
the  locomotive  itself.  Sinintenance  of 
way  officers  are  now  studying  stresses 
in  track.  They  take  dynamic  augment 
into  consideration,  but  they  seem  to  ac- 
cept it  as  being  neces.sarily  high,  instead 
of  considering  it  is  a  series  of  forces 
which  may  by  refinement  be  reduced. 
They  may  be  greativ  reduced. .  Their  re- 


duction will  relievo  the  track  immenaely, 
and  relieve  boiler  restrictions. 

Iloilrr  DeHiKn  Improved. — About  eight 
years  ago  methnds  i>f  laying  out  sizes, 
caimcities  and  propcirtions  nf  Im-omotive 
boilers  changed  from  the  empirical  to 
the  exact.  New  rules  were  established. 
These  were  baRe<l  upon  the  power  of 
the  cylinders,  and  the  boiler  was  de- 
signed to  produce  the  neces.sary  steam. 
This  is  not  as  simple  as  it  sounds.  The 
result  of  the  change  in  methods  was  to 
put  locomotive  designing  into  a  higher 
plane,  equal  to  that  of  marine  and  sta- 
tionary engine  design.  What  this  has 
meant  to  our  railways  and  what  it  means 
now,  with  increasing  weight,  size  and 
power  of  locomotives,  is  difficult  to  esti- 
mate, but  it  is  safe  to  say  that  we  could 
not  build  the  big  engines  of  today  on  the 
basis  of  the  rules  of  design  recommend- 
ed by  this  association  in  1897.  The  loco- 
motive builders  have  introduced  these 
radical  improvements  in  elementary  de- 
sign. Others  have  insistently  and  con- 
sistently developed  improvements  of  fac- 
tors making  for  better  use  of  fuel  and 
of  steam.  The  use  of  steam  in  the  cyl- 
inders, production  of  superheated  steam, 
the  subjects  of  combustion,  stokers, 
steam  conservation  and  boiler  circula- 
tion are  now  studied  in  locomotive  prac- 
tice as  they  have  been  studied  for  years 
in  the  stationary  and  the  marine  fields. 
Locomotive  combustion  is  being  studied 
as  it  never  was  before.  This  has  revealed 
the  relative  value  of  firebox,  combustion 
chamber  and  tube  heating  surface  and 
has  thrown  new  light  on  the  subject  of 
air  supply  to  the  fire,  baffling  and  mix- 
ing the  gases  and  the  form  and  volume 
of  fire  boxes.  In  fact,  the  fire  box  has 
been  transformed  into  a  proper  furnace. 
If  stationary  and  marine  engineers  were 
limited  as  to  size  and  weight  as  locomo- 
tive designers  are  limited,  the  progress 
that  the  locomotive  has  made  during  the 
past  few  years  would  be  appreciated. 

Fix  Up  Old  Locomotives. — There  is 
scarcely  an  item  that  goes  to  make  up 
an  efficient  and  safe  locomotive  that  has 
not  been  improved  to  make  more  power 
and  more  mileage.  They  not  only  make 
for  better  use  of  fuel,  but  they  keep  the 
locomotive  from  going  to  the  shop  as 
early  and  as  often,  and  they  protect  the 
crews.  These  improvements  need  not  be 
mentioned  in  detail.  They  are  well  known, 
are  past  the  experimental  stage,  and  are 
available  to  transform  the  fuel,  wage, 
time  and  tonnage  wasters  into  money 
makers,  because  the  improvements  are 
applicable  to  old  locomotives  as  well  as 
to  new  ones. 

Locomotive  men  and  firemen  know 
these  things.  They  know  how  moderniz- 
ing transforms  a  locomotive.  They  un- 
derstand what  these  factors  mean  to  the 
big  new  power  and  they  cannot  be  ex- 
pected to  exert  themselves  to  the  utmost 
and  give  most  efficient  service  when  so 
many  of  them  must  work  with  locomo- 
tives that  they  know  to  be  capable  of  so 
great  improvement.  Not  the  least  of  the 
advantages  of  modernizing  is  its  effect 
upon  the  men.  They  naturally  do  better 
work  when   provided   with   good   tools. 

New  locomotives  are  usually  well 
equipped  for  good  performance.  They 
are  usually  providecl  with  most  of  the 
factors  that  make  for  increased  capacity 
and  improved  economy.  Their  applica- 
tion to  old  locomotives  offers  a  wonder- 
ful opportunity  for  a  big  money  saving 
improvement.  This  application  to  old 
locomotives  is  a  gold  mine  ready  for  im- 
mediate operation.  These  old  locomo- 
tives may  be  made,  weight  for  weight, 
as  good  and  as  efficient  as  new  ones. 
How  many   men   in   this  meeting  realize 


the  task  In-fore  them  if  they  were  asked 
'to  explain  to  a  succcsaful  manufacturer 
the  reason  why  this  has  nut  been  done. 
Mow  often  a  12  or  15  car  locomotive  is 
seen  on  a  4  or  5  car  train.  This  happens 
on  roads  having  hundreds  of  locomotives 
that  if  modernized  would  handle  light 
trains  economically  while  the  big  ones 
do  not.  This  is  somewhat  like  turning 
piston  rings  in  a  wheel  lathe.  This  is 
difficult  for  a  manufacturer  to  under- 
stand, especially  when  it  is  so  easy  to 
bring  small,  old   engines  up  to  date. 

What  HaH  Happened  to  .Some  Locomo- 
tives.^Tum  to  page  55  of  the  proceed- 
ings of  this  association  for  1917  t<j  sec 
how  a  single  mo<lernizing  factor  chang- 
ed the  maximum  power  of  a  locomotive. 
By  applying  this  improvement  to  a  con- 
solidation locomotive  on  the  Big  Four 
Railroad,  the  power  of  the  locomotive  at 
27  miles  an  hour  was  increased  one-third. 
The  speed  at  which  the  locomotive  pro- 
duced its  maximum  power  was  stepped 
up  42".:.  This  is  typical  of  the  possibili- 
ties on  other  locomotives  with  corres- 
pondingly greater  improvement  when  all 
the  modernizing   factors  are  applied. 

Not  long  ago,  one  of  the  largest  Pa- 
cific type  passenger  locomotives  in  the 
country  gave  up  its  train  because  of  a 
loose  tire.  A  20-year-old  8-wheeler  took 
the  train  of  8  steel  cars  40  miles  into  the 
terminal  in  time  to  save  refunding  the 
excess  fares.  The  little  8-wheeler  had 
been  modernized.  The  locomotive  man 
said:  "The  bosses  don't  know  what  these 
modernized  little  locomotives  will  do. 
They  do  not  know  what  we  have  to  work 
with,  and  they  do  not  use  the  old  locomo- 
tives as  they  should  after  they  are  mod- 
ernized. The  tendency  is  to  overlook 
their  possibilities."  Due  in  part  to  this 
experience,  thirty  more  of  these  small 
locomotives  on  this  road  are  now  being 
modernized  as  they  go  through  the  shops. 

When  one  of  our  big  railways  was 
considering  the  application  of  a  fuel  sav- 
ing and  capacity  increasing  factor  for 
modernizing  existing  locomotives  and 
improving  old  ones,  the  problem  of  keep- 
ing one  of  its  important  passenger  trains 
on  time  was  pressing.  The  regular  train 
had  six  passenger  and  one  parlor  car 
and  was  hauled  on  a  very  fast  schedule 
by  a  Pacific  type  saturated  locomotive 
which  usually  was  unable  to  make  the 
schedule  with  nine  cars.  One  of  the  loco- 
motives was  modernized  in  the  hope  that 
it  would  handle  10  cars.  In  the  first  test 
the  train  had  seven  cars.  On  each  of 
the  following  test  runs  one  additional 
car  was  put  on  until  the  locomotive 
handled  15  cars  on  schedule  time.  Let  me 
here  make  record  of  the  fact  that  one  of 
our  great  railways  declined  to  even  try 
this  particular  improvement  until  its 
owner  agreed  not  only  to  furnish  it  with- 
out obligation  on  the  part  of  the  rail- 
way, but  to  remove  it  at  his  own  expense 
if  it  did  not  satisfy  the  representations 
made  for  it. 

In  another  case  modernizing  saved  .'iOO 
old  8-wheel  lomocotives  which  were  too 
ineffective  to  be  maintained  as  they  were. 
They  were  good  to  haul  wooden  cars,  but 
were  outclassed  by  steel  equipment.  Ap- 
proximately 'AO'V  in  fuel  was  saved  by 
modernizing  and  they  were  made  suffi- 
ciently powerful  for  steel  car  trains. 

Modernizing  received  its  first  good 
start  by  the  improvement  of  a  lot  of 
Mallets.  Another  road  has  rebuilt  prairie 
type  locomotives  into  mikados  with  21'> 
increase  in  tractive  effort,  .\nother  road 
changed  over  .'!00  consolidations  into  mi- 
kados. At  speeds  of  .'15  miles  an  hour 
the  last  mentioned  rebuilt  locomotives 
have  a  drawbar  pull  of  22,300  lb.,  where- 
as the  consolidations  gave  only  8.500  lb. 


July,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


3t3 


at  that  speed.  These  were  comprehen- 
sive changes  which  have  proved  success- 
ful. Modernizing  usually  need  not  be 
carried  as  far  as  to  change  the  type  or 
wheel  arrangement.  Its  greatest  field 
lies  in  adding  improvements  without  this 
change.  Every  railway  man  knows  that 
he  has  this  opportunity  before  him.  It 
is  unnecessary  to  cite  further  notable  ex- 
amples, although  this  paper  could  be 
filled  with  them.  The  thing  to  do  is  to 
get  into  action,  survey  all  existing  loco- 
motives, plan  the  modernizing  and  re- 
juvenate a  certain  number  per  month  on 
a  real  time  card  as  they  go  through  the 
shops. 

In  1915  a  comparison  was  made  be- 
tween two  locomotives.  One  was  a  con- 
solidation, which  represented  best  prac- 
tice before  the  time  modernizing  of  de- 
sign and  introducing  of  fuel  saving  fac- 
tors began,  the  other  was  a  mikado  built 
in  1915.  The  mikado  delivered  82re  more 
work  for  the  same  amount  of  coal,  which 
in  each  case  was  as  much  coal  as  the  fire- 
man could  handle.  The  locomotives  were 
designed  for  the  same  road  and  the  same 
service  and  represented  the  advance  of 
10  years  in  modernizing  on  that  road, 
including  design  and  the  use  of  fuel  sav- 
ing,  capacity  increasing  factors. 

The  locomotive  of  10  years  ago,  and 
unmodernized,  is  very  little  more  effi- 
cient than  one  of  70  years  ago.  Mod- 
ernizing three  of  them,  however,  is  usu- 
ally equivalent  to  an  additional  locomo- 
tive of  the  same  size.  The  rest  of  the 
problem  is  to  get  the  utmost  service  out 
of  the  improved  locomotive  and  to  ob- 
tain on  the  road  the  increased  capacity 
known  to  be  available.  The  available 
improvements  should  be  capitalized  and 
made  to  earn  money.  Not  only  should 
the  locomotive  itself  be  considered  as  an 
investment,  but  the  improvements  should 
also  be  so  considered. 

Electric  Locomotive  Fallacy. — Electric 
locomotive  partisans  are  propagandists 
in  arguments  for  electricity  versus 
steam.  They  argue,  however,  on  the 
basis  of  the  steam  locomotive  as  they 
knew  it  in  the  past  rather  than  as  it  is 
today.  They  further  weaken  their  case 
by  absurd  claims  to  the  effect  that  elec- 
tric locomotives  can  save  two-thirds  of 
the  coal  burned  by  all  the  steam  locomo- 
tives in  the  country,  and  they  base  their 
claims  on  the  steam  locomotive  of  10 
years  ago.  The  truth  is  that  in  five  years 
of  this  period  the  economy  and  the  capa- 
city of  the  steam  locomotive  has  more 
than  doubled.  The  object  is  not  merely 
to  win  against  the  electric,  but  to  pit  the 
steam  locomotive  against  the  high  cost 
of  everything.  Constructive,  systematic 
policy  of  locomotive  engineering  and 
operation  is  the  way  to  do  this  and  it 
will  do  it. 

We  are  told  that  electrics  are  replac- 
ing steam  locomotives.  We  do  not  hear 
enough  about  the  38  steam  mikados  that 
replaced  12  moguls  and  38  consolida- 
tions on  the  Missouri,  Kansas  and  Texas 
several  years  ago,  and  of  the  41.870  in- 
crease of  train  load,  also  of  the  reduc- 
tion of  23'^r  in  the  number  of  trains.  The 
Norfolk  and  Western  replaced  57  loco- 
motives with  40,  with  a  reduction  of  2690 
in  the  number  of  trains  for  the  same 
traflic.  The  Delaware  and  Hudson  show- 
ed a  saving  of  43.8 ^'f  in  coal  by  substi- 
tuting Mallets  for  consolidations.  Each 
Mallet  replaced  two  consolidations.  A  year 
later  each  of  these  Mallets  showed  7.6% 
better  fuel  records  and  each  of  them  con- 
tinued to  do  the  work  of  two  consolida- 
tions, while  burning  less  coal  than  one 
of  the  consolidations.  On  the  Chesapeake 
and    Ohio    25    Mallets    replaced    44    con- 


solidations, saving  37';r  in  the  cost  of 
handling  freight  traffic.  This  has  been 
going  on  the  country  over,  in  cases  too 
numerous  to  mention,  but  too  little  is 
said  about  these  improvements  and  too 
little  is  said  about  future  possibilities. 
When  every  existing  locomotive  is  thor- 
oughly modernized  and  when  all  are  op- 
erated with  the  study,  care  and  supervi- 
sion called  for,  and  when  coal  and  fuel 
oil  are  used  as  if  they  were  expensive — 
then  this  association  and  the  men  who 
make  it  will  be  recognized  for  saving  the 
railways.  In  this  scheme  of  things  the 
obsolete  locomotive  lacking  labor  saving, 
capacity  increasing,  fuel  conserving  and 
safety  factors  has  no  place. 

For  further  development  we  have  the 
tractive  effort  booster,  also  the  fixing  of 
cut-off  to  give  maximum  power  at  every 
speed  of  the  locomotive  to  which  B.  B. 
Milner  referred  at  this  convention  last 
year. 

Scrap  the  Old  Shops. — Shops  for  quick 
and  economical  repairs  to  big  locomo- 
tives pi'esent  possibilities  for  revolution- . 
ary  modernizing  improvement.  If  the 
"average"  railway  shop  should  be  made 
the  subject  of  investigation  and  report 
with  a  view  of  equipping  it  to  put  loco- 
motives back  on  the  road  repaired  as 
quickly  and  as  cheaply  as  possible,  it  is 
the  writer's  opinion  that  the  honest 
recommendation  of  the  investigator 
would  be  to  salvage  the  old  and  build  a 
new  shop,  from  foundations  up.  Shops 
as  well  as  locomotives  need  modernizing 
from  the  standpoint  of  being  considered 
as  a  big  investment.  Only  a  short  time 
ago  the  writer  watched  the  wheeling  of 
a  heavy  locomotive  by  air  jacks  at  one 
of  the  shops  of  a  big  railway  where  he 
once  had  the  honor  of  employment.  This 
would  be  impossible  if  the  locomotive,  or 
the  shops,  were  considered  by  that  road 
as  a  big  investment.  Let  us  hope  that  an 
able,  quick  crane  has  replaced  the  dan- 
gerous, sluggard  jacks,  and  time  and 
man-killing  wooden  blocking.  Fortun- 
ately, shops  as  well  as  locomotives  may 
be  modernized  if  there  is  a  will  to  do  it, 
and  if  the  policy  of  doing  it  is  estab- 
lished on  a  stable  basis.  Bear  in  mind 
the  fact  that  increasing  the  number  of 
new  big  locomotives  without  increasing 
shop  and  locomotive  house  facilities  is 
fatal  as  a  business  policy. 

Maintenance  of  way  oflicers  are  now 
engaged  upon  the  establishment  of  units 
for  comparison  of  track  repair  costs,  and 
great  improvements  in  track  maintenance 
costs  are  expected.  If  costs  of  various 
locomotive  repair  shop  jobs  were  com- 
pared upon  a  fair  and  really  comparable 
basis,  many  shops  with  high  costs  could 
be  put  on  the  basis  of  the  best  shops. 
Improved  machines,  rearrangement  of 
machines  and  improvement  of  methods, 
with  reduction  of  distance  traveled  by 
material  and  parts,  would  certainly  re- 
sult. Many  shop  operations  are  subject 
to  comparisons  that  would  be  intelligent 
and  fair,  but  only  items  which  are  sub- 
ject to  fair  comparison  should  be  select- 
ed. There  are  many  of  these,  and  if  the 
facts  that  comparisons  would  reveal  are 
put  up  to  the  managements  strongly, 
machinery  50  or  more  years  old  would 
disappear  from  our  shops  and  locomotive 
houses  because  it  cannot  be  modernized. 

In  the  matter  of  shop  production  meth- 
ods this  association  would  do  well  to  dis- 
cuss the  paper  upon  graphic  production 
control  read  by  E.  T.  Spidy,  Troduction 
Engineer,  Canadian  Pacific  Ry.,  before 
the  Canadian  Railway  Club  (see  Cana- 
dian Railway  and  Marine  World,  Feb., 
1920,  pg.  55).  Officers  who  desire  to 
make  a  good  record  should  study  it.     If 


Mr.  Spidy's  "up-to-the-minute"  shop  in- 
formation were  also  applied  to  locomo- 
tives and  their  operation,  railway  stock- 
holders and  the  public  would  be  happy 
indeed.  Careful  attention  to  the  excel- 
lent report  by  the  committee  on  shop 
scheduling  systems,  to  be  presented  at 
this  convention  is  earnestly  recommend- 
ed in  connection  with  the  reduction  of 
overhead. 

Stitch  in  Time  Terminals. — Locomo- 
tive terminals  are  not  all  equipped  to 
handle  expensive  locomotives  promptly 
and  economically.  Has  anyone  charted 
or  scheduled  locomotive  terminal  move- 
ments with  a  view  of  short  cuts  in  de- 
lays? Are  big  locomotives  ever  held  in 
yards  and  sent  in  herds  to  the  locomo- 
tive house  for  fire  cleaning,  coaling, 
sanding  and  locomotive  house  jobs,  when 
they  could  as  easily  be  sent  singly  to 
keep  the  locomotive  house  load  curve 
more  uniform  ?  Because  the  "stitch  in 
time"  at  the  locomotive  house  may  keep 
a  big  locomotive  going  strong,  the  best 
of  mechanics  and  the  best  of 
tool  equipment  should  be  at  the  loco- 
motive houses.  Is  this  so  today  ?  Un- 
questionably the  locomotive  house  fore- 
man should  be  a  man  of  greater  author- 
ity. It  would  seeM  to  be  a  money  mak- 
ing scheme  to  give  him  much  better 
standing,  also  to  give  him  a  yard  fore- 
man to  handle  the  firing  up  of  locomo- 
tive and  all  the  out-of-door  work,  to 
speed  up  ash  pit  and  other  work  that  de- 
lays expensive  locomotives  from  the  road. 
An  inspector  who  has  been  a  locomotive 
man  should  meet  all  incoming  locomo- 
tives and  discuss  with  the  crews  the  con- 
dition of  the  locomotive  and  the  defects 
found.  These  men  would  save  their  an- 
nual pay  every  month.  It  would  be  very 
profitable  to  have  travelling  engineers 
spend  a  day  or  so  every  month  at  the 
locomotive   house. 

Adequate  locomotive  terminals  laid 
out,  organized  and  equipped  for  quick, 
thorough  work  will  speed  up  the  entire 
railway.  Inadequate  terminals  do  more 
than  anything  else  to  slow  down  the  en- 
tire railway.  Furthermore,  locomotives 
themselves  may  be  designed  and  equip- 
ped for  quick  terminal  work,  particular- 
ly at  the  ash  pit.  Who  knows  how  many 
new  locomotives  might  be  saved  by  quick- 
ening terminal  operations  ? 

Better  Use  of  Power. — In  locomotive 
operation  lies  a  fruitful  field  for  study 
and  improvement.  Mileage  of  passenger 
and  freight  runs  is  an  item  of  import- 
ance. Water  and  coal  stations  that  were 
established  years  ago  upon  the  basis  of 
locomotives  which  did  not  have  the  ad- 
vantage of  modernizing  factors  may  in 
many  cases  be  relocated  with  profit.  Why 
should  not  passenger  divisions  be  extend- 
ed to  300  miles  and  freight  divisions  to 
200  miles?  There  are  difficulties,  but 
are  we  sure  they  cannot  be  overcome? 
It  is  much  better  to  change  crews  and 
much  cheaper  than  to  let  the  locomotive 
go  to  a  temiinal  so  often.  Is  it  possible 
to  double  the  mileage  between  locomo- 
tive housings  or  to  cut  in  halves  the  time 
waiting  for  the  ash  pit? 

As  to  terminal  delays,  have  conditions 
improved  greatly  since  N.  D.  Ballantine 
recorded,  before  the  Western  Railway 
Club  five  years  ago,  the  results  of  an  in- 
vestigation of  locomotive  service  which 
showed  that  the  mechanical  department 
had  the  locomotives  58.5  ^'r  of  the  time, 
and  of  the  balance  of  the  time  65%  was 
occupied  between  terminals  and  36%  in 
actual  running?  Mr.  Ballantine  revealed 
an  opportunity  for  remarkable  saving  by 
lengthening  locomotive  divisions  that 
this   association  can   profitably  discuss. 


:t74 


CANADIAN  RAILW  AY  AND  MARINE  WORLD 


Julv,  1920. 


('ii«l   Will   NrT»r   Avnln  be  Chrap.  — 

ItiHirUliisI    fiip!    r«»<-orH«   hnvr   iM-cn  «clvo- 

,;i'    ■    '  *         '  'Miry    and 

'-   patient 

,  -ii.    Colli 

ily    tlivn    iii.iurn    t"   justify 
!•  .    olhiT  imprtivril  rrn-th(><l!i. 

ti-i  .■    of   whiih   incn-nscH   with 

ri«nl  .o-f  mill  with  the  amount  of  fui'l  n 
bit  li>c<iniolivi'  hun)i<.  For  oxnmple,  oni- 
rrn«on  fiT  thr  rlflnv  in  aiioptitlK  feed 
w.i  il   has  been  con- 

!    now   be   con- 
k;  •  nt.     Fuel  is  no 

liiiu->-t  .  hiiip.  Jin.l  in  \nv  quantities  rc- 
quirr.)  to  haul  tho  bi(f  tonnndo  thatis 
coniintr  It  neviT  afrain  can  be  rheap.  Na- 
tural (rns  was  once  considerod  rheap. 
Think  of  the  result  of  such  opinion. 

(Jovernment  experts  have  performed 
wonderful  work  in  the  use  of  fuel.  This 
work  will  be  continued  by  individual 
road.1,  and  when  it  is  coupled  with  sys- 
tematic application  of  modemizinR  fac- 
tors to  old  locomotives  the  result.s  will 
appear  to  their  full  value.  However,  fuel 
.•iavinjr  on  an  ob.«olctc  locomotive  is  like 
tr>-ini:  to  .save  water  that  has  pone  over 
the  dam.  Put  flash  boards  of  modemiz- 
inp  on  top  of  the  dam  nn<l  save  that  water 
for  the  wheel  that  tumis  the  mill. 

"Follow  Up"  Policies. — A  very  wise 
policy  has  been  followed  for  years  by  a 
motive  power  official  who  is  well  known 
amone  you.  He  believes  in  followintr  up 
the  items  of  maintenance  upon  his  loco- 
motives. For  every  item,  for  example, 
injectors  and  rod  packing,  and  the  fuel 
and  labor  .savinp  factors,  staybolts, 
springs,  tubes,  annual  expenditures  for 
which  reach  or  exceed  $100,000,  he  as- 
signs an  expert  service  man,  reporting 
to  him.  whose  duty  is  to  ensure  the  pro- 
per application,  maintenance  and  use  of 
the  items  in  question.  If  every  road 
would  follow  up  its  $100,000  investments 
in  this  way  wonderful  savings  would  be 
effected  and  many  a  locomotive  would  go 
out  on  its  run  instead  of  being  held  by 
government  inspections.  You  know  and 
I  know  what  the  railways  owe  today  to 
the  service  organizations  the  supply  com- 
panies find  it  necessary  to  employ  to  en- 
sure the  most  efficient  use  of  their  de- 
vices. This  service  rendered  by  these 
companies  has  made  the  big  modem,  ef- 
ficient, economical  locomotive  possible. 
The  time  has  come  for  the  railways  to 
render  these  service  organizations  less 
necessary  than  they  are  today.  Some 
years  ago  the  writer  saw  the  mechanical 
superintendent  of  an  English  railway 
"hit  the  ceiling"  when  a  freight  locomo- 
tive went  past  his  office  window  with  its 
piston  rod  packing  blowing.  We  have 
much  to  learn  concerning  the  value  of 
keeping  worth  while  improvements  up  to 
their  best  work.  We  do  not  worry  enough 
about  things  that  leak  and  things  that 
may   grow  into  engine  failures. 

Another  fertile  field  for  modernizing  is 
the  railway  power  plant,  shop  plant  and 
pumping  station.  These  use  enormous 
amounts  of  fuel  in  the  aggregate  and  arc 
proverbially  wasteful.  Records  may  be 
made  and  very  easily  by  rounding  these 
up  and  by  modernizing  power  plants.  In 
one  case,  by  merely  charging  up  the  coal 
a  plant  burned,  a  25"f  saving  was  made. 
It  was  saved  by  showing  that  fuel  is  an 
investment. 

Men  who  make  great  business  suc- 
cesses are  .said  to  be  brainy —they  are 
brainy,  but  they  are  more  than  that.  The 
number  of  men  who  know  how  to  do 
things  and  who  recognize  opportunities 
is  greater  than  the  number  that  actually 
do  them.  Success  comes  from  persistent 
pushing  to  conclusions  the  plans  that 
brains    conceive.     Those   who   have   won 


grrnt  success  in  modernizing  locomotives 
are  the  ones  who  not  only  recognize  the 
opportunities  for  applying  to  old  locomo- 
tives mfMlemizing  factors  that  make  for 
more  ton  miles  per  ton  of  metal  and  per 
ton  of  coal,  but  those  who  persist  in 
•lefinite  plans  for  doing  it.  They  are  the 
ones  who  will  take  high  standing  in  eco- 
nomy of  locomotive  operation,  because 
they  schedule  and  programme  their  im- 
provements that  make  for  higher  capa- 
city and  economy. 

.Safeguard  .Money  .Mrrady  Spent. — By 
spending  a  few  thousands  in  moderniz- 
ing, millions  of  dollars  already  invested 
in  locomotives  that  arc  10  or  more  years 
old  will  return  more  service.  These  old 
locomotives  staml  as  a  big  non-paying 
investment.  Spend  the  little  that  mod- 
ernizing costs  and  change  them  into  a 
big  paying  investment.  A  manufacturer 
must  scrap  his  obsolete  machinery.  How- 
much  more  fortunate  are  the  railways. 
They  may  at  little  cost  reclaim  their  lo- 
comotives by  methods  that  make  them 
often  hO'^'c  better  than  when  they  were 
built.  We  should  not  consider  a  10  year 
old  locomotive  in  the  light  of  its  depre- 
ciated value.  Many  of  them  will  sell  to- 
day for  their  original  cost.  On  this  basis 
they  are  all  the  more  worth  modernizing. 

Suicide. — Without  question  the  great- 
est locomotive  investment,  and  one  which 
cannot  be  expressed  in  dollars,  is  the 
organization  for  locomotive  design,  oper- 
ation and  maintenance.  Organization 
constitutes  the  greatest  opportunity  of 
all.  Constructive,  consistent  and  persist- 
ent personnel  plans  are  imperative.  The 
problem  is  simple,  but  the  solution  must 
be  comprehensive.  Every  railway  should 
see  to  it  that  employes  are  selected  wise- 
ly, trained  properly,  promoted  by  merit 
from  intimate  knowledge  of  performance, 
promoted  from  the  inside  to  fill  all  im- 
portant prize  positions.  To  this  end  ap- 
prenticeship must  be  revived,  and  applied 
ot  all  departments,  in  a  form  adapted  to 
the  great  need  of  the  time,  and  the  grad- 
uates from  apprenticeship  must  be  kept 
on  the  road  by  intelligent  systematic  per- 
sonnel plans."  The  plans  referred  to  will 
supply  every  position,  including  those  re- 
quiring special  technical  education.  Rail- 
ways will  not  be  forgiven  for  neglect  of 
apprenticeship.  They  are  having  their 
punishment  now  for  neglect  of  it.  Have 
you  been  making  your  quota  of  skilled 
mechanics  all  these  years?  Is  one  ap- 
prentice for  every  18.58  mechanics,  the 
country  over,  safe?  Have  you  studied 
your  labor  turnover  and  made  plans  to 
reduce  it?  Labor  is  a  big  investment, 
and  labor  turnover  is  a  big  loss. 

Vision. — As  to  conditions,  possibilities 
and  the  future  development  is  the  great 
need  now.  Who  is  to  have  the  vision  to 
correct  the  tendency  which  is  already 
acquiring  momentum  full  of  danger  to 
the  railways,  the  tendency  for  the  me- 
chanical departments  to  drift  down  to 
merely  practical  maintenance  organiza- 
tions? That  this  association  has  the 
power  and  the  opportunity  to  bring  about 
a  proper  recognition  of  the  locomotive 
problem  is  one  of  the  hopeful  factors  for 
the  future.  But  this  organization  must 
get  above  the  smaller  questions  and  into 
the  business  questions  of  the  pulling 
power  of  railways  and  must  do  it  quickly. 

No  group  of  men  ever  had  a  more 
glorious  outlook  before  them.  No  group 
ever  had  a  better  and  stronger  incentive; 
and  no  problem  could  possibly  be  accom- 
panied as  this  one  is,  with  the  means 
ready  at  hand  for  its  solution.  The  task 
is  to  study  conditions,  use  factors  and 
facilities  that  arc  all  ready  at  hand  and 
assist  the  development  of  new  ones.  The 
outlook   is   most   promising,  hopeful  and 


encouraging;  but  quick,  hard  work  is  ne- 
ceFsnry.  because  the  situation  as  it  stands 
tmlay  demandn  the  best  we  have. 

What  are  you  going  to  do  about  thes* 
new  things?  Eight  hour  day.  Time  and 
a  half  for  overtime.  100  to  200'V  increase 
in  wages.  100  to  200'"V  incrt-ase  in  fuel 
cost.  What  are  you.  the  individual,  go- 
ing to  do?  You  know  the  conditions  and 
the  remedies.  Put  them  before  your  su- 
perior officer  in  a  convincing  way — with 
a  foundation  and  structure  of  facts.  Give 
them  the  arguments  that  will  get  the 
money  necessary  to  economical  operation. 

Nothing  that  lies  ahead  is  as  difficult 
as  the  pioneering  that  gave  the  country 
its    wonderful   railways. 


Tree  Windbreaks  on  C.P.R.  West- 
em  Lines. 

In  response  to  a  request  for  informa- 
tion in  regard  to  the  prices  of  tree  wind- 
breaks on  the  C.P.R.  Western  Lines,  we 
are  advised  that  the  last  two  summers 
were  exceedingly  tr>-ing  on  trees  on  the 
prairie,  particularly  from  Moose  Jaw- 
west,  where  the  greater  part  of  the  com- 
pany's windbreaks  were  planted.  The 
hot  winds,  that  swept  the  prairie  during 
the  dry  spell,  played  havoc  even  with 
stock  that  had  been  well  established  and 
had  survived  many  hard  winters.  In 
some  cases  entire  plantations  were  killed 
back  and  what  trees  sur\-ived  were  sev- 
erely checked  in  their  growth  and  had 
to  be  cut  back  in  order  to  give  them  a 
fresh  start.  .Another  feature  in  the  de- 
struction of  trees  is  the  panel  and  slab 
fence,  which  has  to  be  maintained  until 
the  trees  are  sufficiently  thick  to  hold 
the  snow.  This  causes  the  snow  to  pile 
up,  and  in  some  cases  to  completely  cov- 
er the  trees,  with  the  result  that  the 
young  stock  are  badly  shaken  up,  when 
the  snow  thaws,  and  settles  in  heavy 
masses  in  the  spring. 

Of  course  tree  windbreaks  are  most 
necessary  on  knolls  and  hills,  where  the 
track  is  in  a  cut.  Trees  so  situated  get 
less  than  the  average  amount  of  mois- 
ture, due  to  quick  run  off.  For  this  rea- 
son trees  along  the  right  of  way  are  at 
a  greater  disadvantage  than  they  would 
be  around  a  farm  or  on  low  lying  ground. 

It  is  generally  conceded  by  all  who 
have  tried  tree  planting  on  the  prairie, 
that  the  windbreak  must  be  of  at  least 
eight  rows  of  trees,  and  that  it  must 
carry  a  percentage  of  dense  shade  giv- 
ing, or  close  foliage,  trees.  The  object 
of  this  is  to  reduce  the  amount  of  evap- 
oration from  the  soil,  bank  the  snow  in 
the  center  of  the  plantation  and  conserve 
needed  moisture.  It  also  reduces  evap- 
oration from  the  leaves  in  the  hot  dry 
spells. 

When  the  C.P.R.  started  this  tree 
planting  there  had  been  no  experiments 
carried  on  west  of  Moose  Jaw,  by  either 
government  or  private  individuals,  con- 
sequently the  company  adopted  the  ac- 
cepted planting  practice  of  eastern  Sas- 
katchewan and  Manitoba,  and  did  not 
plant  trees  in  sufficiently  thick  strips  for 
territory  farther  west.  When  wind- 
breaks have  been  planted  east  of  Moose 
.law  they  have  been  decidedly  satisfac- 
tory. 

Prairie  farmers  are  beginning  to  real- 
ize how  beneficial  windbreaks  are  around 
their  dwellings,  and  more  so  around  the 
farms,  where  by  repeated  cultivation  and 
ploughing,  the  soil  is  pulverized,  and  drifts 
from  the  heavy  winds.  This  phase  of 
tree  windbreaks  is  receiving  attention 
from  the  various  farmers'  organizations, 
which  are  advocating  it  very  strongly  in 
their  meetings  and  through  their  press. 


July,  1920. 


375 


Practical  Shop  Hints ;  Grinding. 


Speed  is  one  of  the  most  important 
factors  in  grinding.  Don't  forget  that 
the  cutting  speed  decreases  as  the  wheel 
wears  down. 

Every  grinding  wheel  used  at  all  regu- 
larly should  have  an  exhaust  hood  and 
should  be  connected  to  an  exhaust  sys- 
tem supplied  with  a  suitable  fan. 

Some  work  can  be  ground  frorn  the 
rough  more  cheaply  than  with  prelimin- 
ary turning.  Makers  of  grinding  ma- 
chines should  be  consulted  if  there  is  any 
doubt  in  the  matter. 

"Glazing"  of  the  abrasive  wheel,  is 
when  the  cutting  point  becomes  dull. 
This  sometimes  occurs  when  the  wheel 
is  being  run  at  too  low  speed.  Glazing 
and    loading   arc    sometimes   confused. 

"Loading,"  is  when  the  material  being 
ground  fills  into  the  spaces  between  the 
cutting  points  of  the  abrasive.  The  soft 
materials  such  as  aluminum  and  babbits, 
tend  to  load  an  abrasive  wheel  much  more 
than  the  harder  metal. 

The  grinding  wheel  is  in  reality  a  mill- 
ing cutter  which  presents  millions  of  cut- 
ting teeth  to  the  work  every  minute. 
Don't  forget  that  these  teeth  cut  chips, 
although  they  are  naturally  much  small- 
er than  those  produced  by  the  milling 
cutter. 

The  great  field  for  grinding  is  in  the 
economical  finishing  of  work,  either  from 
the  rough  or  in  connection  with  other 
machines.  In  too  many  cases  it  has  fail- 
ed because  of  lack  of  co-operation  be- 
tween the  turning  and  grinding  depart- 
ments. 

An  abrasive  wheel  is  a  disc  built  up 
from  an  immense  number  of  small  cut- 
ting particles  held  together  by  a  bond 
of  some  kind.  Excessive  pressure  of  the 
work  against  the  wheel  tears  these  cut- 
ting particles  out  of  the  bond  and  wastes 
the  wheel. 

Automobile  cylinders  are  usually 
ground  dry  and  the  wheel  connected  with 
an  exhaust  system  to  remove  the  dust. 
If  water  is  used,  it  is  usually  circulated 
in  the  water  jackets  surrounding  the  cyl- 
inder, and  in  this  way  keeps  the  cylinder 
casting   cool. 

It  is  good  practice  to  change  wheels 
from  one  machine  to  another  as  they 
wear  down,  having  the  speed  of  the  ma- 
chines varied  according  to  the  diameter 
of  the  wheel.  Some  shops  provide  dif- 
ferent size  pulleys  so  that  the  speed  of 
the  machine  may  be  increased  to  com- 
pensate for  the  wear  of  the  wheels. 

A  hard  wheel  with  a  narrow  face  will 
grind  work  with  less  care  and  thought 
on  the  part  of  the  operator,  but  it  is  the 
most  expensive  grinding  that  can  be 
done.  A  wide-face  soft  wheel  with  the 
proper  care  does  much  more  work  per 
dollar  of  expense  and  is  the  proper  com- 
bination for  economical  manufacturing. 

Fine  grinding  can  be  done  with  a 
coarse-grain  wheel  under  the  proper  con- 
ditions; in  the  same  way  a  fine  wheel 
may  produce  rough  work.  Many  of  the 
scratches  which  appear  on  ground  work 
are  made  by  small  particles  of  metal  be- 
tween the  wheel  and  the  work.  Good 
grinding  demands  conditions  which  al- 
low these  particles  to  escape. 

When  work  is  to  be  finished  by  grind- 
ing, the  lathe  hand  must  realize  that 
conditions  have  entirely  changed  and 
that  his  work  is  not  to  finish,  but  to  pre- 
pare for  the  grinder.  This  means  about 
the  roughest  kind  of  turning  he  can  do, 
simply  reducing  the  stock  to  the  point 
where  the  grinder  can  handle  it  more 
economically  than  the  lathe. 


A  heavy  grinding  machine  with  a  stiff 
spindle  can  run  a  soft  wheel  much  more 
successfully  than  a  lighter  machine.  This 
is  because  it  holds  the  wheel  firmly  while 
cutting,  and  the  mass  of  the  machine 
absorbs  much  of  the  vibration.  A  light 
machine  requires  a  harder  wheel  because 
it  does  not  have  the  qualities  referred  to. 
Don't  forget  to  consider  all  these  points 
in  trying  to  find  out  exactly  where  the 
trouble  lies. 

Grinding  machines  are  rfin  at  high 
speed  and  the  question  of  lubrication 
should  be  carefully  considered.  Don't 
overlook  the  directions  or  suggestions 
sent  out  by  the  makers  of  the  machines. 
It  is  to  their  interest  to  have  them  run 
properly,  and  the  directions  should  be 
followed. 

Lubrication  of  grinding  machines  re- 
quires the  proper  kind  of  lubricant;  this 
varies  according  to  the  kind  of  work  be- 
ing done  and  the  speed  at  which  the 
wheel    spindle   runs. 

When  grinding  has  to  be  done  in  addi- 
tion to  the  lathe  finish,  it  is  an  added  ex- 
pense. The  proper  way  is  to  rough-turn 
with  a  coarse  speed  to  within,  say  1/32 
of  finished  size,  then  send  the  piece  to 
the  grinding  room.  No  grinding  wheel 
should  be  used  without  a  substantial 
safety  guard  for  protection  of  the  opera- 
tor and  surrounding  machinery  against 
damage  should  the  wheel  break.  The 
operator's  eyes  should  also  be  protected 
from  the  chips  either  by  a  glass  shield, 
a  spark  brush  or  goggles. 

Manufacturers  of  grinding  machinery 
and  wheels  claim  that  a  good  grinding 
wheel  run  at  proper  speed  wears  less 
during  its  passage  over  the  work  than  a 
milling  cutter   under   similar  conditions. 

The  wheel  contact  helps  to  determine 
the  proper  grade  of  wheel  to  be  used  on 
any  kind  of  work.  On  work  of  small 
diameter  there  is  more  contact  and  con- 
sequently a  harder  grade  of  wheel  can 
be  used.  In  surface  or  in  internal  grind- 
ing the  contact  is  very  much  greater  so 
that  a  softer  wheel  gives  better  results. 

Where  water  is  used  in  automobile 
cylinders  in  the  type  of  grinders  where 
the  wheel  travels  around  the  surface  of 
the  cylinder,  trouble  is  often  experienced 
by  the  collection  of  mud  in  the  bottom 
of  the  cylinder  through  which  the  wheel 
must  pass  during  every  revolution. 

The  old  fear  of  emery  or  other  abra- 
sive working  into  the  metal  being  ground 
has  been  proved  without  foundation. 
Where  oil  and  emery  are  used  between 
metal  surfaces  rubbed  together,  the  abra- 
sives will  lodge  in  the  pores  of  the  metal. 
This,  however,  does  not  happen  in  grind- 
ing automobile  cylinders  and  similar 
work. 

It  is  important  that  a  grinding  wheel 
fit  the  spindle  or  arbor  closely  to  avoid 
play  which  throws  it  out  of  balance. 
Don't  make  the  mistake,  however,  of 
forcing  a  wheel  on  its  spindle,  as  even  a 
slight  strain  may  result  in  breaking  the 
wheel.  An  allowance  of  0.005  in.  will 
usually  be  found  about  right. 

A  grinding  wheel  should  always  have 
flanges  from  Vi  to  2/.3  the  diameter  of 
the  wheel  itself.  These  should  be  reliev- 
ed in  the  centre  so  as  to  bear  perhaps 
for  •A  in.  at  the  outer  edge.  Never 
tighten  the  flanges  directly  against  the 
wheel,  but  put  in  washers  of  blotting 
paper  or  some  soft  or  thick  substance 
between  the  flange  and  wheel. 

Grinding  allowances  vary  entirely  with 
the  work  being  done  and  the  machine  in 
which  it  is  ground.     In  heavy,  powerful 


machines  which  remove  stock  rapidly, 
the  grinding  allowance  may  be  anything 
from   1/64  to  1/32  in. 

P'or  fine  finish  of  grinding  where  the 
work  is  not  out  of  ti-ue,  0.O03  in.  is  usu- 
ally sufficient  to  true  it  up  nicely  if  the 
turned  surface  is  not  too  rough. 

In  wet  grinding  the  stream  of  water 
should  be  applied  at  the  right  spot, 
which  is  the  grinding  point.  It  should 
have  sufficient  force  to  keep  the  face  of 
the  wheel  clean  while  in  contact  with  the 
work.  It  is  especially  important  on  in- 
ternal  work. 

Grinding  wheels  appear  softer  at  slow 
speed  because  the  metal  being  ground 
tears  the  grinding  particles  away  from 
the  bond  which  holds  them  together. 
Don't  condemn  a  wheel  as  being  too  soft 
until  you  are  sure  that  its  cutting  speed 
is  correct. 

A  soft  wheel  at  the  proper  speed  will 
give  more  satisfactory  results  than  a 
harder  wheel  at  slower  speed.  Don't  for- 
get that  the  wheel  maker  has  had  a  wide 
experience  and  is  always  willing  to  give 
you  the  benefit  of  it.  If  you  are  having 
trouble  of  any  kind  submit  it  to  the 
wheel  maker. 

Grinding  problems  cannot  always  be 
solved  by  asking  the  other  man  what  he 
is  doing.  A  wheel  that  is  perfectly  sat- 
isfactory on  one  machine  may  not  give 
good  results  on  another.  Don't  think 
from  this  that  there  is  anything  mys- 
terious about  it,  because  there  is  always 
a  good  reason  for  everything  that  hap- 
pens. 

The  old  notion  about  keeping  oil  away 
from  grinding  wheels  has  been  largely 
exploded.  This  does  not  mean  that  oil 
spots  are  good  for  a  grinding  wheel  as 
they  undoubtedly  help  it  to  accumulate 
dirt  and  dust.  Grinding  wheels  can  be 
lubricated  with  oil,  water,  or  almost  any 
compound,  as  long  as  it  is  supplied  free- 
ly and  evenly  over  the  wheel.  While 
soda-water  is  best  for  general  use,  there 
are  places  where  oil  is  being  used  suc- 
cessfully. 

Grinding  wheels  should  never  be  trued 
with  the  toothed  sharpener  if  accurate 
work  is  to  be  done.  While  these  cost  less 
money  than  the  diamond,  they  cannot 
pi'oduce  nearly  as  accurate  results.  Wheel 
dressers  are  good  for  grinding  wheels 
used  on  rough  work  or  to  true  up  wheels 
before  applying  the  diamond.  Both 
wheel  dressers  and  diamonds  should  be 
supplied  as  freely  as  necessary  if  eco- 
nomical grinding  is  to  be  done. 

The  most  important  point  in  lapping 
is  that  the  laps  shall  always  fill  the  hole. 
If  this  is  not  done  the  hole  will  not  be 
round  as  the  lap  will  follow  the  original 
surface.  The  lap  should  be  a  little  lon- 
ger than  the  work,  so  as  to  lap  the  whole 
length  of  the  hole  at  once,  and  so  tend 
to  correct  any  curvature  which  may  exist. 
To  avoid  bell-mouthed  holes,  which 
come  from  being  lapped  large  at  the 
ends,  put  the  emery  in  a  slot  near  the 
center  of  the  lap  and  after  the  lap  is  in 
the  hole  squirt  in  oil  to  float  the  emery 
against  the  surface.  Don't  sprinkle  the 
emery  on  the  ends  of  the  lap  and  work 
the  piece  over  it  while  it  is  running  as 
this  grinds  the  ends  large. 

Ring  gauges  are  lapped  with  a  lead  lap. 
They  are  first  ground  straight  and  smooth 
to  within  0.000.5  in.  of  size.  After  being 
lapped  they  are  cooled  and  cleaned  be- 
fore trying  the  plug.  This  is  done  by 
placing  them  in  a  pail  of  benzine  long 
enough  to  bring  them  down  to  the  temper- 
ature of  the  room. — American  Machinist. 


37f.  July.  192'. 

Mer^injr  the  (Jrand  Trunk  into  the  Canadian  National  Railways  System. 


Kjiilwiiy    nil. I    .Miiniic    Wurhl 
.   .'  lull  imrtioulors  of  the  np- 
I  ;    11   nuinn»:ine  inniniiltci',  to 

I'li-uif  the  iiiH'rntion  of  thi>  (J.T.H.  in 
harniiiny  with  the  Canuilinn  National 
Ryu.,  tho  two  ity.itoms  to  lu>  troatod  in 
the  public  intrront  as  nearly  ns  possiliU- 
•5  one.  This  rommittof,  as  stateil  pro- 
viou.ily,  ronsi.Hts  of  H.  (I.  Kelk-y.  I'rcsi- 
dent  C.T.R.  and  C.T.  Pacific  Ry.,  as  chair- 
man; C.  A.  Hayes.  Traffic  Manajrer,  Can- 
a'ii:ii\  N.'itii.nal  Rys.;  and  S.  J.  Muntter- 
•  lilt  Vice  President,  Canadian 
,  representing  the  Dominion 
1 ,  ;  and  Frank  Scott,  Vice  Prc- 

tiuli'iil  aiui  Treasurer  (i.T.R.,  and  W.  1). 
Robb,  Vice  Pri'si<ient,  Transportation  and 
Maintenance  G.T.R..  represcntinR  that 
company.  The  committee,  which  will  con- 
tinue until  after  tho  arbitration  award 
has  been  made  and  the  G.T.R.  preference 
and  common  stocks  are  vested  in  the  kov- 
emment,  held  a  series  of  conferences 
durinc  June,  careful  and  expert  consid- 
eration beinK  priven  to  the  work  of  co- 
ordination. The  manatrini;  committee  has 
named  a  number  of  subcommittees,  com- 
posed of  C.N.R.  and  G.T.R.  officials,  to 
make  reports  and  recommendations  re- 
frardinpr  their  respective  departments, 
with  a  view  to  ensuring  the  maximum 
of  efficiency  and  economy  under  the  co- 
ordination plan,  and  action  has  already 
been  taken  in  refjard  to  joint  operation 
of  certain  lines  of  both  systems,  and  as 
to  the  anialframation  of  a  number  of 
ticket   offices. 

Train  Changes.  —  The  Canadian  Na- 
tional Rys.  announced  the  following  as 
the  most  important  changes,  effective 
June  27: — Train  leaving  Toronto  for  Port 
.\rlhur.  Fort  William  and  Winnipeg, 
Sunday.  Monday,  Wednesday  and  Friday, 
'.M.")  p.m..  cancelled.  New  train  11,  leaves 
Toronto  '.".oO  p.m.  daily  for  Sudbury  and 
("apreol,  connecting  at  Sudbury  with  Al- 
;ronia  Eastern  Ry.  for  Little  Current. 
Train  11,  leaving  Toronto  Tuesday, 
Thursday  and  Saturday,  connects  at  Cap- 
reol  Wednesday,  Friday  and  Sunday  with 
new  Canadian  National-Grand  Trunk 
Train  1.  tri-wcekly  Montreal  to  Winni- 
peg via   Port   Arthur. 

Train  2  from  Winnipeg,  arriving  To- 
ronto 4.;!0  p.m.,  Tuesday,  Wednesday, 
Friday  and   Sunday  4.50  p.m.,  cancelled. 

New  train  12  leaves  Capreol  and  Sud- 
bury daily,  arriving  Toronto  8.50  a.m. 
Train  arriving  Toronto,  Monday,  Wednes- 
day and  Friday  connects  at  Capreol  the 
preceding'  day  with  new  train  2,  Winni- 
peg to  Montreal. 

The  National  leaves  Toronto  11  p.m. 
daily  for  Winnipeg  via  Grand  Trunk  to 
North  Bay,  T.  &  N.O.  to  Cochrane,  thence 
Canadian  National.  The  National  will 
arrive  Toronto  from  Winnipeg,  3.00  p.m. 
daily. 

West  of  Winnipeg  the  National  runs 
over  the  Grand  Trunk  Pacific  Ry.  to  Ed- 
monton, 799  miles,  thence  over  the  Ca- 
nadian National  Ry.  to  Vancouver,  775 
miles,  making  a  total  run  of  1,574  miles, 
against  1,602  by  the  Canadian  Northern 
through  route,  and  1.474  over  Canadian 
Pacific.  The  train  leaves  Winnipeg  daily 
at  10.25  a.m..  arriving  at  Saskatoon  at 
12.10  p.m.;  Edmonton  11.15  p.m..  and 
Vancouver  9  a.m.  Kastbound  it  leaves 
Vancouver  at  9  a.m.,  Edmonton  8  a.m., 
Saskatoon  7.10  a.m.,  arriving  Winnipeg 
at   11   a.m. 

A  new  fast  train,  the  Capital  City, 
leaves  Toronto  12.00  noon,  daily  except 
Sunday,  for  Ottawa,  via  Grand  Trunk 
Toronto  to  Napanee.  thence  Canadian  Na- 


liipniil.  iiiriving  Ottawa  i.l.>  p.m..  with 
clo?e  connection  for  .Montreal  and  Quc- 
Ih'C.  Westbound,  The  (Jueen  City  leaves 
Ottawa  1.15  p.m.,  daily  except  Sunday, 
over  same  route,  arriving  Toronto  8.30 
p.m.  Stops  on  these  trains  between  To- 
ronto and  Napanee  will  be  limited  to 
Whitby,  OshawB,  Bownianville,  Port 
Hope,  Cobourg,  Trenton  and  Belleville. 
Connection  is  made  at  Harrowsmith  for 
and  from  Kingston.  Trains  leaving  To- 
ronto y.30  p.m.  and  Ottawa  12.30  p.m. 
cancelled. 

Night  train  leaves  Toronto  10.40  p.m. 
daily,  arriving  Ottawa  7.30  a.m.;  return- 
ing, leave  Ottawa  10.00  p.m.  daily,  ar- 
riving Toronto  7.00  a.m.  These  trains 
operate  over  the  Canadian  National 
throughout. 

Train  formerly  leaving  Toronto  4.45 
p.m.  daily,  except  Sunday,  for  Yarker. 
leaves  at  the  same  time  and  operates 
over  Canadian  National  to  Cobourg  (G. 
T.R.  station)  only;  returning,  leaves  Co- 
bourg 7  a.m.,  daily  except  Sunday,  arriv- 
ing Toronto  10.15  a.m. 

Grand  Trunk  train  formerly  leaving 
Toronto  6  p.m.  daily  except  Sunday,  for 
Belleville,  leaves  at  -same  time  and  oper- 
ates to  Kingston  via  Grand  Trunk  to 
Brighton,  Canadian  National  to  Napanee, 
thence  Grand  Trunk  to  Kingston.  West- 
bound this  train  leaves  Kingston  6  a.m., 
daily  except  Sunday,  for  Toronto,  via 
same  route. 

Grand  Trunk  train  leave  Toronto  7  a.m. 
daily  for  Montreal,  running  via  Canadian 
National  between  Brighton  and  Napanee. 

Ticket  Office  Amalgamations.  —  As 
part  of  the  unifying  process  of  the  traf- 
fic agencies  and  other  interests  of  the 
C.N.R.  and  the  G.T.R.,  the  following 
changes  will  take  place  about  July  1, 
tho  amalgamated  offices  being  known  as 
Canadian  National-Grand  Trunk  ticket 
offices: — 

Boston,  Mass.— The  C.N.R.  and  G.T.R. 
offices  have  both  been  in  the  Old  South 
Building,  294  Washington  St.  The  C.N. 
R.  office  will  be  closed,  and  the  business 
amalgamated  in  the  G.T.R.  office,  W.  R. 
Eastman,  heretofore  General  Agent,  Pas- 
.senger  Department,  G.T.R.,  being  ap- 
pointed General  Agent,  and  C.  K.  How- 
ard, heretofore  General  Agent,  C.N.R., 
being  promoted  to  another  position. 

New  York,  N.Y.— The  C.N.R.  office  at 
1520  Woolworth  Building  will  be  closed, 
and  the  business  amalgamated  at  the 
G.T.R.  office,  1270  Broadway,  A.  B. 
Chown,  heretofore  General  Agent,  Pas- 
senger Department  G.T.R.,  being  appoint- 
ed General  Agent,  and  F.  A.  Young, 
heretofore  General  Agent,  C.N.R.,  being 
transferred  to  another  position. 

Quebec,  Que.— The  C.N.R.  office  at  7 
Du  Fort  St.  will  be  closed,  and  the  busi- 
ness amalgamated  at  the  G.T.R.  office  at 
Ste.  Anne  and  Du  Fort  Streets,  S.  J. 
Nestor,  heretofore  City  Ticket  Agent, 
C.N.R.,  being  appointed  City  Passenger 
Agent;  G.  H.  Scott,  heretofore  City  Pas- 
senger and  Ticket  Agent,  G.T.R.,  being 
appoint<'d  Special  Passenger  Agent,  and 
P.  H.  Proulx,  heretofore  Ticket  Agent, 
C.N.R.,  being  appointed  City  Ticket 
.Agent. 

Montreal.— The  G.T.R.  office,  at  22  St. 
.lames  Street,  will  be  closed,  and  the 
business  amalgamated  at  the  C.N.R.  of- 
fice, 230  St.  James  Street,  M.  O.  Dafoe. 
heretofore  City  Passenger  and  Ticket 
.•\gent,  G.T.R.,  being  appointed  City  Pas- 
senger Agent,  and  A.  J.  Roy,  heretofore 
City  Passenger  Agent,  C.N.R.,  being  ap- 
pointed  City  Ticket  Agent. 


tntJi\Mi.  I  riL-  <i.i'.K.  ollice  at  .Spark» 
and  Elgin  StR.  will  be  closed,  and  the 
liu.<<in<'iiK  amalgamated  at  the  C.N.R.  of- 
fice at  SparkH  and  Metcalf  SU.,  V.  M. 
Butler,  heretofore  General  Agent,  Pas- 
senger Department,  G.T.R.,  being  ap- 
pointed General  Agent;  1.  G.  Reece,  here- 
tofore City  Passenger  Agent  ('.N.R.,  be- 
ing appointed  City  Ticket  Agent,  and  C. 
A.  Belford,  heretofore  City  Ticket  Agent, 
G.T.R.,  being  appointed  City  Ticket 
Agent. 

Toronto.— The  C.N.R.  office,  at  52  King 
St.  East,  will  be  closed,  and  the  business 
amalgamated  at  the  G.T.R.  office.  King 
and  Yonge  Sts.,  W.  J.  Moffatt,  hereto- 
fore City  Passenger  Agent,  G.T.R.,  be- 
ing appointed  City  Passenger  Agent;  C. 
E.  Tewny,  heretofore  City  Ticket  Agent. 
G.T.R.,  being  appointed  City  Ticket 
Agent;  and  R.  E.  Richmond,  heretofore 
City  Ticket  Agent,  C.N.R.,  being  appoint- 
ed Assistant  City  Ticket  Agent. 

Hamilton,  Ont.— The  G.T.R.  office  at 
11  James  St.  North  will  be  closed,  the 
business  being  amalgamated  at  the  C.N. 
R.  office  at  7  James  St.,  Jas.  Anderson, 
heretofore  City  Passenger  and  Ticket 
.■\gent,  G.T.R.,  being  appointed  City 
Ticket  Agent. 

Western  Amalgamation.s.  —  Winnipeg 
press  dispatch,  June  20.  —  Complete 
amalgamation  of  stations  and  staffs  on 
the  Canadian  National  and  Grand  Trunk 
Pacific  Railways  will  take  place  within 
the  next  30  days  at  all  western  points. 
Local  committees  are  working  on  the 
matter  in  connection  with  the  Winnipeg 
staffs. 


Rehabilitation  of  Belgian  Railways. 

The  following  is  stated  to  be  the  con- 
dition of  the  Belgian  railways  on  Jan.  1, 
the  latest  date  to  which  information  has 
been  received: — Freight  cars  available 
average  about  14,000  daily,  while  in  1914 
the  daily  average  furnished  Belgian 
shippers  was  in  the  neighborhood  of 
20,000.  The  number  of  freight  trains 
running  is  about  84<"<-  of  the  number  be- 
fore the  war.  The  average  daily  tonnage 
hauled  is  171,000  tons,  compared  with  a 
daily  average  of  190,000  tons  in  1914. 
The  passenger  trains  in  daily  operation 
number   1,536. 

On  Jan.  1,  1919,  there  were  but  578 
locomotives  in  good  running  condition; 
this  number  is  now  said  to  be  increased 
to  2,776.  Railway  receipts  have  greatly 
increased  in  recent  months,  although 
there  will  probably  be  some  deficit  for 
the  year  because  of  the  hea\T  monthly 
deficits  during  the  period  following  the 
armistice.  For  the  11  months  ended  Nov. 
.'!0.  1919,  the  total  receipts  amounted  to 
?57. 128.000,  at  normal  exchange,  while 
the   total   for   1913   was   $59,444,000. 

During  Nov.,  1919,  passenger  and  pas- 
sengers' baggage  receipts  were  $2,516.- 
720.  and  freight  receipts  were  $4,130,200. 
The  corresponding  figures  for  Novem- 
ber. 1913,  were  $1,497,101  and  $3,762,149 
respectively.  This  increase  of  current 
receipts  is  of  course,  partly  occasioned 
by  an  increase  in  rates. 

The  need  for  additional  rolling  stock 
is  acute.  Locomotives  and  cars  reclaim- 
ed from  Germany  are  usually  found  to 
be  in  need  of  extensive  repairs,  and  it 
has  been  impossible  to  obtain  prompt  de- 
livery of  new  orders.  At  present  it  is 
stated  that  it  would  take  more  than  4.000 
additional  freight  cars  daily  to  meet  the 
demands  of  commerce  and  industry. 


July.  1920. 


377 


Industrial,  Logging  and  Mining  Railways  in  British  Columbia. 


The  B.  C.  Railways  Departments  re- 
port for  the  calendar  year  1919  contains 
considerable  information  relative  to  indus- 
trial railway.';  in  the  province,  and  says: 
"Durinp  the  year  a  larpre  amount  of  new 
work  has  been  added  in  connection  with 
the  above  owinpr  to  the  amendments  to 
the  Railway  Act  havinpr  brought  rail- 
ways not  subject  to  the  Dominion  juris- 
diction under  this  department's  jurisdic- 
tion. This  new  work  includes,  besides 
the  inspection  of  locomotive  boilers,  pre- 
viously under  the  Boiler  Inspector's  de- 
partment, the  examination  of  locomotive 
engineers."  An  amendment  to  the  Rail- 
way Act  passed  in  1917,  provided  that 
"no    company    shall    operate    a    railway 


within  the  province  except  with  the  Min- 
ister of  Railways'  written  consent,  sub- 
ject to  such  conditions  as  the  Lieutenant- 
Governor-in-council  may  impose,  and  a 
further  amendment  passed  in  1918, 
brought  under  the  Minister's  control  the 
inspection  of  rollinp  stock  used  on  such 
railways.  Under  these  provisions  the 
department  has  drawn  up  a  new  set  of 
locomotive  rules,  and  from  April  to  Dec. 
31,  11)19.  .53  locomotive  boilers  were 
given  a  hydrostatic  test,  150  preliminary 
examinations  have  been  made,  70  loco- 
motive men  have  been  examined  and 
granted  certificates,  and  there  are  50 
more  applicants  for  certificates  awaiting 
examination.      The    inspector    is    giving 


careful  inspection  of  the  rolling  stock 
employed,  and  giving  instruction  to  the 
employes  as  to  rules,  etc. 

"There  are  over  70  industrial  common 
carrier  railways  under  the  department's 
jurisdiction  operating  approximately 
1,000  miles  of  line,  equipped  with  170 
steam  locomotives,  32  electric  locomo- 
tives, 4,000  cars  and  miscellaneous  equip- 
ment. The  accompanying  table  shows  the 
railways  under  the  department's  jurisdic- 
tion, with  mileage  and  particulars  of 
rolling  stock.  The  table  includes  three 
railways  which  report  to  the  Dominion 
Government,  viz.:  Eastern  British  Col- 
umbia Ry.,  Morrissey,  Femie  &  Michel 
Ry.,  and  Pacific  Great  Eastern  Ry. 


Abbotsford  Timber  &  Trading  Co Abbotsford 

Alberni   Pacific   Lumber  Co Port  Alb«nii 

Amick.    J.    H..    LoffgiiiK    Co Sooke 

Anderson.    P.    B Vancouver 

Beaver  River  Lumber  Co New  Westminster 

Beaver  Cove  Lumber  &  Pulp  Co Vancouver 

Bloedel,  Stewart  &  Welch  Lumber  Co Vancouver 

Britannia  Minint;  &  Smelting:  Co.  Britannia  Beach 

B.C.   Mills  Timber  &   Trading   Co Vancouver 

Brooks.   Scanlon    &    O'Brien    (Eagle  River  and 

Northern     Ry Vancouver 

Campbell   River  Lumber  Co White  Rock 


Operating. 

Abbotsford   Mill.... 

Alberni  Mill 

Sooke  

Knox  Bay 

Beaver  River 

Beaver   Cove 

Myrtle  Point. -. 

Britannia  Beach.. 

Rock    Bay   


Stillwater  ...... 

Hernando    Is.. 

Otter   

Sooke   

Ladysmith    


1,3" 


Eiiuipmeht. 


Total. 


Canadian    Puget   Sound   Co Victoria   Jordan  River 

Canadian  Robert  Dollar  Co Vancouver   Union    Bay 

Canadian  Western  Fuel   Co Nanaimo   Nanaimo    


Capilano  Timber  Co North  Vancouver  North    Vancouver 

Claybum    Co Claybnm  Claybum 

Columbia  River  Lumber  Co Vancouver  Golden 

Comox   Logging   Co. "  Comox 


Corbin   Coal   &  Coke   Co Spokane,  Wash.  Corbin 

Craig-Taylor    Lumber    Co Vancouver  Otter 

Crow's  Nest   Pass   Lumber  Co Wardner  Waso 

Clayton    Lumber   Co Cloverdale  CloverdaJc 

Dolly    Varden    Mines    Ry Vancouver  Alice     Arm.. 

Eagle    Timber    Co Vancuover  Grassy   Bay... 

East    Kootenay    Lumber    Co Jaffray  Jaflray 

Eastern  B.C.  Ry.   (Corbin  Coal  &  Coke  Co.), 

Spokane,   Wash.  Corbin  ..._ 

Eastern  Lumber  Co. - Ladysmith 

Ellis.    H.    M Vancouver 

Galbraith  Logging  Co .New  Westminster 

Gordon   Development  Co Vancouver 

Granby   Consolidated  Mining   &   Smelting   Co. 

Vancouver 

Gwilt     Lumber     Co Courtenay 

Griffin.     Contractors Vancouver 

Hedley   Gold   Mining   Co - Hedley 

Heaps.  E.  H Ft.  Victoria,  Vancouver 

Hoard    &    Flaherty Bainbridge 

International    Timber    Co Vancouver 


Ladysmith 

Lombard  ...~ 

Langley   Mill 

Half  Moon  Bay.. 


Anyox 

Courtenay 

C.  N.  Ry 

Hedley  ...i. 

Ruskin..... 

Bainbridge  ... 
Campbell    Ki' 


Keystone   Logging   Co. Vancouver    Silvcrdalo 

King.   M.    B..   Lumber  Co _ Newton    Kings 

Khales    International   Timber    &   Trading    Co. 

Mission    Mission 

Lamb    Lumber    Co Vancouver    Lang  Bay 

Mayo    Lumber    Co - J)uncan   Duncan 

McDonald-Murphy   Logging   Co Campbell   River  Campbell   River... 

MerriU-Ring-Moore     Co Vancouver  Johnstone  Strait . 

Morrissey.  Femie  &  Michel  (Crow's  Nest  Pass 

Coal    Co.) -.Femie    Femie 

Magoffin,    Contractors Prince   George     G.T.P.  By 

Nimpkish    Timber    Co Vancouver   Alert  Bay 

New  Ladysmith  Lumber  Co Nanaimo    Nanaimo 

Otis-Suples  Lumber  Co.  (St.  Mary's  &  Cherry 

Ky.) _ .Wycliffe    Wycliffe 


17  logging-trucks.   1   flat  car,   1   oil-car 19 

...    20  logging-cars.  7  logging-trucks,   1  workmen's  passenger-car 28 

...     40  logging-trucks ^J _ 40 

...    10  logging-cars,  8  logging-trucks,  1  flat  car. 19 

...    11  logging-cars   ~ »_........„ 11 

...    4    cars » - „ 4 

...    61  cars : ~ - « 51 

...    70  logging-trucks __........«_„.___,.„„___ 70 

...    42  logging-trucks , «...- ■ 42 

...    4  logging 4 

...    6   cars - 6 

...    14  logging-cars,    2   workmen's   passenger-cars 16 

...  8  box,  25  flat.  383  coal-cars,  25  rock-dumps,  2  passenger-cars,  8 
workmen's  passenger-cars,  1  steam-shovel,  1  pile-driver,  1  snow- 
plough  465 

...    72     logging-trucks 72 

...    1  boarding-car.  6  logging-cars,  16  sets  logging-trucks 23 

...    42  flat,  664  coal-cars,  21  work-cars,  2  workmen's  passenger-cars,  1 

crane 680 

...    1  flat,  12  logging-cars,  27  logging-trucks,  1  steam-shovel,  1  snow- 
plough    42 

2     3  flat.  11  ore-cars.  4  coal-cars 18 

...    2  box.  2  flat.  82  logging-cars,  3  log-ladders 89 

....    200  logging-cars,  30  logging-trucks,  10  boarding-cais,  12-taok-car8, 

2   flat,    1    box.   4   gons 269 

...    96  coal-cars,  8  work-cars,  2  steam-shovels,  1  rotary  plough 107 

...    8  logging-cars   8 

....    3  flat.  7  boarding-cars,  2  log-loaders 12 

...    4  trucks  4 

....    1  box,  15  flat,  2  cabooses  18 

...     1  box.  1  flat.  7  logging-trucks,  1  pile-driver,  1  log-Ioaider 11 

...     24    logging-cars.   2    log-loaders 26 

....    8  box,   19  flat,   1   baggage,  1  passenger-car,  1  pile-driver,  1  snow- 
plough    SI 

....    5  logging-trucks  6 

....    10  logging-trucks  10 

....    4   logging-trucks,   1    log-loader 6 

....    1   flat,   10  logging-trucks 11 

88 


40  ore-cars 40 

4  flat,  15  logging-trucks,  3  oil-cars,  2  tank-cars _...„ 24 

4   sets    logging-trucks 8 

2  flat,  60  logging-cars,  10  work-cars,  1  box,  1  workmen's  passenger- 
car,   1   pile-driver 65 

1  flat,  11  logging-trucks,  1  pile-driver,  1  log-loader 14 

2  box,  1  logging-car „ 8 

1    logging-car 1 

1  flat,  10  logging-cars,  4  logging-trucks 16 

2  logging-cars,    1    log-loader 8 

8    logging-trucks 8 

19  logging-cars  19 


Pacific    Coast    Coal    Mines Victoria 

Pacific    Mills Ocean    Falls 

Powell   River  Co Vancouver 

Port     Moody-Coquitlam     By.     (Robt.     McNair 

Lumber    Co.) Vancouver 

Peterson,    Contractors Vancouver 

Ross    Saskatoon    Lumber    Co -..Waldo 

Salmon    River   Lumber   Co Sperling 

Seaford   Logging    Co ■•••: .•■• 

Shawnigan    Lake    Lumber    Co Victoria 

Southgate  Logging  Co Seattle,  Wash. 

Smith-Hutchinson     Lumber    Co Vancouver 


Wellington 

Kimsquit 

Kiogcome  Inlet . 
Port  Moody 


Kootenay   River.... 

Sperling 

Powell  River 

Shawnigan    Lake.. 

Bute  Inlet 

Fraser  Valley  (B. 
C.E.  Ry.)    ..._. 


49  box,    138   flat,  35   stock,   3   refrigerators,   10  gons,   10  oil-cars,  4 

cabooses 

45  ballast.   27   outfit-cars.   8  coaches,   I   comb.   P.  &   B.,   2  mail  and    362 
baggage.    3    P.    gas-motors,    3    steam-shovels,    1    ditcher,    1    pile 

driver,    1    crane 

3  flat,  48  coal-cars 61 

25  logging-cars,  4  work-cars,  2  pile-drivers,  2  log-loaders 38 

3  flat.  32   logging-trucks » 36 

6  flat  cars,   12  logging-cars 18 


2    sets    logging-trucks.. 


:n8 


CANADIAN  HAIl.WAY  AND  MARINK  WORLD 


Julv.  1920. 


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.Verial  Transportation  Notes. 

The  VancouviT  Island  Aerial  SiT\-ico 
Co.  is  rvirarted  to  have  boon  inaiimirated 
with  hcadquarti-rs  at  Victorin,  B.C.  A 
mtc  for  an  aiToplano  and  hydroplane 
landinK  stjition  15  said  to  have  been  se- 
cured at  Coniox. 

An  Ottawa  press  report  i^tates  that 
the  Dominion  Government  will  shortly 
undertake  survey  and  forest  protection 
service  by  aeroplane  in  the  R<K-ky  Moun- 
tain area."!  from  .stations  at  Vancouver, 
B.C.,  and  MorUy,  AlU. 

I.ieut. -Colonel  A.  K.  Tj-ler,  O.B.E.tWho 
ha.s  been  appointed  officer  commandinK 
the  Canadian  Air  P'orce,  has  Kone  to 
Camp  Borden.  Ont.,  to  take  up  his  duties. 
Applications  for  position.s  on  the  force 
have  been  received,  and  the  work  of  se- 
lection and  ortranization  is  reported  to 
be   in   progress. 

The  Dominion  Express  Co.  has,  ac- 
cording to  a  London,  Enp.,  cable,  arrang- 
ed for  the  transportation  of  passengers 
between  London  and  Paris  by  aircraft. 
There  will  be  a  daily  ser\'ice  in  each  di- 
rection, the  time  of  the  trip  being  sched- 
uled at  2  hours  15  minutes.  The  single 
trip  fare  is  approximately  ?75. 

Airship  R-80,  built  at  Barrow-in-Fur- 
ness, Eng.,  for  the  British  Admiralty, 
was  expected  to  be  launched  by  the  end 
of  June.  Her  dimensions,  etc.,  are: — 
length,  5.3.T  ft.;  breadth,  70  ft.;  lifting 
power,  :58  tons;  number  of  engines,  four; 
power,  240  h.p.  each;  estimated  maxi- 
mum speed,  6.5  miles  an   hour. 

The  Clifton  Aero  Club  Ltd.  has  been 
incorporated  under  the  Ontario  Com- 
panies Act  with  authorized  capital  of 
$40,000  and  office  at  Niagara  Falls,  Ont., 
to  provide  aviation  fields  and  aerodrome 
sites;  to  deal  in  aircraft  and  aeronautical 
supplies  of  all  kinds;  to  carry  passengers, 
merchandise  and  mail  and  give  exhibi- 
tion flights  for  hire.  The  provisional  di- 
rectors are  J.  B.  Robinson,  J.  P.  O'Reilly 
and  H.  R.  Hillick,  Niagara  Falls,  Ont. 


Plan.s   for   Crouping   Brili.sh   Rail- 
way.s. 


London,  Eng.,  cablegram:  —  Sir 
Eric  Gcddes'  scheme  for  the  economical 
administration  of  the  British  railways, 
which  is  being  considered  by  the  cabi- 
net, disposes  of  the  widespread  expecta- 
tion that  the  systems  were  to  be  nation- 
alized. The  scheme,  however,  contains 
some  revolutionary  proposals.  The  i:i5 
railway  undertakings  in  England  and 
Wales  are  to  be  distributed  into  four 
geographical  groups,  comprising  the 
northeastern  and  central  system,  the 
northwestern  and  midland,  the  south- 
western and  south  coast,  and  the  western 
and  Wales  system,  each  administered  by 
one  board  of  management.  The  proposal 
is  that  the  state  will  buy  out  the  smaller 
companies,  and  lease  their  lines  to  the 
larger  undertakings  in  the  various 
groups,  thus  leaving  the  entire  manage- 
ment to  be  continued  by  private  enter- 
prise. It  is  claimed  that  ttiis  soheme  of 
co-operation  will  effect  enomK^us  econo- 
mies   in   directors"    fees   and   administra- 


tion charges,  while  the  pooling  of  loco- 
motives and  cars  and  the  prevention  of 
overlapping  will  make  for  greater  effi- 
ciency. 

The  proposals  will  not,  however,  pass 
into  law  without  a  storm  of  protest  from 
the  working  railwaymen,  who  have  plac- 
ed absolute  dependence  on  the  statement 
by  Mr.  Winston  Churchill  during  the 
general  elections  to  the  effect  that  the 
government  intended  to  nationalize  the 
lines.  Nationalization  makes  the  same 
appeal  to  railwaymen  as  to  the  miners, 
and  the  tabling  of  Sir  Eric  Geddes' 
scheme  is  certain  to  usher  in  another  big 
struggle  on  this  issue. — Copyright  by 
Toronto  Star. 

It  may  be  explained  that  of  the  13.5 
railway  undertakings  in  England  and 
Wales  apparently  independent,  only  a 
comparatively  few  arc  trunk  lines  or  of 
more  than  local  importance,  although  a 
number  of  the  smaller  lines  carry  a  very 
considerable  traffic,  and  up  to  11U.5,  at 
any  rate,  paid  dividends  to  their  share- 
holders. The  Cambrian  Ry.  is  perhaps 
the  largest  of  the  independent  companies 
but  it  has  never  been  a  prosperous  con- 
cern owing  to  the  fact  that  there  is  little 
traffic  originating  in  the  territory  through 
which  it  runs.  It  has  close  affiliation  with 
the  London  &  North  Western  Ry.,  the 
Great  Western  Ry.  and  the  Midland  Ry. 
There  are  a  number  of  other  lines  hav- 
ing considerable  mileage  and  carrying  a 
lot  of  traffic  operated  as  separate  lines, 
but  owned  jointly  by  two  or  more  of  the 
large  trunk  lines.  The  Shrewsburj-  & 
Hereford  Ry.,  owned  by  the  L.  &  N.  W. 
Ry.  and  the  G.  W.  Ry.  and  the  lines 
operated  by  the  Cheshire  Lines  Commit- 
tee, owned  by  the  Midland  Ry.  and  the 
Great  Central  Ry.;  and  the  Somerset  & 
Dorset  Ry.,  owned  by  the  Midland  Ry. 
and  the  London  &  South  Western  Ry. 
Of  the  other  lines  which  are  of  little 
more  than  local  importance,  notwith- 
standing the  amount  of  traffic  carried, 
are  the  Taff  Vale  Ry.,  the  Rhondda  Val- 
ley Ry.,  the  Barry  Docks  &  Ry.  Co.,  and 
other  coal  carrying  lines  in  South  Wales, 
and  the  Maryport  &  Carlise  Ry.  in  Cum- 
berland. 


Qu'Appelle,  Lon^  Lake  &  Saskatch- 
ewan Railway  I^and  Suk. 

An  action  brought  by  David  Russell, 
Montreal,  broker  and  promoter,  to  re- 
cover $8,17.5,000  from  Sir  Edmund  Osier, 
Hon.  W.  Pugsley,  the  National  Trust  Co. 
as  executor  the  estate  of  the  late  H.  C. 
Hammond,  and  C.  S.  Mclnnes,  as  execu- 
tor of  the  estate  of  the  late  Hon.  D.  Mc- 
lnnes, came  before  the  Ontario  High 
Court  April  27.  The  plaintiff  alleged 
that  in  May,  1916,  he  bought  from  the 
then  directors  of  the  Qu'Appelle,  Long 
I-ake  &  Saskatchewan  Ry.  4it:!,000  acres 
of  its  land  grants  for  $.500,000  and  stock 
in  the  Canada  Saskatchewan  Land  Co.; 
that  the  directors  sought  to  evade  car- 
rying out  the  contract;  that  he  lost  $5.- 
000,000  through  the  railway  and  its  lands 
being  subsequently  sold  to  Mackenzie, 
Mann  &  Co.  and  the  Canadian  Northern 
Ry.;  and  the  claim  further  included  $200.- 
alleged  to  have  been  expended  in  at- 
tempting   to   recover   the    property    from 


Mackenzie,  Mana  A  Co.  The  statement 
(if  claim  contained  allegmtions  of  fraud, 
espionage,  bribery  and  attempts  on  bin 
liberty  and  life.  The  statement  of  de- 
fence claimed  that  Russell  had  made  de- 
fault in  his  agreement  to  pay  for  the 
land,  and  that  in  return  for  shares  in  the 
Canada  Saskatchewan  Land  Co.  he  gave 
up  all  claim  to  the  land.  Russell  was 
not  in  court  when  the  case  came  up,  and 
it  was  dismissed. 

Canadian  National  Railways 
Earnings. 


1920 
_.4  7.726.6S2 

1(10 
t  (.787.617 

February     

.March 

April 

May   

..     «.51 6.050 

7.761.82* 

8.207.478 

- 8.305.860 

(.26S.su 
7.160.0S( 
6.»Se.6SS 

7.8W.2r7 

(38.058.285       (35,0(4.037 
Approximato    eaminfcs    for    thrrc    wcclu    ended 
Jane    21.    (5.303,120,    araiut    (4,621.1>7    for    the 
«amc  period  1919. 


Canadian  Northern  Railway  System. 


1920 
(4.200.700 
3.862.300 
4.587.700 
4.732.623 


1919 
(4.026.0OO 
3.3(3.800 
3.554.350 

8.878.149 


$17.38.3.323        (14.822.299 

Canadian  Pacific  Railway  Earn- 
ings, Expenses,  Etc. 

Gro&s  eamintrs.  workinK  cxponscs,  net  eamlnfft, 
and  incrcaaps  or  decrca«e«,  from  Jan.  1,  1920. 
compared  with  those  of  1919 ; 

Increase*  or 
Gross  Expenses  Net         decreases 

.Tan.-  (13.914.569  (IS.328.628  (SSa.»41  •(967.671 
Feb...  13.557.104  12.843.231  713.878  •267.242 
Mar...  l.i.71.-..937  lS.7.i8.171  1.957.766  418.721 
Apr...       15,929.416        13.587.570    2.341.846        258.222 

J.iS.1 17,026     (53.517.600(5.599.426  •(562.870 

Incr.        $9.:.4I.444     (I0.10t.314 

Deer.  (562,870        

Approximate  eamintrs  for  May  (16.161.000,  and 
for  three  weeks  ended  June  21,  (10.857,000,  aeainst 
$1.1,277,000  for  May,  and  (U.07S.0OO  for  three 
weeks   ended   June  21,    1919. 


Grand  Trank  Railway  Earnings, 
Expenses,  Etc. 


Gross  eaminss,  working  expense*,  net  eaminc*. 
and  increases  or  decreases,  from  Jan.  1.  1920. 
compared  with  those  of  1919: 

Gross  Expensf*        Deficit        tncreaM 

Jan.     (    5.054.084  (    5.867,445  (    ^8,411  (      97,40« 
Feb.  4.660.«,'H         5.I.'.9.T42         498,911         1SS,9S7 

Mar.  5.756.372         6.491,293         265,079         575.2IS 

Apr.  ^^, 477,816       &.187.340        290,476        465,592 

(20,949.(58  (21.705.820  (    7."i6.767  (1.327.200 

Incr.         $1,587,993     (2,915,198         

Deer _ (1.827.200        - 

Appntximate  raminirs  for  May.  (7.269.(80.  and 
for  three  weeks  ended  June  21.  (5.905,666,  aitainst 
$«.846..S)i6  for  May,  and  (5.059,517  for  three  week* 
endnl    June    2\.    1919. 


Sir   William   Mackenzie's   Private   Car. 

P.  F.  Ca.sgrain,  M.P.  for  Charlevoix- 
Montmorency,  Que.,  asked  in  the  House 
of  Commons  recently,  "How  many  times 
has  Sir  William  Mackenzie's  private  car 
travelled  on  the  Canadian  National  Rys. 
within  the  last  two  years."  The  Minis- 
ter of  Railway  replied:  "The  Government 
has  no  information  as  to  the  details  of 
operation  of  each  individual  car,  on  the 
Canadian  National  Rys." 


July,  1920. 


379 


Mainly  About  Railway  People  Throughout  Canada. 


J.  Antonisen,  who  was  appointed  City 
Engineer,  Port  Arthur,  Ont.,  recently, 
was  born  in  Christiania,  Norway,  in  1869, 
and  after  spending  a  year  in  shipbuild- 
ing at  Bergen,  Norway,  went  to  the  Unit- 
ed States  in  18S8,  where  he  acquired  some 
practical  experience  in  civil  engineering, 
and  returned  to  Norway  in  1894.  After 
graduating  in  civil  engineering  at  the 
Dresden  University,  he  was  engaged  for 
about  two  years  as  Assistant  Engineer 
on  the  Saxony  Government  Railways,  and 
spent  another  four  years  in  the  Saxony 
Government  department  for  improvement 
and  regulation  of  rivers.  He  came  to 
Canada  in  1904  and  entered  C.P.R.  ser- 
vice as  Terminal  Engineer,  Winnipeg, 
and  in  1905  was  appointed  City  Engi- 
neer, Port  Arthur,  Ont.,  and  subsequent- 
ly also  Manager,  Public  Utilities  Com- 
mission there,  resigning  in  1911,  when 
he  was  appointed  City  Engineer,  Moose 
Jaw,  Sasks.,  in  1912.  He  resigned  the 
last  mentioned  position  in  1913  and  was 
appointed  Superintendent,  Brandon  Mu- 
nicipal Ry.,  Brandon,  Man.,  in  1913,  which 
position  he  resigned  in  1914,  and  return- 
ed to  Port  Arthur,  Ont.,  where  he  con- 
ducted a  private  practice  until  his  pres- 
ent appointment. 

W.  B.  Bamford,  who  has  been  appoint- 
ed District  Freight  Agent,  C.P.R.,  Nel- 
son, B.C.,  was  born  at  Belleville,  Ont., 
Sept.  10,  1863,  and  has  been,  prior  to 
June,  1910,  District  Freight  Agent,  C.P. 
R.,  London,  Ont.;  June,  1910,  to  Apr., 
1911,  General  Freight  Agent,  Atlantic 
Division,  C.P.R.,  St.  John,  N.B.;  Apr., 
1911,  to  May,  1916,  Division  Freight 
Agent,  Atlantic  Division,  C.P.R.,  St. 
John,  N.B.;  May,  1916,  to  June  1,  1920, 
District  Freight  Agent,  C.P.R.,  Toronto. 
Kennet  William  Blackwell,  Vice  Pre- 
sident, Canadian  Steel  Foundries  Ltd., 
Montreal,  died  there,  June  11,  after  a 
short  illness.  He  was  born  at  Devizes, 
Eng.,  July  16,  18.50,  and  was  the  son  of 
T.  E.  B.  Blackwell,  Vice  President  and 
General  Manager  of  the  G.T.R.  from  1857 
to  1863.  He  was  education  at  Bishops 
College,  Lenno.wille,  Que.,  and  in  Eng- 
land, and  took  up  the  study  of  mechanical 
engineering  at  the  age  of  17,  spending 
five  years  in  the  drawing  office  of  the 
G.T.R.  shops  at  Montreal,  after  which 
he  was,  from  1872  to  1875,  Shop  Fore- 
man, G.T.R.,  Montreal;  1875  to  1879,  As- 
sistant Mechanical  Superintendent,  G.T. 
R.,  Montreal;  1879  to  Sept,  1881,  Me- 
chanical Superintendent,  Chicago  and 
Grand  Trunk  Rd.;  1881  to  1883,  Superin- 
tendent, Locomotive  and  Car  Department, 
C.P.R.,  Montreal.  In  1883  he  resigned 
to  enter  business  in  connection  with  the 
manufacture  of  railway  supplies  in 
Montreal,  and  eventually  became  Presi- 
dent and  Managing  Director  of  the  Can- 
ada Switch  &  Spring  Co.,  which  later 
became  the  Montreal  Steel  Works  Ltd., 
of  which  he  was  President,  and  when  the 
business  was  taken  over  by  Canadian 
Steel  Foundries  Ltd.,  he  became  Vice  Pre- 
sident of  the  last  mentioned  company.  He 
was  President  of  the  Canadian  Society 
of  Civil  Engineers,  now  the  Engineering 
Institute  of  Canada,  in  1903,  and  was 
subsequently  an  honorary  councillor  of 
that  institute.  He  was  also  a  director, 
at  various  times,  of  the  Locomotive  & 
Machine  Co.,  Montreal;  Vice  President, 
Suburban  Tramway  &  Power  Co.,  Mont- 
real Park  &  Island  Ry.,  Montreal  Street 
Ry.,  Nova  Scotia  Steel  &  Coal  Co.,  and 
several  financial  and  industrial  com- 
panies. The  funeral  took  place  at  Mount 
Royal  Cemetery,  Montreal,  June  14,  when 


a  large  number  of  transportation  men 
attended. 

George  Bonham,  who  died  suddenly, 
from  apoplexy,  at  Montreal,  June  1,  aged 
83,  wa.'^  at  one  time  accountant  on  the 
Quebec  &  Lake  St.  John  Ry.,  and  re- 
mained for  a  time  with  the  Canadian 
Northern  Quebec  Ry.,  when  the  control 
of  the  former  line  passed  to  the  latter. 

W.  A.  Booth,  chief  draftsman,  G.T.R., 
Montreal,  and  Secretary  Canadian  Rail- 
way Club,  was  elected  Vice  Chairman  of 
the  Society  of  Railway  Club  Secretaries, 
at  Atlantic  City,  recently. 

J.  M.  Copeland,  who  has  been  appoint- 
ed Travelling  Agent,  Great  Northern  Ry., 
Toronto,  w-as  prescnte<l  with  a  silver 
mounted  and  engraved  umbrella  recent- 
ly, by  R.  W.  Long,  Divisional  Freight 
Agent,  G.T.R.,  Toronto,  and  staff,  on 
leaving  the  G.T.R.  service. 


T.    M.    ilyman. 

Master   Car    Builder,    London.   Ont..   Shops.   Grand 
Trunk   Railway. 

J.  J.  Crowley,  Assistant  Superintend- 
ent, Canada'  Southern  Division,  Michigan 
Central  Rd.,  St.  Thomas,  Ont.,  died  at 
St.  Bernard  Hospital,  Chicago,  III.,  June 
14. 

J.  H.  Cunningham,  who  has  resigned 
as  General  Agent,  Union  Pacific  Rd., 
Vancouver,  B.C.,  is  now  President  of 
Rock-Cunningham  Inc.,  Seattle,  Wash., 
shippers  and  steamship  agents. 

Mrs.  Dennis,  wife  of  Col.  J.  S.  Dennis, 
C.M.G.,  Chief  Commissioner  of  Coloniza- 
tion and  Development,  C.P.R.,  died  at 
Calgary,  Alta.,  June  8,  after  a  long  ill- 
ness. 

Richard  Doyle  has  been  appointed  As- 
sistant General  Manager,  Mississippi 
River  &  Bonne  Terre,  Ry.,  Bonne  Terre, 
Mo.,  operating  46.2  miles  of  lino  from 
Riverside  to  Doe  Run,  and  8.11  miles  of 
branches.  He  was  born  at  Dudley,  111., 
Nov.  12,  1862,  and  entered  transporta- 
tion service  June  16,  1862,  since  when 
he  has  been,  to  Jan.  1,  1883,  telegraph 
operator,  Big  Four  Rd.,  at  various  points; 


Jan.  1,  1883,  to  Aug.  1,  1892,  dispatcher; 
.\ug.  1  to  Nov.  15,  1892,  chief  dispatch- 
er; Nov.  15,  1892,  to  Mar.  1,  1893,  As- 
sistant Trainmaster;  Mar.  1,  1893,  to 
Dec.  1,  1899,  Trainmaster  same  road, 
Mattoon,  III.;  Dec.  1,  1899,  to  Jan.  1,  1904, 
Trainmaster,  Wabash  Rd.,  St.  Thomas, 
Ont.;  Jan.  1,  1904,  to  Nov.  1,  1906,  Sup- 
erintendent, same  road,  Moberly,  Mo.; 
Nov.,  1906,  to  Dec.  1,  1909,  Trainmaster, 
G.T.R.,  Battle  Creek,  Mich.;  Dec.  1,1909, 
to  Dec.  15,  1910,  Master  of  Trainsporta- 
tion,  same  road,  Durand,  Mich.;  Dec.  15, 
1910,  to  Nov.,  1912,  Trainmaster  and  As- 
sistant Superintendent,  Chicago  &  Alton 
Rd„  Springfield,  III.;  Nov.,  1912,  to  Mar. 
16,  1916,  Trainmaster;  Mar.  16.  1916,  to 
June  1,  1920,  Superintendent,  Mississippi 
River  &  Bonne  Terre  Ry.,  Bonne  Terre, 
Mo. 

James  Dunsmuir,  at  one  time  chief 
owner  of  the  Esquimalt  &  Nanaimo  Ry., 
and  later  a  director  of  the  C.P.R.,  which 
company  acquired  the  control  of  the  E. 
&  N.R.,  died  at  Cowichan  Lake,  B.C., 
June  6,  as  the  result  of  a  stroke,  after 
being  in  poor  health  for  some  time.  He 
was  born  at  Fort  Vancouver  July  8, 
1851.  He  entered  business  life  with  his 
father,  who  discovered  and  developed  the 
first  coal  measures  of  any  importance  in 
British  Columbia,  and  eventually  suc- 
ceeded him  as  President  and  chief  owner 
of  the  Union  and  Wellington  collieries, 
and  the  Esquimalt  &  Nanaimo  Ry.  These 
properties  have  since  passed  into  the 
hands  of  Canadian  Collieries  (Dunsmuir) 
Ltd.,  and  the  C.P.R.  respectively.  He 
was  a  director  of  the  C.P.R.  for  some 
years  after  1908,  was  a  member  of  the 
B.C.  Legislature  from  1898  to  1902,  Pre- 
sident of  the  Council  1900  to  1902,  and 
Lieutenant-Governor  of  the  province 
from  1906  to  1909.  He  entertained  the 
present  King  and  Queen  when  they  visit- 
ed British  Columbia  in  1901,  and  was 
present  at  the  coronation  of  the  late 
King  Edward  and  Queen  Alexandra  in 
1902. 

L.  C.  Fritch,  at  one  time  General  Man- 
ager, Eastern  Lines,  Canadian  Northern 
Ry.,  Toronto,  and  latterly  Vice  President 
and  Chief  Engineer,  Chicago,  Rock  Island 
&  Pacific  Ry.,  under  corporate  control, 
has  been  elected  Vice  President  of  the 
latter  company,  in  charge  of  construc- 
tion, maintenance  and  capital  expendi- 
tures,  with   office   at   Chicago. 

John  Macneill  Grieve,  who  has  been 
appointed  General  Superintendent,  Sleep- 
ing, Dining  and  Parlor  Cars  and  News 
Service,  Canadian  National  Rys.,  Toron- 
to, was  born  in  Scotland,  Aug.  25,  1870, 
and  entered  railway  service  in  July,  1900, 
since  when  he  has  been,  to  Sept.,  1900, 
■waiter.  Intercolonial  Ry.,  Halifax,  N.S.; 
Sept.,  1900,  to  Apr.,  1907,  waiter  and 
steward,  C.P.R.,  Montreal;  May,  1907,  to 
Apr.,  1908,  waiter,  Apr.,  1908,  to  Mar., 
1910,  dining  car  steward.  Mar.,  1910,  to 
Mar.  1912,  Inspector,  Mar.,  1912,  to  Apr., 
1915,  Chief  Inspector,  Apr.,  1915,  to  Oct., 
1917,  Assistant  Superintendent,  Sleeping, 
Dining  and  Parlor  Cars  and  News  Ser- 
vice, Canadian  Northern  Ry.,  Winnipeg; 
Oct.,  1917,  to  May  1,  1920,  Superintend- 
ent, same  department,  Canadian  North- 
ern Ry.,  latterly  Canadian  National  Rys., 
Winnipeg. 

John  Halstead,  whose  appointment  as 
Division  Freight  Agent,  C.P.R.,  Winni- 
peg, was  announced  in  our  last  issue,  en- 
tered C.P.R.  service  Jan.  7,  1892,  since 
when  he  has  been,  to  May,  1894,  mes- 
senger  and   clerk.   Freight  Department, 


880 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


July.  1920. 


!.■  '  '  1  -    1    to  July,   IK'.iT. 

Ill  ..  IHKT.  to  July, 

1'."  '.        t:,\   Fri'ik'ht   Ih- 

|>ui!ir.iKl.  ruiuiitii,  Jul>,  1001,  to  .Muy, 
l'.»02,  rhirf  rlork,  CcniTnl  Frpiifht  Po- 
nnrlnipnt,  Toronto;  May  to  Nov.,  r.»02, 
Tmvi'ljinir  Krcijrht  A(r«'nt,  Winnipeg; 
Nov..  V.HV2.  to  Kill.,  I'.tOfi,  chief  clfrk, 
(icncral  Froitrht  Dopartmcnt,  VnncouvtT, 
B.C.;  Fell,  to  Oct..  l'.»Of..  FreiKht  and 
ra»»pnit»'r  AK«'nt,  Tacoma,  Wash.;  Oct.. 
mofi.  to  Jan.  1.  lOO'.t.  A.isisUnt  GiniTal 
Frritfht  Airont,  ('al»rarv.  Alta.;  Jan.  1, 
19(n».  to  May  l.'i.  1920,  Divi-tion  Freight 
Ajront,  Calvary,  .Altn. 

R.  A.  r.  Ilonry.  B.A..  B.Sc.  Axsi.stant 
Enjfinoor.  Railways  and  Canals  Depart- 
ment. Ottawa,  has  hpen  appointed  Lngi- 
neer  in  ('harRc.  for  the  Dominion  Gov- 
ernment, in  connection  with  the  arbitra- 
tion as  to  the  acquisition  of  the  G.T.R. 
System,  and  is  located  in  the  Drummond 
Buildinp,  Montreal.  F.  P.  Moffatt  of 
Winnipeg',  furnurly  Senior  Division  En- 
jrineer,  llud.'^nn  Bay  Ry.,  has  been  ap- 
pointed Assistant  Engineer  in  connection 
with  the  work. 

C.  K.  Hosmer.  one  of  the  C.P.R.  direc- 
tors, and  Mrs.  Hosmer,  are  spending  the 
summer  at  Dorval,  Que. 

T.  M.  Hvman,  whose  appointment  as 
Master  Car  Builder,  G.T.R.,  London,  Ont., 
was  announced  in  our  last  issue,  was 
bom  near  Bristol,  Eng.,  June  12,  1885, 
and  after  serving  an  apprenticeship  in 
car  construction  in  England,  came  to 
Canada  and  entered  G.T.R.  service  at 
Point  St.  Charles  shops,  Montreal,  and 
in  1914  was  Car  Inspector.  On  the  out- 
break of  war  in  1914.  he  enlisted  for  ac- 
tive service  and  went  overseas  with  the 
Second  Brigade  of  the  first  contingent, 
and  served  throughout  the  war,  receiv- 
ing the  Distinguished  Conduct  Medal. 
On  his  return  to  civil  life  in  1919,  he 
was  appointed  Assistant  General  Fore- 
man, Car  Department,  Point  St.  Charles 
shops,  G.T.R.,  Montreal,  and  was  ap- 
pointed to  his  present  position  May  1. 

Walter  E.  Joyce,  who  has  been  engi- 
neer in  charge  of  the  Montreal  tunnel, 
Canadian  National  Rys.,  since  the  late 
S.  P.  BrowTi  resigned  the  position  of 
Chief  Engineer,  has  resigned,  and  is  re- 
ported to  have  been  appointed  in  charge 
of  the  Ridout  suspension  bridge  at  King- 
ston, N.Y. 

H.  G.  Kelley,  President  G.T.R.  and  G.T. 
Pacific  Ry.,  is  a  member  of  the  commit- 
tee on  freight  stations,  organization, 
simplification  of  switching,  and  mechan- 
ical appliances,  of  the  International  Rail- 
way Congress,  which  will  meet  in  Rome, 
Italy,  in  April  and  May,  1922. 

Jas.  A.  C.  Kelman,  whose  appointment 
as  Telegraph  Traffic  Supers'isor,  Central 
&  Western  Divisions,  Grand  Trunk  Pa- 
cific Ry.,  Winnipeg,  was  announced  in 
our  last  issue,  was  born  at  Bowmanvillc, 
Ont.,  Nov.  1,  1886,  and  entered  telegraph 
ser%-ice  Feb.  1,  1902,  since  when  he  has 
been,  to  Mar.  30,  190.'?,  messenger.  Great 
North  Western  Telegraph  Co.,  Bowman- 
ville,  Ont.;  Feb.  1,  to  Sept.  10,  190:i,  tele- 
graph operator,  same  company,  Brighton, 
Ont.;  Oct.  1,  1903,  to  Nov.  1,  190.5,  tele- 
graph operator,  G.N.W.T.  Co.  and  C.P.R. 
Telegraph,  Toronto;  Nov..  190.5,  to  July, 
1908,  telegraph  operator,  C.P.R.  and  Ca- 
nadian Northern  Ry.,  Winnipeg;  July  13, 
190K.  to  Nov.  1.  1910.  telegraph  operator, 
G.T.P.  Ry..  Winnipeg;  Nov.  1.  1910,  to 
June  1,  1917,  chief  telegraph  operator, 
same  company,  Winnipeg;  June  1,  1917, 
to  May  17,  1920,  telegraph  circuit  man- 
ager, same  company.  Winnipeg'. 

Ement  Roy  Logie.  who.ie  appointment 
as  Division  Engineer.  Superior  Division, 


I  iiiinduin  Niitioiukl  Rys.,  Ilomepaync, 
Ont.,  waK  nnniiuncod  in  a  recent  issue, 
WH-i  liorn  at  Chatham,  N.H.,  Aug.  16, 
IHhti,  and  entered  railway  service  in  Mar. 

1907,  since   when   he   has   been,   to   Sept., 

1908,  draftsman  and  roilman.  Grand 
Trunk  Pacific  Ry.,  Winnipeg,  and  Ed- 
monton. Alta.;  June,  1909,  to  Dec.  1910, 
draftsman,  leveller  and  Resident  Engi- 
neer, successively,  Bangor  &  Aroostook 
Rd.,  Bangor,  .Me,;  Jan.,  1911,  to  Jan., 
1912,  topographer  on  location,  and  in- 
strument man  on  construction,  Franz  to 
Hearst,  Ont.,  Algoma  Central  &  Hudson 
Bay  Ry.;  Jan..  1912.  to  Sept..  1917,  Resi- 
dent Engineer  on  construction,  Sudbury- 
Port  Arthur  line,  Canadian  Northern  Ry., 
and  Lambton-Guelph  line,  Toronto  Sub- 
urban Ry.;  Sept.,  1917,  to  Dec,  1918, 
Resident  Engineer,  Toronto,  Hamilton  & 
Buffalo  Ry.,  Bridgeburg  and  Hamilton, 
Ont.;  Jan..  1919,  to  Feb.,  1920,  Resident 
Engineer  on  Maintenance,  Canadian  Ra- 
tional Rys.,  Rosedale,  Ont. 

J.  K.  Macdonald,  who  has  been  ap- 
pointed Chief  Engineer.  Northern  Light 
Railways  Co..   Elk   Lake.  Out.,   in  charge 


J.  M.  CrItTe. 

General  Superintendent,  Sleepinir.  Dining  «nd  Par- 
lor   Can    and    News    Service.    Canadian    National 
Railways. 

of  surveys  and  construction  of  the  pro- 
jected light  railways  in  Northern  On- 
tario, was  born  in  1869,  and  graduated  in 
civil  engineering  from  Ottawa  Univer- 
sity in  1892,  and  held  various  minor  en- 
gineering positions  in  Canada  and  the 
U.S.  from  1892  to  1900.  In  1900  he  was 
contractors'  engineer  on  the  harbor  works 
at  Port  Colborne,  Ont.;  1901,  Chief  En- 
gineer and  General  Superintendent,  Ma- 
rietta, (\)lumbus  &  Cleveland  Ry.,  and 
rebuilt  and  operated  G7  miles  of  coal 
railwav.  which  was  subsequently  sold  to 
the  Wabash  Rd.;  1902,  Division  Engi- 
neer, Missouri  Pacific  Ry.  on  construc- 
tion work  in  Arkansas;  1903,  Division 
Engineer  on  location;  1904,  Locating  En- 
gineer on  the  southern  end  of  the  Toron- 
to-Su<ibury  line,  C.P.R.;  190,"),  Division 
Engineer,  New  Liskeard  to  McDougalls 
Chutes,  Tipiiskaming  &  Northern  On- 
tario Ry.;  190G  to  1907,  prospecting  min- 
ing   claims,    and    contractors'    engineer. 


Canadian  Northern  Ry.;  1908,  on  loca- 
tion work,  Ontario  .Northern  &  Tima- 
gami  Ry.  from  Sturgeon  Falls  north,  and 
also  engaged  on  the  construction  of  the 
Northern  Ontario  Smeller  at  Sturgeon 
Falls,  Ont.;  1909,  Inspection  Engineer, 
.•\tlantic,  Quebec  Sc  Western  Ry..  Gaspe, 
Que.;  1910,  Engineer  for  the  Foundation 
Co.  engaged  on  the  reconstruction  of  the 
I'.P.R.  Windsor  St.  sution,  .Montreal; 
1911,  Engineer  in  charge  of  the  Mond 
Nickel  Co.'s  connecting  railway;  1912, 
Contractors'  Engineer,  C.P.R.,  double 
tracking  on  the  I^ke  Superior  Division; 
1913,  engagtKl  in  mine  surveying,  pros- 
pecting and  municipal  work,  Sudbury, 
Ont.;  1914,  Contractors'  Engineer,  Trent 
Canal,    Washago,   Ont.      From     1915     to 

1919,  he  was  in  military  service  over- 
seas, two  years  being  spent  in  France 
on  light  railway  location  and  construc- 
tion, and  subsequent  to  his  discharge  in 
Apr.,  1919,  he  has  acted  as  a  vocational 
officer  for  the  Disabled  Soldiers  Civil  Re- 
establishment  Commission  at  Toronto. 

W.  Mcllroy,  whose  appointment  as 
General  Agent,  Passenger  Department, 
C.P.R.,  Detroit,  Mich.,  was  announced 
in  our  last  issue,  entered  C.P.R.  service 
in  May,  1891,  in  the  telegraph  depart- 
ment, and  has  been,  from  June,  1892,  to 
July,  1893,  clerk.  Gait,  Ont.;  July  1893, 
to  Feb.,  1899,  telegraph  operator,  Toron- 
to; Feb.,  1899,  to  June  1900,  agent, 
Brantford,  Ont.;  June,  1900,  to  Mar., 
1905,  agent.  Gait  Ont.;  Mar.,  1905,  to 
Oct.,  1912,  agent,  Peterborough,  Ont.; 
Oct.,  1912,  to  May,  1915,  City  Passenger 
and  Ticket  Agent,  Hamilton,  Ont.;  May, 

1915,  to  June,  1916,  City  Passenger 
.^gent   Toronto;   June,    1916,    to  June    1, 

1920,  chief  clerk  to  District  Passenger 
-Agent,   Toronto. 

.Miss  Evelyn  Maclnnes,  second  daugh- 
ter of  W.  R.  Maclnnes,  Vice  President 
Praffic,  C.P.R.,  was  married  at  Montreal 
.lune  15,  to  Capt.  R.  B.  S.  Reford,  M.C., 
(if  the  Irish  Guards,  formerly  A.D.C.  to 
the  Lord  Lieutenant  of  Ireland,  and  elder 
son  of  R.  Wilson  Reford,  of  the  Robert 
lieford   Co.,   Montreal. 

-Vrthur  Tilley  McKean,  whose  appoint- 
ment as  Division  Freight  Agent,  C.P.R., 
Calgary,  Alta.,  was  announced  in  our 
last  issue,  was  born  at  St.  John,  N.B., 
Dec  18,  1886,  and  entered  C.P.R.  service 
.\pr.  1,  1903,  since  when  he  has  been,  to 
.Mar.,  1906,  clerk  and  stenographer,  Gen- 
eral Freight  Department,  St.  John,  N.B.; 
.Mar.,  1906,  to  Jan.,  1908,  clerk,  assistant 
ihief  clerk  and  chief  clerk  to  Assistant 
Freight  Traffic  Manager,  Winnipeg;  Jan., 
1908,  to  June,  1911,  Soliciting  Freight 
Agent,    Winnipeg;    June,    1911,    to   Jan., 

1916,  City  Freight  Agent,  Winnipeg; 
Jan.,  1916,  to  May  15,  1920,  Division 
Freight  Agent,  Winnipeg. 

R.  M.  MacMillan,  whose  appointment 
as  Divisional  Superintendent  of  Tele- 
graphs, and  Superintendent  of  Time  Ser- 
vice, Central  Division,  Grand  Trunk  Pa- 
cific Ry.,  Winnipeg,  was  announced  in 
our  last  issue,  entered  telegraph  service 
in  1904  as  messenger  with  the  Western 
I'nion  Telegraph  Co.,  Sydney,  N.S.,  and 
worked  through  the  various  positions  of 
clerk,  operator  and  local  manager  there, 
and  was  later  transferred  to  Halifax,  N. 
S.  In  1911  he  went  west  and  entered 
C.P.R.  Telegraphs  service,  transferred  to 
the  Grand  Trunk  Pacific  Telegraph  ser- 
vice at  Winnipeg  in  the  same  year,  and 
was  subsequently  city  manager  in  that 
service  at  ■Regina,  Sask.,  and  Calgary 
and  Edmonton,  .-Mta.,  successively,  and, 
during  the  absence  on  active  military 
service  of  F.  T.  Caldwell,  was  appointed 
acting  Divisional  Superintendent  of  Tele- 
graphs. 


July,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


381 


Mrs.  A.  D.  MacTier,  wife  of  the  Vice 
President,  Eastern  Lines,  C.P.R.,  and 
Miss  .\deline  MacTier,  are  spending  the 
summer  in  England. 

Richard  Marpole,  General  Executive 
Assistant.  C.P.R.,  Vancouver,  B.C.,  died 
there  June  8.  He  was  born  in  Wales  in 
1850,  and  served  for  nearly  eight  years 
in  the  construction  and  traffic  depart- 
ments of  British  railways  before  coming 
to  Canada.  He  entered  C.P.R.  service  in 
1881,  serving  successively  as  contractor, 
Assistant  Manager  of  Construction, 
Nipissing  Division;  Superintendent,  Lake 
Superior  Division;  Superintendent,  Paci- 
fic Division,  and  General  Superintendent, 
Pacific  Division  to  1S)07,  when  he  was 
appointed  Executive  Agent  for  the  Pa- 
cific Coast,  and  later,  General  Executive 
Assistant  for  British  Columbia. 

Charles  Sedgewick  Morse,  who  has 
been  appointed  District  Freight  Agent, 
C.P.R.,  Toronto,  was  born  at  Ottawa, 
Ont.,  .A.ug.  31,  1889,  and  entered  C.P.R. 
service  Mar.  1,  1906,  since  when  he  has 
been,  to  Jan.  1,  1909,  stenographer,  trac- 
ing clerk  and  export  clerk,  Winnipeg; 
Jan.  1,  1909,  to  Apr.  1,  1912,  Travelling 
Freight  Agent,  Calgary,  Alta.;  Apr.  1, 
1912,  to  July  1.5,  1914,  District  Freight 
Agent  Fort  William,  Ont.;  July  15,  1914, 
to  June  1,  1920,  District  Freight  Agent, 
London,  Ont. 

Lord  Mount  Stephen,  first  President 
of  the  C.P.R.,  celebrated  his  91st  birth- 
day in  England,  June  5. 

Jas.  Murdoch,  of  Toroiltfc  who  has  re- 
signed his  position  as  It  mejnber  of  the 
Domininon  Board  of  Comniftrcc,  has  an- 
nounced that  he  will  return  to  his  office 
in  Cleveland,  Ohio,  as  Vice  President  of 
the  Brotherhood  of  Railway  Trainmen  of 
America. 

John  Murphy,  Chief  Electrical  Engi- 
neer, Railway  and  Canals  Department, 
and  Board  of  Railway  Commissioners, 
addressed  the  Engineering  Institute  of 
Canada,  Ottaw-a  Branch,  recently,  on  ice 
problems  and  their  solution,  illustrated 
with  moving  pictures  and  lantern  slides. 

Charles  F.  Xeedham,  whose  appoint- 
ment as  Assistant  to  General  Superin- 
tendent, Motive  Power  and  Car  Depart- 
ments, G.T.R.,  Montreal,  was  announced 
in  our  last  issue,  was  born  at  London, 
Ont.,  Dec.  9,  1877,  and  entered  G.T.R. 
service  July  2,  1898,  since  when  he  has 
been,  with  the  exception  of  short  periods 
in  the  road  and  transportation  depart- 
ment and  the  motive  power  department, 
successively  as  follows, — clerk,  head  time 
keeper,  accountant,  chief  clerk,  and  spe- 
cial assistant,  to  1905,  at  Toronto,  and 
to  May  17,  1920,  at  Montreal. 

David  Pottinger,  LS.O.,  at  one  time 
General  Manager,  Intercolonial  &  Prince 
Edward  Island  Railways,  at  Moncton,  N. 
B.,  and  Mrs.  Pottinger,  who  spent  most 
of  the  winter  in  Montreal,  are  at  Sche- 
(Hac,  N.B.,  for  the  summer. 

C.  Price-Green,  Industrial  Commission- 
er Canadian  National  Rys.,  Toronto, 
spoke  on  forests  and  forest  preservation 
in  Canada,  before  the  National  Editorial 
Association  at  Boston,  Mass.,  June  4. 

John  Gunion  Rutherford,  C.M.G.,  one 
of  the  members  of  the  Board  of  Railway 
Commissioners,  Ottawa,  has  been  given 
the  degree  of  doctor  of  veterinary 
science,  honoris  causa,  by  Toronto  Uni- 
versity. 

S.  Osborne  Scott,  General  Passenger 
Agent  Canadian  National  Rys.,  Winni- 
peg, was  married  there,  June  2,  to  Miss 
Audrey   Heath. 

Lady  Shaughnessy  and  Hon.  Marguer- 
ite Shaughnessy  have  returned  to  Mont- 


real  from   England. 

.Mrs.  Spencer,  widow  of  C.  W.  Sjwncer, 
at  one  time  in  the  C.P.R.  service,  and 
afterwards  with  the  Canadian  Northern 
Ry.,  and  Miss  Beatrice  Spencer,  who 
spent  the  winter  in  California,  have  re- 
turned to  Montreal. 

Frederick  William  Sterling,  who  has 
been  appointed  District  Freight  Agent, 
C.P.R.,  Edmonton,  Alta.,  was  born  at 
Thornbury,  Ont.,  Sept.  13,  1879,  and  en- 
tered C.P.R.  service  in  1894,  since  when 
he  has  been,  to  1903,  messenger,  local 
freight  office,  Vancouver,  B.C.;  1903  to 
1904,  claims  clerk.  General  Freight  De- 
partment, Vancouver,  B.C.;  1904  to  1906, 
chief  clerk,  General  Freight  Department, 
Vancouver,  B.C.;  1906  to  1910,  Contract- 
ing Freight  Agent,  Seattle,  Wash.;  1910 
to  1913,  Travelling  Freight  Agent,  Van- 
couver, B.C.;  1913  to  May,  1920,  District 
Freight  Agent,  Nelson,  B.C. 

William  Tansley,  who  has  been  ap- 
pointed Car  Service  Agent,  C.P.R.,  To- 
ronto, was  born  at  Shelburne,  Ont.,  Dec. 
27,  1872,  and  entered  C.P.R.  service  in 
Sept.,  1889,  since  when  he  has  been,  to 
1900,  operator  and  agent  at  various 
points  on  the  Ontario  Di\'ision;  1901  to 
1907,  dispatcher,  Toronto;  1907  to  1912, 
Chief  Dispatcher,  Toronto;  1907  to  1912, 
Assistant  Superintendent,  Havelock,  Ont.; 
1914  to  1915,  Assistant  Superintendent, 
Toronto;  May  18  to  July,  1915,  Assistant 
Superintendent,  Smiths  Falls,  Ont.;  July 
to  Dec,  1915,  acting  Superintendent  of 
Car  Service,  Eastern  Lines,  Montreal; 
Dec,  1915,  to  Feb.,  1916,  Assistant  Sup- 
erintendent, Montreal  Terminals;  Feb., 
1916,  to  Jan.,  1917,  Assistant  Superin- 
tendent, London,  Ont.;  Jan.  to  Apr.,  1917, 
acting  Superintendent,  London,  Ont.; 
Apr.,  1917,  to  Apr.,  1918,  Superintend- 
ent, Laurentian  Division,  Quebec  District, 
Montreal;  Apr.,  1918,  to  May  31,  1920, 
Car  Service  Agent,  C.P.R.,  St.  John,  N.B. 

Lady  Van  Home,  and  Miss  Van  Home, 
are  spending  the  summer  at  Covenhoven, 
St.  Andrews,  N.B. 

Mrs.  Vaughan,  wife  of  H.  H.  Vaughan, 
formerly  Assistant  to  Vice  President,  C. 
P.R.,  and  their  family,  are  spending  the 
summer  at  Lake  Placid,  N.Y. 

W.  G.  Vernon,  Yardmaster,  G.T.R., 
Windsor,  Ont.,  dropped  dead  in  the  yards 
there,  June  24,  aged  54. 

F.  L.  Wanklyn,  General  Executive 
Agent,  C.P.R.,  Montreal,  and  Mrs.  Wank- 
lyn, are  spending  the  summer  at  their 
country   house,  at  Senneville,   Que. 

Howard  Williams,  C.B.E..  heretofore 
Assistant  General  Manager,  London  & 
North  Western  Ry.  of  England,  has  been 
appointed  General  Manager,  Central  Ar- 
gentine Ry. 

John  H.  Wilson,  whose  appointment  as 
Locomotive  Foreman,  C.P.R.,  John  St., 
Toronto,  was  announced  in  our  last  is- 
sue, was  born  at  Aberdeen,  Scotland, 
Aug.  31,  1878,  and  entered  C.P.R.  service 
May  1,  1899,  since  when  he  has  been,  to 
May,  1900,  machinist,  Winnipeg;  May  to 
Dec,  1900,  charge  hand,  Calgary,  Alta.; 
Jan.,  1901,  to  Nov.,  1906  assistant  fore- 
man, Brandon,  Man.;  Nov.,  1906,  to  Aug. 
1909,  Locomotive  Foreman,  Brandon, 
Man.;  Aug.  to  Dec.  1909,  Locomotive 
Foreman,  Moose  Jaw,  Sask.;  Jan.,  1910, 
to  Nov.,  1914.  Locomotive  Foreman, 
Kenora,  Ont.;  Nov.,  1914,  to  Apr.,  1916, 
Locomotive  Foreman,  Canadian  Northern 
Ry.,  Hornepayne,  Ont.;  Apr.  1916,  to  Apr. 
1919,  General  Foreman.  Canadian  North- 
em    Ry.,    Trenton,    Ont.;    Apr.    to    Nov., 

1919,  Locomotive      Foreman,      C.P.R., 
Smiths   Falls,  Ont.;  Nov.,  1919,  to  Apr., 

1920,  Locomotive      Foreman,     C.P.R., 
Browneville  Jet.,   Me. 


Delaware  &  Hud.son  Co.'s  Canadian 
Properties. 

The  Delaware  &  Hu<lson  Co.'s  annual 
report,  for  the  year  ended  Dec.  31,  1919, 
contains  the  following: — Your  railroad 
properties  in  Canada,  operated  by  their 
owners,  obtained  the  following  results, 
which  are  compared  with  the  previous 
year: 

The  Quebec,  Montreal  &  Southern 
operating  revenues  decreased  $208,238.47, 
or  26.49  C'f,  and  operating  expenses  in- 
creased $49,874.32,  or  6.34%.  Income 
from  hire  of  freight  cars  increased  $49,- 
480.83,  or  22.04', r,  and  net  operating  in- 
come, not  deducting  interest  due  your 
company,  was  $7,712.47,  a  decrease  of 
$199,264.27.  Freight  movement  de- 
creased 23,355,427  ton  miles,  or  51.97%, 
mainly  on  account  of  the  reaction  fol- 
lowing the  war.  Freight  revenue  de- 
creased $211,476.70,  or  33.97%.  Passen- 
ger movement  decreased  by  491,408  pas- 
senger miles,  or  10.69%.  Operating  ex- 
penses were  increased  by  charges  in  an- 
ticipation of  wages  adjustments  which 
may  be  necessary  and  will  probably  be 
retroactive  to  Jan.  1,  1919.  Decreases 
occurred  in  maintenance  of  way  and 
structures  and  transportation  expenses, 
but  were  more  than  offset  by  an  increase 
in  the  outlay  for  maintenance  of  equip- 
ment resulting  from  heavy  repairs  to  lo- 
comotives during  the  year. 

The  Napierville  Junction  operating 
revenues  increased  $73,474.20,  or  17.27%; 
operating  expenses  increased  $83,831.25, 
or  27.71%,  and  net  operating  income  de- 
creased $10,118.92,  or  13.64%.  Operat- 
ing expenses  were  increased  by  neces- 
sary wages  adjustments  and  this  com- 
pany's proportion  of  the  increased  cost 
of  operating  through  passenger  train 
service  due  to  increased  wages  paid  by 
the  U.S.  Railroad  Administration.  Pas- 
senger revenue  increased  $124,443.64,  or 
97.01%,  on  account  of  the  increase  in 
passenger  traffic  which  followed  the  ter- 
mination of  the  war  and  the  operation 
of  through  passenger  train  service  to  the 
station  at  Windsor  St.,  Montreal.  How- 
ever, this  increase  was  more  than  offset 
by  a  decrease  in  freight  revenue  of 
23.76% ,  and  the  increase  in  expenses. 


Toronto  Union  Station  Progress. 


W.  F.  Maclean,  M.P.  for  South  York, 
Ont.,  asked  the  following  questions  in  the 
House  of  Commons  June  8: — "Is  the 
Minister  of  Railways  aware  that  the  new 
Union  Station  at  Toronto,  which  is  being 
built  largely  at  the  expense,  either  directly 
or  indirectly,  of  the  people  of  this  coun- 
try, has  been  completed,  and  is  practic- 
ally ready  for  occupation,  but  that  for 
some  reason  or  another  the  use  of  it  is 
delayed  ?  Is  he  also  aware  that  the  peo- 
ple of  Toronto  and  of  Ontario  generally 
would  like  to  see  the  splendid  accommo- 
dation provided  in  that  station  for  postal, 
express  and  passenger  business,  put  at 
their  disposal  at  the  earliest  possible 
date?  If  some  legal  difficulty  stands  in 
the  way,  I  should  like  to  know  whether 
the  government  is  prepared  to  remove 
that  and  to  give  the  public  the  use  of  the 
building?" 

The  Minister  of  Railways,  Hon.  J.  D. 
Reid,  replied: — "The  work  in  connection 
with  the  new  station  at  Toronto  is  not 
and  will  not  be  completed  for  some  little 
time.  It  has  been  delayed  on  account 
of  strikes  and  shortage  of  material.  The 
Toronto  Terminals  Railway  Co.,  which  is 
constructing  this  station,  tells  me  that 
every  effort  is  being  made  to  complete  it 
at  the  earliest  possible  moment. 


CANADIAN  RAILWAY  AND  MARINK  WORLD 


July,  1920. 


Railway   A*»fM>cinli<>n   of  (  annda's 
OfflcerH,  CommitU'cs.  Kir. 

•.miiimI,  up-to-<int«-  list 
.lion  of  r»n«dn>  ofll- 
,  ,  .to. 

iliiiu>r.ir>  (  hairm«n.  l.onl  .Shnuirhnrs- 
»>•.   ftuiirmnn.   (M'.R.   <"..    M.mtmil. 

Prroidrnt.  H  C.  Krilcy,  Pr.Hid.nl.  G. 
T.K..  Mnntr.nl. 

Crnrnil  SccreUry,  C.  V.  Rid.U-Il.  Mont- 
real. 

KxcrutiTf  Commitlre — Lord  Shnuirn- 
ne.-i.iv,  Chjiirmiin,  (M'.R..  Montreal;  H. 
<;.  Krllry,  Prr.iidcnt.  G.T.R..  Montreal: 
E.  W.  H.atty,  President.  f.P.R..  Mont- 
n-nl;  P.  H.  Hannn.  President,  Canadian 
National  Rvs.,  Toronto;  .1.  N.  Berkley. 
President,  t..  II.  &  B.  Ry..  Rochester, 
NY.;  A.  H.  Smith,  President,  New  York 
t'entral    Rd..   New   York. 

OperatinE  fommittee — (irant  Hall, 
Vice  Pr.sident.  ("PR.,  Montreal;  W.  D. 
Rohh,  Vice  Prtsident,  G.T.R.,  .Montreal; 
M.  H.  MacLeod,  Vice  President,  C.N.R.. 
Toronto;  V.  V.  Backus,  General  .Mana- 
ger, T..  H.  &  B.  R.,  Hamilton;  J.  H. 
Walsh,  General  Manager,  Quebec  Cen- 
tral  Ry.,  Sherbrooke. 

Traffic  Committee — C.  A.  Hayes.  Vice 
President,  C.N.R.,  Toronto;  J.  K.  Dal- 
r\'niple.  Vice  President,  G.T.R.,  Mont- 
real; W.  R.  Maclnnes,  Vice  President,  C. 
P.R..  Montreal;  G.  C.  Martin,  General 
Tratric  Manager,  T.  H.  &  B.  R.,  Hamil- 
ton; Carl  Howe,  Traffic  Manager,  Michi- 
gan Central  Rd.,  Chicago. 

Financial  Committee — I.  G.  Ogden, 
Vice  President,  C.P.R.,  Montreal;  Frank 
Scott,  Vice  President,  G.T.R.,   Montreal; 

A.  J.  Mitchell,  Vice  President,  C.N.R., 
Toronto;  W.  H.  Maund,  Sec.-Treas.,  T. 
&  N.  O.  R.,  Toronto;  E.  B.  Barber,  Comp- 
troller, Alpoma  Central  &  Hudson  Bay 
Ry.,  Sault  Ste.  Marie. 

Legal  Committee — W.  C.  Chisholm, 
General  Solicitor.  G.T.R.,  Montreal;  W. 
H.  Curie,  General  Solicitor,  C.P.R.,  Mont- 
real; Gerard  Ruel,  General  Coun.scl,  C. 
N.R.,  Toronto;  F.  E.  Robson,  General 
Solicitor,  Michigan  Central  Rd.,  Detroit; 
E.  D.  Cahill,  General   Solicitor,  T.  H.  & 

B.  Ry.,  Hamilton. 

.Sub-Committee  on  Transportation  — 
II.  T.  MaKolmson,  Superintendent,  T. 
II.  &  n.R.,  Hamilton;  H.  Shearer,  General 
Superintendent.  M.C.R.,  Detroit;  C.  G. 
Bowkcr,  General  Superintendent,  G.T.R., 
Toronto;  F.  P.  Brady,  General  Manager, 
C.N.R.,  Slontreal;  A.  Price.  General  Man- 
ager. C.P.R.,  Montreal;  W.  H.  Farrell, 
General  Manager,  Algoma  Eastern  Ry., 
Sudbur\-;  W.  A.  Griffin,  Sup't  of  Traf- 
fic. T.  4  N.  O.  Ry.,  North  FJay. 

Sab-Committee  on  Car  Service  —  F. 
Price,  Sup't  Car  Service,  G.T.R.,  Mont- 
real; A.  Hatton,  Gen'l  Sup't  Car  Service, 
C.P.R.,  Montreal;  A.  E.  Lock,  Sup't  Car 
Ser%ice.  T.  H.  &  B.  R.,  Hamilton:  J.  P. 
Driscoll,  Gen'l  Sup't  Car  Service,  C.N.R., 
Toronto;  W.  S.  Moy,  Car  Accountant, 
Quebec  Cent.  Ry..  Sherbrooke;  W.  M. 
Hugill,  Sup't  Car  Service.  A.  C.  &  H.  B. 
K.,  Sault  Ste.  Marie;  J.  S.  Gordon,  Gen- 
eral .Manager,  Quebec  Oriental  Ry.,  New 
rarlisle;  C.  A.  Stewart,  .Manager,  Tem- 
i..»couata    r{y..    Riviere   du    Loup. 

.Sub-Committee  on  Rolling  Stock — W. 
H.  .Sample,  Gen'l  .Sup't  .Motive  Power,  G. 
T.R.,  .Montreal;  W.  H.  Winterrowd,  Chief 
Mech.  Engineer,  C.P.R.,  .Montreal;  W. 
V.  Appleton,  Mechanical  Engineer,  C.N. 
R.,  Moncton;  H.  L.  Rodger;",  Mech.  En- 
gineer, T.  *  N.  O.  R.,  North  Bay;  W.  T. 
Kuhn,  Sup't  Motive  Power,  T.  H.  &  B. 
R.,  Hamilton:  G.  M.  Robins,  .Master  Me- 
chanic, Quebec  Central  Ry.,  Sherbrooke; 
(;.  E.  Parks,  Mechanical  Engineer,  Mich. 
Cent.   IW.,  Detroit;   T.  C.  Hudson.  Gen'l 


Master   Mechanic.  CJS.R.,  Montreal. 
Sub-Commltlee  on  EnRinrerinR — F.  L. 

I  Bond,  rhicf  Engineer,  (;.T.R.,  Monl- 
rvul;  A.  I-'.  Stewart,  Chief  Enginw-r.  C. 
.N.K.,  Toronto;  J.  M.  R.  Fairbaim.  Chief 
Engineer,  C.P.R..  Montreal;  R.  S.  Mc- 
Cormick,  Gen.  Supt.  and  Chief  Engi- 
neer. A.  C.  &  H.  B.  R..  Sault  Ste.  Mane; 
R.   L.   Ijitham,  Chief  Engineer,  T.  H.  & 

B.  R.,  Hamilton. 

Sub-Commitloc  on  WageH  and  Work- 
ing Conditions— E.  R.  Ballley.  Sup't  Mo- 
tive Power,  G.T.R.,  Montreal;  Geo. 
Hodge,  Asst.  to  Vice  President,  C.P.R.. 
Montreal;  A.  J.  Hills,  Asst.  to  President, 
C.N.R..  Toronto. 

Sub-Committee  on  Claimn — J.  M.  Eed- 
son.  Freight  Claim  Agent,  T.  H.  &  B.  R., 
Hamilton;  E.  Arnold,  Freight  Claim 
Agent,  G.T.K.,  Montreal;  G.  C.  Jackson, 
Auditor  of  Claims.  C.P.R.,  Montreal;  H. 
McDonald,  Freight  Claim  Agent,  C.N.R.. 
Toronto. 

The  Railway   A.ssociation  of  Canada 
Western  Linen. 

Secretary — E.   .J.   Stone,  Winnipeg. 

Western  Operating  Committee — W.  P. 
Hinton,  Vice  President.  G.  T.  Pacific  Ry.; 
A.  E.  Warren.  General  Manager,  C.N.R.; 

C.  Murphy,    General    Manager,    C.P.R.; 

D.  C.  Coleman,  Vice  Persident,  C.P.R.; 
C.  E.  Dafoe,  Gen'l  Superintendent,  Mid- 
land Ry.  of  Manitoba. 

Sub-Committee  on  Traffic  and  Trans- 
portation—H.  H.  Brewer,  General  Sup- 
erintendent. G.T.R.;  C.  E.  Dafoe.  Gen- 
eral Superintendent,  Midland  Ry.  of 
Manitoba;  A.  E.  Stevens.  General  Super- 
intendent, C.P.R. ;  A.  Wilcox,  General 
Superintendent,  C.N.R.;  W.  J.  Manders, 
Asst.  Frt.  Trf.  Manager,  C.N.R.;  W.  M. 
Kirkpatrick,  Asst.  Frt.  Trf.  Manager, 
C.P.R.;  W.  C.  Bowles,  General  Freight 
Agent,  C.P.R.;  A.  E.  Rosevcar,  General 
Freight  Agent,  G.  T.  Pacific  Ry.;  E.  D. 
Cotterell,  Sup't  of  Car  Service.  C.P.R.; 
T.  P.  White.  Sup't  of  Car  Service,  G.  T. 
Pacific  Ry.;  E.  Crawford,  Sup't  of  Car 
Service.  C.N.R.;  A.  G.  Sutherland,  Sup't 
of  Car  Service,  E.  D.  &  B.  C.  Ry. 


Grant  Hall  Honored  in  Winnipeg. 

Grant  Hall,  Vice  President  C.P.R.,  was 
entertained  at  dinner  at  the  Royal  Alex- 
andra Hotel.  Winnipeg,  on  June  4,  the 
event  being  somewhat  belated,  owing  to 
the  fact  that  when  he  was  appointed  to  his 
present  position  he  had  to  leave  Winni- 
peg suddenly  for  Montreal  to  assume  it. 
Nearly  300  leading  citizens  from  through- 
out the  west  were  present.  Sir  Jas.  Aik- 
ins.  Lieutenant  Governor  of  Manitoba, 
presiding.  Mr.  Hall,  in  replying  to  the 
toast  of  his  health,  is  reported  as  saying 
that  it  was  a  really  great  encourage- 
ment to  a  man  to  find  that  after  years 
spent  among  them  they  would  go  to  ex- 
tremes of  trouble  to  show  him  such 
marks  of  approval  and  appreciation.  It 
was  not  all  of  his  own  volition  that  he 
went  to  Montreal,  for  both  on  account 
of  his  own  many  warm  friendships  and 
associations  in  Winnipeg  and  the  west, 
and  the  fact  that  his  family  has  grown 
up  here  and  formed  close  ties  in  Winni- 
peg, it  was  a  great  loss  to  him  and  them 
to  leave.  He  had  watched  with  constant 
faith  the  development  of  Winnipeg  and 
of  the  west  for  20  years,  from  the  time 
when  at  the  invitation  of  Sir  William 
Whyte  he  had  first  gone  west.  He  con- 
tinued:— "I  have  seen  the  C.P.R.  extend 
its  main  line  pa.ssenger  service  from  one 
train  a  day  to  three,  including  the  Trans- 
Canada  Limited.  I  have  seen  100  miles 
of  the  track  doubled;  the  Winnipeg  yards 
grow  to  IfiO  miles  of  track,  including 
Transcona;   the   shops  from   500   men   to 


ov«r  2.000,  and  the  Ogden  shops  esUb- 
li»h«-d  with  1.200  men.  Thirty  years  ago 
I  was  only  an  apprentice  in  the  Grmnd 
Trunk  shops.  I  cannot  speak  to  my 
weittern  friends  on  an  occasion  like  this 
without  referring  to  the  problems  that 
face  us  as  a  result  of  the  war.  The  west- 
ern men  gave  a  good  account  of  them- 
selves in  France  and  Flanders  and  may 
be  relied  upon  to  do  the  same  now  at 
home.  I  am  not  a  pessimist,  but  I  would 
suggest  that  we  all  get  together  and 
consider  our  problems,  present  and  fu- 
ture, with  a  minimum  of  provocative  ar- 
gument. We  want  to  serve  you;  we  can- 
not get  along  without  you.  I  claim  that 
we  should  be  allowed,  and  should  get,  the 
remuneration  necessary  to  make  that  ser- 
vice adequate  to  your  needs.  Though  I  live 
in  the  east,  my  heart  is  with  you,  for  I 
appreciate  the  west.  I  hope  you  will  al- 
ways believe  I  am  trying  to  give  you  the 
service  to  which  you  are  entitled.  Some- 
times I  hear  western  men  say  that  the 
eastern  men  do  not  know  enough  about 
the  west.  I  know  that  western  men  do 
not  know  enough  about  the  cast.  We 
are  one  country,  and  the  west  is  an  im- 
portant part  of  it,  but  I  would  suggest 
that  you  learn  the  east,  and  learn  to 
appreciate   it." 

Premier  Norris  of  Manitoba,  who  spoke 
for  all  the  other  western  premiers  as 
well  as  himself,  voiced  the  sentiments  of 
the  west  in  regretting  the  departure  of 
such  a  sterling  public  spirited  person  as 
Mr.  Hall.  Thft  Jlayor  of  Winnipeg,  in 
the  name  of  Sttcitizens  at  large,  paid  a 
tribute  of  'MH^iation  to  the  services 
rendered  thfl^  by  Mr.  Hall,  during  his 
executive  KSwnce  there.  Among  the 
other  speaRW^  were  the  Mayor  of  To- 
ronto, and  Peter  Heenan,  M.L.A..  for 
Kenora,  Ont.,  a  C.P.R.  employe,  who  is 
often  called  upon  to  represent  the  men 
in  conference  with  the  management,  and 
who  testified  to  the  confidence  they  have 
in  Mr.  Hall. 


Alaskan  Railway  Work  for  1920. 


Construction  and  preparatory  work 
for  1920  on  the  southern  and  northern 
sections  of  the  Alaska  Government  Ry., 
as  outlined  by  Col.  Frederic  Mears,  Chair- 
man and  Chief  Engineer,  Alaskan  Engi- 
neering Commission,  includes  hea\-y 
bridges  and  rock-cut  work,  as  well  as 
new  grading  and  repair  of  old  grades. 
The  contract  has  been  let  for  the  .S04  ft. 
truss  span  over  the  Susitna  River,  265 
miles  north  of  Seward.  Examinations 
are  being  made  for  the  foundations  of 
the  Hurricane  Gulch  steel  arch  bridge, 
284  miles  north  of  Seward,  which  will 
be  the  northern  limit  of  operation  for 
the  southern  division  this  year.  It  was 
necessary  to  start  excavation  at  this 
point  early  in  the  season,  owing  to  the 
heavy  yardage  in  the  approach  cut.  Sev- 
eral miles  of  aidehill  grading  work  will 
be  carried  out  by  steam  shovel  along  the 
Susitna  River.  North  of  this  work,  in 
the  same  locality,  about  24  miles  of  re- 
grading  are  required,  to  repair  the  old 
grade,  which  has  deteriorated  badly  at 
several  points  owing  to  its  abandonment 
in  UU7-18.  Distribution  of  supplies  and 
materials,  from  the  present  end  of  track. 
23"  miles  north  of  Seward,  for  38  miles 
northward  was  carried  out  during  the 
winter  by  sledding  over  frozen  roads. 
On  the  northern  division  construction 
will  be  confined  to  Nenana  Canyon,  over 
a  distance  of  about  10  miles,  120  miles 
south  of  Fairbanks,  from  the  present  end 
of  track.  Here  engineers  have  been  as- 
signed to  construction  sections  and  six 
station  gangs  have  made  contracts  for 
b«avy   rock  cut  work. 


July,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


383 


Canadian  Railway 

MaririeWorld 


Devoted  to  Steam  and  Electric  Railway, 
Marine,   Shipbuilding  and  Railway,   Harbor  and 

Canal   Contractors'    Interests. 
Official  Organ   of  various  Canadian  Transporta- 
tion Associations. 
Published    on    the    first   of   ench    month    at 
70  Bond  Street,  Toronto,  Canada. 


Assistant  Editors, 
John  Keir  and  Donald  F.  Keir 


United  States  Business  Representative, 

A.  Fenton  Walkeu.  143  Liberty  St.,  New  York. 

Member  of 
Associated       Business       Papers, 
Audit     Bureau     of     Circulations 
Canadian    National    Newspapers 

and   Periodicals   Association, 
Canadian        Press      Association, 

Antfaoriied  by  the  Postmaster  General  for  Can- 
ada, for  transmission  as  second  class  matter. 

SUBSCRIPTION  PRICE,  including  postage  any- 
where, $2  a  year  in  advance. 

SINGLE  COPIES,  25  cents  each,  including 
postage. 

The  best  method  of  remitting  is  by  express  or 
post  office  money  order.  If  remittance  is  made 
by  cheque,  15  cents  should  be  added  to  cover  cost 
of  collection  unless  cheque  is  payable  at  par  in 
Toronto  or  Montreal. 

NOTICE  TO   ADVERTISERS. 
ADVERTISING  RATES   furnished  on   application. 
ADVERTISING   COPY   must   reach   the  publishers 
by   the   10th   of   the   month   preceding   the   date   of 
the  issue  in   which  it  is  to  appear. 

TORONTO,    CANADA,    JULY,    1920. 

PRINCIPAL   CONTENTS. 

Appointments,    Transportation     390 

Birthdays    of    Transportation    Men    364 

Board  of   Railway   Commissioners, — 

Orders    by.    Summaries    of    385 

Traffic    Orders    389 

Canadian    National    Rys.,    Construction    387 

Report    365 

Canadian    Pacific    Ry.,    Construction    389 

Tree  Windbreaks  on  Western  Lines   374 

Electric    Railway   Department   391   to  400 

British    Columbia    Electric    Ry.,    Jurisdiction 

over    394 

Fares,   Increases  of   393 

Finance.    Meetings.     Etc „ 896 

London    St.    Ry.    Fares,    Wages,    Etc 396 

Nova   Scotia   Tramways   &    Power   Co.'s   Re- 
port      397 

Oshawa     Ry.     5-ton     Electric     Locomotive....  395 

Projects,    Construction,    Etc 892 

Toronto    Ry.,    Additional    Cars    895 

Strike    400 

Wages,    Working    Conditions,    Etc 399 

Express    Companies,    Among   the   390 

Grand    Trunk    Ry.,    and    Canadian    National 

Rys..    Merging   of    876 

Construction.    Etc 388 

Locomotives    as    an    Investment    371 

Mainly    About    Railway    People    379 

Marine    Department    401    to   414 

Canadian      Government      Merchant      Marine 

Ltd..    Shipbuilding.    Operation,    Etc 401 

Hudson    Bay   Route  and    Ports    404 

Shipbuilding.    Dominion    Government    Aid  to  407 
Shipbuilding.    General.    Throughout    Canada.  405 

Practical    Shop    Hintji.    Grinding    375 

Railway   Association   of  Canada,   Officers,   Etc.  382 

Railway    Development    386 

Railway   EarninKS    378 

Railway    Finance.    Meetings,    Etc 389 

Railway    Mechcanical    Conventions    337    to    864 

Car  Construction    853 

Car    Wheels    _ 848 

Feed    Water    Heaters    _ 341 

Headlight.s    and    Classification    Lamps 344 

Interchange    Rules   Modified   364 

Locomotive    Boiler   Design   and   Maintenance  350 
Locomotive  Terminal    Design   and   Operation  359 

Mechanical     Stokers     360 

OfPcers.     Section     3.    Mechanical.     American 

Railroad    Association    364 

Other    Reports    _ S62 

Repair    Shop    Layouts    842 

Scheduling   and    Routing   Systems   for   Loco- 
motive   Repair    Shops    337 

Standard  Blocking  for  Cradles  of  Car  Dump- 
ing   Machines    346 


Standard  Method  of   Packing  Journal   Boxes  347 
Superheater     Equipment,     Installation     and 

Maintenance    . 851 

Supply     Exhibits     363 

Railway    Operation   and   Maintenance   under   a 

Divisional    Organization    869 

Railway    Rolling    Stock   Orders   and    Deliveries  888 
Telegraph.    Telephone    and    Cable    Matters 390 

Electrification  of  Railways  in  Great 
Britain. 


Sir  William  Van  Home's  Estate. 


Reports  of  recent  annual  meetings  of 
British  railway  companies  pive  informa- 
tion as  to  proposals  for  electrifyinsr  sec- 
tions of  the  lines  as  follows: — The  Lon- 
don &  North  Western  Ry.  appropriated 
£150,000  for  widening  its  line  between 
Chalk  Farm  and  Willesden  for  electric 
service,  and  work  on  completinp  the  elec- 
trification of  suburban  lines,  postponed 
durinfr  the  war,  is  in  progress.  The  Lon- 
don &  South  Western  Ry.  has  decided 
to  supersede  the  present  electrical  equip- 
ment of  the  Waterloo  and  city  under- 
ground line  with  modern  equipment  and 
to  extend  the  length  of  the  trains,  at  a 
cost,  including  additional  cars,  of  £750,- 
000.  The  Great  Eastern  Ry.  has  author- 
ized its  General  Manager  to  prepare  a 
scheme  for  the  electrification  of  its  lines. 
The  London,  Brighton  &  South  Coast  Ry., 
which  has  been  operating  its  minor  sub- 
urban trains  electrically  for  some  years, 
is  encouraged  to  hope  that  at  an  early 
date  the  company  may  be  able  to  elec- 
trify its  lines  throughout  the  whole  of 
its  suburban  area.  The  Lancashire  & 
Yorkshire  Ry.  directors  have  recom- 
mended that  the  line  between  Manches- 
ter and  Oldham,  and  on  to  Shaw  and 
Royton,  be  electrified.  The  Great  West- 
ern Ry.  is  electrifying  the  Ealing  & 
Shepherds  Bush  Ry.  The  North  Eastern 
Ry.  has  under  consideration  proposals 
for  the  electrification  of  the  main  line 
between  York  and  Newcastle,  80  miles. 

A  North  and  South  American  Rail- 
way. 


The  often  discussed  proposal  for  a 
north  and  south  American  railway  ex- 
tending from  Hudson  Bay,  to  Patagonia 
is  again  being  revived.  This  line  would 
be  approximately  10,000  miles  long,  and 
it  is  estimated  the  trip  could  be  niade  in 
10  or  12  days.  The  projected  railway, 
while  it  has  been  advocated  to  some  ex- 
tent for  the  past  50  years,  obtained  the 
official  endorsement  of  the  International 
American  Conference  in  1902,  and  has 
again  been  considered  by  the  Pan-Ameri- 
can financial  conference  held  in  Wash- 
years  most  of  the  South  American  repub- 
years  most  of  the  South  America  repub- 
lics have  been  linked  up  by  railways,  and 
the  Peruvian  Government  is  building  ad- 
ditional lines  so  that  a  north  and  south 
railway  on  the  southern  half  of  the  con- 
tinent is  within  measurable  realization. 
The  same  may  be  said  of  the  railway 
situation  in  Canada,  the  United  States 
and  Mexico,  where  something  like  a 
through  route  will  be  available  on  the 
completion  of  the  Hudson  Bay  Ry.  by 
the  Dominion  Government.  The  greatest 
difficulty  to  be  overcome  is  in  Central 
America,  where  the  population  appar- 
ently is  not  deeply  interested  and  the 
geological  conditions  to  be  met  with  are 
discouraging. 

Quebec    &    Saguenay    Ry.    Ownership 

and  Operation. — The  Minister  of  Rail- 
ways stated  in  the  House  of  Commons, 
recently,  that  the  government  took  pos- 
session of  this  line  Mar.  4,  1919,  that  it 
is  still  in  the  contractors'  hands  and  is 
being  operated  by  them  under  an  ar- 
rangement made  Sept.  24,  1919. 


The  Supreme  Court  at  Ottawa  recently 
heard  the  case  of  the  British  Columbia 
Finance  Minister  vs.  Royal  Trust  Co.., 
an  appeal  from  the  judgment  of  the  Bri- 
tish Columbia  Court  of  Appeals  affirm- 
ing the  judgment  of  the  trial  judge, 
which  declared  that  the  Finance  Minis- 
ter's statement  determining  the  amount 
of  succession  duty  in  respect  to  the  es- 
tate of  the  late  Sir  Wm.  Van  Home  pay- 
able to  the  Province  of  British  Columbia 
proceeded  upon  an  erroneous  basis,  and 
that  the  succession  duty  payable  in  re- 
spect of  such  estate  to  British  Columbia 
is  $8,523.16  and  no  more.  The  appel- 
lant's grounds  of  appeal  were  that  the 
property  of  the  deceased,  wherever  sit- 
uated, should  be  taken  into  account  in 
determining  the  rate  of  succession  duty 
to  which  the  property  of  deceased  situ- 
ate within  British  Columbia  is  liable  and 
that  the  part  of  deceased's  property  with- 
in the  province  is  liable  to  the  propor- 
tionate duty  that  would  have  been  pay- 
able by  that  portion  if  all  the  property 
of  deceased,  wherever  situate,  had  been 
within  the  province.  Judgment  was  re- 
served. 


Air  Required  to  Operate  Thermit 
Welding  Preheaters. 

The  following  data  is  the  result  of  tests 
made  recently  by  Metal  &  Thermit  Cor- 
poration, New  York,  N.Y.,  to  determine 
the  proper  amount  of  air  required  for 
special  thermit  welding  gasoline  and 
compressed  air  preheaters:  25  lb.  per  sq. 
in.  seems  to  be  a  practical  minimum  for 
operating  preheaters.  At  this  pi-essure, 
a  single  burner  preheater  will  require 
approximately  25  cu.  ft.  of  free  air  a 
minute  and  a  double  burner  preheater 
approximately  50  cu.  ft.  of  free  air  a 
minute.  For  very  large  welds,  where  the 
walls  of  the  molds  are  thick,  and  the  pre- 
heater gates  longer  than  usual,  a  pres- 
sure of  40  lb.  a  sq.  in.  would  be  advisable, 
which  would  require  approximately  35  cu. 
ft.  of  free  air  a  minute  for  a  single  bur- 
ner preheater  and  70  cu.  ft.  of  free  air  a 
minute  for  a  double  burner  preheater.  In 
the  case  of  a  large  plant,  with  a  central 
air  compressor  plant,  upon  which  de- 
mands are  being  made  by  many  depart- 
ments, the  pressure  mentioned  above 
should  be  maintained  at  the  outlet  to 
which   the   preheaters  are  attached. 

Railway  Employes'  Voting  Act,  On- 
tario.—The  Act  passed  in  1918  providing 
for  the  taking  of  the  votes  of  railway 
men,  who  expected  to  be  absent  from 
their  homes  on  the  regular  election  day 
was  amended  at  the  Ontario  Legislature's 
recent  session.  The  provisions  of  the  act 
are  made  to  apply  to  voting  on  bylaws, 
elections  for  boards  of  education,  or  for 
public  school  trustees  where  the  election 
is  held  by  ballot,  and  the  act  is  to  apply 
in  any  place  where  at  least  25  railway 
employes  petition  the  council  to  pass  a 
bylaw    to   that  effect. 

The  Federated  Order  of  Railroad  Em- 
ployes has  been  incorporated  under  the 
Dominion  Companies  Act  part  1,  without 
share  capital,  and  with  office  in  Toronto, 
to  promote  the  moral  and  social  welfare 
of  its  members,  and  to  further  their  in- 
terests in  every  legitimate  manner;  also 
to  provide  for  the  maintenance  of  per- 
manently di.sabled  members  or  their  de- 
pendents by  furnishing  shelter  or  other 
relief.  The  incorporators  are:— F.  Mor- 
rison, Brockville,  Ont.;  M.  Morrison,  H. 
A.  Nightingale,  A.  J.  Stark,  Toronto,  and 
H.  S.  Rand,  Chicago,  111. 


■>t 


CANADIAN  UAll.U  AY  AND  MAKINK  WORLD 


July.  1920. 


(  ;ir;i(|iu'l    \    dulf   Sliort-    Uailwiiy 

Acquired  by  Dominion  (ioM-rn- 

mcnt. 

The   following   n»i>ort  of  a  committcv 

'    "'       '"      '.    Council   wai   approved   by 

(ii'iioral  on  Juno   10: — The 

!hr  I'rivv  fimnril  have  ha<l 

and  Ca- 

I  .le   to   the 

•,.  il    ,.I     Aliiy    JU,     1918.    no. 
y   authority   wasi    (riven   for 
i  ■    of  various  hranoh  lines  of 

nii:\v:i>  111  New  Krunswiok,  upon  the 
terms  unii  ronilitions  therein  mentioned 
ami  for  the  reasons  therein  set  out,  that, 
in  the  Anpropriation  Act.  No.  2,  Statutes 
of  Canada,  lylS,  ctutp.  .52,  provision  was 
also  made  for  the  purchase  of  the  C'ara- 
«|uet  &  Gulf  Shore  Ry.,  but  that  such 
purchase  was  not  completed,  on  account 
of  the  parties  not  beins  able  to  apree 
as  to  the  terms.  That  the  owners  of  the 
said  railway  have  now  agreed  to  accept 
the  offer  made  by  the  Minister  of  Rail- 
ways and  Canals  of  $200,000,  and  the 
cancellation  of  the  amount  owed  by  the 
company  to  the  Canadian  Government 
Rys.  of  $87,705.39,  for  the  said  railway, 
its  equipment  and  other  property,  free 
from  all  liens,  encumbrances  and  debts 
whatsoever.  The  Minister,  therefore, 
recommends  that,  under  the  provisions 
of  An  Act  to  amend  the  Government  Rail- 
way Act,  and  to  authorize  the  purchase 
of  certain  railways,  5  Georpe  V,  chap.  16, 
authority  be  piven  for  the  purchcase  of 
the  said  railway  accordinply,  and  that 
provision  therefor  be  made  in  the  sup- 
plcmentao'  estimates,  the  said  railway 
to  be  taken  over  as  of  June  1,  1920,  and 
interest  to  be  paid  on  the  amount  afore- 
said, from  the  said  date  to  the  date  of 
payment,  upon  transfer  of  title  satisfac- 
tory to  the  Department  of  Justice.  The 
committee  concur  in  the  forcpoing  recom- 
mendation and  submit  the  same  for  ap- 
proval. 

The  Caraquet  Ry.  Co.  was  incorpor- 
ated by  the  New  Brunswick  Lepislature 
in  1882,  and  the  railway  was  put  in  oper- 
ation from  Gloucester  Jet.,  on  the  Inter- 
colonial Ry.,  to  Shippepan  Harbor,  N.B., 
fi8  miles,  by  the  contractors  in  Dec,  1887. 
It  was  taken  over  by  the  company  for 
operation  Jan  1,  1889.  The  Gulf  Shore 
Ry.  Co.  was  incorporated  by  the  N.B. 
Lepislature  in  188.5.  Its  line  extends 
from  Pokemouche  Jet.,  on  the  Caraquet 
Ry.,  to  Tracadie,  16.78  miles.  This  line 
was  subsequently  amalpamated  with  the 
Caraquet  Ry.,  and  the  combined  lines 
have  been  operated  as  the  Caraquet  & 
Gulf  Shore  Ry.  The  operations  for  the 
year  ended  June  .30,  1918,  the  last  fipures 
available,  were  as  follows: — 

raurnxrr    trnffir     _ t21,968.SB 

KrriBht    trmmr        SS,8«6.9> 

Total   tlOS.82S.28 

MninUnancc  of  w«y  tS8.T9S.16 

Maintrnnncr  of  cquapnicnl Ui.&Bl.TT 

Trmn\c     ripi-nHS 4ir..01 

Tnin.p'-rUtlon    .    .    4^.628.40 

Grnfral    rxprnMs    „»...»„».»..     11.6S1.S6 

10S,044.68 

Nrt   f»mln»« 8780.60 

The  Caraquet  Ry.  received  subsidies  of 
$224,000  from  the  Dominion,  and  $180,- 
000  from  New  Brunswick,  and  the  Gulf 
Shore  Ry.  received  subsidies  of  $53,699.20 
from  the  Dominion  and  $41.;'.'iO  from  New 
Hrunswick.  The  capital  at  .lune  .30, 1918, 
was  reported  to  be  $1,250,(100  of  stocks 
and  $500,000  of  bonds. 

The  Caraquet  &  Gulf  Shore  Ry.  offi- 
nials,  as  last  reported  to  Canadian  Rail- 


uny  ami  Marine  World,  were  an  follows: 
I'n-HUli'nt,  (leo.  Cullins,  Sp<-cial  Represen- 
tative, Cunadian  National  Rys.,  Trenton, 
Ont.;  Seiretary,  C.  S.  Hamilton,  Toron- 
to; Treasurer,  K.  W.  Mullins;  Superin- 
tendent, F.  V.  Burton;  and  Mechanical 
SujM'rintcndent,  N.  Thibideau,  Bathurst, 
N.B. 


Port  Arthur  and  Fort  William  Gov- 
ernment Grain  Elevators. 


The  followinp  questions  were  asked  in 
the  House  of  Commons  recently  by  J.  P. 
Molloy,  .M.P.  for  Provencher,  Man.: — "Is 
the  Ciovemment  aware  of  the  peneral 
dissatisfaction  of  shippers  of  prain  from 
the  West,  with  the  povemmcnt  terminal 
wciphts  at  Port  Arthur?  If  so,  what 
measures,  if  any,  have  been  taken  to  in- 
vestipate  and  remedy  same?  If  any  in- 
vestipations  have  been  held  by  the  Board 
of  Grain  Commissioners  or  other  com- 
mission, has  their  report  been  received, 
and  what  has  been,  if  any,  their  recom- 
mendation?"' 

Sir  Geo.  Foster  replied  as  follows: — 
"The  povernment  is  not  aware  of  any 
peneral    dissatisfaction    with    regard    to 


the  weiphts  pivcn  by  the  terminal  eleva- 
tors at  Fort  William  and  Port  Arthur. 
Individual  complaints  an-  received  from 
time  to  time,  which  is  every  case  are  in- 
vestipated.  As  a  protection  in  the  case 
of  crror.t  in  weiphinp,  the  depth  of  prain 
in  each  tar  on  arrival  at  the  elevatoc  is 
recorded,  and  the  cubical  contents  esti- 
mated accordinply,  which  furnishes  a 
bn^i!'  apain.st  which  the  actual  weipht  can 
I..  •  1.1 .  k.i!.  The  Board  of  Grain  Com- 
in;  -Miicr-  has  on  file  a  statement  from 
OIK'  of  the  larpest  shippers  of  pram  from 
Western  Canada  to  the  head  of  the 
Lakes,  that  the  outturns  of  their  cars  at 
terminal  elevators  at  Fort  William  and 
Port  Arthur  are  lOO'/e  satisfactory.  The 
only  thinp  in  the  nature  of  a  peneral 
complain  received  by  the  Board  of  Grain 
Commissioners  is  that  raised  by  the  Or- 
der of  Grain  Buyers,  which  was  fully 
investigated  by  the  board  in  Januar}' 
last,  and  their  full  report  on  which  is 
now  in  the  hands  of  the  povernment. 
While  is  complaint  touched  to  some  ex- 
lent  on  the  matter  of  weiphts  at  the 
head  of  the  Lakes,  it  was  mainly  a  ques- 
tion of  shortage  bonds  as  applied  to 
country  buyers  that  furnished  the  chief 
grounds  for  complaint." 


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


Prepnrrd    by    tho    Dominion    Burrau 

Wwk  ondinK  June  .Ith.  1920. 

Fort    William    

C.P.R 

of    SUtidtic: 
Wheat. 
Bush. 

42.168 
39.S99 
55,154 

529.089 
60.597 
65.863 
99.622 
28.366 

143.141 

4T3.501 
177.440 

73.340 
142.762 

48.702 
177.048 

B,  Internal 
Oats. 
Busb. 

20.375 
15.077 
29.769 
28.116 
15.096 
41.341 
38.302 
163.850 
161.173 

108.759 
26,671 
132.640 
202.983 
10.003 
61.998 

Trade  Bra; 

Barley. 

Busb. 

19,658 
46.694 
52.287 
13.815 
12.118 
28.751 
53,718 
6.449 
33.615 

106.354 
66.845 
41.720 
20.437 
8.166 
33.475 

Dch. 
Flax. 
Bush. 

Rye. 
Buab. 

7.444 

15.402 

1.361 

1.529 

99 

1.572 

1.SS9 

461 

69 

7.479 
3.224 
4.656 
1.292 
4.734 
5,985 

ToUls. 
Busb. 

89.640 

Ivmpire    Elevator    Co.    

8.976 
S«,l»4 

126.149 

Uon8oIidat<Kl  Elevator  Co. 

174.71.=. 

Western   Terminal   Elevator  Co.   

G.    T.    Pacific    _„ 

Grain    Growers'    Grain    Co !.."!!.."!! 

Fort    William    Elevator   Co ,  . 

Northwiatem    Elevator    Co 

14.522 
20,854 

"6"697 
43 

1.946 
50.979 
72.181 
14.495 

inJU- 

l'.'J,'.'-l 

2u,s.B.:.i 

3SS.041 

Port   Arthur- 
Port    Arthur  Elevator   Co _     _ 

698.042 

Saak.   Co-op.  Elevator  Co 

Canadian    Government   Elevator   

Thunder    Bay     „.  _. 

32:..i:.;' 
3JI.41: 

3M. •■■"■• 

I^tern-Ricbardaon     

9.087 

2S7.593 

Total    Public    Terminal    Elevators    ... 

2.156.775 

1.057.053 

544.047 

235.474 

56.646 

4.049.995 

529.020 
1.988.908 
1.512.984 
1.242,779 

78.371 

56.628 

38.135 

448.187 

122,931 

1,829 

1.962 

21.025 

5.616 

146 

1.118 

6.491 

58 

Saskatoon    Can.    Gov't,    Elevator 

Moose   Jaw    Can.    Gov't.    Elevator    

CalRary   Can.    Gov't,   Elevator  . 

.._.„„„ 
9.9S4 

2.048.5.M 
1.558.796 
1.721.983 

•Total   Interior  Terminal  Elevators  .. 
Midland— 

4.744. G71 

542.950 

30.432 

6.735 

10.158 

6.344.946 

386  181 
986.86S 
81.299 
997.305 

484.883 
245.171 
108.533 

151.175 
14.301 
30.770 
6.232 

290.S62 

58,174 
123.706 

590.830 

39.437 

TifTin,     r.  TP 



112.069 

Port     MeNirnll 
Goderich — 

173.670 
81.509 

1,177.207 
856.754 

••-•-••• 

245.171 

Toronto    Campbell    Flour    Mills    Co 

Klnirston- 

7,647 
1,714 

4,S»3 

120.573 
1,714 

•.Mnple    Leaf   MillinR    Co..    Ltd 

Montreal — 

739.613 

2.018.303 

1.250.903 

77.295 

348.753 

6.786 

2S1 

28.684 

72S.40I 

38.6S8 

8S 

20,829 

S.110,7S« 

Montreal   Warehoosinir  Co _ 

OKllvie    Flour    Mills    Co 

Quebec    Harbor    Commissioners    

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

.St.  John.  N.B..  Can.  Nat.  Rr* 

Halifax.  N.S..  Can.   Nat.   Rys 

Baltimore.    U.S.A 

'~ 

l.2««.'':- 

59.148 
9.191 

2<,80« 
34.940 

7.444.993 
4.574. 375 

886.655 
2.617.847 

1.259.772 
948.746 

5»,7M 

9,«51,18« 

278.040 

8.419,007 

VS.    Atlantic    Seaboard   porta— 

10.S30 

T.S09 

19.788 

128,836 
4.817 

166,163 

4,317 

ToUl    U.S.    AUantle   SMboard   Porta..... 

10.S30 
19.460.164 

7.209 

I9.7SS 

18S,15S 

179.480 

ToUI    Quantity    in    Stort    ...._ 

5.190.085 

2.925.715 

520,894 

259,728 

28.356.081 

•Quantity    toy   «ach    IndlvMoal    Intsrior   terminal  elevator  not  rrrclwd. 
•Week  endinir  May  27th.  1920. 


385 


July,  1920. 


Orders  by  Board  of  Railway  Commissioners  for  Canada. 


BwrinninK  with  June.  1904.  Canadian  Railway 
andTariSf  World  has  published  in  ^ach  ^sue 
sununariea  of  orders  passed  by  the  Board  of  Kau 
way  Commissioners,  so  that  subscribed  «hohaj^e 
riJa  tho  naocr  have  a  continuous  record  ol  tne 
ILard-3    prSc^dinBS.      No    other    paper    has    done 

'  imporunt    traffic    orders    made    by    the    B<«rd 
areT^en   in    full   on   another  page  of   this  issue. 
General  order  296.     May  15.- ApprovinK  reKum- 
tions    for   transportation    by   express   of   acids. 

"T'S-^rorde;""/"'^  ray'!f."l"Authori.inK  Great 
General  order  ..u.     "'"^  -'„         rPR       Grand 

?^'^U    P^ffifxeW  Ip^'co.    and    wXtern    Union 
Tdesraph   Co.    to    file    with    Board,    f"   -"-.^i^-" 
Uon.  tentative  schedules  in  »«°r1«"<=^.  '^'^j^  %\t{ 
tion    contained    in    judgment    of    Assistant 
Commi^ioner    May    6.  ..-Approving    forms 

„,«£i^ryf.;;:'"onifact«nd^^^^^^^^ 

Attendants  in  chars^e  of  SUick  ^f^^^^  ,„^„  „, 
^p^"al  ''^'oni™ct^Wt^AVtenknts  i"  Charge  of 
S.j!;t  i<Vhedule  B)  T)f  pr  ntcd  on  back  of  Live 
Ip   C^-f-rm  ^schedule   A )  '^that  ^on ,  and 

?j!r'on,y^coAtracts'''foTca"rrge'o?   live   stock    to 

Ka  iic*tH   hv  all   railway   companies. 

be  used   p^  =''    ™"      ''june   n -Approving   sched- 

Teie-rapi.  Co  .  and  Western  Union  Telegraph  Co.. 
Ind  amended  as  a  result  of  the  checking  and 
Scaling   by   Board's  Traffic   Department 

OQfiW       May    15.— Apportioning    cost   of   diver^ 
inf  Bowen     Road,    across    Toronto.    HamUton    & 

H"nf>?r^rKTg"ara-^i.^er!rn^We'ifa"n'^^^^^^^^^^^^^^^^ 

Sf^pr^^bJiid^^rtill-rstJ^t^- 
^^'^l  "''Mar"i4.-".^uthorizing  Saskatchewan 
0„;^|^Lnt  Jmake  highway  ---  -^  ^^l^ 
5ra;;ch,?n'^n.tv.'lrSe''c°TTp-"'-20.  Range  2.  west 
'"■'9  «•'"'' M"ay  18.-Bescinding  order  29.478.  Mar. 
isr'whrch  au^Lrized  L"""-  *  ,P°b?se^"n ''roaj 
^^'es\';^lLt1fprycS*oph";.hic*Hos°Jiti'rLo;i'd"on.Ont. 
^fsTVs.  May  U.- Authorizing.  C.P.R.  Jo  rebuild 
brMie   112.6.    Chalk    River   Subdivision     Ont 

29AI4.  May  18.-Approv,ng  I"/**'™  "'Jl  it 
crossing  on  line  between  Sees.  4  and  9.  Tp.  15. 
^.Te.s"'  Mat  17tX:tffori:ing'"canadian  Na- 
tional Rys.  to  rebiild  bridge  over  St.  Espnt  River, 
"°29  ^r  ''May'^iT^^Authorizing     Canadian    Na- 

SrC^^eiLiM^X^^^i^r^^if-Ri^: 

''*2T6«""'^Miry""V.-.-Auihori.ing  C.P.R.  to  re- 
build bridge  30.8.  Shaunavon  .S"bdmsion  Sask^ 
"afijQ  May  12.— Authorizing  Canadian  Na- 
.•  1,1  Bv,  to  erect  a  platform  and  an  open 
he"?er.''and  sTopTt-f  suburban  trains  at  intei^ec- 
?ion  of  Monkland  Boulevard,  about  half  a  mile 
'""AVo'^^Mly^'l^^-DUmissing  application  of 
Pr,..H  Citv  Ont.  for  order  directing  G.l.K.  to 
provide  %'iUWe   highway   crossing   over  iU   track 

"'29^15^  Maf  ^O.-Amending  order  29.582.  Apr 
•'7  r^  overhead  bridges  at  Hastings,  Pender  and 
K^fer    s".     Vancouver,     B.C.,    over    Vancouver. 

"".Tel?   *M^ay  Is"- Authorizing    C.P.K.    to   build 

spir  for  Imperial  Oil  Ltd' .^^'^^T'J^'^f  Cap- 
■xiG-3  May  19.— Authorizing  town  of  Cap- 
reol.'  Ont.,  to  make  highway  crossing  over  Cana- 
dian National  Rys.  at  Yonge  St.  .„„,v„  j„ 
29.654.  May  18.-Authonzing  Ste.  Agathe  d« 
Monts  Municipality  to  construct  a  highway  cross- 
fig  over  C  P.  R.  at  mile  43.80,  Laurentian  Subdm- 

"T9.655.  May  18.-Authorizing  Sherbrooke  Ry. 
&  Power  Co.  to  build  tracks  across  C.P.K.  at 
Alexander    St.,    Sherbrooke.    Que. 

29  656  May  18.— Authorizing  G.T.R.  to  DUim 
spur  for  F.  Rogers  &  Co..  Toronto. 

"I  657  May  20.— Rescinding  order  5,646,  Nov. 
3  1908,  authorizing  G.T.R.  to  build  spurs  in 
"^"."q^S-  °May  21. -Dismissing  Winnipeg  Board 
of-'/rade's  coiiplaint  a^ai-',  "•'^tn-'^SSb^a 
;rntJ"anTGr°eit'l!''r^ta,'^.";s7orared  with  rates 
prevailing    between    western    boundary    of    OnUrio 

Law^nce  Rivrr.  including  also  Montreal  and 
^''.^^eo  May  21.-Amending  order  28,202.  Mar^ 
<n  1919  approving  C.P.R.  plan.  showing  pro- 
^•sellocatfon  of  nfw  station  at  Metiskow.  Alta., 


with  detail  plans  of  building  to  be  built  in  Ueu 
of  the  class  A-2,  by  changing  class  A-2  to  class 
"^"19.661.  May  21-Authorizing  Canadian  Na- 
tional Rys.  to  enter  upon  '«'"'''  "'nbitructvew 
Qui  bee.  Que.,  to  remove  trees  which  obstruct  view 
of    Quinns    crossing,    St.    Malo.    Que. 

•>qC6>        May     21.— Authorizing     Canadian     Na- 

real  Division,  0.94  mile  east  of  St.  Bruno  station, 
^""iififil        May    n -Approving    London    &    Port 

ai  665       May    20.— Authorizing    C.P.K.    to    ouim 

-|S^^'^i.«'L^.^^h:j^£z; 

vidinK  further  protection  at  crossing  of  Carleion 
V  ti      «;i^a  wp*it  nf   Ottawa,  Ont. 

rid^^Riv*?;,'  st  ^r-gapiisre-Qur^'sraro 

""■vf  R6"s '^^  May    20  -Authorizing      Saskatchewan 
29,66!!.       M»y     Tlv   „    „f    Swift    Current    rural 

f5^\t-st'3'rrm"e^d;a^n,-anS"t'o  dtverf  highway  in 
"*;9  6'69^'"May  22.-Approying  C.P.R.  relocation 
"^llVo."  ^a'^^"^2l''i^S?eriz^^'- Canadian  ^a- 

'"°9*^?i''°"lay'*i5.-Dismissing  application  of 
-"•^■.j;:'Selglrt,^^^;J^^^?reJ^;Ji'^VaIS 

"T9  673''"May'''26^'-Orderi,w  Canadian  National 
Rys.'  to  bSird"^  two  one-car  stock  pens  at  Ste. 
Rose  du  Lac,  Man.  ...        p  p.R.  to  rebuild 

brf^t"-26.r''TimiS;a;^n°;"su^bdSvision,  Algoma 
District    On^  _Approving    G.T.R.    plan    of 

ex'prctrbuil^in'g  to  be  b'ullt  for  Canadian  Express 
^°29l-6^'""Ma"-  ?7".-Authorizing  Kettle  Valley 
Ky    to  build  spur  on  Lot  340..  Yale  Division,  ^B.C 


spur     for    Canadian     Steel    Foundries.     Point    St. 
Charles,   Montreal  q  .j.  r     ,„„    pro- 

vid-fn^'furttrpJote^ttn^'a-t^  S^ta^mford    crossing. 

interlocking    plant    a'    «'j"hem^.    °c  J^.R.     Co.     to 

29.695.  June     2  -  -Authorizing     '-^ 
build  three  spurs   for  V""?".   "t"^,,;  valley  Lum- 

29.696.  June   l;-A""'2"\;"/N^'t  Southern  Ry. 
bcr  Co.  to  connect  with  (.rows  iNesi  oou 

"'9Q^G9?*'''ju"ne  2.-  Approving  agreement.  May  6. 
bet'ee^BeirTefephJe  Co.  and  Mississippi  Tele- 
phone Co.,  Lanark  C..unt=r^^  0"'.  ^,j^^.,j 
brldT  UL   -r'Bli^r''Ri:er';'^Her„n    Bay  Subdi- 

?u°ira^*"Nrnaro"Ry.■^at"m=;l;63.15,^ancouver 

^"^^?b0,''f9.701.  J-e  2  t.PP-^'^Krrr  ^:le: 
nhnnp  Co    agreements.  May  1.:,  ""tn   J  "">^  . 

^^o":  Co°.-.  oxford  County,  Ont.,  and  May  .4  with 
South  Diagonal  Telephone  Co.,  ^re>  ^^ 

and    rescinding    order    ^^^'^V'  .?i     „tter  company, 
proving   P'-r'°"%"''SLTev"igC  P.R     from  provid- 
29.702.     June  2--K='"«J'"^h,:n„   „f   highway    3 
ing   further   protection   at   cro»»'"«   "'    ■"" 

'"'.!r70r'  "/un?"?""  Auth'or^ng  C.P-R.  to  build 
apfr7o'r  H^d.^:  C"n.   Co     Moose  Jaw    Sask-    ^^^. 

'><»  701         June     4.— AUinoriziiiK      '  /r  M  R   I 

^'i^'oT  fine  4.-Authorizing  Canadian  Na- 
^I^tKn^e^r^eW^n^Hd^^n; 

^"IgVoe.  June  4.-Authorizing  CPR^,*", '^'^^'J 
road    allowance    on    «""th     boundary^  os^e.  ^^ J 

Sec.  23.  Tp.  19,  Ra""?'  >  ■  ^l^'^  iu  tracks  at  mile 
to  carry  same  at  grade  across  its  iraciw  ..  ^  j 
79.81   Neudort    Subdivision,    and   to   close   dnenea 


"^;9«f-Mar27™i^o;;iinyc.p:R::to-buiM 

twt  •s;urs  ^or  J^inckes  Canadian  Co.,  Grantham 
Tp-  ?„"f  •  ,,.„  07  ^Ordering  Canadian  National 
R;?-'to-buifr2-carloarstock  yard  and  platform 
at  Steep    Rock,   Man.  ^     ^^    ,,„i,d 

29,679.      May.  2*-^*",X"ort?ng  Co.,  Winnipeg. 
<!Dur  for  Dommion  Metal  E-xporiuiKv.. 
'"29.680.      May    28.-Author^.ng    C.P.R.  ^o      as 
leasee   of    St.    Lawrence    &    Ottawa    ivj..    <." 

^'lUi^  \i;i':^^A;.zx:ni  cIr.  to  buiia 

^rJer   'j;f''Kewaiin    subdivision. 
"29  683       May    29-APP°rt.on.ng    f°|t^°f,^{',^i'^''„ 
'C-P  r.^TS'^TIr.  TXrO.ri'o^^l    be 
paid  by  G.T.R.  and  30^;  bv  C.P^R^     ^^^^^ 
2,-^rtubsU?^ting  Ma"tobaTor  Quebe-c,  after  St. 
^l9%8r''june   2,-Authorizing   Canadian   North- 

road   between   Lot  13  ana   dioik 
^°M  686      June  2.-0rdering  that  G.T.R.  crossing 
of^'c^Trryil.  Toronto    be  Protocted  in  ^o  Jar^as 
nwr"6\rTnd"\o%Tr  the  cost  to  be  paid 
ti'^S"   G.T.R    and   35C,    hy   th^  -ty 

Gould  3  Creek.  ^■';a''',^'ij^  .,  ;„  concrete  span  of 
briige";88^."oriS'Nort"Bay  Subdivision.  Algo- 
ma District.  Ont.  .„,hori7ine  C.P.R.  to  build 
.^'Z  ^Z'nL-tf^rrfro.  Bedstead  Co.. 
°tw^0°."*Jut"l.-OrderingC.P_^R.^.toWe^P»tal 

car  40.  in  use  ""  "  ^  '  ^d's  Mail  Car  Speciflca- 
1„    accordance    wKh    Board  s    Ma^l  _.^^^,^  j^^„  ,„. 

tions,  or,  in  the  5't""aY     • 

^%.^    7S;rtX     ?^^C.P^.^P.ans^I.2- 

-lis^'alJ^ifnT^:^?^!-.'--..^^'^- 
?U%pan"';t"mil'e  17.98  Thessalon  Subdivision. 
*'2%T9''2.°'jTne'i°- Authorizing    G.T.R.    to    build 


portion.                            Authorizing    C.P.R.  to    build 

phone   Co^,   M'J<»^';"/2,?82G  approving  agreements 

ing  orders  6,138  ann  -.>.«-       >'•'          ^^.j  j^^^  j^n. 
b-tween  same  companies,  Au..  -i, 

'•29*709  ^Tune'f-Authorizing    C.P.R.  to   divert 

ro'ad    allowance    on    south    bou-idary    o  -  .  _^^j 

Sec.  20.  Tp.  12,  Range  21    we»t  1st  mer  ^^^^^^ 
♦o  carry  same  across  tracks  at  miie  -" 


to  carry  same  across  trac 

Subdivision.  r  T  w     to    remove    trees    on 

nofti^ii^^t  c°o;trSf -^in"""^—  ^-^ 

"t9^7^-^l:^^e;Bnuthorizing   GJ.R.^to  "to^^^^ 
spur  for  Dominion  Canner.    St^  CaH,^     ^ 

29,712.      June    ».- Authorizim,  j^^^, 

to-aii"- subway  on   St.  D'.nis  St  ;jnrf- ^C. P^^/.^ 

N^^^rQ^^H^"?^^H?£'r'^^; 

Ir'aTTw^elfth    Ave      Van„uver.  ^^    ^^^ 

Ch.ster    Telephone    "-O..    lor    1  ,. 

X>.s"to"n"kT^«Hon,e  A.,„,i«,i„n,  and  re- 
"?9l2r?u^^  B.'-Appro;inVcan.adian  Norther^^^ 
Ou\tc  Ry.  Plan  .of  Proposed  -ision  ofjine^n^^^^ 
St.  B<?"'ff  ^B„^  fee  In<l  St.  Flore  parishes.  Que. 
threugh  St.  """'I""'.^"  „ving  plans  and  sp-cifi- 
ca«on  of  ■M""idsto;re^?^  .  Ont..^howing  work  to 
cations  01    "'  crceV    dra  n    crossing.  . 

''^'"r,  °",,„^ne% -Authorizing  G.T.R.  to  bu.ld 
»"?;  7*6  '^'june''"8° Approving     G.T.R.    plan    of 

""■29'7;r"''june''i"-AuS:orizr-  C.P.R.    to    cross 
P,fcf|A4er^St      K^ngsto^.„Ont  ^at^-a^^^^^^ 
.n'ur'tor    H^Sr^o 'F:iectn>°"power    Commission    of 
Ontario,    at    PeWborouglu    Ont  ^^^ 

shfwln^g    re'::i7ed='^grn^rl"'7o;StioS-  of  its   Langdon 


n8f, 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


July.  1920. 


N„  ■  u    s«^     .11.      Ip     .'1.    lUno    11. 

mi>  Ip     ^'1.     IUn(*    :.     waat    40i 

■K-r  Ml«. 

AuUiorliln*  IM' R.  U<  bulhl 
lU  Nr*-l.'tit,-  t-AllKat  pit  apur.  «t  ifrnilf.  »rruM  nwd 
allownni-r  Ulvrrn  U>U  :0  >n<l  !!.  Con.  S.  Nr^ 
Ixna    Ip.   Dm.,  at   mil«   l.M   KaminUUkwia   Sub- 

dltui.-n 


mil  -•».    Tp. 

SH       ! 

Vl.pr.Mtiii    .  hnlik-.-     Ill    li>c«tion 
o(     .  .1     lUiwrll.     AlU 

June  10.     Appnivlnir    lU-ll    T»li- 

ph.                                     t>  .M«y    M.    with    t'l-rt    Mop* 

Trl.  .  r..unl)r.    Onl.  ;    •nil    M»>r 

2S  I  ik-hl   •    I'owrr  Co.«ip<T«- 

liv.  1    County.    Ont..    ■nd    rr- 

M-lii  'xir     12.     IVIfi. 

:\i7'.  .lun.-  10  AinhorlElng  yuflwv.  Mnntrp»l 
A  Soulhrrn  Hy.  to  build  two  aililitlonitl  >idinBi 
in  Sorrl.   Uur. 

2».T.^6  Jun<-  10.— Approving  Canadian  North- 
cm  Haikatrhrwan  Ry.  itvIm^I  liwation  In  the  went 
half  of  S«.  »«.  Tp.  12.  Ranitv  8.  wot  ind  mcri- 
dUn. 

29.7S;.  June  10.  Ordrrinir  C.P.R.  to  utop  on 
flaa.  tr«in«  2S  and  24.  and  on  Sundays  in  liru  of 
thrM  trmint  to  itop  tralni  3S  and  S4.  at  Norwood. 
Onl. 

29.7JH.  Junr  1'.'  -  Approvinit  aitrrcinrnt.  May 
2«,  b»lwr«n  IWIl  Trlrphoni-  Co.  and  Point  Mara 
Trlrphonr    Co..    OnUrio    County.    Ont. 

2».7S9.  June  12.  Authoriiinu  Emcx  Terminal 
Ry.  to  build  •idinit  acruu  MarDouxall  St..  Wind- 
sor.   Ont. 

29.740.  June  11.— Approvinit  C.P.R.  plan>.  Mar. 

1.  •howinir  deUiU  of  nupemtructure  and  three 
reinforced  concrete  irinier»  to  be  erected  at  bridire 
61. 4»  over  Aumond  Creek.  North  Bay  Subdiviaion. 
AlBoma    Dintrict.    Ont. 

29.741.  June  II.  Relieving  C.P.K.  from  pro- 
vidinir  further  protection  at  highway  crouinK 
near    Yamachiche    station.    Que. 

29.742.  June  11.-  Authoriiing  C.P.R.  to  divert 
road  allowance  on   north  bimnilar)'  of  See.   10,  Tp. 

2.  Range  2.";.  west  3nl  meridian,  across  its  tracks 
at  mile  19.  Mooae  Jaw  Southwesterly  Branch 
(Aasiniboia  to  Consul  l  and  to  close  diverted  por- 
tion   within    it*   right   of   way. 

29.748.  June  12.— Authoriiing  Essex  Terminal 
Ry.  Co.  to  build  siding  for  Piggott  Lumber  Co.. 
Windsor.    Ont. 

29.744.  June  9.— Authoriiing  C.P.R.  to  build 
sidings  and  alterations  to  sidings  for  Quaker  Oats 
Co..    Peterborough,    Ont. 

29.74.'..  June  1 1.  — Approving  agreement.  May 
29,  between  Bell  Telephone  Co.  and  Uptergrove 
Telephone    Co..    Ontario    County.    Ont. 

29.746.  June  11.  Ordering  G.T.R.  to  insUII 
wigwag  sigtial  at  crossing  of  Parkdale  Ave.,  Ot- 
Uwa. 

20.747.  June  11.— Approving  Canadian  Na- 
tional Ry<.  sUndanl  plan  showing  clenranccs  at 
overhead  unloading  apparatu.1  for  tank  cars,  suc- 
tion pipe  to  be  swung  around  clear  of  the  track 
when  not  in  use.  and  employes  to  l»e  kept  ofT 
tops  and  side*  of  cars  when  passing  under  struc- 
ture. 

29.718.  June  l."..- Approving  G.T.R.  bylaw.  May 
21.  authoriiing  Vice  President,  Passenger  Traffic 
Manager  or  General  Passenger  Agent  to  prepare 
•nd  issue  tarilTs  of  passengertulls,  and  rescinding 
orders  IS. 119  and  21,71,S,  Apr.  18.  1911.  and  Apr. 
»0     1914,    r.  spectively. 

29,749.  June  Ki.-  Approving  agreement,  June 
2.  between  Bell  Telephone  Co.  and  Dingwall  Tele- 
phone   Co..    Oxford    County.    Ont. 

29.7.'i0.  June  l.'i.-  Approving  C.P.R.  route  map 
st-owini:  revision  of  Cutknife  to  Whitford  Ijike 
Branch  from  See.  K.  Tp.  44.  Range  26,  west  .Ird 
m.rilian.  mile  2t,  to  See.  11.  Tp.  .''.6,  Range  15. 
west   4lh   meridian,    mile    IM.T,. 

29.751.  June  l.',.-  Authoriiing  Michigan  Cen- 
tral Rd.  to  connect  with  the  Essex  County  track 
on   I-.t  23.  Con.  4,  Gosfleld  Tp.,  Ont. 

29.7r.2.  June  l.'i.  Amending  order  29.0.12.  Nov. 
20.  1919.  re  Pere  Maniuette  Rd..  crossing  bell  at 
Mid-IIemarch.    Ont..    by    rescinding   paragraph    2. 

29,7.'.3.  June  II. -Authoriiing  OtUwa  Electric 
Ry.  to  build  power  distribution  line  over  CP.R. 
on    Clifton    Road.    WestUiro.    Ont. 

29,7ri4.  June  1.'..-  Approving  proposed  exten- 
sion to  Grand  Trunk  PaclBc  Ry.  sUtion  at  Stony 
Plain.   AlU. 

29,7.'>.1.  June  I.'..  Authoriiing  Canadian  Nor- 
thern Qu-bee  Ry.  to  build  spur  for  Jos.  Dufreane 
at    mile    17r>.40.    Montreal. 

29.7fi6.  June  l.'..-  Authoriiing  Esquimalt  A 
Nanaimo  Ry.  to  build  bridge  H  Tr,  over  SUmp 
River,  on    iu   Great  Central    Ijtke    Branch.    B.C. 

29,7&7.  June  If..-  Authoriiing  C.P.R.  to  build 
spur  for  Ford  Motor  Co.  of  Canada.  Ltd..  Cal- 
gary.   AlU. 

29,7.'i8.  June  16.— Approving  C.P.R.  plan  of 
rrvi.e<l  location  of  portion  of  its  Ijinigan  North- 
easterly Branch  from  Slec.  2.1.  Tp.  33.  Range  22. 
at  mile  0  to  .See.  II.  Tp.  40,  Range  18.  west  2nd 
meridian,  at  mile  r.0.66,  and  rescindinc  order 
29.1S8.     Dec.     12.     1919. 

29,769.  June  16.  Ordering  OlUwa  A  New  York 
Ry.  (N.Y.CR.)  tn  build  sUtmn  at  Northtteld. 
Ont..  including  wailing  room  and  freight  shed 
comhineil ;  and  to  appoint  caretaker  to  see  that 
station  i«  kept  clean,  heateil.  v.ntllated  and  llght- 
e*l    f   r    accnmmudatlon    of    paasengers. 

2:1.760.  Jan«  1.'..-  Ordering  Toronto,  Hamilton 
A    PutTalo  Ry.   to  provide  protection  at  crossing  of 


Wellington  .SL  .South.  Hamilton,  Onl..  between 
1.9   am.    and    II  SO   p  m.    ilally 

29.;<l  June  16  Unlrrlng  Dominion  Atlantic 
Ky  to  have  poaUl  car  40  rebuilt  in  arror<lanre 
wllh  lloanl's  mall  car  specinratlons.  or  withdrawn 
fn»m  service  and  replaee*l  by  suiuble  car;  D.A.R. 
to  Ih.  liable  to  penally  of  12.'.  a  .Uy  for  every  day 
It  la  in  default  in  complying  with  this  order,  and 
rescinding    i.nirr    29.690.    June    1. 

29.762  June  16  Authorising  Canadian  Na- 
tional Rys.  to  build  spur  for  SaniUry  Buildings. 
Ltd,    Reglna.    8a>k. 

29,768.  June  17.  Extending  to  July  31,  1921, 
lime  within  which  Canadian  Northern  OnUrio 
Ry.     may     insUll    Interlocking     plant    at    Junction 


with  (°  PR  at  mile  III  4.  Kingston  Subdivision, 
near    Harrowsmlth    sUUon,    Unl. 

29,764  June  in  Relieving  C.P.R.  from  pro- 
viding further  protection  at  highway  creasing  at 
Putnam.    Ont. 

29,76.'.  June  1»  Authoriiing  Canadian  North- 
em  Ry  to  build  arrnu  highway  at  mile  4S.  Kam- 
loops-Vemon    line.    Okanagan    Branch.    B.C. 

29.766.  June  1*1.  Authoriiing  Canadian  Na- 
tional Rys.  to  connect  Canadian  Northern  Br. 
with  National  Transconllnenul  Ry.  near  St. 
Prosper.    Que. 

29.767.  June  18— Ordering  Canadian  National 
Rys.  to  appoint  sUtion  agent  at  Valparaiso.  Sask.. 
by  July   li,  and  to  build  suiuble  sUtion  there. 


Railway  Development,  Projected  Lines,  Surveys,  Con- 
struction, Betterments,  Etc. 


C'anatiian  NinKara  FiridKe  Co. — A  nieet- 
iriK  of  shart'holdcr.s  to  effect  organiza- 
tion, elect  directors,  etc.,  was  held  at 
Hamilton,  Ont,,  on  June  7,  and  the  fol- 
lowing officers  were  elected  subsequent- 
ly :_pre.sident,  E.  W.  Beatty,  K.C.,  Pre- 
sident C.P.R.,  Montreal;  Vice  President, 
A.  H.  Smith,  President  New  York  Cen- 
tral Rd.,  New  York;  Secretary,  E.  F. 
Stephenson,  Secretary  New  York  Cen- 
tral Rd,,  New  York;  Assistant  Secretary 
and  General  Solicitor,  E.  D.  Cahill,  Gen- 
eral Solicitor,  Toronto,  Hamilton  &  Buf- 
falo Ry.,  Hamilton,  Ont,;  General  Treas- 
urer, M.  S.  Barger,  New  York;  Assistant 
General  Treasurers,  H.  G.  Snelling  and 
Edgrar  Freeman,  New  York;  Treasurer, 
Ernest  Alexander,  Secretary,  C.P.R., 
Montreal;  Auditor,  John  Leslie,  Comp- 
troller C.P.R.,  Montreal;  Chief  Engineer, 
R.  L.  Latham,  Chief  Engineer,  Toronto, 
Hamilton  &  Buffalo  Ry.,  Hamilton,  Ont. 
The  company  was  incorporated  by  the 
Dominion  Parliament  in  1918,  with  Lord 
Shaughnessy,  J.  N.  Becklcy,  E.  D.  Cahill 
and  W.  P.  Torrance  as  provisional  direc- 
tors, to  build  a  bridge  across  the  Niagara 
River,  the  Canadian  end  to  be  located 
between  Chippawa  and  Fort  Erie,  Ont., 
and  six  miles  of  lines  to  connect  .the 
bridge  with  existing  railways.  In  1919 
the  act  was  amended  to  enable  the  com- 
pany to  build  12  miles  of  line,  instead  of 
six,  to  connect  with  existing  lines  from 
Welland  to   Bridgeburg. 

Great  Northern  Ry. — We  are  officially 
advised  that  there  is  no  truth  in  a  recent 
press  report  that  the  company  has  filed 
plans  for  dock  and  wharfage  improve- 
ments on  Semiahmoo  Bay,  White  Rock, 
B.C.,  in  connection  with  its  B.C.  lines. 
(June,   pg.  297.) 

Hudson  Bay  Railway. — A  special  com- 
mittee of  the  Senate,  appointed  to  take 
evidence,  and  report,  upon  the  navigabil- 
ity and  fishery  resources  of  Hudson  Bay 
and  Strait,  and  of  the  character  of  the 
ports  on  the  bay,  with  regard  to  their 
fitness  as  a  railway  terminus,  has  report- 
ed that  sufficient  care  was  not  taken  in 
the  selection  of  Nelson  as  the  railway 
terminus  and  that  the  government  should 
not  make  further  important  expenditures 
upon  that  port  without  first  making  a 
new  and  thorough  examination  into  the 
relative  merits  of  Churchill  and  Nelson 
as  a  terminus.  To  utilize  Churchill  would 
necessitate  the  building  of  80  miles  of 
railway,  across  a  country  about  the  char- 
acter of  which  there  is  considerable  di- 
vergence of  opinion.  The  committee's 
report  is  given  very  fully  in  the  Marine 
Department  of  this  issue,  under  "Senate 
committee  report  on  the  Hudson  Bay 
route    and    ports." 

Kettle  Valley  Ry. — A  press  report 
states  that  it  is  expected  to  have  about 
1.1  miles  of  the  branch  from  Princeton 
to  the  Copper  Mountain  district  opened 
for   traffic  at   an   early   date.      ' 


Mount  McKay  &  Kakabeka  FalU  Ry. 
Co.— The  Ontario  Legislature  has  passed 
an  act  providing  that  this  railway  may 
be  operated  by  steam  for  a  further  per- 
oid  of  two  years,  except  on  Neebing 
Ave.,  north  of  Montreal  St.,  Fort  Wil- 
liam, Ont.,  and  extending  the  time  for 
the  completion  of  the  unconstructed  sec- 
tions of  the  line  to  Squaw  Bay  until 
1922.     (April,  pg.  176.) 

Northern  Light  Ry. — A  press  report 
states  that  the  first  car  load  of  steel  rails 
for  the  construction  of  the  .36  in.  gauge 
light  railway  from  Elk  Lake  to  Gowgan- 
da,  Ont.,  has  been  delivered  at  Elk  Lake. 
The  report  also  states  that  surveys  on 
the  projected  line  are  being  proceeded 
with.  •*>! 

A  meeting  of  shareholders  of  this  new- 
ly incorporated  company  has  been  called 
to  be  held  in  Toronto,  July  5,  to  receive 
and  adopt  the  provisional  directors'  re- 
port and  accounts;  to  elect  directors;  to 
let  contracts  for  the  construction  of  a 
light  railway,  and  to  authorize  the  direc- 
tors to  issue  bonds  for  $10,000  a  mile  on 
the  whole  undertaking,  or  on  any  branch 
or  part  contracted  to  be  built.  A  press 
report  of  June  12  stated  that  $300,000  of 
7'  r  first  mortgage  bonds  were  being  of- 
fered by  the  company  as  part  of  the  fin- 
ancing necessary  for  the  construction  of 
the  projected  light  railwaj  from  Elk 
Lake  to  the  Gowganda  mining  camp, 
about  30  miles. 

Pacific  Great  Eastern  Ry.— The  Prem- 
ier of  British  Columbia  on  his  return 
from  a  trip  of  inspection  over  the 
line  recently  is  reported  to  have  said 
that  the  foundation  work  for  the  viaduct 
at  Deep  Creek  was  completed,  that  the 
steel  work  was  expected  to  be  completed 
in  July,  that  track  laying  would  then 
be  resumed,  and  that  it  was  expected  to 
have  rails  laid  into  Quesnel  some  time 
in  September.  The  site  for  the  station 
building  and  terminal  yards  in  Quesnel 
was  selected  during  the  Premier's  visit. 
(June,  pg.  '297.) 

Springfield  Ry.  Co.— The  Nova  Scotia 
Legislature  has  passed  an  act  amending 
the  company's  charter.  The  Davison 
Tramway  Co,  was  incorporated  by  the 
Is'ova  Scotia  Legislature  at  its  190.3-4 
session  to  build  a  railway  to  be  operated 
by  electricity,  steam  or  any  other  motive 
power,  near  .\lpena,  and  from  near  Cher- 
rifield,  on  the  Halifax  &  Southwestern 
Ry.,  and  from  any  point  on  the  Caledonia 
branch  of  that  railway  to  points  on  the 
Davison  Lumber  Co.'s  lands.  The  name 
of  the  company  was  changed  in  the  fol- 
lowing year  to  the  Springfield  Ry.  Co. 
Construction  of  a  line  from  Hastings 
Jet,,  one  mile  from  Springfield,  on  the 
Halifax  &  Southwestern  Ry.,  was  begun 
in  1905,  and  about  9  miles  of  line  were 
reported  in  ojwration  in  Nov.,  1906.  Sub- 
sequent additions  were  made,  and  it  is  re- 
ported that  the  company  is  operating  30 


July,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


387 


miles  of  standard  gauge  track,  carrying 
mail  to  Crossburn,  N.S.,  10  miles,  and 
lumber  and  general  freight  traffic  over 
all  its  lines.  The  company's  head  office 
is  at  Crossburn. 

Timiskaming  &   Northern  Ontario   Ky. 


The  Ontario  Legislature  has  authorized 
the  construction  of  an  extension  of  this 
railway  from  its  present  terminus  at 
Cochrane,  Ont.,  to  James  Bay,  with  20 
mile  branches  and  spurs  as  may  be  ne- 
cessary.    The  location  of  the  extension 


and  branches  is  to  be  subject  to  the  gov- 
ernment's approval,  and  the  cost  of  con- 
struction is  to  be  paid  out  of  such  sums 
as  may  be  appropriated  therefor  by  the 
legislature  from  time  to  time.  (June,  pg. 
298.) 


Canadian  National  Railways  Construction,  Betterments,  Etc. 


Halifax  Ocean  Terminal.s. — A  recent 
Halifax,  N.S.,  press  report  states  that 
the  only  permanent  work  in  progress  at 
the  new  ocean  terminals  there  is  the 
train  shed,  which  is  nearing  completion. 

Fairview  Locomotive  Terminal. — Ten- 
ders are  under  consideration  for  grading 
at  the  locomotive  terminal  at  Fairview, 
near  Halifax,   N.S. 

Sydney  .Mines  Freight  Shed. — Tenders 
are  under  consideration  for  the  erection 
of  a  freight  shed  at  Sydney  Mines,  N.S. 
We  are  officially  advised  that  it  will  be 
180  X  40  ft.  and  be  of  wooden  construc- 
tion. It  will  replace  a  similar  structure 
destroyed  by  fire  recently. 

New  Glasgow  Station. — We  are  offic- 
ially advised  that  the  work  in  hand  at 
New  Glasgow,  N.S.,  consists  of  the  erec- 
tion of  an  extension  79  ft.  8  in.  long  and 
the  remodelling  of  the  existing  building 
to  give  modern  facilities  for  handling 
passenger  and  baggage  business. 

St.  John  Train  Shed  Damaged.  —  A 
large  section  of  the  roof  of  the  train  shed 
at  St.  John,  N.B.,  collapsed  on  June  15, 
and  it  is  said  that  15,000  square  ft.  of  the 
roof  fell  on  the  platforms  and  tracks. 
The  roof  was  condemned  some  time  ago, 
and  work  has  been  in  progress  taking 
down  the  entire  station.  A  start  had 
been  made  June  14,  on  taking  down  the 
trusses  supporting  the  roof,  and  it  is  be- 
lieved that  the  jar  from  the  operation  of 
trains  out  of  the  station,  brought  about 
the  collapse.  The  St.  John  City  Council 
was  reported  to  have  been  advised  in 
May  that  appropriations  had  been  made 
for  $1,000,000  towards  the  erection  of  a 
new  station,  and  additions  to  the  yards. 

McGivney  Jct.-Fredericton  Division. — 
We  are  officially  advised  that  R.  B.  Stew- 
art's tender  for  improvements  on  the 
line  between  McGivney  Jet.  and  Freder- 
icton,  N.B.,  for  about  $186,000  is  to  be 
accepted. 

Moncton  Yards. — Tenders  are  under 
consideration  for  grading  for  a  yard  for 
Moncton,  N.B. 

St.  Lawrence  Subdivision  Revisions. — 
Tenders  were  invited  recently  for  clear- 
ing, fencing,  grading,  and  building  tres- 
tles, culverts,  and  bridge  substructures 
on  the  following  deviations  of  main  line 
on  the  St.  Lawrence  Subdivision,  Cana- 
dian Northern  Quebec  Ry.;  Burrel  devia- 
tion, between  mile  87  and  92,  between 
Glenada  and  St.  Boniface;  East  Yama- 
chiche  deviation,  between  mile  94.5  and 
96.5,  between  St.  Boniface  and  Charette; 
St.  Paulin  deviation,  between  mile  100 
and  106,  between  Charette  and  St.  Paulin; 
St.  Ursule  deviation,  between  mile  109 
and  116,  between  Fremont  and  St.  Jus- 
tin. 

The  St.  Lawrence  Subdivision  extends 
from  Joliette  to  Quebec,  and  is  made  up 
in  part  of  the  Great  Northern  Ry.  of 
Canada,  a  line  acquired  by  Canadian 
Northern  Ry.  interests,  and  in  part  by 
the  Quebec,  New  Brunswick  &  Nova  Sco- 
tia Ry.,  which  was  built  by  the  same  in- 
terests, and  leaves  the  former  line  at 
Garneau  Jet.,  just  east  of  the  St.  Maurice 
River  and  80  miles  from  Quebec.  The 
Great  Northern  was  built  under  rather 
stringent  financial  conditions,  and  in  days 
when   I'^.'o    grades  were  considered   quite 


good  enough,  especially  as  its  connec- 
tions at  either  end  were  built  to  that 
standard  and  worse,  but  for  some  30 
miles  out  of  Joliette  it  runs  over  the 
Montreal  plain,  and  it  was  difficult  to  get 
l''(  grades  even  if  one  tried.  The  Que- 
bec, New  Brunswick  &  Nova  Scotia,  on 
the  other  hand,  was  built  to  the  same 
standard  as  the  National  Transcontinen- 
tal Ry..  which  it  parallels  for  some  dis- 
tance, so  that  on  the  whole  subdivision 
of  some  140  miles  there  are  only  about 
30  miles  on  which  the  6/10%  standard 
was  seriously  exceeded,  where  the  old 
line  brushed  up  against  the  foothills  of 
the  Laurentides,  and  about  one  half  of 
this  was  compatible  with  modern  stan- 
dards. 

The  location  staff  had  made  more  or 
less  of  a  study  of  this  section  for  many 
years  back,  but  capital  was  scarce  and 
traffic  none  too  heavy,  and  until  recently 
it  did  not  seem  worth  while  to  call  at- 
tention to  it,  but  the  recent  boom  in 
paper  and  pulp  products,  and  the  growth 
of  Northern  Quebec  generally  has  caused 
quite  a  change  of  conditions.  Heavier 
locomotives  and  cars  became  the  rule, 
and  it  happened,  as  it  very  often  does, 
that  the  worst  sections  in  point  of  grades 
and  curvature  were  also  those  which  re- 
quii'ed  considerable  bridges  and  viaducts. 
The  bridges  were  built  about  1900,  and 
were  not  equal  to  the  heavier  loading  of 
the  present  day,  rebuilding  became  ne- 
cessary, and  it  turned  out  that  the  bridges 
could  be  built  on  the  revised  locations 
just  as  cheaply,  and  in  one  instance  much 
more  cheaply  than  on  the  existing  loca- 
tion. The  intervening  grading  was  a 
comparatively  unimportant  matter.  The 
result  is  a  reduction  of  the  grades  over 
the  subdivision  from  I'c  to  6/109o,  and 
a  corresponding  increase  in  train  load  of 
80';>,  at  a  cost  (excluding  bridges)  of 
some  $250,000,  while  the  capitalized  value 
of  the  increased  trainload  is  estimated  at 
from  $4,000,000  to  $6,000,000  with  pres- 
ent traffic,  and  the  traffic  shows  every 
sign  of  increasing  even  faster  in  the 
future  than  in  the  past.. 

From  the  west  the  diversions  are:  1, 
the  St.  Ursule,  4.75  miles,  which  entails 
a  viaduct  700  ft.  long  and  150  ft.  high; 
2,  the  St.  Paulin,  or  Riviere-du-Loup,  3 
miles,  and  including  a  viaduct  over  the 
Riviere-du-Loup  1,000  ft.  long  and  140 
ft.  high;  3,  the  East  Yamachiche,  only 
I'-,  miles  long,  but  involving  a  viaduct 
550  ft.  long  and  100  ft.  high;  4,  the  Bur- 
rill,  some  4  miles  long.  This  extends 
over  two  ravines,  one  of  which  is  to  be 
filled  in  solid,  and  the  other  is  crossed 
by  a  steel  trestle  450  ft.  long  and  80  ft. 
high.  The  intervening  grading  is  com- 
paratively unimportant,  although  there 
is  some  rock  on  both  the  first  and  last 
sections.  Aside  from  the  reduction  of 
grades,  the  distance  has  been  shortened 
somewhat,  and  the  curvature  flattened 
from  8'  to  5°,  and  much  reduced  in  total 
amount.  These  revisions  when  complet- 
ed will  furnish  the  C.N.R.  with  a  first 
class  line  from  Montreal  to  the  St.  Mau- 
rice, and  from  Garneau  to  Quebec,  the 
only  break  in  the  standard  being  across 
the  valley  of  the  St.  Maurice  River,  some 
7  or  8  miles. 


Levis  Station. — The  repairs  and  im- 
provements at  Levis,  Que.,  station,  upon 
which  the  Minister  of  Railways  advised 
the  House  of  Commons  in  Oct.,  1919,  the 
government  proposed  to  expend  $125,000, 
have  been  completed  and  the  renovated 
building  was  expected  to  be  opened  for 
public  use  June  27.  A  party  of  C.N.R. 
officials  made  an  inspection  of  the  build- 
ing June  5.  The  renovated  station  is 
provided  with  three  entrances,  viz.,  from 
Laurier  Ave.,  from  Commercial  St.,  and 
the  third  facing  the  platform.  The  ground 
floor  contains  a  general  waiting  room, 
75  X  40  ft.;  a  ladies'  waiting  room,  28  ft. 
square;  smoking  room,  30  x  40  ft.;  Cana- 
dian Express  Co.'s  office;  ticket  office, 
lavatories,  etc.,  for  passengers,  and  con- 
ductors' rest  room.  The  upper  floors  will 
contain   division   officials  offices. 

Charney  to  (Quebec  Bridge. — Tenders 
were  received  to  June  25  for  grading 
and  track  laying  for  direct  connection 
between  Charney,  8  miles  west  of  Levis, 
Que.,  and  the  Quebec  bridge. 

Western  Lines  Betterments. — Tenders 
are  under  consideration  for  the  following 
betterments,  etc.,  on  Western  lines: — 
For  excavation  and  laying  of  cast  iron 
pipe  lines  at  Maymont,  Humboldt,  Dana, 
Alsask,  and  Margo,  Sask.;  for  fencing 
(labor  only)  on  24  track  miles  on  the 
Swan  River  subdivision;  for  construction 
of  stream  diversions  at  miles  333.1  and 
335.6,  Calgary  Subdivision,  Alta.,  and  for 
grading  and  culverts,  on  line  diversion 
between  miles  333.2  and  335.1  Calgary 
Subdivision,  Alta. 

Western  Line  Extensions. — The  House 
of  Commons  on  June  10  passed  an  act 
authorizing  the  Canadian  Northern  Ry. 
Co.  to  build  and  operate  the  following 
lines  of  railway: — From  Prince  Albert, 
Sask.,  to  Tp.  57,  Range  25,  west  2nd 
meridian;  from  the  company's  main  line 
between  the  crossing  of  the  North  Sas- 
katchewan River  and  Radisson,  generally 
northerly  and  westerly  to  Meeting  Lake; 
and  from  the  Maryfield  branch  in  Ranges 
23  to  26,  west  of  the  2nd  Meridian,  gen- 
erally southerly  and  westerly  to  Tps.  2 
or  3,  on  the  3rd  Meridian. 

We  are  officially  advised  that  the  invi- 
tation for  tenders  for  the  construction 
of  a  16  mile  extension  of  the  Maryfield 
branch,  in  the  direction  of  Bengough, 
Sask,  was  withdrawn,  on  account  of  a 
deputation  requesting  another  route  to 
be  investigated.  The  management  ac- 
ceded to  the  request  and  the  route  sug- 
gested  is   being   investigated. 

Lampman  Mines  Branch. — We  are  of- 
ficially advised  that  the  work  to  be  done 
on  the  Peebles-Lampman,  Sask.,  Branch 
for  this  current  year  will  include  the 
completion  of  the  20  miles  south  from 
Peebles  which  was  started  in   1919. 

Turtleford  Extension. — We  are  official- 
ly advised  that  it  is  proposed  to  com- 
plete the  grading  on  the  Turtlefor^^  e.x- 
tension,  Sask.,  to  mile  83  this  year,  but 
it  is  not  expected  that  any  rails  will  be 
laid  on  the  extension  this  year.  We  are 
also  advised  that  a  contract  for  grading 
on  this  extension  has  been  let  to  the 
Western  Construction  Co.,  North  Battle- 
ford,  Sask. 


388 


CANADIAN  KAII.WAV  AND  MARINE  WORLD 


July,  1920. 


I^ailway  Rolling  Stock  Orders  and  Deliveries. 


ind    Trunk    Railway    C'cmstruc- 
tii)n.   Hftti-rments.   F^tc. 


Imprriitl  Oil  Ltd.  h«»  ordered  300  tank 
cam  from  Canmlinn  Cur  &   Foundry-  Co. 

Tho  C.T.R.  IR  rcportid  to  be  in  tho 
market  for  12  cinht-whccl  switchiriK  lo- 
comotives. 

The  C.r.R.  hn.s  ordereil  l.'>  vnns  from 
its  AnKUs  .«hopg,  Montreal,  nnd  between 
May  I'J  and  June  l.^,  received  '2  Santa  Fc 
locomotivex  from  its  Antrus  ithopH,  and 
2  vans  from  its  WinnipeR  .xhops. 

U.S.  Bureau  of  Foreign  and  Domestic 
Commerce  fijrures  .show.s  that  .'>  locomo- 
tives valued  at  $'il,itUU,  itl  freiKht  and 
misccllnneous  cars  vnlued  at  $1M,5:U,  and 
car  |>nrts  value<l  at  $41,.'>12  were  export- 
ed to  Canada  during  .-Vpril. 

Canadian  National  Rys.  have  received 
20  mail  inr.*  and  7  first  class  passenjrer 
cars,  ordered  in  llllli,  from  Canadian  Car 
£  Foundry  Co.,  and  6  medium  Pacific 
locomotives  from  Montreal  Locomotive 
Works,  ordered  this  year. 

The  Interstate  Commerce  Commission 
has  announced  the  immediate  appropria- 
tion of  $12."),000,000,  out  of  the  $:300,- 
000,000  revolvinp  fund  provided  in  the 
Tran.«portation  Act,  for  the  purchase  of 
rollinfr  stock  for  U.S.  railways. 

Canadian  Car  &  Foundry  Co.,  between 
May  15  and  June  12,  delivered  15  first 
class  pas.senper  cars  to  Canadian  Na- 
tional Rys.,  ."l.'fG  repaired  box  cars  to 
Grand  Ti-unk  Pacific  Ry.,  fi.3  tank  cars 
to  Imperial  Oil  Ltd.,  and  85  drver  cars 
to  Citadel  Brick  &  Paving  Block'Co.  The 
G.T.P.R.  cars  were  delivered  from  the 
Fort  William  shops  and  the  others  from 
Montreal. 

Canadian  Railway  and  Marine  World 
for  June  pave  particulars  of  the  amounts 
voted  by  the  Ontario  Legislature  in  the 
supplementary  estimates  for  the  year 
endintr  Oct.  M,  1920,  for  the  Timiskam- 
inp  &  Northern  Ontario  Ry.,  including 
$225,000  for  additional  locomotives.  The 
main  estimates  for  the  year  cndinp  Oct. 
31,  1921,  passed  subsequently,  contained 
$450,000  for  new  locomotives  and  equip- 
ment, as  capital  expenditure. 

The  Kipawa  Co.,  Ltd.,  has  ordered  a  4- 
wheel  switching  locomotive  from  Mont- 
real Locomotive  Works.  Following  are 
the  chief  details: — 

Wriifht    in    workinK   order   _ 79,000    lb. 

Whr»l    ba.c    7    ft. 

Cyllndcm,   di»r.   and  itnike  ..._ 14  x   22   in. 

Cylinder    spread    „ „. „...„ 80    in. 

Drivinif   whrela.    dlar.   _ 40    in. 

Drivinir   vrheeln.   maUrial  Cast  iron 

UrivinK    joumaU    7    x    8    in. 

Boiler,    type Straiitht    top 

Boiler  iMide  diar  flr«t  rini:  45  in. 

Boiler    pren.ure     190     lb. 

Kireboi,   lenifth  and  width  461^  x  SO'-i  in. 

Tube..    ni>.    and    diar Ill    2    in. 

Tub.-«.    leniifh    11    ft.    8   in. 

Heatinir    .urfaee.    tube*    „ 674    aq.    ft. 

Heatinir  nurfaee.   firrbox   _..._. 60  tti.   ft. 

Heatinit    lurface,    total    _ 764    aq.    ft. 

Orate    area    16.2    iq.    ft. 

Tractive     pi.wer         17.400 

Factor   of    adhe«ion    4.r> 

Reverae    Bear    Hand    type 

Cab    Steel    plate 

Tank,   type   Saddle 

Capacity,    water  1.700   U.S.   sal. 

Capacity,    coal    1.600   lb. 

The  Timiskaming  &  Nnrthern  Ontario 
By.  has  ordered  2  eight-wheel  switching 
locomotives  from  Montreal  Locomotive 
Works.     Following  are  the  chief  details: 

Weluht    In    workinu    ortler    202,000    lb. 

Wh.-el     base     14    fL     «     in. 

Cylinder,   dlar,   and   .Iroke    23   x   2S   in, 

Cyliniler    ipread    88    in, 

PrlvInK    wheeb,    dlar 58    In. 

rrlvinir    wheeU.     material Caat    ateel 

[Irivina   JournaU   Main   »><i    x    12   in.. 

other>  9  X  12  in. 

Frame*,    width    4H    In. 

Roller,    type Extended   waaon   top   radial   alayvd 

Boiler,   inside  dlar.   fliat   rins  6BS    In. 

iwiar    prra.vire     ■. 180     lb. 


Mreboi.   lenitth   and  width JtH   x   11^^  tn. 

Tube*,  no,  and  diar .IM  Z  In.:  62  &S  In, 

lube.,    leniith      II    ft,    ft  in, 

llratlnir   .urfare.    tubes  '.   '  a    sq.  ft. 

Ileatlnjc    surface,    ftuea    .   .  :    •^^.  ft. 

llratlnB    surface.    Arrboi  ;     1    .q.  ft. 

Heatlnv   surfare,    f.    b    tub  .".   sq.  ft. 

Ileatmii    surfarr,    lnOil  >  I    >q,  ft. 

Superheating   surfarr  TO   .q,  ft. 

Crat-    area '.■.  .r,    u|.  ft. 

Tractive    p<iw.r  :j  :>,o 

Factor  of  R.lli 

Superheater 

Cab    

Tender    frame  ('..mmi.iiw..nllh    i-n«l     •t.-el 

Tender     whe»-l«.     diar _ 63     In. 

Tender   truck,    type    Cast   steel   side   frame 

Ten.ler   Journals    f.'^    x    10   In. 

Tank,    type   Water   bottom 

Capacity,    water   .1.700   imp,    sal. 

Capacity,    conl    ...10    ton* 

The  Roumanian  Government  has  or- 
dered 25  consolidation  (2-8-0)  locomo- 
tives from  Montreal  Locomotive  Works. 
Following  are  the  chief  details: — 

Weiitht   on    driven    168.000   lb. 

Weinht    on    truck    16.000    lb. 

WeiBht.    toUl    174,000    lb. 

Wheel   base.   drivinB   16   ft.   6   In. 

Wheel   base,   enBinc  28  ft.  8  in. 

W^oel  base,  eneine  and  t«nder 57  ft.  i%  In. 

Cylinden.  diar.  and  stroke  21   x  28  in. 

Cylinder    spread     78V4     in- 

Orivintr  whcel»,  diar 56   in. 

DrivinB    wheels,    material    Caat   atecl 

DrivinB    journals    _ 9^4    x    10    in. 

Frames,    width    » ..«.» 4    in. 

EnBine  truck   wheels 68  in. 

EnBine  truck   journals  6  X   10  in. 

Boiler,     type    Straieht    top 

Boiler,    inside   diar.    first   rinE   70    in. 

Boiler  pressure   13^  kf.  per  sq.   c,''m. 

Firebox.    lenBth   and  width 122%    x   37!ti   in. 

Tubes,  no.  and  diar 165  2  in.:  26  6%  in. 

Tubes,    lenitlh    IS    ft.    9    in. 

HeatinB    surface,    tubes    1.181    sq.    ft. 

Heatinc   surface,   flues  500   sq.   ft. 

HeatinB  surface,   firebox  181    sq.   ft. 

HeatinB   surface,    total   1.862   sq.   ft. 

SupcrheatinB    surface    420    sq.    ft. 

Grate   area    82.8   sq.    ft. 

Tractive    power    35.600 

Factor   of   adhesion    »..-...« 4.16 

Superheater    ...».....Schmidt 

Reverse  Rear  Screw  type 

Cab  _ Steel  plate 

Tender   frame   .........Steel   channels 

Tender  wheels,   diar.   _ 88   in. 

Tinder   truck,    type    »_ Arch    bar 

Tender  journals   5H   x   10   in. 

Tank,    type    Water   bottom 

Capacity,    water    4,630    imp.    Bal. 

Capacity,    fuel    4    metric    tons 

Capacity,    oil    1.320    imp.    Bal. 


C.P.R.  Special  Farming  Train.  —  The 

C.P.R.,  in  connection  with  the  Saskatche- 
wan -Agriculture  and  Education  Depart- 
ments, and  Saskatchewan  University  Col- 
lege, provided  a  special  train  of  1.'?  lec- 
ture and  demonstration  cars  to  travel 
over  the  Saskatchewan  lines  and  give 
instruction  on  the  raising  of  live  stock, 
field  husbandry,  poultry  raising,  farm 
mechanics,  household  science  and  instruc- 
tion for  boys  and  girls.  The  first  stop- 
ping place  was  Macklin,  on  May  31,  and 
the  trip  was  timed  to  end  at  Yorkton, 
June  19.  The  schedule  provided  that  two 
centers  were  to  be  visited  each  day,  the 
period  of  instruction  being  four  hours — 
from  9  a.m.  to  1  p.m.,  and  from  2.30  to 
G.30  p.m. 

C.P.R.  Boys  Club,  Montreal.— Alfred 
Price,  General  Manager,  Eastern  Lines, 
C.P.R..  and  President  of  the  club,  occu- 
pied the  chair  at  the  annual  meeting  in 
Montreal,  May  .'U.  The  report  showed 
the  various  branches  of  work  carried  on 
and  the  prize  list  showed  the  standing 
obtained  riy  the  boys  in  their  studies  in 
railway  accounting,  railway  auditing,  ele- 
mentary shorthand,  and  advanced  short- 
hand. Physical  exercise  is  not  neglect- 
ed, the  C.P.R.  providing  tickets  for  mem- 
ber* for  physical  instruction  at  the  Y.  M. 

C.  A.     Trie  prir.es  were  presented  by  A. 

D.  MacTier,  Vice  President.  Eastern 
Lines,    C.P.R. 


ArlhabaHka,  Que.  —  Senator  Lavergnc 
called  the  attention  of  the  Senate  recent- 
ly to  the  necesiiity  of  building  a  G.T.R. 
branch  line  from  Victoriaville  to  Artha- 
baska,  Que.,  3  miles,  and  asked  whether 
it  was  the  government's  intention,  now 
that  the  G.T.R.  is  being  taken  over  by 
the  Dominion,  to  build  such  a  line.  He 
stated  that  Victoriaville  is  on  the  G.T.R. 
main  line,  and  that  Arthabaska  is  the 
chief  town  of  a  district  with  a  popula- 
tion of  100,000.  Arthabaska  is  the  seat 
of  all  government  and  other  public  build- 
ings, and  is  also  an  industrial  center, 
and  its  only  present  outlet  is  at  Victoria- 
ville. Sir  James  Lougheed  in  reply  stat- 
ed that  the  G.T.R.  had  not  come  abso- 
lutely under  government  control;  it  was 
being  administered  by  representatives  of 
the  company  and  the  government.  He 
had  no  doubt  that  in  due  course  eveo' 
consideration  would  be  given  to  the  sug- 
gestion. 

Ottawa  Cross  Town  Tracks. — A  peti- 
tion is  being  signed  asking  the  Dominion 
Government  to  take  steps  to  discontinue 
all  through  traffic  across  Ottawa  and  to 
remove  all  cross  iowti  tracks  with  the 
exception  of  a  switching  track  for  seri-- 
ing  existing  industries,  such  track  to  be 
used  only  at  certain  hours,  and  to  be  re- 
moved at  some  future  date. 

London  Grade  Separation  Proposals. — 
Several  meetings  are  reported  to  have 
taken  place  between  a  special  committee 
of  the  London,  Ont.,  City  Council  and 
G.T.R.  representatives  to  discuss  the 
elimination  of  level  crossings  in  the  city. 
The  Board  of  Railway  Commissioners  has 
had  officials  in  London  investigating  the 
situation  and  a  report  has  been  received 
on  the  necessity  of  increased  protection 
at  the  crossings.  The  city  council  is  in 
favor  of  eliminating  the  crossings  alto- 
gether and  of  so  saving  the  cost  of  keep- 
ing watchmen,  and  G.T.R.  officials  are  re- 
ported to  have  expressed  a  willingness  to 
meet  the  city  on  the  matter.  A  press 
report  states  that  the  company's  Chief 
Engineer  will  visit  London  shortly  to 
prepare  plans  for  subways  at  Waterloo 
and  Rectory  streets  as  the  beginning  of 
the  work.  It  is  estimated  that  these  sub- 
ways will  cost  about  $200,000  each. 
(June,  pg.  292.) 

Reported  Sale  of  Edmonton.  Dun- 

vepan  &  British  Columbia 

Railway. 

A  recent  press  report  stated  that  con- 
trol of  the  E..  D.  &  B.  C.  Ry.  and  of  its 
subsidiary,  the  Central  Canada  Ry.,  had 
been  secured  by  eastern  persons  closely 
associated  with  the  C.P.R.,  and  that 
pending  a  definite  settlement  of  the  mat- 
ter, a  report  on  the  condition  of  the_  two 
railways  was  being  prepared  by  W.  A. 
James,  .Assistant  Chief  Engineer,  C.P.R., 
Winnipeg.  An  Edmonton.  .\lta..  press 
report  of  June  3  stated  that  J.  D.  Mc.\r- 
thur.  President  E.,  D.  &  B.  C.  Ry.,  had 
said  it  would  be  about  three  weeks  or  so 
thereafter  before  any  announcement  as 
to  the  contemplated  change  in  the  own- 
ership of  the  line  and  its  subsidiaiies 
could  be  made. 

The  Premier  and  the  Attorney  General 
of  .Alberta,  together  with  J.  D.  Mc.Ar- 
thur.  and  the  solicitor  for  the  Union 
Bank,  which  is  interested  in  the  transac- 
tion, were  reported  to  be  in  Montreal, 
June  12,  in  connection  with  the  proposod 
sale  of  the  line. 


July,  1920. 


CANADIAN'  RAILWAY  AND  MARINE  WORLD 


389 


Freight     and     Passenger     Traffic 
Notes. 


The  Canadian  National  Rys.  and  the 
C.P.R.  put  into  effect  summer  tourist 
rates  to  Pacific  coast  points  on  June  1. 

The  number  of  cars  which  passed  over 
the  Quebec  Bridge  for  the  seven  days 
ended  June  8  was  as  follows: — 

1920.     1919. 

BridKe   Station   to   Chaudiere  Jet 441         326 

Chaudiere  Jet.  to  Bridge  SUtion 388         172 

Total    799         49S 

The  U.S.  Interstate  Commerce  Com- 
mission was  reported  on  June  8  to  have 
approved  of  the  C.P.R.'s  application  for 
permission  to  file  a  schedule  containing 
reduced  rates  on  shipments  of  paper  and 
paper  articles  from  points  in  Canada  to 
New  York  City. 

The  Grand  Trunk  Pacific  Ry.  has  an- 
nounced a  second  summer  tour  over  its 
lines.  The  party  is  limited  to  200  per- 
sons, and  will  start  from  Grand  Forks, 
North  Dakota,  July  6,  and  will  travel 
from  Winnipeg  in  a  special  excursion 
train  to  Prince  Rupert,  B.C.,  which  \y'\\\ 
be  reached  in  nine  days,  stopovers  being 
made  at  several  points.  From  Prince 
Rupert  the  party  will  travel  by  G.T.P.R. 
steamship  via  the  inner  channel  to  Seat- 
tle, Wash.,  with  stopovers  at  Vancouver 
and  Victoria,  B.C.  Members  of  the  party 
have  the  option  of  returning  to  the  start- 
ing point  by  a  number  of  routes,  and 
may  complete  the  trip  any  time  up  to 
Oct.  31. 

The  Canadian  National  Rys.  is  report- 
ed to  have  put  in  operation  on  June  1  a 
gasoline  motor  car  on  the  line  between 
Winnipeg  and  Transcona,  Man.  The  car 
accommodates  75  passengers,  and  makes 
the  6-mile  trip  in  10  minutes.  It  makes 
seven  trips  from  Winnipeg  to  Transcona, 
and  eight  trips  from  Transcona  to  Win- 
nipeg every  week  day,  and  two  trips  each 
way  on  Sundays.  On  week  days  addi- 
tional trips  are  run  to  accommodate  the 
employes  of  the  Canadian  National  Rys. 
Transcona  shops.  More  than  1,000  per- 
sons are  reported  to  have  used  the  car 
on  the  first  day  it  was  operated.  It  has 
sufficient  power  to  haul  a  trailer,  which 
will  be  provided  as  soon  as  traffic  war- 
rants. 

The  Quebec  &  Saguenay  Ry.  continues 
to  be  operated  by  the  contractors,  Hugh 
Doheny  &  Co.,  for  the  Canadian  National 
Rys.  On  June  1  the  contractors  put  in 
operation  the  follovs'ing  train  service: — A 
train  daily  except  Sundays,  leaving  Que- 
bec (Quebec  Ry.,  Light  &  Power  station) 
at  2.45  p.m.,  reaching  Mui-ray  Bay  at 
6.45  p.m.,  and  a  train  leaving  Murray 
Bay  at  7.45  a.m.,  reaching  Quebec  at 
11.45  a.m.  On  June  26  and  on  each  suc- 
ceeding Saturday  to  Sept.  11,  a  train  will 
leave  Quebec  at  7..30  a.m.,  reaching  Mur- 
ray Bay  at  11.30  a.m.  The  return  train 
w^ill  leave  Murray  Bay  at  5.15  p.m.  on 
Sunday,  June  27,  and  each  succeeding 
Sunday  to  Sept.  12,  reaching  Quebec  at 
.9.15  p.m. 

Justice  Lafontaine  gave  judgment  in 
the  Superior  Court  at  Montreal  June  8  in 
an  action  brought  by  Hodgson,  Sumner 
&  Co.  against  the  C.P.R.  for  $931.55  for 
loss  of  merchandise.  The  goods  were 
delivered  to  a  carter  driving  a  wagon 
bearing  the  C.P.R.  sign,  and  were  signed 
for  on  one  of  the  company's  bills  of  lad- 
ing, but  never  reached  their  destination. 
The  judge  held  that  according  to  the  cus- 
tom established  by  the  C.P.R.  Co.  for  re- 
ceiving goods  and  signing  a  bill  of  lading 
for  their  transportation  to  places  indi- 
cated, the  person  accredited  to  receive 
them  was  not  any  particular  individual, 


but  whatever  person  might  be  in  charge 
of  the  vehicle  on  which  appeared  the 
printed  initials  "C.P.R."  In  view  of  ar- 
ticle 1730  of  the  Civil  Code  to  the  effect 
that  the  mandator  is  liable  to  third  par- 
ties who,  in  good  faith,  contract  with  a 
person  not  his  mandatory,  under  the  be- 
lief that  he  is  so,  when  the  mandator 
has  given  reasonable  cause  for  such  be- 
lief, the  court  ordereil  the  C.P.R.  to  pay 
the  full  amount  claimed  by  plaintiffs, 
with  interest  from  the  date  the  action 
was  taken,  and  costs. 


Traffic  Orders  by  Board  of  Rail- 
way Commissioners. 


Canadian  Pacific  Railway  Construc- 
tion, Betterments,  Etc. 

St.  John,  N.B.,  Bridge. — A  press  re- 
port states  that  excavation  for  the  main 
piers  for  the  new  bridge  at  the  reversible 
falls  of  the  St.  John  River  has  been 
started,  that  the  caissons  to  be  used  for 
the  foundation  work  are  being  built  in 
Montreal,  that  different  sections  will  be 
put  together  at  St.  John  and  that  it  is 
expected  the  work  for  the  supports  of 
the  western  approach  to  the  bridge  will 
be  started  during  the  summer. 

St.  John-Montreal  Gradients. — A  press 
report  states  that  the  company  has  an 
engineer  in  the  field  studying  the  grad- 
ients on  the  line  between  St.  John,  N.B., 
and  Montreal,  to  determine  the  possibil- 
ity of  reducing  them. 

Timiskaming  to  Lac  La  Quinze.  — 
Hon.  L.  A.  Taschei'eau,  Attorney  General 
for  Quebec,  is  reported  to  have  said  re- 
cently that  arrangements  had  been  com- 
pleted regarding  the  construction  by  the 
C.P.R.  of  the  projected  line  from  Tiniis- 
kaming  to  the  Quinze  River  Falls,  Que., 
and  that  he  had  been  given  to  under- 
stand by  the  C.P.R.  officials,  whom  he  had 
seen  at  Montreal,  that  construction  work 
would  be  carried  out  iiromptly. 

Ottawa  Suburban  Station. — A  press  re- 
port states  that  the  company  proposes 
to  build  a  station  near  Parkdale  Ave., 
Ottawa. 

Saskatchewan  Beach  Station. — A  sta- 
tion building  is  reported  to  have  been 
built  at  Saskatchewan  Beach,  Sask. 
Hitherto  passengers  for  this  summer  re- 
sort have  had  to  use  Silton  station. 

Western  Branch  Lines. — The  Senate 
railway  committee  on  June  2  approved 
without  amendment  the  company's  bill 
authorizing  construction  of  certain  branch 
lines  in  the  prairie  provinces,  details  of 
which  were  given  in  Canadian  Railway 
and  Marine  World  for  June,  pg.  292.  The 
bill  was  read  a  third  time,  and  was  as- 
sented to  June  16.     (June,  pg.  291.) 


Contracts  for  Live  Stock  Transportation. 

General  order  298.  June  2. — Re  con- 
sideration of  special  foi-m  of  contract  for 
transportation  of  live  stock,  to  be  used 
by  railway  companies:  Upon  hearing  the 
matter  at  Ottawa,  Feb.  10,  1920,  the 
Canadian  Manufacturers'  Association, 
Western  Live  Stock  Shippers'  Associa- 
tion, Winnipeg  Live  Stock  Exchange, 
Calgary  Live  Stock  Exchange,  Cattle- 
men's Protective  Association  of  Western 
Canada,  Express  Traffic  Association,  To- 
ronto Humane  Society,  Western  Canada 
Live  Stock  Union,  Canadian  Council  of 
Agriculture,  United  Farmers  of  Ontario, 
United  Farmers'  Co-operative  Company, 
Eastern  Canada  Live  Stock  Union,  Bro- 
therhood of  Locomotive  Engineers,  Bro- 
therhood of  Locomotive  B'iremen,  Swift 
Canadian  Co.,  Grand  Trunk  and  Canadian 
Pacific  and  Canadian  National  Railways, 
and  Michigan  Central  Rd.  being  repre- 
sented, it  is  ordered  as  follows: — 

1.  That  the  forms  of  Live  Stock  Con- 
tract and  the  Special  Contract  with  At- 
tendants in  Charge  of  Stock,  attached 
hereto  marked  Schedule  A  and  Schedule 
B  respectively,  be  approved. 

2.  That  the  form  of  Special  Contract 
with  Attendants  in  Charge  of  Stock 
(Schedule  B)  be  printed  on  the  back  of 
the  Live  Stock  Contract  form  (Schedule 
A). 

3.  That  on  and  after  July  1,  1920,  the 
foniis  herein  approved  shall  be  the  only 
contracts  for  the  carriage  of  live  stock 
to  be  used  by  all  the  railway  companies 
subject  to  the  legislative  authority  of  the 
Parliament  of  Canada. 

We  are  unable  to  give  sufficient  space 
to  publish  the  schedules  A  and  B. 


A  St.  Male  Shop.s  Mare's  Nest. — As  a 

sample  of  how  time  is  wasted  in  the 
House  of  Commons,  the  ridiculous  ques- 
tions asked,  and  the  difficulties  of  car- 
rying on  the  management  of  a  govern- 
ment railway  under  such  circumstances, 
the  following  may  be  quoted:  C.  A.  Gau- 
vreau,  M.P.  for  Temiscouata,  Que.,  asked 
recently,  "Is  it  true  that  two  first  class 
machines,  which  were  in  good  working 
order  at  the  Riviere-du-Loup  shops,  were 
scrapped  after  their  transfer  to  the  St. 
Malo  shops?"  The  Minister  of  Rail- 
ways answered  "No."  The  answering  of 
this  question  probably  involved,  first  a 
letter  from  a  House  of  Commons  officer 
to  the  Railways  Department  transmit- 
ting it,  then  a  letter  from  the  Railways 
Department  to  the  Canadian  National 
Rys.  management,  enquiry  by  the  man- 
agement of  the  St.  Malo  shops  Superin- 
tendent, a  reply  from  him,  and  its  trans- 
mission from  the  management  to  the 
Railways  Department. 


Railway  Finance,  Meetings,  Etc. 


The    Canada    &    Gulf    Terminal    Ry.— 

The  company  received  tenders  recently 
for  the  purchase  of  $1,400,000  of  B'-'o 
twenty-year  first  mortgage  gold  deben- 
tures secured  by  a  trust  deed  in  favor 
of  the  Royal  Trust  Co.,  and  dated  Mar. 
31,   1920. 

New  Brunswick  Ry.  —  At  a  special 
meeting  of  shareholders  at  St.  John,  N. 
B.,  June  1,  a  resolution  is  reported  to 
have  been  passed  authorizing  the  direc- 
tors to  sell  or  dispose  of  all  or  any  part 
of  the  company's  extensive  landed  pro- 
perties in  the  Upper  St.  John  River  dis- 
trict. The  company's  railway  forms  part 
of  the  C.P.R.  system,  and  the  company 
for  years  past  has  been  dealing  with  its 
land   grants    only. 

Thousand  Islands  Ky. — There  has  been 
deposited  with  the  Secretary  of  State  at 
Ottawa  two  instruments  dated  Aug.  2, 
1905,  and  April  21,  1920,  appointing  J. 
P.  Ashworth,  and  F.  Scott,  respectively, 
as  trustees  under  a  mortgage  dated  Feb. 
28,  1894,  from  the  Thousand  Islands  Ry. 
Co.  to  John  Bell,  to  secure  payment  of 
$50,000  of  6'/,,.   first  mortgage  bonds. 

Toronto,  Hamilton  &  Buffalo  Ry. — At 
the  annual  meeting  at  Hamilton,  Ont., 
June  2,  the  following  were  elected  direc- 
tors:— Lord  Shaughnessy,  E.  W.  Beatty, 
K.C.,  Grant  Hall,  A.  H.  Smith,  A.  H. 
Harris,  W.  E.  Scott,  H.  B.  Ledyard,  W. 
P.  Torrance,  W.  K.  Vanderbilt,  Jr.,  D. 
W.  Saunders  and  J.  N.  Beckley. 


Fighting  Grasshoppers.  —  The  C.P.R. 

has  had  poison  spread  along  its  right  of 
way  in  the  prairie  provinces  to  kill  grass- 
hoppers in  the  infected  areas. 


390  CANADIAN  RAILWAY  AND  MAUINP:  WORLD  July.  1920. 

Transportation  Appointments  Throughout  Canada.     Telegraph.  Telephone  and  (able 


Th«  Infomiatian  ana>r  thka  hc>J.  which  U  (>th- 
riwl  slnKKt  »Btlr»ly  fmm  official  Kmrrc*.  !■  cam- 
pilot    with    ll>»  (rrakvl  <-«rr.    »o  >•   U<  en«urc  •h«o- 

tut#  sfcurmry.  Anjronr  who  mmr  notice  «njr  error 
In  por  announcrinrnU  will  confer  m  f»vor  by  bH- 
•  Ulnc  u. 

Canadian  (iovcrnmcnt  Mrrrhnnl  Ma- 
rine-. Ltd.  -C.  E.  BU.NTINC.  heriloforc 
Ontario  KroiKht  Apcnt,  who  has  boon  in 
Auntmla.xia  for  srvcral  months,  in  (\G. 
.M.M.  intorostfl,  has  tioen  appointed  rep- 
ri'Kontativo  for  Au.stmlia  and  New  Zea- 
land.    Office,    Auckland,   New   Zealand. 

(apt.  L.  M.  HATKIKLD.  formerly 
maiiter  of  various  steamships  owned  and 
manaired  by  William  Thomson  &  Co.,  St. 
John,  N.B.,  and  latterly  master  of  var- 
ious steamships  <>wne<l  by  the  British 
Government,  has  been  appointed  Assist- 
ant Marine  Superintendent.  Office,  Mont- 
real. 

H.  M.  MII.BURNE,  heretofore  Marine 
Superintendent,  Montreal,  has  been  ap- 
pointed Assistant  to  Manager.  Office, 
Montreal. 

Capt.  E.  E.  TEDFORD,  formerly  mas- 
ter and  Marine  Superintendent,  Strath 
Steamship  Co.,  Cardiff,  Wales,  and  lat- 
terly superintending  the  buildinp  of 
steamships  for  the  British  Government, 
to  be  managed  by  that  company,  has  been 
appointed  Marine  Superintendent,  C.  G. 
M.  M.,  vice  H.  M.  Milbume,  appointed 
Assistant  to  Manager.     Office,  Montreal. 

Canadian  National  Rys.— L.  BROUS- 
SEAU  has  been  appointed  District  En- 
gineer, Levis,  Edmundston  &  St.  Maur- 
ice Divisions,  Quebec  District,  vice  J. 
C.  Beckwith,  transferred.  Office,  Quebec, 
Que. 

J.  G.  HOLM.'VN  has  been  appointed 
agent  for  the  summer,  at  Lake  Joseph, 
Ont. 

J.  KIRKPATRICK  has  been  appointed 
agent  for  the  summer,  at  Bala  Park,  Ont. 

O.  L  VIRTUE  has  been  appointed  In- 
spector, Sleeping,  Dining  and  Parlor 
Cars,  Toronto,  vice  E.  L.  Clarke,  resign- 
ed on  account  of  ill  health. 

Canadian  Pacific  Ry.— W.  B.  BAM- 
FORD,  heretofore  District  Freight  .\gent, 
Toronto,  has  been  appointed  District 
Freight  Agent,  Nelson,  B.C.,  vice  F.  W. 
Sterling,  transferred. 

H.  G.  BUCHANAN,  heretofore  Dis- 
trict Freight  Agent,  Edmonton,  Alta., 
has  been  appointed  District  Freight 
Agent,  London,  Ont.,  vice  C.  S.  Morse, 
transferred. 

R.  V.  CARLETON,  heretofore  Locomo- 
tive Foreman,  Toronto,  has  been  appoint- 
ed Locomotive  Foreman,  Trenton,  Ont., 
vice  D.  L.  Jones,  transferred. 

W.  R.  JEFFREY,  heretofore  Ux  and 
assessment  clerk,  has  been  appointed  As- 
sistant Tax  Agent,  Montreal. 

D.  L.  JONES,  heretofore  Locomotive 
Foreman,  Trenton,  Ont.,  has  been  ap- 
pointed I.,ocomotive  Foreman,  Windsor, 
Ont.,  vice  T.  Milne,  retired  on  pension. 

C.  P.  McGHEE  has  been  appointed 
District  Freight  Agent,  Los  Angeles, 
Cal. 

C.  S.  MORSE,  heretofore  District 
Freight  Agent,  London,  Ont.,  has  been 
appointed  District  Freight  Agent,  To- 
ronto, vice  W.   B.  Bamford,  transferred. 

F.  W.  STERLING,  heretofore  District 
Freight  .\gent.  Nelson,  B.C.,  has  been 
appointed  District  Freight  Agent,  Ed- 
monton, Alta.,  vice  H.  G.  Buchanan, 
transferred. 

W.  TANSLEY.  heretofore  Car  Service 
Agent,  St.  John,  N.B.,  has  been  appoint- 
ed Car  Service  Agent,  Toronto,  vice  H. 
C.  Taylor,  promotcMl. 


H.  C.  TAYLOR,  heretofore  Car  Ser- 
vice Agent,  Toronto,  has  been  appointed 
Superintendent  of  Car  .Service,  Eastern 
Lines,  vice  R.  A.  Sewell.  trani^ferrcd. 
Office,    Montreal. 

J.  II.  WILSON,  heretofore  Night  Lo- 
comotive Foreman,  Brownville  Jet.,  .Me., 
has  been  appointed  Locomotive  Foreman, 
Toronto,  vice  R.  V.  Carleton,  transferred. 

Central  Vermont  Kv.— E.  F.  S.MITH 
has  been  appointed  Assistant  to  Presi- 
dent.    Office,  St.  Albans,  Vt. 

Grand  Trunk  Ry. — The  position  of  As- 
sistant to  Vice  President  in  Charge  of 
Transportation,  held  by  C.  R.  MOORE, 
with  office  at  the  company's  general  of- 
fices, whose  appointment  as  General  Sup- 
erintendent of  Car  Service  was  announc- 
ed in  our  last  issue,  has  been  taken  by 
C.  MANNING,  heretofore  Assistant  to 
Vice  President,  with  office  at  Point  St. 
Charles  shops,  and  the  last  mentioned 
position  has  been  abolished. 

R.  S.  MOORE,  recently  in  Canadian 
National  Rys.  service,  has  been  appoint- 
ed chief  clerk  to  General  Agent,  G.T.R., 
Toronto. 

Grand  Trunk  Pacific  Ry.  —  A.  D. 
CAREY,  heretofore  Assistant  Superin- 
tendent, Smithers,  B.C.,  has  been  ap- 
pointed Superintendent,  Edson,  Alta., 
vice  R.  M.  Halpenny,  resigned  to  enter 
private  business. 

Great  Northern  Ry.  —  J.  M.  COPE- 
LA>sD,  recently  in  G.T.R.  service,  has 
been  appointed  Travelling  Agent  G.N.R., 
Toronto. 

H.  E.  WATKINS  has  been  appointed 
General  Agent,  in  charge  of  Canadian 
territory  east  of  Port  .4rthur  and  Fort 
William,  Ont.,  including  the  Maritime 
Provinces,  but  no  Windsor,  Walkerville 
and  Ford,  Ont.  Office,  53  Yonge  St.,  To- 
ronto. 

Union  Pacific  Rd.— F.  S.  ELLIOTT  has 
been  appointed  General  .•Vgent,  Vancou- 
ver, B.C.,  vice  J.  H.  Cunningham,  re- 
signed to  enter  private  business. 

C.P.R.  Taxation.— T.  W.  Caldwell,  M.P. 
for  Victoria  and  Carleton.  N.B.,  asked 
in  the  House  of  Commons  recently: — 
"What  amount  was  paid  by  the  C.P.R. 
Co.  in  Business  Profits  Tax  in  1916.  1917, 
1918  and  1919?"  The  Finance  Minister 
replied:  "Accounting  period  ended  June 
30,  1915,  none  ;accounting  period  ended 
June  30,  1916,  none,  this  was  due  to  tax 
paid  to  United  Kingdom;  accounting 
period  ended  Dec.  31,  1916,  $588,600.20; 
accounting  period  ended  Dec.  31,  1917, 
none;  income  tax  paid  for  1917  period. 
$1,765,475.13;  accounting  period  ended 
Dec.  31,  1918,  none;  amount  paid  for 
1918  period  under  Income  War  Tax  .Act, 
1917,  and  order  in  council  Mar.  14,  191S, 
$1,463,097.24;  accounting  period  ended 
Dec.  31,  1919,  returns  for  1919  period 
not  filed.  The  Business  Profits  War  Tax 
Act.  1916.  provides  the  returns  may  be 
filed  on  or  before  July  L  1920.  Total  tax 
paid  by  C.P.R.  for  accounting  periods 
1915    to    1918,   inclusive,   $3,817,172.57." 

Railway  I^nds  Patented. — Letters  pat- 
ent were  issued  during  May  respecting 
Dominion  railway  lands  in  Manitoba, 
Saskatchewan.  Alberta,  and  British  Col- 
umbia as  follows: — 

Canadian   Northern   Ry 240.00 

Canailian    Pacific    Ry.    vranU    27.64 

Canailian     Paciflr     Ry.     roadbed    and    (U- 

tion    irroundu         9.91 

Grand    Trunk    Pacific    Ry 428.Sa 

Grand    Trunk    Paclflc    Rjr.    Bnincb    Linn 

Co „ 29.41 

7St.29 


B.  A.  Uoate,  heretofore  lixal  manager. 
Great  North  Western  Telegraph  Co., 
Brandon,  Man.,  has  been  appointed  local 
manager  at  Rcgina,  Sank.,  vice  R.  F. 
Errington,   transferred. 

L.  Black,  for  several  years  in  Western 
Union  Telegraph  Co.'s  service  at  Syd- 
ney, N.S.,  has  been  appointed  local  man- 
ager there,  vice  J.  B.  Colboume,  re- 
signed to  enter  C.P.R.  telegraph  service 
at  Calgary,  Alta. 

The  C.P.R.  Telegraphs  have  nominated 
F.  H.  Phippen,  K.C.,  as  their  representa- 
tive on  a  board  of  conciliation  to  consi- 
der operator's  wages.  J.  T.  Gunn,  Sec- 
retary Electrical  Workers  Union,  repre- 
sents the  men. 

J.  B.  Colboume,  who  has  resigned  as 
local  manager.  Western  Union  Telegraph 
Co.,  Sydney,  N.S.,  to  enter  C.P.R.  tele- 
graph service  at  Calgary,  Alta.,  was  pre- 
sented with  a  gold  chain  and  an  address 
by  the  Sydney  staff  on  leaving  for  the 
west   recently. 

H.  Wittmaak,  who  died  at  Kitchener, 
Ont.,  June  3,  aged  60,  was  formerly  in 
C.P.R.  Telegraphs  service,  and  was  said 
to  have  been  the  first  of  that  company's 
telegraph  operators  in  Hespeler,  Ont.  He 
was  agent  there  when  he  retired  from 
active  service  about  two  years  ago. 

The  Great  North  Western  Telegraph 
Co.  has  opened  offices  at  Authier  and 
Kiskisink  Club  House,  Que.,  Moonbeam, 
Ragged  Rapids,  Port  MacDiarmid  and 
Sparrow  Lake,  Ont.,  and  has  closed  its 
offices  at  Oscalanea,  Que.,  Battersea  and 
Thamesford,  Ont.,  and  Kyleniore,  Sask. 

A  London,  Eng.,  press  dispatch  states 
that  the  Pacific  cable  connecting  Canada 
with  Australasia  is  to  be  duplicated  be- 
tween Bamfield,  B.C.,  and  Norfolk  Island 
at  a  cost  of  approximately  £4,000,000. 
The  Pacific  cable  was  completed  in  1902, 
and  the  distance  between  Bamfield  and 
Norfolk  Island  is  approximately  6,000 
miles,  and  there  are  two  intermediate 
stations,  one  at  Fanning  Island  and  the 
other  at  Fiji.  The  cable  between  Bam- 
field and  Fanning  Island  is  said  to  be 
the  longest  laid  in  one  piece. 

The  British  Postmaster  General  has 
sent  notices  to  the  various  chambers  of 
commerce  and  boards  of  trade  in  Great 
Britain  calling  attention  to  the  fact  that 
a  state  owned  cable  is  in  operation  be- 
tween Great  Britain  and  Canada,  and  to 
the  government's  desire  that  this  cable, 
which  is  known  as  the  Imperial  cable, 
should  be  used  mainly,  if  not  exclusively, 
for  traffic  between  Great  Britain  and  the 
British  Dominions.  It  is  operated  direct 
from  the  Central  Telegraph  Office  in  Lon- 
don, to  Halifax,  N.S.,  where  connection 
is  made  with  the  Canadian  land  lines,  as 
well  as  with  the  British  cable  to  the 
West  Indies.  Traffic  for  .\ustralasian 
points  is  sent  by  a  special  line  direct 
from  Halifax  to  Bamfield,  B.C.,  and 
thence  by  the  state  owned  Pacific  cable 
to  Australia  and  New  Zealand,  there  be- 
ing only  one  retransmission,  viz.,  at 
Halifax.        

Among  the  Express  Companies. 


The  Canadian  National  Kx.  Co.  has 
closed  its  office  at  Prince  .\lbert,  Sask. 

M.  Cunningham,  formerly  with  the 
Canadian  National  Ex.  Co.,  is  reported 
to  have  been  appointed  agent  Canadian 
Ex.  Co..  at  Stewart.  B.C. 

J.  I.  M.  Grant,  heretofore  cashier,  Ca- 
nadian Ex.  Co.,  St.  Catharines,  Ont.,  has 
been  appointed  agent  at  Brantford,  Ont., 
vice  G.  A.  Oliver,  resigned. 


July,  1920. 


391 


Electric  Railway  Department 

Oshawa  Railway  Fifty-ton  Electric  Locomotive. 


The  Oshawa  Ry.,  Oshawa,  Ont.,  has 
added  a  50-ton  400  horse  power,  steel, 
electric  locomotive,  which  it  has  had  built 
by  Ottawa  Car  Manufacturing  Co.  The 
following  are  the  principal  dimensions: — 

Length  over  end  sills   32    ft. 

.Length  of  cab 16   ft. 

Distance   between   bolter  centers  18   ft. 

Width    over   cab    10    ft. 

Height,  top  of  rail   to  top  of  roof  12  ft. 

Height  top  of  rail  to  center  of  draw  bar... .341^  ft. 

The  underfranie  is  of  steel  construc- 
tion, built  as  one  unit.  There  are  6  lon- 
gitudinal sills  consisting  of  four  12  in.  I 
beams  and  two  12  in.  channels,  with  cross 
sill  of  9  in.  I  beams  and  corner  angle  6 
X  6  X  V4  in.  Bumpers,  or  end  sills,  are 
built  up  with  a  12  in.  channel,  fastened 
to  ends  of  longitudinal  sills  by  6  x  6  x  ^'2 
in.  angles,  with  another  12  in.  channel 
shaped  to  meet  the  requirements  of  the 
M.C.B.  coupler  height,  after  which  a   % 


is  placed  on  the  end  window  opposite  the 
locomotive  man.  An  18  in.  globe  venti- 
lator is  placed  at  the  center  of  roof,  to 
take  away  any  heat  generated  by  the 
resistors.  All  sash  and  doors  are  of  white 
ash,  with  Ts  in.  white  ash  t.  and  g.  sheet- 
ing on  the  interior.  A  frame  is  built  of 
angle  iron,  surrounded  with  movable  ex- 
panded metal  screens,  for  the  purpose  of 
mounting  the  control  equipment,  which 
is  located  in  the  center  of  the  cab.  The 
resistors,  which  are  installed  in  the  top 
half,  near  the  roof,  are  surrounded  by  4 
sheet  metal  doors,  with  ends  of  perman- 
ent sheet  steel  panels  rivetted  to  frame. 
The  floors  are  of  wood,  with  air 
space  of  I'a  in.  between  the 
1%  steel  plate  and  bottom  side  of  floor 
boards,  which  are  1^,-2  in.  thick,  t.  and  g., 
covered  over  with  steel  checker  plate. 
The  hoods  or  sloping  ends  are  of  3/16  in. 


>hawa    Railway.   Fifty-Ton.   All   Steel   Electric   Loc 


in.  steel  plate  is  sheared  to  meet  the  re- 
quired shape,  and  securely  rivetted  to- 
gether. Bolsters  are  of  box  girder  type 
constructed  with  two  12  in.  channels  and 
I's  X  15  in.  steel  plate  on  the  bottom 
side,  rivetted  to  flanges  of  the  12  in. 
channels.  A  '^  in.  rolled  steel  floor  plate 
extends  the  full  length  of  the  locomo- 
tive and  the  full  width  of  cab.  This  con- 
struction forms  a  strong  girder  of  the 
box  type. 

The  cab,  or  body,  is  of  steel  construc- 
tion, consisting  of  angle  irons  for  ends 
and  Z  bars  intermediates,  6  in  all,  bent 
to  form  the  sides  and  roof  in  one  con- 
tinuous piece,  to  which  3/16  in.  sheet 
steel  plates  are  rivetted,  forming  win- 
dow and  door  openings.  The  roof  is  of 
steeple  type,  having  3  windows  in  each 
side  and  2  on  ends,  with  door  at  each 
diagonal  corner.  Two  windows  on  each 
side  are  drop,  and  the  third,  which  is  at 
fhe  control  corner  of  the  cab,  is  of  a 
sliding  type,  with  hinged  arm  rest,  to 
enable  the  locomotive  men  to  look  out 
with  ease  when  shunting.     A  storm  sash 


steel  plates  rivetted  to  angle  irons. 
Doors  are  placed  on  end  to  permit  in- 
stalling new  carbons  and  oiling  air  com- 
pressors. Also  on  side  of  hoods  there 
is  a  double  door,  to  permit  installation 
of  equipment,  and  the  same  are  con- 
structed to  prevent  undue  heating  of  the 
electrical  apparatus,  which  they  contain, 
including  the  fan  motor.  There  is  also 
a  door  into  the  cab,  so  as  to  give  the 
locomotive  man  easy  access  from  inside 
of  cab  without  going  outside.  These  side 
doors  are  arranged  to  keep  out  water  and 
give  abundance  of  ventilation.  An  up- 
holstered seat,  with  arm  rest,  is  pro- 
vided at  each  operator's  position. 

Pilot  and  switchman's  steps  are  pro- 
vided at  each  end.  The  pilot  is  con- 
structed of  angle  iron  base,  with  IV2  in. 
iron  pipe  for  uprights,  conforming  to 
shape  to  meet  the  requirements  of  the 
locomotive  end  and  coupler.  A  1'4  in. 
pipe  rail  is  located  on  each  end,  to  ensure 
safety,  with  an  18  in.  opening  at  center, 
to  give  access  to  switchmen  and  train 
men,  also  train  line  jumpers.     This  rail- 


ing is  3  ft.  high  with  center  rail,  one  end 
secured  to  hoods,  and  the  opposite  end 
forms  a  grab  handle  on  the  side,  where 
angle  iron  steps  are  provided,  with  an- 
other grab  handle  fastened  to  cab  corner 
post,  providing  access  to  inside  of  cab.  A 
hand  brake  is  provided  with  a  15  in.  drop 
handle.  Marker  lamps  and  sockets  of 
standard  railway  type  are  provided  with 
flags.  Sand  boxes  are  located  in  each 
hood  and  designed  to  carry  a  quarter  ton 
of  sand,  with  2  O.B.  type  air  sanders  in 
each  box.  The  corner  wheels  have  an  in- 
dependent discharge  pipe  of  VA  in., 
which  is  attached  to  the  truck  connected 
with  rubber  hose  to  each  air  sander.  A 
standard  air  operated  locomotive  bell  is 
provided  at  one  end,  mounted  on  hoods. 
This  bell  is  also  hand  operated  by  a  cable 
running  through  a  ',■;  in.  pipe  and  pul- 
leys, which  makes  a  very  easy  hand  ring- 
ing apparatus.  The  headlights,  which 
are  located  on  each  hood,  are  of  the 
Golden  Glow  type  12  in.,  94  watts,  115 
volts,  plain  resistance,  with  mirror  re- 
flector. Trolley  retrievers  are  of  the  O. 
B.  type  on  each  end,  mounted  on  hoods. 
The  couplers  have  beon  designed  spe- 
cially to  meet  the  requirements  of  the 
underfranie  and  trucks.  A  very  heavy 
bumper  pocket  casting,  rivetted  to  cen- 
ter I  beams,  contains  the  Westinghouse 
friction  draft  gear.  This  arrangement 
eliminates  any  buffing  shocks,  which  the 
locomotive  would  get  if  provided  with 
the  solid  coupler  head,  therefore,  is  an 
important  factor  when  pne  takes  into 
consideration  the  Westinghouse  h.l.  con- 
trol, which  is  installed  inside  the  cab, 
giving  longer  life  and  better  service,  also 
eliminating  unnecessary  adjustments, 
which  would  occurc  without  the  use  of 
the  Westinghouse  friction  draft  gear. 
Coupler  heads  are  the  M.C.B.  standard. 
Poling  sockets  are  provided  at  each  cor- 
ner, complying  with  the  M.C.B.  standard 
design.  Air  signal  is  installed,  to  meet 
future  requirements  for  passenger  ser- 
vice. 

The  trucks  are  the  Baldwin-Westing- 
house  standard  electric  locomotive  truck, 
with  rigid  bolster,  equalized  type,  de- 
signed especially  for  locomotive  service, 
and  built  with  rolled  steel  side  frames 
located  outside  of  wheels.  The  cast  steel 
transom  and  rolled  steel  end  frames  are 
fitted  together  with  reamed  taper  bolts. 
This  construction  is  especially  adapted 
to  heavy  traction  and  bufling  strains  met 
in  locomotive  service.  Wheels  are  rolled 
steel,  36  in.  diameter  with  4  in.  tread,  1% 
in.  flange.  '  Axles  are  forged  steel,  to 
meet  requirements  of  A.E.R.A.  standard 
in  diameter  and  bearing  area;  6Vi  in. 
diameter  at  bearing  and  7  in.  at  gear. 
Journal  boxes  are  of  semi-steel  of  the 
Symington  type  journals,  5x9  in.  The 
brake  rigging  is  actuated  through  a 
radial  brake  beam,  and  through  a  brake 
beam  located  adjacent  to  truck  transom. 
This  permits  the  locomotive  to  negotiate 
short  radius  curves. 

The  electrical  equipment  comprises  the 
Westinghouse  type  h.l.  unit  switch  con- 
trol, double  end,  arranged  for  field  con- 
trol of  motors,  including  forced  ventila- 
tion to  motors  and  train  line  receptacles. 
The  type  of  motor  is  562-D-5  of  100  h.p., 
600  volts,  making  a  total  of  400  h.p.  per 
locomotive.  The  gears  are  Nuttall  heli- 
cal.   A  smooth  drive,  which  is  free  from 


392 


(  ANADIAN  KAll.W  AV  AND  MAKINK  WOUI.I) 


July.  1920. 


vibrntlnn. 

ICM 

\ 

TT 

M?l 

on 

th 

hel 

u-a 

cm 
14 

grar  equipped 
intthouiip  Tn»r- 

CIV 

K  I.  .  nrrnniffd 

'     '  tiic    two 

UOVtT- 

UI 

u  iiimut  this, 

th. 

:    thi'   ninfiinir 

rity  and  mi'rhanlcal  dmiKn  iihould  br 
nuitablc  for  the  non-ice  requircmenU;  (2t 
the  motive  powi-r  apparatus;  (3)  the  nn- 
paratUH  on  the  locomotive  nhould  lie 
mounted  m  nuoh  a  way  that  each  nart 
Would  he  permitted  to  operate  to  the  best 
ndvimtJiKe,  with  the  rhanrc  of  trouble 
ri'ilurcd  to  n  minimum;  (••(  all  appnratuH 
should  be  acceanible  for  innpection,  main- 
tenanro  and  ovcrhaulinK;  (.'))  there 
thould  be  no  danifer  of  the  operator  be- 
UiK  thrown  in  contact  with  the  live  parts. 
r»'ntralization  of  control  equipment  is 
\iiy    important  and   onr   nrranjremenl  of 


clarion  type  of  whistle  is  installed  over 
end  comer  window,  operated  by  air. 

Marker  lamp  brackets  are  inftallcd  on 
each  i-omcr  for  holding  signal  flaK-"'.  The 
locomotive  is  equipped  with  2  marker 
lamps,  and  2  classification  lamps,  indud- 
injf  i  trrecn  and  2  red  flaKS. 

The  heater  equipment  consists  of  2 
sets  of  -I  heaters  per  set.  Consolidated 
Heater  Co.  make,  including  2-knifc  switch 
and  fuse. 

The  naintinj;  is  a  dead  black,  varnish- 
ed, with  letU-rinK  in  gold  leaf,  which  is 
u  very  suitable  color  for  this  type  of 
locomotive. 

Reliability  was  the  most  important 
factor  considered  in  dcsig-ninK  this  loco- 
motive, al.'o  five  essential  features  were 
considered:   (1)   The  weicht,   type,  capa- 


of   Kiuipmcnt.    wUh   Mr»«n» 


this  is  shown.  This  has  a  number  of 
a<lvantaRes:  (1)  All  control  apparatus  is 
assembled  compactly  in  one  part  of  the 
locomotive  and  the  switch  proups  are 
located  in  such  a  manner  that  they  are 
readily  acce.«sible  from  all  sides;  (2)  lo- 
cation of  (rrid  resistors  above  switch 
eroups,  which  arc  placed  under  the  roof, 
reducing  the  lentrth  of  connection  between 
these  two  pieces  of  apparatus  to  a  mini- 
mum. All  the  heat  from  resistors  passes 
directly  throUKh  the  roof  ventilators.  The 
distributing  valve  is  located  inside  the 
cab,  as  a  protection  ajrainst  freezing.  Fan 
motor  and  blower  are  located  inside 
hoods,  also  one  compressor  installed  in 
each  hood,  which  eliminates  considerable 
objectionable  noises,  which  are  caused 
when  these  two  pieces  arc  in  motion. 


Electric   Railway   Projects,  C'on- 
Htruction,  liettermenU,  Etc. 

(■lKar>  Municipal  Ky. — R.  A.  BrowTi, 
SuiH-rmlentlent,  has  reported  that  exten- 
sive rwonstruction  of  double  track  lines 
will  have  to  lie  done  at  the  rate  of  from 
five  to  seven  bl<Kks  a  year,  at  a  cost  of 
about  $11,000  a  block,  or  $12,500  a  bhxk 
if  heavier  rail  is  used;  and  reconstruc- 
tion of  line  on  unpaved  streets  at  the 
rate  of  six  blocks  a  year  at  a  cost  of 
$r.,()00  a  block.  The  estimated  toUl  cost 
of  this  reconstruction  is  alKiut  $91,000  a 
year  for  the  next  five  years.  He  pro- 
poses that  $r>0,000  a  a  year  be  taken 
from  depreciation  fund  and  that  the  bal- 
ance be  made  up  from  revenue.  June, 
PR.  316.) 

Hydro  Electric  Ry.  (E(«.sex  Division). 
We  are  officially  advised  that  a  .second 
track  is  beinR  built  on  London  St.,  Wind- 
sor, Ont..  from  Ouelette  St.  to  Wellington 
St.;  and  that  the  car  shop  on  London  St. 
is  being  rebuilt.  The  new  work  will  pro- 
vide a  new  repair  pit,  an  armature  room, 
a  blacksmith  shop  and  a  machine  shop. 
(See  Sandwich,  Windsor  &  AnihcrstburK 
Ry.,  June,  pp.  316.) 

New  Uninswick  Power  Co. — We  are 
officially  advised  that  the  project  for  the 
extension  of  the  company's  line  from 
Fairville  to  Manchester,  N.B.,  has  beer 
lancelled  for  this  year. 

We  are  further  advised  that  the  com- 
pany is  installing  loops  on  all  its  lines 
in  St.  John,  with  a  view  to  operating 
^ ingle  end  cars.  Proposals  in  regard  to 
this  are  before  the  city  council  for  the 
following: — Branch  off'  at  comer  of  Char- 
lotte St.  and  north  King  Square;  a  line 
up  Union  St.  from  Mill  St.  to  Charlotte 
.St.,  1,.500  ft.  At  West  St.  John  it  is  pro- 
posed to  connect  through  tracks  at  the 
jiead  of  Rodney  wharf.  An  extension  of 
■..000  ft.  of  track  is  also  being  arranged 
:"or  in  East  St.  John  to  accommodate  the 
.Symons  Parish,  the  new  harbor  dry  dock, 
itc,  and  the  county  hospital.  The  ma- 
terials for  these  extensions  are  on  hand. 
T.  H.  McCauley  is  General  Manager. 

Porcupine  Rand  Belt  Electric  Ry.  Co. — 
The  Ontario  Legislature  has  revived  the 
charter  of  incorporation  granted  this 
company  in  1912,  together  with  an  ex- 
tension of  time  until  1922  to  begin  con- 
struction and  until  1923  for  the  comple- 
tion of  the  projected  line.  The  railway 
authorized  to  be  built  is  from  Larder 
City  townsite  westerly  through  McVittie, 
Hearst,  Gauthier,  McElroy,  Label  and 
Boston  Tps.,  to  Dane  townsite.  (Nov., 
1916,   pg.   460.) 

Quebec  Ry.,  Light  &  Power  Co.— The 
extension  of  the  electric  railway  tracks 
in  Belvedere  Ward  is  under  consideration 
by  Quebec  City  Council.  .\  delegation 
waited  on  the  council  requesting  that  the 
company  be  asked  to  extend  its  service 
on  St.  Cyrille  St..by  St.  Marguerite  Bour- 
geois to  Bells  Road,  so  as  to  reach  the  St. 
Malo  section  of  the  line,  and  suggested 
the  consideration  of  another  extension 
along  the  cliff",  by  Boulevard  de  I'En- 
tcnte  and  the  city  limits.  Another  exten- 
sion asked  for  is  a  line  to  Belmont  ceme- 
tery.    (June.  pg.  346.) 

Winnipeg  Electric  Ry.  is,  according  to 
report,  planning  an  extension  of  its  Aca- 
demv  Road  line  to  Lindsay  St.,  at  an  esti- 
mated cost  of  $20,000. 

We  are  officially  advised  that  the  com- 
pany is  building  a  substation  to  house 
two    motor    generator   sets. 


The  Guelph  Radial  Ry.,  owned  by  the 
city,  will  be  taken  over  for  operation  by 
the  Hydro  Electric  Power  Commission  of 
Ontaio  July  1. 


July,  1920. 


393 


Increases  in  Electric  Railway  Passenger  Fares. 


Hrandon  Municipal  Ky. — A  Brandon, 
Man.,  press  report  of  June  11  stated  that 
the  Manitoba  Public  Utilities  Commission 
had  approved  an  increased  schedule  of 
fares  for  Brandon  Municipal  Ry.,  effec- 
tive June  21.,  as  follows: — Cash,  7c.; 
ordinary  tickets,  6  for  35c.;  workmen's 
tickets,  5  for  25c.;  children's  tickets,  8 
for  25c. 

Brantford  Municipal  Ry. — A  new  sche- 
dule of  fares  is  reported  to  have  been 
put  in  operation  June  10  in  order  to  meet 
the  increase  of  wages  gi-anted  to  the 
employes.  The  sale  of  tickets  at  6  for 
25c.  has  been  abandoned  and  the  fare  is 
now  a  straight  5c.  one. 

Calgary  Municipal  Ry. — R.  A.  Brown, 
Superintendent,  is  reported  to  have 
recommended  that  an  increased  schedule 
of  fares  be  put  in  operation.  Follow- 
ing is  a  comparison  of  the  present  and 
suggested    rates:—  p„sent.        Suggested. 

Caiih    5c.  10c. 

Tickets   for  $1   22  18 

Tickets    for    2oe .5  4 

The  reason  for  suggesting  the  10c.  fare 
is  to  encoui'age  the  purchase  of  tickets. 
The  city  commissioners  are  reported  to 
have  approved  of  the  suggested  schedule 
on  June  11,  and  to  have  recommended 
the  city  council  to  authorize  it. 

Levis  County  Ry. — The  Quebec  Public 
Service  Commission  met  May  25  to  con- 
sider an  application  to  authorize  charg- 
ing increased  fares  on  this  railway.  Rep- 
resentatives of  St.  Joseph  and  Romuald 
municipalities  refused  to  agree  to  the 
application  or  to  abide  by  any  decision 
made,  and  asked  that  the  company  be 
ordered  to  operate  a  service  according 
to  its  franchise  terms.  The  service 
through  the  two  municipalities  named, 
to  Lauzon,  had  been  suspended  from  May 
20,  the  company's  employes  having  re- 
fused to  operate  the  cars  over  the  bound- 
ary line,  on  account  of  the  action  of  the 
St.  Joseph  and  Romuald  municipalities 
in  refusing  to  join  in  the  application  for 
increased  fares.  The  Commission,  after 
investigating  the  company's  finances  and 
operations,  together  with  the  cause  of 
the  strike,  reserved  judgment,  so  far  as 
the  City  of  Levis  and  Bienville  munici- 
pality were  concerned,  but  ordered  the 
company  to  operate  its  cars  in  the  Towai 
of  Lauzon.  The  company  was  unable  to 
obey  this  order,  as  the  employes  refused 
to  operate  cars  in  Lauzon,  and  they  fur- 
ther intimated  that  if  attempts  were 
made  to  operate  the  cars  in  that  town  by 
other  men,  there  would  be  a  general 
strike,  thus  tying  up  the  remainder  of 
the  system.  The  Town  of  Lauzon  ap- 
plied to  the  Commission,  June  1,  asking 
it  to  force  the  company  to  find  money 
to  operate  the  cars  in  Lauzon,  or  that 
the  Commission  take  over  the  line  and 
operate  it.  Judgment  was  given  June  9, 
the  Commission  refusing  to  entertain 
the  motion,  or  to  force  the  company  to 
operate  its  cars  by  borrowing  money,  as 
the  company  had  proved  in  the  investi- 
gation that  it  was  unable  to  do  so,  and 
decided  that  no  further  motions  of  the 
Town  of  Lauzon  to  force  the  company  to 
operate  its  cars  under  the  existing  con- 
ditions would  be  entertained,  and  also 
that  no  further  motions  or  applications 
in  regard  to  the  matter  would  be  accept- 
ed until  the  four  municipalities  interest- 
ed got  together  and  agreed  to  revise  the 
franchise,  or  to  submit  the  whole  ques- 
tion to  the  Commission  for  its  decision. 
On  June  10,  all  the  company's  employes, 
including  the  car  barn  men,  etc.,  went  on 
strike.     The  Mayor  of  Levis,   on  behalf 


of  Levis  and  Bienville,  guaranteed  to  re- 
adjust the  fare  schedule,  so  as  to  per- 
mit wages  to  be  increased,  and  the  ser- 
vice was  resumed  in  those  two  munici- 
palities June  11,  the  council  subsequent- 
ly agreeing  to  the  granting  of  the  fol- 
lowing tari: — Cash  fare,  10c. ;  tickets,  4 
for  SOc,  50  for  $3.50;  children's  tickets, 
10  for  25c.;  scholars  tickets,  50  for  $2. 
The  situation  in  St.  Joseph  and  Romuald 
is  reported  as  unchanged. 

A  press  report  of  June  21  stated  that 
the  company's  cars  were  again  running 
in  St.  Romuald,  the  municipal  council 
having  on  June  19  accepted  the  new  fare 
schedule  asked  for  by  the  company.  St. 
Joseph  municipality  and  the  Town  of 
Lauzon  were  still  without  a  car  service. 


Canadian  Electric  Railway 
Association. 

Honorary  President,  Lieut.-Col.  J.  E. 
Hutcheson.  General  Manager,  Montreal 
Tramways  Co. 

Honorary  Vice  President,  Acton  Burrows, 
Proprietor  and  Editor,  Canadian  Railway 
and   Marine   World. 

President,  A.  Gabourj-,  Superintendent, 
Montreal  Tramways  Co. 

Vice  President,  G.  Gordon  Gale.  Vice 
President  and  General  Manager,  Hull  Elec- 
tric Co. 

Honorary  Secretary-Treasurer,  pro  tem, 
A.  Eastman.  Vice  President  and  General 
Manager,  Windsor,  Essex  &  Lake  Shore 
Rapid   Railway  Co. 

Executive  Conmittee,  The  President,  Vice 
President,  and  F.  D.  Burpee,  Superintend- 
ent, Ottawa  Electric  Railway  Co. ;  C.  C. 
Curtis,  Manager,  Cape  Breton  Electric  Co. : 
A.  Eastman.  Vice  President  and  General 
Manager.  Windsor,  Essex  &  Lake  Shore 
Rapid  Railway  Co. :  Geo.  Kidd,  General 
Manager,  British  Columbia  Electric  Rail- 
way Co.  ;  M.  W.  Kirkwood,  General  Man- 
ager, Grand  River  Railway  Co.  and  Lake 
Erie  &  Northern  Railway  Co.:  A.  W.  Mc- 
Limont,  Vice  President  and  General  Man- 
ager, Winnipeg  Electric  Railway  Co. :  R. 
M,  Readc,  Superintendent,  Quebec  Railway 
Light  &  Power  Co.;  Lt-Col.  G.  C.  Royce, 
General  Manager,  Toronto  Suburban  Rail- 
way Co. :  C.  L.  Wilson,  Assistant  Manager, 
Toronto  &  York  Radial  Railway  Co. 

Official  Organ — Canadian  Railway  and 
Marine   World.   Toronto. 


London  &  Port  Stanley  Ry. — In  order 
to  meet  increased  wages,  the  week  end 
rates  between  London  and  Port  Stanley 
were  cancelled  June  17,  and  the  regular 
tariff  rates  were  put  in  force,  viz.,  Lon- 
don to  St.  Thomas  and  return  80c,  and 
London  to  Port  Stanley  and  return  $1.25. 
The  previous  week  end  rate  from  London 
to  Port  Stanley  and  return  was  95c. 

Nova  Scotia  Tramways  &  Po.wcr  Co. — 
The  Nova  Scotia  Legislature  has  passed 
an  act  amending  chap.  180,  of  the  act  of 
1914,  subsections  c  and  f  of  sec.  22,  which 
fixed  the  fares  to  be  charged  by  the  com- 
pany and  sec.  1  of  the  new  act  declares 
that  notwithstanding  anything  contained 
in  those  subsections  and  any  amendments 
thereof  increased  fares  may  be  charged. 
Following  is  a  comparison  of  the  old 
rate  of  fares  and  those  now  authorized: — 
Old.  New. 

Cash 5c 7c. 

6  tickets  (or 25c.         4    tickets   for 25c. 

2a  tickeU  for $1        17    tickets    for $1 

10  workingmen's  20  workingmen's 

tickets  for 25c.  tickets    for    Jl 

10  school  children's  8  school   children's 

tickets  for 25c.  tickets    for    25c. 

The  workmen's  tickets  are  good  only 
up  to  8  a.m.,  and  the  school  children's 
tickets  are  for  pupils  under  16  years  of 
age  actually  attending  any  public  school, 
available  for  use  between  8  and  9.30  a.m. 


and    between    1    and   4.30    p.m.   of   every 
regular  school  day. 

Section  3  of  the  act  provides  that  the 
new  fares  shall  only  be  in  effect  for  two 
years  from  the  coming  into  operation  of 
the  act,  viz.,  from  May  23,  and  that  on 
or  before  Dec.  31,  the  government  shall 
appoint  a  commission  under  the  Public 
Inquiries  Act  consisting  of  three  mem- 
bers—one appointed  by  the  Chief  Justice 
of  the  Supreme  Court  of  Nova  Scotia, 
one  by  Halifax  City  Council,  and  one  by 
the  company — who  shall  make  investiga- 
tions and  report  to  the  government  and 
to  the  Halifax  City  Council  by  Feb.  1, 
1922,  as  to  whether  the  increased  fares 
granted  by  the  act  shall  be  continued 
further. 

We  are  advised  that  very  little  diffi- 
culty was  experienced  in  the  legislature 
over  the  granting  of  the  right  to  charge 
increased  fares,  but  that  there  was  con- 
siderable discussion  over  the  matter  of 
i-egulating  the  rates  for  the  future.  Un- 
der the  company's  charter  the  matter  of 
the  regulation  of  fares,  etc.,  in  the  tram- 
way department  does  not  come  under 
the  Nova  Scotiaf  Public  Utilities  Commis- 
sion, but  is  subject  to  legislative  enact- 
ment. The  company  desires  that  the 
Public  Utilities  Commission  should  have 
jurisdiction  over  its  electric  railway,  but 
the  Halifax  City  Council  objected  to  this 
being  done  and  the  legislature  finally  ap- 
proved of  the  appointment  of  a  special 
commission. 

Sarnia  St.  Ry.— The  Point  Edward, 
Ont.,  Town  Council  is  reported  to  have 
refused  to  permit  the  Sarnia  St.  Ry.  to 
charge  increased  fares  within  its  limits, 
unless  provision  is  made  for  selling 
tickets  for  working  women  as  well  as 
for  working  men.  The  rates  of  fare  are 
before  the  Sarnia  City  Council,  and  it  is 
reported  that  the  putting  in  operation  of 
a  straight  5c.  fare  may  be  the  only  solu- 
tion to  the  difficulty. 

Winnipeg  Electric  Ry. — The  hearing 
of  evidence  by  the  Manitoba  Public  Util- 
ities Commission  on  the  Winnipeg  Elec- 
tric Ry.'s  application  to  permanently  in- 
crease the  fares  charged  on  itis  lines,  is 
reported  to  have  been  concluded  June  16, 
when  the  sittings  were  adjourned  to  June 
24,  to  hear  arguments.  A  press  report 
states  that  the  Commissioners'  decision 
is  expected  to  be  given  about  the  end  of 
July. 


One-Man  Cars  for  St.  John,  N.B.— The 

New  Brunswick  Power  Co.  is  arranging 
to  operate  on  its  electric  railway  in  St. 
John,  N.B.,  one-man  cars  of  the  McCauley 
type,  similar  to  those  on  the  Calgary, 
Alta.,  Municipal  Ry.,  and  the  Moose  Jaw, 
Sask.,  Electric  Ry.,  on  the  street  rail- 
way in  St.  John,  N.B.  The  proposal  is 
being  opposed  by  the  employes  on  the 
ground  that  they  do  not  consider  the  cars 
to  be  safe.  The  company  is  arranging 
to  fit  up  some  cars  and  to  submit  the 
question  of  their  safety  and  that  of  their 
operation  to  the  civic  authorities  and  the 
citizens.  The  company  claims  that  it  is 
impossible  to  give  a  .service  with  two 
men  on  a  car  at  the  present  6c.  It  is 
proposed  to  put  on  a  third  more  cars  of 
the  one-man  type,  than  are  now  in  ser- 
vice, and  to  give  a  night  service. 

Montreal  Tramways  Co.  has  declared 
a  dividend  of  $2.50  a  share  for  the  quar- 
ter ended  Dec,  1918.  A  press  report 
states  that  with  this  payment  the  com- 
pany will  have  paid  up  half  of  the  amount 
of  dividends  in  arrear. 


394 


CANADIAN  KAILWAY  AND  MARINE  WORLD 


July.  1920. 


Jurisdiction  over  British  Columbia  Electric  Railway. 


An  urticlc  in  t'onxlmn  iUilwity  anii 
Marine  World  for  Juni'.  ri-fcrnnK  to  n 
bill  introduced  by  the  MinintiT  of  lUil- 
wny.i,  to  nnu-nd  the  Rjiilwny  Act.  IVl'J, 
was  hendcd  "Britidh  tolunibio  Klcclnc 
Ry.  Ki'Storcil  to  Provincial  Jurindiction." 
Thin  was  Komowhat  promBturt'.  The  bill, 
bointf  n  jtovernmcnt  nu-asuro,  and  hav- 
inir  l>c«n  nad  a  first  tinu-,  it  was  Ukcn 
for  (fnintcil  that  it  would  pass  without 
amondnicnt.  but  it  was  amended  by  the 
Tomnions  Railway  Conimittec.  The  bill, 
as  introduced  by  the  Minister  of  Rail- 
ways, was  n«  follows:  — 


••1 


ISltl.  rhapUr 
Inl  by  ailclinic 


M  ef 

*^r'  .Ph    (r.    of   thi. 

,  ,..l     Tn  I     1.      ilulude    or    npplv 

.      .  ,v     rL-ctric    «uburb»n    niil»»y 

„"   "  .,  ..,1  unil-r  the  .uthority  of  n 

'  L,,  ,  nnd    which    h«»    not    b^rn 

5«»l«r  il  t..  !■■  ■>  "..rii  for  th.-  itcnrr»l  •dvinUKf 
of  C«n«<U  othcrwitr  th.n  by  the  provUion.  of  the 
»«iil    p»r«ffr«ph.' 

DurinK  its  consideration  by  the  Rail- 
way Committee.  W.  A.  Boys,  MP-  for 
South  Simcoe,  Ont.,  moved,  seconded  by 
J  R  Wilson,  M.P.  for  Saskatoon,  Sask., 
that  the  following  be  added  to  subsection 

2; 

"Provided  Ihut  thi»  •ub«e<-tion  •h»ll  not  «<I«t- 
or  come  into  force  with  ropett  to  i\ny  utreet  mil- 
wmy  electric  suburban  railway,  or  tr«in»-«y  in 
the  Pn.vince  of  Brit..h  Columbia,  until  the  ex- 
pirmUon  of  one  year  from  the  pa...nit  of  thi. 
act" 

This  amendment  was  carried  by  35  to 

6,  the  Minister  of  Railways,  Hon.  J.  D. 
Reid  beinK  amonp  those  who  voted  for 
it  The  House  of  Commons  went  into 
committee  of  the  whole  on  the  bill,  June 
16,  when  the  chairman  read  the  Railway 
Committee's  amendment.  Following  is 
the   official   report  of   the   discussion:— 

Hon.  J.  D.  Reid:  The  necessity  for  this 
bill  arises  from  the  fact  that  last  year 
in  amending  the  Railway  Act  a  clause 
was  inserted,  at  the  request  of  the  raiJ- 
way  brotherhoods,  brinRinc  under  the 
Board  of  Railway  Commissioners  juris- 
diction any  provincial  railway  leased  or 
operated  by  a  railway  company  holdmK 
a  Dominion  charter.  The  question  arose 
over  the  Quebec  Central  Ry.,  which,  al- 
though operated  by  the  C.P  R.  Co^.  w-as 
subject  to  the  jurisdiction  of  the  Quebec 
Public  Utilities  Commission.  But  the 
clause  as  drafted  goes  further  than  we 
intended  and  covers  any  provincial  elec- 
tric railway  or  tramway  leased  to  a  rail- 
way company  subject  to  the  Board  of 
Railway  Commissioners.  It  was  brought 
to  our  attention  by  the  British  Columbia 
Electric  Ry.  Co.,  which  applied  to  the 
B  C  Public  Utilities  Commission  for  ap- 
proval of  a  higher  rate  schedule,  and  was 
referred  to  the  Dominion  commission,  the 
provincial  commission  pointing  out  that, 
under  the  amendment  in  question,  the  U. 
C.  E.  R.  Co.  was  no  longer  under  its 
jurisdiction.  .      ,       ,  » 

D  D.  McKenzie:  What  is  the  clau.se  of 
the  Railway  Act  which  is  amended  by 
this  bill?  ,  ,   > 

Hon.  J.  D.  Reid:  Sec.  6,  subsec.  (c)  as 
follows: 

•■F.-erv  railway  or  portion  thereof,  whether  con- 
..ruM;d"'u':deT''the  authority  "'  th'  j;.;li.men 
„f  Canada  or  not.  now  or  hereafter  o«ne.l.  con 
troll  "lea.r<l  or  operated  by  a  company  wholly 
nr   paAly^Tthln    the   leei.lative   authority   of    the 

7.  Ti.~./r,«  r.f  Canada  or  by  a  company  operat- 
mVa  rinlay  whoTly  or  partly  within  the  le«l.. 
UtV"    Authority    of    the    Parliament    "'<,•"•;'«• 

."„^l!;':p:™t'on"'rrc!".irire5""ore'.e"i.H"by'"rur; 
S^a^-l^^hTr":c;ur;d7:erep:,.nnr 

e7er;  and  every  railway  or  portion  «•>'"•"•■"""' 
or  hereafter   w   owned,   controlled,   lea.ed   or   oper- 


What  has  hnpnened  in  Britii^h  Colum- 
bin  has  happened  in  several  of  the  other 
provinces.  When  the  liailway  Act  amend- 
ment  of  last  session  was  nut  through 
there  was  no  intention  of  bringing  all 
our  street  railways  under  the  control  of 
the  Board  of  Railway  Commissioners. 
This  bill  is  simply  to  provide  that  these 
electric  railways  and  tramways  shall  re- 
main under  provincial  jurisdiction  ns 
they  were  prior  to  the  revision  of  the 
liailway  Act  last  year.  The  bill  was 
thoroughly  threshed  out  before  the  rail- 
way committee.  The  only  question  was 
with  regard  to  this  amendment;  the  com- 
mittee were  unanimous  so  far  as  the 
principle  of  the  bill  was  concerned. 

I).  D.  McKenzie:  When  the  Railway 
Act  was  amended  last  year  it  was  not 
discovered  that  the  law  as  then  passed 
was  so  far  reaching  as  it  turned  out  to 
be? 

Hon.  J.  D.  Reid:    That  is  it. 

D.  D.  McKenzie:  Is  there  any  judicial 
decision  to  the  effect  that  the  bill  does 
mean  more  than  the  house  intended  it  to 
mean  ? 

Hon.  J.  D.  Reid:  The  British  Columbia 
authorities,  as  I  understand  it,  contended 
that  the  amending  legislation  of  last  year 
took  away  certain  of  their  rights  so  far 
as  their  electric  railway  system  was  con- 
cerned. The  B.C.  Electric  Ry.  applied 
to  the  railway  commission  to  have  the 
rates  fixed,  and  action  was  taken  by  the 
Dominion  Board  of  Railway  Commission- 
ers. The  decision  was  therefore  arrived 
at  that  we  should  take  this  step  to  pro- 
vide that  these  electric  railways  and 
tramways  shall  remain  under  the  provin- 
cial  jurisdiction. 

The  section  was  agreed  to,  and  the  bill 
reported,  read  the  third  time  and  passed. 

The  Minister  of  Railways'  remarks 
would  give  the  impression  that  the  B. 
C.  E.  Ry.  was  to  be  restored  to  provin- 
cial jurisdiction  forthwith,  but,  as  shown 
above,  the  amendment  to  the  bill  pro- 
vides that  this  shall  not  take  place  until 
a  year  from  ths  passing  of  the  act.  The 
effect  of  this  is  that  the  company  will 
continue  to  charge  6c.  fares  in  Vancou- 
ver for  at  least  another  year. 

Hydro-Electric  Power  Commission 

of  Ontario's  Radial  Railway 

Projects. 


W.  S.  Murray,  consulting  engineer. 
New  York,  N.Y.,  who  was  employed  re- 
cently by  the  Hydro  Electric  Power  Com- 
mission of  Ontario,  to  report  on  the  pro- 
posed construction  of  the  Toronto  nnd 
Bownianville,  the  Toronto,  Hamilton  nnd 
Niagara  Falls,  and  the  Hamilton  and  El- 
inira  radial  railways,  has  made  a  report 
which   ho  has  summarized  as   follows: — 

I  consider  the  construction  nnd  operat- 
ing estimates  made  by  your  engineering 
staff  conservative. 

I  find  the  lines  admirably  located  with 
reference  to  the  passenger  and  goods 
traffic  they  arc  designed  to  reach,  the 
density  of  which  is  not  in  unfavorable 
comparison  to  existing  roads  which  have 
thrived   in  the  United   States. 

I  do  not  consider  the  act  of  their  con- 
struction as  one  against  which  a  charge 
of  duplication  can  be  made. 

I  am  in  full  accord  with  the  Commis- 
sion's conclusion  that  it  is  inadvisable 
to  proceed  at  this  time  with  the  full  con- 
struction of  these  rndials  on  account  of 


the  greatly  inflated  coat«  applying  both 
to   line  and  equipment. 

I  roimidcr  it  most  important,  however, 
that  the  Commission  nrorced  with  the 
development  of  itn  full  plans,  applying 
to  financing  as  well  as  construction.,  in 
order  that  it  may  be  in  a  position  to  ac- 
quire such  existing  rndials  and  property 
as  may  be  ecr)nomicnlly  purchased,  and 
which  will  later  form  parts  of  the  com- 
pleted   sy."  terns. 

.Mr.  .Murray  is  of  the  firm  of  McHenry 
&  .Murray,  who  practice  in  general  rail- 
way electrification,  the  senior  partner 
being  E.  H.  .McHenry,  at  one  time  Chief 
Engineer,  C.P.R.,  .Montreal.  Mr.  .Mur- 
ray was  Chief  Electrical  Engineer,  New- 
York,  New  Haven  &  Hartford  Rd.,  in  full 
charge  of  electrical  engineering  and  con- 
struction details  of  its  electrification, 
which   cost  about  ?25,00n,000. 

Sunday  Operation  of  Electric  Cars 
in  Ontario. 


The  Ontario  Railway  Act,  R.S.O.,  1914, 
chap.  18.5,  provides  as  follows: — 

"2.'{5.  ( 1 )  Subject  to  subsections  2  and 
:(  and  notwithstanding  anything  in  this 
act  or  any  other  act,  street  railways  may 
be  operated  on  Sunday  within  a  city  hav- 
ing a  population  of  over  50,000  after  a 
majority  of  those  voting  of  the  electors 
qualified  to  vote  at  municipal  elections 
have  voted  in  the  affirmative  in  answer 
to  the  question:  "Are  you  in  favor  of 
operating  street  railw-ays  on  Sunday?" 
but  no  person  shall  be  entitled  to  vote 
more  than  once  on  such  question. 

"(2(  The  question  shall  not  be  submit- 
ted until  the  Lieutenant  Governor  in 
council  has  declared  that  the  population 
of  the  city  is  over  50,000,  and  the  Lieu- 
tenant Governor  in  council  may  require 
a  census  to  be  taken  and  may  prescribe 
the  nature  of  the  census  and  the  time  and 
manner  of  taking  the  same. 

"(3)  W'hen  the  Lieutenant  Governor  in 
council  has  declared  that  the  population 
of  the  city  is  over  50,000  the  question 
may  be  submitted  at  the  annual  munici- 
pal election,  if  the  municipal  council 
shall  have  decided  on  or  before  the  1st 
of  December  preceding  the  date  of  such 
election  to  submit  the  question,  and  shall 
not  later  than  the  15th  of  December  have 
given  notice  of  such  decision  by  public 
advertisement,  for  at  least  one  week  in 
each  issue  of  some  daily  newspaper  pub- 
lished in  the  municipality. 

"(4)  The  provisions  of  The  Municipal 
.Act  as  to  the  submission  of  questions  to 
the  electors  and  the  voting  thereon  and 
the  imposition  of  penalties  and  the  pre- 
vention of  corrupt  practices  in  connec- 
tion with  elections  shall  apply  to  a  vote 
taken  under  the  provisions  of  this  sec- 
tion, but  no  person  shall  be  entitled  to 
vote  more  than  once  on  the  question. 

"(5)  Nothing  in  this  section  shall  en- 
title a  street  railw-ay  company,  which 
has  entered  into  an  agreement  with  a 
municipal  corporation  not  to  run  cars  on 
Sunday,  to  run  any  of  their  cars  on  any 
Sunday  unless  and  until  the  company  has 
received  permission  from  the  council  of 
such  corporation  by  bylaw  to  run  their 
cnrs  on  Sunday,  and  then  only  under 
and  subject  to  such  terms  and  conditions 
as  may  be  contained  in  such  bylaw,  and 
unless  and  until  the  company  has  also 
entered  into  an  agreement  with  the  cor- 
poration to  observe  the  terms  and  con- 
ditions of  the  bylaw." 

The  Ontario  Legislature  at  its  last 
session  passed  an  act  striking  out  the 
figures  50,000,  wherever  they  occur  in 
the  the  above  section  and  substituting 
the   figures    15,000. 


July,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


395 


Bill  to  Amend  the  Ontario  Railway  Act. 


C.  McCiea,  .M.L.A.,  introduied  a  bill 
in  the  Ontario  Lepiflature  May  13  to 
change  the  Ontario  Railway  and  Muni- 
cipal Board's  powers  as  follows: — 

1.  The  Ontario  Railway  Act  is  amend- 
ed by  inserting  as  part  of  section  210  the 
following:  as  sub-section  4  thereof: 

(4)  In  the  event  of  the  board  being 
of  opinion  that  the  fares  taken  by  any 
company  are  insufficient  to  meet  the  or- 
dinary and  necessary  expenditures  of  the 
company  and  to  provide  for  the  mainten- 
ance and  upkeep  of  the  tracks,  equip- 
ment and  rolling  stock  in  a  manner  con- 
sistent with  the  safety  and  comfort  of 
the  public,  the  board  may  authorize  and 
permit  an  increase  in  the  fares  to  be 
taken  by  any  such  company  to  such  an 
extent  as  will  ensure  the  provisions  of 
this  subsection  being  carried  into  effect 
notwithstanding  the  provisions  of  sub- 
section 3  or  the  provisions  of  any  agree- 
ment between  the  company  and  a  muni- 
cipality in  regard  to  the  amount  of  the 
fares  to  be  charged  by  such  company,  to 
the  contrary. 

2.  Section  260  of  the  said  act  is  amend- 
ed by  adding  thereto  the  following  as 
subsection  9: 

(9)  The  provisions  of  this  section  shall 
not  apply  nor  shall  the  board  be  author- 
ized to  exercise  the  powers  given  it  un- 
der the  terms  of  the  preceding  subsec- 
tions if  it  appears  that  the  alleged  vio- 
lation is  the  result  of  a  difference  or  dis- 
pute arising  between  any  company  and 
its  employees  until  after  such  time  as  a 
board  of  conciliation  has  been  appointed 
under  The  Industrial  Disputes  Act  and 
has  considered  and  delivered  their  award 
upon  the  matters  in  dispute  nor  shall  the 
board  exercise  such  powers  provided  any 
company  shall  within  four  days  after  the 
receipt  of  the  said  award  express  its  in- 
tention of  accepting  and  complying  with 
the   same. 

When  the  bill  came  before  the  Legisla- 
ture's Legal  Committee  on  May  25  it  was 
decided  to  replace  it  by  one  said  to  have 
been  prepared  by  the  Ontario  Railway 
&  Municipal  Board  as  follows: — 

"Where  the  council  of  any  municipal- 
ity has  by  resolution  expressed  the  opin- 
ion that  the  wages  paid  to  the  workmen 
upon  an  electric  railway  or  street  rail- 
way operating  in  the  municipality,  under 
a  bylaw  or  agreement  of  the  municipal 
corporation  are  insufficient  or  unfair,  and 
that  such  wages  should  be  increased,  the 
council  may  apply  to  the  Ontario  Rail- 
way and  Municipal  Board  to  hold  an  in- 
quiry and  report  as  to  the  practicability 
of  increasing  the  wages  paid  to  such 
workmen,  having  regard  to  revenue  de- 
rived by  the  company  in  the  operation  of 
the  railway,  and  the  board  shall  not, 
where  a  question  of  wages  is  involved, 
take  possession  of  the  railway  or  any 
part  of  the  same  as  authorized  by  subsec. 
2  of  sec.  260  of  The  Ontario  Railway  Act 
until  the  council  has  passed  such  resolu- 
tion. 

"Where  upon  such  inquiry  by  the  On- 
tario Railway  and  Municipal  Board  it  is 
found  that  the  revenue  derived  by  the 
company  in  the  operation  of  the  railway, 
after  providing  for  other  working  expen- 
ditures, and  without  making  any  allow- 
ance for  dividends  payable  on  preferred 
or  common  stock,  is  not  sufficient  to  ad- 
mit of  an  increase  in  the  wages  paid  to 
such  workmen  without  operating  the 
railway  at  a  loss,  the  council  may  by  by- 
law, and  with  or  without  submitting  the 
same  to  the  electors,  authorize  the  com- 
pany to  charge  such  different  or  increas- 


ed rates  of  fares  as  the  council  may 
deem  necessary,  and  may  enter  into  an 
agreement  or  contract  with  the  company 
for  that  purpose." 

"The  powers  conferred  by  sections  2 
and  3  may  be  exercised  notwithstanding 
the  terms  and  limitations  of  any  general 
or  special  act  of  this  legislature  or  of 
any  municipal  bylaw,  agreement,  license, 
contract  or  other  instrument  heretofore 
passed  or  entered  into." 

When  the  house  went  into  committee 
of  the  whole  on  the  new  bill,  Lt.  Col. 
Price,  M.P.  for  Parkdale,  Toronto,  took 
exception  to  it,  on  the  ground  that  it 
was,  as  reported  from  the  legal  commit- 
tee, an  entirely  different  bill  to  that  re- 
ferred by  the  house  to  the  committee,  and 
requested  that  the  committee  rise  and 
that  the  Speaker  give  a  ruling  upon  the 
point  raised.  The  Speaker  decided  that, 
while  it  was  apparently  a  new  bill,  recom- 
mended to  the  house  by  the  legal  com- 
mittee, he  did  not  feel  that  he  could  rule 
it  out  of  order,  but  he  advised  adherence 
to  the  British  practice  and  that  the  bill 
be  withdrawn  and  be  reintroduced  as  a 
new  bill.  Mr.  McCrea  accepted  the  Speak- 
er's ruling,  and  introduced  the  bill  as  a 
new  one.  It  was  read  a  second  time,  but 
the  motion  for  its  second  reading  was 
defeated. 

Lt.  Col.  Price  then  introduced  a  bill 
to  amend  the  Municipal  Franchises  Act, 
which  was  in  part  as  follows: — 

2.  (1)  Subsection  3  of  section  3  of  The 
Municipal  Franchises  Act  is  repealed  and 
the  following  substituted  therefor: 

(3)  No  renewal  or  extension  of  any 
franchise  heretofore  or  hereafter  grant- 
ed, and  no  alteration  or  modification  of 
the  terms  or  conditions  of  any  such  fran- 
chise nor  in  any  agreement  between  any 
individual,  firm  or  company  construct- 
ing or  operating  upon,  or  using  any  high- 
way for  the  purpose  of  a  railway,  street 
railway  or  public  utility,  shall  be  lawful 
until  the  same  has  been  sanctioned  by  a 
by-law  of  the  council  of  the  municipality 
which  has  been  submitted  to  and  has  re- 
ceived the  assent  of  the  municipal  elec- 
tors in  the  manner  provided  by  The  Mu- 
nicipal Act  with  respect  to  bylaws  re- 
quiring the  assent  of  the  electors. 

(2)  The  amendment  made  by  subsec- 
tion 1  shall  take  effect  as  if  the  same  had 
been  enacted  at  the  time  of  the  passing 
of  The  Municipal  Franchises  Act,  chap. 
42,  of  the  casts  passed  in  the  second 
year  of  His  Majesty's  reign. 

This  bill  was  ruled  out  of  order  and 
the  whole   matter  then   dropped. 


Proposed  Sale  of  Moncton  Tram- 

way.s.  Electricity  &  Gas  Co.'s 

Property. 


The  New  Brunswick  Legislature  has 
passed  an  act  on  the  application  of  Monc- 
ton City  Council  authorizing  it  to  rn 
ton  City  Council  authorizitg  it  to 
bul  all  the  Moncton  "Tramways 
&  Gas  Co.'s  rights,  title  and  in- 
terest in  the  electric  lighting  plant  in 
the  city,  and  all  its  rights  and  property 
belonging  to  or  forming  part  of  its  tram- 
way system  upon  such  terms  as  may  be 
agreed  upon  between  the  city  council  and 
the  company.  No  agreement  for  the 
purchase  of  the  lighting  plant  or  tram- 
ways, or  either  of  them,  shall  take  effect 
until  it  has  been  approved  by  the  rate- 
payers. 

The  Moncton  Tramways,  Electricity  & 


Gas  Co.  acquired  from  the  City  of  Monc- 
ton by  lease  dated  May  11,  1910,  the  gas 
lighting  and  electric  lighting  plants  be- 
longing to  the  city  and  subsequently 
built  the  tramway  lines.  It  has  2.5  miles 
of  line,  4  motor  passenger  cars  and  1 
other  car.  The  company  is  controlled  by 
people  in  Pittsburg,  Pa. 

The  ratepayers  will  vote  on  July  3, 
on  a  by-law  to  improve  an  agreement 
made  between  the  city  council  and  the 
company  for  the  purchase  of  the  letter's 
electric  light  plant  and  electric  railway 
in  the  city,  also  certain  lands,  from  May 
31,  1920,  for  $165,000,  to  be  paid  before 
May  31,  1921,  with  interest,  and  subject 
to  certain  adjustments  to  be  settled  by 
the  city  auditor. 


Additional  Cars  for  Toronto  Rail- 
way. 

The  Ontario  Railway  and  Municipal 
Board,  on  the  application  of  the  City  of 
Toronto,  has  issued  an  order  directing 
the  Toronto  Ry.  to  provide  200  additional 
double  truck  cars  for  operation  by  June 
1,  1921,  and  in  case  of  default,  to  pay 
the  city  a  penalty  not  to  exceed  $1,000 
for  each  day  it  continues  in  default  from 
that  date. 

The  history  of  this  matter  dates  back 
for  several  years,  the  board  having  or- 
dered the  company  to  provide  and  have 
in  operation  100  additional  cars  by  Jan. 
1,  1918,  and  a  further  additional  100  by 
Jan.  1,  1919.  Prior  to  this  order,  the 
City  of  Toronto  promoted  a  bill  in  the 
Ontario  Legislature,  which  provided 
among  other  things,  that  the  company 
place  in  operation   100  new  cars   during 

1917  and  a  further  100  during  1918,  and 
in  default  to  pay  to  the  city  $100  a  day 
for  each  car  less  than  the  numbers  called 
for.  While  in  committee  this  section  of 
the  bill  was  struck  out,  on  the  groun<l 
that  it  was  a  matter  entirely  within  the 
Ontario  Railway  and  Municipal  Board's 
jurisdiction.  At  the  same  time  as  this 
matter  was  before  the  legislature,  the 
city  had  an  application  before  the  On- 
tario Railway  and  Municipal  Board  lo 
enforce  the  company's  compliance  with 
the    board's    previous     order.      Early    in 

1918  further  legislation  was  sought  by 
the  city  to  compel  the  company  to  com- 
ply with  the  board's  order  and  to  penal- 
ize it  for  default,  and  an  amendment  to 
the  Ontario  Railway  Act  was  passed 
Mar.  26,  1918,  providing  that  the  board, 
for  the  purpose  of  enforcing  compliance 
with  any  order  theretofore  or  thereaf- 
ter made  upon  a  railway  company  under 
its  jurisdiction,  to  furnish  additional  cars 
for  its  service,  might  order  such  company 
to  pay  to  the  municipality  in  which  it 
operates,  a  penalty  not  exceeding  $1,000 
a  day  for  noncompliance.  On  Apr.  19, 
on  the  city's  application,  the  company 
was  fined  $24,000  by  the  board,  being  at 
the  rate  of  $1,000  a  day  from  Mar.  26, 
for  noncompliance  with  the  board's  or- 
der. This  judgment  was  appealed  by 
the  company  through  various  courts  and 
eventually  to  the  Imperial  Privy  Coun- 
cil, which  decided  that  the  board  could  not 
inflict  a  penalty  for  noncompliance  with 
a  previous  order,  unless  it  was  mention- 
ed and  made  a  part  of  the  order.  Since 
this  judgment  was  delivered  early  this 
year,  the  city  again  applied  to  the  board 
for  an  order  to  enforce  its  original  judg- 
ment, with  the  penalty  attached,  and 
the  board,  as  stated  above,  ordered  the 
company  to  provide  an  additional  200 
double  truck  cars  by  June  1,  1921,  with 
$1,000  petialty  for  each  day  in  default. 


CANADIAN  KAILW  AV  AND  MAUlNt  WOULD 


July.  1920. 


Lunduu  Street  Hallway  Fares  and  Wages. 


A*    ftAtcil    in    Cnnailinn    llnilwny    uml 
Mnriiio  Wdrlil  fur  Jiini-.  thr  Onlnrin  Ilnil- 
uiiv  mill   Miini('i|>iil   Konnl,  nftcr   hnvintr 
,„(...,    ......    ,1,..  I  ,.„.i..„  s.    !!>     .,„  Mny  5 

U|  ••■n,  i>w- 

iii.  perntod 

in  ,  ..  .. .  s    strike 

ii'i  in  rrport  up- 

OT,  ■■  iin   Mny   IH. 

TIk    .■■-.11   -,<.i...   if.M.   I.  .  ..iiHiilcnitioM  of 

the  ri'pori  It  hnii  ri-ccivfcl  from  its  spo- 
cial  nuilitorK  clearly  e^talilKshod  the  fol- 
lowini;  conclusions:— "Thnt  the  pre.«ent 
fares  will  not  pnuiuce  suiricient  revenue 
to  operate  the  railway  and  pay  an  in- 
crease in  waires  to  employes,  even  if  no 
provision  is  made  for  dividends  or  de- 
preciation. That  of  the  $G;f7,4«0.00  capi- 
tal sto<k  oulsUndinjr,  $ri7H.t'i40.00  was 
paid  for  in  cash  and  $.58,8-10.00  was  paid 
as  stock  dividends  properly  declared  out 
of  earnings.  The  averuk'e  yearly  divi- 
dents  of  the  shareholders  for  the  25  year 
period  was  J.82' . ,  which  was  paid  4.54' r 
in  cash  and  0.28Tc  paid  in  stock  divi- 
dends. Since  Dec.  31,  1915,  the  total 
amount  of  cash  dividends  declared  was 
$17,180.40.  No  dividends  were  declared 
in  li»18  and  \'J\'J.  As  will  be  seen  from 
the  comparative  statement  of  working 
capital,  the  company's  financial  position 
as  of  Dec.  '.U,  1918,  shows  a  deficit  of 
§48.268.30,  and  as  of  Dec.  31,  1919,  a  de- 
ficit of  $33,179.38."  The  board  has  no 
power  to  increase  fares,  but  the  recent 
decision  of  the  Appellate  Division  of  the 
Supreme  Court  of  Ontario  indicates  that 
the  city  council  has  such  power,  but  un- 
der the  Ontario  Railway  Act  such  in- 
crea.se  is  limited  to  an  increase  not  ex- 
ceedintr  5c.  a  passencer.  The  board  add- 
ed:— "If  railway  operation  is  to  be  car- 
ried on,  it  is  absolutely  necessary  to  pro- 
cure additional  revenue.  The  board  can- 
not operate  at  a  loss,  as  there  is  no  fund 
available  to  which  it  can  resort  to  meet 
losses  in  operation.  In  the  board's  view- 
there  is  only  one  possible  source  of  addi- 
tional revenue  and  that  is  by  way  of  an 
increase  in  fares.  It  seems  to  the  board 
that  the  question  of  a  new  wage  scale 
and  the  question  of  increased  fares  are 
so  interdependent  that  the  duty  of  de- 
termining by  negotiation  with  the  com- 
pany's employes  the  minimum  demands 
of  the  latter,  as  well  as  of  making  such 
alterations  in  the  agreement  in  respect 
of  fares  as  may  be  necessary  to  provide 
additional  revenue  and  ensure  the  con- 
tinued operation  of  the  railway,  properly 
falls  upon  the  London  City  Council  as 
one  c>f  the  original  parties  to  that  agree- 
ment." 

Following  the  receipt  of  this  report 
several  propositions  were  made  to  the 
council  in  order  to  permit  the  charging 
of  an  increased  fare  so  that  an  increase 
of  wages  might  be  given  to  the  men. 
The  first  proposition  was  for  the  fixing 
of  the  fare  at  'ic.  and  abolishing  all 
tickets,  with  the  exception  of  the  limited 
hour  tickets,  which  it  was  proposed  to 
sell  at  t?  for  25c.;  this  being  defeated,  an 
attempt  was  made  to  increase  the  num- 
ber of  limited  tickets  to  be  sold  to  7  for 
25c..  but  this  also  was  defeated  on  June 
9,  and  the  men  again  went  on  strike.  The 
Ontario  Railway  and  Municipal  Board 
presented  another  report  to  the  Council 
on  June  10,  in  which  it  expressed  its  wil- 
lingness to  (ipcrnte  the  line  on  a  basis  of 
a  5c.  cash  fare,  with  unlimited  ticket.s  at 
r.  for  25c.  and  limited  tickets  at  H  for 
25c.  and  to  pay  over  to  the  city  any  sur- 
plus remaining  after  paying  the  men  an 
advance   of   8c.   an   hour.     After   several 


days  negotiations  the  men  returned  to 
Work  June  in,  having,  it  i(  reported, 
agreed  to  accept  an  increase  of  4c.  an 
hour,  with  a  rearranged  service  which 
will  have  the  effect  of  reducing  the  num- 
Ikt  of  cars  on  certain  routes.  The  fare 
schedule  remains  unchanged,  the  railway 
still  being  under  the  Ontario  Railway 
and   Municipal   Uoard's  charge. 

The  London  Free  Press  of  June  17 
said: — "The  Ontario  Railway  and  .Muni- 
cipal Board  has  effected  an  agreement 
with  the  street  railway  employes  that 
may  be  -said  to  represent  a  victory  for 
all  concerned.  The  employes  are  to  re- 
ceive an  increase  of  4c.  an  hour,  and 
more  if  the  earnings  will  warrant  it.  "The 
company  is  to  have  its  bonds  retired  at 
the  rate  of  $36,000  yearly,  which  is  equiv- 
alent to  about  Ci'^'i  upon  the  money  in- 
vested in  the  railway.  The  patrons  of 
the  railway  are  to  retain  the  dates  of 
fare  named  in  the  agreement  made  be- 
tween the  city  and  the  company  25  years 
ago." 

The  London  Trades  and  Labor  Council 
on  June  16  asked  that  the  council  arrange 
for  taking  a  vote  as  early  as  possible  on 
the  question  whether  the  existing  fares 
are  to  be  continued,  or  whether  the  price 
of  tickets  is  to  be  amended  by  selling  6 
for  25c.,  unlimited,  and  8  for  25c.,  limited. 


Electric    Railway    Finance,   Meet- 
ings, Etc. 


British  Columbia  Electric  Ry.  and  allied 
companies: — 

10  mos  to  10  mos.  to 

Apr.  30,       Apr.  30. 

Apr.  1920     Apr.  1019       1920  1920 

,  GroiS  $719,081       $631,988  S7.306.918  $6,022,107 

ExpensfS        r.44,276  158.671      5.146.419     4.449,003 

Net  204,gO.T        173,314     2.160,499     1,573.101 

Calgary  Municipal  Ry. — R.  A,  Brown, 
Superintendent,  is  reported  to  have  sub- 
mitted a  statement  to  the  city  commis- 
sioners showing  that  there  will  be  a  to- 
tal deficit  of  $82,221.72  in  street  railway 
funds  this  year,  of  which  $38,688  is  re- 
quired to  be  placed  in  depreciation  ac- 
count. The  total  deficit  to  May  31  was 
$10,629.29  without  counting  two  carloads 
of  wheels  the  citv  has  bought,  making 
the  actual  deficit  $18,139.04.  The  gross 
earnings  of  the  railway  this  year  are  es- 
timated at  $900,000. 

Cape  Breton  Electric  Co.  and  allied 
camponies: — 

4  mos.  to  4  mos.  to 

Apr.  30.     Apr.  30. 

Apr.  1920  Apr.  1920     1920  1920 

Groas  $47,111      $46.4.'i6     $186.0.18     $184, 5.M 

Exp.-nsM  41,116        33,317        168,816        136,732 

Net  r.,»9G        13,137  17.242  47,302 

Sudbury-Copper  Cliff  Suburban  Elec- 
tric Ry. — We  are  officially  advised  that 
the  Sudbury-Copper  Cliff  Suburban  Elec- 
tric Ry.  Co.  has  offered  to  sell  its  sys- 
tem to  the  town  of  Sudbury,  Ont„  for 
$222,921.  This  amount  is  said  to  repre- 
sent $208,680.  the  actual  co.st  of  the  sys- 
tem and  $14,251  representing  three  years' 
dividend  on  preferred  stock.  The  com- 
pany offered  to  accept  payment  in  10,  15 
and  20  year  municipal  debentures. 

The  company's  railway  was  opened 
for  traffic  in  the  Town  of  Sudbury,  and 
from  Sudbury  to  Copper  Cliff,  a  distance 
of  6.27  miles,  Nov.  11,  1915.  and  subse- 
quent extensions  brought  the  total  mile- 
age up  to  9  miles.  It  owned  at  June  30, 
1918.  3  closed  passenger  cars,  and  has 
its  own  power  plant,  n  description  of 
which  was  given  in  Canadian  Railway 
and  Marine  World.  Sept.,  1916,  pg.  377. 
Its  capital  consist.-*  of  $173,100  of  stiK'k, 


and  $94,000  of  bonds,  a  toul  of  $267,100. 
Toronto  Civic  fUilway. — 

Mar  l*l» 

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2.IX«,77« 


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Toronto  Railway. — 

l»20 

Citr 
RrrvlptA    prrv^ntMgv 
in.        $     IIA2.Sr,0     IIIO.VSO 
pb.  5»I^.S«I 

•  r.  7I.'..70« 

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U».141 
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«3.:ill.71.'.      1642,823  t2,»70.&l«      t5S2.0«* 

Toronto   Ry.,   Toronto  &    Yorli   Radial 

Ry.  and  allied  companies: — 

4  mo*,  to  4  mo*,  to 

Apr.  ao.  Apr.  30. 

Apr.  1920     Apr.  1019       1920  l»20 

GrrM.         11,211. 70N  II.05I.96O  14,711,579  t4,2.S7,H«2 

Eiprnan       799,a4H         573,507      3,098,732  2.476.141 

Nrt  I12,f.«0         478,363      I.6I2.847  1,781,739 

Winnipeg  Electric  Ry.  and  allied  com- 
panies:— 

4  mo«.  to  4  ma«,  to 

Apr.  30,  Apr.  30, 

Apr.  1920     Apr.  1919       1920  1920 

S431.6K5       $367,196  $1,832,310  $I,5IS.8S4 

338,964         272.626      1,3»5,434  1,112.590 

92.721.           91. .-.70         446,876  401.244 


Grose 
Expo  lues 
Nrt 


Electric  Railway  Notes. 


The  Hydro  Electric  Power  Commis- 
sion of  Ontario  has  ordered  6  motor  cars 
and  6  ti-ailer  cars  for  the  Hydro  Electric 
Ry,  (Essex  Division),  formerly  Sand- 
wich,  Windsor  &    Amherstburg   Ry. 

R.  A.  Brown,  Superintendent,  Calgary, 
.•\lta,.  Municipal  Ry.,  is  reported  to  have 
advised  the  city  council  against  adopting 
the  pay-as-you-leave  system  on  the  city 
cars,  and  in  favor  of  continuing  the  pres- 
ent system  of  pay-as-you-enter  cars. 

The  Montreal  Tramways  Commission, 
the  Montreal  -Administrative  Commission 
and  the  Montreal  Tramways  Co.  are  re- 
ported to  have  agreed  to  have  snow  re- 
moved from  the  streets  next  winter  by 
flat  cars  operated  by  the  Montreal  Tram- 
ways Co. 

The  St.  Thomas,  Ont.,  Municipal  Ry. 
is  reported  to  be  operating  two  of  its 
one-man  cars,  but  pending  the  installa- 
tion of  the  protective  devices  ordered  by 
the  Board  of  Railway  Commissioners  at 
the  steam  railway  crossings  the  cars 
are  in  charge  of  a  motorman  and  conduc- 
tor. 


.\  Hamilton  Accident  Suit. — Judgment 
wa.<  given  by  Mr.  Justice  Kelly  recently, 
in  an  action  brought  by  Mrs,  Jcannie 
Ellis,  against  the  Hamilton  St.  Ry.  and 
H.  K,  Stiles;  which  was  heard  at  the 
Hamilton,  Ont..  assize  court  in  January, 
The  plaintiff  alighted  from  a  Hamilton 
St,  Ry,  car  on  its  stopping  at  a  place 
other  than  a  regular  stopping  place. 
Stiles  was  driving  an  automobile  behind 
the  car,  and  not  expecting  it  to  stop  ran 
alongside  it,  knocking  down  and  injuring 
Mrs.  Ellis.  In  his  judgment  Justice  Kel- 
ly said: — "While  I  do  not  lay  it  down 
that  the  stopping  of  a  street  car  between 
the  regular  stopping  places  is  in  itself 
an  act  of  negligence,  there  is  a  duty  on 
those  operating  a  street  car  to  take  rea- 
sonable means  to  safeguard  one  who,  by 
their  act,  may  be  exposed  to  such  dan- 
ger. It  is  likewise  incumbent  on  persons 
in  the  position  in  which  plaintiff  placed 
herself,  or  was  placed,  to  take  reason- 
able means  to  avoid  such  danger.  But 
the  jury  have  exonerated  her  from  neg- 
ligence in  that  respect,"  Judgment  was 
given  against  the  company  for  the  dam- 
ages assessed  and  costs  and  the  action 
as  against  Stiles  was  dismissed  with 
costs.     A  15  days  stay  was  granted. 


July,  1920: 


.397 


Nova  Scotia  Tramways  and  Power  Go's  Annual  Report. 


Following  are  extracts  from  the  an- 
nual report  for  the  year  ended  Dec.  31, 
1919.  Early  in  the  year  your  newly 
elected  directors  deemed  it  advisable  to 
secure  the  services  of  Stone  &  Webster, 
Boston,  Mass.,  to  manage  and  operate 
the  company.  This  was  accomplished  in 
June.  In  accepting  the  management 
Stone  &  Webster  stated  that  in  view  of 
the  conditions  which  have  arisen  during 
the  past  two  or  three  years  it  was  im- 
possible for  the  company  to  fulfil  its 
obligations  either  to  the  community  or 
to  the  stockholders,  if  it  were  compelled 
to  continue  to  attempt  to  meet  its  in- 
creased charges  with  its  present  rate  of 
income.  The  results  of  the  past  year 
show  that  this  statement  was  accurate. 
Many  adverse  causes  had  tended  to  bring 
about  certain  undesirable  operating  con- 
ditions, but  certainly  the  prime  causes 
wei'e  the  war  conditions  in  Halifax,  its 
sudden  increase  in  population,  but  lack 
of  available  labor,  the  disastrous  explo- 
sion and  the  impossibility  of  financing  in 
competition  with  Victory  Loans  and  other 
war  activities.  As  a  result  of  these  con- 
ditions, the  tramway  service  was  not 
satisfactory  to  anyone  and  the  need  of 
large  sums  for  construction  and  recon- 
struction was  perfectly  evident.  Addi- 
tional cars  were  needed,  as  the  equip- 
ment was  entirely  unable  to  handle  the 
traffic  properly.  A  portion  of  the  dis- 
tribution lines  of  the  light  and  power  de- 
partment were  in  very  bad  shape.  Due 
to  the  quality  of  coal  available,  the  qual- 
ity of  the  gas  was  entirely  unsatisfac- 
tory. 

Financing. — While  the  outlook  was  not 
encouraging  for  the  immediate  future,  it 
was,  nevertheless,  determined  to  use 
every  effort  to  better  the  service,  in  the 
confident  belief  that  the  imperative  need 
of  additional  revenue  would  be  recogniz- 
ed by  all  and  granted  by  the  authorities. 
Negotiations  were  entered  into  with  well- 
known  bankers  in  order  to  finance  the 
necessary  reconstruction  and  essential 
improvements  and  finally  81,000,000  of 
.3  year  T/c  notes  were  sold  About  three- 
quarters  of  the  proceeds  was  immediate- 
ly appropriated  to  definite  items  of  con- 
struction, and  reconstruction  as  follows: 
Tramway  department,  §480,000;  light 
and  power  department.  $188,000;  gas  de- 
partment, $.58,000;  and  to  miscellaneous 
items  about  $12,000.  Owing  to  unavoid- 
able delays  much  of  the  work  remains  to 
be  completed  in  1920.  Present  plans  call 
for  the  expenditure  of  the  remaining 
quarter  in  about  the  following  propor- 
tions: Tramway  (!ei)artnient,  $133,000; 
light  and  power  department,  $60,000;  gas 
department,  $30,000.  While  the  business 
in  sight  will  call  for  the  expenditure  of 
large  sums  in  addition  to  the  above,  such 
expenditures  cannot  be  made  until  the 
company  is  in  a  position  to  finance  them. 

Tramway  Construction  and  Recon- 
struction: twenty-four  steel  safety  cars 
were  ordered,  at  a  cost,  including  duty, 
of  42V2'/i,  of  approximately  $10,000  each, 
or  $240,000  for  the  lot,  and  delivery  was 
promised  Nov.  1,  1919.  In  spite  of  the 
utmost  efforts  by  your  company,  the 
manufactm-ers  have  from  time  to  time 
postponed  this  date  because  of  shortage 
of  labor  and  materials.  There  now  seems 
good  reason  to  believe  that  actual  deliv- 
ery will  begin  in  Feb.,  1920,  and  that  the 
cars,  or  at  least  a  substantial  number 
of  them,  will  be  in  operation  in  March. 
For  city  work  the  safety  car  is  rapidly 
displacing  all  others.  The  general  public 
satisfaction  with  its  performance  is  gra- 
phically  demonstrated   by   the   fact  that 


during  1919  three  of  every  four  cars  or- 
dered for  city  lines  in  the  United  States 
were  safety  cars.  As  traffic  conditions 
in  Halifax  are  not  as  difficult  as  in  many 
cities  on  the  continent,  the  fact  that  the 
safety  car  meets  adequately  the  require- 
ments of  the  more  exacting  conditions  in 
many  other  cities  assures  its  suoeess  in 
Halifax.  During  the  year  21  of  the  more 
modern  old  cars  were  rebuilt  and  painted 
in  the  company's  shops.  One  new  snow 
sweeper  was  purchased  and  a  new  snow 
plow   constructed. 

Much  of  the  tramway  overhead  con- 
struction was  rebuilt  during  the  last  half 
of  the  year,  and  reasonable  progress 
made  in  carrying  out  the  programme  of 
double  tracking  all  of  the  belt  line. 

The  track  reconstruction  was  very  ex- 
pensive, one  of  the  heaviest  portions  of 
this  expense  being  the  paving  of  the 
street  itself,  which  under  the  law  falls 
upon  the  company.  This  is  particularly 
heavy,  as  the  best  grade  of  paving  ob- 
tainable is  required,  even  though  the 
balance  of  the  street,  paved  by  the  city, 
is  covered  with  a  less  permanent  sur- 
face. The  work  in  connection  with  the 
rehabilitation  of  the  track  system  was 
accomplishsed  under  very  adverse  con- 
ditions. Labor  was  scarce,  and  wages 
high,  and  the  weather  was  particularly 
bad,  hampering  the  progress  of  all  out- 
side work  in  the  city.  In  addition  to  the 
completion  of  the  paving  programme  al- 
ready started  and  financed  out  of  the 
proceeds  of  the  notes  authorized,  the 
city's  street  paving  programme  for  1920 
will  call  for  an  expenditure  by  the  com- 
pany of  about  $400,000,  along  tracks 
which  need  not  be  reconstructed  at  pres- 
ent. 

Tramway  Earnings  and  Expenses. — 
The  gross  earnings  of  the  tramway  de- 
partment have  increased  substantially 
over  those  of  the  previous  year,  but  the 
increase  has  been  more  than  offset  by 
the  growth  in  operating  expenses  and 
taxes.  During  the  year,  the  labor  cost 
of  this  department,  already  high,  has  in- 
creased over  IS^f ;  materials  even  to  a 
greater  degree.  Shareholders  familiar 
with  the  financial  difficulties  which  have 
recently  overtaken  ti'amway  lines  in  the 
U.S.  will  understand  the  greater  difficul- 
ties which  have  confronted  this  company, 
when  it  is  realized  that  materials  in 
Halifax  cost  from  30't  to  GO^c  more 
than  they  do  in  the  U.S.  This  is  mostly 
because  of  high  customs  tariffs,  which 
affect  Canadian  prices  as  well  as  goods 
purchased  in  the  U.S.  The  average  tram- 
way fare  in  Halifax  is  4.3c  a  passenger. 
In  the  United  States  such  a  fare  has 
been  found  inadequate  and  i-uinous  and 
has  been  increased  very  generally.  The 
street  car  fare  in  Boston  is  lOc,  in  St. 
Louis,  8c.,  in  Cincinnati  7c.,  in  Montreal 
and  in  Quebec  7c.  There  are  460  cities 
in  the  U.S.  serving  a  population  of  over 
31,000,000  in  which  fares  have  been  in- 
creased. 

Following  the  determination  to  better 
the  service,  the  car  mileage  in  1919  was 
increased  432,227  miles,  or  40%  above 
that  of  1918.  The  earnings  per  car  mile 
in  1918  were  39.3c  and  fell  to  33.2c.  in 
1919,  because  of  the  increased  number 
of  car  miles  operated.  As  there  is  still 
overcrowding  in  rush  hours,  further  in- 
creases in  car  mileage  will  be  made  dur- 
ing 1920  and  from  40  to  50  cars  willbe 
operated  against  the  usual  31  during 
1919. 

Fares. — The  Nova  Scotia  Legislature 
will  be  asked  to  authorize  an  increased 
tramway  fare.  The  thinking  public  real- 


ize fully  that  no  sti'eet  car  company  can 
carry  passengers  at  4.3c.  each,  and,  if 
they  can  be  assui'cd  of  good  service, 
should  not  oppose  the  legislation  neces- 
sary to  compensate  the  company  for  the 
cost  of  that  service.  It  certainly  is  ab- 
solutely essential  that  the  requested  leg- 
islation be  prompt  and  adequate,  if  the 
company  is  to  be  put  into  a  position  to 
borrow  the  additional  funds  which  it  is 
imperative  that  it  should  have  if  it  is  to 
give  the  service  that  the  city  needs. 

Other  sections  of  the  report  deal  with 
the  company's  gas,  electric  light  and 
power  departments.  The  gas  department 
has  been  self  sustaining  for  a  number  of 
years  and  should  be  on  a  paying  basis 
before  the  end  of  this  year.  The  light 
and  power  department's  growth  of  gross 
earnings  has  been  satisfactory,  and  it 
should  show  even  better  earnings  than 
it  did  last  year. 

Tramway  Difficulties. — The  difficulties 
which  the  company  is  endeavoring  to 
meet  are  in  the  tramway  department, 
which  is  not  receiving  income  sufficient 
to  cover  the  cost  of  service.  It  is  in  the 
interest  of  both  shareholders  and  public 
that  this  situation  be  corrected.  The 
City  of  Halifax  is  forging  ahead  rapidly. 
Its  public  utilities  must  keep  pace  with 
it  or  both  they  and  it  will  suffer.  Your 
company  will  need  to  make  arrangements 
for  additional  funds  during  the  coming 
year  if  it  is  to  fill  its  place  in  the  com- 
munity. Unfortunately,  with  the  present 
and  prospective  price  of  wages  and  ma- 
terials, the  net  earnings  from  all  de- 
partments are  not  sufficient  to  warrant 
a  further  increase  in  the  company's  lia- 
bilities. It  seems  hopeless  to  expect  that 
operating  expenses  as  a  whole  will  be 
reduced;  in  fact,  the  tendency  will  be 
rather  upward.  The  only  way  to  increase 
the  net  earnings  is  to  increase  the  oper- 
ating revenue.  This  will  be  accomplish- 
ed to  some  extent  by  the  better  service 
which  the  company  will  be  able  to  give, 
as  better  service  always  brings  increased 
use  of  that  service.  The  increase  from 
this  source,  however,  will  be  but  a  frac- 
tion of  what  is  necessary.  The  balance 
must  be  obtained  by  increased  charges 
to  the  public.  Experience  in  other  cities 
has  shown  that  the  public  is  willing  to 
make  use  of  good  facilities  at  an  in- 
creased price.  They  do  wish,  however, 
to  feel  assured  that  they  are  not  paying 
too  much  and  giving  the  owners  of  a 
public  utility  an  undue  profit.  In  this 
connection  the  cry  of  "watered  stock"  is 
often  raised.  By  "watered  stock"  is 
meant  capitalization  in  excess  of  the 
value  of  the  property.  Most  people  now 
realize  that  under  the  law  such  excess 
capitalization  has  no  effect  on  rates.  The 
company  is  not  entitled  to  earn  a  fair 
return  on  the  par  value  of  its  securities, 
but  upon  the  value  of  its  property. 

In  authorizing  the  issue  of  securities 
the  Board  of  Commissioners  of  Public 
Utilities  valued  the  plant  at  about  $3,- 
700,000,  which  was  a  much  smaller 
amount  than  that  determined  by  the  com- 
company's  appraisal.  Since  that  time 
large  additions  have  been  made,  so  that 
the  present  book  value  is  about  $4,700,- 
000.  Owing  to  the  increased  cost  of  con- 
struction, the  real  value  of  this  property 
today  is  materially  in  excess  of  this  lat- 
ter amount.  To  encourage  new  capital 
it  is  evident  that  a  fair  return  must  be 
earned  on  the  present  capital.  The  con- 
stant need  of  new  capital  is  emphasized 
when  it  is  realized  that  in  a  growing  city 
it  is  necessary  to  nearly  double  the  fa- 
cilities every  seven  to  ten  years.   There- 


398 


CANADIAN  RAII.WAV  AND  MAKINF-:  WORM) 


July.  1920. 


fon-  ntoR  muiit  Ix'  bant-)!  on  the  cost  of 
iii-<|uirini;  nvv.-  rapiLnl  anil  the  cent  of 
iniiLallinK    new    farililirs. 

Tho  trouble  with  tho  tri'nornl  public 
utility  situation  tiMlay  i!>  that  it  ii«  try- 
ing to  function  by  nu-vtinir  a  p<i«t-war 
out(fi>  with  a  pre-war  income.  It  cannot 
Ik-  ilono.  Tho  currency  hnii  been  innated. 
The  dollar  twiay,  meaiiureil  by  its  jiur- 
rliasint;  power  of  five  yearn  aito.  is  less 
than  50c.  Many  years  must  einpso  be- 
fore this  condition  can  In-  fully  corrected. 
It  can  only  be  met  by  |>erinittinK  the  in- 
dustry" to  charite  rates  which  will  irive 
it  an  itu-ome  commensurate  with  its  out- 
j;o.  This  report  has  (tone  into  con.sider- 
able  detiiil  In-cause  your  directors  feel 
that  the  shareholders  are  entitled  to  full 
information.  They  are.  however,  by  no 
means  di.xcourajred,  as  they  feel  confi- 
dent that  the  citizen.*  nnd  the  Roverninc 
lH>dies  in  Halifax  have  a  clear  reali7.ation 
of  the  situation,  nnd  realize  the  wi.sdom 
from  their  own  standpoint  of  support- 
in>:  the  company  in  its  endeaver  to  pive 
them  a  public  utility  of  which  they  can 
be  Ie»ritimntely  proud. 

RnalU  of  op«ratlan  for  rrar  rndnl  Dec.  31.  111*. 

Gnwi*         OtMTstinif 
EanitnirH      Expi'nilm      Balance 
Rmilwajr  dept.       t:>32,36S.ll   t(62,349.16  %  70,018.9.> 
LUlht  and  power 

dept.    6S8.780.I2      324.330.0.1     214.4.50.07 

Ga»    dept.     121,&39.72      133.524.87      •11.885.15 

Suunheatdepu  46.861.93  28.484.68  18,3'7.30 
Mine,   eaminffs 

"renUI    2.559.00  2,6.59.00 

Revenue  interest     16.392.99  16.392.99 

Toul     tl.2S8.601.92  $948,688.76  t809.813.16 

Taxe*    .    .    98.303.13 

Net    eamtnc*     „ t211.510.03 

Int.  and  Amort,  chanes  ..„ 144.618.89 

t  66.891.14 
Dividends  paid  on   preferred  stock....       62.364.00 

t     4.627.14 
Prior  surplni    (Jan.    1.    1919)    16,630.52 

t  21.167.66 
Deferred    dividend!    mtored    to    aur- 
plna    acct.    62.280.00 

$  83,437.66 
Net    direct    rharKes    to    reaerve    and 
•urpliu    lapplyinic   to   prior   year's 
operationil     34,311.49 

t  49,126.17 
Appropriation  for  replacements  47,557.75 

Current    surplus    $     1.668.42 

tS'-f  June  1st  "Deflcit 

The  forepoinK  report  was  prepared  be- 
fore the  N'.S.  LcRislature  had  authorized 
the    increase   of   fares. 

At  the  annual  mcetinfc  all  the 
directors  were  re-elected,  except  F. 
B.  Adams,  who  was  succeeded  by  W.  E. 
S.  Griswold.  New  York,  N.Y.  The  di- 
rectors are  as  follows:  A.  Stuart  Pratt, 
President;  W.  H.  Covert,  K.C.,  Vice 
President;  W.  L.  Weston,  Manaper;  F. 
P.  Royce,  A.  J.  McAllister.  W.  E.  S.  Gris- 
wold, M.  L.  Sperry,  R.  Ernst  and  H.  H. 
Hunt.  Stone  &  Webster  are  General 
Managers;  H.  A.  Lemmon.  Secrctarj'. 
and  J.  R.  Blackett.  Treasurer. 


Nova   Scotia    Public    I'tiiity    Commissioners   Show 
Necessity  for  Higher  Kates. 


The   Canadian   National    Rys.   Toronto 

A.Hsociation  held  its  annual  picnic  at 
Orillia,  Ont.,  June  26,  travellinR  by  spe- 
cial train  from  Toronto  and  back.  Sev- 
eral hundred  people  attended,  including 
President  D.  B.  Hanna,  and  a  number  of 
other   prominent   oflicials. 

Montreal  Incline  Ky. — A  press  report 
states  that  the  tracks,  etc..  have  been 
taken  up  and  the  plant  dismantled.  The 
property  was  sold  to  be  removed,  the 
price  received  for  the  material  bcinfc  re- 
ported as  $2,000. 

.Steel  Kail  Order. — The  Canadian  Na- 
tional Rys.  have  ordered  7,500  tons  of 
.steel  rails,  85  lb.  C.P.R.  standard  section, 
from  Dominion  Iron  &  Steel  Co.,  Sydney, 
N.S.,  for  immediate  delivery. 


The  Board  of  Commissioners  of  Public 
Utilities  for  Nova  Scotia's  last  an- 
nual rt-iMirt  sUtes  that  of  the  276 
public  utilities  in  the  province  re- 
quired to  report  to  the  board,  five  are 
tramways.  Referrinjc  to  these,  the  com- 
missioners say:  "It  is  being  penerally 
recognized  that  the  present  are  strenu- 
ous times  for  public  utilities  of  every 
class.  The  difficulty  of  obtaininK  new 
capital  and  the  higher  interest  rate  de- 
manded, the  increased  cost  of  labor,  fuel 
and  materials  all  contribute  to  make 
more  severe  the  strupcle.  and  a  move- 
ment for  an  increase  of  rates  is  observ- 
able all  over  the  continent.  It  was  not 
to  be  expected  that  the  utilities  of  this 
province  should  prove  an  exception  to 
the  rule,  or  escape  the  general  stress. 
A  number  of  them,  including  several 
incorporated  towns,  notwithstanding  the 
advantage  which  a  lower  interest  rate 
and  exemption  from  taxation  gives  them, 
have  found  it  difficult  to  continue  service 
on  tho  old  schedules. 

"The  general  movement  towards  high- 
er rates  is  nowhere  more  noticeable 
than  in  the  case  of  tramways.  Not- 
withstanding that  it  is  said  that  oS'V 
of  the  urban  population  of  the  United 
States  is  paying  higher  fares  on  tram- 
ways than  a  year  ago,  it  appears  that 
10' r  of  the  companies  are  under  re- 
ceivership. Similar  figures  are  not  avail- 
able for  Canadian  centers,  but  it  may 
be  obscn-ed  that  increases  have  been 
granted  in  a  large  number  of  Canadian 
cities.  What  makes  the  problem  more 
difficult  is  that  indisputable  fact  that 
any  increase  over  what  has  apparently 
come  to  be  considered  the  standard  5c 
fare,  does  not  bring  a  proportionate  in- 
crease of  revenue.  It  might  be  sup- 
posed that  the  trifling  difference  between 
5c  and  6c  would  deter  few  from  using 
tram  service.  Experience,  however, 
teaches  that  whether  it  be  higher  cost, 
inconvenience  of  making  change,  or  re- 
sentment at  a  departure  from  long  estab- 
lished standards,  a  falling  off  in  traffic, 
not  inconsidei-able,  follows  any  advance 
in  rates.  Some  attempts  at  a  solution 
of  the  problem  thus  presented  have  been 
suggested,  amongst  others,  state  or  mu- 
nicipal aid  to  the  utility,  while  the  5c 
fare   is   continued. 

"Recently  in  New  Brunswick  a  com- 
mission of  experts  called  in  to  investi- 
gate the  N.B.  Power  Co.'s  affairs  filed 
its  recommendations.  Among  others,  be- 
sides joint  control,  may  be  noted  a  pro- 
posal to  relieve  the  company  from  any 
special  taxes;  from  street  repairs,  ex- 
cepting those  made  necessary  by  own 
way  or  structure;  from  removal  of  snow 
from  any  street  or  road;  from  cost  of 
new  pavement,  and  from  rental  of  any 
street  or  bridge  beyond  the  expense  of 
maintenance  of  tracks.  While  on  the 
one  hanil  it  may  be  .said  that  it  is  illog- 
ical and  unfair  to  impose  any  part  of 
maintaining  tram  service  upon  others 
than  those  who  use  and  directly  benefit, 
it  may  with  considerable  force  be  argued 
that  inasmuch  as  facility  in  transporta- 
tion and  the  maintenance  of  a  low-priced 
and  efficient  sen'icc  benefits  the  whole 
community,  giving  in  most  instances  an 
added  value  to  real  estate,  no  injustice 
is  done  in  placing  at  least  a  portion  of 
the  burden  upon  those  who  may  be  non- 
users,  but  still  derive  a  benefit,  substan- 
tial if  indirect. 

"Under  existing   conditions   the   board 


dii'iiiT.  it.-,  liuly  clear.  Public  utilities, 
in  common  with  other  companies  and 
ordinary  citizens,  must  be  expected  to 
b<'ar  their  fair  share  of  the  burden  which 
war  conditions  have  imposed,  but  they 
are  entitled  to  such  a  revenue  as  will 
meet  operating  cost  and  yield  a  fair,  if 
somewhat  modified  return  on  the  value 
of  the  property  used.  To  withhold  rev- 
enue sufficient  to  operate  must  result 
in  decreased  efficiency  of  service  and 
ultimate  bankruptcy  or  a  receivership. 
To  withhold  return  on  investment  will 
discourage  capital  and  retard  develop- 
ment of  necessary  enterprise.  The  board 
realizes  the  responsibility  of  exercising 
the  wide  powers  which  have  been  en- 
trusted to  it  in  dealing  with  matters  of 
great  importance  to  the  public  and 
often  vital   to  the  utility." 

The  companies  operating  electric  rail- 
ways under  the  board's  jurisdiction  are: 
Cape  Breton  Electric  Co.;  Nova  Scotia 
Tramways  and  Power  Co.;  Pictou  County 
Electric  Co.;  Sydney  and  Glace  Bay  Ry.. 
and  Yarmouth  Light  and  Power  Co.  The 
Sydney  and  Glace  Bay  Ry.  is  operated 
by  the  Cape  Breton  Electric  Co..  thus 
making  four  companies,  all  of  which 
operate  electric  light  and  power  plants 
in  their  respective  areas.  The  Cape  Bre- 
ton Electric  Co.  also  operates  a  ferry 
service  and  the  Nova  Scotia  Tramways 
and  Power  Co.  also  operates  a  gas  plant. 
The  Inverness  Ry.  and  Coal  Co..  also 
conies  under  the  board's  control  in  re- 
spect of  its  electric  light  plant. 

The  commission's  receipts  for  the  year 
ended  June  30.  1918.  including  a  balance 
brought  forward  of  $772.10,  were  $13,- 
191.47.  This  amount  was  made  up  of  fees 
of  .*2o  each,  collected  from  25  companies, 
including  the  Cape  Breton  Electric  Co. 
and  the  Nova  Scotia  Tramways  and 
Power  Co..  and  of  assessments  amount- 
ing to  $11,794.37,  of  which  companies 
operating  electric  railways  paid  the  fol- 
lowing amounts.  Nova  Scotia  Tramways 
and  Power  Co.,  $2,868.49;  Cape  Breton 
Electric  Co..  $1,913.20;  Pictou  County 
Electric  Co..  $996.87.  and  Yarmouth 
Light  and  Power  Co..  $208.14.  The  ex- 
penditures including:  Salaries  of  the 
commissioners.  $9,620;  expenses  of  the 
commissioners.  $728.59;  salary  and  ex- 
penses of  counsel.  $916.67;  salary  and 
expenses  of  the  secretary,  $565.60;  and 
sundi-j-  other  items  were  $12,480.59.  leav- 
ing a  balance  of  $710.88. 

Railway  Lands  Patented. — Letters  pat- 
ent were  issued  during  April  for  Domin- 
ion railway  lands  in  Manitoba,  Saskatche- 
wan, Alberta  and  British  Columbia  as 
follows: — 

Acre*. 

CslKno'   and   Edmonton   Ry 316.50 

Canadian    Northern    Ry 191.52 

Canailian    Pacific    Ry.   Kranu 27.10 

Canadian   Pacific  Ry.   roadbed  and  itatioii 

KPounds    114.76 

Central  Canada  Ry 10.97 

Edmonton.   Dunvesan   ft   British  Colninbia 

By — - SS.S2 

Grand  Trunlc    Pacific   Branch   Line*  Co 14.6T 

Nicola.     Kamloops    ft     Similkameen    Ry 19.9.5 

Total    790.69 

The  G.T.R.  motive  power  team  from 
the  Stratford,  Ont..  shops  won  the  Cham- 
berlin  trophy  in  the  fifth  annual  compe- 
tition in  first  aid  work  at  Montreal  re- 
cently. Two  teams  each  from  Montreal 
and  Stratford  shops,  and  one  each  from 
Bonaventure  station,  Montreal,  Turcot, 
Que.,  and  Belleville,  Ont..  entered  the 
competition. 


July,  1920. 


399 


Electric  Railway  Employes'  Wages,  Working  Conditions,  Etc. 


Brantford  Municipal  Ry. — A  press  re- 
port states  that  a  new  wage  scale  has 
been  agreed  upon  between  the  commis- 
sioners and  the  employes,  the  increase 
granted  being  equal  to  about  15' V  and 
the  new  rates  per  hour  being  worked 
out  as  follows: — First  year,  46c.;  second 
year  48c.;  third  year,  50e. 

Hamilton  St.  Ry. — The  board  of  con- 
ciliation appointed  to  deal  with  questions 
of  wages,  etc.,  as  between  the  company 
and  its  motornien  and  conductors  being 
members  of  Division  107,  .Amalgamated 
Association  of  Street  and  Electric  Rail- 
way Employes  of  .•Vmerica,  was  compos- 
ed of  Judge  C.  D.  Snider,  chainnan;  G. 
S.  Kerr,  K.C.,  representing  the  company, 
and  F.  Bancroft,  representing  the  men. 
The  board  met  April  21>,  when  the  par- 
ties not  being  ready,  the  sittings  were 
adjourned  to  May  10,  from  which  date 
they  were  continued  to  May  18,  when  a 
majority  report  was  signed  by  Judge  Sni- 
der and  G.  S.  Kerr.  During  the  sittings 
the  various  sections  of  the  proposed 
agreement  were  discussed  and  finally 
adopted  by  both  parties  with  the  excep- 
tion of  those  relating  to  wages  and  over- 
time. Following  are  the  rates  of  wages 
per  hour  in  force  under  the  old  agree- 
ment, in  comparison  with  the  i-ates  recom- 
mended in  the  majority  and  minority  re- 
ports respectively: — 

Majority  Minority 

Old  rate,  report.  report. 

First  six  months  38c.  

Second  six   months    40c.  

First   year   34c.             60c. 

Second  year   38c.            4.Sc.  55c. 

Third   year  4Ic.             52c.  65c. 

The  majority  report  recommending 
time  and  a  half  for  all  overtime,  also  for 
legal  holidays,  and  7c.  an  hour  extra  for 
work  on  Sundays,  which  is  not  overtime. 
The  minority  report  recommended  that 
time  and  a  half  be  paid  for  all  overtime, 
legal  holidays  and  Sunday  work.  The 
board  was  unanimous  in  fixing  the  date 
of  the  coming  into  operation  of  the  new 
wage  schedule  as  April  1. 

After  some  negotiation  between  the 
parties,  the  men  agreed  to  accept  the 
wages  recommended  in  the  majority  re- 
port, and  an  agreement  was  signed  ac- 
cordingly. 

Hull  Electric  Co. — We  were  officially 
advised  recently  that  the  wages  agree- 
ment between  the  company  and  its  em- 
ployes would  expire  July  1.  The  rate 
per  hour  under  that  agreement  for  mo- 
tormen  and  conductors  has  been: — First 
six  months,  34c.;  second  six  months,  36c.; 
second  year,  39c.;  third  year,  41c.  The 
men  asked  for  a  new  agreement  with  a 
uniform  rate  of  65e.  Several  conferences 
were  held  between  G.  Gordon  Gale,  Vice 
President  and  General  Manager,  and  the 
men's  representatives  between  June  3, 
when  the  demand  was  made,  and  June  9. 
but  without  result.  At  a  meeting  held 
June  12,  the  men  decided  to  apply  for  a 
board   of   conciliation. 

Hydro  Electric  Ry.,  Essex  Division., 
formerly  Sandwich,  Windsor  &  Amherst- 
burg  Ry.  W.  R.  Robertson,  General  Sup- 
erintendent Hydro  Electric  Power  Com- 
mission of  Ontario's  Electric  Railways, 
is  reported  to  have  had  a  conference  with 
the  employes  in  Windsor  June  19,  and  to 
have  stated  that  wages  will  be  increased 
on  July  1. 

Levis  County  Ry. — We  were  officially 
advised  June  17  that  the  wages  for  em- 
ployes operating  safety  cars  are  32c.  an 
hour  for  first  year  men,  increasing  2c. 
an  hour  yearly  until  in  the  fifth  year  the 
rate  is  40c. 


London   &    Port    Stanley    Ry. — In   our 

last  issue  it  was  stated  that  the  employes 
had  returned  to  work,  at  the  rates  of 
wages  fixed  by  the  conciliation  board,  but 
that  if  the  management  found  it  possible 
to  pay  higher  wages  in  the  future  it 
would  do  so.  The  increased  wages  recom- 
mended by  the  conciliation  board  were 
made  efi'ective  from  Feb.  1,  and  some 
slight  further  advances  have  now  been 
made  to  freight  conductors  and  motor- 
men,  and  to  brakemen,  also  effective  from 
Feb.  1.  Following  is  a  comparison  of 
the  rates  per  hour,  prior  to  the  concilia- 
tion proceedings,  trie  conciliation  board's 
award  and  the  new  rates. 

Passenijer    conductors   and    motormen — 


1st    3  ear 


Old      Conciliation  New 

44c.  46c.  4Sc. 

46c.  48c.  -iSc. 

3rd                                             17c.  50c.  50c. 

4th  48c.  52c.  62c. 
Freitfht   conductors   and   motormen. — 

1st    J  tar                                 44c.  46c.  48c. 

2nd                                            46c.  48c.  60c. 

3rd                                                47c.  50c.  52c. 

4th  '  48c.  52c.  54c. 
Brakemen — 

1st     >ear                                  4c.  41c.  43c. 

2nd                                            42c.  43c.  44c. 

3rd                                              4»c- 

BaRfraKeman                              S7VjC.         40c.  43c. 


60c. 


60c. 


Conductors,  motormen  and  brakemen 
are  paid  time  and  a  half  after  10  hours. 
Line  men  are  paid  time  and  a  half  after 
9  hours  work,  previous  to  10.30  p.m.,  and 
after  that  double  time.  Some  advances 
have  also  been  given  to  other  classes  of 
employes. 

Montreal  Tramways  Co. — Following  the 
failure  of  efforts  to  secure  a  new  agree- 
ment with  the  company  at  greatly  ad- 
vanced wages,  as  detailed  in  Canadian 
Railway  and  Marine  World  for  June,  pg. 
318,  the  employes  applied  to  the  Minister 
of  Labor  for  a  board  of  conciliation, 
which  was  appointed  June  10  as  follows: 
Justice  .A.rchambault,  Chairman;  E.  W. 
Villeneuve,  representing  the  company, 
and  J.  A.  Woodward,  representing  the 
men. 

The  Montreal  Tramways  Commission, 
which,  under  Quebec  provincial  legisla- 
tion, has  control  of  the  company's  ex- 
penditures, fares,  etc.,  has  been  carrying 
large  advertisements  in  Montreal  papers 
to  show  that  the  wages  asked  are  unrea- 
sonable and  could  not  be  paid  without 
another  increase  in  fares. 

Nova  Scotia  Tramways  &  Power  Co. — 
Under  the  provisions  of  an  act  passed 
by  the  Nova  Scotia  Legislature  at  its 
recent  session  granting  the  company 
power  to  increase  fares,  the  company  was 
directed  forthwith  to  extend  to  the  em- 
ployes of  its  various  departments  the 
increased  wages  schedules  agreed  upon. 

The  maximum  rate  agreed  upon  for 
conductors  and  motormen  is  52c.  an  hour, 
with  5c.  an  hour  extra  for  operators  of 
one-man  cars.  The  rate  of  pay  is  to  be 
graduated  up  to  the  maximum  accord- 
ing to  length  of  service.  It  is  estimated 
that  the  increase  of  pay  granted  will  add 
about  $100,000  a  year  to  the  company  s 
pay  roll. 

Ottawa  Electric  Ry. — Justice  F.  S. 
Maclennan,  chairman;  G.  D.  Kelley,  rep- 
resenting the  company,  and  A.  E.  Fripp, 
K.C.,  M.P.,  representing  the  employes, 
members  of  Division  279  Amalgamated 
Association  of  Street  and  Electric  Rail- 
way Employes  of  America,  met  as  a 
board  of  conciliation  in  Ottawa,  May  25, 
and  presented  a  unanimous  report  May 
28.  The  report  deals  with  three  matters, 
viz.,  a  closed   shop,  an   8-hour  day,  and 


wages.  After  hearing  all  that  was  urged 
by  both  parties  the  board  concluded  that 
it  was  not  desirable  that  the  request  for 
a  closed  shop  should  be  granted.  The 
company  has  no  objection  to  its  men 
joining  the  union,  but  desires  to  leave 
them  free  to  join  or  to  remain  out;  it 
has  not  in  the  past  and  will  not  in  the 
future  discriminate  against  any  employe 
who  does  not  desire  to  join  the  union. 
The  men  have  been  working  a  nine  hour 
day,  and  are  being  paid  overtime  rates 
for  all  work  done  in  excess  of  that  time. 
The  service  rendered  to  the  public  is,  be- 
tween 6  a.m.  and  midnight,  covering  a 
period  of  18  hours,  and  the  board  did  not 
think  it  practicable  to  introduce  the  8- 
hour  day  under  these  circumstances.  Fol- 
lowing are  the  rates  of  pay  per  hour  for 
motormen  and  conductors,  as  agreed  up- 
on, compared  with  those  in  force  former- 
ly:—  Old.  New. 

First   year   39c.  49c. 

Second   year   41c.  51c. 

Third  year  43c.  53c. 

Fourth   year  and  over   45c.  55c. 

The  men  asked  for  a  minimum  rate  of 
65c.  an  hour.  In  regard  to  the  other  em- 
ployes the  board  granted  an  increase  of 
20';<.  Time  and  a  quarter  is  to  be  paid 
for  work  on  Sundays  and  legal  holidays 
and  time  and  a  half  for  all  overtime. 

The  agreement  is  dated  from  May  1, 
and  is  to  be  operative  until  May  1,  1921, 
and  from  year  to  year  thereafter,  unless 
either  party  shall  give  30  days  notice  to 
the  other  of  a  desire  for  a  change. 

Quebec  Ry.,  Light  &  Power  Co.— We 
are  officially  advised  that  an  agreement 
has  been  made  between  the  company  and 
the  Fraternite  National  des  Employes 
de  Tramways  de  Quebec  (Union  of  con- 
ductors and  motormen  of  the  city  street 
railways  division,  Q.  R.  L.  &  P.  Co.).  It 
is  dated  May  15,  and  is  to  be  continued 
unless  cancelled  by  either  party  giving 
the  other  two  months  notice.  It  pro- 
vides for  the  recognition  of  the  union; 
that  the  company  is  to  engage  only  con- 
ductors and  motormen  who  are  members 
of  the  same;  the  appointment  of  a  com- 
mittee to  deal  with  engagements,  sus- 
pensions or  dismissals  and  working  con- 
ditions, consisting  of  two  employes  and 
two  representatives  of  the  company  with 
a  president  elected  by  the  four,  who, 
however,  has  no  vote;  for  respecting  the 
present  agreement,  which  does  not  ex- 
pire untilMar.  1,  1921,  and  fixes  a  new 
scale  of  wages  effective  May  16.  Fol- 
lowing is  the  new  scale  of  wages  per 
hour  as  compared  with  that  in  operation 
formerly:—  Old.        New. 

On   appointment   31c.  S4c. 

After    one    year      service    36c.  40c. 

After   two   years     service    36c.  4«. 

After  five  years    service  38c.  45c. 

The  company  has  also  entered  into  an 
agreement  with  the  shopmen  on  its  city 
division,  effective  June  1,  and  to  continue 
in  force  from  year  to  year  thereafter 
unless  30  days  written  notice  is  given  by 
one  or  other  of  the  parties  prior  to  each 
recurring  May  31. 

Sarnia  St.  Ry. — A  press  report  states 
that  there  is  little  likelihood  of  a  strike 
taking  place  in  Sarnia,  Ont.,  in  connec- 
tion with  the  employes'  application  for 
an  increase  of  wages.  It  is  stated  that 
many  of  the  older  employes  are  share- 
holders in  the  company,  and  that  they  are 
likely  to  discourage  a  strike. 

The  St.  Thomas,  Ont.,  City  Council's 
street  railway  committee  has  recommend- 
ed the  submission  to  the  ratepayers  of  a 
bylaw  providing  for  the  operation  of  cars 
on  the  municipal  railway  on  Sundays. 


•too 


Jiilv.  1920. 


Another  Toronto  Railway  Strike 


The  UKri-fiiu-nt  nn  to  wairi>i<  utui  work- 
inir  contiitionii  hrtwrrn  the  Torniito  Ky. 
Co.   «n<l    \t»   111  luiic    l.'i, 

prior  t€)  which   ■  :,  mndo 

•   dt'iiianil    for  cuiidi- 

tion»  in  si-vi-rii!  :■']■  the  pay- 

ment  i.f  n    lint  nil   hour  for 

motorini'M  ami  .  i    plnci-  of  the 

mtr.i  tixi'd  in  thi-  auanl  .1  the  r.illl  board 
of  roiirilintion,  viz.:  First  thriT  months, 
60c.;  ni'xt  nini-  months,  52''jc;  thcronfter, 
55c.  and  hour.  The  company  applied  for 
the  appointment  of  a  board  of  concilia- 
tion, which  wa.i  R-ranted,  and  the  board 
wa.s  constituted  a."  follows:— Justice  Mac- 
lennan,  Montreal,  chairman;  W.  H. 
Moore,  General  ManaKer,  Toronto  &  York 
Radial  Ry.,  representing  the  company, 
and  J.  T.  Vick,  business  acent  Bricklay- 
ers Union,  Toronto,  representing  the 
men. 

The  board  held  its  first  sitting  June  9, 
and  made  its  report  June  11.  The  re- 
port was  sipned  by  the  three  members 
of  the  board.  The  workinj:  conditions  in 
force  were  recommended  by  the  board 
of  conciliation  of  I'.H'J,  and  the  modifica- 
tions thereof  asked  had  reference  to  a 
number  of  matters,  the  most  important 
boinK  the  demand  for  a  closed  shop,  and 
the  payment  of  overtime  after  8  hours 
work  instead  of  84.  The  board,  after 
taking  into  consideration  everything  that 
was  said  by  the  parties,  came  unanimous- 
ly to  the  conclusion  that  no  change  should 
be  made  in  the  working  conditions. 

After  reviewing  the  conditions  as  to 
wages,  particularly  in  cases  where  rates 
have  been  fixed  by  boards  of  concilia- 
tion, and  conditions  as  to  cost  of  living, 
the  report  said:— "Briefly  stated,  the  re- 
sult of  the  evidence  on  wages  and  the 
cost  of  living  shows:  The  wages  now 
paid  are  equal  to  or  exceed  those  paid 
by  any  other  street  railway  in  eastern 
Canada.  The  wage  increases  during  the 
past  few  years,  going  back  to  the  com- 
mencement of  the  war,  are  fully  equal 
to  all  increases  in  the  cost  of  living.  The 
amounts  actually  paid  to  motormen  and 
conductors  are  wages  during  the  last  six 
months  of  1919,  and  during  May,  1920, 
show  that,  on  an  average,  motormen  and 
conductors  were  paid  amounts  equal  to 
or  averaging  more  than  the  skilled  trades 
of  the  city,  without  taking  into  account 
uniforms  and  free  tickets,  or  other  ad- 
vantages which  the  employes  enjoy  in 
the  company's  service.  The  company's 
franchise  expires  on  Aug.  .{1,  1921,  and 
the  board  was  informed  by  the  mayor 
that  the  city  will  take  possession  of  the 
road  on  that  date.  The  board,  having 
considered  all  evidence  and  representa- 
tions made  to  it,  recommend  unanimous- 
ly as  follows:  That  the  working  condi- 
tions and  rates  of  pay  in  force  .since  July 
4,  1919,  should  be  continued  until  Aug. 
31,  1921,  and  trust  that  this  recommen- 
dation will  be  accepted  by  all  parties 
concerned." 

On  June  12,  J.  T.  Vick,  the  men's  rep- 
resentative, who  had  signed  the  award 
along  with  the  other  two  members  of  the 
board,  forwarded  to  the  Minister  of  La- 
bor a  letter  in  which  he  .said: — "I  have 
been  reading  the  award  carefully  and  I 
find  that  I  signed  it  under  n  misappre- 
hension. I  am  agreeable  to  recommend 
most  of  the  conditions  as  they  prevailed 
and  which  have  been  recommended.  I 
certainly  had  no  idea  that  my  signature 
placed  me  in  the  position  of  agreeing 
with  the  other  two  of  the  board  on  the 
rates  of  wages.  I  contended  for  an  in- 
crease and  am  going  to  recommend   the 


same.  While  the  figures  and  evidence 
presented  show  that  nt  the  present  time 
wages  paid  e<iual  and  exceed  in  some 
ca.ses  that  paid  on  other  roads  in  Eastern 
Canada  per  hour,  but  not  per  day,  yet  it 
was  shown  by  the  evidence  that  the 
wages  in  border  cities  of  a  like  size  ex- 
ceed that  paid  in  Toronto  both  in  hourly 
and  daily  rates,  Cleveland  paying  75c.  an 
hour,  Detroit  75c,  Chicago  fiac,  and  the 
corporation  of  the  city  of  Toronto  pay- 
ing their  street  railway  employes  from 
fiO  to  fi5c.  with  holidays  added.  The 
amounts  actually  paid  some  motormen 
and  conductors  show  that  these  men  wrok 
a  great  deal  of  overtime  in  order  to  make 
the  amounts  submitted  by  the  company, 
and  without  working  overtime  the  men 
would  not  earn  the  rates  paid  skilled 
trades.  That  for  the  sake  of  harmony 
and  everybody  concerned  I  recommend 
that  the  present  working  conditions  be 
continued  until  Aug.  31,  1921,  which  i.i 
the  expiration  of  the  franchise,  and  also 
recommend  that  in  my  opinion  the  men 
working  for  the  Toronto  Ry.  should  re- 
ceive at  least  the  same  wages  as  paid  by 
the  City  of  Toronto,  where  there  was  an 
exhaustive  investigation  by  the  heads  of 
the  departments  and  the  Board  of  Con- 
trol before  striking  the  rates  named, 
namely:  60c.  an  hour  for  the  first  three 
months;  63c.  for  the  next  nine  months; 
G6e.  thereafter." 

The  employes  at  a  meeting  held  after 
receipt  of  the  conciliation  board's  report 
refused  to  accept  it,  and  passed  the  fol- 
lowing resolution,  which  set  out:— "That 
we  agree  to  accept  a  scale  of  wages  20'"<- 
in  advance  of  existing  scale  for  all  men 
included  in  the  draft  agreement  present- 
ed to  the  company,  which  equals  the  rate 
paid  by  the  City  of  Toronto,  for  like  ser- 
vice; all  other  conditions  to  remain  as 
provided  in  existing  arrangements  be- 
tween the  Toronto  Ry.  employes  repre- 
sented by  the  union  and  the  Toronto  Ry. 
Co."  The  men  gave  the  company  until 
June  18,  at  3  a.m.,  to  accept  the  terms, 
threatening  an  immediate  strike  if  they 
were  not  conceded.  As  it  was  found  im- 
possible to  hold  a  meeting  of  the  com- 
pany's directors  within  that  time,  the 
men  extended  the  time  for  the  accept- 
ance of  their  terms  to  June  23  at  3  a.m. 
The  directors  met  on  June  22  and  decid- 
ed not  to  grant  the  demands  and  the  men 
struck  on  June  23  at  3  a.m.,  the  opera- 
tion of  the  whole  of  the  company's  cars 
ceasing. 

It  is  important  to  note  that  while  the 
men  demanded  the  same  rate  of  wages 
as  paid  by  the  Toronto  Civic  Ry.,  they 
also  demanded  the  Toronto  Ry.'s  work- 
ing conditions,  not  those  of  the  Toronto 
Civic  Ry.,  and  as  the  company  pointed 
out  in  nn  advertisement  the  wages  paid 
on  the  civic  line,  viz.,  60c.,  62i^c.  and  66c. 
an  hour,  combined  with  the  Toronto  Ry.'s 
extra  allowance  of  time  and  a  quarter 
for  Sunday  work,  would  be  equivalent  to 
82'2C.  an  hour,  and  combined  with  time 
and  a  half  for  overtime  and  holiday  work 
would  be  equivalent  to  99c.  nn  hour, 
neither  of  which  is  paid  by  the  city. 

On  June  24  the  Mayor  notified  the  To- 
ronto Ry.  that  it  had  failed  to  operate  its 
service  and  demanded  that  it  resume 
operation.  The  company's  General  Man- 
ager replied  that  it  was  prepared  to 
operate  a  service  immediately,  upon  re- 
ceiving the  Mayor's  assurance  that  effi- 
cient protection  would  be  given,  so  that 
the  lives  of  its  employes,  and  its  proper- 
ty, would  not  be  endangered.  On  June 
25    the    Ontario    Railway   and    Municipal 


Board  iitiiued  the  following  statement: — 
"The  Board  met  representatives  of  the 
company  and  of  the  men  at  noon,  under 
an  appointment  issued  at  the  instance  of 
the  Toronto  Ry.  Co.  A  lengthy  discus- 
sion took  place,  and  was  continued  until 
about  1.30,  and  a  number  of  proposals 
and  counter  proposals  were  made,  none 
of  which,  however,  was  accepted  by  both 
parties  to  the  conference.  The  Board 
then  intimated  to  the  conference  that  it 
was  prepared  to  make  a  proposal,  and 
would  do  so  after  the  adjournment  for 
lunch.  At  3  o'clock  the  conference  re- 
sumed, and  the  Board  submitted  this  pro- 
posal: 'That  the  wages  payable  to  the 
motormen  and  conductors  and  other  em- 
ployes on  strike  should  be  raised  to  ."i.'ic., 
57'isc.,  and  60c.  an  hour,  according  to 
classification.  This  increase  is  approxi- 
mately an  increase  of  lO'V  upon  the 
wages  heretofore  paid  to  them.  These 
terms  are  to  be  incorporated  in  the  form 
of  an  agreement  binding  on  the  men  and 
on  the  company  until  the  expio'  of  the 
company's  franchise..  The  representa- 
tives of  the  men  agreed  to  lay  the  pro- 
posal before  a  mass  meeting  of  the  strik- 
ing employes  tomorrow  (June  26).  If 
the  proposal  is  accepted  the  representa- 
tives of  the  men  are  of  the  opinion  that 
the  cars  could  be  started  on  Sunday 
morning  (June  27).  The  Board  assured 
the  representatives  of  the  men  that  if 
the  proposal  is  accepted  by  the  striking 
employes,  the  Board  would  enforce  per- 
formance on  the  part  of  the  company." 
One  June  26  the  men  decided,  by  a  vote 
of  841  to  333,  to  return  to  work  on  the 
terms  offered  by  the  Board,  and  the  cars 
resumed  running  on  Sunday  morning, 
June  27,  after  having  been  stopped  for 
four  days.  It  is  said  that  the  5c.  raise 
will  add  about  $375,000  a  year  to  the 
company's  pay  roll. 


Mainly   About   Electric  Railway 
People. 

Ver.schovie  Crony n,  who  died  in  Lon- 
don, Ont..  June  1.  aged  88.  was  the  pro- 
moter and  principal  owner  of  the  ori- 
ginal London  St.  Ry.,  prior  to  its  elec- 
trification. 

G.  Gordon  Gale,  Vice  President  and 
General  Manager,  Hull  Electric  Co.,  has 
been  appointed  chairman  of  the  Canadian 
Standards  .Association's  sub-committee  on 
wire  strand. 

Charles  Johns  of  Cleveland,  Ohio,  has 
been  appointed  Manager,  St.  Thomas 
Street  Ry.,  by  the  city  council  of  St. 
Thomas,  Ont.,  at  $175  a  month. 

-V.  Lacasse,  heretofore  private  secre- 
tary to  Hon.  H.  Seguin.  of  the  Quebec 
Government,  is  reported  to  have  been 
appointed  Secretary.  Montreal  Tramways 
Commission,  vice  \V.  R.  Beaudrj-,  resign- 
ed to  resume  the  Dorval  Jockey  Club's 
Secretaryship. 

E.  L.  Milliken,  formerly  Manager,  Cape 
Breton  Electric  Co.,  Sydney,  N.S.,  and 
subsequently,  successively.  Manager, 
Houghton  County  Traction  Co.,  Hough- 
ton. Mich.,  and  Houston  Electric  Co., 
Houston,  Texas,  has  been  transferred  to 
Stone  &  Webster's  home  office  at  Bos- 
ton.   Mass. 

C.  v.  I'eeling,  who  resigned  his  position 
as  .Manager  Cornwall  Street  Ry.,  Light 
&  Power  Co.,  Cornwall,  Ont.,  a  few- 
months  ago,  to  enter  the  Illinois  Trac- 
tion Co.'s  service  at  Peoria,  III.,  has 
transferred  to  the  Palmetto  Power  & 
Light  Co.  at  Florence,  South  Carolina. 


July,  1920. 


401 


Marine  Department 


Canadian  Government  Merchant  Marine,  Ltd.,  Shipbuilding,  Operation,  Etc. 


Steel  Supplied  for  Shipbuilding. — J.  H. 
Sinclair,  II. P.  for  Antigonish  and  Guys- 
borough,  N.S.,  asked  the  following:  ques- 
tions in  the  House  of  Commons  recently, 
the  answers  being  given  by  the  Minister 
of  Marine. 

"Referring  to  an  item  of  expenditure 
described  as  steel  for  shipbuilding  to  be 
refunded  by  contractors,  $3,283,965.05, 
found  on  page  ZZ42  of  the  4th  volume  of 
the  Auditor  General's  report,  has  all  this 
money  been  refunded?"  Answer:- — "Not 
all,  because  the  department  has  not  fin- 
ally settled  with  the  builders  for  the  ships 
for  which  the  steel  was  purchased.  The 
balance  outstanding   is   $289,252.10." 

"If  so,  when?"  Answer: — "By  deduc- 
tions from  progress  pavnients  during 
1918-19,  $861,430.80;  1919-20,  $2,133,- 
282.15." 

Keels  Laid. — Since  Canadian  Railway 
and  Marine  World  for  June  was  issued, 
we  have  been  advised  of  the  laying  of 
the  following  keels  for  steel  cargo  steam- 
ships, for  Canadian  Government  Mer- 
chant   Marine    Ltd: — 

June  5,  s.s.  Canadian  Rover;  Marine 
Department  contract  57;  builder's  yard 
no.  67;  approximately  3,890  d.w.  tons; 
CoUingwood  Shipbuilding  Co.,  CoUing- 
wood,  Ont. 

June  9,  s.s.  Canadian  Racer;  Marine 
Department  contract  54;  builder's  yard 
no.  10;  approximately  3,890  d.w.  tons; 
Midland  Shipbuilding  Co.,  Midland,  Ont. 

Name.s  of  Steamships. — The  Marine 
Department  has  decided  on  the  name 
Canadian  Harvester  for  the  steel  cargo 
steamship  being  built  by  the  Port  Ar- 
thur Shipbuilding  Co.,  Marine  Depart- 
ment contract  61;  builder's  yard  no.  45; 
approximately  3.890  d.w.  tons. 

Launchings  of  Steamships. — Since  Ca- 
nadian Railway  and  Marine  World  for 
June  was  issued,  we  have  been  advised 
of  the  following  launchings  of  steel  cargo 
steamships,  for  Canadian  Government 
Mei-chant  Marine  Ltd.: — 

June  22,  s.s.  Canadian  Victor;  Marine 
Department  contract  50;  builder's  yard 
no.  77;  approximately  8,390  d.w.  tons; 
Canadian   Vickers   Ltd.,   Montreal. 

Deliveries  of  Steamships. — In  addition 
to  the  steamships  mentioned  in  Canadian 
Railway  and  Marine  World  previously, 
the  following  deliveries  have  been  made: 

June  15,  s.s.  Canadian  Prospector;  Ma- 
rine Department  contract  37;  builder's 
yard  no.  14;  approximately  8,390  d.w. 
tons;  J.  Coughlan  &  Sons,  Vancouver, 
B.C.  This  ship  took  a  cargo,  at  Van- 
couver, for  New  Zealand  and  Australia. 

June  15,  s.s.  Canadian  Observer;  Ma- 
rine Department  contract  47;  builder's 
yard  no.  66;  approximately  3,990  d.w. 
tons;  CoUingwood  Shipbuilding  Co.,  Col- 
lingood,  Ont.  She  went  to  Huron,  Pa., 
for  a  cargo  of  coal  for  Montreal,  and 
will  take  a  general  cargo  from  Montreal 
to   Barbados,   Trinidad   and   Demerara. 

Officers  of  Steamships. — The  following 
officers  have  been  appointed  by  Canadian 
Government  Merchant  Marine  Ltd.  The 
first  column  contains  the  names  of  the 
ships,  the  second  those  of  the  captains, 
and  the  third  those  of  the  chief  engi- 
neers. 

Canadian  Aviator  P.  J. Murphy 

Canadian  Gunner  B.    Rogers 

Canadian  Miner  M.  Fraser  

Canadian  Navigator  W.  H.  Miller  J.    Borland 


Canadian  Observer       D.  M.  Dickson   

Canadian  Prospector    H.  S.  Bilton      

Canadian  Raider  E.  C.  Sears        

Canadian  Rancher       John   Still 

Canadian  Sealer  E.  Randell  

Canadian  Sienaller       R.  D.  Maxwell    

Canadian  Trapper C.   E.  Thompson 

Canadian  Warrior  W'.  G.  McConechy  R.  Cook 

Regarding  the  appointments  mention- 
ed above,  C.  J.  Murphy  succeeds  H.  S. 
Hilton  as  master  of  the  Canadian  Avia- 
tor, the  latter  having  been  appointed 
master  of  the  Canadian  Prospector;  W. 
H.  Miller  succeeds  E.  C.  Sears  as  master 
of  the  Canadian  Navigator,  the  latter 
having  been  appointed  master  of  the 
Canadian  Raider,  succeeding  Capt.  Wat- 
kins;  R.  D.  Maxwell  has  been  appointed 
master  of  the  Canadian  Signaller,  suc- 
ceeding J.  E.  Faulkner,  and  W.  G.  Mc- 
Conechy has  been  appointed  master  of 
Canadian  Warrior,  relieving  C.  R.  Bis- 
sett,  who  is  on  leave  of  absence. 


Dominion  Marine  Association. 

President,  A.  E.  Mathews,  Managing  Di- 
rector, Mathews  Steamship  Co.,  Toronto. 

First  Vice  President,  H.  W.  Cowan.  Di- 
rector of  Operation,  Canada  Steamship 
Lines,    Montreal. 

Second  Vice  President,  A.  A.  Larocque, 
President,  Sincinnes  -  McNaughton  Line, 
Montreal. 

Executive  Committee,  E.  H.  Beazley, 
Union  Steamship  Co.  of  British  Columbia, 
Vancouver:  W.  E.  Burke,  Canada  Steam- 
ship Lines.  Montreal;  T.  R.  Enderby. 
Montreal  Transportation  Co.,  Montreal : 
L.  Henderson.  Montreal  Transportation 
Co..  Montreal  :  W.  J.  McCormack,  Aleoma 
Central  Steamship  Line.  Sault  Ste.  Marie. 
Ont. :  G.  J.  Madden.  George  Hall  Coal  Co. 
of  Canada.  Montreal ;  E.  W.  Oliver, 
Niagara.  St.  Catharines  &  Toronto  Navi- 
gation Co.,  Toronto :  W.  H.  Smith,  Ontario 
Car  Ferry  Co.,  Montreal :  J.  F.  Sowards. 
Sowards  Coal  Co..  Kingston.  Ont.  ;  J.  F. 
M.  Stewart,  Point  Anne  Quarries  Ltd.. 
Toronto:  Jno.  Waller,  Keystone  Transpor- 
tation Co.,  Montreal ;  Lome  C.  Webster. 
Webster  Steamship  Co.,  Montreal :  J. 
Wilkie,  Imperial  Oil  Ltd.,  Toronto;  A.  A. 
W'ripht.   honorary  member,   Toronto. 

General  Counsel,  Francis  King,  M.A., 
Kingston,    Ont. 

Official  Organ,  Canadian  Railway  and 
Marine   World,   Toronto. 


Freight  Steamships  on  Inland  Waters. 

J.  E.  Armstrong,  M.P.  for  East  Lamb- 
ton,  Ont.,  asked  in  the  House  of  Com- 
mons recently: — "Does  the  government 
intend  to  place  freight  ships  built  and 
owned  by  them  on  our  inland  waters 
during  the  present  season  ?  If  so,  how- 
many  of  said  vessels  will  be  so  placed? 
If  the  Canadian  Government  Merchant 
Marine  organization  has  the  handling  of 
the  government  owned  ships,  what  rea- 
son, if  any,  do  they  give  for  not  using 
some  of  the  vessels  under  their  control 
in  the  carrying  trade  on  our  Great 
Lakes?"  The  Minister  of  Railw-ays  re- 
plied:— "Ships  owned  by  the  Government 
through  its  Government  Merchant  Ma- 
rine are  being  operated  by  that  organiza- 
tion in  connection  with  the  Canadian  Na- 
tional Rys.,  as  will  appear  in  the  public 
interest.  Cannot  say  at  present  time 
what  ships  may  operate  on  the  inland 
waters  during  present  season." 

Extension  of  Service. — A  London,  Eng., 
press  dispatch  of  June  8  states  that  the 
Times   financial   editor   indicates   the   in- 


stitution this  year  by  Canadian  Govern- 
ment Merchant  Marine  Ltd.  of  further 
cargo  service  between  Canadian  .\tlantic 
ports  and  India,  Ceylon  and  the  Far  East, 
via  the  Mediterranean,  and  also  to  South 
Africa,  and  from  Pacific  ports  to  the  Far 
East  and  Calcutta.  This  "information," 
which  originated  in  Canada  in  .\pril,  and 
which  was  published  in  Canadian  Rail- 
way and  Marine  World  for  May,  eventu- 
ally found  its  way  into  English  papers, 
and  has  apparently  been  cabled  to  Can- 
ada in  June  as  "news,"  with  special  credit 
to  the  Times  financial  editor  for  per- 
spicacity. We  have  been  further  officially 
advised  that  the  plan  which  is  now  be- 
ing worked  on  by  the  C.  G.  M.  M.  man- 
agement covers  a  service  from  Atlantic 
ports  the  year  round  to  India,  Ceylon, 
Straits  Settlements  and  Java,  the  ports 
of  call  not  having  yet  been  settled,  but 
they  will  be  arranged  in  accordance  with 
the  desires  of  shippers  whose  traffic  will 
be  carried.  It  is  also  contemplated  to 
establish  a  service  to  China,  India  and 
Singapore,  but  no  details  have  been  work- 
ed out.  The  first  sailing  in  the  first 
named  service  will  be  towards  the  end  of 
August  by  the  s.s.  Canadian  Conqueror, 
approximately  8,390  d.w.  tons,  now  un- 
der construction  by  Canadian  Vickers 
Ltd.,  Montreal. 

Australian  Trade. — C.  Harlett,  As- 
sistant Canadian  Trade  Commissioner  at 
Melbourne,  Australia,  wrote  April  28: — 
"Already  two  steamships  of  the  Cana- 
dian Government  Merchant  Marine,  Ltd., 
the  Canadian  Raider  and  Canadian  Im- 
porter, have  arrived  at  Sydney  and  Mel- 
bourne. These  ships  are  to  be  followed 
by  the  Canadian  Exporter  and  two  other 
ships  of  similar  size  at  regular  monthly 
intervals.  The  Canadian  Raider  depart- 
ed from  Newcastle  for  Auckland  (with  a 
cargo  of  coal)  to  load  at  the  latter  port 
for  Eastern  Canadian  ports.  In  a  few 
days  the  Canadian  Importer,  which  has 
discharged  her  cargo  of  lumber,  paper, 
etc.,  and  is  now  loading  cargo  for  New 
Zealand  and  Vancouver  to  her  full  capa- 
city at  Melbourne,  will  depart  for  Wel- 
lington and  Auckland,  where  she  will 
complete  loading  for  Vancouver.  Apart 
from  filling  a  long  felt  want  in  the  ship- 
ping facilities  between  Canada  and  Aus- 
tralia, these  ships,  in  carrying  cargo 
from  the  Commonwealth  to  New  Zealand, 
are  relieving  considerable  congestion  ex- 
isting for  some  time  in  Australian  ports, 
and  the  available  space  is  eagerly  sought 
by  shippers  of  Australian  products  to 
both  New  Zealand  and  Canada.  Upon 
her  arrival  in  Melbourne  the  Canadian 
Importer  was  visited  by  a  number  of  pro- 
minent Australian  shipping  men,  and 
most  favorable  comment  was  made  upon 
her  design,  her  exceptional  clear  holds, 
large  hatches  and  powerful  winches  for 
the  rapid  loading  and  discharge  of  car- 
go." 

s.s.  Canadian  Inventor. — Hon.  W.  L. 
Mackenzie  King  said  in  the  House  of 
Commons  June  8:  "I  have  a  message 
sent  on  behalf  of  some  British  Columbia 
shippers  complaining  about  the  delay  in 
sailing  of  one  of  the  Government  Mer- 
chant Marine  vessels.  I  will  ask  the 
Minister  of  Marine  if  he  can  give  any 
information  in  regard  to  the  questions 
asked.  The  telegram  reads:  'Information 
that  steamship  Canadian  Inventor  booked 


CANADIAN  KAII.W  AV  ANIi  MAUINK  WOKLl^ 


July,  1U20. 


<  ..llinj;. 


hI    Stiiiil.u.Mini;    (  »..  f..I!ini: 


Thf  Minister  of  Marine  replied:  "At 
the  moment  I  have  only  a  sliifht  knowl- 
edge  of  the  matter,  hut  I  shnll  be  very 
jrlad  to  pive  a  more  complete  answer  to- 
morrow. Thf  (frlny  is  not  clue  to  any- 
Ujing  t'  avoideil  by  the  build- 

ers.    I  It   is  due  to  the  fact 

that  a  '  M.sted  in  the  shipyards 

at  Vnnc<.ii\.r  f.n   ^i>nu'  time." 

On  June  10  the  Minister  said: — "As  I 
stated  the  other  day,  one  of  the  causes 
of  the  delay  was  a  strike  of  the  painters. 
Happily,  that  has  been  settled.  I  have 
also  nsciMtnined  that  .1.  ("■>ui:hlan  &  Sons 


111;  .Mm  nil-  l)t|iai  tiiiiiil  xniliud  4;>; 
builder's  yard  no.  ,'i;  approximately  4,57.^j 
d.w.  tuns,  will  be  launched  early  in  July. 

Canadian  VickerH  I.td„  .Montreal. 
Iiiunched  the  s.s.  Canadian  Victor;  Marine 
Department  tontract  fiO;  buililer's  yarti 
no.  77;  approximately  H,.'il»0  d.w.  tons; 
June  22,  the  christening  beinjt  jwrformed 
by  Mrs.  J.  W.  Norcross.  wife  of  the  Pre- 
sident and  Manairini;  Director,  Canada 
Steamship  Lines,  and  also  a  director  of 
Canadian  Vickers  Ltd. 

The  Canadian  Victor  is  the  ninth 
steamship  built  by  the  company  for  Ca- 
nadian Government  Merchant  Marine 
Ltd.,  makinif  a  total  of  08,000  d.w.  tons. 
She  was  built  under  the  supervision  of 
C.  F.  M.  Dujruid,  Naval  Architect,  Ma- 
rine Department,  and  W.  J.  Alderson, 
repre.sentinp  Lloyd's  RcRistry  of  Ship- 
ping. Her  dimensions  arc, — length  over 
all  •11.3  ft.,  beam  moulded  52  ft.,  depth 
moulded    :;!    ft.,   draft    lojided   with   8.400 


atMl  Lmtto  Sua 


Ob»rrviT.  npproiiinatrly  3.990  d.w.  lonii.  built  tor  Car 
r  Ltd..  by  C'ollinirwood  Shipbuildinic  Co..  Collingwoad.  Ont. 


did  not  make  the  ship's  shaft  according 
to  specifications,  and  therefore  the  in- 
spection by  Lloyd's  and  by  one  of  our 
Marine  Department  inspectors  has  been 
withheld  until  the  shafting  has  been  ad- 
justed. I  understand  this  also  has  been 
attended  to.  The  vessel  is  now  in  drj" 
dock,  owing  to  her  having  lieen  in  the 
water  since  Januap'  last.  One  of  the 
clauses  in  the  specifications  provides  for 
the  docking  of  the  vessel  if  the  Marine 
Department  finds  that  is  necessary.  I 
lio  not  anticipate  that  there  is  anything 
wrong  with  the  bottom  of  the  ship,  but 
ma."much  as  she  has  to  make  a  very  long 
trip  to  Australia  it  was  thought  wise  to 
have  her  docked.  .A<  far  as  I  can  judge 
at  the  moment,  she  c.ught  to  be  ready  to 
sail  within  two  weeks,  and  probably  less." 
itriti.sh  .Vmerican  .Shipbuilding  Co., 
Wclland.  Ont..  has  advised  us  June  17, 
that  the  two  sections  of  the  s.s.  Cana- 
dian Otter;  Marine  Di'partment  contract 
■II  'niilder's  yard  no.  1;  approximately 
■1  .''7".  d.w.  tons,  which  were  launched  sep- 


tons  of  cargo,  2.')".*  ft.  She  is  equipped 
with  triple  expansion  engines  and  3 
Scotch  boilers  with  Howden's  forced 
draft.  The  machinery  for  handling  car- 
go is  fully  up-to-date,  the  cargo  winches 
and  windlasses  being  of  Clarke-Chapman 
design,  and  the  steering  gear  of  the 
Hastie  Wilson-Pirric  type,  all  manufac- 
tured by  Canadian  Vickers  Ltd.  'The 
steering  is  arranged  from  the  navigating 
bridge  by  a  teleniotor  of  the  MacTag- 
gart-Scott  type,  and  there  is  also  a  hand 
steering  gear  on  the  poop  deck,  and  the 
usual  complement  of  mechanical  engine 
room  and  steering  telegraphs,  wireless, 
etc.  The  accommodation  for  officers  and 
crew  is  very  complete,  and  there  are  two 
spare  cabins  and  a  smoking  room  for 
passengers.  The  engine  room  equipment 
includes  the  Contraflo  system  of  con- 
densing and  Ci.  &  J.  Weir's  pumps  and 
other  auxiliaries.  Refrigerating  machin- 
ery is  being  fitted  in  no.  ;t.  'tween  decks, 
which  will  be  insulated  in  the  usual  man- 
ner for  perishable  cargo. 


m<-ni  ii'id 

UkI  '  <:  ,v.T. 

Man-  ■^'•r- 

yani  d.w. 

tons,  •       •  '  '  ■  ■  haul 

.Mariru    I.tii.,   June   'i. 

The  s.s.  Canadian  Observer's  trial  run? 
gave  the  fcdlowing  results: — Duration  of 
full  speeil  trials,  0  hours;  mean  speed  on 
<)  runs  over  measured  miles,  11.783  knots; 
indicated    horse    power    1.4.')0. 

J.  Coughlan  &  Sons,  Vancouver,  B.C.. 
delivereil  the  s.s.  Canadian  Prospector; 
Marine  Department  contract  .'i7;  build- 
er's yard  no.  14;  approximately  8,.390  d.w. 
tons,  to  the  Marine  Department  and  she 
was  transferred  to  Canadian  Government 
Merchant  Marine  Ltd.  June  1.^. 

The  s.s.  Canadian  Prospector,  which 
underwent  her  trial  trips  early  in  June, 
maintained  an  average  of  12.6  knots. 

Halifax  Shipyards  Ltd..  Halifax.  N.S.. 
which  is  building  four  steel  cargo  steam- 
ships for  Canadian  Government  Merchant 
Marine,  two  of  approximately  8.390  d.w. 
tons  each,  and  two  of  approximately 
10..'j00  d.w.  tons  each,  expected  to  launch 
the  first  one,  Canadian  Mariner;  Marine 
Department  contract  21;  builder's  yard 
no.  1,  on  June  21,  but  advised  us  June  19 
that  no  work  had  been  done  in  its  yard 
since  June  1,  the  employes  having  struck. 

Harbour  Marine  Co.  advised  us  June  4 
that  the  s.s.  Canadian  Winner,  Marine 
Department  contract  29;  builder's  yard 
no.  1;  approximately  8,390  d.w.  tons, 
would  probably  be  launched  on  June  29; 
and  that  the  s.s.  Canadian  Traveller; 
Marine  Department  contract  30;  build- 
er's yard  no.  3;  approximately  8,390  d.w. 
tons,  would  probably  be  launched  about 
six  weeks  later.  The  company  states 
that  these  are  the  first  steel  ships  to  be 
built  in  Victoria,  and  that  nearly  all  the 
work  on  them  is  being  done  by  returned 
soldiers,  the  company  employing  over 
S.i'V  of  ex-service  men  and  the  remain- 
ing 15C'f   including  boys. 

.\  deputation  of  the  Harbour  Marine 
Co.'s  workmen,  who  went  to  Ottawa  re- 
cently, to  urge  the  Minister  of  Marine 
to  give  the  company  further  contracts 
for  steel  cargo  steamships  for  Canadian 
Government  Merchant  Marine  Ltd.,  was 
informed  "that  no  more  orders  would  be 
placed. 

.Midland  Shipbuilding  Co.,  Midland. 
Ont..  laid  the  keel  for  the  s.s.  Canadian 
Racer;  Marine  Department  contract  54; 
builder's  yard  no.  10;  approximately  3.990 
d.w.  tons,  for  Canadian  Government  Mer- 
chant  Marine  Ltd..  June  9. 

Port  .Vrthur  Shipbuilding  Co..  Port 
Arthur.  Ont..  expected  to  launch  the  s.s. 
Canadian  Carrier;  Marine  Department 
contract  33;  builder's  yard  no.  44;  ap- 
proximately 4.3.50  d.w.  tons,  about  May 
30.  but,  owing  to  a  strike  on  May  1.5. 
which  lasted  until  June  8.  the  launching 
was  delayed,  and  we  were  advised  on 
.Uine  It)  that  it  would  probably  take  place 
on  .Iiine  2fi. 

Tidewater  Shipbuilders  Ltd..  which  is 
building  two  out  of  the  four  steel 
cargo  steamships,  of  approximately  5.100 
<l.w.  tons  each  for  which  it  has  contracts 
from  the  Marine  Department,  expected 
to  launch  the  s.s.  Canadian  Fisher;  Ma- 
rine Department  contract  15;  builder's 
yard  no  7.  in  June,  and  the  s.s.  Canadian 
Forester;  Marine  Department  contract 
lli;  builder's  yard  no  8.  in  July,  advised 
us  June  Ifi  that  the  launching  of  the 
Canadian  Fisher  had  been  delayed,  owing 
to  lack  of  steel  for  'tween  decks. 


Jiilv,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


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.ImIv,  1920. 


Senate  Committee  Report  on  (he  Hudson  F5ay  Route  and  Ports. 


Thr  spiinil  iiJinnuttvc  ii|>|»>iiiU'il  l>y 
thi'  S<-nat«-  to  tok«-  cvidi'ru'c  nnd  rrport 
uptin  till-  imvicnhility  «nd  fislu-ry  n-- 
KDuni'.i  iif  lliiilfKin  liay  nnd  Strait,  nnd 
cif  till-  ihnrnrttT  uf  the  ports  of  the  Imy 
with  rt'trnrd  to  thi-ir  litni-.Hn  n«  rniUvny 
t('rininul.>,  rt-portwl  on  June  ".i,  over  Iho 
M^nnturi'  of  the  rhairmnn,  Senator  G. 
W.  Fowler.  Following  are  the  principal 
portionH  of  the  report: — The  committ^'v 
examined  21  witnesses,  drawn  from  all 
|xart»  of  the  country.  It  had  in  view  ac- 
<|uirin(;  information  on  the  followinf; 
points: — 1.  The  length  of  the  .Benson  dur- 
mc  which  the  bay  and  .strait  are  reason- 
ably navigable  having;  in  view  the  pres- 
ence of  ice,  the  occurrence  and  persist- 
ence of  snow  utorms,  the  advantuKi-'s  to 
be  trained  by  aids  to  nnvication  such  as 
wireless  teletrraphy,  lisht  houses,  tog 
siirnals  nnd  hydroplnnes.  2.  The  style 
nnd  sire  of  ships  to  be  used  for  the  car- 
rying trade.  .'{.  The  relative  merits  of 
the  two  ports.  Nelson  and  Churchill,  and 
the  relative  cost  of  the  development  of 
each.  4.  The  fishintr  resources  of  the 
bay  and  strait  and  of  the  rivers  empty- 
inK  into  the  bay.  5.  The  mineral  re- 
sources of  the  country  tributary  to  the 
bay.  6.  The  utilization  of  the  country 
for  the  production  of  meat  and  furs  to 
be  obtained  from  reindeer  and  musk  ox, 
which  would  subsist  upon  the  extremely 
nutritious  grasses  prown  throughout  that 
part  of  the  country. 

A  large  number  of  witnesses  were  call- 
ed with  respect  to  the  length  of  the  sea- 
son during  which  the  bay  and  strait  can 
be  .safely  navigated.  There  was  some 
variation  among  them  regarding  the 
length  of  the  season  of  navigation,  but 
all  agreed  that  the  minimum  would  un- 
der ordinary  circumstances  be  at  least 
four  months,  while  the  maximum  would 
not  likely  exceed  five  months.  Voyages 
have  been  made  through  the  strait  as 
early  as  June  5,  and  as  late  as  the  first 
part  of  November,  with  the  ordinary  type 
of  ship,  without  meeting  any  difficulty, 
but  these  were  admittedly  rather  excep- 
tional cases.  All  were  agreed,  however, 
that  modern  navigating  appliances,  such 
as  lighthouses,  wireless  stations,  hydro- 
planes and  fog  signals,  would  greatly 
facilitate  navigation  in  these  waters  and 
in  a  large  measure  overcome  the  natural 
difficulties  from  ice  and  snow.  In  order 
that  the  route  would  be  able  to  compete 
with  the  more  southerly  channels  of 
communication  between  this  country  and 
Europe,  it  would  be  neces.sary  to  have  a 
type  of  freighter  capable  of  carrving 
from  ."^,000  to  10,000  tons  of  dead  weight, 
and  in  the  committee's  opinion,  from  the 
evidence  adduced,  there  would  be  no  dif- 
ficulty in  handling  so  large  a  ship  on  the 
route,  provided  it  was  properly  strength- 
ened and  protected  in  the  forward  part. 
Of  course,  heretofore  only  ships  of  small- 
er size  have  been  used,  because  ships  of 
larger  capacity  have  not  been  required. 

The  concensus  of  opinion  is  that  Hud- 
."on  Bay  remains  open  all  the  year 
through  and  that  the  ice  does  not  extend 
beyond  .'iO  or  40  miles  from  the  shore. 
The  strait  is  also  open  for  the  greater 
part  of  the  year,  and  would  probably  be 
open  nil  the  time,  except  for  the  ice  which 
comes  down  Inte  in  the  autumn  from  Fox 
Channel,  and  obstructs  navigation  in  the 
strait.  It  was  generally  conceded  by  the 
eight  witnesses  who  gave  evidence  on 
this  point  that  the  aids  to  navigation 
which  might  be  installed  along  the  strait 
would  greatly  facilitate  the  passage  and 
considerably  extend  the  season  of  naviga- 


bility. 

The  committee  took  a  large  amount  of 
evidence  regarding  the  relative  merits  of 
the  two  western  ports,  Churchill  and 
Nelson,  nnd  there  was  n  considerable  di- 
vergence of  opinion  among  the  different 
witnesses  as  to  which  of  the  two  should 
have  been  selected,  having  in  view  the 
shorter  milwny  haul  in  the  one  case  and 
the  cheaper  cimstruction  of  the  port 
itself  in  the  other.  Churchill  was  shown 
to  be  an  absolutely  land  locked  harbor, 
entirely  protected  from  every  wind,  no 
matter  from  which  quarter  it  should 
blow,  where  a  few  ships  could  at  all  times 
ride  nt  anchor  in  perfect  security.  Nel- 
son, on  the  other  hand,  has  no  natural 
protection  from  the  sea,  except  such  as 
it  receives  by  reason  of  its  remoteness 
from  the  body  of  the  sea,  there  being  a 
20  mile  stretch  of  shallows  between  it 
and  deep  water.  A  narrow  channel  bor- 
dered by  wide  shallows  connects  the  pro- 
posed harbor  of  Nelson  with  the  open 
bay.  A  very  large  amount  has  already 
been  expended  upon  the  harbor  improve- 
ments of  Nelson,  but  a  much  larger  sum 
is  still  required  before  the  present  plans 
can  be  carried  out.  There  seems  to  be 
considerable  doubt,  whether  or  not,  even 
when  the  proposed  plans  are  completed, 
the  harbor  at  Nelson  will  be  an  entirely 
safe  one  against  an  easterly  gale.  To 
utilize  Churchill  it  would  be  necessary  to 
build  about  80  miles  of  road  across  a 
country  which  has  been  described  by  one 
witness  as  very  difficult,  it  having  a 
stretch  of  30  miles  of  morass  almost  im- 
possible to  cross,  owing  to  the  difficulty 
of  getting  a  firm  foundation  for  a  road- 
bed. This  was,  however,  denied  by  two 
witnesses,  by  each  of  whom  the  commit- 
tee was  greatly  impressed.  Both  J.  B. 
and  J.  W.  Tyrell  testified  that  there  is  a 
perfectly  good  and  comparatively  short 
route  from  the  present  route,  deflecting 
at  a  point  some  .56  miles  from  Nelson  and 
going  north  and  east  to  Churchill.  The 
present  harbor  of  Churchill  is  rather 
small,  but,  accordingly  to  the  evidence 
of  the  Messrs.  Tyrell,  uncontradicted, 
could  easily  be  enlarged  enough  to  ac- 
commodate all  the  trade  likely  to  offer 
for  many  years  to  come.  Beyond  the 
present  deep  water  harbor  there  is  a 
large  basin  of  shallow  water,  the  bottom 
of  which  is  composed  of  hard  clay  mixed 
with  boulders,  which  could  be  easily 
dredged  and  the  resultant  harbor  would 
be  of  its  size  one  of  the  finest  in  the  con- 
tinent. The  Tyrell  brothers  are  very  fa- 
miliar with  the  country  around  Hudson 
Bay,  having  spent  several  years  each  in 
research  and  in  examination  of  these  re- 
gions. J.  W.  Tyrell  spent  one  winter  at 
a  station  in  Hudson  Strait  taking  obser- 
vations for  the  Canadian  Government, 
and  also  looked  over  the  country  from 
Pas  to  Churchill,  on  behalf  of  a  com- 
pany who  had  some  intention  of  build- 
ing a  railway  in  that  part  of  the  country, 
a  scheme  which  was  after\vards  aban- 
doned. He  had  no  hesitation  in  saying 
that  no  difficulty  whatever  would  be 
found  in  extending  the  railway  to 
Churchill.  It  is  the  committee's  opinion 
that  the  government  would  be  well  ad- 
vised if,  before  expending  any  more 
money  on  the  harbor  works  at  Nelson, 
they  were  to  appoint  a  committee  of  ex- 
pert engineers  and  railway  builders  to 
examine  the  route  to  Churchill  nnd  as- 
certain whether  or  not  it  is  really  possi- 
ble, ns  the  Messrs.  Tyrell  say,  and  whot 
would  be  the  cost  and  advantage  of  mak- 
ing  Churchill    the   port    and    terminus    of 


the  lluiUun  Buy  Ky.  rather  than  NeUon. 
In  the  meantime,  the  laying  of  the  rails 
could  h>e  completed  to  Nclnon,  and  that 
port  could  be  used  for  the  present  in  its 
present   state. 

While  no  one  was  able  to  speak  with 
certainty  as  to  whether  cod  fish  are  plen- 
tiful in  the  hay  or  not,  there  is  no  doubt 
as  to  the  strait.  All  the  rivers  flowing 
into  the  bay  teem  with  fish,  and  walrus 
and  seal  are  also  found  in  large  numbers 
in  the  strait.  No  doubt  ns  soon  as  the 
Hudson  Bay  route  is  established,  a  very- 
large  and  lucrative  fishing  industry  will 
be  established  there.  Recent  discoveries 
have  shown  that  the  country  surrounding 
Hudson  Bay  is  strongly  and  richly  min- 
eralized, particularly  so  in  regard  to  gold 
and  copper. 

.Mr.  Stefansson,  the  distinguished 
Polar  explorer,  gave  evidence  before  the 
committee.  He  is  a  devout  believer  in 
the  possibility  of  utilizing  what  have  al- 
ways been  known  as  the  Barren  Lands 
of  the  north,  and  the  islands  within  the 
Arctic  Circle,  in  the  cultivation  of  rein- 
deer, cariboo  and  musk  ox  for  the  pro- 
duction of  meat.  He  gave  evidence  as  to 
the  splendid  quality  of  the  flesh  of  the^e 
animals  as  food  for  the  people,  and  as  to 
the  cheapness  with  which  it  might  be 
produced.  He  said  that  the  wild  lands 
of  the  north,  which  have  always  been 
looked  upon  as  worthless,  could  carry  at 
least  50,000,000  reindeer  and  10,000,000 
musk  ox,  and  that  the  cost  of  handling 
these  huge  numbers  would  be  trifling  iii 
comparison  with  the  profit  to  be  made. 
The  effect  of  this  upon  the  world's  food 
supply  would  be  tremendous,  and  the 
committee  strongly  recommend  that  the 
matter  be  energetically  taken  up  by  the 
government. 

The  committee  makes  the  following 
findings  upon  the  evidence  adduced  be- 
fore it: — 

That  the  Hudson  Bay  route  is  feasible 
and  will,  probably,  in  time,  be  profitable. 

That  the  season  of  navigation  under 
present  conditions  is  at  least  four  months 
in  length,  and  may,  by  improvements  in 
aids  to  navigation,  be  considerably  in- 
creased. 

That  sufficient  care  was  not  taken  in 
the  selection  of  Nelson  as  the  terminus 
of  the  railway,  and  that  the  government 
should  not  make  further  important  ex- 
penditures upon  this  port  without  first 
making  a  new  and  thorough  examination 
into  the  relative  merits  of  Churchill  and 
Nelson  as  a  terminus  for  the  railway. 

That  the  waters  of  the  strait  and  riv- 
ers tributary  to  the  bay  teem  with  fish 
and  valuable  marine  animals,  and  we  be- 
lieve that  the  bay  is  equally  well  stocked, 
but  there  has  not  yet  been  sufficient  data 
collecteil  as  to  the  extent  of  the  fisheries 
of  the  bay  to  enable  an  authoritative 
statement  to  be  made  as  to  their  pros- 
pective value. 

That  the  mines  already  discovered  in 
the  Hudson  Bay  district  are  of  sufficient 
number  and  richness  to  indicate  the  ex- 
istence of  great  potential  mineral  wealth. 

The  committee  feel  that  they  cannot 
too  strongly  endorse  the  valuable  sugges- 
tion of  Mr.  Stefansson  as  to  the  cultiva- 
tion of  reindeer  and  musk  ox,  and  urge 
upon  the  government  that  the  Interior 
Department  be  empowered  to  take  hold 
of  this  matter,  earnestly  taking  advant- 
age of  what  has  been  done  in  this  regard 
by   the   I'nited   States  Government. 

.■\fter  considerable  delate  the  report 
was  adopted  by  the  Senate  June  18,  on  a 
division. 


July,  1920. 


405 


General  Shipbuilding  Matters  Throughout  Canada. 


B.C.  Marine  Ltd.,  Vancouver,  B.C. — 
As  mentioned  in  our  last  issue,  this  com- 
pany is  building  an  auxiliary  powered 
schooner  for  the  Hudson's  Bay  Co.  She 
will  be  ringed  as  a  three  masted  bald 
headed  schooner,  with  jib  headed  niizzen 
and  top  sail  for  running  purposes,  and 
will  carry  a  large  square  sail  forward, 
and  will  also  be  fitted  with  a  triangular 
shaped  top  sail.  The  total  area  of  fore 
and  aft  sails  will  be  about  10,960  sq.  ft., 
and  the  approximate  total  of  all  sails 
will  be  1.5,610  sq.  ft.  She  will  also  be 
equipped  with  a  350  b.h.p.  semi-Diesel 
engine,  for  a  speed  of  about  7  knots  an 
hour.  Her  dimensions  will  be, — length 
over  all  200  ft.,  length  l.w.l.  188 Va  ft., 
beam  36  ft.,  moulded  depth  15  ft.,  draft 
loaded  12  ft.,  deadweight  for  freight  700 
long  tons. 

B.C.  Yacht  &  Boatbuilders  Co.,  Vic- 
toria, B.C. — The  Dominion  Marine  De- 
partment has  accepted  this  company's 
tender  for  building  2  motor  patrol  boats 
for  British  Columbia  coast  patrol  service, 
at  a  total  price  of  $62,750.  The  approxi- 
mate dimensions  are, — length  over  all  75 
ft.,  breadth  17  ft.  8  in.  Each  boat  will 
be  equipped  with  heavy  oil  engine  of  the 
semi-Diesel  type  of   100  h.p. 

British  Empire  Shipbuilding  Corpora- 
tion Ltd.  has  been  incorporated  under 
the  Dominion  Companies  Act,  with  $100,- 
000  authorized  capital,  and  office  at 
Montreal,  to  build,  own  and  operate  steam 
and  other  ships,  steamship  and  railway 
terminals,  dry  docks,  shipyards,  etc.,  and 
to  conduct  business  in  Canada  and  else- 
where. 

Canadian  Concrete  Shipbuilding  Co., 
North  Sydney,  N.S. — The  concrete  motor 
ship  Permanencia  was  launched  by  this 
company  in  May.  She  was  built  under 
Lloyd's  special  survey  for  the  highest 
rating.  "The  hull  was  practically  com- 
plete and  ready  for  launching  in  Dec, 
1919,  but  a  fire  on  board  caused  damage 
which  necessitated  a  prolonged  delay. 
She  will  have  a  deadweight  capacity  of 
from  450  to  500  tons,  and  sleeping  ac- 
commodation for  10  passengers  in  addi- 
tion to  the  crew.  She  is  being  equipped 
with  a  Bolinder  crude  oil  engine  of  240 
b.h.p.,  for  a  speed  of  from  9  to  10  knot? 
an  hour,  supplied  by  the  Swedish  Steel 
&  Importing  Co.,  Montreal.  When  com- 
pleted, she  will  be  operated  between  Cape 
Breton,  Prince  Edward  Island  and  Xew 
foundland  ports. 

Canadian  Vickcr.s  Ltd.,  Montreal, 
launched  the  s.s.  Loch  Tay,  at  the  end  of 
May,  for  Norwegian  owners.  She  is  a 
sister  ship  of  the  Tatjana,  the  launching 
of  which  was  announced  in  our  last  issue. 
Her  dimensions  are, — length  over  all  413 
ft.,  breadth  52  ft.,  depth  31  ft.  0%  in., 
draft  when  loaded  with  8,300  tons  of  car- 
go, 25  1/3  ft.  She  is  classed  in  Nor- 
wegian Veritas,  and  is  equipped  with 
triple  expansion  engines  and  3  Scotch 
boilers  fitted  with  forced  draft.  The 
cargo  handling  equipment,  etc.,  which  is 
of  the  latest  type,  is  all  made  by  the 
company.  ' 

K.  Cochrane,  Port  Greville,  N.S., 
launched  the  schooner  Frederic  H.,  425 
tons,  June  5,  for  the  lumber  trade. 

Collingwood  Shipbuilding  Co.,  Colling- 
wood,  Ont.,  advised  us  June  9  that  the 
650  d.w.  tons  ship,  which  it  is  building 
for  Standard  Oil  Co.,  was  then  complete- 
ly plated,  and  would  be  launched  in  July. 
Collingwood  Shipbuilding  Corporation, 
Ltd.,  has  been  incorporated  under  the  Do- 
minion Companies  .A.ct,  with  $100,000  au- 


thorized capital,  and  oflice  at  Montreal, 
to  build,  opei-ate  and  charter  steamships 
of  all  kinds,  dry  docks,  shipbuilding 
yards,  etc.,  to  take  over  any  existing  busi- 
ness, which  it  is  authorized  to  do  and  to 
carry  on  its  business  in  Canada  and  else- 
where. 

J.  Coughlan  &  Sons,  Ltd.,  Vancouver, 
B.C.,  launched  the  s.s.  Margaret  Cough- 
lan May  18  for  Western  Canada  Steam- 
ships, Ltd.,  a  subsidiary  of  the  building 
company.  She  is  of  the  standard  8,800 
ton  type,  steel  cargo  steamship,  of  the 
following  dimensions, — length  over  all 
427  ft.,  breadth  moulded  54  ft.,  depth 
moulded  29%  ft.,  and  she  is  equipped  with 
triple  expansion  engines,  with  cylinders 
27,  44  and  73  in.  diam.  by  48  in.  stroke, 
supplied  with  steam  by  boilers  equipped 
for  burning  oil  fuel.  She  has  been  char- 
tered to  carry  railway  ties  from  British 
Columbia  to  Great  Britain.  This  is  stated 
to  be  the  first  steel  cargo  steamship  built 


2  vertical  inverted  direct  acting  com- 
pound surface  condensing  engines,  with 
cylinders  12  and  24  in.  diar.  by  about 
16  in.  stroke,  turning  outboard  when  go- 
ing ahead,  developing  about  275  i.h.p.  at 
175  r.p.ni. 

Dominion  Shipbuilding  Co.,  Toronto, 
launched  the  s.s.  Gonzaba,  June  19,  for 
the  Gulf  Navigation  Co.,  New  Orleans, 
La.  The  christening  was  performed  by 
Miss  Abaunza,  daughter  of  the  owning 
company's  President  and  General  Man- 
ager. The  ship  was  designed  for  ocean 
service  to  carry  approximately  2,550  d. 
w.  tons,  and  has  the  following  dimen- 
sions,— length  over  all  261  ft.,  length  be- 
tween perpendiculars  251  ft.,  breadth 
moulded  39 Vi  ft.,  depth  moulded  19  ft. 
4  in.  She  is  classed  to  Lloyd's  100  Al, 
and  equipped  with  triple  expansion  en- 
gines 950  h.p.,  and  2  Scotch  boilers  sup- 
plying steam  at  180  lbs.  A  sister  ship 
is  under  construction  for  the  same  corn- 


ship  Co.  of  Britinh  Columbia,  to 
:ind  way  ports,  to   Powell   Kivcr.   B.C. 


in  Vancouver,  for  Vancouver  interests, 
and  to  sail  from  that  port. 

Hull  16,  which  was  under  construction 
for  Vancouver  Steamships  Ltd.,  one  of 
the  company's  subsidiaries,  has  been  sold 
to  J.  A.  Sturrock,  for  Swedish  interests. 
She  is  of  a  similar  type  to  the  s.s.  Mar- 
garet Coughlan,  and  it  is  expected  that 
she  will  be  delivered  about  the  end  of 
July. 

Davie  Shipbuilding  &  Repairing  Co.. 
Lauzon,  Que. — A  wooden  steamship,  one 
of  12,  of  1,500  tons  d.w.  each,  ordered 
last  year  by  the  Anderson  Co.,  New  York, 
for  the  Fi-ench  Government,  was  launch- 
ed at  this  yard  June  3,  and  christened 
Aubemale.  Her  dimensions  are, — length 
over  all  204  »i  ft.,  length  between  per- 
pendiculai-s  195  ft.  8  in.,  beam  moulded 
39  ft.  8  in.,  beam  extreme  40 Va  ft.,  depth 
moulded  17  ft.,  depth  of  hold  15  ft.,  draft 
loaded  16  ft.  The  hull  is  of  Douglas  fir, 
and  the  propelling  machinery  consists  of 


pany,  to  be  named  Floraba,  and  it  is  ex- 
pected she  will  be  launched  early  in  July. 

Foundation  Co.,  Victoria,  B.C.  —  This 
company's  shipbuilding  interests  in  B.C. 
are  being  closed  up,  and  the  shipbuilding 
plant  and  machinery  at  the  Point  Hope 
and  Point  Ellice  yards  are  reported  to 
have  been  sold  to  private  interests.  The 
leases  on  the  yards  expired  at  the  end  of 
Juno.  During  the  war,  the  company  built 
several  wooden  steamships  for  the  Bri- 
tish Government,  under  orders  from  the 
Imperial  Munitions  Board,  and  also  built 
a  number  of  wooden  steamships  for  the 
French  Government,  which  latter  order 
was  completed  recently.  The  Point  El- 
lice yard  was  operated  formerly  by  Cam- 
eron-Genoa Mills  Shipbuilders^  Ltd.,  and 
the  land,  in  both  cases,  forms  part  of  the 
old  Songhees  Indian  Reserve,  and  was 
leased  from  the  B.C.  Government. 

Harbour  Marine  Co.,  Victoria,  B.C.— 
The  steel  car  ferry  tow  barge,  which  this 


•lOf. 


CANADIAN  HAII.WAV  AND  MARINK  WORLD 


Julv.  1920. 


ihv  C.V.H..  will 

.(»00.       Her    <li- 

•J70    ft..   tK'nm 

■JJ    f I  ,    .lii'tl.    iii..ul.l..l    12    ft.      Shi-    will 

hmr  ■  »tn({U-  (U'ck.  ('<|ui|>|H'il  witli   thrw 

ii:uh'     f.r     IS     Rtanilanl    rnilwny    earn. 

■  tod    shf   will    l>c    placed   in 

'  in   the  mainland  and   Van- 

11.  .M.  MiUnNon,  CiUuTt."  lovi-.  N.S., 
i*  liuildiiit;  n  utrnniship  »f  the  followinj: 
npproximntc  liinipnsion.i,  — li-ncth  overall 
l.Ml  ft.,  lenk'th  on  keel  127  ft..  I.readth  2« 
ft.,  depth  11  ft.,  and  approximately  600 
d.w.  ton.i.  She  will  be  fitted  with  triple  ex- 
I>an5ii>n  engines  with  cylinder.*  12,  19  and 
no  in.  diar.  by  20  in.  stroke,  -l.'iO  i.h.p., 
suppled  with  steam  by  a  Scotch  boiler  at 
1.^0  lb.,  to  be  supplied  by  the  New  Burrell 
Johnson  Iron  Co.  The  fhip  is  being  built 
for  Kenernl  fn-ightinK  work,  but  can 
easily  be  adajited  for  sealing.  The  deck 
machinery  will  include  powerful  steam 
winches,  windlasses,  etc.,  and  she  will 
be  equipped  with  nil  the  necessary  der- 
ricks, etc.,  for  handling  cargo. 

Nova  Scotia  Shipbuilding  &  Transpor- 
tation Co.,  Liverpool,  N.S.,  launched  the 
tern  schooner  Olive  Moore,  June  .5.  Her 
dimensions  are, — length  i:{6  ft.;  breadth 
25  ft.;  depth  of  hold  11  ft.  She  is  owned 
by  J.  &  S.  Moore,  St.  John's,  Nfld. 

Port  Arthur  Shipbuilding  Co..  Port  Ar- 
thur, Ont. — After  a  strike  lasting  about 
three  weeks,  the  employes  returned  to 
Work  at  the  old  scale  and  conditions, 
June  10.  It  is  stated  that  the  number  of 
employes  is  at  present  somewhat  less 
than  before  the  strike,  one  report  stating 
that  only  aO'^r  of  the  men  returned  at 
the  old  rate.  When  the  strike  occurred, 
the  management  stated  definitely  that  it 
was  absolutely  impossible,  under  exist- 
ing conditions,  to  make  any  increases  in 
pay,  or  changes  in  the  working  condi- 
tions, and  that  if  the  men  ceased  work, 
the  plant  would  have  to  be  closed  down. 

Port  Arthur  Shipbuilding  Corporation 
Ltd.  has  been  incorporated  under  the 
Dominion  Companies  Act,  with  §100,000 
authorized  capital,  and  office  at  Mont- 
real, to  own  and  operate  steamships,  dry 
docks,  shipbuilding  plants,  etc.,  and  to 
caro'  on  its  business  in  Canada  and  else- 
where. 

St  John  Dry  Dock  &  Shipbuilding  Co.'s 
annual  meeting  was  held  at  St.  John, 
N.B.,  June  K.  The  directors  are:  James 
Playfair,  Midland,  Ont.,  President;  D.  S. 
Pratt,  Midland,  Ont.,  Vice  President  and 
Managing  Director;  Thomas  A.  Duff.  To- 
ronto, Secretary-Treasurer;  D.  L.  White, 
Jr.,  Midland,  Ont.;  W.  E.  Phin,  Hamil- 
ton, Ont.;  W.  J.  Sheppard.  Waubashene, 
Ont.;  J.  B.  Craven,  New  York.  It  was 
announced  at  the  meeting  that  the  com- 
pany had  bought  the  24  in.  hydraulic 
dredge  Tornado  of  Canadian  register,  for 
work  in  the  St.  John  harbor. 

Victoria  (B.C.)  Shipowners  Ltd.,  Vic- 
toria. B.C.— Considerable  progress  is  re- 
ported on  the  con.^truction  of  the  first  of 
the  four  wooden  barkentines  of  2,400  tons 
each,  which  are  being  built  at  the  Chol- 
berg  shipyard,  under  Dominion  Govern- 
ment aid.  The  keel  of  the  first  was  laid 
.May  1.  Thos.  McConkey,  of  the  Dominion 
Marine  Department,  Ottawa,  has  been 
appointed  to  act  as  the  nnval  architect 
in  connection  with  these  ships,  on  the 
government's   behalf. 

About  the  middle  of  June  it  was  re- 
ported that  there  was  some  delay  in  con- 
struction work,  owing  to  delayed  deliv- 
ery of  certain  special  lumber,  but  it  was 
exiK-cted  that  this  would  be  overcome 
within  a  few  days.  Keels  for  three  of 
the  ships  have  been  laid  anil  the  first 
frames  are  in  on  hull  4  with  the  stem 
posts    set. 


Art  In  .\nu-nd  the  Canadn  Shipping 
Art   (Sti-ainlxtiil  In-^pet  (ion  ). 

A  bill  introduced  in  the  House  of  Com- 
mons by  the  Minister  of  .Marine  was 
|uisse<l  l>y  the  House  April  2H,  its  provi- 
sions   U-ing   MS    follows;  — 

The  Canada  Shipping  Act,  Revised 
Statutes  of  Canada,  I'.iOC,  chap.  113,  sec. 
U~h,  is  repealed,  and  the  following  is  sub- 
stitute<l   therefor: — 

"578.  The  Governor  in  Council  may 
make  rules  and  regulations, — 

"(a)  for  the  testing  of  boilers  and  all 
matters  connected  with  the  construction 
and    working    thereof; 

"(b)  for  the  inspection  of  safety  valves 
and  boiler  cocks  and  all  matters  connect- 
ed with  the  construction  and  working 
thereof; 

"(c)  for  the  inspection  of  hulls  and 
equipment   of  steamboats; 

"(d)  respecting  boats  a;id  life-preserv- 
ers, fire-buckets,  axes  and  lanterns  and 
other  life-saving  appliances  to  be  car- 
ried by  steamboats  or  by  other  vessels 
mentioned   in   this   part; 

"(e)  respecting  the  qualifications  ne- 
cessary to  entitle  a  person  to  an  engin- 
eer's  certificate; 

"(f)  requiring  steamboats  to  carry 
chemical  or  other  fire  extinguishers,  and 
prescribing  the  number  of  such  fire  ex- 
tinguishers to  be  carried  by  steamboats 
of  different  sizes  and  classes,  respective- 
ly; 

"(g)  for  the  inspection  of  the  machin- 
ery and  equipment  of  steamboats  pro- 
pelled by  gas,  fluid,  naphtha,  electricity, 
or  any  other  chemical,  or  any  mechanical 
power,  and,  in  the  case  of  such  vessels, 
for  making  such  changes  in  forms  S  and 
T  as   he  deems  advisable; 

"(h)  for  the  establishment  of  a  scale 
of  fees  and  the  collection  thereof,  for 
examining  plans  of  the  hulls,  boilers  and 
machinery  and  equipment  of  steamboats; 
for  the  inspection  of  steamboats,  their 
jiiachinery  and  equipment,  during  con- 
struction, and  for  such  like  examina- 
tions or  inspection  in  connection  with 
the   Steamboat   Inspection    Service." 

The  Canada  Shipping  Act,  sections  64:! 
and  644,  are  repealed,  and  the  following 
are  substituted  therefor: — 

"643.  (1)  The  Governor  in  council  may 
from  time  to  time  fix  a  duty  to  be  paid 
yearly  and  every  year  by  the  owner  or 
master  of  every  steamboat  registered  i;i 
Canada. 

"(2)  The  amount  of  such  duty  shall 
in  each  case  be  paid  at  such  times  and 
in   such  manner  and  to  such  officers  as 


the  (lovemor  in  coum  il  may  direct,  and 
such  cluty  shall  be  paid  into  the  Con- 
«(ilidnt4-d    Revenue    Fund   of   Canada. 

"644.  ( 1 )  No  inspector  shall  make  or 
deliver  u  certificate  respecting  any 
steam>><>at  under  this   part,  unless, — 

"(u)  It  is  established  to  his  satisfac- 
tion that  the  fees  and  duty  payable  in 
respect  to  such  steamboat  for  the  cur- 
rent year  have  been   paid;   and, 

"(b)  he  is  satisfied  by  careful  exami- 
nation that  all  the  conditions  and  re- 
quirements of  this  part  and  of  any  regu- 
lation made  thereunder  have  been  ful- 
filled and  complied  with  in  respect  to 
such    steamboat. 

"(2)  Every  inspector  shall  report  to  a 
chief  officer  of  Customs  any  case  of 
omission  to  pay  such  fees  or  duty,  or  of 
any  omission  to  apply  for  such  inspec- 
tion as  aforesaid,  for  more  than  one  year 
from  the  date  of  the  last  inspection,  or 
of  any  refusal  to  submit  to  inspection  at 
any  time  which  in  any  way  or  at  any 
time    comes    to    his    knowledge." 


Proposed  Government  Aid  to  Shipbuild- 
ing.— A  deputation  consisting  of  about 
40  representatives  of  shipbuilding  com- 
panies in  the  Maritime  Provinces,  Que- 
bec, Ontario  and  British  Columbia,  wait- 
ed on  the  Dominion  Government  at  Ot- 
tawa, June  10,  to  urge  government  aid 
to  shipbuilding  in  Canada.  Two  pro- 
posals are  reported  to  have  been  made, 
one  that  the  government  grant  a  subsidy 
of  $10  a  displacement  ton,  and  $10  per 
i.h.p..  and  another  that  the  government 
assist  the  trade  by  financing  foreign 
shipbuilding  contracts.  It  was  stated 
that  a  veo'  large  shipbuilding  contract 
from  a  foreign  country  had  actually  been 
offered,  provided  that  the  government 
assist  in  the  financing  during  the  present 
adverse  conditions  of  exchange.  The 
foreign  country  concerned,  it  was  .said, 
was  willing  to  put  up  a  large  proportion 
of  the  amount  involved.  The  Premier 
promised  that  the  proposals  would  be 
given  the  government's  best  considera- 
tion. 

Transportation  of  Stock  and  Feed. — 
The  further  supplementary  estimates, 
passed  by  the  House  of  (Tommons  re- 
cently, contained  two  items  for  transpor- 
tation of  stock  and  feed  under  Governor 
General's  warrants  as  follows: — .Aug.  2;^. 
liUi),  $37.5,000;   Nov.  24.  $25,000. 

.Mberta  Motor  Boat  Co..  Edmonton. 
-Mta..  is  building  a  40  ft.  schooner,  equip- 
ped with  12  h.p.  auxiliary  engine,  for 
use  on  northern  waters.  It  is  also  build- 
ing 2  gasoline  boats  for  northern  oil  ex- 
ploitation by  Imperial  Oil  Ltd. 


Sault  Ste.  Marie  Canals  Traffic. 


Tlic    folkiwinit 


punned    t)iri>UK))    Ihv 


ArticlM 
Lumber    ._ _ Eotbound 

Whrat  """!"!!'JI""~!"™"J!~!~"!.. 

Grain,  other  than  wheat..- " 

Copper    ™ 

Iron    Ore    

Pi«   Iron   

SU.n«. 

Grncral    Mrrchandlac    \\ 

r«ii!»rnKcni    « 

C<>«l.     noft     Weelbound 

Coal.  )>»rd  - ;; 

Iron  Ore  » 

Manufactured  Iran  and  Sttel.. 

Salt    " 

Stone    - 

Oenrral  MerehandUe  ]_  . 

Pamaenffer^    - 

Summarr 
Vr««rl     PliAitairr*     .     . 
RcBintcrod    Tonnairi* 
KrriKht-  Eaubountl 
Wr«tboun<l 
Total    Freight 


S«ult    SW.    Marie 

Canals    dur 

■  nil    .Maj.    19. 

Canal 

U.S.  Canal 

Total 

M.    ft.    B.M. 

4.082 

8S88 

S22.8S0 

M6.0S0 

B\uhvl» 

2.4SS.728 

11.0«2.267 

Ru»hrU 

4.S4T.M.'i 

7.557.097 

1.90S 

Short  tonn 
Short  ton* 

24S.667 

6.440.15! 

14.825 

2.700 

12.02.S 

Short  tons 

4.0S9 

.MS 

at 

.1 1.900 

499.476 

202.000 

Short  ton» 

1.07- 
1.S70 

1S.697 
9.620 

11.190 

1 

5S.045 

Short  lonii 

48,&7S 

27.S78 

26.974 

.■i4.»52 

iti 

49 

t«S 

1.646 

.NVt 

969 .29& 

6.S0&.167 

4U.24e 

7.018.S90 

7.48S.8»« 

C1.S22 

S7S.8&2 

Short  ton* 

.•.:6.7«8 

7.894.442 

8.421.210 

July,  192C. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


407 


Dominion  Government  Aid  for  Shipbuilding. 


On  motion  of  the  Finance  Minister,  Sir 
Henry  Drayton,  the  House  of  Commons 
went  into  committee  of  the  whole  on 
June  21,  to  consider  the  following  pro- 
posed  resolution: — 

"1.  That  it  is  expedient  to  brinp  in  a 
measure  to  provide  that  in  any  case 
where  a  person  (hereinafter  called  the 
'purchaser')  has  entered  into  a  contract 
with  a  shipbuilder  for  the  building:  in 
Canada  of  a  vessel  of  not  less  than  3,000 
tons,  and  such  contract  is  approved  by 
the  Minister  of  Finance  and  Marine,  and 
a  sum  not  less  than  10';r  of  the  price  of 
such  vessel  is  paid  by  the  purchaser  to 
the  shipbuilder  in  cash  at  the  time  the 
contract  is  entered  into,  and,  if  such  cash 
payment  is  less  than  20' r  of  such  price, 
the  payment  to  the  shipbuilder  of  a  fur- 
ther sum  which  with  the  said  cash  pay- 
ment will  amount  to  not  less  than  20';r 
of  such  price,  not  later  than  six  months 
after  such  time,  and  the  payment  of  a 
further  sum  not  later  than  nine  months 
after  such  time,  if  the  previous  payments 
are  less  than  25';-  of  such  price,  which 
will  be  sufficient  with  the  other  said  pay- 
ments to  amount  to  at  least  2590  of  the 
total  of  such  price  are  contracted  for  and 
secured  to  the  satisfaction  of  the  Minis- 
ter of  Finance,  and  the  payment  of  an 
additional  25';'r  of  the  price  is  arranged 
between  the  purchaser  and  the  shipbuild- 
er, the  Governor  in  council  may  authorize 
the  Minister  of  Finance  to  endorse  on  be- 
half of  His  Majesty  promissory  notes 
drawn  by  the  purchaser  in  favor  of  the 
shipbuilder  for  the  remaining:  509'f  of 
the  price  of  the  said  vessel.  The  Gover- 
nor in  council  shall  proscribe  the  place 
where  such  notes  shall  be  paid,  the  meth- 
od of  discounting  them,  and  the  time 
when  such  notes  arc  to  be  paid.  Provid- 
ed that  the  first  of  such  notes  shall  be 
made  payable  at  a  date  not  less  than  21 
months  after  the  time  the  contract  was 
entered  into,  and  the  last  of  such  notes 
shall  be  made  payable  at  a  date  not  later 
than  57  months  after  such  time. 

"2.  That  a  mortgage  on  the  vessel  for 
the  full  amount  of  the  notes  so  endorsed 
by  the  Minister  of  Finance,  in  such  form 
as  the  Minister  of  Justice  may  approve, 
shall  be  given  to  His  Majesty,  and  the 
said  vessel  shall  be  registered  in  Canada, 
and   the   register   shall   not  be   transfer- 


red, until  the  amount  secured  by  the 
mortgage  has  been  fully  satisfied  and 
paid. 

"3.  That  until  the  amount  secured  by 
the  mortgage  is  fully  satisfied  and  paid, 
the  vessel  shall  be  insured  and  kept  in- 
sured in  favor  of  His  Majesty  for  such 
amount  and  against  such  risks  and  in 
such  insurance  companies  as  the  Minis- 
ter of  Finance  may  determine. 

"Provided  that  if  the  vessel  is  being 
built  for  an  alien,  and  the  provisions 
above  mentioned  with  respect  to  mort- 
gaging the  vessel  cannot  conveniently  be 
complied  with,  such  security  for  the 
amount  of  the  said  promissory  notes  en- 
dorsed by  the  Minister  of  Finance  shall 
be  furnished  by  the  purchaser  as  may  be 
approved  by  the  Governor  in  council." 

The  resolution  was  discussed  at  length, 
a  number  of  Liberal  members,  and  Hon. 
T.  A.  Crerar,  leader  of  the  farmer's 
group,  opposing  it.  A  notable  exception 
was  Jacques  Bureau,  M.P.  for  Three  Riv- 
ers, Que.,  who  strongly  supported  it. 
Finally  it  was  carried  on  a  division,  re- 
ported and  concurred  in,  and  Sir  Henry 
Drayton  then  introduced  bill  199,  based 
on  it,  which  was  read  a  first  time.  The 
bill  was  read  a  second  time  on  June  24, 
and  referred  to  committee  of  the  whole, 
when  a  number  of  Liberal  members  again 
opposed  it,  but  two  Liberals,  P.  R.  Du 
Tremblay,  of  Laurier-Outremont,  Que., 
and  T.  Vien,  of  Lotbiniere,  Que.,  joined 
Jacques  Bureau  in  supporting  it.  W. 
Duff  of  Lunenburg,  N.S.,  moved  two 
amendment,  one  to  give  aid  to  the  build- 
ing of  wooden  as  well  as  steel  ships,  and 
to  strike  out  the  tonnage  minimum;  the 
other  to  keep  the  ship  on  which  the  loan 
is  made,  on  the  Canadian  register  until 
the  debt  is  discharged.  The  first  amend- 
ment was  defeated  by  42  to  18,  and  the 
second  amendment  was  defeated  on  a  di- 
vision. Sir  Henry  Drayton  moved  an 
amendment,  which  was  carried,  as  fol- 
lows: "The  whole  amount  that  notes  may 
be  endorsed  on  behalf  of  His  Majesty,  as 
herein  provided,  shall  not  exceed  $20,- 
000,000."  The  bill  was  then  passed  by 
the  committee  without  further  amend- 
ment, and  on  June  25  was  read  a  third 
time  and  passed. 

It  is  said  that  the  Government's  action 
will  result  in   sufficient  foreign  business 


coming  to  Canada  to  keep  the  shipyards 
busy  for  from  two  or  three  years.  France 
has  been  in  the  market  for  a  large  num- 
ber of  steel  cargo  steamships  for  some 
time,  but  it  has  been  impossible  to  ar- 
range for  credits,  and  in  addition  to  this 
the  conditions  of  exchange  have  prevent- 
ed orders  being  placed.  It  is  now  said 
that  a  credit  association,  in  connection 
with  which  Sir  Henry  Pellatt's  name  is 
mentioned,  has  been  formed,  and  has  ar- 
ranged to  secure  money  in  the  United 
States  to  help  to  finance  the  business. 


Steamship  Northumberland  Trans- 
ferred from  Atlantic  Coast  to 
Lake  Ontario. 

The  s.s.  Northumberland,  owned  form- 
erly by  the  Charlottetown  Steam  Navi- 
gation Co.,  Charlottetown,  P.E.I.,  and 
for  several  years  operated  between  Prince 
Edward  Island  and  the  New  Brunswick 
mainland,  and  which  was  sold  to  the  Do- 
minion Government  when  the  company 
ceased  business  in  1916,  since  which  she 
has  been  operated  at  intervals  in  the 
same  service  by  the  Railways  and  Canals 
Department,  has  been  transferred  to  ser- 
vice on  Lake  Ontario,  between  Toronto 
and  Port  Dalhousie,  and  is  being  oper- 
ated by  Canadian  National  Rys.  in  con- 
junction with  the  Niagara,  St.  Cathar- 
ines &  Toronto  Ry.  The  Northumber- 
land was  built  at  Newcastle-upon-Tyne, 
Eng.,  in  1891,  has  a  steel  hull,  and  is 
screw  driven  by  engine  of  350  h.p.  Her 
dimensions  are,— length  220  ft,  breadth 
33.1  ft.,  depth  20.4  ft.,  tonnage  1,255 
gross,  542  net.  After  being  brought  from 
Cape  Tormentine,  N.B.,  where  she  had 
been  berthed,  to  Toronto,  she  went  to  the 
Dominion  Shipbuilding  Co.'s  yard,  where 
a  passenger  stairway  was  "put  in  and 
some  other  minor  alterations  made.  It 
is  said  that  further  alterations  will  be 
made  after  this  year's  navigation  closes. 

The  service  by  the  steamships  North- 
umberland and  Dalhousie  City  was  put 
into  effect  June  18,  and  is  run  on  day- 
light saving  time,  leaving  Toronto  on 
weekdays  at  8  a.m.,  2  p.m.  and  5  p.m., 
and  Port  Dalhousie  at  8.30  a.m.,  11  a.m. 
and  7  p.m.,  and  on  Sundays,  leaving  To- 
ronto at  8  a.m.,  2  p.m.  and  7  p.m.,  and 
Port  Dalhousie  at  9.30  a.m.,  11  a.m.  and 
7  p.m. 


Vessels  Registered  in  Canada  During  March,  1920. 


In   compiling   the   followinjt   lists  of  vessels  refcistered,   steamboats  and   motor  boats,   operated   by   engines  of  le: 
are   sailing  vesses  of   less   than    100  tons  register. 

STEAM. 


than    10   n.h.p..   are  elii 


No. 

Name                  Port  of  Registry 

Where  and  when  built 

B 

.2 

1 

n 

t 

o§ 

a 

1^4 

as* 

B"2; 

Owners  or  managing  owners 

141256 
141703 

Bernard  M Yarmouth,    N.S.    ... 

Canadian  Exporter...Vancouver.    B.C.    .. 

Wedgeport,  N.  S 1919 

Vancouver.  B.C 1919 

143.1 
400.1 

26.3 

52.4 

12.4 
28.8 

370 
5498 

194 

8385 

66  So. 
133  So. 

Wedgeport     Steam     Trawling     Co.. 

Wedgeport,   N.S. 
Minister   of   Marine    and    Fisheries, 

Ottawa. 

SAILING. 

No. 

Name                          Port  of  Reeistry 

Rig              Where  and  when  built 

5 

1 

n 

f 

a 

ii  gg 

OH   H« 

Owner  or  Managing  Owner. 

141632  Clara  B.  Creaser La    Have,    N.S. 

141631  Grace  D.  Boehner La    Have,    N.S.    .. 

1382S1  Hillcreft Lunenburg.   N.S. 

141418  Independence.. Lunenburg.    N.S. 

141682  Kathleen  Spindler Lunenburg,   N.C. 

141684  Manuata La    Have.    N.S.    .. 

141509  Mary  J.  Wood Quebec,    Que 

141420  Ocean  Maid Lunenburg,    N.S. 

141633  Versailles La  Have,  N.S 


..Schr....Shelbume,    N.S 1920 

..    "    ....West  La  Have,  N.S 1919 

..    ••    ....Lunenburge,    N.S 1916 

...    "    ...  ••  1920 

..    "    ....  ••  1920 

..    "    ....Liverpool.     N.S 1920 

..Cn.  BtNorthumberland,    N.Y..    U.S...1902 

..Schr....LiverpooI,    N.S 1919 

..   "    ....Bridgewater,    N.S 1919 


132.6  82.6  11.8  365  299 

130.5  27.4  10.6  201  141 
125.4  27.2  10.6  174  112 

121.6  26.8  11.5  173  114 
91.3  18.3  8.8  130  130 

122.0  26.7  11.3  173  112 

124.0  26.7  10.1  155  100 


H.  Creaser,  M.O..  Riverport,  N.S. 
T.  A.  Mossman.  M.O..  Rose  Bay,  N.S. 
Hillcrcst    Shipping    Co.,    Lunenburg, 

N.S. 
A.    Himmelman,    M.O.,    Lunenburg. 

N.S. 
R.  Spinkler.   M.O.,   Lunenburg,  N.S. 
K.  Risser,   M.O..   Kingsburg,  N.S. 
Au'jer   &   Son.    Quebec.    Que. 
A.  Himmelman,  M.O.,  Feltzen    South. 

N.S. 
F.    Gerhardt,    M.O.,   East   La  Have. 

N.S. 


|nS 


CANADIAN  UAILWAV  AND  MARINE  WORLD 


July,  1920. 


Atlantic  and  Puciiic  Ocean. 


Thr  Intt-rnational  Shippini;  Confort-nce 
•t  {'u>ni>a.  Italy,  in  reported  to  have  He- 
nilcil  in  fnvDr  «f  the  principle  of  n  4M 
hour  week   for  «eamen. 

Mnnrhe!<ter  I.inem'  s.s.  Mniuhester  Di- 
vision (troundol  on  the  niuil  luinks  nt  the 
niKUth  of  the  St.  Charles  RiviT  .lune  7. 
beink'  cauKht  by  the  stront:  winil.s  when 
henilini;  for  Loui.ne  Basin,  Quelx-o.  She 
was  relea.ied  without  serious  dama>;e. 

Kurness,  Withy  &  Co.  state  that  they 
anticipate  makin^r  sailings  from  Halifax, 
N.S.,  to  London,  F.ng.,  about  every  three 
weeks,  durint:  the  summer,  and  to  Liver- 
pool, via  Newfoundland,  also  about  every 
three  weeks,  with  occasional  sailinKS  to 
GlasKow   and    Manchester. 

The  British  Government  has  appoint- 
ed an  im|H>rial  shipping  committee  to  en- 
quire into  complaints  reifardinR  ocean 
freiKhts  and  similar  matters  and  also  to 
survey  facilities  for  inter-empire  trade. 
Sir  Georne  Perley,  Canadian  High  Com- 
missioner, will   represent  Canada. 

Early  in  June,  the  followinR  four 
steamships  cleared  from  Montreal  simul- 
taneously, carrying  well  over  4,000  pas- 
sengers among  them:  Minnedosa  and 
Tunisian,  Canadian  Pacific  Ocean  Ser- 
vices; Cassandra,  Anchor-Donaldson 
Line,  and  .Megantic,  White  Star-Domin- 
ion Line.  This  is  an  unusual  thing  for 
Canada. 

A  Halifax  press  dispatch  of  June  15 
stated  that  it  was  reported  there  that  a 
fast  transportation  service  between  Hali- 
fax and  an  English  port  is  contemplated, 
with  especially  built  modem  steamships, 
equipped  with  oil  fuel  burners  and  hav- 
ing a  speed  about  a  knot  faster  than  the 
s.s.  Lusitania,  which  will  necessitate  on- 
ly three  nights  being  spent  on  board  on 
the  trans-Atlantic  trip. 

The  Canadian  Robert  Dollar  Co.,  which 
acquired  the  s.s.  War  Melody  recently, 
has  changed  her  name  to  Grace  Dollar, 
and  has  placed  her  in  its  trans-Pacific 
sers'ice.  She  was  delivered  to  her  own- 
ers at  New  York  a  few  weeks  ago,  and 
went  to  the  Pacific  coast  via  the  Panama 
Canal,  arriving  at  Bellingham,  Wash., 
June  5,  after  which  she  proceeded  to 
Vancouver,  B.C.,  to  take  on  cargo  for 
.Japan  and  China.  She  was  built  at  Bel- 
fast, Ireland,  in  1918,  and  has  4,040  d.w. 
tons  capacity. 

The  Isthmian  Line,  controlled  by  the 
United  States  Steel  Products  Co.,  is  re- 
ported to  have  completed  arrangements 
for  the  operation  of  a  steamship  line  be- 
tween New  York  and  Puget  Sound,  and 
British  Columbia  points,  and  the  steam- 
ships Steel  Maker  and  Bantu  have  al- 
ready been  placed  in  the  service.  The 
ships  which  are  being  utilized  were  oper- 
ated formerly  as  the  Maple  Leaf  Lino, 
and  calls  were  made  at  Victoria,  but,  on 
•he  reorganization,  Vancouver  is  said  to 
■'  ave   been   substituted   for  Victoria. 

It  was  announced  recently  that  a 
.  liip  service  was  about  to  be  inug- 
lietween  Vancouver  and  Havre 
■  iluis,  France,  and  that  the  s.s.  Pa- 
1  itn  wciuld  be  ready  to  loail  at  Vancouver 
early  in  .luly.  We  have  been  officially 
advised  that  the  Johnson  Line,  of  Stock- 
holm, Sweden,  will  opcrnte  the  service, 
which  will  be  opened  during  the  early 
half  of  .luly  with  the  motor  ship  Pacific, 
which  will  load  at  Seattle,  Wash.,  and 
Vancouver,  and  that  she  will  be  followed 
during  the  latter  half  of  August  by  the 
iniitor  ship  Kronprinsessan  Margareta, 
ami  that  thereafter  there  will  be  regular 
nailings  at  intervals  of  about  six  we.-ks. 


It  has  not  l>een  decided  whether  the  nhips 
will  call  at  both  Havre  and  Calain,  a*  it 
is  considered  that  the  call  at  Calais  will 
be  surtlrieiit.  this  port  being  only  IHO 
miles  from  Paris,  and  having  the  In-st 
railway  connections  with  northern  F'rench 
ports,  and  also  being  connected  by  canals 
with  points  in  France,  Belgium  and  Al- 
sace-Lorraine. C.  Gardner  Johnson  Co., 
represent  the  line  in  Canada,  and  W.  R. 
Grace  &  Co.,  at  Seattle  and  Tacoma, 
Wash. 


register  a  fiat  rate  of  $2.5  inward  and 
outward,  with  an  additional  4*40.  a  res- 
istered  ton  outward. 


Maritime  Provinces  and  Newfound- 
land. 


The  harbor  revenue  at  St.  John,  N.B., 
for  May  was  $14,600,  an  increase  of  over 
$4,000  compared  with  May,  1919,  due,  it 
is  stated,  to  the  larger  number  of  steam- 
ships   handled. 

Canada  Steamship  Lines  Ltd.  announc- 
ed the  inauguration  of  a  steamship  ser- 
vice between  Montreal  and  Prince  Ed- 
ward Island,  Sydney,  N.S.,  and  St.  John's, 
about  June  .30,  with  the  s.s.  Mapledene. 

The  St.  John  Dry  Dock  &  Shipbuilding 
Co.,  contractors  for  the  harbor  improve- 
ment work  in  Courtenay  Bay,  St.  John, 
N.B..  is  reported  to  have  submitted  plans 
to  the  Dominion  Government  for  a  change 
in  the  original  plans  covering  the  pro- 
jected improvements,  and  calling  for  the 
erection  of  four  piers  at  the  head  of  the 
bay  with  accommodation  for  six  steam- 
.ships,  and  the  reclamation  of  ground  for 
railway  yards  to  some  of  the  piers. 

The  Newfoundland  Government  sub- 
sidy for  the  carriage  of  mails  and  pas- 
sengers between  Newfoundland  and  North 
Sydney,  N.S.,  is  stated  to  have  been  re- 
duced from  $7.5,000  to  $35,000  a  year, 
until  such  time  as  the  Reid  Newfound- 
land Co.,  which  operated  the  service, 
shall  restore  it  to  its  full  capacity.  The 
company  lost  two  of  its  steamships  re- 
cently and  of  necessity  of  the  service  has 
been  "interfered  with.  It  is  reported  that 
negotiations  are  proceeding  in  England 
for  the  purchase  of  additional  ships  and 
it  is  expected  that  they  will  be  in  opera- 
tion during  this  year. 

An  order  in  council  has  been  passed 
authorizing  the  following  pilotage  rates 
for  the  pilotage  district  of  Miramichi. 
N.B.:— For  steamships  a  flat  rate  of  $25 
inward  and  outward  and  an  additional  5c. 
a  registered  ton.  For  sailing  ships,  up 
to  .SOO  tons  register,  a  flat  rate  of  $25 
inward  and  outward,  with  an  additional 
fie.  a  registered  ton  outward.  For  sail- 
ing ships  over  300  tons  register  and  not 
exceeding  700  tons  register,  a  flat  rate  of 
§25  inward  and  outward,  with  an  addi- 
tional 5c.  a  registered  ton  inward  and 
outward.     For  sailing  ships  over  700  tons 


Province  of  Qaebcc. 

The  Gulf  of  St.  Lawrence  Shipping  & 
Trading  Co.'s  s.s.  Lady  Evelyn  was  con- 
siderably damaged  by  fire  at  Carey  Point 
June  9. 

Canada  Steamship  Lines'  s.s.  Quebec, 
which  went  aground  at  Three  Rivers, 
June  3.  during  foggy  weather,  was  re- 
leased June  K,  apparently  undamaged. 

The  s.s.  Columbia  has  been  bought  from 
U.S.  owners  by  A.  A.  I^rocque,  Presi- 
dent, Sincennes-McNaughton  Lines  Ltd.. 
Montreal,  and  has  been  transferred  to 
the  Canadian  register  under  the  name  of 
Dougalmac. 

Canada  Steamship  Lines  Ltd.  has  had 
a  pontoon  landing  for  the  use  of  pasiien- 
gers  and  freight  at  its  Quebec  docks, 
built  by  the  Davie  Shipbuilding  &  Re- 
pairing Co.,  Lauzon,  Que.  It  is  built  of 
Douglas  fir,  and  is  235  ft.  long,  by  43  ft. 
wide,  by  7  ft.  deep. 

The  Canada  Steamship  Lines'  s.s.  Ra- 
pids King  has,  according  to  a  press  re- 
port, been  stationed  near  Victoria  pier, 
Montreal,  to  provide  for  night  accom- 
modation for  travellers  unable  to  find 
rooms  in  hotels  or  boarding  houses  in 
the  city. 

The  barge  Cuba,  from  Quebec  to  Og- 
densburg,  N.Y.,  with  pulpwood,  found- 
ered in  deep  water,  in  the  St.  Lawrence 
River,  June  8,  and  became  a  total  loss. 
She  was  originally  built  as  a  steamship 
at  Kingston,  Ont.,  in  1875,  and  was  own- 
ed by  the  George  Hall  Coal  Co.  of  Can- 
ada. Her  dimensions  were, — length  168.7 
ft.,  breadth  25.6  ft.,  depth  11  ft.,  tonnage, 
386  register. 

Ontario  and  the  Great  Lakes. 


.\  Kingston  press  dispatch  says  that, 
in  view  of  the  low  water  in  the  harbor 
there,  the  Dominion  Public  Works  De- 
partment has  decided  to  remove  41,000 
yards  of  material,  and  that  tenders  will 
be  called  for  the  work  at  once. 

The  Ogdensburg  Coal  &  Towing  Co.'s 
s.s.  Nicaragua,  westbound  June  8.  col- 
lided with  the  gates  at  lock  18  of  the 
Cornwall  canal,  and  dislodged  one  of  the 
gates.  Traffic  was  delayed  for  about 
;;even  hours.  The  cause  of  the  accident 
is  given  as  an  engineer's  mistake  in  the 
signal. 

The  s.s.  H.  P.  Bigelow,  opei-ated  as  a 
ferry  between  Brockville,  Ont..  and  Mor- 
ristown,  N.Y.,  was  destroyed  by  fire  at 
her  slip  at  Morristown,  June  5.    She  was 


Vessels  Added  to  and  Deducted  From  the  Canadian  Register  During 
March.  1020. 


Addxl. 

Built    in    Canidm 

Purchurd    from    foniKiian — 

TranifrTrcd    from   United    Kinsdom. 
Trennfrrrr.!    from    Britiih    Pomuloiu 

New     rcuintrrs     - 

Rivm(i>l<Tc<l    nftcr  wrrck    

ToUU    — «.»-..—. 

Drdnclrd. 

Wn-cltrd    or   othrnrlM    iMt- — -« 

Urokrn   up  or  unfit  for  Uf -. 

Solil   In   forriitnrni -. 

Tnniifrrrrd   to   United   Kinsdom._« 

Tmnnferred   to   Brittah  potMnlona..- — 
New    re8Ut«n    «- 

TotaU   


Steam.  Sallins*. 

— Tonn«Bt —  — Tonnaee — 

Gniu    Rec'stered.  No.        Gnm.  Rcs'nd 

«  ^2i           I   'O-  9          1.40S             9*i 


■"  M 

i 

i 

Its 

"iso 

299 

■  iio 

6.4.19 

4.003 

n 

1.898 

1.S71 

2.060 
4T1 

4.402 
M2 

1.291 
2.7M 

lis 

e 

17 
2 

KI>8 
618 
6lt 

487 
SM 
Ut 

; 

6» 

6« 

July,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


409 


of  oak,  built  at  Baldwinsville,  N.Y.,  in 
1893,  and  had  the  following  dimensions, — 
length  60  ft.,  breadth  14  ft.,  depth  8V2 
ft.;  tonnage,  46  gross,  36  net. 

The  George  Hall  Coal  Co.  of  Canada's 
claim  against  the  owners  of  the  s.s.  Sam- 
uel Marshall,  for  damage  caused  by  the 
Samuel  Marshall  colliding  with  the  s.s. 
Liberty,  at  Kingston,  recently,  has  been 
settled"  out  of  court,  by  the  payment  of 
approximately  $10,000.  The  s.s.  Liberty 
is  at  Kingston  drydock  undergoing  re- 
pairs. 

The  United  States  Lake  Sui-\'ey  re- 
ports the  stages  of  the  Great  Lakes  in 
feet  above  mean  sea  level  for  May,  as 
follows:  Superior,  602.40;  Michigan  and 
Huron,  580.75;  St.  Clair.  575.24;  Erie, 
572.31;  Ontario,  245.60.  Compared  with 
the  average  May  stages  for  the  past  ten 
years,  Superior  was  0.44  ft.  above;  Mi- 
chigan and  Huron  0.17  ft.  above;  Erie 
0.42  ft.  below,  and  Ontario  1.10  ft.  below. 

The  contract  for  the  building  of  a  sea 
wall  at  Toronto,  which  has  been  -awarded 
by  the  Dominion  Public  Works  Depart- 
ment to  Randolph  Macdonald  Co.,  Toron- 
to, as  mentioned  in  our  last  issue,  calls 
for  the  construction  of  a  breakwater 
along  the  southern  shore  of  the  center 
portion  of  Toronto  Island  1,700  ft.'  long, 
on  brushwood  fascine  '  mattress  60  ft. 
wide,  the  base  of  tHe  breakwater  b^ng  ■ 
47'^  ft.  wide,  and  the  "top  10  ft.  wide,' 
there  being  a  slope  of  l';;:l  on  ate  side, 
and  1:1  on  the  other.  The*height'f)f  the  ■ 
breakwater  above  low  water  levtl  will  be 
7  ft.  ?     ..      ■ 


British  Columbia  >and  Pacific  ^oast. 


The  Union  Steamship  Co.  of  British 
Columbia  has  appointed  G.  WhaleVi,  cap- 
tain, and  P.  J,,V.  Farina,  chief  engineer 
of  the  s.s.  Capilano;  and  J.  Findlay,. cap- 
tain, and  J.  Hogan,  chief  engineer  of  the 
s.s.  Chilkoot,  for  this  season. 

The  contract  for  dredgmg  and  filling 
on  the  site .  of  the  BaHantyne  pier,  in 
Burrard  Inlet,  is  reported  to  have  been 
awarded  by  the  Vancouver  Harbor  Com- 
missioners, to  Grarft  &  MacDonald,  Van- 
couver, for  $513,121.50. 

The  C.P.R.  s.s.  Princess  Alice  has  been 
withdrawn  from  the  Gulf  service  and 
was  placed  on  the  Alaska  route  June  11, 
in  conjunction  with  the  s.s.  Princess 
Mary.  The  s.s.  Princess  Royal,  which 
has  had  additional  deck  accommodation 
installed,  takes  the  place  of  the  s.s.  Prin- 
cess Alice  on  the  Gulf  route. 

The  Grand  Trunk  Pacific  Coast  Steam- 
ship Co.'s  s.s.  Prince  John  was  returned 
to  service  on  the  Queen  Charlotte  Islands 
run,  June  4,  after  having  been  repaired 
and  overhauled,  subsequent  to  a  collision 
with  the  same  company's  s.s.  Prince  Al- 
bert, at  Dead  Tree  Point  about  the  end 
of  March.  The  repairs  were  made  by 
Wallace  Shipyards  Ltd.,  North  Vancou- 
ver. 

The  auxiliary  powered  schooner  Janet 
Carruthers,  which  was  built  by  Wallace 
Shipyards,  Ltd.,  North  Vancouver,  B.C., 
in  1917,  for  Canada  West  Coast  Naviga- 
tion Co.,  and  which  was  wrecked  on  the 
Copalios  Beach  over  a  year  ago,  was 
dynamited  about  the  middle  of  June,  af- 
ter her  fittings  were  salvaged.  Her  di- 
mensions were, — length  240  ft.,  breadth 
44.1  ft.,  depth  19.3  ft.;  tonnage  1,466 
gross,  1,253  net.  She  was  equipped  with 
Diesel  engine  of  36  h.p.,  driving  a  screw. 

The  British  Yukon  Navigation  Co., 
White  Horse,  Yukon,  has  appointed  the 
following  officers  for  its  steamships  for 
this     year: — Canadian,    C.    M.    Coghlan, 


captain,  J.  Scotland,  chief  engineer;  Cas-. 
ca,  J.  O.  Williams,  captain,  J.  P.  Borne, 
chief  engineer;  Selkirk,  M.  Campbell, 
captain,  W.  C.  Vey,  chief  engineer;  Ta- 
rahne,  D.  -McKay,  captain,  F."  Vey,  chief 
engineer;  Tutshi,  J.  McDonald,  captain, 
J.  Lauderdale,  chief  engineer;  White 
Horse,  F.  D.  Turner,  captain,  P.  Larssen, 
chief  engineer. 


Canadian  Notices  to  Mariners. 


The  Department  of  Marine  has  issued 
the  following: — 

British  Columbia,  'Strait  of  Georgia. 
Eraser  River. — Range  lights  established 
on  Woodward's  Islands,  Deas  Island,  Til- 
bury Island  and  Annacis  Island. 

New  Brunswick-Bathurst  Harbor.  — 
During  the  past  season  the  Dominion 
Public  Works  Department  cleaned  the 
dredged  channel  through  the  outer  bai' 
leur  Bay,  to  a  least  dejith  of  15 '2  ft.; 
at  the  entrance  to  Bathurst  Harbor,  Cha- 
inside  the  harbor,  on  the  Ripple,  Ballast 
bar  and  Seal  bar,  the  channel  was  clear- 
ed to  a  least  dept  hof  13 ',2  ft.,  and  in  the 
Tetagouche  channel,  leading  to  West 
Bathurst,  a  section  900  ft.  long  and  40 
ft.  wide,  was  dredged  to  a  least  depth  of 
13  ft.,  but  inside  this  section  the  con- 
trolling depth  is  still   10  ft. 

New*  Brunswick-Miscow  Island. — With- 
out further  notice  the  steam  fog  whistle 
on  Birch  Point,  Miscow  Island,  Chaleur 
Bay,  will  be  replaced  by  a  diaphone,  op- 
erated by  air  compressed  by  an  oil  en- 
gine, giving  one  plast  of  3  seconds  dura- 
tion a   minute. 

Nova  Scotia  and  Newfoundland  Radio- 
telegraph Direction  Finding  Stations. — 
The  British  Admiralty  published  a  cir- 
cular letter  recently  relating  to  these 
stations  at  Chebucto  Head  and  Canso, 
N.S.,  and  at  Cape  Race,  Nfld.,  calling  at- 
tention to  the  immense  value  of  these 
stations,  but  indicating  that  while  mar- 
iners are  beginning  to  use  them  more 
extensively,  the  advantage  does  not  seem 
to  have  become  general.  The  attention 
of  mariners  is  called  to  a  previous  notice 
early  in  1919,  which  gave  the  regulations 
to  be  used  when  communicating  with  the 
Canadian  stations,  and  it  is  extremely 
necessai-y  that  both  masters  and  radio- 
telegraph operators  should  make  them- 
selves fully  acquainted  with  the  proce- 
dure. 

Nova  Scotia,  Harrington  Bay. — Gas 
and  bell  buoy  to  be  established  without 
further  notice,  in  position  formerly  oc- 
cupied by  lightship,  in  6  fathoms,  % 
mile  eastward  of  Wesses  ledge;  steel  cyl- 
indrical buoy,  surmounted  by  a  steel 
frame  supporting  the  bell  and  lantern, 
painted  black  with  white  vertical  stripes, 
showing  a  white  acetylene  light,  auto- 
matically   occulted  at   short   intervals. 

Ontario.  Lake  Superior,  Port  Arthur 
harbor. — Work  will  be  started  in  the 
near  future  on  the  extension  of  the  Bare 
Point  breakwater.  This  extension  will 
leave  the  south  end  of  the  present  break- 
•  water,  and  proceed  southwesterly  for 
1,600  ft.  Mariners  are  warned  that  they 
must  use  caution  when  in  the  vicinity. 

Ontario,  Ottawa  River,  Chats  Lake, 
Arnprior  Island. — On  an  islet,  opposite 
the  town  of  Arnprior,'  the  6th  order  diop- 
tric light  will  be  replaced,  without  fur- 
ther notice,  by  an  unwatched  occulting 
white  acetylene  light,  automatically  oc- 
culted at  short  intervals. 

Quebec,  Gulf  of  St.  Lawrence. — About 
June  15,  the  front  range  light  in  Thun- 
der River  will  be  changed  in  position  to 
228   ft.  southward   of  its   previous   posi- 


tion in  the  line  of  range,  and  112  ft.  back 
from  the  water's  edge..  The  light  is  at  an 
elevation  of  30  ft.  on  a  structure,  con- 
sisting of  a  mast  25  ft.  high,  with  wide 
diamond  shaped  day  mark  attached. 

Quebec,  River  St.  Lawrence,  channel 
north  of  Island  of  Orleans.— Four  steel 
can  buoys,  painted  black  and  white,  have 
been  placed,  two  on  the  north  side  and 
two  on  the  south  side  of  the  channel,  be- 
tween red  gas  buoy  HOB  and  black  can 
buoy  121B,  at  the  eastern  end  of  the 
channel,  north  of  the  Island  of  Orleans. 
These  buoys  are  not  to  be  used  as  aids 
to  navigation. 


Wreck  Commissioner's  Enquiries 
and  Judgments. 


An  enquiry  has  been  held  and  judg- 
ment delivered  in  connection  with  the 
following  casualty: — 

Prince  Albert-Prince  John  Collision. 

Enquiry  held  during  May  by  Capt.  J. 
D.  -Macpherson,  Wreck  Commissioner  for 
British  Columbia,  assisted  by  Capt.  G.  E. 
Budge  and  J.  R.  Stewart  as  nautical  as- 
sessors, and  judgment  delivered  towards 
the  end  of  that  month,  into  the  collision 
between  the  Grand  Trunk  Pacific  Coast 
Steamship  Co.'s  steamships  Prince  Al- 
bert and  Prince  John,  off  Skidegate,  at 
the  end  of  April.  The  court  found  that 
the  collision  took  place  in  such  a  manner 
and  in  such  unusual  circumstances  that 
it  could  not  have  been  prevented  by  or- 
dinary skill  on  the  part  of  those  in  charge 
of  their  vessels,  and  no  blame  is  there- 
fore imputed  to  any  of  the  officers  con- 
cerned. The  court  expressed  the  opinion 
that  both  masters  exercised  considerable 
care  and  nerve,  when  they  found  them- 
selves placed  in  an  unpleasant  and  diffi- 
cult situation,  and  that  after  the  colli- 
sion had  occurred,  the  conduct  of  all  con- 
cerned was  worthy  of  highest  commen- 
dation, it  being  the  court's  opinion  that 
the  s.s.  Prince  John  would  undoubtedly 
have  foundered,  in  comparatively  deep 
water,  with  probable  loss  of  life,  had  it 
not  been  for  the  presence  of  mind,  re- 
source, energy  and  coolness  displayed  by 
the  masters,  officers  and  crews  of  both 
steamships. 


Steamships  Lady  Evelyn  and  Cham- 
plain. — Rt.  Hon.  A.  L.  Sifton  stated,  in 
the  House  of  Commons,  recently,  that 
the  s.s.  Lady  Evelyn  was  sold  April  24, 

1919,  and   the  s.s.  Champlain   in  March, 

1920,  to  the  Gulf  of  St.  Lawrence  Ship- 
ping &  Trading  Co.  The  Lady  Evelyn 
was  included  with  other  ships  advertised 
for  sale  by  the  Naval  Service  Depart- 
ment in  Feb.,  1919.  The  only  tender  re- 
ceived was  for  $20,000.  The  s.s.  Cham- 
plain  was  also  advertised  for  sale.  The 
Lady  Evelyn  was  sold  for  .$40,000,  and 
the  Champlain  for  $61,050.  For  the  Lady 
Evelyn  $34,000  had  been  paid  to  June 
16.  the  balance  of  $6,000  being  held  pend- 
ing settlement  of  a  claim  that  the  com- 
plete equipment  was  not  handed  over 
with  the  ship.  For  the  Champlain,  $13,- 
102.50  was  paid  in  cash,  the  balance  be- 
ing secured  by  endors&d  notes,  maturing 
in  3,  6,  9  and  12  months,  with  interest  at 
69f . 

Marine  Public  Works  Contracts. — The 
Dominion  Public  Works  Department  has 
let  the  following  contracts:  Rubble  mound 
stone  breakwater  off  southern  shore  of 
Toronto  Island,  May  26,  Randolph  Mac- 
Donald  Co.,  Toronto,  at  schedule  of 
prices;  dredging  northwest  Miramichi 
River,  Que.,  June  2,  Miramichi  Dredging 
Co.,  Newcastle,  N.B.,  at  54%c  a  cu.  yd. 
scow  measure. 


nt» 


TANADIAN  KAI!,\\  A^    AND  .MAHINK  WOULD 


July,  1920. 


^U;im>ihip  SiTxicf  lU'twt-fn  Canada 
and  West   Africa. 

Killer  Dcmpnter  &  Co.  h«vf  ii»f>u«<l  the 

'.nr.wintr'     Our  new   Herv'ire  from   Can- 

'.'       ■    Afrirn  will  roniii^t  <if  ."tenm- 

iit  nbimt  monthly  intervnln, 

!ir!tt  while  the  Imsinesn  if  in 

f  ill  vrlopnient,  the  rejrulnrify  and 

.  ru-y   of   .■>ailinK!>   may   he   >r<'^''"rne<l 

:.  iimslaneed  anil  the  ilemand;-. 

The  first  Rnilint;  will  Im-  the  ».s.  Mel- 
ville from  Montreal  on  or  about  June 
10.  This  will  be  followed  by  the  s.s. 
i;..      nil    on    or   about    .July    15.      Future 

,  •  i-s  will  be  announced  later.  The 
\I.  ;■.  lie  will  call  at  the  folowinK  ports: 
Hukiir.  Hathurst,  Sierra  Leone,  Seccon- 
(li,  tape  ("oast  Ca.stle,  Saltpond.  Winne- 
liah.  .-Vccra.  Lome,  Contonou,  Lajtop,  Bu- 
rutu,   and   Port   Tlan-ourt. 

There  are  n  >:reat  number  of  port.s  on 
the  West  Coast  of  Africa,  extendintr  over 
2.000  miles,  and  following  the  practice 
adopted  by  our  lines  from  Liverpool  and 
from  New  York,  the  port.s  of  call  may 
vary  with  each  sailing.  One  month's 
ship  will  call  at  cerUin  ports,  and  the 
followinK  ship  may  omit  some  of  these 
served  by  the  previous  one,  and  include 
others  instead,  but  in  practically  every 
case  each  ship  will  include  the  principal 
ports,  like  Sierra  Leone,  Seccondi,  Accra 
and  Lauos.  The  other  porU  will  depend 
upon  the  carjro  that  may  be  offerinK 
from  time  to  time.  We  have  advertised 
the  s.s.  Bassam  for  the  above  ports  and 
are  now  ascertaininp  from  shippers  what 
other  ports  they  have  shipped  for,  and 
would  like  the  ship  to  call  at. 

This  service  is  intended  to  be  a  repular 
one  to  and  from  Canada  and  the  West 
Coast,  and  we  are  just  as  much  interest- 
ed in  brinKinjt  back  to  Canada  imports 
from  West  Africa,  which  we  are  in  hope 
will  develop  into  substantial  proportions 
as  the  service  and  opportunities  become 
better  known,  and  we  desire  to  brinp  to 
the  notice  of  Canadian  importers  and 
manufacturers  the  opportunities  afford- 
ed by  brinpinj:  out  by  direct  steamship, 
cocoa,  palm  oil,  trround  nuts,  hides  and 
skins,  Kinirer,  piassava,  mahogany,  ivory, 
manpanese  ore,  etc. 

Our  ser\ice  from  West  Africa  to  New 
York,  consisting  of  steamships  about 
every  10  days,  is  bringinB  out  full  car- 
Koes  every  voyage,  a  very  large  propor- 
tion of  which  consists  of  cocoa  from  the 
Gold  Coast,  which  is  producing  this  ar- 
ticle in  enormous  and  ever-increasing 
quantities,  and  it  seems  to  us  that  Can- 
ada should  be  able  to  import  and  use 
quite  a  large  quantity  of  this  West  Afri- 
can cocoa,  now  that  it  be  brought  out 
by  direct  vessel. 


Halifax  Dry  Dock  Expropriation.— The 

question  of  the  price  to  be  paid  by  the 
Dominion  Government  for  the  Halifax 
Graving  Dock  Co.'s  property  at  Halifax, 
N.S.,  came  before  the  Exchequer  Court 
of  Canada  June  l-l.  The  company  claims 
$.'>,000,000  for  its  property,  which  has 
been  expropriated  by  the  Dominion  Gov- 
ernment and  the  government  has  named 
$1,100,000  as  the  outside  price  it  will  pay. 
The  property  is  now  operated  under  lease 
by  Halifax  Shipyards  Ltd. 

Victoria  Drydock. — The  Minister  of 
Railways  stated  in  the  House  of  Com- 
mons recently  that  the  government  had 
reached  a  conclusion  on  the  propo.xal  to 
build  a  drydock  at  or  near  Victoria,  B.C., 
as  a  government  work,  that  it  would  be 
commenced  as  soon  as  conditions  will 
justify,  and  that  the  cost  would  be  be- 
tween *.'.,ooo.oo(i  and  $r..ooo,ono. 


Trent  Canal  Construction. 

1  A.  Campbell,  M.I".  for  Nelnon,  Man., 
iisked  the  following  queitlonii  in  the 
Hou.se  of  CommonH  recently,  the  annwer* 
being  given  by  the  .Minister  of  Rnilways 
and   Canals:  — 

"What  is  the  total  amount  which  ha* 
been  spent  by  the  Government  on  the 
Trent  canal  during  the  last  25  year*?" 
Answer:— $20,04!M:i0.2K." 

"What  amount  was  spent  on  this  canal 
last    year?"      Answer:— $l,4:t4,713.49." 

"How  many  persons  were  permanently 
employed  thereon?"  Answer: — "Ninety- 
three  employes  permanently  employe<l 
throughout  the  year,  and  DI  employed 
during   the  season  of  navigation  only." 

"What  was  the  total  maintenance  cost 
last   year?      Answer:— "$-I2«,8.'j1.22." 

"What  was  the  total  revenue  derived 
therefrom  during  the  last  fiscal  year?" 
.•\nswer: — "$2,9.'>4..'i7,  from  rentals  under 
hydraulic  leases.  There  are  no  tolls 
charged  on  any  canals." 

"What  amount  of  freight  was  trans- 
ported on  said  canal  during  the  last  fis- 
cal year?"  Answer: — "Season  of  1919 — 
filMlS  tons  of  freight." 

"What  is  the  draft  of  the  canal?"  An- 
.swer: — "Trenton  to  Peterborough,  8  ft. 
4  in.;  Peterborough  to  Lake  Couchiching, 
6   ft." 


Icebreaking  Steamship  for  the  St. 
Lawrence  River. 

The  Marine  Department  will,  we  are 
officially  advised,  call  for  tenders  early 
in  July,  to  be  in  by  Aug.  9,  for  the  con- 
struction of  an  icebreaking  steamship  for 
service  in  the  St.  Lawrence  River  and 
Gulf.  The  estimates  for  1920-1921,  de- 
tails of  which  have  been  given  in  pre- 
vious issues,  contain  an  appropriation  of 
$2,000,000  for  this  purpose.  The  plans 
and  specifications  are  being  prepared  in 
the  Marine  Department.  The  general  di- 
mensions will  be, — length  between  per- 
pendiculars 27.T  ft.,  breadth  moulded  57**! 
ft.,  depth  moulded  o2  ft.;  tonnage,  3,520 
gross;  indicated  hor.«e  power,  8,000;  speed 
IG  knots.  The  dimensions  are  practical- 
ly the  same  as  those  of  the  icebreaking 
steamship  J.  D.  Hazen,  which  was  built 
for  St.  Lawrence  River  service,  by  Cana- 
dian Vickers  Ltd.,  in  1914,  but  which  was 
not  finished  when  the  war  broke  out.  At 
the  request  of  the  British  Government, 
the  ship  was  then  completed  and  sold  to 
the  Russian  Government,  for  use  in  the 
White   Sea. 


Canadian  Pacific  Ocean  Services  to 
the  Far  East. 


The  direct  steamship  service  from  Van- 
couver, B.C.,  to  Singapore,  Straits  Set- 
tlements, which  was  inaugurated  by  the 
Canadian  Pacific  Ocean  Services  in  Oct., 
1919,  with  the  s.s.  Methven,  is  to  be  aug- 
mented by  the  addition  of  the  s.s.  Matta- 
wa,  formerly  in  the  Atlantic  trade.  The 
Mattawa  sailed  from  Liverpool  on  April 
2.'!  via  the  Suez  canal  with  a  general  car- 
go for  Karachi,  India,  and  will  load  for 
Vancouver  at  Karachi,  Bombay,  Colom- 
bo, Singapore,  Hong  Kong,  Shanghai, 
Kobe,  and  Yokohama,  arriving  Vancou- 
ver early  in  July. 

The  direct  Singapore  service  will  be 
in  addition  to  the  regular  sen'ice  to 
China  and  Japan  ports  and  Manila,  main- 
tained by  the  C.P.R.  for  many  years  with 
the  Empress  fleet.  Shipments  of  rub- 
ber, tea,  tin,  etc.,  originating  in  the 
Straits  Settlements  and  Indian  ports,  can 


now  Ik'  tarried  on  cither  of  the  shipn  di- 
riH-t  from  Singapore  to  Vancouver,  »«v. 
ing   transhipment  at   Hong   Kong. 

From  Vancouver  it  is  expwt^-d  a  fair- 
ly heavy  volume  of  traffic  will  move  in 
connection  with  these  ships  to  Singapore, 
as  shioments  for  such  ports  as  Calcutta, 
Colomlio,  Bombay,  Rangoon,  .Madras,  Ba- 
tavia,  .Sjimarang,  etc.,  can  be  tranship- 
ped at  Singapore  at  considerably  less 
than  via  Hong  Kong.  To  these  ports  a 
regular  weekly  service  is  maintained  by 
local   steamship   lines. 

With  the  addition  of  these  two  ships 
the  Canadian  Pacific  Ocean  Services  now 
has  6  steamships  in  its  Oriental  scr\-ice 
aggregating  60,000  tons  grogs,  with  ap- 
proximately three  sailings  a  month. 

Another  feature  of  this  service  is  the 
issuance  of  through  bills  of  lading  from 
shipping  points  to  ultimate  destination, 
thereby  eliminating  the  usual  trouble  of 
arranging  clearance  at  the  seaboard. 


Superintendent  of  Pilots  for  Mont- 
real and  (Jueiiec  Di.strict. 

The  Civil  Service  Commission  has  in- 
vited applications  for  the  position  of 
Superintendent  of  Pilots  for  the  .Mont- 
real-Quebec pilotage  district  at  an  initial 
salary  of  $3,060  a  year,  which  will  be 
increased  on  recommendation  for  efficient 
service,  at  the  rate  of  |180  a  year,  until 
a  maximum  of  $3,600  is  reached.  His 
duties  will  be,  6nder  direction,  to  super- 
vise the  pilotage  sen-ice  in  the  Mont- 
real-Quebec district,  to  call  and  assign 
pilots-to  ships,  receive  pilotage  dues,  and 
make  the  required  reports  and  returns  to 
the  Marirfe  Department,  to  conduct  in- 
vestigations, when  required,  into  wrecks, 
collisions  and  strandings,  to  make  recom- 
mendations and  handle  correspondence  in 
connection  with  such  work  and  to  per- 
form other  related  work  as  required.  He 
must  hold  a  master's  certificate  of  com- 
petency, must  have  been  actually  master 
of  a  sea  going  ship,  or  a  passenger  ship 
in  coasting  trade,  for  at  least  a  year,  must 
be  thoroughly  familiar  with  all  shipping 
matters,  especially  those  of  the  Gulf  and 
River  St.  Lawrence,  and  have  a  knowl- 
edge of  both  English  and  French.  While 
no  definite  age  limit  is  fixed,  age  may 
be  a  determining  factor  when  the  selec- 
tion is  made. 


Government  Steamships  to  be  Sold. — 
The  Naval  Service  Department  is  offer- 
ing for  sale  by  tender,  to  Aug.  2.  the 
ships,  Niobe,  Rainbow,  Grilse  and  Canada, 
as  they  lie,  the  Rainbow  at  Esquimalt, 
B.C.,  and  the  others  at  Halifax,  N.S.  The 
Niobe  is  a  steel  armored  cruiser  of  the 
Spartiate  type,  built  in  1892.  and  having 
a  displacement  of  11,000  tons.  Her  di- 
mensions are.^length  over  all  462 'u  ft., 
beam  43\  ft.,  draft  27 "n  ft.  The  Rain- 
bow is  a  steel  cruiser  of  the  Apollo  type, 
built  in  1891,  and  having  a  displacement 
of  3,400  tons.  Her  dimensions  are, — 
length  over  all  300  ft.,  beam  43%  ft., 
draft  18  ft.,  and  it  is  sUted  that  with 
slight  alterations  she  could  be  utilized  as 
a  cargo  ship.  The  Grilse  was  built  at 
Glasgow,  Scotland,  in  1912,  of  steel,  as 
n  pleasure  yacht,  and  is  screw  driven  by 
turbine  engines  of  6,000  h.p.,  using  oil 
fuel,  and  has  a  speed  of  32  knots  an  hour. 
Her  <limensions  are — length  202.3  ft., 
breadth  18.3  ft.,  depth  9.2  ft.,  tonnage, 
287  gross,  157  net.  The  Canada  was 
built  at  Barrow-in-Furness,  Eng.,  in  1904, 
of  steel,  and  is  screw  driven  by  engine  of 
209  h.p.  Her  dimensions  are, — length 
206  ft.,  breadth  25.1  ft.,  depth  13.3  ft., 
tonnage,  411  gross,  185  net. 


July,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


411 


Welland  Shin  Canal  Construction. 

J.  A.  Camnbi'll,  M.P.  for  Nelson,  Man., 
asked  the  following  questions  in  the 
House  of  Commons  recently,  the  answers 
being  given  by  the  Minister  of  Railways 
and  Canals. 

"When  was  the  work  in  connection 
with  the  new  Welland  canal  scheme 
started?"  Answer: — "Preliminary  sur- 
veys date  back  to  1908  and  were  con- 
tinued until  1913.  Actual  construction 
commenced  Sept.,  1913." 

"When  was  the  work  discontinued?" 
Answer: — "The  work  of  construction  ac- 
tually ceased  in  .-^pril,  1917,  but  the  work 
of  closing  up  the  contractors'  estimates, 
maintaining  government  property  and 
plant  was  carried  on  until  Dec.  31,  1918." 

"What  was  the  total  cost  of  the  work 
done  during  the  above  period  of  con- 
struction?"    "Answer: — 

"Preliminary  sur\eys    lapprox.)    S      187.232.15 

'"Construction  work  and  plant  taken 
over  from  contractors,  as  per 
final  estimates  for  sections  1.  2. 
3.  4A.  anU  .S  and  materials  pur- 
chased   by    department,    etc 16.550,883.17 

"Total   to   Mar.    31.    1919   J16.738, 115.32 

"Expenditure    incurred    between    Jan. 

1   and  Mar.   31.    1919   683,315.84 

"Total    expenditure     incurred   'up    to 

Dec.    31.     1918    $16,054,799.48" 

"When  was  the  work  recommenced  in 
1919,  and  when  did  it  stop?"  Answer: — 
"Contracts  were  dated  .Jan.  17,  1919;  work 
actually  commenced  in  February.  Con- 
tracts expired   Dec.   31,   1919." 

"What  was  the  nature  of  the  work 
done  during  1919,  and  what  was  the  to- 
tal cost  thereof?"  Answer: — "Purchase 
of  plant,  equipment,  plant  materials  and 
repairs,  and  general  construction  work. 
The  cost  for  1919  was  as  follows: 

"Jan.    1    to    Mar.    31.    1919 $    683.315.84 

"Apl.   1.    1919,   to  Mar.  31,   1920 3.768,760.22 

$4,453,076.06 
"Jan.    1.    to    Mar.    31.    1920    61.449.23 

"Actual    expenditure    incurred    durinK 

calendar     year     1919     $4,390,626.83" 

"How  many  men  were  employed  there- 
on during  1919?"  Answer: — The  largest 
number  employed  at  one  time  was  dur- 
ing the  last  week  of  July,  when  the  force, 
including  engineering  staff,  was  2,786. 
Average  monthly  force  was  1,458. 

Merger   of    Canadian    Steel,    Coal, 

Shipping  and  Shipbuilding 

Companies. 

At  the  Dominion  Steel  Corporation's 
annual  meeting,  at  Montreal,  June  18, 
the  President,  R.  M.  Wolvin,  who  is  also 
officially  connected  with  Canada  Steam- 
ship Lines  Ltd.,  Montreal  Transporta- 
tion Co.,  Halifax  Shipyards  Ltd.,  etc., 
stated  that  a  short  time  ago  a  proposal 
had  been  submitted  to  the  directors  to 
join  with  various  other  enterprises  in 
the  recently  organized  British  Empire 
Steel  Corporation  Ltd.,  the  object  of 
which  is  to  put  under  single  control  the 
largest  known  deposits  of  ore  and  coal, 
to  operate  ore  and  coal  mines,  steel 
works,  steamships,  shipbuilding  and  re- 
pair yards,  and  other  complementary  en- 
terprises. This  would  be  the  greatest 
industrial  enterprise  in  Canada  and  would 
promise  greater  economy  and  efficiency 
in  the  production  of  coal  and  steel,  with 
much  needed  shipbuilding  and  organiza- 
tion for  the  transportation  of  raw  ma- 
terial and  finished  products,  together 
with  an  outlet  for  ship  plates. 

Among  the  enterprises  which  it  is  said 
will  be  absorbed  by  the  newly  organized 
company  are:  Dominion  Iron  &  Steel  Co., 


Dominion  Coal  Co.,  Nova  Scotia  Steel  & 
Coal  Co.,  Canada  Steamship  Lines  Ltd., 
Black  Diamond  Steamship  Co.,  Halifax 
Shipyards  Ltd.,  Tidewater  Shipbuilders 
Ltd.,  Three  Rivers,  Que.,  <  ollingwood 
Shipbuilding  Co.,  Davie  Shipbuilding  & 
Repairing  Co.,  Lauzon,  Que.,  Maritime 
Nail  Co.,  and  possibly  Canada  Foundries 
&  Forgings  Ltd.,  Welland.  Ont.,  and  Do- 
minion Shipbuilding  Co.,  Toronto.  In 
addition  to  the  Canadian  companies  con- 
cerned, various  British  interests  will  prob- 
ably join,  including  those  controlled  by 
Viscount  Furness  and  Sir  William  Beard- 
more,  who  are  associated  with  large  steel, 
iron,  coal,  shipbuilding  and  shipping  com- 
panies in  Great  Britain. 

Considerable  discussion  relative  to  the 
projected  merger  centered  round  the  Do- 
minion Steel  Corporation's  annual  meet- 
ing, and  at  this  meeting  the  election  of 
a  new  board  of  directors  was  taken  to  be 
an  indication  as  to  the  company's  policy 
regarding  its  future  movements  in  this 
connection.  The  directors  elected  are: — 
Senator  C.  P.  Beaubien,  E.  Bristol,  K.C., 
M.P.,  director  of  Canada  Steamship  Lines 
Ltd.;  S.  Elkin,  M.P.,  President,  Maritime 
Nail  Co.,  St.  John,  N.B.;  Viscount  Fur- 
ness, head  of  Furness  Withy  &  Co.,  and 
associated  with  Canada  Steamship  Lines 
as  member  of  the  London,  Eng.,  Advis- 
ory Board;  Sir  William  Mackenzie,  ex- 
President,  Canadian  Northern  Ry.;  Sir 
Newton  Moore,  London,  Eng.;  Senator 
F.  Nicholls,  President,  Canadian  General 
Electric  Co.;  J.  W.  Norcross,  President 
and  Managing  Director,  Canada  Steam- 
ship Lines  Ltd.,  and  President,  Halifax 
Shipyards  Ltd.,  etc.;  Sir  Henry  M.  Pel- 
latt,  Toronto;  Sir  Wni.  D.  Reid,  ex-Pre- 
sident Reid  Newfoundland  Co.;  Sir  Clif- 
ford Sifton,  Toronto;  J.  F.  M.  Stewart, 
director,  Canada  Steamship  Lines  Ltd., 
and  Point  Anne  Quarries  Ltd.,  Toronto; 
H.  B.  Smith,  President,  Collingwood  Ship- 
building Co.,  and  Northern  Navigation 
Co.,  Toronto;  B.  Talbot,  London,  Eng., 
and  R.  M.  Wolvin,  Vice  President  and 
Managing  Director,  Halifax  Shipyards, 
Ltd.,  and  President  Montreal  Transpor- 
tation Co. 

Lighthouse    Keepers'    and    Caretakers' 

Pay. — In  answer  to  a  question  in  the 
House  of  Commons  recently,  the  Minis- 
ter of  Marine  gave  the  following  infor- 
mation as  to  the  names  and  salaries  of 
lightkeepers  and  lighthouse  caretakers 
on  St.  Lawrence  river  from  Lake  St. 
Louis  to  Lancaster,  and  on  the  Ottawa 
river  from  Lake  St.  Louis  to  Point  For- 
tune: Lachine  Range,  J.  B.  Malo,  $390; 
Melochville,  E.  Julien,  $420;  Windmill 
Point,  M.  O.  Phaneuf,  $100;  Caron  Point, 
F.  Robert,  $100;  He  Perrot,  D.  Leduc, 
$180;  Ste.  Anne  de  Bellevue,  E.  Pilon, 
$220;  Ste.  Anne  de  Bellevue  locks,  S. 
Brisbois,  $170;  Pte.  ii  Cadieux,  S.  Poir- 
ier,  $260;  Oka,  A.  Lacroix,  $140;  Oka 
Wharf,  T.  Hamelin,  $100;  Pte.  aux  An- 
glais, A.  Labrosse,  $420;  Graham  Wharf 
(b),  E.  Lavigne,  $100;  Graham  Wharf 
(f.),  A.  Bertrand,  $100;  Ste.  Placide,  H. 
Dubreuil,  $260;  Jones  Island,  J.  Charle- 
bois,  $140;  Rigaud,  O.  Mallette,  $220; 
Argenteuil  Bay,  J.  Giroux,  $140;  Knight's 
Point,  W.  Sharmon,  $820;  McKie's  Point, 
D.  Daoust,  $260;  St.  Anicet  Bar,  D.  Mc- 
Kellop,  $505;  Lancaster,  J.  J.  Munroe, 
$765. 

Canada  River  Steamship  Co.  Ltd.  has 
been  incorporated  as  a  private  company 
under  the  Dominion  Companies  Act  with 
$1,700,000  authorized  capital  and  office 
at  Kingston,  Ont.,  to  build,  own  and  op- 
operate  steam  and  other  ships,  marine 
railways,  drydocks,  wharves,  elevators, 
etc..  and  to  carry  on  a  general  transpor- 
tation and  forw^arding  business. 


Probable  Effect  of  I'.S.  Merchant 
Marine  Act. 


London,  Eng.,  June  23,  copyright  cable 
to  Montreal  Gazette: — An  official  of  the 
Ministry  of  Shipping  stated  today  that 
Canada  will  benefit  from  the  forthcom- 
ing rate  war  between  British  and  United 
States  ship  owners.  A  number  of  U.S. 
shipping  firms  carrying  on  business  at 
San  Francisco  and  Seattle,  have  applied 
to  be  allowed  to  transfer  their  headquar- 
ters to  Vancouver,  B.C.,  and  so  come  un- 
der the  British  regulations,  he  said.  The 
reason  is  that  the  U.S.  Merchant  Marine 
Act  aims  to  keep  foreign  ships  out  of 
U.S.  ports  and  thus  give  a  monoply  to 
the  new  and  vast  U.S.  mei'cantile  marine, 
which,  by  the  end  of  the  year,  will  amount 
to  7,000,000  tons,  against  the  British  17,- 
000,000  tons.  The  act  imposes  a  tax  on 
all  foreign  vessels  proportionate  to  ton- 
nage, and  gives  preferential  railway  rates 
for  goods  going  abroad  in  U.S.  ships. 

In  connection  with  the  latter,  the  Bri- 
tish Government  has  instructed  Sir  Auck- 
land Geddes  to  make  enquiry  of  the  U.S. 
State  Department.  The  probable  out- 
come will  be  a  big  rate  war,  according 
to  the  Ministry  of  Shipping  official.  He 
added:  "If  the  U.S.  people,  by  adopting 
means  laid  down  in  the  new  law,  under- 
cut rates,  without  doubt  the  British  com- 
panies will  follow  suit  immediately,  and 
it  must  be  remembered  the  U.S.  people 
are  novices  at  ship  management  compar- 
ed to  the  men  at  the  head  of  our  ship- 
ping industries.  One  curious  effect  is 
that  already  U.S.  shipping  firms  in  San 
Francisco  have  applied  to  transfer  their 
headquarters  to  Vancouver.  It  does  not 
look  as  though  the  U.S.  people  have  lost 
faith    in   British   supremacy." 

Fisheries  Protection  Tugs  on  Lake 
Erie. 

The  Naval  Service  Department  has  se- 
lected the  steam  tugs  Becancour,  Laval- 
trie  and  Laviolette  for  the  Fisheries  Pro- 
tection Service  on  Lake  Erie.  They  werv? 
all  built  of  steel  by  the  Marine  Depart- 
ment, at  Sorel,  Que.,  and  have  the  fol- 
lowing chief   details   respectively: — 

Becancour,  built  in  1914,  length  93  ft., 
breadth  22.5  ft.,  depth  9.9  ft.,  tonnage 
213.74  gross,  84  net,  equipped  with  two 
fore  and  aft  compound  engines  48  n.h.p., 
450  i.h.p.,  driving  twin  screws,  speed  11. .5 
knots  an  hour.     Station,  Port  Dover. 

Lavaltrie,  built  in  1912,  length  84.5 
ft.,  breadth  21.7  ft.,  depth  10.8  ft.;  ton- 
nage 194.99  gross,  84.12  net;  equipped 
with  two  fore  and  aft  compound  engines 
40  n.h.p.  and  200  i.h.p.,  driving  twin 
screws,  speed  10  knots  an  hour.  Station, 
Port   Stanley. 

Laviolette,  built  in  1912,  length  84.2 
ft.,  breadth  21.7  ft.,  depth  10.8  ft.;  ton- 
nage, 213.49  gross,  82.34  net;  equipped 
with  two  fore  and  aft  compound  engines 
40  n.h.p.,  200  i.h.p.,  driving  twin  screws, 
speed  10  knots  an  hour.  Station,  Kings- 
ville. 


Miramichi  River  Services  Ltd.  has  been 
incorporated  under  the  New  Brunswick 
Companies  Act,  with  $24,900  authorized 
capital  and  office  at  Chatham,  N.B.,  to 
own  and  operate  steam  and  other  ships 
and  to  carry  on  a  general  navigation 
business  between  places  on  the  Miramichi 
River,  and  ports  within  the  province,  on 
the  Gulf  of  St.  Lawrence.  The  provi- 
sional directors  are: — Hon.  J.  P.  Burchill, 
Nelson,  N.B.,  W.  B.  Snowball,  J.  K.  Logie, 
G.  J.  Sproul,  and  C.  Reinsborrow,  Chat- 
ham, N.B. 


CANADIAN  RAILWAY  AND  MARIN P:  WORLD 


July.  1920. 


Mainly  About  Marine  People. 


John  lUriiHlr),  hiTrtntoir  AitniHlnm 
.Mnnaufr,  I'nmii  Stranmhip  Co.  of  nritinh 
CiiliiniSin.  hn-!  hrvn  npn«int<-<l  notinir 
M  ■  t   on   the  dinth  of   K. 

I  UK  Pircftor.  who  wo» 

'.  in   aoroplani'  acriilpnt. 

111.-  .hi.;  .uii.iH  i.f  this  oom|Miny,  who 
art'  III  I.ivrrpool,  Kntr..  nro  hfiiitr  con.^ult- 
e<l  in  ri'Kiini  to  pornianrnt  appointnu-nt.i 
and  chnntt's  in  th»'  ilirt- ctomti-.  Mr. 
Hnrn»l<'y  has  bn-n  conni'cted  with  ship- 
ping' in  Hntish  Coluinhia  for  several 
year.*,  and  was  Manai.'inir  Director  of  the 
Mosruwitz  Steamship  Co.,  Vancouver, 
when  it  was  alisorhed  by  the  Union 
Steamship  Co.  of  B.C.,  since  when  he  ha.s 
l>oen  .Assistant  .Manager  of  the  latter 
company. 

E.  H.  Iteazley,  Mnnairintr  Director, 
I'nion  Steamship  Ci>.  of  British  Colum- 
bia, Vancouver,  who-^ie  death  in  nn  aero- 
plane accident,  was  mentioned  in  our  last 
issue,  was  born  at  Birkenhead,  Envr.,  in 
IHTti.  and  entered  the  shipowninj;  busi- 
ness of  Gracie.  Beazley  &  Co.,  conducted 
by  his  father  in  Liverpool,  after  complet- 
inu  his  education  in  England  and  Ger- 
many. He  later  became  connected  with 
J.  H.  Welsford  &  Co.,  shipowners,  also 
of  Liverpool,  and  was  their  outside  man- 
ager for  10  years,  and  when  that  firm  ob- 
tained control  of  the  Union  Steamship 
Co.,  he  came  to  Canada  as  Manaf;inf;  Di- 
rector in  Auc,  ISn,  which  position  he 
retained  to  the  time  of  his  death.  He 
was  intimately  associated  with  the  busi- 
ness and  social  life  of  Vancouver,  and 
was  a  prominent  member  of  the  local 
board  of  trade,  and  President  of  the  Em- 
ployers -Association  of  British  Columbia. 

Jos.  R.  Bennett,  wharfinger,  and  Dock 
Superintendent,  Pickford  &  Black,  Ltd., 
Halifax,  N.S.,  died  there  June  8,  aged  74. 
In  his  younger  days  he  served  in  the 
Royal  Navy.  He  was  in  Pickford  &  Black 
service  for  over  .'{fl  years. 

George  E.  Bunting,  who  has  been  ap- 
pointed Representative  for  Australia  and 
New  Zealand,  Canadian  Government  Mer- 
chant Marine  Ltd.,  .Auckland,  New  Zea- 
land, entered  transportation  service  with 
the  G.T.R.  when  I'J  years  old,  and  later 
transferred  to  the  Lehiprh  Valley  Rd.  at 
Buffalo,  N.Y.,  and  again  to  Canada  .At- 
lantic Ry.  ser\-ice  at  Ottawa.  He  was, 
subsequent  to  the  absorption  of  the  C. 
A.R.  by  G.T.R.,  Travelling  Freight  Agent, 
.Allan  Line  Steamship  Co.,  and  in  1913 
was  appointed  General  Agent,  Chicago. 
III.,  remaining  there  until  the  control  of 
that  company  passed  to  the  C.P.R.  On 
the  organization  of  (^G.M.M.  Ltd.  he  was 
appointe<i  Ontario  Freight  Agent,  with 
ofrice  at  Toronto,  and  in  Dec.  1919,  was 
sent  to  .AiLi-tralia  and  Ni-w  Zealand  co 
look  over  the  shipping  situation  gener- 
ally on  behalf  of  C.G.M.M. 

E.  I...  CousinH,  General  Manager  and 
Chief  Engineer,  Toronto  Harbor  Com- 
missioners, who  returned  from  England 
recently,  after  an  extended  bu.siness  trip, 
wa."  entertained  to  dinner  at  the  Engi- 
neers Club,  Toronto,  .May  'M,  by  the  com- 
mi.'^siDncrs  and  staff. 

I.L  Commander  C.  P.  Edwards,  R.N.C. 
V.K.,  Dircitor  of  Railiotelegraph  Service, 
Naval  Service  Department,  Ottawa,  has 
been  appointed  an  officer  of  the  Order  of 
the  Briti.'h  Empire,  Military  Division, 
for  services  remlered  during  the  war. 

Sir  Thomas  Ki».hcr.  K.B.E.,  R.N.,  Gen- 
eral Manager,  .Atlantic  Lines,  Canadian 
Pacific  Ocean  Services,  London,  Eng., 
visited  Canada  during  ,Iunc.  for  a  con- 
ference with  the  executive  relative  to  ex- 
tensions to  the  steamship  service.     This 


i»  hm  lir.it  Msit  to  Canada  since  hi.*  ar>- 
pointment  to  bin  present  position.  lie 
was  recently  made  a  Knight  of  the  Order 
of  the  Ilrilish  Empire  for  general  ser- 
vices during  the  war. 

Commander  Hugh  E.  Holme,  R.C.N. , 
heretofore  in  command  of  H.M.C.S.  Rain- 
bow, has  been  appoint4>d  Commander  in 
Charge,  H.,M.C.  Dockyard,  Es(|uimalt, 
B.C.,  vice  Capt.  Edward  H.  Martin.  CM. 
G..    R.N.,    retired. 

A.  H.  .Markay,  who  carried  on  busi- 
ness as  steamship  manager  and  agent, 
at  Hamilton,  Ont.,  has  leased  Kent 
House,  F^ast  Cowes,  Isle  of  Wight,  which 
at  one  time  was  the  Duchess  of  Kent's 
home,  and  was  occupied  latterly  by  Prince 
Louis  of  Battenburg,  who  is  now  known 
as  the  Marquis  of  Milford  Haven. 

J.  T.  Mathews,  of  the  Mathews  Steam- 
ship Co.,  Toronto,  who  died  May  19.  1919, 
left  an  estate  valued  at  $4.54,lG.'i.  the 
bulk  of  it  being  in  the  company's  shares. 

J.  W.  NorcroHs,  President,  Canada 
Steamship  Lines,  and  H.  B.  Smith,  Pre- 
sident, Northern  Navigation  Co.,  accom- 
panied by  Sir  James  McKcchnie,  Manag- 
ing Director,  Vickers  Limited,  James 
Whalen,  President.  Port  Arthur  Ship- 
building Co.;  T.  P.  Phelan,  President 
Canada  Railway  News  Co.;  H.  W. 
Brown,  President  Union  Transportation 
Co.,  New  York;  and  a  number  of  other 
prominent  men  in  the  Atlantic  shipping 
trade,  and  several  Canada  Steamship 
Lines  officials,  visited  Samia,  Sault  Ste. 
Marie,  Port  Arthur,  Fort  William  and 
Duluth  at  the  end  of  May,  on  the  North- 
ern Navigation  Co.'s  s.s.  Hamonic.  Mr. 
Norcross  entertained  at  lunch  at  Sarnia 
and  Port  Arthur,  about  200  of  the  promi- 
nent business  men  of  each  city  being 
present. 

George  William  Roome,  C.B.E.,  whose 
appointment  as  Chief  Superintendent 
Engineer,  Canadian  Pacific  Ocean  Ser- 
vices Ltd.,  Liverpool,  Eng.,  was  an- 
nounced in  a  recent  issue,  was  bom  in 
Kent.  Eng.,  Sept.  13,  186.5.  He  entered 
the  Royal  Navy  as  an  engineer  student 
in  July,  1881,  at  Keyham  College,  Devon- 
port,  Eng.,  and  subsequently  served  on 
the  following  ships, — 1887,  Mohawk; 
1888,  Mersey;  1890,  Barhani;  1891-92, 
Euphrates;  189;?-9.5,  Hood;  1905-06, 
Prince  George;  1911-12,  Indomitable; 
1918-19,  Tiger.  He  has  also  served  as 
assistant  in  the  Royal  Dockyards  at 
Devonport  and  Malta,  and  as  Chief  En- 
gineer in  the  Royal  Dockyards  at  Hong 
Kong  and  Pembroke.  From  191.5  to  191.S 
he  was  Engineer  Manager  at  the  Rosyth 
naval  base,  when  the  whole  of  the  plant 
and  machine  shops  were  erected  and  the 
yard  put  to  the  work  of  repair  and  refit 
of  the  greater  part  of  the  Grand  Fleet. 
During  1892  and  1893,  he  served  at  the 
Admiralty,  and  from  189.5  to  1898  and 
1906  to  1911,  was  Instructor  at  the  Royal 
Naval  College,  Greenwich,  Eng.  While 
on  service  on  the  stafi'  of  the  Admiral 
commanding  a  battle  cruiser  squadron, 
during  the  latter  part  of  the  war,  he  was 
promoted  to  the  rank  of  Engineer  Rear 
.Admiral,  and  made  a  Commander  of  the 
Order  of  the  British  Empire. 

J.  W.  Troup,  Manager,  British  Colum- 
bia Coast  Service,  C.P.R.,  Victoria,  B.C., 
has  applied  for  naturalization  as  a  Cana- 
dian. He  was  born  at  Portland,  Ore., 
Feb.  .5,  185.5,  and  came  to  Canada  in 
1892. 

W.  F.  Wa.sloy,  Manager  Muskoka  Lakes 
Navigation  &  Hotel  Co.,  Gravenhurst, 
Ont.,  has  been  re-elected  President  of  the 
Highland    Motor   League. 


.S«irel  (iovcrnmi-nt  .Shipyard  Super- 
intendenr.N . 

In  Dec.,  lUltt,  the  Civil  Service  Com- 
mission advertised  for  applications  for 
appointment  as  Superintendent  of  the 
Dominion  Government  shipyard  at  Sorel, 
Que.  On  May  11,  the  Commission  ad- 
vised us  that  the  Marine  Department  had 
requested  that  no  appointment  be  made, 
and  that  the  matter  would  be  held  in 
abeyance  for  some  time.  On  .May  20  the 
.Marine  Department  advised  us  of  Loui.s 
I..acoutrc  being  acting  officer  in  charge. 
On  June  15  the  Commission  again  invit- 
ed applications  for  the  position,  as  fol- 
lows:  — 

A  shipyard  superintendent  for  the  Gov- 
ernment shipyard  at  Sorel,  Que.,  at  an 
initial  .salary  of  $.'{,000  a  year,  which  will 
be  increased  upon  recommendation  for 
efficient  service  at  the  rate  of  $180  a 
year  until  a  maximum  of  $3,540  has  been 
reached.  This  initial  salary  will  be  sup- 
plemented for  the  present  fi.scal  year  by 
the  bonus  provided  by  law.  Duties. — 
Under  executive  direction,  to  have  charge 
of  the  Sorel  shipyard;  to  be  responsible 
for  the  design,  estimates  for  costs  con- 
struction, and  repair  of  ships;  to  super- 
vise safekeeping  of  stores  and  stock  and 
the  work  of  all  employes,  and  to  perform 
other  related  work  as  required.  Qualifi- 
cations.— Education  equivalent  to  grradu- 
ation  in  engineering  from  a  school  of 
applied  science  of  recognized  standing; 
at  least  five  years  of  experience  in  ship 
design  and  construction,  two  years  of 
which  shall  have  been  in  responsible 
charge  of  such  work;  thorough  knowl- 
edge of  various  types  of  ships  and  ship 
machinery  and  the  construction  and  re- 
pair thereof;  firmness,  tact,  good  judg- 
ment, and  ability  to  manage  men.  Ex- 
amination.— Subjects  and  weights  as  fol- 
lows: Education,  training  and  experience, 
7;  oral  interview,  if  necessary*  in  the 
opinion  of  the  Commission,  3. 


St.  John,  N.B..  Harbor  Develop- 
ment. 

•A  St.  John,  N.B.,  press  dispatch  says 
that  important  changes  are  suggested 
in  connection  with  the  harbor  develop- 
ment at  Courtenay  Bay,  which  is  under 
contract  from  the  Dominion  Government 
to  the  St.  John  Dry  Dock  &  Shipbuild- 
ing Co.,  and  a  very  full  illustrated  de- 
scription of  which  appeared  in  Canadian 
Railway  and  .Marine  World  for  May.  The 
contract  calls  for  the  building  of  three 
deep  water  wharves  on  the  northwest 
side  of  the  bay,  which  would  narrow  the 
channel  considerably,  and  make  it  diffi- 
cult for  ships  to  berth,  as  the  assistance 
of  tugs   would   be  required. 

The  change  proposed  is  to  build  four 
whai-ves,  instead  of  three,  each  to  be 
1,000  ft.  long,  and  to  project  from  Egbert 
St.,  straight  towards  the  entrance  of  the 
bay.  It  is  claimed  that  this  change  would 
afford  a  wider  channel,  and  enable  ships 
to  dock  and  leave  port  without  the  diffi- 
culties which  would  be  encountered  un- 
der the  present  plan,  as  they  would  go 
straight  to  their  docks,  back  out  again 
and  turn  in  the  turning  basin,  thereby 
avoid  the  effect  of  the  high  tides. 

It  is  also  claimed  that  the  change  would 
provide,  for  the  Canadian  National  Rys., 
a  large  acreage  of  land  immediately  ad- 
joining their  present  yards,  on  which  a 
large  numlwr  of  tracks  could  be  built, 
which  would  obviate  the  present  conges- 
tion, and  avoid  the  grades,  which,  under 
the  present  plan,  would  be  serious. 


July,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


413 


Shipbuilding  Profits  in  Great 
Britain. 

According  to  a  statement  published  in 
England  recently  shipbuilding  in  the 
United  Kingdom  has  made  a  very  good 
financial  record.  Ships  built  there,  it  is 
stated,  were  turned  out  at  a  lower  cost 
than  those  of  other  countries,  and  sold 
at  higher  prices.  Of  the  821  ships  order- 
ed by  the  Ministry,  129  were  cancelled 
after  the  armistice  was  signed,  155  were 
transferred  to  private  owners  under  the 
agreement  with  Lord  Inchcape,  120  wei'e 
transferred  on  similar  terms  to  their 
builders,  104  were  sold  to  foreign  own- 
ers, 156  were  sold  to  British  owners  di- 
rect; while  of  ships  built  abroad,  101 
were  sold  to  foreign  owners  and  18  to 
British  owners,  while  of  the  total  20 
were  sunk  and  18  arc  yet  unsold.  The 
260  ships  built  in  the  United  Kingdom 
were  sold  for  £47,900,000— a  profit  of 
£11,600,000,  as  compared  with  their  cost 
of  £36,300,000;  but  the  119  vessels  built 
abroad  cost  £26,400,000  and  realized  only 
£17,200,000— a  loss  of  £9,200,000— leav- 
ing a  net  profit  on  the  whole  programme 
of  £2,400,000.  Put  another  way,  it  may 
be  said  that  the  United  Kingdom  ships 
cost  an  average  of  £139,615  each  and  sold 
for  an  average  of  £184,231 — a  profit  of 
£44,616  a  ship;  while  the  ships  built 
abroad  cost  £221,848  each  and  sold  for 
£144,538— a  loss  of  £87,310  a  ship.  This 
seems  to  prove  pretty  conclusively  that 
the  shipyards  of  the  United  Kingdom  are 
as  capable  as  ever  they  were  of  compet- 
ing economically  with  those  of  Canada 
and  the  United  States. 

Shipbuilding  in  Australia. 

The  Assistant  Canadian  Trade  Com- 
missioner at  Melbourne,  Australia, 
writes: — Some  interesting  particulars  of 
the  cost  of  shipbuilding  in  Australia 
were  made  public  recently  by  the  minis- 
ter in  charge  of  shipbuilding,  who  stated 
that  an  attempt  had  been  made  by  the 
Commonwealth  Government  to  have  six 
steel  ships  built  in  Australia  of  the  same 
type  as  the  five  being  built  in  the  United 
Kingdom,  but  that  the  Government  of 
New  South  Wales,  after  submitting  an 
offer  to  build  three  at  Walsh  Island  at 
£33  ($160.60)  a  ton,  declined  to  sign  the 
contract. 

These  ships  are  12,800  tons  each,  with 
350,000  cu.  ft.  of  refrigerator  space,  and 
are  part  of  the  government's  proposals 
for  a  fleet  of  eleven  12,800  ton  ships  of 
the  latest  type  which  would  maintain  a 
two-weekly  service  between  Australia 
and  the  United  Kingdom.  The  New  South 
Wales  Government  afterwards  offered  to 
build  the  six  ships  at  the  actual  cost  of 
labor  and  material,  plus  a  percentage  for 
overhead  charges  and  profits,  but  this 
was  not  agreed  to  by  the  Commonwealth, 
which  estimated  the  actual  cost  at  £28 
10s.  ($138.70)  a  ton,  at  which  price  the 
first  ship  constructed  at  the  Government 
yards  at  Williamstown,  Victoria,  was  re- 
cently turned  out. 

It  was  further  stated  by  the  minister, 
that  under  an  agreement  with  two  pri- 
vate firms  in  Australia,  which  are  build- 
ing two  6,000-ton  vessels  for  the  Com- 
monwealth, the  profit  was  to  be  on  a 
graduated  basis.  If  the  ships  cost  £33 
($160.60)  a  ton,  the  firms  received  no 
profit,  but  that  the  rate  of  profit  increas- 
ed with  each  £1  ($4.87)  a  ton  below  £.33 
that  the  ships  were  built  for. 

It  is  said  that  the  Commonwealth  is 
prepared  to  negotiate  further  with  the 
New  South  Wales  Government  in  regard 
to  the  ships  which  it  desires  to  have  built 


in  -Australia,  as  the  government  yards 
at  Wash  Island,  at  Newcastle,  and  Cocka- 
too Island,  at  Sydney,  arc  the  only  yards 
in  Australia  with  slips  wide  enough  for 
the  construction  of  ships  of  the  size  re- 
quired, but  any  agreement  arrived  at 
would  have  to  be  on  the  basis  of  £33  a 
ton  previously  offered. 


United  State.s  Shipping  and  Ship- 
building Notes. 


Major  General  G.  W.  Goethals  has  re- 
signed the  presidency  of  the  American 
Ship  and  Commerce  Corporation. 

The  U.S.  Shipping  Board  will,  it  is 
stated,  obtain,  from  the  charter  of  15 
ex-German  steamships,  to  the  U.S.  Mail 
Steamship  Co.  for  five  years,  a  minimum 
hire  of  $22,054,917. 

The  U.S.  Shipping  Board  has  issued 
the  following  statement  of  ships  which 
it  owned  and  controlled  on  June  5.  Con- 
tract steel  ships,  956;  requisition  steel 
ships,  205;  wooden  composite  ships,  271; 
concrete  ships,  4;  bought  ships,  24;  seiz- 
ed German  and  Austrian  ships,  31;  ships 
chartered  from   Peru,  2. 

The  Atlantic  Coast  Shipbuilders'  As- 
sociation states  that  U.S.  shipyards  had 
orders  on  hand  May  1  for  296  ships  of 
1,404,698  gross  tons,  on  private  account, 
an  increase  of  67,253  gross  tons,  com- 
pared with  average  gain  of  198,000  for 
preceding  six  months.  This  is  the  small- 
est net  increase  in  steel  steam  tonnage 
orders  since  U.S.  shipyards  began  to  take 
contracts  for  private  account  in  any  quan- 
tity. 


Lighthouse  and  Buoy  Service  Esti- 
mates for  1920-1921. 


The  estimates  for  the  year  ending 
Max-.  31,  1921,  submitted  to  the  House  of 
Commons  recently  contain  the  following 
items: — 

Agencies,    rents    and    continKencies    $198,000 

Salaries  and  allowances  to  liKhtkeepera        650,000 
Maintenance  and   repairs  to  liKhthouses        750,000 
Construction  of  liKhts  and  aids  to  navi- 
gation,  including  regulation  of  traffic 
in  Detroit  river  and  such  other  places 

as    may    be    found    necessary    400,000 

Siitnal    Service    65.000 

Administration     of     pilotage     400,000 

Maintenance    and    repairs    to    wharves..  10.000 
Breaking  ice  in  Thunder  Bay.  Lake  Su- 
perior   and    other    points    deemed    ad- 
visable   for   good    of    navigation    40,000 

Pensions    to    retired    pilots    9,900 

Telephones  at  different  points  in  con- 
nection   with    aids    to    navigation    500 

Allowance  to  Harbor  Master.  Amherst- 
burg.  for  supervision  of  lights  and 
buoys  on  St.  Clair  river  and  Lake 
Erie :  and  other  ser\ices  in  connec- 
tion with  lighthouse  service  for  sea- 
son of  1920  600 

Job  Bros,   for  use  of  wharf  at  Greenly 

Island    »^° 

$2,524,876 


ing.  In  addition  to  other  property  the 
company  owns  the  entire  capital  stock 
of  the  Prescott  Terminal  Co.,  $500,000. 
At  the  end  of  1916  the  company's  proper- 
ty and  assets  were  acquired  by  L.  L. 
Henderson,  Vice  President  and  Managing 
Director,  and  his  associates,  Mr.  Hender- 
son becoming  President  and  Managing 
Director.  In  1918  a  number  of  changes 
took  place,  R.  M.  Wolvin  being  elected 
President,  L.  L.  Henderson,  Vice  Presi- 
dent, and  T.  R.  Enderby,  .Managing  Di- 
rector, and  subsequently  the  authorized 
capital  stock  was  increased  to  $4,000,000, 
of  which  $3,000,000  was  issued  and  paid 
up.  Holders  of  Montreal  Transportation 
Co.'s  stock  are  asked  to  deposit  it  with 
the  Prudential  Trust  Co.  as  trustee,  and 
they  will  receive  in  return  negotiable 
certificates  to  the  extent  of  their  hold- 
ings until  the  property  is  fully  paid  for 
on  July  1,  1921. 

The  company  owns  the  following 
steamships:  Advance,  Alert,  Arabian, 
Atikokan,  Cataract,  D.  G.  Thomson,  Es- 
cort, Glenmount,  H.  F.  Bronson,  India, 
Joyland,  Manola,  Mary  P.  Hall,  Mc- 
Naughton,  Nicaragua,  Oatland,  R.  G.  A. 
Weaver,  Simla,  Stormount,  Valcgrtier, 
Vinmount,  Westmount,  and  Windsor,  in 
addition  to  a  number  of  tugs,  barges,  etc. 

Change  in  Wavelength  at  Canadian 
Direction  Finding  Stations. 

The  Director  of  the  Radiotelegraph 
Branch,  Naval  Service  Department,  Ot- 
tawa, Lt.  Commander  C.  P.  Edwards,  has 
issued  the  following  notice: — The  atten- 
tion of  masters  of  merchant  ships  fitted 
with  radiotelegraph  apparatus  is  called 
to  the  following  notice  of  change  in 
wavelength,  at  Canadian  direction  find- 
ing stations: — 

On  and  after  Aug.  1,  1920,  the  Cana- 
dian radiotelegraph  direction  finding  sta- 
tions at  Chebucto  Head,  N.S.;  Canso,  N. 
S.;  and  Cape  Race,  Nfld.,  will  use  the 
wavelength  of  800  meters  exclusively  for 
transmission  and  reception. 

It  will  be  necessary  for  all  ships  to 
have  their  transmitters  adjusted  to  trans- 
mit on  800  meters  if  they  desire  to  ob- 
tain bearings   from   the   stations  named. 

All  use  of  the  wavelength  of  600  me- 
ters by  Canadian  direction  finding  sta- 
tions will  be  discontinued  after  Aug.  1, 
1920. 


Sale  of  Montreal  Transportation 
Co. 


A  special  meeting  of  shareholders  of 
Canada  Steamship  Lines  Ltd.  was  held 
at  Montreal.  June  26,  to  ratify  the  pur- 
chase of  the  Montreal  Transportation 
Co.'s  property.  The  price  to  be  paid  is 
stated  to  be  $3,000,000,  $1,000,000  being 
paid  in  cash  and  the  balance  by  July  1, 
1921,  at  short  intervals. 

The  Montreal  Transportation  Co.  Ltd. 
is  an  old  established  business  and  until 
1903  had  an  authorized  capital  of  $300,- 
000.  In  that  year  the  company  reorgan- 
ized, with  an  authorized  capital  of  $1,- 
000,000,  the  paid  up  capital  early  in  1916 
being  $913,300,  with  no  bonds  outstand- 


Vancouver  Dry  Dock. — J.  H.  Sinclair, 
M.P.  for  Antigonish  and  Guysborough, 
N.S.,  asked  in  the  House  of  Commons  on 
June  16:  "Has  an  agreement  been  made 
by  the  Government  and  J.  Coughlan  & 
Sons  to  build  a  dry  dock  in  Vancouver, 
under  the  provisions  of  the  statute  re- 
lating to  the  construction  of  dry  docks; 
what  is  the  date  of  the  agreement;  has 
it  been  accepted  by  both  parties  thereto 
and  if  not  w^hat  is  the  cause  of  delay?" 
The  Minister  of  Railways  replied  that 
the  form  of  agreement  was  submitted  to 
J.  Coughlan  &  Sons  legal  representatives 
on  May  10,  but  has  not  as  yet  been 
signed,  and  returned  to  the  department 
for  completion.  There  is  no  information 
in  the  department  as  to  the  cause  of  the 
delay." 

The  Transportation  &  Shipping  Co. 
Ltd.  has  been  incorporated  under  the 
Quebec  Companies  Act,  with  $48,000  au- 
thorized capital  and  office  at  Quebec, 
Que.,  to  own  and  operate  steam  and  sail- 
ing ships,  wharves,  docks,  etc.,  and  to 
carry  on  a  general  freighting  business. 
The  provisional  directors  are: — J.  L.,  J. 
E.,  and  B.  C.  Lachance,  H.  T.  Beriau, 
Quebec,  Que.,  and  J.  A.  Cardinal,  Limoi- 
lou,  Que. 


lit 


CANADIAN  KAILWAY  ANl;  MARINE  WORLD 


.lulv.  1920. 


Nii^iiration  on  Nnrthcrn  Alhfrta 
Waters. 

The  IjimKon  Huhltard  C'anaillan  Co., 
wt-'i-h  n<*'iiitrnH  fhf»  n"«»«t^  of  the  Ponce 
i;  ■■  "'   .  is  opor- 

.1  •■  !<t€'nm- 

Hopc. 
.■■  Ai'll  nn  a 

luirthcrn 
V'  I   is  Vice 

i  .  Kdmon- 

I  ranspor- 
!->  \lla. 

I  h.  P  A  Ihi.Miri-  1  :.  -ti-rn  steel 
■teamlHint  of  :t,000  tons  with  ncoomino- 
dation  for  2^0  passenirors,  and  operates 
a  weekly  sen'ice  from  IVace  River  to 
Vermilion  Chutes,  a  round  trip  of  700 
miles;  master,  .!.  A.  Hurline,  chief  engi- 
neer. H.  .1.  Hutchinson. 

The  Hudson's  Hope,  formerly  North- 
land Call,  is  of  the  stern  wheel  type  of 
80  ton.«,  with  accommodation  for  50  pas- 
senirers,  and  operates  a  weekly  .service 
from  I'eace  River  to  Hudson's  Hope,  a 
round  trip  of  .">00  miles;  master,  C.  Smith, 
chief  engineer,  A.  Aitkins. 

The  s.s.  Slave  River,  stern  wheel  type 
of  100  tons,  with  accommodation  for  T.t 
passengers,  operates  a  weekly  sers'ice  on 
Slave  River  from  Vermilion  Chutes  to 
Fort  Fitzgerald,  a  round  trip  of  600 
miles;  master,  — .  Alexander,  cnief  eniri- 
neer.  — .  Dcnison. 

The  Distributor,  stern  wheel  type  of 
200  tons,  with  accommodation  for  2.50 
passengers,  operates  from  P'ort  Smith  to 
all  points  on  the  Mackenzie  River,  mak- 
ing two  round  trips  during  the  season, 
between  .lune  1  and  September.  The  first 
sailing  will  take  place  from  Fort  Smith 
.July   1;  master.  — .  McLelan,  chief  engi- 

ril'IT.      — .     (  "i)!l('\f.1!\ 


ii|"«i>y   al"i 
>liii<'    hoatf 


opiTntcK 
on    the 


two  large 
Athabasca 


i;j\.i  1 1  111. 1  .Mc.Murruy  to  Fort  Fitzger- 
ald, and  on  Athubaura  Lake  from  Fort 
Chipewyan  to  Fond  du  Ijic. 

Trade  and  Supply  NoteH. 


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inic  notiro.     In 

rv  not  for  aalp. 


Canadian    Fairbanks-Mor.se   Co. — C.  J. 

Brittain,  heretofore  Managing  Director, 
Toronto,  Winnipeg,  Saskatoon  and  Cal- 
gary branches,  has  been  appointed  Vice 
['resident  and  General  Sales  Manager, 
with  office  at  Montreal,  succeeding  C. 
Graham  Drinkwatcr,  who  has  been  Vice 
President  in  charge  of  sales,  for  many 
years,  and  has  joined  the  banking  firm 
of  Aldred  &  Co.,  Ltd.  Mr.  Brittain  was 
one  of  the  first  salesmen  employed  by 
Canadian  P'airbanks-Morse  Co.  in  its 
early  days.  Kenneth  Forbes,  heretofore 
Manager.  St.  John,  N'.B.  branch,  has 
been  appointed  Manager  of  Winnipeg 
branch,  also  of  Rcgina  branch,  which  is 
under  construction;  W.  .J.  Hill  has  been 
appointed  Manager,  St.  John,  N.B. 
branch;  Malcolm  Cordell  has  been  ap- 
pointed Manager  Montreal  branch;  Geo. 
I^.  Nies  has  been  appointed  Manager  Cal- 
gary branch;  and  Archibald  Turnbull  has 
been  appointed  Manager  Saskatoon 
branch. 

D.Tvis-IJournonville    Co.,    Jersev    Citv. 


NJ.. 

tvl.i  . 

well!:'  .  . 

rcgulal'ii    ,    .-iT.'i    |i..rl;iMi-    i.utiit-, 

Klertric  Service  .Supplim  Co.,  Phila- 
delphia, I'a.,  has  issued  to  superintend- 
ents of  motive  power,  and  electrical  en- 
gineers in  the  steam  railway  field,  its 
iiiL-iru'ering  report  303,  "Discussion  of 
•1  glow  Klafs  reflectors,  and  their 
■  n  to  the  locomotive  headlight 
,  .     :  mn." 

Northern  Electric  Co,  .Montreal. — A. 
Dwight  Smith  has  been  transferred  from 
the  position  of  Sales  Manager,  to  the 
General  Head  Office  Sales  Department, 
where  he  has  jurisdiction  over  .sales  to 
railways,  marine  concerns  and  fire  alarm 
departments  throughout  Canada.  He  was 
one  of  the  first  to  study  and  introduce 
telephone  train  dispatching  in  Canada, 
as  it  is  today,  and  was  a  pioneer  in  tele- 
graph construction  on  the  later  built  rail- 
ways in  the  west.  He  is  a  son  of  A.  B. 
Smith,  who  was  Manager  of  Telegraphs, 
G.T.R.  and  G.T.P.R.,  until  his  retirement, 
a  few  years  ago,  on  account  of  ill  health. 


Trawler  and  Drifter  Sales. — The  An- 
derson Co.  of  Canada  has  sold  T.R.  .59  to 
T.  M.  Kirkwood,  Montreal,  who  has  ar- 
rangeii  options  on  a  further  nine  through 
the  Naval  Service  Department.  This  ship 
left  Halifax  for  Montreal  early  in  June. 
The  British  Admiralty  has  arranged  for 
the  sale  to  the  Rose  Street  Foundrj-  & 
Engineering  Co.,  London,  Eng.,  of  40 
drifters  and  8  trawlers,  and  20  men,  un- 
der Capt.  Munro,  have  been  sent  from 
England  to  Halifax  to  take  the  ships 
over.  Drifters  3,  4  and  81,  lying  recently 
at  New  York,  and  drifter  5,  lying  re- 
cently at  Norfolk,  Va.,  have  also  been 
sold  hv  the   Anderson  Co..  New  York. 


B 


Made  in   Canada 

Hand  set  wedges  are  uncertain. 

In  service  they  wear  quickly  and  start 
knocking.  The  engineer  reports  it — 
but  is  too  late — the  damage  is  done. 

Franklin  Automatic  Wedges  avoid  this 
uncertainty. 

They  adjust  themselves  mile  by  mile, 
at  running  temperature  as  the  engine 
works. 

They  protect  every  bearing  on  the  loco- 
motive. 

Their  use  means  more  locomotive  miles 
between  shopping. 

Franklin  Railway  Supply  Co. 

of  Canada,   Limited 
Transportation   Bldt^.,   Montreal 


August,  1920. 


415 


Canadian  Railway  and  Marine  World 


August,  1920 


Locomotive  Fuel  Economy  and  Smoke  Prevention. 


The  committee  on  fuel  economy  and 
smoke  prevention,  appointed  by  the 
Amei'ican  Railroad  Association,  Section 
.'5,  Mechanical,  and  of  which  Wm.  SchlafRe 
Mechanical  Manager,  Erie  Rd.,  was  chair- 
man; W.  H.  Flynn,  Superintendent,  Mo- 
tive Power,  Michigan  Central  Rd.,  being: 
also  a  member,  presented  the  followinK 
report  at  the  .Association's  convention 
at  Atlantic  City  recently:— In  its  1919 
report  your  committee  endeavored  to 
emphasize  the  prowing  importance  of 
fuel  economy  to  the  railways,  arising 
from  increasing  consumption  and  increas- 
ing cost  of  production.  Both  of  these 
factors  are  likely  to  result  in  the  largest 
fuel  bills  in  railway  history  during  this 
year.  It  is  certain  that  there  will  be 
substantial  increases  in  the  cost  of  pro- 
duction and  only  the  application  of 
prompt  and  effective  means  will  prevent 
an  increased  consumption  out  of  propor- 
tion to  any  probable  expansion  in  traf- 
ffic.  It  is  therefore  urged  that  every  rail- 
way check  its  current  consumption  with 
previous  records  with  a  view  to  the 
adoption  of  such  measures  as  the  situa- 
tion may  require. 

With  the  return  of  the  U.S.  railways 
to  corporate  control  and  operation,  the 
Fuel  Conservation  Section  ceased  to 
exist.  The  work  of  this  important  branch 
of  the  Railroad  Administration  was  of 
unquestioned  value  in  promoting  econo- 
my in  the  purchase,  distribution  and  use 
of  fuel  for  railway  purposes.  The  meth- 
ods employed  were  substantially  those 
advocated  by  your  committee  in  previous 
reports,  and  they  must  have  continued 
intensive  application,  if  the  cost  of  fuel 
is  not  to  exceed  even  its  present  ratio 
to  total  operating  expense.  The  publi- 
caticns  of  the  Fuel  Conservation  Section 
no  longer  bear  an  official  status  and  may, 
therefore,  fail  to  serve  their  most  useful 
purpose  unless  incorporated  in  the  afficial 
publications  of  the  .American  Railroad 
.\ssociation.  This  is  particularly  true 
of  the  pamphlet  on  "The  Economical  Use 
of  Railroad  Fuel"  most  recently  issued. 
While  this  incorporates  many  features 
contained  in  the  present  official  publica- 
tion of  this  association  issued  under  the 
title  of  "Fuel  Economy  on  Locomotives," 
there  is  some  additional  material  gath- 
ered as  a  result  of  greater  experience  in 
the  application  of  the  principles  of  fuel 
economy  to  locomotive  operation  as  well 
as  some  subject  matter  not  treated  in 
the  association  pamphlet,  that  it  is  be- 
lieved should  be  incorporated  and  ac- 
cordingly a  revision  of  the  text  of  Fuel 
Economy  on  Locomotives  is  submitted 
with  the  recommendation  that  suitable  ac- 
tion be  taken  to  place  it  before  the  general 
committee  for  adoption  as  standard  prac- 
tice. In  the  original  preparation  of  this 
pamphlet,  your  committee  considered  that 
brevity  was  not  only  desirable,  but  es- 
sential, and,  therefore,  much  descriptive 
and  explanatory  matter  was  omitted. 
The  same  policy  has  been  pursued  in  the 
revision,  which  accounts  for  the  omission 
of  much  interesting  material  incorpor- 
ated in  the  publication  of  the  Fuel  Con- 
servation Section,  which,  while  of  value 
in  emphasizing  the  importance  of  cer- 
tain  rules   or   recommendations,  may  be 


sacrificed  to  practical  re<iuirements  un- 
der  well    trained   supervision. 

Locomotive  Fuel  Economy. — Introduc- 
tion.— The  object  of  these  instructions  is 
to  bring  about  the  economical  use  of 
fuel,  to  promote  good  practice  in  the  op- 
eration of  locomotives,  and  to  improve 
the  methods  of  firing.  .As  the  locomo- 
tive man  is  in  charge  of  the  locomotive, 
his  instructions  must  be  followed,  and 
both  he  and  the  fireman  should  work  to- 
gether to  bring  about  the  desired  results. 
The  best  fireman  cannot  make  a  good 
showing  with  a  locomotive  man  who  does 
not  co-operate  w-ith  him  in  the  proper 
handling  of  the  injector,  throttle  and  re- 
verse lever.  The  fireman  is  not  alone 
responsible  for  the  saving  in  coal,  as  a 
great  deal  depends  on  the  locomotive 
nran  in  his  proper  operation  of  the 
locomotive,  and  the  latter  should  give 
instructions  and  suggestions  to  the 
fireman,  based  on  his  experience, 
to  bring  about  the  best  results.  An 
efficient  fireman  is  one  having  the  skill 
and  knowledge  which  enables  him  to 
make  the  fuel  supplied  to  the  fire  box, 
evaporate  into  steam  as  much  water  as 
possible,  or,  in  other  words,  he  makes  the 
fuel  perform  its  full  duty.  There  are 
other  qualities  which  increase  the  value 
of  a  fireman,  but  the  ability  to  keep  up 
steam  is  the  first  consideration.  Good 
judgment  is  an  aid  to  success  in  every 
calling,  but  it  seems  especially  essential 
in  a  fireman.  Economy  in  the  use  of 
fuel  is  required,  because  the  fuel  used  on 
locomotives  is  one  of  the  largest  items 
of  expense  to  all  railways.  As  the  great- 
est portion  of  the  fuel  passes  through 
the  fireman's  hands,  he  can  use  it  eco- 
nomically (depending  on  his  ability,  skill 
and  good  judgment,  coupled  with  the  co- 
operation of  the  locomotive  man  in  hand- 
ling the  locomotive),  or  he  can  waste  it 
through  lack  of  knowledge  on  inatten- 
tion to  his  duties.  Futhermore,  by  burn- 
ing no  more  coal  than  is  absolutely  ne- 
cessary, the  labor  of  firing  is  lightened, 
and  by  taking  an  intelligent  interest  in 
th^  condition  and  operation  of  the  loco- 
motive, the  fireman  is  a  very  important 
factor  in  the  saving  of  coal  and  water. 
By  explaining  to  the  new  fireman  the 
reasons  why  certain  methods  should  be 
pursued  in  handling  his  work  to  bring 
about  the  best  results,  and  by  directing 
attention,  if  necessary,  to  improper  meth- 
ods on  the  part  of  the  experienced  fii'e- 
man  who  may  not  use  good  judgment, 
the  operation  of  the  locomotive  can  be 
handled  to  the  best  advantage  and  the 
greatest  saving  of  fuel   effected. 

Bituminous  and  Anthracite  Coal. — 1. 
Bituminous  coals  are  usually  composed 
of  about  60'/f  carbon,  .SO'v-  gaseous  or 
volatile  mater,  which  burns  as  flame, 
and  IC/f  earthy  matter,  which  remains 
on  the  grates  as  ash  or  clinker.  Good 
anthracite  coal  contains  about  85%  car- 
bon, h'''r  gaseous  or  volatile,  and  10% 
earthy  matter. 

2.  'The  burning  of  coal  in  a  locomo- 
tive requires  air,  which  must  be  admit- 
ted through  the  ash  pan,  grates  and  fire 
door.  Smoke  means  imperfect  combus- 
tion and  waste  of  coal,  and  must  be 
avoided  as  far  as  possible. 


;>.  When  bituminous  coal  is  applied  to 
the  fire,  the  volatile  or  gaseous  matter 
is  expelled,  and,  if  properly  mixed  with 
air  and  heated  to  a  sufficient  tempera- 
ture in  the  fire  box,  the  mixture  will  ig- 
nite, be  consumed  and  passed  from  the 
fire  box  through  the  tubes  and  stack  as 
colorless  vapor,  leaving  the  solid  mat- 
ter on  the  grates  in  the  form  of  coke, 
which  burns  more  slowly.  If,  however, 
the  gases  are  unconsumed,  they  will  pro- 
duce smoke. 

4.  Anthracite  coal  burns  more  slowly 
than  bituminous,  and,  consequently,  a 
larger  grate  area  has  to  be  provided  in 
oi'der  that  suffcient  coal  may  be  burned 
to  give  the  required  amount  of  steam. 
In  other  words,  means  must  be  provided 
to  make  a  hard-coal-burning  locomotive 
of  given  proportions  consume  as  much 
coal  per  hour  as  a  bituminous  burner  of 
the  same  proportions,  and  no  better  way 
has  been  found  than  by  designing  this 
kind  of  locomotive  with  a  large  fire  box 
and  a  liberal  grate  area.  Anthracite 
coal  has  to  be  fired  to  suit  the  size  of 
the  lumps  used.  If  the  coal  is  in  large 
lumps,  a  heavy  fire  must  be  carried,  be- 
cause the  lumps  lie  so  open  that  the  air 
would  pass  too  freely  through  the  fire  if 
it  were  light.  The  smaller  the  size  of 
the  coal  the  thinner  the  fire  can  be.  The 
fire  should  be  started  considerably  in 
advance  of  leaving  time  from  locomotive 
house,  in  order  that  a  good  fire  will  be 
on  the  grates  when  the  start  is  made 
with   the  train. 

.5.  The  method  of  light  and  level  fir- 
ing, outlined  in  the  instructions  which 
follow,  applies  to  firing  both  bituminous 
and  anthracite  coal. 

Inspection  of  the  Locomotive. — 6.  The 
locomotive  man  and  fireman  should  be  on 
hand  in  ample  time  before  departure  from 
the  locomotive  house  to  thoroughly  in- 
spect and  lubricate  the  locomotive,  in  or- 
der to  make  sure  that  it  is  in  proper 
condition  and  fully  equipped  for  making 
the  run.  Any  matters  which,  in  the 
judgment  of  the  locomotive  man,  should 
receive  attention  before  departure,  must 
be  promptly  reported.  The  fire,  grates 
and  ash  pan,  as  well  as  flue  sheet,  must 
be  examined,  to  see  that  they  are  in 
suitable  condition  for  making  the  run. 
The  condition  of  the  fire  should  be  such 
that  it  will  make  steam  freely  from  the 
start.  The  shaker  rigging  should  be  op- 
erated to  see  that  it  is  in  good  working 
order.  The  damper  rigging  (where  pro- 
vided) should  also  be  operated,  to  make 
sure  of  its  condition.  "The  ash  pan  and 
rigging  should  be  examined,  to  see  that 
the  doors  or  slides  are  properly  secured 
and  in  a  condition  to  prevent  hot  coals 
dropping  along  the  road,  which  are  liable 
to  start  fires. 

7.  When  locomotives  are  equipped  with 
mechanically  operated  fire  doors,  grate 
shakers,  or  coal  pushers,  the  same  should 
be  known  to  be  in  good  working  order 
before   starting. 

I'reparing  the  Fire  for  the  Start. — 8. 
In  preparing  the  fire  for  the  start  (but 
not  before  it  is  known  the  foundation  or 
kindling  fire  is  in  good  shape  from  cor- 
ner to  corner)  it  must  be  built  up  grad- 
ually to  the  proper  depth  for  the  service 


416 


CANADIAN  KAILWAV  AND  MARINE  WORLD 


AuKusl.  1920. 


rr<iuir<il.  No  f«nl  rule  rnn  hv  iiiailr  nn 
to  thiK  depth,  the  nizr  of  th<-  ronl  will, 
hi«wi'V«<r,  fc'ovorn  «»  wrll  ait  tho  scrvico. 
KiiH-  mifd  ronl  requirrn  n  InrRiT  tfrntf 
Kurfarc  than  the  InrKer  »ii«><l  roal,  hut 
th«'  larirrr  nize  ronl  n-quircK  a  InrKer 
irratp  openinK.  With  fine  coal  approach- 
u\e  hurkwhrat  lizv,  a  firv  of  from  4  to 
t>  in.  thirkni'Kii  vhould  he  mnintained, 
where  lump  ittze  is  used  a  depth  of  from 
12  to  IJS  in.  in  thickne*.*  will  be  necessary 
at  times  because  of  the  (ipi'ninjfs  that 
will  exist  between  the  Inrtre  lumps  as 
they  lie  on  the  grates.     .A  tirt-  of  the  last 


fit.    I. 

mentioned  thickness  will  quickly  burn 
down  to  a  lower  level  after  the  locomo- 
tive is  put  into  serN'ice,  and  this  lower 
level  should  then  be  maintained  until  the 
train  approaches  the  terminal. 

9.  When  applying  fuel  in  building  up 
the  fire,  preparatory  to  startintr,  the 
blower  should  be  used,  to  create  the  ne- 
ccs.sary  draft,  and  the  fire  door  should 
not  be  entirely  closed  between  the  shovel- 
fuls of  coal,  but  in  all  cases  should  be 
placed  on  or  a^rainst  the  latch  until  the 
Rases  have  been  consumed,  and  the  clos- 
ing of  the  door  will  not  result  in  the 
emi.ssion  of  heavy  black  smoke. 

10.  It  is  important  that  the  prates 
should  be  clean  and  free  from  dead  ashes 
and  clinker.  They  should  be  left  in  a 
level  position  and  secured  there  after 
each  shaking,  to  prevent  the  finpers  or 
edpes  of  the  bars  being  burned  off.  See 
that  the  foundation  for  a  pood  fire  is  on 
the  prates,  that  the  fire  is  evenly  dis- 
tributed over  the  entire  prate  surface,  and 
that  the  ash  pan  is  clean.  If  these  pre- 
cautions  are    taken,   the   fire   will    be    in 


This  is  a  matter  rei|uirinp  irooti  judp- 
ment,  ns  it  would  not  do  to  run  short  of 
coal  or  water  before  rearhinp  the  next 
coal  chute  or  water  tank.  Where  pos- 
sible, take  water  only  from  tanks  con- 
taininp  pood  water,  and  as  little  as  pos- 
sible from   those  containinp  bad  wat<rr. 

Makinp  the  Start. — i:).  The  boiler  must 
not  be  filled  too  full  of  water  as  soon  as 
the  locomotive  leaves  the  locomotive 
house.  Leave  a  space  so  that  the  injec- 
tor  can   be   worked   to   prevent   poppinp. 

14.  The  lubricator  should  be  started 
about  1.")  minutes  before  leavinp  the  ter- 
minal and  should  be  set  to  feed  repularly 
in  order  to  ensure  lubrication  of  valves 
and  cylinders  at  the  start  of  the  trip. 
Proper  lubrication  of  the  valves,  cylin- 
ders and  machinery  helps  to  save  fuel 
by   reducinp  friction. 

l.").  The  sprinkler  hose  must  be  used 
frequently,  to  keep  down  dust  on  the 
foot  plate  and  in  the  cab,  and  to  wet  the 
coal  in  the  tender.  The  use  of  too  much 
water  on  the  coal  should  be  avoided,  as 
it  has  to  be  evaporated  by  the  fire,  and 
may  result  in  the  flues  stopping  up. 

Ifi.  Care  should  be  taken  in  startinp 
train  to  prevent  damape  to  draft  pear 
and  couplers.  Preventing  delays  saves 
coal,  and  preventinp  damages  saves  re- 
pair costs. 

17.  To  avoid  holes  being  torn  in  the 
fire,  the  fireman  should  have  the  fire  in 
such  condition  that  the  pressure  can  be 
held  up  with  the  fire  door  held  partly 
open.  Slipping  of  the  drivers  should  be 
guarded  against,  as  the  heavy  exhaust 
tears  and  upsets  the  fire,  and  fuel  is 
wasted  in  rebuilding  it.  Furthermore, 
slipping  wears  out  tires  and  rails,  and 
may  damage  the  running  gear. 

18.  When  using  anthracite  coal  no  fuel 
should  be  placed  on  the  fire  at  starting. 
After  the  effort  of  startinp  is  over  and 
the  fire  has  reached  a  bripht,  glowing 
condition,  begin  firing  as  lightly  as  pos- 
sible, to  properly  maintain  the  fire. 

.Method  of  Firing. — 19.  A  hard  and 
fast  rule  covering  the  depth  of  fire  at 
the  start  cannot  be  made.  Good  judg- 
ment must  be  used,  as  the  conditions 
under  which  the  start  is  made,  such  as 
grade,  weight  of  train,  speed,  etc.,  will 
influence  to  a  great  extent  the  kind  of 
fire  that  is  on  the  grates. 

20.  Large  lumps  of  coal  do  not  make  a 


up  steam  pressure,  resulting  in  a  reduc- 
tion in  the  work  of  firing. 

22.  Very  heavy  firing  is  apt  to  caun- 
leaks,  and  may  cause  firebox  sheets  to 
crack,  as  the  air  cannot  pass  readily 
through  a  heavy  fire  and  large  quantities 
iif  cold  air  will  be  drawn  through  the 
fire  door  and  the  thinnest  places  in  the 
fire,  resulting  in  chilling  the  flues  and 
sheets,  the  formation  of  smoke  and  re- 
duction   in   steam   pressure. 

2.'<.  The  fire  door  should  be  placed  on 
the  latch,  as  far  as  possible,  between 
each  shovelful  of  coal,  to  keep  down  the 


smoke  by  increasing  the  admission  of  air 
through  the  door. 

24.  Do  not  put  four  or  five  shovelfuls 
of  coal  into  the  fire  box  at  one  time.  One, 
or  perhaps  two,  will  give  better  results, 
and  if  more  than  one  shovelful  is  used 
at  one  firing,  they  should  not  be  put  into 
the  same  spot.  Fig.  1  shows  how  coal 
should  be  introduced  into  a  single,  and 
fig.  2  a  double  door  fire  box,  each  suc- 
cessive shovelful  being  thrown  to  the 
points  indicated  by  the  numbers.  This 
method  of  firing  will  tend  to  make  the 
bed  of  fire  uniform,  but,  of  course,  the 
judgment  of  the  fireman  must  be  depend- 
ed upon  to  see  that  thin  spots  are  kept 
covered.  Fig.  2  shows  the  method  of 
cross  firing  a  Wooten  firebox,  as  indi- 
cated by  successive  numbers  on  the  ar- 
rows, first  firing  on  the  one  side  and 
then  the  other,  along  the  walls  and  cen- 
ter of  the   firebox. 

2.^.  Fig.    3    illustrates     the     effect     of 


condition  to  maintain  the  steam  pres- 
sure  during    the    trip. 

Taking  Coal  and  Water. — 11.  After 
taking  ronl  at  coaling  stations,  the  coal 
pile  should  be  trimmed,  to  ensure  the 
ctial  from  falling  off  tender  while  in 
transit,  which  saves  coal  and  eliminates 
a  danger  to  passing  trains,  trackmen, 
etc. 

12.  Coal  or  water  must  not  be  taken 
more  frequently  than  is  necessary,  as  it 
requires  extra  coal  to  again  bring  the 
tcain  up  to  speed,  especially  if  on  a  grade. 


satisfactory  fire,  and  they  should  be 
broken  into  pieces  not  larger  than  'i  in. 
21.  Always  fire  as  light  and  level  as 
possible,  consistent  with  the  steam  re- 
quirements, scattering  the  coal  over  parts 
where  the  bod  is  thinnest  and  the  fire 
brightest,  in  order  to  prevent  it  from  be- 
coming dead  in  spots.  Large  quantities 
of  coal  placed  in  the  fire  box  nt  (me  time 
cool  down  the  fire,  cause  smoke  and 
waste  of  coal,  small  quantities  at  regu- 
lar intervals  will  keep  the  fire  bright, 
reduce  smoke  and  take  less  coal  to  keep 


Fit.  4. 


heavy  firing  under  the  door,  which  low- 
ers the  temperature  at  that  part  of  the 
fire  box,  since  the  heavy  bed  of  coal  does 
not  allow  suflicient  air  to  pass  through 
it  to  .supply  oxygen  for  proper  combus- 
tion, and  smoke  is  liable  to  result  on 
account  of  part  of  the  fuel  ga.ses  passing 
away   unconsumed. 

26.  Figs.  4  and  ^  show  the  condition 
of  the  fire  when  the  practice  of  lipht  and 
level  cro.ss-firing  illustrated  by  fig.  1  is 
followed.  The  bed  of  fuel  is  slightly 
heavier  next  to  the  sheets  than  on  other 


August,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


417 


parts  of  the  grate.  This  is  good  prac- 
tice, because  there  is  a  tendency  for  more 
air  to  pass  up  beside  the  sheets,  which 
would  cause  thin  spots  to  form  around 
the  edges,  allowing  cold  air  to  pass  up 
into  the  fire  box.  Maintaining  a  slightly 
thicker  fire  along  the  edges  prevents  this 
trouble. 

27.  Fig.  6  shows  the  thinning  action  of 
the  draft  around  the  edges. 

28.  Fig.  7  shows  the  effect  of  a  tem- 
porary reduction  in  fire  box  tcmpei'ature 


brick  arch  and  the  path  of  the  products 
of  combustion  from  the  fire  to  the  flues. 
Operation  of  the  Locomotive.  —  32. 
When  the  throttle  is  iloscd,  before  mak- 
ing a  stop  or  for  drifting,  the  blower 
must  be  used  and  the  fire  door  placed  on 
latch,  and  dampers  (where  provided) 
should  be  closed  in  order  to  check  the 
fire  and  prevent  steam  from  blowing  off. 
This  practice,  with  the  exception  of  the 
use  of  the  blower,  should  be  followed  af- 
ter using  the  scraper  or  slash  bar,  and 


er  with  the  use  of  large  quantities  of 
steam,  will  cause  a  reduction  of  steam 
pressure.  If  firing  is  necessary  at  this 
time,  it  is  better  to  do  it  while  standing. 

.^4.  The  grates  should  be  shaken  only 
when  necessary  to  clear  the  fire  of  ash 
and  clinker,  in  order  to  admit  sufficient 
air  for  proper  combustion,  and  in  such 
manner  as  to  avoid  the  loss  of  good  fires, 
which  means  waste  of  fuel.  Care  should 
be  taken  after  each  operation  to  place  the 
grates  in  a  level  position  to  avoid  burn- 
ing the  fingers,  which  is  liable  to  occur 
if  the  grates  are  allowed  to  remain  at 
an  angle  with  the  fingers  projecting  in- 
to the  fire. 

.'i.").  The  waste  of  steam  through  safe- 
ty valves  must  be  avoided.  Frequent 
blowing  off  of  safety  valves  shows  poor 
judgment,  and  implies  that  economy  is 
not  being  practiced.  Tests  have  demon- 
strated that  about  15  lb.  of  coal,  or  one 
shovelful,  is  required  to  supply  the 
steam  blown  off  in  one  minute,  or,  in 
other  words,  if  the  safety  valves  are  open 
for  133  min.  about  one  ton  of  coal  is 
wasted. 

3G.  Careful  attention  must  be  given 
to  the  use  of  the  injector  and  to  the 
height  of  the  water  level  in  the  boiler. 
The  proper  handling  of  the  injector  is  a 
very  important  matter  in  fuel  economy. 
The  best  fireman  cannot  make  a  show- 
ing if  the  locomotive  man  floods  the  boil- 
er. If  the  injector  is  to  be  used  to  pre- 
vent   popping,   a    space   must   he   left   so 


when  a   shovelful   of  coal   is  introduced. 

29.  Fig.  8  shows  the  restoration  of 
temperature  before  the  second  shovelful 
is  introduced  at  another  part  of  the  fire 
box,  as  is  the  case  in  the  system  of  light 
and  level  cross-firing. 

30.  Fig.  9  shows  the  effect  of  a  spot 
or  hole  in  the  firing.  The  admission  of  a 
large  volume  of  cold  air  through  such 
spots  causes  a  serious  chilling  effect. 

31.  Fig.  10  shows  the  application  of  a 


when   on   sidings,   in  yards   or  at  termi- 
nals. 

33.  Firing  should  be  stopped  long 
enough  before  steam  is  shut  off  to  pre- 
vent smoke  and  waste  of  coal;  and  when 
making  station  stops  the  fire  should  be 
in  such  a  condition  that  more  coal  need 
not  be  added  until  after  start  is  made. 
It  is  bad  practice  to  begin  firing  as  soon 
as  the  throttle  is  opened,  because  the 
deadening  effect  of  the  fresh  coal,  togeth- 


that  the  injector  can  be  worked.  The  in- 
jector should  be  put  on  before,  and  not 
after,  the  safety  valve  opens.  The  blow- 
er should  also  be  reduced  or  shut  off 
before  the  steam  pressure  rises  to  the 
blowing  off  point. 

37.  Coal  can  be  saved  by  the  proper 
use  of  the  injector  in  feeding  the  loco- 
motive regularly  at  a  rate  governed  by 
the  demands,  and  by  taking  advantage 
of   every    opportunity    to    increase    the 


n« 


CANADIAN  KAILWAV  AND  MARINE  WORLD 


August.  1920. 


h ■•■  ''-■•  ^'•.'.'   l.v.  1  vWu  I,  rii)t  work- 

I'  I'lty;  for 
I  <  k'  in  ■ta- 
ll,., ,    ,,    -..,, K.   ......   ,..;,,.aiinK   the 

lov«'l  tt>  drop  (litchtly  iH-twi-vn  stationii  or 
on   hani   pulU. 

:<H.  It  tx  l>ad  prarticp  to  utart  out,  aftvr 
makiriK  n  uton,  with  thi-  injoctorii  work- 
inir.  Thf  i-ool  watfr  intrc«luiTii  into  the 
boiU-r  while  the  throttle  was  dosed, 
utart.i  circulating,  ami  ritlucesi  the  steam 
pressure.  If  a  start  is  inatle  under  these 
conditions,  the  st'eam  pressure  will  be 
still  further  lowered  and  an  excessive 
amount  of  tiringr  necessitated.  It  is, 
thenfore.  preferable  to  .ntart  the  injector 
ufttT  a  train  is  well  under  way. 

.",'••.  The  water  level  niu.st  never  be 
high  cnuuKh  to  allow  water  or  very  moist 
steum  to  be  carrit'd  over  the  valve  cham- 
bers and  cylinders,  because  it  will  de- 
stroy the  lubrication  of  these  parts  and 
may  result  in  serious  damage,  due  to 
knocking  out  cylinder  heads,  breaking 
pistons  or  bendinfc  of  main  rods. 

40.  The  locomotive  man  can  save  coal 
and  Krtatly  assist  the  fireman  in  his 
work  by  handling  the  throttle  and  re- 
verse lever  in  such  a  manner  that  the 
minimum  amount  of  steam  will  be  used. 
The  locomotive  should  be  operated  with 
a  full  throttle  openint;  (except  when 
starting  or  drifting)  when  the  cut  off  is 
2n''r  of  the  stroke  or  greater;  but  if 
25'"<  cut  off  with  full  throttle  gives  more 
power  or  speed  than  is  needed,  the  re- 
verse should  be  left  at  25'"<-  cut  off  and 
the  throttle  partly  closed  as  necessary. 
With  locomotives  using  superheated 
steam  it  is  well  to  use  15'"V  cut  off  in- 
stead of  25'~'f,  as  mentioned  above. 

Descending  Grades. — 41.  Be  sure  that 
the  crown  sheet  is  thoroughly  covered 
■with  water.  When  approaching  a  de- 
scending grade,  the  water  supply  should 
be  increased  and  the  fire  allowed  to  burn 
down  after  the  throttle  is  shut  off,  in  ad- 
dition, allowing  the  steam  pressure  to 
fall  back  below  the  popping  point.  Pre- 
pare the  fire,  if  required,  by  cleaning 
same,  or  othcrwi.se,  cover  it  over  to  pre- 
serve the  fire  and  avoid  popping. 

.Mixed  .Anthracite  and  Bituminous  Coal. 
42.  On  certain  locomotives,  as  well  as  in 
power  plants,  a  mixture  of  anthracite  and 
bituminous  coal  used  in  different  propor- 
tions is  consumed.  While  anthracite  coal 
should  be  burned  without  being  disturbed 
by  a  hook  or  fire  tool,  bituminous  coal, 
however,  often  requires  the  use  of  the 
hook;  this  applies  particularly  where  a 
large  grate  surface  is  available  and  a 
part  of  the  grate  surface  is  covered  with 
a  partially  coked  fire.  This  crust  should 
be  broken  up  so  that  every  part  of  the 
grate  surface  will  give  up  an  equal 
amount  of  heat,  thereby  reducing  the  fuel 
consumption  by  effecting  the  highest 
state  of  combustion  over  the  entire  fire 
box  instead  of  only  a  portion  of  the  grate 
surface. 

4.3.  The  successful  use  of  mixed  coals 
depends  in  part  on  the  relative  quantities 
of  the  two  fuels  employed;  as  a  general 
rule,  the  practices  that  govern  the  suc- 
cessful use  of  bituminous  coal  are  equally 
applicable  in  the  use  of  mixed  coals. 

Firing  With  .Vnthracite  Coal. — 44.  The 
most  successful  and  economical  method 
of  firing  anthracite  depends  almost  en- 
tirely on  the  preparation  of  the  fire.  In 
cleaning  an  anthracite  fire,  all  ashes  and 
clinkers  must  be  removed  and  a  new  bed 
of  fire  replaced  over  the  entire  grate  sur- 
face if  one  is  to  ensure  a  prompt  and  po- 
sitive burning,  or  to  ignite  the  fresh 
coal  that  is  placed  on  the  cleaned  fire. 
This  will  give  a  uniform  thickness  to 
the  fire  which  can  then  be  maintained  by 


careful  attention,  but  if  the  fire  is  clean- 
ed in  iiuch  a  manner  as  to  allow  ashes  or 
clinkers  to  remain  in  the  fire  after  name 
has  Iwen  cleaned,  such  will  soon  result 
in  the  formation  of  more  ashes  or  ilead 
s|M>ts.  Anthracite  coal,  after  being  plac- 
ed on  the  fire,  should  not  be  disturbed 
in  any  manner  by  a  fire  tool,  even  to  re- 
move clinkers  or  ashes,  as  it  will  not 
again  burn  level  or  develop  the  same  rate 
of  conibusti<m  over  the  grates.     The  im- 

fierfect  combustion  of  anthracite  coal  can 
le  dearly  iletermined  by  the  eye,  a  clean 
burning  mass  with  a  short  flame;  if  the 
flame  bi-come  diminished  too  much,  how- 
ever, the  temiierature  and  steam  pres- 
sure will  drop. 

Condition  of  Fire  Reaching  Terminal. 
4,1.  Locomotives  should  not  be  brought 
into  terminals  with  a  dead  fire,  which  is 
liable  to  cause  flues  to  leak,  nor  with 
too  heavy  a  fire,  which  will  cause  a  waste 
of  coal  when  the  fire  is  cleaned. 

Cleaning  Fires. — 4<;.  When  banking  or 
cleaning  fires,  the  blower  should  be  used 
as  little  as  possible,  to  avoid  the  rapid 
cooling  down  of  the  fire  box  and  flues, 
which  may  cause  leaks. 

47.  When  cleaning  fires,  or  with  a 
banked  fire,  the  exces.«ive  use  of  the  in- 
jectors must  be  avoided,  as  this  will  re- 
sult in  injury  to  the  flues  by  the  rapid 
reduction 'of  the  temperature  of  the  wat- 
er in  the  boiler  producing  contraction, 
without  sufficient  fire  in  the  fire  box  to 
counteract   this   effect. 

48.  .After  the  fire  has  been  cleaned  of 
ash  and  clinker,  the  clean  fire  must  be 
placed  at  the  front  end  of  the  grates 
(where  brick  arches  are  not  used)  and 
maintained  in  good  condition  by  apply- 
ing small  quantities  of  fuel,  as  may  be 
required,  in  order  to  prevent  cold  air 
from  passing  through  the  front  end  of 
grate  and  injuring  the  flues.  Where 
brick  arches  are  used,  the  fire  can  be 
banker  farther  back,  as  the  hot  arch 
brick  protects  the  flues. 

41).  The  same  general  principles,  in  so 
far  as  upkeep,  handling,  inspection,  etc., 
that  apply  to  the  coal  burner,  apply  to 
the  oil  burner,  with  this  difference,  how- 
ever, that  while  it  is  hard  to  get  enough 
air  into  the  ash  pan  of  the  coal  burner  it 
is  quite  easy  to  get  too  much  air  into  the 
oil  burner,  and  this  applies  especially  to 
air  leaks  around  the  fire  box,  bricwork 
and  mud  ring.  Frequent  inspection  should 
be  made,  by  turning  on  the  blower  and 
holding  a  lighted  torch  to  these  points. 
If  leaks  are  found  they  should  be  cor- 
rected each  trip,  as  air  thus  admitted 
takes  a  short  circuit,  goes  directly  into 
the  lower  flues,  causes  them  to  leak  and 
to  coat  over  with  soot,  arresting  combus- 
tion at  this  point.  Next  to  the  proper 
alignment  of  the  burner,  the  avoidance 
of  air  leaks  is  the  greatest  factor  to  be 
considered  from  a  fuel  saving  standpoint. 

.50.  The  burner  should  not  be  set  so 
high  as  to  cause  the  jet  to  strike  the  fire 
door,  nor  so  low  as  to  allow  the  flame  to 
drag  on  the  bottom.  .Any  obstructions  in 
the  shape  of  fallen  brick,  etc.,  in  front 
of  the  burner  should  be  removed  at  once. 

Handling  Oil. — ,">1.  Different  grades  of 
oil  require  different  methods  of  handling. 
However,  all  oil  should  be  heated  suffi- 
ciently to  cause  it  to  flow  freely  to  the 
burner.  While  with  many  grades  of  oil 
the  proper  temperatures  can  be  main- 
tained with  the  closed  heater,  yet  when 
using  the  heavy  Mexican  oils  the  open 
heater  should  be  turned  on  strong  at  first 
so  as  to  stir  up  the  oil,  thereafter  shut 
it  off  and  maintain  the  proper  tempi'ra- 
ture  with  the  closed  heater.  No  oil  of 
whatever  grade  should,  however,  be  heat- 
ed   to   above   a    point   where   the   back   of 


the  hand  cannot  Iw  pressed  firmly 
against  the  tank  without  discomfort,  for 
when  (III  is  heated  too  hot  many  valuable 
heat  units  e!<iape  in   the   form  of  gas. 

Final  InHpection  and  Work  KeporlH. — 
.'i2.  (ireal  rare  c hould  be  exercised  on  the 
part  of  the  locomotive  man,  on  reaching 
the  terminal,  to  make  a  thorough  exami- 
nation of  the  locomotive  and  prepare  an 
intelligent  written  report  for  the  infor- 
mation of  the  locomotive  house  foreman 
and   those  who   make   repairs. 

.53.  Ix'aky  piston  and  valve  stem  pack- 
ing, cylinder  packing  or  valves  which 
cause  blowing,  all  tend  to  draw  on  the 
coal  pile  unneces.sarily,  as  it  takes  coal 
to  generate  wasted  steam.  This  also  ap- 
plies to  l(X-omotives'  steam  heat  appli- 
ances, cylinder  cocks,  safety  valves  which 
blow  down  too  much  steam  pressure  be- 
fore closing,  or,  in,  other  words,  to  all 
steam   wasted. 

54.  The  fireman  should  be  consulted  in 
regard  to  any  defects  that  have  come 
to  his  notice,  especially  with  the  grates, 
grate  rigging,  brick  arches,  ash  pan,  fir- 
ing tools,  scoop  rigging  and  dampers 
(where  provided).  Particular  attention 
should  be  given  to  the  condition  of  the 
brick  arch,  because  this  device,  properly 
maintained,  is  a  considerable  factor  in 
the  saving  of  fuel  and  the  reduction  of 
smoke. 

.55.  It  is  important  that  the  locomotive 
man,  as  well  as  the  locomotive  inspectors, 
report  all  defects  in  a  locomotive  on  ar- 
rival at  a  terminal  which  require  atten- 
tion before  the  locomotive  is  again  placed 
in  ser\'ice,  especially  as  some  defects  can 
be  detected  to  the  best  advantage  while 
the  locomotive  is   in  service. 

Oil  Firing. — 56.  In  firing  with  oil,  the 
locomotive  man  and  fireman  must  work 
together.  Every  time  the  locomotive  man 
changes  the  throttle  or  reverse  lever  the 
fireman  must  regulate  his  firing  valve  to 
suit  the  changed  requirement.  From  this 
it  follows  that  the  locomotive  man  should 
never  start  the  locomotive  until  the  fire- 
man is  at  the  firing  valve,  and  should  be 
careful  not  to  slip  the  locomotive,  as  such 
is  liable  to  put  out  the  fire,  and  the  fire- 
man should  be  equally  careful  not  to  use 
too  much  steam  at  the  atomizer.  Steam 
will  not  burn,  and  a  bright  fire  with  just 
a  tinge  of  blue  smoke  at  the  stack  indi- 
cates good  combustion.  Black  smoke  and 
a  red  fire  indicate  waste.  Locomotive 
men  should  bear  this  one  fact  in  mind, 
regardless  of  whether  they  are  handling 
oil  or  coal  burners.  -Any  excess  fuel 
used,  either  on  account  of  a  defective  lo- 
comotive, or  from  poor  handling  on  the 
part  of  the  crew,  is  a  charge  against 
them  and  not  against  the  locomotive 
house.  Therefore,  exercise  care  while 
out  on  the  road  and  report  all  fuel  wast- 
ing defects  on  arrival,  and  so  keep  your 
record  clear. 

Operation  of  Superheater  Locomotives. 
57.  The  general  operation  of  superheater 
locomotives  is  the  same  as  the  ordinary 
saturated  steam  locomotive.  Attention 
is  directed  to  a  few  items  in  connection 
with  superheater  locomotives  which  need 
careful    consideration. 

,58.  Cylinder  cocks  should  be  kept  open 
when  standing,  and,  as  far  as  possible, 
when  starting,  until  dry  steam  appears. 

5;i.  .A  hydrostatic  lubricator  should  be 
started  at  least  15  minutes  before  leav- 
ing time,  in  order  that  the  valves  and 
cylinders  may  l>e  thoroughly  lubricated 
when  starting  on  the  trip.  The  oil  sup- 
ply to  the  cylinders  should  be  constant, 
as  there  is  no  water  in  the  steam  to  as- 
sist in  the  lubrication  and.  on  this  ac- 
count, the  superheater  locomotive  re- 
quires more  careful  lubrication  for  valves 


August,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


419 


and  cylinders  than   the  saturated   steam 
locomotive. 

60.  In  ftartinp,  the  reverse  lever  should 
be  in  full  gear  to  ensure  oil  distribution 
to  the  full  length  of  the  valve  bushings. 
Care  must  be  taken  that  the  water  level 
in  the  boiler  is  not  sufficiently  high  to 
cause  water  to  carry  over  into  the  super- 
heater. 

61.  The  locomotive  man  should  see  that 
the  water  level  i?  not  carried  so  high 
that  it  will  be  drawn  through  the  units 
with  the  steam,  as  this  will  result  in 
making  an  auxiliary  boiler  of  the  super- 
heater, thereby  destroying  the  object 
aimed  at  in  its  application,  but,  in  addi- 
tion to  this,  the  water  carried  over  will 
deposit  any  scale  forming  matter  it  may 
hold  in  suspension  or  solution  on  the  in- 
side of  the  superheater  units,  thereby 
coating  them  with  an  insulating  material 
that  will  prevent  the  free  passage  of  the 
heat  contained  in  the  gases  into  the 
steam  moving  through  the  units.  It  is 
this  liming  up  of  superheater  units 
through  carrying  the  water  too  high  or 
through  foaming  that  causes  the  super- 
heated locomotive  to  gradually  lose  its 
snap. 

62.  While  there  is  a  difference  between 
carrying  the  water  level  too  high  and  a 
foaming  boiler,  the  results  are  quite  the 
same;  the  only  difference  being  that  when 
the  boiler  begins  to  foam  one  can  see  the 
effect  at  once  in  dry  valves,  reduced 
speed,  etc.,  while  by  carrying  the  water 
too  high  the  evil  effect  is  spread  out  over 
a  greater  distance  and  through  a  longer 
period  of  time.  The  bad  effect  is  there, 
however,  and  always  means  more  fuel 
and  slower  speed. 

63.  A  superheater  locomotive  should 
not  be  moved  without  the  required  air 
pressure  and  the  brakes  in  operative  con- 
dition. When  water  is  carried  over  into 
the  superheater,  part  or  all  of  it  will 
flash  into  steam,  even  after  the  throttle 
is  closed.  Under  the  above  condition  the 
locomotive  is  not  under  control,  because 
the  valve  chamber  is  filled  with  steam. 

64.  Superheater  locomotives  should  be. 
operated  with  a  full  throttle  opening  and 
reverse  lever  control,  as  far  as  service 
conditions  will  permit,  the  exceptions  be- 
ing: when  starting  a  train,  when  using 
a  very  small  quantity  of  steam,  and  when 
drifting.  (See  paragraph  40.)  The  ac- 
companying chart  illustrates  the  point  in 
question  and  shows  the  variation  in  coal 
consumption  with  various  degrees  of  sup- 
erheat for  each  of  the  following  cut  offs: 
Fifteen  per  cent,  2ri''r,  So'^/r ,  Ah'r  and 
rtO'/'r .  The  figures  were  taken  from  tests 
of  a  large  Pacific  type  locomotive,  but 
they  apply  with  equal  force  to  all  super- 
heater locomotives.  For  example,  take 
the  curve  for  25''r  cut  off  at  200  deg.  of 
superheat.  The  coal  consumption  is 
about  2  lb.  per  indicated  h.p.  hour.  Then 
take  the  curve  for  45'"r  cut  off  at  200  deg. 
of  superheat.  The  coal  consumption  is 
about  .3. .3  lb.  per  indicated  h.p.  hour. 
This  clearly  shows  why  it  is  better  to 
operate  with  a  full  throttle  and  reverse 
lever  control  rather  than  with  a  partial 
throttle  and  long  cut  offs.  The  differ- 
ence for  the  example  taken  is  1.3  lb.,  or 
39''<-  over  the  incorrect  method.  The 
chart  also  shows  the  advantages  of  a 
high  degree  of  superheat  at  any  cut  off 
in  reducing  the  coal  consumption  per  in- 
dicated  h.p.  hour. 

65.  It  is  advisable,  in  order  to  avoid 
the  suction  of  hot  gases  from  the  smoke 
box  into  the  steam  chest  and  cylinders, 
to  keep  the  throttle  slightly  open  when 
drifting  or  making  stops,  as  by  passing 
a  very  slight  amount  of  steam  through 
the  cylinders  the  front  end  gases  cannot 


be  drawn  into  the  exhaust  column.  The 
throttle  must  be  completely  closed  just 
before  coming  to  a  full  stop. 

66.  The  firing  should  be  light  and  reg- 
ular, to  produce  as  high  flame  tempera- 
ture and  as  perfect  combustion  as  pos- 
sible in  the  fire  box.  A  high  fire  box 
temperature  results  in  high  superheat, 
which  will  be  obtained  by  a  small  coal 
consumption.  A  heavy,  black  fire  means 
low  temperature,  low  superheat  and 
coal  consumption.  Firemen  who  careful- 
ly follow  the  above  outlined  practice  will 
save  coal  for  the  company  and  make  their 
own   work   easier. 

67.  The  locomotive  man  should  be  sure 
that  the  superheater  damper  is  open 
while  using  steam,  and  closed  when  steam 
is  shut  off.  This  can  be  ascertained  by 
observing  the  counterweight  on  the  right- 
hand  side  of  the  smoke  box  attached  to 
the  damper.  When  the  counter  weight 
is  up  the  damp  is  open,  and  when  down 
the  damper  is  closed.  When  the  locomo- 
tive is  shut  off  and  the  blower  is  used, 
the  locomotive  man  should  observe  that 
the  damper  is  in  a  closed  position.  If 
the  damper  is  open  with  the  blower  on, 
the  superheater  tubes  are  apt  to  be  burn- 
ed out,  due  to  no  steam  circulating 
through    the    superheater    tubes.      When 


using  steam,  the  piston  in  damper  cylin- 
der should  always  move  its  entire  stroke 
and  stop  against  its  seat,  in  order  to 
prevent  loss  of  cylinder  lubrication  past 
the  piston.  A  leak  at  this  point  will  per- 
mit steam  to  escape  at  end  of  drip  pipe 
attached  to  damper  cylinder,  and  should 
be  reported  promptly. 

68.  Leaks  in  front  end  of  superheater 
units,  steam  pipes  and  exhaust  column, 
fire  tubes  stopped  up,  and  derangement 
of  draft  appliances  not  only  interfere 
with  the  proper  steaming  of  the  locomo- 
tive, but  reduce  the  degree  of  superheat. 
Blows  in  cylinder  and  valve  packing  will 
cause  scoring,  due  to  removal  of  oil  from 
the  wearing  surfaces.  All  leaks  such  as 
those  mentioned  above  should  be  report- 
ed promptly  by  the  locomotive  man,  be- 
cause if  neglected,  they  seriously  affect 
the  economical  operation  of  the  locomo- 
tive. 

The  Locomotive  Stoker.— 69.  On  arri- 
val at  the  locomotive  the  firem.an  should 
see  that  the  stoker  is  in  operative  condi- 
tion, by  trying  it;  next,  see  that  it  is  pro- 
perly lubricated,  so  it  will  stay  in  work- 
ing "order  over  the  road;  next,  build  up 
the  fire  by  hand  and  see  that  it  is  ignited 
all  over  the  grate  surface.  Don't  try  to 
build  up  the  fire  with  the  stoker,  as  the 
stoker  may  start  a  bank,  and  a  bank  with 
some  certain  grades  of  coal  causes  clink- 
ers and  clinkers  mean  trouble.  Don't 
start  the  stoker  feeding  until  you  have 


pulled  out  of  the  yard,  and  then  feed 
just  as  little  coal  as  possible  to  maintain 
the  desired  pressure.  Look  into  the  fire 
box  occasionally  to  see  how  the  stoker  is 
distributing  the  coal,  it  may  save  hot 
work  with  the  hook  later  on.  Shut  off  the 
stoker  when  standing  in  sidings  or  drift- 
ing down  hill.  Keep  up  the  fire  with  the 
scoop.  Close  the  slides  in  the  deck  be- 
fore reaching  the  terminal,  but  keep  the 
stoker  running,  so  as  to  empty  the  con- 
veyor trough.  This  will  give  the  loco- 
motive house  men  a  chance  to  try  the 
stoker  and  get  it  in  shape  for  the  next 
trip.  Inspect  it  on  arrival  and  report 
any  defects  found.  The  locomotive  nia.i 
should  know  as  much  about  a  stoker  and 
its  care  and  operation  as  the  fireman. 
It  is  as  much  a  part  of  the  locomotive  as 
the  injector  or  air  pump,  and  a  locomo- 
tive man  that  cannot  run  it  is  not  fully 
qualified. 

70.  Although  the  stoker  may  make  it 
possible  to  keep  ample  steam  pressure  at 
all  times,  any  failure  on  the  part  of  the 
locomotive  man  to  handle  the  locomotive 
skillfully  will  result  in  the  same  increase 
in  the  cost  of  fuel  and  maintenance  as 
when  a  hand  fired  locomotive  is  abused. 
When  you  see  foreign  material  in  the 
coal  throw  it  out  before  it  enters  the 
conveyor. 

7L  Should  the  stoker  stop  operating 
on  the  road,  don't  keep  on  using  steam 
until  the  pressure  runs  down,  but  stop, 
if  possible,  locate  the  trouble,  and  fix  it. 
If  you  cannot  locate  or  repair  the  defect, 
give  the  fireman  an  opportunity  to  get 
the  fire  in  shape  so  he  can  fire  the  loco- 
motive to  the  terminal  by  hand.  Do  not 
give  up  the  train  because  the  stoker 
failed. 

General. 

72.  The    Diaphragm    and    Draft    Plate 

are  put  in  to  control  the  flow  of  gases 
through  the  flues  and  to  distribute  the 
draft  over  the  grate  .surface  as  desired. 

73.  The  draft  plate  has,  however,  an- 
other function,  namely,  to  give  direction 
to  the  gases  in  their  passage  from  the 
flues  to  the  stack,  and  in  doing  this,  to 
aid  in  keeping  the  front  end  clear  of  cin- 
ders. 

74.  The  draft  plate  simply  serves  to 
distribute  the  draft  and  to  assist  in  keep- 
ing the  front  end  clean.  However,  while 
the  draft  plate  does  not  create  draft,  it 
is  frequently  so  adjusted  as  to  obstruct 
it,  and  in  this  way  becomes  a  hindrance 
to  the  free  steaming  of  a  locomotive  in- 
stead of  a  help. 

75.  The  draft  plate  should  always  be 
set  so  that  the  opening  between  the  plate 
and  smoke  arch  is  equal  to  100' <•  of  the 
total  flue  area.  If  the  front  end  should 
show  a  tendency  to  fill  up  with  cinders 
when  the  plate  is  raised,  change  the  an- 
gle of  the  plate  by  drawing  the  bottom 
farther  back  so  it  will  stand  nearly  ver- 
tical. Furthermore,  if  the  draft  plate  is 
too  close  to  the  front  flue  sheet  the  flow 
of  the  gases  is  so  restricted  as  to  cause 
the  locomotive  to  be  what  is  termed  "hot 
at  the  door,"  consequently  it  follows  that 
carrying  the  draft  plate  as  high  as  pos- 
sible not  only  decreases  the  work  of  the 
fireman,  but  also  makes  his  work  more 
comfortable.  As  it  has  been  shown  that 
the  draft  plate  has  but  two  functions, 
why  change  it  after  it  has  once  been  pro- 
perly adjusted  ? 

76.  All  front  end  appliances  should  be 
maintained  according  to  the  blue  print 
standards  as  furnished  by  the  mechanical 
department,  keeping  them  in  first  class 
repair  and  adjustment.  Records  should 
be  kept  of  front-end  adjustments,  so  that 
when  the  locomotive  is  reported  not 
steaming,  the  foreman  or  man  in  charge 


■J-'<l 


CANADIAN  KAILWAV  AND  MAKINK  WOKLD 


Aiii'iot.  lifiO. 


o(  frurit  fMild  vvii:  i-  "I'i'  '"  t«-ll  whflhiT 
»i>iiuM>ii>'  han  .  '  ;n'  of  tho  noz- 

>lc    >ir    any  'liU-    p«rl»,    "r 

^»i,.'i.  ■•  'ii..  .      ihi-  loooniiitivi'. 

I'  Mnii J,  and  thi-  loco- 

II  :.ir  months,  or  yfiiiM 

J.  ..,   .lU-il  "nut  KtoHniuiK." 

II  iiiii  bf  niaili-  in  thi-  front 

11  '  III  troubtt.'  xhoultl  Im'  found 

iii^.i  ..■,,..,,...  If  Kucli  practiri'  ix  fol- 
lowed, front  I'ndu  can  be  »vl  .stiinUard 
and  50  nmintainrd. 

The  IVttiroal  I'lpe.— 77.  In  the  mod- 
vrn  loi-oniotive  the  only  function  of  the 
pvtticoiit  pi|H'  is  to  incivase  the  stack 
lebifth,  therefore  it  should  fit  tiirht  into 
the  l>ase  of  the  stack  and  be  made  non- 
adjustable,  that  is,  it  should  simply  be  a 
stack  extension. 

The  Kxhauxt  Nozzle. — 7«.  ReducinK  the 
nozzle  to  make  a  locomotive  steam  should 
be  the  la.^t  resort,  as  it  not  only  reduces 
the  efficiency  of  the  locomotive,  but  ma- 
terially increases  the  coal  and  water  con- 
sumption as  well  as  the  work  of  the  loco- 
motive man. 

79.  Chanftes  in  the  physical  character- 
istics of  the  fuel  or  climatic  conditions 
make  it  necessary  at  times  to  increase 
the  draft,  but  instead  of  bushinpr  the  noz- 
zle better  results  can  be  obtained  by  ap- 
plying n  rectanpular  or  dumb-bell  shaped 
tip  of  the  same  area,  or  better  yet,  bore 
the  tip  out  'vi  in.  larger,  then  apply  a  % 
in.  round  bridge,  spot  welded  at  each  end 
to  make  it  stay  in  place. 

80.  Nozzles  should  be  maintained  at 
the  greatest  possible  diameter  consistent 
with  good  steaming.  Locomotives  as- 
."igned  to  yard  switching  should  have 
nozzle  tips  substantially  as  large  as  the 
opening  in  the  nozzle  pot.  Yard  locomo- 
tives do  not  require  a  sharp  nozzle  blast 
to  make  steam,  and  a  large  exhaust  open- 
ing will  not  only  materially  reduce  the 
fuel  consumption  but  will  make  the  work 
of  the  engine  crew  much  more  comfort- 
able. 

81.  While  bushing  a  nozzle  will  make 
a  locomotive  steam  by  lengthening  the 
exhaust  jet  and  increasing  its  velocity, 
yet  what  is  gained  in  freer  steaming  is 
invariably  lost  in  locomotive  efficiency. 
Nozzles  should  not  be  reduced  for  any 
reason,  however,  except  on  the  authority 
of  some  responsible  officer,  and  not  then 
nntil   after    thorough    tests    it   has   been 

own  that  it  is  necessary. 

Locomotive  Efficiency. — 82.  A  locomo- 
tive may  be  able  to  handle  its  stated  rat- 
ing and  yet  be  far  from  an  efficient  loco- 
motive under  the  meaning  of  the  term  as 
applied  in  this  book. 

83.  By  an  efficient  locomotive  we  mean 
one  that  will  handle  its  stated  rating 
over  a  given  district  in  the  shortest  time 
on  a  minimum  quantity  of  fuel. 

84.  Therefore,  when  we  say  a  locomo- 
tive is  Hn'r  efficient,  or  that  its  efficiency 
is  reduced  IS'i  we  mean  one  that  will 
require  i.i'^'r  more  time  to  make  the  ."ame 
distance  with  the  same  tonnage  as  one 
that  is  lOO'J  efficient,  or  else  that  it  will 
consume  15'V  more  fuel  in  doing  the 
same   work. 

8.^.  As  a  rule,  poor  time  and  excessive 
fuel  consumption  go  hand  in  hand,  there- 
fore the  locomotive  man  should  report 
everything  that  tends  to  decrease  the  ef- 
ficiency  of   the    locomotive. 

Draft  Kfficiency. — HC,.  L'nder  this  head 
would  come  anything  that  in  any  man- 
ner interfered  with  or  reduced  the  draft. 
The  worst  offender  in  this  direction  is 
the  front  end  air  leak,  especially  in  sup- 
erheated steam  locomotives  with  steam 
pipes  extending  through  the  smoke  arch. 
.■Vs  a  rule,  in  order  to  permit  of  their 
easy   application    aiul    removal,   the   hole 


through  the  urch  is  cut  large  enouKh  to 
accoinnXMlate  the  Mange  of  the  pip«'.  Thin 
opening  IS  then  partially  cloned  by  mean* 
of  H  split  collar  or  bushing.  In  practic- 
ally all  of  the  loconi'itiven  built  prior  to 
IU18,  this  collar  ar  bunhing  still  left  an 
opening  around  each  pipe  equal  to  a 
round  hole  t>\  in.  in  diameter.  con»e- 
quently,  when  the  exhaust  creates  a  par- 
tial vacuum  in  the  front  end,  some  air 
moving  along  the  line  of  least  resistance 
will  be  <lrawn  in  through  these  openings, 
instead  of  through  the  fuel  bed,  thereby 
decreasing  the  draft  by  that  amount, 
making  it  nece.s.sary  to  reduce  the  nozzle 
in  order  to  maintain  the  necessary 
vacuum.  Tests  have  proveil  that  sealing 
these  opening  permitted  an  increase  of 
from  '-4  in.  to  ^i  in.  in  the  diameter  of 
the  nozzle,  resulting  in  a  decrease  of 
from  14'>  to  "21' r  in  fuel,  with  a  corres- 
ponding increase  in  locomotive  efficiency, 
at  the  same  time  very  materially  improv- 
ing   the    locomotive's   steaming   qualities. 

87.  Another  draft  inefficiency  found  in 
superheated  steam  locomotives  is  the 
superheater  damper.  This  should  always 
be  set  at  an  angle  of  60  deg.  when  open, 
the  top  of  the  damper  leaning  back;  if 
set  vertical,  it  obstructs  the  draft 
through  the  bottom  flues. 

88.  Among  other  draft  inefficiencies 
can  be  mentioned  steam  leaks  in  front 
end,  either  at  steam  pipe  or  nozzle  joints, 
or  at  the  connections  between  the  super- 
heater units  and  header.  Any  steam  thus 
escaping  into  the  front  end  tends  to  fill 
the  vacuum  being  created  by  the  exhaust 
jet  and  so  reduces  the  draft.  While  the 
unit  joints  may  leak  quite  a  little  with- 
out affecting  the  steaming  of  the  loco- 
motive materially,  these  leaks,  neverthe- 
less, can  waste  considerable  steam,  and 
in  this  way  waste  fuel. 

Plugged  Flue.s. — 89.  All  flues  clogged 
with  cinders  should  be  thoroughly  bored 
out.  Some  tests  conducted  recently  show 
that  with  one-half  of  the  large  smoke 
tubes  stopped  up,  the  performance  of  a 
superheated  steam  locomotive  was  re- 
duced to  practically  that  of  a  saturated 
locomotive,  and  the  fuel  consumption  was 
increased  24' i  ;  a  lesser  number  of  these 
tubes  stopped  up  affected  the  fuel  con- 
sumption proportionately.  Other  tests 
proved  that  with  100  small  tubes  stopped 
up  and  the  grate  openings  partially  ob- 
structed with  clinkers  the  fuel  consump- 
tion was  increased  47''< .  This  shows  that 
cleaning  flues,  grates,  etc.,  should  receive 
the  same  careful  attention  accorded  any 
other  work. 

Scale  on  Flues  and  Fire  Box  Sheets. — 
90.  Tests  have  shown  that  a  deposit  of 
scale  '(1  in.  in  thickness  resulted  in  a  fuel 
loss  of  15.6' r.  While  the  locomotive 
house  foreman  cannot  entirely  prevent 
the  formation  of  scale  on  flues  and  fire 
box  sheets,  he  can,  however,  help  reduce 
it  by  careful,  conscientious  boiler  wash- 
ing. 

Steam  Losses. — 91.  L'nder  this  head 
are  losses  due  to  defective  valves  and 
valve  seats  in  slide  valve  locomotives, 
valve  rings  and  bushings  in  superheated 
steam  locomotives,  anil  losses  due  to  de- 
fective cylinder  packing  rings  in  either 
or  both.  Some  of  these  defects  exist  at 
times  for  several  trips,  especially  in 
superheated  steam  locomotives,  due  to 
the  fact  that  the  leak  is  often  of  such  a 
nature  as  not  to  cause  a  very  loud  blow 
except  at  full  stroke;  if,  however,  the 
escaping  steam  were  measured,  the 
amount  of  steam  lost  would  often  prove 
.surprising.  It  has  been  found  a  good 
plan  on  many  railways  to  make  a  regu- 
lar inspection  of  valve  rings  and  bush- 
ings, as  well  as  cylinder  packing  rings. 


at   Ktated    periods. 

LoHHTH  Due  to  Impruper  .^tcam  OiKtri- 
butiun. — 'J'i.  Among  liKomotive  house 
men  it  is  a  generally  accepted  opinion 
that  vulvi'M  but  slightly  out  of  adjust- 
ment make  no  material  difference,  in  so 
far  HH  steam  consumption  is  concerned, 
they  fulling  to  realize  the  locomotive 
man  will  invariably  work  a  locomotive 
at  a  cut  off  at  which  the  locomotive 
sound.'i  most  nearly  jquare.  This  will 
always  b.-  at  a  point  of  cut  off  longer 
than  would  be  necessary  to  handle  the 
train  and  make  time  were  the  valves  in 
perfect  adju.stment;  this  results  in  the 
use  of  more  steam  than  would  otherwise 
be  required,  resulting  in  a  corresponding 
loss  of  fuel  and  that  much  extra  work 
for  the  fireman.  Locomotive  men  should 
always  report  locomotives  that  do  not 
sound  square,  and  the  locomotive  house 
should  make  the  proper  adju.stment  as 
soon  us  reported.  Lost  motion  will  grad- 
ually develop  in  any  valve  gear,  and  lost 
motion  will  throw  valves  out  of  adjust- 
ment and  so  affect  the  steam  distribu- 
tion, steam  consumption  and  general  lo- 
comotive efficiency. 

Testing  Safety  Valves.— 9.3.  The  U.S. 
Federal  Rules  call  for  a  quarterly  test  of 
pop  or  safety  valves  on  all  locomotives. 
The  locomotive  house  man  should  endeav- 
or to  anticipate  these  tests  so  as  to  make 
them  on  dates  when  it  is  known  that  the 
locomotive  will  be  ordered  for  service. 
This  will  save  a  part  of  the  heat  stored 
in  the  boiler,  as  well  as  the  fuel  remain- 
ing in  the  fire  box  after  the  test  has  been 
completed.  It  requires  from  1200  to  1800 
lb.  of  fuel  to  make  this  test,  and,  conse- 
quently, if  made  on  date  when  the  loco- 
motive is  not  wanted  this  fuel  is  practic- 
ally wasted. 

Stored  Locomotives. — 94.  When  loco- 
motives are  stored  or  housed  with  the 
fire  in  them  the  fire  should  not  be  cleaned 
but  should  be  banked  on  top  of  the  old 
fire,  allowing  the  ash  to  remain  on  the 
grate  to  reduce  the  draft  through  the  fire 
while  the  locomotive  is  stored. 
-  y.T.  Where  locomotives  are  equipped 
^vith  a  brick  arch  the  bank  should  be 
placed  under  the  fire  door,  and  where 
not  so  equipped,  against  the  back  flue 
sheet.  Then,  just  before  the  locomotive 
is  required  for  service,  the  fire  should 
be  cleaned.  Where  it  is  not  necessary 
to  draw  fires,  the  stack  should  always 
be  covered  to  retain  the  heat  stored  in 
the  water  and  to  prevent  unequal  expan- 
tion  between  flues  and  boiler  which  might 
result  in  leakage.  A  simple  handy  stack 
cover  can  be  made,  as  per  accompanying 
figure.  This  can  be  placed  over  the  stack 
from  the  floor  and  when  not  in  use  hung 
up  on  the  locomotive  house  wall,  one  at 
each    pit. 

'.'6.  Without  maximum  steam  pressure 
a  locomotive  may  be  c-ver  so  well  main- 
tained but  will  be  unable  to  handle  the 
proper  tonnage  successfully,  either  from 
an  operating  or  from  an  economical 
point  of  view. 

97.  The  locomotive  house  supervision 
should  exert  every  effort  to  eliminate  de- 
fects on  the  locomotive  which  will  in  any 
way  interfere  with  free  steaming  quali- 
ties. 

Sand  Pipes. — 98.  The  use  of  good  sharp 
ijand  is  essential  in  all  classes  of  service 
to  prevent  fuel  losses  due  to  locomotives 
slipping,  but  the  best  of  sand  is  useless 
unless  delivered  on  the  rail.  This  means 
that  the  sanding  apiwiratus  must  be  kept 
in  good  condition,  and  that  the  sand  pipes 
must  be  clamped  so  as  to  retain  the  cor- 
rect alignment. 

Direct  Fuel  Losses. — 99.  In  this  class 
would   come    such    losses   as   are   visible 


August,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


421 


when  they  occur,  such  as  coal  rolling  off 
the  tender  on  account  of  the  tender  be- 
ing overloaded;  coal  rolling  out  of  the 
gangway,  due  to  defective  or  poor  de- 
sign of  coal  gates;  lack  of  coal  guards, 
etc.;  coal  falling  through  holes  in  deck 
of  locomotive;  coal  jarred  off  when  drift- 
ing or  running  fast,  due  to  excessive 
slack  between  locomotive  and  tender,  etc. 
The  remedy  for  such  defects  is  obvious. 

Suggestion.s  to  Locomotive  Men. — 100. 
Your  rating  as  a  locomotive  man  de- 
])ends  on  your  ability  to  operate  the  lo- 
comotive in  your  charge  in  the  most  effi- 
cient and  economical  manner.  The  sug- 
gestions in  this  book,  if  followed,  will 
assist  you  to  do  this.  The  man  who 
fails  to  follow  same  places  himself  in  a 
position  which  may  bring  censure  upon 
himself  and  others  and  seriously  injure 
his  reputation  as  a  successful  locomotive 
man. 

101.  When  you  are  called  to  go  out, 
endeavor  to  report  at  the  locomotive 
house  in  plenty  of  time  to  check  the  reg- 
ister and  bulletin  boards  and  to  thor- 
oughly inspect  the  locomotive  on  which 
you  are  to  make  the  trip.  This  applies 
to  all  locomotive  men,  whether  regularly 
assigned  or  otherwise.  A  close  inspec- 
tion before  leaving  terminal,  particularly 
if  work  has  been  reported,  and  frequent 
inspections  during  the  trip,  when  condi- 
tions will  permit,  will  prevent  possible 
delays  and  locomotive  failures  that  might 
otherwise  occur. 

102.  Try  the  water  glass  cocks  and 
gauge  cocks  and  know  that  they  are  reg- 
istering correctly.  Know  that  all  bear- 
ings are  properly  lubricated  before  leav- 
ing terminal,  and  thereby  avoid  having 
to  stop  later  on  account  of  some  bearing 
running  hot  to  which  you  had  not  given 
proper  attention.  Try  both  injectors  and 
know  that  the  are  in  good  condition. 
Start  the  lubricator  about  10  to  15  min- 
utes before  leaving  the  terminal,  in  order 
that  oil  will  reach  valves  and  cylinder.s 
before  any  work  is  to  be  done. 

103.  In  testing  air  brakes,  notice  the 
fall  of  train  line  pressure  while  valve  is 
on  lap,  and  if  this  exceeds  .5  to  7%  lb. 
per  minute,  notify  car  inspectors  and  be 
governed  by  the  rules  of  the  road  by 
which  you  are  employed. 

104.  It  is  well  to  note  the  condition  of 
the  fire  unless  you  have  an  experienced 
fireman.  Keep  your  fireman  informed  as 
to  train  movements  in  order  that  he  may 
fire  successfully. 

105.  In  leaving  the  terminal,  endeavor 
to  work  your  locomotive  as  lightly  as 
possible  until  the  fireman  has  his  fire  in 
good  condition.  Work  the  locomotive  at 
shortest  cut  off  consistent  with  the  work 
required  in  order  to  get  the  benefit  of 
the  expansive  use  of  the  steam.  Carry 
water  at  the  proper  height  in  order  to 
get  as  dry  steam  as  possible  to  cylinders. 
Water  that  is  carried  over  into  super- 
heater or  the  cylinders  of  a  saturated  lo- 
comotive is  reducing  the  effectiveness  of 
the  locomotive  regardless  of  the  steam 
pressure  shown  on  the  gauge.  Overfeed- 
ing a  boiler  to  a  point  where  priming 
occurs  on  a  superheated  locomotive  will 
reduce  the  temperature  80  deg.  or  100 
deg.  F. 

106.  Avoid  rough  handling  in  starting 
trains,  as  this  may  cause  drawbar  trou- 
ble later  on.  If  you  are  unfortunate  and 
pull  out  a  drawbar,  study  the  conditions 
and  try  to  avoid  a  reoccurrence. 

107.  Avoid  unnecessary  stops  for  coal 
and  water.  Stop  at  points  that  will  re- 
quire the  least  effort  to  get  the  train 
away.  It  costs  from  600  to  1500  lb.  of 
coal  to  restore  a  train  to  speed,  depend- 
ing on  the  grade.    Where  conditions  will 


permit,   run   coal    dock    in    the    direction 
in  which  coal  is  handled  to  coal  dock. 

108.  Supervise  the  work  of  your  fire- 
man, giving  him  your  help  and  the  bene- 
fit of  your  experience.  Team  work  is 
what  counts.  A  locomotive  is  the  equiv- 
alent of  a  large  power  plant;  one,  how- 
ever, that  is  in  motion  when  employed. 
Without  a  fixed  foundation  and  compell- 
ed to  carry  its  fuel  and  water  supply 
with  it,  its  management  and  operation 
under  a  continuous  variety  of  conditions 
present  problems  that  must  be  met  in- 
stantly by  the  two  men  in  charge.  Ro- 
bust, conscientious,  industrious  effort  will 
always  bring  to  men  of  character  a  high 
measure  of  personal  satisfaction  and  ma- 
terial reward.  There  is  much  met  with 
that  is  irritating  in  every  vocation.  Keep 
good-natured  and  your  work  will  be  cor- 
respondingly light. 


X>  =  DiamO'iQ'r 


^  feud,  J 


V 


0. 


«^ 


Fig.    11.      Stack    Cover. 

109.  If  your  fireman  does  not  employ 
the  best  practice,  instruct  him  yourself, 
and  ask  the  road  foreman  or  locomotive 
supervisor  to  have  a  friendly  talk  with 
him,  setting  him  right. 

110.  Advise  the  fireman  as  to  grades, 
shut  off  points,  the  length  of  time  it  is 
probable  the  train  will  be  held  on  side 
track,  etc.,  and  explain  to  him  your  man- 
ner of  handling  the  injector,  so  that  he 
can  anticipate  your  needs  and  fire  ac- 
cordingly. 

111.  Endeavor  to  work  your  locomo- 
tive at  the  shortest  practicable  cut  off  at 
all  times,  so  as  to  obtain  full  benefit  of 
the  expansive  force   of  the   steam. 

112.  Endeavor  to  feed  the  boiler  uni- 
formly, and  do  not  allow  the  water  level 
to  rise  so  high  that  the  effectiveness  of 
the  locomotive  or  the  superheater  will  be 
destroyed. 


11.3.  By  careful  handling,  good  lubri- 
cation of  the  valves  and  cylinders  can 
be  maintained  with  a  very  small  quan- 
tity of  oil.  Oil  that  is  fed  with  steam 
sticks  to  the  metal  surfaces  and  will  lub- 
ricate for  a  long  time  unless  it  is  washed 
off  by  water  or  burned  off  by  drifting. 
If  a  proper  water  level  is  maintained  and 
attention  is  paid  to  the  position  of  the 
throttle  and  the  reverse  lever  when  drift- 
ing, a  few  drops  of  oil  will  protect  a 
large  rubbing  surface.  If,  however,  in 
order  to  cover  up  errors  in  judgment  too 
high  a  water  level  is  carried  when  run- 
ning or  if  the  boiler  is  overfilled  when 
standing,  water  from  the  boiler  with  its 
.scum  and  impurities  will  pass  over  with 
the  steam  and  will  scour  the  oil  film  from 
the  cylinder  and  valve  surfaces. 

114.  Whenever  a  high  water  level  does 
occur,  it  will  prove  cheaper  to  use  oil 
freely  than  to  suffer  the  friction  loss  and 
fuel  waste  which  result  from  dry  valve 
seats  and  cylinder  walls.  Forethought 
will  save  both  coal  and  oil,  and  locomo- 
tive men  who  make  a  good  fuel  perform- 
ance generally  make  a  good  oil  per- 
formance. 

115.  Avoid  wasting  steam  at  the  pops. 
When  conditions,  such  as  emergency 
stops,  make  popping  unavoidable,  close 
your  injector  heater  cocks  and  lightly 
blow  steam  back  into  the  tank,  thuB 
heating  the  feed  water.  Injectors  will 
lift  water  as  warm  as  your  hand  (100 
deg.)  and  feed  water  heated  to  this  tem- 
perature saves  about  4' V  of  the  fuel  and 
increases  the  locomotive's  steam  capa- 
city on  hard  pulls. 

116.  Careful  judgment  in  handling  the 
train  brakes  will  save  fuel.  A  moving 
train  contains  energy.  Make  the  best 
use  of  this  energy,  consistent  with  safe- 
ty. If  you  lose  it  by  unwise  braking,  it 
must  be  restored  through  the  use  of  fuel, 
both  for  the  train  and  the  air  pump. 

117.  .\void  slipping  your  locomotive. 
It  tears  the  fire  and  wastes  coal. 

118.  Do  not  use  your  cab  lights  on 
your  headlight  in  the  daytime. 

Suggestion.s  to  Locomotive  Fireman. — 
119.  A  man  in  accepting  a  position  as  a 
locomotive  fireman  should  make  a  study 
of  his  work,  mastering  it  in  the  same 
manner  that  he  would  any  other  trade 
or  profession. 

120.  A  skillful  locomotive  fireman  be- 
comes a  skillful  locomotive  man,  and 
thereby  places  himself  in  a  position  for 
further  advancement. 

121.  A  few  minutes  each  day,  reading 
some  authority  on  matters  pertaining  to 
your  present  duties,  and  those  to  which 
you  aspire,  will  very  materially  assist 
you. 

122.  In  firing  a  locomotive  you  are 
serving  your  apprenticeship  as  a  pros- 
pective locomotive  man  and  should  con- 
sider the  locomotive  man  for  whom  you 
are  firing  in  the  same  position  as  the 
man  of  the  shop  in  which  you  might  be 
learning  a  trade,  or  the  lawyer  or  doc- 
tor in  whose  office  you  might  be  studying 
the  profession  of  law  or  medicine. 

123.  Harmony  between  the  locomotive 
man  and  the  fireman  must  exist  in  order 
to  secure  the  best  results.  As  the  loco- 
motive man  is  responsible  for  the  per- 
formance of  the  locomotive  while  in  his 
charge,  so  is  the  fireman  responsible  to 
the  locomotive  man  for  the  manner  in 
which  he  performs  his  duties.  No  one  is 
better  fitted  to  properly  instruct  the  fire- 
man than  the  locomotive  man,  as  by  his 
years  of  service  ho  has  learned  by  ex- 
perience the  manner  in  which  these  duties 
should  bo  performed. 

124.  The  duties  of  a  locomotive  fire- 
man are  varied,  and  merely  keeping  the 


422 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


August,  1920. 


locomotive  up  to  the  poppinif  point  ii| 
not  an  iniliiMtion  th«t  h«'  m  «  suircimful 
ftri)m«n.  Whilv  proiHT  i«t«-«m  nrii«»urc  is 
inienti«l,  there  are  miiny  other  thinRii 
which  are  just  ■»  impcrUnt. 

125.  A  (toml  nUrt  (foen  far  toward 
makinK  for  a  nui-ceimful  trip.  Cet  around 
early  enough  to  try  the  (trate!".  blower, 
fire  door,  utoUer.  etc.  Set-  that  you  have 
all  neceimary  supplies,  then  arrange  your 
fire,  »o  you  will  not  have  to  work  with 
it  when  you  should  be  looking  for  sig- 
nals. 

126.  Before  leaving,  have  your  tire 
built  so  that  the  heavy  exhaust  due  to 
sUrting  the  train  will  not  tear  holes  in 
it,  thereafter  fire  as  lightly  as  possible. 
Avoid  "slugging"  the  fire  regardless  of 
whether  the  locomotive  is  hand  or  stoker 
tired— this  will  save  work  later  on.  Do 
not  try  to  carry  the  steam  pressure  at 
the  popping  point,  but  within  about  5  lb. 
of  same,  in  order  to  avoid  opening  the 
door  to  prevent  popping  in  case  of  an 
unexpected  stop.  Every  time  the  pops 
open,   fuel   is   wasted. 

127.  Worry  wears  more  than  work. 
The  fireman  will  worry  if  he  cannot  keep 
steam.  Try  cracking  the  coal,  firing  light 
and  often,  closing  the  door  betv^een 
scoops.  Keep  the  deck  clean.  This  looks 
better,  saves  coal,  and  may  save  a  sprain- 
ed ankle.  Wet  the  coal  just  enough  to 
keep  down  the  dust.  Too  much  water  on 
the  coal  retards  combustion.-  Water  will 
not  burn. 

128.  Avoid  the  excessive  shaking  of 
grates,  but  keep  the  fire  down  in  order 
that  sufficient  air  can  pass  through  the 
fire.  By  firing  light  and  keeping  the  fire 
shaken  down  so  that  the  fire  box  will  not 
fill  up  with  ashes,  you  will  ensure  the 
absence  of  black  smoke,  which  is  one  in- 
dication of  perfect  combustion.  An  ex- 
cessive amount  of  black  smoke  escaping 
from  the  stack  is  an  indication  of  im- 
proper firing  and  should  be  avoided. 
Keep  the  fire  free  from  banks,  as  the 
brighter  the  fire,  the  more  heat  is  pro- 
duced. .     . 

129.  Do  not  use  the  rake  unless  it  is 
absolutely  necessary,  and  then  only  to 
remove  clinkers  or  to  remove  a  bank. 
Learn  the  profile  of  the  road  so  that  you 
can  have  your  fire  in  condition  to  do  the 
wofk  required.  When  locomotive  is  not 
using  steam,  and  water  is  being  supplied 
to  the  boiler,  have  your  fire  in  such  con- 
dition that  the  water  entering  the  boiler 
will  not  reduce  the  temperature  of  the 
fire  box  and  sheets  to  a  degree  that 
would  cause  them  to  leak. 

130.  The  overloading  of  tanks  with 
coal  is  a  serious  proposition.  You  not 
only  waste  the  coal  that  falls  off,  but 
employes  and  passengers  may  be  serious- 
ly injured.  A  few  minutes  of  your  time 
taken  in  leveling  the  coal  down  will  avoid 
this.  Think  about  it.  Is  it  worth  your 
time  to  save  someone  from  possible  in- 
jury? At  the  end  of  your  run,  when  the 
locomotive  is  placed  on  the  receiving 
track,  have  your  fire  in  such  a  condition 
that  it  can  be  either  dumped  or  maintain- 
ed as  conditions  demand,  and  see  that 
there  is  sufficient  water  in  the  boiler  to 
keep  it  safe  until  the  hostler  takes 
charge.  Notify  the  locomotive  man  of 
all  defects  that  should  be  corrected,  that 
he  may  report  them. 

l.'il.  Close  the  fire  door  after  each 
scoopful  of  coal  is  fired. 

132.  Do  not  shake  the  grates  except 
when  absolutely  neces.nary  —  and  then 
shake  them  gently.  They  should  never 
be  shaken  while  the  locomotive  is  work- 
ing hard:  the  high  draft  will  then  carry 
ash  up  into  the  tubes  and  superheater 
flues   and  clog   them. 


134.  When  your  Iwomotivc  in  running 
with  a  drifting  throttle,  fire  only  enough 
loal   to  keep  the   fir«    in   goewl  condition. 

1.3.'i.  If  large  lumps  of  coal  reach  your 
tender,  break  them  down  before  firing 
them. 

1.36.  Ise  the  blower  as  lightly  as  pon- 
sible,  and  no  longer  than   is   necessary. 

137.  When  entering  a  terminal  let  your 
fire  burn  down  to  the  proper  level;  but 
do  not  starve  it  to  the  point  where,  in 
order  to  get  a  boilerful  of  water,  it  will 
become  necessary  to  rebuild  it  just  be- 
fore the  locomotive  goes  on  the  cinder 
pit. 

IW.  Do  not  use  the  injector  when  there 
is  little  or  no  fire  in  the  locomotive.  To 
do  so  starts  the  flues  and  side  sheets 
leaking. 

139.  Keep  your  deck  clean.  A  well 
swept  deck  with  the  coal  in  the  tender 
sprinkled,  but  not  flooded,  helps  save 
coal  and  increases  your  comfort. 

140.  Do  not  permit  coal  to  fall  off  the 
gangway.  This  is  not  only  wasteful,  but 
dangerous. 

141.  Study  the  methods  of  good  firing. 
Talk  about  "them  with  other  firemen.  Try 
to  improve  your  own  practice. 

142.  On  oil  burning  locomotives,  sand 
the  flues  frequently;  save  oil  by  avoid- 
ing black  smoke. 

143.  Whether  using'  coal  or  oil,  per- 
sistent black  smoke  indicates  poor  fir- 
ing. Try  at  all  times  to  avoid  it,  but 
especially  in  cities,  where  it  causes  not 
only  fuel  waste,  but  discomfort  and  dam- 
age. 

Suggestions  to  Locomotive  House  Offi- 
cials.— 144.  Have  coal  shoveled  ahead  on 
tenders  at  terminals  remote  from  the 
mines,  and  put  on  lio  more  coal  at  such 
points  than  is  necessary  to  take  the  train 
back  to  the  terminal  nearest  the  mines. 

145.  Insist  that  tenders  be  not  so  over- 
loaded as  to  spill  coal.  Have  them  trim- 
med before  leaving  the  chute,  so  that 
surplus  coal  may  be  picked  up. 

146.  Do  not  permit  locomotives  to  be 
held  under  steam  unnecessarily.  If  they 
must  be  held,  bank  the  fires— if  they  are 
to  be  held  for  24  hours,  remove  the  fires. 

147.  Do  not  allow  a  locomotive  to  leave 
the  terminal  unless  its  fire  is  in  proper 
condition. 

148.  Unless  absolutely  necessary,  do 
not  allow  fresh  coal  to  be  placed  in  the 
fire  box  while  the  locomotive  is  held  for 
its  fire  to  be  knocked. 

149.  To  avoid  delay  at  leaving  time, 
have  tools  and  supplies  placed  on  the 
locomotive  before  the  crew  reports. 

150.  Maintain  fire  door  openers  so  that 
they   will  operate  properly. 

151.  Arrange  fire  doors  not  equipped 
with  automatic  openers  so  that  they  can 
be  easily  swung  open  and  will  remain 
latched  open  in  rounding  curves,  and  so 
they  can  be  easily  swung  shut  after  fir- 
ing each  scoop  of  coal. 

152.  Brick  arches  must  be  maintained. 

153.  Injectors  which  are  too  large 
should  be  replaced  with  those  of  proper 
capacity. 

154.  When  locomotive  fires  are  cleaned, 
have  a  competent  inspector  enter  the 
fire  box.  He  should  assure  himself  that 
the  grates  are  thoroughly  clean,  that 
there  are  no  broken  grate  fingers  or  ex- 
cessive openings,  that  the  grate  is  level 
when  the  grate  lever  keepers  are  in  place 
and  locked,  and  that  the  arches  are  clean 
an<i  in  repair.  He  should  also  see  that 
the  flues  are  clean  and  free  from  leaks, 
particularly  the  superheater  flues.  Super- 
heater flues  when  clogged  with  soot  and 
cinders  are   useless. 

155.  See  that  all  coal  burning  locomo- 
tives  have  a   toUl   ash   pan  air  opening 


equal  to  at  leant  U'V  of  the  grat«  area. 
I.'i6.  Maintain  boilen  up  to  their  high- 
e»t  efficiency;  wanh  them  when  neceii- 
iiary,  and  have  the  flue*  bored  and  blown 
out  every  trip.  Give  upecial  attention  to 
the    iiup«'rheater   fluef. 

157.  Kliminate  front  end  air  leaks. 

158.  Do  not  allow  locomotives  to  run 
with  mud  ring  leaks.  This  leakage  rep- 
resents a  considerable  waste  of  fuel. 

159.  Make  a  «pecial  inspection  of  all 
locomotives  to  see  that  the  exhaust  noz- 
zles are  opened  up  to  the  largest  area 
consistent  with  proper  steaming.  Keep 
a  nozzle  record  of  all  locomotives,  show- 
ing the  class,  size,  date  of  cleaning,  and 
date  of  nozzle  changes. 

160.  Holes  in  the  cab  decking,  defec- 
tive aprons,  and  lost  motion  in  the  ten- 
der connections  all  lead  to  direct  coal 
losses. 

161.  Make  certain  that  steam  pipes 
and  superheaters  are  tested  at  frequent 
intervals.  Cold  water  tests  should  not, 
however,  be  made  when  the  parts  are 
hot. 

162.  See  that  cylinder  and  valve  rings 
are  maintained  so  that  they  do  not  blow; 
and  keep  the  valves  squared  up  on  all 
locomotives. 

163.  On  oil  burning  locomotives,  main- 
tain all  piping,  valves  and  operating  fit- 
tings in  good  condition.  Keep  the  burner 
clean  and  in  proper  alignment,  making 
periodical  inspections  of  burners  to  de- 
termine if  defective.  Pans  must  be 
maintained  in  good  condition  and  rigidly 
secured  to  avoid  air  leaks  at  sides  and 
front  behind  brickwork.  Inspection  should 
be  made  each  trip  to  ensure  brickwork 
being  in  good  condition  and  all  carbon 
and  sand  removed.  Keep  air  openings 
free  from  slag  and  carbon  accumula- 
tions. 

164.  The  flues  in  an  oil  burning  boiler 
require  the  same  attention  as  a  coal 
burner.  Dampers  should  be  maintained 
over  all  air  openings,  and  must  be  easy 
to  operate. 

Exhaust  Nozzles. 
In  addition  to  the  subjects  heretofore 
treated,  your  committee  was  instructed 
to  investigate  the  shape  of  exhaust  noz- 
zles to  determine  that  which  would  pro- 
duce the  highest  vacuum  and  least  back 
pressure.  It  is  believed  that  this  a  prob- 
lem requiring  for  its  solution  the  preser- 
vation of  practically  uniform  conditions 
throughout  the  investigation  and,  there- 
fore, one  demanding  a  series  of  test  plant 
observations.  While  it  may  be  possible 
to  obtain  rough  approximations  in  tests 
under  road  conditions,  the  variables  are 
so  numerous  and  so  great  as  to  inipair 
the  value  of  conclusions  demanding  a 
reasonable  degree  of  accuracy.  Varia- 
tions affecting  the  results  by  as  much 
as  5'^V  would  be  fatal  to  an  investigation 
in  which  such  a  variation  is  of  as  much 
importance  as  it  is  where  both  hauling 
capacity  and  fuel  economy  are  involved. 
The  facilities  for  the  required  investiga- 
tion are  not  now  at  the  service  of  the 
association  and  it  is.  therefore,  inipos- 
.«ible  to  submit  any  final  conclusions  at 
this  time,  but  through  the  courtesy  of 
the  Pennsylvania  Rd.  a  partial  report 
niny  I't'  made  from  tests  conductc<l  in  the 
.\ltoona  test  plant.  The  investigations 
made  by  the  Pennsylvania  were  for  the 
purpose  of  ascertaining  the  maximum 
equivalent  evaporation  and  the  least 
average  back  pressure  under  uniform 
operating  conditions  with  different  shape 
nozzles. 

1.  The  circular  nozzle  is  circular  m 
diameter  at  the  entrance  and  gradually 
tapers  to  the  exit  diameter  at  a  disUnce 
of  one  inch  from  the  exit,  the  sides  be- 


August,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


423 


ing  parallel  beyond  this  point. 

2.  The  rectanpular  nozzle  has  a  cir- 
cular entrance  area,  this  area  sradually 
tapering  into  a  rectanguler  at  2%  in. 
from  the  inlet.  From  this  point  the  sides 
of  the  opening  are  parallel  for  a  distance 
of  one  inch  to  the  tip  of  the  nozzle. 

3.  The  four  internal  projection  con- 
sists of  a  circular  nozzle  having  triangu- 
lar shaped  bars  projecting  1  in.  toward 
the  center  from  four  equal  distant  points 
to  the  edge  of  the  nozzle.  The  bars  have 
an  edge  turned  toward  the  discharge  jet. 

4.  The  alligator  nozzle,  12  in.  high, 
consists  of  a  circular  nozzle  having  two 
jaws  or  points  projecting  12  in.  above 
the  tip  of  the  nozzle.  The  jaws  are  6% 
in.  apart  at  the  tip,  and  this  diameter 
remains  constant  to  a  point  %  in.  below 
the  tip  of  the  nozzle,  from  which  point 
the  diameter  is  gradually  increased  to 
the   nominal   dimension. 

5.  The  alligator  nozzle,  6  in.  high,  is 
similar  to  the  12  in.  alligator  nozzle  al- 
ready described,  except  that  the  jaws  are 
6  in.  high. 

6.  The  four  vertical  projection  differs 
from  the  alligator  nozzle,  in  that  it  has 
four  points  instead  of  two.  The  diameter 
is  uniform  to  a  point  1  in.  below  the  tip 
of  the  nozzle,  from  which  point  it  grad- 
ually increases  to  the  nominal  diameter 
at  the  bottom. 

7.  The  vertical  projection  and  splitter 
is  circular,  a  splitter  being  fitted  at  the 
top,  and  a  conical  piece  attached  to  the 
splitter  at  the  center,  projecting  down- 
ward eVi  in.  below  the  tij)  of  the  nozzle. 

8.  The  special  shaped  nozzle  consists 
of  a  circular  nozzle,  having  four  projec- 
tions from  the  tip  4  in.  high,  which  are 
bored  conical,  the  diameter  at  the  top 
being  %  in.  smaller  than  at  the  bottom 
of  the  projections.  These  projections 
are  2  in.  wide  at  the  bottom  and  flare  out 
to  about  4  in.  in  width  at  the  top. 

9.  The  splitter  consists  of  a  circular 
nozzle  tapering  on  the  interior  for  2% 
in.  from  the  inlet,  from  which  point  the 
sides  are  parallel  to  the  nozzle  tip. 
Across  the  center  is  fitted  a  triangular 
piece,  having  one  edge  directed  downward 
toward  the  discharge  jet  and  having  a 
width  of  %  in.  at  the  top. 

10.  The  four  notched  circular  nozzle  is 
somewhat  similar  to  no.  1,  except  that 
it  has  four  notches  set  into  it  at  the  top. 
These  notches  are  so  shaped  that  they 
would  form  a  rectangle  were  it  not  for 
the  sides  of  the  rectangle  being  cut  in 
the  form  of  a  circle. 

Test.s  were  made  on  a  Pacific  type  lo- 
comotive equipped  with  a  Schmidt  sup- 
erheater and  a  brick  arch.  The  same 
arrangement  of  front  end  details  was 
maintained  throughout  the  tests.  With 
each  design  of  nozzle,  the  evaporative 
rate  was  increased  until  the  boiler  limit 
was  reached,  the  usual  observations  be- 
ing taken  of  boiler  and  locomotive  per- 
formance. 

The  results  of  the  tests  correspond- 
ing to  the  various  shapes  of  nozzles  are 
shown  in  the  accompanying  table.  They 
indicate  that  under  the  conditions  pecul- 
iar to  this  test  with  a  nozzle  having  four 
internal  projections  it  was  possible  to 
obtain  a  higher  equivalent  evaporation 
per  hour  with  less  back  pressure  than 
with  a  circular  or  rectangular  nozzle  hav- 
ing approximately  the  same  net  area. 

Summary  of   Results  of   Nozzle  Tests.    ' 


Description.                   '-'x  .-^j:  ^--.^S  -^ 

"C  S  §  c  J  >  a  £  i 

Four  internal  projections  9  421  65  129  14.9  1 

RectanKular    9S10  64  316  14.3  2 

Circular,  area  33.29  4  218  49  249  9.2  6 


Circular,  area   30.68   6  734  52  223  10.5  5 

Allieator.  12  in.  hitrh  ....  5  292  47  852         9.6  11 

AUiKator.    6    in.    hifth    ....  6  18G  49  129  11.2  9 

Four  vertical  projections  5  833  50  773         8  6 
Vertical    projection    and 

splitter    7  048  59  624  10.8  5 

Four  notched  circular  ..  6  003  50  838         8.1  7 

Splitter    7  804  58  686  10.9  4 

Special     shape     5  854  47  890         5.8  10 

Conclusions. — Your  committee  does  not 
consider  the  information  now  available 
sufficiently  complete  to  justify  positive 
conclusions  as  to  the  most  efficient  shape 
of  nozzle,  and  is  only  in  position  to  re- 
port that  the  circular  form  of  nozzle 
does  not  result  in  the  highest  vacuum 
and  the  least  back  pressure.  As  to  what 
form  will  produce  those  conditions  it  is 
impossible  to  say  without  an  extended 
investigation  involving  a  long  series  of 
test  plant  observations.  It  seems  evi- 
dent, however,  that  all  preconceived  ideas 
of  exhaust  jet  action  must  be  revised,  to 
agree  with  the  apparent  fact  that  the 
best  results  will  be  obtained  when  the 
jet  countour  is  interrupted  as  is  the  case 
both  with  the  internal  projection  nozzle 
and  with  the  one  having  one  axis  longer 
than  the  other. 

Front  End  Design. 
Your  committee  has  given  some  con- 
sideration to  the  matter  of  front  end 
appliances,  as  affecting  fuel  economy  and 
locomotive  repair  costs,  but  is  unable  to 
present  a  design  applicable  to  all  types 
of  locomotives  in  different  classes  of  ser- 
vice. In  fact,  from  the  information  at 
hand,  it  is  believed  that  a  suitable  gen- 
eral standard  would  not  meet  practical 
requirements,  because  of  the  variables 
introduced  through  differences  in  dimen- 
sions vitally  affecting  the  problem.  It, 
therefore  appears  to  be  necessary  that 
the  best  arrangement  be  determined  for 
each  class  of  locomotive  and  normal  ser- 
vice conditions  using  the  regular  fuel 
supply.  It  is  probable  that  better  re- 
sults can  be  produced  by  these  means 
than  could  possibly  be  .obtained  from  any 
pre-determined  standard  that  did  not 
duplicate  all  the  variables,  including 
those  arising  under   service   conditions. 

Your  committee  does  believe,  however, 
that  there  is  opportunity  for  increased 
facility  in  maintenance,  and  reduced  cost 
of  repairs  through  the  use  of  the  so- 
called  "unit"  fi-ont  end  netting  arrange- 
ment. It  is  obvious  that  a  design  per- 
mitting the  complete  removal  of  the  as- 
sembled netting  will  be  more  easily  main- 
tained, will  reduce  locomotive  shop  hours, 
and  effect  a  reduction  in  the  cost  both  of 
labor  and  material.  For  these  reasons, 
it  is  the  opinion  of  the  committee  that 
the  use  of  some  form  of  unit  front  end 
should  be  extended. 

A  suitable  standard  having  been  de- 
termined, the  front  end  details  should  be 
permanently  fastened  to  prevent  further 
adjustments.  Diaphragm  plates  and 
stack  extensions  or  so  called  "pettitcoat 
pipes"  should  be  riveted  or  welded  in  po- 
sition and  never  changed  except  on  the 
recommendation  of  the  authority  estab- 
lishing the  correct  relations.  The  only 
variable  in  the  front  end  should  be  the 
exhaust  nozzle  and  this  should  never  be 
altered  to  cure  a  steam  complaint  until 
the  cause  of  the  complaint  has  been  de- 
termined. 

Running  Stoker  Fired  Locomotives 
Over  More  Than  One  Division.  —  Your 
committee  recognizes  that  there  may  be 
some  fuel  economy  in  running  stoker 
fired  locomotives  over  more  than  one  di- 
vision, but  does  not  find  that  the  prac- 
tice prevails  on  any  of  the  larger  sys- 
tems operating  these  locomotives.  While 
it  may  be  practicable  to  increase  the 
mileage  of  such  locomotives,  the  net  eco- 
nomy of  operation  is  doubtful,  especially 


as  topographical  conditions  are  frequent- 
ly such  that  it  is  impossible  to  handle 
the  most  economical  rating  on  the  second 
division,  the  loss  in  fuel  per  thousand 
ton  miles  therefore  exceeding  the  saving 
otherwise  effected.  This  is  a  question 
that  must  be  determined  by  local  oper- 
ating conditions,  including  terminal  fa- 
cilities. 

In  conclusion,  your  committee  desires 
to  emphasize  the  continued  importance 
of  the  fuel  problem,  especially  at  this 
period  of  rising  costs,  of  inadequate  la- 
bor supply,  and  of  car  shortage.  It  must 
be  admitted  that  the  outlook  for  more 
favorable  conditions  is  not  promising, 
and  it,  therefore,  becomes  a  paramount 
duty  to  employ  all  reasonable  means  of 
economy  in  order  that  the  available  fuel 
supply  may  be  conserved  and  diverted 
to  useful  productive  purposes. 

Canadian  National  Railways 
Earnings. 


February 
March   .   , 
April 
May 


7.761.826 
8.207.478 
8.305.860 


7.160,086 
6,936,635 
7,884.287 
6.433.035 


$45,834,823   $41,467,072 

Canadian  Northern  Railway  System. 


January 
February 
March 
April 


1920 
$4,200,700 
3.862.300 
4.587.700 
4.732.623 
4.863.500 


1919 
$4,026,000 
3.363,800 

3.r)r,4.360 

3.878.149 
4.337,750 


$22,246,823       $19,160,049 


Canadian  Pacific  Railway  Earn- 
ings, Expenses,  Etc. 


Gross  eaminBS,  working  expenses,  net  eaminKB. 
and  increases  or  decreases,  from  Jan.  1.  1920. 
compared   with   those   of    1919: 

Increases  or 
Gross  Expenses  Net         decreases 

Jan...  $13,914,569  $13,328,628  $686,941  •$967,671 
Feb..  13,557,104  12,848.231  713.873  '267,242 
Mar  ir..71.'->.937        13.758.171     1,957.766       418.721 

Apr  ir,.929.416        13,587.570    2.341.846        253.222 

May  16.459.986  13.262,044  3,197,942  164,182 
June..       16.480.574        13.849,757    2.630.817      •359,604 

$92,057,586    $80,629,400  $11,428,186  •$758,292 

Incr.      $15,335,319    $16,093,611         

Deer 758.292      

Approximate  eaminprs  for  three  weeks  ended 
July  21.  $11,275,000,  against  $9,047,000  for  same 
period   1919. 


Grand  Trunk  Railway  Earnings, 
Expenses,  Etc. 


Gross  earnings,  working  expenses,  net  earnings, 
and  increases  or  decreases,  from  Jan.  1.  1920. 
compared   with   those  of   1919: 

Gross         Expenses  Net         Decrease 

Jan  5.054.034   i    5.867.445  $  '813.441   $       97.406 

Feb]  4.660.831         5.159.742       ^498.911         188.987 

Mar  6.766.372        6.491,293        266,079        675,215 

Apr.  5,477,816       6,187.340        290,476        465,592 

May  6,878,934        5,547.513 


331,421        337.200 


$26,827,987  $27,253,333  *$  425.346  $r;664.400 

Incr.        $2,194,867     $3.8.59,267        

Peer $1,664,400        

'Deficit. 


Government's  Railway   Policy.  —  The 

National  Liberal  and  Consen'ative  Par- 
ty's platform,  announced  at  Ottawa  July 
1,  contains  the  following: — "Recognition 
of  the  necessity,  under  existing  condi- 
tions, of  amalgamating  and  unifying  the 
various  railway  lines  owned  by  the  Do- 
minion, with  a  view  to  eliminating  dupli- 
cation and  effecting  economies  in  con- 
struction and  administration.  Expert 
management  and  operation  of  the  entire 
railway  systems,  unfettered  by  partisan 
political  interference.  The  fixing  of  a 
proper  capitalization  for  the  National 
Railway  System." 


fJJ  Au>ru.sl.  1920. 

Merging:  the  Grand  Trunk  Railway  into  the  Canadian  National  Railways. 


Vrliilr.iliiiii    iif    Stork    ValurM. 

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ti  •  I.  onp  by  the  (trnmi  Trunk, 

a  5hBll   bo  Sir  Wultrr  Cns- 

■:'  tho  Kxrhi-quer  Court  of 
t  111  iiMii.  >Mn>  shall  be  Chairman  of  tho 
bonnl.  Should  Sir  Walter  Cassols  die 
or  Ih"  unable  to  act,  the  said  parties  shall 
ajrroo  upon  another  third  arbitrator  who 
shall  be  either  the  then  .ludife  of  the 
Kxrhe<|Uer  <'ourt  of  Canada,  or  one  of 
the  jud>re«  of  the  Supreme  Court  of  Can- 
ada, and  who  shall  likewise  bo  Chair- 
man. Should  any  vacancy  occur  in  tho 
board  of  arbitrators  other  than  the  third 
arbitrator,  the  arbitrator  to  fill  the  va- 
cancy shall  bo  appointed  in  tho  same 
way  as  the  arbitrator  whose  seat  has  be- 
come vacant  was  appointed." 

On  .July  !»  the  Dominion  Government 
passed  an  order  in  council  appointini; 
Rt.  Hon.  Sir  Thomas  White  as  its  arbitra- 
tor on  the  board.  Tho  G.T.R.  Co.  has 
appointed  W.  H.  Taft.  ox-Prosidont  of 
the  I'nited  States,  as  its  arbitrator.  The 
Kovemment  will  be  represented  by  the 
following  counsel:  N.  W.  Tilley,  K.C.,  To- 
ronto; Hector  Mclnnes,  K.C.,  Halifax; 
H.  A.  Lovett,  K.C.,  Montreal,  and  Pierce 
Butler,  St.  Paul,  Minn.  The  G.T.R.  will 
be  represented  by  W.  H.  BipKar,  K.C., 
Vice  President  and  General  Counsel; 
Eugene  Lafleur,  K.C.;  A.  W.  Atwater, 
K.C.,  Montreal,  and  F.  H.  Phippen,  K.C., 
Toronto. 

Co-ordination    of    Services. 

Canadian  Railway  and  Marine  World 
has  piven  in  previous  issues  full  particu- 
lars of  tho  appointment  of  tho  manap- 
inK  committee,  representinc  the  Domin- 
ion Government  and  the  G.T.R.,  to  en- 
sure the  operation  of  the  latter  in  har- 
mony with  the  C.N'.R.,  pendintr  the  arbi- 
tration as  to  G.T.R.  stock  values,  and  the 
transfer  of  the  company's  property  to 
the  povemmont.  Sub-committees,  ap- 
pointed by  the  manafrinir  committee,  have 
done  a  larpc  amount  of  work  in  this  con- 
nection, some  of  the  results  of  which 
were  jrivon  in  Canadian  Railway  and  Ma- 
rino World  for  .luly.  and  particulars  of 
others   are  K'ven   below. 

Traffic   Department    Changes. 

Boston.  Mas-.-  C.  .1.  Pierce,  heretofore 
Geni-ral  .\pent,  Freight  Department,  G. 
T.R.,  will  also  act  in  same  capacity  for 
Canadian  National  Rys.  in  New  England 
District,  vice  C.  K.  Howard,  heretofore 
General  Airent,  C.N.R.,  appointed  Gen- 
eral Tourist  Ajrcnt,  C.N.R.,  Toronto. 

Buffalo,  N.Y.  — Ira  W.  Gantt,  hereto- 
fore Assistant  General  Froipht  Apent, 
G.T.R.,  will  also  act  in  the  same  capa- 
city for  Canadian  National  Rys.,  with 
supervision  of  traffic  through  the  Niagara 
frontier,  also  of  traffic  under  jurisdiction 
of  freiifht  traffic  offices  at  New  York, 
Philadelphia,  Buffalo,  Pittsburp.  Toledo, 
Cleveland  and  Cincinnati. 

G.  A.  McGuire,  heretofore  Commercial 
Airent.  Freitrht  Department,  G.T.R.,  will 
nl.«.i  ii(  t  for  the  C.N.R.  Both  these  Buf- 
falo officials  continue  their  offices  in  the 
Chamber  of  Commerce  Buildinfc. 

Cincinnati,  Ohio. — W.  K.  Evans,  here- 


tofore Commercial  Aifent,  Freight  De- 
nartinent,  G.T.R.,  will  alon  act  for  C.N. 
R.,  continuinK  his  office  in  Traction  Build- 
\ntl- 

Cleveland,  Ohio.-D.  .M.  Crawford, 
heretofore  Commercial  Aifont,  G.T.R.,  at 
PittsburK,  Pa.,  has  been  appointed  Gen- 
eral Apent,  C.N.R.  and  G.T.R.,  at  Cleve- 
land. Ohio,  with  office  in   Kirby   Building. 

Hamilton,  Ont.  — R.  J.  S.  Weatherston. 
heretofore  Division  F'reiKht  Ajfont,  G.T. 
R.,  will  also  act  in  the  same  capacity  for 
C.N.R.,  vice  G.  M.  Thomas,  heretofore 
District  Freight  Agent,  C.N.R.,  appoint- 
ed Commercial  Agent,  C.N.R.-G.T.R.,  at 
Windsor,  Ont. 

F.  T.  Nelson  has  been  appointed  City 
Freight  Agent  for  the  C.N.R.  and  G.T.R. 
at  Hamilton. 

Montreal. —  H.  A.  Carson,  heretofore 
City  Freight  Agent,  G.T.R.,  will  also  act 
in  the  same  capacity  for  Canadian  Na- 
tional Rys.,  vice  S.  E.  Leger,  of  the  C.N. 
R.,  who  has  been  assigned  to  special 
duties    in    .Montreal. 

New  York,  N.Y. — J.  O.  Adams,  hereto- 
fore General  Eastern  PVeight  Agent,  G. 
T.R.,  will  also  act  in  .same  capacity  for 
C.N.R.,  vice  F.  .\.  Young,  General  Agent, 
C.N.R.,  transferred.  Mr.  Adams'  office 
continues   at   140.T  W'oolworth   Building. 

Ottawa. — E.  .1.  Hilliard.  heretofore  Di- 
vision Freight  .\gent,  G.T.R.,  will  also 
act  in  same  capacity  for  C.N.R.  Terri- 
tory, east  of  North  Bay,  Ont.,  to  Hawkes- 
bury,  also  Kingston-Harrowsmith  and 
oast.  The  position  of  acting  Division 
Agent,  C.N.R.,  held  heretofore  by  Geo. 
Collons,  has  been  abolished,  Mr.  Collins 
reverting  to  Special  Agent,  C.N.R.,  at 
Trenton,  Ont. 

A.  H.  Gow  has  been  appointed  City 
Freight  Agent  for  C.N.R.  and  G.T.R.  at 
OtUwa. 

Philadelphia,  Pa.— C.  G.  Haigh,  here- 
tofore Commercial  .Agent,  Freight  De- 
partment, G.T.R.,  will  act  in  same  capa- 
city for  C.N.R.,  continuing  his  office  at 
114  Customs  House  Place. 

Pittsburg,  Pa.— F.  G.  Wood,  heretofore 
General  Agent,  C.N.R.,  has  been  appoint- 
ed General  Agent,  Freight  Department, 
for  both  the  C.N.R.  and  G.T.R. 

W.  .1.  Burr,  heretofore  General  .\gont. 
Passenger  Department,  G.T.R.,  will  also 
act  in  the  .same  capacity  for  Canadian 
National  Rys.,  vice  F.  G.  Wood,  hereto- 
fore General  .\gent,  G.T.R.,  Pittsburg, 
who  has  been  appointed  General  .■Vgent, 
Freight  Department,  C.N.R.  and  G.T.R.. 
at    Pittsburg. 

Quebec,  Que. — E.  Labreque,  heretofore 
City  Freight  Agent,  Canadian  National 
Rys.,  will  also  act  in  the  same  capacity 
for  the  G.T.R. 

Toledo,  Ohio.— S.  G.  Wagstaff.  here- 
tofore Commercial  Agent,  Freight  De- 
partment, G.T.R.,  will  also  act  in  same 
capacity  for  C.N.R.,  continuing  his  office 
in   Bank  of  Commerce  Building. 

Sherbrookc,  Que. — L.  J.  Rouleau,  here- 
tofore Commercial  Agent,  G.T.R.,  Que- 
bec, Que.,  has  been  appointed  Commer- 
cial Agent,  C.N.R.  and  G.T.R.,  at  Sher- 
brooke.    Que. 

Windsor,  Ont.— G.  M.  Thomas,  here- 
tofore District  Freight  Agent,  Canadian 
Notional  Rys.,  Hamilton,  Ont..  has  been 
appointed  Commercial  .Agent,  Canadian 
National-Grund  Trunk  Rys.,  at  Wind.sor. 
ChanKOH  in  Station  Services,  Etc. 

Belleville,  Ont— As  the  G.T.R.  Toron- 
to-Montreal day  local  trains  i)  and  10, 
and  Kingston-Toronto  trains  29  and  HO, 
now  operate  over  the  C.N.R.  from  N«- 
panee  to  Colbright  Jet.,  Belleville  station, 


C.N.R..  E.  .M.  Kiske,  agent,  ii  now  joint 
with  the  G.T.R.,  for  handling  pasnenger 
trafflr.     It   i»  also  joint   with  the  C.P.R. 

As  Canadian  National  Toronto-Ottawa 
trains  <>,  Capital  City,  and  h.  Queen  <^"ity, 
now  o|MTate  via  G.T.R.  double  track  be- 
tween Toronto  and  Napanee  and  via  C. 
N.R.  east  thereof,  the  G.T.R.  station  at 
Belleville,  T.  H.  Coppin,  agent,  is  now- 
joint  with  the  C.N.R,  for  passenger  traf- 
fic. 

Brighton,  Ont. — Until  the  permanent 
track  connection  is  installed  botn  the  C.N. 
R.and  G.T.R.  stations  are  being  continued. 

Cobourg.  Ont.  —  All  traffic  is  now 
handled  uf  the  G.T.R.  .sUtion,  E.  J. 
Warmington,  agent,  and  the  C.N.R.  sta- 
tion. A.  D.  Leonard,  agent,  has  boon  clos- 
ed, except  that  for  handling  C.N.R.  To- 
ronto-Ottawa night  trains,  7  and  8,  and 
the  C.N.R.  Cobourg-Toronto  morning  lo- 
cal, ril.  a  night  ticket  seller  and  operator 
is  maintained  at  the  C.N.R.  station,  re- 
porting to  the  joint  agent. 

Colborne,  Ont.— The  C.N.R.  has  dis- 
continued  all  passenger  train  service  at 
Colbomc,  and  its  station  (G.  Merkley, 
agent)  has  been  closed.  All  traffic  is 
being  handled  at  the  G.T.R.  station,  J. 
Thome,  agent. 

Desoronto,  Ont.— As  the  G.T.R.  Toron- 
to-Montreal day  locals  9  and  10,  and 
Kingston-Toronto  trains  29  and  30,  now 
operate  over  C.N.R.  from  Napanee  to 
Colbright  Jet.,  Desoronto  station,  W.  R. 
Thomas,  agent,  is  now  joint  with  the  G. 
T.R.  for   handling  passenger  traffic. 

Grafton,  Ont.— The  C.N.R.  has  discon- 
tinued all  passenger  train  sonice  at 
Grafton,  and  its  station  (H.  L.  Gummer, 
agent  I  has  been  closed.  All  traffic  is 
being  handled  at  the  G.T.R.  station,  H. 
Ford.  Agent. 

Kingston,  Ont. — All  C.X.R.  passenger 
trains  now  operate  to  and  from  G.T.R. 
Kingston  joint  station,  J.  W.  Hanley. 
.Agent.  The  C.N.R.  formerly  used  the 
C.P.R.    Kingston    passenger   terminals. 

Montreal,  Que. — The  C.N.R.  operates 
the  sleeping  and  dining  car  service  on 
new  trains  placed  in  service  from  Mont- 
real to  Sudbury  and  Montreal  to  Winni- 
peg, and  the  Pullman  ticket  office  at 
Bonaventure  station  is  now  a  joint  office 
handling  sleeping  and  parlor  car  tickets 
for  both  the  Canadian  Northern  and  Ca- 
nadian Government  Rys.  Division  of  the 
(^anadian  National  Rys.  and  also  for  G. 
T.R.  trains. 

The  C.N.R.  motor  truck  now  handles 
all  railway  business  mail  and  company's 
supplies  between  all  C.N.R.  and  G.T.R. 
offices  and  stations  in  Montreal. 

Napanee,  Ont. — The  C.N.R.  station  has 
been  closed  and  C.N.R.  traffic  is  now 
handled  at  the  G.T.R.  station,  F.  B.  Al- 
lison, agent.  .All  C.N.R.  passenger  trains 
now  operate  to  and  from  the  G.T.R.  sta- 
tion, except  the  Toronto-Ottawa  night 
trains  7  and  8,  which  stop  at  Selby  Road 
crossing. 

Parry  Sound,  Ont.— The  C.N.R.  pas- 
senger station.  W.  G.  Fowler,  agent,  is 
now  joint  with  the  G.T.R.,  on  account  of 
G.T.R.  Ottawa-Parry  Sound  trains  47 
and  .'i2  operating  to  and  from  C.N.R.  sta- 
tion, Parrv  Sound,  via  James  Bay  Jet. 

Pembroke,  Ont.— The  C.N.R.  has  built 
u  connection  with  its  Pembroke  station 
to  the  G.T.R.  track,  a  mile  and  a  half 
from  the  G.T.R.  Pembroke  station,  the 
length  of  the  connection  being  one  mile. 
The  C.N.R.  has  changed  the  name  of  its 
Pembroke  station  to  Pembroke  Jet.  C. 
N.R.  local  passenger  trains  between  Pem- 
broke and  Ottawa   run  to  and  from   the 


August,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


425 


G.T.R.  Pembroke  station,  using  the  C. 
K.R.  line  between  Pembroke  Jet.  and  Ot- 
tawa. C.N.R.  through  trains  between 
Montreal  and  Sudbury  do  not  run  to  and 
from  the  G.T.R.  Pembroke  station,  but 
pirk  up  and  discharge  passengers  at  the 
C.N.R.  Pembroke  Jtt.  station.  The  G.T. 
R.  station  agent  at  Pembroke,  J.  G.  Va- 
lier,  is  joint  agent  for  both  railways,  the 
C.N.R.  Pembroke  Jet.  station  being  mere- 
ly a  junction  point  from  which  the  agent 
has  been  removed,  and  at  which  only 
operators  are  •  stationed,  who  also  sell 
tickets  for  the  through  trains.  Freight 
for  Pembroke,  collected  on  the  C.N.R.,  is 
taken  to  the  G.T.R.  freight  shed  there, 
where  delivery  is  made,  and  conversely 
shipments  from  Pembroke  are  received 
at  the  G.T.R.  station  and  handled  by  the 
C.N.R.  from  Pembroke  Jet. 

Smithtield,  Ont. — Owing  to  the  opera- 
tion of  G.T.R.  trains  9,  10,  29  and  30  via 
C.N.R.  between  Colbright  Jet.  and  Na- 
panee,  the  C.N.R.  has  established  a  flag 
stop  at  Smithfield,  2.8  miles  east  of 
Brighton,  for  accommo<lation  of  traffic 
which  was  handled  previously  on  these 
trains   at    the   G.T.R.    Smithfield   station. 

Toronto  union  station. — The  C.N.R. 
and  G.T.R.  ticket  offices  have  been  con- 
solidated, W.  Grundy,  station  ticket 
agent.  G.T.R.,  being  appointed  station 
ticket  agent  for  both  G.T.R.  and  C.N.R.; 
G.  A.  Gould,  heretofore  station  ticket 
agent,  C.N.R.,  being  appointed  assistant 
station  ticket  agent  for  both  lines. 

The  Pullman  ticket  office  at  Toronto 
union  station,  G.  W.  Deyell,  agent,  has 
taken  over  the  sale  of  all  sleeping  and 
parlor  car  space  for  C.N.R.  trains,  in 
addition  to  the  sale  of  space  for  G.T.R. 
trains  previously  in  effect. 

Trenton,  Ont.— The  C.N.R.  Toronto- 
Ottawa  trains,  6,  Capital  City,  and  5, 
Queen  City,  now  operate  via  G.T.R.  dou- 
ble track  between  Toronto  and  Napanee 
and  via  C.N.R.  east  thereof.  The  G.T.R. 
Trenton  station,  M.  A.  Harris,  agent,  is 
now  joint  with  the  C.N.R.  for  passenger 
traffic. 

As  the  G.T.R.  Toronto-Montreal  day 
local  trains  9  and  10,  and  Kingston-To- 
ronto trains  29  and  ;?0,  now  operate  over 
the  C.N.R.  from  Napanee  to  Colbright 
Jet..  Trenton  station,  C.N.R.,  C.  A.  Reid, 
agent,  is  now  joint  with  the  G.T.R.  for 
passenger  traffic. 

Wicklow.  Ont.— As  local  passenger  ser- 
vice on  the  C.N.R.  between  Cobourg  and 
Brighton  has  been  withdrawn,  a  new 
stop,  named  Wicklow.  has  been  establish- 
ed on  the  G.T.R.,  2.2  miles  east  of  Graf- 
ton, for  handling  milk  traffic,  which  for- 
nierlv  moved  via  Wicklow  station  on  the 
C.N.R. 

Winnipeg,  Man.— The  C.N.R.  and  G.T. 
P.R.  freight  terminals  and  cartage  mat- 
ters have  been  amalgamated  under  E. 
W.  Warner,  local  freight  agent,  C.N.R., 
there. 

Co-ordination  of  Express  Services. 

The  Canadian  Express  and  the  Cana- 
dian National  Express  Company's  ser- 
vices are  being  co-ordina:ted  in  accord- 
ance with  the  general  plan  adopted  in 
connection  with  the  Canadian  Northern 
and  Grand  Trunk  Railways  lines.  The 
changes  will  avoid  duplication  of  service 
and  secure  increa.«ed  efficiency.  The  offi- 
cers of  the  tw^o  express  companies  are 
working  in  close  harmony,  under  direc- 
tion of  the  managing  committee,  and  ar- 
rangements have  been  made  whereby,  at 
common  points  where  both  express  com- 
panies have  maintained  separate  offices, 
staffs,  and  wagon  service,  they  will  be 
consolidated  and  managed  under  a  joint 
agent  for  both  companies.  Under  this 
arrangement  the  agency  of  the  express 


company  doing  the  prepondei'anee  of 
business  at  any  particular  point  will  take 
charge  of  the  business  of  the  other  com- 
pany as  well.  In  the  va^t  this,  in  a  gen- 
eral way,  works  out  that  the  Canadian 
Ex.  agency  becomes  the  joint  agency  of 
both  the  Canadian  Ex.  and  the  Canadian 
National  Ex.  Cos.,  but  in  the  west  the  re- 
verse is  the  case,  the  Canadian  National 
Ex.  Co.'s  agency  becoming  the  joint 
agency  of  the  two  companies.  Consoli- 
dations have  been  effected  at  the  follow- 
ing points: — Guelph,  Hawkesbury,  Brock- 
vilie,  Trenton,  Port  Hope,  Cobourg,  Osha- 
wa.  North  Bay  and  Pembroke,  Ont.; 
Winnipeg,  Man.;  Regina,  Moose  Jaw  and 
Saskatoon,  Sask.;  and  Calgary  and  Ed- 
monton, .Alta.  Similar  steps  will  be 
taken  at  the  larger  cities,  as  soon  as  de- 
tails can  be  worked  out.  Following  are 
details  of  some  of  the  changes  made: — 

Cobourg,  Ont. — The  Canadian  National 
Ex.  office  has  been  consolidated  with  the 
Canadian  Ex.  office,  F.  W.  Baker,  of  the 
Canadian  Express  Co.,  being  joint  agent. 
The  Canadian  National  Ex.  Co.'s  former 
agent,  A.  G.  Leonard,  has  been  assigned 
to  other  duties. 

Guelph,  Ont. — The  Canadian  National 
Ex.  office  has  been  consolidated  with  the 
Canadian  Express,  J.  E.  Phelan,  Cana- 
dian Express,  being  joint  agent.  The 
Canadian  National  Ex.  Co.'s  former 
agent,  T.  H.  Belt,  remains  at  Guelph  as 
agent   for   Toronto   Suburban   Ry. 

Kingston,  Ont. — The  Canadian  National 
Ex.  office  has  been  consolidated  with  the 
Canadian  Express.  The  Canadian  Na- 
tional Ex.  Co.'s  former  agent,  N.  C. 
Dunn,  has  been  assigned  to  other  duties 
with   the   Traffic   Department. 

Napanee,  Ont. — The  Canadian  National 
Ex.  office  has  been  consolidated  with  the 
Canadian  Express,  G.  A.  Taylor,  of  the 
Canadian  Express,  being  joint  agent.  The 
Canadian  National  Ex.  Co.'s  agent,  E.  J. 
McLaughlin,  has  been  assigned  to  other 
duties. 

North  Bay,  Ont.— The  Canadian  Na- 
tional Ex.  Co.'s  office  has  been  consoli- 
dated with  the  Canadian  Express,  B.  W. 
Baily  of  the  Canadian  Express  being 
joint  agent.  The  Canadian  National  Ex. 
Co.'s  former  agent,  E.  J.  Tilt,  remains 
at  North  Bay  as  Freight  Agent,  C.N.R. 

Pembroke,  Ont.— The  Canadian  Na- 
tional Ex.  Co.'s  office  has  been  consoli- 
dated with  the  Canadian  Express,  G.  J. 
Valin,  of  the  Canadian  Express,  being 
joint  agent.  The  Canadian  National  Ex. 
Co.'s  former  agent,  J.  B.  Scanlan,  being 
assigned  to  other  duties. 

Port  Hope,  Ont.— The  Canadian  Na- 
tional Ex.  Co.'s  office  has  been  consoli- 
dated with  the  Canadian  Express,  C.  G. 
Dohney,  of  the  Canadian  Express,  being 
joint  agent.  The  Canadian  National  Ex. 
Co.'s  former  agent,  H.  W.  Mitchell,  re- 
mains in  Port  Hope  in  commercial  busi- 
ness. 

Trenton,  Ont.— The  Canadian  Express 
Co.'s  office  has  been  consolidated  with 
the  Canadian  National  Ex.  Co.'s  office, 
D.  Harrison,  of  the  Canadian  National 
Ex.  Co.,  being  joint  agent.  The  Cana- 
dian Ex.  Co.'s  former  agent,  N.  R.  Duel- 
ta,  has  been  transferred  to  Oshawa,  Ont. 

The  Canadian  Ex.  Co.  has  arranged 
for  the  operation  over  the  G.T.R.  between 
Toronto  and  Montreal,  also  serving  in- 
termediate points,  of  a  train  carrying 
express  shipments  exclusively.  This  train 
leaves  Toronto  eastboundat  9.2.5  p.m., 
and  leaves  Montreal  at  8.30  p.m.,  arriv- 
ing at  destinations  in  time  to  secure  de- 
liveries of  express  in  the  cities  concern- 
ed early  on  the  following  morning.  This 
train  is  made  up  of  express  cars  that 
were     hauled     hitherto     between     these 


points  on  night  passenger  trains.  It  will 
ensure  the  prompt  handling  of  express 
matter  and  prevent  the  possibility  of  de- 
lays to  passenger  trains. 

A  daily  express  service,  instead  of  tri- 
weekly as  heretofore,  has  been  estab- 
lished from  Montreal  and  from  Toronto, 
to  Winnipeg  and  Vancouver,  in  connec- 
tion with  the  new  passenger  train  ser- 
vice which  has  been  inaugurated  from 
Toronto  via  Grand  Trunk,  Timiskaming 
&  Northern  Ontario  and  National  Trans- 
continental Railways  to  Winnipeg,  Grand 
Trunk  Pacific  to  Edmonton,  and  Cana- 
dian National  to  Vancouver.  From  Mont- 
real the  route  is  by  Grand  Trunk  to  Ot- 
tawa, Canadian  National  to  Winnipeg, 
Grand  Trunk  Pacific  to  Edmonton  and 
Canadian   National   to  Vancouver. 

The  Canadian  Ex.  Co.,  which  operates 
over  the  Intercolonial  Ry.,  has  extended 
its  service  over  the  Halifax  &  South 
Western  Ry.  from  Halifax  to  Yarmouth, 
N.S.,  which  was  handled  heretofore  as  a 
local  service  by  the  H.  &  S.  W.  R.  ex- 
press department. 
Important  Changes  in  Train  Service. 

Daily  night  train  service  has  been  in- 
augurated between  Montreal,  Bonaven- 
ture  station  and  Quebec,  Palais  station, 
leaving  Montreal  11.15  p.m.,  arriving 
Quebec  6.30  a.m.;  leaving  Quebec  10.55 
p.m.,  arriving  Montreal  6.30  a.m.  Con- 
nections are  made  at  Bonaventure  sta- 
tion with  G.T.R.  trains  and  transfer  be- 
tween stations  in  Montreal  is  thereby 
eliminated.  A  through  sleeping  car  is 
also  operated  between  Ottawa  and  Que- 
bec, leaving  Ottawa  7.20  p.m.  daily  ex- 
cept Sunday,  arriving  Quebec  6.30  a.m.; 
leaving  Quebec  10.55  p.m.  daily  except 
Saturday,  and  arrive  Ottawa  11.45  a.m. 
Toronto-Montreal-Quebec  train  services 
make  connections  at  Quebec  with  Que- 
bec &  Saguenay  Ry.  trains  between  Que- 
bec and  Murray  Bay.  This  line  is  being 
operated  by  the  contractors  for  the  gov- 
ernment. A  parlor  car  is  now  operated 
on  the  Saturday  morning  train  Quebec 
to  Murray  Bay,  and  the  Sunday  evening 
train  Murray  Bay  to  Quebec,  while  a  buf- 
fet parlor  car  is  in  service  on  the  daily 
e.xcept  Sunday  trains,  leaving  Quebec  in 
the  afternoon  for  Murray  Bay,  return- 
ing from   Murray  Bay  in  the  morning. 

The  Quebec-Cochrane,  Ont.,  service  is 
now  daily,  leaving  Quebec  5.30  p.m..  ar- 
riving Cochrane  5.20  p.m.  the  following 
day;  leaving  Cochi-ane  8.45  p.m.,  arriv- 
ing Quebec  8  p.m.  the  following  day. 
Standard  sleepers  and  dining  cars  are 
operated  and  close  connections  are  made 
at  Cochrane  in  both  directions  with  "To- 
ronto-Winnipeg trains,  thereby  provid- 
ing a  daily  service  between  Quebec  and 
Winnipeg. 

Daily  service  has  been  established  be- 
tween Montreal  and  Sudbury  via  G.T.R., 
between  Montreal  and  Ottawa  and  C.N.R. 
west  thereof,  leaving  Montreal  6.10  p.m., 
arriving  Sudbury  11.30  a.m.;  leaving  Sud- 
bury 8.15  p.m.,  arriving  Montreal  1.15 
p.m".  Standard  sleepers  and  cafe  parlor 
cars  are  operated. 

G.T.R.  Toronto-Montreal  trains  9  and 
10  (old  nos.  6  and  7)  run  via  C.N.R.  line 
between   Napanee  and  Colbright  Jet. 

Canadian  National  Toronto-Ottawa  day 
trains  5  and  6,  now  operate  over  the  G. 
T.R.  double  track  between  Toronto  and 
Napanee,  and  the  Canadian  National  east 
thereof,  providing  a  fast  day  service,  the 
run  being  made  in  7  hr.  15  min.— a  reduc- 
tion of  1  hr.  45  min.  from  schedule  pre- 
viously in  effect.  The  service  is  daily 
except  Sunday.  No.  5,  the  Queen  City, 
leaves  Ottawa  1.15  p.m.,  arrives  Toronto 
8.30  p.m.  No.  6,  the  Capital  City,  leaves 
Toronto    12    noon,    arrives    Ottawa    7.15 


426 


CANADIAN  KAILWAY  AND  MARINE  WORLD 


AujfUflt,  1920. 


fi.m.  Cafe  parlor  and  obKvrvation  par- 
or  r«r»  an-  n|wr«tc<l  on   thoKe  trainx. 

(I.T.H.  trnins  !!!•  and  .'10  now  oporntc 
bftwfon  Turimto  ami  Kiniriiton,  Out.,  and 
nin  via  C.N.K.  hclwi-c-n  Colhrijrht  Jrt. 
(2.4  tiiilf!!  wi'st  of  HriKhton)  and  Napa- 
nor,  daily  oxcopt  Sunday.  No.  29  IrBvoH 
Kintdton  t>  a.m.,  arrivosi  Toronto  ll.lfi 
Ji.m.  No.  .'10  K-avon  Toronto  6  p.m.,  ar- 
rives Kinir!<ton  11..10  p.m.  Culv  jmrlor 
car  !HT>-ire  is  provided  on  those  trains. 

L(H-al  Canadian  National  pa.«senKer 
trains  now  operate  between  Ottawa  un- 
ion station  and  Pemhroke,  Ont.,  G.T.R. 
station,  daily  exeept  Sunday. 

Canada  National  Trenton  -  Picton 
trains  connect  at  Trenton  and  Trenton 
Jet.  with  Canailian  National  and  CJ.T.R. 
train.s,  providinj:  an  improved  service  to 
and  from  all  points  east  and  west  of 
Trenton. 

G.T.R.  trains  47  and  52  use  C.N.R. 
Parry  Sound  .station.  These  trains  oper- 
ate daily  except  Sunday  between  Parry 
Sound  as  follows:  leave  Ottawa  8..'}5  a.m., 
arrive  Parry  Sound  9.25  p.m.;  leave 
Parry  Sound  6.45  a.m.,  arrive  Ottawa  6.40 
p.m. 

Daily  nijrht  trains  have  been  placed  in 
operation  between  Toronto,  Sudbury  and 
Capreol,  Icavinp  Toronto  n..'{0  p.m.,  ar- 
rivinR  Sudbury  8  a.m.,  and  Capreol  9  a. 
m.;  leavinp  Capreol  9..35  p.m.,  leavinp 
Surbury  10.30  p.m.,  arriving  Toronto  8.50 
a.m.  Standard  sleepinR  cars  arc  oper- 
ated daily  between  Toronto,  Sudbury  and 
Little  Current,  via  Alpoma  Eastern  Ry. 
between  Sudbury  and  Little  Current. 
Buffet  sleeping  car  operates  between  To- 
ronto, Sudbury  and  Capreol. 

Throuph  service  has  been  established 
between  Montreal  and  WinnipcR  via  G. 
T.R.  between  Montreal  and  Ottawa.  C.N. 
R.  west  thereof,  leavinp  Montreal  6.10 
p.m.  Tuesdays,  Thursdays  and  Satur- 
days, arriving  Winnipep  9.45  p.m.,  the 
second  day;  Icavinc  Winnipeg  8.. 30  a.m., 
Mondays,  Wednesdays  and  Saturdays, 
and  arriving  Montreal  1.15  p.m.  the  sec- 
ond day.  The  equipment  consists  of  din- 
ing cars,  .standard  tourist  and  compart- 
ment observation  library  cars. 

The  National  trains  3  and  4  (old  nos. 
9  and  10)  operate  daily  between  Toronto 
and  Winnipeg  via  G.T.P.R.  North  Bay 
and  T.  &  K.  O.  R.  to  Cochrane,  thence 
over  the  National  Transcontinental  Ry., 
leaving  Toronto  11  p.m..  arriving  Win- 
nipeg 6  p.m.  the  second  day;  leaving 
Winnipeg  5  p.m.,  arriving  Toronto  3  p.m. 
the  second  day.  Standard  and  tourist 
sleeping  cars  and  dining  cars  are  oper- 
ated on  these  trains  and  compartment 
observation  library  cars  will  be  added 
shortly. 

The  connections  at  Port  Arthur  for 
steamship  passengers  Winnipeg  and  be- 
yond are  as  follows:  Montreal-Winnipeg 
trains  arriving  Port  Arthur,  Mondays, 
Thursdays  and  Saturdays  connect  with 
Northern  Navigation  Co.  steamships  from 
Detroit  and  Sarnia,  arriving  Port  Ar- 
thur 6.30  a.m.  (eastern  time)  on  these 
days,  and  service  is  thus  provided  for 
boat  passengers  for  Western  Canada 
who  will  arrive  Winnipeg  the  same  even- 
ing at  9.45   (central   time). 

The  Canadian  National  now  provides  a 
daily  Winnipeg-Edmonton  service,  trains 
5  and  6  via  Regina,  Saskatoon  and  North 
Battleford,  leaving  Winnipeg  10.20  p.m.; 
arriving  Edmonton  9  a.m.  the  second  day. 
Leaving  Edmonton  8  p.m.,  arriving  Win- 
nipeg 7.45  a.m.  the  second  day.  Stand- 
ar<l  sleepers  are  operated  between  Win- 
nipeg and  Regina,  Winnipeg  and  Ed- 
monton, and  dining  cars  between  Winni- 
peg  and   Edmonton. 


Through  sor\'icc  between  Winnipeg  and 
("nlgary  has  been  arranged  by  Canadian 
.Nntionnl  Rys.  via  Dauphin,  .Saskatoon 
and  llanna,  trains  9  and  10  operating  as 
follows:  Leave  Winnipeg  10.40  p.m.,  ar- 
rive Calgary  12.50  noon  the  second  day; 
leave  Calgary  4.30  p.m.,  arrive  Winnipeg 
8.05  a.m.  the  seconci  day.  Standard  sleep- 
mg  cars  between  Winnipeg  and  Dauphin, 
Winnipeg  and  Calgary;  dining  car  be- 
tween  Winnipeg  and   Calgary. 

Between  Regina  and  Prince  Albert, 
daily  night  trains  7  and  8  are  in  opera- 
tion as  follows:  Leave  Regina  11.50  p.m., 
arrive  I'rince  Albert  9.45  a.m.;  leave 
Prince  Albert  8  p.m.,  arrive  Regina  6.35 
a.m.  Standard  sleeper,  Regina  and  Sas- 
katoon; buffet  sleeping  car  Regina  and 
Prince  Albert. 

Improved  service  has  been  provided 
between  Winnipeg  and  Vancouver,  daily 
trains  operating  via  G.T.P.R.  between 
Winnipeg  and  Edmonton,  and  Canadian 
National  between  Edmonton  and  Van- 
couver, leaving  Winnipeg  10.25  p.m.,  ar- 
riving Vancouver  at  9  the  third  morn- 
ing; leaving  Vancouver  8  p.m.,  arriving 
Winnipeg  11  the  third  morning.  Stand- 
ard and  tourist  sleeping  cars  and  dining 
cars  are  operated  between  Winnipeg  and 
Vancouver,  parlor  observation  cars  be- 
tween Winnipeg  and  Edmonton,  and  com- 
partment library  cars  between  Edmon- 
ton and  Vancouver.  Additional  compart- 
ment observation  library  cars,  now  near- 
ing  completion,  will  be  placed  in  service 
between   Winnipeg  and   Vancouver. 

Optional  Ticket  Arrangements.  —  The 
following  arrangements  have  been  plac- 
ed in  effect: — C.N.  Rys.  issue  of  tickets 
and  other  lines  issues  of  tickets  good  for 
passage  over  the  C.N.R.  are  good  for 
passage  and  will  be  honored  on  G.T.R. 
trains  as  shown  below.  G.T.R.  issue  of 
tickets  and  other  lines  issue  of  tickets 
good  for  passage  over  the  G.T.R.  are 
good  for  passage  and  will  be  honored  on 
C.N.R.  trains  as  shown  below.  These 
arrangements  apply  to  all  classes  of  tick- 
ets reading  between,  or  valid  for  passage 
between  or  through  the  points  named 
below: — 1.  Any  two  stations  on  C.N.R.  or 
G.T.R.,  Toronto  to  Napanee,  inclusive. 
2.  Toronto  and  Montreal.  3.  Stations 
named  in  section  1  and  Kingston,  Brock- 
ville  and  Montreal.  4.  Kingston  and 
Montreal.  5.  Ottawa  and  Montreal.  6. 
Ottawa  and  Quebec  or  Levis.  7.  Any 
two  stations,  Montreal  to  St.  Rosalie. 
8.  .Any  two  stations,  Chaudier  to  Levis 
and  Quebec.  9.  .\ny  station,  Montreal  to 
St.  Rosalie,  any  station  Chaudier  to  Le- 
vis and  Quebec.  10.  Ottawa  and  Mont- 
real and  North  Bay,  Pembroke  and  South 
.March.  11.  Toronto  and  Mount  Albert, 
Beaverton,  Gamebridge  and  Brechin.  12. 
Perth  Road  and  east,  and  Napanee  and 
west. 

Tickets  reading  via  C.N.R.  or  G.T.R. 
between  Winnipeg  and  Edmonton,  also 
Winnipeg  and  Saskatoon,  are  valid  and 
may,  if  passengers  so  desire,  be  honored 
for  passage  on  the  trains  of  either  line 
between  such  points.  This  arrangement 
applies  to  all  tickets  which  are  valid  be- 
tween, or  to  or  from,  or  through  the 
points  named  above. 

The  optional  ticket  arrangements 
places  at  the  disposal  of  the  public  all 
the  train  services  of  the  Canadian  Na- 
tional-Grand Trunk  between  the  points 
.shown,  and  in  actual  practice  means  that 
in  carrying  passengers  the  two  lines  are 
operating  on  one  line. 
(irand  Trunk  Pacific  Railway  Co-ordina- 
tion. 

Hon.  .1.  D.  Rei<l,  Minister  of  Railways, 
is  reporte<l  to  have  said  at  Winnipeg, 
.July   16,   that   on    his    return    to   Ottawa 


the  c|uestion  of  joint  management  for 
the  Tanadian  National  Rys.  lines  in  the 
west,  and  the  Grand  Trunk  Pacific  Ry. 
would  be  taken  up,  and  he  is  reported  to 
have  added:  "I  snail  have  the  personnel 
of  the  boarti  definitely  in  mind  when  I 
return  in  a  few  weeks.  The  board  will 
be  along  the  lines  of  the  one  which  oper- 
ates the  eastern  lines,  that  is,  five  rail- 
way officials,  with  a  man  who  has  been 
actively  engaged  in  managing  a  railway 
system,  as  chairman." 


ProducinK  Core-Hole  PIuks  in  a 
Locomotive  Shop. 

The  accompanying  drawing  shows  a 
method  of  attaining  rapid  production  in 
the  machining  of  locomotive  piston  core- 
hole  plugs  or  work  of  a  similar  nature, 
with  an  ordinary  screw  cutting  lathe. 
By  the  use  of  this  method  I  have  found  it 
possible  to  center,  turn,  and  thread  to  a 
standard  size  an  average  of  one  plug 
every  two   minutes. 

First  a  quantity  of  plugs  are  centered 
with  the  centering  device  shown  in  the 
drawing,  a  heavj-  punch  mark  being  suf- 
ficient for  this  ioh.  as  absolute  precision 


QoantitT    Prodnetioii   of   Core-Bal*   Ploo- 

is  not  necessary.  Two  toolposts  are  set 
in  position,  the  first  holding  a  turning 
tool  and  the  second  a  threading  tool.  The 
turning  tool  is  set  about  '.*  in.  closer  to 
the  work  than  the  threading  tool,  with 
the  tools  about  three  inches  apart. 

After  the  first  plug  has  been  turned  to 
size,  note  the  position  of  the  cross  feed 
handle  which  will  enable  the  second  and 
succeeding  plugs  to  be  turned  to  size  with 
one  cut  and  without  using  the  calipers. 
When  the  plug  has  been  turned  the 
threading  tool  is  brought  into  use. 

After  threading  the  first  one  to  size,  a 
stop  clamp  placed  on  the  cross-slide  ways 
will  enable  the  operator  to  cut  all  follow- 
ing threads  to  the  correct  depth  without 
the  use  of  calipers  or  gauge. 

The  end  of  the  driver  is  squared  to  fit 
the  cored  recess  in  the  plug.  The  tail 
center  is  offset  to  give  the  required  tap- 
er. When  the  threading  tool  is  in  use 
the  turning  tool  travels  in  the  space  for- 
ward of  the  plug. — H.  L.  Ruark  in  .\mer- 
ican  Machinist. 


Belgian    Rolling     Stock    Orders.— Bel- 

vrium  has  within  the  past  few  months  or- 
ilered  450  locomotives,  including  100  from 
Belgian  manufacturers.  200  from  Great 
Britain,  50  from  Canada,  and  100  from 
the  United  States.  Orders  for  1.200 
steam  railway  passenger  cars  and  a  num- 
ber of  electric  train  passenger  cars  have 
also  been  given,  mostly  to  Belgian  manu- 
facturers. 


August,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


427 


Aerial  Transportation  Notes. 

Work  is  reported  to  have  been  started 
upon  the  preparation  of  ar  arez  behinc 
the  Rockliffe  rifle  butts  at  Ottawa  for  a 
government   aviation    field. 

A  press  report  states  that  it  is  ex- 
pected that  Camp  Borden,  Ont.,  will  be 
opened  on  Aur.  1  as  the  chief  training 
center  of  the  Canadian  Air  Force. 

The  Aeronautical  Federation  of  Can- 
ada was  formed  July  5  at  a  meeting  of 
representatives  of  Canadian  aero  clubs 
at  Winnipeg.  It  is  proposed  to  hold  a 
general  meeting  in  connection  with  the 
new  organization  at  Camp  Borden,  Ont., 
in  October. 

The  Canadian  .\ir  Board  and  the  Cus- 
toms, Immigration  and  Colonization  De- 
partments have  authorized  the  Virden 
Municipality,  Man.,  to  use  by  day  only 
an  area  of  land  800  yards  in  diameter, 
in  the  s.w.  »i  Sec.  1.5,  Tp.  10,  Range  26, 
west  1st  Meridian,  as  a  public  customs 
air  harbor. 

F.  W.  Peters.  General  Superintendent, 
Briti.sh  Columbia  District,  C.P.R.,  and 
H.  O.  Bell-Irving,  both  of  Vancouver, 
have  been  appointed  civilian  members  of 
the  Canadian  Air  Board's  British  Col- 
umbia advisory  committee,  the  Lieuten- 
ant Governor  of  the  province  being  chair- 
man. 

Two  flying  boats  were  delivered  at 
Lake  St.  John,  Que.,  July  19,  by  the  "air 
route"  from  Halifax,  N.S.,  to  be  used  for 
exploration  purposes  in  the  region  north 
of  Lake  St.  John.  The  exploration  and 
survey  work,  it  is  stated,  is  being  fin- 
anced by  the  Dominion  and  Quebec  gov- 
ernments jointly. 

W.  Templeton,  late  Lieutenant  Royal 
Navy,  is  reported  to  have  been  appoint- 
ed pilot  navigator  at  the  government 
seaplane  base,  Jericho  Beach,  B.C.  Work 
is  reported  to  have  been  started  June  12 
on  clear  the  site  for  the  erection  of  the 
hangars,  which  were  expected  to  be  com- 
pleted within  six  weeks  thereafter.  The 
personnel  at  the  station  will,  it  is  stated, 
number  25,  including  4  pilots  and  18  me- 
chanics. 

The  Canadian  Air  Board  announced  re- 
cently that  flying  certificates  had  been 
issued  as  follows, — pilots,  commercial, 
48;  private,  46;  engineers,  41;  registered 
craft,  .52;  harbors,  25;  the  last  named  be- 
ing located  as  follows: — Vancouver,  one, 
and  two  projected;  Edmonton,  two;  Win- 
nipeg, two;  Toronto,  two;  Montreal, 
three;  and  Hanna,  Calgary,  Saskatoon, 
Fiske,  Moose  .law,  Virden,  Brandon,  Sault 
Ste.  Marie,  Niagara  Falls,  Grandmere, 
Truro  and   Ottawa,  one  each. 

Bell-Baldwin  Hydrodromes  Ltd.  has 
been  incorporated  under  the  Dominion 
Companies  Act,  to  manufacture,  deal  in 
and  let  or  hire  hydroplanes  and  all  other 
kinds  of  water  craft;  to  provide  hydro- 
dromes, etc.,  and  to  carry  on  other  allied 
business.  The  capital  stock  is  to  con- 
sist of  1,000  shares  without  nominal  or 
par  value,  provided  that  the  capital  em- 
ployed in  the  business  shall  be  $5,000 
in  $5  shares.  The  office  is  to  be  at  Bad- 
deck,  N.S.  The  company  is  to  be  classed 
as  a  private  company. 

Price  Brothers  &  Co.  Ltd.,  Quebec, 
Que.,  has  started  an  aerial  service  to 
cover  the  territories  over  which  the  com- 
pany operates.  The  chief  work  of  the 
aerial  service  will  consist  at  present  of 
photographing  with  special  aerial  cam- 
eras, the  company's  timber  limits  and 
the  various  dams,  river  heads,  burnt 
areas,  etc.,  throughout  the  territory.  It 
i.s  stated  that  the  machines  engaged  in 


the  service  are  two  Martinsyde,  type  A, 
mark  1  sea  planes  convertible  into  land 
planes,  with  a  climbing  power  under  full 
load  of  1,000  lb.,  and  of  10,000  ft.  in  15 
minutes,  with  a  maximum  speed  of  127 
an    hour. 

The  Canadian  Air  Force  Association 
has  been  incorporated  under  the  Domin- 
ion Companies  Act  with  office  in  Otta- 
wa, but  without  share  capital,  to  pro- 
mote the  efficiency  and  advance  the  in- 
terests of  the  Canadian  Air  Force  and 
to  assume  such  share  of  the  administra- 
tion of  such  force  constituted  under  the 
provisions  of  the  Air  Board  .Act,  9-10 
Geo.  V,  chap  11,  as  may  be  authorized 
by  the  Governor  in  council.  The  incor- 
porators are: — Hon.  H.  Guthrie,  K.C., 
Minister  of  Militia;  O.  M.  Biggar,  K.C., 
Vice  Chairman  of  the  Air  Board;  Major 
General  Sir  Willoughby  Gwatkin,  K.C. 
M.G.,  C.B.;  Lieut.  Col.  R.  Leckie,  D.S.O., 
Superintendent  of  Flying  Operations; 
Lieut.  Colonel  J.  S.  Scott,  M.C.,  Superin- 
tendent of  Certificate  Branch;  E.  Deville, 
LL.D.,  D.L.S.,  Surveyor  General. 


Freight     and     Passenger     TraflSc 
Notes. 

The  Association  of  United  States  Rail- 
way Executives  has  issued  the  following 
traffic  data: — From  Mar.  21  to  June  13 
the  principal  railways  moved  8,264,485 
carloads  of  freight,  compared  with  7,- 
708,927  carloads  during  the  correspond- 
ing period  in  1919.  From  Jan.  1  to  June 
12,  the  railways  carried  39,000,000  tons 
of  coal  more  than  in  the  same  period  in 
1919. 

The  Cumberland  Ry.  &  Coal  Co.  has 
made  some  changes  in  its  freight  and 
passenger  tariff's,  with  the  approval  of 
the  Board  of  Railway  Commissioners,  to 
conform  with  the  tariff's  of  the  Canadian 
National  Rys.,  with  which  the  company's 
line  connects  at  Springhill  Jet.,  N.S.  The 
company's  freight  and  passenger  rates 
are  now  the  same  as  those  on  the  C.N.R. 
for  the   same  distances. 

Canadian  National  Rys.  has  put  on  a 
new  night  train  between  Moncton  and 
Canipbellton,  N.B.,  leaving  Moncton 
daily,  except  Sunday,  at  3.20  a.m.;  arriv- 
ing Canipbellton,  9.30  a.m.;  leaving  there 
9.50  a.m.;  arriving  Mont  Joli,  2.30  p.m.; 
Rivierc-du-Loup,  4.35  p.m.;  Levis,  9.20 
p.m.;  and  Joffre,  9.55  p.m.  Eastbound, 
leaves  Joff're  daily,  except  Sunday,  at 
6.35  a.m.;  Levis,  7.20  a.m.;  Riviere-du- 
Loup,  11.50  p.m.;  Mont  Joli,  3.50  p.m.; 
Canipbellton,  8.3.5  p.m.;  arriving  Monc- 
ton 2.25  a.m.  A  standard  sleeping  car 
leaves  St.  John,  N.B.,  daily,  except  Sat- 
urday and  Sunday,  at  11.45  p.m.,  con- 
necting at  Moncton  for  Canipbellton,  and 
leaves  Canipbellton  daily,  except  Satur- 
day and  Sunday,  on  train  32,  connecting 
at  .Moncton  with  train  9  for  St.  John. 


Application  for  Increase  in  Express 
Rates. 

The  Express  Traffic  Association,  act- 
ing for  the  express  companies  doing  busi- 
ness in  Canada,  has  ai)plied  to  the  Board 
of  Railway  Commissioners  for  an  in- 
crease of  40'"f  in  rates.  Following  is  the 
application,  in  part: — "Previous  to  1911 
our  board  made  an  exhaustive  investiga- 
tion into  the  express  business  in  Cana- 
da. The  investigation  resulted  in  cer- 
tain concessions  to  the  public  by  the  ex- 
press companies,  increasing  the  operat- 
ing expenses  of  the  companies  and  re- 


ducing the  express  rates.  In  1913  a  fur- 
ther reduction  in  practically  all  the  ex- 
pi-ess  rates  was  ordered.  The  express 
companies  unavailingly  protested  against 
these  reductions. 

"In  1918  an  increase  was  granted. 
What  has  actually  happened  shows  that 
the  increase  in  rates,  instead  of  amount- 
ing to  37':r  east  of  Sudbury  and  23<:c 
west  of  Sudbury,  amounts  to  less  than 
23'}^  on  the  whole  traffic.  The  result  is 
that  the  tolls  as  increased  are  not  sufl!i- 
cient  to  take  care  of  the  actual  operat- 
ing expenses.  The  cost  of  living  has 
gone  up  lOO'/r,  and  the  operating  cost 
of  the  express  companies  has  gone  up 
proportionately.  The  Canadian  railways 
have  received  freight  rates  increases  of 
(so  called)  15  and  25'~y  respectively. 
These  increases  in  reality  represent  a 
natural  advance  of  about  31'',,  which, 
if  granted,  will  entail  a  further  substan- 
tial cost  to  the  express  companies,  and 
narrow  the  spread  between  express  and 
freight  rates.  The  result  is  the  express 
companies  are  operating  on  less  than 
61'~r  of  what  the  board  in  1911  declared 
to  be  a  fair  and  reasonable  tariflT.  Re- 
viewing the  increased  costs,  the  com- 
panies submit  that  they  are  entitled  to 
further  protection.  When  granted,  this 
will  still  leave  the  totals  15'"r  below  par- 
ity of  those  put  in  force  by  the  board  in 
1913.  The  companies  claim  a  loss  of 
$2,800,000  for  one  individual  company, 
and   a   continuing  loss." 


Railway  Rolling  Stock  Orders  and 
Deliveries. 


The  Timiskaming  &  Northern  Ontario 
Ry.  is  reported  to  be  in  the  market  for 
about  $45,000  worth  of  general  shop 
tools. 

The  Anglo-Newfoundland  Development 
Co.  has  ordered  18  flat  cars,  20  tons  ca- 
pacity, from  Canadian  Car  &  Foundry 
Co.,  for  delivery   in   September. 

Six  hundred  freight  cars,  part  of  the 
railway  equipment  ordered  by  the  old 
Russian  Government  and  which  have 
been  lying  around  Vancouver,  B.C.,  for 
two  or  three  years,  are  reported  to  have 
been  sold  to  United  States  railways. 

National  Steel  Car  Corporation  has 
received  an  order  for  10  standard  gauge 
gondola  cars  18  ft.  9 '4  in.  long,  8  ft.  8 
in.  wide,  10  tons  capacity,  double  trucK, 
with  forged  couplers  for  link  and  pin, 
for  operation  on  a  southern  sugar  cane 
plantation. 

Canadian  National  Rys.  have  received 
17  mail  cars  from  Canadian  Car  &  Foun- 
dry Co.  out  of  an  order  of  20  placed  in 
1919;  22  medium  type  Pacific  locomo- 
tives from  Montreal  Locomotive  Works, 
out  of  an  order  of  32,  and  3  switching 
locomotives  from  Canadian  Locomotive 
Co.,  out  of  30  ordered  this  year. 

The  C.P.R.,  between  June  20  and  July 
13,  ordered  2  vans  29  ft.  long,  from  its 
Angus  shops,  Montreal;  bought  1  D.T. 
locomotive  crane,  12  tons  capacity,  and 
1  Christie  portable  coal  loading  machine; 
and  received  1  Santa  Fe  locomotive  from 
its  Angus  shops,  and  2  vans  from  its 
Winnipeg  shops. 

The  Canadian  Car  &  Foundry  Co.,  be- 
tween June  IG  and  July  16,  delivered  1 
observation  car  and  5  first  class  cars  to 
Canadian  National  Rys.;  45  dryer  cars 
to  Citadel  Brick  Paving  &  Block  Co.;  118 
tank  cars  to  Imperial  Oil  Ltd.,  all  from 
Montreal,  and  326  repaired  box  cars  to 
Grand  Trunk  Pacific  Ry.,  from  Fort  Wil- 
liam, Ont. 


428 


CANADIAN  RAIIAVAY  AND  MARINK  WORLD 


AuRUst,  1920. 


Railway  Development,  Projected  Lines,  Surveys,  Con- 
struction, Betterments,  Etc. 


(<rnnd  Irunk  I'arific  It). —  A  press  ri-- 
purt  .tUiU'K  thai  Work  hnn  hvvi\  otartril 
on  the  coiiHlruclion  of  tlu-  lu-w  dm-k  at 
Prinrr  Kuport,  B.C.,  n  dfscription  of 
which  wa.s  Kivi'n  in  ('Hnudian  Railway 
and  .Marine  World  for  .lune,  p({.  25*7. 
Grant  Smith  &  Co.  and  Matcaflln  Limited 
are  reported  to  have  the  eontraet.  (June, 
PK'.  2117.) 

Krttir  Valley  Ry. — A  press  report  states 
that  a  contract  has  lieen  let  to  P.  J. 
SuK'us  for  Kradint;  a  brunch  line  from 
South  IVnticton  to  the  head  of  DoK  Lake, 
B.C.,  2.5  miles.  The  line  will  run  for  a 
portion  of  the  distance  throuith  the  In- 
dian reservation.  The  route  is  through 
a  level  country  covered  with  small  brush, 
and  the  );radinK  is  expected  to  be  com- 
pleted within  two  months  after  a  start 
has  l>ecn  made.  This  is  the  bcjfinninK 
of  a  line  authorized  to  be  built  under  an 
agreement  with  the  British  Columbia 
Government,  which  avrreement  was  con- 
firmed at  the  recent  session  of  the  B.C. 
Legislature.  The  total  length  oi  the 
projected  line  is  50  miles  from  Pentiiton 
to  the  irrigation  settlement  in  the  south- 
ern Okanagan  Valley,  near  the  Interna- 
tional Boundary.  The  second  section  of 
the  line  will  run  from  the  southern  end 
of  Dop  I^ke  and  will  extend  to  the  In- 
ternational Boundary  at  Orovillc,  Wash. 
The  two  sections  of  the  line  will  be  con- 
nected by  steamboat  communication.  It 
was  reported  at  the  time  the  bill  con- 
tirminK  the  agreement  was  before  the 
Legislature  that  25  miles  of  the  total 
mileage  would  be  built  this  year,  and  the 
remainder  in    192L      (July,   pg.  326.) 

Northern  Light  Ry.s.  Co. — A  press  re- 
port states  that  surveys  are  being  made 
for  a  line  from  Swastika  through  the 
Kirkland  Lake,  Beaverhouse  Lake,  Lar- 
der Lake  and  Boston  Creek  mining  areas 
to  Boston  Creek,  on  the  Timiskaming  & 
Northern  Ontario  Ry.  C.  E.  Pinelle  is 
reported  to  be  in  charge  of  the  work. 
This  is  the  second  of  the  lines  proposed 
to  be  built  by  the  company. 

A  meeting  of  shareholders  was  called 
to  be  held  in  Toronto  .July  5,  to  complete 
organization  of  the  company,  to  author- 
ize the  issue  of  bonds  for  the  construc- 
tion of  the  Elk  Lake-Gowganda  line,  and 
for  the  other  projected  lines.  {July,  pg. 
:i86.) 

North  West  Route  Limited.— The  Do- 
minion Parliament  has  incorporated  a 
company  with  this  title,  with  office  at 
Winnipeg,  to  establish  a  system  of  rail- 
way and  steamboat  communication  be- 
tween Baker  Lake  and  Great  Slave  Lake 
in  the  unorganized  territory  lying  north 
of  Manitoba,  Saskatchewan  and  Alberta. 
The  projected  railway  is  to  start  at  the 
westerly  end  of  Baker  I.«ke  and  to  pro- 
ceed northwesterly  to  the  easterly  end 
of  Schultz  Lake;  a  second  stretch  of  rail- 
way is  to  start  at  the  confluence  of  the 
llanbury  and  Thelon  Rivers  and  to  pro- 
ceed westerly  and  southwesterly  to  old 
Fort  Reliance  at  the  eastern  enil  of  Great 
Slave  Ijike;  another  line  is  to  start  from 
the  confluence  of  the  llanbury  and  The- 
lon rivers  and  to  proceed  westerly  to  the 
northeasterly  end  of  Artillery  Lake  and 
from  the  southwesterly  end  of  the  lake 
southwesterly  to  Old  Fort  Reliance  on 
Great  Slave  Lake.  The.'e  lines  may  be 
operated  by  steam,  electricity  or  any 
other  power.  The  company  is  also  given 
power  to  dredge  and  ofher\vise  improve 
the  navigation  of  the  Thelon  River;  to 
operate   steam   and   other   vessels   on    the 


navigable  waters  reached,  and  to  build 
wharves,  docks,  elevators,  etc.,  along  the 
route  of  the  railway  and  navigation 
route.      (Mar.,    I!t20,   pg.    Hfi.) 

Quebec  and  Chlbnugamou  Ry.  Co.  —  A 
press  report  states  that  a  cfintract  be- 
tween the  Quebec  Government  and  the 
Quebec  &  Chibougamou  Ry.  Co.  for  the 
construction  of  a  belt  line  round  I.,ake 
St.  John,  Que.,  is  ready  for  signature. 
The  company  was  incorporated  at  the  last 
session  of  the  Quebec  Legislature  to 
build  a  railway  from  Quebec  City  north- 
erly to  Chicoutimi,  on  the  Saguenay 
River,  and  thence  to  Chibougamou  I-.ake, 
with  branch  lines.  The  Legislature  vot- 
ed two  land  subsidies  at  its  recent  ses- 
sion, one  for  the  building  of  a  line  from 
Malbaie  to  Ha  Ha  Bay,  75  miles,  and  the 
other  for  a  line  from  Chicoutimi  to  St. 
Felicien,  to  the  west  of  Lake  St.  John, 
running  through  the  region  situated  east 
and  north  of  Lake  St.  John,  and  branch 
lines,  a  total  of  120  miles.  This  latter 
subsidy  would  apparently  cover  the  line 
for  which  a  contract  is  reported  to  be 
ready.  (Mar.,  pg.  l.'Jfi,  and  Quebec  Sub- 
sidies,  .Mar.,   pg.    122.) 


Canadian  Pacific  Railway  Construc- 
tion, Betterments,  Etc. 

Joliette    Freight    Sheds    Burned. — The 

freight  sheds  at  Joliette,  Que.,  were  de- 
stroyed by  fire,  together  with  seven  cars 
and  a  quantity  of  freight,  on  July  10.  the 
total  loss  being  estimated  at  $100,000. 
The  passenger  station  was  saved  with 
difficulty. 

Timiskaming  District. — A  press  report 
states  that  a  contract  has  been  entered 
into  between  the  C.P.R.  and  the  Quebec 
Government  for  the  construction  of  a 
line  from  near  Timiskaming  or  Kipawa 
to  the  Des  Quinze  River,  Que.,  and  that 
it  has  been  arranged  that  the  line  will 
pass  through  Ville  Marie,  instead  of  run- 
ning at  the  foot  of  the  hills  near  by,  thus 
adding  two  miles  to  its  proposed  length, 
but  bringing  it  considerable  additional 
territory.  Construction  work,  it  is  stat- 
ed, will  be  started  at  once. 

Under  the  Interprovincial  &  James  Bay 
Ry.  charter  the  C.P.R.,  some  years  ago. 
built  about  10  miles  of  line  from  Kipawa 
towards  the  Quinze  River,  and  complet- 
ed surveys  for  its  extension  to  the  Ki- 
pawa River.  The  Quebec  Legislature 
voted  a  subsidy  of  $1,600  for  a  line  from 
Timiskaming  to  Kipawa  via  Ville  Marie 
to  the  Des  Quinze  River,  66  miles,  and 
an  additional  subsidy  of  $6,400  a  mile 
for  the  same  mileage  in  the  event  of  the 
Dominion  Parliament  not  voting  a  sub- 
sidy on  the  usual  terms.  H.  Roberts, 
Assistant  Engineer,  was  given  charge  of 
a  party  to  complete  the  survey  work  on 
the  line.  April,  pg.  174.  See  also  C.P. 
R.    Construction.   June,    pg.    291.) 

Levis  Siding. — A  press  report  states 
that  a  contract  has  been  let  to  W.  H. 
Patterson,  Belleville,  Ont..  for  rock  ex- 
cavation at  Levis,  Ont.,  mileage  150.6  on 
the  lake  shore  line  from  Leaside  to 
Smiths  Falls,  where  it  is  proposed  to 
put  in  some  sidings. 

Hamilton  Jet.  Interlocking  Plant. — An 
order  has  been  given  for  a  48  lever,  Sax- 
by  &  Farmer,  improved  interlocking  and 
mechanical  interlocking  machine  and 
mechanical  interlocking  ground  parts,  for 
the  reconstruction  of  the  interlocking  pro- 


tection at  Hamilton  Jet.,  Ont.  Thi 
when    completed,    will    have    42    v- 
levem  and  6  spare  s|>Bceii,  power  ' 
ed    signals,    track    circuit    detector    :..(  k 
ing,  with  approach  hx-king,  and  annunci- 
ators.     A    special    illuminated    track   dia- 
gram   will    be   provided    in   the   tower   for 
the   information   of  the   leverman. 

Windnor  Yard. — A  press  report  states 
that  plans  for  extensive  yard  improve- 
ments at  Windsor,  Ont.,  have  been  sub- 
mitted to  the  Board  of  Railway  Com 
mixsioners  for  approval,  and  that  con- 
struction will  be  started  as  soon  as  this 
has  been  obtained.  The  improvements, 
it  is  stated,  consist  of  a  rearrangement 
of  a  number  of  existing  tracks,  the  ex- 
tension of  the  track  accommodation,  and 
the  building  of  a  freight  shed  to  provide 
for  handling  500  freight  cars. 

Sarnia,  Ont. — In  connection  with  the 
propo.sal  made  to  the  C.P.R.  recently  to 
buihl  a  line  from  near  London  to  Sarnia, 
Ont.,  a  press  report  states  that  the  com- 
pany's officials  have  been  favorably  im- 
pressed with  the  proposal  and  will  prob- 
ably recommend  its  adoption.  The  re- 
port also  states  trat  one  of  the  com- 
pany's engineers  has  been  over  the 
ground  following  the  recent  trip  of  Pre- 
sident E.  W.  Beatty  and  his  party. 

Lanigan  Northeasterly  Branch.  —  A 
press  report  states  that  five  townsites 
are  being  laid  out  along  the  branch  line 
under  construction  from  Lanigan,  Sask., 
northeasterly.  The  line  authorized  to 
be  built  extends  from  Lanigan,  through 
Melfort  into  the  Carrot  River  district, 
and  plans  for  60.90  miles  have  been  ap- 
proved by  the  Board  of  Railway  Com- 
missioners. A  contract  for  building  50 
miles  of  the  line  out  of  Lanigan  was  let 
in  May,  1919,  to  Stewart  &  Welch,  Cal- 
gary, .^Ita.,  but  only  rt'^'i  of  the  grading 
had  been  completed  to  Dec.  31,  1919.  The 
new  townsites  are  located  as  follows: — 
Daphne,  n.w.  34-37-18  w.  2nd  meridian; 
Unwin,  s.w.  13-35-20  w.  2nd  meridian; 
Romance,  s.w.  2-36-19  w.  2nd  meridian; 
.Magallen,  n.w.  2-39-18  w.  2nd  meridian; 
Naicam,  n.w.  2-40-18  w.  2nd  meridian. 
It  is  stated  that  Naicam  will  be  the  ter- 
minus of  the  branch  for  the  present. 
(July,  pg.  389.) 


Spokane  &  British  Columbia  Ry. — Pur- 
suant to  the  winding  up  order,  in  the 
matter  of  the  Dominion  Permanent  Loan 
Co.,  the  official  referee  advertised  re- 
cently for  tenders  for  $1,500,000  of  bonds 
and  $10,000  capital  stock  of  the  Spokane 
&  British  Columbia  Ry.,  these  bonds  and 
shares  comprising  all  securities  issued 
by  the  railway  company,  whose  line  runs 
from  Danville,  near  Grand  Forks,  B.C., 
to  Republic,  Wash.,  about  36  miles,  fur- 
ther particulars  of  which  were  given  in 
Canadian  Railway  and  Marine  World  for 
.lune,  pg.  103.  We  are  advised  that  a 
number  of  tenders  were  received,  but 
that  none  were  sufficiently  high  to  war- 
rant  acceptance  by   the   liquidator. 

Sir  William  Van  Home's  Estate. — The 
Supreme  Court  of  Canada  gave  judgment 
recently  in  the  action  brought  by  the 
British  Columbia  Government  as  to  the 
collection  of  succession  duties  on  the  es- 
tate of  the  late  Sir  William  Van  Home. 
The  total  estate  was  valued  at  $6,000,000. 
of  which  $300,000  was  in  British  Colum- 
bia, and  the  B.C.  F'inance  Minister  claim- 
ed that  in  fixing  the  amount  of  succes- 
sion duty  to  be  collected  in  the  province 
he  could  take  into  account  the  total  value 
of  the  estate.  This  view  has  been  up- 
held by  the  Supreme  Court,  on  a  final 
appeal.  This  decision,  it  is  said,  will 
govern  the  settlement  of  some  20  other 
estates. 


August,  1920. 


429 


Mainly  About  Railway  People  Throughout  Canada. 


William  B.  Baniford,  whose  appoint- 
ment as  District  Fiei^rht  Ajrent,  C.P.R., 
Nelson,  B.C.,  was  announced  in  our  last 
issue,  was  born  at  Belleville,  Ont.,  Sept. 
10,  1863,  and  entered  railway  service  in 
1880,  with  the  Credit  Valley  Ry.,  which 
was  afterwards  taken  over  by  the  C.P.R., 
and  has  been,  to  1886,  telegraph  opera- 
tor at  various  points;  1886  to  1888,  afrent, 
Corbetton,  Ont.;  1888  to  1892,  ajrent, 
Elora,  Ont.;  1892  to  1902,  agent,  Peter- 
borough, Ont.;  1902  to  1906,  Travelling 
Freight  Agent,  Toronto;  1906  to  1910, 
District  Freight  Agent,  London,  Ont.; 
1910  to  1916,  Division  Freight  Agent,  St. 
John,  N.B.;  1916  to  1920,  District  Freight 
.■\gent,  Toronto. 

E.  W.  Beatty,  K.C.,  President,  C.P.R., 
attended  the  Association  of  Railway  Ex- 
ecutives annual  meeting  at  New  York, 
July  16,  when,  among  other  matters,  the 
more  intensive  use  of  railway  equipment, 
was   discussed. 

Sir  George  Bury  has  resigned  the  Pre- 
sidency of  Whalen  Pulp  &  Paper  Mills 
Co.  Ltd.,  Vancouver,  B.C.  A  press  dis- 
patch says  he  has  received  "an  appoint- 
ment in  an  advisory  capacity  under  cer- 
tain large  interests  on  the  Atlantic  sea- 
board." 

W.  G.  Chace,  Chief  Engineer,  Greater 
Winnipeg  Water  District  Commission, 
which  operates  a  railway  between  Win- 
nipeg and  Shoal  Lake,  Lake  of  the 
Woods,  has  resigned,  and  organized  Re- 
search &  Development  Ltd.,  to  initiate 
new   industries   for    Manitoba. 

A.  Blake  Chown,  who  has  been  ap- 
pointed General  .\gent,  Passenger  De- 
partment, Canadian  National-Grand 
Trunk  Rys.,  New  York,  was  born  at 
Belleville,  Ont.,  Aug.  4,  1887,  and  enter- 
ed railway  service,  Apr.  1,  1907,  since 
when  he  has  been,  to  May,  1909,  night 
ticket  clerk,  G.T.R.,  Belleville,  Ont.;  May 
1909,  to  Mar.  1911,  day  ticket  clerk,  G. 
T.R.,  Belleville,  Ont.;  Mar.  1911  to  Mar. 
191."?,  Soliciting  Passenger  Agent,  G.T. 
R.,  Toronto;  Mar.  1913  to  Dec.  1918,  Tra- 
velling Passenger  Agent,  G.T.R.,  Pitts- 
burg, Pa.;  Dec.  1918  to  Mar.  1919,  act- 
ing General  Agent,  Passenger  Depart- 
ment, G.T.R.,  New  Work.;  Mar.  1919  to 
July  1920,  General  Agent,  Passenger  De- 
partment,   G.T.R.,    New    York. 

Don  Matthews  Crawford,  who  has  been 
appointed  General  .\gent,  Canadian  Na- 
tional and  Grand  Trunk  Rys.,  Cleveland, 
Ohio,  was  born  at  South  Bend,  Ind.,  May 
28,  1886,  and  entered  railway  service 
Sept.  1,  1901,  since  when  he  has  been,  to 
Mar.  1,  1903,  clerk  and  stenographer, 
Freight  and  Passenger  Departments, 
Chicago  Great  Western  Ry.,  Pittsburg, 
Pa.;  Mar.  1,  1903,  to  .June  1,  1905,  simi- 
lar position,  Seaboard  Air  Line  Ry., 
Pittsburg,  Pa.;  Oct.  1  to  Nov.  .5,  1905, 
stenographer.  Freight  and  Passenger  De- 
partments, Pittsburg  &  Lake  Erie  Rd., 
Pittsburg,  Pa.;  Nov.  5,  1905,  to  Nov.  1, 
1909,  stenographer  and  clerk,  G.T.R., 
Pittsburg,  Pa.;  Nov.  1.  1909,  to  Feb.  16, 
1914,  Travelling  Freight  Agent,  G.T.R., 
Pittsburg,  Pa.;  Feb.  16,  1914,  to  July, 
1920,  Commercial  Agent,  G.T.R.,  Pitts- 
burg, Pa. 

W.  R.  Devenish,  Superintendent,  Cana- 
dian National  Rys.,  Moncton,  N.B.,  is 
spending  a  month's  vacation  at  Shel- 
burne   and    other   Nova    Scotia    points. 

Mrs.  Dickson,  widow  of  M.  C.  Dick- 
son, at  one  time  District  Passenger 
Agent,  G.T.R.,  Toronto,  died  at  Hamil- 
ton, Ont.,  July  14. 


James  Dunsniuir,  formerly  owner  of 
the  Esquimau  &  Nanaimo  Ry.,  the  Wel- 
lington collieries,  etc.,  and  formerly  Lieu- 
tenant Governor  of  British  Columbia,  and 
for  some  time  a  director  of  the  C.P.R., 
who  died  at  Victoria,  B.C.,  June  6,  be- 
queathed his  entire  estate,  of  which  no 
estimate  is  made  in  the  will,  to  his  wife, 
and  the  hope  is  expressed  that  at  her 
death,  she  will  divide  the  property  among 
the  nine  children,  consideration  being 
given  to  about  $10,000,000  of  Canadian 
Northern  Ry.  3'.',  debentures  guaranteed 
by  the  Dominion  Government,  which  had 
been  distributed  to  some  of  the  children 
prior  to  his  death. 

R.  H.  Foster,  formerly  agent,  C.P.R., 
Fort  William,  Ont.,  who  died  there  re- 
cently, was  buried  at  Montreal.  He  had 
been  in  C.P.R.  service  since  a  boy,  and 
was  the  son  of  the  late  Wm.  Foster,  a 
former  C.P.R.  employe  at  Montreal. 

Mrs.  D.  E.  Galloway,  wife  of  the  As- 
sistant to  the  President,  Grand  Trunk 
Ry.,  Montreal,  has  taken  a  cottage  at 
Little  Metis  Beach,  Que.,  for  the  sum- 
mer. 

U.  E.  Gillen,  General  Manager,  Toron- 
to Terminals  Ry.,  Toronto,  has  been  ap- 
pointed chairman  of  the  board  of  con- 
ciliation, dealing  with  the  Toronto  &  Nia- 
gara Power  Co.'s  electrical  workers'  de- 
mands at  Toronto  and  Niagara  Falls, 
Ont. 

Henry  Goldmark,  who  was  engaged 
by  the  C.P.R.  in  connection  with  the 
Angus  shops  construction  in  Montreal 
some  years  ago,  is  Vice  President  of  the 
new  engineering  firm,  Goethals,  Wells 
&  Co.  Inc.,  which  has  been  established 
in  New  York,  N.Y.,  with  Major  General 
Goethals  as    President. 

D.  B.  Hanna,  President,  Canadian  Na- 
tional Rys.,  was  on  a  C.N.R.  train  which 
was  derailed  near  Conor,  Man.,  July  13, 
it  being  stated  that  the  derailment  was 
caused  by  a  switch  having  been  tamper- 
ed with. 

J.  H.  Hanna,  who  has  been  appointed 
Secretary  of  the  Board  of  Trade,  Cal- 
gary, Alta.,  was  in  G.T.R.  service  for 
about  30  years  before  going  to  Calgary 
in  1903,  resigning  at  that  time  as  Dis- 
trict Freight  Agent,  Hamiton.  Ont.  Dur- 
ing the  construction  of  the  Grand  Trunk 
Pacific  Ry.  he  was  engaged  in  making 
certain  right  of  way  purchases. 

Lieut.  Col.  Thos.  A.  Hiam  has  been 
appointed  Railway  Expert,  to  the  per- 
manent Commission  on  Communication 
and  Transit,  under  the  League  of  Na- 
tions. He  is  expected  to  arrive  in  To- 
ronto, from  Stewart,  early  in  August, 
and  to  sail  from  New  York  on  Aug.  21, 
and  proceed  to  Geneva.  He  was  in  the 
Canadian  Northern  Ry.  service  for  some 
years  prior  to  the  war,  and  during  the 
latter  part  of  the  time  as  private  secre- 
tary to  Sir  Donald  Mann.  He  went  over- 
seas with  the  Canadian  Buflfs  in  the  au- 
tumn of  1916  as  a  lieutenant,  and  was 
at  Witley  Camp,  Eng.,  for  nearly  a  year, 
while  the  Buffs  formed  part  of  the  5th 
Canadian  Division,  and  during  which 
time  he  was  promoted  to  captain  and 
made  assistant  quartermaster.  On  the 
Buffs  being  broken  up,  for  reinforcing 
purposes,  he  transferred  to  the  Imperial 
Railway  Troops,  going  to  France  in  Feb. 
1918,  at  captain,  and  was  engaged  for 
some  time  in  railway  operating  work. 
He  returned  to  England  in  Oct.,  1918, 
on  leave,  and  was  sent  almost  immedi- 
ately   to   Salonica,  as   railway   transpor- 


tation officer,  and  after  being  there  a 
very  short  time,  was  transferred  to  Con- 
stantinople, promoted  to  major  and  made 
Deputy  Assistant  Director  of  Railway 
Transport,  which  department  had  charge 
of  the  Orient  Ry.  in  European  Turkey 
(Compagnie  d'Exploitation  des  Chemins 
de  Fer  Orientaux)  and  also  the  Bagdad 
Line,  which  commences  on  the  Bosphorus 
and  extends  to  Bagdad,  with  a  break 
from  Nissibin  to  Samara,  which  is  still 
under  construction.  This  line  is  operat- 
ed by  the  Societe  Imperiale  Ottomane 
de  Chemin  de  Fer  de  Baghdad.  From 
Constantinople  he  was  transferred  to 
Haidar  Pasha  as  Assistant  Diiector  of 
Railways,  and  was  promoted  to  lieuten- 
ant colonel.  On  his  return  to  Canada  at 
the  close  of  the  war  he  was  appointed 
Vice  President,  Canadian  North  Eastern 
Ry.  Co.,  and  Vice  President,  Pacific 
Coast  Exploration  Co.,  at  Stewart,  B.C., 
of  both  of  which  companies  Sir  Donald 
Mann  is  President.  It  is  said  that  there 
will  be  a  conference  in  January  to  dis- 
cuss the  freedom  of  communications  and 
transit,  to  which  Canada  and  other  mem- 
bers of  the  League  of  Nations  are  ex- 
pected  to   send   delegates. 

Lady  Hickson,  widow  of  Sir  Joseph 
Hickson,  at  one  time  General  Manager 
G.T.R.,  is  spending  the  summer  at  Mur- 
ray  Bay,  Que. 

E.  J.  Hilliard,  who  has  been  appointed 
Division  Freight  Agent,  Canadian  Na- 
tional Rys.-Grand  Trunk  Ry.,  Ottawa, 
Ont.,  was  born  at  Montreal,  Apr.  14,  1870, 
and  entered  G.T.R.  service  in  1886,  since 
when  he  has  been  consecutively,  to  June, 
1904,  clerk.  Passenger  Department;  in 
Chief  Accountant's  office;  stenographer, 
General  Manager's  office  and  Division 
Freight  Agent's  office;  Contracting 
Freight  Agent,  Montreal;  Contracting 
Freight  Agent,  New  York;  Travelling 
Freight  Agent,  Montreal;  chief  clerk. 
Division  Freight  Agent's  office,  Mont- 
real; Travelling  Freight  Agent,  Monc- 
ton, N.B.;  June,  1904,  to  June,  1919, 
Commercial  Agent,  Buffalo,  N.Y.;  June, 
1919,  to  June,  1920,  Division  Freight 
Agent,  G.T.R.,  Ottawa,  Ont. 

Charles  Ketchum  Howard,  who  has 
been  appointed  General  Tourist  .'Vg'ent, 
Canadian  National  Rys.,  Toronto,  was 
born  at  St.  Andrews,  N.B.,  Aug.  28,  1877, 
and  entered  railway  service  April,  1893, 
since  when  he  has  been,  to  1900,  operator 
and  agent  at  various  points,  Atlantic  Di- 
vision, C.P.R.;  1900  to  1901,  agent,  C.P. 
R.,  Brownville  Jet.,  Me.;  1901  to  1906, 
agent,  C.P.R.,  McAdam  Jet,  N.B.;  1906 
to  1910,  agent,  C.P.R.,  Fredericton,  N.B.; 
1910  to  1911,  Superintendent,  Aroostook 
Valley  Rd.,  Presque  Isle,  Me.;  1911  to 
1912,  Travelling  Freight  Agent,  C.P.R., 
St.  John,  N.B.;  1912  to  1915,  Right  af 
Way  Agent,  St.  John  and  Quebec  Ry., 
Fredericton,  N.B.;  1915  to  Mar.,  1916, 
agent,  Canadian  Government  Railways, 
Woodstock;  N.B.;  Mar.,  1916,  to  Sept.  1, 
1917,  Commercial  Agent,  Canadian  Gov- 
ernment Railways,  Boston,  Mass.;  Sept. 
1,  1917,  to  July  1,  1920,  General  Agent, 
Traffic  Department,  Canadian  Govern- 
ment Rys.,  latterly  Canadian  National 
Rys.,   Boston,   Mass. 

H.  G.  Kelley,  President,  G.T.R.  and 
Grand  Trunk  Pacific  Ry.,  attended  the 
Association  of  Railway  Executives  an- 
nual meeting  in  New  York  in  the  early 
part  of  July. 

E.  K.  Lenoir,  a  freight  claims  adjuster 
on  the  C.P.R.,  died  suddenly  at  his  home 
at  Montreal  July  17,  following  paralysis. 


VM 


CANADIAN  RAILWAY  AND  MARINK  WORLD 


AufTUHt,  1920. 


11,  ■'      rar-*   1)1(1.  ond    hml   l»'cn   in 

t  ,  .     for   -IT   ycarii,   nnd   with 

t!  Ill    it-i    incrpliun.     Ono   mm 

j«  :i.  im  Siiiri's  Dfpnrtmrnl,  Anirua 
nhojiii.  rr.K..  »nd  n  (lBUK>il<r  in  wife 
of  I..  BronncBU,  Dinlrict  Kncincor,  Canm- 
(lian   Nationnl   R>!>.,  Qui-bt'c,   Quo. 

W.  Marrhbank.  fomierly  "f  tho  Kx- 
port  I)ipiii;rii.  nt.  C.I'.R..  Montrpal,  who 
rptiri-)!  ■  unlion  in  the  nprinK. 

died  at  ■ntly,  atcai  70.  after 

a   few   .;  I  trom   pneiinicinia. 

Sapper  J.  1„  11.  Murdock,  son  of  Jn». 
Munii«k.  Vid'  President  Urotherhood  of 
Railroad  Trainmen,  and  until  recently  a 
memb«'r  of  the  Oominion  Board  of  Com- 
merce, died  in  Toronto  .July  24.  aRed  22. 

Lt.  Col.  R.  L.  Nellefi,  formerly  Local 
FreiKht  Acent.  G.T.R..  Toronto,  now  on 
the  pension  list,  was  entertained  at  din- 
ner, by  Freemasons  recently,  at  Cale- 
donia. Ont..  and  made  an  honorary  mem- 
ber of  St.  Andrew's  Lodfte,  which  he 
joined   .'lO  years  aK'>- 

H.  E.  W.  NlchoUon,  for  4.1  years  sta- 
tion Bifent  on  the  G.T.R..  during  the  last 
.10  years  of  which  he  was  at  Kingston 
Jet.,  Ont.,  died  there  recently.  He  was 
a  brother  of  Capt.  C.  H.  Nicholson,  Man- 
ager. Grand  Trunk  Pacific  Coast  Steam- 
ship Co..  Vancouver,  B.C. 

M.  T.  Pearson.  TravellinK  Passenger 
.\Kent.  C.P.R..  St.  John.  N.B.,  died  at 
Houlton,  .Me.,  June  29,  following  an  op- 
eration  for  appendicitis. 

Hon.  J.  D.  Reid,  Minister  of  Railways 
and  Canals,  which  position  was  vacated 
by  Sir  Robert  Borden's  resignation  of 
the  Premiership,  was  re-appointed  in 
Hon.  Arthur  Meighen's  administration, 
and  sworn  in  at  Ottawa  July  13.  He 
left  the  same  day  for  the  Pacific  coast, 
to  look  over  the  Canadian  National  and 
Grand  Trunk    Pacific   Railways. 

L.  J.  Rouleau,  who  has  been  appointed 
Commercial  Agent,  Canadian  National 
and  Grand  Trunk  Rys.,  Sherbrooke,  Que., 
was  born  at  Montreal,  Jan.  6,  1879,  and 
entered  G.T.R.  service,  .\pr.  1,  1899,  since 
when  he  has  been,  to  Mar.,  1903,  clerk 
and  timekeeper,  Local  Freight  Depart- 
ment. .Montreal;  Mar.  1903,  to  Nov.  1905, 
claims  investigator.  Freight  Claims  De- 
partment, Montreal;  Nov.  1905,  to  Apr. 
1907.  rate  clerk.  Division  Freight  Office, 
Montreal;  Apr.  1907,  to  Apr.  1909,  So- 
liciting Freight  Agent,  Montreal;  Apr. 
1909  to  Dec.  .'iO,  1916,  Travelling  Freight 
Agent,  G.T.R. ,  and  Agent,  National  Des- 
patch-Great Eastern  Line,  Montreal;  Dec. 
.10,  1916,  to  July,  1920,  Commercial 
.Agent,  G.T.R.,  Quebec,  Que. 

H.  R.  Safford,  at  one  time  Chief  En- 
gineer, Grand  Trunk  Ry.,  and  who,  since 
the  return  of  United  States  railways  to 
corporate  control,  has  been  Assistant  to 
President,  Chicago,  Burlington  &  Quincy 
Rd.,  at  Chicago,  has  been  given  the  de- 
gree of  Doctor  of  Engineering  by  Purdue 
University. 

H.  C.  Taylor,  whose  appointment  as 
Superintendent  of  Car  Service,  Eastern 
Lines.  C.P.R.,  Montreal,  was  announced 
in  our  last  issue,  was  bom  at  Wingham, 
Ont,  Nov.  5,  1887,  and  entered  railway 
service  in  190.S,  since  when  he  has  been, 
to  1906.  operator.  G.T.R.;  190t;  to  1908, 
agent  and  operator,  Timisknming  & 
North<>rn  Ontario  Ry.;  190K  to  1910, 
agent  and  operator.  I>ake  Superior  Divi- 
sion, C.P.R.;  1910  to  1917,  dispatcher. 
Lake  Superior  Division,  C.P.K.;  Feb.. 
1917.  to  Nov..  1918,  night  chief  dispatch- 
er, and  chief  dispatcher.  C.P.R.,  Smiths 
Falls.  Ont.:  Nov.,  191K.  to  May.  1920. 
Car   Service   Agent.   «    I'.R..  Toronto. 

George  .Mitchell  Thomas,  who  has  been 


■  iipiiinte<t  (  ummercial  Agent,  Canadian 
National  and  Grand  Trunk  Rys.,  Wind- 
sor. Ont.,  was  bom  at  Dundas.  Ont.,  Apr. 
21,  1876,  and  entered  transportation  iwr- 
vice  in  Aug.,  1898,  since  when  he  has 
l>een,  to  1903,  in  office,  chief  clerk,  on  the 
road,  and  Soliciting  Agent,  for  Beaver 
Line  Steamships,  afterwards  owned  by 
Killer,  Dempster  &  Co.,  and  in  1903, 
taken  over  by  the  C.P.R.  as  the  nucleus 
of  its  Atlantic  steamship  service;  Apr., 
190:i,  to  Feb.  1,  1919,  travelling  Freight 
Agent,  Canadian  Government  Rys..  all 
at  Toronto;  Feb.  1,  1919,  to  July,  1920, 
District  Freight  Agent,  Canadian  Na- 
tional Rys.,  Hamilton,  Ont. 

Guy  "Tombs,  Traffic  Manager,  Cana- 
dian Export  Paper  Co.,  Montreal,  form- 
erly Assistant  Freight  Traffic  Manager, 
Canadian  National  Rys.  there,  Mrs. 
Tombs  and  Laurence  Tombs,  left  Mont- 
real at  the  end  of  June,  to  spend  July 
at  the  Pacific  Coast. 

F.  W.  Wanklyn,  son  of  F.  L.  Wanklyn, 
General  Executive  Assistant,  C.P.R. , 
Montreal,  was  accidentally  shot  at  Banff, 
.Mta.,  .luly  8,  while  examining  a  gun. 
He  was  removed  to  a  Calgary  hospital, 
where  an  operation  was  performed,  and 
he  is  reported  to  be  progressing  satis- 
factorily. His  father  left  Montreal  im- 
mediately on  being  notified  of  the  acci- 
dent, to  be  with  him. 

Robert  James  Scott  Weatherston,  who 
has  been  appointed  Division  Freight 
Agent,  Canadian  National  Rys.-Grand 
Trunk  Ry.,  Hamilton,  Ont.,  was  bom  at 
St.  Thomas,  Ont.,  .Tan.  27,  1878,  and 
entered  G.T.R.  service  July  4,  1893,  since 
when  he  has  been,  to  Dec.  31,  1901,  clerk 
in  Transportation  Department,  Hamil- 
ton, Ont.;  Jan.  1  to  July  22,  1902,  clerk 
in  Traffic  Department,  Hamilton,  Ont.; 
July  23,  1902,  to  May  10,  1903,  Solicit- 
ing Freight  Agent,  Hamilton,  Ont.;  May 
11,  1903,  to  June  17,  1906,  Soliciting 
P'reight  Agent.  Toronto;  June  18,  1906, 
to  May  31,  1907,  Travelling  Freight 
Agent,  Ottawa,  Ont.;  June  1,  1907,  to 
Oct.  31,  1911,  chief  clerk  to  Division 
Freight  Agent,  Hamilton,  Ont.;  Nov.  1, 
1911.  to  .Ian.  31,  1919,  Division  Freight 
-•^gent,  Stratford,  Ont.;  Jan.  31  to  June, 
1919,  Division  Freight  Agent,  Ottawa, 
Ont.;  June,  1919,  to  June,  1920,  Division 
Freight  Agent,  G.T.R..  Hamilton,  Ont. 


Edward  N. 


themselves  currently  informed  on  the 
conditions  in  the  businesses  for  which 
they  are  writing  copy.  I  believe  in  the 
business  journals.  I  have  been  closely 
associate*!  with  the  work  of  many  and 
have  made  a  study  of  them,  and  I  am 
firmly  convinced  of  the  editorial  strength 
and  value  of  many  of  these  publications." 


Hurley  on  Business 
Papers. 


Edward  N.  Hurley,  President,  Hurley 
Manufacturing  Co..  Chicago,  founder  of 
the  Standard  Pneumatic  Tool  Co.,  now 
the  Independent  Pneumatic  Tool  Co., 
Chicago,  formerly  Chairman  of  the  Unit- 
ed States  Federal  Trade  Commission,  and 
Chairman  of  the  U.S.  Shipping  Board. 
in  addressing  the  Associated  .Advertis- 
ing Clubs  of  the  World  at  Indianapolis. 
Ind.,  recently,  said: — "I  am  fearful  that 
our  manufacturers,  merchants,  and  ad- 
vertising men  do  not  appreciate  the 
trade  publications,  which  are  doing  so 
much  from  a  scientific,  as  well  as  a  prac- 
tical, standpoint  in  stabilizing  conditions 
and  working  out  the  many  problems  ex- 
i.'<ting  in  their  respective  fields.  When  I 
was  Chairman  of  the  Federal  Trade 
Commission  I  made  it  a  point  to  have 
the  principal  trade  papers  in  the  United 
States  sent  to  me  regularly.  These  were 
read,  not  only  my  me,  but  by  the  entire 
staff,  so  that  we  might  have  a  finger  on 
the  pulse  of  the  countr>-'s  industry.  Ad- 
vertising agencies  placing  national  and 
international  advertising  could  well  in- 
sist on  every  man  in  their  employ  read- 
ing the  trade  journals  of  the  industries 
of  their  clients,  so  that  they  may  keep 


Railway  Department's  Supplement- 
ary E.stimates. 


The  further  supplementary  estimates 
for  the  year  ending  .Mar.  31.  1921.  pass- 
ed at  the  Dominion  Parliament's  recent 
session,  contain  the  following  items: — 

Charcrablf  I*  CapiUl. 
Canadimn     Govrmmrnt     Railwar*    -Con. 
■trurtion     and     betlrrmrnta    —    Addi- 
tional   amount    required    — I290.4I6 

lo  prtividc  for  the  purrhaae.  at  prieaa 
not  rxcredinK  tile  amoanta  iirrein  ipe- 
ciflcd,  of  tile  fellowinir  rmilwar*  ith* 
driita  of  earli  railway  to  the  Cana- 
dian Government  Rys.  to  be  eancell. 
r<lt  ;  inten-nt  on  the  purchase  price 
of  each  to  t>e  payable  at  the  rat*  of 
r,!",  iM-r  annum  from  the  date  of  Uli- 
intt  poii»c*'<«iun  to  the  date  of  trana- 
fer  of  title;  (Such  of  the  said  rail- 
ways as  are  within  the  jurisdiction  of 
the  Parliament  of  Canada  arc  hereby 
anthoriied  to  sell  their  respeetir* 
aaseta  and  undertalcinm  accordinirly)  : 
York    k    Carleton    Ry..    tlS.OOO.   Rerotc      I  4.&00 

St,    Martins    Ry..    t6f..O00.    RevoU 1«.ZS0 

Moncton    A    Buctouche    Ry..    170.000. 

Revote     -.  "0.000 

EiRin  &  Haveloelc  By..  tSO.OOO.  Revote        SO.OOO 
Salisbury    ft    Albert   Ry..   175,000,   Re- 
vote      75.000 

Caraquet  «  Gulf  Shore  Ry.,  t200,00*, 

Revote 200.000 

Cape    Breton    Ry..    $100,000.    Revote    ..        100.000 
Interest  eatimated.  from  date  of  tak- 
inR   po«8e«sion   to    March   SI.    1921. 
not     exceeding      (includinz     revote 
t34.000)    - 58.000 

tSS8.750 

To  provide  for  the  purchaae  of  the  Lot- 
biniere  A  Me«rantic  Ry.  under  author- 
ity of  Chapter  22.  Statutes  of  Canada. 
1916.    toKothor    with    interest    at    6'^ 

from    April    1.    1920    <S$C.g76 

To  pay  claims  for  riRht  of  way.  Revote 

(1919-19201    50.000 

Charreable  to  Income. 
Canadian  Government  Railways — To  pro- 
vide for  payment  of  expenses  in  con- 
nection with  acquisition  of  the  Grand 
Trunk  and  associated  railway  sys- 
tems,   additional    amount    required S400.000 

Governor  General's  cars,  attendance,  re- 
pairs     and      alterations.      additional 

required    _ 112.000 

Loan  not  exceediuR  t25.000.000  to  be  made  to 
the  Grand  Trunk  Ry.  Co.  of  Canada,  or  made  in 
part  to  any  company  comprised  in  the  G.T.R.  Sys- 
tem, to  be  used  for  any  or  all  of  the  followinR 
purposes  in  connection  with  such  compani***  or 
any  of  them.  viz..  in  meetinR  expenditures  made. 
or  indebtednes!*  incurred  or  payable  in  respect  of 
deficits  in  opcratiOR  expenses,  interest  on  securi- 
ties. maturinR  loans,  construction,  equipment,  re- 
newals and  betterments  :  such  loan  or  loans  to  be 
secured  by  mortKaires  appr»»ved  by  the  Governor 
in  council  in  favor  of  the  KinR  on  the  undertak- 
ini?  of  each  company  participatinR  therein  to  the 
extent  of  such  participation,  and  in  each  ease  to 
tie  repayable  on  demand  with  interest  at  6*~r.  per 
annum,  payable  half  yearly,  or  the  loan  or  any 
part  of  it  may  be  made  to  the  manapinR  commit- 
te«-  of  the  G.T.R.  System  in  accordance  with  the 
provisions  of  clause  4  of  the  asreement  herein- 
after mentioned.  And  for  the  purpose  of  retirinR 
maturinR  secured  loans  or  other  funded  indebted- 
ness, and  intere»t  thereon  of  any  such  company 
or  companies,  which  loans  or  indebtednes.*  were 
in  existence  on  or  before  the  date  of  the  aKree- 
ment  between  the  KinR  and  the  G.T.R,  Co.  of 
Canada,  viz..  Mar.  8.  1920.  the  Minister  of  Fin- 
ance instead  of  applyinR  toward  the  retirement 
thereof  portions  of  the  loan  above  authorited.  may. 
with  the  npprpval  of  the  Go^•emor  in  council, 
miarantee  the  principal  and  interest  of  securities 
of  the  G.T.R.  Co.  of  Canada  or  of  any  such  com- 
pany or  companies  In  such  form  and  on  such 
terms   as   the  Governor  in   council   may  determine. 

t25.000.0O0 

Charreable  lo  Callection  of  Rerenne. 
Canadian  Government  Railways  -  T.. 
pay  deficit  of  workinR  expenditure 
for  year  ended  Mar.  31.  1920.  author- 
ity beinR  hereby  Riven  t,>  apply  to- 
ward payment  of  the  total  amount  of 
the  said  workinR  expenditure  thi 
amount  of  the  receipts  and  revenues 
for  the  said  year:  additional  amount 
required    - -  11.000.000 


August,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


431 


The  Board  of  Railway  Commissioners  Empowered  to 
deal  with  Coal  Situation. 


The  Minister  of  Railways,  Hon.  J.  D. 
Reid.  and  the  Minister  of  Labor,  Hon. 
G.  D.  Robertson,  made  the  following  re- 
port June  28: — "The  undersigned,  hav- 
ing been  delegated  by  the  Governor  in 
council  to  give  special  attention  to  the 
coal  situation  and  alleged  shortage  in 
coal  supply,  have  the  honor  to  report 
that:  From  Jan.  1  to  June  1,  1920,  the 
importations  of  both  anthracite  and  bitu- 
minous coal  from  the  United  States  ex- 
ceeded the  quantity  received  during  the 
same  period  in  1919,  but,  because  of  the 
reserves  being  low,  was  scarcely  suffi- 
cient to  supply  the  normal  requirements. 
Since  April  15,  1920,  and  particularly 
June  1,  receipts  of  coal  have  been  very 
irregular  and   unsatisfactory. 

"Ontario  and  Quebec  are  wholly  de- 
pendent upon  outside  sources  for  their 
supply  of  coal.  Ontario  alone  requires 
.3,500,000  tons  of  anthracite  a  year,  or 
appro-ximately  64,500  cars,  which  means 
an  average  shipment  of  about  200  cars  a 
day  for  each  day  in  the  year.  Since  April 
1  we  were  short  on  our  daily  receipts  125 
cars  a  day.  Ontario  requires  11,000,000 
tons  of  bituminous  coal  annually,  equiva- 
lent to  220,000  cars  of  50  tons  each,  or  a 
daily  shipment  of  600  cars.  From  April 
1  to  June  15,  28,930  cars,  or  380  cars  a 
day  were  received,  leaving  a  shortage  in 
daily  receipts  of  bituminous  coal  of  220 
cars  a  day.  The  situation  in  Quebec  is 
much  similar,  though  accurate  figures 
are  not  at  the  moment  available. 

"Our  investigations  clearly  indicate  a 
most  serious  situation  so  far  as  trans- 
portation in  the  United  States  is  con- 
cerned, inadequate  car  supply  and  strikes 
of  railway  employes  largely  contributing 
to  the  serious  congestion.  Industries  in 
the  U.S.  are,  in  many  instances,  curtail- 
ing their  output  or  closing  down  for  lack 
of  fuel,  and  the  government  of  that  coun- 
try has  placed  the  control  of  the  distri- 
bution of  coal  in  the  hands  of  the  Inter- 
state Commerce  Commission,  who  have, 
we  are  informed,  made  three  orders  which 
have  a  bearing  on  the  situation  here,  i.s., 
(1)  Embargoed  the  exportation  of  coal 
from  the  Atlantic  ports  to  outside  coun- 
tries; (2)  Fixed  priorities;  (.'^)  Are  per- 
mitting only  such  cars  to  come  to  Can- 
ada as  they  are  assured  will  be  unloaded 
within  24  hours  from  the  time  they  are 
placed,  and,  further,  that  the  cars  will 
be  returned  direct  for  re-loading.  It  is 
further  apparent  that  this  pooling  ar- 
rangement and  distribution  through  the 
commission  in  order  of  priority  is  having 
the  effect  of  sending  many  Canadian  coal 
cars  to  other  destinations,  rendering  the 
car  situation  still  more  difficult. 

"It  is  to  be  further  observed  that  there 
were  exported  from  Canada,  between 
Jan.  1  and  June  1,  1920,  approximately 
160,000  tons  of  coal  from  Nova  Scotia  to 
European  ports,  principally  Holland  and 
France.  Prior  to  the  war  approximately 
2,000,000  tons  a  year  were  brought  from 
the  Nova  Scotia  fields  up  the  St.  Law- 
rence, principally  to  Montreal,  which  sup- 
ply has  been  almost  entirely  cut  off.  In 
view  of  the  United  States  having  em- 
bargoed the  exported  coal  to  foreign 
countries,  because  of  the  serious  short- 
age at  home,  it  will  be  difficult  for  Can- 
ada to  consistently  contend  for  increas- 
ed supply  from  the  U.S.  unless  an  em- 
bargo is  also  placed  upon  the  exporta- 
tion of  Canadian  coal  overseas. 
"The  provincial  fuel  commissioners  find 


their  task  rendered  more  difficult  as  a  re- 
sult of  the  order  in  council  3004,  of  Dec. 
1918,  becoming  inoperative.  In  view  of 
all  the  foregoing  facts  the  undersigned 
recommend  that  the  fuel  control  such  as 
existed  under  order  in  council  3004  should 
again  be  made  effective  and  that  a  fuel 
controller,  or  some  board  with  the  neces- 
sary power,  should  be  established,  with  a 
view  of  making  an  agreement  with  the 
Interstate  Commerce  Commission  of  the 
U.S.  to  ensure  a  permanent  and  steady 
delivery  such  as  will  meet  the  Canadian 
requirement  as  far  as  is  reasonably  con- 
sistent, and  to  enable  the  provincial  fuel 
commissioners  to  effectively  direct  and 
control    distribution   equitably." 

Acting  on  the  above  recommendations. 
Sir  Robert  Borden  introduced  a  bill  in 
the  House  of  Commons,  which  was 
amended,  and  finally  passed  as  follows: 
1.  The  Railway  Act,  1919,  chapter  68 
of  the  statutes  of  1919,  is  amended  by 
inserting-  the  following  section  as  section 
71a,  immediately  after  section  71  there- 
of:— 

"71a.  (1)  The  Board  shall  have  power 
to  do  and  authorize  such  acts  and  things 
and  to  make  from  time  to  time  such  or- 
ders and  regulations  as  the  Board,  by 
reason  of  real  or  apprehended  scarcity 
of  coal  or  other  fuel  supplies  in  Canada, 
may  deem  necessary  or  advisable  for  the 
provision  of  such  supplies  and  for  the 
distribution,  control  and  disposition 
thereof. 

"(2)  Without  restricting  the  general- 
ity of  the  foregoing  terms,  it  is  declared 
that  the  powers  hereinbefore  conferrt-d 
upon  the  Board  shall  extend  to  the  trad- 
ing in  and  to  the  exportation,  importa- 
tion, production  and  manufactui'e  of  coal 
and  other  fuel  supplies. 

"(3)  All  orders  and  regulations  made 
under  this  section  by  the  Board  shall 
have  the  force  of  law,  and  may  be  varied, 
extended,  or  revoked  by  any  subsequent 
order  or  regulation;  but  if  any  order  or 
regulation  is  varied,  extended,  or  revok- 
ed, neither  the  previous  operation  there- 
of nor  anything  duly  done  thereunder, 
shall  be  affected  thereby,  nor  shall  any 
right,  privilege,  obligation,  or  liability 
acquired  accruing,  or  incurred  thereun- 
der be  affected  by  such  variation,  exten- 
sion, or  revocation. 

"(4)  This  section  shall  continue  in 
force  until  the  last  day  of  the  next  suc- 
ceeding session  of  Parliament  and  no 
longer." 


Protection  of  Maintenance  of  Way  Em- 
ployes.— The  Railway  Association  of 
Canada  has  been  giving  consideration  to 
the  possibility  of  providing  further  pro- 
tection for  maintenance  of  way  depart- 
ment employes,  against  accidents  result- 
ing from  being  struck  by  trains,  and  has 
recommended  to  member  lines  that  the 
following  instructions  be  issued  to  loco- 
motive crews: — "Engineers  on  all  trains 
shall  sound  whistle  signal  14(L)  when 
approaching  curves  where  view  of  track 
is   obscured." 

Victoria  Bridge,  Montreal. — The  six- 
tieth anniversary  of  the  completion  of 
the  G.T.R.  Victoria  bridge  over  the  St. 
Lawrence  River  at  Montreal  will  occur 
Aug.  25.  The  original  tubular  bridge 
was  opened  for  traffic  by  King  Edward 
VII.,  then  Prince  of  Wales,  Aug.  25,  1860, 
and  this  was  replaced  by  the  present 
Diamond  Jubilee  bridge,  which  was  com- 
pleted in  1898. 


The  Great  Northern  Railway's 
Canadian  Lines. 

The  annual  report  of  the  Great  North- 
ern Ry.  Co.  for  the  year  ended  Dec.  31, 
1919,  contains  the  following  information 
regarding  its  Canadian  lines: — "The  com- 
pany's investment  in  Canadian  companies, 
on  account  of  advances  made  to  pay  for 
property,  construction,  additions  and  bet- 
terments, has  been  increased  during  the 
year  as  follows: — 

Manitoba    Great    Northern    Ry $1,486.10 

Brandon,      Saskatchewan     &     Hudson's 

Bay     Ry 894.09 

Nelson    *   Fort   Sheppard    Ry 2,870.79 

Red    Mountain    Ry Credit         72.06 

Crow's   Nest   Southern   Ry 5,991.8) 

Total    $10,670.26" 

The  President's  report  as  to  better- 
ments during  1919  states  that  a  half  in- 
terlocking plant,  with  6  levers,  was  in- 
stalled at  the  crossing  of  the  British 
Columbia  Electric  Ry.  at  Georgia  St., 
Vancouver,  B.C.  The  amount  actually 
expended  during  the  year  on  additions  to 
Canadian  lines  was  $116,240.02  (credit), 
and  the  amount  expended  in  betterments 
on  the  same  lines  was  $66,443.15.  It  was 
explained  that  the  credit  to  additions  for 
the  Canadian  lines  occasioned  by  the  re- 
moval of  7.8  miles  of  track  of  the  New 
Westminster  &  Southern   Ry. 


Intensive  Use  of  Railway  Equip- 
ment. 


At  a  meeting  of  the  Association  of 
Railway  Executive  in  New  York,  July 
16,  a  resolution  was  adopted,  calling  up- 
on the  member  companies  to  devote  their 
engineering  energies  to  the  more  inten- 
sive use  of  existing  equipment.  The 
following  programme  was  outlined: — 

An  average  daily  minimum  movement 
of  freight  cars  of  not  less  than  30  miles 
a  day.  (The  average  daily  movement 
now  is  23  9-10  miles  and  the  highest  ever 
attained  by  the  railways  was  26  miles  a 
day  during  the  war  period  from  Apr.  to 
Dec,  1917). 

An  average  loading  of  30  tons  a  car. 

Reduction  of  bad  order  cars  to  a  maxi- 
mum of  4%  on  the  total  owned. 

An  early  and  substantial  reduction  in 
the  number  of  locomotives  now  unfit  for 
service,  and. 

Use  of  more  effective  efforts  to  bring 
about  the  return  of  cars  to  the  owner 
roads. 


Kettle   River   Valley   Ry.  Construction 

Financing. — An  action  has  been  brought 
in  an  Ontario  court  in  the  name  of  the 
Dominion  Permanent  Loan  Co.  against 
the  Columbia  &  Western  Ry.  Co.,  the 
Kettle  Valley  Ry.  Co.,  and  the  C.P.R. 
Co.,  to  recover  $200,328  and  interest  un- 
der the  terms  of  an  agreement  dated 
May  26,  1910,  or  in  the  alternative  the 
like  sum  for  breach  of  contract.  It  is 
claimed  that  under  the  agreement  the 
loan  company  agreed  to  sell  to  the  Col- 
umbia &  Western  Ry.  407c  of  the  capital 
stock  of  the  Kettle  River  Valley  Ry. 
(now  the  Kettle  Valley  Ry.  and  a  C.P.R. 
undertaking)  and  the  defendant  com- 
panies undertook  to  pay  to  the  loan  com- 
pany 40%  of  the  subsidies  received  from 
the  Dominion  Government  for  a  railway 
from  Midway  to  Merrit,  B.C.  It  is  fur- 
ther alleged  that  the  defendants  con- 
tracted to  pay  the  loan  company  40%  of 
a  British  Columbia  Government  grant  in 
respect  of  the  construction- of  150  miles 
of  line.  It  is  admitted  that  the  defend- 
ants have  paid  various  sums,  but  it  is 
alleged  by  the  loan  company's  liquidator 
that  the  amount  claimed  is  still  due. 


\:V2 


CANADIAN  HAIIAVAV  AND  MAIUNK  WORLD 


AuRUst.  1920. 


The  Express  Service. 


Br  T.   B.    McDaimtll.   Vlr.   |-r».l4.m  •nd 

I   i.iiIm-i!  11  .«ll  n-crntly  from  n   rrnl 

nil,  anil  wi'  hnil  u  rciil 

:    iihout   old    tinu'fi   nnil 

iiniut    lu-w    tiiiii'.t,   nnd, 

UA  In-  luil  il.  •■(.Imk  linuTH".     At  Ihf  end 

of    thm    vmil    I    had    a    hutijo.t    to    writt- 

■toinrthini;  on   nnil   hrrt'    it    is:    Old   tinii- 

••xprr-tunn-n.    Ihofr    who   did   the    work    a 

((UartiT  of  a  runtur>'  nfc'o,  nnd   thert'  an- 

many    of    them    still    uctivo    in    the    hu»i- 

nos.H.  nri-  frequently  heard  distussinn  the 

relative  ellioienry  and  loyalty  of  the  rank 

and  file  today,  as  compared  with  earlier 

times. 

The  old  timers  have  in  mind  the  days 
when  hours  were  long  and  pay  was  short; 
when  there  was  overtime  a  plenty,  but 
when  nobody  thoujtht  of  pay  for  it;  when 
the  "split  shift'"  was  popular  and  some 
went  to  work  several  times  a  day  to 
rarn  a  day's  pay;  the  days  when  there 
were  no  vacations,  no  workmen's  com- 
ln-nsation;  when  everybody  put  in  some 
•ime  every  Sunday;  when  everybody 
■checked  his  freiRht";  when  the  loss  and 
damaRe  account  was  so  small  that  a 
magnify inft  ftlass  was  needed  to  find  it; 
when  the  despicable  pilferer  was  so 
-carce  that  the  finding  of  one  was  a  sen- 
'-ation  in  the  business;  when  a  serious 
-treet  accident  was  considered  a  dis- 
.-race.  and  yet  in  those  days  everybody 
was  fairly  happy  and  contented  and  an- 
\ious  to  hold  his  job  until  promoted. 
I'.ach  man  took  his  job  seriously,  and 
intended  to  make  his  future  in  the  busi- 
ness. He  wasn't  workinp  on  an  hourly 
basis,  and  looking  for  his  pay  every 
night.  In  those  days  it  did  not  require 
the  senices  of  an  army  of  clerks  to  do 
nothing  more  than  keep  record  of  the 
changing  cmployts.  Every  man  knew 
the  "boss"  and  the  "boss"  called  almost 
everybody  by  his  first  name.  The  men 
were  so  well  .satisfied  that  when  a  va- 
cancy occurred  they  always  had  some 
friend  who  was  anxious  to  get  the  job. 

As  the  old  timer  sees  things  today, 
with  the  shorter  hours,  higher  pay,  over- 
time pay  and  all  the  other  inducements, 
he  wonders  at  the  change,  and  at  what 
he  considers  the  indifference  and  the 
lack  of  pride  of  ser%'ice  which  was  so 
noticeable  in  the  older  times.  He  won- 
ders all  the  more,  because  never  before 
in  the  history  of  the  business  was  it  so 
easy  for  a  man  to  make  good,  and  land 
one  of  the  better  jobs,  because  he  has 
so  little  competition.  The  old  timers 
who  make  these  ob«er\-ations  are  not  by 
any  means  "on  the  shelf,"  but  are  ac- 
tively on  the  job,  an<l  pretty  well  up  to 
date  on  all  things  affecting  the  business. 
They  are  able  to  do,  and  are  doing,  every 
day  a  good  honest  day's  work,  not  limited 
by  any  number  of  hours,  because  they 
like  their  jobs  and  want  to  hold  them. 
It  may  be  that  is  the  whole  point  of  dif- 
ference, liking   one's  job. 

It  has  been  my  privilege  to  keen  in 
close  touch  with  express  matters  in  both 
Canada  and  the  United  Stales,  and  at 
the  risk  which  always  attends  the  mak- 
ing of  comparisons,  I  venture  the  opin- 
ion that  in  the  express  service  in  Canada 
today,  there  is  more  of  the  old  lime  effi- 
ciency and  loyalty  than  is  apparent  else- 
where, and  constant  improvement  in  that 
direction  is  quite  noticeable.  There  j_s 
"pride  of  ser%'ice"  and  we  "like  our  jobs". 
The  labor  turnover  (the  number  of 
changes  in  the  various  positions)  since 
the  close  of  the  war  has  been  small  by 
comparison,  and  is  improving.  It  begins 
to   look   as    if   the   old   tinier    in   Ciinada 


.•ntral    Manaser.    l>«ailnUn    ElprM*   C«, 

would  soon  have  little  to  complain  of. 
If  this  observation  bo  correctly  made, 
and  if  in  Canada  exprcsiimen  are  getting 
back  to  first  principles  more  rapidly  than 
their  neighbors,  the  reason  may  be  found 
in  the  fact  that  in  Canada  the  status  of 
the  express  service  was  more  clearly  de- 
fined and  more  generally  acceptetl  dur- 
ing the  war;  that  it  held  a  larger  per- 
centage of  its  experienced  staff,  who  by 
their  skill  and  good  example  have  shown 
the  newcomers  what  real  expressmen 
stand  for;  they  were  sufficiently  strong 
in  numbers  and  in  character  to  compel 
the  newcomer  to  adopt  their  standards. 
With  the  stabilizing  of  express  matters 
in  the  United  States,  surely  the  real  ex- 
pressmen are  numerous  enough  and 
strong  enough  to  win  over  the  newcom- 
ers who  are  worth  making  into  express- 
men. 

The  old  timers  feel  that  expressmen 
are  a  fraternity  with  high  standards  and 
high  ideals;  that  the  business,  though 
not  ancient,  is  an  honorable  one,  and  de- 
sirable for  the  welfare  of  the  commun- 
ity; that  anything  tending  to  discredit 
the  business  also  tends  to  discredit  the 
staff.  That  is  why  they  are  concerned 
about  the  attitude  of  the  newcomer  and 
that  is  why  they  will  convince  the  new- 
comer he  must  become  a  real  express- 
man. When  the  old  timer  hears  the  ex- 
cuse offered  for  unthinking  men,  that 
they  are  easily  led,  he  replies  that  it 
should  then  be  easy  to  lead  them  in  the 
right  direction,  and  it's  up  to  the  old 
timers  to  do  the  leading.  There  is  some 
good  in  the  worst  of  us,  it's  up  to  the  old 
timers  to  locate  the  good  and  develop  it. 

The  expressmen  of  Canada  are  staunch 
members  of  the  express  fraternity,  they 
have  the  welfare  of  all  expressmen  at 
heart  and  are  doing  their  best  to  get  all 
expressmen  thinking  and  acting  along 
right  lines. 

The  Edmonton,  Dunvegan  &  Bri- 
tish Columbia  Ry.*s  Future. 

.\n  Edmonton,  .Alta.,  press  dispatch  of 
July  20  suted  that  J.  D.  .McArthur,  Pre- 
sident E.,  D.  &  B.  C.  R.,  and  its  allie<l 
companies — the  Central  Canada  Ry.,  and 
the  Alberta  &  Great  Waterways  Ry. — 
had  advised  the  local  management  of  the 
lines  that  an  operating  agreement  had 
been  arranged  with  the  C.P.R.  and  that 
the  agreement  would  go  into  effect  at 
oonce.  A  Victoria,  B.C.,  press  dispatch 
of  July  21  quoted  D.  C.  Coleman,  Vice 
President  Western  Lines,  C.P.R.,  as  stat- 
ing that  the  C.P.R.  had  made  an  agree- 
ment to  operate  the  system  for  a  term 
of  years  on  account  of  the  owners,  and 
that  full  information  as  to  the  agreement 
would  probably  be  given  out  by  the  Pre- 
mier of  .Alberta,  on  his  return  to  Edmon- 
ton from  Montreal,  where  he  had  been  in 
connection  with  the  negotiations. 

The  three  McArthur  lines  are  the  Ed- 
monton, Dunvegan  &  British  Columbia 
Ry.,  running  from  Edmonton  to  Spirit 
River,  ;!t)O.S  miles,  with  a  branch  from 
Spirit  River  to  Grande  Prairie,  54.S 
mlies;  the  Central  Canada  Ry.,  from  Mc- 
Lennan to  Peace  River,  MK»  miles;  and 
the  Albert4i  &  Great  Waterways  Ry.,  in 
regular  operation  from  Carbondale  to 
Ijic  la  Iliche,  I.U.4  miles,  and  practically 
completed  to  .McMurray,  a  further  dis- 
tance  of  about    IfiO   miles. 

An  Edmonton  press  dispatch  says  that 
Premier    Stewart    of    Saskatchewan,    on 


rvturning  there  on  July  26  from  Mont- 
real, sUted  that  the  C.P.R.  will  op«Tate 
the  K.,  U.  &  B.  C.  Ry.  for  five  years,  with 
nn  option  to  buy  it  at  any  time  during 
that  p<'rioil.  The  Safkatrhewan  I^-gisla- 
ture,  at  its  last  irsition,  appropriated 
$1,000,000  for  improving  the  line,  which 
will  hv  done  by  the  C.P.R.,  subji-ct  to  the 
.Saskatchewan  .Minister  of  Railways'  ap- 
proval. The  dispatch  also  states  that  J. 
I).  .McArthur  and  his  associates  have 
withilrawn  from  the  directorate  anil  that 
I).  C.  Coleman,  Vice  President,  Western 
Lines,  C.P.R.,  has  been  elected  Presi- 
dent, and  C.  .Murphy,  General  .Manager, 
Western  Lines,  C.P.R.,  Vice  Prcsiilent. 
other  new  directors  being  .Major  W.  .M. 
Kirkpalrick,  M.C.,  Assistant  Freight 
Traffic  Manager,  Western  Lines,  C'.P.R., 
Winnipeg;  G.  A.  Walker,  Calgary,  and 
Premier  Stewart,  the  latter  representing 
the  province.  It  is  also  stated  that  Mr. 
Coleman  announced  the  appointment  of 
J.  A.  MacGregor,  heretofore  Superin- 
tendent, Edmonton  Division,  C.P.R..  as 
Manager  E.,  D.  &  B.  C.  Ry.,  with  office 
at  Edmonton. 


Two  Per  Cent.  Sales  Tax  Applied 
to  Transportation  Companies. 


The  Act  to  amend  the  Special  War 
Revenue  Act,  191.5,  passed  at  the  Domin- 
ion Parliament's  recent  session,  provides 
in  sec  2,  sub.sec.  BBB  as  follows: — "In 
addition  to  the  present  duty  of  excise  and 
customs,  a  tax  of  I'V  shall  be  imposed, 
levied  and  collected  on  sales  and  deliv- 
eries by  manufacturers  and  wholesalers, 
or  jobbers,  and  on  the  duly  paid  value  of 
importations,  but  in  respect  of  sales  by 
manufacturers  to  retailers  or  consum- 
ers, or  on  importations  by  retailers  or 
consumers,  the  tax  payable  shall  be 
2'  r  ." 

A  large  deputation  from  Montreal 
waited  on  the  Finance  Minister  in  Ot- 
tawa to  protest  against  the  2'".-  tax  be- 
ing applied  to  purchases  made  by  public 
utility  companies.  Senator  Beaubien  and 
F.  L.  Wanklyn,  General  Executive  .As- 
sistant C.P.R.,  being  the  principal  speak- 
ers, but  they  were  unsuccessful,  and  the 
following  ruling  was  given  by  the  Inland 
Revenue  Department: — 

"Sales  tax  of  2'V  applicable  on  sales 
by  manufacturers  to  railways,  power 
companies,  municipalities,  public  utilities 
and  steamship  lines.  Sales  tax  of  K'r 
applicable  on  sales  by  wholesaler  to  such 
corporations.  Sales  tax  not  applicable 
as  respects  material  for  construction  of 
ships  licensed  to  engage  in  Canadian 
coasting  trade." 

The  Inland  Revenue  Department  holds 
that  the  companies  referred  to  are  con- 
sumers. 


C.P.R.  Information  Bureaus. — The  C. 
P.R.  Colonization  and  Development  De- 
partment has  established  three  infonna- 
tion  bureaus  at  London,  Eng..  New  York. 
N.Y.,  and  Chicago,  III.,  with  headquar- 
ters at  Montreal.  Well  equipped  refer- 
ence libraries,  containing  the  fullest  in- 
formation about  Canada,  are  attached  to 
each  of  the  bureaus,  and  are  kept  sup- 
plied with  the  latest  information  re- 
garding new  developments  or  opportuni- 
ties, through  the  main  reference  library 
at  the  deiiartmcnt's  headquarters  at 
Montreal^  and  also  through  the  medium 
of  a  C.P!R.  news  service,  which  has  been 
obtained  through  the  co-operation  of 
the  various  branches  of  the  company's 
service.  The  London  branch  is  in  charge 
of  Major  E.  A.  Moore,  Manager,  Coloni- 
zation and  Development  Department  or- 
ganization   overseas. 


August,  1920. 


433 


Transportation  Appointments  Throughout  Canada. 


The  infurmation  under  this  head,  which  is  irath- 
er«d  almost  entirely  from  official  sources,  is  com- 
piled with  the  Kivatest  care,  so  as  to  ensure  abso- 
lute accuracy.  Anyone  who  may  notice  any  error 
in  our  announcements  will  confer  a  favor  by  ad- 
vising  us. 

Canadian  Government  Merchant  Ma- 
rine Ltd.— W.  B.  FIXGLASS  has  been 
appointed  Assistant  Marine  Superintend- 
ent, Vancouver.   B.C. 

B.  C.  KEELEY  has  been  appointed 
General   .-^frent,  Vancouver,  B.C. 

T.  LOUDEN  has  been  appointed  As- 
sistant Superintendent  Engineer,  Van- 
couver, B.C. 

Canadian  National  Kys.— C.  BOVARD, 
Terminal  Agent,  is  acting  as  Assistant 
Superintendent,  Moncton,  N.B.,  while  W. 
A.   Fitch   is  acting  as   Superintendent. 

S.  C.  COAXES,  who  resigned  as  City 
Ticket  Agent,  Toronto,  June  30,  has  en- 
tered C.P.R.  service  as  a  sleeping  car 
conductor. 

GEO.  COLLINS,  Special  Representa- 
tive, who  has  also  been  acting  as  Divi- 
sion Freight  .Agent  at  Ottawa  for  soni^ 
time,  now  has  his  office  at  Trenton,  Ont., 
the  position  of  Division  Freight  Agent 
at  Ottawa   having  been   abolished. 

W.  A.  FITCH,  Assistant  Superintend- 
ent, is  acting  as  Superintendent,  Monc- 
ton, N.B.,  during  the  absence  of  W.  R. 
Devenish,  on  holidays. 

H.  S.  HE.AD  has  been  appointed  For- 
eign Freight  .-Vgent.  New  York,  U.Y. 
Office,  Woolworth,  Bldg. 

C.  K.  HOWARD,  heretofore  General 
Agent,  Traffic  Department,  Boston,  Mass., 
has  been  appointed  General  Tourist 
Agent.     Office,  Toronto. 

S.  E.  LEGER,  heretofore  City  Freight 
Agent,  Montreal,  has  been  assigned  to 
special  duties  there. 

M.  McCARRON,  heretofore  chief  dis- 
patcher, Newcastle,  N.B.,  has  been  ap- 
pointed chief  dispatcher,  Moncton,  N.B., 
vice   B.   S.   Ward,  deceased. 

T.  S.  TOZER,  heretofore  dispatcher, 
has  been  appointed  chief  dispatcher,  New- 
castle, N.B.,  vice  M.  McCarron,  trans- 
ferred. 

Canadian  National-Grand  Trunk  Rys. 
J.  O.  ADAMS,  General  Eastern  Freight 
Agent,  G.T.R.,  New  York,  N.Y.,  will  also 
act  in  the  same  capacity  for  C.N.R.,  vice 
F.  A.  Young,  General  Agent,  C.N.R., 
transferred. 

W.  J.  BURR,  General  Agent,  Passen- 
ger Department,  G.T.R.,  Pittsburg,  Pa., 
will  also  act  in  the  same  capacity  for  C. 
N.R.,  vice  F.  G.  Wood,  General  Agent, 
C.N.R.,    transferred. 

H.  A.  CARSON,  City  Freight  Agent, 
G.T.R.,  Montreal,  will  also  act  in  the 
same  capacity  for  C.N.R.,  vice  S.  E.  Le- 
ger,  promoted. 

A.  B.  CHOWN,  General  Agent,  Pas- 
senger Department,  G.T.R.,  New  York, 
N.Y.,  will  also  act  in  the  same  capacity 
for  C.N.R.,  vice  F.  A.  Young,  General 
Freight  Agent,   C.N.R..   transferred. 

D.  M.  CRAWFORD,  heretofore  Com- 
mercial .Agent,  G.T.R.,  Pittsburg,  Pa., 
has  been  appointed  General  .Agent,  C.N. 
R.  and  G.T.R.,  Cleveland,  Ohio. 

W.  R.  EASTMAN,  heretofore  Gen- 
eral Agent,  Passenger  Department,  G.T. 
R.,  Boston,  Mass.,  will  act  in  the  same 
capacity  for  C.N.R.,  vice  C.  K.  Howard, 
General   Agent,  C.N.R.,  promoted. 

W.  K.  EV.ANS,  Commercial  Agent,  G. 
T.R.,  Cincinnati,  Ohio,  will  also  act  in 
the  same  capacitv  for  C.N.R. 

I.  W.  GANTT.  Assistant  General 
Freight  Agent,  G.T.R..  Buffalo,  N.Y., 
will  also  act  in  the  same  capacity  for  C. 


N.R.,  with  supervision  of  traffic  through 
the  Niagara  frontier  and  also  of  traffic 
under  the  jurisdiction  of  the  freight  of- 
fices at  New  York,  N.Y.,  Philadelphia, 
Pa.,  Buffalo,  N.Y.,  Pittsburg,  Pa.,  Toledo, 
Cleveland  and  Cincinnati,  Ohio. 

-A.  H.  GOW,  heretofore  in  Division 
Freight  Agent's  office,  G.T.R.,  Ottawa, 
Ont.,  has  been  appointed  City  Freight 
Agent,  C.N.R.   and  G.T.R.   there. 

C.  J.  HAIGH,  Commercial  Agent,  G. 
T.R.,  Philadelphia,  Pa.,  will  also  act  in 
the  same  capacitv  for  C.N.R. 

E.  J.  HILLIARD,  Division  Freight 
Agent,  G.T.R.,  Ottawa,  Ont.,  will  also 
act  in  the  same  capacity  for  C.N.R.  with 
territory  east  of  North  Bay  to  Hawkes- 
bury,  Ont.,  also  Kingston-IIarrowsmith, 
Ont.,  and  east.  The  position  of  acting 
Division  Freight  Agent  at  Ottawa,  held 
by  Geo.  Collins,  is  abolished. 

E.  LABREQUE,  City  Freight  Agent, 
C.N.R.,  Quebec,  Que.,  will  also  act  in  the 
same  capacity  for  the  G.T.R. 

G.  A.  McGUIRE,  Commercial  Agent, 
G.T.R.,  Buffalo,  N.Y.,  will  also  act  in  the 
same  capacity  for  C.N.R. 

F.  P.  NELSON,  heretofore  in  Divi- 
sion Freight  Agent's  office,  G.T.R.,  Ham- 
ilton, Ont.,  has  been  appointed  City 
Freight  Agent,  C.N.R.  and  G.T.R.,  there. 

C.  J.  PIERCE,  General  Agent,  G.T.R., 
Boston,  Mass.,  will  also  act  in  the  same 
capacity  for  C.N.R.  in  New  England  ter- 
ritory, vice  C.  K.  Howard,  General  Agent, 
C.N.R.,  transferred. 

L.  J.  ROULEAU,  heretofore  Commer- 
cial Agent,  G.T.R.,  Quebec,  Que.,  has 
been  appointed  Commercial  Agent,  C.N. 
R.  and  G.T.R.,  Sherbrooke,  Que. 

G.  M.  THOMAS,  heretofore  Division 
Freight  Agent,  C.N.R.,  Hamilton,  Ont., 
has  been  appointed  Commercial  Agent, 
C.N.R.  and  G.T.R.,  Windsor,  Ont. 

S.  G.  WAGSTAFF,  Commercial  Agent, 
G.T.R.,  Toledo,  Ohio,  will  also  act  in  the 
same  capacity  for  C.N.R. 

R.  .J.  S.  WEATHERSTON,  Division 
Freight  Agent,  G.T.R.,  Hamilton,  Ont., 
will  also  act  in  the  same  capacity  for 
C.N.R.,  vice  G.  M.  Thomas,  District 
Freight   Agent,   G.T.R.,   transferred. 

F.  G.  WOOD,  heretofore  General 
Agent,  C.N.R.,  Pittsburg,  Pa.,  has  been 
appointed  General  Agent,  Freight  De- 
partment,   C.N.R.    an(i    G.T.R.,   there. 

Canadian  Pacific  Ocean  Services  Ltd. — 
Major  D.  DRUMMOND,  heretofore  sec- 
cretary  to  General  Manager,  Atlantic 
Lines,  London.  Eng.,  has  been  appointed 
General  Freight  Agent,  Liverpool,  Eng., 
vice  A.  H.  Allan,  Freight  Traffic  Man- 
ager, resigned  to  enter  another  company's 
service. 

Canadian  Pacific  Ry. — I.  S.  ALLEN, 
heretofore  Master  Mechanic,  Sudbury 
Division,  Algoma  District,  Sudbury,  Ont., 
has  been  appointed  Master  Mechanic, 
Schreiber  Division,  Algoma  District,  ivce 
E.  Freeman,  transferred.  Office,  Schrei- 
ber,  Ont. 

G.  M.  BAILLIE,  heretofore  Agent, 
Fairville.  N.B.,  has  been  appointed  As- 
sistant Superintendent,  London  Division, 
Ontario  District,  Windsor,  Ont.  This  is 
a  new  position. 

C.  FRANCIS,  heretofore  Roadmaster, 
Newport  and  Orford  Subdivisions,  Que- 
bec District.  Farnham,  Que.,  has  been 
appointed  Roadmaster,  Chapleau,  Ont., 
vice   L.   Hebert,   transferred. 

E.  FREEM.AN,  heretofore  Master  Me- 
chanic. Schreiber  Division,  Algoma  Dis- 
trict, Schreiber,  Ont.,  has  been  appointed 
Locomotive    Foreman,    Cartier,    Ont. 


L.  HEBERT,  heretofore  Roadmaster, 
Chapleau,  Ont.,  has  been  appointed  Road- 
niaster,  Newport  and  Orford  Subdivi- 
sions, Quebec  District,  vice  C.  Francis, 
transferred.     Office,  Farnham,  Que. 

J.  L.  JAMIESON,  heretofore  Superin- 
tendent, Vancouver  Division,  British  Col- 
umbia District,  Vancouver,  has  been  ap- 
pointed Superintendent  Edmonton  Divi- 
sion, Alberta  District,  with  office  at  Ed- 
montain,  vice  J.  -A.  Macgregor,  appointed 
Manager,  Edmonton,  Dunvegan  &  Bri- 
tish Columbia  Ry. 

F.  S.  ROSSETER,  Assistant  Superin- 
tendent, Toronto  Terminals  Division,  On- 
tario District,  Toronto,  was,  on  July  1, 
appointed  acting  Superintendent,  Sud- 
bury Division,  Algoma  District,  Sudbury, 
Ont.,  T.  A.  Wilson,  Superintendent,  hav- 
ing been  granted  leave  of  absence  for 
one  month.  Effective  Aug.  1,  he  was 
appointed  acting  Superintendent,  Chap- 
leau Division,  Algoma  District,  Chap- 
leau, Ont.,  during  the  absence  of  W.  R. 
Boucher,   Superintendent,   on   holidavs. 

LEONARD  H.  SOLLY,  Land  Agent, 
Esquimau  &  Nanaimo  Ry.,  has  been  ap- 
pointed to  fill  the  vacancy  in  the  C.P.R. 
Natural  Resources  Department's  sub- 
committee in  V'ancouver,  caused  by  the 
death  of  R.  Marpole,  who  was  chairman 
of  that  sub-committee. 

C.  A.  WHEELER,  heretofore  Master 
Mechanic,  Smiths  Falls  Division,  Quebec 
District,  Smiths  Falls,  Ont.,  has  been 
appointed  Master  Mechanic,  Sudbury  Di- 
vision, Algoma  District,  vice  J.  S.  Allen, 
transferred.     Office,  Sudbury,  Ont. 

Bldmonton,  Dunvegan  &  British  Col- 
umbia Ry.— .1.  A.  MACGREGOR,  here- 
tofore Superintendent,  Edmonton  Divi- 
sion, Alberta  District,  C.P.R.,  is  reported 
to  have  been  appointed  Manager,  Ed- 
monton, Dunvegan  &  British  Columbia 
Ry.  on  its  transfer  to  the  C.P.R.  for  oper- 
ation, with  office  at  Edmonton,  .Alta. 

Grand  Trunk  Pacific  Ry.  —  A.  D. 
CAREY,  heretofore  Assistant  Superin- 
tendent, Smithers,  B.C.,  has  been  ap- 
pointed Superintendent,  Edson,  .Alta., 
vice  R.  M.  Halpennv,  resigned. 

F.  W.  HOPPER  has  been  appointed 
General  Agent,  Passenger  Department, 
G.T.P.R.  and  Grand  Trunk  Pacific  Coast 
Steamship  Co.,  San  Francisco,  Cal. 

J.  P.  KIRKPATRICK  has  been  ap- 
pointed -Assistant  Superintendent,  Smith- 
ers, B.C.,  vice  .A.  I).  Carey,  promoted. 

Grand  Trunk  Ky.— W.  BIBBY,  here- 
tofore Supervisor  of  Track,  Montreal, 
has  been  appointed  Supervisor  of  Track, 
Cornwall,  Ont. 

A.  A.  SNYDER  has  been  appointed 
Supervisor  of  Track,  Montreal,  vice  W. 
Bibby,  transferred. 

H.  C.  SWARTS,  bridge  master.  St. 
Thomas,  Ont'.,  is  reported  to  have  been 
appointed  Superintendent  of  Bridges  and 
Buildings,  Eastern  Lines,  with  office  at 
Montreal. 

Railway.s  and  Canals  Department. — G. 
W.  YATES,  heretofore  private  secretary 
to  the  Prime  Minister,  and  formerly  pri- 
vate secretary  to  the  Minister  of  Rail- 
ways and  Canals,  has  been  appointed 
Assistant  Deputy  Minister  of  Railways 
and   Canals,   Ottawa. 


Canadian  National  Rys.  has  put  on  a 
new  local  service  between  Stellarton  and 
Mulgrave,  N.S.,  leaving  Stellarton,  4.30 
p.m.;  arriving  Mulgrave,  8.10  p.m.;  leav- 
ing Mulgrave,  7.30  a.m.;  arriving  Stel- 
larton,  11.10  a.m. 


■;.'.i 


CANADIAN  ICAII.U  AV  AM»  MAKINK  W  (JKLU 


August.  1920. 


The  Heid  Newfoundland  Railway's  Condition  to  be 
Improved. 


Tho  Nf'wfounHland  lA>iriRlaturc  pnsjoil, 
un  July  11,  an  art  prnvidinir  f«r  mininir 
»1.0t)0.000  for  the  Roid  Nowfniindlnnd 
K\  .  '••r  flu  iiiiprovt-mont  of  the  railway, 
i^  I'f  additional   torniinal  ac- 

•  and   th«'   nurchnsc  of  addi- 

(  .    stock.     The  ri'Koliitions  on 

«liiil;  l!u  art  wan  IwrimI  were  to  have 
iMK-n  introdured  July  8,  hut  were  not  pre- 
s'enti^l  hy  the  Premier  until  the  follow- 
inK  day.  In  the  course  of  his  speech  he 
saiil  it  was  the  Inst  thintr  in  the  world 
he  ever  expected  to  have  to  do,  to  intro- 
duce resolutions  that  favored  the  Reid 
Newfoundland  Co.  l>y  Krantinjj  it,  hy 
way  of  loan  or  hy  fnvorinE  it  in  any 
other  way.  It  was  impossihle  for  the 
company  to  procure  the  necessary  rolling 
stock;  impofsihle  for  it  to  erect  freijrht 
terminals  at  Port  aux  Basques  and  at 
St.  John's,  and  impossible  for  it  to  carry 
on  the  railway  because  it  did  not  have 
the  money  necessary  for  these  purposes. 
The  company  file<i  a  memornndum  with 
the  (fovemment  on  June  .SO,  jrivinjj  rea- 
sons why  money  should  be  Erranted  to 
put  the  road  in  repair,  and  showing  the 
losses  sustained  by  the  company  since 
the  railway  had  been  operated.  The  state- 
ments contained  in  the  memorandum 
were  not  puaranteed  by  the  povernment. 
The  time  had  arrived  to  consider  wheth- 
er the  railway  was  to  be  operated  or 
not.  In  his  opinion,  and  in  that  of  his 
party  it  should  be  operated  and  $1,000,- 
000  must  be  borrowed  to  enable  the  rail- 
way to  be  run  efficiently.  This  money 
would  be  expended  as  follows: — $.'?00,000 
for  purchase  of  new  fish  plates  to  con- 
nect the  rails;  $2.50,000  for  terminals  at 
St.  John's  and  Port  aux  Basques,  and 
$450,000  to  be  paid  over  to  the  company 
to  buy  6  locomotives,  50  box  cars  and  50 
flat  cars.  The  fish  plates  would  be 
boupht  by  the  Government,  and  the  com- 
pany would  put  them  in  position  on  the 
railway.  The  money  to  be  spent  on  ter- 
minals at  St.  John's  would  provide,  among 
other  things,  a  large  freight  shed  above 
the  Long  Bridge;  and  general  better- 
ments would  be  carried  out  at  Port  aux 
Basques.  The  cost  of  the  fish  plates 
would  be  provided  by  the  government, 
the  Attorney  General  having  advised 
that  it  was  responsible  for  the  same.  The 
remainder  of  the  sum  voted  would  be 
a  charge  against  the  company,  repayable 
with  interest,  out  of  any  claim  which  the 
company  might  have  against  the  govern- 
ment in  1957.  Negotiations  would  be 
entere<l  into  with  the  company  to  have 
joint  control  of  the  railway  by  a  com- 
mission from  July  1,  of  this  year,  to 
June  :!n,  U'21,  the  company  to  appoint 
three  members,  and  the  government  three 
and  a  chairman.  The  government  ap- 
pointees would  include  an  outside  rail- 
way engineer,  and  an  auditor.  The  reso- 
lutions were  considered  in  committee 
July  10.  and  passed.  The  bill  based  on 
them  was  introduced  and  put  through 
all  its  stnges  at  the  same  sitting,  the 
final  reading  being  given  to  it  at  1.20 
a.m.   (new  time)   Sunday,  July   11. 

The  company's  memorandum  referred 
to  in  the  Premier's  speech  points  out 
that  the  railway  was  built  according  to 
the  government  specifications  to  meet  the 
then  (IHUO)  requirements  of  the  colony, 
the  only  change  being  that  50  lb.  rails 
were  used  instead  of  .'15  lb.,  and  t>5  lb.  at 
the  lower  end  of  the  Placentia  line.  No 
provision  was  made  in  the  contracts  for 
improvements  over  and  above  the  speci- 


fications of  18510.  The  company  dince 
the  signing  of  the  IStOl  contract  (under 
which  the  title  to  the  railway  passed 
from  the  Reids  to  the  government  at 
cost,  and  the  Reids  received  a  contract 
for  the  operation  of  the  railway  for  50 
years  from  Aug.  1,  1901,  on  certain 
terms)  have  improved  the  rolling  stock 
and  e<iuipment  to  meet  the  increasing 
traffic  on  the  line.  The  company  has 
been  unable  to  increase  the  rolling  stock 
in  sufficient  quantities  since  1915  to  meet 
the  extra  demands,  caused  by  the  .sale 
and  loss  of  local  shipping  during  the 
war.  The  loss  in  operation  during  the 
six  years  preceding  the  war  was  $.'i<i,3,- 
0.57.12,  while  the  loss  in  the  vears  1914  to 
1919,  inclusive,  was  $1, 544,429. l.'{,  the 
loss  in  1919  alone  being  $045,549.02.  The 
total  loss  for  20  years  operation  up  to 
the  end  of  1919  was  $:j,26:5,l  16.34,  all  of 
which  had  fallen  directly  on  the  share- 
holders. The  company  states  that  the 
reason  for  the  roadbed  being  in  an  un- 
satisfactory condition  is  that  the  stand- 
ard laid  down  in  the  original  specifica- 
tions was  not  sufficiently  high  for  a  main 
line,  and  that,  with  the  government's 
consent,  heavier  rolling  stock  was  used 
than  the  standard  of  the  road  warrant- 
ed, in  order  to  endeavor  to  meet  the  traf- 
fic necessities.  The  total  increased  reve- 
nue for  1919  over  1914  was  $645,051.86, 
while  the  increase  in  operating  expenses 
was  $1,159,813.75. 


Application  for  Increase  in  Freight 
Rates. 

The  Railway  Association  of  Canada 
sent  the  following  application  to  the 
Board  of  Railway  Commissioners  on  .luly 
9,  over  the  signatures  of  its  President, 
H.  G.  Kelley,  President,  G.T.R.  and  G.T. 
P.R.,  and  its  Secretary,  C.  P.  Riddell:— 

"The  Railway  .■\ssociation  of  Canada, 
on  behalf  of  the  railway  companies,  mem- 
bers thereof,  and  of  all  other  railway 
companies  within  the  Board's  jurisdic- 
tion, hereby  applies  to  the  Board  under 
sec.  325  of  the  Railway  -■^ct,  and  such 
other  sections  thereof  as  may  be  applic- 
able, for  authority  to  make  a  general  ad- 
vance of  30' r  in  the  tolls  at  present 
charged  for  the  carriage  of  freight  by 
the  said  companies.  In  support  of  such 
application  the  applicant  respectfully 
states: — 

"1.  During  the  period  since  the  out- 
break of  the  war,  the  scale  of  expendi- 
ture of  the  said  railway  companies  on 
capital,  maintenance  and  operating  ac- 
counts has  increased  to  an  extent  unpre- 
cedented, which  has  greatly  exceeded  ag- 
gregate increases  in  freight  and  passen- 
ger revenues  granted  during  such  period. 

"2.  As  a  concrete  example  of  the  great 
burdens  under  which  the  railway  com- 
panies are  laboring,  reference  may  be 
made  to  the  result  of  the  wage  increase 
granted  in  1918.  The  so  called  25' >  ad- 
vance in  freight  rates,  granted  under 
order  in  council  1863,  effective  Aug.  12, 
1918,  was  intended  to  reimburse  the  rail- 
way companies  for  increased  wage  ex- 
pense to  which  it  was  then  estimated 
they  would  be  put  through  the  applica- 
tion of  the  rates  of  wages  and  working 
conditions  which  had  then  recently  been 
fixed  for  the  railways  of  the  I'nited 
States  under  the  so  called  McAdoo  award 
and  supplements  thereto,  and  which  has 
lii'iii  made  applicable  i.r  ( '.in.i.lji  by  .■rd^T 


in  council  1768.  effective  Aug.  1.  1918. 
('ontrary  to  all  expectations,  Huch  in- 
I  rease  in  revenue  proved  far  from  natis- 
factory  to  acrom|ilish  the  purpose  for 
which  it  was  intended.  During  1919  the 
increase  in  wages,  granted  as  above  men- 
tioned, amounted  on  Canadian  railways 
to  more  than  $80,000,000,  while  the  in- 
crea.'c  in  revenue  derived  from  the  ad- 
vance intended  as  aforesaid  to  provide 
thereftir,  amounted  to  only  approximate- 
ly $43,(100,000,  a  shorUge  of  at  least 
$37.000,0110.  Apart  from  the  increase  in 
wages,  the  prices  of  the  principal  sup- 
plies and  materials  in  use  on  the  rail- 
ways, have  increased  more  than  lOO 
since  the  beginning  of  the  war  period. 

"3.  In  order  that  the  railway  companies 
may  maintain  their  systems  in  such  a 
state  of  efficiency  as  to  enable  them  to 
serve  the  interests  of  the  public  in  a  pro- 
per manner,  it  is  essential  that  they  be 
accorded  an  advance  in  tolls  of  at  least 
the  extent  applied  for  herein. 

"4.  The  increase  in  rates  sought  by 
this  application  is  based  entirely  on  pres- 
ent costs,  and  docs  not  take  into  consid- 
eration any  increase  in  wages  or  costs 
which  may  occur  hereafter." 

As  the  application  is  a  request  for  a 
straight  percentage  increase  based  up- 
on the  costs  of  wages  and  material,  which 
are  of  general  application,  the  Board 
has  decided  that  the  case  can  best  be 
heard  at  one  sitting  rather  than  at  dif- 
ferent places  throughout  the  country, 
and  the  hearing  will  open  at  Ottawa  Aug. 
10. 


Windsor-Detroit  Railway  and  Gen- 
eral Traffic  Bridge. 


At  a  meeting  of  the  Detroit,  Mich., 
Board  of  Commerce,  July  15.  at  which  a 
number  of  Windsor,  Ont.,  people  were 
present,  steps  were  taken,  according  to  a 
press  report,  for  the  construction  of  a 
press  report,  for  the  construction  of  a 
railway  end  general  traffic  bridge  be- 
tween Windsor  and  Detroit.  This  mat- 
ter has  been  under  discussion  for  some 
time;  engineers  have  been  making  sur- 
veys, and  tests  of  the  river  bed  and  of 
both  the  Canadian  and  the  United  States 
.chores,  and  plans  have  been  prepared 
for  a  bridge  of  the  suspension  type. 

The  report  states  that  the  approach 
to  the  bridge  on  the  Detroit  side  would 
he  located  just  above  24th  St.,  and  that 
the  Canadian  end  would  be  near  the  east- 
erly limit  of  Sandwich.  The  plans  con- 
template a  suspension  bridge  of  1,770  ft. 
span,  carrying  two  28  ft.  roadways,  two 
7  ft.  sidewalks,  two  electric  car  tracks 
and  four  .steam  railway  tracks.  The  es- 
timated cost  of  the  bridge  suggested  is 
?28,000,000,  including  railway  approaches 
of_  about  a  mile,  on  a  gradient  of  about 
1.5'"V.  The  bridge  would  have  a  height 
above  water  of  100  ft.  at  the  harbor  lines 
and  110  ft.  at  the  center,  in  order  to  per- 
mit the  free  passage  of  ships.  C.  E. 
Fowler  and  G.  Lindenthal  are  the  engi- 
neers, under  whose  charge  the  surveys 
were   made   and   the   plans    prepared. 


C.P.R.  Employes'  Pa.<u;es. — .\  Winnipeg 
report  says: — "More  than  5.000  annual 
long  senice  jiasses  have  been  distributed 
to  employes  of  the  Canadian  Pacific  Rail- 
way Western  Lines.  The  pass  is  a  per- 
manent annual  one,  which  includes  the 
wife  of  a  married  man,  and  is  for  em- 
ployes in  the  service  for  10  years  or 
more,  covering  the  district  in  which  they 
are  employed.  For  employes  in  the  ser- 
vice 20  years  or  over  the  pass  extends 
over  the  whole  Western  Lines." 


August,  1920. 


435 


Traffic  Orders  by  Board  of  Railway  Commissioners. 


Contract  for  Live  Stock  Transportation. 

General  order  300.  June  ■'50. — Re  con- 
sideration of  special  form  of  contract  for 
transportation  of  live  stock,  to  be  used 
by  railway  companies,  and  general  or- 
der 298,  June  2,  1920,  approving  forms 
of  Live  Stock  Contract  and  Special  Con- 
tract with  .Attendants  in  charge  of  stock, 
marked  schedules  .\  and  B  respectively: 
It  is  ordered  that  the  date  upon  which 
the  said  forms  of  Live  Stock  Contract 
and  the  Special  Contract  with  Attend- 
ants in  Charge  of  Stock,  marked  sched- 
ules A  and  B  respectively,  on  file  with 
the  board,  shall  become  effective,  be  post- 
poned from  July  1,  1920,  as  provided 
for  in  general  order  298,  dated  June  2, 
1920,  to  July   15,   1920. 

Comberland  Railway  &  Coal  Co.'s 
Tariffs. 

29.813.  June  28. — Re  application  of 
Cumberland  Ry.  &  Coal  Co.,  under  sec. 
334  of  the  Railway  Act,  1919,  for  appro- 
val of  its  Standard  Passenger  Tariff,  C. 
R.C.  5:  Upon  the  report  and  recommen- 
dation of  the  board's  Chief  Traffic  Officer 
it  is  ordered  that  the  said  tariff  be  ap- 
proved; the  said  tariff,  with  reference  to 
this  order,  to  be  published  in  at  least 
two  consecutive  weekly  issues  of  The 
Canada  Gazette. 

29.814.  June  28.— Re  application  of 
Cumberland  Railway  &  Coal  Co.,  under 
sec.  331  of  the  Railway  .A.ct,  1919,  for 
approval  of  its  Standard  Freight  Mile- 
age Tariff  C.R.C.  10:  Upon  the  report 
and  recommendation  of  the  board's  Chief 
Traffic  Officer,  it  is  ordered  that  the  said 
tariff  be  approved;  the  said  tariff,  with 
reference  to  this  order,  to  be  published 
in  at  least  two  consecutive  weekly  issues 
of  The  Canada  Gazette. 

Classification  of  Snow  Melters. 
On  the  application  for  a  ruling  of  the 
board  in  the  matter  of  proper  classifica- 
tion of  snow  melters,  in  connection  with 
claims  of  Freeland  Steel  Tank  Co.,  Win- 
nipeg, against  the  C.P.R.  for  freight 
overcharges,  Assistant  Chief  Commis- 
sioner McLean  gave  the  following  judg- 
ment June  30: — This  matter  has  been 
conducted  by  con-espondence.  After 
some  preliminary  correspondence,  the  ap- 
plicant was  advised  that  the  matter 
would  be  set  down  for  hearing  at  Win- 
nipeg. He,  however,  informed  the  board 
that  he  did  not  see  the  need  to  have  it 
set  down  for  hearing;  and  he  further 
stated  that  if  his  complaint  could  not  be 
settled  by  correspondence,  he  wished  the 
board  to  withdraw  the  complaint  as  he 
had  no  further  data  to  submit.  There- 
after the  matter  was  taken  off  the  list. 
On  consideration  of  the  material  before 
the  board,  it  appears  that  what  the  ap- 
plicant is  interested  in  is  the  classifica- 
tion, not  for  the  future,  but  as  to  past 
transactions.  His  contention  is,  in  sub- 
stance, that  the  articles  should,  by  ana- 
logy, have  been  classed  with  a  second- 
class  rating,  and  that  claims  arising  in 
1918  should  have  been  settled  on  the 
basis  of  second-class.  The  railway,  in 
dealing  with  the  matter  from  the  stand- 
point of  commodities  which  it  regards 
as  analogous,  assessed  freight  charges 
on  the  basis  of  1  '2  times  first-class.  The 
submissions  made  have  been  carefully 
considered  by  the  board's  traffic  depart- 
ment, which  reports  that  it  considers  the 
rating  proposed  by  the  railways  on  these 
articles,  which  hithereto  have  not  been 
specifically  classified,  viz.,  I'-i  times  1st 
class,  L.C.L.,  is  reasonable,  having  re- 
gard to  the  classification  of  other  articles 


most  nearly  analogous  as  to  bulk,  weight 
and  structure.  Since  the  date  of  the  ap- 
plication, the  railways  have  proposed  a 
specific  rating  of  I'a  times  1st  class  for 
the  commodities  in  question,  which  it  is 
proposed  to  incorporate  in  a  supplement 
to  the  classification.  No  further  action 
in  the  matter  is  necessary." 
Hamilton  Students*  Passenger  Fares. 
Commissioner  Boyce  gave  the  follow- 
ing judgment  July  3  on  the  complaint 
of  the  Canada,  Park  and  Central  Busi- 
ness Colleges,  Hamilton,  Ont.,  against 
proposed  increases  by  the  Hamilton  Ra- 
dial Electric  and  the  Brantford  &  Ham- 
ilton Electric  Railways  in  fares  for  stuu- 
ents  attending  business  colleges  in  Ham- 
ilton:— "The  complain  was  originally 
from  the  Canada  Business  College,  of 
Hamilton,  latterly  supported  by  the  Park 
and  Central  Business  Colleges  of  Hamil- 
ton, that  as  regards  students,  or  scholars, 
commutation  tickets  on  the  Hamilton 
Radial  Electric  Railway,  and  the  Brant- 
ford &  Hamilton  Railway  (subject  to 
this  board's  jurisdiction),  the  railways 
vvere  improperly  restricting  the  use  of 
such  tickets  to  students  attending  the 
public  and  high  schools  in  Hamilton,  and, 
as  a  consequence,  were  discriminating 
against  such  students,  resident  in  the 
suburbs  or  places  on  the  railways  out- 
side of  Hamilton,  as  were  habitually  at- 
tending business  colleges  and  other  insti- 
tutions of  learning,  training  or  instruc- 
tion in  Hamilton.  In  other  words,  that 
the  railways  interpreted  the  term  'stud- 
ent' in  the  issue  of  these  tickets,  only  to 
those  students  of  the  class  mentioned, 
excluding  from  their  benefit,  students 
generally.  The  board  is  asked  to  exer- 
cise its  jurisdiction  to  relieve  against 
the  alleged  discrimination.  The  rail- 
ways concerned  contend  that  they  are 
not  bound  to  extend  the  privileges  of 
these  tickets  to  any  except  students  at- 
tending public  and  high  schools;  that  the 
business  colleges,  being  purely  business 
enterprises  and  operated  for  private  gain, 
do  not  come  within  the  railways  inter- 
pretation of  'schools'  and  their  students 
are  not,  therefore,  entitled  to  the  benefit 
of  the  rates  referred  to.  The  Hamilton 
Radial,  on  Sept.  26,  1919,  filed  Supple- 
ment 1  to  O.R.C.  7  (effective  Sept.  29, 
1919),  showing  special  reduced  rates  for 
public  and  high  school  students,  as  fol- 
lows, in  either  direction,  tickets  being 
limited  to  one  month. 

"From.  To.  Miles.  No.  trips.  Price. 

Hamilton         Kenihvorth  .S.9.T         46         $1.8r. 

Ghents  5.10        46  1.8.'j 

Canal  8.49         46  1.85 

UurlillKton  10.65  46  1.85 

Pine  Cove  12.51         46  2.25 

Bronte  16.7:<         46  3.00 

Oakville  21.22         46  3.00 

Oakville  Bronte  4.43        46  1.85 

BurlinKton  10.57         46  1.85" 

"  'Note. — School  tickets  are  issued  on- 
ly on  presentation  of  certificate  from 
principal,  stating  that  student  is  attend- 
ing school,  and  arc  good  only  on  cars  ar- 
riving at  school  district  at  9  a.m.  and 
returning  on  4  p.m.  and  5  p.m.  cars.  Not 
good  on  Saturdays,  Sundays,  or  public 
holidays.' 

"Prior  to  this  tariff  being  filed,  the 
railways  extended  their  students  rates  to 
students  generally,  including  students  at- 
tending business  colleges.  The  new  tariff 
imposes  a  very  substantial  increase  of 
rate  over  former  rate  enjoyed  by  stud- 
ents attending  business  colleges,  and  all 
students  except  those  classed  in  the 
tariff;  the  difference  to  the  students  un- 
favorably classed  varying  from  11  to 
3609<-    increase   as   shown   by   the   state- 


ment filed  by  .Mr.  Kerr  on  behalf  of  com- 
plainants at  the  hearing.  I  am  unable 
to  find  in  anything  urged  at  the  hearing, 
by  the  railways,  any  justification  for 
the  distinction  between  'students'  sought 
to  be  imposed  by  the  taritf.  Students  are 
to  be  regarded  as  a  class,  and,  as  a  class, 
they  ought  to  be  dealt  with  as  regards 
rail  fares.  For  the  railway  to  say  that 
privileges  shall  be  extended  to  certain 
members  of  that  class  and  denied  to  all 
others  falling  within  the  definition  is,  in 
my  opinion,  unfair  treatment,  amounting 
to  unjust  discrimination.  -Any  commu- 
tation students  rates  ought  to  be  made 
applicable  to  all  students.  There  ought 
to  be  no  more  difliculty  for  the  railways 
concerned  to  interpret  the  meaning  of 
the  word  'student'  so  as  to  apply  the 
rates  in  a  comprehensive  manner  than 
for  the  other  railways  who  issue  com- 
mutation rates  to  students.  I  do  not 
think  that  the  supplement  filed  ought  to 
be  permitted  to  remain  in  ofrce.  It  is 
unsatisfactory  and  discriminatory  in  its 
application  and  works  injustice.  The 
complaints  against  it  are,  I  think,  well 
founded. 

"By  sec.  345,  ss.  2  of  the  Railway  Act 
the  board  is  empowered  to  require  the 
railways  subject  to  its  jurisdiction,  when- 
ever it  sees  fit,  to  grant  and  issue  com- 
mutation tickets  at  such  rates  and  on 
such  terms  as  the  board  may  order.  This 
is  not  a  case  where  the  board  is  asked  to 
create  a  new  commutation  area.  Were 
it  so,  different  considerations  would  gov- 
ern the  exercise  of  the  statutory  discre- 
tion vested  in  the  board  by  the  section 
cited.  The  railways  have  established  the 
system  and  area;  they  applied  it  first 
generally  to  all  students,  the  students 
attending  the  business  colleges  of  com- 
plainants participating  in  the  privilege 
as  members  of  that  class.  The  railways 
then,  by  the  supplement  complained  of, 
sought  to  restrict  that  class,  and  con- 
tinue the  privilege  of  cheap  rates  to  one 
section  of  it,  and  deny  it  to  the  others, 
and  it  is  to  remedy  and  equalize  that 
condition  of  things  that  the  board's  juris- 
distion   is  appealed  to. 

"By  the  board's  order  29,512  of  April 
1,  1920,  in  the  Commutation  Rate  Case, 
the  tariflF  there  settled  by  the  board  for 
scholars  (or  students)  commutation  pas- 
senger traffic  was  as   follows: — 

•■'(b)  40  trip  tickets  (scholars'  tickets)  good 
for  30  days  on  the  basis  of  4<i  mills  per  mile  of 
travel,  subject  ot  a  minimum  charvre  per  ride  of 
714c.' 

"The  commutation  tariffs  filed,  pur- 
suant to  this  order,  restrict  the  age  of 
the  scholar  to  18  years  and  under.  I 
think  it  would  be  a  satisfactory  adjust- 
ment of  this  complaint  to  direct  the  rail- 
ways to  substitute  for  the  tariff  now  in 
force,  a  tariff  of  students  (or  scholars) 
commutation  rates  on  the  basis  of  the 
board's  order  above  quoted,  and  applic- 
able, as  in  the  case  of  the  tariffs  filed  by 
railways  pursuant  to  the  board's  order, 
within  the  age  limit,  to  all  persons  falling 
within  the  designation  of  students  or 
scholars.  These  rates  should  be  made 
effective  Sept.  1,  1920,  next.  Order  will 
go  accordingly. 


Railway   from   Victoriaville   to   Artha- 

basca. — The  Minister  of  Railways  gave 
a  negative  answer  in  the  House  of  Com- 
mons recently,  to  the  question,  "Is  it  the 
intention  of  the  government  to  build  a 
branch  line  on  the  Grand  Trunk  Ry.  from 
Victoriaville  to  Arthabasca,  Que.,  3  miles, 
so  that  the  railway  will  reach  the  chief 
town   of  the  Arthabasca  district?" 


l.;t; 


I  ANADIAN  ICAll.W  AV  AND  .MAltINK  WOKI.H 


Auflrusl.  1920. 


(  aiKulian  National  Railways  Construction,  Better- 
ments, Ktc. 


lUhfiix  Orran  TrrminmU. — A  proim  rr- 

I  -' -    ''■••    •'''■   Imin   nhcfl   mljoin- 

'•tntion    ut    thi-    new 
.«.  ^    winch   thr   Sh»'«rvr 

(  ..     I..... i.i.i't,    hiiit   hfrn   rnniplct- 

<•<).  Ihis  m  part  of  the  wurk  of  tin-  now 
froiifht  and  pa!«!<t'nK<'r  tcrnunalM  which 
have  fn-on  unilcr  conslnKtion  for  siome 
years. 

(.'oaling  PlaiK*  for  Rantrrn  I.ineH.  — 
TonHcr"  wero  rrcpivod  to  July  "24  for  the 
frcction  of  a  'J.'iO  ton  cnnncity  coalins: 
plant  nt  Truro.  N.S..  an<i  for  100  ton 
conlini;  plant.'<  at  I'irntc  Harbour,  N.S.; 
I'oinl  TupptT,  N.S..  anil   Newcastle,  N.B. 

St.  John  Station.— A.  V.  Harnhill,  K.C, 
of  St.  John,  N.B..  who  is  a  C.N.R.  di- 
rector, is  reported  to  have  stated  that 
the  erection  of  the  new  station  there 
will  be  proceeded  with  this  year.  Pre- 
liminary plans  for  the  overhead  crossing: 
on  Mill  St.  are  said  to  have  been  sub- 
mitted to  the  C.P.R.,  and  .<>iniilar  plans 
will  also  be  submitted  to  the  city  for 
approval. 

Work  on  the  demolition  of  the  passen- 
ger train  shed  the  roof  of  which  collapsed 
recently,  is  reported  to  be  propressinK. 
.Material  for  the  erection  of  butterfly 
roofs  is  reported  to  be  in  course  of  de- 
liverj-,  and  it  is  .=aid  that  the  erection 
will  be  pone  on  with  at  once. 

St.  John  Improvements. — Followinp  a 
conference  with  C.N.R.  officials,  the  St. 
John.  N.B.,  city  council  has  authorized 
the  layinp  of  three  additional  tracks  on 
Water  St.,  the  work  to  he  done  to  the 
city  engineer's  satisfaction,  and  the  plac- 
ing and  moving  of  cars  thereon  be  under 
the  harbor  master's  supen'ision.  It  is 
expected  that  this  work  will  be  done  at 
once  in  preparation  for  the  winter  traf- 
fic. 

In  connection  with  this  work,  it  was 
stated  in  the  course  of  the  negotiations 
that  the  C.N.R.  intends  tto  build  a  bulk- 
head parallel  with  Charlotte  St.  exten- 
sion and  on  a  line  with  Sydney  Market 
to  provide  a  reclamation  area  for  new 
trackage;  and  to  straighten  out  the  tres- 
tle leading  from  Reid's  Point  to  the  bal- 
last wharf,  but  it  is  said  that  nothing 
will  be  done  on  this  work  this  year. 

McGivncy  Jct.-Fredericton  Revision. — 
We  are  officially  advised  that  a  contract 
has  been  let  to  R.  B.  Stewart,  Perth,  N.B., 
for  grading  for  changes  in  alignment 
mile  X'.i.'j-i  to  i(2.:i0,  near  Taymouth,  and 
mile  'J't.'A'l  to  96.,t1  near  Durham  on  the 
Fredericton  Subdivision.  These  revisions 
will  make  a  very  great  reduction  in  cur- 
vature and  gradients,  but  the  difference 
in  distance  will  be  negligible.  The  new 
track  will  conform  with  National  Trans- 
continental Ry.  standards  regarding 
grade  and  alignment.  The  two  .sections 
referred  to  are  part  of  the  old  Canada 
Ea.stem  Ry.,  Itetween  McGivney  Jet.  and 
Fredericton,  which  will  connect  the  Na- 
tional Tran.scontinental  Ry.  at  McGivney 
Jet.,  with  the  St.  John  Valley  &  Quebec 
Ry.  in  Fredericton,  and  so  form  part  of 
the  through  route  put  in  operation  re- 
cently between  St.  John,  N.B.,  and  the 
National    Tran.scontinental    line. 

Mrductic,  N.R.,  to  Bancroft,  Me. — A 
press  report  states  that  the  Dominion 
Government  is  being  urged  to  authorize 
the  construction  of  a  22  mile  line  from 
Meductic.  N.B.,  to  Bancroft,  Me.,  to  con- 
nect the  St.  John  &  Quebec  Ry.  with  the 
.Maine  Central   Rd. 

St.  Charles  River  Rridite,  Quebec.  — 
The  further  supplementary  estimates  for 


the  year  endmg  Mar.  :U,  1!I21,  panned  at 
the  Dominion  Parliament's  recent  itcn- 
sion,  contain  an  item  of  $H0,.')r>.'>.4N,  to 
pay  the  Railways  and  Canal>  Denart- 
ment,  towards  the  construction  of  the 
substructure  of  the  C.N.R.  bridge  over 
the   St.    Charlen    River,   Quebec    harbor. 

Marrowsmith  to  G.T.R. —  .\  press  re- 
port of  July  14  stated  that  surveys  were 
l>eing  made  for  a  line  from  about  a  mile 
east  of  Harrow,«niith,  Ont.,  along  the 
valley  of  .Mud  Creek,  to  a  connection 
with  the  G.T.R.  main  line  u  short  dis- 
tance west  of  Collins  Bay. 

Western  Lines  Betterments. — Tenders 
were  received  recently  fur  the  construc- 
tion of  the  following  works: — 

p:ilis,  Ont.— One  triple  7  x  12  ft.  rein- 
forced concrete  box  culvert,  2.38  ft.  long 
overall,  at  mileage  .36.4,  Lake  Superior 
Subdivision. 

Glenwater,  Ont. — One  14  ft.  slab  top 
open  box  culvert,  at  mileage  44,  Port 
.Arthur  Subdivision. 

Fort  Frances,  Ont. — A  5-stall  locomo- 
tive shed  and  boiler  room,  and  founda- 
tion work  for  a  turntable. 

Emerson  and  Gladstone  Subdivision, 
Man. — Fencing.  Victoria  Beach  Branch, 
Man. — Fencing  on  29   miles. 

Eaton,  Sask. — A  .S-stall  locomotive 
shed  and  boiler  house;  foundation  for  a 
turntable,  and  labor  for  a  60,000  gall, 
water   tank. 

Neepawa.  Man.,  Signalling. — The  C.N. 
R.  has  ordered  a  Ifi-lever  Saxby  &  Far- 
mer interlocking  machine,  with  13  work- 
ing levers  and  3  spare  spaces,  and  other 
attendant  mechanical  materials,  for  Nee- 
pawa, Man.,  to  be  installed  by  the  com- 
pany's own   forces. 

Prince  Albert  Northeasterly. — We  were 
officially  advised  in  Nov.,  1919,  that  sur- 
veys had  been  completed  in  Sept.,  1919, 
for  a  line  from  Prince  Albert,  Sask., 
northeasterly  for  about  40  miles,  to  serve 
the  Paddock  Wood  district,  but  that  con- 
struction would  not  then  be  gone  on  with. 
Early  in  June  tenders  were  called  for 
construction  on  this  line,  and  we  are  now 
officially  advised  that  a  contract  had  been 
let  to  Hebb  &  Sibbald  for  grading  and 
culverts  on  the  first  22  miles  of  the  line 
out  from   Prince  Albert. 

.\cadia  Valley  Branch. — We  are  offi- 
cially advised  that  the  contract  for  grad- 
ing and  culverts,  on  the  extension  of  this 
branch,  from  mile  2.")  to  43,  has  been  let 
to   John    Timothy,   Winnipeg. 

Turtleford  Extension. — As  stated  in 
Canadian  Railway  and  Marine  World  for 
.Fuly,  a  contract  for  grading  on  this  ex- 
tension wa."  let  recently  to  the  Western 
Construction  Co.,  North  Battleford.  Sask. 
We  have  since  been  advised  that  the 
contract  is  for  23  miles,  commencing  at 
Turtleford,  Sask.,  and  running  south- 
easterly. 

Kamloops  -  Vernon  -  Lumby  -  Kelowna 
Line. —  At  a  recent  meeting  of  the  Ke- 
lowna, B.C.,  Board  of  Trade,  letters  were 
read  from  Hon.  .Martin  Burrell  and  Sena- 
tor Bostock  relative  to  construction  on 
this  line,  which  stated  that  it  had  been 
thought  possible  to  get  the  line  complet- 
ed by  August,  but  that,  although  con- 
struction had  been  pushed  forward  with 
all  possible  dispatch,  there  was  still 
inuili  heavy  work  to  be  done,  and  D.  B. 
Ilanna,  President,  advised  that  he  could 
not  give  a  definite  date  as  to  when  the 
line  would  be  ready  for  traffic.  (July, 
pg.  :t87.) 


(irjind    Iriink    Uiiilway   Coiwtruc- 
li<in.   lU'ttermentH,   F^lc. 

'I'oronlo  to  Hamilton — A  pre.'.*  report 
HtntcK  that  the  company'*  officials  are 
figuring  on  a  four  track  line  betwM-n 
Toronto  and  Hamilton,  Ont.  When  the 
work  of  trai-k  elevation  from  near  Duf- 
ferin  St.,  Toronto,  to  .Mimico  was  done 
some  years  ago,  that  section  was  made 
into  a   four  track  one. 

London  Track  Elevation. —  A  press  re- 
port states  that  City  Engineer  s  report 
on  the  G.T.R.  track  elevation  problem  in 
London,  Ont.,  is  ready  for  pre»enlation 
to  the  city  council.  A  report  is  also,  it 
is  .said,  being  prepared  by  G.T.R.  engi- 
neers. The  City  Engineer's  report  will, 
it  is  stated,  deal  with  subways,  at  Rec- 
tory anri  Waterloo  streets,  and  an  over- 
heail  bridge  at  Egerton  St.,  to  take  care 
of  the  eastern  section  of  the  city;  a  sub- 
way at  Rideout  St.,  to  give  uninterrupt- 
ed communication  between  north  and 
south  London;  while  questions  connected 
with  the  crossings  at  Richmond,  Clarence 
and  Wellington  Streets  are  held  over, 
pending  further  development  of  plans 
for  a  union  station.    July,  pg.  388.) 

Inrormation  Badly  Mixed  I'p. 


Some  of  our  United  States  contem- 
poraries, and  even  a  few  Canadian  ones, 
get  hopelessly  astray  very  often  in  re- 
spect to  Canadian  railway  matters.  The 
following,  which  appeared  in  the  Engi- 
neering News-Record,  New  York,  re- 
cently, under  "Railways,  Proposed  Work," 
is  a  sample:  — 

"BrilUh  ColamMa— Until  July  2,  by  D«pt.  Rail- 
ways and  Canals.  Western  BIk..  OtUwa.  build- 
ine  50  mi.  line  north  from  Prince  Albert  and  60 
mi.  line  from  that  point  east  alonit  Sukatoon 
River,  for  Canadian  Natl.  Ry..  S4  Sparka  St.. 
Ottawa.     C.    B.    Brown,   .Moncton.   N.B..  eh.   enitr." 

The  work  referred  to  is  not  in  British 
Columbia,  but  Alberta.  Tenders  were 
not  asked  for  by  the  Railways  and  Ca- 
nals Department,  but  by  the  Canadian 
National  Rys.,  the  headquarters  of  which 
are  not  at  34  Sparks  St.,  Ottawa,  which 
is  merely  a  ticket  office,  but  at  Toronto. 
C.  B.  Brown,  Moncton,  N.B.,  is  Chief 
Engineer  of  the  old  Canadian  Govern- 
ment Rys.  and  some  additional  mileage, 
now  forming  part  of  the  Canadian  Na- 
tional Rys.,  but  has  nothing  to  do  with 
the  Western  Lines,  of  which  H.  A.  Dixon 
is  Chief  Engineer. 


Official  Trip  Over  Canadian  National 
Rys.  Western  Lines.— D.  B.  Hanna,  Pre- 
sident, C.N.R.,  left  Toronto  early  in  July 
for  a  trip  over  the  lines  to  the  Pacific 
Coast,  accompanied  by  A.  J.  Mitichell, 
Vice  President.  S.  J.  Hungerford,  .As- 
sistant Vice  President,  went  as  far  as 
Winnipeg  with  him,  and  A.  E.  Warren. 
(jeneral  Manager,  Western  Lines,  met 
him  at  Port  .Arthur.  On  July  14  he  visit- 
ed Grand  Beach  on  Ijike  Winnipeg,  and 
on  the  return  trip  to  Winnipeg  four  cars 
of  the  train  he  was  on  were  derailed  at 
Gonor,  through  a  defect  in,  or  tamper- 
ing with  a  switch,  but  no  one  was  hurt. 
On  July  It!  Mr.  Hanna  was  joined  at 
Winnipeg  by  Hon.  J.  D.  Reid,  Minister 
of  Railways,  and  a  few  days  later,  ac- 
companied by  a  number  of  C.N.R.  offi- 
cials, they  proceeded  via  Prince  Rupert 
to  Vancouver  and  Victoria,  and  are  ex- 
pected to  return  to  the  east  early  in 
.August. 

Montreal  Incline  Ry.  —  The  Montreal 
City  Council  has  ordered  the  immediate 
removal  of  the  debris  of  the  dismantled 
incline   railway   up   the   mountain. 


August.  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


43'.- 


Canadian  Railway 
MarineWorld 


The  Canadian  Pacific  Railway's  War  Veterans. 


Devoted  to  Steam  and  Electric  Railway, 
Marine,    Shipbuilding   and   Railway,   Harbor  and 

Canal  Contractors'   Interests. 
Official  Organ   of  various  Canadian  Transporta- 
tion Associations. 
Published   on    the   first   of   each    month   at 
TO  Bond  Street,  Toronto,   Canada. 


Assistant  Editors, 
John  Keir  and  Donald  F.  Keir 


United  States  Business  Representative, 

A.  Fenton  Walker.  143  Liberty  St.,  New  York. 

Member  of 
Associated       Business       Papers, 
Audit     Bureau     of     Circulations 
Canadian    National    Newspapers 

and   Periodicals   Association, 
Canadian       Press      Association, 


SUBSCRIPTION  PRICE,  includins  postage  any- 
where, $2  a  year  in  advance. 

SINGLE  COPIES,  25  cenU  each,  including 
postage. 

The  best  method  of  remitting  is  by  expresa  or 
post  office  money  order.  If  remittance  is  made 
by  cheque,  15  cents  should  be  added  to  cover  cost 
of  collection  unless  cheque  is  payable  at  par  in 
Toronto  or   Alontreal. 

NOTICE  TO   AD^'ERTISERS. 
.ADVERTISING   RATES   furnished  on   application. 
ADVERTISING   COPY   must   reach   the   publishers 
by   the   10th   of  the  month  preceding   the  date  of 
the  issue  in   which  it  is  to  appear. 

TORONTO,   CANADA.    AUGUST.   1920. 

PRINCIPAL  CONTENTS. 

Appointments.    Transportation    433 

Birthdays    of    Transportation    Men    410 

Board   of   Railway   Commissioners, — 

Coal    Situation    431 

Orders    By,    Summaries   of    441 

Traffic    Orders    43i; 

Canadian    National    Rys. — Construction.    Etc...  436 

Canadian     Pacific    Ry.- -Construction.    Etc 428 

War    Veterans    437 

Edmonton.     Dunvegan      &      British     Columbia 

Railway's     Future    432 

Electric    Railway    Department    448    to   4152 

Finance.     Meetings,    Etc 452 

Hvdro  Electric  Radial  Railway  Situation  in 

Ontario    443 

London    St.    Ry.    Fares    and    Wages    452 

Projects.     Construction.    Etc 450 

Rates.    Passenger,    Increases 449 

Three   Rivers   Traction   Co.'s   One  Man   Cars  448 

Wages.     Working    Conditions,    Etc 451 

Express    Companies.    Among    the    _ 442 

Express    Rate    Increase    Application    427 

Express    Service.    The    432 

Freight    anil    Passenger   Traffic    Notes    427 

Freight     Rate    Increase    Application    434 

Grain    in    Store    at    Elevators    440 

Grand    Trunk    Ry.— Construction,    Etc 436 

Merging    into    Canadian    National    Rys 424 

Locomotive  Fuel  Economy  and  Smoke  Preven- 
tion   415 

Mainly   About   Railway   People   429 

Marine    Department    453    to    468 

Canada     Steamship     Lines     agreement    with 

British    Empire    Steel    Corporation    Ltd 466 

Canadian  Government   Merchant  Marine — 

Shipbuilding.     Operation.     Etc 453 

Canadian    Pacific    Ocean    Services- 
Empress    of    Britain    Reconditioned    459 

Empress     of     Canada     466 

Montcalm.    Launching    of    454 

Fisheries    Control     Transferred    467 

Halifax    Dry    Dock    Expropriation    468 

Hudson    Bay    Navigation    461 

Marines.    Notices    to    460 

Shipbuilding.    Dominion   Government   Aid   ....  464 

Shipbuilding,    General,    in    Canada    457 

Wreck  Commissioners  Enquiries.  Judgments, 

Etc    465 

Quebec    Public    Service    Commission    488 

Railway    Development     428 

Railway    Earnings.    Etc 423 

Railway    Rolling    Stock    Orders   and    Deliveries  427 

Railway  Windbreaks  for  Snow  xnd  Sand  438 

Reid    Newfoundland     Ry.     Condition    434 

Telegraph.   Telephone  and   Cable   Matters   4.i2 

Toronto.    Hamilton    &    Buffalo   Ry.    Report   439 


Up  to  June  30  tht;  C.P.R.  has  jriven 
employment  to  18,;5;iO  returned  soldiers. 
When  any  C.P.R.  man  sailed  for  volun- 
tary service  overseas,  he  carried  with 
him  not  only  credit  for  six  months  pay, 
but  also  the  promise  of  a  position  await- 
ing his  return,  of  equal  value  to  the  one 
he  left.  That  promise  was  more  than 
kept,  for  the  C.P.R.  scale  of  pay  was 
raised  during  the  war  to  correspond  with 
the  increased  cost  of  living,  and  re- 
employment in  the  same  position  in  most 
cases  meant  re-employment  at  higher 
pay.  Not  only  was  the  door  thrown  wide 
open  to  C.P.R.  returned  men,  but  for  ^11 
now  openings  preference  has  been  given 
to  returned  men  in  general,  so  that 
whereas  the  company's  moral  obligation 
covered  only  the  7,00U  who  applied  for 
reinstatement,  its  actual  record  has  been 
the  employment  of  over  18,000  ex-service 
men — or  more  than  20'/'f  of  the  total  pay- 
roll. The  actual  figures  up  to  June  30 
are  as  follows: — 

Total    reported    as    joining    the    army 11,602 

Dead    1,100 

Wounded    2,088 

Re-employed  in  the  service  7,008 

Other  soldiers  given   employment  11,322 

Total   soldiers   given    employment   18,330 

Army  service  naturally  upset  the  old 
order  of  life,  and  a  percentage  of  those 
who  might  have  come  back  to  railway 
service  in  Canada  drifted  elsewhere.  Of 
the  various  types  of  railway  employe  the 
trainmen  and  locomotive  men  appear  to 
have  remained  most  true  to  their  old 
love,  as    the  following   figures   show: — 


■2       -o  o «        E*^ 

Train    and    locomotive    men  1,880  201  1,338 

Shop    men    2,737  270  1,813 

Clerical    3,077  280  1,820 

Miscellaneous    2,860  313  1,789 

Maintenance  of  way   em- 
ployes      508  32  248 

ToUl    11,062      1,100        7.008 

Of  the  C.P.R.  men  re-employed,  370, 
or  over  5%,  won  special  distinction,  in- 
cluding two  V.C.'s;  2  C.M.G.'s;  17  D.S. 
O.'s;  3  with  bar  to  D.S.O.'s;  3  D.S.C.'s; 
54  M.C.'s;  47  D.C.M.'s;  180  M.M.'s;  13 
with  bar  to  M.M.;  17  M.S.M.'s;  13  Croix 
de  Guerre,  and  one  Legion  of  Honour. 
Particulars    of   some   of   these   follow: — 

Victoria  Cross. — Robertson,  John  Pet- 
er, locomotive  man,  Medicine  Hat;  Stuart, 
R.  N.,  officer,  Atlantic  Service. 

Companion  of  Order  of  St.  Michael  and 
St.  George.— Hesketh,  J.  A.,  U.S.O.,  D. 
CM.,  Asst.  Engineer,  Winnipeg;  Ram- 
sey, C.  W.  P.,  Engineer  of  Construction, 
Montreal. 

Distinguished  Service  Order. — Barber, 
H.  G.,  Resident  Engineer,  Nelson;  Bliss, 
R.  H.,  clerk,  Smiths  Falls;  Cantlie,  G. 
S.,  Gen.  Supt.,  Car  Service,  Montreal; 
Carmichael,  John,  engineer,  B.  C.  C.  Ser- 
vice; Coppock,  R.  C.,  officer,  Atlantic 
Service;  Cox,  H.  W.  D.,  fitter.  Medicine 
Hat;  Doughty,  E.  S.,  Land  Agent,  Cal- 
gary; Gascoigne,  F.  A.,  Supt.  Car  Ser- 
vice, Montreal;  Hesketh,  J.  A.,  Asst.  En- 
gineer, Winnipeg;  Hillman,  D.,  Div.  En- 
gineer, Sudbury;  Flint,  Chas.,  Resident 
Engineer,  Edmonton;  Leask,  Thos.  Mc- 
Crae,  Surgeon,  Moose  Jaw;  Maitland, 
Oliver  Mowat,  clerk.  Moose  Jaw;  Quine, 
J.,  engineer,  B.  C.  C.  Service;  Ripley,  B., 
civil  engineer,  Toronto;  Stuart,  R.  N., 
officer,  Atlantic  Service;  Wilson,  R.  (with 
bar),   engineer,   .A.tlantic    Service. 

Distinguished  Service  Cross.  —  Fergu- 


son, Herbert  J.,  officer,  Atlantic  Service; 
Haines,  W.  P.,  officer,  Atlantic  Service; 
Outran!,  Edmund,  officer,  Atlantic  Ser- 
vice. 

Legion  of  Honour. — Chalus,  C,  chauf- 
feur. Brooks. 

Officials  Re-instated.— The  C.P.R.  pol- 
icy of  finding  a  position  at  least  as  good 
as  the  position  given  up  was  carried  out 
in  the  higher  ranks  of  the  service,  as 
well  as  in  the  lower.    Thus  for  instance: 

T.  S.  Acheson,  who  was  employed,  be- 
fore joining  the  army,  as  General  Agri- 
cultural .A.gent,  Winnipeg,  was  re-em- 
ployed  in  same  capacity. 

G.  W.  Curtis,  who  was  employed  as 
Industrial  Agent,  Montreal,  was  re-em- 
ployed   in    same   capacity. 

M.  L.  Duffy,  who  was  chief  clerk, 
Freight  Department,  London,  Eng.,  was 
re-employed   as   Agent   at   Glasgow. 

F.  A.  Gascoigne,  who  was  Superin- 
tendent Car  Service,  Montreal,  resumed 
duty  as  Secretary-Treasurer  Canadian 
Pacific  Ocean   Services   Ltd.,   Montreal. 

Gerald  Hiam,  who  was  District  Freight 
Agent  at  Fort  William,  returned  to  duty 
as  District  Freight  Agent,  at  Cleveland. 

W.  M.  Kirkpatrick,  who  was  Assistant 
Freight  Traffic  Manager,  at  Montreal,  re- 
sumed duty  as  Assistant  Freight  Traffic 
Manager  at  Winnipeg. 

T.  M.  Leask,  who  was  Chief  Surgeon 
at  Moose  Jaw,  resumed  duty  as  Chief 
Medical   Officer  there. 

B.  H.  Muckleston,  who  was  Division 
Engineer,  Natural  Resources  Depart- 
ment, Calgary,  resumed  duty  as  Division 
Engineer. 

G.  G.  Ommanncy,  who  was  Special 
Assistant  Engineer,  Montreal,  resumed 
duty  as  Assistant  Engineer  in  Chief  En- 
gineer's  Department,   Montreal. 

L.  C.  Ord,  who  was  Assistant  Works 
Manager,  Angus  shops,  Montreal,  re- 
sumed  duty   in   same  capacity. 

C.  W.  P.  Ramsey,  who  was  Engineer 
of  Construction,  Montreal,  and  who  took 
command  of  the  Canadian  Overseas  Rail- 
way Construction  Corps,  resumed  duty 
as  Relieving  Superintendent  on  Eastern 
Lines. 

M.  J.  Robertson,  who  was  Assistant 
to  Manager,  Real  Estate  Department, 
Montreal,  returned  to  duty  in  his  former 
position. 

H.  B.  Yewdall.  who  was  Purchasing 
.Agent,  Right  of  Way  Department,  Win- 
nipeg,   resumed    his    former    position. 

James  Duff,  who  was  General  Townsite 
.\gent  at  Calgary,  was  re-employed  as 
Superintendent  of  "Townsites,  at  Calgary. 

G.  E.  Hall,  who  was  Assistant  General 
Storekeeper,  Montreal,  was,  re-employed 
in  same  capacity. 

A.  H.  Kendall,  who  was  Master  Me- 
chanic at  Toronto,  was  re-employed  as 
Master   Mechanic,   Quebec   District. 

Robt.  McKillop,  who  was  Superintend- 
ent, Montreal,  was  re-employed  as  act- 
ing Superintendent  at  Chapleau,  and  is 
now    Superintendent    at    London. 


A  press  report  states  that  it  is  ex- 
pected that  early  in  August  all  freight 
trains  operated  by  the  Canadian  Na- 
tional Rys.  into  and  out  of  Quebec  will 
be  run  over  the  Quebec  bridge,  and  that 
the  present  car  ferry  service  between 
Levis  and  Quebec  will  be  abandoned,  the 
car  ferry,  however,  being  held  for  use  in 
emergencies.  It  is  not  expected  that 
anything  will  be  done  in  the  way  of  tak- 
ing Grand  Trunk  passenger  cars  into 
Quebec  over  the  bridge  until  the  autumn. 


TANADIAN  ILMIAVAV  AND  MAKINK  WORLD 


Aujfust.  1920. 


Railway  Windbreaks  for  Snow  and  Sand. 


II,    II     M     Ml 


•  Ir*    IntpM-lor.   ('■nadUn   i*«rl6r   Ur- 


Kailwayit  um-  two  kindii  of  fence*  for 
fnow.  a  nortablf  one  which  can  Ih>  nhift- 
><\  any  ilinlnncf  from  track,  anH  a  por- 
iiinncnt  one,  which  in  o.itBhli!<hc(l  on  the 
rij:ht  of  way  line.  The  fornur  fence  is 
Ukeii  down  in  the  sprinc  nnil  piled  up 
until  the  nutumn.  The  ndvnnfajre  of  thin 
typ«'  of  fence  i!<  olivimiK,  l>einK'  huill  in 
rj  14  and  Ifi  ft.  panels,  it  is  easily 
handled.  The  maintenance,  however,  is 
very  hiKh,  and  the  expense  necessary  in 
inovinK  considerable.  The  temporary 
fence,  however,  is  unsitrhtly.  Tree  fences 
recommend  themselves  on  account  of 
their  original  cost,  the  small  mainten- 
ance exiH-nse  involved  after  plantations 
have  been  established  several  years,  and 
because  of  their  appearance.  Their  dis- 
advantatre  is  their  liability  to  fire.  Ex- 
tra precautions  are  necessary  on  the 
part  of  the  track  forces  to  keep  fire  from 
vrettine   into   the   plantation. 

There  are  ."ome  fine  examples  of  tree 
fences  in  the  Ontario  orchart!  belt.  Some 
of  these  fences  have  evidently  been  lo- 
ated  at  least  50  years.  On  the  wind- 
wept  prairies,  too,  settlers  have  found 
Trees  an  excellent  protection  both  in 
winter  and  in  summer.  Railway  officers 
have  been  aware  of  the  practicability  of 
thi.'i  type  of  fence  for  some  time,  but 
the  price  of  lumber  and  posts,  until  re- 
.  cntly,  has  not  made  tree  planting  very 
attractive.  However,  tree  planting  to- 
day, in  eastern  Canada,  can  be  done  for 
less  than  one  half  the  cost  of  wooden 
fences.  Live  fences  are  effective  and 
economical,  .■\fter  the  third  and  fourth 
year,  no  maintenance  is  required.  They 
are  decorative  and  do  much  to  make  the 
rijrht  of  way  attractive. 

PlantinK  has  been  done  very  success- 
fully by  the  Intercolonial  Ry.  in  north- 
ern New  Brunswick,  since  1887.  Here 
the  local  red  spruce  has  been  dug  up  from 
nearby  fields  and  transplanted.  This  work 
is  still  bcinK  carried  on.  When  the  trees 
reach  a  heisht  of  !»  to  10  ft.,  the  tops  are 
trimmed.  Trees  from  18  to  36  in.  high 
have  been  planted  in  two  rows.  From 
time  to  time  any  failures  have  been  tak- 
en out  and  replacements  made.  This  is 
perhaps  the  most  striking  examjile  of 
just  what  can  be  done  along  this  line. 

The  Canadian  Pacific  and  the  Minnea- 
polis, St.  Paul  &  Sault  Ste.  iMarie  rail- 
ways have  been  planting  for  a  number 
of  years  in  the  prairie  country.  Mois- 
ture conditions  limit  the  varieties  to  de- 
ciduous .shrubs  and  trees.  From  six  to 
eight  rows  of  shrubs  and  trees  are  re- 
quired. Locust,  carragana,  willow  and 
poplar  are  the  species  used.  An  attempt 
is  being  made,  after  the  plantations  have 
been  several  years  located,  to  interplant 
with  spruce. 

The  ideal  snow  fence  appears  to  be  the 
white  or  red  spruce  of  this  country,  or 
the  Norway  spruce,  planted  two  or  three 
rows  staggered.  The  trees  hold  their 
foliage  well  to  the  ground.  They  grow- 
rapidly,  making  from  10  to  16  in.  annu- 
ally, after  having  become  established. 
They  make  an  excellent  snow  barricade, 
and  are  striking   in  appearance. 

Balsam,  though  of  a  more  rapid 
growth  than  spruce,  is  subject  to  more 
enemies,  is  considerably  more  brittle,  and 
is  not  so  satisfactory  in  holding  its  low- 
er branches.  It  should  do  well,  how- 
ever, in  mixture. 

Cedar  is  used  extensively,  and  although 
of  slower  growth  than  any  of  the  other 
species    planted,    when    once    established. 


doe*  extremely  well.  It  makes  an  even 
more  artistic  nhow  that  perhapn  any  of 
the  other  species.  North  of  Lake  Super- 
ior, and  we.st  to  the  prairies,  where  jack 
pine  predominates,  the  use  of  this  tree  is 
to  be  recommended.  It  is  of  quick  growth, 
but  has  the  drawback  of  losing  its  lower 
branches  quickly,  especially  when  planted 
close.  It  should  be  use<l  in  mixture  with 
spruce,  balsam  or  cedar.  Norway  pine 
has  the  same  growing  characti-ristics, 
but,  like  the  jack  pine,  it  will  probably 
do  well  in  the  mixture.  Iw  of  hemlock 
has"  been  recommended,  but  it  would  ap- 
pear the  least  satisfactory  of  all  trees 
mentioned. 

A  factor  which  affects  the  cost  of 
planting  trees  and  on  which  success  of 
the  plantations  depends  is  the  distance 
which  trees  have  to  be  hauled.  If  it  were 
po.«sible  to  lift  trees  only  a  short  dis- 
tance, say  within  half  a  mile,  the  loss 
would  be  greatly  reduced.  It  is  obvious, 
however,  that  where  trees  are  trans- 
ported from  wagons  to  cars  and  then 
taken  to  destination,  drying  out  of  the 
roots  occurs,  and  the  loss  is  greatly  in- 
creased. Proper  weather  conditions  are 
necessary  for  this  work.  Trees  which 
are  handled  in  cool,  damp  weather  have 
a  much  better  chance  than  if  transplant- 
ed when  weather  is  dry  and  hot. 

There  has  been  much  discussion  as  to 
the  time  when  trees  should  be  planted. 
Successful  work  has  been  done  in  the 
spring,  and  again  from  the  middle  of 
September  till  heavy  frost  sets  in. 
Where  the  soil  is  very  heavy  and  diffi- 
cult to  work,  and  where  heavy  boulders 
arc  found,  the  expense  is  greater  and  the 
difficulty  of  establishing  plantations  much 
increased.  If  it  is  necessary  to  use  a 
spade  to  work  the  ground,  the  roots  of 
the  trees  are  much  more  likely  to  get 
insufficient  space  that  where  ploughing 
is  done.  The  following  methods  have 
been  suggested  for  establishing  tree 
fences.  Trees  are  planted  from  2  to  2'  = 
ft.  apart  in  rows.  These  rows  are  from 
2  to  3  ft.  apart.  Two  to  three  rows  are 
necessary. 

Nursery  stock  being  impossible  to  ob- 
tain at  reasonable  figures,  we  are  forced 
to  depend  largely  on  trees  dug  from  the 
wood.  Greater  loss  is  anticipated  from 
this   class  of  material. 

The  smaller  the  trees  planted,  the 
greater  the  chance  for  success.  The  cost 
of  lifting  smaller  trees  and  planting  them 
is  much  less  than  the  expense  involved 
in  lifting  bigger  stock.  It  is  not  prac- 
tical, however,  to  use  large  trees.  The 
expense  would  be  too  great,  and  handling 
and  loss  very  high.  Even  nurseries  do 
not  handle  large  conifers,  except  at  a 
prohibitive  rate.  Nursery  stock  is,  of 
course,  much  more  easily  handled  than 
wild  grown  trees.  It  appears  to  be  good 
practice  when  natural  grown  stock  is 
used  to  plant  trees  from  18  to  36  in. 
high. 

The  ground  to  be  planted  is  prepared 
in  the  spring  or  autumn  preceding  the 
planting.  Ploughing  is  done  and  a  disc 
is  used.  If  trees  are  to  be  planted  in  the 
autumn,  the  ground  should  be  cultivated 
during  the  summer  to  keep  down  the 
weeds.  It  appears  to  be  good  nracticc 
to  plough  a  strip  about  12  ft.  wide.  3  ft. 
of  the  plantation  on  either  side  being 
left  for  fire  breaks.  It  is  necessary  to 
keep  these  fire  breaks  maintained  for 
several  years.  Cultivation  should  be 
done   for   at   least   three    or   four   years. 


RxtfB  precaution  thould  be  taken  to  t«* 
that  irra»i  Area  are  not  let  run  doae  to 
trees. 

(Jiu-hcT  Public  Service  ('ommi>.<ion 
Legislation. 

The  Quebec  Legislature  at  it«  last  ses- 
sion passeil  an  act  repealing  of  the  Re- 
vised Statutes  of  1!»09,  chap.  .3,  sec.  3, 
dealing  with  the  organization  of  the 
Quebec  Public  Utilities  Commi««ion,  and 
replacing  it  by  a  new  section.  The  title 
of  the  commi.Hsion  is  changed  to  that  of 
the  Quebec  Public  Service  Commission, 
and  the  words  'public  ser\ice"  are  de- 
fined to  mean  "every  corporation,  other 
than  a  municipal  or  school  corporation, 
firm,  person  or  association  of  persons 
subject  to  the  legislative  authority  of 
the  province,  or  any  lessee,  trustee,  liqui- 
dator or  receiver  thereof,  that  owns,  oper- 
ates, manages  or  controls  any  system, 
works,  plant  or  equipment  for  the  con- 
veyance of  telegraph  or  telephone  mes- 
sages, or  for  the  conveyance  of  passen- 
gers or  goods  over  a  railway  or  tram- 
way, or  upon  any  lake,  river  or  stream, 
or  "for  the  production,  transmission,  de- 
livery or  sale  of  heat,  light,  water  or 
power."  If  a  municipal  or  school  corpor- 
ation canies  on  any  of  these  operations, 
outside  of  its  own  territorial  limits,  it  is 
brought  under  the  commission's  control 
to  that  extent. 

The  commission  is  to  consist  of  a  Presi- 
dent. Assistant  President  and  one  other 
member,  to  be  appointed  by  the  go^■em- 
ment  for  10  years,  subject  to  removal 
for  cause.  Two  commissioners  shall  form 
a  quorum,  and  the  President's  decision 
as  to  matters  of  law  shall  prevail.  In 
unopposed  matters,  one  comissioner  may 
act.  The  government  may  appoint  a 
substitute  for  any  commissioner  to  act 
on  any  matter  in  which  it  appears  any 
of  the  commissioners  may  be  interested. 
The  commissioners  may  engage  in  any 
other  occupation  not  inconsistent  with 
the  performance  of  his  duties  as  a  com- 
missioner, but  may  not  hold  any  shares, 
or  other  security  of  any  public  service,  or 
have  any  interest  in  any  patented  device 
which  may  be  used  for  the  pui-poses  of 
a  business  of  public  service.  There  shall 
be  a  Secretary  of  the  commission,  and 
expert  and  technical  assistants  shall  be 
appointed  from  time  to  time  as  occasion 
may  arise.  The  commission  shall  ar- 
range its  own  laws  of  practice.  Follow- 
ing are  the  salaries  fixed  in  the  act: 
President,  $7,000  a  year;  commissioners, 
$3,500  each;   Secretary,  $2,400. 

The  commission  shall  have  jurisdic- 
tion in  all  matters  under  the  control  of 
the  Executiv'D  Committee's  Railway  Com- 
mittee, in  all  questions  relating  to  the 
transportation  of  goods  on  the  line  of 
any  tramway  company;  in  all  matters 
under  the  control  of  the  Minister  of 
of  Public  Works  and  Labor  as  set  out 
the  civil  code  articles  6592  to  65'.t6  in- 
clusive, and  in  other  matters  dealing 
with  public  service,  rendered  by  corpora- 
tions other  than  transportation  com- 
panies. ■  ■     u 

Other  sections  of  the  act  deal  with  the 
manner  in  which  the  commission  shall 
exercise  its  powers.  The  orders  of  the 
commission  may  be  appealed  against  to 
the  Court  of  King's  Bench  appeal  side.  A 
report  upon  the  company's  work  for  each 
year  ending  June  30,  is  to  be  made  to 
the  .\ttorney  General. 

The  commissioners  are  F.  W.  Hib- 
l>ard,  K.C.,  President;  Sir  George  Gar- 
neau  and  F.  C.  Labuge,  C.E.  The  Secre- 
tary is  Jos.  Ahem,  K.C. 


August,  1920. 


439 


Toronto,  Hamilton  and  Buffalo  Railway  Go's  Annual  Report. 


Following  are  cxtiaits  from  the  report 
for  the  calendar  year  1919.  The  report 
covers  the  operation  of  mileage  as  fol- 
lows: main  line,  T'.t.SS  miles;  branches, 
20.07  miles;  lines  operated  under  track- 
age rights,  4.36  miles;  total  road  operat- 
ed,  104.31  miles. 

There  was  no  change  in  the  capital 
stock  during  the  year,  the  amount  au- 
thorized being  $5,500,000  and  the  amount 
outstanding    remaining    at    $4,512,500. 

The  funded  debt  Dec.  31,  1918,  was 
$5,955,000.  It  has  been  decreased  by 
payments.  Feb.  1,  and  Aug.  1,  of  12th  and 
13th  installments,  respectively,  on  equip- 
ment trust  notes,  $150,000.  Total  funded 
debt  Dec.  31,   1919,  $5,805,000. 

Summary    of    Financial    Operations    Affecting 


Railway    operating    income — 

Rail    operations—                       1919  1918 

Revenues    $2,500,916.78  $3.045.-l81.67 

Expenses    2.006.99T.76  1.874,366.13 

Net    revenue    from    rail 

operations    J    493,919.02    $l.ni,12.'i.r.4 

Percentages   of  expenses 

to     revenues     180.25)  (61.55) 

Railway    Ux    accruals    ..       $72,000.00         $61,801.23 

Railway     operating     in- 
come         $421,919.02    $1,109,324.31 

Other   income- 
Joint    facility    rent   $44,677.64         $43,604.96 

Miscellaneous    rent    25,640.49  24,239.90 

Income     from     unfunded 

securities   and   accounts  2.008.86  4,973.42 

Hire       of       ctiuipment — 

credit     balance     105.421.99  31.649.89 

Income     from     lease     of 

road    26.734.08  2.036.22 

Income   from   funded   se- 
curities          1,795.70  6,545.21 

Net  other  income   $206,278.76      $113,049.60 

Gross    income    $628,197.78    $1,222,373.91 

Deductions   from   gross  income — 

.Joint    facility    rent    $10,559.81         $10,569.18 

IntL>rest      on      unfunded 

debt    32.041.57           29,949.73 

Interest  on   funded  debt  221.200.00         221.200.00 
Interest     on     equipment 

trust  notes  25.875.00           32,625.00 

Hire        of       equipment — 

debit     balance     25.522.84 

Total     deductions     from 

gross    income    $289,676.38       $319,866.75 

Net    income     $338,521.40       $902,507.16 

Dividends    (6'r,    in    1919, 

5'~,     in    1918)    270,750.00         225.625.00 

Surplus     transferred     to 

credit  of  profit  &  loss       $67,771.40       $676,882.16 

Amount   at  credit  of   profit  and   loss 

Dec.   31.    1918   $2,458,736.94 

Add— 

Surplus   for  1919   $67,771.40 

Sundry     adjustments     ..       11.209.94  78.981.34 

Balance    at    credit   of    profit    and    loss 

Dec.    31.    1919    $2,537,718.28 


During  the  year  covered  by  this  re- 
port the  total  operating  revenues  were 
$2,500,916.78,  a  decrease  from  the  pre- 
vious year  of  $544,564.89.  Freight  reve- 
nue was  $1,739,637.63,  a  decrease  of 
$568,173.34,  due  to  a  general  falling  off 
of  business,  largely  attributable  to  the 
fact  that  in  the  previous  year  a  consid- 
erable amount  of  war  material  was  car- 
ried. Passenger  revenue  was  $581,430.11, 
an  increase  of  $148,903.56,  due  to  the 
cessation  of  the  war  and  the  demobili- 
zation of  the  troops,  permitting  the  re- 
sumption of  regular  passenger  travel. 
Express  revenue  was  $28,310.00,  a  de- 
crease of  $34,428.20.  This  decrease  was 
caused  by  the  fact  that  during  the  war 
period  much  heavy  material  was  shipped 
by  express  to  expedite  its  manufacture. 
Switching  revenue  was  $94,159.24,  a  de- 
crease of  $26,602.77,  which  naturally  fol- 
lows  the  falling  off  of  freight  revenue. 


Demurrage  revenue  wa.s  S^  18,233.00,  a  de- 
crease of  $71,400.50,  due  to  the  decrease 
in  volume  of  business.  Dining  and  buf- 
fet revenue  was  $29,853.96,  an  increase 
of  $7,439.94,  due  to  increase  in  passenger 
travel.  Operating  expenses  were  $2,- 
00(5,997.76,  an  increase  of  $132,641.63, 
and  equals  80.25<;-^r  of  operating  revenues. 
Thi.s  is  18.70*;^  greater  than  the  oper- 
ating ratio  of  the  previous  year. 

The  fluctuations  in  operating  expenses 
by  groups  were  as  follows: 

Maintenance    of    way    and    structures. 

increase    $  78,262.81 

Maintenance    of    equipment,    increase  27,572.32 

Traffic  expenses,   increase  3.483.74 

Transportation    expenses,    decrease 46,121.56 

Miscellaneous    operations,    increase    ....  6,215.01 

General    expenses,    increase    63.229.31 

Net    increase    $132,641.63 

The  increase  in  operating  expenses,  ex- 
cepting the  general  expenses  group,  is 
due  to  the  various  increases  in  the  rates 
of  pay  granted  practically  all  classes  of 
labor  during  1919  and  to  the  fact  that 
the  increases  granted  in  1918  in  accord- 
ance with  U.S.  Railroad  Administration 
general  order  27  were  effective  only  dur- 
ing the  last  four  months  of  1918,  and  to 
the  considerable  increase  in  the  cost  of 
material. 

The  increase  in  expenses  in  the  general 
expenses  group  is  due  entirely  to  the  ad- 
verse exchange  situation  that  obtained 
in  the  United  States  against  Canada  dur- 
ing the  entire  year.  Much  of  our  ma- 
terial is  purchased  and  considerable 
miscellaneous  expenses  are  incurred  in 
the  U.S.,  necessitating  payment  in  U.S. 
currency,  while  the  major  portion  of  our 
revenues  are  paid  to  us  in  Canadian  cur- 
rency. The  conversion  of  Canadian  funds 
during  the  year  cost  the  company  $76,- 
495.18,  and  this  has  been  charged  to  gen- 
eral  expenses — other  expenses. 

.\fter  providing  for  dividends  at  the 
rate  of  6'/r  on  outstanding  capital  stock, 
a  surplus  of  $67,771.40  was  carried  to 
profit  and  loss.  The  charges  Lo  voad  and 
equipment  to  Dec.  31,  1918,  were  ?12,- 
818,467.09;  net  additions  dur'n;;  1919 
were  $132,641.94.  Total  amount  carried 
to  Dec.  31,   1919,  $12,951,109.03. 

The  steel  car  ferry  steamshi;i  Mait- 
land  No.  1,  owned  and  operated  by  The 
Toronto,  Hamilton  &  Buffalo  Navigation 
Co.,  was  continued  in  operation  during 
practically  the  entire  year,  the  mild  wea- 
ther experienced  during  January,  Febru- 
ary and  March  enabling  the  ship  to  re- 
main in  operation  throughout  the  win- 
ter, it  being  necessary  to  tie  up  for  a 
few  days  during  March  for  repairs.  The 
Maitland  was  then  continuously  operat- 
ed until  Dec.  23,  1919,  on  which  date, 
while  approaching  Port  Maitland  in  a 
dense  fog,  she  ran  on  to  a  reef  and  could 
not  be  hauled  off  until  a  considerable 
portion  of  the  cargo  had  been  thrown 
overboard.  The  ship  was  placed  in  dry 
dock  at  Buffalo,  overhauled  and  com- 
pletely restored.  The  total  loss  due  to 
the  disaster,  all  covered  by  insurance,  is 
estimated  at  $80,000.  .\fter  the  comple- 
tion of  the  necessary  repairs  the  ship 
will  be  as  good  as  new  and  will  be  placed 
in  regular  car  ferry  service  at  the  open- 
ing of  the  navigation  season  of  1920. 
The  net  income  for  1919  was  $6,418.21, 
a  decrease  of  $13,301.61  from  the  pre- 
vious year,  being  1.60' '<  on  the  capital 
stock  of  the  navigation  company,  all  of 
which  is  owned  by  the  T.,  H.  &  B.  Ry. 
Co.  This,  in  view  of  the  general  decline 
in  freight  business  that  occurred,  is  a 
very  satisfactory  showing.  The  operat- 
ing income  of  the  branch  line  extending 


to  IVirl  .Maitland  was  $95,519.82.  After 
deducting  interest  and  other  fixed  charges 
the  net  surplus  from  the  handling  of 
traffic  over  this  branch  line  was  $55,- 
025.95.  The  revenue  accruing  to  this 
company  on  business  originated  on  or 
in  connection  w'ith  the  Port  Maitland  line 
over  and  above  the  earnings  on  traffic 
han<lled  over  the  branch  itself  amounted 
in  the  year  to  $188,259.85,  an  increase  of 
$6,135.92  over  the  previous  year. 


Results  of  Government  Control  of 
British  Railways. 

A  statement  issued  recently  by  the 
British  Ministry  of  Transport  shows  that 
during  the  year  ended  Mar.  31,  1920,  the 
controlled  railways  of  the  United  King- 
dom earned  from  passenger  train  traf- 
fic, £94,818,686;  from  goods  train  traf- 
fic, £89,485,894,  and  from  government 
traffic,  £18,264,182,  a  total  of  £202,568,- 
762.  This  has  to  be  reduced  by  £11,007,- 
656  to  cover  cost  of  collection  and  de- 
livery, £5,956  added  for  mileage  demur- 
rage and  wagon  hire,  and  £1,840,901  add- 
ed under  miscellaneous  headings.  Total 
revenue  is,  therefore,  brought  to  £193,- 
407,963,  against  which  must  be  set  an 
expenditure  of  £185,819,213,  leaving  a 
balance  of  £7,588,750.  This  is  reduced 
by  £447,680  by  the  loss  on  "Other  busi- 
nesses"— passenger  road  vehicles,  steam- 
boats, canals,  docks,  harbors  and  wharves, 
hotels,  refreshment  rooms  and  ears,  etc. 
— to  £7,141,070,  to  meet  a  total  to  be 
made  up  by  the  government  guarantee  of 
£48,490,600.  This  includes  £47,440,000  as 
the  standard  year  proportion  of  net  re- 
ceipts; while  £1,0.50,600  has  to  be  added 
to  cover  interest  on  capital  works  brought 
into  use,  bringing  the  net  government 
liability  to  £41,349,530.  This  total  does 
not  represent  the  whole  of  the  charge 
falling  on  the  exchequer,  since  no  ac- 
count is  taken  of  the  liabilities  which 
may  attach  to  the  government  in  respect 
of  replacement  of  stock  of  stores  and 
materials;  abnormal  wear  and  tear,  and 
arrears  of  maintenance  other  than  per- 
manent way  and  rolling  stock. — Railway 
Magazine,   London,    Eng. 


Training  of  Future   Railway  Offi- 
cials. 


Sir  Henry  W.  Thornton,  General  Man- 
ager Great  Eastern  Ry.  of  England,  in 
addressing  the  Institute  of  Transport  re- 
cently, said: — "Training  and  education 
of  future  railway  officers  will  not  be  con- 
fined to  specialization  in  a  single  sub- 
ject. Education  and  training  of  compe- 
tent officers  of  the  railway  is  a  matter 
in  which  the  Institute  of  Transport  can, 
and  I  have  no  doubt  v^'ill,  play  a  large 
part.  The  high  railway  officer  of  the 
future  can  no  longer  be  exclusively  skill- 
ed in  the  movement  of  traffic,  or  be  a 
brilliant  engineer  or  a  great  accountant. 
He  will  have  to  be  all  of  these  in  a  de- 
gree. An  analyst  primarily,  with  the 
ability  to  appreciate  the  full  effect  of 
such  movements  as  we  have  lately  passed 
through,  the  economic  side  of  the  prob- 
lem and  to  foresee  the  future.  There 
must  be  a  call  for  men  of  better  general 
education,  of  studious  and  scholarly  ha- 
bits of  mind  and  judicial  tendencies  of 
thought.  The  day  of  the  railway  officer 
who  follows  precedent,  merely  because 
it  is  such,  and  is  complacent  in  estab- 
lishing practices,  or  dwells  within  the 
narrow  confmis  of  the  department  in 
which  he  was  educated,  is  past." 


IJO 


CANAIMAX  1;AII.U  A^    A.NH  MAIMNK  WOIiLD 


AujruMt,  1920. 


Birthdays  of  Transportation  Men  in  August. 


Many   happy  rrtumii  of  the  day   to, 

V.  T.  nartraiii,  vx-PurchmtinK  Airont, 
TiniJ«kaiiiinK  4  Norlhrrn  Ontario  Ry., 
now  railway  contractor,  etc.,  Toronto, 
horn  at  Ottawa,  Aug.  '2,  ItWO. 

J.  C.  Ki-ckwith.  rx-Dixtrict  Enuincor, 
Ix-vi*.  F:Jniunili>ton  anil  St.  Maurice  I)i- 
vim.in.  Queh«-c  District,  Canailinn  Na- 
tional F{y.«.,  QucIh-c,  (Jue.,  now  cntraKcd 
on  C.T.K.  valuation  on  hchalf  of  the  Do- 
minion (Jiivernment,  horn  at  Fredericlon, 
N.B..  Auk.  1.  1H7.'>. 

(".  B.  Hrown,  Chief  Kn>rineer,  Eastern 
I.ine.'t,  Cannitian  National  Kys.,  Moncton, 
N.B..  born  at  Ithaca,  N.Y.,  Auk.  27, 
1879. 

J.  S.  Carter,  District  PassenKcr  ARent, 
r.P.R.,  Nel.son,  B.C.,  born  at  Aurora,  III., 
Auk.   U.   isr,4. 

Hon.  F.  B.  Carvell,  K.C.,  Chief  Com- 
nii.ssioner  Board  of  Railway  Commi.s- 
.sioners,  Ottawa,  Ont..  bom  at  Bloom- 
field.   N.B.,   Auk.   14.    1862. 

A.  E.  H.  Chealey,  General  Accountant, 
Dominion  Atlantic  Ry.,  Kentville,  N.S., 
born  near  Annapolis  Roval,  N.S.,  .\uk. 
27.   1877. 

A.  B.  ChowTj.  General  Apent,  Passen- 
Kcr  Department.  Canadian  National- 
Grand  Trunk  Ry.<!..  New  York,  born  at 
Belleville.  Ont.,  Auk.  4,  1887. 

C.  H.  N.  Connell.  Di.strict  EnKineer. 
.Montreal  and  Sapuenay  Divisions,  Que- 
bec District,  Canadian  National  Rys., 
Quebec,  born  at  Woodstock,  N.B.,  Aue. 
26.  1876. 

H.  W.  Crawford,  ex-General  Agent, 
Canada  Steamship  Lines,  Ltd.,  now  of 
the  U.S.  Shippinp  Board,  EmerRency 
Fleet  Corporation,  Cleveland,  Ohio,  born 
at  Bowmanville.  Ont.,  .\uk.  24.  1887. 

E.  L.  Desjardins.  Superintendent.  Di- 
vision I.  Quebec  District.  Canadian  Na- 
tional Rys.,  Levis.  Que.,  born  at  St.  Jean 
Port  Joli.  Que..  .Auk.  1.  18.59. 

A.  Eastman.  Vice  President  and  Gen- 
eral ManaKer,  Windsor.  Essex  &  Lake 
Shore  Rapid  Ry..  Kingsville.  Ont.,  and 
Honorary  Secretary-Treasurer,  pro  tern, 
Canadian  Electric  Railway  .Association, 
born  in  Bosanquet  Tp..  Ont.,  Auk.  21. 
1870. 

J.  V.  Foy.  General  Passenger  Agent. 
Canada  Steamship  Lines.  Ltd.,  Toronto, 
born   there   Aug.  27.   1882. 

Geo.  H.  Ham,  Head  Office  Department, 
C.P.R..  Montreal,  born  at  Trenton,  Ont., 
Auk.  2.'?.   1847. 

W.  B.  Harper.  Resident  EnKineer, 
Laurentian  Division.  Quebec  District. 
C.P.R.,  Montreal,  born  at  Bale  Verte, 
N.B.,   AuL'.    I.").   1882. 

W.  P.  Hinton,  Vice  President  and  Gen- 
oral  .Manager,  Grand  Trunk  Pacific  Ry. 
Co.,  and  Grand  Trunk  Pacific  Coast 
Steamship  Co.,  and  General  ManaKer  for 
the  Receiver.  WinnipeK.  born  at  Hinton- 
burg,  Ont.,  .Vug.  .iO,   1871. 

F.  S.  I.sard.  Director  of  Finance,  Can- 
ada Steamship  Lines,  Ltd.,  Montreal, 
born  at  Hamilton.  Ont..  Auk.  14.  1888. 

F.  L.  Lamplough.  Superintendent.  Ot- 
tawa Division.  G.T.R..  Ottawa,  born  at 
CambriilKe,  Vt..  Aug.  ]'>,  18t)7. 

J.  D.  McDonald,  (ieneral  Passenger 
Agent,  Western  Lines.  Grand  Trunk  Ry., 
Chicago,  III.,  born  at  Toronto,  Aug.  27, 
IH.-i.i. 

AL  K.  McQuarric,  Engineer,  Dominion 
Atlantic  Ry.,  Kentville.  N.S.,  born  at 
Sault  Stf.   Marie.   Ont..   Aug.    17.   1884. 

A.  H.  Mahon.  Digtiiit  Mn.itcr  Me- 
chanic, Cirand  Trunk  Pacific  Ry..  Edson, 
Alta.,  born  near  Ottawa.  Ont.,  Aug.  27. 
1874. 


W.  .1.  .Mrakin,  Locomotive  ami  (  ur 
Foreman,  C.P.R.,  Wetaskiwin,  Alta.,  born 
near   London,  Out..   Aug.  2a,   1860. 

C.  .Montgomery.  .Master  Mechanic,  Pere 
Maniuelte  Rd..  St.  Thomas,  Ont.,  born 
near   London,  Ont.,   Aug.  2"J,   1860. 

W.  G.  Murrin.  Assistant  General  .Man- 
ager. British  Columbia  Electric  Ry..  Van- 
couver, B.r.,  bom  at  Greenwich,  P^ng., 
Aug.  27,  187.'). 

L.  Palk,  Assistant  to  General  Manager 
and  .Assistant  Secretary,  Winnipeg  Elec- 
tric Ry..  and  Secretary.  Winnipeg.  Sel- 
kirk &  Lake  Winnipeg  Ry.,  Winnipeg, 
born   there.   .Aug.   14.   188.5. 

Lt.  Col.  Blair  Ripley,  C.B.E.,  D.S.O., 
EnKineer.  Ontario  District,  C.P.R.,  To- 
ronto, born  at  Oxford,  N.S.,  Aur.  29, 
1880. 

Hon.  Gideon  Robertson,  Minister  of 
Labor,  born  at  Welland,  Ont.,  Auk.  26, 
1874. 

J.  M.  Rosevear,  Comptroller,  G.T.R.. 
Montreal,  born  at  St.  Lambert,  Que.,  Auk. 
9.  1869. 

W.  G.  Ross.  President.  Montreal  Har- 
bor Commissioners,  born  at  Montreal, 
Aug^  6,   187."?. 

A\'.  LeB.  Ross,  Local  Treasurer,  G.T. 
Pacific  Ry..  Winnipeg,  born  at  Ottawa, 
Ont..  Auk.  9.  1868. 

F.  C.  Salter.  European  Traffic  Manager, 
G.T.R..  and  Canadian  Express  Co.,  Lon- 


don, Eng.,  born  at  Samia,  Ont.,  Aug.  31, 
186.1. 

W.  H.  Sample.  General  Superintendent 
of  .Motive  Power  and  Car  Departnientr, 
Grand  Trunk  Ry.,  Montreal,  bom  at  Al- 
tona,  N.V.,  Aug.  20,  1H64. 

A.  O.  .Seymour,  General  Tourist  Agent, 
C.P.R..  .Montreal,  born  at  OgdenaburK, 
N.Y.,  Aug.  14,  1887. 

S.  A.  Simpson,  Superintendent,  Sleep- 
ing, Dining  and  Parlor  Cars  and  News 
Service,  C.P.R.,  Winnipeg,  bom  at  To- 
ronto, Aug.  22,  1880. 

J.  F.  Sweeting.  Industrial  Agent,  Na- 
tural Resources  Department.  C.P.R..  Win- 
nipeg, born  at  Worthing,  Eng.,  Aug.  20, 
1872. 

W.  .1.  Sturges.  acting  Assistant  Pur- 
chasing Agent.  Grand  Trunk  Pacific  Ry., 
Winnipeg,  bom  at  Fairfield,  Vt.,  Aug. 
28.   1877. 

L.  Tait.  Secretary-Treasurer,  London 
St.  Ry..  London,  Ont.,  born  at  Hamilton. 
Ont.,  Aug.  9,  1882. 

W.  I).  Waddell,  Chief  Accountant,  Ca- 
nadian Northern  Ry.  System.  Toronto, 
bom  at  Waterford.  Ireland,  Aug.  7.  1877. 

F.  E.  Warren,  General  Car  Foreman, 
C.P.R..  Winnipeg,  bom  at  Chelsea,  Que., 
Aug.  29.  1872. 

W.  B.  Way.  Superintendent,  Division  1, 
Central  District,  Canadian  National  Rys., 
Cochrane,  Ont.,  bom  at  Bownianville, 
Ont.,  Aug.  22,   1867. 

H.  E.  Weyman,  Manager,  Levis  County 
Ry.,  Levis,  Que.,  born  at  Guildford,  Eng., 
Aug.  27,   1883. 


Grain  in  Store  at  Elevators. 


Hu 


lin  in  store  at  public  te 
lision.  and  public  eleva 
of   Statistics.    Internal 


Week   enilinit  July  9th.    1920: 
Fort     William    

C.P.R „. _.., 

Empire    Elevator    Co 

Consolidated    Elevator   Co. 

Oitilvic  Flour  Mills   Co _„ 

Western    Terminal    Elevator   Co. 

G.    T.    Pacific    

Grain    Growers"    Grain    Co 

Fort  William  Elevator  Co.   

Northwestern    Elevator    Co 

Port    Arthur- 
Port    Arthur    Elevator    Co 

Saak.    Co-op.   Elevator  Co 

Canadian    Government   Elevator 

Thunder     Bay 

Davidson    and    Smith 

Eaatern-Richardson     ... 


ToUl    Public    Terminal    Elevators    ... 

ToUl    Private    Terminal    Elevator* 

Saskatoon    Can.    Gov't.    Elevator 

MooH  Jaw   Can.   Gov't.   Elevator   

CalKary   Can.    Gov't.   Elevator  ~-.._. 
Vancouver,,  B.C 

'Total   Interior  Teminal  Elevator*  - 

Midland- 
Aberdeen    Elevator    Co «.--. 

Midland   Elevator  Co 

Tiffin.     G.T.P 

Port    McNicoIl    „. 

Godrrich— 

Elevator  and   Transit  Co. . 

West   Can.    Flour   Mills   Co..    Ltd. 

Toronto    Campbell    Flour   Mills   Co' _ 

Klnirston— 

♦.Mnple    I.eaf    Millinu    Co..    Ltd 

Montreal- 
Harbor  Commissioners   No.   1    and  2 

Montreal    Warehoosinff   Co.    .... ...„..« 

Oullvle    Flour    MilU    Co 

Quebec    Harbor    Commissioner*    


ITS.    Atlantic   Seaboard   portii 

•Portland.    Me 

Baltimore,   Md 


i7,010 

63.41  I 
341.036 

20.64.'> 

48.04S 
100.2.-.: 

21.83S 
144.01.< 

1GS.812 
190..'>S4 
194.734 
142.083 
31.852 
59.848 


401,061 
1.409.428 

1.246.758 
914.695 


45.487 
49.815 
30,710 
30.424 

40.019 
69.940 
44.682 
68.812 
-6.145 
20.332 

456.877 

94.437 
24.808 

14.996 
267,788 


78.471        307.587 


22.500 
798.239 
153.440 
289.490 

701.7S1 

189.798 
5  4.392 


"6,016 
745.224 
25.488 


B4.228 
6.495 


46.022 
19.810 
12.079 
105.127 
28.473 
45.741 
4.169 
24.323 

24.787 
58.527 
39.279 
15.350 
7.693 
36.071 

488.027 

32.208 

325 

1.603 

18.412 


60.674 


1.047 
115.622 
91.082 
19.414 


14.S73 
5.169 
1.980 
4.264 
1.046 
3.192 
6.914 
6.253 
2.136 

16.451 
4.387 
6.503 
1.910 


126.53> 
161.923 
38S.03S 
154.6.i» 


251.116 
439.010 

376.280 


123.6S6 
M.6«7 


222 
798 

45.912 
134..'>90 

76.098 

8.040.770 

527  783 

.  -4. 

"f.ooi 

1.453.80: 

1.276.61.=. 

1.207.964 

7.590 

7.006 

3.945.971 

™!Z 

73.174 
802.6.V5 
193.638 
416.25T 

82».676 
189.795 
61.132 


10.330         578.446 


TuUl    U.S.    Atlantic   SMboard    PorU.. 
Total    Quantity    in    Stor*    


lO.SSO        678.446 


14.493.746      4.088.107 


661.110 
4S.7S* 

.  - 

909.010 

1.040.488 

881.291 

84.657 

84.667 

2.524.605 

826.890 

1S.880 

888.683 
2.877.7 '.8 

25.<88 

1«.88« 

7.166.371 
•.782.513 

86.286 
8.488 

6.14.719 

S.48S 

87.774 

658.207 

180.767  22.071.(16 

*<}uantltr    foi    «ach    individual    inlarior  terminal  elevator  not  receind. 


August,  1920. 


441 


Orders  by  Board  of  Railway  Commissioners  for  Canada. 


BeKlnning  with  June,  1904.  Canadian  Railway 
and  Marine  World  has  published  in  each  issue 
summaries  of  orders  passed  by  the  Board  of  Rail- 
way Commissioners,  so  that  subscribers  who  have 
filed  the  paper  have  a  continuous  record  of  the 
Board's  proceedings.  No  other  paper  has  done 
this. 

Important  traffic  orders  made  by  the  board  are 
Kiven  in  full  on   another  pawe  of  this  issue. 

General  order  300.  June  30.— Ordering  that 
date  on  which  forms  of  Live  Stock  Contracts  and 
the  Special  Contract  with  Attendants  in  Charge 
of  Stock.  Schedules  A  and  B  respectively,  to 
Kenerat  order  298.  June  2,  shall  become  effective, 
be  postponed  from  July  1   to  July  IS. 

2S».T68.  June  18. — .\pprovinK  agreement.  June 
5.  b.?tweEn  Bell  Telephone  Co.  and  Osprey  Tp., 
Gr?y   County.   Ont. 

29.769.  June  21.— Rescinding  order  28.804.  Sept. 
12.  1919.  re  G.T.R.  siding  on  Lot  22.  Con.  1.  Eliza- 
l.-thtown    Tp..    Que. 

29.770.  June  21.— Authorizing  C.P.R.  to  build 
>pur  for  Kraser  Valley  Milk  Producers  Associa- 
tion, in  Sumas  municipality.  New  Westminster 
District.   B.C. 

29.771.  June  22.— Relieving  Grand  Trunk  Pa- 
cific Branch  Lines  Co.  and  C.P.R.  from  main- 
taining   signalman    at    crossing    on    Sundays,    at 


Dr 


id.    Sask. 


— E.\tending  to  Aug.  3,  time 
within  which  G.T.R.  may  complete  extension  of 
siding  for  Christie  Henderson  Co..  Puslinch  Tp., 
Ont. 

29.773.  June  22. — Authorizing  Canadian  Na- 
tional Rys.  to  build  spur  for  Imperial  Oil  Ltd.  at 
.Melfort.    Sask. 

29.774.  June  17.— Amending  order  26,031,  Apr. 
17,  1917.  re  G.T.R.  subway  and  road  diversions 
at  Lyn  Road.  Elizabethtown  Tp..  Que.,  to  provide 
that  2.5'v  of  the  cost,  not  to  exceed  in  all  $13,000, 
tie   paid   out  of   railway   grade  crossing   fund. 

29.77.T.  June  17. — Authorizing  Canadian  Nor- 
thern Pacific  Ry.  to  cross  and  divert  highway  at 
mile  32  on   its  Vernon-Kelowna  Branch,  B.C. 

29.776.  June  17. — Authorizing  Canadian  Nor- 
thern Pacific  Ry.  to  cross  and  divert  highway  on 
Okanagan  Branch  at  mile  26.4  from  Kamloops 
Jet.,  in  3.W.   i,   Sec.  4.  Tp.   19.  Range  14.  B.C. 

29.777.  June  22.— Authorizing  G.T.R.  to  build 
spur  from  corner  of  Rebecca  St.,  and  Ferguson 
Ave..    Hamilton,    Ont. 

29.778.  June  17. — Apportionin^r  cost  of  trans- 
fer track  between  Canadian  Northern  Saskatche- 
wan Ry.  and  C.P.R.  at  Yorkton.  Sask.  :  25%  to 
b,-  paid  by  C.P.R.  and  75',    by  C.N.S.R. 

29.779.  June  17. — Authorizing  <]iversion  of  Rose- 
bud River  and  filling  in  of  two  bridges  by  C.P.R. 
in  s.w.  >,  Sec.  30,  Tp,  27,  Range  20,  west  4th 
meridian. 

29,780  to  29,782.  June  17.— .Authorizing  Cana- 
dian Northern  Pacific  Ry.  to  cross  highway  at 
miles  14.9,  11  and  2,  Vernon-Kelowna  line.  Okana- 
gan   Branch,   B.C. 

29.783.  June  17.— Approving  Central  Vermont 
Ry.  bylaw  authorizing  Vice  President.  General 
Freight  and  Passenger  Agent.  General  Freight 
Agent  or  Assistant  General  Freight  Agent,  to 
issue  tariffs  of  tolls,  and  rescinding  order  27,451, 
July   19,    1918. 

29.784,  June  17. — Approving  Marconi  Wireless 
Telegraph  Co.  bylaw  under  sec.  323  of  the  Rail- 
way Act,  1919,  authorizing  A.  H.  Morse,  Manag- 
ing Director,  to  issue  tariffs  of  tolls,  and  rescind- 
ing   order    17.943,    Nov.    9,    1912. 

29.785.  June  22. — Authorizing  Canadian  Na- 
tional Rys.  to  remove  south  distant  signal  of 
Timiskaming  &  Northern  Ontario  Ry.  to  660  ft. 
from   home   signal,   at   North    Bay,    Ont, 

29.786,  29,787.  June  24.— Approving  Bell  Tele- 
phone Co.  agreements,  June  10.  with  Lanark  & 
Carleton  Counties  Telephone  Co.,  Lanark  and 
Carleton  Counties ;  and  June  8,  with  Excelsior 
Telephone  Co.,   Oxford    County,   Ont. 

29.788.  June  22. — Approving  Michigan  Central 
Rd.  bylaw  authorizing  either  Carl  Howe,  Traffic 
Manager,  or  A.  Johnson,  Chief  of  Traffic  Bureau, 
in  respect  of  passenger  and  freight  traffic ;  L.  W. 
Landman,  Passenger  Traflic  Manager,  or  C,  R. 
Clark.  General  Passenger  Agent,  in  respect  of 
passenger  traffic,  and  O.  R.  Bromley,  General 
Freight    Agent,   to   issue   taritTs   of  tolls. 

29.789.  June  24.— Authorizing  C.P.R.  to  relo- 
cate its  station  at  Islington,  at  mile  8.61  Gait 
Subdivision,  Ont,  providing  that  Board  shall  be 
at  liberty  to  relocate  same  if  it  develops  that 
traffic  on  the  highway  is  blocked  for  more  than 
5  minutes  at  any  one  time  by  reason  of  the  loca- 
tion. 

29.790.  29.791.  June  24.— Approving  Bell  Tele- 
phone Co.  agreements,  June  4,  with  Mapleshade 
Telephone  Co.,  Oxford  County,  and  June  7.  with 
Goodwood  Rural  Telephone  Co..  Lanark  and 
Carleton    Counties. 

29.792.  June  24.— Authorizing  C.P.R.  to  re- 
build bridge  60.13.  Cartier  Subdivision,  Algoma 
District.    Ont. 

29.793.  June  15. — Approving  location  of  por- 
tions of  C.P.R.  Bassano  Easterly  Branch.  Empress 
to  Milden,  from  mile  172.76  to  217.45,  and  au- 
thorizing the  crossing  at  grade  of  54  highways. 

29.794.  June  24.— Authorizing  G.T.R.  to  build 
spur    for   Lever    Bros.    Ltd.,    Toronto. 

29.795.  June  22.— Authorizing  C.P.R.  to  alter 
location    of    its   main    line    between    Bay   St.    and 


Barrack  St..  Kingston.  O 
dArmes  St..  at  grade,  l 
Bay  St.  and  King  St. 

29.796.  June  24. — Approving  work  to  be  done 
on  Hanna  drain  under  G.T.R.  on  Lot  10,  Con.  8, 
Elma    Tp..    Ont. 

29.797.  June  25.— Approving  Western  Union 
Telegraph   Co.'s  tariff  C.R.C.   8,  effective  June  28. 

29.798.  June  26.— Amending  order  2.327,  Nov. 
20,  1906,  re  operation  of  drawbridge  at  Nomi- 
ningue.   Que.,   by  C.P.R. 

29.799.  June  25.— .Authorizing  C.P.R.  and  G.T.R. 
to  operate  over  crossing  at  Tilsonburg.  Ont.,  with- 
out   first   stopping    trains. 

29.800.  June  25.— Authorizing  C.P.R.  to  divert 
road  allowance  on  south  boundary  of  s.w.  ^4  Sec. 
4.  Tp.  27,  Range  5,  west  2nd  meridian  :  to  build 
same  across  its  tracks  at  mile  36,8,  Wynward 
Subdivision,  and  to  close  diverted  portion  within 
its    right   of    way, 

29.801.  June  25. — Authorizing  Canadian  Na- 
tional Rys.  to  rebuild  bridge  <iver  Wallace  cut, 
Medora  Tp.,   at   mile   115.4    from   Toronto. 

29.802.  June  25.- -Authorizing  Michigan  Cen- 
tral Rd..  to  operate  freight  traffic  over  spur  on 
Leamington  Branch.  11.72  miles  west  of  Comber, 
Ont.,    for    16.500    ft. 

29.803.  June  25. — Amending  order  29,655,  May 
19.  re  C.P.R.  crossing  of  Sherbrooke  St.  Ry.  at 
Sherbrooke,   Que. 

29.804.  June  24. — Suspending  order  23,166,  Mar. 
19.  re  Canadian  National  Rys.  train  service  at 
Newbui-gh.    Ont. 

29.805.  June  24.— Suspending  order  28.858,  Oct. 

6,  1919.   re  Canadian  National  Rys.  train  service 
at   Fallowfield,    Ont. 

29.806.  June  24.— Approving  Northern  Pacific 
Ry.   supplement  2   to   tariff   C.R.C.   S-6. 

29.807.  June  li4.— Suspending  order  27,296, 
June  8,  1918,  re  Canadian  National  Rys.  train 
service    at    Camden    East.    Ont 

29.808.  June  22.— Ordering  G.T.R..  in  addition 
to  protection  provided  at  crossing  of  William  and 
Maitland  Sts.,  London,  Ont.,  to  maintain  watch- 
men there  between  7  p.m.  and  7  a.m.  daily,  wages 
to  be  paid,  60%  by  G.T.R.  and  40't  by  the  city. 

29.809.  June  29.— Authorizing  Canadian  Na- 
tional Rys.  to  build  spur  for  Newcastle  Junior 
Mining   Co.,    Drumheller,    Alta.     See  order  29.812, 

29.810.  June  26— Authorizing  C.P.R.  to  divert 
road  on  east  boundary  of  s.e.  ^i  Sec.  25,  Tp.  21, 
Range  23,  west  2nd  meridian,  to  carry  it  across 
its  track  at  mile  36.5,  Colonsay  Subdivision,  and 
to  close  diverted  portion   within  its   right  of  way. 

29.811.  June    26. —  Approving    agreement,    June 

7.  between  Bell  Telephone  Co.  and  North  Renfrew 
Telephone  Co..   Renfrew   County,   Ont. 

29.812.  June  29. — Ordering  Canadian  National 
Rys.  to  build  spur  for  Elgin  Coal  Co.,  from  New- 
castle Junior  Mining  Co.'s  spur,  in  s.e.  '4  Sec. 
10  and  s.w.  H  Sec.  2.  Tp.  29,  Range  20,  west  4th 
meridian,   Alta.     See  order  29.810. 

29.813.  29.814.  June  28.  -.Approving  Cumber- 
land Ry.  &  Coal  Co.'s  Standard  Passenger  Tariff 
C.R.C.  5,  and  Standard  Freight  Tariff.   C.R.C.   10. 

29.815.  June  30. — Authorizing  Saskatchewan 
Government  to  build  highway  crossing  over  Cana- 
dian National  Rys.  west  of  the  station  grounds 
at  Ritchie,   Sask. 

29.816.  June  29. — Authorizing  C.P.R.  to  build 
spur  for  Rock  Creek  Lumber  Co..  in  Lot  4588, 
Group  1,  East  Kootenay  District,   B.C. 

29.817.  June  29. — Approving  agreement.  May 
18,  between  Bell  Telephone  Co.,  and  Fairview 
Telephone  Co.,   in   Oxford  County.  Ont. 

29.818.  June  29. — Authorizing  Canadian  Na- 
tional Rys.  to  build  spur  for  J.  I.  Case  Threshing 
Machine    Co..    Winnipeg. 

29.819.  June  30. — Approving  location  and  de- 
tails of  Canadian  Express  Co.'s  building  at  Brace- 
bridge  station,    Ont. 

29.820.  June  30.— Extending  to  Oct.  1.  time 
within  which  Kettle  Valley  Ry.  may  open  for 
freight  traffic,  portion  of  its  line  from  mile  13.6, 
Princeton,  B.C..  south  to  mile  8. 

29.821.  June  30.— Approving  addition  to  G.T.B. 
station    at    Atherley   Jet..    Ont. 

29.822.  June  30. — Approving  location  and  de- 
tails of  Canadian  Express  Co.'s  building  at  Hunts- 
ville.    Ont. 

29.823.  July  2.— Extending  to  Jan.  1.  1921,  time 
within  which  L'Air  Liquide  Society  may  use  cyl- 
inders in  transportation  of  compressed  acetylene 
gas. 

29.824.  June  2. — Ordering  Canadian  National 
Rys.  to  build  a  third  class  station  at  Redland, 
Alta. 

29.825.  July  2.— Authorizing  C.P.R.  to  rebuild 
bridge  9.2  over  Bull  River,  Lake  Windermere 
Subdivision,  B,C. 

29.826.  July  2.— Ordering  Esquimau  &  Nanai- 
mo  Ry.  to  build  highway  crossing  at  Cobble  Hill. 
Vancouver  Island,  B.C.  ;  B.C.  Government  to  do 
the  grading  on  both  approaches,  in  accordance 
with  the  Board's  Standard  Regulations  affecting 
Highway  Crossings,  as  amended  May  4,  1910:  and 
ordering  that  the  road  west  of  the  railway  be 
closed. 

■29.827.  June  26.— Ordering  Grand  Trunk  Pa- 
cific Ry.  to  build  loading  platform,  extend  freight 
shed   and    build   stock   yard   at   Telkwa.    B.C. 

29.828.  June  29.— -Authorizing  Grand  Trunk 
Pacific  Ry.  to  build  siding  and  coal  bunker  plant 
at  'Telkwa,  B.C.,  approving  clearances  there,  and 
rescinding  orders  20,857,    21,344    and  29,617,   Nov. 


19,  1913,  Feb.  11.  1914,  and  May  6,  1920,  re- 
spectively. 

29.829.  July  6.-  Authorizing  Grand  Trunk  Pa- 
cific Ry.  to  make  highway  crossing  over  and  di- 
vert road  in  s.e.  'i  Sec.  17.  Tp.  44,  Range  5.  at 
mile  658,4.  Gilt  Edge  municipality  no.  422,  North 
Alberta    District. 

29.830.  July  6.— Authorizing  G.T.R.  to  build 
spur,  and  two  extensions  to  existing  sidings,  for 
Wood  Sales  Co,,  Strong  Tp.,   Ont. 

29.831.  July  3.— Authorizing  Canadian  North- 
ern Ry.  to  open  for  traffic  its  connection  with 
G.T.R.    at  Pembroke.   Ont. 

■29.832.  July  5.  -Authorizing  G.T.B.  to  build 
sidings  for  Canada  Crushed  Stone  Corporation, 
Flamboro    West   Tp..    Ont. 

29.833.  July  5.— Authorizing  Canadian  National 
Rys.  to  build  spur  for  Lindsay  &  Hill  Lumber 
Co..  in  n.e.  Vi  Sec.  30,  Tp.  44.  Range  27.  west 
principal    meridian,    Man. 

29.834.  July  5.— Authorizing  Canadian  National 
Rys.  to  make  highway  crossing  over  its  track  at 
Winchester   Ave.,    Fort   Garry,    Man, 

29.835.  July  5.— Authorizing  Canadian  National 
Rys.  to  carry  traffic  over  portion  of  its  line  from 
Dunblane  to  Lucky  Lake,  Sask.,  19,75  miles ; 
speed  of  trains  not  to  exceed  15  miles  an  hour. 

29.836.  July  5.— Extending  to  Aug.  15  time 
within  which  G.T.R.  may  complete  changes  in 
its   locomotive   house  at   London,   Ont, 

29.837.  July  7.— Authorizing  G.T.R.,  for  pur- 
pose of  removing  obstructions  to  view  at  high- 
way west  of  Niagara  Falls,  Ont.,  to  enter  lands 
of  T.  Morrison  and  remove  trees :  should  parties 
fail  to  agree  upon  amount  of  compensation  pay- 
able, same  shall  be  decided  by  the  Board  and 
paiil   by   G.T.R.   to  the  owner. 

29.838.  July  5.— Authorizing  C.P.R.  to  change 
location  of  its  tracks,  at  mileage  37,2,  Hamilton 
Jet..    Ont. 

29.839  to  29.842.  July  9.— Extending  to  Aug. 
31.  time  within- which  Canadian  National  Rys, 
may  install  bell  at  crossing  of  main  road  to  Red 
River.  St.  Jean  Baptiste.  Man.  ;  wigwags  and 
automatic  bell  at  Brock  St..  Fort  William.  Ont. : 
liell  at  Amelia  St.,  Fort  William.  Ont..  and  wig- 
wags ami  automatic  bell  at  Francis  St..  Fort 
William.    Ont. 

29.S4:i.  July  9.— Authorizing  J.  C.  Willever, 
Vice  President,  Western  Union  Telegraph  Co,, 
to    prepare    tariffs   of   tolls. 

29.844.  July  9.— Authorizing  C.P.R.  to  divert 
road  allowance  on  west  boundary  of  n.w.  \i 
Sec.  16,  Tp.  13,  Range  20,  west  principal  meri- 
dian, and  to  close  same  within  limits  of  its  right 
of   way. 

29.845.  July  8,— Ordering  Grand  Trunk  Pacific 
Ry.  to  erect  fences  along  its  right  of  way  from 
mileage  1170.67  to  1171.3;  from  mile  1171.7  to 
1173.6.  and  from  mile  1170.57  to  1174,  in  British 
Columbia. 

29.846.  July  10.— Extending  to  Sept.  1  time 
within  which  Ottawa  and  New  York  Ry.  may  ap- 
point   careUker    at    Northfield.    Ont. 

■  29.847.  July  13.— Authorizing  C.P.R.  to  re- 
build   bridge    80,    Shaunavon    Subdivision,    Sask, 

29.848.  July  13.— Authorizing  C.P.R.  to  re- 
build bridge  59.61,  Cartier  Subdivision,  Algoma 
District. 

29.849.  June  30. — Approving  agreement  May 
7.  between  Bell  Telephone  Co.  and  Hogg  &  Lytle. 
Ltd..  Victoria  County,  Ont..  and  rescinding  order 
6,138,   Jan.    21.    1910. 

29.850.  July  13.— Relieving  Perc  Marquette  Rd. 
from  providing  further  protection  at  Gravel  Road 
crossing,  near  Blenheim,  Ont, 

29.851.  July  12.— Authorizing  C.P.R.  to  divert 
surveyed  roadway  in  north  half  of  Sec.  22.  Tp. 
17.  Range  32.  west  principal  meridian,  to  carry 
same  across  its  tracks,  and  to  close  same  within 
limits   of   it3   right  of  way. 

29.852.  July    13. — Approving    agreement.    June 

16,  between  Bell  Telephone  Co.  and  Birch  Lake 
Telephone    Co..    Sudbury.    Ont. 

29.853.  July  12. — Dismissing  application  of 
Victor  Flink.  Lucky  Lake.  Sask..  for  order  di- 
recting Canadian  National  Rys.  to  build  cattle 
pass   through    his   property. 

29.854.  29.855.  July  13.— Approving  Bell  Tele- 
phone Co.  agreement,  June  25,  with  Desboro  Tele- 
phone Co.,  Grey  County.  Ont.  :  and  June  19,  with 
Oro  Telephone  Co.,  Simcoe  County.  Ont.,  and 
rescinding  orders  7,703.  Aug.  5,  1909,  and  28.007, 
Jan.    11.    1919,    respectively. 

29.856.  July  16.— Rescinding  order  29,050,  Nov. 

17,  1919,  re  building  of  farm  crossing,  by  G.T.R. 
for  A.  McGuinness.  Marysville,  Ont..  without  pre- 
judice to  applicant  to  renew  application  for 
same. 

29.857.  July  15.— Authorizing  Toronto.  Hamil- 
ton &  Buffalo  Ry.  to  operate  trains  over  crossing 
on    Aberdeen    Ave..    Hamilton,    Ont. 

29.858.  July  14.— Relieving  G.T.R.  from  pro- 
viding further  protection  at  crossing  of  Victoria 
Park    Ave.,    East   Toronto,    Ont. 

29,8.59,  29,860.  July  15.— Authorizing  St. 
Thomas  Municipal  Ry.  for  three  months  from 
date  to  operate  pay  as  you  enter  one-man  cars 
across  London  &  Port  Stanley  Ry.  on  Welling- 
ton St.  an<l  Talbot  St..  St.  Thomas.  Ont.  :  in 
addition  to  watchmen  already  provided  by  L.  & 
P.  S.  Ry..  applicant  to  provide  watchmen  be- 
tween 6  and  12  p.m.  :  watchmen  to  have  charge 
of  railway  and  street  traffic ;  cars  of  both  com- 
panies  to   stop   before  crossing,   and  railway  em- 


\i2 


CANADIAN  KAIIAVAV  AND  .MAKiNK  WOKI.D 


Aujrust.  1920. 


AmonR  the  Exprefw  Companies. 


■..ll.l 

l<ui> 

B 

mini. 

1    HI 

.Ad»n 

Na- 

■  .1 

lUI 

Ivrraton    of 
ivi»lon,    far 

lltu 

.'V.ft.:  Ju.>  r.<  Autl...iiiinii  C.I'.R.  tn  nprr- 
•t*  MiirnftN  «t  frtwtnfr  nf  ('nniiiltan  N€»rthrrn  On- 
tario  R>     «l    nonarlaw.   Ont. 

t*.ll«K.  July  IT  PUmiulnB  appliratlnn  of 
town  nf  l^aval.  Qtlv..  for  unlrr  rriiulrinir  Cana- 
dian National  Ry*.  to  rhanur  ioralion  of  atation 
ao  thai  thr  two  •Uliona.  onr  each  rnil  of  thr 
town,    b*    hmuirht    to   one   point. 

2»,Ii«!'.  July  17.  Authoriiins  C.P.R.  to  build 
thn*  track*  at  irradr.  acrtiM  Markmitv  Avp., 
Edmrntnn        Mtii 

,.„,-,.  ,  ,  .-  Authoriiinii  C.P.R.  to  rrhulM 
br,  '  Mioioippi     Rivrr.    on     Challc 

Ri  yurb«-    Di«trirt. 

VilhiTiiinu    C.P.R.    to   divert 
n.t  •*-     Itnundao'    of    Soc.     30. 

Tl  I   mi-ridian  :  to  build,  at 

f"  -ime   at    mill-    4«.."i.    Roar- 

t<'«  h.    and    to   clo.c.    within 

it«   ncni   ..t    ««.\.   tn.-  .nwrted  portion  of  »aid  road 
allowance. 

».!*72.  July  17.  Orderine  Canadian  National 
Rjra.  to  ervft  one-pen  Rtock  yard  at  Meanock. 
Alta.  :    to   be   rnmpleted    by   Sept.    In. 

aS.STS.  July  19.  AuthoriiinK  C.P.R.  to  build 
ipur  for  Manitoba  Roliinj;  Mill  Co.  at  mile  20. 
\Vinnipe«     Iteach     .Subdivision.     Man. 


The  Railway  Situation  in  the  Gaspe 
Peninsula. 

Ill  ccinnection  with  the  railway  situa- 
tion in  the  Gaspc  Peninsula  of  Quebec, 
to  which  considerable  attention  has  been 
attracted  recently  by  question.s  in  Par- 
liament, and  by  an  investiieation  of  the 
condition  of  the  .Atlantic,  Quebec  & 
Western  Ry ,  and  the  Quebec  Oriental 
Ry.,  and  the  sen-ices  piven  by  them,  con- 
ducted by  the  Board  of  Railway  Com- 
missioners, a  petition  has  been  forward- 
ed to  the  Dominion  Government  asking 
that  these  lines  be  taken  over  and  con- 
solidated as  a  branch  of  the  Canadian 
National  Rys.  The  petition  is  reported 
to  have  been  largely  signed  in  all  the 
parishes  lying  between  .Matapcdia  and 
Gaspe,  along  the  route  of  the  two  lines, 
a  distance  of  202  miles.  C.  Marcil,  M.P. 
for  Bonaventurc  County,  has  written  D. 
B.  Hanna,  President,  Canadian  National 
Rys.,  calling  attention  to  what  has  been 
done,  and  claiming  advantages  that  would 
accrue  to  the  C.N.R.  through  the  devel- 
opment cf  the  country  through  which  the 
lines  pass,  were  they  efficiently  operated. 
He  also  points  out  that  by  the  construc- 
tion of  a  railway  bridge  across  the  Res- 
tigouche  River  between  Cross  Point,  Que., 
and  Camnbellton,  .N.B.,  connection  would 
be  afTorded  with  the  Intercolonial  Ry. 
and  the  International  Ry.  of  New  Bruns- 
wick. The  construction  of  the  bridge  re- 
ferred to  was  a  work  in  which  the  late 
Thos.  .Malcolm,  who  built  the  Interna- 
tional Ry.  of  N.B.,  was  greatly  interest- 
ed, and  endeavored  to  carry  through,  but 
without  success. 

A  cablegram  states  that  nt  a  meeting 
of  Atlantic,  Quebec  &  Western  Ry.  share- 
holders in  London,  Fng.,  the  chairman 
referred  to  correspondence  and  inter- 
views with  members  of  the  Dominion 
Government  regarding  the  sale  of  the 
line,  but  that  no  decision  had  then  been 
reached  in  regard  to  it. 


(i.  Allen  ha*  hi-en  appointed  agent. 
Dominion  Kx.  Co.,  KingKton,  Ont.,  vice 
F.   W.  Carr,   transferred. 

.1.  D.  Mcljiren,  heretofore  agent.  Do- 
minion Kx.  Co.,  Madeod,  Alta.,  has  been 
appointed   agent,    Banff,    Alta. 

W.  Kelly,  heretofore  cashier.  Dominion 
Kx.  Co.,  Swift  Current,  Sask.,  ban  been 
appointed  cashier,  Moose  Jaw,  Sank. 

D.  F.  .Martin,  heretofore  route  agent. 
Dominion  Kx.  Co.,  North  Bay,  Ont.,  has 
been   appointed   route  agent,  Toronto. 

C.  R.  Fitrsimmons,  heretofore  agent, 
Dominion  Kx.  Co.,  McAdam,  N.B.,  has 
been   appointed  agent,   Woodstock,   N.B. 

.1.  II.  Whitehouse  has  been  appointed 
agent,  Dominion  Ex.  Co.,  Kamloops,  B.C., 
vice  H.  L.  .Maltby,  transferred  to  Mac- 
leod,   Alta. 

R.  Murray  has  been  appointed  acting 
route  agent.  Dominion  Ex.  Co.,  North 
Bay,  Ont.,  vice  D.  F.  .Martin,  transferred 
to  Toronto. 

C.  H.  Badendick  has  been  appointed 
cashier,  Dominion  Ex.  Co.,  Swift  Cur- 
rent, Sask.,  vice  W.  Kelly,  transferred  to 
Moose  Jaw,  Sask. 

The  Canadian  National  Ex.  Co.  has 
opened  offices  at  Perthius,  Que.,  and 
Cameron  Falls,  Ont.,  and  has  closed  its 
office  at  Cronyn,  Ont. 

A.  T.  Grimmer,  St.  Stephen,  N.B.,  has 
been  appointed  agent,  Dominion  Ex.  Co., 
.McAdam,  N.B.,  vice  C.  R.  Fitzsimmons, 
transferred   to   Woodstock.   N.B. 

H.  L.  -Maltby.  heretofore  agent,  Do- 
minion Ex.  Co.,  Kamloops,  B.C.,  has  been 
appointed  agent.  Madeod,   Alta.,  vice  J. 

D.  .McLaren,  transferred   to  Banff,  Alta. 
W.    J.    Malcolm,    heretofore    chief    bill 

clerk.    Dominion    Ex.    Co.,    Toronto,    has 
been    appointed    agent.    Gait,    Ont.,    vice 

E.  Anderson,    transferred    to    Windsor, 
Ont. 

J.  I.  M.  Grant,  heretofore  cashier,  Can- 
adian Ex.  Co.,  St.  Catharines,  Ont.,  has 
been  appointed  agent,  Bradford,  Ont, 
vice  G.  A.  Oliver,  resigned  from  the  ser- 
vice. 

E.  Anderson,  heretofore  agent.  Domin- 
ion Ex.  Co.,  Gait.,  Ont.,  has  been  ap- 
pointed acting  agent,  Windsor,  Ont.,  vice 
W.  .Aitchison,  agent,  resigned  from  the 
service. 

W.  J.  Gasper,  heretofore  messenger, 
Dominion  Ex.  Co.,  Halifax  to  Sydney, 
.\.S.,  has  been  appointed  agent,  Dart- 
mouth, N.S.,  vice  T.  B.  Spencer,  resigned 
from  the  service. 

The  Board  of  Railway  Commissioners 
has  approved  location  and  details  of  ex- 
press buildings  to  be  built  for  Canadian 
Ex.  Co.  at  G.T.R.  stations  at  Brace- 
bridge  and    Huntsville.   Ont. 

The  agreement  arrived  at  between  the 
Canadian  National  Ex.  Co.  and  its  em- 
ployes, at  the  end  of  June,  provides  for 
wage  increases  averaging  approximately 
2.'Sr', .  It  is  stated  that  the  annual  in- 
crease to  the  company's  wage  bill  will  be 
about  $200,00(1,  the  increases  covering 
about  fiOO  employes  at  various  points  be- 
tween the  Atlantic  and  Pacific  Oceans. 

The  .Association  of  Railway  Execu- 
tives deiided  at  New  York,  .luly  16,  ac- 
cording to  a  press  report,  to  recommend 
to  all  railways  that  I'.S.  express  busi- 
ness continue  to  be  handled  under  Fed- 
eral control,  as  it  was  during  the  war, 
by  one  agency,  the  American  Railway 
Ex.  Co.  The  reason  for  this  recommen- 
dation is  stated  to  be,  that  the  four  ori- 
ginal express  companies   have   practical- 


ly ceamd  to  exi»t.  A  i«tnndard  form  of 
contruit  between  the  imliviilual  railway 
>'ompanii-K  and  the  American  Railway  Kx. 
)'o.  is  to  be  prepared  and  iiubmitted  to 
the  Intemtate  Commerce  Commission  for 
approval. 

Ju.otice  .Masten,  of  the  Ontario  Supreme 
f'liurt,  gave  judgment  recently  that  ex- 
pre!>«  <'iim|>anics  must  accept  coniiign- 
iiientK  of  intoxicating  liquor  made  to 
them  by  dealers  in  Ontario,  deHpit«  the 
action  of  the  Ontario  License  Board  in 
forbidding  them  to  accept  liquor  con- 
.■.ignnii-iits  from  the  firms  concerned.  This 
judgment  was  given  on  an  application 
of  a  tirm  nf  liquor  dealers  at  Kenora, 
Ont.,  for  a  mandamus  to  compel  the 
Dominion  Ex.  Co.  to  accept  shipments  of 
liquor  for  export  out  of  Ontario  to  for- 
eign countries.  A  similar  judgment  was 
given  in  Calgary,  Alta.,  July  6,  where  a 
test  case  against  the  Dominion  Ex.  Co. 
was  tried,  the  judgment  declaring  that 
the  company  is  bound  to  receive  and 
carry  any  Ii<|Uor  tendereil  to  it  by  dealers. 


The  Dominion  Express  Co.'s  Lon- 
don-Paris Air  Service. 

A  distinctly  novel  attraction  w^s  pro- 
vided recently  in  the  Canadian  Pacific 
Ry.  office  windows  at  Charing  Cross, 
London,  Eng.,  viz.,  an  excellent  model 
aerodrome  of  the  .Aircraft  Transport  & 
Travel,  Ltd.,  at  Hendon,  together  with 
scientifically  accurate  models  of  various 
types  of  aeroplanes  and  airships.  Such 
a  display  in  a  railway  and  shipping  office 
is  a  sign  of  the  times,  also  marking  much 
enterprise  on  the  part  of  the  Dominion 
Express  Co.,  Ltd.  Realizing  the  import- 
ance of  maintaining  a  really  "express" 
service,  if  its  name  is  still  to  be  justified, 
the  Dominion  Express  Co.  made  arrange- 
ments to  act  as  passenger  and  parcels 
agents  for  the  .Aircraft  Transport  &  Tra- 
vel, Ltd.,  on  its  London-Paris  daily  air 
ser\'ice.  It  is  thus  possible  for  either 
passengers  or  parcels  to  be  booked  for 
conveyance  by  aeroplane  to  or  from  Lon- 
don and  Paris  through  any  of  the  Do- 
minion Express  Co.'s  offices  in  Europe, 
and  these,  in  addition  to  London,  are  to 
be  found  in  important  cities  such  as 
Liverpool,  Glasgow,  Manchester,  Birm- 
ingham. Bristol  and  Paris.  The  Domin- 
ion Express  Co.,  holding,  as  it  does,  the 
exclusive  right  of  shipping  express  par- 
cels over  the  entire  C.P.R.  system,  as 
agents  for  the  aeroplane  service  can  en- 
sure that  an  express  package  scheduled 
to  go  on  a  certain  ship  actually  reaches 
its  destination  in  Canada  in  the  shortest 
possible  space  of  time.  The  timetable 
shows  that  only  2^4  hours  is  occupied 
on  the  journey  to  or  from  London  and 
Paris — urgent  letters  are  carried  at  2s. 
•id.  an  ounce  over  the  ordinary  letter 
rates.  Parcels  for  delivery  in  Paris  on 
the  same  day  have  to  be  handed  in  at 
•>2  Charing  Cross,  London.  S.W.I,  before 
10.;!0  a.m.  The  parcels  rates  range  from 
Is.  (>d.  to  2s.  Cd.  a  pound,  according  to 
quantity,  while  special  rates  are  quoted 
for  large  and  regular  consignments.  The 
single  fare  for  passengers  is  15  guineas, 
which  includes  a  car  to  convey  the  pas- 
senger to  Hounslow,  the  starting  point. — 
Railway   .Magazine,  London.  Eng. 


Canadian  National  Rys.  Rolling  Stock. 

There  has  been  deposited  with  the  Sivre- 
tary  of  State  at  Ottawa,  duplicate  and 
original  of  a  lease  and  agreement  dated 
.May  1,  made  by  the  Canadian  National 
Rolling  Stock  Ltd.  to  the  Canadian  Nor- 
thern Ry.  Co.,  covering  certain  rolling 
stock,  attached  to  which  is  an  assign- 
ment to  the  Girard  Trust  Co. 


August,  1920. 


443 


Electric  Railway  Department 

The  Hydro  Electric  Railway  Situation  in  Ontario. 


Sir  Adam  Beck,  Chairman  of  the  Hydro 
Electric  Power  Commission  of  Ontario, 
issued  the  followinj;  statement  on  June 
29:— 

"Subsequent  to  the  Dominion  Govern- 
ment acquiring  the  Canadian  Northern 
Ry.  and  the  various  electric  lines,  viz., 
the  Toronto  Eastern,  the  Toronto  Subur- 
ban and  the  Niagara,  St.  Catharines  & 
Toronto  Railways,  the  Chairman  of  the 
Hydro  Electric  Power  Commission  ap- 
proached the  Minister  of  Railways  and 
Canals  to  determine  what  arrangement 
might  be  made  to  acquire  these  electric 
railway  lines  from  the  Dominion  Gov- 
ernment, thus  avoiding  the  duplication 
and  paralleling  of  electric  railways  in 
the  districts  in  which  the  municipalities 
had  already  voted  in  favor  of  radial  I'ail- 
ways,  as  well  as  in  those  districts  in 
which  the  municipalities  contemplated 
constructing  electric  railways.  The  Min- 
ister of  Railways  and  Canals  was  in  full 
accord  with  such  a  policy,  and  gave  an 
option  to  the  Commission  for  the  sale  of 
the  Toronto  Eastern  Railway,  partly  con- 
structed, in  the  district  between  Toronto 
and  Bowmanville,  upon  which  the  muni- 
cipalities subsequently  voted  and  carried 
by  large  majorities. 

"When  the  vote  was  taken  from  Port 
Credit  to  St.  Catharines  as  a  part  of  the 
line  between  Toronto  and  Niagara  Falls, 
the  submission  of  the  bylaws  for  the  con- 
struction of  the  section  from  St.  Cath- 
arines to  Niagara  Falls  was  delayed,  the 
Commission  contemplating  the  acquiring 
of  the  Niagara,  St.  Catharines  &  Toron- 
to Ry.  as  a  part  of  this  system,  thus 
saving  duplication  and  paralleling  of 
existing  lines  in  the  Niagara  district. 

"At  a  subsequent  conference  with  the 
Minister  of  Railways  and  Canals,  and  a 
sub-committee  of  the  Privy  Council  ap- 
pointed for  this  purpose,  an  agreement 
was  reached  which  the  Chairman  of  the 
Hydro  Electric  Power  Commission  was 
prepared  to  recommend  to  the  Commis- 
sion, that  the  municipalities  submit  by- 
laws and  agreements  for  the  acquiring 
and  operation  of  the  Toronto  Eastern, 
Toronto  Suburban,  and  Niagara,  St.  Ca- 
tharines &  Toronto  Rys.,  which  recom- 
mendation and  agreement  was  subse- 
quently approved  by  the  Dominion  Cabi- 
net. The  offer  agreed  upon  and  the 
recommendation  of  the  Chairman  are  as 
follows,  contained  in  a  memorandum  to 
Hon.  J.  D.  Reid,  Minister  of  Railways, 
dated  June  22,   1920:— 

Offer  for  Electric  Lines. 

"  'I  have  discussed  with  the  members 
of  the  Ontario  Government  the  question 
of  purchasing  the  three  electric  railways 
in  Ontario  owned  by  the  Canadian  Na- 
tional Rys.,  viz.,  the  Toronto  Eastern 
Ry.,  the  Toronto  Suburban  Ry.,  and  the 
Niagara,  St.  Catharines  &  Toronto  Ry. 
I  informed  them  of  the  discussion  with 
the  sub-committee  of  the  Dominion  Ca- 
binet when  last  in  Ottawa,  and  advised 
them  that  I  was  prepared  to  recommend 
the  taking  over  of  the  said  electric  rail- 
ways on  the  following  terms: — 

"  'Toronto  Eastern  Ry. — Price,  $706,- 
000,  payable  by  Hydro  Power  Commis- 
sion 4M'/r  50-year  bonds,  guaranteed  by 
Province  of  Ontario. 

"  'Toronto  Suburban  Ry. — On  this  rail- 
way there  are  $2,628,000  of  outstanding 
4%  7c   bonds    due    1961.     This  is  to  be 


taken  over  by  the  Hydro  Power  Com- 
mission, the  Commission  to  assume  the 
bonds. 

"  'Niagara,  St.  Catharines  &  Toronto 
Ry. — Price  for  this  railway  to  be  $3,544,- 
374.10.  On  this  road  there  are  $1,098,000 
b'/r  bonds  due  1929.  The  Hydro  Power 
Commission  will  assume  these  bonds,  and 
give  Hydro  Power  Commission  bonds 
guaranteed  by  the  Province  of  Ontario, 
4V2';',  50-year  bonds  for  the  difference 
between    $1,098,000    and    $3,544,374.10. 

"  'It  was  understood  in  the  discussion 
with  the  sub-committee  of  the  Dominion 
Cabinet  that  the  Toi-onto  Suburban  Ry. 
and  the  Niagara,  St.  Catharines  &  To- 
ronto Ry.  must  be  taken  together. 

"  'I  understand  a  meeting  of  the  On- 
tario Government  will  be  held  tomorrow. 


Canadian  Electric  Railway 
Association. 

Honorary  President,  Lieut. -Col.  J.  E. 
Hutcheson,  General  Manager,  Montreal 
Tramways    Co. 

Honorary  Vice  President,  Acton  Burrows, 
Proprietor  and  Editor,  Canadian  Railway 
and   Marine   World. 

President,  A.  Gaboury,  Superintendent, 
Montreal  Tramways  Co. 

Vice  President,  G.  Gordon  Gale.  Vice 
President  and  General  Manager,  Hull  Elec- 
tric Co. 

Honorary  Secretary-Treasurer,  pro  tem, 
A.  Eastman.  Vice  President  and  General 
Manager,  Windsor,  Essex  &  Lake  Shore 
Rapid   Railway   Co. 

Executive  Committee,  The  President,  Vice 
President,  and  F.  D.  Burpee.  Manajyer. 
Ottawa  Electric  Railway  Co.  ;  C.  C. 
Curtis,  Manager,  Cape  Breton  Electric  Co. ; 
A.  Eastman.  Vice  President  and  General 
Manager,  Windsor,  Esse,x  &  Lake  Shore 
Rapid  Railway  Co. :  Geo.  Kidd,  General 
Manager,  British  Columbia  Electric  Rail- 
way Co. ;  M.  W.  Kirkwood,  General  Man- 
ager, Grand  River  Railway  Co.  and  Lake 
Erie  &  Northern  Railway  Co.:  A.  W.  Mc- 
Limont.  Vice  President  and  General  Man- 
ager, Winnipeg  Electric  Railway  Co. :  R. 
M.  Reade,  Superintendent.  Quebec  Railway 
Light  &  Power  Co. :  Lt-Col.  G.  C.  Royce, 
General  Manager.  Toronto  Suburban  Rail- 
way Co. :  C.  L.  Wilson,  Assistant  Manager, 
Toronto  &  York  Radial  Railway  Co. 

Official  Organ — Canadian  Railway  and 
Marine  World,  Toronto. 


and  may  I  ask  that  you  authorize  me  to 
say  the  Dominion  Government  are  pre- 
pared to  accept  this  offer? 

"  'It  is  understood  if  the  Hydro  Power 
Commission  take  over  these  radials  rail- 
ways on  behalf  of  the  municipalities  it  is 
one  of  the  conditions,  in  view  of  the 
above  agreement  as  to  price,  that  an 
exclusive  traffic  agreement  will  be  made 
for  all  traffic  between  the  above  electric 
railways  and  the  Canadian  National  Gov- 
ernment-owned  railways.'  " 

Following  is  the  balance  of  Sir  Adam 
Beck's  statement  to  the  public  in  this 
connection: — ■ 

"In  the  case  of  the  Toronto  Eastern 
Ry.,  the  municipalities  voted  in  favor  of 
acquiring  and  extending  the  railway  in 
the  fall  of  1919,  and  have  executed  their 
agreements  for  the  acquiring  and  exten- 
sion of  this  property.  It  covers  the  dis- 
trict between  Toronto  and  Bowmanville, 
45  miles  in  length. 

"The  Toronto  Suburban  Ry.  is  con- 
structed and  operated  in  the  district  be- 
tween Toronto  and  Georgetown,  Guelph, 
Toronto,  Weston  and  Woodbridge,  and 
within  the  limits  of  the  city  of  'Toronto, 


and  is  64  miles  in  length.  The  munici- 
pality of  Brampton,  in  this  district,  has 
expressed  its  desire  for  a  connection  with 
the  Toronto  Suburban  and  Toronto.  The 
acquiring  of  the  Toronto  Suburban  will 
eliminate  the  necessity  of  constructing 
the  line  between  Port  Credit  and  Guelph, 
as  a  part  of  the  Toronto-to-London  line, 
as  the  Toronto  Suburban  will  provide  the 
service  to  Guelph  and  will  connect  with 
the  Toronto  and  Hamilton  line  at  or  near 
the  Humber. 

"The  Niagara,  St.  Catharines  &  To- 
ronto Ry.  operate  approximately  81  miles 
of  railway  in  the  Niagara  Peninsula,  be- 
tween St.  Catharines  and  Niagara  Falls; 
St.  Catharines,  Thorold,  Welland  and 
Port  Colborne;  St.  Catharines  and  Nia- 
gara-on-the-Lake,  and  St.  Catharines  and 
Port  Dalhousie. 

"Under  the  proposed  agreement  and 
recommendation  for  the  acquiring  of  the 
above  electric  railways  from  the  Domin- 
ion Government  the  arrangement  for  fin- 
ancing is  similar  to  that  adopted  by  the 
Commission  in  the  acquiring  of  the  Sand- 
wich, Windsor  &  Amherstburg  Ry.  from 
the  Detroit  United  Rys.  and  the  Guelph 
Radial  Ry.  from  the  city  of  Guelph. 

"The  only  money  required  by  the  Com- 
mission for  the  equipment,  construction 
and  operation  of  electric  railways  under 
contemplation  for  1920  will  be  approxi- 
mately $1,000,000,  and  for  1921,  $2,500,- 
000,  as  the  Commission  does  not  intend 
to  make  any  unnecessary  expenditure  on 
account  of  radial  railway  construction 
until  the  cost  of  labor  and  material  will 
warrant. 

"The  Hydro  Electric  Power  Commis- 
sion at  its  meeting  today  approved  the 
recommendations  and  offer  of  the  Do- 
minion Government,  and  issued  instruc- 
tions that  application  be  made  to  the 
Ontario  Government  for  an  order  in 
council  authorizing  the  submission  of 
agreements  and  bylaws  by  the  munici- 
palities interested  in  the  districts  covered 
by  the  above  mentioned  lines. 

"The  municipalities  interested  are  as 
follows: — 

"Toronto  Suburban  Ry  .^Townships  of 
Etobicoke,  Vaughan,  Toronto,  Chingua- 
cousy,  Esquesing,  Nassagaweya,  Eramo- 
sa,  Puslinch,  Guelph;  villages  of  Wood- 
bridge,  Georgetown,  Acton;  towns  of 
Weston,  Brampton;  cities  of  Toronto, 
Guelph. 

"Niagara,  St.  Catharines  &  Toronto 
Ry. — Townships  of  Niagara,  Grantham, 
Stamford,  Louth,  Thorold,  Pelham,  Crow- 
land,  Humberstone;  villages  of  Port  Dal- 
housie, Humberstone;  towns  of  Niagara, 
Merritton,  Thorold,  Port  Colborne;  cities 
of  St.  Catharines,  Niagara  Falls,  Wel- 
land." 
The  Ontario  Government  Refuses  the 
Commission's   Request. 

Hon.  E..C.  Drury,  Premier  of  Ontario, 
wrote  Sir  Adam  Beck  on  July  C  as  fol- 
lows:— "In  reply  to  the  communication 
from  the  Hydro  Electric  Commission  re- 
garding the  Toronto  Suburban  Ry.  and 
the  acquiring  of  the  Niagara,  St.  Catha- 
rines &  Toronto  Ry.,  I  beg  to  say,  that 
the  Government  has  given  this  matter 
its  very  full  and  careful  consideration, 
and  has  decided,  for  the  reasons  set  forth 
in  the  accompanying  memorandum,  to  de- 
fer action  in  regard  to  the  acquisition  of 
these  roads  until  such  time  as  we  have 


■Ill 


CANADIAN  KAIIAVAV  AND  MARINK  WORLD 


AuRUHt,  1920. 


,„•  !vc!>   liy   nii'snit  of  n   thor- 

,n,  as   to   thi-  «ilviimbilily   of 

j;,  this    iirojiH-l.      Mrnnwhilr. 

wr  wuuiu  n«|urst  thnt  nfixliiiK  the  Tv- 
null  of  sui-h  vmiiiirii'S  lurthi-r  rxpcndi- 
turo  on  thfsr  roadu  he  not  Konr  on  with. 
Thin  action  is  taken,  I  )»•«  to  ncsurf  you, 
not  brcausp  of  any  feelinK  of  lark  of 
confidenco  in  either  hydro  electric  pro- 
jcctii  in  jreneral  or  in  the  Hydro  Klectric 
Commission,  hut  hecause  the  Ciovern- 
ment,  heintr  responsihle  to  the  people  of 
Ontario,  feels  that  it  should  employ  every- 
means  to  fully  inform  itself  of  the  feasi- 
bility and  advisahility  of  these  jrreat  pro- 
jects. The  enquiry  will  he  pushed  with 
all  possible  sneed  so  as  to  avoid  cvco' 
unnecessary  delay  should  the  Govern- 
ment finally  decide  to  proceed  with  the 
project." 

The  following  memorandum  accom- 
panied Mr.  Ilrury's  letter  to  Sir  Adam 
h,.ok:— "While  the  Government  realize.s 
the  importanie  of  rapid  and  economic 
transportation  and  is  much  impres.^ed  by 
the  ca.se  presented  by  Sir  Adam  Beck 
and  the  municipalities,  it  cannot  disre- 
jrard  the  many  and  serious  problems  in- 
volved in  the  proposals  now  presented 
for  the  purchase  and  construction  of  hy- 
dro radial  railways  under  povcrnmcnt 
guarantee?,  and  having  now  reached  a 
conclusion  as  to  the  action  it  ouRht  to 
take  in  the  matter,  it  conceives  it  to  be 
its  duty  to  ffive  reasons  for  the  course 
it  proposes  to  follow. 

•■I'nder  the  provisions  of  the  Hydro 
Electric  Railway  Act,  1914,  and  amend- 
ments thereto,  the  Commission  is  auth- 
orized to  enter  upon  the  construction  (or 
purchase)  and  operation  of  electric  rail- 
way lines  when  the  municipalities  inter- 
ested shall,  in  respect  of  any  proposed 
line,  have  sipned  apreements  containinp: 
terms  and  conditions  laid  down  by  the 
act,  and  deposited  with  the  Commission 
debentures  as  to  the  amount  of  their  re- 
spective shares  of  the  costs  of  construs- 
tion  and  equipment  of  the  line.  The  Com- 
mission then  issues  its  own  bonds,  guar- 
anteed by  the  Lieutenant-Governor  in 
council.  The  bonds  thus  issued  and  sold 
are  to  all  intents  and  purposes  the  bonds 
of  the  province. 

Lines  Under  Commission's  Operation. 
"The  only  railways  now  being  operated 
under  this  legislation  are  the  Sandwich, 
Windsor  &  .\mherstburg  Ry.  and  the 
Windsor  &  Tecumseh  Ry.  These  rail- 
ways run  from  Tecumseh  to  Amherst- 
burg,  through  Ford  City,  Walker\'ille, 
Windsor,  Ojibway  and  Sandwich,  about 
2.T  miles.  They  were  ac(iuircd  early  this 
year  by  the  Hydro  Electric  Power  Com- 
mission for  $2,039,000,  which  was  paid 
by  the  issue  of  40-year  bonds  of  the 
Commission  guaranteed  by  the  province. 
The  report  of  the  Commission  for  1919, 
referring  to  these  lines,  states  that  'the 
estimates  indicate  that  some  $250,000 
will  have  to  be  spent  to  bring  them  into 
fair  operating  shape.' 

"The  Hydro  Electric  Power  Commis- 
sion is  also  operating  the  Peterborough 
St.  Ry.,  which  was  purchased  by  the  pro- 
vince in  1916  along  with  the  Seymour 
Power  System.  In  the  report  of  the 
Hydro  EU-ctric  Power  Commission  for 
lit'l't  there  is  this  statement:  'It  was 
found  that  the  service  given  was  much 
better  than  supplied  any  other  city  of 
corresponding  size,  and  that  the  revenue 
was  really  not  sufficient  to  cover  all  le- 
gitimate charges.'  In  his  report  of  last 
March  respecting  the  Hydro  Electric 
Power  Commission,  Mr.  Clarkson  states 
that  this  road  showed  losses  in  1918  and 
I'.M'.i.  These  are  the  only  street  railways 
at  present  operated  by  tht-  rnmniissinn. 


The  London  &  Port  Stanley  line  i»  owned 
by  the  City  of  London  and  operated  by  a 

liH-nl  conimisfiion. 

l.incR  Propourd  To  Kv  llouKhi. — "The 
scheme  now  submitted  for  the  approval 
of  the  Government  covers  the  following 
lines  to  be  built  or  acquired  from  the 
Dominion    Government: — 

"1.  Toronto,  Port  Credit,  St.  Catha- 
rines line — Estimated  cost  of  constnic- 
tiim  as  revised  by  W.  S.  .Murray,  consult- 
ing engineer.  New  York,  and  brought 
down   to  date,   ?22,298,fi.1.'>. 

"2.  Toronto  Ea.xtern  Ry.,  Toronto  to 
Pickering,  Whitby,  Oshawa  and  Bowman- 
ville — Estimated  cost  of  construction,  in- 
cluding right  of  way  and  partial  grad- 
ing to  be  accjuired  from  Dominion  Gov- 
ernment at  a  cost  of  $70fi,000  (estimates 
made    in    Sept..    1919),   $8,:560,794. 

".».  Hamilton,  Gait,  Guelph,  Elmira 
Line — Estimated  cost  of  construction,  es- 
inates  made  Nov..  1919,  $6,530,6.59. 

"4.  Port  Credit  to  London  line — Esti- 
mated cost  of  construction,  estimates 
made   in   1916,  $8,499,769. 

"5.  Toronto  Suburban  line,  Toronto  to 
Woodbridge  and  Toronto  to  Guelph. 

"6.  Niagara  and  St.  Catharines  line, 
Niagara  Falls,  St.  Catharines  and  Port 
Colborne. 

"These  two  systems  to  be  acquired 
from  the  Dominion  Government  at  a  cost 
of  $6,170,374. 

"This  makes  a  total  of  $51,780,231. 
"It  is  suggesated  that  the  Toronto  to 
Guelph  link  of  the  Toronto  Suburban 
system  may  be  substituted  for  the  Port 
Credit  to  Guelph  link  of  the  Port  Credit 
to  London  line,  and  that  this  would  mean 
a  saving  of  about  $2,000,000  for  con- 
struction expense,  so  that  approximntrly 
the  estimated  cost  of  the  proposed  lines 
to  be  built  or  purchased  is,  in  round  fig- 
ures, $50,000,000. 

"Sir  Adam  Beck  has  furnished  to  the 
Government  the  following  memorandum 
with  reference  to  the  proposals  now  un- 
der   consideration: — 

"  'Toronto-Port  Credit-St.  Catharines 
Ry. — Reports  and  estimates  were  sub- 
mitted in  1915  to  the  municipalities  be-" 
tween  Toronto  and  Port  Credit  re  the 
construction  and  operation  of  this  sec- 
tion as  a  part  of  the  Toronto  to  London 
line;  bylaws  were  submitted  in  Jan.,  1916, 
and  for  the  section  between  Port  Credit 
and  St.  Catharines,  in  1917  and  1919, 
and  were  passed  by  large  majorities. 
Fifteen  municipalities  have  executed 
agreements  with  the  Commission,  author- 
izing the  procedure  with  this  work,  and 
assuming  the  responsibility  for  the  rail- 
way and  its  operation  between  Port 
Credit  and  St.  Catharines,  and  have  de- 
posited with  the  Commission  debentures 
for  the  full  amount;  the  Commission  has 
issued  bonds  to  the  extent  of  $11,360,363, 
all  of  which  have  been  guaranteed  by  the 
province.  A  great  part  of  the  engineer- 
ing work  has  been  completed  in  the  final 
survey  of  these  sections  of  the  Toronto- 
Port  Credit-St.  Catharines  Ry.  and  right 
of  way  purchased  between  Toronto  and 
St.  Catharines  to  the  value  of  $800,000. 
"  'Toronto  Eastern  Railway.  —  In 
May,  1919,  some  10  municipalities  in  this 
district  passed  resolutions,  requesting  the 
Commission  to  negotiate  on  their  behalf 
for  the  acquiring  of  the  properties  own- 
ed by  the  Toronto  Eastern  Ry.,  and  to 
prepare  reports  on  the  completion  of  its 
construction  and  its  extension  to  Toron- 
to. An  option  on  the  property  was  ob- 
tained by  the  Commission;  bylaws  were 
submitted  to  10  municipalities  from  Oct. 
1919,  to  ,Ian.  1,  1920,  under  the  Hydro 
Electric  Railway  Act,  all  passing  with 
laiL'c    majorities,    for    the    acquiring   and 


completion  of  construction  of  this  icction 
of  the  hydro  electric  railways.  The  mu- 
nicipalities have  all  executed  agreement*, 
authorizing  the  Commission  to  proceed 
with  thin  work.  A  number  of  munici- 
palities have  passed  the  necessao'  by- 
laws for  the  issue  of  debentures  to  be 
deposited   with   the  Commission. 

"  'Hamitton-Galt-Elmira  -  Guelph  Elec- 
tric Ry.— On  .Ian.  1,  1920,  bylaws  under 
the  Hyiiro  Electric  Railway  Act  were 
submitted  to  14  out  of  17  municipalities 
in  this  district,  and,  of  tho."e,  13  muni- 
cipalities carried  with  large  majorities, 
while  .'!  have  still  to  be  submitted  to  the 
electors.  The  Commission  has  been  able 
to  obtain  a  credit  of  $1,000,000  in  the 
bank  by  placing  some  of  its  bonds  of  the 
Toronto-Port  Credit-St.  Catharines  line 
as  collateral,  and  this  amount  it  is  be- 
lieved will  be  sufficient  for  the  present 
year  in  the  purchasing  of  right  of  way, 
the  engineering  and  the  preparation  of 
the  right  of  way,  for  commencement  of 
operations   when   conditions   warrant. 

"  'The  contemplated  work  for  1921, 
provided  conditions  remain  as  at  present, 
will  require  an  expenditure  of  approxi- 
mately $2,500,000.  It  is  the  intention  of 
the  Commission  to  proceed  with  the  work 
of  constructing  electric  railways  only 
to  such  extent  and  as  rapidly  as  condi- 
tions as  to  revenues  and  the  cost  of  ma- 
terials and  labor  will  warrant. 

"  'With  reference  to  the  negotiations 
of  the  Commission  with  the  Dominion 
Government,  the  Commission  has  an  op- 
tion on  the  Toronto  Eastern  Ry.  for  $706,- 
000,  for  which  amount  the  Government 
is  prepared  to  accept  the  bonds  of  the 
Commission,  for  50  years,  at  4'^'~V. 

"  'The  Commission  has  also  received 
an  offer  from  the  Minister  of  Railways 
and  Canals  for  the  sale  of  the  Toronto 
Suburban  Ry.,  at  present  operating  be- 
tween Toronto  and  Guelph.  and  the  Nia- 
gara. St.  Catharines  &  Toronto  Ry.,  op- 
crating  in  the  district  between  St.  Cath- 
arines to  Niagara  Falls,  St.  Cathar- 
ines to  W'elland  and  Port  Colborne,  Port 
Dalhousie  and  Niagara-on-the-Lake,  for 
which  the  Minister  of  Railways  and  Ca- 
nals is  prepared  to  recommend  to  the 
Dominion  Government  the  acceptance,  in 
payment  therefor,  of  the  Commission's 
bonds  for  50  years  at  4'^'r.' 

"Sir  .\dam  has  also  furnished  the  fol- 
lowing memorandum  (condensed),  which 
gives  further  useful  information  with 
respect  to  the  lines  which  it  is  proposed 
to  acquire  from  the  Dominion  Govern- 
ment:— 

"  'The  Toronto  Eastern  Ry.  was  design- 
ed to  give  a  passenger  and  express  ser- 
vice between  Toronto  and  towns  east 
thereof  as  far  as  Bowmanville.  together 
with  a  freight  service,  working  in  con- 
junction with  the  Canadian  Northern 
(now  Canadian  National)  service.  Ow- 
ing to  the  physical  characteristics  of  the 
district,  the  G.T.R.  runs  about  two  miles 
south  of  Whitby,  Oshawa,  and  Bowman- 
ville, while  the  Canadian  Northern  is, 
generally  speaking,  about  the  same  dis- 
tance north.  These  three  towns  are  de- 
veloping industries  of  importance;  espe- 
cially is  this  true  of  Oshawa,  which  is 
now"  the  largest  shipping  point  between 
Montreal  and  Toronto.  With  an  hourly 
passenger  service  on  a  line  of  this  na- 
ture, the  traffic  would  naturally  go  to 
the  electric  line,  on  account  of  the  fre- 
quency of  service,  just  in  the  same  man- 
ner as  the  Metropolitan  Division  of  the 
Toronto  &  York  Radial  Ry.  eliminated 
the  passenger  service  on  the  G.T.R.  be- 
tween Toronto  and  towns  as  far  north  as 
Newmarket.  There  would  be  consider- 
able  intertown   traffic  due   to   the   Indus- 


August,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


445 


trial  growth  of  Oshawa.  The  growth  of 
the  city  eastward  would  be  facilitated 
and  encouraged  by  such  a  service.  Un- 
questionably there  would  be  a  suburban 
business  develop  eastward  that  does  not 
now  exist,  and  steam  lines  would  be 
largely  relieved  of  local  traffic  within  this 
zone. 

"  'The  eastern  terminus  of  this  line  is 
the  eastern  boundary  of  the  town  of  Bow- 
nianville.  It  runs  through  the  town  along 
Wellington  St.,  a  short  block  north  of 
the  main  business  street  (Kingston 
Road).  The  line  from  Bowmanville  to 
Oshawa,  nine  miles,  is  almost  a  straight 
line,  keeping  close  to  the  Kingston  Road, 
as  this  is  the  principal  highway  along 
which  traffic  passes  in  the  district.  The 
line  passes  through  Oshawa  along  Bond 
St.,  again  a  short  block  north  of  the 
Kingston  Road.  From  Oshawa  to  Whit- 
by, 4'-j  miles,  the  line  keeps  as  close  as 
possible  to  the  Kingston  Road,  and  passes 
through  Whitby  along  Mary  St.,  a  block 
north  of  the  Kingston  Road.  From 
Whitby  to  Pickering,  six  miles,  the  line 
is  still  adjacent  to  the  Kingston  Road. 
From  this  point  to  the  Scarboro  Golf 
Club,  eight  miles,  the  line  goes  south  of 
the  Kingston  Road  and,  at  some  points, 
is  adjacent  to  the  G.T.R.  From  this 
point  a  location  was  proposed  westward 
to  a  junction  with  the  Canadian  North- 
ern tracks  near  the  Kennedy  Road,  and 
from  there  down  the  East  Don  to  a  ter- 
minal at  Queen  St. 

"  'The  work  completed  consists  of  a 
portion  from  the  eastern  limit  of  the 
town  of  Bowmanville,  through  Bowman- 
ville, Oshawa  and  Whitby.  The  portion 
on  the  streets  through  these  towns  is 
laid  with  80  lb.  steel,  and  between  towns 
60  lb.,  with  continuous  angle  bars.  This 
track  is  all  ballasted  and  was  left  in  first 
class  shape.  From  the  western  limit  of 
Whitby  to  Pickering  the  line  was  graded, 
but  no  track  was  done.  From  Pickering 
to  the  Scarboro  Golf  Club  the  major  por- 
tion of  the  right  of  way  was  acquired, 
but  nothing  further  was  done  between 
these  points. 

••'The  Niagara,  St.  Catharines  &  To- 
ronto Ry.  consists  of  the  following  lines: 
Main  line.  Port  Dalhousie  to  Niagara 
Falls,  16.74  miles;  Welland  Division, 
Thorold  to  Port  Colborne,  18.53  miles; 
Lake  Shore  Division,  St.  Catharines  to 
Niagara-on-the-Lake,  12.18  miles;  St. 
Catharines  local  lines,  9.59  miles;  Nia- 
gara Falls  local  lines,  4.63  miles.  Total, 
61.67  miles.  The  line  operates  both  a 
freight  and  passenger  business,  the  lat- 
ter consisting  of  a  regular  interurban 
service,  together  with  a  local  street  rail- 
way service  in  the  cities  of  St.  Cathar- 
ines and  Niagara  Falls.  The  district 
served  is  a  very  important  one  indust- 
rially, as  it  has  many  large  pulp  and 
paper  plants.  Steel,  electrical  and 
chemical  plants  of  magnitude  are  also 
located  there.  The  Niagara,  St.  Catha- 
rines &  Toronto  Ry.  serves  almost  all  the 
industries  of  the  district — a  very  largQ 
proportion  exclusively.  Following  are 
operating  statistics: — 

Gross  Net 

Year.  revenue.  Expenses.  revenue. 

1918   $    940.407.21       $699,380.87       J241.026.34 

1919    1.030.756.32         796.349.83         234,306.49 

"  'The  Toronto  Suburban  Ry.  consists 
of  the  following: — Main  line,  local  city 
line,  10.45  miles;  Weston  to  Woodbridge, 
7.50  miles;  Lambton  to  Guelph,  46.325 
miles.  Following  are  the  operating  sta- 
tistics:— 

Fiscal         Calendar    Calendar  Calendar 
1918.  1918.  1919.     Est  1920. 

Revenue — 

$277,413       $314,167       $394,.')14       $545,000 
Expenses — 

224.213         276.107         352.472         392.000 
Net    aaminKs — 

53.200  36.050  42.042         1.53.000 


"  'The  estimates  for  1920  conditions 
are  based  on  increasing  (1)  service  on 
Guelph  Division  from  three  to  eight 
round  trips  a  day;  (2)  passenger  rates, 
from  2  to  2"4c.  a  mile;  (3)  wage  sched- 
ule, to  pay  from  46  to  50c.  per  hour;  (4) 
increase  equipment  for  local  and  through 
service  and  to  prepare  for  fi'eight  which 
is  not  being  handled  at  present.' 

The  Government's  Pronouncement.  — 
The  Government's  memorandum  con- 
tains:— "The  broad  question  of  policy  is 
now  up  for  determination.  Shall  this 
Government  adopt  the  principle  of  pub- 
licly-owned and  operated  radial  railway 
systems  for  the  province  as  a  whole,  and 
proceed  energetically  through  the  Hydro 
Electi'ic  Power  Commission,  as  condi- 
tions may  warrant,  with  the  construction 
(or  acquisition)  and  operation  of  such  a 
system  ?  The  answer  involves  many  con- 
siderations. In  1908,  before  hydro  de- 
velopment started,  the  direct  debt  of  the 
province  was  $17,250,000,  with  an  indi- 
rect liability  on  guaranteed  bonds  to  the 
amount  of  approximately  $8,250,000, 
making  a  total  debt,  direct  and  indirect, 
of  between  $25,000,000  and  $26,000,000. 
Today  the  direct  debt  of  the  province 
amounts  to  $104,000,000,  while  its  indi- 
rect debts  amount  to  about  $21,000,000. 
The  credit  of  the  province,  therefore, 
stands  pledged  at  present  for  the  repay- 
ment of  $125,000,000. 

"To  date  the  province  has  advanced 
approximately  $56,750,000  to  the  Hydro 
Electric  Commission,  and  in  connection 
with  the  Central  Ontario  system,  owned 
by  the  province.  In  addition  to  such  ad- 
vances, it  has  guaranteed  bonds  for  $8,- 
326,00()  in  connection  with  the  purchase 
by  the  Commission  of  the  Ontario  power 
system  and  certain  minor  systems.  This 
means  that  of  the  obligations  of  the  pro- 
vince now  outstanding  approximately 
$65,000,000,  or  529r  of  its  present  debt,  is 
represented  by  assistance  to  the  Hydro 
Electric  Commission.  The  obligations  of 
the  province  are  not,  however,  limited  to 
the  moneys  and  guarantees  which  it  has 
already  given,  but,  so  far  as  can  be  esti- 
mated, it  will  in  the  near  future  have  to 
supply  between  $32,000,000  and  $33,000,- 
000  more  in  cash  to  complete  the  Chippa- 
wa,  Nipigon  and  other  electrical  power 
work  in  process  of  construction;  $3,000,- 
000  to  $4,000,000  may  also  have  to  be 
advanced  for  the  proposed  auxiliary 
steam  plant  authorized  at  the  last  ses- 
sion of  the  Legislature.  In  1921  bonds 
of  the  Ontario  Power  Co.  (owned  by  the 
Commission)  to  the  amount  of  about  $2,- 
500,000  will  fall  due,  and  the  province 
will  undoubtedly  have  to  render  assist- 
ance by  way  of  cash  or  guarantees  to 
meet  them.  In  this  way  the  province  is 
practically  committed  to  advance  between 
$37,000,000  and  $40,000,000  more  to  the 
Commission  in  connection  with  its  power 
projects  within  the  next  year  or  two,  and 
if  the  cost  of  completing  the  Chippawa 
works  should  exceed  the  present  esti- 
mate of  $45,000,000  the  amount  will  have 
to  be  still  further  increased. 

"From  the  above  it  will  be  seen  that 
with  the  completion  of  the  Chippawa 
works  and  the  construction  of  the  pro- 
posed auxiliary  steam  plant  the  advances 
already  made  by  the  province,  those 
which  will  have  to  be  made  in  the  near 
future,  and  the  guarantees  given  and  to 
be  given,  will  amount  to  between  $103,- 
000,000  and  $104,000,000,  all  in  connec- 
tion with  the  power  development,  trans- 
mission and  distribution  systems  con- 
trolled and  operated  by  the  Commission. 
These  amounts  the  province  and  the  mu- 
nicipalities are  bound  to  repay.  The  out- 
come of  the  Chippawa  projects  is  await- 
ed with  deep  interest  and  much  expecta- 


tion by  the  people  of  Ontario,  for  the 
scheme  has  become  so  extensive  and  cost- 
ly that  the  Province,  providing  as  it  is 
doing,  all  the  moneys  for  its  construc- 
tion, is  most  vitally  interested  in  its  suc- 
cjessful  completion  and  operation.  The 
exact  effect  of  the  Chippawa  develop- 
ment, in  so  far  as  the  cost  of  power  de- 
veloped by  it  and  the  burden  to  be  as- 
sumed by  the  municipalities  in  connec- 
tion with  it  are  concerned,  cannot  be 
definitely  determined  until  the  works  are 
completed,  but  the  Government  rests  con- 
fident in  the  belief  that  the  municipalities 
will  continue  to  be  able  to  pay,  with  ad- 
vantage and  without  embarrassment  to 
them,  such  prices  for  hydro  as  will  per- 
mit repayment  of  the  $104,000,000  be- 
fore mentioned  to  be  made  over  the  sink- 
ing fund  period.  The  necessity  of  rais- 
ing $38,000,000  to  complete  the  works 
and  for  other  purposes  of  the  Commis- 
sion, is  so  far  as  the  province  is  con- 
cerned, however,  a  very  heavy  burden, 
particularly  when  the  province  has  to 
raise  other  large  amounts  of  money  in 
connection  with  its  highway  develop- 
ment and  other  requirements. 

"Hydro  radial  projects,  while  they  may 
to  some  degree  facilitate  the  distribu- 
tion of  power  as  incidental  to  the  opera- 
tion of  the  railways,  are  entirely  new 
and  separate  from  the  main  object  and 
scheme  of  the  Commission  and  with  the 
enormous  amounts  involved  in  their  con- 
struction must  be  considered  on  their 
merits  and  to  a  large  extent  independ- 
ently and  separately  from  the  hydro  elec- 
tric power  project.  Radial  railway  pro- 
jects with  high  power  and  high  speed 
lines  are,  so  far  as  Canada  is  concerned, 
practically  a  new  field  of  enterprise.  It 
is  true  that  there  are  certain  radial  lines 
in  the  province,  but  it  would  hardly  be 
fair  to  judge  the  merits  of  the  projected 
new  scheme  on  the  basis  of  the  experi- 
ence of  the  lines  now  in  operation.  If 
that  were  done,  the  outlook  would  not  be 
encouraging.  On  the  other  hand,  there 
are  many  high  speed  lines  in  operation 
in  the  United  States,  constructed  at  much 
less  cost  than  is  possible  at  present,  and 
if  current  report  is  to  be  accepted,  many 
of  them  are  now  meeting  difficulties  in 
continuing  their  operation,  by  rea.son  of 
greatly  increased  costs.  The  experience 
of  these  lines,  if  fully  investigated,  would 
undoubtedly  furnish  some  basis  for  meas- 
uring the  probable  revenue  and  costs  of 
operation  of  the  projected  hydro  radials. 

"There  has  been  a  considerable  amount 
of  general  discussion  on  the  subject  of 
radials,  and  municipalities,  which  the  sug- 
gested lines  are  proposed  to  servo,  have 
considered  the  matter  and  signified  their 
wishes  in  respect  thereto.  There  has, 
however,  been  practically  no  publicity 
given  to  the  exact  details  of  construc- 
tion costs,  operating  expenses  and  ex- 
pected revenue,  or  as  to  the  fares  or  rates 
to  be  charged  in  the  light  of  increased 
costs  and  other  changes  since  the  termi- 
nation of  war.  Since  estimates  were 
presented  for  the  consideration  of  tha 
municipalities,  the  Dominion  has  taken 
over  the  Grand  Trunk  Ry.  and  the  Cana- 
dian Northern  Ry.,  and  these  railways, 
being  now  owned  by  the  Dominion  Gov- 
ernment, their  cost  of  operation  has  to 
be  paid  by  the  public.  The  effect  of  this 
situation  was  not  before  the  municipali- 
ties at  the  time  when  several  of  the  ra- 
dial projects  were  voted  upon.  Neither 
had  the  present  system  of  public  high- 
ways for  the  province  been  adopted  at 
the  time  when  the  municipalities  voted 
on  the  bylaws  and  the  effect  of  these 
highways  when  constructed  when  the  ex- 
pected revenues  of  the  radials  has  not 
been    publicly   investigated   or  discussed. 


446 


CANADIAN  KAILU  AY  ANlJ  MAKLNE  WOULD 


Auffust,  1920. 


"Sci  far  All  llu'  (Jiivt-rnnu-nt  i»  conci'm- 

I'll   nil   inforiimtion   ha*   U-fii    put    U-forf 

It   which  is  nt  all   nuflUu-nt  to  piTiiiit   il 

t.,  <',.riii  iiiiv  ifiiiioiialili'  upiiiion  BK  t»  thf 

■  •(  the  «-»tim«ti-ii   put   licforv 

liitii's  or  tho  pruluthility  that 

:•.  il    rnilwnys    will    hnvo   onrn- 

iriK>  Milluifnl  to  muki'  iht-m  .nolf  »uppiirt- 

iiik'.     Somr   of   thr  »'nlimnti'!*.   inorfovor, 

v....     I  ..t    i.iikU'    viTy    rvri-nlly   nn<l    it   i» 

:ioii  that  thi'y  woulil  hnvi-  to 

:    if    i-on?truction    wi-ro    pro- 

, .;..  at  oni-i'.     This  view  ii<  borne 

out  l>y  thi-  report  of  \V.  S.  Murray,  con- 
sult imk  iMijrinoer.  New  York,  who  was 
finployed  by  the  Hydro  Electric  Com- 
mi.'i.sion  to  report  on  the  present  pro- 
posaU,  in  which  he  trives  tlie  revisc(l  up 
to  (late  estimated  costs  of  the  Toronto- 
St.  Catharines  Ry.— with  added  equip- 
ment and  possibly  some  extensions — as 
|22,298,6.'{o.  as  compared  with  (so  far 
as  can  be  tisrured)  $16,504,74!),  reported 
to  the  municipalities,  an  increase  of 
about  n.1  1/:!'.  . 

Ontario's  ObliRations.  —  "With  the 
debt  of  the  province  now  $104,000,000 
and  the  Government  under  obligation  to 
rai.-e  $.t7.000.000  to  $40,000,000  more  to 
complete  the  power  development  w-orks 
now  under  construction,  it  is  estirliated 
by  Government  auditors  that  with  its 
other  ohIiKations  and  commitments  the 
debt  of  the  province  will  within  two  years 
amount  to  $160,000,000  or  more.  If  the 
radial  scheme  is  gone  on  with,  and  kept 
strictly  limited  (which  would  be  prac- 
tically impossible)  to  the  lines  above 
mentioned  the  obligations  of  the  province 
will  approximate  $210,000,000.  Should 
the  radial  scheme  be  extended,  say  from 
London  to  Sarnia  and  Windsor  and  from 
Bowmanville  to  KinKston,  and  otherwise 
as  municipalities  from  time  to  time  re- 
quest, and  as  is  to  be  expected — once  the 
scheme  is  fairly  started,  the  debt  would, 
it  is  estimated,  be  still  further  increased 
by  at  least  $riO,000,000,  or  to  a  sum  more 
than  ten  times  the  whole  debt  of  the  pro- 
vince in  1908.  The  Government  is  fur- 
ther advised  that  there  is  no  certainty 
that  the  province  could  raise  the  moneys 
neces.sary  to  finance  such  a  scheme.  But 
assuming  that  the  money  could  be  bor- 
rowed, it  is  pointed  out  that  the  annual 
interest  charges  would  be  almost  equal 
to  the  total  direct  debt  of  the  province 
in  litOS,  and  that  the  finances  of  the  pro- 
vince would  be  seriously  crippled,  and 
great  confusion  and  hardship  created  for 
the  municipalities  if  the  scheme  were 
not  to  meet  the  expectations  of  its  pro- 
moters. 

"The  province  must  not,  of  course, 
come  into  competition  with  the  Canadian 
National  Ry.  System.  That  system  show- 
ed a  deficit  last  year  of  $47,000,000,  and 
it  is  estimated  that  for  some  years  to 
come  deficits  on  railway  operation  by 
the  Dominion  will  run  from  $:{0,000,000 
to  $50,000,000.  These  deficits  must  be 
provided  by  taxation,  of  which  the  Pro- 
vince of  Ontario  will  pay  somewhere  be- 
tween one-third  and  one-half.  Moreover, 
there  is  the  general  (luestiton  of  the  na- 
tional debt  of  Canada,  and  of  the  taxes 
which  must  be  raised  for  Dominion  pur- 
po«es.  The  debt  of  ('anada  is  now  $2,- 
000,000.(H)0,  or  six  times  what  it  was  in 
lit]  4.  The  annual  expenditure  of  Can- 
ada before  the  war  was  between  $170,- 
000,000  and  $175,000,000.  The  main  es- 
timntes  for  this  year  total  $500,000,000, 
not  including  any  allowance  for  demobi- 
lization, and  independent  of  supplement- 
ary estimates,  which  will  increase  the 
amount.  In  other  words,  Canada's  ex- 
penditure this  year  will  be  more  than 
one-third  more   than  the  entire  national 

debt   or    1914         ''l<-    r;..v..,nn,.nt    ,.    sMtl^- 


fied  that  the  Dominion  ha*  rexourcen 
abundantly  nnipir  to  take  care  of  every 
obligation,  but  the  mngnitude  of  the 
debt,  and  the  vast  amount  that  muiit  hi- 
annually  raided  in  Ontario  to  take  care 
of  its  proportion  of  Dtmiinion  taxation, 
are  I'lenieiits  in  the  .lituntion  that  cannot 
be  overlooked  when  the  province  is  ask- 
ed to  take  on  further  bur<lenH.  The  pro- 
vince must  1k'  a.'.Hured  that  the  new 
scheme   will   be  at   least   self  supporting. 

"It  is  contended  by  representatives  of 
certain  of  the  munici|iulitieM  to  be  served 
by  the  projected  road.",  that  the  covenant 
of  the  municipality  relieves  the  Govern- 
ment of  responsibility.  If  the  municipali- 
ties were  required  to  furnish  the  moneys 
for  the  construction  of  the  roads  this 
might  to  a  large  degree  be  true,  but  the 
fact  is  that  the  municipalities  look  to  the 
province  to  supply  all  the  money  requir- 
ed. This  being  the  case,  it  will  be  real- 
ized that  the  (Government  has  a  responsi- 
bility not  only  to  the  municipalities  to 
be  served,  but  to  the  people  of  the  pro- 
vince at  large  whose  credit  must  be 
pledged  for  every  dollar  that  is  advanced 
to   the  Commission. 

"Under  the  above  circumstances  and 
in  view  of  the  serious  results  to  the  pro- 
vince, no  less  than  to  the  municipali- 
ties, which  would  follow  if  the  radial 
scheme  after  adoption  and  the  assump- 
tion of  a  liability  of  many  millions  of 
dollars  were  to  fail  to  be  self  supporting, 
the  Government  is  clearly  of  the  opinion 
that  it  would  be  doing  less  than  its  duty 
to  the  people  if  it  were  to  sanction  the 
scheme  until  such  time  as  it  has  been 
fully  and  completely  investigated  in  a 
thorough  and  public  manner  and  careful 
consideration  given  to  all  the  facts  of  the 
case. 

Objections  to  Hydro  Kadial.s.  —  "Be- 
sides the  points  already  discussed  the  fol- 
lowing objections  to  the  policy  involved 
in  the  proposals  appear  to  be  worthy  of 
careful   consideration:  — 

"1.  In  the  districts  served  by  hydro 
electric  power  there  is  now  a  consider- 
able shortage  of  power  for  industrial  pur- 
poses. This  is  an  especially  serious  mat- 
ter for  the  province.  The  completion  of 
the  Chippawa  development,  and  the  in- 
stallation of  an  auxiliary  steam  plant, 
will  no  doubt  relieve  this  situation,  but 
the  date  of  the  completion  of  the  Chip- 
pawa works  is  uncertain  and  the  surplus 
of  power  that  will  then  be  available  above 
industrial  needs  is  a  matter  of  conjec- 
ture. 

"2.  The  present  radials  in  Canada  were 
practically  all  constructed  when  the  cost 
of  construction  was  very  much  lower 
than  it  is  at  present.  It  would  appear 
from  the  statistics  that  many  of  these 
radials  have  failed  to  pay.  It  would 
seem  probable  that  it  will  be  much  more 
difficult  to  make  the  proposed  hydro 
radials  pay  with  their  much  higher  cost 
of   construction. 

";}.  It  is  said  that  the  experience  in 
electric  railways  in  the  I'nited  States  has 
been  for  several  years  financially  un- 
satisfactory and  that  the  municipalities 
woulil  lind  it  difficult,  if  not  impossible 
to  float  bonds  for  the  projected  roads, 
unless  with  the  guarantee  of  the  Gov- 
ernment. 

"4.  Kor  all  medium  and  short  dis- 
tances it  is  alleged  that  a  system  of  good 
roads,  upon  which  motor  trucks  could 
carry  freight,  will  serve  the  public  bet- 
ter than  electric  railways,  because  the 
truck  is  not  limited  to  a  fixed  immovable 
track  and  definite  stations  for  receiving 
and  delivery  but  can  go  wherever  the 
business  requires.  The  province  is  al- 
ready committed  to  a  good  roads  policy 
involviiiL'  u  hirire  expenditure. 


"6.  It  is  probable  that  every  few  yean 
new  bond  issues  would  have  to  be  made 
to  pay  for  additional  rolling  stock,  new 
sidings,  double  tracks  and  many  other 
iM-tterments.  This  would  mean  in  the 
case  of  the  present  proposals  additional 
financing  on  a  considerable  scale  from 
time  to  timi-  in  the  early  future.  The 
roads,  which  it  is  proposed  to  ac(|uire 
from  the  Dominion  Government  are  said 
to  Ih-  in  great  need  of  betterments  at 
the   nresent  moment. 

"fi.  It  is  fairly  open  to  question  whe- 
ther to  the  great  responsibilities  now 
carried  by  the  Hydro  Klectric  Power 
Commission  in  connection  with  the  pro- 
duction and  distribution  of  electric  pow- 
er (including  the  Chippawa  scheme) 
there  ought  to  be  added  the  responsibili- 
ties and  the  great  burden  of  detail  of  a 
province-wide  system  of  radial  railways. 

"The  attention  of  the  Government  is 
also  directed  to  certain  details  of  the 
specific   proposals   as   follows: — 

"1.  As  regard  the  proposed  purchase 
from  the  Dominion  Government  of  the 
Toronto  Suburban  Ry.,  and  the  Niagara, 
St.  Catharines  &  Toronto  Ry..  it  is  to  be 
noted  that  the  various  municipalities 
along  the  route  of  these  railways  have 
not  yet  passed  bylaws  to  guarantee  their 
respective  shares  of  the  necessary  de- 
bentures. 

"2.  The  estimates  for  the  projected  ra- 
dials in  each  case  show  a  small  surplus 
on  a  year's  operation.  The  attention  of 
the  Government  is,  however,  called  to 
the  fact  that  interest  on  the  necessary 
debentures  is  calculated  at  5'"f.  It  is 
clear  that  such  debentures  will  have  to 
bear  an  interest  rate  of  at  least  6'"r. 
This  increase  in  the  interest  rate  alone 
turns  every  estimated  surplus,  except 
one,  into  a  deficit.  In  the  one  exception 
the  estimated  surplus  is  reduced  to  $11,- 
038. 

"3.  It  is  proposed  to  issue  the  deben- 
tures for  the  cost  of  construction  for  50 
years.  There  is  no  allowance  in  the  es- 
timates for  depreciation,  renewals  or 
sinking  fund,  except  in  the  case  of  the 
Toronto,  Port  Credit  &  London  Ry.. 
where  $137,342  is  allowed  for  sinking 
fund.  The  rolling  stock,  electric  equip- 
ment and  tracks  would  have  to  be  re- 
newed at  least  once  within  the  50  years, 
and  some  parts  perhaps  twice.  Making 
the  proper  allowance  for  sinking  fund 
and  depreciation  will  also  turn  the  small 
estimated  surpluses  into  large  deficits. 
In  any  event  it  is  not  good  financing  to 
make  no  allowance  for  sinking  fund  re- 
newals  or  depreciation. 

"4.  It  is  said  that  the  estimated  oper- 
ating expenses  are  calculated  on  a  low- 
basis.  The  percentage  of  the  operating 
expenses  to  earnings  per  mile  of  all  the 
other  radials  in  Ontario,  including  the 
London  &  Port  Stanley  Ry.,  is,  however, 
considerably  greater  than  the  estimated 
operating  expenses  of  the  proposed  lines. 

"5.  The  estimated  earnings  of  two  of 
the  proposed  radials,  taken  on  a  mileage 
basis,  are  also  greatly  in  excess  of  those 
of  any  existing  radial  in  Ontario,  in- 
cluding the   London  &   Port   Stanley  Ry. 

"ti.  The  estimates  given  for  all  the  pro- 
posed radials  are  in  bulk,  that  is  to  say. 
a  lump  sum  is  given  in  each  case  as  the 
cost  of  construction,  a  lump  sum  as  the 
annual  cost  of  operation,  and  a  lump 
sum  as  the  annual  earnings.  It  would  be 
most  desirable  to  have  all  these  estimates 
in  detail.  Many  questions  arise  which 
cannot  be  determined  when  the  estimates 
are  given  in  bulk.  For  instance,  how 
many  employes  is  it  estimated  will  be 
required,  and  what  is  the  rate  of  wage 
in  each  classification  proposed  to  be  paid 
them  7     Also,  what  rates  for  passengers 


August,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


447 


and  freiRht  are  proposed  to  be  charged  ? 
Under  the  Ontario  Railway  Act  2c.  a 
mile  is  the  nia.xinium  passenger  rate,  but 
it  would  appear  that  the  estimated  earn- 
ings for  the  proposed  radials  are  based 
on  a  higher  rate  than  this. 

"7.  With  reference  to  the  railways 
which  it  is  proposed  to  purchase  from 
the  Government,  it  would  not  appear  to 
be  wise  to  complete  such  purchase  with- 
out first  having  had  a  thoi-ough  exami- 
nation and  valuation  by  some  independ- 
ent person  or  body. 

Commission  to  be  Appointed. — "Some 
of  the  foregoing  arguments  may  not  be 
valid  and  none  of  them  may  be  conclu- 
sive against  the  ultimate  adoption  of  the 
proposals.  They  are,  however,  as  it  ap- 
pears to  the  Government,  conclusive 
against  their  adoption  at  the  present 
time  and  until  the  whole  subject  has  been 
fully  and  e.xhaustively  examined,  because, 
if  and  when  the  Government  goes  ahead, 
the  province  will  be  committed  not  only 
to  the  present  proposals  but  to  a  pro- 
vince-wide, publicly  owned  radial  elec- 
tric scheme  operated  by  the  Hydro  Elec- 
tric Power  Commission,  involving  an  ul- 
timate mortgage  of  the  province  and  of 
the  municipalities  interested  of  scores 
of  millions  of  dollars.  The  matter  is  of 
far  too  great  importance  to  be  dealt  with 
hastily  or  lightly.  The  Government  has 
therefore  decided  to  appoint  a  commis- 
sion to  go  into  the  w-hole  problem  fi'oni 
every  point  of  view  and  present  a  re- 
port for  its  information  and  guidance. 
The  commission  will  be  requested  to  pro- 
ceed immediately  with  its  task,  to  hold 
public  enquiries  and  to  report  without 
unnecessary  delay.  In  the  meantime  all 
action  in  the  direction  of  further  outlays 
or  the  assumption  of  further  responsi- 
bilities in  radial  matters  by  the  Hydro 
Electric   Commission    will    be   stayed." 

Sir  Adam  Beck's  Rejoinder. 

In  making  public  the  Premier's  letter 
and  memorandum,  which  he  said  would 
be  of  interest  to  the  municipalities  con- 
cerned. Sir  Adam  Beck  added: — "It  is 
necessary,  to  a  proper  understanding  of 
the  present  situation,  and  of  the  need  for 
the  speedy  decision  promised  by  the 
Prime  Minister,  to  remember  that  im- 
portant commitments  have  already  been 
made  on  behalf  of  the  Government  and 
the  municipalities,  whose  debentures  are 
on  deposit  with  the  Hydro  Power  Com- 
mission, to  the  extent  of  almost  $13,500,- 
000.  These  debentures  are  a  guarantee 
against  bonds  issued  by  the  Commission 
for  municipal  radial  railway  purposes. 
Work  it;augurated  includes  extensive  ac- 
quisition of  right  of  way  costing  over  a 
million  dollars.  The  commitments  made 
by  the  present  Government  embrace  the 
following : — 

"1.  The  Government  validated  and 
made  legal  and  binding  on  the  Commis- 
sion the  agreements  for  the  construc- 
tion and  operation  of  electric  railways 
and  guaranteed  the  bonds  on  the  Sand- 
wich, .\mherstbui-g  and  Essex  district 
railway  to  the  amount  of  .$2,100,000. 

"2.  Validated  agreements  and  made 
them  legal  and  binding  on  the  Commis- 
sion and  municipalities  for  the  construc- 
tion and  operation  of  the  Toronto  East- 
ern Ry.  to  the  amount  of  $8,360,736. 

"3.  Endorsed  the  bonds  of  the  Port 
Credit  to  St.  Catharines  section  to  the 
extent  of  $11,360,000. 

"4.  Enacted  legislation  legalizing  the 
construction  of  the  Toronto  and  Port 
Credit  section  to  the  extent  of  $7,.536,000. 

"In  all,  it  has  dealt  with  expenditures 
on  account  of  hvdro  electric  railways  to 
the  extent  of  $29,446,736.  The  Hydro 
Electric    Power     Commission     has    made 


application  for  the  following  additional 
commitments  on  behalf  of  the  munici- 
palities interested: — 

"1.  Order  in  council  for  authority  for 
municipalities  in  the  Niagara,  St.  Cath- 
arines &  Toronto  Ry.  district  to  submit 
bylaws  and  guarantee  bonds  for  $2,862,- 
000." 

"2.  Order  in  council  for  authority  for 
municipalities  in  Toronto  Suburban  Ry. 
district  to  submit  bylaws  and  guarantee 
of   bonds   for   $197,000. 

"3.  Guarantee  of  bonds  to  be  handed 
the  Dominion  Government  for  acquiring 
the  Toronto  Eastern  Ry.  properties 
for  $706,000. 

"This  makes  a  total  of  $3,91.5,000.  The 
Commission  has  committed  itself  to  ex- 
pend not  more  than  $1,000,000  in  1920, 
and  $2,,500,000  in  1921  on  improvements 
and  equipment  and  the  purchase  of  ad- 
ditional right  of  way. 

"The  Sandwich,  Windsor  &  Amherst- 
burg  Ry.,  comprising  48  miles,  is  already 
under  successful  operation  by  officers  of 
the  Commission  on  behalf  of  the  muni- 
cipalities interested.  The  right  of  way 
for  the  Toronto-St.  Catharines  line  has 
been  acquired  to  the  extent  of  80%  of 
its  total  length." 

Appointment   of    Investigating    Commis- 
sion. 

On  July  1.")  it  was  announced  that  the 
government  had  appointed  a  commis- 
sion, its  duties  being  defined  as  follows: 

1.  To  enquire  into  and  report  upon  the 
whole  question  of  hydro  electric  railways 
and  all  matters  which  in  the  opinion  of 
the  commissioners  are  relevant  thereto, 
with  particular  reference  to  the  matters 
that  are  raised  by  and  discussed  in  the 
government's  statement  issued  on  July  9. 

2.  To  make  such  suggestions  and 
recommendations  in  connection  with  or 
arising  out  of  any  of  the  subjects  thus 
indicated  as  in  the  opinion  of  the  said 
commission   may   be  desirable. 

That  for  such  purposes  the  said  com- 
missioners be  authorized  and  instructed 
to  take  such  steps  for  the  acquirement 
of  information  as  may  be  in  their  opin- 
ion   necessary. 

The  commission  as  appointed  origin- 
ally consisted  of  Hon.  Justice  R.  Y.  Suth- 
erland of  the  Ontario  Supreme  Court's 
High  Court  Division;  W.  A.  .-^mos.  Vice 
President  United  Farmers  of  Ontario, 
Palmerston;  Fred.  Bancroft,  who  is  a 
member  of  the  Pattern  Makers  Union, 
and  a  reporter  on  the  Toronto  Star;  A. 
F.  Macallum,  B.A.Sc,  C.E.,  City  Com- 
missioner of  Works,  Ottawa,  and  T.  A. 
Russell,  President  Russell  Motor  Car  Co., 
Toronto.  A  few  days  later  Mr.  Russell 
declined  to  act,  owing  to  his  position  as 
a  motor  manufacturer  having  been  cri- 
ticised, and  Brig.  General  C.  H.  Mitchell, 
C.M.G.,  D.S.O.,  Dean  of  Toronto  Uni- 
versity's Applied  Science  Faculty,  was 
appointed  in  his  place.  At  a  preliminary 
meeting  of  the  commissioners  June  19, 
at  which  only  three  were  present,  it 
was  stated  that  the  .Attorney  General 
had  authorized  the  Hydro  Electric  Pow- 
er Commission  and  the  Hydro  Electric 
Railway  Association  to  engage  counsel 
at  the  government's  expense. 


Toronto  Railway  Asks  Postpone- 
ment of  Payment  of  City  Per- 
centage. 


The  Montreal  Tramways  Co.  has  not, 
according  to  a  press  report,  paid  any- 
thing to  the  city  on  account  of  the  $500,- 
000  a  year  which  it  was  to  pay  out  of  its 
gross  revenues  under  the  contract  of  Jan. 
1918.  The  amount  now  owing  is  $1,250,- 
000,  on  which  the  company  pays  interest. 
It  is  reported  that  the  Montreal  Admin- 
istrative Commission  is  not  insisting  on 
payment,  fearing  that  if  it  did  a  further 
increase  in  fares  might  result. 


The  Toronto  Railway's  General  Man- 
ager wrote  the  Mayor  of  Toronto  July 
13,  as  follows: — "Under  the  street  rail- 
way agreement  the  company  pays  the 
city  a  graded  scale  of  percentage  on  its 
gross  earnings,  which  is  paid  in  monthly 
instalments  on  the  first  of  each  month, 
and  which  have  been  regularly  paid  by 
the  company  during  the  term  of  its  fran- 
chise. Owing  to  the  excessive  increases 
in  wages  and  material,  the  company  now 
finds  that  under  the  present  rates  of  fare 
it  cannot  meet  its  obligations  promptly 
and  pay  the  percentages  monthly  as  in 
the  past,  and  respectfully  requests  the 
indulgence  of  the  city  to  allow  the  pay- 
ments, or  such  part  of  them  as  the  com- 
pany may  require,  to  be  deferred  until 
the  end  of  the  franchise,  so  as  to  enable 
the  company  to  meet  the  pay  rolls,  or- 
dinary expenses  of  the  company  and  other 
obligations,  on  the  understanding  that 
the  accumulated  percentages  owing  to 
the  city  will  be  a  first  charge  on  the 
company's  assets,  to  be  deducted  out  of 
the  award  of  the  arbitrators  when  the 
company  is  being  taken  over  by  the  city 
on  Sept.  1,  1921.  Perhaps  it  would  sim- 
plify the  proposition  were  the  company 
to  meet  its  monthly  obligations  by  giv- 
ing notes,  payable  at  such  dates  as  would 
be  agreeable  to  the  city.  In  this  con- 
nection, whatever  will  meet  the  approval 
of  the  City  Solicitor  would  be  satisfac- 
tory to  the  company.  This  request  would 
not  be  made  were  it  not  for  the  fact  that 
the  company's  pay  rolls,  commencing 
July  1,  will  be  about  $2,000,000  a  year 
more  than  the  pay  rolls  of  13  months 
ago,  this  being  the  increase  in  wages 
during  that  time.  I  sincerely  hope  the 
council  will  see  its  way  clear  to  comply 
with  the  company's  wish  in  the  above 
request,  and  by  doing  so  the  city  will 
not  be  running  the  slightest  risk  of  los- 
ing one  cent,  while  it  will  be  helping  the 
company  over  a  very  trying  period." 

The  letter  was  referred  to  the  City  So- 
licitor for  advice. 


New  England  Street  Railway  Club 
Visits  Montreal. 

A  party  of  about  80  members  of  the 
New  England  Street  Railway  Club  left 
Boston,  Mass.,  June  28,  for  a  trip  to 
Montreal.  En  route  the  party  was  in- 
creased by  members  of  the  New  York 
Electric  Railway  Association,  who  were 
returning  from  a  convention  at  Bluff 
Point,  N.Y.,  and  by  electric  railway  men 
joining  at  the  points  between  Boston  and 
Montreal.  On  June  29  the  party  was 
taken  on  a  sightseeing  trip  round  the 
city  by  the  Montreal  Tramways  Co., 
visits  being  paid  to  the  company's  sta- 
tions and  shops.  A  luncheon  was  served 
at  the  Pointe  aux  Trembles  substation, 
A.  Gaboury,  Superintendent,  acting  as 
host  for  the  company.  In  the  evening 
the  party  was  entertained  by  the  com- 
pany at  dinner,  at  which  speeches  were 
made  by  E.  A.  Robert,  President,  Lt. 
Col.  J.  E.  Hutcheson,  General  Manager, 
and  a  number  of  the  visitors.  The  Mont- 
real Harbor  Commissioners  provided  a  tug 
for  the  party  for  a  trip  round  the  har- 
bor on  .July  30,  and  they  left  Montreal 
on  the  return  trip  the  same  evening. 


The  Hamilton  St.  Ry.  started  on  July 
11  an  extra  Sunday  service  between  8.30 
and  10  a.m.,  to  suit  the  steamboat  traffic. 


•Jl.H 


PANADIAN  KAILWAV  AND  MARINK  WOULD 


AuKust.  1920. 


Three  Rivers  Traition  CVs  One-Man  Cars. 


l^nstb    nf    Unly 
l^nith  of   fn.nl   vullbul. 
L*n(th  nf  imr  v«»UbuU 
l^rnvth   ovrr   hump<T« 
Wl.llh  of   (••r  humlMT 
raparlly 


Ttu  Tliric  Kivri«  Tni.tii.M  <  n..  Ihrif 
Rivers.  Qur..  hn5  B<lHe(l  to  itJ«  rnuip- 
mcnl  recently  4  one-m«n  c»r»,  an  illu»- 
trmtion  of  one  of  which  i*  itiven  here- 
with. The  KPncml  dimensions  are  as 
follows; — 

:\  a 

II   ft   Z  In. 

4  ft 

T.:   ft   2  In. 

K  ft  «  In. 

,  .    36     prnM>n« 

The  car  bo<lie»  are  of  scml-convcrlible 
typ«'.  wood  con.struction,  tmilt  specially 
for  one-man  nearside  operation  and  sin- 
gle end  control.  The  sides  are  .straiirht, 
and  sheeted  vertically  with  narrow  t.  and 
K.  poplar  sheet inp.  There  are  8  double 
sann  windows  on  each  side  of  the  body, 
the  top  '."ash  beinif  made  stationary  and 
the  bottom  sash  made  to  raise  to  open. 

The  roof  is  of  arch  type,  with  exhaust 
ventilators  and  adjustable  prids  on  the 
interior  on  each  side,  also  one  in  front 
vestibule.  The  underframe  is  of  com- 
posite construction,  having  wood  sills, 
reinforced  with  steel  plates,  which  are 
rivetted  to  cross  sills,  to  form  a  com- 
plete steel  frame.    The  floorinp  is  %  in. 


lows  nion-  luriciit  tn  1><-  iisril  by  the 
heaters  than  is  necessary  to  brinic  the 
car  up  to  the  required  temperature.  When 
that  temperature  has  been  reached,  the 
current  is  automatically  cut  off.  The 
thern\oslBt  lakes  the  control  of  the  heat- 
ing equipment  out  of  the  motorman's 
hands. 

The  liKhtinK  system  is  arranged  with 
.")  lights  in  the  body  of  the  car,  using  the 
compensating  series  lamp  fixture  with 
reflectors.  Lights  over  doors,  sign  and 
farebox  are  arranged  with  fi  lights  on  a 
circuit  controlled  by  a  1  intern  switch, 
which  solves  the  problem  of  the  dead  cir- 
cuit of  lights.  When  one  light  burns  out, 
the  sixth  lamp  takes  the  place  of  the 
burnout  by  the  simple  turning  of  a  knob 
until  the  lamp  lights.  The  selector  switch 
"feels"  for  the  break  in  the  circuit  and 
automatically  remedies  it.  The  correc- 
tion is  almost  instantaneous. 

The  cars  are  mounted  on  radiax  trucks, 
12  ft.  wheel  base  with  'M  in.  Davis  cast 
steel  wheels  and  4*2  in.  hot  rolled  axles. 

Each  car  is  equipped  with  2  Westing- 
house  lOl-B-2  motors,  with  K-10  con- 
troller, and  Wcstinghouse  schedule  S-M-1 


thick  t.  and  g.  hard  yellow  pine,  covered 
with  hardwood  floor  matting  laid  length- 
wise in   the  aisle. 

The  interior  trimming  is  red  cherry, 
with  no  bulkheads  at  either  end.  The 
front  vestibule  is  made  extra  long,  and 
step  opening  extra  wide,  so  that  entrance 
and  exit  can  be  made  by  it.  Each  open- 
ing has  an  individual  folding  door  and 
step  operated  by  the  National  Pneumatic 
Co.'s  air  engine,  so  arranged  that  the 
motorman  can  operate  them  singly.  The 
vestibule  is  equipped  with  brass  p.a.y.e. 
rail  dividing  entrance  and  exit,  also  mo- 
torman. A  fare  box  is  attached  to  the 
entrance  rail,  with  a  light  arranged  to 
illuminate  the  box  without  a  glare  in  the 
motorman's  eyes.  The  rear  vestibule  is 
circular,  with  an  emergency  exit  door, 
controlled  by  the  motorman  from  his  po- 
sition in  the  front  vestibule.  There  is  a 
circular  seat,  which  accommodates  five 
passengers,  running  around  the  rear  ves- 
tibule. The  seats  are  the  builder's  stand- 
ard stationary  type,  covered  with  twill 
weave  rattan  and  brass  grab  handle  on 
back.  The  curtains  are  pantasote,  mount- 
ed on  meUl  rollers.  SaniUry  hand  straps 
are  provided  at  the  longitudinal  seats,  9 
in  all. 

There  is  a  buzzer  equipment  with  but- 
ton, and  current  procured  from  trolley. 
There  are  10  cross  seat  heaters  per  car, 
with  one  in  the  front  vestibule,  which 
are  connected  to  a  thermostatic  con- 
trol, a  most  important  development  of 
recent   veiir.';.     The   thermostat  never  al- 


straight  air  brake  equipment,  H.B.  life 
guards,  an  Ideal  troller  catcher,  and  snow 
scrapers. 


Change  of  Rule  of  Road  in  British 
Columbia. 


An  act  passed  by  the  British  Colum- 
bia Legislature  at  its  last  session,  to 
amend  the  Highway  Act,  Revised  Stat- 
utes, 1911,  provides  for  the  repeal  of 
sees.  17,  18  and  19,  which  deal  with  the 
rule  of  the  road.  Three  new  sections, 
.similarly  numbered,  are  enacted,  which 
reverse  the  rule  of  the  road  hitherto  in 
operation  in  the  province,  and  make  the 
new  rule  conform  to  that  generally  in 
force  elsewhere  in  Canada.  The  act  di- 
vides the  province  into  two  areas,  viz.: 
Traffic  District  1,  including  Vancouver 
Island,  the  other  islands  and  the  main- 
land lying  west  and  south  of  the  follow- 
ing boundary:  commencing  on  the  In- 
ternational Boundary  at  the  southeast 
corner  of  Tp.  1,  Range  27,  west  of  the 
filh  meridian;  thence  along  the  eastern 
boundary  of  the  railway  belt  to  the  south- 
east corner  of  Tp.  2,  Range  26,  west  of 
the  fith  Meridian;  thence  north  along  the 
boundaries  of  Tps.  2,  It,  4  and  .">,  Range 
26,  west  of  the  6th  Meridian;  thence  west 
along  the  north  boundary  of  Tp.  ."i.  Range 
26,  to  the  west  bank  of  the  Kraser  River, 
alimg  the  river  bank  to  the  north  bound- 
ary of  Tp.  14.  Range  27,  west  of  the  6th 
.Meridian;    thence   west   along   the   north 


Imundaries  i.f  T|.-  II.  Kiidk'"  «  27.  V  and 
•2V,  to  the  SI. II-  "i-t 

provincial  el'  '  *'- 

erly    along    t  •  of 

the  I.illooet  iiiiii  rriri.i  I'.jp- rt  provin- 
cial electoral  districts  to  the  Pacific 
Ocean.  Traffic  District  2,  comprising  all 
the  portions  of  the  province,  includirig 
inlands  and  mainland,  not  comprised  in 
Traffic    I)i."trict    1. 

The  new  rule  of  the  road  is  not  to  take 
effect  in  traffic  district  1  until  Dec.  .'51, 
1921.  unless  by  proclamation  covering 
I'ither  the  whole  or  any  part  of  the  dis- 
trict. The  act  became  operative  in  Dis- 
trict 2  July  !.'>.  District  1  includes  the 
territory  within  which  the  British  Col- 
umbia F^lectric  Ry.  operates,  and  was 
excluded  in  order  that  time  may  be  given 
to  that  company  to  make  the  necessarj- 
changes  in  toumouts.  cars,  etc.  The 
question  of  the  cost  of  these  changes  is 
under  consideration,  and  it  has  been  re- 
ported that  the  government  may  under- 
take to  meet  part  of  the  cost,  which  is 
estimated  at  about  $750,000. 


Operation  of  One-Man  Cars  in  St. 
John,  N.B. 

The  New  Brunswick  Power  Co.'s  pro- 
posal to  operate  one-man  cars  in  St.  John, 
.N.B.,  was  met  with  considerable  opposi- 
tion from  the  employes,  who  took  the 
ground,  generally,  that  such  cars  are  not 
safe  to  operate,  and  that  the  safety  of 
passengers  would  be  imperilled.  The 
matter  was  brought  to  an  issue  July  10, 
when  T.  H.  McCauley,  General  Manager, 
refused  to  sign  the  wages  agreement 
unless  a  clause  was  inserted  binding  con- 
ductors and  motomien  to  operate  one- 
man  cars  similar  to  those  operated  else- 
where by  international  union  men.  The 
men  expressed  their  willingness  to  oper- 
ate cars  of  a  certain  type  at  an  increased 
wage,  and  with  certain  other  conces- 
.sions,  and  decided  to  go  out  on  strike 
July  12  if  their  terms  were  not  agreed 
to.  As  a  result  of  negotiations  the  fol- 
lowing agreement  was  reached:  "It  is 
hereby  agreed  by  the  New  Brunswick 
Power  ("o.  and  Messrs.  Campbell  and 
-Moore,  representatives  of  Division  66." 
iif  Amalgamated  .Association  of  Street 
and  Electric  Railway  Employes  of  Amer- 
ica, that  the  agreement  as  already  drawn 
up  as  to  wages  and  working  conditions 
be  signe<l  by  the  company  and  the  men's 
authorized  representatives,  and  that  a 
further  agreement  be  drawn  up  to  the 
effect  that  the  company  may  go  on  and 
finish  one  or  two  cars  as  already  started, 
that  same  be  given  a  demonstration  by 
the  company  and  that,  in  the  event  of 
such  cars  proving  satisfactory  to  the  city 
commissioners  and  citizens  of  St.  John, 
the  employes  and  company  agree  to  fur- 
ther negotiate  as  to  the  safety  and  rea- 
sonableness, wages,  and  working  condi- 
tions of  operating  the  same.  In  the  event 
of  no  settlement  being  reached,  both  sides 
agree  to  submit  the  whole  matter  to  ar- 
bitration or  conciliation  under  the  Lem- 
ieux  .Act." 

.■V  trial  trip  of  the  type  of  one-"man 
cars  proposed  to  be  operated  was  made 
July  16.  A  local  press  report  says:  — 
"The  car  is  the  old  two-man  type,  with 
the  rear  door  closed  up,  two  doors,  in 
and  out,  provided  at  the  left  side  of  the 
forward  end  of  the  car.  Brake  and  con- 
troller are  the  same  as  on  the  present 
type,  but  are  augmented  by  the  rear 
brake,  brought  forward  to  the  motor- 
man's  place,  to  be  used  in  emergency. 
I'nder  the  new  system  the  motorman 
opens  and  closes  doors,  collects  fares, 
issues   transfers   and   operates   the   car." 


August,  1920. 


449 


Increases  in  Electric  Railway  Passenger  Fares. 


Brandon  Municipal  Hy. — A  press  re- 
port states  that  the  Brandon,  Man.,  City 
Council's  street  railway  department  will 
put  in  operation  a  10c.  cash  fare  during 
the  e.xhibition,  but  will  continue  the  sale 
of  tickets  at  6  for  35c.  The  regular  cash 
fare  is  7e.,  but  the  report  states  that  it 
■was  decided  to  put  on  the  increased  cash 
fare  during-  the  exhibition  in  order  not 
to   delay   traffic  while   making  change. 

Brantford  Municipal  Ry. — We  are  offi- 
cially advised  that  in  order  to  provide 
for  the  increase  of  wages  referred  to  on 
another  page,  the  Brantford,  Ont.,  Mun- 
cipal  Ry.  Commission  has  abolished  the 
old  rate  of  6  tickets  for  2.5c.  and  estab- 
lished a  straight  5c.  fare.  For  the  con- 
venience of  passengers  5  tickets  are  sold 
for  25c.  It  is  said  that  since  the  in- 
creased rate  went  into  effect  there  has 
been  no  reduction  in  the  number  of  pas- 
sengers carried,  and  that  about  one-third 
of  the  fares  collected  are  tickets. 

British  Columbia  Electric  Ry. — A  press 
report  states  that  the  company  applied 
to  the  Victoria  City  Council  for  an  agree- 
ment under  which  the  cash  fare  to  be 
charged  on  the  electric  lines  in  the  city 
will  be  increased  from  5c.  to  7c. 

Calgary  Municipal  Ry. — The  Calgary, 
Alta.,  City  Council  on  June  24  adopted 
a  new  fare  schedule,  which  is  compared 
with  the  old  one  as  follows: — 

New.  Old. 

Cash    10c.  5c. 

Two   ticket-s    for  ISc.  

Tickets    for    25c 4  5 

Tickets    for    SI    20  23 

Children's    tickets    for    25c 8  8 

A  press  report  states  that  during  the 
first  week  of  the  operation  of  the  new 
fares,  the  cash  receipts  only  dropped  off 
about  oO'r,  while  the  sale  of  tickets  prac- 
tically doubled. 

Dominion  Power  &  Transmission  Co. 
The  Board  of  Railway  Commissioners 
passed  order  29,865,  July  10,  as  follows: 
Re  complaint  of  the  Canada,  Park,  and 
Central  Business  Colleges,  Hamilton, 
Ont.,  against  the  proposed  increase  by 
the  Hamilton  Radial  Electric  and  the 
Brantford  &  Hamilton  Electric  Railways 
in  fares  for  students  attending  business 
colleges  in  Hamilton:  Upon  hearing  the 
complaint  at  the  sittings  of  the  Boai'd 
held  in  Hamilton,  Oct.' 29,  1919,  the  com- 
plainants and  the  railway  companies  be- 
ing represented  at  the  hearing,  and  what 
was  alleged,  it  is  ordered  that  the  Ham- 
ilton Radial  Electric  and  the  Brantford 
&  Hamilton  Electric  Railways  substitute 
for  their  tariffs  of  students'  or  scholars' 
commutation  rates  now  in  force,  a  tariff 
or  tariffs  of  such  rates,  to  apply  to  schol- 
ai\s  of  18  years  of  age  and  under,  on  the 
following  basis,  viz.:  40-trip  tickets 
(scholars'  tickets),  good  for  80  days,  on 
the  basis  of  4V4  mills  a  mile  of  travel, 
subject  to  a  minimum  charge  per  ride 
of  T'sc.,  the  said  tariff  or  tariffs  to  be- 
come effective  not  later  than  Sept.  1, 
1920. 

The  Brantford  &  Hamilton  Electric 
Ry.  put  in  operation  June  25,  Special 
Passenger  Tariff  C.R.C.  5,  replacing 
Standard  Passenger  Tariff  C.R.C.  1, 
which  had  been  in  operation  since  Aug. 
18,  1908.  In  the  old  tariff  while  in  many 
cases  the  rates  charged  were  fixed  on 
the  maximum  mileage  rate  authorized 
by  the  Board  of  Railway  Commission- 
ers, there  were  a  number  of  fares  which 
were  not  up  to  that  standard.  In  the 
new  tariff  the  rates  charged  are  in  all 
cases  based  on  the  maximum  mileage 
rates  authorized.  The  following  table 
giving    the    different    stations    between 


Hamilton  and  Brantford,  with  the  mile- 
age, and  the  old  and  new  rates,  single 
and  return,  shows  the  nature  of  the 
change   made: — 

Miles.       Old  rate.  New  rat*. 

Station   3   -1.07  10c.  15c'.  15c.  25c. 

Station  5  4.90  15c.  25c.  15c.  25c. 

Station  7  5.90  15c.  30c.  20c.  35c. 

Ancaster  .   .  ..  6.70  20c.  S5c.  20c.  35c. 

Station  11   7.20  20c.  35c.  25c.  46c. 

SUtion    13    8.80  2.5c.  40c.  25c.  45c. 

Trinity 10.69  30c.  50c.  36c.  55c. 

Alberton   .   .   ..  12.16  SOc.  50c.  35c.  6.5c. 

SUtion    19    14.43  SOc.  50c.  40c.  85c. 

Station   21    15.43  35c.  60c.  45c.  85c. 

LanKford  .   .   .  16.25  35c.  60c.  SOc.  96c. 

Station   23    17.00  40c.  70c.  SOc.  96c. 

Station    25    18.66  40c.  70c.  55c.  1.05 

Station   27    18.86  40c.  70c.  S5c.  1.06 

Cainsville  .  .  .  19.35  4.5c.  90c.  60c.  1.20 

Echo    20.53  SOc.  90c.  fiOc.  1.20- 

Brantford  .  .  .  22.91  nSo.  1.00  "Oc.  1.3S 

The  Hamilton,  Grimsby  &   Beamsville 

Electric  Ry.  put  Special  Passenger  Tariff 
O.R.B.  5  in  operation  June  28,  cancelling 
O.R.B.  3,  dated  Mar.  26,  1913,  and  sup- 
plements. The  following  table  shows  the 
stations  from  Hamilton  with  the  mileage 
and  the  old  and  new  rates,  single  and 
return : — 

Miles.       Old  rate.  New  rate. 

S.         R.  S.        R. 

Reservoir  .   .   .     3.00         5c.       10c.  .Sc.       10c. 

Bartonville   .   .     4.23       10c.       15c.  10c.       1.5c. 

Red    Hill    ,   .   .     5.90       10c.       20c.  10c.       20c. 

Stoncy     Creek.     7.50       l.ic.       25c.  15c.       2oc. 

Kruitland     .     .  10.73       18c.       30c.  20c.       35c. 

Smiths  11.10       20c.       S5c.  2.5c.       40c. 

Winona    12.31       2.5c.       40c.  25c.       40c. 

Clincs     14.30       25c.       45c.  SOc.        5.5c. 

Grimsby    18.27       SOc.       50c.  3.5c.       65c. 

Thirty  21.00       40c.       6.5c.  40c.       75c. 

Beamsville    .    .  22.60       40c.       70c.  45c.       85c. 

The  increases  are  more  in  the  nature 
of  adjustments,  and  bring  the  rates  be- 
tween the  different  stations  up  to  the 
maximum   authorized. 

A  press  report  states  that  books  of 
400  mile  tickets  have  been  increased 
from  $5  to  $6,  and  that  conductors  have 
been  instructed  to  collect  the  full  number 
of  mileage  tickets,  for  example,  18  tick- 
ets are  collected  for  the  Hamilton-Grams- 
by  trip,  and  22  for  the  Hamilton-Beams- 
ville  trip,  instead  of  17  and  21  respective- 
ly as  formerly. 

The  Lake  Erie  &  Northern  Ry.  put  in- 
to effect,  on  June  15,  a  special  passenger 
tariff  of  local  and  excursion  passenger 
fares,  C.R.C.  41,  the  single  fares  being 
on  the  basis  of  2%c.  a  iiiile,  and  the  re- 
turn fares  OO'/t  of  double  the  one  way 
fares. 

Levis  County  Ry. — At  a  special  meet- 
ing of  the  Lauzon,  Que.,  municipal  coun- 
cil, July  6,  the  question  of  the  electric 
railway  service  was  under  discussion,  but 
no  decision  was  reached.  The  refusal  of 
the  council  to  concur  in  the  Levis  County 
Ry.'s  recent  application  for  an  increase 
of  fares,  in  order  that  employes  wages 
might  be  increased,  led  to  a  strike.  The 
other  municipalities  have  granted  the 
increased  fares,  as  stated  in  Canadian 
Railway  and  Marine  World  for  July,  but 
the  Lauzon  council  is  still  standing  out. 
The  company  is  now  giving  a  service  on- 
ly in  the  municipalities  which  have  grant- 
ed the  increased  fares. 

London  St.  Ry.  —  The  fare  on  the 
Springbank  line  is  reported  to  have  been 
increased  to  4  tickets  for  25c.,  children's 
tickets  remaining  as  before,  2  for  5c. 
The  special  Sunday  rate  of  15c.  return 
from  the  center  of  the  city  to  Spring- 
bank  has  been  abolished.  These  changes 
were  authorized  by  the  Ontario  Railway 
and  Municipal  Board,  which  is  in  charge 
of  the  line. 

Toronto  &  York  Radial  Ry.— We  are 
officially  advised  that  changes  have  been 
made  in  this  company's  fares  as  follows: 


Metropolitan  Division: — On  the  line 
from  Farnham  Ave.  to  stop  26,  strips 
of  5  tickets  are  sold  for  25c.,  the  former 
strips  of  6  tickets  for  25c.  and  25  for  $1 
have  been  cancelled.  The  strips  of  10 
tickets  issued  at  Toronto,  Aurora  and 
Newmarket  for  Keswick  and  other  points 
on  the  Sutton  line  are  cancelled;  and  the 
50  trip  tickets  heretofore  issued  at  var- 
ious stations  on  the  line  to  Toronto,  New- 
market, Aurora  and  Richmond  Hill  have 
been  cancelled.  Passengers  formerly 
using  such  tickets  are  now  charged  the 
regular  fares. 

Scarboro  Division: — On  the  line  from 
Woodbine  to  stop  20,  strips  of  5  tickets 
are  sold  for  25c.,  in  place  of  6  for  25c. 
heretofore. 

Mimico  Division: — On  the  line  from 
Sunnyside  to  New  Toronto  (stop  25), 
strips  of  5  tickets  for  25c.  are  being  sold 
instead  of  6  for  25c.  as  formerly,  and  for 
the  Sunnyside-Long  Branch  (stop  20) 
trip,  the  regular  rate  with  a  return  fare 
of  15c.  is  charged,  the  old  rate  of  4  tick- 
ets for  25c.  being  cancelled. 

The  Toronto  Suburban  Ry.'s  Standard 
Passenger  Tariff  C.R.C.  1  has  been  ap- 
proved by  the  Board  of  Railway  Com- 
missioners. 

Winnipeg  Electric  Ry. — The  hearing 
of  the  company's  application  for  author- 
ity to  charge  a  higher  fare  on  its  lines  in 
Winnipeg,  which  has  been  pending  be- 
fore the  Manitoba  Public  Utilities  Com- 
missioner since  Dec.  1918,  was  closed 
July  6. 

The  Commissioner  then  took  up  the 
applications  of  the  Winnipeg,  Selkirk  & 
Lake  Winnipeg  Ry.  and  of  the  Suburban 
Rapid  Transit  Co.,  subsidiaries  of  the 
W.  E.  Ry.  Co.,  for  authority  to  increase 
fares  on  their  lines.  The  companies  in 
their  applications  asked  for  a  15';y-  in- 
crease, but  at  the  opening  of  the  hearing 
the  companies'  counsel  intimated  that 
this  would  be  withdrawn,  and  the  entire 
question  of  the  rates  of  fares  left  to  the 
Commissioner.  E.  Anderson,  K.C.,  for 
the  Rapid  Transit  Co.,  submitted  the  fol- 
lowing to  the  Commission: — It  is  pro- 
posed to  discontinue  entirely  giving  re- 
turn tickets  from  the  City  of  Winnipeg 
to  any  point  on  the  Suburban  Rapid  Tran- 
sit line.  It  is  proposed  to  ask  for  a  cash 
fare  of  10c.  in  each  of  the  following 
zones:  Between  Deer  Lodge  and  Kirk- 
field  park;  between  Kirkfield  park  and 
the  new  rifle  range;  between  the  new  rifle 
range  approach  and  Headingly.  It  is 
suggested  that  there  should  be  a  class  of 
tickets  issued,  2  for  15c.,  one  of  which 
will  be  good  for  use  in  any  of  the  zones 
in  question.  It  is  further  suggested  that 
rates  for  school  children  will  be  one  half 
the  regular  fare.  Mr.  Anderson  added 
it  was  proposed  that  the  above  increases 
should  also  apply  to  the  Charleswood 
line  south  of  the  Assiniboine  River.  The 
propositions  were  discussed  with  repre- 
sentatives of  the  municipalities  present, 
and  the  Commissioner,  in  reserving  deci- 
sion, stated  that  further  discussion  with 
all  the  parties  interested  would  likely 
be   necessary. 

One  of  the  incidents  arising  out  of  the 
Winnipeg  Electric  Ry.'s  application  to 
the  Manitoba  Public  Utilities  Commis- 
sion for  power  to  charge  increased  rates 
was  the  initiation  of  proceedings  by  the 
Winnipeg  City  Council  in  the  Manitoba 
Court  of  King's  Bench  to  secure  an  in- 
junction to  prevent  the  company  charg- 
ing an  increase  of  fare  authorized  by  an 
interim  order  of  the  Public  Utilities  Com- 
missioner.    Judgment  was  given  by  Jus- 


CANADIAN  KAllAVAV  AND  MAlilNK  WOULD 


Aujfust.  1920. 


...I-  lurmii.  July  '2'->,  ilmniiimmK  ihf  ac- 
tiun.  In  th«'  roumo  of  the  heaririK  thr 
powiT*  of  th«'  I'ulilir  rtilitu-K  Commm 
•  (lion,  mul  of  it.«  conKtitutioniility.  wen- 
nui-xtlonoil.  In  rcR^fH  to  the  llrid,  Jus- 
tW  Curnin  imid:— "I  hnvi-  no  ilouM 
wh«l«'Vfr  that  thin  court  han  no  jurimlii-- 
tion  on  thf  fncts  of  thin  t«»p  to  intvrfi-rr 
with  the  CommiiiKionor'o  onliTs,  how- 
i-vtT  nati.irtiil  I  may  hv  that  they  art-  in- 
valiil  for  want  of  juriitdiction.  No  ap- 
|H'al  from  that  onlcr  lios  to  this  court,  so 
that  tho  injunction  ankod  for  n-straininjt 
thf  defendant  from  carrying  into  effect 
the  ('oninii»!(ionrr'.'<  onler  must  be  re- 
fusi-d." 

On  tho  second  point.  .lustice  Curran 
pointed  out  that  the  Public  Utilities  Com- 
missioner i:"  not  a  party  to  the  action  at 
all.  Althoutrh  not  a  party  to  the  action, 
the  validity  of  his  office  was  directly 
called  into  <iuestion  ami  if  the  court  had 
decide<l  that  the  act  was  unconstitutional, 
the  Public  Utilities  Commissioner  would 
have  been  ileprived  of  his  ofTice  without 
beintr  afforded  an  opportunity  of  putting 
in  a  defence.  There  is  no  doubt  that  it 
was  open  to  the  city  to  proceed  directly 
against  the  Public  Utilities  Commission- 
er and  to  have  raised  the  question  of  tho 
validity  of  the  act  in  this  manner.  An- 
other alternative  method  of  settlinK  the 
question,  which  would  also  be  sound  in 
law,  is  provided  by  the  stipulations  in 
the  law  by  which  the  Lieutenant  Gover- 
nor in  council  may  refer  to  the  Court  of 
KinK's  Bench  any  matter  upon  which 
there  seems  to  be  doubt  as  to  what  court 
has  the  jurisdiction  to  handle  it. 

In  his  judgment  conimentinR  on  the 
appointment  and  powers  of  the  Commis- 
sion, Mr.  Justice  Curran  said: — "I  have 
no  doubt  at  all  that  the  Public  Utilities 
Act  is  constitutional  and  wholly  within 
the  legislative  powers  of  the  Provincial 
Lejrislature  to  enact,  and  that  the  Public 
Utilities  Commissioner  was  and  is  legal- 
ly appointed  and  can  function  in  all  of 
the  powers  delegated  to  him  by  that  act. 
Further,  that  in  no  case  where  he  acts 
within  his  jurisdiction  can  his  orders  or 
aits  be  called  or  questioned  in  this  court. 
What  the  legislature  could  lawfully  do 
by  enactment,  it  could  lawrfully  delegate 
to  a  tribunal  created  and  set  up  by  it  for 
that  purpo.se.  Beyond  that  authority  ex- 
pressly or  by  plain  inference  or  intent- 
ment  conferred  such  tribunal  cannot 
legally  act." 

At  the  resumed  hearing  on  July  20, 
counsel  for  the  company  is  reported  to 
have  stated  that  the  suggestcKl  7c.  fare 
would  give  a  return  of  ."S.J'r  to  the  share- 
holders, but  an  Kc.  fare  would  be  neces- 
sary to  give  them  a  fair  return  on  the 
capital  investc<l.  The  shareholders  have 
not  received  any  return  on  their  invest- 
ment   for   the   past    five   years. 


Electric  Railway  Projects,  Construction,  Better- 
ments,  Etc. 


Moiulon  Will  Not  Take  Over  KUctric 
Kailway. —  .Mimcton,  N.B.,  ratepayers  on 
.luly  :{,  by  a  vote  of  .'):{0  to  47.5,  defeated 
:i  bylaw  to  approve  an  agreement  be- 
tween the  city  and  the  Moncton  Tram- 
ways. Klectricity  &  (>as  Co.  for  the  sale 
.■f  the  company's  street  railway  and  elec- 
tric lighting  and  power  plant  to  the  city. 
The  agreement,  which  the  city  was  au- 
thorized to  enter  into  with  the  company 
by  an  act  passed  at  the  New  Brunswick 
Legislature's  last  session,  [irovided  for 
the  purchase  of  the  company's  electric 
light  plant  and  electric  railway  in  the 
city,  also  certain  lands,  from  May  'M, 
lit20.  for  $115,5,000,  to  be  paid  before  May 
.'M,  lJt2L  with  interest,  and  subject  to 
certain  adjustments  to  be  settled  by  the 
city  auditor. 


Ilranlford  .Municipal  Hy.— We  are  offi- 
cially ailvised  that  the  Brantford,  Ont., 
Knilway  Commission  has  decided  to  es- 
tablish a  bus  service  in  West  Brantfonl, 
which  is  at  present  not  servied  by  the 
B.  M.  Ry.  It  is  expecteil  that  the  bus 
ser\ice  will  be  started  early  in  August. 
The  type  of  bus  to  be  used  will  be  of 
light  construction,  and  will  have  a  seat- 
ing capacity  of  IK. 

The  tracks  for  an  electric  line  to  serve 
the  West  Brantford  district  are  laid  to 
the  Lorne  bridge,  on  account  of  the 
doubtful  safety  of  which  the  line  will 
not  be  extenderl  until  a  new  bridge  is 
built.  A  bylaw  for  the  erection  of  a 
new  bridge  has  been  approved,  and  it  is 
expected  that  construction  on  it  will  be 
started  next  spring.     (.May,  pg.  2:>~.) 

Hull  Electric  Co. — We  are  officially  ad- 
vised that  the  Hull,  Que..  City  Council 
proposes  to  lepave  Main  St.  and  City 
Hall  St.,  with  asphalt.  (April,  pg.  202.) 
Hamilton  St.  Ky. — The  Hamilton,  Ont., 
City  Council  has  under  consideration  a 
bylaw  authorizing  the  construction  of  a 
line  from  Margaret  St.  to  Paradise  Row 
and  thence  westerly  to  within  800  ft.  of 
the  Hamilton  &  Dundas  Ry.  It  is  re- 
ported that  the  company  is  ready  to  pro- 
ceed with  construction  as  soon  as  the 
necessary  authorization  is  given  by  the 
city.     (Mar.,  pg.  145.) 

Montreal  Tramways  Co. — A  press  re- 
port states  that  the  Montreal  Tramways 
Commission  has  authorized  the  repairing 
of  the  company's  tracks  on  St.  Cather- 
ine St.  east,  from  the  C.P.R.  bridge  to 
Maisonneuve,  the  work  to  be  done  at 
once. 

With  regard  to  the  construction  of  the 
projected  extension  of  line  to  Kelley  St., 
the  Montreal  Administrative  Commission 
is  reported  to  have  advised  the  Tramways 
Commission  that  the  M.  T.  Co.  will  be 
supplied  with  lines  and  levels  at  once 
so  that  the  laying  the  new  tracks  can 
be  started.  The  construction  of  this  line 
was  arranged  for  in  the  contract  of  1918, 
the  time  of  starting  the  work  being  de- 
pendent upon  the  city  securing  the  ne- 
cessary right  of  way  for  the  extension 
of   Kelley  St. 

The  Montreaf  Tramways  Commission 
and  the  Montreal  Administrative  Com- 
mission are  reported  to  have  reached  an 
agreement  as  to  the  route  of  the  propos- 
ed line  of  12,000  ft.  from  Mount  Royal 
Ave.  to  Shakespeare  Road,  to  within  60 
ft.  of  the  mountain  top.  The  cost  of 
the  construction  is  estimated  at  $250,000. 
It  is  expected  that  the  line  will  be  com- 
pleted and  ready  for  operation  by  next 
spring.      (May,   pg.  257.)  . 

New  Brunswick  Power  Co. — Work  is 
reported  to  have  been  started  on  the  con- 
struction of  a  loop  at  Glen  Falls,  and  on 
a  turn  on  Charlotte  St.,  opposite  the 
market,    St.   John,   N.B. 

It  is  proposed  to  build  a  large  shelter 
at  King  Square,  and  smaller  ones  at  five 
other  points  on  the  lines.  (July,  pg. 
.•«»2.) 

Nipissing  Central  Ry. — A  press  report 
states  that  the  Liskeard,  Ont.,  Board 
of  Trade  and  other  bodies  in  the  district 
are  urging  on  the  Ontario  Ciovernment 
the  necessity  of  extending  the  Nipissing 
Central  Ry.  from  Liskeard  to  North 
Timiskaming,  Que.,  18  miles.  The  N.  C. 
R.  charter  was  granted  originally  by  the 
Dominion  Government  to  a  jirivate  com- 
pany, and  gave  authority  to  build  elec- 
tric'railways  in  Ontario  and  Quebec,  and 


to  develop  and  distribute  electric  power. 
The  charter  rights  were  acquired  subse- 
f|ui-nfly  by  the  Ontario  Government,  and 
the  line  is  managed  by  the  TimiskaminK 
4  Northern  (Jntario  Ry.  Commission. 
(April,   pg.  202.) 

({ueboc  Ry.,  Light  &  Power  Co. — We 
are  officially  advised  that  the  company 
is  building  about  half  a  mile  of  new 
track,  from  the  comer  of  Paquet's  fac- 
tory on  Dorchester  St.,  over  I^vigner 
bridge,  to  connect  with  the  track  in  St«- 
dacona  Village. 

A  press  report  states  that  application 
has  been  made  to  the  Board  of  Railway 
Commissioners  for  authority  to  extend 
the  company's  lines  in  Belvedere  Ward, 
Quebec,  to  St.  Malo.     (July,  pg.  392.) 

Regina  Municipal  Ry. — A  press  re- 
port states  that  a  Y  is  being  built  on 
ilill  Ave,  in  Lakeview,  for  the  white  line 
car.",  in  lieu  of  that  formerly  used  near 
the  legislative  buildings  ground,  which 
is  being  removed  so  that  the  site  may  be 
used  for  the  erection  of  the  Saskatchewan 
war  memorial.     (June,   pg.  :!16.) 

St.  Thomas  Municipal  Ry. — A  press 
report  states  that  an  arrangement  has 
been  made  with  the  London  &  Port  Stan- 
ley Ry.,  the  Michigan  Central  Rd.,  and 
the  Pere  Marquette  Rd.,  and  approved 
by  the  Board  of  Railway  Commission- 
ers, under  which  one-man  cars  will  be 
operated  on  the  St.  Thomas  Municipal 
Ry.  for  three  months,  when  the  question 
of  the  permanent  protection  at  the  rail- 
way crossings  will  be  dealt  with  by  the 
Board.  It  was  hoped  that  the  new  cars 
would  have  been  put  in  operation  July 
15,  but  as  the  Board  of  Railway  Com- 
missioners permission  had  not  been  re- 
ceived, in  writing,  the  starting  of  the 
cars  was  put  off  for  a  week. 

Winnipeg  Electric  Ry. — Street  railway 
traffic  over  the  Maryland  bridge  is  re- 
ported to  have  been  suspended  July  1, 
•  by  the  City  Engineers  instructions. 
Pending  reconstruction  of  the  bridge  cars 
on  the  Croydon  Ave.,  the  Sherbrooke  St. 
and  the  .Academy  Road  lines  have  been 
re-routed. 

Toronto  Civic  Ry. — We  are  officially 
advised  that  work  has  been  started  on 
widening  of  Bloor  St.,  Toronto,  from  66 
to  8fi  ft.,  between  Quebec  Ave.  and  Run- 
nymede  Road,  and  that  when  this  has 
been  completed  a  second  track  will  be 
laid  on  this  section  of  the  city's  line.  It 
is  expected  to  have  the  work  completed 
by   the  autumn.     (June,  pg.  316.) 


Sudbury-Copper  Cliff  Suburban  Elec- 
tric Ry.  Proposed  Sale. —  In  connection 
with  the  company's  offer  to  sell  it?  un- 
dertaking to  the  town  of  Sudbury,  Ont., 
for  $222,921,  payment  to  be  made  in  mu- 
nicipal debentures,  referred  to  in  Cana- 
dian Railway  and  Marine  World  for  July, 
n  press  report  of  July  20  states  that  the 
town  council's  finance  committee  had  ad- 
vised that  the  town's  financial  condition 
does  not  permit  of  the  purchase  being 
made   at   present. 

London  &  Lake  Erie  Ry.  &  Trans- 
prrtation  Co.'s  Property. — .\  press  re- 
port states  that  the  Ontario  Highways 
Department  proposes  to  take  over  the 
section  of  the  right  of  way  of  the  old 
London  &  Ij>ke  Erie  Ry.  &  Transporta- 
tion Co.'s  electric  railway  between  Tal- 
botville  and  St.  Thomas,  Ont.,  and  in- 
corporate it  in  one  of  the  projected  pro- 
vincial  highways. 


August,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


451 


Electric  Railway  Employes'  Wages,  Working  Con- 
ditions, Etc. 


Brantford  Municipal  Ry. — We  are  orti- 
eially  advised  that  the  new  schedule  of 
wages  agreed  upon  between  the  Brant- 
ford, Ont.,  Municipal  Ry.  Commission 
and  motormen  and  conductors,  dates  from 
June  1.  Following  is  a  comparison  of' 
the  new  and  old  rates  per  hour. 

New.  Old. 

First    year   46c.  39c. 

Second    year    48c.  41c. 

Third   year  50c.  43c. 

The  agreement  provides  that  9  hours 
work,  to  be  completed  in  12  consecutive 
hours,  shall  constitute  a  day;  time  and  a 
half  to  be  paid  for  overtime.  Two  year 
men  pay  half  the  cost  of  uniforms,  af- 
terwards  uniforms  are  supplied  free. 

Calgary  Municipal  Ry. — We  are  offi- 
cially advised  that  the  wages  for  conduc- 
tors and  motormen  and  for  motor-con- 
ductors on  one-man  ears  for  this  year, 
as  compared  with  the  rates  paid  in  1919, 
are  as  follows  per  hour: — 
Conductors     and     .Motormen—  1920.       1919. 

First    six    months    57'.2C.         45c. 

Second    six   months    e2V>c.         50c. 

Third    six    months    6HS.e.         55c. 

Fourth    six    months    "...         60c. 

Motor-Conductors — 

First    six    months    SZ^c.         50c. 

Second    six    months    6TAc.         55c. 

Third    six    months    72>/jC.         60c. 

Fourth   six    months    65c. 

Hull  Electric  Co. — A  board  of  concili- 
ation has  been  appointed  to  deal  with 
the  matter  of  the  wages  of  the  motor- 
men  and  conductors.  Under  the  agree- 
ment between  the  company  and  its  em- 
ployes, which  expired  July  1,  the  men 
were  paid  from  :54c.  to  41c.  an  hour,  ac- 
cording to  length  of  service.  They  have 
asked  for  an  all  round   increase  to  65c. 

Hydro  Electric  Ry.,  Essex  Division., 
formerly  Sandwich,  Windsor  &  Amherst- 
burg  Ry. — The  agreement  between  the 
S.,  W.  &  A.  Ry.  Co.  and  its  employes  as 
to  wages  e.xpired  July  1.  The  employes 
asked  the  Hydro  Electric  Power  Com- 
mission of  Ontario,  which  took  over  the 
line  on  Mar.  31,  for  a  minimum  rate  of 
.50c.  and  a  maximum  rate  of  60c.  an  hour. 
.An  offer  of  40c.  an  hour  for  the  first 
three  months  4.5c.  an  hour,  for  the  next 
si.x  months,  and  .55c.  an  hour  after  nine 
months  was  reported  to  have  been  re- 
jected by  the  employes  June  28.  It  was 
reported  later  that  the  men  had  agreed 
to  accept  an  increase  of  5e.  an  hour,  half 
of  what  they  asked,  with  the  understand- 
ing that  the  matter  will  be  again  dis- 
cussed at  the  expiration  of  three  months. 

New  Brunswick  Power  Co. — \  press 
report  states  that  as  the  result  of  a  con- 
ference held  July  6  between  representa- 
tives of  the  company  and  of  the  employes' 
union  an  increase  of  wages  of  about  $1 
a  day  has  been  granted. 

Sarnia  St.  Ry. — A  press  report  states 
that  a  small  increase  of  wages  has  been 
granted,  which  the  man  have  stated  they 
are  willing  to  accept  until  the  Sarnia 
City  Council  gives  the  company  author- 
ity to  charge  increased  fares. 

Hull  Electric  Co. — The  wage  agree- 
ment between  the  Hull  Electric  Co.  and 
its  conductors  and  motormen  expired 
July  1.  The  men,  some  time  ago  de- 
manded a  flat  increase  to  65c.  an  hour, 
the  existing  rate  being  from  34c.  to  41c. 
an  hour,  according  to  length  of  service. 
As  the  matter  could  not  be  adjusted,  a 
board  of  conciliation  was  appointed,  the 
company  nominating  G.  Kelley,  of  Ot- 
tawa, as  its  representative,  and  the  men, 
J.  Gibbons,  of  Toronto.  These  two  hav- 
ing failed  to  agree  on  a  chairman,   the 


.Minister  of  Labor  appointed  Capt.  W.  P. 
Grant,  Manager,  Daly  Co.,  Ottawa. 

Winnipeg  Electric  Ry. — The  award  of 
the  board  of  conciliation  appointed  to 
deal  with  the  employes  demands  for  in- 
creased wages  presented  to  the  company 
.\pril  8,  was  given  out  July  12.  In  addi- 
tion to  specifying  altered  working  con- 
ditions, the  draft  agreement  submitted 
by  the  men  named  the  wages,  the  table 
below  showing  the  old  rates  per  hour 
and  those  asked: — 

Old  Proposed 
Week-  Week- 
days Sundays  days  Sundays 
First  6  months  46c.  .'ilc.  80c.  90c. 
Second  6  months  49c.  54c.  85c.  95c. 
After  1  year  52c.  57c.  90c.  $1 
After    2nd    year        55c.  60c.  

The  board,  which  consisted  of  Judge  R. 
H.  Myers,  Winnipeg,  chairman;  C.  E. 
Dafoe,  Winnipeg,  representing  the  com- 
pany, and  R.  S.  Ward,  representing  the 
men,  awarded  the  men  a  10' J  increase 
instead  of  the  much  larger  one  asked 
for.  A  press  report  of  July  13  stated 
that  the  company  w-ould  accept  the  award 
but  it  was  rejected  by  the  men  by  a  vote 
of  481  to  473  July  18,  a  large  number 
not  voting. 

A.  W.  McLimont,  Vice  President  and 
General  Manager,  is  reported  to  have 
said  in  an  interview  on  July  20  that  the 
increased  wages  awarded  meant  an  in- 
creased operating  expenditure  of  about 
$300,000  a  year,  of  which  $65,000  would 
have  to  be  found  immediately  to  pro- 
vide for  back  pay  to  May  1,  when  the 
old  agreement  expired. 

Electric   Railway   Notes. 

The  Regina,  Sask.,  Municipal  Ry.  is 
equipping  the  six  old  cars  bought  in  Eng- 
land  with   Westinghouse   motors. 

The  Toronto  Civic  Ry.  has  ordered  25 
double  end  Birney  safety  cars  from  J. 
G.  Brill  Co.,  Philadelphia,  Pa.  Delivery 
was  expected  at  the  end  of  July. 

The  Hydro  Electric  Power  Commission 
of  Ontario  is  reported  to  have  decided  to 
buy  two  additional  mogul  steam  shovels, 
56  contractors  cars,  and  3  locomotives, 
for  the  Chippawa  power  development 
work. 

The  Mayor  of  Toronto  on  July  12  in- 
structed the  City  Solicitor  to  enter  pro- 
ceedings against  the  Toronto  Ry.  to  com- 
pel it  to  operate  all  its  cars  during  the 
rush  hours  at  noon  and  in  the  early  even- 
ing. 

Calgary,  -Alta.,  city  commissioners 
have,  according  to  a  press  report,  ad- 
vised the  city  council  to  buy  12  addi- 
tional electric  heaters  for  cars  on  Cal- 
garv  Municipal  Ry.  at  a  total  cost  of 
$2,160. 

The  St.  Thomas,  Ont.,  City  Council  is 
reported  to  have  under  consideration  the 
question  of  submitting  a  bylaw  to  the 
ratepayers  providing  for  the  operation 
of  cars  on  Sundays  on  St.  Thomas  Muni- 
cipal Ry. 

The  board  of  conciliation  appointed  to 
deal  with  the  wage  question  on  the  To- 
ronto Suburban  Ry.  consists  of  Judge 
Barron,  Stratford,  Ont.,  chairman;  G.  D. 
Kelley,  Ottawa,  representing  the  com- 
pany, and  L.  Braithwaite,  Toronto,  on 
behalf   of   the   men. 

The  Hamilton  &  Dundas  St.  Ry.  has 
refused  to  put  on  a  late  Sunday  night 
car  from   Hamilton   to   Dundas,  Ont.     It 


is  said  that  the  Dundas  Town  Council 
will  take  up  the  matter  with  the  com- 
pany when  the  summer  car  schedule  for 
1921  is  being  arranged. 

The  Nova  Scotia  Tramways  &  Power 
Co.  put  in  operation  the  new  railway 
terminals-Armadale  service  in  Halifax, 
N.S.,  July  7.  The  company  took  repre- 
sentatives of  the  city  council  and  other 
of  the  city's  business  interests  over  the 
new  route  the  day  before. 

The  Ontario  Railway  and  Municipal 
Board,  which  is  operating  the  London  St. 
Ry.,  is  reported  to  have  decided  to  speed 
up  the  service  by  eliminating  a  number 
of  stops  in  the  center  of  the  city,  and  to 
add  to  the  convenience  of  passengers  by 
posting  up  time  schedules  at  various 
points. 

The  Winnipeg  Electric  Ry.  intends  to 
subdivide  River  Park  and  place  it  on  the 
market  for  building  lots.  The  park  was 
acquired  by  the  company  when  it  took 
over  the  old  horse  car  system  in  1893, 
and  has  been  used  as  an  amusement 
park.  It  is  reported  that  the  city  may 
buy  and  acquire  it. 

The  Montreal  Tramways  Co.  was  sued 
recently  by  N.  Sauve  in  the  Quebec  Su- 
perior Court  for  damage  for  injuries  re- 
ceived in  Sept.,  1918,  while  boarding  one 
of  its  cars.  The  evidence  showed  that 
Sauve  attempted  to  board  the  car  while 
it  was  in  motion,  and  the  court  held  that 
the  accident  was  caused  entirely  through 
his  fault,  imprudence  and  want  of  care, 
and  dismissed  the  action. 

The  Saskatoon,  Sask.,  City  Council  is 
reported  to  have  decided  on  July  6  to  cut 
down  the  car  service  on  the  Saskatoon 
Municipal  Ry.  from  a  12  minute  one  to 
a  15  minute  one,  the  alteration  taking 
efl'ect  July  19.  It  is  reported  that  the 
loss  on  the  operation  of  the  line  this  year 
to  May  31  was  $11,381,  e.xclusive  of  a 
claim  paid  of  $11,700;  and  that  the  esti- 
mated loss  for  Jan.  was  $6,500.  The  esti- 
mated saving  through  the  operation  of 
the  new  time  schedule  is  said  to  be  $100 
a  day. 

The  Windsor,  Essex  &  Lake  Shore 
Rapid  Ry.  has  bought  two  interurban 
passenger  cars,  and  one  combination  car, 
used  formerly  by  the  Richmond-Ashland 
Ry.  Co.,  Richmond,  Va.  The  following 
are  the  principal  dimensions, — length 
over  all,  58  ft.;  length  of  passenger  com- 
partment, 34  ft.;  length  of  smoking  com- 
partment, 10  ft.  The  cars  have  been 
used  very  little  and  are  in  excellent  con- 
dition. The  combination  one  has  a  pas- 
senger -compartment  10  ft.  long,  with 
side  doors  on  each  side,  6  ft.  3  in.  x  5  ft. 
wide.  They  are  fitted  with  G.E.  straight 
and  automatic  air  brakes. 

The  Toronto  Suburban  Ry.  has  receiv- 
ed 2  freight  express  cars  from  Preston 
Car  &  Coach  Co.,  for  its  Toronto-Guelph 
line.  They  are  equipped  with  four  240A 
Canadian  General  Electric  motors  650- 
1500  volts,  and  have  the  following  dimen- 
sions,— length  over  buffers,  51  ft.  8  in.; 
length  over  vestibule,  50  ft.;  projection 
of  buffers,  10  in.;  radius  of  buffers,  5  ft. 
8  in.;  width  over  sheathing  9  ft  IVa  in.; 
width  over  sills  9  ft.;  width  over  all,  9 
ft.  4V2  in.;  height,  rail  to  under  side  of 
sill,  3  ft.  8  in.;  height,  floor  to  roof,  7  ft. 
IOV2  in.;  height,  rail  to  top  of  running 
board,  12  ft.  6  in.;  height,  rail  to  center 
of  drawbar,  2  ft.  IOV2  in. 


The  Detroit  United  Rys.,  in  an  amend- 
ment to  its  bill  in  the  traction  fare  case 
pending  in  the  Circuit  Court,  gave  no- 
tice July  1  that  it  will  establish  8c.  cash 
fares  or  7  tickets  for  50c.  on  all  non- 
franchise  lines,  Aug.  1. 


(  ANAUIAN  KAILWAV  AND  MARINK  WORLD 


August.   1920. 


KIcctric     Railway     rinanci-.    Mect- 
inKS,  Etc. 

HriltHh  (olumhia  KIrrtrir  It) .  and  ullii-d 
■  iHiMinicii:-- 

U  m...    1        11  m.~.  lo 
.      11. 

i.roM  I'lt.OOl       f'  '>M 

-.rt  17:.«»'<       11  '   '  ■  •      1  :.'«.oij 

I'alKar)     Municipal    Ky. — A    .ntctcment 
howiiiK  till    I.  -ii!t«  of  (>|u'riiti(>n  for  the 
.tix  mm  Uino  :Ul  is  rt-portod  to 

have  I  •  If  the  ("alttary,  Alta., 

City  (  ■  '   .  .Inly  l.'i.     Foliowinjr 

lire  the  (Jiiiuipul  I'lcures  K'ven,  compared 
with  those  for  the  fame  period  of  1919. 

1D20.  1919. 

Kr«rnur>     .     .  I4:.0.4!;«.S!)        taS9.14B.U 

Ktprnilllurt^  4f;:..l>:t9.Ill  36II.696.S9 


D.-flfil         .  li:..1H4.K0 

MllniKr    l..'.M.39r. 

PuM-nicrn   rarrifd    9.I60.92.'< 

K<-vrnu<>    prr   rar    milr 27.llk. 

Oprnitinff  rxp^n^r*  ptrrar 

mll»        .  23.6c. 

Capo  llrelon   Klectric  Co: — 


t9.K51.2S 

1.404.aSl 

T.3S6.520 

24.5c. 


.  u.    r.  I 


ripvnin  42.194 


May  31, 

1919 
$230.9ar. 


May  31. 

May  1919        1920 

t46.3AI       I236.66.S 

3S.4.-.0         211.010         17.1.182 

T.901  25.6.'..-i  Rr..723 

Montreal  Tramways  Co. — The  direc- 
i.^rs  have  authorized  the  payment  of  a 
ilividend  uf  $'2.ii0  a  share  on  the  common 
.itock  for  the  i|uarter  ended  June  30.  This 
is  the  third  regular  dividend  on  common 
stock  since  the  company  resumed  paying 
dividends  at  the  bcginninK  of  this  year. 
In  addition  to  this  the  company  ha.«  paid 
three  deferred  dividends  amountinK  to 
T'i'V .  and  it  is  expected  that  further  pay- 
ments on  account  of  deferred  dividends 
will  be  made  shortly. 

Toronto  Civic  Railway. — 

May'    '.    '.    """""~!!""™!Z"! 
Juni-    

1K.3S3.846  S2n8.167 

Durinp  the  same  period  in  1919,  the 
number  of  passengers  carried  was  12,- 
004,9.=>4,  and  total  receipts  $202,260. 

Toronto  Railwav. — 

1920     '  1919 

City  City 

K«*c4MptA    prrcentaKe  Receipts  percentase 

Jan.        3     ti:.2.K0     tllO.9.10  %    .188.928      $  88.339 

Feb.             .'.?.-.. 861        119.172  645.771         96.568 

.Mar.            74.1.706       149.141  615.526       128.105 

Apr.            653.340       130.668  600,231       120.046 

May             641.458       132.892  620.068       124.014 

June           544.833        10S.966  431.082.        86.217 


PaMenirers. 

Receipts. 

2.493.2!'« 

$41,989 

2.834.431 

39.331 

2.700.264 

45.434 

2.622.993 

43.814 

2.678.059 

45.378 

2.524.803 

42,221 

IS.S.IS.IIS      $7.11.789  t3.40t.601      J638.284 

Toronto   Ry..   Toronto  &   York   Radial 

Ry.  and  allied  companies: — 

May  31.       May  81, 

5  moA.  ti>  5  moa.  to 

May  1920     May  1919       1920  1919 

Grou         11.206.930  }1.032.717   {5.918.509  $5,290,599 

Eiprnm        794.4.10         624.113      3.893,1.82  3.100.256 

Net  412.480         408,604      2.021.327  2.190,343 

Winnipeg  Electric  Ry.  and  allied  com- 
panies:— 

5  mo«.  to  5  men.  to 

May  81.   May  81, 

May  1920  May  1919   1920     1919 

r,r<»«     $401,742   $218,191  $2,237,012  $1,762,025 

K.xp.-n.e.   293.671    198.092   1.679.105  1.310.682 

.Net        111.071     .10.099    557.947    451.343 

WinnipeR  Electric  Ky.  Co. — A  special 
general  meeting  of  shareholders  was  call- 
ed to  be  held  in  Winnipeg  July  27  to 
ratify  a  bylaw  amending  a  bylaw  au- 
thorizing the  issue  of  $."$,000,000  of  T^l- 
cumulative  preference  stock,  which  was 
approved  by  the  sharchcdders  May  20. 
The  new  bylaw  provides  for  the  payment 
of  the  dividend  of  7'"f  in  quarterly  in- 
stalments instead  of  half  yearly.  The 
-hareholders  were  also  to  be  asked  to 
.-anction  a  bylaw  repealing  the  bylaw  nu- 


thcirizing  the  iaaue  of  paid  up  common 
"(ock  aa  a  bonun  in  connection  with  the 
>ale  of  the  preference  utiM-k;  and  aUo  to 
pa88  a  renolution  authiirizing  the  dircc- 
torn  to  dispose  of  the  preference  stock 
for  such  price  and  on  such  terms  an  they 
may   think  advisable. 

Mainly    .\bout   Electric   Railway 
People. 

.Sir  .Vdniii  lierk,  (hairiiian,  Hydro  Klec- 
tric Tower  Commission  of  Ontario,  was 
nominated  by  the  Toronto  Board  of  Con-, 
trcd,  on  July  7,  as  arbitrator,  to  repre- 
sent the  city,  in  connection  with  the  tak- 
ing over  of  the  Toronto  Ry.  in   1921. 

W.  H.  lireithaupt.  President,  Welling- 
ton-Waterloo Ky..  Kitchener,  Ont.,  has 
been  re-elected  Chairman  of  the  Kitchen- 
er City  Planning  Commission  for  a  third 
year. 

H.  I,.  Kroinstrome  has  been  appointed 
Accountant.  Levis  County  Ry.,  succeed- 
ing H.  S.  C.  Moffatt,  resigned  to  take  a 
position  in  Sherbrooke,  Que. 

W.  G.  .Murrin,  Assistant  General  Man- 
ager, British  Columbia  Electric  Ry.,  was 
expected  to  sail  from  England  on  July  7. 
and  to  reach  Vancouver  before  the  end 
of  July. 

C.  I'.  Peeling,  who  resigned  his  posi- 
tion as  Manager,  Cornwall  Street  Ry., 
Light  &  Power  Co.,  Cornwall,  Ont.,  a 
few  months  ago,  to  enter  the  Illinois 
Traction  Co.'s  engineering  department's 
service  at  Peoria,  Illinois,  has  been  ap- 
pointed Superintendent,  Palmetto  Power 
&  Light  Co.,  at  Florence,  South  Caro- 
lina. 

Hon.  J.  L.  Perron,  K.C.,  one  of  the 
Montreal  Tramways  Co.'s  counsel,  and 
who  is  a  member  of  the  Quebec  Legisla- 
tive Council,  has  been  appointed  a  mem- 
ber of  the  Quebec  Government,  without 
portfolio. 

Lt.  Col.  G.  C.  Royce,  General  Manager, 
Toronto  Suburban  Ry.,  and  family,  are 
spending  some  time  in  Muskoka. 


Telegraph, 


Telephone  and  Cable 
.Matters. 


London  Street  Railway  Fare.>; 
Wages  Situation. 


and 


A  report  of  the  London  St.  Ry.'s  oper- 
ation for  June  has  been  submitted  to  the 
London  City  Council's  street  railway 
committee  by  C.  B.  King,  the  company's 
manager,  who  is  managing  the  line  un- 
der the  Ontario  Railway  and  Municipal 
Board.  A  press  report  states  that  the 
receipts  were  not  up  to  expectations, 
and  that  there  is  no  probability  that  the 
men  will  be  paid  any  advance  on  the 
48c.  an  hour  rate,  on  which  they  con- 
sented to  operate  the  line  for  two  months. 
It  is  also  stated  that  it  is  doubtful  whe- 
ther that  rate  can  be  maintained  with 
the  existing  fare  and  service  of  cars. 

The  situation  as  to  service,  fares  and 
the  future  of  the  railway  is  being  dis- 
cussed generally,  but  with  no  definite 
conclusion  in  sight.  It  is  stated  that  the 
Ontario  Railway  and  Municipal  Board 
in  its  management  of  the  line  is  disre- 
garding the  bylaw  in  regard  to  cars,  etc. 
The  men  want  52c.  an  hour,  and  it  is 
stated  that  there  will  be  no  improve- 
ments made  in  the  service  until  the  men 
are  paid  at  that  rate.  The  city  council 
will  not  meet  again  until  September  and 
it  is  added  that  arrangements  may  be 
made  to  have  a  vote  taken  in  October 
on  the  fare  question,  but  at  any  rate  there 
will  be  (|uestions  submitted  to  the  rate- 
payers at  the  municipal  elections  on  Jan. 
1.  1921,  on  the  fare  situation,  as  well  as 
the  purchase  of  the  line. 


1).  It.  Ilunnu,  I're.Hidcnt,  Canadian  Na- 
tional Kys.,  ban  lioen  elected  a  director 
of  the  Dominion  Telegraph  Co.,  succetid- 
ing   Ur.  C.   O'Reilly,  deceased. 

The  estimateR  passed  at  the  Dominion 
Parliament's  recent  nession  provide  under 
"Public  works,  chargeable  to  income," 
$17,.'iU0  for  purchase  of  submarine  cable. 
The  Western  Union  Telegraph  Co.  is  lay- 
ing 1.10  miles  of  cable  between  Placentia, 
Nfld.,  and  St.  Pierre,  .Miquelon,  with  the 
cable  ."teamship  Lord  Kelvin.  This  will 
give  an  additional  cable  connection  be- 
tween  these  two  points. 

The  board  of  conciliation  appointed  to 
deal  with  the  dispute  between  the  C.P.R. 
and  its  telegraph  operators  consists  of 
County  .ludge  R.  D.  Gunn,  Ottawa,  chair- 
man; F.  H.  Phippen,  K.C.,  Toronto,  rep- 
resenting the  company,  and  J.  T.  Gunn, 
Toronto,  on  behalf  of  the  men.  The  op- 
erators demand  an  increase  of  25*^1  in 
wages. 

The  Telephone  Pioneers  of  America 
will  hold  their  annual  convention  at 
Montreal,  Sept.  10  and  11,  this  being  the 
seventh  meeting  of  the  association  since 
its  formation.  A  party  will  leave  New- 
York  Sept.  8,  and  travel  by  way  of  Al- 
bany, Clayton,  Thousand  Island,  St.  Law- 
rence River  and  Lachine  Rapids,  and 
v^-ill  make  the  return  trip  through  Lake 
George. 

The  Old  Time  Telegraphers'  and  His- 
torical .Association  entertainment  com- 
mittee has  arrange<l  the  following  ten- 
tative programme  for  the  annual  reun- 
ion, which  will  be  held  at  Toronto,  Aug. 
:i\.  Sept.  1  and  2: — Aug.  31,  business 
meeting,  luncheon,  automobile  driv^ 
round  the  city,  visit  to  Canadian  Na- 
tional Exhibition,  including  performance 
before  grand  stand,  with  the  pageant 
The  Empire  Triumphant;  Sept.  1,  boat 
trip  to  Queenston,  thence  by  Gorge  Route 
to  Niagara  Falls;  Sept.  2,  visit  to  Cana- 
dian National  Exhibition,  dinner  at  King 
Edward  Hotel. 


Telegraph   and  Telephone   Line 
Estimates. 


The  further  supplementary  estimates 
for  the  year  ending  Mar.  31,  1921,  passed 
at  the  Dominion  Parliament's  recent  ses- 
sion, contain  the  following  items: — 

Teleirraph  and  telephones  line*,  ven- 
erally,  repairs,  repolinir,  shifting  and 
completion  of  lines  under  construc- 
tion         $:.o.ooo 

Lantl  antt  cable  teletrraph  ltne«.  Lxiwer 
St,  Ijiwrence  and  Maritime  Provinces, 
incluiltntc  workini;  expense*  of  ves»eU 
rwiuired     for     cable     ser\*ice.     further 

amount    rrquired    13,900 

Alberta,    further    amount    required    12,600 

BritiKh  Columbia.  Vancouver  Island  Dis- 
trict,   further   amount    required    8,000 

Britinh      Columbia,      mainland,      further 

amount     required     ,     7.000 

Sa.4katchewan.    further  amount  required  T.100 

Yukon   system,   further  amount   required  12.000 


Toronto  Transportation  Commission. — 
The  Toronto  City  Board  of  Control  on 
July  21  nominated,  for  consideration  by 
the  City  Council,  the  following  to  be 
members  of  the  commission  to  take  over 
the  Toronto  Ry.  in  1921  and  manage  it: 
P.  W.  Ellis,  wholesale  jeweller.  President 
Toronto  Hydro  Electric  Commission  and 
Chairman  Queen  Victoria,  Niagara  Falls 
Park  Commission:  Fred.  Miller,  of  Ro- 
ger Miller  &  Sons,  harbor  contractors, 
Toronto;  and  Geo.  Wright,  hotel  proprie- 
tor, who  is  a  member  of  the  Toronto 
Hydro  Electric  Commission. 


August,  1920. 


453 


Marine  Department 

Canadian  Government  Merchant  Marine,  Ltd.,  Shipbuilding,  Operation,  Etc. 


Ste«l  Plates  for  Shipbuilding. — The  es- 
timates passed  at  the  Dominion  Parlia- 
ment's recent  session  contain  $500,000, 
amount  i-equired  in  connection  with  con- 
tract made  by  the  Marine  Department 
with  the  Dominion  Iron  &  Steel  Co.  for 
delivery  of  steel  plates. 

Launching  of  Steamships. — Since  Can- 
adian Railway  and  Marine  World  for 
July  was  issued,  we  have  been  advised 
of  the  following  launchings  of  steel  car- 
go steamships  for  Canadian  Government 
Merchant  Marine: — 

June  26,  s.s.  Canadian  Carrier;  Marine 
Department  contract  3o;  builder's  yard 
no.  44;  approximately  4,350  d.w.  tons; 
Port  Arthur  Shipbuilding  Co.,  Port  Ar- 
thur, Ont. 

June  29,  s.s.  Canadian  Winner;  Marine 
Department  contract  29;  builder's  yard 
no.  1;  approximately  8,390  d.w.  tons; 
Harbour  Marine   Co.,  Victoria,   B.C. 

July  27,  s.s.  Canadian  Conqueror;  Ma- 
rine Department  contract  51;  builder's 
yard  no.  78;  approximately  8,390  d.w. 
tons,  Canadian   Vickers  Ltd.,   Montreal. 

The  aft  section  of  s.s.  Canadian  Squat- 
ter, Marine  Department  contract  45; 
builder's  yard  no.  5;  approximately  4,575 
d.w.  tons,  was  launched,  July  20,  by  Bri- 
tish American  Shipbuilding  Co.,  Welland, 
Ont.,  and  we  were  advised  that  the  for- 
ward section  would  be  launched  about  a 
week  later.  The  two  sections  will  be 
towed  to  Montreal,  and  joined  together 
at  Canadian  Vickers  Ltd.  plant. 

Deliveries  of  Steamships. — In  addition 
to  the  steamships  mentione<l  in  Canadian 
Railway  and  Marine  World  previously, 
the  following  deliveries  have  been  made 
to  Canadian  Government  Merchant  Ma- 
rine:— 

June  24,  s.s.  Canadian  Trapper;  Ma- 
rine Department  contract  17;  builder's 
yard  no.  459;  approximately  5,100  d.w. 
tons,  Davie  Shipbuilding  &  Repairing 
Co.,  Lauzon,  Que.  This  ship  loaded  a 
general  cargo  at  Montreal  and  sailed 
from  there  June  30  for  London,  Eng. 

July  11,  s.s.  Canadian  Rancher;  Ma- 
rine Department  contract  14;  builder's 
yard  no.  6;  approximately  5,100  d.w. 
tons.  Tidewater  Shipbuilders  Ltd.,  Three 
Rivers,  Que.  This  ship  was  tentatively 
taken  over  by  the  Marine  Depai'tmeht 
Dec.  27,  1919,  but  not  fully  accepted,  as 
there  were  a  number  of  things  to  be 
completed.  She  was  transferred  to  Can- 
adian Government  Merchant  Marine  on 
July  11,  loaded  general  cargo  at  Mont- 
real and  sailed  for  the  United  Kingdom 
on  July  16. 

.Appointments  of  Officials. — ^B.  C.  Kel- 
ley  has  been  appointed  General  Agent, 
Canadian  Government  Merchant  Marine 
Ltd.,  and  is  in  charge  of  its  office  at  Van- 
couver, B.C.  W.  B.  Finglass  has  been 
appointed  Assistant  Marine  Superinten- 
dent, and  Thos.  Louden  has  been  ap- 
pointed Assistant  Superintendent  Engi- 
neer. They  all  have  their  offices  in  suite 
110,  Canadian  National  Rys.  station, 
Vancouver. 

Officers  of  Steamships. — The  following 
masters  have  been  appointed  to  steam- 
ships by  Canadian  Government  Merchant 
Marine  Ltd.  since  those  mentioned  in  our 
last  issue: — Canadian  Gunner,  Capt.  C. 
Wallace,  vice  Capt.  R.  G.  Hunter;  Cana- 
dian Miner,  Capt.  A.  Blouin,  vice  Capt. 
M.    Eraser,    resigned;     Canadian    Trap- 


per, Capt.  J.  E.  Faulkner;  Canadian 
Rancher,  Capt.  H.  T.  M.  Leonard,  vice 
Capt.  M.  Robertson;  Canadian  Voyageur, 
Capt.  A.  E.  Sprosen,  vice  Capt.  J.  D. 
Mackenzie,  I'esigned.  Engineers  have 
also  been  appointed  as  follows: — Cana- 
dian Exporter,  H.  J.  Robinson;  Canadian 
Prospector,  T.  A.  Porter;  Canadian  Sail- 
or, B.  Miller;  Canadian  Otter,  W.  Tough; 
Canadian  Ranger,  W.  Harrison;  Cana- 
dian Victor,  W.  D.  McGregor;  Canadian 
Observer,  J.   Davies. 

The  s.s.  Canadian  Recruit,  which  went 
ashore  on  Vache  Reef,  near  the  mouth  of 
the  Saguenay  River,  Dec.  20,  1919,  and 
which  was  subsequently  abandoned  to 
the  underwriters,  was  refloated  July  17, 
and  towed  to  Tadousac  Bay,  and  thence 
to  Lauzon,  where  she  will  be  docked  and 
examined,  and  probably  repaired  by  the 
Davie  Shipbuilding  &  Repairing  Co.  The 


Dominion  Marine  Association. 

President,  A.  E.  Mathews,  Managin?  Di- 
rector. Mathews  Steamship  Co.,  Toronto. 

First  Vice  President.  H.  W.  Cowan,  Di- 
rector of  Operation,  Canada  Steamship 
Lines,    Montreal. 

Second  Vice  President.  A.  A.  Larocque, 
President.  Sincennes  -  McNaughton  Line, 
Montreal. 

Executive  Committee.  E.  H.  Beazley, 
Union  Steamship  Co.  of  British  Columbia. 
Vancouver ;  W.  E.  Burke.  Canada  Steam- 
ship Lines,  Montreal :  T.  R.  Enderby, 
Montreal  Transportation  Co.,  Montreal ; 
L.  Henderson,  Montreal  Transportation 
Co..  Montreal  :  W.  J.  McCormack,  AlKoma 
Central  Steamship  Line,  Sault  Ste.  Marie, 
Ont.:  G.  J  Madden,  George  Hall  Coal  Co. 
of  Canada,  Montreal ;  E.  W.  Oliver, 
Niagara.  St.  Catharines  &  Toronto  Navi- 
Kation  Co.,  Toronto  :  W.  H.  Smith,  Ontario 
Car  Ferry  Co.,  Montreal ;  J.  F.  Sowards. 
Sowards  Coal  Co.,  KinKston.  Ont.;  J.  F. 
M.  Stewart,  Point  Anne  Quarries  Ltd., 
Toronto:  Jno.  Waller,  Keystone  Transpor- 
tation Co.,  Montreal ;  Lome  C.  Webster, 
Webster  Steamship  Co.,  Montreal :  J. 
Wilkie.  Imperial  Oil  Ltd..  Toronto;  A.  A. 
Wrisht,   honorary  member,   Toronto. 

General  Counsel,  Francis  King;,  M.A., 
Kingston.    Ont. 


salving  of  the  ship  was  undertaken  by 
the  General  Wrecking  Co.  and  the  Que- 
bec Wrecking  &  Salvage  Co.,  and  it  was 
accomplished  by  the  use  of  compressed 
air.  The  damage  is  stated  to  be  consid- 
erable. The  Canadian  Recruit,  which  is 
of  3,964  d.w.  tons,  was  built  by  Colling- 
wood  Shipbuilding  Co.,  Collingwood,  Ont., 
in  1919.  She  sailed  from  Montreal,  Dec. 
8,  with  a  general  cargo  for  Kingston, 
Jamaica,  and  Havana,  Cuba,  and  experi- 
enced serious  trouble  with  ice,  after  pass- 
ing Crane  Island,  on  Dec.  16,  and  lost 
her  rudder,  and  eventually  drifted  with 
the  ice  and  went  on  the  Vache  Reef,  Dec. 
20. 

British  .\merican  Shipbuilding  Co., 
Welland,  Ont. — As  stated  previously  in 
Canadian  Railway  and  Marine  World, 
the  s.s.  Canadian  Otter;  Marine  Depart- 
ment contract  44;  builder's  yard  no.  4; 
approximately  4,575  d.w.  tons,  was 
launched  in  two  sections,  the  aft  section 
on  Mar.  25,  and  the  forward  section 
.A,pril    13.      The    two   sections    left   Wel- 


land June  24  and  June  26  respectively, 
in  tow  of  the  tugs  Cross  and  Schofield, 
which  took  them  through  the  Welland 
Canal.  They  left  Port  Dalhousie,  June 
27  and  28  respectively,  being  towed  by 
the  Sincennes-McXaughton  Line's  tugs 
Macsinco  and  Muscalonge,  and  arrived  at 
Montreal  July  5,  where  they  will  be  join- 
ed together  at  Canadian  Vickers  Ltd. 
plant. 

The  British  American  Shipbuilding  Co. 
launched  the  aft  section  of  s.s.  Canadian 
Squatter;  Marine  Department  contract 
45;  builder's  yard  no.  5;  approximately 
4,575  d.w.  tons,  July  20,  and  expected  to 
launch  the  forward  section  about  a  week 
later.  The  two  sections  will  be  towed 
to  Montreal  and  joined  together  at  Cana- 
dian Vickers  Ltd.  plant. 

Canadian  Vickers  Ltd.,  Montreal, 
launched  the  s.s.  Canadian  Conqueror; 
Marine  Department  contract  61;  build- 
er's yard  no.  78;  approximately  8,390  d. 
w.  tons,  on  July  27,  the  christening  be- 
ing performed  by  Mrs.  A.  R.  Gilham, 
wife  of  the  Managing   Director. 

Davie  Shipbuilding  &  Repairing  Co., 
Lauzon,  Que.,  delivered  the  s.s.  Cana- 
dian Trapper;  Marine  Department  con- 
tract 17;  builder's  yard  no.  459;  approxi- 
mately 5,100  d.w.  tons;  to  the  Marine 
Department,  and  she  was  transferred  to 
Canadian  Government  Merchant  Marine, 
for  operation,  on  June  24.  The  keel  of 
this  ship  was  laid  Mar.  11,  1919,  and 
she  was  launched  Oct.  9,  1919. 

The  Davie  Shipbuilding  &  Repairing 
Co.  advised  us  July  16,  that  the  s.s.  Can- 
adian Hunter;  Marine  Department  con- 
tract 18;  builder's  yard  no.  460;  approxi- 
mately 5,100  d.w.  tons;  had  made  a  trip 
from  Three  Rivers  to  Quebec,  under  her 
own  steam,  and  was  being  cleaned  up, 
and  painted,  preparatory  to  delivery  to 
the  Marine  Department. 

Dominion  Shipbuilding  &  Repair  Co., 
Toronto,  which  is  building  two  steel  car- 
go steamships  for  Canadian  Government 
Merchant  Marine,  viz.,  Canadian  Path- 
finder and  Canadian  Engineer,  each  ap- 
proximately 3,500  d.w.  tons,  advised  us 
recently  that  it  expected  to  launch  them 
in   August  and   September  respectively. 

Harbour  Marine  Co.,  Victoria,  B.C., 
launched  the  s.s.  Canadian  Winner,  Ma- 
rine Department  contract,  29;  builder's 
yard  no.  1;  approximately  8,390  d.w.  tons, 
for  Canadian  Government  Merchant  Ma- 
rine Ltd.,  on  June  29,  the  christening  be- 
ing performed  by  Mrs.  S.  F.  Tolmie,  wife 
of  the  Dominion  Minister  of  Agriculture. 
This  is  the  first  steel  freight  steamship 
of  this  tonnage  to  be  built  at  Victoria, 
and  is  one  of  two  under  contract  with 
this  company  for  Canadian  Government 
Merchant  Marine.  The  contract  was 
signed  Jan.  24,  and  the  keel  laid  July  14, 
1919,  The  second  ship,  to  be  named  Can- 
adian Traveller,  is  under  way,  the  keel 
having  been  laid  Aug.  9,  1919.  The  gen- 
eral dimensions  are, — length  over  all,  413 
ft.  1  in,;  length  b.p.,  400  ft.;  breadth 
moulded,  52  ft.;  depth  moulded,  31  ft.; 
draft  when  loaded,  25  ft.  1  in.  They  are 
of  the  two  deck  type,  with  poop,  bridge 
and  forecastle  and  are  equipped  with 
triple  expansion  engines  having  cylinders 
27,  44  and  73  in,  diar.  by  48  in.  stroke, 
3,000  i.h.p.,  supplied  with  steam  by  3 
single   ended    boilers,   each    15y2    x   llVi 


CANADIAN  RAILWAY  AND  MARINK  WORLD 


Aujrust,  1920. 


«  nil  :i  iiirniiiTx  with 

-  "il.  ft.,  anil  a  hcntinir 

'i.   ft.     Tht-   dhipii   Hn- 

■.It!    l.lc.vir*   claitRiHrAtion,   for   n 

under   full   load,   of    11    knot*   nii 

<■».,    which     in     alsii 
Miilinn  Triivc'lU'r;  Ma- 
■  ntmrt    '!0:    huildcr'ii 
yiii.l  I  ..    .',  .1  '  'i.w.  tons, 

for  Canailiii)  hant   Ma- 

rine  Ltd.,   ni:  that   con- 

struc-tion    wn--     pioj-n      hk     very    favor- 
ably. 

Nova  Srotia  Sloi-I  &  Coal  Co.,  New 
(ila.sifow,  N.S.—  In  the  list  of  orders  for 
.Hteel  rareo  strnmships  ^iven  by  the  Do- 
minion Government,  which  appears  on 
another  paire  of  this  issue,  this  company 


Wellnnd  and  St.  Lnwrence  runals.  in 
.•ectiiins,  and  rejoined  at  Montreal  or 
QurliiT,  the  ('<ini|>any's  cnntract  fn-inir  to 
deliver  her  at  one  of  those  ports.  Iler 
dimensions  are.-  lencth  overall,  MHii  ft.; 
beam,  44  ft.:  <lepth,  2r>  ft.  She  in  built 
with  'tw«-<-n  decks,  with  poop,  bridge  and 
forecastle  and  her  propellinu  machinery 
consists  of  a  triple  expansion,  surface 
condensinK  engine,  with  cylinders  U.'?,  36 
and  r>:<  in.  diar.  by  42  in.  stroke,  desii;ned 
to  develop  from  "1,7.50  to  2,000  h.p.  for  a 
speed  of  11  knots  an  hour.  Steam  is  sup- 
plied by  2  Scotch  boilers,  each  l."!  x  11 
ft.,  under  llowden's  forced  draft,  at  a 
working   pressure  of   IHO  lb. 

I'rincr  Ituport  Drydork  &  EnKineeriniE 
Co.,  Prince  Rupert,  B.C.,  which  is  build- 
injr   two   steel   carpo   steamships   of   ap- 


SUanikhtp  Canadian    Proaprrlor.  Canadian   Covrrnm 
tona.  built  br  J.  Couchlan  &  Son,   Vancoavrr.  B 

is  shown  as  havinir  Marine  Department 
contract  .59,  for  a  ship  of  approximately 
2,800  d.w.  tons.  The  keel  for  this  ship 
was  laid  May  4,  and  if  is  expected  to 
complete  her  in  November,  but  we  were 
advised  .luly  ^'^  that  no  contract  had 
been   signed   up   to   that   date. 

Tort  Arthur  Shipbuilding  Co.,  Port  Ar- 
thur, Ont.,  launched  the  s.s.  Canadian 
Carrier;  Marine  Department  contract  'V.i; 
builder's  yard  no.  44;  approximately  4,- 
'ATtO  cl.w.  tons,  for  Canadian  Government 
Merchant  Murine  Ltd.,  ,hine  2t>,  the 
fhristenintr  beinjr  performed  by  Mrs.  .1. 
W.  Wolvin.of  Port  Arthur.  When  complet- 
•  il  the  ship  will  take  a  full  cartfo  of  irrain 
:  rom  Port  .Arthur  to  Buffalo,  where  she 
will    be    cut    in    two,    taken    through    the 


nt  Mrrrhant   Marinr  Ltd..  approiimatflr  8.390  d.w. 
:.,  loadinc  at   (otrrnmrnt   wharf,  for   Auitralia. 

proximately  8,300  d.w.  tons,  for  Cana- 
dian (lovernment  Merchant  Marine  Ltd., 
viz.,  Canadian  Reaper,  and  Canadian 
Thrasher,  the  keels  of  which  were  laid 
Sept.  27,  l!tl!>,  and  Oct.  20,  1019,  advises 
us  that  if  expects  to  launch  them  about 
the  end   of  September. 

Tidewater  Shipbuilders  Ltd.,  Three 
Rivers,  Que.,  acivised  us  July  21  that  the 
launchinK  of  the  steel  carfro  steamship 
Canadian  Fisher;  Marine  Department 
contract  !*">;  builder's  yard  no.  7;  ap- 
proximately Ti.lOO  d.w.  tons,  had  been 
delayed,  partly  due  to  lack  of  steel,  but 
principally  to  a  proposal,  by  the  Marine 
Department,  to  chanire  the  upper  struc- 
ture so  as  to  make  the  ship  suitable  for 
c-arryinp  a  limited  number  of  passengers. 


Cnnadinn    I'arific   Ocean   Service's 
s.v.  Montcalm  Launched  at 

i  In  -  -.  .Mcmtcalm,  one  of  lim.-  -i..i::. 
ships  under  construction  at  Glasircw. 
Scotland,  for  Canadian  Paciflc  Ocean 
•Services'  Atlantic  ser\'ice,  was  launched 
there  July  3.  When  completed,  which  is 
expected  to  be  durini;  Feb.,  1921,  she 
will  be  operated  iK-tween  Liverpool,  KnK.. 
and  .Montreal.  She  is  beinK  built  by  John 
Brown  &  Co..  Clydebank,  Scotland,  who 
also  have  under  construction  a  sister 
.ihip  to  be  named  .Metapedia,  and  there 
is  another  ship  of  the  same  type,  to  be 
named  Montmorency,  under  construction 
by  the  Fairfield  Shipbuilding  &■  Fn^i- 
neerint  Co.,  Govan.  Scotland.  The  di- 
mension.'-' of  these  ships  are, — length  b.p. 
.iGC  ft.,  breadth  76  ft.,  depth  .51  >^  ft., 
tonnatre  16,000  pross.  They  are  bcinK 
equipped  to  burn  oil  fuel,  and  for  a  speed 
of  17  knots  an  hour. 

The  ships  are  of  the  two  class  type 
with  accommodation  for  520  cabin  and 
1,.5.50  third  class  passenuers.  They  are 
beinj:  built  to  the  requirements  of  the 
hiphest  class  of  Lloyd's  Retristry  under 
special  survey,  classed  A  100  Al,  with  a 
modified  cruiser  stern  specially  adapted 
to  the  lines  of  the  ship,  adding  strenjrth 
to  the  after  end,  protection  to  the  pro- 
pellers and  steerinp  Rear,  increasing  the 
passenger  deck  accommodation,  and  re- 
ducinif  vibration  to  a  minimum.  There 
will  be  two  funnels  and  two  pole  masts 
ripsred  as  a  fore  and  aft  schooner.  There 
will  also  be  the  most  modern  systems  of 
venfilatinp  and  heatinp,  electrically 
equipped  mechanical  appliances,  electric 
stoerinjr  control,  wireless  telepraph, 
Sperry  jryro  compass,  and  an  emergency 
30  ft.  motor  boat  in  addition  to  the  maxi- 
mum  requirements   for  life  boats. 

The  cabin  dining  room  is  arranged  on 
the  upper  deck  to  ensure  the  least  pos- 
sible sense  of  motion,  and  will  have  seat- 
ing accommodation  for  over  .300  persons. 
The  lounge,  writing  room  and  card  room 
are  located  on  the  promenade  deck,  as 
also  are  the  drawing  room,  smoke  room 
and  children's  room.  A  gymnasium  is 
arranged  on  the  bridge  deck,  where  there 
is  a  dark  room  for  the  convenience  of 
photographers.  The  third  class  passen- 
ger accommodation  includes  lounges  and 
smoke  rooms,  forward  and  aft  on  the 
bridge  and  shelter  decks,  and  a  large 
dining  room  of  three  compartments  on 
the  upper  deck  aft,  wiith  ample  dining 
space  on  the  shelter  deck  forward.  The 
third  class  cabins  are  to  be  arranged  for 
two.   four  and   six   passengers. 


Marine   Public  Works  Contracts. — The 

fcillciwing  contracts  have  been  awarde<l 
by  the  Dominion  Public  Works  Depart- 
iiienf:  June  2,  dredging  on  three  shoals. 
Goodfellow  bar  and  Cassilis  I.jiwlors 
shore.  Northwest  .Miramichi  River,  N.B., 
to  Miramichi  Dredcing  Co.,  Newcastle, 
N.B.,  class  B,  .54''V4C.  a  cub.  yd.  scow- 
measure;  June  26.  construction  of  wharf 
and  warehouse  at  Kairawcnig,  Manitou- 
lin  Island,  Ont.,  to  McNamara  Bros,  and 
Thornton,  Sault  Ste.  Marie,  Ont.,  unit 
prices. 

Shiphullding  Materials  Exempt  from 
Taxation. — The  Inland  Revenue  Depart- 
ment holds  that  material  for  the  con- 
struction of  ships  licensed  to  engage  in 
Canadian  coasting  trade  is  not  liable  to 
the  I'r  or  2'^;  tax  imposed  by  the  .Act 
to  amend  the  Special  War  Revenue  Act. 
191.5,  passed  at  the  Dominion  Parlia- 
ment's  recent    session. 


August,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


455 


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CANADIAN  RAII.W  AV  AND  MAKINK  WORLD 


AuKu.Ht.  1920. 


Canadian  I*arific  Ocean  Services  s.s. 
Canada. 


KmpreSS    of  imperial  Shippinx  Committee. 


The  Uunchinr  uf  thin  xtvam.ihip  for 
tl.i  ("I'ns  tiiiii.o-Parilic  si-rvicc,  hiis 
17.  lit  GlnsKow.  So»l- 
■  1.1  for  hiiildmc  this 
II  111.-  KairlirUI  Ship- 
lni.:i:;i.^    >N.    I  i   ,..    in    I'.tlti.   but 

thirr   uns   u-  .  lay   in   pruci-i'd- 

inir  with  (hi-  i.iint  i>f  the  war 

nnd  it!i  afti-r  i;riil>.  The  christeninjr 
will  lir  |HTfiirnii><l  b.v  Mrs.  G.  M.  Bos- 
wi>rth.  wife  i>f  the  Chnirmnn.  CM'.O.S., 
.Monlreal,  whu  !.aili'il  from  Canada  hy  the 
S..-1.  \Ktorian  .Inly  14.  and  Mr.  Hosworth 
will  sail  early  in  .Aujru.st.  On  completion, 
the  .I..*.  Empre.«s  of  Canada  will  proceed 
from  (ilascow  to  Liverpool,  whence  she 
will  iiail  on  a  world  circling  trip,  stop- 
pine  at  numerous  ports,  including  Port 
Said.  Suez.  Bombay.  Colombo,  Singa- 
pore. BatJivia,  Manila.  Yokohama,  etc., 
and  -•'he  is  expected  to  arrive  at  Vancou- 
ver in  June,  Ut21,  after  which  she  will 
I'e  operated  between  Vancouver,  Japan, 
<  hina.  and   Philippine   Islands. 

The  s.s.  Empress  of  Canada  will  pro- 
vced  from  GlasKow  to  Liverpool,  where 
the  cruise  on  a  world  circling  trip  will 
commence  about  Mar.  1.5,  1921,  visitins: 
variou.*  ports  and  allowing  time  for  sight 
seeing  and  shore  excursions.  Visits  will 
be  made  to  the  following  ports:  Gibral- 
tar. Monaco.  Naples,  Port  Said,  Suez, 
Bombay.  Colombo,  Singapore,  Batavia, 
Manila  Hong  Kong,  Shanghai,  Kobe,  Yo- 
kohama, and  thence  to  Vancouver,  the 
fares  for  the  entire  journey  ranging  from 
$l,.iOO  for  a  4  berth  outside  cabin  on  D 
deck  to  J12.600  for  suites.  Fares  up  to 
$2,000  include  $200  accommodation  on 
any  C.P.O.S.  ship  across  the  Atlantic, 
over  $2,000  include  $250  accommodation, 
and  those  desiring  to  travel  by  any  other 
Atlantic  line  on  the  return  journey  will 
be  allowed  SIOO.  The  fares  include  rail- 
way tickets  on  the  .\merican  continent, 
but  not  meals,  or  sleeping  berths,  or  any 
expenses  in  Europe,  or  any  shore  excur- 
."ions.  .^n  allowance  of  $2.t  will  be  made 
for  passengers  joining  the  ship  at  Mo- 
noca  instead  of  Liverpool,  but  their  ex- 
penses to  Monaco  must  be  paid  by  them- 
selves. Those  desiring  to  leav  the  ship 
in  China  or  Japan  may  proceed  in  a  later 
C.P.O.S.  steamship  to  Vancouver  within 
12  months  from  leaving  Liverpool.  The 
Empress  of  Canada  is  expected  arrive 
at  Vancouver  about  June  .'!,  1921,  and  a 
special  train  will  be  run  across  Canada 
for  tho.se  anxious  to  return  to  Europe 
quickly. 

She  is  built  with  cruiser  stern,  and 
with  bilge  keels  of  the  most  recent  type, 
which  will  reduce  rolling  to  a  minimum, 
and  .-he  will  be  equipped  with  turbine 
engines  capable  of  developing  a  speed  of 
22  knots  an  hour,  using  oil  fuel. 

Her  dimensions  are  approximately, — 
length  over  all  1544  ft.,  length  b.p.  625 
ft.,  breadth  77  ft.,  depth  5."?  ft.,  tonnage 
21,000  gross.  Her  construction  will  cm- 
body  all  the  latest  improvements,  and 
special  attention  is  h^'ng  given  to  the 
interior  fittings.  The  first  class  entrance 
and  stairway  amiilship  will  lead  with  a 
wide  double  flight  from  the  entrance  on 
A  deck  down  to  the  dining  room  on  D 
derk.  The  entrance  on  A  deck  will  be 
p;itnilcil  in  wide  and  narrow  alternating 
l>ap.el.<  running  the  full  height  of  the 
deck  and  tinted  in  light  cream.  The  bal- 
ustrades to  the  well  and  staircase  will 
be  of  polished  Honduras  mahogany  of 
Geori'ian  design,  and  the  staircase  will 
liaii    ri  a  wide  sweeping  flight  to  the  af- 


ter end  of  the  dining  saloon.  The  ent- 
rance will  be  linked  up  to  all  the  prin- 
cipal public  rooms  on  A  deck,  with  a  wide 
mid  well  lighted  gallery.  The  cabin  din- 
ing .saloon  on  I>  deck  will  be  approache<l 
by  a  main  .stairway  ot  similar  ciiaracter, 
the  aim  being  to  make  the  room  as  light 
as  possible  and  to  give  it  the  utmost  ap- 
pearance of  height,  by  means  of  long 
vertical  panels.  The  center  portion  will 
be  carried  up  in  a  well  the  full  height  of 
C  deck  and  will  be  bounded  by  an  arcad- 
ed  clerestory.  .At  the  forward  end  of 
the  room  the  whole  of  the  upper  portion 
of  the  bulkhead  will  be  covered  by  a 
large  specially  woven  piece  of  modern 
tapestry.  The  center  raised  portion  of 
the  room  will  be  decorated  to  represent 
the  inner  courtyard  of  an  old  coaching 
inn  of  the  IGth  century,  the  sides  of  the 
well  being  supported  by  massive  oak 
posts,  and  the  whole  will  be  lighted  by 
projecting  oak  oriel  windows  giving  on 
to  passages  on  each  side.  The  open  air 
illusion  will  be  increased  by  painting 
the  ceiling  in  a  sky  eff"ect,  and  by  cover- 
ing the  floor  in  lino  tile  designed  as  stone 
paving.  The  cabin  lounge  will  be  a  paint- 
scheme  in  delicate  and  varied  colors.  By 
discarding  the  use  of  metal  casings,  for 
large  teak  windows,  greater  light  will 
be  obtained  than  usual,  and  the  room  will 
be  well  lighted  from  the  port  and  star- 
board sides,  by  groups  of  large  win- 
dows proportionate  in  size  to  the  area 
of  the  room.  .At  the  forward  end  doors 
will  lead  into  the  card  room  and  writing 
room,  the  former  to  be  panelled  in  French 
walnut  with  veneered  and  quartered  pan- 
els, and  the  latter  furnished  in  the  Wil- 
liam and  Mary  style,  and  panelled  in 
African  black  bean,  a  wood  at  present 
very  little  known  or  used.  The  drawing 
room  will  be  in  Queen  .Anne  style,  pan- 
elled in  mahogany  framing  with  veneered 
panels.  The  center  portions  will  be  con- 
siderably higher  than  the  average,  with 
a  large  flat  circular  bay  on  the  starboard 
side  with  two  recesses  for  writing,  etc. 
The  smoking  room  will  be  Jacobean  in 
character,  panelled  in  oak  with  antique 
finish,  and  surmounted  by  a  fretted  cor- 
nice. The  children's  room  will  be  pan- 
elled in  polished  birchwood,  surmounted 
by  a  pictorial  frieze  illustrating  nursery 
rhymes,  the  ceiling  being  specially  paint- 
ed to  illustrate  the  planetary  system, 
giving  the  names  of  the  various  planets, 
etc. 


Vancouver  Drydock. — A  Vancouver,  B. 
C,  press  dispatch  of  July  21  stated  that 
the  contract  between  the  Dominion  Gov- 
ernment and  J  .Coughlan  &  Sons  Ltd., 
for  building  a  drydock  on  Burrard  In- 
let, had  been  signed,  and  that  work 
would  be  started  within  60  days.  The 
order  in  council  authorizing  this  con- 
tract, and  giving  particulars  of  its  terms, 
was  published  in  Canadian  Railway  and 
Marine  World  for  March,  pg.  156,  and 
some  additional  particulars  were  pub- 
lished in  April,  pg.  211. 

Kingston  Harbor. — Sir  Henry  Drayton. 
Minister  of  Finance,  who  represents 
Kingston,  Ont.,  in  the  House  of  Com- 
mons, is  reported  to  have  written  the 
Kingston  Board  of  Trade  recently,  that 
he  had  been  informed  that  the  Public 
Works  Department  had  authorized  the 
removal  of  approximately  41,533  cu.  yds. 
of  material  to  be  dredged  from  Kingston 
harbor,  and  that  tenders  would  be  called 
for  immediately. 


A  London.  Eng.,  premi  dinpatch  xtateK 
that  the  British  Government  has  app<iint- 
ed  a  committee,  consiHting  of  represen- 
tatives of  (Jreat  Britain  and  the  various 
British  dominions  and  colonies,  to  be 
known  as  the  Imperial  .Shiiiping  Com- 
mittee, and  on  which  Canada  is  repre- 
sented by  Sir  George  H.  I'erley,  High 
Commi-'sioner  in  England,  and  Ncwfound- 
by  Sir  Edgar  R.  Bowring.  The  duties  of 
the  commission  are: — (1)  To  enquire  in- 
to complaints  from  persons  and  bodies 
interested  with  regard  to  ocean  freights, 
facilities,  and  conditions  in  the  inter- 
imperial  trade,  or  questions  of  a  similar 
nature  referred  to  them  by  any  of  the 
nominating  authorities  and  to  report 
their  conclusions  to  the  governments  con- 
cerneil.  (2)  To  survey  the  facilities  fop 
maritime  transportation  by  such  routes 
as  appear  to  tnem  to  be  necessar>'  for 
trade  within  the  empire,  and  to  make 
recommendations  to  the  proper  authority 
for  the  co-ordination  and  improvement  of 
such  facilities  with  regard  to  the  type, 
size,  and  speed  of  ships,  depth  of  water 
in  docks  and  channels,  construction  of 
harbor  works,  and   similar  matters. 

.Junior  Hydrographer  for  Naval 
Service  Department. 


The  Civil  Service  Commission  invites 
applications  for  appointment  as  junior 
hydrographers,  at  an  initial  salar}-  of 
$1,680  a  year,  which  will  be  increased 
upon  recommendation  for  efficient  ser- 
vice at  the  rate  of  S120  a  year  until  a 
maximum  of  $2,040  has  been  reached. 
This  initial  salary  will  be  supplemented 
for  the  present  fiscal  year  by  the  bonus 
provided  by  law.  Duties. — Under  direc- 
tion, to  assist  in  making  surveys  of 
shore  lines  and  sea,  lake,  and  river  bot- 
toms, to  supervise  the  work  of  small 
parties  in  the  field;  and  to  perform  other 
related  work  as  required.  Qualifications. 
— Graduation  in  engineering  from  a 
school  of  applied  science  of  recognized 
standing;  two  years  of  experience  in  hy- 
drographic  survey  work;  tact,  good  judg- 
ment and  ability  to  manage  men;  good 
physical  condition.  Examination. — Sub- 
jects and  weights,  as  follows:  Education 
and  experience,  3;  oral  interview,  if  ne- 
cessary in  the  Commission's  opinion,  1. 
The  only  vacancy  at  present  in  this  class 
is  at  Ottawa,  in  the  Hydrographic  Branch 
Naval    Sei^-ice   Department. 


(tovernment's  Canal  Policy. — The  Na- 
tional Liberal  and  Conservative  Party's 
policy,  announced  at  Ottawa,  July  1,  con- 
tains the  following: — "Such  further  de- 
velopment of  the  existing  canal  systems 
of  Canada  as  is  necessary  to  improve 
navigation  and  cheapen  transportation; 
with  the  additional  object  in  view  of  de- 
veloping the  production  and  use  of  elec- 
trical energy  for  domestic,  agricultural, 
municipal,  industrial  and  railway  pur- 
poses, and  under  such  prudent  regulations 
as  will  thoroughly  safeguard  the  inter- 
ests of  the  people." 

Vancouver  Harbor  Commis.sion  Sal- 
aries.—  .\  Dominion  order  in  council  has 
been  passed,  approving  a  bylaw  passed 
by  Vancouver,  B.C..  Harbor  Commission- 
ers, fixing  the  following  yearly  salaries 
from  Mar.  1,  1920:  Secretary,  $4,500; 
Chief  Engineer,  $4,500;  .Assistant  Chief 
Engineer,  $3,000;  Harbor  Master,  $3,600; 
Port  Warden,  $3,600;  Chief  Accountant, 
$3,000;  Assistant  Chief  .AccounUnt.  $2,- 
400;   Wharf  Superintendent,   $2,400. 


August,  1920. 


457 


General  Shipbuilding  Matters  Throughout  Canada. 


■  Canadian  Allis-Chalmers  Ltd.,  Biidge- 
liurg,  Out. — The  s.s.  North  American, 
which  was  launched  by  this  company  re- 
t  ently,  is  to  be  operated  in  the  coast  ser- 
vice out  of  New  York,  by  the  North 
American  Line.  She  is  of  the  same  type 
of  steel  steamship  as  adopted  by  the 
Imperial  Munitions  Board,  for  3,500  tons 
d.w.,  two  of  which,  viz..  War  Magic  and 
War  Vixen,  were  built  by  this  company. 
Another  ship  of  this  type  is  under  con- 
struction at  Bridgeburjr,  for  coast  opei'- 
ation,  by  the  same  owners. 

Canadian  Vickers  Ltd.,  Montreal.  — 
The  s.s.  Loch  Tay,  completely  recently 
for  Norwegian  interests,  after  running 
her  trial  trips  early  in  July,  took  on  an 
oil  cargo  at  Montreal,  and  sailed  for  Nor- 
way. 

Chester  Basin  Shipbuilding  Co.,  Ches- 
ter Basin,  N.S.,  launched  the  3  masted 
schooner  Mary  L.  Oxner,  200  tons  regis- 
ter, at  the  end  of  June,  for  W.  Duff, 
M.P..  Lunenburg,  N.S.  The  company  has 
another  similar  ship  on  the  stock  for  the 
same  managing  owner  and  it  was  expect- 
ed to  be  ready  for  launching  by  the  end 
of  July. 

J.  Coughlan  &  Sons,  Vancouver,  B.C. — 
The  s.s.  Margaret  Coughlan,  some  de- 
tails of  which  were  given  in  our  last  is- 
sue, and  an  illustration  of  which  is  pub- 
lished in  this  issue,  was  built  by  this 
company  for  Canada  Western  Steamships 
Ltd.,  one  of  its  subsidiaries,  and  sailed 
from  Vancouver,  June  19,  provisioned 
and  ready  for  sea,  for  Chemainus,  Genoa 
Bay,  B.C.,  and  Bellingham,  Wash,  where 
she  loaded  railway  ties  for  Grangemouth, 
Scotland.  This  is  said  to  be  the  first 
ocean  going  steel  freight  steamship  built 
in  Vancouver,  by  a  local  firm,  and  oper- 
ated by  a  Vancouver  company.  She  is 
of  8,800  d.w.  tons  capacity,  and  fitted 
with  Kincaid  engines,  burning  oil  fuel, 
and  dui'ing  her  trials  she  attained  13.69 
knots  an  hour,  with  half  her  propeller 
out  of  the  water,  her  average  on  the  run 
to  her  loading  port,  60  miles,  being  12.23 
knots  an  hour. 

The  s.s.  Indus,  builder's  yard  no.  16, 
which  was  launched  June  30,  has  been 
bocught  by  J.  A.  Sturrock,  on  behalf  of 
the  Sweedish  East  Asiatic  Line,  Goten- 
berg.  Sweden.  She  underwent  her  trial 
trip  July  20,  and  later  proceeded  to  a  U. 
S.  Pacific  port  to  load  flour  and  grain. 
She  is  of  the  same  dimensions,  tonnage, 
etc.,  as  the  s.s.  Margaret  Coughlan,  de- 
tails of  which  were  given  in  our  last  is- 
sue, which  is  illustrated  in  this  issue, 
and  which  was  built  for  Western  Can- 
ada Steamships  Ltd.,  a  subsidiary  of  the 
building  company. 

Dominion  Shipbuilding  &  Repair  Co., 
Toronto,  launched  the  s.s.  Floraba  for 
the  Gulf  Navigation  Co.,  New  Orleans, 
La..  July  7,  the  christening  being  per- 
formed by  Mrs.  G.  Abaunza,  wife  of  that 
company's  President.  The  Floraba  is  a 
sister  ship  of  the  s.s.  Gonzaba,  the  launch- 
ing of  which  was  mentioned  in  our  last 
issue. 

William  Lyall  Shipbuilding  Co.,  which 
operated  a  wooden  shipbuilding  yard  at 
Vancouver,  B.C.,  while  building  vessels 
for  the  British  Government  and  others, 
during  the  war,  has  obtained  judgment 
there  for  §1,343,015,  against  R.  Van 
Hemelrick.  agent  for  the  Belgian  Gov- 
ernment, in  connection  with  an  order  for 
6  five  masted  schooners,  the  purchase  of 
which  was  cancelled  before  delivery  could 
be  made. 


>lidland  Shipbuilding  Co.,  Midland, 
Ont.,  is  building  a  steel  cargo  steamship 
of  the  lake  type,  with  raised  quarter 
deck,  to  British  Corporation's  require- 
ments for  lake  and  ocean  service,  for 
Great  Lakes  Transportation  Co.,  Mid- 
land, Ont.  Her  dimensions  are, — length 
over  all  259  ft.,  length  between  perpen- 
diculars 246  ft.,  breadth  42'2  ft.,  depth 
21  ft.  She  will  be  equipped  with  triple 
expansion  engines,  with  cylinders  18,  30 
and  50  in.  diar.  by  42  in.  stroke,  1,000 
i.h.p.,  built  by  Great  Lakes  Foundry  & 
Machine  Co.,  Midland,  and  supplied  with 


track  bulkheads  will  be  built  up  from  top 
of  the  floor  timbers  to  the  under  side  of 
the  deck,  the  material  used  being  6\4  x 
12  in.  50  ft.  coast  fir,  scarfed  in  the  usual 
way;  floor  timbers  4  x  12  in.  x  36  ft, 
placed  2  ft.  centers.  The  bottom  is  of 
3  X  14  in.  x  50  ft.  planking  running  fore 
and  aft,  and  the  sides  are  stiffened  with 
a  truss  of  5  posts,  supporting  a  top  run 
of  1%  in.  rods,  and  a  deck  lead  of  1% 
in.  rods  between  each  post.  The  estimat- 
ed tonnage  is  450  gross.  The  dimensions 
are,— length  of  deck,  184  ft.;  length  over 
all,  185  ft.  4V4   in.;  beam  at  side  plank- 


Steel    Cargo    Steamship.    Marearet   Coughlan.    approximately   8.800   d.w.    tons,    built    for    Western   Canada 
Steamships  Ltd.,  by  J.  Coughlan  &  Sons,  Vancouver,  B.C. 


steam  by  a  Scotch  boiler  13  ft.  diar.  by 
11  ft.  long,  at  180  lbs.,  built  by  John 
Inglis  Co.,  Toronto.  She  will  have  a 
speed  of  about  10  knots  an  hour,  when 
loaded.  The  keel  was  laid  Mar.  1,  and 
when  she  is  launched,  which  is  expected 
to  be  about  Sept.  1,  she  will  be  named 
Glenclova. 

Nixon  Con.struction  Co.,  Vancouver,  B. 
C. — The  C.P.R.  has  ordered  a  car  barge 
and  steam  tug  from  this  company  for 
service  on  Okanagan  Lake.  The  barge 
will  have  two  tracks,  with  rail  capacity 
for  8  cars,  and  there  will  be  a  steam 
winch  at  the  after  end  between  the  tracks 
for  loading  and  unloading  at  landings 
where  there  is  no  engine  crew  to  do  the 
work.  There  will  be  a  watertight  trans- 
verse bulkhead  about  24  ft.  from  the 
bow    and    the    stern    respectively.      The 


ing  36 ',4  ft.;  beam  at  side  nosing,  37  ft.; 
depth  over  all  at  side,  6  ft.  IIV2  in.; 
crown  of  deck  6  ft. 

The  tug  boat  will  be  of  coast  fir 
throughout,  except  the  heads,  and  it  will 
•  be  sheathed  with  cedar.  The  hull  will 
be  planked  with  2 '2  in.  and  the  ceiling 
with  2  in.  coast  fir.  The  hull  will  be 
salted  and  will  also  be  protected  with 
galvanized  sheets,  16  gauge,  to  enable 
the  boat  to  operate  in  10  in.  of  ice,  should 
it  be  necessary.  The  propelling  machin- 
ery will  consist  of  a  single  set  of  com- 
pound vertical  condensing  type  engines, 
built  by  Poison  Iron  Works,  Toronto,  of 
27.3  n.h.p.,  with  cylinders  12  x  3  x  6  in. 
stroke,  driving  a  single  screw  about  80 
in.  diar.  Steam  will  be  supplied  by  a 
marine  cylindrical  type  boiler,  with  two 
furnaces,  at  a  working  pressure  of  160 


l'.8 


CANAI'FW  i;\!l  W  \^    ANh  MAIMNK  WOHI.I) 


Aiiv'iist.  1920. 


11, „i,,.-.i   u.n  1..    ..f  the  jet 

.   will  hv  •-» 
7   in.  and 
■  .•  liichtinK 
..r,   l  k.u.  '<'i  volt  mu- 
lt   will    !>»•    cU-i-trlcnllv 
,        i:  nnd  rnrry  oiu-  HCiircn 
k-lil   iii.>iiiil«.i  i.r,   toji  of  th<'   rxlot  house. 
.Sorel    ShiphuildinR    &    Dry    Dork    Co., 
I  •■'.      Snr.  !.    (^ir      Tin-    ,Milf    of    this    in- 
.••       ii:|i;i!:.  -  inimovnhlc  properlie.H, 
,■.  ■;    .i:    ■.Miii'iis    points    in    the    pro- 
t..,ik   plim-  .luly   I'l,  anil  then- were 
:.l  2  schooner.",  nos.  L'.'i  and  Uti,  ly- 
the  eonipnny'ii  yard  at  Sorel. 
I  hr  Toronto  Shipbuildine  Co.  Ltd..  Tu- 
r.into.    which    was    incorixirntnl    in    I'.ilS, 
under     the     Ontario     Companies     .^ct,     to 
Iniild   wooden   steamships,  chietly  durinif 
the    war    enierifency,    and    which    carried 
out    contract.s    for    two    such    ships,    viz., 
War  Ontario   anil    War   Toronto,   for   the 
Britisi)    (iovernment,    under   orders    from 
the   Imperial    .Munitions   Board,   has  sur- 
rendered   it.s    charter,    and    the    company 
has   been  dissolved.     .1.   E.   Russell,  con- 
tractor, Toronto,  was  chiefly  interested. 

Victoria  (B.C.)  Shipowners  Ltd.,  Vic- 
toria, B.C. — The  four  masted  barkentines 
which  are  beinp  built  by  this  company 
at  the  Cholberff  yards;  Victoria,  under  aid 
by  the  Dominion  Government,  will,  it  is 
stated,  be  built  so  that  auxiliary  power 
may  be  added  later.  It  is  said  that  shaft 
lo(rs  will  be  built  into  the  hulls,  suitable 
for  twin  propellers.  Keels  of  the  first 
three  ships  have  been  laid,  and  construc- 
tion will  proceed  on  the  three  together. 
The  further  supplementary  estimates 
for  the  year  endinir  Mar.  31,  passed  at 
the  Dominion  Parliament's  recent  ses- 
sion, contain  the  followinir  item: — To 
provide,  by  way  of  advances  to  Victoria 
(B.C.)  Shipowners  Limited,  for  the  con- 
struction of  four  ships  at  an  estimated 
cost  of  $250,000  each,  not  less  than  60'v 
of  the  workmen  employed  in  such  con- 
struction to  be  returned  soldiers;  ad- 
vances to  be  made  on  progress  certifi- 
cates under  the  supervision  of  an  enpi- 
leer  of  the  Marine  Department  and  not 
to  exceed  $17.1.000  on  each  ship.  Such 
advances  to  be  secured  by  first  mortpaRe 
on  the  ships  and  to  he  repayable  with 
interest  at  the  rate  of  6''f  per  annum, 
such  interest  to  be  a  first  charge  on  the 
aggregate  net  operating  revenue  from 
the  ships.  .Also  to  provide  salary  of  a 
Government  inspector  at  a  rate  not  ex- 
ceeding $2.")0  a  month.  $703,000. 

The  first  annual  meeting  of  sharehold- 
ers was  held  .July  8.  The  report,  which 
was  presented  and  adopted,  referred 
chiefly  to  the  agreement  with  the 
Cholberg  Shipyard  for  the  immedi- 
ate constructi(m  of  three  ships,  it  being 
left  to  the  company  to  decide  whether 
three  or  four  will  be  built  under  the 
agreement,  much  depending  on  the  cost 
of  construction.  In  the  company's  agree- 
ment with  the  Dominion  Government,  un- 
der which  aid  is  granted  for  building 
ships,  provision  is  made  for  the  construc- 
tion of  four,  and  $17.5,000  for  each  of 
the  four  is  being  advanced  by  the  gov- 
ernment on  mortgage,  bearing  interest 
at  6*^1  per  annum.  Brigadier  General  K. 
B.  Clark  was  added  to  the  board  of  di- 
rectors. 


Mainly  About  Marine  People. 


A  Winnipeg  press  dispatch  of  .luly  21 
.itatCR  that  the  Dominion  Public  Works 
Departm'-nt  was  to  start  dredging  the 
Kerl  River  about  the  end  of  the  month, 
within  the  city  limits,  mi  as  to  make  it 
navigable  for  the  larger  steamboats  from 
I^ke  Winnipeg.  No  dredging  has  been 
done    in    the   river   since   UH.'i. 


\.  il.  Allan,  rrright  .Manager,  Cana- 
dian Pacific  Ocean  Services,  Ltd.,  Liver- 
pool, Kng.,  has  resigned.  Il  is  reported 
that  he  will  return  to  Canada  shortly, 
anil  that  he  will  probably  undertake 
steamship  work  in  New  York. 

Hugh  Allan,  formerly  of  the  Allan 
.Steamship  Line,  Mrs.  Allan,  and  Miss 
Rachel  Allan,  who  have  bi-en  spending 
some  time  in  Canada,  left  Quebec,  .luly 
M,    for   England. 

Hon.  C.  C.  Hallantyne,  Minister  of  Ma- 
rine and  Fisheries,  and  of  Naval  Ser- 
vice, which  positions  were  vacated  by 
Sir  Robert  Borden's  resignation  of  the 
Premiership,  was  re-appointed  to  the 
same  positions  in  Hon.  .Arthur  .Meighen's 
administration,  and  sworn  in  at  Ottawa, 
.luly  10,  leaving  immediately  afterwards 
for  a  rest  at  St.  Andrews.  N.B.  An  Ot- 
tawa dispatch  says  that  he  will  leave  for 
the  Pacific  coast  about  Aug.  10,  to  look 
into  harbor,  fishery  and  other  matters, 
visiting  Vancouver,  Victoria  and  Prince 
Rupert. 

E.  H.  Beazley,  Managing  Director, 
Union  Steamship  Co.  of  British  Colum- 
bia, who  was  killed  in  an  aeroplane  acci- 
dent at  Minor  Park,  Lulu  Island,  B.C., 
.May  24,  left  an  estate  valued  at  $77,550, 
consisting  of  his  home  at  Shaughnessy 
Heights,  Vancouver,  shares  in  B.C.  Ma- 
rine Ltd.,  and  insurance.  A  life  interest 
is  left  to  the  widow,  with  remainder  to 
three  children.  As  the  result  of  an  en- 
quiry into  the  accident,  by  the  Canadian 
.Air  Board,  Major  A.  C.  Baker,  who  oper- 
ated the  machine,  was  held  to  be  respor- 
sible  for  Mr.  Beazley's  death,  havin^r  at- 
tempted to  carry  out  a  spin  without  be- 
ing able  to  regain  control,  in  contraven- 
tion of  the  Air  Board's  rules,  and  the 
Pacific  Aviation  Co.  was  also  blamed  for 
not  observing  the  air  regulations. 

Mrs.  G.  M.  Bosworth,  wife  of  the  Chair- 
man, Canadian  Pacific  Ocean  Services, 
Ltd.,  left  Montreal  July  14  for  Great 
Britain.  She  will  christen  the  company's 
new  ship  Empress  of  Canada,  which  will 
be  launched  at  Glasgow  on  Aug.  17.  Mr. 
Bosworth  wjll  leave  for  Great  Britain 
on  Aug.  4. 

Charles  Dennehy,  Assistant  Manarri  r. 
Pacific  Steamship  Co.,  Vancouver,  B.C.. 
died  towards  the  end  of  .lune  fron:  in- 
juries sustained  at  a  fire  in  his  apart- 
ment, when  he  made  a  plucky  but  unsuc- 
cessful leap  for  life.  He  was  for  some 
time  in  charge  of  the  Returned  Soldiers' 
and  7th  Battalion  Clubs,  and  was  also  a 
member  of  the  .Amputation  Club.  The 
funeral,  which  was  of  a  military  cluirac- 
ter,  was  attended  by  representatives  of 
the  various  steamship  and  railway  com- 
panies  in   the  province. 

E.  Edwards,  heretofore  surveyor  of 
shipping  f^r  the  Great  Lakes  Register, 
Cleveland,  Ohio,  is  reported  to  have  been 
appointed  Lloyd's  representative  for  Bri- 
tish (  ohimoiu  at  Vancouver,  vice  Johr. 
Whitehead,  who  has  been  transferre<l  to 
Fnglar'! 

H.  S.  Kolger,  formerly  General  Man- 
ager, St.  Lawrence  River  Steamboat  Co., 
and  Thousand  Island  Steamboat  Co..  now- 
owned  by  Canada  Steamship  Lines  Ltd., 
died  at  Kingston,  Ont.,  July  8,  aged  5.{. 
following  a  stroke  of  paralysis.  He  was 
Worn  in  the  I'.S.  and  entered  the  steam- 
fr'olger  Bros.,  of  which  firm  his  father 
ll>oat  business  conducted  at  Kingstoh  by 
Xvas  the  head.  He  eventually  became 
General  Manager  of  the  two  steamboat 
companies  named,  and  after  the  ac<|uire- 


iiHiil  of  ihe.He  llro|H•^til-^  by  (  aiiaila 
Steamship  Lines  he  carried  on  a  general 
brokerage  business  in  King«tun  and  act- 
ed as    Deputy   U.S.   Consul   there. 

Lukr  .Murray  Hatfield,  whose  appoint- 
ment as  Assistant  Marine  Superintend- 
ent. Canadian  (iovernment  .Merchant  .Ma- 
rine Ltd.,  Montreal,  was  announced  in 
our  last  issue,  was  born  at  Yarmouth, 
N.S.,  -Apr.  4,  1K80,  and  entered  na\  iga- 
tion  service  in  1896,  since  when  he  has 
been,  to  1898,  seaman  on  sailing  "hip 
Lansing,  trading  foreign;  189S  to  In'j'j, 
on  Canadian  coasting  freight  and  pas- 
senger steamships,  Hugh  Cann  &  Son, 
Yarmouth.  N.S.;  1899  to  1901,  second 
ofticer,  freight  and  passenger  steamships, 
Yarmouth,  N.S.,  and  Boston,  Mass.,  Yar- 
mouth Steamship  Co.,  Yarmouth,  N.S.; 
1901  to  1909,  second  and  first  officer, 
cargo  steamships,  trading  foreign.  Wil- 
liam Thomson  &  Co.,  St.  John,  N.B.: 
.1909  to  1911,  master,  cargo  steamships, 
trading  foreign,  same  company;  1911  to 
1912,  master,  freight  and  passenger 
steamships.  New  Orleans  to  Honduras. 
Vaccaro  Bros.,  New  Orleans,  I^.;  1912 
to  1914,  master,  cargo  steamships,  trad- 
ing foreign,  William  Thomson  Co..  St. 
John,  N.B.;  1914  to  1915,  ma.ster,  cargo 
steamships,  trading  to  Hudson  Bay,  Do- 
minion Government;  1915  to  1916,  mas- 
ter, I'anadian  coasting  freight  and  pas- 
senger steamships,  Hugh  Cann  &  Sons, 
Y'annouth,  N.S.;  1916  to  1918,  master, 
cargo  steamships,  trading  foreign  as 
transports,  William  Thomson  &  Co..  St. 
John,  N.B.;  1918  to  1920,  master,  cargo 
steamships,  Canada  to  Mediterranean 
and  Great  Britain,  Imperial  Munitions 
Board.  E.  C.  Downing.  Manager,  Car- 
diff", Wales. 

H.  E.  A.  Hawken,  heretofore  Chief 
Registrar  of  Shipping,  Marine  and  Fish- 
eries Department,  Ottawa,  who,  since  the 
superannuation  of  Cameron  Stanton,  .As- 
sisUmt  Deputy  Minister  of  Marine  and 
Fisheries,  on  Mar.  ".1,  has  been  acting 
in  the  latter  capacity,  has  been  appoint- 
ed .Assistant  Deputy  Minister.  He  was 
bcrn  Sept.  28,  1879.  and  entered  the  civil 
.service   Jan.   7,    1902. 

J.  C.  Irons,  local  manager.  Union  Steam- 
ship Co.  of  New  Zealand  (Canadian-Aus- 
tralian Royal  Mail  Line),  Vancouver,  B. 
C,  was  married  in  Scotland  July  8  to 
Mrs.  M.  S.  Rearden  of  Vancouver,  and 
will  return  to  Vancouver  during  August. 
-Alex.  Johnston,  Deputy  Minister  of 
Marine  and  Fisheries,  left  Montreal, 
July  13.  with  a  number  of  Dominion  Steel 
Corporation's  directors,  for  Halifax, 
where  a  special  general  meeting  was 
held  July  15,  after  which  the  party  pro- 
ceeded to  New  Glasgow  and  Sydney. 

P.  J.  Melvin.  at  one  time  Export 
Freight  Agent,  Canadian  Pacific  Ocean 
Services,  Montreal,  and  latterly  with  Ma- 
rine Navigation  Co.  of  Canada.  Ltd..  has 
commenced  business  in  conjunction  with 
J.  Mauro  and  J.  D.  Willaims.  of  St.  John, 
N.B.,  as  the  .Atlantic  and  St.  Lawrence 
Stevedoring  and  Contracting  ("o.,  Ltd. 
Office,   lf.7  Commissioner  St.,   Montreal. 

J.  W.  Norcross,  President,  Canada 
Steamship  Lines  Ltd.,  will,  it  is  report- 
id.  be  also  deputy  chairman  of  the  board 
of  ilirectors.  and  chairman  of  the  execu- 
tive committee  of  the  Briti.sh  Empire 
Steel  Corporation,  to  which  the  Canada 
Steamship  Lines  Ltd.  is  to  be  leased. 

F.  Ruddork,  formerly  of  F.  &  J.  Rud- 
dock, shipbuilders,  St.  John,  N.B.,  died 
there  Julv   10,  aged  82. 


August,  1920. 


459 


The  C.  P.  0.  S.  Steamship  Empress  of  Britain  Being  Reconditioned  for  Regular 

Service. 


An  interesting  feature  of  the  present 
reconstruction  period  is  the  reinstating 
of  the  large  passenger  ships  which  by 
reason  of  their  speed  and  radius  were 
able  to  serve  for  cruiser  patrol  and  con- 
voy escort  duty  during  the  war.  The  C. 
P.O.S.  Empress  of  Britain,  commissioned 
in  Aug.,  liU4,  served  on  the  South  At- 
lantic patrol,  and  after  close  on  a  year 
of  service  was  fitted  out  as  a  transport 
carrying  troops  to  the  Dardanelles, 
Egypt  and  India;  also  from  Canada  for 
the  western  front  during  the  remainder 
of  the  period  of  hostilities.  The  nature 
of  the  service  may  be  appreciated  from 
the  fact  that  she  was  able  to  accommo- 
date 5,000  officers  and  men,  in  addition 
to  her  own   complement. 

The  Canadian  Pacific  Ocean  Services, 
Ltd.,  which  placed  her  in  the  hands  of 
her  builders,  the  F'airfield  Shipbuilding 
&  Engineering  Co.  of  Glasgow,  Scotland, 
for  reconditioning  and  the  carrying  out 
of  extensive  alterations  which  have  as 
an  object  the  provision  of  most  luxurious 
and  up  to  date  conditions  for  passen- 
gers, have  also  arranged  for  her  con- 
version from  coal  to  oil  fuel  burning. 
The  bunker  capacity  sufficient  for  round 
voyage  requirements,  Liverpool  to  Que- 
bec, viz.,  3,500  tons,  has  been  obtained 
by  converting  the  original  coal  bunkers 
for  the  carriage  of  fuel  oil.  The  boilers, 
which  are  contained  in  two  separate  wat- 
ertight compartments,  are  of  the  multi- 
tubular return  tube  (Scotch)  type,  there 
being  6  double  ended  and  4  single  ended, 
with  a  total  of  60  furnaces.  All  boilers 
are  under  Howden's  system  of  forced 
draft  and  supply  steam  at  a  pressure 
of  200  lb.  a  sq.  in.  The  indicated  horse 
power  of  the  twin  quadruple  expansion 
engines  is  18,000.  With  oil  fuel  burning 
there  is  an  increase  in  boiler  efficiency  of 
7'V,  while  the  utilization  of  the  whole 
of  the  furnace  perimeter  throughout  the 
length,  as  effective  heating  surface,  re- 
sults in  improved  circulation,  and  dimi- 
nution of  the  distorting  strains  which 
cannot  be  avoided  under  the  conditions  of 
coal   burning. 

Owing  to  the  higher  calorific  value  of 
oil,  the  evaporation  is  considerably  in- 
creased and  the  weight  of  oil  in  com- 
parison with  coal  required  for  equiva- 
lent evaporation  is  in  the  rough  propor- 
tion of  2  to  ;i.  The  increase  in  propul- 
sive efficiency  which  results  from  main- 
tenance of  steady  head  of  steam,  in  com- 
parison with  the  inevitable  drop  during 
period  of  cleaning  coal  fires,  and  fuel 
economy  by  elimination  of  disposal  of 
ashes  at  sea.  are  important  features  gov- 
erning the  adoption  of  oil  burning.  With 
this  vessel  under  conditions  of  coal  burn- 
ing it  was  necessary  to  discharge  over- 
board 30  tons  of  ashes  a  day. 

The  cleanliness  of  machinery  spaces 
where  oil  fuel  is  used  is  well  known,  and 
a  definite  -saving  is  effected  in  handling 
of  stokehold  bilges,  while  the  reduction 
in  upkeep  expenses  due  to  lower  deter- 
ioration of  structure  is  appreciable.  It 
will  be  seen  that  from  the  labor  point 
of  view  the  stokehold  complement  work 
under  conditions  improved  to  an  extent 
which  render  them  incomparably  more 
comfortable  than  they  were  when  under- 
taking the  arduous  duties  associated  with 
coal  firing.  The  laborious  work  of  coal 
trimming  is  replaced  by  pumping,  and 
the  old-time  fireman  becomes  a  boiler 
attendant,  who,  under  the  guidance  of 
the   engineer   officer,   regulates   the   sup- 


ply of  oil  to  the  boiler  furnaces  and  at- 
tends to  the  cleaning  of  the  oil  burners. 

The  bunkers  are  being  arranged  for 
the  carriage  of  fuel  oil  of  a  minimum 
flash  point  of  150'  K.,  and  special  provi- 
sion is  being  made  for  the  efficient  car- 
riage and  handling  of  heavy  gi-ade  Mexi- 
can fuel  oil.  The  suction  pipes  are  large 
bore,  for  assistance  in  pumping,  mains 
being  8  in.  bore,  and  branches  to  bunk- 
ers 4  in.  bore.  Heating  coils  are  being 
fitted  in  the  bunkers,  to  ensure  main- 
tenance of  the  necessary  fluidity  when 
in  cold  climates.  The  system  of  work- 
ing is  generally  as  follows:  Oil  transfer 
pumps  draw  from  fuel  bunkers  and  dis- 
charge to  settling  tanks  of  a  capacity 
sufficient  for  24  hours  supply.  Oil  fuel 
pumps  draw  from  settling  tanks,  through 
suction  strainers,  and  discharge  through 
heaters  to  burners  which  are  arranged  in 
the  boiler  furnace  fronts.  Oil  filters  are 
fitted  in  the  line  of  discharge  from  heat- 
ers to  burners  and  oil  meters  for  meas- 
uring quantity  used  are  also  incorporat- 
ed in  the  pipe  lines.  The  system  adopt- 
ed is  on  the  Wallsond-Howden  principle, 
burners  being   Dahl   patent. 

For  normal  working,  oil  is  heated  to 
200°  F.  and  delivered  to  burners  at  a 
pressure  of  100  lb.  a  sq.  in.  This  com- 
bination, in  conjunction  with  burner  noz- 
zle, which  is  ari-anged  to  give  conical 
spray,  ensures  the  degree  of  atomizing 
of  the  oil  which  is  essential  for  the  ob- 
taining of  complete  combustion.  This 
atomizing  is  an  important  factor  in  oil 
burning,  as,  should  large  globules  of  oil 
enter  the  furnaces,  the  outer  skin  only 
becomes  charred,  resulting  in  an  oily 
mass  being  deposited  in  the  smoke  tubes. 

Each  boiler  room  has  its  own  separate 
equipment,  comprising  one  oil  transfer 
pump  of  the  Weir's  vertical  type,  and  oil 
fuel  sets  in  duplicate,  each  consisting  of 
Weir's  pump  and  oil  fuel  heater  of  ca- 
pacity suitable  for  the  supply  of  one 
complete  section  of  boilers.  The  feed 
pumps  are  Weir's  horizontal  type  east 
iron  fitted,  while  heaters  are  capable  of 
raising  temperature  of  oil  to  320'  F., 
when  working  under  steam  supply,  at 
the  pressure  of  the  exhaust,  which  is 
normally  5  lb.  a  sq.  in.  There  are  there- 
fore 4  separate  oil  fuel  sets,  and  each 
has  a  designed  capacity  of  12,500  lb.  oil 
an  hour.  The  oil  circuits  are  arranged 
to  facilitate  warming  up,  prior  to  start- 
ing all  or  any  of  the  boilers  which  may 
have  been  out  of  use,  and  the  fuel  may 
be  circulated  past  the  burners,  after 
passing  through  the  heaters.  Valves  for 
regulating  supply  of  oil  to  burners  have 
been  grouped  for  convenience  in  hand- 
ling. 

The  air  supply  requisite  for  combus- 
tion of  the  fuel  is  delivered  to  furnaces 
under  Howden's  system  of  forced  draft 
by  eight  72  in.  double  inlet  fans  of  the 
centrifugal  type,  each  driven  by  30  b.h.p. 
protected  type  adjustable  speed  motors, 
shunt  wound  with  series  steadying  turns, 
speed  of  revolution  being  500  per  minute 
on  100  volt  circuit.  For  convenience  in 
starting,  after  ship  has  been  in  port 
some  days,  special  lighting  up  heaters 
are  provided,  these  being  Admiralty  T. 
B.D.  type.  To  facilitate  ready  checking 
of  combustion  conditions,  a  sy.stem  of 
smoke  observation  mirrors  is  included, 
and  the  operating  staff  will  therefore  be 
able  to  verify  adiustments  for  economy 
without  leaving  the  boiler  room. 

Special  attention  is  being  given  to  the 


lighting  and  ventilation  of  boiler  rooms, 
while  the  painting  of  spaces,  hitherto 
dark  and  dirty,  as  is  inevitable  with  coal 
burning,  will  make  for  increased  efficien- 
cy in  operation. — Marine  Engineer  and 
Naval   Architect,   London,   Eng. 

The  Empress  of  Britain  will  be  put  in 
the  Liverpool-Quebec  service,  leaving 
Liverpool,  Sept.  1,  on  her  first  voyage 
after  being  re-fitted,  etc.  In  addition  to 
being  converted  to  a  fuel  oil  burner,  as 
stated  above,  she  is  being  completely  re- 
fitted, 4  additional  suites  being  placed 
forward  on  the  upper  promenade  deck, 
and  2  in  the  center,  and  4  more  single 
cabins  with  baths  are  being  installed. 
Ten  single  cabins  have  been  added  on 
the  lower  promenade  deck,  and  24  single 
rooms  have  been  added  on  the  deck  be- 
low the  lower  promenade  deck.  The  third 
class  accommodation  has  been  thorough- 
ly overhauled,  and  subdivided. 


Sir  Thomas  Fisher  on  the  C.P.O.S. 
Ltd. 


London,  Eng.,  July  :!.  —  Sir  Thomas 
Fisher,  K.B.E.,  Manager,  Canadian  Paci- 
fic Ocean  Services,  Ltd.,  returned  from 
Montreal  last  week  by  the  R.M.S.  Em- 
press of  France.  Speaking  to  a  press 
representative,  he  said:  "My  visit  was 
for  the  purpose  of  reporting  to  and  con- 
sulting with  the  Chairman  and  directors. 
The  establishment  of  a  direct  passenger 
service  between  Canada  and  Italian  ports 
was  one  of  the  matters  under  considera- 
tion, also  that  of  additional  shipbuilding, 
the  cost  of  which  is  now  becoming  so 
serious  that,  like  other  large  shipown- 
ers, C.P.O.S.  will  exercise  great  caution 
in  regard  to  new  construction.  As  mat- 
ters stand,  no  shipbuilder  can  conclude 
any  definite  contract,  and  the  system  of 
payment  according  to  cost  of  material 
and  labor,  plus  percentages,  makes  it  im- 
possible to  estimate,  even  approximately, 
what  the  eventual  actual  cost  of  a  vessel 
will  be.  Under  this  system  we  have  had 
to  pay  far  more  than  the  extreme  out- 
side original  calculations.  Moreover,  the 
great  advance  in  wages  has,  unfortun- 
ately, not  meant  greater  efficiency  or 
celerity  in  construction." 

Questioned  as  to  vessels  now  under 
construction.  Sir  Thomas  Fisher  said:— 
"On  Saturday  (July  3)  the  Montcalm  will 
be  launched  by  John  Brown  &  Sons, 
Clydebank,  and  will,  I  can  only  hope,  be 
ready  for  service  next  February.  She 
is  an  improvement  on  our  Metagama  and 
Melita  type  of  2-class  steamships,  and 
is  500  ft.  long  by  70  ft.  beam,  68  ft.  depth 
from  the  boat  deck,  with  a  tonnage  of 
about  16,200.  The  Empress  of  Canada  is 
expected  to  be  launched  from  the  Fair- 
field yards  on  the  Clyde,  and  the  naming 
ceremony  will  be  performed  by  Mrs.  G. 
M.  Bosworth,  wife  of  our  Chairman.  The 
Empress  of  Canada  will  be  the  finest 
and  fastest  vessel  crossing  the  Pacific 
Ocean.  She  is  intended  to  make  her 
maiden  voyage  to  Vancouver  via  the  Me- 
diterranean next  March,  and  already 
many  enquiries  for  the  round  the  world 
passage  are  being  made.  Our  Trans- 
atlantic mail  steamer.  Empress  of  Bri- 
tain, which  has  been  practically  rebuilt 
since  the  war,  will,  I  hope,  be  ready  to 
leave  Liverpool  for  Quebec  on  Sept.  1, 
and  will  carry  three  classes  of  passen- 
gers and  be  fitted  as  an  oil  burner." — 
"Canada." 


460 


AuKU«l.  ly-io. 


Canadian  Notices  tu  Mariners. 


Tlu'  I>f|>nrtnu'iit  of  Marinv  ban  iii»ui-d 
the   followmit:  — 

Alanka. — t.iirht  buoy  4  ha*  been  ostab- 
linhi-d  off  B^r  Point.  TotiKrn.HH  Nnrmwn, 
^howini;  a  Iixi-<1  rt-il  litrht  nt  nn  clcvntiiin 
of  S  ft.  on  n  "fow  flont  with  timI  slnttfd 
supcrMnutur*-. 

Ilriliiih  Columbia,  llaro  Strait,  and 
Boiindnry  I'nss.— Thv  nonunion  (lovi-rn- 
nu'nt  will  during  thi.i  yonr  have  the  i-ur- 
rrnts  in  Huro  Strait  and  Boundary  Pacs 
cxamini-d.  The  C.  ().  S.  Arnu-ntiori'S 
will  be  anchorod  at  different  places  be- 
tween Discovery  Island  and  east  points. 
She  will  display  the  usual  day  and  night 
signals  for  a  ship  unable  to  manoeuvre, 
and  in  foggy  weather  will  sound  one  long 
blast  of  the  whistle  followed  by  two 
shrrt  blasts.  Ship  masters  arc  rcqucst- 
c<l  to  keep  a  lookout  for  her  when  in 
these  waters  and  give  her  a  .safe  berth 
in   passing. 

British  Columbia,  Strait  of  Georgia, 
F'raser  River. — Three  red  conical  buoys 
have  iH'en  established  to  mark  the  south 
side  of  the  new  dredge  channel  north  of 
Westham  Islands  which  leads  into  the 
new  main  channel,  north  of  Brush  Is- 
land, of  the  Woodward  group.  Mariners 
proceeding  by  river  will,  after  passing 
black  can  buoy  2.")  head  99"  on  the  align- 
ment of  the  Woodward  range,  leaving  the 
three  conical  buoys  on  the  starboard 
hand.  The  dredged  cut  marked  by  the 
above  buoys  is  approximately  5,000  ft. 
long  and  300  ft.  wide  in  center,  widening 
to  .')00  ft.  at  each  end. 

British  Columbia,  Vancouver  Island. — 
The  commanding  officer  of  C.G.S.  Sta- 
dacona  reports  the  existence  of  a  rock 
on  the  south  side  of  Pipestem  Inlet,  off 
a  small  islet  north  of  Georjtina  Point; 
the  north  end  of  Image  Island  in  line 
with  the  south  end  of  Refuge  Island  bear- 
ing 290'  (s.  8.5°  w.  mag.)  leads  over  the 
rocks;  the  westernmost  peak  on  Black 
.Mountain  bearing  41  <n.  16°  E.  m) 
marks  the  position  of  the  rock,  which  is 
6  ft.  wide  and  about  40  ft.  long  parallel 
with  the  shore,  with  deep  water  all 
round;  it  is  not  marked  by  kelp  and  has 
only  I'l  ft.  of  water  over  it  at  low  tide. 

Cape  Breton  Island.  —  The  P'ourchu 
bell  buoy,  on  the  southeast  coast  of  Cape 
Breton  Island,  has  been  moved  to  a  new 
position  about  1,.500  ft.  from  Fourchu 
Head    lighthouse. 

Lunenburg.  —  The  Luenburg  Marine 
Railway  Co.  is  rebuilding  patent  slips 
1  and  2,  and  building  a  new  slip  3,  in 
I.uenburg   harbor. 

New  Brunswick,  Bay  of  Fundy. — The 
fixed  white  light  on  Midgik  Bluff,  at  the 
entrance  to  Magagundavic  River,  Passa- 
ma(|uiKldy  Bay.  has  been  replaced  by  an 
occulting  white  light,  automatically  oc- 
culted at  short  intervals.  The  light  is 
unwatched. 

New  Brunswick,  Northumberland 
Strait,  Richibucto  Cape. — Without  furth- 
er notice  range  lights  will  be  established; 
character,  fixed  white  light;  order,  7th 
dioptric;  elevation,  2o  ft.;  visibility.  ^ 
miles  from  all  points  of  approach  from 
water;  lights  in  line  lead  boats  of  shal- 
low draft  into  shelter  behind  the  break- 
water. 

New  Brunswick,  St.  John  Harbor. — The 
Partrid<Te  Island  light  an<l  bell  boat  in 
St.  John  harbor.  Bay  of  Fundy,  will  be 
replaced  by  a  black  steel  cylindrical  gas 
nnil  Im'II  buov  showing  an  occulting  white 
light,  in  26  ft.  of  water,  near  the  east  end 
of    Partridge    Island. 


.Nirthumberlanil  Strait.  Thi-  front 
light  on  the  channel  range  at  Ruhibucto 
harbor  entrance,  in  Northumberland 
Strait,  has  been  moved  42  ft.  north  of 
Its  old  position  and  about  66h  ft.  from 
the  luick  light. 

The  north  beach  range  lights  in  Richi- 
bucto harbor.  Northumberland  Strait, 
have  been  moved,  the  front  light  tin  the 
shore  behind  breakwater,  UH  ft.  north 
of  its  old  position,  and  the  back  light 
about  40  ft.  north  of  its  old  position,  and 
34.5  ft.  from  the  front  light. 

The  bar  range  lights  in  Richibucto  har- 
bor, Northumberland  Strait,  have  been 
moved,  the  front  light  about  100  ft.  east 
of  the  old  |)osition  and  the  back  light 
about  1,400  ft.  eost  of  the  old  position 
and  27.5  ft.  from  the  front  light. 

Newfoundland. — A  flashing  red  acety- 
lene gas  light,  showing  a  flash  of  0.3  sec. 
duration,  for  3  seconds,  has  been  estab- 
lished at  Square  Head,  on  the  north  side 
of  Bonavista  Harbor,  Bonavista  Bay. 
The  light  is  at  an  elevation  of  57  ft.,  on 
a  white  square  wooden   pyramidal   tower. 

Nova  Scotia,  Cape  Breton  Island.  — 
The  Fourchu  whistle  buoy,  on  the  south 
coast  of  Cape  Breton  Island,  off  Fourchu 
Inlet,  has  been  moved  to  a  new  position, 
a  quarter  of  a  mile  from  Pot  rock. 

Nova  Scotia,  Annapolis.  —  The  fixed 
white  electric  light  on  the  outer  end  of 
government  pier,  Annapolis  wharf,  has 
been  discontinued. 

The  Bass  Rock  buoy,  consisting  of  a 
red  wooden  spar,  in  54  ft.  depth,  and  the 
Frying  Pan  Bar  buoy,  consisting  of  a 
black  wooden  spar,  in  48  ft.  depth,  have 
been  established  in  the  Canso  harbor 
approach. 

Eight  spar  buoys,  4  red  and  4  black, 
have  been  established  to  mark  the  chan- 
nel from  the  point  of  beach,  opposite 
Shingle  Point  lighthouse,  northward  to 
Grants  Island  ledge,  at   Port  Herbert. 

Nova  Scotia,  southeast  coa.st,  entrance 
to  Prospect  Harbor. — On  rock  at  eastern 
end  of  Saul's  island,  a  gas  beacon  has 
been  established  showing  an  occulting 
white  acetylene  light,  automatically  oc- 
culted at  short  intervals,  and  consisting 
of  a  red  lantern  on  a  white  pole  with 
black  steel  tank  at  base;  the  light  is  un- 
watched, has  an  elevation  of  28  ft.,  and 
is  visible  for  7  miles  from  all  points  of 
approach. 

Ontario,  Bay  of  Quinte. — Without  fur- 
ther notice,  the  fixed  white  light  on  the 
pier,  on  the  north  side  of  the  channel, 
will  be  replaced  by  an  occulting  white 
acetylene  light,  automatically  occulted  at 
short  intervals.  The  light  will  be  un- 
watched. 

Ontario.  Georgian  Bay. — Change  in  po- 
sition of  range  lights. — front  light,  on 
east  side  of  mouth  of  Nottawasaga  Riv- 
er. 247  ft.  northeast  of  old  site;  back 
light.  264  ft.,  lir  10'  from  front  light; 
the  alignment  leads  over  the  bar  outside 
the  mouth  of  the  river,  with  a  least  depth 
of  5  ft. 

Ontario.  Lake  Huron  and  Georgian 
Bay. —  A  new  edition  of  .sailing  directions 
for  Canadian  shores  on  I..ake  Huron  and 
Georgian  Bay,  has  been  published  by  thi' 
Naval  Service  Department's  llydrogra- 
phic   Survey.      Price   25c. 

Ontario,  I^ake  Huron.  Georgian  Bay. — 
Beacons  in  the  inside  channel,  between 
Penctanguishene  and  Parry  Sound,  have 
been  rebuilt,  as  follows:  Red  Rock  bea- 
con, on  summit,  white  wooden,  diamond 
shaped,  slatwork  daymark;  Kerr  Island 
beaccns,  on  south  shore  of  island,  white. 


wooden,  diamond  shaped,  slatwork  day- 
marks;  Kings  Bay  (Big  DavitN  Bay) 
beacons,  on  south  shore  of  island,  south 
of  Kings  Bay,  white,  woo<len,  diamond 
shaped,  slatwork  daymarks. 

Ontario,  Ijike  Ontario.  —  While  im- 
provements are  in  progress  in  Toronto 
harbor,  mariners  are  warned  that  they 
must  use  caution  when  approaching  these 
works.  All  .sunken  oostructions  are 
marked  by  white  lights  from  sunset  to 
sunrise,  and  all  danger  areas  buoyed  ac- 
cording to  regulations.  Mariner.i  wish- 
ing to  berth  at  the  Canada  Steamship 
Lines  westerly  dock,  will  find  not  less 
than  16  ft.  of  wat«r  between  the  buoy." 
and  the  mainland. 

Ontario.  I.,ake  St.  Clair. — Without  fur- 
ther notice,  the  gas  buoy  that  was  adrift 
will  be  replaced  on  its  former  position, 
at  the  outer  end  of  the  dredged  cut.  1  '3 
miles  320'  .'JO'  from  the  Thames  River 
main  light. 

Ontario,  Lake  Superior,  Thunder  Bay, 
Port  Arthur  Harbor. — On  or  about  .June 
1,  the  occulting  white  light  on  the  crib- 
v\ork  block,  31  ft.  from  the  south  end 
of  the  northerly  breakwater,  will  be 
changed  to  an  occulting  red  light. 

Ontario,  Lake  .Superior. — .An  auxiliary 
hand  fog  horn  has  been  placed  at  the 
lighthouse  at  Davideaux  Island,  on  the 
south  side  of  Michipicoten  Island,  and 
will  be  sounded  should  the  fog  bell  be- 
come disabled. 

The  light  on  the  northwest  extremity 
of  Otter  Island  will  be  re-established 
without  further  notice.  Its  character 
will  be  flashing  white  catoptric,  showing 
one  flash  every  8  seconds,  for  half  the 
time  between  flashes,  or  4  seconds.  The 
light  will  be  totally  eclipsed  for  the  re- 
mainder of  the  time,  a  fixed  light  of  4-50 
c.p.  will  be  visible  through  which  the 
stronger  flash  will  show,  the  naked  light 
will  he  450  c.p.  and  the  flash  20,000  c.p., 
the  illuminant  being  petroleum  vapor 
burned  under  an  incandescent  mantle. 

Ontario.  Ottawa  River. —  A  black  wood- 
en spar  buoy  has  been  established  on  the 
north  edge  of  shoal,  about  3,750  ft.  west 
of  Carillon  dam,  at  the  west  entrance  to 
Carillon   Canal. 

Prince  Edward  Island.  North  Rustico 
Harbor. — A  red  bell  buoy,  of  the  steel 
cylindrical  type,  marked  Rustico.  in  white 
letters,  has  been  established  off  the  ent- 
rance to  the  harbor,  m  miles  from 
North  Rustico  main  light. 

Prince  Edward  Island,  Northumber- 
land Strait. — Whistle  buoy  off  the  south 
extremity  of  Tryon  shoals  has  been  re- 
placed by  a  red  gas  and  bell  buoy,  of  the 
steel  cylindrical  type,  showing  an  oc- 
culting white  light. 

Prince  Edward  Island,  Northumber- 
land Strait.  Little  Sands. — On  shore,  at 
inner  end  of  breakwater,  a  fixed  red  light. 
7th  order,  dioptric  Chance  duplex  lamp, 
at  an  elevation  of  54  ft.  on  a  white  square 
wooden  tower  13  ft.  high,  has  been  es- 
tablished, visible  from  all  points  sea- 
ward. 

({uebec.  Gulf  of  St.  Lawrence.  —  The 
submarine  bell  buoy  off  Fame  Point, 
about  half  a  mile  north  of  the  lighthouse, 
has  been  withdrawn. 

Quebec.  Lower  St.  Ijiwrence  River. — 
During  .June.  July.  August.  September 
and  October  the  Geodetic  Sur\'ey  Branch 
of  the  Interior  Department  will  l>e  using 
signal  lamps  for  surveying  purposes 
along  the  north  and  south  shores  of  the 
lower  St.  I^wrence  River.  Mariners  are 
warned  that  they  must  not  confuse  these 


August,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


461 


lights  with  aids  to  navigation.  Search 
lights  may  be  set  up  at  the  following 
points — north  shore,  Iberville,  Lavalle, 
Bersimis,  Manikonagan,  St.  Nicholas,  St. 
Augustin,  Trinity.  Cawee;  south  shore — 
Mont  Joli,  Sandy  Bay,  Val  Marie,  Mon- 
tane, Leclerc,  Les  Machins,  Cap  Chat, 
Edward. 

Quebec,  River  St.  Lawrence.  —  The 
barge  Cuba  lies  sunk  in  6%  fathoms  of 
water,  3,750  ft.  from  Berthier  wharf.  A 
green  steel  cylindrical  gas  buoy  showing 
an  occulting  white  light  has  been  estab- 
lished 115  ft.  from  the  wreck. 

Quebec,  Kiver  St.  Lawrence.  —  The 
wooden  beacon  on  Wood  Pillar  Inlet  has 
been  destroyed,  and  will  not  be  rebuilt. 

Quebec,  River  St.  Lawrence. — The  mas- 
ter of  the  s.s.  Gyp  reports  the  extension 
of  a  derelict,  on  .June  19,  about  11  miles 
northeasterly  from  Riviere  a  la  Martre. 
The  derelict  is  a   nienaoo  to  navigation. 

Quebec,  River  St.  Lawrence,  Ship  Chan- 
nel between  Quebec  and  Montreal. — The 
pier  supporting  the  front  light  of  the 
Gentilly  range  lights  has  been  carried 
away  by  ice,  and,  until  further  notice,  a 
temporary  light  has  been  placed  on  a 
platform  on  piles  on  the  same  site. 

Quebec,  St.  Lawrence  River. — A  new 
edition  of  the  St.  Lawrence  River  Pilot, 
above  Quebec,  comprising  sailing  direc- 
tions from  Quebec  to  the  east  end  of 
Lake  Ontario,  has  been  published  by  the 
Naval  Service  Department's  Hydrogra- 
phic  Survey.     Price    25c. 

United  States,  Lake  Huron. — An  aux- 
iliary fog  signal  has  been  placed  at  Fort 
Gratiot  light  station  on  the  mainland,  at 
north  entrance  to  St.  Clair  River.  When 
foggy  on  river,  but  clear  on  lake,  dia- 
phone  will  sound  a  blast  of  5  seconds 
•luration  every  60  seconds;  no  change  in 
.steam  whistle,  which  will  sound  as  here- 
tofore when  foggy  on  lake. 

United  States,  Lake  Memphremagog. — 
On  or  about  June  10.  the  fixed  red  light 
.^t  Whipple  Point  will  be  replaced  by  a 
flashing  white  light,  showing  a  flash  of 
0.;^  sec.  duration,  every  .'i  seconds. 

United  States,  Lake  Superior.  —  Com- 
mencing about  May  ]'.»,  the  submarine 
fog  signal  at  Whitefish  Point  light  sta- 
tion, will  be  sounded  continuously  dur- 
ing   navigation    season. 

United  States,  Lake  Superior.  —  The 
submarine  bell,  in  .30  fathoms,  2,185 
yards  north  of  White  Fish  Point  light- 
house, will,  after  May  25,  strike  4  strokes 
every   16  seconds. 

United  State.s,  St.  Marys  River.— The 
east  side  upper  light  6,  in  the  West  Nee- 
bish  channel,  has  been  destroyed,  and, 
until  it  is  rebuilt,  a  temporary  gas  buoy, 
showing  a  flashing  red  light,  has  been 
established  in  22  ft.  of  water,  on  the 
channel  bank,  immediately  above  the  lo- 
cation  of  the   light. 

United  States,  St.  Marys  River.— Ship 
masters  are  advised  that,  during  the  next 
two  or  three  months,  a  floating  plant  will 
be  employed  by  the  lighthouse  sei-vice, 
in  rebuilding  structures  in  the  Middle 
Neebish  channel.  It  is  requested  that 
ships  exercise  care  to  slow  down  in  pass- 
ing work  of  construction,  to  avoid  dam- 
age to  the  floating  plant  and  other  work. 


Hudson   Bay   Navigation. 


Age  of  Stokers. — The  International 
Congress  of  Seamen  at  Genoa,  Italy,  has 
decided  to  place  on  the  agenda  for  the 
next  conference,  a  proposal  that  no  sea- 
man under  18  years  old  be  employed  as 
a  trimmer,  or  stoker,  on  a  ship.  An- 
other proposal,  that  no  persons  under  17 
years  old  be  employed  on  night  watches 
on  ships,  between  8  p.m.  and  6  a.m.,  did 
not  obtain  the  necessary  two-thirds  vote 
to  get  a  place  on  the  agenda. 


The  Lamson-Hubbard  Canadian  Co.  has 
chastered  the  s.s.  Thetis  for  a  trip  to 
Hudson  Bay  ports.  The  Thetis  arrived 
at  Montreal,  July  10,  from  Newfound- 
land, where  the  party  for  the  north  was 
completed,  and  she  sailed  July  15,  with  a 
selected  ci-ew,  under  Captain  A.  C.  Smith, 
who  has  had  over  20  years  experience 
of  Hudson  Bay  navigation,  having  been 
master  at  difl'erent  times  of  the  Hud- 
son's Bay  Co.'s  steamships  Nascopie  and 
Pelican.  The  s.s.  Thetis  was  built  at 
Dundee,  Scotland,  in  1881,  and  is  screw 
driven  by  engine  of  98  h.p.  Her  dimen- 
sions are,— length  181.1  ft.,  breadth  30.9 
ft.,  depth  19.1  ft.;  tonnage  828  gross,  396 
net.  She  was  originally  bought  by  the 
U.S.  Government,  with  the  s.s.  Bear,  for 
the  Greeley  Relief  Expedition,  and  sent 
to  Cape  Sabina,  bringing  back  seven  of  a 
party  of  25  men.  who  had  been  stranded 
there.  She  was  later  acquired  by  inter- 
ests associated  with  Job  Bros.  &  Co.,  St. 
John,  Nfld.,  and  is  owned  by  the  Thetis 
Steamship  Co.  Ltd.,  St.  John's,  Nfld. 

The  Hudson's  Bay  Co.'s  s.s.  Nascopie 
sailed  from  Monti-eal  during  July  on  her 
annual  trip  with  stores  for  the  company's 
various  trading  posts  in  Hudson  Bay  and 
James  Bay,  etc.  The  company's  s.s.  Peli- 
can, which  also  loaded  stores  at  Mont- 
real for  the  company's  posts,  sailed  July 
9  for  the  north.  The  company's  s.s.  Dis- 
covery was  stated  recently  to  be  in  Eng- 
land preparing  for  its  annual  trip  to 
Labrador  and  Bay  ports.  One  of  the 
passengers  on  the  s.s.  Nascopie  is  an 
Eskimo  who  is  being  returned  to  Ches- 
terfield Inlet,  about  400  miles  from  Fort 
Churchill,  where  he  is  to  be  tried  for 
murder  by  a  special  court  to  be  sent  from 
Canada  for  the  chief  purpose  of  impres- 
sing the  natives. 

The  s.s.  Empress  and  the  wharf  pro- 
perty at  Ottawa  which  were  bought  by 
W.  H.  Dwyer  Ltd..  Ottawa,  for  between 
$21,000  and  $22,000  from  the  receiver  of 
the  Central  Railway  Co.  of  Canada,  are 
being  operated  by  the  Empress  Naviga- 
tion Co.,  Ottawa,  in  connection  with  the 
Capital  Amusement  Co.,  the  ship  being 
run  between  Ottawa,  Ont.,  and  Monte- 
bello.  Que.  The  Empress  Navigation 
Co.  also  bought  the  s.s.  Victoria  from 
the  Victoria  Navigation  Co.,  Thurso,  Que., 
recently,  and  she  is  being  operated  be- 
tween Ottawa,  Ont.,  and  Thurso,  Que., 
daily  except  Sunday.  The  s.s.  Empress 
was  built  at  Ottawa  in  187.!,  when  she 
was  named  Peerless,  and  wa.s  rcbult  and 
renamed  Empress,  at  Montreal,  in  1886. 
She  is  paddle  wheel  driven  by  engine  of 
152  h.p.  and  has  the  following  dimen- 
sions,—length  185.3  ft;  breadth  '27.6  ft.; 
depth  8.1  ft.;  tonnage  678  gross,  372  net. 
She  was  operated  for  several  years  on 
the  Ottawa  River  in  connection  with  the 
old  Carillon  &  Grenville  Ry.,  and  when 
this  railway  ceased  operation  she  was 
acquired  by  the  Central  Ry.  Co.  of  Can- 
ada, and  operated  on  the  St.  Lawrence 
between  the  Lachine  Rapids  and  Mont- 
real. 

Beeson's  Marine  Directory  of  the 
Northwestern  Lakes,  for  1920,  the  34th 
year  of  publication,  in  addition  to  the  cus- 
tomary information  as  to  steamships, 
both  Canadian  and  U.S.,  operating  on 
the  Great  Lakes,  contains  a  number  of 
interesting  articles  relative  to  shipping 
generally.  A  diagram  showing  some  de- 
Uils  of  the  large  ships  built  during  the 
past  20  years,  gives  the  s.s.  W.  Grant 
Morden,  owned  by  Canada  Steamship 
Lines,  as  the  largest  steamship  on  the 
Great  Lakes. 


Steamship  Terminal  for  Sydney, 

N.S. 

Some  details  were  given  in  a  previous 
issue  of  Canadian  Railway  and  Marine 
World,  in  regard  to  plans  prepared  by 
the  Public  Works  Department  for  the 
construction  of  a  terminal  dock  at  Syd- 
ney, N.S.,  on  account  of  which  $100,000 
has  been  included  in  this  year's  esti- 
mates. The  total  cost  of  the  work  is 
about  $800,000.  The  dock  will  be  built 
near  the  old  railway  pier,  at  Barrack 
Point.  The  wharf  will  be  .540  ft.  long, 
72  ft.  wide,  with  a  berth  on  each  side 
350  ft.  long  by  100  ft.  wide,  and  with  a 
depth  of  30  ft.  of  water  at  low  tide. 
There  will  also  be  a  berth  on  each  side, 
with  a  depth  of  water  of  20  ft.  at  low 
tide,  each  berth  being  150  ft.  long  by  100 
ft.  wide.  The  wharf  shed  will  be  450  ft. 
long  by  40  ft.  wide,  with  a  4  ft.  platform 
on  each  side  at  the  same  level  as  a 
freight  car  floor,  with  a  railway  track 
on  each  side  of  the  wharf,  with  3  ft.  clear 
width  between  a  box  car  and  the  outer 
edge.  The  wharf  will  consist  of  25  con- 
crete crib  piers,  filled  with  stone,  and  the 
bridge  from  the  shore  will  be  an  earth 
embankment,  with  two  railway  tracks 
extending  to  each  side  of  the  wharf,  and 
a  wagon  road  leading  from  the  west 
along  the  shore  to  George  St. 


Shipbuilding  Statistics. — For  the  quar- 
ter ended  June  30,  3,570,000  gross  tons 
of  shipping  were  turned  out  of  United 
Kingdom  yards,  compared  with  2,105,000 
from  U.S.  yards  in  the  same  period.  The 
total  construction  of  the  world  for  the 
same  period  was  7,720,000  gross  tons, 
compared  with  8,017,000  tons  for  the 
same  quarter  in  1919.  The  U.S.  ship- 
building report  of  a  year  ago  showed  it 
to  be  ahead  of  United  Kingdom  shipbuild- 
ing by  about  1,350,000  gross  tons.  The 
average  gross  tons  of  the  British  ships 
under  construction  is  4,012,  while  the 
average  of  U.S.  ships  is  5,609.  The  Unit- 
ed Kingdom  and  the  U.S.  are  far  ahead 
of  all  other  countries  in  shipbuilding,  the 
nearest  being  Holland,  with  an  output 
for  the  quarter  ended  June  30  of  400,000 
tons,  Canada  being  next  with  40,000  tons. 

Drifter  Sales. — Canadian  Railway  and 
Marine  World,  for  July,  stated  that  the 
-Anderson  Co.  of  Canadian  hold  sold  T.R. 
59  to  T.  M.  Kirkwood,  Montreal,  and  that 
he  had  arranged  options  on  a  further 
nine  through  the  Naval  Service  Depart- 
ment. We  are  advised  that  the  sale  was 
made  direct  by  the  Naval  Service  De- 
partment, which  has  also  sold  drifters 
61  and  99  to  the  same  buyer,  who  has  an 
option  on  a  further  number.  T.  M.  Kirk- 
wood states  that  these  drifters  cost  ori- 
ginally $84,000  each,  and  he  is  off'ering 
them,  newly  painted  and  ready  for  sea, 
at  $16,000  each  at  Halifax,  N.S.,  or  $17,- 
000  delivered  at  any  port  to  the  head  of 
Lake  Superior.  The  Naval  Service  De- 
partment has  also  sold  drifeters  70  and 
95  to  Capt.  Alex.  Smith,  Dartmouth,  N.S. 

Marine  Public  Works  Contracts — The 
Dominion  Public  Works  Department  has 
awarded  the  following  contracts: — June 
24,  Rebuilding  of  wkarf  at  Little  Cur- 
rent, Manitoulin  Island,  Ont.,  Wm.  Ber- 
mingham,  Kingston,  Ont.,  schedule  of 
prices;  July  2,  Dredging  at  Port  Arthur, 
Ont.,  Canadian  Dredging  Co.,  Midland, 
Ont.,  class  B,  28c.  a  cu.  yd.,  scow  meas- 
ure; July  5,  Dredging,  quarantine  sta- 
tion, Williams  Head,  B.C.,  main  and  coal 
wharf.  Pacific  Coast  Construction  Co., 
Vancouver,  B.C.,  class  B,  48c.  a  cu.  yd. 
in   situ. 


Kl-J 


CANADIAN  KAILW  AV  ANIJ  MAKINK  WOKLI) 


AuKU.st.  1920. 


Atlantic  and  rucific  Ocean. 

r.  Houston  A  Co.,  Liverpool,  Rne., 

.11!,,.  fi^.-  ii...i.t....  I  inoK,  in  rt'portnl 
it)'  NtcuniKhips 
ikI.  Suf7.,  Allen. 

,    Kururhi,    Mb- 

.  t    cantern   point.n. 
/'■  :i!niii|   Shi|ipinij  To    is   ro- 


Ill.lK' 


.SIlJllI-     .S.  ttltMlfllt 

Klul  .lavH,   the   new   line   to  be  known  ns 
the  Kllernmn-Uuc'knall  Canuda-lntlia-Jax'a 

1  rviee. 
It  i.t  reported  that  the  CunanI  .Slenm- 

iiip  fo.  will  have  one  of  the  (freate.st 
.steam-ihip  terminals  in  the  world,  it  hav- 
ing siK'ured  ahout  1,100  ft.  of  water 
front  nlont;  the-  Ilund.son  River  at  Wee- 
hawken,  N.J.,  where  it  purposes  layinf; 
out  the  most  complete  and  up  to  date 
tcrmiiuil  facilitie.<<. 

The  .H.s.  Kronprinz  Frederich  Wilhelm, 
one  of  the  former  German  passenser 
stcam.'hips,  which  was  allocated  to  Can- 
adian Pacific  Ocean  Services,  Ltd.,  has 
been  overhauled  and  equipped  for  fuel 
oil  buminp  and  is  now  in  the  company's 
Atlantic  service.  Her  dimensions  arc, — 
lenirth  b.p.  .5«9.9  ft.,  breadth  (ySM  ft., 
depth  .W.t;  ft.;  tonnage,  17,082  pross.  She 
sailed  from  Liverpool  July  14,  and  ar- 
rived at  Montreal  .July  24. 

The  North  .Atlantic  Pacific  Conference 
is  reported  to  have  agreed  to  increase 
nasseneer  rati's  to  Europe  by  $1.5  for 
first  class  cabin  and  $10  for  second  class. 
The  new  scale  has  been  put  into  effect 
on  all  steamship  lines  operating  from 
New  York  to  the  upper  European  ports. 
The  companies  claim  that  they  are  com- 
pelled to  pay  extremely  high  prices  for 
bunker  coal,  labor  and  materials  gener- 
ally. Reports  indicate  that  the  trans- 
Atiantic  passenger  traffic,  which  has  been 
unprecedented,  is  slowing  down  to  some 
extent,  but  it  is  stated  that  nearly  all 
companies  are  fully  booked  to  the  end  of 
August. 


Maritime  Provinces  and  Newfound- 
land. 

The  Lunenburg  Marine  Railway  Co., 
Lunenburg,  N.S.,  has  deposited  with  the 
Public  Works  Department,  Ottawa,  un- 
der the  Navigable  Waters  Protection  Act, 
plans  of  works  in  Lunenburg  harbor, 
existing  and  propo.'ed. 

The  Commercial  Cable  Co.  has  com- 
pleted the  erection  of  new  storage  sheds 
at  Upper  Water  St.,  Halifax,  N.S.,  and 
it  is  reported  that  an  additional  cable 
ship  will  be  placed  in  service  shortly,  op- 
erating from   Halifax. 

The  Newfoundland  Government,  in 
•lealing  with  supplementary  estimates, 
at  a  sitting  of  tne  legislature  early  in 
.July,  promised  consideration  of  addi- 
tional facilities  in  steamship  service  with 
St.  .Marys  and  Trepa8.«y,  in  Placentia 
Bay. 

The  Newfoundland  Government  has 
bought  the  s.s.  Lobelia  from  the  British 
Cfoverniiienl,  and  is  reported  to  have 
bought  three  other  steamships  from  the 
r.S.  Government,  for  use  in  the  coastal 
mail  and  passenger  service  in  Fortune 
Bay,  .Northern  I^abrador,  Humbermouth 
and  Battle  Harbor. 

The  Canadian  National  Rys.  car  ferry 
Prin<  •  Edward  Island  underwent  some 
repairs  at  Charlotteluwn,  P.E.L,  early  in 


.hdy,  and  lat«<r  proceeded  to  Halifax,  N. 
.S..  where  she  wan  docked  for  hull  ex- 
amination. While  hIiv  was  under  re|>air 
the  car  ferry  Scotia  replaced  her  on  the 
route  between  New  Brunswick  and  Prince 
Kilward   NItind. 

The  British  Board  of  Trade  has  rerom- 
Muniled  that  the  crew  of  the  Imperial 
Oil  Ivtd.  s.s.  Liiz  Blanca,  which  was  sunk 
by  German  submarines  off  Halifax  har- 
bor Aug.  ."i,  UMM,  be  awarded  a  clasp. 
Two  of  the  crew  were  killed  by  shell  tire 
from  the  submarine,  the  remainder  be- 
ing rescued  and   taken   to  Halifax. 

The  s.s.  I'rincess,  owned  by  F'arquhar 
&  Co.,  Halifax,  N.S.,  has  been  sidd  to 
Peruvian  parties,  and  is  expected  to  sail 
from  Halifax  for  Peru  during  August. 
.She  was  built  in  I8Ufi,  was  for  some  time 
in  the  Newfoundland  trade,  and  was 
bought  by  Farquhar  &  Co.  in  UU!).  She 
is  r>42  tons  gross,  125  tons  net,  and  has 
been  thoroughly  overhauled  and  refur- 
nished this  year. 

The  Maritime  Wrecking  Co.'s  tug  Sar- 
nia  City  and  the  Halifax  Tow  Boat  Co.'s 
tug  W.  F.  Roebling  left  Halifax  during 
.luly  for  Norfolk,  Va.,  where  they  are 
taking  in  tow  a  sandsucker  for  use  in 
the  St.  John,  N.B.,  harbor.  The  sand- 
sucker  is  said  to  he  the  largest  in  the 
world,  being  of  the  following  dimensions: 
length  200  ft.,  beam  80  ft.,  with  about  :iO 
pontoons  for  carrying  pipes. 

Canada  Steamship  Lines  Ltd.  is  stated 
to  have  opened  its  Nova  Scotia-Prince 
Edward  Island-Newfoundland  service 
with  the  sailing  of  the  s.s.  Corunna, 
which  wa.s  taken  to  Sydney,  N.S.,  from 
Montreal  about  the  middle  of  July,  and 
it  is  stated  that  the  Corunna  will  short- 
ly be  replaced  by  the  s.s.  Mapledean. 
"The  s.s.  Corunna  is  owned  by  the  Do- 
minion Iron  &  Steel  Co.  and  was  built 
at  Leith,  Scotland,  in  1891.  She  is  screw- 
driven,  by  engine  of  99  h.p.,  and  has  the 
following  dimensions, — length  230  ft., 
breadth  :J4.1  ft.,  depth  19.7  ft.;  tonnage 
1,269  gro.ss,  792  net. 

The  Lunenburg  Marine  Railway  Co.  is 
rebuilding  its  patent  slips  1  and  2,  and 
building  a  new  slip  ;i,  details  of  which 
are  as  follows: — No.  1,  lenth  over  all  120 
ft.,  depth  at  high  water  on  block,  11'^ 
ft.  forward,  16>i  ft.  aft,  with  lifting 
power  of  400  tons,  it  has  2  tracks  with 
cradle;  No.  2,  length  over  all  8.t  ft.  and 
110  ft.,  depth  on  blocks,  IPo  and  1.t>^ 
ft.  forward,  and  1.5'i.  and  18>2  ft.  aft, 
with  lifting  power  of  .'iOO  and  600  tons, 
there  are  two  tracks  with  cradles,  which 
can  be  coupled  into  one,  making  it  195 
ft.  long;  No.  3  will  be  180  ft.  long  on 
block,  10  ft.  deep  forward,  and  17  ft.  aft, 


with  lifting  power  of   1,000  tonii;   it  will 
have  two  tracks  with  one  cradle. 


Province  of  Qoebec. 

The  Quebec  Harbor  Commisnionerii 
have  roni|>U'ted  the  alterations  to  shed 
18  on  thi-  breakwater.  An  additional 
story  has  Inen  built  on  the  front  half, 
with  a  passage  way  run  from  end  to  end, 
wide  enough  to  swing  a  small  gangway 
from  the  shed  to  steamship  decks  at 
high  tide. 

The  s.s.  Vega,  owned  formerly  by  the 
hiterlake  Steamship  Co.,  Cleveland.  Ohio, 
has  been  bought  by  the  Port  aux  Quillen 
Lumber  Co.,  Montreal,  and  has  been 
transferred  to  the  Canadian  register,  un- 
der the  name  of  Sapin.  She  was  built 
in  1900,  an<l  is  416  ft.  long,  with  ."iO  ft. 
beam,  and  4,382  gross  tons. 


Ontario  and  the  Great  Lakes. 

The  Brockville-Morristown  Transpor- 
tation Co.  is  reported  to  have  bought  the 
s.s.  Victoria  from  the  Detroit  and  Wind- 
sor Ferry  Co.,  Detroit,  Mich.,  to  replace 
the  S.S.  H.  P.  Bigelow,  destroyed  by  fire 
recently. 

The  Northern  Navigation  Co.'s  s.s. 
Hamonic  grounded  on  a  reef  near  Har- 
bor Beach.  July  7,  during  high  winds 
and  fog.  while  on  her  way  to  Samia.  She 
was  released  a  few  hours  later,  without 
damage. 

The  Couchiching  lock,  on  the  Trent 
Valley,  Canal,  near  Washago,  was  open- 
ed for  traffic  July  6,  thus  giving  direct 
water  communication  between  Trenton, 
on  Lake  Ontario,  and  Honey  Harbor,  on 
Georgian  Bay. 

The  s.s.  New  York,  which  was  libelled 
at  Kingston,  early  in  July,  on  account  of 
w-ages  due  to  the  crew,  was,  after  being 
released,  again  libelled  for  the  Colling- 
wood  Shipbuilding  Co.,  for  $400  due  for 
repairs.  The  matter  was  settled,  and  the 
ship  released. 

The  Great  Lakes  Transportation  Co., 
.Midland.  Ont.,  is  having  a  steamship 
built  by  the  Midland  Shipbuilding  Co., 
for  its  Great  Lakes  service.  Details  of 
the  ship  are  given  on  another  page  of 
this  issue,  under  General  Shipbuilding 
-Matters   Throughout   Canada. 

The  dredge  Kennaquhair,  which  was 
bought  by  the  Dominion  Government  in 
1917,  for  terminal  and  harbor  work  at 
Port  Nelson,  Hudson  Bay,  and  which  has 
been  berthed  at  Cornwall,  Ont,  since 
then,  will,  it  is  reported,  be  taken  to  Cape 


Sault  Ste.  Marie  Canals  Traffic. 


The  followinir  commerce  punrtl  thruuich  the 

Articlea 

Lumber    — Eutlioand 

Hour     •• 

Wheat  _ J.;.; 

Grain,  other  thiui  wbaat 

Copper    ^ ., •• 

Iron    Ore    

Pis   Iron   

.Stone     _ 

General    Merehandls*    

Paueniten    ■• 

Coal,    aoft    WeitlMunil 

Coal,    hard    

Imn    Ore   ..._ 

Manuracturad  Iron  and  Steel.. 

Oil  .  !""!"I"!;!!"""Z!n!Z"""!"!" 
Stone  _ 

General  Herehandiiie  _ „ 

PfiBBrniren    

Sammary 

Vea»el     PaasaKe*     

Kririitered    Tonnaae    .. 
Kreisht  — Eaatbound     . 

WenttMund 
T..U1    Frcisht    


Barrel. 
Bushels 
Runhels 
Short  tons 
Short  tons 
Short  tone 
Short  tons 
Short  tons 
Number 
Short  tons 

Short  Ions 
Short  tons 
Short  tons 
Short  tons 
Short  tons 
Short  tons 
Short  tons 
.Number 
Number 

Net 

Short  tons 
Short  tons 
Short  tona 


«U  .lurinK  June.   1930: 
Canadian 

Canal  U.S.  Canal 

*.**9  S1.«S9 

290.940  791. &8I 

8C8.910  S.107.21& 

I.S.IS.SOS  1.720.5(18 

S.OM 

140.608  8.S66.742 

l,6S0  S.SfiO 

«74  B.498 

2.SSS  2.161 

24.488  941.894 

7.900  JM.i:0 

17.69R 

1.418  7.KS6 

8»l  17.97.^ 

41.720 

9S.R41 

M.0I9 

I.4S.S 

2.1 4.1 

7.488.SS9 


24.797 

8.4SN 

493 

7IO.O«0 


ToUl 
86,888 
1.082.&21 
S.97(.125 
S.07C.98« 
S.OM 
8.707. S£0 

"""8,'oob 

8.172 

4.S17 

98S.SS2 

271.020 

17.«!>« 

S.S.-it 

18.S00 

41.720 

93..<i«l 

7.';.SIB 

4.870 

2.63C 

8.19C,S!>9 


237.760  8,916.124 

&9.434  1.434.SOI 

297.194        10.sr.0.«2'. 


August,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


463 


Tornientine,  P.E.I.,  for  dredging  opera- 
tions in  the  improvement  of  the  terminal 
facilities   there. 

The  Great  Lakes  Transportation  Co.'s 
s.s.  Glenlyon,  while  entering  Sarnia  re- 
cently, was  diverted  somewhat  from  her 
course  by  the  schooner  llattie  Hutt  and 
the  sandsucker  working  at  the  port,  and 
losing  her  steerage  way,  sti-uck  the  G.T. 
R.  freight  sheds,  doing  damage  to  the 
amount  of  about  $5,000.  The  ship  was 
only   slightly   damaged. 

The  U.S.  Lake  Survey  reports  the 
stages  of  the  Great  Lakes  in  feet  above 
mean  sea  level  for  June  as  follows: — 
Superior,  602.75;  Michigan  and  Huron, 
580.86;  St.  Clair,  575.42;  Erie,  572.49; 
Ontario,  245.56.  Compared  with  the  av- 
erage stages  for  the  last  ten  years,  Su- 
period  was  0.49  ft.  above;  Michigan  and 
Huron,  no  change;  Erie,  0.42  ft.  below; 
Ontario,   L37   ft.  below. 

The  s.s.  Baltic,  owned  in  Cleveland, 
Ohio,  bound  for  Byng  Inlet,  Geoi'gian 
Bay,  collided  with  the  s.s.  Greyhound. 
July  8,  and  on  July  10  went  on  the  rocks 
at  Cove  Island.  The  master  of  the  ship, 
Capt.  Willman,  who.  it  was  stated,  had 
been  running  ships  on  the  Great  Lakes 
for  many  years  without  accident,  com- 
mitted suicide  by  jumping  overboard  im- 
mediately his  vessel  struck,  the  two  mis- 
haps having  had  a  very  depressing  effect 
on  him. 

The  s.s.  Keystorm,  owned  formerly  by 
Keystone  Transportation  Co.,  Montreal, 
and  which  sank  near  Kingston,  several 
years  ago,  will,  it  is  reported,  be  raised 
shortly.  Several  attempts  have  been 
made  to  salvage  the  wreck,  which  was 
abandoned  to  the  underwriters,  but  with- 
out success.  The  bow  of  the  ship  is  said 
to  be  in  about  75  ft.  of  water,  and  the 
stern  in  about  1.30  ft.  The  wreck  is  stat- 
ed to  be  valued  at  about  $.'500,000.  The 
salvage  operations  are  in  charge  of  Capt. 
W.   Lesslie,   Kingston. 


The  Toronto  Harbor  Commissioners, 
according  to  a  statement  made  in  the 
House  of  Commons  recently,  include  the 
construction  of  about  4>2  miles  of  dock 
in  their  general  improvement  scheme. 
The  depth  of  water  will  be  about  24  ft. 
Since  the  harbor  development  scheme 
was  taken  in  hand  in  1914,  the  Dominion 
Government  has  spent  $.{,:i09,504  on  it, 
.5599,491  of  which  was  spent  during  the 
financial  year  1919-1920.  During  the  year 
ended  Mar.  31,  1920,  2,083  ships,  with  a 
gross  tonnage  of  1,408,465,  arrived  at 
Toronto,  and  1,940  ships,  with  a  gross 
tonnage  of  1,193,318,  sailed  from  the 
port. 

The  Kingston  N'avigation  Co.  Ltd.,  in- 
corporated recently  at  Kingston,  and  of 
which  J.  M.  Campbell  is  President  and 
Manager,  has,  we  are  advised,  bought 
the  steamships  Brockville  and  St.  Law- 
rence from  Canada  Steamship  Lines  Ltd., 
the  former  being  operated  on  regular 
trips  up  the  Bay  of  Quinte  to  Amherst 
Island  ports  and  to  Bath  on  the  main- 
land, and  also  on  excursions  to  Thousand 
Islands  and  elsewhere,  and  the  latter  is 
to  be  operated  between  Kingston  and 
Thousand  Islands  and  ports  lower  down. 
The  s.s.  Brockville  was  built  at  Toronto 
in  1898,  and  has  an  oak  hull,  with  the 
following-  dimensions, — length  105  ft., 
breadth  21  ft.  5  in.,  depth  5  ft.  7  in.; 
tonnage  191  gross,  88  registered.  She  is 
equipped  with  fore  and  aft  compound  en- 
gines, with  cylinders  9  and  18  in.  diar.  by 
14  in.  stroke,  140  i.h.p.,  at  165  r.p.m., 
and  supplied  with  steam  by  a  firebo.K 
boiler,  4%  ft.  diar.  by  8  ft.  long,  at  165 
lb.  The  s.s.  St.  Lawrence  was  built  at 
Clayton,  N.Y.,  in  1884  and  has  a  compo- 
site hull,  with  the  following  dimensions, 
length  154  ft.,  breadth  21  ft.  depth  7  ft.; 
tonnage  312  gross,  188  net.  She  is  equip- 
ped with  a  beam  condensing  engine,  with 
cylinders  32  in.  diar.  by  72  in.  stroke,  350 
i.h.p.,    at    38    r.p.m.,    and    supplied    with 


steam  by  a  firebox  boiler  8  ft.  diar.  by 
16  ft.  2  in.  long,  at  87  lb.  Officers  for 
the  current  year  have  been  appointed  as 
follows:  Brockville,  J.  E.  Rathburn,  cap- 
tain; G.  Boyd,  chief  engineer;  St.  Law- 
rence, J.  A.  Carnegie,  captain,  Jas.  Gillie, 
chief  engineer. 


British  Columbia  and  Pacific  Coast. 


The  British  Yukon  Navigation  Co.'s 
s.s.  Canadian  struck  a  rock  at  Hell  Gate, 
between  Dawson  and  White  Horse,  Yu- 
kon, July  3,  and  was  beached  for  repairs 
to  a  hole  in  the  hull. 

The  C.P.R.  has  ordered  a  steam  tug 
and  car  barge  for  service  on  Okanagan 
Lake.  Details  of  these  are  given  on  an- 
other page  of  this  issue  under  "General 
Shipbuilding  Matters  Throughout  Can- 
ada." 

The  Vancouver  Harbor  Commissioners 
are  inviting  tenders  to  Aug.  7,  for  the 
construction  of  a  reinforced  conci-ete 
pier,  to  be  known  as  Ballantyne  Pier, 
with  transit  sheds,  to  be  built  at  Burrard 
Inlet. 

The  contract  for  dredging  and  filling 
on  the  site  of  the  Ballantyne  pier  in  Bur- 
rard Inlet  has  been  awarded,  as  men- 
tioned in  our  last  issue,  by  the  Vancouver 
Harbor  Commissioners  to  Grant  &  Mac- 
Donald  for  $531,121.50.  It  is  stated  that 
the  work  is  to  commence  immediately 
and  that  it  will  be  completed  within  the 
year. 

The  Whalen  Pulp  &  Paper  Mills  Ltd. 
annual  report,  issued  recently,  says: — 
".At  the  end  of  February,  the  Grand 
Trunk  Pacific  Ry.  completed  a  car  ferry 
barge,  and  railway  cars  are  now  ferried 
between  your  Swanson  Bay  plant  and 
Prince  Rupert,  which  will  cheapen  trans- 
portation and  make  it  efficient.  During 
the  course  of  the  year,  the  launch  Nooya 
was  sold." 


Ships  Registered  in  Canada  During  April,  1920. 


In  compilinK  the  following  lists  of  vess«ls  reuristered,  st«amboats  and  motor  boats,  operated  by  engii 
sailing  ships  of  less  than  100  tons  reKlster. 

STEAM. 


of  less   than    10   n.h.p.. 


Port  of  Registry 


managing  owners 


141702     Burrard  Chief Vancouver,   B.C Vancouver,    B.C.    .. 

133407     Bras  d'Or Sydney,    N.S Mahone   Bay,    N.S. 


141598     Canadian  Miner* "  

M1709     Capilano Vancouver.    B.C. 

141661     Clinton(l) Toronto 


(1)  Formerly   Cylaton,   and   Viking. 


..1919       67.2     19.9       9.1 
.1919     128.8     28.0       9.1       371 


27  Sc.     Pacific  Construction  Co.,  Vancoover, 

B.C. 
71  Sc.     Coastal  Steamship  Co..  Sydney,  N.S. 


N.S 1920     270.0     38.2 

r.     B.C 1920     135.0     26.9 


.iii-S     il^     ?iS     '*"•     l^*"     124  Sc.     Minister  of   Marine.    Ottawa. 
400.0     .12.4      28.8     B465     3400     282  Sc,  "i"iwa. 


Union  Steamship  Co.  of  British  Col- 
umbia.   Vancouver.    B.C. 
A.    E.    Mathews,    Toronto. 


Port  of  Registry 


■S      3.    .  . 
a       g  c    e  M 


Owner  or  Managing  Owner. 


141591     Arthur  Morgan(l)... .Montreal 
141.196     Ashland 


1 11623  Burpee  L.  Tucker Parrsboro.    N.S. 

141681  Frances  L.  Spindler-Lunenburg.    N.S. 

141686  Grace  P.  Brown 

141i>3i  Han.l.l  Conrad La    Have.    N.S.    .. 

Ul.",3.'>  J.  C.  26 New  Westminster 

I416S3  J.  E.  Conrad Lunenburg,     N.S. 


..Schr....Delroit,     Mich 1871     220.2     85.3     14.3     938 


..Trenton.     Mich 18 


141595     J.  I.  Case Montreal    

141637     Kaduskak La    Have.    N.S. 


141597 
141636 
141594 


L.  C.  Smith Montreal 

Marian  Belle  Wolf....La   Have. 
Nellie  Redington Montreal 


( 1  >    Formerly  Arthur 


..    ■•    ....Port   Greville.    N.S 

..    '■     ...LunenburK.     N.S 

..    ■•    Chester    HB.sin.    N.S 

..    ••     ...Yarmouth.     N.S 

..Scow.. .New    Westminster,    B.C. 
..Schr....Shelbum,     N.S 


..    '*    ....Manitowoc,     Wis. 

..    "    ....Liverpool,    N.S.    . 

..Barge.Pierreville,  Que. 
..Schr....Shelbume.  N.S. 
..    ••    ...Cleveland.    Ohio 


..1920 
..1920 
..1920 
..1919 
...1920 
..1920 

..1874 

.1920 

.1920 
.1920 
..1872 


Sincennes-McNaughton    Line,    Ltd.. 

Montreal. 
Sincennes-McNaughton    Line.    Ltd.. 

Montreal. 
S.  T.  Salter,  et  al.,  Parrsboro.  N.S. 
I.    Spindlcr.   M.O..   Lunenburg.  N.S. 
W.    Duff.    M.    O..    Lunenburg,    N.S. 
.-„...     ....,     11.0     183     116     J.   E.   Bnckman.   Riverport.  N.S. 

J^?     2i"       **•"     -■"'     -•■"*     ^     C.   Crane.    Westminster.   B.C. 
127.1     26.6     10.4     172     IM     G.   A.  Corkum.  M.O..  East  La  Have. 

N.S. 
207.8     34.6     14.5     862     814     Sincennes-McNaughton     Line,     Ltd., 


225.7  35.1  13.9  987  949 

166.5  35.5  13.0  512  465 

125.4  27.2  10.6  174  112 

124.0  26.6  11.0  170  114 


Mo 


125.8     27.6     11.0     196     178     Southern   Salvage  Co..    Liverpool 

N.S. 
108.6     22.9       7.5     184     16.",     L.    Ycrgenu.    Pierreville     NS 
126.6     26.6     10.5     170     116     F.   Gray.    M.   O.,   La  Have.   NS 
204.8     34.1     14.0     827     787     Sincennes-McNaughton     Line,     Jt 

Montreal. 


nil 


CANADIAN  KAII.WAV  AND  MAKINK  WOIU.D 


Aujrust.  1920. 


Til.     !uiini    .  f    i)\.     ••  «.    HvnviT.   (iwhimI 

1   ■wine  •'"■.  Vun- 

to  lli)ni-yni«<in. 

rly    !)>•    Mnritinu' 

l^   l.Ui..   \uinuuvrr,  urul  was  l>uilt 

jinl.  Wash.,  in   1HH2.     Shi-  i.n  -icrrw 

■  \    ■  Mkrinr  of  'J'J  h.p.,  anil  hns  the 

'mrtiHionii,  — Irnjfth    .'il.4    fl., 

M.,  depth  fi.7  ft;  tonnajto,  38 

Ihr  noKotiiitiiiii!"  bi'twi'i-n  the  Vuni-ou- 
wr  llarlxir  CommissioiUTS  and  the  (ireat 
\i«rthem    Ry.   «><   owner   of    the    site   for 

•  ne  construi-tion  of  the  Hnllnntyne  pier 
■1    Hiirrard    Inlet,   are    reported    to    have 

i'"li'd.    the    Ci.N.K.   BjrreeinK    to 

'    a    foot    ns    offered    by    the 

IS.      It    is    stated    that    the 

(.1.  ,..iit..i  h.  t:otiations  in  no  way  delayed 

the  work  of  preparinK  the  site,  and  one 

contract   has  already  been   let. 

The  Vancouver  Harbor  Commissioners 
has  passed  a  bylaw,  effective  Auk.  1, 
iinposint:  a  Lax  on  all  car>ro  landed  with- 
in the  harbor,  of  tic.  a  ton,  with  certain 
exceptions.  I'ntil  this  bylaw  was  pass- 
id,  no  charge  had  been  made  at  the  port 
■  n  the  carjro  of  ships,  but  only  on  the 
hip  tonnaKe.  It  is  stated  to  be  the  in- 
•rntion     to    abolish     the     ship     tonnaRc 

•  harKC  and  all  charses  for  wharfape  on 
the  Coniniissioners'  property,  in  about 
two  years,  or  on  the  completion  of  the 
Mallantyne    pier. 

The  Kettle  Valley  Ry.,  which  is  oper- 
itcil  under  lease  by  the  f'.P.R.,  will  han- 
ile  traffic  on  Dor  Lake  between  Pentic- 
■nn  and  Okanafran  Falls  with  the  C.P.R. 
-..■^.  York,  which  was  run  formerly  on 
(.)kanaKan  I^ke.  The  s.s.  York  was  built 
at  Toronto  in  1901  and  shipped  in 
knockdown  shape  to  Okanagan  Landing 
iiid  was  re-erected  there.  She  is  screw 
liiven,  by  engine  of  12  h.p.,  and  has  the 
followinp  dimensions, — length  88  ft., 
breadth  16.2  ft.,  depth  4.9  ft.;  tonnage 
i:!4  gross,  91  net. 
The  board  of  conciliation,  consisting 
f  Mr.  .Justice  Murphy,  chairman;  E.  A. 
lames,  for  the  C.P.R.,  and  J.  Taylor,  for 
the  employes,  appointed  to  deal  with  the 
ilemands   of   the   C.P.R.    freight   handlers 

•  >n  the  water  front  at  Vancouver,  report- 
'd    during   .luly.      It    is   stated    that   the 

iiajority  report  does  not  recommend  any 
lurease  in  wages,  but  agrees  that  men 
tailed  upon  to  do  more  than  ten  hours 
work  in  24  hours  should  be  paid  for  the 
excess  time  at  $1..S.t  an  hour  for  checkers 
and  $1.20  an  hour  for  truckers,  again3t 
$1.10  and  $1  respectively  at  present.  A 
minority  report  is  being  presented  by  .). 
Taylor,  who  represented  the  men. 

The  British  Columbia  Telephone  Co. 
has  bought  the  barge  Iwalani  to  convert 
into  a  cable  ship  for  laying  cables 
through  the  Gulf  of  Georgia.  The  Iwa- 
lani was  built  at  San  Francisco,  Cal.,  in 
IKSl,  as  a  private  yacht,  and  was  sold 
afterwards  to  Hawaiian  parties  and  oper- 
ated in  the  /sugar  trade  between  Cali- 
fornia and  Honolulu  and  was  later  on 
the  run  between  San  Francisco  and  Seat- 
tle in  the  freight  tr^de.  A  short  while 
before  the  war  she  was  bought  by  a  Van- 
couver concern,  and  later  her  engines 
were  removed  and  sent  to  .lapan,  where 
there  were  installed  in  another  ship,  and 
the  Iwalani  passed  to  the  Imperial  Mu- 
nition? Board  for  use  as  a  barge.  Her 
dimensions  are, — length  148  ft.,  breadth 
27  ft.,  depth  H.h  ft,;  tonnage  2T.">  net. 

I'ar  Ferry  Stramnhip  Maitland  No.   1. 

Particulars  of  the  operation  of  this 
steamship,  for  191S).  are  given  in  the 
Toronto,  Hamilton  &  Buffalo  Ry.'s  an- 
nual report  on  another  page  of  this  issue. 


Dominion  Government  Aid  for  Shipbuildinj]:. 


(anadian  Railwiiy  and  .Marine  Worbl 
for  July  contained  the  resolution  adopt- 
ed by  the  Hou.^te  of  Commons  on  motion 
of  the  Finance  .Minister,  Sir  Henry  Dray- 
t(pn,  to  make  advances  to  shipbuilders. 
Fidlowing  IS  the  complete  text  of  the 
bill.  An  Act  respecting  the  Shipbuilding 
Industry,  which  was  based  on  the  reso- 
lution,   as    passed    by    Parliament. 

Whereas  large  numbers  of  men  are 
employed  in  the  shipbuilding  industo' 
in  Canada;  and  whereas  at  the  present 
time  there  is  no  sufficient  demand  for 
the  construction  of  ships  by  Canadian 
purchasers  and  the  Government  of  Can- 
ada has  ceased  placing  further  orders; 
and  whereas  inhabitants  of  European 
countries  are  desirous  of  placing  orders 
for  ships  in  Canadian  yards,  but  owing 
to  the  present  rates  of  exchange  and  the 
depreciated  value  of  foreign  currencies 
they  are  unable  to  finance  such  orders; 
and  whereas  it  is  advi.sable  to  assist  in 
financing  the  construction  of  ships  in 
existing  Canadian  shipyards:  Therefore, 
His  .Majesty,  by  and  with  the  con.sent 
of  the  Senate  and  House  of  Commons  of 
Canada   enacts   as    follows: 

1.  In  any  case  where  a  person  (here- 
inafter called  "the  purchaser")  has  en- 
tered into  a  contract  with  a  shipbuilder 
for  the  building  in  Canada  of  a  vessel 
of  not  less  than  .'1,000  tons,  and  such 
contract  is  approved  by  the  Ministers 
of  Finance  and  Marine  and  Fisheries, 
and  a  sum  not  less  than  10' >  of  the  price 
of  such  vessel  is  paid  by  the  purchaser 
to  the  shipbuilder  in  cash  at  the  time 
the  contract  is  entered  into,  and,  if  such 
cash  payment  is  less  than  20'>  of  such 
price,  the  payment  to  the  shipbuilder  of  a 
further  sum  which  with  the  said  cash 
payment  will  amount  to  not  less  than 
20' f  of  such  price  not  later  than  six 
months  after  such  time,  and  the  payment 
of  a  further  sum  not  later  than  nine 
months  after  such  time,  if  the  previous 
payments  are  less  than  2b'^'<  of  such 
price  which  will  be  sufficient  with  the 
other  said  payments  to  amount  to  at 
least  2.5' r  of  the  total  of  such  price  are 
contracted  for  and  secured  to  the  satis- 
faction of  the  Minister  of  Finance;  and 
the  payment  of  an  additional  2t>'',  of  the 
price  is  arranged  between  the  purchaser 
and  the  shipbuilder  and  secured  to  the 
satisfaction  of  the  Minister  of  Finance, 
the  Governor  in  council  may  authorize 
the  Minister  of  Finance  to  endorse  on 
behalf  of  His  Majesty  promissory  notes 
drawn  by  the  purchaser  in  favor  of  the 
shipbuilder  for  the  .50'^'f  of  the  price  of 
the  said  vessel.  The  Governor  in  coun- 
cil shall   prescribe  the  place  where  such 


noteh  nhnll  Ik-  |)aiii,  tne  iiHtni.ii  i.i  (;l^- 
counting  them,  and  the  time  when  such 
noU's  are  to  be  paid. 

Provided  that  the  first  of  such  notes 
.Khali  be  made  payable  at  a  date  not  less 
than  21  months  after  the  time  the  cui- 
tract  was  entered  into,  and  the  last  of 
such  notes  shall  be  made  payable  at  a 
date  not  later  than  57  months  after  such 
time. 

A  first  mortgage  on  the  ves.iel  for  the 
full  amount  of  the  notes  so  endorsed  by 
the  .Minister  of  Finance,  in  such  form 
as  the  Minister  of  Justice  may  approve, 
shall  be  given  to  His  Majesty,  and  the 
.said  vessel  shall  be  registered  in  Canada, 
and  the  register  shall  not  be  transferred 
until  the  amount  secured  by  the  mort- 
gage has  been  fully  satisfied  and  paid. 
Until  the  amount  secured  by  the  mort- 
gage is  fully  .satisfied  and  paid,  the  ves- 
sel shall  be  insured  and  kept  insured  in 
favor  of  His  Majesty  for  such  amount 
and  against  such  risks  and  in  such  in- 
surance companies  as  the  Minister  of 
Finance  may  determine. 

Provided  that  if  the  vessel  is  being 
built  for  an  alien,  and  the  provisions  of 
this  Act  with  respect  to  mortgaging  the 
vessel  cannot  conveniently  be  complied 
with,  such  security  for  the  amount  of 
the  said  promissory-  notes  endorsed  by 
the  Minister  of  Finance  shall  be  fur- 
nished by  the  purchaser  as  may  be  ap- 
j)roved   by  the  Governor  in   council. 

2.  The  whole  amount  that  note?  may 
be  endorsed  on  behalf  of  His  Majesty  as 
herein  provided  shall  not  exceed  $20,000,- 
000,  and  no  notes  shall  be  endorsed  as 
aforesaid  until  25'^j  of  the  contract  price 
shall  have  been  paid  in  cash. 

3.  An  account  in  detail  of  the  endorse- 
ments made  or  liabilities  incurred  under 
the  provisions  of  this  act  shall  be  laid 
before  Parliament  within  15  days  if  Par- 
liament is  then  sitting,  and  if  not  sitting 
then  within  the  first  l.i  days  of  the  ses- 
sion next  ensuing. 

Canadian  Railway  and  Marine  World 
is  advised  that  applications  for  assist- 
ance, under  the  act's  provisions,  should 
be  made  to  the  Marine  Department,  which 
will  pass  upon  the  business  aspects  of 
the  propositions,  before  they  are  dealt 
with  by  the  Minister  of  Marine  and 
Fisheries,  and  the  Minister  of  Finance 
respectively. 


British  Shipping  Control  Ended. — The 

British  Government  has  announced  the 
removal  of  control  over  all  shipping,  in- 
cluding limitations  on  freight,  as  from 
.luly  l.^,  although  it  is  stated  that  formal 
licenses  will  still  be  necessary. 


Ships  Added  to  and  Deducted  From  the  Canadian  Reg^ister  During 

April.  1920. 


AddMl. 

Ruilt    in    C«nii<U    

Purch««fHl    from    forri»n*r».. 
Transfrrrrd    from    Dnitwl    K  inirdom 
TnmafFrrrd    from    Britiih    PaMMsion* 

New     rpfrist«ri    

Re-mrint«rrd   afur   wreck    ..  

ToUU   - _._-_. 

D«dact>d. 

Wr»fk<^    or    oth»r»rli«    lott 

Rrokrn   up  or  unfit   for  u«« .».. — .- 

Sold   to   foretmen »,.»«.. 

Tranafrrred   to   Uniud   Kingdom    

Tran«frrT«d    to    British 
Nrw    rrsliun    

Tout*    


— Tonniurr — 
Gro«a.  R^iriatrrvd. 

10,S90  (.,ht9 

1.231  727 


Sailine. 
— Tonn&ffe — 
Gro««.  Re«'r»d 

2.iH  2.167 

3.614  3.438 


30       12,278         7.408 
S  l..%C2  !>7( 


l.$2« 
3C4 


I.2.S9 

S.^o 

SS2 


S.llS         2.«0» 


August,  1920. 


465 


Wreck  Commissioners'  Enquiries  and  Judgments. 


Enquiries  have  been  helil  and  judg- 
ments delivered  in  connection  with  the 
following  casualties: — 

Collision  of  s.s.  I'icton  with  Laurier 
Pier,  >rontreal. 

Held  at  Montreal,  June.  12,  by  Capt. 
L.  A.  Demers,  Dominion  Wreck  Commis- 
sioner, assisted  by  Capts.  C.  J.  Stuart 
and  J.  C.  Caine,  as  nautical  assessors,  in- 
to the  collision  of  the  s.s.  Picton  with  the 
Laurier  pier,  Montreal,  June  8.  The  evi- 
dence showed  that  while,  in  some  cases, 
the  casting  off  of  the  stern  tow  line  may 
be  trivial,  in  this  case  it  proved  to  be  a 
factor  in  the  damage  caused  by  the  s.s. 
Picton.  Owing  to  an  eddy,  at  the  end  of 
the  Tarte  pien  causing  an  inward  flow, 
the  moment  the  line  was  cast  off  the 
stern  of  the  ship,  she  gradually  left  the 
wharf  until  she  was  within  150  ft.  of 
the  Laurier  Pier.  In  the  meantime,  those 
on  the  bridge  of  the  Picton  had  been 
warned  that  her  engines  were  not  ready 
to  respond  to  orders,  and  no  attempt  was 
made  by  the  master  or  pilot  to  secure 
the  ship"  to  the  wharf,  both  of  them  rely- 
ing on  the  two  tugs  in  attendance.  The 
evidence  with  respect  to  orders  to  the 
tugs  was  conflicting,  but  the  court  ac- 
cepted the  version  of  the  masters  of  the 
tugs,  who  stated  that  they  had  no  or- 
ders, and  found  that  the  responsibility 
for  the  damage  caused  to  the  pier,  rested 
with  the  pilot,  A.  Perreault,  who  allowed 
the  Picton  to  approach  too  close  to  the 
pier,  this  being  brought  about  by  the 
stern  line  having  been  cast  off  before  her 
engines  were  ready,  and  without  orders 
from  either  the  pilot  or  master,  in  con- 
sequence of  which,  the  stern  of  the  ship 
drifted  150  ft.,  before  any  action  was 
taken.  The  pilot  erred  in  judgment  and 
was  therefore  reprimanded  and  caution- 
ed to  be  more  careful  in  future.  The 
master  of  the  Picton,  M.  Mathias,  was 
also  cautioned,  for  the  reason  that  his 
engines  were  not  ready,  it  being  his  duty 
to  see  that  his  ship  did  not  leave  her 
berth  before  everything  was  in  order. 
The  opinion  was  expressed  that  an  order 
to  pass  a  breast  line  ashore  should  have 
been  given,  when  it  was  found  that  the 
stern  line  had  been  cast  off.  The  tugs 
were  held  not  to  be  in  any  way  to  blame 
for   the   accident. 

Capt.  C.  J.  Stuart,  one  of  the  assess- 
ors, reported  that  he  could  not  agree  to 
exonerating  the  masters  of  the  tugs.  He 
stated  that  while  of  the  opinion  that  it 
was  the  duty  of  the  tugs  to  obey  orders 
from  the  ship  in  tow,  he  did  not  consider 
that  their  duties  ended  there,  but  that 
they  should  be  able,  owing  to  experience, 
to  anticipate  the  pilot's  orders  and  have 
such  control  as  to  avoid  such  an  accident, 
and  for  this  reason  he  considered  that 
the  masters  of  the  Sincennes-McNaught- 
on  Line's  tugs  Mathilda  and  Macsinco 
were  jointly  responsible  for  the  casualty. 
Stranding  of  the  s.s.  Quebec. 
Held  at  Montreal,  June  21,  by  Capt.  L. 
A.  Demers,  Dominion  Wreck  Commis- 
sioner, assisted  by  Capts.  C.  Lapierre  and 
C.  J.  Stuart,  as  nautical  assessors,  into 
stranding  of  Canada  Steamship  Lines' 
s.s.  Quebec  near  Three  Rivers,  Que.,  June 
.3.  "The  court  decided  that  the  pilot,  E. 
Gauvreau,  erred  thiough  over  confidence 
in  his  courses,  and  that  he  was  in  default 
for  not  taking  a  cast  of  the  lead  occa- 
sionally, to  ascertain  if  his  vessel  was 
keeping  in  navigable  waters.  Being  an 
unlicensed  pilot,  the  court  had  no  method 
of  dealini  with  him,  but  to  find  him  at 
fault.     The  court  held  that  the  first  offi- 


cer showed  a  lack  of  knowledge  as  to  his 
duties  while  in  charge,  and  it  took  into 
consideration  that  he  was  a  stranger  in 
that  service  and  had  not  received  specific 
instructions  as  to  the  role  he  had  to  play 
in  connection  with  the  pilot  and  wheels- 
man. He  was  therefore  only  reprimand- 
ed severely,  and  cautioned  to  use  better 
judgment  in  future,  and  acquire  a  better 
conception  of  his  duties  and  responsibili- 
ties as  a  first  oflicer.  The  court  expressed 
the  opinion  that  in  view  of  the  evidence 
adduced,  the  chemical  fumes  from  the 
Wayagamack  mills  played  an  important 
part  in  the  casualty,  as  they  cast  a  mist 
over  the  surroundings,  obliterating  all 
lights  at  intervals.  It  therefore  strong- 
ly recommended  that  some  action  be 
taken  in  order  to  cause  the  elimination 
once  and  for  all  of  these  fumes,  which 
to  its  knowledge  have  been  a  nuisance 
and  a  danger  to  navigation  in  the  vicinity 
of  Three  Rivers  for  some  time  past. 
Stranding  of  s.s.  Manche.ster  Division. 
Held  at  Montreal,  June  24,  by  Capt.  J. 
B.  Henry,  Wreck  Commissioner,  assisted 
by  Capts.  J.  C.  Caine  and  C.  J.  Stuart, 
as  nautical  assessors,  into  the  stranding 
of  Manchester  Liners'  s.s.  Manchester 
Division  in  Quebec  harbor,  June  7.  The 
court  expressed  the  opinion  that  the  cas- 
ualty was  due  to  the  parting  of  a  new  9 
in.  hawser  leading  from  the  starboard 
bow  to  the  tug  Belle.  There  was  noth- 
ing to  indicate  undue  chafing  of  the 
rope,  which  was  protected  on  the  stem 
by  a  paunch  mat,  and  the  evidence  of  the 
master  of  the  Belle  showed  that  the  rope 
parted  well  clear  of  the  stem.  After 
the  parting  of  the  rope,  the  only  prac- 
tical manoeuver  was  thought  of,  and  act- 
ed upon,  by  the  master  and  pilot,  going 
full  speed  ahead,  with  the  helm  hard  a 
starboard,  in  an  endeavor  to  bring  the 
ship's  head  round  to  port,  but  owing  to 
the  squally  condition  of  the  wind,  this 
could  not  be  executed  before  she  took  the 
bank  and  stranded  beam  on,  the  striking 
being  so  light,  as  not  to  be  perceptible 
to  those  on  board.  No  reason  for  the 
parting  of  the  rope  could  be  given,  ex- 
cept that  there  was  an  unknown  defect. 
Xo  negligence  was  attributed  to  those 
handling  her,  and  both  master  and  pilot 
were  exonerated,  the  court  recommend- 
ing that  in  going  into  this  berth,  vessels 
should  use  a  line  from  each  bow. 
Stranding   of  s.s.   Hamonic. 

Held  at  Sarnia,  Ont,  July  21,  before 
Capt.  L.  A.  Demers,  Dominion  Wreck 
Commissioner,  assisted  by  Capts.  C.  E. 
Millard  and  W.  A.  Glass  as  nautical  as- 
sessors, into  the  cause  of  the  grounding 
of  the  Northern  Navigation  Co.'s  s.s. 
Hamonic  off  Hardwood  Point,  Lake  Hur- 
on, July  7.  The  master,  Capt.  O.  M. 
Wing,  stated  that  he  had  been  in  com- 
mand since  liU:!,  without  accident.  On 
July  6  he  had  occasion  to  alter  his  course, 
to  counteract  leeway  caused  by  a  strong 
breeze  off  the  port  side.  His  compasses 
was  but  imperfectly  adjusted  in  the 
spring  and  as  a  result  he  had  found  an 
error  by  observing  ranges.  He  also  stat- 
ed that  the  towing  log  had  a  new  pro- 
peller and  he  had  not  had  the  opportun- 
ity of  verifying  its  running.  The  sound- 
ing machine  was  in  order  but  not  was 
used,  one  reason  being  that  one  of  the 
crew  would  have  had  to  be  called  from 
his  sleep  if  it  had  been  used.  He  was  ad- 
vised by  the  second  officer  that  he  had 
passed  the  s.s.  Huronic  inside  and  as- 
sumed from  that  that  he  was  steering  a 
correct  course  and  was  in  a  proper  posi- 


tion as  to  location.  The  second  otficed 
called  him  when  fog  came  on,  with  the 
information  that  he  had  seen  a  light 
once,  but  had  not  had  time  to  take  a 
bearing.  He  had  not  heard  the  fog  horn 
at  Port  aux  Barques,  but  kept  up  his 
speed  until  the  ship  struck.  Soundings 
showed  that  there  was  18  ft.  forward 
and  16  ft.  aft,  and  interior  soundings  re- 
vealed a  leak  in  no.  1  hold.  The  ship 
was  released  by  the  use  of  tugs.  The 
second  officer,  Andrew  Allan,  stated  that 
the  ship  was  steered  correctly  and  that 
he  had  not  offered  any  suggestion  as  to 
reduction  of  speed  or  soundings,  assum- 
ing that  the  captain  was  master  of  the 
situation.  The  master  was  recalled  and 
notified  that  on  his  own  evidence  the 
court  would  likely  find  him  in  default  and 
deal  with  his  certificate,  and  that  if  he 
wished  to  make  a  defence  and  secure 
counsel,  the  court  would  adjourn,  but 
he  elected  to  leave  the  case  in  its  hands. 
The  court  found  that  the  master  was 
in  default  and  stated  that  he  gave  his 
evidence  in  a  straightforward  and  honest 
manner.  It  did  not  consider  the  accident 
due  to  an  error  in  judgment  or  careless 
behavior,  but  to  an  omission  to  exercise 
the  necessary  caution.  Owing  to  his 
youth,  clean  record  and  straightforward 
evidence,  the  court  exercised  leniency 
and  suspended  his  certificate,  69;i'.i,  for 
two  months  from  July  21  to  Sept.  20. 
The  second  officer,  Andrew  Allan,  was 
exonerated,  but  cautioned  that  his  re- 
sponsibility and  duties  demand  more  than 
to  call  the  master  and  pace  the  bridge. 


Welland  Canal  Lock  Gate  Accident. 

Canada  Steamship  Lines'  s.s.  Maple- 
grove,  downbound,  with  a  cargo  of  wheat. 
July  11,  struck  the  lower  gates  of  lock  2 
in  the  Welland  canal,  ploughing  through 
them  in  an  18  ft.  descent  to  the  level  be- 
low. The  rush  of  water  released  from 
the  level  above  also  carried  out  the  heel 
of  both  upper  gates  in  lock  1  level.  Three 
spare  gates  were  placed  in  position,  and 
navigation  resumed  July  12,  after  a  sus- 
pension of  33  hours.  Considerable  trou- 
ble was  experienced  in  getting  the  two 
lower  gates  out  of  the  lock,  they  being 
jammed  together  between  the  lock  walls. 
The  floor  of  the  lock  on  the  outer  recess 
was  covered  with  several  feet  of  ma- 
terial washed  into  it  from  the  level  above, 
and  the  removal  of  this  by  divers  re- 
quired considerable  time.  The  ship  is  be- 
lived  to  have  suffered  heavy  damage,  and 
after  the  removal  of  her  cargo,  she  is  to 
be  placed  in  dry  dock  for  examination 
and  repairs.  The  damage  to  the  canal 
lock  is  estimated  at  $7,500.  It  is  said 
that  the  accident  was  caused  by  the  en- 
gines going  ahead  instead  of  reversing 
while   entering   the   lock. 


Welland  Ship  Canal. — It  is  reported 
that  there  is  to  be  a  resumption  of  work 
on  the  various  uncompleted  contracts  on 
the  Welland  ship  canal.  Some  work  was 
done  on  these  contracts  last  year,  es-pe- 
cially  to  relieve  the  unemployment  situ- 
ation, due  to  demobilization,  the  plants 
being  closed  down  again  in  December. 

Glen  Transportation  Co.  Ltd.  has  been 
incorporated  under  the  Dominion  Com- 
panies Act,  with  $500,000  authorized  cap- 
ital and  office  at  Midland,  Ont.,  to  carry 
on  a  general  transportation,  towing, 
wrecking  and  salvage  business,  and  in 
connection  therewith  to  own  and  operate 
steam  and  other  ships. 


AuRUHt,  1920. 


Agreement   between  Canada  Steamship  Lines,  Ltd.,  and   British  Empire 

Steel  Corporation. 


Thf  f..tl..wliuT  riirrn 


thf  tinu'  of   such  mlvnnro»; 

4.  In  ciin.Hififrntinn  of  thi'  fori'iroitiK 
covfiianln  on  tho  part  of  the  Stool  Com- 
\>any  tho  StonniHhip  Company  airroos  to 
IrunHfor  and  jiay  nvor  to  tho  Stool  Com- 
pany its  «urplii!<  not  onrninfr".  subjoct  to 
tho  provininn-*  aforoKaid,  durint;  tho  our- 
roncy  of  this  ntrroomont; 

f>.  This  atrroomont  shall  romain  in 
force  for  such  period  beyond  the  term  of 
25  years  as  aforesaid  until  cancelle<l  by 
one  year's  notice  in  writing  jriven  by 
either  party  to  the  other,  but  shall  in 
no  event  extend  beyond  the  period  of  99 
years ; 
of  vessels,  with  power  to  enter^  6.  Furthermore,  for  the  consideration 
lont  of  tho  nature  atrreod  upon  'aforesaid   the  Steamship  Company  cove- 


nt  between  fan- 
'1.    and    Hritish 
I  I, til.  was  rati- 

t  .iiy's  shnrohnld- 

.  M.  I, (real  July  "JJ. 

.Miship  Company  was 
]•  ■     the    flominion    Com- 

pui.;i.  Ai  :  fi'i  the  purpose  anil  object, 
anii>iit;''t  others,  of  carryintr  on  a  ifonoral 
business  of  water  borne  transportation; 
anil  wlioreus  the  Stool  <'oni|>any  was  in- 
leipnratoil  under  the  Nova  Scotia  Com- 
panies Act  with  like  objects  and  powers, 
as  well  as  the  mining  of  coal,  the  pro- 
duction of  iron  and  steel,  and  the  con- 
struction 
an  BjrrtH'm 


between  tho  parties  hereto;  and  whereas 
it  having  boon  concluded  that  tho  co-or- 
dination of  the  operations  of  the  respec- 
tive companies,  the  reciprocal  privileges 
nni'  bonotits.  tho  transportation  by  tho 
Steamship  Company  of  the  Steel  Com- 
pany's products,  and  the  facilities  of  the 
Stool  Comiwny  for  the  construction  and 
repair  of  vessels,  will  be  of  immense  ad- 
vantage one  to  the  other,  in  consequence 
the  parties  have  agreed  and  covenanted 
one  toward  the  other,  as  hereinafter  set 
forth;  therefore  this  agreement  witnes- 
seth:  For  and  in  consideration  of  the 
sum  of  $1  to  each  in  hand,  one  paid  to 
the  other,  the  receipt  whereof  is  here- 
by acknowledged,  and  further  the  con- 
siderations hereinafter  mentioned,  it  has 
been  covenanted  and  agreed  between  the 
parties  as  follows: — 

1.  The  Steamship  Company  undertakes 
for  2r<  years  from  and  after  July  1,  1920, 
to  operate  and  manage  the  business  of 
the  Steamship  Company,  and  to  conduct 
the  same  in  all  respects  as  efficiently  as 
heretofore,  for  the  profit  and/or  loss  of 
the  Steel  Company,  which  shall  be  en- 
titled to  any  surplus  profit  arising  there- 
from after  deduction  therefrom  of  all 
expenses  of  such  operations,  including 
management  and  direction  expenses,  and 
the  further  deduction  hereinafter  men- 
tioned, the  Steel  Company  on  its  part 
to  bear  any  loss  or  deficiency; 

2.  Out  of  the  surplus  revenues  arising 
from  the  operations  and  expenses  as 
hereinbefore  provided,  the  Steamship 
Comjiany  shall  retain  and  pay  the  amount 
necessary  to  moot  interest  on  its  out- 
standing debenture  stock  and/or  bonds, 
mortgages,  whether  due  by  the  Steam, 
ship  Company  or  its  subsidiaries,  and  a 
dividend  at  the  rate  of  T^'r  per  annum, 
payable  quarterly,  on  tho  Steamship 
Company's  issue  of  preferred  and  com- 
mon stock  outstanding,  as  well  as  mak- 
ing provision  for  requisite  depreciation 
and  sinking  fund  which  in  no  event  shall 
be  loss  than  the  depreciation  and  finking 
fund  require<l  by  the  trust  deed  securing 
the  company's  debenture  stock  and/or 
bonds,  and  should  the  revenues  of  the 
Steamship  Company  and  its  subsidiaries 
be  insufficient  for  such  purposes  the  Steel 
Company  covenants  and  agrees  to  sup4 
ply   tho  deficiency  as  required;  r 

;i.  The  Steel  Company  on  its  part  fur- 
ther covenant."  and  agrees  to  provide  or 
advance  such  additional  iiish  capital  as 
the  Steamship  Company  may  reasonably 
require  from  lime  to  time  for  its  opera- 
tions and  extensions  to  secure  the  re- 
payment of  which  provision  or  advances 
the  Steamship  Company  shall  give  pro- 
per security  therefor,  covenanting  to  pay 
a  reasonable  rate  of  interest  thereon  hav- 
ing   regard    to    prevailing    conditions    at 


nants  anil  agrees  that  the  Steel  Com- 
pany, provided  it  has  not  in  the  mean- 
time increased  its  outstanding  capital 
stock,  by  the  declaration  of  stock  divi- 
dends or  stock  bonuses  to  its  sharehold- 
ers, shall  during  the  period  of  2.5  years 
from  tho  date  hereof  have  the  right  at 
any  time  to  purchase  all  the  then  exist- 
ing assets  and  undertakings  of  the 
Steamship  Company,  including  goodwill, 
but  subject  to  the  assumption  of  its  lia- 
bilities, as  a  going  concern,  upon  the  pay- 
ment or  transfer  by  the  Steel  Company 
to  the  Steamship  Company  of  12.5,000 
shares  of  T'r  cumulative  preference 
stock,  120,000  shares  of  cumulative  sec- 
ond preference  stock,  and  66,500  shares 
of  common  or  ordinary  stock  of  the  Steel 
Company,  such  shares  to  be  fully  paid 
and  of  the  par  value  of  $100  each.  In 
the  event  of  this  option  being  exercised 
the  said  shares  of  the  Steel  Company 
shall  carry  dividends  from  the  date  in 
respect  of  which  the  last  dividends  have 
been  paid  upon  the  shares  of  the  Steam- 
ship Company,  or  the  Steel  Company 
shall  pay  to  the  Steamship  Company  the 
equivalent   in   cash; 

7.  Nothing  herein  contained  or  cove- 
nanted to  be  agreed  and  performed  by 
the  Steamship  Company  shall  be  con- 
strued as  a  covenant  on  the  part  of  the 
Steamship  Company  which  would  in  any 
way  affect  or  impair  that  company's  obli- 
gations towards  the  trustees  represent- 
ing its  bondholders  and/or  debenture 
stockholders,  nor  shall  the  steamship 
company  be  held  hereunder  to  any  obli- 
gation which  would  have  any  such  effect 
until  such  time  as  the  said  debenture 
stock  and /or  bonds  have  been  retired  or 
the  consent  of-said  bondholders  and/or 
debenture  stockholders  duly  obtained  in 
accordance  with  the  provisions  of  the 
trust  deed  therefor,  and  after  all  legal 
requirements  have  been  complied  with; 

8.  This  agreement  shall  not  become  ef- 
fective and  binding  on  tho  part  of  the 
Steamship  (\impany  until  it  has  been 
approved,  ratified  and  confirmed  at  a 
special  general  meeting  called  for  such 
purpose,  and  until  its  board  of  directors 
shall  have  passed  a  resolution  declaring 
that  it  is  satisfied  with  the  organization 
of  the   Steel   Company; 

9.  Failure  on  the  part  of  the  Steel 
Company  to  make  any  payniont  to  the 
Steamship  (^ompany  as  provided  for  in 
and  by  paragraph  2  hereof  shall,  at  tho 
option  of  the  Steamship  Company,  after 
giving  90  days'  notice,  and  should  such 
default  then  continue,  render  this  agree- 
ment null  and  void. 

ARreement   for   .\cquisition  of  Canada 

Steamship  Lines'  Stork. 
Tho  following  agreement   has  been  en- 
tered   into   between    the    British    Fmpire 


St4>pl  ('orporation  and  the  Prudential 
Trust  Co.  Ltd.,  the  former  bcinK  refer- 
red to  in  tho  agreement  us  "the  com- 
pany" nnil  thi-  I.Ttfor  n--  "fho  trustee":  — 
Whii-  irous  of  ac- 

i|Uii:-  ••■rT'ed  stock 

and   1  uinon  stock, 

both  of  t)i.-  par  valu.-  of  .flOO,  all  fully 
paid,  issued  and  outstanding,  of  Canada 
Steamship  Lines  I.,td.,  and  has  made  an 
offer  to  the  shareholders  of  Canada 
Steamship  Lines  Ltd.  to  exchange  for 
the  said  125,000  shares  of  it-s  preferred 
stock  125,000  shares  of  T'c  cumulative 
preference  stock  of  the  company  and 
12,500  shares  of  the  common  stock  of 
the  company,  all  fully  paid  and  of  tho 
par  value  of  JlOO;  and  to  exchange  for 
120.000  shares  of  the  common  stock  of 
Canada  Steamship  Lines  Ltd.  120.000 
shares  of  second  cumulative  preference 
stock  and  54.000  shares  of  common  stock 
of  the  company,  all  fully  paid  and  of  the 
par  value  of  ?100;  and  whereas  for  the 
purpose  of  carrying  into  effect  such  ex- 
change, the  company  has  agreed  to  de- 
posit with  the  trustee  its  shares  as  here- 
inbefore described;  therefore  this  agree- 
ment  witnesseth: — 

1.  The  company  agrees  to  exchange, 
the  trustee  on  its  part  accepting  the  de- 
posit thereof  on  behalf  of  the  sharehold- 
ers of  the  Steamship  Company,  (a)  125,- 
000  shares  of  its  7'V  cumulative  pref- 
erence stock,  all  fully  paid  and  of  the 
par  value  of  $100  each,  and  (b)  12,500 
shares  of  its  common  stock,  all  fully  paid 
and  of  the  par  value  of  $100  each,  for 
125,000  shares  of  the  preference  stock 
of  Canada  Steamship  Lines  Ltd.;  and  to 
exchange  (a)  120,000  shares  of  its  "''f 
second  cumulative  preference  stock,  fully 
paid  and  of  the  par  value  of  $100  each, 
and  (b)  54,000  shares  of  itis  common 
stock,  all  fully  paid  and  of  the  par  value 
of  $100  each,  for  120,000  shares  of  the 
common  stock  of  Canada  Steamship  Lines 
Ltd.; 

2.  Tho  company  covenants  and  agrees 
forthwith  after  the  execution  hereof  to 
deposit  with  the  trustee,  for  the  purpose 
of  making  the  exchange  as  hereinbefore 
referred  to.  said  125,000  shares  of  its 
profernco  stock,  120,000  shares  of  its  "'"r 
cumulative  second  preference  stock,  and 
(i(),,">00  shares  of  its  common  stock; 

.').  Upon  such  deposit  as  aforesaid,  the 
trustee  shall  give  notice  to  the  share- 
holders of  Canada  Steamship  Lines  Ltd. 
of  the  terms  of  this  agreement  with  an 
invitation  to  them  to  make  the  exchange 
as  herein  provided,  and  shall  in  ex- 
change for  each  share  of  preferred  stock 
of  Canada  Steamship  Lines  Ltd.  give  to 
the  holders  thereof  one  share  of  '""r 
cumulative  preference  stock  and  the 
equivalent  of  one-tenth  of  a  share  of  com- 
mon stock  of  tho  company,  and  in  ex- 
change for  one  share  of  the  common 
stock  of  Canada  Steamship  Lines  Ltd. 
give  to  the  holders  thereof  one  share  of 
'""r  cumulative  second  preference  stock 
and  the  equivalent  of  45'"r  of  a  share  of 
common   stock   of  the  company; 

4.  Tho  shares  of  stock  of  Canada 
Steamship  Lines  Ltd.  so  acquired  is  ex- 
change by  the  trustees  as  aforesaid  shall 
bo  hold  by  the  trustee  on  behalf  of  the 
lonipany.  and  upon  its  request  trans- 
ferred to  fho  name  of  the  company; 

5.  The  company  shall  not  be  called 
upon  to  issue,  nor  shall  the  trustee  be 
called  upon  to  deliver,  certificates  for 
frai'tional    shares     hut    the    trustee    shall 


August,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


467 


deliver  to  the  persons  entitled  thereto 
its  own  certificate  covering  such  frac- 
tions issued  in  favor  of  the  persons  en- 
titled thereto,  and  upon  receipt  by  the 
trustee  from  time  to  time  of  the  divi- 
dends payable  upon  such  shares  pay  the 
same  over  to  the  holders  of  such  certi- 
ficates in  the  proportion  in  which  they 
are  entitled  thereto; 

0.  The  shares  of  preferred  stock  of  the 
company  shall,  at  the  time  of  the  ex- 
change herein  provided  for,  carry  divi- 
dends for  the  term  and  in  proportion  to 
the  dividends  accrued  on  the  stock  of 
Canada  Steamship  Lines  Ltd.  If,  how- 
ever, they  do  not  do  so,  the  difference 
shall  be  adjusted  either  by  the  sharehold- 


er paying  the  difference  to  the  trustee  or 
the  trustee  paying-  the  difference  to  the 
shareholder,  the  amount  necessary  for 
the  latter  purpose  having  been  previous- 
ly supplied  to  the  trustee  by  the  com- 
pany; 

7.  This  agreement  to  exchange  shall 
be  binding  and  effective  upon  the  com- 
pany until  Nov.  :!0,  1920,  unless  such 
time  be  further  extended  by  the  company, 
at  the  expiration  of  which  time,  or  an 
extension  thereof,  the  trustee  shall  re- 
turn to  the  company  any  shares  of  its 
stock  not  so  exchanged  and  the  remain- 
ing shareholders  of  Canada  Steamship 
Lines  Ltd.  shall  thereafter  cease  to  have 
any   such  privilege  of  exchange. 


Fisheries  Control  Transferred  to  Marine  and  Fish- 
eries Department. 


The  following  Dominion  order  in  coun- 
cil no.  1,227  was  passed  May  29:— "The 
committee  of  the  Privy  Council  have  had 
before  them  a  report,  dated  May  27,  from 
the  Minister  of  the  Naval  Service,  sub- 
mitting as  follows  with  reference  to  the 
minute  of  council,  1,574,  approved  June 
16,  1914,  transferring  to  the  Minister  of 
the  Naval  Service  from  July  1,  1914,  the 
duties  and  jjowers  theretofore  vested  in 
the  Minister  of  Marine  and  Fisheries 
with  respect  to  the  sea  coast  and  inland 
fisheries,  the  management  and  regula- 
tion and  protection  thereof,  and  the  pay- 
ment of  fishing  bounties;  as  well  as  all 
such  matters  as  refer  to  the  fisheries  of 
Canada: — 

"'1.  That  following  the  transfer  of 
the  Fisheries  Branch  from  the  Depart- 
ment of  Marine  and  P'isheries  to  the  De- 
partment of  the  Naval  Service,  the  name 
of  either  department  was  not  changed. 
This  has  caused,  and  continues  to  cause, 
much  confusion  in  the  public  mind,  and 
in  the  press  of  the  country,  and  other- 
wise the  Fisheries  Branch  is  commonly 
referred  to  as  a  portion  of  the  Depart- 
ment of  Marine  and   Fisheries; 

"  '2.  That  there  is  nothing  in  common 
in  the  duties  of  the  Naval  Service  De- 
partment and  of  the  Fisheries  Branch. 
While  the  Fisheries  Protection  service, 
the  duty  of  which  is  to  prevent  illegal 
fishing  in  Canadian  waters  by  foreign 
fishing  vessels,  is  carried  on  by  the  De- 
partment of  the  Naval  Service,  the  ves- 
sels of  that  fleet  are  Naval  Service  ves- 
sels, and  co-operation  between  this  ser- 
vice and  the  Fisheries  Branch  can  be. as 
readily  effected  if  the  latter  were  a  por- 
tion of  the  Department  of  Marine  and 
Fisheries   as   under   present  conditions; 

"  ';!.  That  at  the  time  the  Fisheries 
Blanch  was  transferred  to  the  Depart- 
ment of  the  Naval  Service,  the  work  of 
that  department  was  comparatively  light; 
but  owing  to  conditions  brought  about 
by  the  war,  and  the  reorganization  of 
that  department,  the  work  thereof  will 
in  future  require  the  full  attention  of  the 
Deputy  Minister.  On  the  other  hand,  as 
the  shipbuilding  programme  of  the  Ma- 
rine and  Fisheries  Department  will  soon 
be  completed,  the  Deputy  Minister  of 
that  department  can  fittingly  resume  the 
responsibility  for  the  administration,  un- 
der the  Minister,  of  the  Fisheries 
Branch; 

"  '4.  That  as  the  records  and  the  staff 
of  the  Fisheries  Branch  are  distinct  from 
those  of  the  Naval  Service,  the  transfer 
of  the  Fisheries  Branch  from  the  De- 
partment of  the  Naval  Service  could  be 
effected  without  interference  with  the 
functioning  of  either  the  Department  of 


the  Naval  Service  or  the  Fisheries 
Branch.' 

"The  Minister,  therefore,  recommends 
that  under  the  authority  of  8-9  George 
V,  chap.  G,  that  the  above  cited  minute 
of  council  of  June  16,  1914,  be  cancelled, 
and  that  the  duties  and  powers  thereby 
vested  in  the  Minister  of  the  Naval  Ser- 
vice, with  res])ect  to  the  sea  coast  and 
inland  fisheries,  the  management,  regu- 
lation and  protection  thereof,  and  every- 
thing relating  thereto,  and  the  payment 
of  fishing  bounties;  also  all  such  matters 
as  refer  to  the  fisheries  of  Canada,  shall, 
from  July  1,  1920,  be  vested  in  the  Min- 
ister of  Marine  and  Fisheries,  and  that 
the  latter  department  undertake  from 
that  date  the  administration  of  all  mat- 
ters and  acts  connected  with  the  fisheries 
of  Canada. 

"The  Minister  also  recommends  that 
the  unexpended  balance  of  the  parlia- 
mentary appropriation  for  Fisheries  for 
the  fiscal  year  1920-21,  amounting  to 
$1,275,000,  and  the  appropriation  for 
fishing  bounty  amounting  to  $160,000,  be 
transferred  from  the  Naval  Service  De- 
partment to  the  Marine  and  Fisheries 
Department  from  July  1,  1920. 

"The  Minister  further  recommends 
that  as  the  work  of  the  Fisheries  Branch 
will  need  to  be  carried  on  as  distinct  from 
that  of  the  Marine  Branch  of  the  .Ma- 
rine and  Fisheries  Department,  and  by 
separate  staffs,  and  that  as  the  General 
Superintendent  of  Fisheries,  the  chief 
administrative  officer  of  the  Fisheries 
Branch,  will  be  in  practice  an  assistant 
deputy  minister  and  will  act  for  the 
Deputy  Minister  in  his  absence,  so  far 
as  all  fishery  matters  are  concerned,  the 
title  of  General  Superintendent  of  Fish- 
eries be  changed  to  that  of  Assistant 
Deputy   Minister  of   Fisheries. 

"The  Minister  also  recommends  under 
the  authority  of  sec.  45  of  the  Fisheries 
Act,  chap.  8,  statutes  of  1914,  and  under 
the  authority  of  sec.  20  of  the  Meat  and 
Canned  Foods  Act,  that  in  all  fishery 
regulations  adopted  under  the  authority 
of  sec.  45  of  the  Fisheries  Act,  and  in 
all  regulations  adopted  under  the  author- 
ity of  sec.  20  of  the  Meat  and  Canned 
Foods  Act,  where  any  power  or  duty  is 
conferred  or  charged  upon  the  Minister 
of  the  Naval  Service,  from  July  1,  1920, 
such  power  may  be  exercised  and  the 
duty  shall  be  discharged  by  the  Minister 
of  Marine  and  Fisheries.  The  Committee 
concur  in  the  foregoing  recommenda- 
tions, and  submit  the  same  for  approval." 

Under  the  provisions  of  this  order,  W. 
A.  Found,  heretofore  General  Superin- 
tendent of  Fisheries,  is  now  Assistant 
Deputy   Minister  of  Fisheries. 


Mail  Subsidies  and  Steamship  Sub- 
ventions Estimates. 

The  further  supplementary  estimates, 
for  the  year  ending  Mar.  31,  1921,  passed 
at  the  Dominion  Parliament's  recent  ses- 
sion, contain  the  following  items: — 

MulKrave  and   Canso,   steam   service   b«- 

tween,    further    amount    required    $2,000 

Petit  tie  Grat  and  MulKrave,  steam  ser- 
vice between,  further  amount  re- 
quired       2.000 

Victoria  and  Vancouver,  way  ports  and 
SkaKway.  steam  service  between,  fur- 
ther  amount    required    12.560 

Victoria  and  West  coast  of  Vancouver 
Island,  steam  service  between,  fur- 
ther   amount    required    10.000 

Campment  d'Ours  Island  and  mainland 
on  GeorKian  Bay,  ferry  service  be- 
tween      3.000 

Grand  Manan  and  the  mainland,  steam 
service  between,  further  amount  re- 
quired    2,500 

Halifax,  Canso  and  Guysboro,  steam 
service  between,  further  amount  re- 
quired      2.000 

Halifax  and  Newfoundland,  via  Cape 
Breton  ports,  steam  service  between, 
further   amount    re<iuired    2,000 

Vancouver,  and  Northern  ports  of  Bri- 
tish Columbia,  steam  service  between, 
further    amount    retiuired    8.000 

Charlottetown,    Pictou    and    New    Glas- 

Kow,  steam  service  between  2,000 

Pictou,    New    GlasKow,    and    AntiKonish 

County  ports,  scliooner  service  between  1,500 


Projected    Dominion    Commercial    Port 

in  England. — The  City  of  Portsmouth, 
Eng.,  is  reported  to  have  under  consider- 
ation a  scheme  prepared  by  Sir  Maurice 
Fitzmaurice,  who  was,  at  one  time,  on 
the  board  of  engineers  for  the  designing 
of  the  Quebec  Bridge,  for  the  develop- 
ment of  Langstone  harbor  at  Ports- 
mouth, Eng,,  as  a  general  commercial 
port.  It  is  stated  that  the  scheme,  which 
was  estimated  before  the  war  to  cost 
about  £5,000,000,  will  now  probably  cost 
£12,000,000,  and  this  is  heavier  than  the 
corporation  feels  that  it  can  undertake 
at  present.  It  has  therefore  decided  to 
ask  the  governments  of  the  various  Bri- 
tish dominions  to  consider  the  possibility 
of  co-operating   in   the  development. 

Sale  of  Dominion  Government  Sub- 
marines.— The  Naval  Service  Depart- 
ment will  receive  tenders  to  Aug.  23  for 
the  purchase  of  submarines  C.C.I,  built 
of  steel,  length  144  ft.,  beam  15  ft.,  dis- 
placement on  surface  310  tons,  displace- 
ment submerged  373  tons,  built  in  1914, 
and  C.C.  2,  built  of  steel,  length  ISP- 
ft.,  beam  15  ft.,  displacement  on  surface 
310  tons,  displacement  submerged  373 
tons,  built  in  1914.  These  ships  will  be 
sold  as  they  lie  at  Halifax,  N.S.  They 
were  built  by  the  Seattle  Construction 
&  Dry  Dock  Co.,  Seattle,  Wash.,  for  the 
Chilean  Government,  and  bought  by  the 
Dominion  Government  on  the  outbreak 
of  war.  They  were  then  named  .\ntofa- 
gasta  and  Iquique  respectively. 

The  Caraquet  &  Gulf  Shore  Ry.,  which 
was  taken  over  by  the  Dominion  Gov- 
ernment, as  at  June  1,  full  particulars 
of  which  were  given  in  Canadian  Rail- 
way and  Marine  World  for  July,  on  paga 
384.  is  now  known  as  Caraquet  Subdivi- 
sion, Campbellton  Division.  Maritime 
District,  Canadian  National  Rys.  R.  H 
Martin  is  Superintendent  of  the  division 
at  Campbellton,  N.B.,  and  H.  V.  Mus- 
grave  is  Assistant  Superintendent. 

Naval  Service  E.stimates. — The  furth- 
er supplementary  estimates  for  the  year 
ending  Mar.  31,  1921,  passed  at  the  Do- 
minion Parliament's  recent  session,  con- 
tain the  following  items: — To  provide  for 
the  maintenance  of  the  Royal  Canadian 
Navy,  further  amount  required,  $1,700,- 
000;  pay  of  temporary  officers  and  clerks 
at  headquarters,  Halifax  and  Esquimalt 
dockyards,  $60,000. 


•jr.s 


CANADIAN  HAII.WAY  AND  MARINIO  \\(JK1,D 


AuRust.  rJ20. 


Xpprt'ntires  for  Canadian  (Jovern- 
ment    Mi-rrhant     Marino. 

In  rorrying  out  the  schonn-  oriKiimlly 
itlinc«l  at  the  inception  of  the  Cnnadian 
(i.iv.Tiiiiu'nt  Morchnnt  Marine,  nrranRe- 
im-iit  have  l>ren  cdniploted  by  the  man- 
HK-.  I  .  nt  f  .r  carrying  Iwyn  as  nppren- 
ti,  arifiT  jihipn,  takinK  two  fur 

,  .  i  MKninir  them  up  for  four 

\ ,  While    under    imlintures 

il,,  ■,  "ill  !..•  tuuKht  Heanianship,  so  that 
they  will  he  able  to  obtjiin  certificates 
ii\  ilue  time.  It  is  desired  to  obtain  a 
(tood  class  of  healthy,  intellicent  boy.s 
who  wish  to  make  the  sea  their  profes- 
sion, and  for  this  purpose,  the  manaKe- 
nunt  IS  workiuK  in  close  connection  with 
the  Nuvy  l,ea»rue  of  Canada,  and  has 
atrr.i-d  to  accent  boys  from  that  orjtani- 
7utii'n.  Should,  however,  any  boy  niake 
independent  application,  he  will  be  Riven 
consideration.  No  boy  will  be  taken  un- 
der \(>  years  old,  unle.«s  he  be  exception- 
allv  develoiK'd  for  his  apre,  and  he  must 
have  the  approval  of  the  Marine  Supcr- 
intcruient.  The  manatrement  also  re- 
quires the  parents  or  guardians  of  the 
boys  sailinR,  to  put  up  a  guarantee  in 
the  way  of  .security  that  the  boys  will 
perform  their  part  of  the  apreenient.  It 
IS  reported  that  the  first  two  appren- 
tices under  this  system  sailed  durinR 
June  on  the  s.s.  Canadian  NaviRator. 
The  arrangement  as  at  present  outlined 
is  intended  to  apply  only  to  those  boys 
who  intend  to  become  officers,  and,  so 
far.  nothing  is  arranged  to  induce  those 
to  .loin  who  only  desire  to  become  able 
boilied  seamen.  Those  boys  who  are  se- 
lected will  be  made  praded  allowance.^, 
increasinK  yearly,  the  total  payable  to 
each  during  the  course  of  his  indentures 
being   $1,100. 

The  Navy  League  of  Canada  is  pre- 
paring a  booklet  on  the  subject,  with 
sonic  useful  hints  written  by  Thomas 
Robb,  Manager,  Shipping  Federation  of 
(  anada,  with  the  view  of  conveying  to 
the  boys  some  idea  of  what  the  life 
means,  to  themselves,  as  well  as  to  the 
countrj'  at  large. 


indii'lry  and  inland  waterway*  should 
\»-  included  in  the  conference,  Mr.  Kobb 
ipokr,  pointing  out  that  CanaiU  and  the 
IS.  have  large  lakes  whirh  form  adja- 
cent boundaries  to  the  two  nations. 
"These  lakes,"  he  said,  are  navigated  by 
r.S.  and  Canadian  vessel",  anil  it  is  most 
essential  in  view  of  the  fact  that  these 
matters  only  concern  the  U.S.  anil  Can- 
aila,  that  they  shouhl  be  dealt  with  by 
these  two  countries.  Before  any  action 
is  taken  by  the  conference  I  think  we 
should  hear  from  our  U.S.  friends;  there- 
fore I  most  strongly  protest  against  any 
recommendation  being  made  from  this 
conference." 

Mr.  Robb  added  that  his  colleague,  O. 
,1.  Desbarats,  Deputy  .Minister  of  Naval 
Service,  explained  to  the  conference  that 
there  are  two  different  laws  in  Canada, 
one  for  the  great  lakes  and  rivers,  and 
another  for  coast  traffic,  and  that  if  Can- 
ada is  obliged  to  have  three  or  four  laws 
for  inlanil  navigation,  it  will  be  still  more 
difficult  to  agree  on  one  rule  for  inland 
navigation  for  the  whole  world.  T.  Gau- 
thier,  delegate  for  the  Canadian  seamen, 
pointed  out  that  Canada  used  in  inland 
navigation  vessels  are  large  as  12,000 
tons,  to  which  he  contended,  the  same 
rules  should  be  applied  as  to  ships  for 
ocean  navigation,  and  he  believed  the 
same  rules  should  be  applied  to  vessels 
below  2,000  tons;  otherwise  it  would  be 
impossible  to  find  seamen  willing  to  go 
on  board  the  latter  if  they  did  not  enjoy 
the  same  privileges  as  men  on  larger 
vessels. 

As  regards  the  fishing  industry,  the 
proposition  discussed  was  how  far  should 
the  workers  employed  in  this  industry  be 
included  in  the  decisions  of  the  confer- 
ence. On  this  matter,  as  also  on  that  of 
inland  waterways,  the  conference  event- 
ually decided  that  control  should  be  vest- 
ed in  the  permanent  international  labor 
office  at  Genoa,  any  proposals  that  office 
may  have  to  suggest  to  be  submitted  at 
the"  next  conference. 


Orean  and  Hi\iT  .Service  Estimates. 

The  further  supplemcnUry  e»tim«t«« 
for  the  year  ending  M«r.  31,  1921,  passed 
at  the  Dominion  Parliament's  recent  ses- 
sion, contain  the  following  item*:  — 

Tu    prtiviilo    for    raulns.    rapatnng    and 

mAlnUlnlnit    Cn  S.    Antnmorr    

K.-Ki.lnitM.n  i.f  •hlppinc.  farth»r  •mounl 


Canada  Position  at  the  Interna- 
tional Seamen's  Conference. 

London,  Eng.,  copyright  cable,  given 
to  Montreal  Gazette  .July  21:— Canada's 
case  as  it  was  presented  to  the  Interna- 
tional Seamen's  Conference  at  Genoa  last 
week  was  outlined  to  your  correspondent 
today  by  Thos.  Robb,  Manager  of  the 
Shipping  Federation  of  Canada,  .Mont- 
real, who  represented  Canadian  shipown- 
ers and  general  shipping  interests  at  the 
conference.  He  .said  that  the  inability 
of  the  conference  to  come  to  any  prac- 
tical agreement  regarding  the  question  of 
hours  by  no  means  implied  that  the  dis- 
cussions were  fruitless,  inasmuch  as  it 
succeeded  in  arriving  at  an  agreement 
on  a  draft  of  conventions  relating  to  the 
minimum  age  for  employment  in  ships 
and  for  securing  a  seaman's  right  to 
compensation  in  case  of  his  ship  beings 
lost,  and  the  conference  also  adopted  im- 
portant recommendations  in  regard  to 
the  drawing  up  of  an  international  code 
for  seamen,  for  provision  of  insurance 
against  unemployment,  and  other  ques- 
tions directly  affecting  the  daily  life  of 
the  seafaring  community. 

So  far  as  Canada  is  concerned  the  ab- 
sence of  any  United  States  representa- 
tives was  felt  especially  to  be  a  serious 
defect.  When  the  question  arose  as  to 
how  f5r  workers  employed  in  the  fishing 


miutPMl    

A'Mitional  •mount  r»«ialr»«l  (pr  two 
ni'itor  patrol  v«m«U  for  bunr  and 
Michthouw  •»rylf»  In   Britiah  ColumbU 


I'S.IMO 
4.tO« 


Halifax  Drydock  Expropriation 
,IudKment. 

The  Exchequer  Court's  judgment  in 
the  matter  of  the  expropriation  by  the 
Dominion  Government  of  the  Halifax 
Graving  Dock  Co.'s  property  at  Halifax. 
N.S.,  was  delivered  July  6  by  Mr.  Jus- 
tice Audette,  who  found  that  the  value 
of  the  plant  and  property  at  the  time  of 
the  Halifax  explosion  in  Dec,  1917,  to- 
gether with  the  value  of  the  goodwill,  as 
a  going  concern,  was  $1,400,000,  from 
which  certain  deductions  are  made  in 
crediting  payments  by  the  Crown  to  the 
companv,  so  that  the  net  amount  pay- 
able to  the  company  is  $1,:!94,070.17,  and 
on  this  amount  the  company  is  to  re- 
ceive interest  at  i^''i  from  .lune  24,  1918, 
to  the  date  of  the  judgment,  with  costs 
of  the  trial.  In  a  subsidiary  action,  by 
way  of  petition  of  right,  in  which  the 
company  sought  to  recover  $19ri.fiS8.1S, 
as  the  estimated  cost  of  certain  recon- 
struction of  the  dock  necessitated  by  the 
explosion,  the  court  dismissed  the  peti- 
tion, on  the  ground  that  the  full  com- 
pensation was  awarded  in  the  previous 
case. 

This  matter  has  been  pending  since 
May  24,  191S,  when  the  Minister  of  Pub- 
lic Works  reported  on  it  and  recommend- 
ed to  the  Privy  Council  that  $1,100,000 
was  a  fair  value  of  the  property  ,and 
that  the  question  of  compensation  for 
the  expropriation,  carried  out  under  the 
War  Measures  Act,  1914,  be  submitted 
t..  til.-  K\ihi'(iiier  Court  for  adjudication. 


Kleamship  Julius   KeHMlcr  Corporation 

Ltd.  has  been  incorporated  under  the 
Dominion  Companies  Act,  with  $6.^0,000 
authorized  capital,  and  office  at  Mont- 
real, to  build,  own  and  operate  steam- 
ships of  every  description,  wharves, 
docks,  etc..  and  to  carry  on  a  general 
navigation  and  transportation  business. 
Those  associated  with  this  company  are 
connected  with  Pure  Cane  Molasses  Co. 
of  Canada  Ltd.,  a  subsidiary  of  Pure 
Cane  .Molasses  Co.,  New  York,  and  own- 
ed by  Sugar  Products  Inc..  a  U.S.  con- 
cern." We  are  advised  that  the  s.s.  Julian 
Kessler  is  being  bought  in  Duluth,  Minn., 
far  $f).')0,000,  and  that  she  will  be  trans- 
ferred to  the  Canadian  register  at  St. 
John,  N.B.,  where  she  will  be  placed  un- 
der the  management  of  Wm.  Thomson  & 
Co. 

British  Shipbuilding.— London,  Eng., 
press  dispatch  July  21.— The  toUl  ship 
tonnage  now  building  in  the  United  King- 
dom exceeds  the  amount  under  construc- 
tion in  the  United  States  by  1,672,000 
tons.  The  aggregate  amount  under  con- 
struction in  Great  Britain  is  3,578,000 
tons— the  highest  amount  ever  recorded. 
Much  comment  has  been  aroused  in  ship- 
ping circles  by  these  figures,  but  the  fail- 
ure of  the  United  States  to  maintain  its 
lead  in  shipbuilding  was  expected,  since 
the  intensive  construction  there  was 
chiefly  a  war  measure. 

Trawlers  and  Drifters  for  Scottish 
Fishing  Trade.— It  is  announced  that  4 
trawlers  and  21  drifters,  built  in  Canada 
during  the  war  for  mine  sweeping  pur- 
poses, sailed  from  Halifax,  N.S.,  during 
Julv  for  Scotland,  via  the  Azores,  to  en- 
gage in  the  fishing  industry  there.  Each 
of  the  trawlers  carried  crews  of  10  each, 
while  the  drifters  had  crews  of  8  eaCh. 
It  is  also  stated  that  an  additional  80  of 
these  ships  will  be  dispatched  across  the 
Atlantic  at  intervals,  having  been  taken 
over  by  the  .-Admiralty  for  home  fishery 
service. 

Halifax  Ocean  Terminal  Docks.  —  The 
estimates  passed  at  the  Dominion  Par- 
liament's recent  session  contain  an  item 
of  $12,004.0.T  to  refund  Foley  Bro.*.. 
Welch,  Stewart  &  Fauquier,  amount  of 
rovaIt\  paid  Public  Works  Department, 
for  filling  taken  from  Halifax  harbor, 
and  used  in  connection  with  their  con- 
tract for  ocean  terminal  docks. 

The  Rose  Castle  Steamship  Co.  Ltd. 
has  been  incorporated  under  the  Domin- 
ion Companies  Act,  with  $1,.'S00,000  au- 
thorized capital,  and  office  at  Montreal, 
to  own  and  operate  steam  and  other 
ships,  wharves,  docks,  warehouses,  etc.. 
and  to  conduct  business  as  warehouse- 
men, common  carriers,  and  steamship 
agents  and  managers. 

Atlantic  and  St.  Ijiwrence  Stevedoring 
&  Contracting  Co.  Ltd.  has  been  incor- 
porated under  the  Dominion  Companies 
.Vet.  with  $2.'>.000  authorized  capital,  ami 
olTice  at  Montreal,  to  carry  on  a  general 
stevenloring  business.  The  incorporators 
are:  P.  J.  Melvin,  J.  Mauro,  steve<lores; 
H.  B.  MacLean,  manager;  W.  .\udas  and 
J.   A.   Mancotel.  all   of  Montreal. 


Canadian  Railway  and  Marine  World 


September,  1920 


Snow  Fighting  Equipment. 

Bv  W.  H.  Wintorrowd,  Chief  Mechanical  Engineer,  Canadian  Pacific  Railway. 


In  certain  portions  of  Canada  and  the 
United  States  the  successful  and  regular 
movement  of  trains  during  the  winter 
often  depends  upon  the  use  of  special 
equipment,  the  purpose  of  which  is  to 
remove  snow  and  ice  from  the  tracks  and 
from  the  direct  right  of  way.  The  ob- 
ject of  this  paper  is  to  describe  briefly 
the  various  types  of  such  equipment.  In 
a  study  of  snow  fighting  equipment,  it  is 
interesting  to  note  that  its  development 
is  very  largely  due  to  Canadians  and  to 
Canadian  railways,  although  snow  con- 
ditions in  Canada  are  no  more  severe 
than  those  met  with  on  roads  passing 
over  the  Rocky  or  Cascade  Mountains 
in   the  United   States. 

The  Russell  design  of  snow  plough  was 
first  put  in  service  in  1885  on  the  Inter- 
colonial Ry.,  now  a  part  of  the  Canadian 
National  Rys.  The 
present  rotary  snow 
plough  is  a  devel- 
opment of  the  inven- 
tion of  a  compound 
revolving  snow  sho- 
vel, patented  in  1860 
by  J.  \V.  Elliott,  a 
Toronto,  Ont.,  den- 
tist. This  elementary 
device  was  modified 
by  Mr.  Orange  Jull 
of  Orangeville,  Ont. 
The  Jull  rotary  was 
taken  up  by  the 
Leslie  Bros.,  also  of 
Orangeville,  who 
built  a  full  size  model 
which  was  tried  in 
the  C.P.R.  yards  at 
Parkdale,  Toronto,  in 
1884.  The  success 
of  this  trial  led  the 
Leslie  Bros,  to  have 
madef^r  them  a  com- 
plete   plough    which 

was  tried  bv  the  Union  Pacific  Rd.  dur- 
ing the  winter  of  1886-87.  This  plough 
was  the  forerunner  of  the  modern  rotary. 
Orange  Jull  also  invented,  in  1889,  the 
Jull  centrifugal  excavator.  This  type 
was  not  a  success.  Only  one  or  two  were 
built.  The  principal  types  of  snow  fight- 
ing equipment  may  be  generally  classi- 
fied as  follows:  Locomotive  and  pilot 
ploughs,  push  ploughs,  wing  ploughs, 
spreader  ploughs,  machine  ploughs,  flan- 
gers,  ice  cutters  and  snow  sweepers. 

Locomotive  and  Pilot  Ploughs. — As  far 
as  the  writer  can  ascertain,  the  first  snow- 
plough  ever  built  was  of  the  push  plough 
type.  This  was  a  wedge  shaped  wooden 
plough  mounted  on  trucks  and  pushed 
in  front  of  a  locomotive.  As  this  plough 
derailed  frequently,  an  endeavor  was 
made  to  take  advantage  of  the  weight 
of  the  locomotive.  A  plough  was  con- 
structed utilizing  the  front  end  of  the 
locomotive  as  a  support.  This  was  call- 
ed a  locomotive  plough  and  fig.  1  shows 
an  application  made  in  1880.  This  plough 
was  made  of  steel.  Locomotive  ploughs 
are  still  in  use  today  and  their  general 
arrangement  has  not  been  changed,  ex- 
cept to  adapt  them  to  larger  locomotives. 
The  mold  plates  are  generally  built  on 
a   strong  frame,  which  is   bolted  to  the 


front  bumper  in  place  of  the  pilot.  On 
some  of  the  original  locomotive  ploughs 
a  framework  fastened  to  the  front  of 
the  pilot  supported  the  nose  of  the  mold 
plates.  With  the  construction  shown  in 
the  illustration  it  is  usual  to  apply  cast 
iron  wearing  shoes,  which  rest  on  and 
slide  along  the  top  of  the  rail  if  the 
weight  and  force  of  the  snow  cause  a  de- 
pression of  the  nose  of  the  plough.  Sev- 
eral railways  have  advised  that  occa- 
sionally locomotive  ploughs  are  perman- 
ently secured  to  the  front  of  a  locomo- 
tive assigned  only  to  plough  service,  thus 
making  a  complete  unit  available  at  any 
time.  For  severe  work  this  locomotive 
may  be  assisted  by  others. 

The  pilot  plough  was  developed  for 
use  in  light  snow.  One  form  of  pilot 
plough  is  made  by  either  boarding  over 


J  n 

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its  f.        ■ 

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'fli 

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^^^s^^  ^fij 

^,.^>tefr,„  m 

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i*^ 

^^m 

-Sf^l^Wi 

Fie.   1.      Oni'  of  the  lirst    locomotive  snow  ploughs. 

the  front  of  the  pilot  or  filling  between 
the  slats  with  wood,  thus  converting  an 
ordinary  pilot  into  a  makeshift  snow 
plough.  This  arrangement  has  not  al- 
ways proved  satisfactory,  as  the  con- 
struction of  pilots  is  not  always  suffi- 
ciently substantial  to  resist  the  strains 
imposed  when  ploughing.  The  pilot 
ploughs  usually  constructed  consist  of 
mold  boards  of  steel  plate  securely  fas- 
tened in  front  of  and  over  the  pilot,  and 
braced  to  the  front  bumper  and  smoke 
box.  These  ploughs  vary  in  size  and 
shape.  An  early  plough  of  such  type  is 
shown  in  fig.  2. 

In  moderate  snows  which  do  not  pack 
hard  or  drift,  and  where  the  railway  is 
free  from  deep  cuts,  and  train  operation 
is  fairly  frequent,  locomotive  and  pilot 
ploughs  are  of  great  assistance  in  main- 
taining an  open  line.  They  are  used  on 
both  freight  and  passenger  locomotives. 

Some  types  of  modern  pilot  ploughs 
are  shown  in  diagrammatic  form  in  fig. 
3.  To  obtain  the  greatest  efficiency  the 
angle  formed  by  the  mold  plates  should 
be  fairly  acute  so  that  snow  will  slide 
aside  instead  of  being  pushed  along  in 
front  of  the   plough. 

Push  Ploughs  and  Wing  Ploughs. — A 
push  plough  is  a  self  contained  unit,  con- 


sisting of  a  substantially  built  car,  with 
a  wedge  shaped  plough  attached  to  its 
front  end.  This  plough  is  generally 
pushed  by  one  or  more  locomotives.  The 
car  may  be  fitted  with  flangers  for  clean- 
ing the  space  between  the  rails.  When 
the  car  is  equipped  with  wings  for  wid- 
ening the  cut  it  is  called  a  win^  plough. 
Many  railways  use,  for  snow  of  moder- 
ate depth,  a  plough  secured  to  the  front 
end  of  a  flat  or  ballast  car,  as  shown  in 
fig.  4,  the  car  being  loaded  down  with 
scrap  iron  or  other  heavy  material.  A 
more  permanent  construction  is  shown 
in  fig.  6,  where  the  mold  plates  are  at- 
tached to  the  front  end  of  a  specially 
constructed  car.  This  figure  shows  a 
plain,  square  nosed,  single  track  plough 
without  wings  or  flangers.  The  side 
walls  are  carried  down  over  the  trucks 
to  prevent  snow  from 
working  into  them. 

Push  ploughs  were 
frequently  built  V- 
shaped, simply  throw- 
ing the  snow  to  each 
side,  without  lifting 
it  appreciably.  These 
ploughs  did  not  al- 
ways prove  satisfac- 
tory, as  the  snow 
was  crowded  aside, 
and  if  drifts  were 
deep  or  in  cuts  it  fell 
back  on  the  track 
after  the  plough  had 
passed.  In  hard 
drifts  this  plough 
packed  the  snow.  In 
heavy  side  drifts,  the 
form  of  the  plough 
tended  to  derailment. 
Also,  when  backing, 
unless  shields  were 
supplied,  snow  was 
picked  up  on  the  back 
of  the  mold  plates  and  carried  into  the 
trucks.  The  square-nosed  plough,  fig.  5, 
was  developed  to  overcome  these  objec- 
tions. The  front  of  this  plough  consists 
of  two  wedges.  The  main,  or  bottom 
wedge  (a),  with  its  cutting  edge  hori- 
zontally across  the  track,  is  a  plane  in- 
clined upward  and  backward.  Its  pur- 
pose is  to  lift  the  snow.  The  upper,  or 
vertical  superimposed  wedge  (b)  is  set 
some  distance  back  from  the  front  edge 
and  is  either  V-shaped  for  single  track 
operation,  fig.  6,  or  triangular  for  double 
track  operation,  fig.  7.  The  upper  wedge 
thows  clear  of  the  track  the  snow  which 
has  been  lifted  by  the  bottom  wedge.  On 
single  track  ploughs  the  vertical  wedge 
is  placed  centrally  and  snow  is  thrown 
to  both  sides  of  the  track.  On  double 
track  ploughs  the  vertical  cutting  edge 
is  placed  at  the  side  of  the  plough  so 
that  all  the  snow  is  thrown  to  one  side. 
The  advantages  of  the  square  nosed 
plough  are  obvious.  The  snow  is  lifted 
and  thrown  without  being  packed,  and 
with  greatly  reduced  side  thrust  to  the 
plough.  Many  modern  ploughs  of  this 
type  have  an  additional  feature  known 
as  the  drop  nose.  This  consists  of  a 
plate  hinged  to  the  front  of  the  bottom, 
or  lifting,  plane  in  such  manner  that  it 


470 


CANAIHAN  KAII.W  AV  AND  MAIMNK  \\()l;I.I) 


r.  •_•<). 


riiii\    !..    hi.iuirht  down  hctwiTii  the  railn, 

'•    ■<ni>w  to  n  ilopth  nf  two  or 

Thp  nojtc  iH  orilitinnly  op- 

•  ;ins  of  I'ithiT  hnml  IrviT.i  or 

•  i|    uir    i-ylindcm    controlled 

1  Ilia  of  the  plouKh.     Ki»r.  K 

varioijii    ty|H'»   of   puith   nnd 

wiiin    pluuk'h*. 

KuhmtII  I'InuKh.  One  well  known  pu.th 
plough  i.H  the  KuK.Hell  dexiKn.  This  plouKh, 
lilTK.  '■*  nnd  10.  ih  of  the  square  nosed  type 
und  IS  Kenerally  built  of  stron^r  timbers 
reinforced  with  structural  steel.  The 
franiini;  on  which  the  mold  boards  are 
laid  has  as  its  main  feature  a  heavy  tim- 
ber called  the  "back  bone."  I'ower  is 
applied  directly  to  the  front  of  the  plough 
throuirh  a  steel  reinforced  timber  bar, 
hintred  or  pivoted  to  the  "back  bone." 
This  liar  extend.s  between  the  two  cen- 
ter sills  the  entire  len^rth  of  the  car 
frame.  At  its  rear  end  the  coupler  is 
attached.  A  4  in.  clearance  on  each  side 
of  the  Imr  permits  sufficient  lateral  move- 
ment for  adjustment  on  curves.  This 
method  of  transmittinK  power  directly 
to  the  front  of  the  plouKh  is  said  to  be 
responsible  for  the  claim  that  Russell 
ploughs  are  seldom  derailed.  On  account 
of  the  heavy  pressure  on  the  front  of  the 
square  nosed  plough,  the  Russell  desipn 
is  fitted  with  a  front  truck  which  has 
journal  bearintfs  on  each  side  of  each 
wheel.  Each  axle,  therefore,  has  four 
journals.  The  surfaces  of  the  plough 
which  come  in  contact  with  the  snow 
have  been  developed  to  minimize  resist- 
ance. The  back  end  of  the  car  is  several 
inches  narrower  than  the  front,  in  order 
to  relieve  the  car  of  snow  friction  apainst 
its  sides.  The  top  of  the  plough  is  fitted 
with  a  cupola  or  lookout  from  which  its 
operation  is  controlled.  These  ploughs 
are  made  in  several  sizes  for  both  single 
and  double  track  operation  and  are  often 
equipped  with  elevator  wings  and  flan- 
gers.  The  wings  of  the  Russell  plough 
are  of  the  elevator  type.  The  face  of 
each  wing  is  formed  into  two  concave 
chutes  called  elevators.  These  chutes 
slope  upward  at  an  angle  of  approxi- 
mately .10  dcg.  This  type  of  wing  first 
loo.sens  the  snow  at  the  side  of  the  cut 
and  then  carries  it  up  and  out.  The  dis- 
tance the  snow  is  thrown  depends  upon 
the  speed  at  which  the  plough  is  travel- 
ling. These  wings  are  forced  out  into 
position  by  means  of  gearing  operated 
within  the  car.  When  not  in  use  these 
wings  fit  into  recesses  in  the  side  of  the 
car. 

Fuller  Plough. — Another  style  of  push 
plough  is  that  designed  by  the  Union 
Pacific  Rd.  and  known  locally  as  the 
Fuller  plough,  see  fig.  11.  The  framing 
is  .30 '.4  ft.  over  end  sills,  and  is  composed 
principally  of  wood.  The  side  sills  are 
12  in.  by  i:!  in.  members.  The  center 
sill  is  12  X  12  in.,  and  the  two  inter- 
mediate sills  are  each  6  x  8  in.  The  end 
silU  arc  12  x  IR  in.,  and  the  entire  frame, 
in  addition  to  being  mortised  and  tenon- 
ed, is  braced  by  brackets  and  held  to- 
gether by  %  in.  bolts.  In  addition,  the 
coupler  castings  nt  each  end  are  con- 
nected by  two  1  S  in.  dinmeter  rods,  ex- 
ten<ling  the  entire  length  of  the  frame 
and  passing  through  the  12  x  24  in.  body 
bolsters.  At  the  front  end  of  the  frame 
is  a  system  of  bracing  that  supports  the 
steel  plough.  The  steel  mold  plate,  1 1 
ft.  wide,  is  of  the  square  nosed  type,  the 
vertical  wedge  and  the  horizontal  wedge 
tH'ing  constructed  of  continuous  .T/16  in. 
plate,  in  order  to  eliminate  angles,  joints 
and  riveting  at  the  junction  of  the  two 
wedges.  At  the  nose  the  mold  plate  is 
radiused  downward.  For  .'!  ft.  back  of 
the  lower  cutting  edge,  the  framing  un- 
il.T  Dm-  nos..  IS  fillirl  s,,li,|  Willi  wood,  se- 


TypcA 


•I— >« 


TVreD 


TYPtE 


TrPtC 


SOriE  TYPK  OF 
SHRLL  PILOT    PLCVi5 


curely  bolted.  The  nose  piece  is  a  trian- 
gular steel  bar  over  which  the  cutting 
plate  is  placed.  The  front  end  of  the 
plough,    when    depressed,    is    carried    on 


cast  iron  shoes.  These  slide  along  the 
rail  and  are  arranged  so  they  can  be 
readily  replaced  in  case  of  breakage.  The 
sides  below  the  mold  plates  are  carried 


September.  15)20. 


CANADIAN  RAILWAY  AND  MARINP:  WORLD 


471 


FifT.   6.      Push   Snow    Plouich.   winir  type,  for  sinirle  track.   Canadian    Pacific  Rv 


PU5H  PLOW.WIWQ'nPE   L 

fOR  DOUBLH  TRRGK 
CwtwwM   Pacific  Ry 


down  to  within  8'4  in.  of  the  rail,  in  or- 
der to  prevent  snow  crowding  in  under 
the  front  truck.  The  bottom  portion  is 
hinged  to  facilitate  truck   inspection. 

The  car  is  of  the  ordinary  box  type, 
equipped  with  door.s  and  windows,  and 
has  at  the  front  end  a  small  cupola, 
with  seats  for  accommodation  of  the 
operator.     All  devices  for  the   operation 


of  the  plough  are  located  in  this  cupola. 
Over  the  rear  truck  is  a  large  box,  filled 
with  blast  furnace  slag  to  weigh  down 
the  back  end.  The  ploughs  are  fitted  with 
a  flanger  but  have  no  wings.  They  have 
been  built  for  single  and  double  track 
operation,  the  only  difference  being  in 
the  construction  of  the  mold  plates  and 
the   plough  framing. 


Canadian  Pacific  Kailwav  Steel  I'lough. 
For  many  year.s  the  C.P.R.  has  built  its 
ploughs  of  steel.  It  was  the  first  rail- 
way to  build  and  use  an  all-steel  plough. 
The  service  given  by  this  type  has  been 
very  satisfactory.  The  all-steel  plough 
has  a  number  of  advantages,  including 
greater  strength,  lower  maintenance  cost, 
and  affords  greater  protection  to  the 
men  operating  it.  These  steel  ploughs 
have  been  built  for  both  single  and  dou- 
ble track  operation,  and  are  equipped 
with  drop  nose,  wings,  and  in  some  in- 
stances with  ice  cutters  and  flangers 
similar  to  those  applied  to  rotary  snow 
ploughs,  all  devices  being  controlled  from 
the  cupola.  Two  styles  of  ploughs  have 
been  built.  The  type  shown  in  fig.  12  is 
used  in  territory  where  light,  dry  snows 
are  frequent.  On  this  type  the  roof  ex- 
tends forward  over  the  mold  plates  to 
prevent  snow  flying  upward.  The  other 
type  shown  in  fig.  i:j  does  not  have  the 
extension  roof  and  is  used  where  snows 
are  usually  wet  and  heavy.  Fig.  14  shows 
a  double  track  all  steel  plough,  and  fig. 
15  a  general  arrangement  drawing  of 
the  single  track  type. 

Trucks.— The  rear  truck  is  of  the  stan- 
dard arch  bar  freight  type,  with  33  in. 
diameter  cast  iron  wheels  mounted  on 
414  in  X  8  in.  M.  C.  B.  axles.  It  is  equip- 
ped with  Simplex  truck  bolsters,  M.  C.  B. 
coil  springs  and  roller  side  bearings.  The 
wheel  base  is  5 '4  ft.  The  front  truck  is 
a  special  design  of  arch  bar  type,  with 
28  in.  diameter  steel  tired  wheels  mount- 
ed on  .'')  X  9  in.  M.  C.  B.  axles.  Simplex 
truck  bolsters  are  used,  the  ends  of  which 
are  fitted  with  a  combination  roller  and 
wedge  lateral  motion  device.  This  truck 
has  no  springs,  the  space  usually  occu- 
pied with  springs  being  fitted  with  a 
wooden  block.  The  first  front  trucks 
used  under  these  ploughs  had  no  lateral 
motion  arrangement,  and  the  wheels  were 
mounted  on  locomotive  truck  axles  with 
inside  journals.  The  bearings  and  boxes 
were,  therefore,  practically  inaccessible, 
except  when  the  plough  was  standing 
over  a  pit.  This  resulted  in  numerous 
hot  journals.  Occasionally  the  arch  bars 
bent  sidewise,  indicating  the  need  of 
some  lateral  motion  to  prevent  excessive 
side  .strain  when  the  ploughs  were  pass- 
ing through  sharp  curves  and  guided  by 
the  flanged  wearing  shoe.  The  present 
truck,  with  outside  journals,  and  with 
lateral  motion  device,  has  overcome  these 
troubles. 

Brakes. — The  rear  truck  only  is  equip- 
ped with  brakes.  The  air  brake  consists 
of  a  schedule  K.  D.  812  equipment;  the 
brake  pipe  extends  the  full  length  of  the 
plough  with  standard  angle  cock  and 
hose  at  the  rear.  On  the  front  end  of 
the  pipe  an  angle  cock  is  located  behind 
the  mold  plate.  Access  to  it  is  had 
through  a  small  hinged  door  in  the  mold 
plate  and  connection  is  made  by  means 
of  a  special  length  of  air  hose.  The  hand 
brake  is  the  ordinary  standard  box  car 
type. 

Draft  Attachment. — The  rear  end  is 
equipped  with  draft  gear.  At  the  front 
a  standard  pilot  coupler  is  supported  in 
a  large  steel  casting  riveted  to  the  slop- 
ing front  of  the  plough. 

Underframe.^The  center  sills  consist 
of  two  1.5  in.,  33  lb.  rolled  steel  channels, 
with  top  and  bottom  cover  plates.  The 
side  sills  are  15  in.,  33  lb.  channels.  The 
bolsters  are  box  section,  consisting  of 
pressed  plate  diaphragms,  with  top  and 
bottom  cover  plates.  Approximately  6 
ft.  back  of  the  center  of  the  front  truck 
is  a  very  strong  cross  strut,  consisting 
of  two  15  in.,  22  lb.  channels  applied 
horizontally    to    the   top   and    bottom    of 


172 


CANADIA^•  RAILWAY  AND  MARINE  WORLD 


September,  1920. 


li  .    ,.nl.  r   (.ill-       Til.    ^irut   fxtrndil  en-  »•"'  •'"•ul    midway   bvtwi><>n   the    truck*. 

t  Thi-  roof  rxtcnitinn,  or  hooil,  U  built  up 

I  ho    center    end  "^  •'   '•'  '"•  "twl  pintf,  hracvd  with  7  in., 

in..  33  lb.  Chan-  '-'^   'h-  channels. 

iicli.  «li.ch  ixtLiui   from  thi-  top  of  tho        S«'«'  <'>n(.truction.— The  *lde«  are  con- 


W 


a. 


'^^'T^^    °      ^tAt 


TVfi  C 


SOHE.  TYPEi  OF 

PUSH  nnp  winG  plows 


Kuurll  nnow  ploush.   with  <rin(  rlrvator.  (irind  Trunk   Kail« 


reiitvr  itillH,  at  a  point  just  hack  of  the 
front  center  plate,  to  the  roof.  The  cen- 
ter of  the  bottom,  or  lifting  wedse,  is 
supported  by  two  10  in.,  20  lb.  channels, 
riveteii  to  the  front  end  of  the  center  sill 
fhiinnels.  and  to  the  center  end  posts. 
The  sidec  of  the  lifting  wedRe  are  sup- 
ported by  two  10  in.,  20  lb.  channels. 
These  are  supported  by  the  front  bol- 
sters and  extend  diagonally  upward  and 
toward  the  rear  to  a  point  near  the  roof 


structed  of  3/16  in.  flat  steel  sheets  rein- 
forced by  anple  iron  braces  and  posts. 

Knd  Construction. — The  ends  arc  con- 
structed of  3/16  in.  flat  steel  sheets.  At- 
tached to  the  side  frames  are  heavy  cor- 
ner anfrles  extending  from  the  bottom  of 
the  side  sills  to  the  top  of  the  side  plate. 

The  cupola  consists  of  a  steel  frame 
made  of  plates  and  angles. 

The  drop  nose  consists  of  a  heavy  plate, 
carried  on  larfre  cast  steel  hinges.     The 


front  edifp  is  equipped  with  removable 
flanited  rail  shws.  provided  with  hard- 
enrd  xtecl  wear  plati-i..  Adjustable  cut- 
ler plates,  which  extend  down  on  either 
ride  of,  and  between  the  rails,  arc  bolted 
to  the  front  edge  of  the  nose.  These 
platen  are  beveled  to  a  sharp  edge,  and 
are  applied  in  a  number  of  narrow 
widths,  so  that  sections  can  be  renewed 
if  damaged.  The  drop  nose  is  operated 
from  the  cupola  by  an  air  operated  tog- 
gle arrangement  placed  under  the  nose 
frame. 

The  plough  side  sheets  extend  from 
the  end  of  the  lifting  wedge  to  about 
midway  between  the  trucks.  They  are 
very  well  braced  and  stiffened,  particu- 
larly at  the  lower  edge,  where  contact 
with  hard  ice  is  likely,  in  order  to  resist 
inward  bending  caused  by  side  pressure. 

Wings. — At  the  back  edge  of  the  side 
plates,  steel  extension  wings  are  attach- 
ed by  four  heavy  steel  hinges.  The  width 
of  plough  over  sides  is  10  ft.  The  width 
over  ends  of  wings,  when  fully  extended, 
is  16  ft.  When  folded,  these  wings  are 
flush  with  the  side  of  the  plough.  The 
outer  edges  of  the  wings  are  provided 
with  a  beveled  extension,  about  4  ft.  in 
height.  When  the  wings  are  folded,  this 
beveled  extension  fits  snugly  against  the 
body  side  sheet,  and  extends  under  the 
side  sill  as  far  as  proper  clearance  for 
the  rear  journal  box  will  permit.  This 
beveled  extension  prevents  snow  from 
gathering  when  the  plough  is  backing  up. 

Interior  Finish.  —  Wooden  furring 
strips  are  fastened  to  the  interior  of  the 
plough  body  and  cupola  frame,  and  to 
these  furrings  standard  tongue  and 
groove  caboose  lining  is  applied.  The 
floor  is  of  1%  in.  freight  car  decking.  A 
platform  is  provided  for  the  plough  op- 
erator. The  cupola  windows  are  fitted 
with  double  glass,  with  air  space  be- 
tween. There  is  one  window  in  each  side, 
and  one  at  the  back  of  the  body  of  the 
car.  Furnishings  consist  of  a  work  bench, 
standard  caboose  stove  and  oil  lamps. 

The  operating  mechanism  is  shown  in 
tit'.  16.  The  drop  nose  is  raised  and  low- 
ered by  air  operated  cylinders  located 
inside  the  car  and  securely  anchored  to 
the  center  sills.  The  operating  valve  is 
located  on  the  right  hand  side  o;  the 
lupola.  The  wings  are  forced  outward 
l>y  air  pressure  applied  in  large  cylin- 
ders fastened  to  the  bottom  of  the  un- 
ilerframe.  The  piston  rods  in  the  cylin- 
ders are  made  of  large  diameter  pipe, 
with  a  hinged  connection  fitted  at  each 
end.  The  wings  are  closed  by  air  pres- 
sure, applied  in  two  short  stroke  loco- 
motive driving  brake  cylinders,  fastened 
under  the  side  sills.  The  push  rods  are 
attached  to  levers.  One  end  of  the  lever 
is  anchored  to  the  underframc  and  the 
other  end  is  attached  to  a  chain  connect- 
ed to  the  wing.  Separate  operating  valves, 
located  in  the  cupola,  are  provided  for 
each  wing.  The  supply  of  compressed 
air  is  obtained  from  the  air  brake  sys- 
tem, and  to  permit  repeated  movements 
of  the  drop  nose,  or  wings,  promptly  and 
without  interference  to  the  operation  of 
the  air  brakes,  storage  reservoirs  of  large 
capacity  are  provided,  these  being  locat- 
ed inside  of  the  car.  In  front  of  the 
cupola,  on  a  platform,  is  an  electric  head- 
light. Current  for  this  light  is  obtained 
from  the  locomotive  headlight  set  through 
a  suitable  extension  cord. 

This  article  will  be  continued  in  next 
issue  of  Canadian  Railway  and  Marine 
World.  Additional  illustrations  alluding 
to  the  article  appear  on  pages  473,  474 
and  475. 


September,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


47a 


Fiif.   11.     Fuller  single  track  snow   ploach,   Pennsylvania   Linos.     See    page    170. 


Fi(t.  12.    Single  track,  steel  snow  plough,  Canadian  Pacific  Railway.      See  pace   17 


Fier.    13.      Single    track,   steel    snow   ploueh.   Canadi.in    Pacific    Railway.    .Sit    page    171. 


Electrification  of  Montreal  Harbor 
Terminal  Railway. 

Canadian  Railway  and  Marine  World 
for  October,  1919,  contained  some  pre- 
liminary particulars  about  the  electrifi- 
cation of  the  Montreal  Harbor  Commis- 
sioners' Terminal  Railway,  of  which  the 
following  is  a  more  extended  description, 
from  the  Commissioners'  report  for  1919, 
issued   recently: — 

The  Montreal  harbor  railway  terminals 
consist  of  surface  lines  situated  between 
Victoria  Bridge  and  the  Imperial  Oil 
wharf,  having  a  total  trackage  of  58 
miles.  During  the  summer  of  1918,  nine 
steam  locomotives  were  in  operation,  and 
it  was  seen  that  if  the  service  was  to  be 
maintained  to  its  highest  efficiency  addi- 
tional locomotives  would  be  required  to 
avoid  congestion.  Important  electrified 
freight  terminals  were  visited,  and  cor- 
(litions  closely  studied,  with  a  view  of 
adopting  the  best  system  for  the  Mont- 
real harbor  terminals. 

Electrification  for  freight  yards  and 
terminals  has  been  found  very  economi- 
cal and  satisfactory  in  every  way,  elec- 
tric locomotives  being  considerably  mora 
efficient  than  steam  locomotives,  espe- 
cially during  winter.  In  view  of  the  cli- 
matic conditions,  and  the  highly  success- 
ful operation  of  the  Canadian  National 
Rys.  lines  through  the  Montreal  tunnel 
terminals,  which  have  a  2,400  volts  di- 
rect current  overhead  system  in  use,  a 
similar  system  was  considered  for  the 
iMontreal  harbor  terminals,  and  plans 
and  other  necessary  details  were  at  once 
got  under  way  for  laying  out  the  work, 
in  order  that  the  minimum  amount  of 
time  would  be  lost  in  getting  the  electric 
locomotives  running.  Plans  and  specifica- 
tions were  sufficiently  advanced  in  July, 
1919,  to  call  for  tenders  for  the  material, 
the  work  being  carried  out  by  the  elec- 
trical department.  The  work  was  sub- 
divided into  four  main  sections  as  fol- 
lows:— 1.  Power  station  machinery  equip- 
ment. 2.  Control,  protective  and  signal 
equipment.  3.  Overhead  catenary  line 
material.  4.  Rail  bonding  material.  Suf- 
licient  material  necessary  for  a  start 
was  received  during  Sept.,  1919,  and  a 
commencement  was  made  in  the  latter 
part  of  that  month.  Construction  was 
carried  on  steadily  throughout  the  win- 
ter on  the  overhead  line  work,  as  well  as 
the  track,  it  being  found  more  advan- 
tageous to  erect  this  material  when  the 
traffic  conditions  on  the  system  were  the 
least  congested. 

The  Power  Station  is  designed  for  an 
ultimate  capacity  of  three  1,000  k.w.  mo- 
tor generator  sets,  the  units  having  a 
very  heavy  overload  capacity  for  a  short 
period  to  meet  railway  conditions,  and 
capable  of  carrying  2.50',^  load  for  five 
minutes.  Each  set  will  consist  of  a  3- 
piece  unit,  consisting  of  a  l,bOO  h.p.  2,300 
volt  .{-phase,  60  cycles,  720  r.p.m.  syn- 
chronous motor,  direct  connected  to  a 
.500  k.w.  1,200  volt,  720  r.p.m.  compound 
wound,  d.e.  generator  on  either  end,  each 
generator  being  permanently  connected 
in  series  giving  a  1,000  k.w.  at  2,400  volts. 
Exciters  for  the  synchronous  motor  and 
generator  fields  are  mounted  on  the  same 
bedplate.  Each  of  the  motor  generator 
sets,  when  mounted  upon  its  frame,  will 
weigh  40  tons,  and  cover  a  floor  space  of 
2.S  X  8  ft,  and  approximately  7  ft.  high. 
Water-cooled,  oil  insulated  power  trans- 
formers of  2,000  k.v.h.  will  be  installed, 
taking  the  power  at  the  incoming  lines, 
voltage  of  11,000  volts  and  stepping  it 
down  to  2,300  a.c.  for  the  synchronous 
motors.      These     transformers     when    in 


474 


CANAIJIAN  KAILW  AV  AND  MAUINK  WOKI.I) 


September.  1920. 


trr\-irt<  will  wfish  approximately  30  ton* 

wich. 

Thr    switchboardii,    cell,    remote    con- 

!i.il,  i.il  switchf.H  and  proU-clive  equip- 
In'  mounted  on  Kallerien  on  the 
'.  anil  will  ronnint  of  'il  mar- 
,    with    indii-atinir    niechaniiim 

(or  till-  tuiiiplete  control  of  the  itenemtor 

•etJt,  quick  acting  hreakern,  HtornKv  bat- 


inir  maintained  at  approximately  2,:i00 
lb.  Attacheil  to  and  supported  by  the 
mam  nu-KsenKer  will  Im-  the  comlurlor. 
conniiitinK  "f  ••  0  »froove<l  hard  drawn 
copp«T,  fnntenrd  by  hanifem  of  vnrioun 
lentrthn,  keeping  the  trolley  at  a  unifonn 
height  of  'i'-i  ft.  above  the  top  of  the  rail. 
The  trolley  will  aUo  be  anchored  in  half- 
mile  Ke<'tionH,  feeders  eneritizinir  the  m-c- 


II.     Doublr  track.   Hrrl 


teries,  power  transformers  and  exciters. 
The  overhead  line  equipment  will  con- 
sist of  cross  span  and  bracket  construc- 
tion supporting  the  main  mes.senper, 
which  will  be  7/16  in.  extra  palvanized 
Siemens-Martin  steel  cable  anchored  in 
half-mile  sections.    The  anchor  poles  will 


L'anadian    PariHc  Railwajr.    Src   pacr 

tions  as  required. 

Wooden  poles  will  be  used  where  de- 
velopment is  not  completed,  these  poles 
beinK  Western  cedar  timber,  varying  in 
lenRth  from  40  to  65  ft.,  as  conditions 
demand.  The  poles  will  be  butt  treated 
with  hot  carbolineum  as  a  preservative. 


and  clone  attention  muHt  br  paid  to  the 
metluKi  of  weldinK  the  copper  bond*  to 
the  rnil  jomtit,  in  order  to  Ket  the  bent 
renultJ"  when  the  road  comen  in  opera- 
tion. Two  bondinK  crewR  were  at  work 
throuifh  the  winter  and  have  placed  over 
7,000  bondn.  The  croiiii  bonding  at  the 
KWitch  points  and  croM-overn  will  be 
<arrie(l  on  an  noon  an  the  trort  leave» 
the  i;riiund  (Hprinjc  of  l'J20).  The  type 
of  bond  used  ix  a  steel  armored  terminal 
Kan  welded,  copper  stranded,  bond,  ca- 
pacity 4/0,  7  in.  lontr,  cold  pressed  and 
headed.  The  weldintf  outfits  are  com- 
posed of  oxyjten-acetylene  cylinders,  con- 
necting to  weldine  torches  with  reirulat- 
in;r   valves,   flexible   hose  and   irauires. 

Steady  progress  is  beinfr  maintained 
with  all  four  sections  of  the  construc- 
tion, notwithstandintr  the  difficulty  of 
KctlinK  this  special  material,  and  a  con- 
siderable amount  of  the  work  is  well  ad- 
vanced. 


Seats  on  Locomotives. — The  Board  of 
Railway  Commissioners  passed  general 
oHer  .302  July  23  as  follows:  Re  (jeneral 
order  21*3,  April  26,  1920.  providinjc,  in- 
ic-r  alia,  that  all  locomotives  of  railway 
<  iimpanies  subject  to  the  board's  juris- 
diction be  equipped  with  a  seat  for  brake- 
men:  Upon  reading  what  is  filed  on  be- 
half of  the  Brotherhood  of  Locomotive 
Knzineers,  the  Brotherhood  of  Locomo- 
tive Firemen  and  Enpinemen,  and  the 
Railway  .Association  of  Canada,  it  is  or- 
dered that  paragraph  1  of  general  order 
2!).'!  be  amended  by  adding  thereto  the 
fdlluwinK,  viz.:  "Provided,  however,  that 
.=  uch  seat  shall  not  be  located  in  a  posi- 
tion that  will  interfere  with  the  seating 
space  or  seats  provided  for  engineer  and 
firemen,  or  that  will  obstruct  their  view 
from   side  windows." 

Railway  Lands  Patented. — Letters  pat- 
ent were  issued  during  .July  for  Domin- 
ion railway  lands  in  Manitoba,  Saskatche- 


^.-^TSii,  iE^E?!l 


Fts.  IS.     Gmaral  amnoBfiit,  ilnclr  truk  anow  ploash,'  C.P.R.     Sm  px*  471. 


he  very  heavily  guyed  in  ail  directions. 
The  cross  spans  will  he  supported  by 
wooden  and  steel  poles  at  snacings  of  liiO 
ft.  on  tangent  double  track,  and  120  ft. 
or  10,5  ft.,  as  conditions  require  on  curves 
or  yards. 

Cross-span  messengers  will  consist  of 
5/16  in.  Kigh  strength  galvanized  steel 
cable,  the  tension  on  all  messengers  be- 


and  should  give  long  life.  Steel  poles 
will  be  useil  when  permanent  conditions 
exist,  the  poles  being  set  in  cimcrete  car- 
ried well  above  the  ground  level. 

The  rnil  bonding,  while  not  a  very  no- 
ticeable part  (if  the  installation  is,  how- 
ever, a  highly  important  section  of  the 
system.  .Ml  the  return  current  must  get 
back   to  the   power  station  by  the  rails. 


wan,   .\lberta   and   British   Columbia,  as 
follows:—  Acrw 

AlbrrU    a    Grnit    Watcrwajra    Ry S.20 

Canadian    Northrm    Ry IB8.00 

Cnnailian    Northern    Wmlrm    Ry _       .8S 

Canadian    Pacific    Ry.     t.ti 

Edmiinton.    Cunvpiian    A    Britiah   Colombia 

Crand  Truiiii    pieiflc   Rir!''V.'.-.™™.'.7Zl'IZ...    9».91 


Toul 


271.84 


September.  1920. 


475 


Birthdays  of  Transportation  Men  in  September. 


Many  happy  returns  of  the  day  to: — 

W.  B.  Bamford,  District  Freight  Agent, 
C.P.R..  Nelson,  B.C..  born  at  Belleville, 
Ont.,  Sept.  10,  186;;. 

O.  E.  Becker.  Chief  Dispatcher,  Cana- 
dian National  Railways,  Saskatoon,  Sask., 
born  at  Montreal,  Sept.  20.  1873. 

G.  T.  Bell,  Passenger  Traffic  Manager, 
G.T.R.,  Montreal,  born  there,  Sept.  7, 
1861. 

W.  H.  Biggar,  K.C.,  Vice  President 
and  General  Counsel,  G.T.R.  and  G.T.P. 
R.,  Montreal,  born  at  The  Carrying 
Place,  near  Trenton,  Ont..  Sept.  19, 1852. 

E.  J.  Blais,  Foreman  Tinsmith,  Cana- 
dian National  Rys.,  Transcona,  Man., 
born  Sept.  26,  1876. 

V.  T.  Boughton.  Assistant  Superinten- 
<ient.  Chapleau  Division.  Algoma  District, 
C.P.R..  Chapleau,  Ont.,  born  at  Troy, 
N.Y..  Sept.  i),  1888. 


Ocean  Services  l.til.,  Chicago,  111.,  born 
at  London,   Eng.,  Sept.  10,   1877. 

H.  G.  Foreman,  Assistant  Treasurer, 
Canadian  Northern  Ry.  System,  Toron- 
to, born  there,  Sept.  2,  1882. 

C.  B.  Foster,  Assistant  Passenger 
Traffic  Manager,  Eastern  Lines,  C.P.R., 
Montreal,  born  at  Kingston,  N.B.,  Sept. 
30.   1871. 

G.  J.  Fox,  Superintendent,  Calgary  Di- 
vision, .\lberta  District,  C.P.R.,  Calgary, 
Alta.,  born  at  Montreal,  Sept.  24,  1883. 

\V.  H.  Gordon,  Trainmaster,  C.P.R., 
Field.  B.C..  born  at  Montreal,  Sept.  21, 
187.=>. 

R.  S.  Cosset,  Auditor  of  Disburse- 
ments, Canadian  Northern  Ry.,  Toronto, 
born  there,  Sept.  28,  1879. 

E.  Goulet,  Agent,  C.P.R.,  New  West- 
minster, B.C.,  born  at  Quebec,  Que.,  Sept., 
186.5. 


Eastern  Lines,  C.P.R.,  Montreal,  born 
at  Brantford,  Ont.,  Sept.  26,  1868. 

C.  D.  MacKintosh,  Superintendent, 
Lethbridge  Division,  Alberta  District, 
C.P.R.,  Lethbridge,  Alta.,  born  at  Auck- 
land, New  Zealand.  Sept.  24,  1882. 

W.  A.  Mather,  General  Superintend- 
ent, Saskatchewan  District,  C.P.R.,  Moose 
Jaw,  born  at  Oshawa,  Ont.,  Sept.,  1886. 

M.  B.  Murphy,  Manager,  Winnipeg 
Joint  Terminals,  Winnipeg,  born  at  Na- 
pa, Cal.,  Sept.  11,  1866. 

.J.  Paul,  District  Freight  Agent,  Cana- 
dian National  Rys.,  Winnipeg,  born  in 
Euphrasia  Tp.,  Ont.,  Sept.  13,  18,'')8. 

W.  J.  Pickrell,  Master  Mechani.-,  New 
Brunswick  District.  C.P.R.,  St.  John,  born 
at  London,  Ont.,  Sept.  15,  1880. 

H.  T.  Rawlings,  Lake  Forwarding 
Agent  and  Fuel  Inspector,  Canadian 
National   Rys.,  Cleveland,  Ohio,  born  at 


Fi«.  16.    Arrangement,  operatinE  mechanism,  steel  snow  plouth,  C.P.R.    See  paie  472. 


E.  R.  Bremner,  e.\-Division  Freight 
Agent,  Ottawa  Division,  G.T.R.,  Ottawa, 
born  at  Toronto,  Sept.  9,  1875. 

W.  B.  Bulling,  ex-Assistant  Freight 
Traffic  Manager,  Eastern  Lines,  C.P.R., 
now  of  Knowlton,  Que.,  born  at  Mont- 
real.  Sept.   16,   18.58. 

W.  E.  Burke.  Director  of  Operation, 
Canada  Steamship  Lines,  Ltd.,  Montreal, 
born  at  Belleville.  Ont.,  Sept.  23,  1881. 

A.  D.  Cartwright,  Secretary,  Board  of 
Railway  Commissioners.  Ottawa,  born  at 
Kingston,  Ont.,  Sept.  30,  1864. 

A.  S.  Dawson,  Chief  Engineer,  De- 
partment of  Natural  Resources,  C.P.R., 
Calgary,  Alta.,  born  at  Pictou,  N.S., 
Sept.  6,  1871. 

H.  B.  Dufief.  Assistant  to  Solicitor, 
Grand  Trunk  Pacific  Ry.,  Winnipeg,  born 
at  Washington,  D.C.,   Sept.   16,   1883. 

W.  E.  Duperow,  General  Passenger 
Agent.  Grand  Trunk  Pacific  Ry.,  Winni- 
peg, born  at  Stratford,  Ont.,  Sept.  4, 
1872. 

R.  S.  Elworthy.  General  Agent,  Pas- 
senger    Department,    Canadian     Pacific 


A.  Hector,  Port  .\gent,  Canadian  Gov- 
ernment .Merchant  Marine  Ltd.,  Halifax, 
N.S.,  born  there,  Sept.  12,  1882. 

W.  B.  Howard,  District  Passenger 
Agent,  C.P.R. ,  Toronto,  born  at  Chatham, 
N.B.,  Sept.  15,  1877. 

W.  R.  Howard,  dispatcher,  C.P.R., 
Brownville  .Jet.,  Me.,  born  at  St.  Andrews, 
N.B.,  Sept.  14.  1871. 

Lt.  Col.  J.  E.  Hutcheson,  General  Man- 
ager, Montreal  Tramways  Co.,  Montreal, 
born  at  Brockville,  Ont.,  Sept.  15,  1858. 

G.  C.  .lones.  Assistant  to  President, 
G.T.R..  Toronto,  born  at  Clyde,  N.Y., 
Sept.  24,   1869. 

C.  B.  King,  Manager,  London  St.  Ry., 
London,  Ont.,  born  at  Galena,  Ind.,  Sept. 
12.  1871. 

S.  King,  London,  Ont.,  ex-director,  Na- 
tional Steel  Car  Co.,  Hamilton,  Ont., 
born  at  Thetford,  Norfolk,  Eng.,  Sept. 
12,   1853. 

C.  C.  Labrie,  Purchasing  Agent,  Cana- 
dian National  Rys.,  Vancouver.  B.C., 
born  at  Quebec,  Que.,  Sept.  8.  1882. 

R.  E.  Larniour,  General  Freight  Agent, 


London,  Eng..  Sept.  27,  1883. 

C.  S.  Richardson,  District  Freight 
Agent,  C.P.R.,  Buffalo,  N.Y.,  born  at  New 
York,  Sept.  26,  1870. 

W.  D.  Robb,  Vice  President,  Transpor- 
tation and  Maintenance,  G.T.R.,  Montreal, 
born  at  Longueuil,  Que.,  Sept.  21,  1857. 

A.  Scott,  Resident  Engineer,  Prince 
Edward  Island  Ry.,  Charlottetown,  P.E. 
I.,  born  at  Kirkcaldy,  Scotland,  Sept.  6, 
1884. 

R.  A.  Sewell,  Superintendent  of  Car 
Service,  Eastern  Lines,  C.P.R.,  Mont- 
real, born  at  Brampton,  Ont.,  Sept.  2, 
1880. 

J.  M.  Silliman,  Engineer,  Maintenance 
of  Way,  Susquehanna  Division,'  Delaware 
&  Hudson  Rd.,  Oneonta,  N.Y.,  born  at 
Easton,  Pa.,  Sept.  8,  1885. 

F.  W.  Sterling,  District  Freight  Agent, 
C.P.R..  Edmonton.  Alta.,  bom  at  Thom- 
bury,  Ont.,  Sept.  13,  1879. 

H.  A.  Young,  formerly  with  Ontario 
Storage  &  Cartage  Co.,  Ltd.,  Toronto, 
now  of  Buffalo,  N.Y.,  born  at  Brooklyn, 
N.Y..  Sept.   1,  1864. 


iTfi 


Snptomber.  1920. 


Orders  by  Board  of  Railway  Commissioners  for  Canada. 


■   --■.  ii.n    IUllw«y 

rmch    Imuc 

,r.l  of   lUll- 

.    whu   havr 

flir  !     '.r.r     I'awr     ri»\p     a     r..in  iii«mu.     i.-.-.inl    of    the 

lloanl  •     pn'<»»<iin«».       No    olh»r    p»VT    h«»    ilono 


, „(r,-  , .-.!.■■ 


nn.l.     t^     D.r    Ilnnnl    nrr 

'  ibitlnif.    on 


Thl. 


onlcr 


1!>  Authorilinn  C.P.R.  to  rrbuilil 
l.nU.-  i:  1  ..vrr  Spuuam  River,  C'Mrailr  SubHi- 
M.i.in.    B.C. 

:».►::..  July  19.-  Aulhorliing  C.P.R.  to  n-build 
l.ri.li:^  4.'...'..  Crow«n«t  SubdivUinn.  I.rthbnilsc 
Ili>tiinn.    AlU. 

29.s:8.  29.S77.  July  ir..--Authoriiinir  City  of 
Sl  Thoman.  Ont..  for  three  monthn  frtim  il«t».  to 
i>penile  pay  mr  you  enter,  one  man  c«r»  over 
Ixindon  «  IVrt  SUnley  Ry..  on  Elm  St..  and  over 
IVre  Mar^iurtte  Rd..  on  WiUon  Ave..  St.  Thomaa. 
Ont.  ;  the  city  to  erret  semaphore  in  angle  of 
rrouinir  nn  Elm  St..  r<iuipped  with  HinKle  arm 
an<l  liRht  arranKeil  normally  rlcar  for  L.  A  P. 
S.  K..  the  municipal  car  operator  to  stop  30  ft. 
clear  of  nearct  I.  A  P.  S.  R.  rail.  «o  forward 
and  vet  oiirnal  airalniit  that  line,  take  car  across, 
clear  of  the  track,  return  and  restore  signal  to 
normal  position  ;  at  crossinp  of  P.  M.  R.  on  Wil- 
son Ave.,  to  provide  additional  watchman  between 
6   and    12   p.m.   or  until   it   ceases  opemtinfr   cars. 

29.ST8.  July  14.— Authoriiine  Canadian  North- 
ern  Ontario  Ry.   to  close  station   at  Cobounr.  Ont. 

.'9.S79  to  ;9.S88.     July  20.      Authoriiinit  Halifax 

&    .-iouth    Western    Ry.    iCanadian    National    R>t.> 

-.  '  jild   the   following    bridges. -over   East   Pub- 

Kii.r.    mile   217.8;   over    Pubnico   River,    mile 

■..r    Rig    Rrook.    mile    221.3:    over    Rider's 

I  -  -        mile  227.7:  ov.-r   Argylc  River,   mile  229.6: 

...r  Tu.'ket  River,  mile  238.1  ;  over  Salmon  River. 

mile    2.19.7  :    over    Acadia    Stream,    mile    242.8.    all 

on    the    Liverpool    Subdivision :   9.8   over    Rivcrdale 

River.   Port    Wade  Subdivision  :  and  over   Pleasant 

River,    mile     12..'..     Caledonia    Subdivision,    all     in 

Nova     Scotia. 

29.899.  July  14.— Authorizing  Canadian  North- 
em  Ontario  Ry.  to  close  station  at  Colborne,  Ont.  - 

29.890.  July  20.— Authoriiing  C.P.R.  to  make 
highway  over  ita  track  at  New  Fortune  Road, 
south  of  Enderby.  B.C.,  existing  crossing,  about 
l..'>70  ft.  south,  to  be  closed;  cost  of  construction 
and  maintenance  and  of  closing  existing  cros::- 
ing.  to  be  paid  by  British  Columbia  Public  W^orks 
Department. 

29.891.  July  20— Authoriiing  G.T.R.  to  rebuild 
bridge  carrying  highway  over  its  tracks  at  mile- 
post  127.98.   1\   miles  eajit  of  Komoka.  Ont. 

29.892.  July  17.— Ordering  G.T.R.  to  stop  train 
9&  at  Winona,  OnL.  on  flag,  to  pick  up  flsb  ship- 
raenta. 

29.893  to  29.895.  July  20.-  Authoriiing  Hali- 
fax ft  South  Western  Ry.  (Canadian  National 
Rys.)  to  rebuild  bridges  over  Iji  Have  River,  mile 
18.2:  Feindels  bridge,  mile  18;  and  bridge  over 
Shannon  River,  mile  37..'i.  Port  Wade  Subdivi- 
•  ion.    Bridgewater    Division.    N.S. 

29.896.  July  20 —Authoriiing  C.P.R.  to  rebuild 
bridge  41.85.  Heron  Bay  Subdivision,  Algoma 
District.   Ont. 

29.897.  July  20- Authoriiing  G.T.R.  to  build 
•pur   for  the  Seaman.    Kent  Co..  Toronto.   Ont. 

29.898.  July  20.-  Authoriiing  C.P.R.  to  rebuild 
bridge  29.89.  North  Bay  Subdivision.  Algoma  Dis- 
trict.   Ont. 

29.899.  July  M.-  Approving  agreement.  June 
24,  between  Hell  Telephone  Co.  and  Ross  Tele- 
phone Co.,  Algoma  District.  Ont. :  and  rescinding 
onler   27.398.    July    6,    1918. 

29.900.  29.901.  July  18,  20.  — Authorizing  C.P.R. 
to  rebuild  bridges  276.  Govenlock  Subdivision, 
Sask..  and   27.7,  on   Walkerton  Subdivision,  OnL 

29.902.  Aug.  4. —  Authoriiing  Lac  du  Bonnet 
rural  municipality.  Man,  to  carry  highway  over 
C.P.R.  spur  in  n.w.  ',  See.  17.  Tp.  15.  Range  U, 
east   principal    meridian,   Man. 

29.903.  July  20.-  Approving  agreement.  June 
24.  between  Hell  Telephone  Co.  and  Rydall  Ban- 
Plummer  Telephone  Co..  Algoma  District,  Ont. : 
nii.l    r.-rin.IIng    order   27.391.   July   8.    1918. 

13.    -Approving    agreement.    Apr. 
.^n    Bell    Telephone    Co.    and    Eldon 
ne    Asaociation,    Victoria    and    On- 
Ont. 
■'   ■"         .l„lv   IS.— Authoriiing   Canadian   North- 
em    Pacific    Ry.    to    build    spur    for    North    River 
Luml>er  Co..   near  Thunder  River,   B.C. 

29.906.  July  14.  Authoriiing  C.P.R.  to  build 
three  spun  for  Pre«t.O-Lile  Co.  of  Canada.  To- 
ronto. an<l  to  crttss  under  Toronto  A  Niagara 
Power  Co.'s  wires  ;  spurn  to  be  completed  within 
three    months    from    date. 

29.907,  July  IS. -Approving  plan  and  speciflca- 
tlons  of  Tilbury  Tp.,  Ont..  showing  character  of 
work  on  BaptisU  Creek,  or  Big  Creek,  ilrain, 
under  G.T.R. 


:;,w<  July  14  Appn.slnf  agrrcmrnl.  June 
^n.  l»l»een  Hell  Telephone  C-o  and  Zorra  Tel»- 
i.h..ne  Co..  Oxford  County.  OnL ;  and  reaelndlnc 
orders  7.0'.9.  May  22.  1909.  and  24.074.  Aug.  II. 
11"1.'. 

29.90'."  July  IS.  Authorizing  C.P.R.  to  rebuild 
brlilge    28.6.    Nakusp    Subillvlslon.    B.C. 

29.910.  July  14.  Apprt.vlng  plan,  proflle  and 
\»M>V  of  rrferenee  eombine^l.  showing  revised  loca- 
tion I  Alberta  Ijind  Surveyl.  of  portion  of  C.P.R. 
Ijingdon  North  Branch  (Acme  to  Empress)  frtwn 
.><e<-.  18.  Tp.  29.  Range  22.  at  mile  .•,9.04.  to  See. 
7.  Tp.  29,  Range  20,  WHt  4rth  meridian,  at  mile 
7S.7S. 

29.911.  July  2».- Ordering  C.P.R.  forthwith  to 
restore  ilally  aerx-lce  between  Nelson  and  Slocan. 
B.C..  pending  compliance  with  re<iuiremenu  aa 
to  notice  of  circular  139.  Jan.  13.  1915.  and  fueh 
action  by  the  Board,  if  any.  as  it  shall  fle«m 
necessary. 

29.912.  July  19.- Extending  for  three  months 
from  date  time  within  which  C.P.R.  shall  erect 
new    sUtion    at    Islington.    Ont. 

29.913.  July  14.— Approving  Canadian  Na- 
tional Rys.  plan  and  proflle  showing  location 
through  Tps.  26  and  26.  Ranges  1  and  2.  west 
4th  meridian.  AlU.  :  and  authorizing  iu  con- 
struction  across   8   highways. 

29.911.  July  19. — Ordering  Great  Northern  Ry. 
to  flie  by  Aug.  1.  1920.  and  by  Apr.  1,  of  each 
succeeding  year,  until  otherwise  ordered,  a  list 
showing  locomotives,  designateil  by  number,  as- 
signed to  service  between  Michel.  B.C..  and  Inter- 
national Boundao'  near  Gateway.  MonL  :  and  be- 
tween Nelson.  B.C..  and  International  Boundan' ; 
at  any  time,  should  G.N.R.  substitute  or  make  nn 
emergency  assignment  of  any  locomotive  not  so 
listed,  it  must  immediately  give  advance  notice 
of  such  intention  by  telegram  to  Board  at  Otta- 
wa, and  District  Fire  Inspector  of  Board  at  Cran- 
brook  and  Nelson,  B.C.  ;  a  certificate  showing  fire 
protective  appliances  have  been  examined  to  be 
piwtt'd  in  cab  of  every  locomotive  actually  oper- 
ated   over   any   portion    of    G.N.R. 

29.915.  July  22.— Relieving  C.P.R.  from  pro- 
viding further  protection  at  highway  crossing  at 
milepost  2.  Carleton  Subdivision,  at  Westboro, 
OnL 

29.916.  July  23.— Authoriiing  C.P.R.  to  divert 
road  allowance  on  north  boundar>'  of  n.w.  I4  Sec. 
21.  Tp.  20.  Range  28,  west  3rd  meridian,  and 
close  diverted  portion  within  right  of  way  at 
mile    19.3,    Leader    SoutheasUrly     Branch. 

29,91".  July  23.— Authoriiing  G.T.R.  to  oper- 
ate over  spur  to  Niagara  Sand  Co.'s  premises, 
Toronto. 

29.918.  July  21.— Authorizing  C.P.R.  to  divert 
roail  allowance  on  east  boundary  of  See.  13.  and 
road  diversion  extending  through  n.e.  ^^  See.  18, 
and  s.  "^  See.  24.  Tp.  29.  Range  21.  west  4th 
meridian."  mile  73.11  to  74. .M.  Langdon  North 
Branch  (Acme  to  Empress)  :  to  build  at  grade, 
across  same:  and  close  diverted  portion  within 
right    of   way. 

29.919.  July  21.— Authoriiing  Canadian  Na- 
tional Rys.  to  close  freight  house  at  Belleville. 
OnL 

29.920.  July  21.— Ordering  G.T.R.  to  provide 
day  and  night  watchmen  nt  Cherri-  SL.  Toronto, 
employing  two  men  from  7  a.m.  to  11  p.m..  and 
one  man  from  11  p.m.  to  7  a.m..  daily:  cost  to 
be  paid  65c-,.  by  G.T.R.,  Sh"^,  by  city:  and  rescind- 
ing orders  10.099.  Apr.  6,  1910:  10,768.  May  23, 
1910:  19,707,  Jane  26,  1913,  and  29.686,  June  2, 
1920. 

29.921.  July  22.— Authorizing  C.P.R.  to  build 
spur  for  Independent  Coal  Co..  in  Lot  82.  Con. 
A,    Ottawa    FronL    Carleton    County.    OnL 

29.922.  July  14. — Approving  route  map  show- 
ing general  location  of  Canadian  Northern  Sas- 
katchewan Ry.  line  from  Turtleford,  mile  0.  to 
Sec.  4.  Tp.  -18.  Range  12,  mile  68.7.  Sask. 

29.923.  July  3.— Ordering  G.T.R.  to  rebuild 
bridge  over  it<  tracks  at  Main  St.,  Toronto,  so 
as  to  make  it  46  fL  wide,  with  sidewalks  10  fL 
witle  on  each  side,  approach  to  be  of  earth  or 
gravel  up  to  standard  provided  under  agreement 
of  June  25.  1884:  bridge  to  be  decked  with  ce- 
ment, upon  which  can  l>e  placed  any  surfacing 
City  of  Toronto  decides  to  use:  city  to  pay  cost 
of  surfacing  l>oth  bridge  and  approaches  and  any 
necessary  curbing,  to  have  right  to  make  bridge 
wider,  but  must  pay  cost  of  such  additional 
width  :   bridge   to   be   built   by   SepL    30.    1921. 

29.924.  July  27.— Authorizing  C.P.R.  to  build 
spur    for   Mo<lem    Flour   Mills.    Morden.    Man. 

29.925.  July  22.— Ordering  C.P.R.  to  build 
team  track  on  west  side  main  track  at  .Nanton. 
AlU. :    to   be    ilo'ne    within    30    days    from    date. 

29.926.  July  27.— Authoriiing  G.T.R.  to  con- 
nect with  Canadian  National  Rys.  on  Lot  10. 
Con.    1.    DrighUin   Tp.,    Ont. 

29.027.  July  27.- Authoriiing  C.P.R.  to  rebuild 
bridge   3.1    over  Assiniboine   Ri>-or,   at   SL   James, 


Ma 

29  92S.  July  27.— Authoriiing  C.P.R.  to  build 
new  crossing  over  iU  track  133  ft.  south  of  south 
main  line  switch  on  Ejist  Railway  Ave..  Nanton. 
AlU.  ;  existing  crossing  through  railway  yard  to 
be  clewed  ;  cost  of  road  between  points  A  and  C. 
the  crossing  at  C.  and  closing  existing  crossing 
to  be  paid  25"-^  out  of  railway  grade  crossing 
fund.    25''r     by    Town    of    Nanton.    and    50';     by 


C.P.R.;  maintenance  of  crossing  to  be  paid  by 
municipality. 

2».»29.  July  27  Extending  for  60  dar«  from 
July  20.  time  within  which  G.T.R.  shall  remove 
trees  on  northwest  comer  of  crossing  of  Kingston 
Road,  near  West  Hill.  OnL.  as  dIrrvVrd  by  or.ler 
29.710.   June  2. 

29.030.  July  SO.-  Suspending  until  further  or- 
der, those  portions  of  undrrm.  r.n  .nfl  fc^y.e«lules 
which    would,   on    Aug.    2.    »l  ,nler 

switching    arrangements    »  ■  Ky  . 

Light    *    P€,wer   Co..   Corav  '      "iP- 

plemrnt    f.    to    C  R.C.    no.     K  ■  ipple- 

roent  5  to  C.R.C.  no.  E-4o::i.  nn  1  N.  «  Y  r.  Cen- 
tral   Rd.    C.R.C.    N.Y.C.    2189. 

29.VS1.  July  27.— Approving  a«r»»menL  July 
12.  between  Bell  Telephone  Co.  and  Montreal 
lOnUriol    Telephone    Co.    OnUrlo    County.    OnL 

29.932.  July  28.— Authorizing  G  T.R.  lo  oper- 
ate siding  for  Carroll  Bros..  Homberstone  Tp., 
OnL 

29.9S3.  July  29.— Authoriiing  C.P.R.  to  build 
spur  for  Gas  City   Brick   Co..    Medicine   Hal,    AlU. 

29.934.  July  27.— Approving  agreement.  June 
24,  between  Bell  Telephone  Co.  and  Abenleen 
Plummer  Center  Line  Telephone  Association.  Al- 
goma District.  OnL.  and  rescinding  order  25.58< 
Apr.    21,    1915. 

29.935.  July  28.— Approving  plan,  proflle  and 
liook  of  reference  showing  revised  location  of 
C.P.R.  Moose  Jaw  Stiulhwesteriy  Branch  lAs.ini- 
boia  U>  Coninn.  from  Sec.  4.  Tp.  4.  Range  27. 
mile  0.  to  Sec.  3.  Tp.  .1.  Range  23.  west  ,1r<l 
meridian,    mile    32.2. 

29.936.  July  28.— Relieving  Canadian  National 
Rys.  from  providing  further  protection  at  first 
crossing  462  ft.   from  sUtion  at  Elie.   Man. 

29.937.  July  29.— Authoriiing  C.P.R.  to  build 
spur  for  Warren  Bituminous  Paving  Co..  York 
Tp..    OnL 

29.938.  July  28.— .\uthoriiing  C.P.R.  to  build 
iu  passing  track,  at  grade,  across  Lee  SL,  Port- 
age la   Praine.   Man. 

29.939.  July  28. — Approving  plan  showing 
changes  in  C.P.R.  interlocking  plant  at  mile  37.2. 
Hamilton  Jet..  Ont..  to  Uke  care  of  proposed 
track    changes    authoriled    under    order   29. 83^". 

29.940.  July  28.— Approving  plan,  profile  and 
bofik  of  reference  showing  revised  location  1  Sas- 
katchewan Ijind  Surveyl  of  portion  of  C.P  R. 
Rosetown  Southeasterly  Branch  from  Sec.  27. 
mile  20.23.  to  See.  3.  Tp.  27.  Range  16.  west  .Ird 
meridian,   mile   24.64. 

29.941.  July  28.— Authoriiing  C.P.R.  to  divert 
road  allowance  between  Sees.  22  and  27.  Sees.  23 
and  26.  Tp.  21.  Range  15.  west  Srd  meridian. 
Sask..  and  close  diverted  portions  within  right  of 
way.  at  mile  61.3.  Rosetown  Southea.«terly  Branch. 

29.942.  July  29— Approving  plan,  profile  and 
book  of  reference  showing  revised  location  of 
C.P.R.  Rosetown  Southeasterly  Branch  from  mii- 
55.41  to  60.22.  and  authoriiing  construction,  ^t 
grade,    across    4    highways. 

29.943.  July  29.— Authoriiing  G.T.R.  to  -..n- 
nect  with  Canadian  National  Rys.  on  Lot  21. 
Con.    2.    Richmond    Tp..    near    Napanee.    Ont. 

29.944.  July  29. — Approving  crossing  of  D'Ar-y 
St..  Cobourg.  Ont..  by  C.P.R..  except  when  lraln« 
are  standing  on  siding  at  disunce  of  less  than 
100  ft.  from  crossings,  in  which  event  it  is  or- 
den-d  that  one  of  the  trainmen  shall  remain  at 
crossing   to   provide   protection. 

29.945.  July  30. — Approving  plan,  profile  and 
b<K>k  of  reference  of  Canadian  Northern  Pacific 
Ry..  showing  revised  location  through  D.L.  474. 
Group   1.    Kamloops    Divnsion.   Yale   District.    B.C. 

29.946.  July  28.— Amending  Vrder  29.307.  Jan. 
23,  1920,  by  authorizing  Vancouver  Power  Co. 
to  make  changes  in  interlocking  plant  where  its 
railway  crosses  New  Westminster  Southern  Ry. 
at  Clovenlale.  B.C. ;  signals  to  be  set  normally 
clear  on  Vancouver  Power  Co.  line  and  at  dan- 
ger on  N.  W.  S.  Ry.  ;  interlocking  plant  to  be 
operated   by   N.    W.   S.   R.    trainmen. 

29.947.  July  27.— Amending  order  29.8S4.  July 
.'..  re  Canadian  National  Rys.  highway  crossing 
at    Winchester    Ave..    Fort    Garo'.    Man. 

29  94S.  July  29.-  .\ppn>ving  agreement.  June 
21.  b.-tween  Bell  Telephone  Co.  and  Plummer 
Additional  Tp..  operating  Plummer  Additional  A 
I.efroy  Municipal  Telephone  Systems  in  Algoma 
District.  OnL,  and  rescinding  order  24.103,  Aug. 
19.    1915. 

29.949.  July  SI.  — Authorizing  C.P.K.  to  divert 
road  allowance  between  Sees.  17  and  18.  Tp.  21. 
Range  18.  now  known  as  First  SL  EasL  Bas- 
sano.  AlU. :  to  build  diversion,  at  grade,  across 
its  tracks  opposite  Second  SL  West :  and  close 
diverted    portion    within    right    of   way. 

29.9.'.0.  July  30.- -Ordering  C.P.R.  to  move 
automatic  bell  at  highway  two  miles  east  of  Belle- 
Mile.  OnL.  to  north  side  of  road  and  closer  to 
track  crrwing.  and  to  insUll  wigwag  sigiial  in 
addition  to  bell  there :  work  to  be  completed  by 
Sept.    1.  „  „ 

29.951  to  29.95S.  July  SI.— Approving  Bell 
Telephone  Co.  agreements.  June  24.  with  Plum- 
mer Alienleen  and  Galbrailh  Rural  Telephone 
Ass.K-intion.  Ltd..  Algoma  District.  OnL,  and  re- 
scinding onler  23.244.  Feb.  1.  1915:  July  10.  with 
Back  Line  Telephone  Co..  DufTerin  County.  OnL. 
and  rescinding  order  2S.815.  Jan.  2S.  1917  :  and 
July  20.  with  South  Norfolk  Telephone  Cc  Nor- 
folk  County.   OnL 


September,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


477 


'9 'i'>4  'g  955.  July  30.  -  AuthoriiinK  B«auhiir- 
nols'itiuniciDality.  Que.,  to  make  hiKhway  cross- 
inic  over  St.  Lawrence  &  Adirondack  Ry.  on 
Jacques  Cartier  St..  Stc.  Cccile.  Que..  dism.ssmK 
application  to  extend  Saraille  Road  across  St. 
l:  &  A.  Ry.  main  line  and  siding  on  Lof.  147  and 
•>68  and  authoriiinc  crossinit  on  Lot  2.".S.  at  point 
4S7.77  ft.  farther  north:  also  authoruinK  it  -to 
make  crossing  over  C.T.R.  on  Lot»  120  and  121 
Ste.  Cecile  Jet..  Que.,  change  in  interlocking 
plant   to   be   paid   for  by  municipality. 

■>9  i).-,6  Aug.  4.— Authoriiing  Canadian  Na- 
tional Rys.  to  build  spur  to  gravel  pit  near  Wia«- 
ton,   Sask.,   and   to  cross   and   divert  certain   high- 

"'29°9B7  Aug.  5.-  Authorizing  C.P.R.  to  build 
passing  track  at  grade  across  roail  allowance  in 
Stoney  Indian    Reserve.   Tp.   25.   Range    ..   at   Mor- 

''^■g.grl?'  Aug.  5.-  Authorizing  G.T.R.  to  build 
siding  and  spur  for  Canadian  Industrial  Alcohol 
Co..    Corbyville,    Ont. 

29  959  Aug.  5.—  Authorizing  Canadian  North- 
ern Quebec  Ry.  to  build  siding  exUnsion  across 
public   road   at   St.   Elizabeth.   Que.  ,     ,    ,     01 

•>9  <)60  Aug.  .'1.  .Approving  agreement.  July  il, 
betwwn  Hell  Telephone  Co.  an,l  Upper  Admaston 
Telephone  Co..  Renfrew  Cunty.  Ont..  and  re- 
scinding  order   25.942.    Mar.    1«.    1917 

■>9  961  Aug.  S.— Approving  Canadian  National 
Ry^s.' plan  showing  additions  to  station  grounda  at 

'>9  96''  July  31.— Approving  agreement.  July 
22!"  between  Bell  Telephone  Co.  and  Halton  Tele- 
phone Co.  Ltd..  Halton  County.  Ont..  and  re- 
scinding   order    25..106.    .\ug.    21.    1916. 

■»»  963  to  29.966.  Aug.  10.— Approving  plans, 
profiles  and  books  of  reference  of  Canadian  Na- 
tional Rys.  (Canadiart  Northern  Pacific  Ry.) 
showing  revised  location  through  s.e.  V*  sec.  19. 
s  w.  Vi  sec.  19,  Tp.  19.  Range  14  :  s.e.  Vi  «ec.  24. 
n.e.    '4    sec.    24.   n.w.    H    sec.    24.   s.w.    H 


sec.  26. 
s.e.  'i'sec.  26.  s.w.  ^  s'ec  26,  s.e.  H  sec.  27.  n.e. 
VI  sic.  27,  part  of  n.w.  'i  sec.  27,  and  s.w.  \ 
w  '4  Tp.  19.  Range  15:  through  lots  297  and 
296.  GL  :  through  s.w.  H  sec.  4.  Tp.  1?  n  w.  % 
sec  32.  Tp.  18,  Range  14,  west  6th  meridian,  and 
D  L  442  G  1 :  and  through  lots  297  and  2*6, 
G.l.'  Kamloops    Division     Yale  .Dist'-i<;t-    fC- 

■'9  967  Aug  11.  -Authorizing  Grand  IrunK 
Pad'fic  Ry.  to  build  spur  for  Edmonton  Stock- 
yards  Ltd..  Edmonton,   Alta. 

29  168  to  29,970.  Aug.  11.  10.  13.-  Approving 
C.P.R.  route  maps  showing  general  location  of 
its  Kelfield  Southeasterly  Branch  from  1"P.  34. 
Range  10.  mileage  0.  to  Tp.  .«.  Range  14  w«t 
5^ '^meridian,  mile  35.9  ;  its  Moose  Jaw  South- 
westerly Branch.  Assiniboia  to  Consul,  from  sec. 
6.  Tp.  3,  Range  1,  to  sec.  14,  Tp  3.  Range  19, 
west  3rd  meridian,  mile  84.5  to  211  :  and  its  As- 
quith  to  Cloan  Branch,  from  Tp.  3S  Kafl^^,."^ 
to  Tp.   42.   Range  20.   west  3rd   meridian,  mile   0 

29.971.  Aug.  11.— Approving  Canadian  Na- 
tional Rys.  (Canadian  Northern  Pacific  Ry.l 
plan,  profile  and  book  of  reference  showing  re- 
vised location  of  its  Okanogan  Branch  froni  mile 
44  7    to    46.11,    east    from    Kamloops    Jet.,    O.I.. 

29.972.  Aug.  11.— Extending  for  six  months 
from  date  time  within  which  Oshawa  Ry.  shall 
complete  siding  and  two  spurs  for  Pedlar  People 
Ltd..    Oshawa.    Ont..    authorized   by   order   29.4 H- 

29.973.  Aug.  12.— Authorizing  Canadian  North- 
cm  Ontario  Ry.  to  rebuild  bridge  over  Moira 
River.  Madoc  Tp.,  Ont..  mile  76.84  from  Picton, 
and   to   improve   grade   there.         „  „  „       ,  „  , 

■'9  974  Aug  10.— Approving  C.P.R.  Plans  15-1- 
159V'  July  23.  and  B-1-1595-2.  June  4.  showing 
proposed  replacement  of  60  ft.  d.p.g^  ^f^"  ,\''JTt 
32  It.  reinforced  concrete  spans,  at  bridge  88.92  of 
Cartier  Subdivision.   Ont.  .        „         ,  „•         ,,_ 

29  975  Aug.  12.— Authorizing  Grand  River  Ry. 
to    rebuild    bridge    4    over    Spring    Creek.    Preston 

V9  976.  Aug.  12.— Authorizing  Grand  Trunk  Pa- 
cific Branch  Lines  Co.  to  build  spur  for  Burnt 
Mountain  Lumber  Co.,  on  it-s  Mountain  Park 
Branch,  in  n.e.  H  Sec.  24.  Tp.  48,  Range  22, 
west    5th    meridian.    Alta.  xi.;„» 

29.977.  Aug.  10.— Authorizing  Boston  &  Maine 
Rd.  to  rebuild  overhead  highway  bridge  95,  0.1 
mile   north    of   Smiths    Mills   station.   Que. 

29.978.  Aug.  12.— Approving  agreement.  July 
9,  between  Bell  Telephone  Co.  arid  Colchester 
North  Tp..  operating  Colchester  North  Municipal 
Telephone  System,  in  Essex  County,  Ont..  and  re- 
scinding  order   24.047.    July    26.    l^l'- 

29  979  Aug.  12.— Authorizing  Canadian  North- 
ern   Pacific    Ry.    to    build    across    Shuswap    Ave.. 

^M.980."Aug.  10.- Authorizing  C.P.R  to  build 
spur    for    Lignite    Utilization    Board    of    Canada, 

near   Bienfait.    Sask.  „  ~  „       ,  _.i -.i, 

29  981  Aug.  11.— Ordering  G.T.R. .  forthwith, 
to  provide  fruit  shed  and  siding  at  Gnmsby 
Beach  station.  Ont.  :  roadway  '<"»'^"^  to  siding 
to  be  provided  and   maintained  by   North   Gnmsby 

municipality.  /~„„oj;.n     Kio 

29.982.  Aug.  11.— Approving  Canadian  Na- 
tional Rys.  (Canadian  Northern  Pacific  Ry.)  plan^ 
profile  and  book  of  reference  showing  revis«l 
loeation  of  its  Okanagan  Branch,  mile  27  to  28. 
east    from    Kamloops   Jet..    B.C.  „  .,*     ^n    .:™<. 

29.983.  Aug.  lO.-Extending  to  Sept.  30  time 
within   which    G.T.R.    is   re<iuired   by   order  29.746 

I  June  11     to  install   wigwag  signal  at  crossing  of 

Parkdale    Ave..    Ottawa.    Ont. 

21 984  Aug.  13.— Approving  agreement.  July 
28,  "between  Bell  Telephone  Co.  and  New  Dundee 
Kural  Telephone  Co.,  Waterloo  and  Oxford  Comi- 


ties. Ont.,  and  rescinding  order  24,130,  Aug.  26, 
1916. 

29,985.  .\ug.  13.— Approving  C.P.R.  rouU  map. 
showing  general  location  of  iU  Rosetown  to 
Keppel  Branch,  from  Tp.  30,  Range  IB.  mile  0, 
to  Tp.  35,  Range  13.  west  3rd  meridian,  mile  S7.2. 

39.9>>6.  Aug.  13.— Approving  Canadian  North- 
ern Pacific  Ry.  plan,  profile  and  book  of  refer- 
ence showing  revised  location  of  its  Okanagan 
Branch  from  mile  31.5  east  from  Kamloops  Jet.. 
B.C.,  in   I^t  475  G.l.,  Sec.   15,  and  n.e.    U  Sec    10. 

29  987.  Aug.  14.— Approving  agn-ement,  l\i\y 
26,  between  Bell  Telephone  Co.  and  Bexley  Tele- 
phone   Co..    Victoria    County.    Ont.  

29,988.  Aug.  13.— Approving  C.P.R.  rout«  map. 
July  14,  showing  general  location  of  il»  Amulet 
to  Dunkirk  Branch,  from  Tp.  7,  Range  21.  to 
Tp.    12.    Range   28.    west  2nd   meridian,    mile   0   to 

•'9  989  Aug.  13. — Authorizing  Grand  Trunk 
Pa'cific  Branch  Lines  Co.  to  build  spur  for  Mc- 
Leod  Hard  Coal  Co..  in  s.w.  k  Sec.  25.  Tp.  48, 
Range  22,  west  5th  meridian,  on  ita  Mountain 
Park   Branch.   Alta.  

'9  990.  Aug.  13.— Approving  C.P.R.  plan  show- 
ing proposed  alterations  to  masonry  to  suit  new 
reinforced  concrete  span  crossing  jo'dway  at 
bridge  21.12.  North   Bay  Subdivision.  Algom«  Dia- 

'"^'•''■ggi"  29,992.  Aug.  14.— Approving  Bell  Tele- 
phone Co.-s  agreements:  July  2.  with  Arundel 
Development  Co.,  Terrebonne.  Argenteuil  a"/'  Ot- 
tawa Counties,  Que.,  and  rescinding  order  24,642. 
Jan.  10,  1916  ;  and  July  20,  with  Rutherglen  Rural 
Telephone    Co.,    Ltd.,    Nip.ssing    District.    Ont 

29  993.  Aug.  13.— Authori-/.ing  C.P.R.  to  build 
its  Lanigan  Northeasterly  Branch  «t  graJe  ""<>»» 
23  highways  between  miles  4,. 80  and  84.32 

•>9  994  Aug.  17.— Amefding  order  29.756,  June 
157  'ro    Esquimau    &     Nanaimo    Ry.    bridge    over 

^""^.^^''^Aug.'  12.-Approving  Canadian  Na- 
tional Rys.  plan  showing  shelter  to  be  built  at 
Monkland    Boulevard,   near   Laiard.   Que. 

29.996.  Aug.  10.— Approving  new  location  of 
the    Canadian    National    Rys.    station    at    Margo. 

^"29'997  Aug.  10.  -  Relieving  C.P.R.  from  pro- 
viding    further     protection     at    highway     crossing 

"19^99/.^"  Aug"'l7.-DismUsing  Canadian  Na- 
tionil  Rys.  application  for  order  that  .50%  of 
cost  of  subway  at  Pembina  St..  ■Winnipeg,  be  paid 
by    Winnipeg    Eler'"'"^^  •*>  •  .  C"-  _     ^iihin    60 

og  99')  Aug.  13— Ordering  C.P.R.  within  bu 
daWio' install  improved  type  of  automat^  bell 
at    highway     crossing    about    one    mile    north    of 

°ToOTb.°Aug.  16.-Amending  order  29,239  Jan. 
13  re  Hillcrest  Lumber  Co.s  ""Iway  crossing  of 
EsquTmalt  &   Nanaimo  Ry.,   Cowichan  Subdivision, 

'"'3o"oT"''Aug':-  IG.- Ordering  C  P  R.  ,»"  restore 
train  service  between  Calvary  and  Ma|'™'l;^A^^; 
which  was  discontinued  in  Jan..  1920.  restora- 
Tioi  to  take  Place  with  the  autumn  change  of 
timetable,  and  in  any  case,  by  Oct.  1.  and  re- 
scinding   order    -29.627.    May    11. 

30.002.  Au-I.  16.  Approving  "K'fm^t-  July 
09.  between  Bell  Telephone  Co  and  Dover  Tp.. 
Operating  Dover  Municipal  Telephone  System.  Kent 

'^°3"oTo3.°"Aug.  14.  Ordering  Grand  Tnink  Pa- 
cific By  to  provide  farm  crossing  for  John 
Weber  in  north  half  of  See.  7.  Tp.  28,  Range  17. 
west    2nd    meridian,    Sask.  »t.™!1 

30.001.  Aug.  17.  -Authorizing  Toronto.  Hamil- 
ton  &  Buffalo  Ry.  to  build  two  »P""  f"  H"""' 
Suction   Sweeper  Co.  »'  Canada    Hamilton.   Ont. 

30.0005.  Aug.  16.-Authonzing  C.P.R.  Co.  to 
build   spur    for   Beatty    Bros.,    Fergus^   Ont. 

30  006  Aug.  14.— Authorizing  Canadian  Na- 
tional Rys.  t^  build  spur  for  Northern  Groceries 
Ltd.     Fort    Frances,    Ont.  .  „      c* 

30  007  Aug.  17.— Authorizing  ...lagara.  St. 
Catharines  &  Toronto  Ry.  to  build  siding  for 
Provfndal    Paper    Mills    Co..    Thoro  d,    Ont. 

30.008.  Aug.  16.— Approving  plan  of  l..f.K. 
standard    coaling    plant    of    50    tons    -^aP«^'ty-         . 

30.009.  Aug.  16.-Approv,ng  plan.  P™"'^  «"° 
book  of  reference  showing  revise«l  location  of 
S^etown  Southeasterly  Branch  from  bee  3. 
Tp.  27.  Range  16.  at  mile  24.64.  to  Sec.  31.  I P- 
23     Range    15.    west   3rd    meridian,    at   mile   44.37. 

30  010  Aug.  16.-Approving  cableway  to  be 
erected  by  Grand  Trunk  Paacific  Branch  Lines 
Co  for  BlacStone  Coal  Co.,  over  its  Alberta 
Coal    Branch   at   mile   53. 6. 

20.011.      Aug.    17.-Approving    proposed    replace- 

Tf-  e^T  ^o^c^te'sfa^^  """-"^-/ibJ^ 
83  23.    North    Bay    Subdivision,    over    Amable    Du- 

''T«'!oi'^"^'Aug°."u.-Authorizing  Essex  Terminal 
Ry     to  build   spur   for   Dominion    1-orge   &    Stamp- 

'"lo^O^S  '"C'n'^lpP-ing'c.P.R.  revised 
plan  showing  proposed  Replacement  of  existing 
span    by  three   reinforced "•*'■  ">""' 


build  spur  for  Huntei    &   Co.,  at  mile  18.. b.  North 
B«y    Subdivision.    Ont. 

30.017.  Aug.  19.  Ordering  C.P.R.  to  com- 
plete  station    at    Metiskow.    .\lta. 

30.018.  Aug.  17.— Authorizing  Canadian  Nor- 
thern Pacific  Ry.  to  divert  portion  of  road  through 
se  h,  See.  23.  n.e.  ',:,  Sec.  14.  Tp.  14.  and  Lot 
IB.'  Osoyoos  Division.  Yale  District.  B.C.,  and  for 
such    purpose   to  occupy   certain    lands   of   Mrs.    A. 

30  019.  Aug.  16.— Authorizing  Canadian  Na- 
tional Rys.  to  build  crossing  at  Second  St.  west. 
Fonehill.    Sask.  .,  „  „     .      l    -n 

30  020  Aug.  16.— Authorizing  C.P.R.  to  build 
spur   for  Canadian   General   EU-ctric   Co..   Toronto. 

30.021.  :<0.022.  Aug.  18.— Oismissing  applica- 
tion of  Matlock  Beach  Club,  in  Manitoba  for 
order  directing  C.P.R.  to  grant  campers  there 
commutation  privileges,  and  also  application  of 
Winnipeg  Beach  Community  Club,  in  Manitoba, 
against  excessive  increase  in  passenger  fares  be- 
tween   Winnipeg    and   Winnipeg    Beach. 

30.023.  Aug.  17.— Declaring  that  Great  North- 
em  Ry.  application  (under  sec.  345  of  the  Rail- 
way Act.  1919,  for  permission  to  issue  annual 
pass  in  favor  of  C  T.  Tawney,  U.S.  Veterinarwn, 
is  within  the  spirit  and  inU-nt  of  general  oroer 
274,   Nov.   20.    1919.  ,     , 

30  0^'4  Aug.  16.— Approving  location  and  de- 
tails' of    C.P.R.    station    at    Murray.    Ont. 

•!0  0'5  Aug.  20— Authorizing  G.T.R.  to  iwe 
bridge  221  over  stream  at  mile  24.07.  near  St. 
Isidore  Jet..    Que. 


span    by  three   reiniorcc.   ^ rcte  spans  at  bridge 

M/ri.   over   Kaibakong  Creek.   North   Bay  Subdivi- 

'To.Oh"'-  Aug.  16.-Authorizing  C.P.R.  to  build 
passing  track  at  grade  across  h'-'hway  on  east 
boundary   of  station   grounds   at   Rosser.    Man. 

30.015!^  -\ug.  14.-Approving  Michigan  Central 
Rd.  revised  plan  showing  P™?"'"!  ,f  *"°'' Vl 
interlocking   plant  at   crossing   of   G.T.R.   at    Wei- 

'""oloie"*"  Aug.    16.- Authorizing    C.P.R.    Co.    to 


General  order  302.  July  28.— Amending  general 
order  293.  Apr.  26.  re  brakemen  s  seats  on  loco- 
motives.    This    is   given   in    full   on    another   page. 

Gi-neral  order  303.  Aug.  13.— Increasing  pro- 
portions of  through  rates,  fares  and  chargM  be- 
tween U  S.  and  Canada,  in  both  directions  in 
eff«t  at  this  date,  accruing  w;ithin  Canada,  to 
the  extent  that  they  shall  conform  to  increases 
authorized  by  I.C.C.  order.  daUd  at  Washington^ 
D  C.  July  29,  except  on  coal  and  coke,  increases 
on  which  are  reserved  pending  Boards  judgment 
in  application  of  carriers  for  increased  rates 
within  Canada :  said  increases  to  become  effective 
Aug  26  on  not  less  than  five  days  notice.  Thta 
order  is  given   in   full  on  another  page. 

General  order  304.  Aug.  19-.-Ordering  th|it 
rates  and  charges  on  export  freight  traffic  from 
Canldfan  Ipping  points  to  Montreal.  Queb«. 
St  John.  West  St.  John,  and  Halifax  be  in- 
creased  in  conformity  with  order  of  Interstate 
Commerce  Commission,  to  become  effective  on  or 
aft?r  Aug.  26.  on  not  less  than  5  days  notice. 
This   order   is    given    in    full    on    another   page. 

General  order  305.  Aug.  19-,„Authorizing  Can- 
adian carriers  of  interstate  traffic  to  publish  and 
file  tariffs  in  accordance  with  Special  Permission 
50.321  of  Interstate  Commeree  Commissimi.  to 
apply,  at  points  in  Canada,  only  on  traffic  en 
route  from  any  U.S.  point  through  Canada  to 
any  U.S.  destination.  This  order  is  given  in  full 
on  another  page.  •^ 

Canadian  National  Rys.,  Directors'  In- 
spection Trip.— D.  B.  Hanna,  President. 
Canadian  National  Rys.,  who  returned 
to  Toronto  early  in  AuRUst,  from  a  trip 
over  the  Canadian  National  and  ^rand 
Trunk  Pacific  Railways  to  the  Pacihc 
Coast,  in  company  with  the  Minister  of 
Railways  and  Canals,  will  leave  Toronto 
aeain  on  Sept.  4,  for  an  inspection  trip 
over  the  C.N.R.  via  Port  Arthur  and 
Winnipeg,  to  Vancouver,  and  will  pos- 
sibly KO  thence  to  Prince  Rupert  and  re- 
turn east  by  the  G.T.P.R.  part  of  the 
way  and  then  by  the  C.N.R.  On  the  re- 
turn trip  he  will  (lo,  via  Montreal  and 
Quebec,  to  St.  John,  Halifax,  Sydney, 
and  probably  Prince  Edward  Island.  He 
will  be  accompanied  by  a  number  of  the 
directors,  those  likely  to  go  being  Major 
Graham  A.  Bell,  C.M.G.,  Deputy  Minis- 
ter of  Railways  and  Canals;  A.  P.  Barn- 
hill,  K.C.,  St.  John,  N.B.;  Thos.  Cantley, 
New  Glasgow,  N.S.;  Robt.  Hobson,  Ham- 
ilton Ont.;  and  R.  T.  Riley,  Winnipeg. 
The  last  mentioned  will  join  the  party  at 
Winnipeg. 

The  Interstate  Commerce  Commission 
has  announced  that  the  larger  of  class  1, 
U  S  railways  have  reported  a  deficit  ot 
$25,881,485  in  railway  operating  for 
April  The  government's  guarantee  to 
the  railways  for  loss,  to  Sept.  1.  amounts 
to  approximately  $75,000,000,000  a  month 
and  the  April  deficit  makes  a  loss  to  the 
governmeni  of  more  than  $100,000,000 
for  the  month. 

The  Canadian  Ticket  Agents'  Associ- 
ation will  hold  its  annual  meeting  and 
outing  at  Montreal  on  Sept.  22  and  2.1. 


478  September,  1920. 

Increases  Authorized  in  United  States  Freight  and  Passenger  Rates. 


Til.    Iiiiir^tjiio  roniMUTi-f  Commitdion 
■  .  PC,  July 
•    April  nnil 
nnd  Wfsl- 
irii  fi«r   author- 

ity t  ,-mnl  nppli- 

ratit':  .  •■  of  frcicht 

rwtpd  li.  »  igi-.is  that  will  iiiiihir  thi-m  to 
onrn    nn    nKirrixnto   nnnuni    not    rnilway 
opt-nitintr     irii'oino     fi|iiiil     n-    n.iirly    as 
mny  bo,  to  »>■>  upon  tl-^  vbIuo 

of  thp  railway  proper! ;  .iricrs 

hold  for  nnd  used  in  ti..:..  ,    .......a  ncr- 

vico.  The  judirmont,  which  is  a  very 
roluniinous  one,  deals  with  the  groups 
into  which  the  territory  should  be  di- 
vided, viz.,  enstem.  southern  nnd  west- 
em,  and  mountain-racilic,  ctViciency  in 
operation,  property  investment,  the  con- 
structive year,  revenue  needs  of  carriers 
in  the  different  jrrouns  and  proceeds  as 
follows: — In  the  original  application  the 
carriers  proposed  to  obtain  the  desired 
additional  revenue  by  freneral  percent- 
ape  increases  in  the  respective  proups, 
applicable  to  freipht  traffic  only.  No 
increases  were  suppested  upon  passen- 
per,  express,  or  mail  traffic.  In  their 
amended  proposals,  followinp  the  wage 
award  of  the  Labor  Board,  they  propose 
to  make  increases  upon  all  classes  o'f 
traffic. 

Pafwenper  Traffic.  —  Durinp  the  last 
nine  years  there  has  been  a  substantial 
increase  in  the  number  of  revenue  pas- 
senper  miles.  The  increase  for  the  coun- 
try as  a  whole  from  1911  to  1919  was 
over   40':', . 

Passenper  fares  were  increased  to  a 
minimum  rate  of  3c.  a  mile  on  June  10, 
1918,  resultinp  in  an  increase  of  50To 
where  2c.  a  mile  was  the  basic  fare,  20% 
where  2'->c.  applied,  and  no  increase 
where  the  fare  was  3c.  or  hipher.  It  ap- 
pears that  rates  per  passenper  mile  have 
increased  since  1916,  as  follows:  In  the 
eastern  proup,  27'",  ;  in  the  southern 
in'oup,  27'-2'7f ;  and  in  the  western  proup, 
22^4 ''r.  The  relatively  small  increase 
in  the  western  proup  is  due  to  the  fact 
that  a  3c.  basis  prevailed  more  generally 
in  that  territory  than  in  other  parts  of 
the   country. 

In  part  because  of  conditions  growing 
out  of  the  war  the  passenper  traffic  has 
become  relatively  more  profitable  dur- 
ing the  last  three  years.  A  reduction 
in  the  number  of  passenper  trains  oc- 
curred simultaneously  with  a  substantial 
increase  in  the  number  of  passengers 
carried,  resultinp  in  heavier  loadinp  of 
passenger  cars  and  trains.  In  1919  the 
number  of  passenper  miles  was  SOC'r 
greater  than  in  1916,  but  the  number  of 
passenper  train  miles  was  12'T-  less. 
Thus,  in  spite  of  the  curtailment  in  ser- 
vice, the  pa.ssenger  revenue  for  the  rail- 
ways as  a  whole  was  greater  by  $470,- 
362,48.5  in  1919  than  in  I'.Hfi.  This  in- 
crease in  revenue  is  regarded  by  the  car- 
riers a.s  net,  "almost  more  than  net,  be- 
cause it  was  actually  moved  in  fewer 
trains." 

Following  request  of  counsel  for  cer- 
tain shippers,  the  carriers  provided  for 
the  record  an  analysis  of  the  freight 
and  passenger  earnings  and  expenses  for 
certain  designated  railway  companies  for 
the  calendar  year  1919.  In  making  this 
analysis,  the  expenses  that  could  not  be 
allocated  to  freight  or  passenger  traffic 
were  apportioned  generally  in  acconlancc 
with  instructions  issued  by  us  on  .Ian. 
1,  1920.  A  recapitulation  of  the  fipures 
.thowing  the  ratio  of  freight  and  passen- 


ger service  expenses  to  freight  and  pas- 
senger revenues  is  as  follows: 

Op«nitlns  Op«nitlnc 

mllo.  ntlo. 

frvlsht  paurtiKfr 

■•rrlev.  mtvIc*. 

Atchiton,  Topvka  A  Santa  F*    74.r.l  S7.H4 

Atlantic    Cnait    Mn*    . S9.U  110.21 

nalllmnrr    A    Ohio Vt.M  7&.»« 

Chlraiin    a    North    Wratrrn    ....     »0.4I  7S.»i 

rhirnBo.   Ilurlirffton  A  Qalney     8&.S  S7.9S 

r.rir  ."^y.l-m   95.74  89.71 

Cm.!    Northern    Syatnil    S0.70  84.011 

U.ul.v.llr    a    NirnhvilU    9fi.»  7«.9 

Nfw    York    Central    9l.4r>  S0.2Z 

CIrvcUn.l.   Cincinnati,   Chlcuo 

a    St.    Ix>uiii    —     88.411  MM 

Ppnnnylvania   Kallroail.   Ka«t  ..     98.16  lltt.l« 

MIrhlunn    C<-ntral    Kailroail   ....     81.20  6H.r,0 

Southern   Kitilwnv   »8.uO  78.40 

It  will  be  noted  that  in  the  great  ma- 
jority of  instances,  the  operating  ratio 
was  decidedly  more  favorable  for  the 
passenger  traffic  than  for  the  freight 
traffic.  HoVvever,  there  appears  to  be  a 
wide  discrepancy  between  the  figures 
presented  for  the  various  lines,  and  too 
much  reliance  should  not  be  placed  upon 
this  showing.  Resumption  of  more  fre- 
quent train  service  will  tend  to  increase 
the  operating  ratio  for  passenger  traffic. 
The  carriers  contend  that  it  is  uncertain 
whether  an  increase  in  the  general  level 
of  passenper  fares  will  yield  increased 
revenue  proportionate  to  the  increase  in 
the  fare  level,  because  of  possible  reduc- 
tion in  travel  followinp  a  material  in- 
crease in  fare.  The  forepoinp  would 
seem  to  indicate  that  such  increase  as  is 
approved  upon  passenger  traffic  may  pro- 
perly be  less  than  the  percentage  in- 
crease applied  to  freight  traffic. 

There  has  also  been  suggested  the  de- 
sirability of  obtaining  additional  revenue 
for  the  rail  carriers  from  an  extra  charge 
placed  upon  passengers  in  sleeping  and 
parlor  cars.  Such  a  charge  amounting 
to  Vjc.  a  mile  was  in  effect  for  a  brief 
period  during  federal  control.  A  charge 
of  this  character  has  much  in  its  favor. 
Unquestionably  the  service  is  more  valu- 
able to  the  passengers,  and  more  expen- 
sive to  the  rail  carriers.  The  Pullman 
Co.  opposes  the  re-establishment  of  a 
surcharge  for  Pullman  occupancy,  on  the 
ground  that  such  a  charge  reduces  the 
travel  in  cars  of  that  type.  It  submit- 
ted a  statement  showing  the  revenues  by 
weeks  from  .Mar.  1  to  Sept.  30,  1918, 
compared  with  correspondinp  weeks  of 
the  previous  year.  The  surcharpe  im- 
posed by  the  Director  General  was  in 
effect  from  .June  10  to  Nov.  30,  1918. 
The  statement  submitted  by  the  Pullman 
Co.  shows  that  bepinning  with  the  third 
weeks  of  June  there  was  a  reduction  in 
the  revenue,  as  compared  with  the  same 
weeks  of  the  previous  year,  whereas, 
during  the  period  from  Mar.  1  to  June 
l.^j,  the  earnings  in  1918  were  greater 
than  in  1917.  These  figures  appear  in 
part  at  least  to  sustain  the  contention 
that  the  surcharpe  operated  to  reduce 
revenues.  An  analysis  of  the  situation, 
however,  indicates  that  factors  other 
than  the  surcharge  were  in  part  respon- 
sible for  the  decreased  revenue  from 
passengers  in  sleepinp  and  parlor  cars 
in  1918,  as  the  very  large  reduction  in 
service  rendered  during  that  year  un- 
doubtedly accounts  for  n  portion  of  the 
reduction  in  revenue.  It  is  well  known 
that  the  policy  of  the  U.S.  Railroad  Ad- 
ministration at  that  time  was  to  dis- 
courage luxury  travel  and  reduce  the 
mileage  of  sleeping  and  parlor  cars,  par- 
ticularly the  latter.  Figures  quote  above 
in  this  report  indicate  that  the  total 
number  of  passenger  miles  in  1918,  not- 
withstanding that  the  surcharge  was  in 


effect  for  half  the  year,  in' nascl  S", 
over  the  previous  year  am!  'T 

than    in   any   year   prior   ;  n 

indicates   that   travel   on   t'  :ih 

not  mutcriully  affected  by  th.j  .-lir.J.arge. 
In  the  aniinrlfd  application  of  the  car- 
rier.H  following  the  wages  award,  it  is 
proposed  that  a  surcharge  on  passengers 
in  sleeping  and  parlor  cars  be  estab- 
lished amounting  to  50';',  of  the  charge 
for  space  occupied  in  either  class  of 
equipment.  The  carriers  estimate  that  a 
charge  of  this  amount  will  produce  in 
te  eastern,  southern  and  western  groups 
a  total   of  $43,639..344. 

We  conclude  that  increases  as  indicat- 
ed next  below  may  be  made  by  all  steam 
railway?  subject  to  our  jurisdiction  serv- 
ing the  territory  embraced  in  the  groups 
hereinbefore  designated. 

1.  All  passenper  fares  and  charts 
may  be  increased  20'/c.  The  terra  "pas- 
senger fares"  may  l>e  considered  to  in- 
clude standard  local  or  interline  fares; 
excursion,  convention,  and  other  fares 
for  special  occasions;  commutation  and 
other  multiple  forms  of  tickets;  extra 
fares  on  limited  trains;  club  car  charges. 

2.  Excess  baggage  rates  may  be  in- 
creased 20'^'f,  provided  that  where  stated 
as  a  percentage  of  or  dependent  upon 
passenger  fares  the  increase  in  the  lat- 
ter will  automatically  effect  the  increase 
in   the  excess-baggage  charges. 

3.  A  surcharge  upon  passengers  in 
sleepinp  and  parlor  cars  may  be  made 
amounting  to  oO^/c  of  the  charge  for 
space  in  such  cars,  such  charge  to  be 
collected  in  connection  with  the  charge 
for  space,  and  to  accrue  to  the  carriers. 

4.  Milk  and  cream  are  usually  carried 
in  passenger  trains,  and  the  revenue 
therefrom  is  not  included  in  freight  reve- 
nue. Rates  on  these  commodities  may 
be   increased  20'rf. 

Switching  and  Special  Services.  —  The 
carriers'  original  petitions  asked  for  per- 
centage increases  in  freight  revenue  on- 
ly. In  their  reports  to  us,  revenue  from 
switching  and  certain  other  special  ser- 
vices is  stated  separately  from  freight 
revenue,  and  therefore,  accepted  liter- 
ally, the  proposal  would  result  in  no  in- 
crease on  switching  service.  However, 
it  is  conceded  that  the  submission  of  the 
proposal  in  this  form  was  due  to  a  mis- 
understanding, and  it  is  now  proposed 
to  apply  increases  to  switching  and  other 
special  ser%'ices  as  well  as  to  freight 
rates  proper.  No  substantial  reasons 
have  been  developed  for  exempting 
charges  for  switching  from  the  general 
increases.  It  is  our  opinion  that  the 
charges  for  this  ser%'ice  should  be  in- 
creased, together  with  the  charges  for 
transit,  weighing,  diversion,  reconsign- 
ment,  lighterage,  floatage,  storage  (not 
including  track  storage),  and  transfer, 
where  the  carriers  provide  separate 
charges  against  shippers  for  such  ser- 
vices. The  charges  for  other  special 
sen-ices  are  not  to  be  subject  to  the  gen- 
eral increases  herein  authorized.  The 
percentage  to  apply  should  be  determin- 
ed by  the  percentage  applicable  in  the 
group  where  the  ser\'ice  is  performed, 
except  that  at  points  on  the  boundao' 
line  between  two  groups  taking  different 
percentages  the  higher  percentage  should 
apply.  It  should  be  understood  that 
where  tariffs  now  provide  for  the  ab- 
sorption by  one  carrier  of  the  charges 
of  another  carrier  in  specific  amounts 
such  absorptions  should  be  revised  in 
harmony  with  the  increase  in  charges 
herein  authorized. 


September,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


479 


Freight  Kate  Increases. 

In  their  original  applications  the  car- 
riers proposed  general  percentajre  in- 
creases in  freight  rates  in  the  respective 
groups  as  follows:  eastern,  ;iO'r;  south- 
ern, Sl'^'c;  western,  24''f.  Following  such 
general  percentage  increases,  they  indi- 
cate their  willingness,  where  necessary, 
to  revise  rates  to  restore  in  so  far  as  is 
deemed  practicable  existing  recognized 
relationships  and  differentials,  and  as  to 
coal  and  grain  in  certain  important  situ- 
ations such  readjustments  are  proposed 
in  this  proceeding.  It  is  stated  that  the 
percentage  method  is  not  only  on  the 
whole  the  fairest  to  all  interests  by  dis- 
tributing the  burden  in  proportion  to  the 
haul,  but  that  it  is  the  only  way  in  which 
the  desired  increased  revenue  may  be 
obtained  without  complications  and  de- 
lays duo  to  tariff  difficulties  and  to  the 
lack  of  accurate  statistics  from  which  to 
deteiTiiine  the  amount  of  revenue  which 
may  reasonably  be  expected  from  flat  or 
maximum  increases  on  particular  com- 
modities. It  would  be  desirable,  if  it 
were  possible,  to  determine  definitely  the 
commodities,  the  sections  of  the  coun- 
try, and  even  the  individual  rates  which 
can  best  bear  the  burden  of  increases, 
and  the  relationships  of  the  rates  and 
differentials  which  will  be  disturbed  by 
a  percentage  increase.  This  is  precluded 
by  the  necessity  of  prompt  action  upon 
the  main  issues  presented. 

Percentage  Increases  Versus  Flat  In- 
creases and  Maintenance  of  Differentials 
and  Relationships. — Many  shippers  have 
directed  their  testimony  and  argument 
principally  to  the  method  of  increasing 
the  rates  rather  than  to  the  amount  of 
the  increases.  Shippers  are  far  from 
unanimous  in  their  views  and  may  be 
divided  into  three  groups,  viz.,  those  who 
seek  the  preservation  of  existing  rela- 
tionships and  differentials  either  by  spe- 
cific or  flat  increases  or  by  applying  the 
percentage  increase  to  base  rates  and 
employing  in  connection  therewith  dif- 
ferentials from  and  to  other  points; 
those  who  advocate  a  percentage  in- 
vance  in  instances,  contending  that  dif- 
ferentials should  increase  in  the  same 
ratio  as  all  other  rates  and  charges;  and 
those  whose  advocate  a  percentage  in- 
crease with  a  maximum.  While  estab- 
lished or  differential  relationships  of 
rates  are  not  general,  there  are  many 
such  adjustments;  some  fixed  by  the  car- 
riers and  others  by  us,  and  it  is  con- 
tended by  some  shippers  that  in  such 
cases  it  is  desirable  in  readjusting  the 
rates  to  maintain  the  differentials.  Many 
relationships  in  cents  per  unit  were  dis- 
turbed by  the  increases  made  by  the  Di- 
rector General,  except  upon  a  few  com- 
modities of  heavy  movement  which  were 
subject  to  specific  increases  in  cents  or 
dollars  and  cents  per  unit.  A  relatively 
small  proportion  of  these  relationships 
have  subsequently  been  restored.  It  is 
evident  that  there  are  many  competitive 
situations  where  no  recognized  differen- 
tials have  ever  existed  but  where,  never- 
theless, the  rates  have  been  made  to  re- 
flect competitive  conditions.  Such  situ- 
ations greatly  outnumber  those  where 
"fixed  relationships"  have  been  estab- 
lished. 

It  is  generally  understood  that  on  traf- 
fic to  and  from  western  trunk  line  terri- 
tory and  the  southwest  Chicago  enjoyed 
for  years  a  differential  of  20c.,  first  class, 
over  St.  Louis.  This  was  thought  to  be 
a  fixed,  long-standing  difference,  and 
well  entitled  to  bear  the  title  differen- 
tial. Under  general  order  28  it  was  in- 
creased to  25c.  We  are  now  asked  on 
behalf  of  certain  Chicago  interests  not 


to  increase  this  differential.  In  this  con- 
nection it  is  interesting  to  note  that  on 
traflfic  to  and  from  the  east  the  St.  Louis 
rates  are  made  uniformly  117','r  of  the 
Chicago  rates,  so  that  under  any  general 
increase  in  rates  the  spread  between  the 
St.  Louis  rates  and  the  Chicago  rates  is 
automatically  widened.  In  1914  the  first- 
rate  from  New  York  to  St.  Louis  was 
13c.  higher  than  to  Chicago.  The  dif- 
ference is  now  19c.,  although  the  per- 
centage relationship  is  the  same  now  as 
it  was  in  1914.  There  is  apparently  no 
more  justification  for  maintaining  Chi- 
cago's differential  over  St.  Louis  on  traf- 
fic to  the  west  than  for  maintaining  the 
differential  of  St.  Louis  over  Chicago  on 
traffic  from  the  east.  Practically  all 
rates  in  official  classification  territory 
ai'e  constructed  upon  a  percentage  basis, 
and  attention  is  directed  to  the  import- 
ant fact  that  not  a  single  interest  has 
here  maintained,  with  the  possible  ex- 
ception of  Chicago,  that  we  should  de- 
part generally  from  the  percentage  basis 
which  has  so  long  prevailed. 

In  favor  of  maintaining  differentials, 
it  is  said  that  they  have  been  fixed  in 
most  cases  after  careful  investigation, 
and  that  they  represent  the  proper  meas- 
ure of  differences  in  the  rates;  that  of- 
ten they  represent  the  maximum  differ- 
ences which  will  permit  more  distant 
shippers  to  compete  with  those  in  close 
proximity;  that  to  increase  rates  by  a 
percentage  tends  to  decrease  the  radius 
in  which  goods  are  marketed,  and  thus 
by  lessening  competition  prices  are  ad- 
vanced; and  that  in  all  cases  the  margin 
of  profit  has  not  increased  proportion- 
ately to  prices.  Those  who  oppose  main- 
taining differentials  at  this  time  con- 
tend that  the  value  of  the  dollar  ex- 
pressed in  terms  of  commodities  ship- 
ped today  is  in  reality  but  one-half  its 
former  value,  and,  therefore,  a  differen- 
tial which  was  fixed  at  a  given  amount 
several  years  ago  should,  to  have  the 
same  economic  effect,  be  greater  today; 
that  there  have  been  general  increases 
in  the  prices  of  practically  all  commodi- 
ties, in  wages,  and  in  the  charges  for 
nearly  all  services,  and  that  differentials 
should  not  be  made  an  exception  to  the 
rule;  and  that  as  increased  operating 
costs  are  the  underlying  reason  for  the 
proposed  increased  rates,  the  additional 
service  represented  by  the  differential, 
being  more  expensive  that  heretofore, 
should  pay  greater  rates  as  well  as  other 
services.  The  adoption  of  specific  in- 
creases in  cents  per  unit  instead  of  per- 
centage advances  will,  of  course,  main- 
tain existing  relationships.  However, 
the  carriers  almost  uniformly  oppose  this 
method  and  it  is  not  generally  advocat- 
ed by  shippers.  Further,  the  difficulty 
of  its  adoption  is  apparent  because  of 
the  lack  of  reliable  statistics  from  which 
to  determine  the  probable  additional 
revenue  from  a  given  increase.  It  should 
also  be  noted  that  ^eryone  who  advo- 
cated this  method  insisted  that  flat  in- 
creases be  applied  but  once  to  combina- 
tion rates.  The  complicated  nature  of 
tariff  publication  to  make  such  an  ar- 
rangement effective,  when  different  per- 
centages of  increase  are  being  made  in 
different  groups,   is  apparent. 

Without  attempting  to  pass  finally  up- 
on the  question  whether  in  given  cases 
differentials  should  or  should  not  be 
maintained,  it  is  evident  that  no  gen- 
eral programme  of  maintaining  differ- 
entials can  be  made  effective  coincident 
with  the  increases  here  approved  with- 
out materially  delaying  their  effective 
date  as  definite  testimony  covering  indi- 
vidual situations  is  before  us  in  only  a 


very  few  cases.  To  maintain  differen- 
tials by  applying  the  percentage  in- 
creases to  basing  rates  and  adding  there- 
to existing  ditferentials  cannot  be  done 
without  materially  lessening  the  amount 
of  additional  revenue  to  be  derived  by 
the  carriers,  as  generally  differentials 
are  added  to  rather  than  deducted  from 
base  rates.  After  carefully  considering 
the  situation  we  find  that  with  the  ex- 
ceptions hereinafter  noted  general  per- 
centage increases  made  to  fit  the  needs 
of  the  groups  of  lines  serving  each  of 
the  four  groups  must  be  considered  for 
present  purposes  the  most  practicable. 
This  conclusion  is  without  prejudice  to 
any  subsequent  finding  in  individual  sit- 
uations. 

Provi.sions  for  Improvements,  Better- 
ments, or  Equipment. — Section  15a  of 
the  Interstate  Commerce  Act  provides 
that  during  the  two  years  beginning 
Mar.  1,  1920,  the  Commission  shall  take 
as  such  fair  return  a  sum  equal  to  .5V2% 
of  such  aggregate  value,  but  may,  in  its 
discretion,  add  thereto  a  sum  not  ex- 
ceeding one-half  of  one  per  centum  of 
such  aggregate  value  to  make  provision 
in  whole  or  in  part  for  improvements, 
betterments  or  equipment,  which,  ac- 
cording to  the  accounting  system  pre- 
scribed by  the  Commission,  are  charge- 
•  able  to  capital  account.  The  increases 
here  authorized  are  intended  to  yield  the 
additional  "A  of  1%.  The  record  leaves 
no  doubt  as  to  the  needs  of  the  country 
for  additional  transportation  facilities. 
All  carriers  participating  in  the  in- 
creases will  be  expected  to  make  appro- 
priate provision  for  additional  improve- 
ments, betterments,  or  equipment  of  a 
character  chargeable  to  capital  account 
and  to  make  report  to  us  semi-annually, 
as  of  Dec.  31  and  June  30,  showing  what 
portion  of  the  increased  revenue  result- 
ing from  the  increases  here  authorized 
has   been  devoted   to  that  purpose. 

Conclusion  as  to  General   Increases. — 

We  are  of  opinion  and  find  that  the 
following  percentage  increases  in  the 
charges  for  freight  service,  including 
switching  and  special  services,  together 
with  the  other  increases  hereinbefore  ap- 
proved, would  under  present  conditions 
result  in  rates  not  unreasonable  in  the 
aggregate  under  sec.  1  of  the  act  and 
would  enable  the  carriers  in  the  respec- 
tive groups,  under  honest,  efficient,  and 
economical  management,  and  reasonable 
expenditures  for  maintenance  of  way, 
structures,  and  equipment,  to  earn  an 
aggregate  annual  railway  operating  in- 
come equal,  as  nearly  as  may  be,  to  a 
return  of  5Vi%  upon  the  aggregate 
value,  for  the  purposes  of  this  proceed- 
ing, of  the  railway  property  of  such  car- 
riers held  for  and  used  in  the  service  of 
transportation  and  %  of  1%  in  addi- 
tion; eastern  group,  40%;  southern 
group,  35';'(  ;  2  western  group,  35%; 
mountain-Pacific  group,  25'}r. 

In  view  of  the  different  percentages  of 
increase  herein  approved,  it  becomes  ne- 
cessary to  make  provision  for  rates  be- 
tween the  various  groups.  Where  rates 
are  constructed  by  the  use  of  combina- 
tions upon  gateways  between  any  two 
groups,  the  through  rates  should  be  in- 
creased by  applying  to  each  factor  its 
respective  percentage.  Rates  between 
points  within  a  group  and  points  on  the 
border  line  of  such  group  should  be  in- 
creased according  to  the  percentage  ap- 
plicable to  the  group.  Where  a  river 
constitutes  a  boundary  line  between  two 
groups,  points  on  both  banks  thereof 
shall  be  considered  as  border  line  points. 
Joint  or  single  line  through  rates  be- 
tween points  in  one  group  and  points  in 
other     groups     should       be      increased 


480 


CANADIAN  RAILWAY  AND  MARINK  WORLD 


September,  IWO. 


(•?  1/S«(-.     In  rn***  wh«<r<<  thr  niU>ii  over 

•*         -         •       '    ■    ,,'    •>-.-     rtmv  poinU 

11    of    thi' 

.i!^v  hiTi'iri 

inlliTrllt     |MT- 

ricnUiri'    npplii-- 

iiiny  111'  apiilicil 

I  1   I'l    Much  rmitv.t.      In 

:  !    ruU-n    in    itcrordanro 

V  ■      it     \i    not     in(.-pi!.-.l 


-Ulfl    IH'    (.I.MIM.l.        |-..r    ex- 

■  inrt,   <ino   (if   the   ko  rnllod 

.    shntilH    rniitir.ui-    f.n    the 


clii.iinj:  M.  .allril  "-h.iit  liii.  ^"  Iml  not 
to  railways  in  Alaska.  While  the  New 
EntrlancI  carriers  are  included  in  the 
eastern  Kroup  and  arc  subject  to  the  per- 
centage f(ir  thab  irroup,  the  evidence  as 
to  the  disproportionate  needs  of  the  New 
Rnpland  lines  makes  it  desirable  that  the 
carriers  gWe  careful  consideration  to  the 
divisions  of  joint  rates  accruing  to  these 
lines. 

Individual  (.'nmmoditicK. — Considerable 
evidence  was  presented  with  respect  to 
the  rates  upon  a  number  of  individual 
commodities,  including  coal,  lumber,  ce- 
ment, fruits  and  vegetables,  petroleum, 
brick,  sand,  crave!  and  rock,  asphalt, 
slair,  f^rain,  live  stock,  packinc  house 
products,  ore,  bullion,  potash,  salt,  fer- 
tilizers, and  terra  cotta.  Various  issues 
have  been  raised  or  are  presented  as  to 
these  commodities,  the  principal  of  which 
are  as  follows:  Whether  there  should  be 
departures  from  the  peneral  parcentace 
increases  by  maintaininfr  differentials  or 
by  the  application  of  specific  increases 
instead  of  percentapes;  whether  maxi- 
mum increases  should  be  provided  in  or- 
der to  avoid  the  full  percentapre  increase 
upon  relatively  hiph  rates  from  distant 
points  of  production  to  important  mar- 
kets;  whether  because  of  the  hiph  cost 
of  production  and  marketinp  of  some 
commodities,  the  preccntape  increases 
proposed  by  carriers  will  result  in  a  cost 
delivered  at  points  of  market  or  con- 
sumption so  preat  as  to  curtail  produc- 
tion and  distribution,  an  undesirable  sit- 
uation at  this  time  of  world  shortape  of 
commodities;  whether  a  more  peneral 
neces.sary  use  warrants  a  lower  trans- 
portation charpe;  whether  the  rates  ef- 
fective .lune  24,  1018,  before  peneral  or- 
der 2H  became  effective,  should  be  made 
the  basis  of  readjustment  now  by  apply- 
ing thereto  a  25'"'f  increase  and  super- 
imposinp  thereon  the  percentape  in- 
creases now  found  reasonable.  Our  pen- 
eral conclusions  as  to  the  impracticabil- 
ity of  specific  increases  or  of  attcmpt- 
inp  now  to  maintain  differentials  dispose 
of  a  number  of  these  contentions.  It 
should  also  be  .said  that  while  we  do  not 
here  sanction  specific  increases  in  lieu 
of  percentapes,  we  are  not  to  be  under- 
stood as  exnressinp  disapproval  of  in- 
creases of  that  character  made  by  the 
Director  General.  Such  increases  were 
made  under  war  conditions  and  under 
circumstances  that  do  not  now  exist. 

Our  attention  was  called  at  the  hear- 
inp  to  a  number  of  formal  complaints 
now  pendinp,  and  we  are  a.-ked  to  ex- 
cept from  the  peneral  increase  the  rates 
in  issue  in  tho.se  complaints.  This  would 
have  the  effect,  durinp  the  pendency  of 
those  proreedinps,  of  pivinp  the  rates  in 
question  a  preferred  standinp  and  of  ex- 
emptinp  them  from  the  peneral  increase. 
In  our  opinion,  a  fairer  disposition  will 
he  attained  by  applyinp  the  peneral  in- 


creaite  to  thene  rBtm,  with  the  under- 
Hlan<linp  that  this  action  i*  without  pre- 
juilii-e  to  any   future   findinps. 

<'oal.-  C'jirrier*  aervinp  the  I'cnniiyl- 
vaniu-Ohio-Went  Verpinia  coal  fields  pro- 
poM'  to  continue  the  exiKlinp  differential* 
in  toal  rates,  and  liave  worked  out  a 
■<rbeiiie  of  rates  l4>  effect  that  result.  Car- 
riers in  the  southern  and  western  proups 
|.i..|i.i^.e  to  ipnore  existinp  differentials 
il  rates  within  thoite  proups.  The 
:il  of  the  eastern  lines  to  preserve 
nu'  relationships  is  approved,  and 
.jiriicr^  in  the  other  proups  should  work 
out  a  similar  plan  for  restorinp  the  rela- 
tive adjustments  of  coal  rates  now  ob- 
Laininp  in  those  proups.  An  effort  should 
lie  made  promptly  to  devise  rati-s  in  each 
proup  that  will  yield,  as  nearly  as  prac- 
ticable, the  same  revenue  in  the  apprc- 
pate  as  would  be  afforded  by  a  straipht 
percentape  increase  on  the  bases  herein 
approved. 

Lumber  moves  in  larpe  volume,  and 
it  is  under  ordinary  conditions  a  com- 
modity of  comparatively  low  value  and 
hiphly  competitive  in  nature.  It  is  pro- 
duced in  almost  all  parts  of  the  country. 
The  preatcst  consuminp  repion  is  in  the 
middle  west  and  the  states  east  of  the 
Mississippi  River  and  north  of  the  Ohio, 
includinp  New  Enpland.  Lumber  from 
both  the  west  and  the  south  is  marketed 
in  larpe  volume  in  this  repion,  and  the 
competition  between  the  two  producinp 
sections  is  keen.  There  is  no  definite  or 
fixed  relationship  in  the  rates  from  the 
south  and  the  west  to  the  consuminp  ter- 
ritory described,  but  carriers  from  each 
of  these  sections  have  endeavored  to 
maintain  rates  relatively  so  adjusted  as 
to  permit  free  movement  from  each.  The 
volume  of  production  in  the  west  has 
.  prown  materially  in  the  past  decade,  un- 
til today  it  is  such  that  if  excluded  from 
eastern  markets  it  is  claimed  a  consid- 
erable curtailment  of  production  will  re- 
sult. The  Director  General  applied  a 
maximum  increase  of  5c.  upon  lumber, 
which  had  the  effect  of  maintaininp  in 
most  cases  the  existing  spread  in  cents 
per  100  lb.  between  southern  and  west- 
ern lumber  in  the  northern  and  eastern 
markets.  The  western  lumber  produc- 
ers urpe  in  this  proceedinp  also  the  adop- 
tion of  a  maximum.  Most  of  the  south- 
ern producers,  includinp  those  in  the 
Carolines  and  others  who  ship  on  com- 
paratively short  hauls  to  the  northern 
markets,  urpe  the  application  of  a 
straipht  percentape  increase.  For  the 
purpose  of  this  report  it  is  our  opinion 
that  the  percentapes  hereinbefore  ap- 
proved should  apply  to  this  commodity. 
Petroleum  and  its  products. — The  prin- 
cipal sources  of  the  petroleum  marketed 
in  the  U.S.  are  in  the  southwest,  which 
will  be  termed  the  midcontinent  field; 
in  Wyoniinp,  in  California,  and  in  Mexi- 
co. In  the  past  10  years  many  refineries 
representinp  a  considerable  investment 
have  been  established  in  the  midcontin- 
ent field  and  the  refined  oil  there  pro- 
duced is  marketed  to  a  considerable  ex- 
tent in  the  middle  west  and  in  the  states 
cast  of  the  Mississippi  and  north  of  the 
Ohio.  In  competition  with  the  refineries 
of  the  midcontinent  field  in  the  northern 
and  eastern  markets  are  the  refineries 
of  Mexican  petroleum  located  alonp  the 
Atlantic  coast  and  other  refineries  in  the 
northern  and  eastern  states,  which  ob- 
tain their  crude  oil  in  larpe  part  from 
the  midcontinent  and  other  fields  throuph 
pipe  lines,  thouph  some  of  these  refin- 
eries use  rail  transportation  for  the 
movement  of  crude  oil.  The  Director 
General  imposed  on  petroleum  a  flat  in- 
crease of  4'>i"r  per  100  lb.  in  lieu  of  the 


Hlandard  26'''} .  The  midcontinent  ship- 
pcr»  claim  that  a  percentape  increase 
now  applied  without  mollification  to  pe- 
troliMini  will  in  all  probability  tend  to 
restr  haul  movement  by  rail. 

Oth'  ritend  that  the  percent- 

ape :ild    Im-   applied    without 

ixrc|in'.i:  it  i«  concluded  that  no  ex- 
c-iplion  to  the  peneral  percentape  in- 
■■rea.«es  herein  apprf'vw)  nee<l  at  this 
time  be  made  up'  '  or  its  pro- 

ducts.    As  has  I  ■  :   in  connec- 

tion   with    other  !  irc   carriers 

should  pive  careful  ■  .i- hl>  ration  to  the 
effect  of  the  percentape  increases  ap- 
proved on  petroleum  and,  if  necessity 
arises,  should  arranpc  for  such  modifica- 
tions as  he  situation  may  seem  to  war- 
rant. 

Fruits  and  vepetables  are  produced  in 
larpe  volume  in  the  far  western  states 
and  in  the  south,  particularly  in  F^lorida. 
These  products  are  shipped  in  season  to 
practically  all  sections  of  the  country, 
but  the  most  important  consuminp  ter- 
ritory lies  east  of  the  Mississippi  River 
and  north  of  the  Ohio.  Comparatively 
lonp  hauls  to  the  latter  territory  are  in- 
volved both  from  the  south  and  from  the 
Pacific  coast  states,  and  it  has  been  con- 
tended that  the  effect  of  the  propo.sed 
percentape  increases  applied  to  these 
rates  will  produce  charpes  so  hiph  as 
to  restrict  consumption  because  of  the 
resultant  hiph  delivered  cost.  It  has  been 
shown  that  in  some  instances  it  has  not 
been  possible  to  market  profitably  some 
fruits  and  vepetables,  but  the  facts  be- 
fore us  in  this  proceedinp  do  not  war- 
rant the  conclusion  that  transportation 
charges  are  the  controllinp  factor  in 
producinp  this  result,  or  that  the  per- 
centape increases  applied  to  the  present 
rates  will  in  fact  have  the  effect  feared 
by  the  fruit  and  vepetable  shippers.  The 
western  apple  producers  claim  that  in 
the  past  they  have  had  difficulty  in  mar- 
ketinp  in  the  east  and  that  percentape 
increases  will  add  materially  to  this  dif- 
ficulty. It  appears,  however,  that  the 
size,  varyinp  widely  from  year  to  year. 
of  the  eastern  and  western  crops,  re- 
spectively, is  an  important  factor  in  de- 
termininp  the  prices  received  by  west- 
em  prowers  and  the  ability  to  market 
in  the  east.  A  number  of  the  fruit  and 
vepetable  rates  coverinp  lonp  hauls,  up- 
on which  there  is  a  heavy  movement, 
are  now  before  us  in  other  proceedinps, 
and  our  prior  observations  as  to  the  ef- 
fect of  our  present  findinps  with  respect 
to  rates  so  pendinp  upon  complaint  are 
applicable.  It  is  concluded  that  no  ex- 
ceptions to  the  peneral  percentape  in- 
creases will  now  be  made. 

Sand,  Gravel,  Rock,  and  Slap.— The 
Director  General  increased  rates  on  sand, 
pravel,  and  stone  by  specific  amounts. 
Rates  on  slap  in  the  east  were  increased 
25':'f  and  in  the  south  pcnerally  by  Ic. 
per  100  lb.,  the  same  as  applied  to  sand 
and  pravel.  Shippers  of  all  of  these 
commodities  contend  that  the  Ic.  in- 
crease made  by  the  Director  General  av- 
eraped  much  more  than  "h'',  and  that  to 
apply  to  the  present  rates  the  pen-ent- 
ape  increases  proposed  by  the  carriers 
will  produce  rates  so  hiph  as  to  mater- 
ially restrict  movement.  The  eastern 
carriers  concede  that  rates  on  slap  should 
not  be  less  than  upon  sand  and  pravel. 
Wc  are  not  convinced  that  exceptions 
should  be  made  at  this  time  from  the 
percentapes  approved  for  tralTic  pcner- 
ally. However,  the  record  does  suggest 
that  rates  in  eastern  territory  arc  out  of 
proportion  to  those  in  the  other  proups. 
The  carriers  have  indicated  a  willingness 
promptly  to  readjust  rates  in  cases  where 


September,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


481 


hardship  results  from  the  general  per- 
centage increases,  and  their  special  at- 
tention is  called  to  these  commodities  to 
the  end  that  such  action  may  be  taken 
as  the  facts  may  sci'tu  to  warrant. 

Live    Stock    and    I'ackinjr   House    Pro- 
ducts.— Shippers  contend  that  the  condi- 
tion of  the  live  stock  industry  is  such  as 
to   make   it   probable   that   the   full    per- 
centage   increase    proposed    by    the    car- 
riers will  discourage  production  and  dis- 
tribution.      Live      stock      is      produced 
throughout  the    country,    but    the    con- 
suming  markets   in    the   north   and   east 
are   to   a   considerable   extent   dependent 
upon  the  stock  produced  in  the  west  and 
southwest.   Drought  conditions  have  pre- 
vailed   here    and    there    in    recent   years 
and  the  present  condition  of  the  produc- 
ers   does    not    appear    favorable.      How- 
ever, it  is  not  clear  that  this   condition 
results  from  transportation  charges.  The 
Director  General   in   increasing  rates  on 
live  stock  applied  a  maximum  of  7c.  per 
100  lb.,  while  the  full  25' c  increase  was 
applied   to  packing  house   products.     To 
apply   again   a   maximum    to   live   stock, 
as  requested  by  shippers,  without  similar 
maximum   upon  packing  house  products, 
will  in  all  probability  tend  to  lessen  the 
movement  of  the  southwestern  and  west^ 
ern    stock    to    local    packing    plants   and 
increase  the  movement  to  the  larger  and 
more  distant  plants   in  the  middle  west. 
One  of  the  principal  difficulties  of  which 
complaint    has    been    made    by    the    live 
stock  producers  is  the  lack  of  prompt  and 
efficient  service.     To  encourage  the  long 
haul  movement  as  against  the  short  haul 
movement    under    present    conditions    of 
car  supply  would  tend  to  increase  rather 
than   reduce   the    transportation    difficul- 
ties.    From  Montana  to  Chicago  the  rate 
is    55c.    and    on    hogs    (;2c.    per    100    lb. 
These  are  among  the  highest  rates  now 
in  effect  applicable  to  heavy  movements. 
Under  the  general  basis  of  increase  here- 
in   approved,    these   rates    would    be   ad- 
vanced   18c.    and    21c.,    respectively,   ap- 
proximately l/5c.  per  lb.     It  is  conclud- 
ed that  the  facts  before  us  at  this  time 
do  not  warrant  any  exception  to  the  per- 


crease  m  the  rates  from  the  lower  lake 
ports,  others  propo.sing  no  exceptions  to 
the  general  percentage  increases  pro- 
po.sed  on  traffic  generally.  The  returns 
made  by  the  principal  ore  carrying  roads 
from  the  .Minnesota  ranges  to  Lake  Su- 
perior ports  indicate  that  such  lines  are 
in  a  much  more  prosperous  condition 
than  the  western  carriers  generally.  It 
is  concluded  that  at  this  time  no  in- 
creases should  be  made  in  the  rates  on 
iron  ore  from  the  Minnesota  or  Michigan 
ranges  to  Lake  Superior  or  upper  Lake 
Michigan  ports.  Other  rates  on  iron  ore 
may  be  increased  according  to  the  per- 
centages herein  approved. 

Other  Ores. — In  some  of  the  western 
states  there  is  a  considerable  movement 
of  low  grade  ores,  some  of  which  are 
valued  at  $5  a  ton  or  less.  Shippers  of 
these  low  grade  ores  contend  that  fur- 
ther increases  in  the  rates  thereon  will 
result  in  curtailing  or  destroying  their 
movement.  The  evidence  before  us  in  this 
proceedings,  however  does  not  warrant 
exceptions  to  the  genera!  percentage  in- 
creases  at   this   time. 

On  grain  and  grain  products  we  are 
asked  to  apply  in  connection  with  such 
percentages  as  may  be  approved,  a  max- 
imum increase.  For  the  same  reasons 
that  have  led  to  the  conclusion  that  nei- 
their  specific  nor  maximum  increases  are 
desirable,  we  find  that  upon  this  record 
no  exception  should  be  made  of  the  gen- 
eral percentages  upon  these  commodities, 
except  as  noted.  There  are  in  the  middle 
west  a  number  of  important  grain  mar- 
kets through  which  it  has  been  custom- 
ary to  maintain  an  equalization  of  the 
rates  from  important  producing  states 
to  important  consuming  regions,  under 
which  the  sum  of  the  rates  into  and  out 
of  the  various  markets  is  in  most  cases 
equal.  This  adjustment  differs  from  an 
ordinary  differential  basis  in  that  it  is 
in  substance  providing  an  equal  through 
charge  over  various  routes  between  the 
same  points  by  the  use  of  sums  of  pro- 
portional rates  rather  than  the  estab- 
ment  of  joint  through  rates  or  of  tran- 
sit.     The    application    of    different    per- 


Applications  of  Boat  Lines.  —  There 
have  been  filed  in  this  proceeding  appli- 
cations for  increased  rates  by  a' number 
of  boat  lines.  The  record  shows  that  the 
expenses  of  the  boat  lines  have  increased 
m  general  at  least  in  the  same  propor- 
tion as  expenses  of  the  railways.  Au- 
thority is  therefore  granted  to  boat  lines 
subject  to  our  jurisdiction  to  increase 
their  rates  to  the  same  extent  as  in- 
creases are  herein  granted  to  railroads 
operating  between  the  same  points  or  in 
the  same  territory.  In  the  construction 
of  rail  and  lake  rates,  the  present  parity 
between  Chicago  and  Duluth  should  be 
maintained. 

Freight  Rates  of  Electric  Lines.— Pe- 
titions have  been  filed  in  this  proceeding 
by  a  national  organization  of  electric 
lines,  seeking  pei-mission  to  increase 
their  rates  in  the  same  proportion  as  the 
rates  of  trunk  lines  are  advanced.  The 
operating  costs  of  these  lines  have,  on 
the  whole,  increased  in  approximately 
the  same  ratio  as  those  of  steam  rail- 
ways. In  some  instances  there  is  com- 
petition between  the  electric  lines  and 
the  steam  railways.  We  conclude  that 
the  freight  rates  of  electric  lines  may 
be  increased  by  the  same  percentages  as 
are  approved  herein  for  trunk  lines  in 
the  same  territory.  This  is  not  to  be 
construed  as  an  expression  of  disappro- 
val of  increases,  made  or  proposed  in  the 
regular  manner,  in  the  passenger  fares 
of  electric   lines. 

Minimum  Carload  Charge,  Minimum 
Class  Scale,  and  Minimum  Charge  per 
Shipment. — There  is  now  in  effect,  with 
certain  important  exceptions,  a  minimum 
charge  of  $15  a  car  on  carload  traffic, 
applicable  to  line  haul  movements.  There 
are  also  minimum  class  rates  in  the  three 
classification  territories.  We  find  on  the 
record  no  explanation  of  the  underlying 
basis  of  the  minimum  carload  charge  or 
the  minimum  class  scales  and  no  justi- 
fication for  increasing  them.  It  is  our 
understanding  that  these  minima  were 
imposed  as  a  revenue  measure  in  con- 
nection with  rates  substantially  lower 
than  those  authorized  in  this  report.  We 


ginates  on  ranges  in  Minnesota  and  Mi- 
chigan near  the  head  of  Lake  Superior. 
This  ore  moves  to  furnaces  on  Lake 
Michigan  and  Lake  Superior;  to  furnaces 
on  Lake  Erie  and  in  Pennsylvania,  Ohio, 
and  other  states.  The  movement  is  by 
rail  to  the  upper  lake  ports,  and  when 
destined  beyond,  by  lake  vessels  to  the 
lower  lake  ports.  Because  of  the  keenly 
competitive  situation  between  the  re- 
spective furnaces,  the  Director  General 
adopted  a  specific  increase  of  30c.  a  ton 
upon  iron  ore  in  lieu  of  a  percentage, 
which  was  applied  to  the  movement  from 
the  Michigan  and  Minnesota  ranges  to 
the  upper  lake  ports,  but  not  from  lower 
lake  ports  to  eastern  destinations,  thus 
resulting  in  an  equal  increase  in  cents 
per  ton  for  the  rail  transportation  to 
each  of  the  competing  furnaces.  Under 
this  plan  the  rates  of  the  western  car- 
riers up  to  the  lake  ports  were  increased 
approximately  57Cf,  whereas  the  rates  of 
the  eastern  carriers  from  the  lower  lake 
ports  were  not  increased.  In  this  pro- 
ceeding the  eastern  carriers  propose  first 
to  apply  an  increase  of  22c.  a  ton  and 
then  impose  thereon  the  general  per- 
centage increase.  The  testimony  of  ore 
shippers  is  conflicting,  some  proposing 
no  further  increases  from  the  ranges  to 
the  lake  ports,  some  favoring  double  in- 


situation  of  the  various  markets  and  of 
the  lines  of  railway  sei-ving  such  mar- 
kets. However,  sufficient  detailed  in- 
formation to  cover  fully  the  situation  is 
not  before  us  upon  this  record.  We  find 
that  the  grain  rates  into  and  out  of  these 
markets  may  be  increased  by  the  gen- 
eral percentages  herein  approved,  with 
the  understanding  that  the  -arriers  will, 
within  thirty  days  after  the  service  of 
this  report,  file  tariffs  restoring  the 
equalization  through  the  grain  markets 
now  enjoying  that  basis.  This  should 
be  done  after  conference  with  interested 
shippers,  and,  if  desired,  we  will  lend 
our  co-operation  in  the  premises. 

i'ort  Differentials. — The  eastern  car- 
riers express  of  record  their  willingness 
to  preserve  existing  relationships  be- 
tween the  rates  to  and  from  the  eastern 
ports.  No  objection  to  this  proposal  was 
made.  This  result  can  be  readily  accom- 
plished for  the  reason  that  all  rates  in 
official  classification  territory  between 
the  ports  and  points  west  of  the  Buffalo- 
Pittsburg  line  are  based  on  the  New 
York-Chicago  rates.  The  base  rates 
may  be  increased  and  existing  port  dif- 
ferentials maintained.  It  is  our  view  that 
in  filing  the  increased  rates  here  author- 
ized a  provision  of  this  character  should 
be   made. 


between  carriers  are  in  the  form 
of  specific  amounts  per  unit.  It  is  ob- 
vious that  unless  divisions  of  this  char- 
acter be  increased,  such  lines  will  receive 
no  benefit  from  the  increases  herein  ap- 
proved, while  the  other  carriers  will  re- 
ceive more  than  the  respective  percent- 
age increases  applicable  to  the  traffic.  It 
is  concluded  that  where  carriers  earn 
specific  amounts  as  their  compensation 
out  of  through  rates  or  fares,  such 
amounts  should  be  increased  in  the  same 
percentages  as  the  through  rates  or 
fares.  Where  the  divisions  of  carriers 
participating  in  through  rates  or  fares 
are  in  fixed  amounts  per  unit  and  are 
absorbed  by  other  carriers,  such  absorp- 
tions should  be  increased  in  the  same 
percentage  as  the  through  rates  or  fares. 
Joint  Rates  to  and  from  Foreign  Coun- 
tries.—Nothing  herein  should  be  con- 
strued as  authorizing  any  increases  in 
the  proportions  of  joint  through  rates  to 
or  from  points  in  foreign  countries  ac- 
cruing in  such  foreign  countries.  The 
proportions  of  such  rates  accruing  with- 
in the  U.S.  may,  however,  be  increased 
to  the  extent  herein  approved  for  domes- 
tic rates  in  the  same  ten-itory. 

Fourth  Section  Departures.  —  In  in- 
stances where  the  approval  herein  of 
different  percentages  of  increase  results 
in  departures  from  the  provision  of  sec. 


482 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


September,  1920. 


4  of  the  net.  the  carrifni  will  bo  oxpoct- 
ril   rithcr   tu   oorrot-t   nurh   (l«-|»urlurfit   l>y 
i«i  tTi,   1,1,, I   not   IrUt  than   Nov.   1,    1920, 
r  brforf  that  dhic  applicji- 
[xTmiiision  to  continup  nuoh 
.;,,......;:  Tfinponiry      4th      m-rti'in 

rviivi  will  Im-  granted  by  «ppropri»t«,'  or- 

dvT. 

UUpoHJllon  of  FrartionH. — In  comput- 
ing and  applyinK  all  incrcaKwl  mtes  nu- 
thorizfd  hiToin  fractions  will  1h>  treated 
ax  follows:  Whore  rates  arc  stnti'd  in 
nnuuints  per  100  lb.  or  any  other  unit, 
I'xri'pt  n.H  provided  in  the  succopdinit  pnr- 
nk'niph.  fractions  of  less  than  '-ic.  will 
bo  oniitto<l.  Fractions  of  '*c.  or  groater 
but  lo.is  than  \e.  will  be  stated  af  '/sc. 
FrBCtii>ns  of  \c.  or  proator  will  be  in- 
creased to  the  next  whole  cent.  This 
rule  will  also  be  followed  in  coniputinR 
nas-iennor  fares.  Where  rates  are  stated 
in  dollars  per  carload,  includinR  articles 
niovinir  on  their  own  wheels,  when  not 
stated  in  amounts  per  100  lb.  or  per  ton, 
aniount.-!  of  less  than  25c.  will  be  drop- 
ped: thus,  $2.'1.24  will  be  stated  as  $25. 
.\niounta  of  25c.  or  more  but  less  than 
7.")C.  will  be  staU-d  as  50c.;  thus,  $25.65 
will  be  stated  as  $25.50.  .■Vmounts  of 
75c.  or  more,  but  less  than  $1,  will  be 
raised  to  the  next  dollar. 

OuLstandinc  Orders. — An  order  will  be 
entered  modifyinj:  outstanding  orders  of 
the  Commission  to  the  extent  necessary 
to  permit  the  carriers  to  make  effective 
the  increases  herein  authorized. 

Effective  Date  of  New  Rates  and  Sub- 
sequent Adjustments. — In  view  of  the 
existing  situation  it  is  important  that  the 
increased  rates  be  made  effective  at  as 
early  a  date  as  practicable.  The  increases 
herein  approved  may  bo  made  effective 
upon  not  less  than  five  days  notice  to  the 
Commission  and  to  the  general  public 
by  filing  and  posting  in  the  manner  pre- 
scribed in  the  Interstate  Commerce  Act. 
The  authority  herein  granted  will  not 
apply  to  any  rates,  fares,  or  charges  filed 
with  this  Commission  to  become  effec- 
tive later  than  Jan.  1,  1921. 

Most  of  the  factors  with  which  we  are 
dealing  are  constantly  changing.  It  is 
impossible  to  forecast  with  any  degree 
of  certainty  what  the  volume  of  traffic 
will  be.  The  general  price  level  is 
changing  from  month  to  month  and  from 
day  to  day.  It  is  impracticable  at  this 
time  to  adjust  all  of  the  rates  on  indi- 
vidual commodities.  The  rates  to  be  es- 
tablished on  the  basis  hereinbefore  ap- 
proved must  necessarily  be  subject  to 
such  readjustments  as  the  fact-s  may 
warrant.  It  is  conceded  by  the  carriers 
that  readjustments  will  be  necessary.  It 
is  expected  that  shippers  will  take  these 
matters  up  in  the  first  instance  with  the 
earners,  and  the  latter  will  be  expected 
to  deal  promptly  and  effectively  there- 
with, to  the  end  that  necessary  read- 
justments may  be  made  in  as  many  in- 
stances as  practicable  without  appeal  to 
us. 

An  order  putting  the  judgment  into 
effect  was  passed  on  the  same  date  and 
a  supplemontiil  report  was  made  Aug. 
11,  indicating  specifically  the  percent- 
ages of  increase  that  should  apply  to 
freight  rate.o  within  Illinois  territory; 
between  points  in  Illinois  territory  and 
points  in  the  eastern  group;  and  between 
points  in  Illinois  territory  and  point-s  in 
the  western  group.  The  new  rates  went 
into  effect   Aug.  26. 

The  f,>llowing  change  was  made  in  re- 
gard to  passenger  fares:— In  our  original 
report  wo  said,  in  effect,  that  in  com- 
puting passenger  fares  the  carriers 
should  follow  the  same  rule  for  the  <lis- 
position    of    fractions    as    was    approved 


for  the  nublicntion  of  freight  niton  where 
stated  in  amounts  per  100  lb.  or  any 
other  unit,  except  as  othorwi.ie  specific- 
ally provided.  Our  attonljim  is  now  called 
to  the  fact  that  it  has  long  been  the  cus- 
tum  of  the  carriers  in  constructing  pas- 
senger fares  to  round  out  fractions  to 
the  next  full  cent.  It  is  our  view  that 
the  jinictice  heretofore  observed  may  bo 
applied  in  constructing  the  increased 
passenger  faros,  the  surcharges  for  oc- 
cupants of  sleeping  and  parlor  cars,  and 
baggage  charges,  authorized  in  our  ori- 
ginal report. 


Cost  of  Railway  Stationery. 

An  Erie  Rd.  official  has  compiled  fig- 
ures showing  the  company's  expenditure 
for  stationery  and  for  steel  rails  from 
1915   to   1919,  inclusive,  as   follows: — 

Rail  price 
Year.  Statlonoo'.  Rail*         per  t/tn 

1915    »103.12r>.20        $660.SH«.00        ISO.OO 

1916  aS.'i.OSO.IO  872,410.00  31. .SO 

1917  660.66&.S3  Sf.S.gaO.OO  31.:>0 

1918  497.9S8.36  889.292.00  40.80 

1919  541,474.65  781,148.00  40.80 

Commenting  on  this,  he  says: — "It  will 
surprise  many  employes  to  know,  as 
these  figures  demonstrate,  that  station- 
ery calls  for  such  enormous  outlay;  and 
it  will  help  to  justify  the  efforts  we  have 
been  making  to  convince  employes  who 
use  paper  and  other  articles  included 
under  the  heading  of  stationery,  that  the 
subject  is  deserving  of  all  the  attention 
it  is  receiving." 


Regulations  Respecting  Great  Nor- 
thern Railway  Locomotives  in 
British  Columbia. 

The  Board  of  Railway  Commissioners 
passed  order  29,914,  July  19,  as  follows: 
Re  fire  protective  appliances  on  Great 
Northern  Ry.  locomotives:  Upon  read- 
ing the  reports  and  recommendations  of 
the  Board's  Chief  Operating  Officer,  and 
Chief  Fire  Inspector,  it  is  ordered  as 
follows: — 

1.  That  the  Great  Northern  Ry.  file 
with  the  Board,  on  or  before  Aug.  1, 
1920,  and  on  or  before  April  1  of  each 
succeeding  year,  until  otherwise  order- 
ed, a  list  showing  the  locomotives,  desig- 
nated by  number,  assigned  to  service  on 
its  railway  between  Michel,  B.C.,  and 
the  International  Boundary,  near  Gate- 
way, Montana,  and  between  Nelson,  B.C., 
and  the  International  Boundary,  during 
the  intervening  part  of  the  year  before 
Nov.   1. 

2.  That,  should  it  be  necessary  for  the 
railway  company,  at  any  time  during 
the  said  period,  to  substitute,  or  to  make 
an  emergency  assignment  to  the  lines  in 
question,  of  any  locomotive  not  so  listed 
with  the  Board,  the  company  shall  im- 
mediately give  advance  notice  of  such 
intention,  in  the  form  of  a  telegram  ad- 
dressed to  the  Board  at  Ottawa  and  to 
the  Board's  district  fire  inspectors  at 
Cranbrook    and    Nelson,    B.C. 

.'i.  That  in  the  cab  of  every  locomotive 
actually  opornted  over  any  portion  of  the 
said  railway  between  Michel  and  the  In- 
ternational Boundary,  there  shall,  dur- 
ing the  period  between  April  1  and  Nov. 
1,  be  posted  a  certificate,  signed  by  a 
responsible  official  of  the  company,  to 
the  effect  that  the  fire  protective  ap- 
pliances on  such  locomotive  have,  witn- 
in  a  period  of  not  to  exceed  one  week, 
been  thoroughly  examined,  all  defect-s 
repaired,  and  that  such  fire  protective 
appliances,  at  the  time  of  the  issue  of 
the  certificate,  are  in  good  order,  in  full 
compliance  with  the  requirements  of  the 


Hoard  pertaining  thereto,  such  certifi- 
cate to  show  the  daU-  of  such  inspection 
and  the  charnctor  of  dofocts  found  and 
ropaire<l,  and  to  be  available  for  inspec- 
tion by  any  authorized  officer  of  the 
Hoard.  A  copy  of  each  such  certificate 
shall  also  be  forwarded  promptly  to  th* 
Hoard's  Chief  Operating  Officer  at  Ot- 
tawa. 


Freight 


and     Pa.sHenger     TraflBc 
Notes. 


The  Canadian  National  Rys.  put  in  op- 
eration on  Aug.  5,  from  Toronto,  and  on 
Aug.  9,  from  Winnipeg,  compartment- 
observation-library  cars  on  trains  T!  and 
4  between  Toronto  and  Winnipeg.  These 
cars  are  of  steel  construction  throughout. 

The  Board  of  Railway  Commissioners 
has  ordered  the  C.I'.R.  to  restore  the 
train  service  between  Calgary  and  Mac- 
leod,  Alta.,  which  was  discontinued  in 
.January,  such  restoration  to  take  place 
with  the  autumn  change  of  timetables, 
and  in  any  case  not  later  than  Oct.  1. 

The  Board  of  Railway  Commissioners 
passed  order  29,911,  July  23,  as  follows: 
Upon  its  appearing  that  the  C.P.R.  Co. 
reduced  its  daily  passenger  train  service 
between  Nelson  and  Slocan,  B.C.,  to  a 
tri-weekly  scr%'ice  without  notice,  as  re- 
quired by  the  Board's  circular  l.')9,  of 
Jan.  13,  1915,  and  upon  reading  the  pro- 
tests filed  against  the  change  made  in 
such  service,  it  is  ordered  that  the  C.P.R. 
be  directed  forthwith  to  restore  the  daily 
sen-ice  formerly  in  existence  between 
Nelson  and  Slocan,  pending  compliance 
by  the  company  with  the  requirements 
as  to  notice  of  the  said  circular  139,  and 
such  action  by  the  Board,  if  any,  as  it 
shall  deem  necessary  in  the  premises. 

The  Caraquet  &  Gulf  Shore  Ry..  ac- 
quired as  from  June  1  by  the  Dominion 
Government,  has  been  incorporated  in 
the  Canadian  National  Rys.  (Levis  and 
east)  as  Caraquet  Subdivision.  A  mixed 
train  leave  Bathurst  main  line  station  at 
8.40  a.b.,  arriving  Tracadie,  N.B..  at  6.20 
p.m.,  and  a  mixed  train  loaves  Tracadie 
at  7  a.m.  and  reaches  Bathurst  main  line 
station  at  4.20  p.m.  Both  trains  run  in 
and  out  of  Shippegan,  but  do  not  run 
into  or  out  of  East  Bathurst. 

The  C.P.R.  Tourist  Departments  .sta- 
tistics show  that  in  1919  the  foreign 
tourist  travel  in  Canada  was  B^i'^'c  more 
than  in  1019,  and  that  up  to  midsummer 
this  year  last  year's  record  had  been 
passed,  so  that  this  season  will  be  by 
far  the  best  on  record. 


Inverness  Railway  &  Coal  Co.'s 
ProptTty  Sold. 


The  Inverness  Ry.  &  Collieries  Ltd.  is 
the  title  of  a  new  company  which  is  re- 
ported to  have  bought  the  Inverness  Ry. 
&  Coal  Co.'s  assets,  the  title  passing  to 
the  now  company  by  an  order  of  a  Nova 
Scotia  court  on  July  31.  The  purchase 
is  said  to  include  the  developed  coal 
mines,  the  mining  areas,  the  railway,  and 
the  shipping  wharf.  The  railway  extends 
from  Inverness  Jet.,  about  a  mile  from 
Point  Tuppcr,  N.S.,  on  the  Intercolonial 
Ry.  section  of  the  Canadian  National 
Rys.,  and  runs  northeasterly  on  Cape 
Breton  Island  to  Inverness,  62  miles. 
The  company's  properties  have  been  op- 
erated by  a  receiver  for  the  bondholders, 
under  an  agreement,  for  some  time.  Dur- 
ing 1919  the  purchase  of  the  line  by  the 
Dominion  Government  was  urged,  and 
although  there  were  negotiations,  noth- 
ing deflenite  was  arrived  at. 


September,  1920. 

Canadian  Pacific  Railway  Construction,  Betterments,  Etc. 


483 


St.  John,  N.B..  Bridge.— The  bridjre 
over  the  St.  John  River,  at  the  reversible 
falls,  St.  John,  N.B.,  is  to  be  replaced 
by  a  new  structure  a  few  feet  further 
up  stream  and  work  has  been  started  on 
the  foundations  for  the  abutments  and 
on  the  rock  excavation  for  the  approach 
from  the  St.  John  end.  We  were  advised 
Aug.  24  that  the  plans  were  being  pre- 
pared for  submission  to  the  Board  of 
Railway  Commissioners  at  an  early  date. 
There  have  been  some  negotiations  be- 
tween the  company  and  the  city  in  re- 
gard to  the  bridge,  and  the  city  is  re- 
ported to  have  decided  to  ask  the  Board 
to  require  that  the  new  bridge  be  90  ft. 
above  high  water,  which  is  the  san;e  as 
the  highway  bridge,  a  little  farther  down 
the  stream.  The  present  railway  bridge 
is  84  ft.  above  high  water. 

Mc.\dain  Jet. — A  press  report  states 
that  a  contract  has  been  let  to  J.  A. 
Grant  &  Co.,  for  the  erection  of  three 
frame  construction  double  houses  at  Mc- 
Adam,  N.B.,  for  employes.  The  com- 
pany is  also  reported  to  have  let  con- 
tracts for  the  erection  of  an  addition  to 
the  car  repair  shops,  and  a  brick  addi- 
tion to  the  machine  shop  at  McAdam. 

Block  Signals  in  Maine. — A  press  re- 
port of  Aug.  16  states  that  an  order  had 
been  given  for  the  installation  of  block 
signals  on  25  miles  of  the  company's 
lines  in  Maine,  and  that  A.  Price,  Gen- 
eral Manager,  Eastern  Lines,  Montreal, 
and  J.  W.  Woodman,  General  Superin- 
tendent, New  Brunswick  District,  had 
gone  to  Augusta,  Me.,  to  confer  with  the 
Public  Utilities  Commission  with  respect 
to  he  matter. 

Palais  Station,  Quebec. — A  press  re- 
port states  that  extensions  to  2  umbrella 
train  shelters  at  the  Palais  Station,  Que- 
bec, are  under  construction.  The  ori- 
ginal shelters  were  each  250  ft.  long,  and 
the  additions  will  make  them  each  403 
ft.  long. 

Chateau  Frontenac  Extension. — Exca- 
vation work  for  the  addition  to  the  Cha- 
teau Frontenac,  Quebec,  is,  a  press  re- 
port states,  being  proceeded  with  rapid- 
ly, and  it  was  expected  that  work  on  the 
foundations  would  be  started  by  the  end 
of   August. 

Timiskaming-Kipawa  Line.  —  We  are 
officially  advised  that  negotiations  have 
been  in  progress  for  some  time  between 
the  Quebec  Government  and  the  C.P.R. 
Co.  with  reference  to  the  construction  of 
a  railway  from  Timiskaming  to  Ki- 
pawa.  Que.,  under  the  Subsidy  Act  pass- 
ed by  the  Legislature  last  session,  but 
the  agreement  has  not  been  signed  at  the 
date  of  our  advice. 

Islington  Station. — The  Board  of  Rail- 
way Commissioners  has  extended  for 
three  months  the  time  within  which  the 
company  shall  erect  a  station  at  Isling- 
ton, Ont. 

Walkerton  Subdivision. — The  Board  of 
Railway  Commissioners  has  authorized 
the  rebuilding  of  bridge  at  mile  27.7, 
Walkerton  Subdivision,  Ont. 

Algoma  District, — The  Board  of  Rail- 
way Commissioners  has  authorized  the 
rebuilding  of  bridges  28.89,  North  Bay 
Subdivision,  and  41.85,  Heron  Bay  Sub- 
division, Ont. 

Winnipeg  Subways. — A  recent  press 
report  states  that  a  meeting  has  been 
called  in  Winnipeg  to  ascertain  the  pub- 
lic feeling  regarding  a  suggestion  that  a 
proposed  subway  under  the  C.P.R.  tracks 
be  at  Sherbrooke  St.,  and  not  at  Salter  St. 


Manitoba  District.— Thf  Hoiud  of  Rail- 
way Commissioners  has  ;uithtirizrd  the 
rebuilding  of  bridge  :i.l  ovir  the  Assini- 
boine  River,  at   St.  Thomas.  Man. 

Donan,  Man.,  Interlocking  Plant. — A 
press  report  states  that  the  company  has 
ordered  a  28  lever  Saxby  &  Farmer  in- 
terlocking machine,  with  working  levers 
and  4  spare  spaces,  for  installation  at 
Donan,  Man.  The  machine  will  be  in- 
stalled by  the  company's  signal  construc- 
tion forces. 

Govanlock  Subdivision. — The  Board  of 
Railway  Commissioners  has  authorized 
the  rebuilding  of  bridge  276,  Govanlock 
Subdivision,  Sask. 

Rosetown  Southeasterly  Branch. — The 
Board  of  Railway  Commissioners  has 
approved  plan,  profile  and  book  of  ref- 
erence of  the  portion  of  this  branch  from 
mile  20,  in  Sec.  27,  Tp.  27,  Range  16, 
west  3rd  Meridian,  to  mile  24.64  in  Sec. 
3,  Tp.  27,  Range  16,  west  3rd  Meridian; 
the  revised  location  of  the  branch  from 
mile  55.41  to  60.22,  and  has  authorized 
the  construction  of  the  line  at  grade 
across  four  highways. 

Saskatchewan  Locomotive  Houses. — A 
press  report  states  that  tenders  were  re- 
ceived to  Aug.  18  for  heating  the  loco- 
motive house  extensions  at  Regina,  Wey- 
burn  and  Moose  Jaw,  Sask. 

Moose  Jaw  Southwesterly  Branch.  — 
The  Board  of  Railway  Commissioners 
has  approved  plan,  profile  and  book  of 
reference  for  revised  location  of  exten- 
sion of  the  Moose  Jaw  Southwesterly 
Branch,  Assiniboia  to  Consul,  Sask., 
from  mile  0,  in  Sec.  4,  Tp.  4,  Range  27, 
to  mile  32.3,  in  Sec.  3,  Tp.  3,  Range  23, 
west  3rd  Meridian.  This  branch  is  al- 
ready in  operation  from  Moose  Jaw  to 
Assiniboia,  connecting  there  with  the 
Weyburn-Lethbridge  line,  and  the  section 
approved  of  covers  the  32.3  miles  south- 
erly and  westerly,  through  the  Wood 
Mountain  district  towards  Consul,  also 
on  the  Weyburn-Lethbridge  line.  A  con- 
tract for  grading  of  35  miles  southerly 
and  easterly  from  Consul  was  let  in  1919 
and  it  was  reported  in  the  Saskatchewan 
Legislature  last  spring  that  12.3  miles 
had  been  graded  at  the  end  of  1919. 
Work  is  reported  to  have  been  gone  on 
with  during  this  year. 

Acme  to  Empress. — The  Board  of  Rail- 
way Commissioners  has  approved  com- 
bined plan,  profile  and  book  of  reference 
showing  revised  location  (Alberta  Land 
Survey)  of  portion  of  the  Acme  to  Em- 
press section  of  the  Langdon  North 
Branch,  from  Sec.  18,  Tp.  20,  Range  22, 
west  4th  Meridian,  mile  59.94,  to  Sec.  7, 
Tp.  29,  Range  20,  west  4th  Meridian,  mile 
75.73. 

Alberta  District — The  Board  of  Rail- 
way Commissioners  has  authorized  the 
rebuilding  of  bridge  45.5  on  the  Crows- 
nest   Subdivision. 

Alberta  District  Betterments. — Tend- 
ers were  reported  to  be  under  considera- 
tion recently  for  the  following  works: — 
Replacing  a  12  ft.  concrete  arch  culvert 
at  Lacombe;  waterproofing,  abutments, 
Saskatchewan  Ave.  bridge.  Edmonton; 
alteration  and  extension  of  station  at 
Stettler;  replacing  timber  trestle  bridge 
at  Nevis,  and  erection  of  30  miles  of 
woven  wire  fencing. 

Contracts  have  been  let,  a  press  re- 
port states,  for  the  following  works  in 
this  district:— To  Bennett  &  White  Con- 
struction Co.,  Calgary,  Alta.,  turntable, 
coaling  plant  and  ash  plant,  at  an  esti- 


mated cost  of  $40,000;  to  A.  G.  Creel- 
man  &  Co.,  Calgary,  Alta.,  locomotive 
house  and  boiler  house  at  an  estimated 
cost  of  $60,000. 

Bassano,  Alta.  —  Contracts  for  con- 
struction of  turntable,  coaling  plant  and 
ash  plant  costing  $40,000  for  C.P.R.  has 
been  let  to  Bennett  &  White  Construc- 
tion Co.,  Calgary,  and  for  construction  of 
roundhouse  and  boilerhouse  costing  $60,- 
000,  to  A.  G.  Creelman  &  Co.,  212  7th 
Ave.  W.,  Calgary. 

British  Columbia  District. — The  Board 
of  Railway  Commissioners  has  author- 
ized the  rebuilding  of  the  following 
bridges: — 17.1  over  the  Spuzzum  River, 
Cascade  Subdivision,  and  28.6,  on  Nakusp 
Subdivision. 

Coquitlam  Freight  Shed.— The  freight 
shed  at  Port  Coquitlam,  B.C.,  was  de- 
stroyed by  fire  Aug.  5,  and  the  passen- 
ger station  narrowly  escaped  catching 
fire,  in  a  fire  which  destroyed  a  number 
of  stores  and  houses. 

Nanoose  Bay  F'erry  Slip. — A  press  re- 
port states  that  the  new  ferry  slip  at 
Nanoose  Bay,  Vancouver  Island,  is  prac- 
tically completed.  The  apron  hoisting 
machinery  was  reported  to  have  been 
shipped  to  the  site  on  Aug.  9.  (Aug., 
pg.  428.) 


Canadian  National  Railways 
Earnings. 


1920 

1«1« 

Januan-  

$  7,727,662 

$  6,787,517 

6,616,059 

6,265  662 

March   

7.761.826 

7.160.08( 

April    , 

8,207.478 

6,936.686 

May    

8,305,860 

7.884.287 

June    

7,776.538 

6.433.086 

July    

9,003,674 

7.896.685 

$.54,838,497 

$49,363,767 

Canadian  Northern  Railway  System. 

1920  1919 

January  $4,200,700  $4,026,000 

February  3.862,300  3,363.800 

.March    4,587.700  8.554,850 

April    4,782.623  8,878,149 

May  4,863,500  4.887.760 

June    4.8S4.600  8,181,000 


$26,611,423       $22,291,049 


Canadian  Pacific  Railway  Earn- 
ings, Expenses,  Etc. 


Gross  eamin^s,  working  expenses,  net  eaminKS, 
and  increases  or  decreases,  from  Jan.  1.  1920, 
compared   with   those   of   1919 : 

Inereases  or 
Gross  Expenses  Net         decreasM 

Jan.  $13, 914. .169  $13,328,628  $  .ISS.OIl  '967.571 
Feb.       13.5.';7.104      12.843,231  713,878       •267,242 

Mar.  16,715.937  18,758,171  1.967,766  418,721 
Apr.  16.929.416  13.587.670  2,341,846  253.222 
May  16.459,986  13.262.044  8.197,942  164,182 
June  16.480.674  13.849.767  2.630,817  •369,604 
July       17.375.761      16,766.275        1.619.486   •1,377,218 

$109,433,347   $95,385,676  $13,047,672  •$2,135,510 

Incr     $17,990,717  $20,126,227        

Deer $2,135,610    

•Decreases. 

The  expenses  for  July  include  provision  for 
estimated  increase  under  new  waRe  award  for 
July. 


Grand  Trunk  Railway  Earnings, 
Expenses,  Etc. 

Gross  earnings,  working  expenses,  net  eamlnffs, 
and  increases  or  decreases,  from  Jan.  1,  1920, 
compared  with   those  of  1919: 

Gross        Expenses  Net        Decrease 

Jan.  6.054.034   $    6.867.445  $  •813.441   $      97.404 

Feb.  4,660.831        6.159.742      ^498.911        188,987 

Mar.         6,766.372        5,491,298        265.079        675,216 
Apr.  5,477.816       6.187.840         290,476        465,692 

May         5,878,934        6,547.613        331.421        837,200 

$26,827,987  $27,258,338  •$  425,346  $1,664,400 

Incr.        $2,194,867     $3,859,267        

Deer $1,664,400        -. 


y^,l  September,  1920. 

Canadian  National  Uailways  Construction,  lietterments,  Etc. 


i    .  '.MTi'    ri' 

'iinilf  niul 

.intl  Nov. 

Ijine'i:  — 

ill  5  Nil- 

,th  of  the 

liiNir;    l.diMi.iMiii    t„   1„.  clo- 

ijfnx  Divi.tion,  IiitiTcoloninl 

I:  "HI  ill  lu'  dfliviTi'd  on  Ilnli- 

I II   Hrnnch. 

.0.(100  to  he  delivered 

mil    lines   in    I^ke   St. 

Jolii.   l)i:.tiut;  i;j;..000  to  be  delivered  on 

Cumiiliiin    Nulionul    line.n    lutween    Arm- 

strontr  and  Quehe*-;  25,000  to  he  delivered 

on  Cnnndian  National  lines  between  Ot- 

w«   and   Quebw;   .S0,000   to   be   delivered 

on    Cnnndian    Nntionnl    lines    in    Central 

Ontario;  V.'iO.OOO  to  be  delivered  on  Can- 

adinn   Nntionnl   lines  between   Pembroke 

and   Port   Arthur. 

Western  Line.'i:--.'>0,000  to  be  delivered 
..n  Duluth.  Winnipeg  &  Pacific  Ry.  in 
Minnesota;  100,000  to  be  delivered  on 
Canadian  National  lines  between  Port 
Arthur  and  Rainy  River;  25,000  to  be 
delivered  on  Canadian  National  lines  in 
Minne.sota;  50,000  to  be  delivered  on 
Canadian  National  lines  in  Manitoba; 
1,000,000  to  be  delivered  on  Canadian 
National  lines  between  Armstrong  and 
WinnipcK;  600,000  to  be  delivered  on 
Canadian  National  lines  in  Alberta,  and 
K75,000  to  be  delivered  on  Canadian  Na- 
tional  lines  in   British  Columbia. 

Halifax  Southwestern  Ry.— The  Board 
of  Railway  Commissioners  has  author- 
ized the  rebuilding  of  the  following 
bridges  between  Halifax  and  Yarmouth, 
N.S.:— Port  Wade  Subdivision:— Over 
Riverdale  River,  mile  9.8;  Feindels 
bridge,  mile  IS;  over  La  Have  River, 
mile  IK. 2;  over  Shannon  River,  mile  .37.5. 
Caledonia  Subdivision: — Over  Pleasant 
River,  mile  12.5.  Liverpool  Subdivision: 
Over  East  Pubnico  River,  mile  217.8; 
over  Pubnico  River,  mile  220;  over  Big 
Brook,  mile  221.:!;  over  Rider's  Brook, 
mile  227.7;  over  Argyle  River,  mile  229.G; 
over  Tusket  River,  mile  238.1;  over  Sal- 
mon River,  mile  239.7;  and  over  Acadia 
stream,   mile   242.8. 

CoaliiiK  Plant  Contracts. — We  are  offi- 
cially advised  that  a  contract  has  been 
given  to  Williams  &  Wilson  Co.,  Mont- 
real, for  the  construction  of  mechanical 
coaling  plants  as  follows:— Point  Tup- 
pcr,  N.S..  100  tons  capacity;  Pirate  Har- 
bour, N.S.,  100  tons;  Truro,  N.S.,  250 
tons;   Newcastle,  N.B.,   100  tons. 

.St.  John  Improvements. — A  press  report 
.says  that  the  work  in  progress  at  the  C. 
N.R.  Island  yard  at  St.  John,  N.B.,  com- 
prises grading  for  yard  extension,  diver- 
sion of  creek,  construction  of  three  pile 
trestles,  signal  and  telegraph  changes, 
drainage  and  fencing  changes,  rearrange- 
ment of  existing  main  line  and  yard 
tnuks,  and  the  laying  of  new  tracks. 
The  approximate  quantities  of  the  prin- 
cipal items  which  this  work  covers  are: 
rock  cut.  5,000  cu.  yd.;  fill,  45,000  cu. 
yd.;  creek  diversion,  60.000  cu.  yd.;  bal- 
last. 10,000  cu.  yd.;  lifting  and  relaying 
tracks,  3.3  miles;  switches.  27;  laying 
new  tracks  4.7  miles,  switches  :!1;  relin- 
ing  existing  tracks,  2.3;  two  double  track 
pile  trestles;  one  single  track  pile  trestle. 
A  recent  press  report  states  that  the 
warehouse  leased  to  T.  McAvity  &  Sons 
on  McLeod's  Wharf,  St.  .lohn,  was  being 
valued  preparatory  to  being  sold  to  the 
CJ>I.R.,  ami  that  it  will  be  pulled  down 
and  the  sitt?  used  for  additional  tracks 
to  be  laid  next  spring. 


.S|.   John    Itivrr    HridKr,    Kr«lericlon. — 

Tenders  were  received  to  Aug.  21  for  the 
construction  and  completion  of  the  8ub- 
struclurc  for  a  single  track  railway 
bridge  over  the  St.  John  River  at  Fred- 
ericton,  N.B.,  which  will  be  part  of  the 
work  being  done  in  connection  with  the 
development  of  the  through  C. N.R.  route 
from  the  National  Transcontinental  line 
ut  McCiivney  Jet.,  over  a  section  of  the 
old  Canada  Eastern  Ry.  into  Krederic- 
ton,  and  thence  over  the  recently  com- 
pleted section  of  the  St.  John  &  Quebec 
Ry.  to  St.  .John.  The  bridge  will  be  1,932 
ft.  7'ii  in.  long  from  face  to  face  of  bal- 
last walls  on  abutments,  with  an  eleva- 
tion of  34  ft.  to  base  of  rail,  the  ordin- 
ary high  water  level  being  19.87  ft.,  low- 
water  being  1.98  ft.,  and  lowest  point 
in  the  river  bed  being  19.0.  The  bridge 
will  be  built  65  ft.  south,  or  down  stream, 
from  the  present  bridge.  The  substruc- 
ture will  consist  of  2  concrete  abutments, 
9  piers  with  granite  faced  noses,  1  pivot 
pier,  2  dock-filled  timber  rest  piers  for 
swing  span.  One  pier  is  to  be  taken  to 
solid  rock  foundation  and  the  others  will 
be  on  pile  foundations.  The  superstruc- 
ture will  consist  of  one  70  ft.  deck  plate 
girden  span;  two  163 '4  ft.  through  truss 
spans,  five  238'-4  ft.  through  truss  spans, 
one  241 'i  ft.  through  truss  swing  span 
and  one  60  ft.  deck  plate  girder  span. 
Petitcodiac  River  Bridge.  —  Tenders 
were  received  to  Aug.  28  for  the  con- 
struction of  the  substructure  of  a  single 
track  railway  bri<lge  near  Salisbury,  N. 
B.,  at  mile  1.4  on  the  Albert  Subdivi- 
sion, viz.,  the  line  from  Salisbury  to  Al- 
bert. The  bridge  will  be  located  on  the 
center  line  of  the  present  bridge.  It 
will  be  433  ft  long  face  to  face  of  ballast 
walls  on  abutments,  and  will  have  an 
elevation  of  49  ft.  to  base  of  rail.  The 
extreme  high  water  at  spring  freshet  is 
36  ft.  5  in.,  at  ordinary  nigh  tide  26  ft. 
2  in.,  and  at  ordinary  low  tide  16  ft.  8 
in.  The  substructure  will  consist  of  3 
concrete  piers,  on  solid  rock  foundation, 
and  an  alteration  of  2  old  abutments. 
The  superstructure  will  consist  of  4 
pony   truss  spans,  each   105  ft.  long. 

St.  Lawrence  Subdivision  Revisions. — 
Contracts  have  been  let  for  clearing, 
fencing,  grading  and  building  trestles, 
culverts  and  bridge  substructures,  on  the 
following  deviations  of  main  line  on  the 
St.  Lawrence  Subdivision,  Canadian  Nor- 
thern Quebec  Ry.  as  follows: — Burril 
deviation,  between  Glenada  and  St.  Boni- 
face, mile  87.6  to  91.6;  East  Yamachiche 
deviation,  between  St.  Boniface  and  Cha- 
rette,  mile  94.82  to  96.3;  St.  Ursule  devi- 
ation, between  Fremont  and  St.  Justin, 
110.15  to  114.89;  to  Angus  Sinclair,  con- 
tractor, Toronto;  St.  Paul  in  deviation, 
between  Charette  and  St.  Paulin,  mile 
101  to  104.6,  to  V.  T.  Bartram,  contrac- 
tor, Toronto.  Full  information  as  to  the 
objects  of  these  deviations,  their  charac- 
ter, etc..  was  given  in  Cnnndian  Railway 
and    Marine   World    for  July. 

Charney  to  (luebec  Bridge. — A  press 
report  states  that  a  contract  has  been 
let  to  J.  R.  O'Neil  for  building  a  line 
from  Charney,  about  8  miles  east  of 
Levis.  Que.,  to  the  Quebec  Bridge,  and 
that  work  has  been  started. 

Quebec  DiBtrict  Structures.— A  press 
report  states  that  a  contract  has  been 
let  to  W.  M.  Fletcher  &  Co.,  Toronto,  for 
the  erection  of  8  concrete  bridge  and 
other  structures  at  points  on  Quebec 
District. 

Forfar   to   Pindley,  Ont.  —   A   recent 


Kingftiin  presii  report  «lated  '^"'   ""  ■■ 
gmeermg   party   had  arrived 
Bay   to   lay  out  a   line  for  n 

railwnya    to   Ik-   built   from    1 

1U5  from  Toronto  on  the  C.U.K.  i  oron- 
to-Ottawa  line,  to  Findleyfi  mile  173.»0 
from  Toronto  on  the  (i.T.R.  Toronto- 
Montreal  line,  and  that  the  congtruction 
of  this  piece  of  line  would  place  King- 
ston in  direct  communication  with  Ot- 
tawa and  shorten  by  25  miles  the  dis- 
tance between  the  two  cities,  by  combin- 
ing the  C..N.R.  and  G.T.R.  lines.  We  arc 
advised  that  a  preliminary  survey  of  a 
rough  kind  was  made,  but  that  the  build- 
ing of  such  a  line  has  not  been  seriously 
considered  by  the  management,  nor  have 
outside  representations  been  made  as  to 
the  desirability  of  building  it. 

Western  Line  Betterments  Contracts. 
A  press  report  states  thta  contracts  for 
the  following  works  have  been  let: — Lo- 
comotive house  addition  at  Fort  Frances, 
Ont.,  estimated  cost  of  $20,000,  to  Clay- 
don  Co.,  Winnipeg;  addition  to  locomo- 
tive house  at  Swan  River  Man.,  estimat- 
ed cost  $20,000,  to  Claydon  Co.,  Winni- 
peg; locomotive  house  and  water  tank  at 
Eaton,  Sask.,  to  E.  M.  Nesbitt  Co.,  Ed- 
monton, Alta.;  alteration  to  station  build- 
ings and  locomotive  house  at  Prince  Al- 
bert. Sask.,  to  H.  H.  Luke,  Prince  .\1- 
bert;  erection  of  locomotive  hou.=e  and 
machine  shop  at  Saskatoon,  Sask.,  esti- 
mated cost  $125,000,  Shannon  Bros., 
Saskatoon. 

Moo.se  Jaw  Subway. — A  press  report 
states  that  a  reinforced  concrete  sub- 
way is  under  construction  at  Moose  Jaw, 
Sask.,  at  an  estimated  cost  of  $60,000, 
P.  M.  Graham  being  the  contractor. 

Prince  Albert  to  Paddock  Wood.  —  The 
route  map  of  the  branch  under  construc- 
tion from  Prince  .■Mbert,  Sask.,  north- 
easterly to  the  Paddock  Word  district, 
shows  a  line  branching  off  fram  the 
present  line  on  the  north  bank  of  the 
Saskatchewan  River  and  proceeding 
northerly  to  Little  Red  River,  thence 
northerly  and  easterly,  crossing  the  Gar- 
den River,  in  the  direction  of  Paddock 
Wood.  Hatt  &  Sibbald  have  a  contract 
for  grading  the  first  22  miles  of  the  line. 

Turtleford  Southea.sterly  Branch. — The 
Board  of  Railway  Commissioners  has 
approved  of  location  plans  for  an  exten- 
sion from  Turtleford,  Sask.,  to  Sec.  4, 
Tp.  48.  Range  12,  west  of  the  3rd  Meri- 
dian, mile  0  to  68.7.  A  contract  was  let 
in  June  to  the  Western  Construction  Co., 
North  Battleford,  Sask.,  for  grading  22 
miles   of  this  line. 

-•Mberta  Line  Plans.— The  Board  of 
Railway  Commissioners  has  approved  of 
]i]nn  and  profile  showing  location  of  a 
line  through  Tps.  26  and  25,  Ranges  1 
and  2,  west  4th  Meridian,  .Alta..  and  has 
authorized  the  construction  of  the  line 
ncross  8  highways.  The  area  within 
which  this  line  is  routed  is  just  west  of 
the  Saskatchewan-Alberta  boundary  and 
south  of  the  Slaskatoon-Calgary  line, 
which  crosses  that  boun<lary  at  .\lsask. 

Knmloops  -  Vernon  -  Lumhy  -  Kelowna 
Branch.— The  BoanI  of  Railway  Com- 
missioners has  approved  of  plan,  profile 
and  book  of  reference  showing  revised 
location  through  D.L.  474,  group  1,  Kam- 
loops  Division,  B.C.  I),  B.  Hanna,  Pre- 
sident. C.N.R.,  is  reported  to  have  met 
the  Kamloops  City  Council.  Aug.  2,  while 
on  his  trip  over  the  western  lines,  and 
to  have  stated  that  he  expected  that  all 
C.N.R.  trains  would  run  into  the  city 
within   30   days    thereiaftcr.        He,   how- 


September,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


485 


ever,  held  out  little  hope  that  the  branch 
line  to  Vernon  and  other  points  in  the 
Okanagan  Valley  would  be  completed 
this  year,  as  he  feared  it  would  be  im- 
possible to  procure  the  rails. 

Vancouver  Terminals. — Various  ques- 
tions connected  with  the  terminal  and 
other  works  for  the  C.N.R.  in  Vancou- 
ver, B.C.,  was  under  discussion  between 
the  Minister  of  Railways  and  D.  B.  Han- 
na.  President,  C.N.R. ,  on  the  one  hand, 
and  the  Vancouver  City  Council  on  the 
other,  during:  the  recent  visit  of  the 
Minister  and  the  I'resident.  The  provi- 
sion of  these  terminal  facilities  and  other 
works  is  called  for  under  an  agreement 
made  between  the  city  council  and  the 
Canadian  Northern  Pacific  Ry.  Co.,  to 
which  agreement  the  B.C.  Government 
is  a  party,  and  for  the  carrying  out  of 
which  works  the  government  has  guar- 
anteed the  principal  and  interest  of  ter- 
minal bonds.  In  connection  with  the 
carrying  out  of  a  large  work  of  reclama- 
tion at  False  Creek  flats.  The  transfer 
of  the  C.N. P.  Ry.  properties  to  the  Do- 
minion Government  brought  in  a  new 
factor,  and  the  negotiations  which  took 
place  resulted  in  the  laying  before  the 
city  council  of  a  memorandum  from  Mr. 
Hanna,  setting  out  the  work  the  Cana- 
dian National  Rys.  proposed  to  do,  and 
the  adoption  of  a  resolution  by  the  city 
council  on  .July  28  approving  of  the  same. 
The  memorandum,  after  an  introductory 
statement  as  to  the  changed  conditions 
since  the  original  agreement  was  signed, 
stated  that  the  Canadian  National  Rys. 
did  not  desire  to  evade  the  terms  of  the 
original  agreement,  but  would  carry  them 
out  in  their  entirety,  with  the  following 
exceptions: — The  building  of  the  propos- 
ed hotel;  the  electrification  of  the  termi- 
nals, and  the  construction  of  a  tunnel. 
These  two  latter  works  would  only  be 
proceeded  with  at  a  future  date  when 
they  might  be  essential  in  the  public  in- 
terest and  when  financial  conditions  per- 
mitted. The  Canadian  National  Rys. 
will  proceed  to  carry  to  completion  the 
terminal  work  at  False  Creek,  which  in- 
cludes filling,  the  removal  of  the  bridge, 
lowering  of  Main  St.,  paving  the  same 
and  so  forth,  and  in  addition  will  as- 
sume any  and  all  liability  in  connection 
with  the  Champion  and  White  difficulty, 
so  that  the  injunction  may  be  removed 
and  the  work  of  completing  the  sea  wall 
proceeded  with  at  once.  The  memoran- 
dum pointed  out  that  there  had  already 
been  expended  on  these  works  a  larger 
amount  than  the  agreement  called  for, 
and  that  in  order  to  complete  them  ac- 
cording to  the  terms  of  the  memoran- 
dum additional  sums  aggregating  over 
$1,000,000  would  be  required.  Since  the 
agreement  as  to  the  construction  of  the 
tunnel  and  the  electrification  of  the  ter- 
minal lines  was  made,  an  agreement  had 
been  made  with  the  Great  Northern  Ry. 
which  secured  the  C.N.R.  entrance  into 
Vancouver,  provision  being  made  for  the 
construction  of  additional  lines.  In  view 
of  this  and  in  view  of  the  government 
policy  as  to  capital  expenditures,  it  was 
considered  to  be  in  the  best  interests  of 
all  to  defer  these  works. 

New  Westminster-Vancouver  Line.  — 
The  Minister  of  Railways,  and  D.  B. 
Hanna,  President,  C.N.R.,  met  represen- 
tatives of  the  New  Westminster  City 
Council  and  the  New  Westminster  Board 
of  Trade,  July  28,  with  regard  to  the 
agreement  between  the  city  and  the  Can- 
adian Northern  Pacific  Ry.  Co.  for  the 
construction  of  its  main  line  to  Vancou- 
ver through  the  city.  Mr.  Hanna  is  re- 
ported to  have  said  that  the  company 
had  agreed  to  carry  its  industrial  track 


to  the  North  Arm  of  the  Fraser  River. 
That  agreement  would  be  carried  out  as 
soon  as  the  money  was  available,  but  as 
to  whether  the  line  would  then  go  on 
further  towards  Vancouver  he  could  not 
say.  The  Minister  of  Railways  is  re- 
ported to  have  said  that  as  far  as  he 
was  concerned  as  soon  as  finances  per- 
mitted the  C.N.R.  main  line  would  be 
built  through  New  Westminster,  prac- 
tically upon  the  terms  of  the  original 
survey. 

In  connection  with  this  matter  the 
New  Westminster  City  Council  is  re- 
ported to  have  given  permission  Aug.  11 
for  the  building  of  a  commercial  track 
from  the  Fraser  River  Bridge  along 
Front  St.  to  near  Lytton  Square,  and  for 
the  erection  of  a  temporary  freight  shed 
at  the  end  of  the  line  in  Lytton  Square, 
subject  to  the  railway  agreeing  to  con- 
tinue to  pay  city  taxes  on  the  property. 

Victoria  Terminals. — Work  is  report- 
ed to  have  been  started  upon  the  erec- 
tion of  a  locomotive  house  and  machine 
shops  at  Point  Ellice  bridge,  on  the 
Songhees  Reserve,  as  part  of  the  C.N.R. 
terminal  facilities  in  Victoria,  B.C., 
Robertson  &  Partners  being  the  con- 
tractors. The  contract  price  is  said  to 
be  $39,.500. 

The  Minister  of  Railways  and  D.  B. 
Hanna,  President,  C.N.R.,  visited  the  ter- 
minal site,  July  26,  and  inspected  the- 
work  in  progress.  The  Minister  is  re- 
ported to  have  advised  the  Premier  of 
British  Columbia  that  the  survey  of  the 
land  required  for  terminal  purposes  south 
of  Point  Ellice  bridge  would  be  proceed- 
ed with,  and  that  upon  the  transfer  of 
the  property  from  the  B.C.  Government 
to  the  C.N.R.  the  construction  of  the 
remainder  of  the  terminal  would  be  gone 
on  with.     (Aug.,  pg.  436.) 


Suggestions   to  Shippers  by  Rail. 


The  Railway  Association  of  Canada 
has  issued  the  following  bulletin: — 

A  machine  broke  down  from  being  run 
at  too  low  a  speed!  For  lack  of  mois- 
ture in  the  factory  air,  a  cotton  fabric 
failed  to  take  smoothly  its  rubber  sur- 
facing— the  air  made  the  nap  stand 
out.  In  other  words,  your  goods  or  any 
man's  goods  or  service  require  at  least 
some  consideration  from  the  user  if  they 
are  to  do  justice  to  themselves.  All  your 
pains  go  to  waste  if  your  customer  or 
client  neglects  to  use  your  product  as  it 
is  intended  to  be  used.  And  so  with 
railway  service  to  you.  While  the  con- 
stant vigilance  of  the  managements  must 
keep  up  the  performance  of  actual  rail- 
way staffs,  nothing  but  voluntary  co- 
operation can  maintain  the  shipping  effi- 
ciency of  that  other  part  of  the  trans- 
portation machine,  the  consignor  and  the 
consignee.  Consequently,  while  attend- 
ing as  closely  as  possible  to  their  own 
interior  efficiency,  Canadian  railways 
must  appeal  to  the  users  of  railway  ser- 
vice with  regard  to  the  exterior  efficiency 
of  the  transport  system.  May  we  sug- 
gest, therefore,  that  you  instruct  your 
secretary  to  prepare  for  you  a  report 
somewhat  along  the  following  lines: 

1.  As  to  container.". — What  is  our  ship- 
ping room  staff  using  to  pack  our  goods? 
Is  it  really  a  cheap  container?  Or  is  its 
seeming  cheapness  offset  by  the  loss  of 
time,  or  temper,  and  possibly  of  cus- 
tomers by  its  frequent  failure  to  pro- 
tect our  shipments  ?  Or  by  the  worry 
and  fuss  and  loss  of  time  in  having  to 
duplicate  orders  that  should  have  gone 
through  unbroken  in  the  first  place  ? 

Is  our  container  pilfer-proof  ?  Is  it, 
for  example,  a  carton  sealed  with  strip 


paper?  Easily  slit  and  resealed?  Or 
is  it  protected  with  wire  seals  less  easily 
violated  ? 

Are  our  men  using  a  crate  where  they 
could  use  plain  sacking— as  in  the  case 
of  a  certain  cushion  manufacturer,  who 
cut  the  weight  of  a  shipment  in  two  by 
using  burlaps?  Or  should  we  crate  our 
goods  on  six  sides  where  we  now  pro- 
tect only  four? 

Are  we  using  cardboard  where  we 
should  use  crating,  or  a  solid  box? 

2.  Marking. — How  does  our  shipping 
room  staff  address  our  shipments?  With 
good  clean  whole  stencils?  Or  with 
daubs  of  a  worn-o'ut  paint  brush?  Do 
the  invoices  show  the  name  and  address 
of  our  customer  clearly  and  accurately — 
including  the  name  of  the  county  and 
province?  Or  is  there  a  temperamental 
scribbler  making  them  out?  Do  the 
markers  copy  them  from  the  invoice  just 
as  clearly  ?  Or  with  one  eye  on  the  in- 
voice and  the  other  on  Bill  Brown's  imi- 
tation of  Babe  Ruth  on  the  ball  field? 

Do  they  use  tags  that  are  easily  torn 
off?  Or  is  the  marking  placed  where  it 
can't  come  off?    And  will  be  seen  easily? 

Has  your  head  shipper  a  copy  of  the 
Canadian  Freight  Association's  rules  and 
regulations  ? 

3.  Bills  of  lading. — Who  makes  them 
out.  Does  he  or  she  write  a  fair  hand? 
Even  so,  why  are  they  not  made  out  on 
the  typewriter,  most  people  can  use  a 
machine  well  enough  for  that  purpose? 

4.  Time  of  shipment. — Does  our  ship- 
ping room  work  overtime  ?  If  so,  is  it 
necessai-y  ?  Is  there  any  reason  why  the 
work  should  be  bunched  at  the  end  of 
the  day?  Or  could  some  of  it  be  got 
rid  of,  for  example,  in  the  morning  when 
the  freight  sheds  are  not  so  rushed? 

We  venture  to  suggest  enquiry  along 
these  lines,  and  improvement  wherever 
possible  along  the  lines  indicated.  Your 
co-operation  in  using  railway  service  in 
the  best  possible  way  will  be  of  great 
assistance  to  the  carriers,  and,  there- 
fore, to  all   Canadian   industry. 


Postal  Railway  Tunnel  in  London. 

A  9  ft.  tunnel  about  G'/^  miles  long  for 
carrying  automatic  railway  trains  to 
transport  mail  is  about  to  be  built  in 
London,  Eng.  Plans  were  developed  some 
years  ago,  and  in  fact  the  operating  sys- 
tem was  worked  out  by  the  help  of  an 
experimental  line  reproducing  both 
grades  and  curves  of  the  proposed  rail- 
way. The  tunnel  is  to  extend  from  the 
Paddington  district  post  office  to  the 
Whitechapel  post  office.  It  is  to  carry 
two  tracks  of  24  in.  gauge,  and  the 
trains  operating  on  these  tracks  are  to 
be  handled  by  remote  control.  On  ac- 
count of  the  necessity  of  avoiding  other 
tunnels  and  subsurface  structures,  the 
depth  of  the  tunnel  below  ground  sur- 
face will  vary  from  28  to  87  ft.  At  sta- 
tions the  tracks  are  to  be  separated  about 
20  ft.,  to  accommodate  elevators  and 
mail  chutes  between  them. 


Railways  Employes  Wages.  —  In  ap- 
pearing before  the  Board  of  Railway 
Commissioners,  in  Ottawa,  Aug.  20,  in 
support  of  the  Railway  Association  of 
Canada's  application  for  increased  freight 
and  passenger  rates,  H.  G.  Kelley,  Presi- 
dent of  the  Association,  and  of  the  G.T. 
R.  and  the  G.T.  Pacific  Ry.,  said  that  the 
association  had  decided  to  recommend 
Canadian  railways  to  adopt  the  new 
schedule  fixed  by  the  U.S.  Labor  Board, 
at  Chicago,  July  20,  which  would  in- 
volve an  increased  expenditure  of  some 
$65,000,000  a  year. 


4J,,-,  September,  1920. 

Merging  the  (irand  Trunk  Ky.  System  into  Canadian  National  Railways. 


Tr»nitfrr    of    (.rniul    I'riink    I'nrilir    K>. 

MannKrnu-nl  tn  (nnnflinn  NntionnI 

|{ailHa>H. 

followinjr  order  in  rmincil,  no. 
\vn»  Approved  by  the  (iovernor 
il  on  .Inly  12.  I>ul  not  mndo  public 
until  abovit  the  middle  of  Aupust:— "The 
rommittee  of  the  I'rivy  Council  have  hiid 
l)eforo  them  a  rejMirt.  dated  July  9.  from 
the  Minister  of  KailwayH  and  Canals, 
suhniittinK  as  follows:  That  by  virtue  of 
nn  order  in  council  passed  on  Mar.  9, 
I'.'in,  contlrmed  by  chapter  22  of  the 
tntute.H  of  191!>,  he  was  appointed  re- 
ceiver of  the  (Irnnd  Trunk  Tacific  Ry. 
System  as  in  such  order  defined.  That 
pursuant  to  the  provisions  of  the  Grand  , 
Trunk  Ry.  Acquisifion  Act.  191'.l,  and  of 
the  aKr«-ement  made  thereunder,  which 
was  confirmed  by  statute  passed  at  the 
last  session  of  Parliament,  a  committee 
of  management  of  the  G.T.R.  System  has 
been  ajipointed  for  the  purpose  of  en- 
surinK  the  operation  of  that  system,  in 
8o  far  as  it  is  possible  to  do  so,  in  har- 
mony with  the  Canadian  National  Rys., 
the  two  sy.'items  beinjr  treated,  in  the 
public  interest,  as  nearly  as  possible  as 
one  system.  That  by  reason  of  the  ap- 
pointment of  such  committee  of  manafre- 
ment  and  the  co-operation  therewith  of 
the  board  of  directors  of  the  Canadian 
Northern  Ry.  Co.,  which  board  controls 
the  management  and  operation  of  the 
<^anadian  National  Rys..  lartre  economies 
have  already  been  effected,  and  improve- 
ments made,  throujrh  co-operation  in  re- 
spect of  both  the  G.T.R.  System  and  the 
Canadian  National  Rys..  and  other  im- 
provements in  facilities  and  service  are 
in  contemplation,  with  the  view  of  ef- 
fectinjr  still  further  savinps  in  the  joint 
nianaKemcnt  and   operation. 

"That  the  board  of  directors  of  the 
Canadian  Northern  Ry.  Co.  have  advised 
the  Minister  that  still  further  economies 
may  be  effected,  without  impairing-  the 
efficiency  of  the  railway  service,  by  plac- 
mjr  the  management  and  operation  of 
the  Grand  Trunk  Pacific  Ry.  System  un- 
der the  same  management  as  the  Cana- 
dian National  Rys.,  and  they  have  recom- 
mended that  steps  be  taken  to  that  end. 
That  heretofore  the  manapcment  and 
operation  of  the  Grand  Trunk  Pacific  Ry. 
System  has  been  conducted  by  the  Min- 
ister as  receiver,  throuRh  the  ofticers  and 
staff  of  the  respective  companies  com- 
posed in  such  system  as  contemplated  by 
the  original  order  in  council.  It  is  pro- 
vided in  clause  10  of  the  said  order  as 
follows: — 'All  officers  except  the  board 
of  directors  of  any  company  included  in 
the  Grand  Trunk  Pacific  Ry.  System, 
shall  continue  to  discharsre  for  the  kov- 
cmment  receiver,  till  further  orders  or 
directions  by  him.  duties  in  connection 
with  the  operation  and  management  of 
the  undertakings  and  work  of  any  com- 
pany included  in  the  G.T.P.  Ry.  System, 
similar  to  their  present  duties,  so  that 
no  interruption  in  the  operation  and 
management  thereof  may  occur.'  That 
the  Minister  is  advised  that  he  has  pow- 
er, under  the  .said  clause,  by  'further  or- 
ders or  directions'  to  varj-  the  duties  of 
the  said  officers  and  staff  and  tn  arranire 
for  the  effective  co-ordination  in  the 
operation  and  manatrenient  of  the  G.T.P. 
R.  System  with  the  Canadian  National 
Rys.  as  herein  outlined.  That  President 
Kellcy,  the  executive  head  of  the  G.T.R. 
System,  has  sijmified  to  the  Minister  that 
it  would  be  of  material  advantatfe,  and 
cause  a  larjre  savinR  in  cost  of  onera- 
tion,    if  said    r:iil«:i\  ><    wiTc   riperiited    un- 


iler  one  munaKemcnt,  and  therefore 
recommends  such  arranjfement  bcinK  car- 
ried out. 

"In  view  of  these  facts  and  the  recom- 
memlatiuns  of  the  executive  heads  of  the 
Canadian  National  Rys.  and  of  the  C..T. 
K.,  the  Minister  recommends  that  he  be 
authorized  to  place  the  operation  and 
mana>cenient  of  the  G.  T.  Pacific  Ry.  Sys- 
tem under  those  who  now,  or  may  here- 
after, compose  the  board  of  directors  of 
the  Canadian  Northern  Ry.  Company, 
as  defined  as  aforesaid,  with  power,  as 
incidental  to  such  manaRemcnt,  to  ap- 
point and  discharKe  officers  and  staff, 
and  to  do  all  thinKS  necessary  to  ensure 
the  operation  of  the  said  system  in  har- 
mony with  the  Canadian  National  Rys.; 
it  beinir  understood,  however,  that  the 
issuance  and  control  of  receiver's  cer- 
tificates for  the  purpose  of  financinf?  be 
resen'cd  to  the  Minister  as  receiver,  as 
heretofore;  and  that  all  actions  of  the 
said  board  of  nianaRement  which  if  done 
by  him  as  receiver  would  have  required 
the  authorization  or  sanction  of  the  Ex- 
chequer Court  of  Canada,  be  done  by  the 
said  board  only  upon,  or  with,  such  au- 
thorization or  sanction.  The  Minister 
also  recommends  that  such  appointment 
be  made  for  an  indefinite  term,  termin- 
able at  any  time,  either  by  himself  as 
receiver,  or  upon  the  instructions  of  the 
Exchequer  Court  of  Canada.  The  Min- 
ister further  recommends  that  the  fore- 
troinpr  arranKcment  be  subject  to  the 
approval  of  the  Exchequer  Court  of  Can- 
ada. The  committee  concur  in  the  fore- 
Koing  recommendation  and  submit  the 
Extensions  of   Jurisdiction. 

Hon.  J.  D.  Reid,  Minister  of  Railways 
and  Canals,  as  Receiver,  Grand  Trunk 
Pacific  Ry.  Co.,  issued  the  following  cir- 
cular Aug.  23: — "In  pursuance  of  order 
in  council  1595  and  with  a  view  of  ef- 
fecting every  economy  by  means  of  co- 
ordination of  organization;  effective 
Aug.  23,  the  management  of  the  Grand 
Trunk  Pacific  Ry.  for  the  Receiver,  is 
placed  under  the  board  of  directors  of 
the  Canadian  National  Rys.  W.  P.  Hin- 
ton,  heretofore  Vice  President  and  Gen- 
eral Manager,  G.T.P.R.,  ha\'ing  resigned 
as  General  Manager,  is  hereby  appoint- 
ed Consulting  Officer  to  the  Receiver 
with   headquarters   at   Winnipeg.'' 

D.  B.  Hanna,  President,  Canadian  Na- 
tional Rys.,  issued  circulars,  Aug.  23, 
stating  that  in  pursuance  of  authority 
issued  by  the  Receiver,  under  which  the 
management  of  the  Grand  Trunk  Pa- 
cific Ry.  has  been  placed  under  the  board 
of  directors  of  tne  Canadian  National 
Rys.,  the  jurisdiction  of  the  following 
officers  of  the  Canadian  National  Rys. 
has  been  extended  over  the  G.T.P.R.  lines, 
viz.,  A.  J.  .Mitchell,  Vice  President  in 
charge  of  Accounts  and  Finance;  R.  C. 
Vaughan,  Assistant  to  President;  M.  H. 
MacLeod,  Vice  President  in  charge  of 
Operating,  Maintenance  and  Construc- 
tion; S.  J.  Ilungerford,  Assistant  Vice 
President  in  charge  of  Operating,  Main- 
tenance and  Construction;  C.  A.  Hayes, 
Vice  President  in  charge  of  Traffic;  Ger- 
ard Ruel,  General  (^nunsel. 

The  jurisdiction  of  the  following  Cana- 
dian National  Rys.  officials  has  been  ex- 
tended over  the  Grand  Trunk  Pacific  Ry. 
and  the  Grand  Trunk  Pacific  Coast 
Steamship  Co. —  A.  R.  Warren,  General 
Manager,  Western  Lines,  Winnipeg;  H. 
H.  Melanson,  Passenger  Traffic  NIana- 
ger,  Toronto;  Geo.  Stephen,  Freight 
"Traffic  Manager,  Toronto;  R.  Creelman, 
.Assistant     Passenger    Traffic     Manager, 


Winnipeg;  W.  G.  Manden,  Assistant 
Freight  Traffic  Manager,  Winnipeg;  E. 
Langham,  General  Purchasing  Agent, 
Toronto. 

A.  A.  Tisdale,  heretofore  Assistant  to 
Vice  President  and  General  Manager, 
also  Purchasing  Agent,  G.T.P.R.,  Win- 
nipeg, is  reported  to  have  been  appoint- 
ed Assistant  to  General  Manager,  C.N. 
R.  and  G.T.P.R.,  at  Winnipeg. 

II.  H.  Brewer,  heretofore  General  Sup- 
erintendent, G.T.P.R.,  Winnipeg,  has 
been  appointed  Assistant  General  Man- 
ager, C.N.R.  and  G.T.P.R.,  with  juri.sdic- 
tion  over  Canadian  National  lines  west 
of  Armstrong,  Ont.,  and  west  of  and  in- 
cluding Port  Arthur,  Ont.,  to  Lobstick 
.(ct.,  AlU.,  also  G.T.P.R.  lines  from  Win- 
nipeg to  Edmonton,  inclusive,  with  of- 
fice at  Winnipeg.  J.  R.  Cameron,  here- 
tofore Assistant  General  Manager,  C.N. 
R.,  Winnipeg,  has  been  appointed  As- 
sistant General  Manager,  C.N.R.  and  G. 
T.P.R.,  with  jurisdiction  over  C.N.R.  lines 
west  of  Lobstick  Jet.,  Alta.,  and  over  G. 
T.P.R.  lines  west  of  Edmonton,  Alta.,  in- 
cluding Vancouver  Island  lines,  with  of- 
fice at  Vancouver. 

W.  E.  Duperow,  heretofore  General 
Passenger  Agent,  G.T.P.R.  and  G.T.P. 
Coast  Steamship  Co.,  Winnipeg,  has  been 
appointed  General  Passenger  Agent,  C. 
•N.R.  and  G.T.P.R.  from  and  including 
Port  .\rthur,  Ont.,  to  Lucem,  B.C.  Lu- 
cerne station  on  the  C.N.R.  is  263.1  miles 
west  of  Edmonton,  Alta.,  and  is  west  of 
the  Vellowhead  Pass.  On  the  G.T.P.R., 
the  station  is  258  miles  west  of  Edmon- 
ton. His  office  is  at  Winnipeg.  S.  Os- 
borne Scott,  heretofore  General  Passen- 
ger Agent,  Western  Lines,  C.N.  Rys., 
Winnipeg,  has  been  appointed  General 
Passenger  Agent,  C.N.  Rys.,  and  G.T.P. 
R.,  with  territory  Lucem,  B.C.,  and  west, 
including  G.T.P.  Coast  Steamship  Co. 
Office,  Vancouver,   B.C. 

The  following  officers  have  been  given 
jurisdiction  over  freight  traffic  on  the 
Canadian  National,  Duluth,  Winnipeg  & 
Pacific,  and  Grand  Trunk  Pacific  Rys.. 
lines  west  of  Duluth,  Minn.,  Port  Arthur 
and  Armstrong,  Ont.,  viz.: — A.  E.  Rose- 
vear,  heretofore  General  Freight  Agent, 
G.T.P.R.,  has  supervision  of  grain,  grain 
products  and  live  stock.  J.  M.  Horn, 
heretofore  General  Freight  -Agent,  C.N. 
R.,  has  supervision  of  traffic  not  other- 
wise assigned.  J.  M.  Macrae,  heretofore 
.Assistant  General  Freight  -Agent,  C.N. 
R..  has  been  appointed  Assistant  Gen- 
eral Freight  Agent  of  the  three  lines 
mentioned  above.  W.  Hately,  heretofore 
-Assistant  General  Freight  Agent,  C.N.R., 
has  been  given  supervision  of  the  pub- 
lication of  tariffs  and  divisions  of  the 
three    lines   mentioned   above. 

Co-ordination   of  Services  Grand  Trunk 
Ky.  and  Canadian  National  Rys. 

In  addition  to  the  appointments  in  the 
traffic  departments  of  both  lines,  men- 
tioned in  Canadian  Railway  and  Sfarine 
World  for  August,  the  following  have 
been    made   since: — 

K.  F.  Flinn.  heretofore  General  Freight 
-Agent,  G.T.R..  Lines  West,  will  also  act 
as  General  Western  Freight  -Agent.  Can- 
adian National   Rys. 

R.  F.  Clark,  General  Agent,  Freight 
Traffic.  Canadian  National  Rys..  con- 
tinues in  that  capacity. 

C.  A.  Gormaly,  Foreign  Freight  Agent, 
G.T.R.,  Lines  West,  will  also  act  in  same 
capacity   for   Canadian    National    Rys. 

J.  D.  McPonald,  General  Passenger 
Agent,  G.T.R.,  Lines  West,  will  also  act 


September,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


487 


as   General    Western     Passenger  Agent, 
Canadian   National   Rys. 

C.  G.  Orttenbursjer,  General  Agent, 
Passenger  Department,  G.T.R.,  will  also 
act  in  same  capacity  for  Canadian  Na- 
tional  Rys. 

Detroit,  Mich. — W.  H.  Spicer,  hereto- 
fore District  Freisrht  Agent,  G.T.R., 
Lines  West,  in  charge  of  Michigan  Ter- 
ritory, will  also  act  for  Canadian  Na- 
tional Rys.,  vice  F.  .A..  Shaw,  General 
Agent,   transferred. 

H.  H.  Haniill,  General  Agent,  Freight 
Department,  G.T.R.,  Lines  West,  will  also 
act  in  same  capacity  for  Canadian  Na- 
tional Rys. 

G.  H.  Burgis,  General  Agent,  Passen- 
ger Department,  G.T.R.,  will  also  act  in 
same  capacitiy  for  Canadian  National 
Rys. 

Duluth,  Minn. — C.  .\.  Skog,  Division 
Freight  and  District  Passenger  Agent, 
Canadian  National  Rys.,  will  also  act  as 
District  Passenger  Agent,  Grand  Trunk 
Pacific  Ry. 

Grand  Rapids,  Mich. — A.  Z.  Mullins, 
General  Agent,  G.T.R.,  Lines  West,  will 
also  act  in  same  capacity  for  Canadian 
National  Rys.,  Freight  Department. 

London,  Ont. — A.  S.  Munro,  Commer- 
cial Agent,  G.T.R.,  will  also  act  in  same 
capacity    for   Canadian    National    Rys. 

Milwaukee,  Wis.— H.  W.  Ploss,  Com- 
mercial Agent,  G.T.R.,  Lines  West,  will 
also  act  in  same  capacity  for  Canadian 
National  Rys.  Freight  Department. 

Minneapolis,  Minn. — G.  H.  Brown, 
General  Agent,  G.T.R.  Freight  Depart- 
ment, Linos  West,  will  also  act  for  Can- 
adian National   Rys. 

W.  J.  Gilkerson,  General  Agent,  Pas- 
senger Department,  G.T.R.,  will  also  act 
in  same  capacity  for  Canadian  National 
Rys. 

Montreal. — D.  O.  Wood,  heretofore 
Traffic  Manager,  Export  and  Import  De- 
partment, Canadian  National  Rys.,  To- 
ronto, has  been  appointed  General  For- 
eign Freight  Agent,  Canadian  National- 
Grand  Trunk  Rys.,  with  office  in  Board 
of  Trade  Building,  .Montreal.  He  has 
general  supervision  of  these  railways 
export  and  import  traffic,  via  Atlantic 
and  Pacific  Coast  port.s. 

R.  J.  Foreman,  heretofore  Assistant 
to  Vice  President,  Traffic,  G.T.R.,  has 
been  appointed  Foreign  Freight  Agent, 
Canadian  National-Grand  Trunk  Rys. 

J.  A.  Wright,  heretofore  Assistant  For- 
eign F'reight  Agent,  G.T.R. ,  has  been  ap- 
pointed Assistant  Foreign  Freight  Agent, 
Canadian  National-Grand  Trunk  Rys. 

St.  Louis.  Mo.— W.  H.  Burke,  General 
Agent,  G.T.R.,  Lines  West,  will  also  act 
in  same  capacity  for  Canadian  National 
Rys.  Freight  Department. 

St.  Paul,  Minn. — A.  H.  Davis,  General 
Agent,  Freight  and  Passenger  Depart- 
ments, Canadian  National  Rys.,  will  also 
act  in  same  capacity  for  the  Grand  Trunk 
Pacific  Ry. 

Saginaw,  Mich. — C.  E.  Wagner,  Com- 
mercial Agent,  G.T.R.,  Lines  West,  will 
also  act  in  same  capacity  for  Canadian 
National   Rys.   Freight   Department. 

Stratford,  Ont.— V.  G.  Snell,  Division 
Freight  Agent,  G.T.R.,  Stratford,  Ont., 
will  also  act  in  same  capacity  for  Cana- 
dian National  Rys. 

Toronto. — F.  R.  Porter,  heretofore  As- 
sistant General  Freight  Agent,  G.T.  Pa- 
cific Ry.,  Winnipeg,  has  been  appointed 
Foreign  Freight  Agent,  Canadian  Na- 
tional-Grand   Trunk    Rys.,    Toronto. 

Geo.  Pepall,  heretofore  Assistant  For- 
eign Freight  Agent,  G.T.R.,  has  been 
appointed  Assistant  P'oreign  Freight 
Agent,  Canadian  National-Grand  Trunk 
Rys. 


F.  G.  Gould,  heretofore  City  Freight 
Agent,  G.T.R.,  will  also  act  in  the  same 
capacity  for  Canadian  National  Rys. 

Quebec. — P.  Mooney,  Assistant  Gen- 
eral Freight  Agent,  Canadian  National 
Rys.,  will  also  act  as  General  Agent, 
Freight   Department,   G.T.R. 

Arbitration  of  G.T.R.  Stock  Values. 

It  is  expected  that  the  arbitrators.  Sir 
Walter  Cassells,  Right  Hon.  Sir  Thos. 
White,  and  W.  H.  Taft,  will  hold  an  or- 
ganization meeting  in  Montreal,  in  Sep- 
tember, but  no  announcement  has  been 
made  as  to  the  date. 


Aerial  Transportation  Notes. 


G.  M.  Crail  has  been  appointed  Air 
Station  Superintendent  at  Summerland, 
B.C.,  under  the  Canadian  Air  Board. 

Canadian  Vickors  Ltd.,  Montreal, 
will,  it  is  said,  install  facilities  for  as- 
sembling seaplanes  for  the  Canadian  Air 
Board. 

Two  of  the  six  air  craft  which  are  to 
constitute  the  equipment  of  the  govern- 
ment flying  station  at  Jericho  Reach,  B. 
C,  are  reported  to  have  been  delivered. 

A  London,  Eng.,  cable  states  that  dur- 
ing the  first  year  of  civil  flying  in  Eng- 
land there  were  38,954  flights,  and  that 
there  was  only  one  fatal  accident. 

An  Ottawa  press  report  of  Aug.  18 
stated  that  the  report  that  aerial  trips 
from  Halifax,  N.S.,  to  the  Pacific  coast, 
to  be  made  in  50  hours,  would  soon  be 
started,  were  premature,  and  that  no  de- 
cision has  been  reached  as  to  when  the 
experimental   trip   would   be   made. 

A  Paris  cablegram  states  the  Ger- 
mans will  attempt  to  outdo  every  other 
nation  in  aerial  transportation,  and  that 
airships  are  to  be  built  800  ft.  long,  80 
ft.  wide  and  100  ft.  high;  driven  by  34 
gasoline  motors  of  from  150  to  200  h.p. 
each.  Each  airship  will,  it  is  said,  be 
fitted  with  300  cabins  with  two  beds  in 
each,  and  other  accommodation  similar 
to  that  on  an  ocean  liner.  Each  ship 
will  have  an  air  speed  of  68  miles  an 
hour,  with  a  radius  for  a  non-stop  flight 
of  8,000  miles,  and  will  land  in  water, 
in  which  their  speed  will  be  35  miles  an 
hour.  The  flight  time  from  Germany  to 
New  York  will  be  approximately  50 
hours. 

The  Civil  Service  Commission  is  about 
to  appoint  two  air  certificate  examiners 
for  the  Air  Board,  at  an  initial  salary 
of  $2,400  a  year,  to  be  increased  by  $180 
a  year  until  a  maximum  of  $3,300  a  year 
has  been  reached.  The  duties  of  the  ex- 
aminers will  be,  under  the  direction  of 
the  Superintendent  of  Certificate  Branch, 
Air  Board,  to  examine,  approve,  and 
recommend  the  issue  of  licenses  to  air 
pilots,  navigators,  and  engineers;  to  ex- 
amine, approve,  and  recommend  the  is- 
sue of  certificates  of  airworthiness  of 
flying  machines;  to  examine,  approve, 
and  recommend  the  issue  of  licenses  to 
aerodrames;  to  assist  in  the  selection  of, 
and    make    recommendations    in    connec- 

The  U.S.  aerial  express  no.  1,  stated 
to  be  the  largest  seaplane  on  the  Ameri- 
can continent,  arrived  at  Toronto,  Aug. 
11,  from  New  York,  on  its  way  to  Cleve- 
land, Ohio.  It  covered  the  984  miles  be- 
tween New  York  and  Toronto  in  9  hr. 
24  min.,  the  trip  from  Montreal  occupy- 
ing 3  hr.  22  min.  The  maximum  speed 
attained  was  115  miles  an  hour,  with  an 
average  on  the  whole  journey  of  about 
100  miles  an  hour.  She  was  built  at  the 
U.S.  Navy  yard,  Philadelphia,  and  left 
there  Aug.  6  for  Atlantic  City,  and  she 


left  Toronto  Aug.  12  for  Cleveland.  She 
is  equipped  with  2  motors  of  400  h.p. 
each,  has  a  wing  spread  of  110  ft.  and 
is  capable  of  lifting  6,200  lb.  The  cabin 
is  divided  into  7  compartments,  the  for- 
ward one  being  fireproof  for  mail;  be- 
hind is  the  pilot's  cabin,  with  accommo- 
dation for  two  persons;  the  third  division 
is  the  main  cabin,  with  accommodation 
for  8  persons,  and  behind  this  again  is 
the  observation  section,  with  glass  sides 
and  seating  accommodation  for  6,  and 
there  is  also  a  smoking  compartment 
with  accommodation  for  7  passengers 
and  a  place  for  baggage.  The  machine 
was  in  charge  of  T.  F.  Dunn,  President 
of  the  U.S.  Aerial  Express  Co.,  and  it  is 
stated  that  a  regular  ser%'ice  will  be  in- 
augurated, probably  early  in  1921,  call- 
ing at  Toronto,  Buff"alo,  Cleveland  and 
Detroit. 


The  Edmonton,  Dunvegan  &  Bri- 
tish Columbia  and  Allied  Rail- 
ways' Position. 

The  three  railway  companies  in  Alber- 
ta promoted  by  J.  D.  McArthur,  of  Win- 
nipeg, are  the  Edmonton,  Dunvegan  & 
British  Columbia  Ry.  Co.,  the  Central 
Canada  Ry.  Co.,  and  the  Alberta  &  Great 
Waterways  Ry.  Co.  Of  these  the  first 
named  has  built  a  railway  from  Edmon- 
ton City  boundary  to  Spirit  River,  360.8 
miles,  with  a  branch  from  Spirit  River 
to  Grand  Prairie,  54.8  miles;  the  Central 
Canada  Ry.  Co.  has  built  a  line  from  Mc- 
Lennan to  Peace  River,  49.8  miles,  while 
the  Alberta  &  Groat  Waterways  Ry.  Co. 
has  built  a  line  from  Carbondale  for 
about  290  miles,  approximately  to  Fort 
McMurray,  the  E.  D.  &  B.C.  Ry.  being 
the  main  stem.  After  negotiations,  which 
had  been  in  prograss  for  a  considerable 
time,  the  Alberta  Government  has  taken 
over  the  Alberta  &  Great  Waterways 
Ry.  and  the  other  two  lines  have  been, 
without  a  change  of  ownership,  given 
over  for  operation  to  the  C.P.R.  for  five 
years.  The  members  of  the  Alberta  Gov- 
ernment have  been  appointed  directors 
of  the  Alberta  &  Great  Waterways  Ry. 
Co.,  with  the  Premier  as  President.  An 
arrangement  has  been  made  under  which 
J.  D.  McArthur  may  buy  the  line  within 
seven  years  on  repayment  of  the  money 
expended  by  the  government  during  its 
period  of  control. 

The  other  two  lines  have  been  taken 
over  by  the  C.P.R.  under  an  operating 
agreement  for  five  years.  D.  C.  Cole- 
man, Vice  President,  Western  Lines,  C. 
P.R.,  is  reported  to  have  said  in  a  re- 
cent interview: — "I  should  like  to  under- 
line the  portion  of  the  Premier's  state- 
ment which  describes  the  agreement  as 
covering  an  operation  arrangement  on- 
ly. The  C.P.R.  has  not  acquired  the 
stock  of  the  company,  but  has  only  un- 
dertaken to  manage  the  property  for  a 
term  of  years  on  behalf  of  the  owners 
and  those  interested  through  advances 
and  guarantees.  The  election  of  a  new 
board  of  directors  was  agreed  to  in  or- 
der that  the  C.P.R.  should  have  full  con- 
trol of  the  operating  and  the  reconstruc- 
tion of  the  road,  subject,  of  course,  to 
proper  scrutiny  of  all  expenditure  by 
representatives  of  the  Alberta  Govern- 
ment, and  by  others  who  have  an  interest 
in  the  property.  The  agreement  also 
embodies  an  option  to  purchase,  which 
may  be  exercised  by  the  C.P.R.  at  any 
time  during  the  life  of  the  agreement." 
tion  with  air  routes;  to  conduct  exami- 
nations in  the  theory  and  practice  of  air 
pilotage  and  air  navigation;  and  to  per- 
form other  related  work  as  required. 


Septcmlj.T.   1920. 


Transportation  Appointments  Throujjrhout  Canada. 


I  .iiKiilinn   Government   Merchant   Mmr- 

iiu-  I.ta.  K.  C.  WOOD,  hiTctufore  Gen- 
iT»l  AtffHt.  Knii:ht  ncpnrtincnl,  Cann- 
di«n  Natioiml-Griitul  Trunk  Kys.,  I'itu- 
UuTt:.  I'll.,  tins  t>«'i'n  appuinti'd  Ontario 
Kri'ik'ht  Ak'<'"t.  Canniliiin  Government 
Mcnhant  Marine  Ltd.,  vice  G.  K.  Uiinl- 
inK,  whose  appointment  as  Kepr.'senta- 
live  for  Australia  and  New  Zealand, 
Auckland,  New  Zealand,  was  announced 
m  a  recent  issue.     Office,  Toronto. 

Canadian  National  Kys.— L.  E.  AVER, 
heretofore  General  Atfent,  St.  Loui.«,  Mo., 
has  been  appointed  General  ARent, 
Freight  Departnient.   Kansas  City,   Mo. 

.1.  H.  CORCORAN  has  been  appoint- 
ed General  TravellinR  Agent.  Office, 
Moncton,    N.B. 

.1.  II.  DL'FF  has  been  appointed  Sup- 
erintendent, Edmundston.  N.B.,  vice  W. 
F.   Sawyer,  transferred. 

J.  IRWIN,  heretofore  Superintendent, 
Calirary,  Alta.,  has  been  appointed  Sup- 
erintendent, Edmonton  Division,  West- 
em  District,  vice  W.  E.  Robert,  resign- 
ed.    Office,   Edmonton,  Alta. 

.1.  E.  LeBLANC.  heretofore  District 
PassenKer  Agent,  Montreal,  has  been 
appointed  District  Pas.senper  Asent, 
Quebec,  Que.,  and  his  former  position, 
and  that  of  .Assistant  General  Passenger 
.\pcnt,  Quebec,  Que.,  have  been  abolish- 
ed.    Office,  7  Dufort  St. 

W.  F.  SAWYER,  heretofore  Assistant 
Superintendent,  Edmundston,  N.B.,  has 
been  appointed  Assistant  Superintendent, 
St.  Maurice  Division,  Quebec,  Que. 

R.  M.  STUBBS  has  been  appointed 
City  Freight  Agent,  St.  Paul,  Minn. 

The  Cochrane  Division,  extending  from 
O'Brien  to  Cochrane,  not  including 
O'Brien;  Cochrane  to  Hearst;  Hearst_  to 
Grant;  Grant  to  .Armstrong,  including 
Armstrong,  W.  B.  WAY,  Superintend- 
ent, Cochrane.  Ont.,  has  been  detached 
from  the  Central  District,  Western  Lines, 
from  Aug.  1,  and  incorporated  into  the 
Quebec  District,  Eastern  Lines. 

Canadian  National  Rys.-Grand  Trunk 
Pacific  Ry. — The  Minister  of  Railways 
and  Canals,  as  Receiver  G.T.P.R.  Co., 
gave  notice  on  Aug.  23  that  in  pursu- 
ance of  order  in  council  1.59.5,  and  with  a 
view  of  effecting  every  economy  by 
means  of  co-ordination  of  organization, 
the  management  of  the  G.T.P.R.,  for  the 
Receiver,  had  been  placed  under  the 
board  of  directors  of  the  Canadian  Na- 
tional Rys.  and  that  W.  P.  HINTON, 
theretofore  Vice  President  and  General 
Manager,  G.T.P.R.  Co.,  having  resigned 
as  General  .Manager,  had  been  appoint- 
ed Consulting  Officer  to  the  Receiver, 
with   headquarters  at  Winnipeg. 

D.  B.  Ilanna,  President,  Canadian  Na- 
tional Rys.,  issued  circulars  Aug.  23 
stating  that  in  pursuance  of  authority 
issued  by  the  Receiver,  under  which  the 
management  of  the  G.T.P.  Ry.  had  been 
placed  under  the  board  of  directors  of 
the  Canadian  National  Rys.,  the  juris- 
diction of  the  following  officers  of  the 
( 'aniidian  National  Rys.  had  been  ex- 
tended over  the  G.T.P.R.  lines,  vi?..,  A. 
.1.  .MITCHELL,  Vice  I*resident  in  charge 
of  Acciiunts  and  Finance;  R.  C. 
VAUGHAN.  Assistant  to  President;  M. 
H.  MacLEOD,  Vice  President  in  charge 
of  Operating,  Maintenance  ond  (Construc- 
tion;   S.    J.    HUNGERFORD.    Assistant 


Im  \ii  c  I'i  evident  in  rhan:e  of  Operat- 
ing, .Maintenance  and  Const ructmn;  ('.. 
.\.  HAYES,  Vice  Prenident  in  charge  of 
Traffic;  GERARD  RUEL,  General  Coun- 
sel. 

The  jurisiliction  of  the  following  Cana- 
dian National  Rys.  oflicials  has  been  ex- 
tended over  the  Grand  Trunk  Pacific  Rail- 
way and  the  Grand  Trunk  Pacific  Steam- 
ship Co.:— A.  E.  WARREN,  General 
Manager,  Western  Lines.  Winnipeg;  H. 
H.  MELANSON.  Pas.senger  Traffic  .Man- 
ager, Toronto;  GEO.  STEPHEN.  Freight 
Traffic  .Manager,  Toronto;  R.  CREEL- 
MAN,  Assistant  Passenger  Traffic  Man- 
ager, Winnipeg;  W.  (;.  MANDERS,  As- 
sistant Freight  Traffic  Manager.  Winni- 
peg;   E.    LANGHAM,    General    Purchas- 


D.  O.  Wood. 
Cpneral    ForciKn    FreiKht    Agent.    Canadmn    Na- 
tional-Grand Trunk   Ry». 

ing   Agent,   Toronto. 

H.  H.  BREWER,  heretofore  General 
Superintendent,  G.T.P.R.,  Winnipeg,  has 
been  appointed  Assistant  General  Man- 
ager, C.N.R.  and  G.T.P.R.,  with  jurisdic- 
tion over  C.N.R.  lines  west  of  Arm- 
strong, Ont.,  and  west  of  and  including 
Port  Arthur,  Ont.,  to  Lobstick  Jet.,  Alta., 
also  over  G.T.P.R.  lines  from  Winnipeg 
to  Edmonton,  Alta.,  inclusive.  Ollice. 
Winnipeg. 

J.  R.  CAMERON,  heretofore  Assistant 
General  Manager,  C.N.R.,  Winnipeg,  has 
been  appointed  Assistant  General  Man- 
ager, C.N.R.  and  G.T.P.R.,  with  juris- 
diction over  C.N.R.  lines  west  of  Lob- 
stick Jet..  Alta.,  and  over  G.T.P.R.  lines 
west  of  Edmonton,  Alta.,  including  C.N. 
R.  Vancouver  Island  lines.  Office,  Van- 
couver, B.C. 

W.  E.  DIPEROW.  heretofore  General 
Passenger  Agent,  G.T.P.R.  and  G.T.P. 
Coast  Steamship  Co.,  Winnipeg,  has  been 
appointed  General  Passenger  Agent,  with 
jurisdiction  over  the  passenger  traffic  of 
the  Canadian  National,  DuUith  Winnipeg 
&  Pacific  and  Grand  Trunk  Pacific  Rys., 
lines  west  of  Duluth,  Minn.,  Port  Arthur 
and  Armstrong,  Ont.,  and  east  of  Lu- 
cern,  B.C.     Office,  Winnipeg. 


W  IIATLKV. 
General  Freight 
peg,    will    have    ■•i' 

lication  of  tariffs  aii'i  .!;•.  -  imh.^  i.f  fi'  . 
tralVic,  of  the  ^'anadian  .N'atioruil,  Duluih 
Winnipeg  and  Pacific  and  Grand  Trunk 
Pacific  Ryg.,  lines  west  of  Duluth,  Minn., 
Port  Arthur  an'l  Armstrong,  Ont.  Office. 
Winnipeg. 

J.  .M.  HORN,  heretofore  General 
Freight  Agent,  C.N.R.,  Winnipeg,  will 
have  supervision  of  freight  traffic,  other 
than  grain,  grain  products  and  livestock, 
on  the  Canadian  National,  Duluth  Win- 
nioeg  and  Pacific  and  (!rand  Trunk  Pa- 
cific Rys.,  lines  west  of  Duluth,  Minn., 
Port  Arthur  and  Armstrong,  Ont.  Office, 
Winnipeg. 

J.  M.  .MACRAE,  heretofore  Assistant 
General  Freight  Agent,  C.N.R.,  Winni- 
peg, has  been  appointed  Assistant  Gen- 
eral Freight  Agent,  Canadian  National, 
Duluth  Winnipeg  and  Pacific,  and  Grand 
Trunk  Pacific  Rys.,  lines  west  of  Du- 
luth, Minn.,  Port  Arthur  and  Armstrong, 
Ont.     Office,  Winnipeg. 

A.  E.  ROSEVEAR,  heretofore  Gen- 
eral Freight  Agent,  G.T.P.R.,  \yinnipeK, 
will  have  supervision  of  grain,  grain 
products  and  live  stock  traffic,  on  the 
Canadian  National,  Duluth  Winnipeg  and 
Pacific  and  Grand  Trunk  Pacific  Rys., 
lines  west  of  Duluth,  Minn.,  Forth  Ar- 
thur and  Armstrong,  Ont.  Office,  Win- 
nipeg. 

S.  OSBORNE  SCOTT,  heretofore  Gen- 
eral Passenger  Agent,  Western  Lines, 
Canadian  National  Rys.,  Winnipeg,  has 
been  appointed  General  Passenger  Agent, 
with  jurisdiction  over  the  passenger  traf- 
fic of  the  Canadian  National,  Duluth  Win- 
nipeg and  Pacific  and  Grand  Trunk  Pa- 
cific Rys.  in  the  territory  Lucerne,  B.C., 
and  west,  including  Grand  Trunk  Pacific 
Steamship  Co.  Office,  Vancouver,  B.C. 
A.  A.  TISDALE,  heretofore  Assistant 
to  Vice  President  and  General  Manager 
and  also  Purchasing  Agent.  G.T.  Pacific 
Ry.,  is  reported  to  have  been  appointed 
Assistant  to  the  General  Manager,  West- 
ern Lines,  Canadian  National  Rys.,  and 
G.T.   Pacific   Ry.,  Winnipeg. 

Grand  Trunk  Pacific  Ry.— See  Canadian 
National   Rys.-Grand  Trunk  Pacific  Ry. 

Canadian  National  Rvs.-Grand  Trunk 
Ry.— G.  H.  BROWN,  Commercial  Agent, 
G.T.R.,  Minneapolis,  Minn.,  has  also  been 
appointed  General  Agent,  Freight  De- 
partment,  C.N.R.,   there. 

J.  H.  BURGIS,  General  Agent,  Pas- 
senger Department,  Western  Lines,  G.T. 
R.,  Detroit,  Mich.,  will  also  act  in  the 
same  capacitv  there  for  the  C.N.R. 

W.  H.  BURKE,  Commercial  Agent, 
G.T.R..  St.  Louis.  Mo.,  has  also  been  ap- 
pointed General  Agent,  Freight  Depart- 
ment, C.N.R.,  there. 

E.  F.  FLINN.  General  Freight  Agent, 
Western  Lines.  G.T.R.,  Chicago,  111.,  has 
also  been  appointed  General  Western 
Freight  Agent.  C.N.R.,  there. 

R.  J.  FOREM.AN.  heretofore  Assist- 
ant to  Vice  President  (Traffic),  G.T.R., 
.Montreal,  has  been  appoint<"d  Foreign 
Freight  .Agent.  Canadian  National-Grand 
Trunk   Rvs.     Office,  Montreal. 

W.  J.  GILKERSON.  General  Agent, 
Passenger  Department.  Western  Lines, 
Ci.T.R.,  Minneapolis,  Minn.,  will  also  act 
in  the  same  capacity  there  for  the  C.N.R. 
C.  A.  GORMALY,  heretofore  Division 
Freight  Agent.  G.T.R..  Chicago,  111.,  has 
been  appointed  Foreign  Freight  Agent, 
Western   Lines,  G.T.R.,  and  will  also  act 


September,  1920. 


CANADIAN  RAILWAY  AND  iMARINE  WORLD 


489 


in  the  same  capacity  for  the  C.N.R.,  his 
former  position  being  abolished.  Office, 
Chicago. 

F.  G.  GOULD,  City  Freight  Agent,  G. 
T.R.,  Toronto,  will  also  act  in  the  same 
capacity  for  the  C.N.R. 

H.  H.  HAMILL,  General  Agent,  Freight 
Department,  G.T.R.,  Detroit,  Mich.,  will 
also  act  in  the  same  capacity  there  for 
the  C.N.R. 

J.  D.  McDON.\LD,  General  Passenger 
Agent,  Western  Lines,  G.T.R.,  Chicago, 
III.,  has  also  been  appointed  General 
Western  Passenger  Agent,  C.N.R.,  there. 

P.  MOONEY,  Assistant  General 
Freight  Agent,  C.N.R.,  Quebec,  Que.,  has 
also  been  appointed  General  Agent,  G. 
T.R.,  there. 

A.  Z.  MULLINS,  Division  Freight 
Agent,  G.T.R.,  Grand  Rapids,  Mich.,  has 
also  been  appointed  General  Agent, 
Freight  Department,  C.N.R.,  there. 

A.  S.  MUNRO,  Commercial  Agent,  G. 
T.R.,  London,  Ont.,  will  also  act  in  the 
same  capacity  for  the  C.N.R. 

C.  G.  ORTTENBURGER,  General 
Agent,  Passenger  Department,  Western 
Lines,  G.T.R.,  Chicago.  111.,  will  also  act 
in  the  same  capacity  there  for  the  C.N.R. 

G.  PEPALL,  Assistant  Foreign  Freight 
Agent,  G.T.R.,  Toronto,  will  also  act  in 
the  same  capacity  there  for  the  C.N.R. 

H.  W.  PLOSS,"  Commercial  Agent,  G. 
T.R.,  Milwaukee,  Wis.,  has  also  been  ap- 
pointed General  Agent,  Freight  Depart- 
ment, C.N.R.,  there. 

F.  R.  PORTER,  heretofore  Assistant 
General  Freight  .^gent,  Grand  Trunk  Pa- 
cific Ry.,  Winnipeg,  has  been  appointed 
Foreign  Freight  Agent,  Canadian  Na- 
tional-Grand Trunk  Rys.,  Toronto. 

V.  G.  SMITH,  Division  Freight  Agent, 
G.T.R.,  Stratford,  Ont.,  will  also  act  in 
the  same  capacity  for  the  C.N.R.  there. 

W.  H.  SPICER,  District  Freight  Agent, 
G.T.R.,  Detroit,  Mich.,  will  also  act  in 
the  same  capacity  there  for  the  C.N.R., 
vice  F.  A.  Shaw,  General  Agent,  Freight 
Department,  C.N.R.,  transferred. 

C.  E.  WAGNER,  Commercial  Agent, 
G.T.R.,  Saginaw.  Mich.,  will  also  act  in 
the  same  capacity  there  for  the  C.N.R. 

D.  O.  WOOD,  heretofore  Traffic  Man- 
ager, Export  and  Import  Freight  De- 
partment, C.N.R.,  Toronto,  has  been  ap- 
pointed General  Foreign  Freight  Agent, 
Canadian  National-Grand  Trunk  Rys., 
with  general  supervision  of  the  export 
and  import  traffic  of  these  railways 
through  Atlantic  and  Pacific  ports,  and 
his  former  position  has  been  abolished; 
A.  F.  Read,  General  Foreign  Freight 
Agent,  G.T.R.,  having,  at  his  own  re- 
quest, been  relieved  of  official  duties,  on 
account  of  ill  health,  and  granted  leave 
of  absence  until  Dec.  31,  when  he  will 
be  superannuated.  Office,  Board  of  Trade 
Building,  Montreal. 

J.  A.  WRIGHT,  Assistant  Foreign 
Freight  Agent,  G.T.R.,  Montreal,  will  also 
act  in  the  same  capacity  for  the  C.N.R. 

The  Canadian  Nationals  Rys.  Passen- 
ger Tariff  Bureau  has  been  transferred 
to  new  offices  in  the  G.T.R.  Passenger 
Traffic  Department,  McGill  St.,  Montreal, 
and  for  the  present  R.  F.  Macleod,  As- 
sistant to  Passenger  Traffic  Manager,  C. 
N.R.,  continues  in  charge  of,  and  has 
immediate  supervision  over,  the  C.N.R. 
Passenger  Tariff  Bureau. 

Canadian  Pacific  Ry.— W.  S.  HALL, 
heretofore  Trainmaster,  Red  Deer,  Alta., 
has  been  appointed  Superintendent,  Cran- 
brook  Division,  British  Columbia  Dis- 
tract, vice  C.  S.  Maharg,  transferred  to 
Vancouver.     Office.  Cranbrook. 

R.  A.  McADAM  has  been  appointed 
Master  Mechanic,  Smiths  Falls  Division, 


Quebec  District,  vice  C.  A.  Wheeler.  Of- 
fice,  Smiths    Falls,   Ont. 

C.  S.  MAHARG,  heretofore  Superin- 
tendent, Cranbrook  Division,  British  Col- 
umbia District,  Cranbrook,  has  been  ap- 
pointed Superintendent,  Vancouver  Divi- 
sion, British  Columbia  District,  vice  J. 
L.  Jamieson,  whose  appointment  as  Sup- 
erintendent, Edmonton  Division,  Alberta 
District.  Edmonton,  was  announced  in 
our  last  issue.     Office,  Vancouver. 

Chicago  &  North  Western  Ry.— B.  H. 
BENNETT  has  been  appointed  General 
Canadian  Agent,  with  office  at  Toronto, 
which  position  he  occupied  prior  to  the 
taking  over  orUnited  States  railways  by 
its  Federal  Government.  Recently  he 
has  been  Travelling  Agent,  with  head- 
quarters at  DeKalb,  111. 

Cunard  Line,  Anchor-Donaldson  Line, 
Anchor  Line.— F.  C.  TURNER,  hereto- 
fore Travelling  Passenger  Agent,  Rob- 
ert Reford  Co.,  Montreal,  has  been  ap- 
pointed Travelling  Passenger  Agent, 
Montreal. 

Edmonton,  Dunvegan  &  British  Colum- 
bia Ry.,  Central  Canada  Ry.— LT.  COL. 
J.  G.  REID,  heretofore  in  charge  of  con- 
struction of  C.P.R.  Lanigan  North 
Branch,  has  been  appointed  Chief  Engi- 
neer and  Superintendent,  in  charge  of 
maintenance  and  operation. 

F.  W.  STERLING,  District  Freight 
Agent,  C.P.R.,  Edmonton,  Alta.,  has  also 
been   appointed   District   Freight   Agent, 


E.D.  &   B.C.R.  &  C.C.R.  there. 

Grand  Trunk  Ry.— J.  CAMERON,  here- 
tofore Chief  of  Tariff  Bureau,  Chicago, 
111.,  has  been  appointed  Assistant  Gen- 
eral Freight  .\gent.  Western  Lines.  Of- 
fice, Chicago,   111. 

J.  M.  SPARLING,  heretofore  chief 
clerk  to  Vice  President  (Traffic),  has  been 
appointed  Assistant  to  Vice  President 
(Traffic),  vice  R.  J.  Foreman,  promoted. 
Office,  Montreal. 

H.  C.  SWARTZ,  Master  of  Bridges, 
and  Buildings,  Southern  Division,  St. 
Thomas,  Ont.,  has  been  appointed  Sup- 
erintendent of  Bridges  and  Buildings, 
Eastern  Lines,  as  reported  in  our  last 
issue,  vice  J.  H.  Johnston,  assigned  to 
other  duties.     Office,  Montreal. 

L.  A.  VERONEAU  has  been  appoint- 
ed Chief  of  Tariff  Bureau,  Western  Lines, 
Chicago,  111.,  vice  J.  Cameron,  pz-omoted. 

Pacific  Great  Eastern  Ry.  —  A.  B. 
BUCKWORTII,  for  some  time  repre- 
senting the  interests  in  British  Columbia 
of  E.  R.  C.  Clarkson  &  Sons,  auditors, 
Toronto,  and  latterly  in  charge  of  the 
liquidation  of  the  Spokane  &  British  Col- 
umbia Ry.,  has  been  appointed  Manager, 
P.G.E.R.,  which  is  owned  by  the  British 
Columbia  Government.  Office,  Vancou- 
ver, B.C. 

R.  WILSON,  heretofore  Auditor,  has 
been  appointed  Assistant  General  Man- 
ager and  Comptroller.  Office,  Vancouver, 
B.C. 


Railway  Development,  Projected  Lines,  Surveys,  Con- 
struction, Betterments,  Etc. 


Alaska  Ry. — A  recent  epidemic  of  in- 
fluenza disorganized  the  construction 
forces  on  the  northern  division  of  this 
U.S.  Government  work  and  delayed  it 
considerably. 

Esquimau  &  Nanaimo  Ry. — A  press 
report  states  that  a  contract  has  been  let 
to  G.  F.  Wilson,  Nanaimo,  B.C.,  for  the 
erection  of  a  station  building  there,  at 
an  estimated  cost  of  $2.5,000.  The  spe- 
cifications are  said  to  call  for  a  frame 
building  131  ft.  x  M  ft.,  finished  outside 
in  brick  veneer  and  roughcast,  on  a  con- 
crete basement.  The  central  portion  of 
the  building  will  be  two  storeys,  the  up- 
per story  to  be  set  apart  as  rooms  for 
employes. 

Owing  to  some  delays  in  the  approval 
of  plans  for  the  substructure  of  the  pro- 
posed new  bridge  at  Johnston  St.,  Vic- 
able  to  invite  tenders  for  the  work.  The 
toria,  the  city  council  has  not  yet  been 
bylaw  provides  for  construction  starting 
on  Sept.  1,  but  it  was  stated  Aug.  6  that 
a  contract  could  not  be  let  in  the  time. 
It  was  said,  however,  that  the  city  en- 
gineer would  put  some  men  at  work  on 
certain  fills  necessary  for  the  bridge  and 
its  approaches.  The  bascule  section  of 
the  bridge  is  being  provided  by  the  E.  & 
K.  Ry.  Co.     (June,  pg.  297.) 

Grand  Trunk  Pacific  Ry. — In  an  inter- 
view, on  his  return  to  Ottawa  on  Aug. 
8,  from  a  trip  over  the  Canadian  Na- 
tional Rys.  and  the  G.T.  Pacific  Ry.,  the 
Minister"  of  Railways  is  reported  to  have 
said  that  the  G.T.P.R.  will  require  a 
considerable  expenditure  to  be  made  on 
it  to  bring  its  roadbed  up  to  standard. 
The  work  would  include  the  rebuilding 
of  a  number  of  bridges  and  the  filling 
in  of  a  number  of  trestles. 

While  at  Prince  Rupert,  B.C.,  July  23, 
the  Minister  is  reported  to  have  express- 
ed surprise  at  the  condition  of  the  ter- 
minal   facilities   there,   and   to   have    in- 


formed the  citizens  at  a  public  meeting 
that  he  would  take  up  the  question  of 
the  provision  of  adequate  terminals  with 
Canadian  National  Rys.  officials  and 
have  the  work  proceeded  with  as  soon 
as  possible.     (Aug.,  pg.  248.) 

Kettley  Valley  Ry. — We  are  officially 
advised  that  a  contract  has  been  let  to 
W.  P.  Salvus,  Penticton,  B.C.,  for  grad- 
ing a  line  from  South  Penticton  to  the 
head  of  Dog  Lake,  about  two  miles.  The 
work  is  without  any  feature  of  engineer- 
ing interest.  This  is  the  first  section  of 
a  line  to  be  built  from  Penticton  south- 
erly to  near  the  International  Boundary, 
for  which  an  agreement  was  entered  in- 
to between  the  company  and  the  British 
Columbia  Government.  The  second  sec- 
tion of  the  line  is  to  extend  from  the 
south  end  of  Dog  Lake  to  a  new  town- 
site  near  Fairview,  but  we  are  officially 
advised  that  it  is  not  likely  this  will  be 
put  under  construction  this  year.  In  or- 
der to  provide  for  the  settlers  in  the  dis- 
trict the  company  has  bought  from  the 
C.P.R.  Co.  the  steamship  York,  to  be 
transferred  to  Dog  Lake  and  used  in 
hauling  freight  and  towing  barges.  Pro- 
vision is  made  in  the  agreement  with 
the  B.C.  Government  for  the  construc- 
tion at  a  later  date  of  a  line  along  one 
side  of  the  lake  to  connect  the  two  sec- 
tions of  line.     (Aug.,  pg.  428.) 

Northern  Light  Rys.  Co. — A  press  re- 
port states  that  negotiations  are  in  pro- 
gress for  placing  the  bonds  of  this  com- 
pany, which  proposes  to  build  light  rail- 
ways in  the  northern  mining  camps  of 
Ontario,  to  link  them  up  with  the  Timis- 
kaming  &  Northern  Ontario  Ry.  An- 
other report  states  that  surveys  have 
been  completed  for  a  line  from  Elk  Lake 
to  Gowganda,  and  that  surveys  are  be- 
ing made  for  a  line  from  Swastika  to 
the  Kirkland  Lake  and  the  Larder  Lake 
areas.     (Aug.,  ug.  428.) 


490 


CANADIAN  RAILW  AV  ANk»  MARINE  WORLD 


September,  1920. 


Spiikanr  Inlrrnallunal  K>. — A  prwiii  rr- 

IM.rt       li.l,  .     th:.i     11, II. I,, ^ -.11.    i'slinilit- 

'    at)- 
rlinr 

;.nili. 

iir.    Wn!«h.,    to    ihi-    InUrnn- 
!ary   nt    Kaxtpiirt,   Wn.")).,  un 

; .!i',  ntiil  ot   KintcxKotc  (ni   ihr 

Canadian  !<i<l<-,  with  n  ('.I*.K.  hninoh  line. 

TimUknminK  &    Nnrthrrn  Ontario   Ry. 

■i     '        ■    ■     '1  i>f  niiiKT!*  wiiitfcl  U|Min  the 

'  •  rnnicnt  recently  to  urKi- the 

«f     II     I'mnch     lini-     from 

i  .■  il  Lake  and  Lar- 

'   ,  nliout  22  niiIi-8 

i  .to  have  raid  in 

ni'ly    1 1. lit    ;!.     i;..\  mmicnt    must   be   as- 

»uri-<l  Iiy  invi'stiKation  that  the  poii.siliili- 

tii's    of    tnilTif    to   and    from    the    mines 

would  warrant   the  construction  of  .such 

a  line.     (July.  pit.  387.) 


OccupnUon  dT  Toronto  New  l^nion 
Station  Offices. 


The  Toronto  Terminals  Ry.  Co.,  which 
i«  building;  the  new  union  .station,  has 
had  its  offices  in  the  building;  for  some 
time  past,  I'.  K.  Gillen,  General  Man- 
BRer;  J.  R.  Ambrose,  Chief  Engineer, 
and  other  oflicial.s  bcintr  located  in  the 
center  winjr  on  the  fourth  floor.  The 
whole  of  the  eastern  wintr  will  be  de- 
voted to  post  office  purposes,  the  second, 
third  and  fourth  floors  in  the  western 
wintt  will  be  devoted  to  offices,  and  there 
will  also  be  some  other  offices  in  the 
center  winjr,  on  the  third  and  fourth 
floors.  Final  arrangements  for  the  al- 
lotment of  the  office  space  between  the 
diff'erent  railways  have  not  been  com- 
pleted. In  the  meantime  it  is  said  that 
in  the  western  winjr  the  second  floor  will 
be  divided  between  the  C.P.R.  and  G.T. 
R.  and  possibly  the  Canadian  National 
Rys..  the  C.P.R.  vnll  have  the  whole  of 
the  third  floor,  and  the  fourth  floor  will 
be  divided  between  the  Canadian  Na- 
tional   Rys.   and    the   G.T.R. 

The  following  C.P.R.  officials  will  remove 
their  offices  Sept.  15,  from  the  old  union 
station  building  to  the  new  one,  viz.:— 
n.  C.  Grout,  General  Superintendent; 
W.  .M.  Neal,  Assistant  General  Superin- 
tendent; W.  Tansley,  Car  Service  Agent; 
F.  Ronaldson,  Master  Mechanic;  Lt.  Col. 
Blair  Ripley,  C.B.E.,  D.S.O.,  District  En- 
gineer; F.  M.  Rutter,  Superintendent, 
Bruce  Division;  H.  J.  Humphrey,  Sup- 
erintendent, Trenton  Division;  W.  B. 
Howard,  District  Passenger  Agent;  M. 
H.  Brown,  Division  Freight  Agent;  S. 
Wertheim,  Superintendent,  Sleeping, 
Dining  and  Parlor  Car  Department;  H. 
Eisdale,  Paymaster;  J.  W.  Sehliehauf, 
Claims  Agent;  E.  Bury,  Commissary 
Agent. 

The  following  G.T.R.  officials  will 
move  from  the  old  union  station  to  the 
new  one  about  Sept.  l."): — C.  H.  Bowker, 
fk'neral  .Superintendent;  W.  S.  Wilson, 
.Superintendent  of  Transportation;  G.  A. 
.Stoke.".  Superintendent,  Toronto  Termi- 
nals; E.  G.  Hewson,  Division  Engi- 
neer; L.  I.  Stone,  Assistant  Engineer. 
Toronto  Terminals;  G.  A.  Mitchell,  Sup- 
i-rintendent.  Bridges  and  Buildings;  H. 
Ferguson,  Superintendent  of  Tack,  also 
W.  H.  Patton,  Superintendent  of  Signals. 

The  following  Canadian  National  offi- 
cials will  also  move  about  Sept.  15,  from 
their  present  uptown  ortices  to  the  new 
union  station,  where  they  will  occupy 
offices  in  the  north  section  of  the  fourth 
floor,  viz.: — General  Superintendent's 
organization.  Superintendent's  organiza- 
tion, Supervisor    of    Boarding    Cars  de- 


partment, and  the  telegraph  ofllcc.  The 
trnffic  ilepartiiient  will  probably  move 
from  the  Koynl  Bank  Building  to  the 
.lecond  floor  of  the  new  union  Hlution. 

(Jomwall  InlrrHKilrhinK  Arm ...,.,>. 

The  Bonrd  of  Railway  (omn 
the  matter  of  the  proposed 
by  the  (  .I'.R.,  G.T.R.  and  .<•  „  ..,,, 
(.'entral  Rd.  of  the  existing  inu-rswilch- 
ing  arrangeiiientK  with  Cornwall  St.  Ry., 
Light  &  Power  Co.,  which  were  to  take 
effect  Aug.  2,  ordered  on  July  .'10  that 
the  portions  of  the  steam  railway  com- 
panies schedules  which  provided  for  the 
abrogation  of  the  arrangements  be  sus- 
pended  until    further  order. 

(Mand   Trunk    Railway   Con.struc- 
tion,  Ik'tterment.s,  Etc. 


G.T.R.-Canadian  National  Ryg.  Con- 
nections.— The  Board  of  Railway  Com- 
missioners has  authorized  the  G.T.R.  to 
make  connection  with  the  Canadian  Na- 
tional Rys.  on  Lot.  10,  Con.  1,  Brighton 
Tp.,  Ont.,  and  on  Lot  21,  Con.  2,  Rich- 
mond Tp.,  near  Napanee,  Ont. 

East  Toronto  Bridge  Rebuilding. — The 
Board  of  Railway  Conimis."ioners  has 
authorized  the  G.T.R.  to  rebuild,  by  Sept. 
•'{0,  1921,  the  bridge  over  its  tracks  at 
.Main  St.,  Toronto.  The  bridge  is  near 
York  station,  in  the  old  municipality  of 
East  Toronto.  The  new  structure  is  to 
be  46  ft.  wide,  with  sidewalks  10  ft.  wide 
on  each  side  of  the  bridge,  the  bridge  to 
be    decked    with    cement.      The    Citv    of 


Toronto  is  to  nay  the  cost  of  aurfacing 
the  bridge  and  approaches,  and  aUo  of 
making  the  bridge  of  a  greater  width 
than   that  named   in  the  order. 

PalmrrHton,  Ont,  Trrminalo. — A  presii 
report  Ktate<<  that  additional  land  has 
been  Kecured  at  Palmi-r.»lon,  Ont.,  for  a 
car  repairing  plant.  The  bridge  and 
building  department  is  reptirt<-d  to  be 
ili'iiniig  the  side  and  iretting  things  in 
order  for  the  immediate  building  of  the 
shop. 

t.nndon  Trork  Elevation. — The  report 
of  the  City  Engineer  on  the  proposed 
elevation  of  the  G.T.R.  tracks  in  the  .  ity 
is  under  consideration  by  the  City  of 
London's  crossings  committee.  The  re- 
port is  said  to  recommenil  the  placing  of 
subways  in  the  cast  end  of  the  city,  at 
Adelaide  and  Rectory  Sts.,  and  an  over- 
head walkway  for  pedestrian."  at  Egcr- 
ton  St.  The  cost  of  the  subways,  it  i« 
suggested,  be  borne  40' r  by  the  city  and 
fiO'  <  by  the  railway.  The  position  of 
afl'airs  in  the  west  end  is  not  dealt  with, 
as  it  is  expected  that  the  Canadian  Na- 
tional Rys.  will  take  steps,  at  an  early 
date,  to  erect  station  in  conjunction  with 
the  Canadian  Pacific  Ry.  and  the  Lon- 
don &  Port  Stanley  Ry.     (Aug.,  pg.  4.36.) 

Komoka  Bridge  Rebuilding.  —  The 
Board  of  Railway  Commissioners  has 
authorized  the  G.T.R.  to  rebuild  the 
overhead  bridge  carrying  the  highway 
over  its  line  at  mile  127.98,  about  1.75 
miles  east  of  Komoka,  Ont.,  on  the  line 
lictween  London  and  Siuiiia. 


^S^H^..^.^// 


trip. 


nl  MInUirr  on  an  olBcial 
Racrj  in  Monlrral  Star. 
EDITORS  NOTE.  Hon  llrni.h  Hnwmiin.  M  1.  A  .  Mini.trr  of  I.<in<lii  and  FomU.  in  thr  OnUrio 
(Tovprnmrnt.  mailr  ■  Northern  Ontario  tour  rrcrntly.  in  the  irovemmrnfi  ofllrial  car  WhilncT, 
arrompanieil   by   mi-ml>rr«   of   hl»    family  and  aevcral    rrlatirM,   whirh   rauaed  roniidrrable  rommenL 


September,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


491 


Canadian  Railway 

Marine  World 


Application  for  Increases  in  Freight  and  Passenger 

Rates. 


Devoted  to  St«am  and  Electric  Railway, 
££^rine.    Shipbuilding   and    Railway,    Harbor  and 

Canal   Contractors'    Interests. 

Official   Orean    of   various   Canadian  Tranaporta- 

tion  Associations. 

Published   on    the   first   of   each    month  at 

70  Bond  Street,  Toronto,  Canada. 


ACTON  BURROWS. 
PlBPrietor    and    Editor. 


AUBREY    ACTON    BURROWS, 
Business  Manager. 


Assistant  Editors, 
John  Keir  and  Donald  F.  Kbir 


United   States    Business   Representative. 

A.  Fenton  Walker.  143  Liberty  St,  New  York. 


Member  of 
Associated       Business       Papers, 
Audit     Bureau     of     Circulations 
Canadian    National    Newspapers 

and    Periodicals  Association, 
Canadian        Press      Association, 


SUBSCRIPTION  PRICE,  includine  posUKS  any- 
where, $2  a  year  in  advance. 

SINGLE  COPIES,  25  cents  each,  Inclnding 
postage. 

The  best  method  of  remitting  is  by  express  or 
post  office  money  order.  If  remittance  is  made 
by  cheque.  15  cents  should  be  added  to  cover  cost 
of  collection  unless  cheque  is  payable  at  par  in 
Toronto  or   Montreal. 

NOTICE  TO   ADVERTISERS. 
ADVERTISING   RATES   furnished  on   application. 
ADVERTISING   COPY   must   reach   the   publishers 
■by    the   10th    of   the   month    preceding   the   date   of 
the  issue  in   which   it  is  to  appear. 

TORONTO.   CANADA.   SEPTEMBER,  1920. 

PRINCIPAL  CONTENTS. 


Appointments.    Transportation    488 

Birthdays    of    Transportation    Men    476 

Board   of   Railway   Commissioners. — 

Orders    by.    Summaries    of    476 

Traffic    Orders    498 

Canadian  -National    Rys..    Construction 484 

Canadian     Pacific    Ry..     Construction     483 

Electric    Railway    Department 501    to    608 

Finance,    Meetings.    Etc : 607 

OtUwa   Electric   Ry.   Insurance   Plan   608 

Personal    _...  505 

Ontario   Hydro   Electric    Radial    Railway  In- 

vestiiration   501 

Passenirer   Fare  Increases  602 

Projects.   Construction.   Etc 508 

Toronto    and    Motor    Busses    506 

Toronto    Ry.    and    Citv    Percentages    607 

Wages.   Working  Conditions,   Etc 604 

Express    Companies.    Amontr    the   _ 600 

Freight    Chanres.    Prepayment    of    497 

Freio-ht  and    Passent'er  Traffic   Notes   482 

Grain    in    Store   at   Elevators    495 

Grand   Trunk   Ry.,   Betterments,   Etc 490 

Granil   Trunk    Ry.   Merged   into    Canadian   Na- 
tional   Rys 486 

Mainly   About   Railway   People   492 

Marino    Department    509    to    524 

Canada-West    Indies    Trade    Agreement    and 

Steamship    Serx'ices    616 

Canadian     Government      Merchant     Marine. 

Operation.    Shipbuilding    513 

Canadian    Pacific    Ocean    Services.    Empress 

of    Canada    Launched    611 

Personal     518 

Sault    Ste.    Marie    Canals    Traffic    621 

Shipbuilding.    General,     in    Canada    509 

Shipbuilding    Supremacy    by    United    King- 
dom   617 

Ships    Registered   in    Canada    512 

United    States    Shipping    and    Sbipbuildins 

Notes     S19 

Wreck     Commissioners      Enquiries,    Etc 628 

Montreal    Harbor  Terminal   Ry.   Electriflcation  473 

Railway   Development    489 

Railway     Farninffs     483 

Railway    Finance.    Meetings,    Etc 499 

Railwav    Rolling   Stock    Orders   and    Deliveries  496 

Rate    Increase    Application    491 

Rate   Increases    in    the   United   States   478 

Snow    Fighting    Equipment    469 

Telegraph.   Telephone   and  Cable  Matters   500 

Trade  and  Supply  Notes   524 


Canadian  Railway  and  Marine  World 
for  -August  contained  the  application 
made  by  the  Railway  Association  of  Can- 
ada to  the  Board  of  Railway  Commis- 
sioners for  an  increase  in  freight  rates. 
The  following  additional  application,  in- 
cluding also  passenger,  sleeping  and  par- 
lor car,  excess  baggage  and  milk  rates, 
was  addressed  to  the  board  by  the  asso- 
ciation on  July  28,  over  the  signatures  of 
Howard  G.  Kelley,  President,  and  C.  P. 
Riddell,  General  Secretary: — 

"Referring  to  the  application  dated 
July  9,  made  by  this  association  on  be- 
half of  the  railway  companies  members 
thereof,  and  of  all  other  railway  com- 
panies within  the  jurisdiction  of  the 
board,  for  authority  to  make  a  general 
advance  of  307c  in  the  tolls  at  present 
charged  for  the  carriage  of  freight  Ijy 
the  said  companies.  It  was  set  out  that 
the  increase  in  rates  sought  by  that  ap- 
plication was  based  entirely  on  present 
costs,  and  did  not  take  into  consideration 
any  increase  in  wages  or  costs  which 
might  occur  thereafter.  Accordingly,  we 
desire  to  take  the  earliest  opportunity  to 
draw  the  board's  attention  formally  to 
the  award  of  the  United  States  Labor 
Board,  decision  2,  dated  at  Chicago  July 
20th,  which  provides  for  a  very  large  in- 
crease in  wages  to  be  paid  to  all  classes 
of  employes  on  railways  in  the  United 
States.  Demands  have  already  been  made 
upon  the  various  Canadian  railway  com- 
panies for  the  application  to  their  em- 
ployes of  the  same  scale  of  advances,  to 
take  effect  as  from  May  1  last.  If  such 
demands  should  be  granted  it  would  in- 
volve a  very  large  additional  annual  out- 
lay, which  would  necessitate  a  corres- 
ponding increase  in  the  revenues  of  the 
companies. 

"Accordingly,  we  have  thought  it  ad- 
visable to  bring  these  facts  to  the  atten- 
tion of  the  board,  and  to  notify  it  that 
at  the  hearing,  evidence  will  be  submit- 
ted as  to  the  additional  expense  involved 
if  these  demands  are  to  be  met,  in  order 
that  the  board  may  be  in  a  position  to 
grant  authority  to  the  railway  companies 
to  make  such  additional  increases  in 
freight  and  passenger  rates  as  it  may 
deem  to  be  necessary  to  meet  the  altered 
conditions.  After  careful  consideration, 
the  representatives  of  the  Canadian  rail- 
way companies  are  of  the  opinion  that  if 
the  increase  in  wages  granted  in  Canada 
is  to  correspond  with  the  increase  recom- 
mended in  the  United  States  it  will  cost 
the  Canadian  companies  an  additional 
$60,000,000  a  year,  and  they  will  be  un- 
able to  meet  the  situation  without  rate 
increases  at  least  equal  to  those  request- 
ed by  the  U.S.  roads  and  now  under  con- 
sideration by  the  Interstate  Commerce 
Commission.  The  Canadian  companies 
will,  therefore,  on  the  hearing  of  the 
present  application,  request  the  board  to 
authorize  rate  increases  (in  addition  to 
the  ZO'/r  required  to  take  care  of  present 
conditions)  at  least  equal  to  those  re- 
quested in  the  U.S.,  which  are  as  follows: 

"Passenger  fares  increased  209'f,  mini- 
mum not  less,  than   10c. 

"Excess   baggage   rates   20^?^. 

"Surcharge  on  sleeping  and  parlor  cars 
50'y   of  charge  for  space  occupied. 

"Milk  40<^(-  (being  .SO^f  to  equalize  the 
increase  asked  for  in  original  applica- 
tion and   lO'r    additional). 

"Freight  and  switching  revenues  to  be 
increased  sufficiently  to  yield  the  bal- 
ance   of    the    revenue    required    to    meet 


the  increased  operating  expenses  due  to 
the  wage  increase  herein  referred  to,  in 
addition  to  the  percentage  increase  al- 
ready proposed  in  this  proceeding — such 
additional  increase  in  the  case  of  the  U. 
S.  roads  being  estimated  at  10% 

"On  the  hearing  the  Canadian  com- 
panies will  also  urge  that  the  board  for 
the  current  year  authorize  such  rates  as 
will  assure  to  the  companies  sufficient 
revenue  to  meet  all  increases  on  account 
of  wages  or  materials  properly  charge- 
able to  the  operating  expenses  of  that 
year.  Copies  of  this  letter  have  been 
sent  to  all  the  parties  to  whom  the  ori- 
ginal application  was  sent." 

The  hearing  on  the  application  open- 
ed, before  the  Board  of  Railway  Com- 
missioners, in  Ottawa,  Aug.  10,  the  tak- 
ing of  evidence  and  arguments  continu- 
ing until  Aug.  21,  when  judgment  was 
reserved.  The  case  for  the  Railway  As- 
sociation   of   Canada    was    presented    by 

F.  H.  Phippen,  K.C,  and  for  the  indi- 
vidual railways  by  E.  W.  Beatty,  K.C, 
President,  and  W.  N.  Tillev,  K.C,  Con- 
sulting Counsel,  C.P.R.;  D.  B.  Hanna, 
President,    Canadian    National    Rvs.;    H. 

G.  Kelley,  President,  G.T.R.  and  G.T. 
Pacific  Ry.;  and  W.  C.  Chisholni,  Gen- 
eral Solicitor,  G.T.R.  Among  the  prin- 
cipal witnesses  for  the  railways  were 
W.  J.  Moule,  Assistant  Comptroller,  C. 
P.R.;  A.  J.  Hills,  Assistant  to  President, 
Canadian  National  Rvs.;  J.  B.  McLaren, 
General  Auditor,  G.T.R.;  G.  D.  Wads- 
worth,  G.'  F.  and  P.  A.,  Quebec  Central 
Ry.;  J.  H,  Cobum,  Secretary,  Essex  Ter- 
minal Ry. 

Among  those  who  opposed  the  appli- 
cation were  the  following: — Nova  Scotia 
Government,  represented  by  R.  E.  F'inn; 
Maritime  Province  interests,  by  E.  M. 
Macdonald;  Manitoba  Government,  by  H. 
J.  Symington;  Saskatchewan  Government 
and  National  Dairy  Counci,  by  D'Arcy 
Scott;  City  of  Toronto,  by  G.  R.  Geary, 
K.C;  Canadian  Manufacturers  Associa- 
tion, by  A.  C  .McMaster;  United  Far- 
mers of  Ontario,  by  G.  Waldron;  Cana- 
dian Wholesale  Grocers  Association,  by 
Hugh  Blain;  Winnipeg  and  other  west- 
ern boards  of  trade,  by  J.  B.  Coyne; 
Canadian  Retail  Coal  Association,  by  J. 
M.  Daly;  Eastern  Live  Stock  Associa- 
tion, by  C.  W.  Gearney;  Western  Live 
Stock  Association,  by  J.  L.  Anderson; 
Canada  Lumbermen's  Association,  by  F. 
Hawkins,  British  Columbia  Shingle  and 
Lumber  Manufacturers,  by  R.  H.  H.  Alex- 
ander; Mountain  Lumbermen's  Associa- 
tion, by  i.  R.  Poole.  A  number  of  indi- 
vidual interests  were  also  represented. 


Victoria    Bridge,    Montreal,    Damaged. 

Considerable  damage  was  done  to  the 
G.T.R.  Victoria  Bridge  over  the  St.  Law- 
rence River  at  Montreal,  Aug.  22.  A  fire 
was  discovered  in  the  planking  of  the 
section  devoted  to  general  traffic,  and 
before  it  could  be  extinguished  about  a 
third  of  the  planking  was  partially  or 
entirely  destroyed.  Traffic  was  not  in- 
terrupted on  the  steam  and  electric  rail- 
way sections,  but  vehicular  traffic  was 
stopped.  Repair  work  was  started  the 
next  day,  and  it  was  expected  to  have  it 
completed  by  Aug.  .'50. 

C.P.R.  Cartage. — It  was  announced  by 
the  C.P.R.  freight  department  in  Mont- 
real, recently,  that  its  cartage  will  con- 
tinue to  be  done  by  the  Dominion  Trans- 
port Co. 


>kplerii»^r,  I'MO. 


Mainly  About  Railway  People  Throughout  Canada. 


.I..~. nil  Orvillr  Vd.im-..  uhimo  nppoint- 
!•  l-roit:ht  Aiicnt, 

I  i     Trunk     Kyu.. 

>  ■tf\    in    our    Inst 

1  M  111  I.,.iHl..n.  Ont..  Nov.  21, 

1  •■  mi    rnilwny   ncn-iro   Nov. 

11..      ......    whrn  ho  hns  hcfn  to  Apr. 

,'>n,  liuij,  iiicr-.-cnKcr,  rlrrk  and  rhiof  liill- 
inir  dt-rk.  C.T.K.,  London.  Out.;  Mny  1, 
IWJ  to  f)(t.  S.  Ili0:i.  chief  billinc  cl<>rk. 
nnd  i-hicf  cliTk.  Import  Kroicht  pppnrt- 
nicnt.  G.T.K..  r..rtland.  M.'.:  (Vt.  9,  1!»0.-? 
to  Mnr.  .•11.  r.iOJ.  Ak'i-nt.  rc-ntrnl  Wr- 
niont  Ry..  Wilji-mfttic,  ronn.;  Apr.  1. 
I'.'Ot.  to  Ki-b.  2J>.  i;iOH.  Apcnf,  .«nnie  road. 
Hnrrip.  Vf.;  Mar.  1,  lltO«  fo  Jan.  1.  1015, 
(ii'ncml  .•\tront,  samp  road,  Burlinuton, 
Vt.;  Feb.  1,  11M5.  to  Juno  14.  1917,  Tra- 
vidlinj:  Fri-itrht  A^fnt.  sami'  road,  Bos- 
ton, Mass.;  .Iiinc  15,  1917,  to  Sept.  14, 
1919,  Comnu'roiai  Ajrent,  same  road,  New 
York;  Sept.  \i,  1919  to  .July  1920,  Gen- 
eral Kastem  Freiuht  Aftent,  G.T.R.,  New 
York. 

Leonard  E.  Aver,  who  has  been  ap- 
pointed General  Apenf,  Canadian  Na- 
tional-Grand Trunk  Rys.,  Kansas  City, 
Mo.,  was  born  at  Henderson,  la.,  Jan. 
11,  1877.  and  entered  railway  service, 
Apr.  9,  1898,  since  when  he  has  been,  to 
Sept.  1898.  student  station  work.  Bur- 
linirton  &  Missouri  River  Rd.  in  Nebras- 
ka. Saronville  and  Fairmont.  Neb.;  Sept. 
1898  to  Nov.  1900,  clerk,  local  freipht 
office,  Buriinjrton  Route.  Sioux  City.  la.; 
Nov.  1900  to  Apr.  1902.  station  ticket 
clerk,  Chicajro  &  North  Western  Ry., 
Sioux  City,  la.;  Apr.  1902  to  Nov.  1903. 
station  ticket  clerk,  same  road,  Ashland. 
Wis.;  Nov.  19n:j  to  Nov.  1907.  Contract- 
inp  Apent.  Duluth.  South  Shore  &  At- 
lantic Ry..  Duluth,  Minn.;  Nov.  1907  to 
Auk.  1908.  apcnt,  Minnesota  &  Interna- 
tional Ry..  Tenstrike.  Minn.;  Sept.  1908 
to  Mar.  1911,  City  Ticket  Ajrent,  Duluth, 
Misabe  &  Northern  Ry.,  Duluth,  Minn.; 
Mar.  1911  to  Apr.  1916,  chief  clerk,  Ca- 
nadian Northern  Ry.,  Chicago,  111.;  Apr. 
191G  to  Sept.  1917,  Commercial  Apent, 
same  road,  St.  Louis,  Mo.;  Sept.  1917  to 
Auk.  2.  1920.  General  ARcnt,  C.N.R.,  St. 
Louis,  Mo. 

Georpe  .Murray  Baillie,  whose  appoint- 
ment as  Assistant  Superintendent.  Lon- 
don Division.  Ontario  District,  C.P.R., 
Windsor,  Ont.,  was  announced  in  our 
last  issue,  was  born  at  West  St.  John, 
N.B.,  Mar.  31,  1879.  and  entered  C.P.R. 
service  Nov.  25,  1895,  since  when  he  has 
been,  to  189f),  messenRer,  West  St.  John, 
N.B.;  1897  to  1898,  car  checker,  West 
St.  John,  N.B.;  1899,  freipht  clerk,  Owen 
Sound,  Ont.;  1900  to  1903,  freiRht  clerk, 
St.  John,  N.B.;  1904,  freight  clerk,  Mont- 
real; 1905.  niirht  apent.  West  St.  John, 
N.B.;  1906  to  1918.  apent.  Fairville,  N.B.; 
1919  to  May  1920,  assistant  apent.  West 
St.  John,   N.K. 

Goorpe  Huph  Brown,  who  has  been  ap- 
pointed General  Apent.  F"reipht  Depart- 
ment. Canadian  National-Grand  Trunk 
Uvs.,  Minneapolis.  Minn.,  was  born  at 
West  Lebanon.  N.H.,  Oct.  17,  1876,  and 
entered  G.T.R.  ser%Mce  Jan.  2.  1882;  since 
when  he  has  been,  to  Jan.  1,  1898,  mes- 
senper,  stenoprapher,  clerk.  Chicapo.  III.; 
.Tan.  1,  1898,  to  July  1,  1915.  Soliritinp 
Freipht  Apent,  ChicaKo;  July  1.  1915,  to 
July  1,  1918,  Commercial  Apent.  Omaha, 
Neb.;  July  1  to  Nov.  1,  1918,  Tariff  In- 
spector, Chicapo;  Nov.  1,  1918,  to  Jan. 
1.  192(1.  Tnivellinp  Representative,  Chi- 
capo; Jan.  1  to  Aup.  2,  1920,  Commercial 
Apent,   Minneapolis.    Minn. 

.\rthur    Bernard    Buckworth.    who   has 


iH'en  aiipointeil  General  .Mnnaper.  Pacific 
<ireal  kiistern  Ky..  Vanrouver.  B.C.,  was 
born  at  Birnnnpham,  Knp.,  Mar.  2,  1H76, 
enti'r*^!  tran.'tportation  ser%ice  in  1896, 
and  was  to  1897  enpaped  in  loading 
freight  cars  for  C.P.R.  at  Vancouver,  B. 
C.;  1898  to  1906.  ticket  agent.  C.P.R., 
an<l  land  apent.  Great  Northern  Ry.. 
Vmir.  B.C.;  1906  to  1912.  engaged  in 
timber  contracting  for  railway.*;  1912  to 
1918.  representative  at  Vancouver,  for 
K.  R.  C.  Clarkscin  &  Sons,  Toronto,  trus- 
tees and  liquidators;  1918  to  Aup.  1, 
1920,  .Manager,  under  R.  R.  C.  Clarkson 
&  Sons,  .Spokane  &  British  Columbia  Ry., 
Vancouver.  B.C. 

Sir  (ieorge  Bury,  formerly  Vice  Presi- 
dent. C.P.R..  Montreal,  and  latterly  Pre- 
sident and  General  Manaper,  Whalen  Pulp 
&  Paper  Co..  Vancouver,  B.C.,  who  re- 
sipneil  the  latter  position  recently,  left 
Montreal,    Aup.    12,   for   Cuba.      .An    un- 


A.   B.   Warren. 

Gonrral    .ManaKtT,    Western    Line«.    CanaJinn    Na- 
tional   Ry.   and   Grand   Trunk    Parinr    Ry. 

confirmed  press  report  states  that  he  has 
been  asked  by  the  Mexican  Government 
to  undertake  the  manapement  of  the  re- 
construction of  the  Mexican  National 
Rys.,  and  that  this  matter  will  have  his 
attention  on  his  return  to  Canada  during 
September. 

A.  D.  Cartwright,  Secretary,  Board  of 
liailway  Commissioners,  Ottawa,  spent 
Aupust,  with  his  family,  at  Brnckley 
Beach.  P.E.I. 

W.  (;.  Chace,  Chief  Enpineer,  Greater 
Winnipeg  Water  District,  from  1913  to 
.lune  last,  when  he  resipned  to  organize 
Reseanh  &  Development,  Ltd.,  a  Mani- 
toba corporation  purposing  to  initiate 
new  industries  in  that  province,  based 
on  its  resources,  and  on  such  other  com- 
mercial enterprises  as  might  offer  op- 
portunity of  success,  has  been  appointed 
Pri'sident  and  Manager,  Canadian  Ix>ck 
Joint   Pipe  Co.,   Toronto. 

Mr*.  D.  C.  Coleman,  wife  of  the  Vice 
President,    Western    Lines.    C.P.R..    who 


was  spending  part  of  the  Hammer  with 
her  two  boys,  aged  K  and  fi,  at  fjikc 
Windermere  Camp,  near  Inverness,  B.C., 
was  drowned  while  bathing  there  Aug. 
24.  It  appears  that,  contrary  to  her 
usual  practice,  she  went  for  a  swim  in 
the  early  morning,  following  a  horse- 
back ride,  ami  when  about  50  ft.  from 
the  shore  appeared  to  be  in  difficulties, 
and  called  for  assistance.  This  was  im- 
mediately rendered  by  a  man  in  a  canoe, 
but  at  a  critical  moment  the  canoe  turn- 
ed ov<-r,  and  .Mrs.  Coleman  sank  in  deep 
water.  She  was  an  untiring  worker  in 
phinanthropic  work,  and  engaged  a  great 
deal  in  outdoor  sports.  On  the  day  prior 
to  her  death,  she  took  a  principal  part 
in  the  reception  to  the  Imperial  Press 
Conference  delegates. 

A.  H.  Davis,  who  has  been  appointed 
General  Agent,  Freight  Department,  Ca- 
nadian National-Grand  Trunk  Rys.,  St. 
Paul,  Minn.,  was  born  Jan.  14,  1876,  and 
entered  transportation  service  Nov.  12. 
1890.  with  S.  Cunard  &  Co.,  General 
.Agents,  Allan  Line,  Halifax,  N.S.,  and 
transferred  to  C.P.R.  steamship  ser\"ice 
on  its  organization,  and  was  to  May  1910 
chief  clerk  at  St.  John,  N.B.,  and  Que- 
bec, Que.  In  May.  1910.  he  was  ap- 
pointed Passenger  Agent.  Canadian  Nor- 
thern Steamships  Ltd..  Montreal,  and  on 
the  .sale  of  that  company's  ships  to  the 
Cunard  Co.  in  Feb..  1915,  he  was  ap- 
pointed City  Passenger  Apent,  Canadian 
Northern  Ry.,  Winnipep,  and  was  subse- 
quently appointed  General  Agent,  Freight 
Department,  same   road,   St.   Paul,   Minn. 

James  Dunsmuir,  formerly  director,  C. 
P.R.,  and  Lieutenant  Governor  of  British 
Columbia,  who  died  at  Victoria,  B.C.. 
June  6,  left  an  estate  of  the  total  value 
of  $3,597,583.08  gross,  with  debts  and 
liabilities  estimated  at  $265,066.03.  The 
inventory  of  the  estate  does  not  contain 
the  Canadian  Northern  Ry.  debenture 
stock  mentioned  in  the  will,  but  in  an 
affidavit  made  in  connection  with  the  pro- 
perty, the  amount  of  this  stock,  mention- 
ed as  having  been  transferred  to  the 
children  in  P>b.,  1920,  is  sUted  as  £764,- 
719    12s.   4'-2d. 

W.  H.  Ellis.  M.A.,  M.B.,  LL.D.,  form- 
erly Dean,  Engineering  and  Applied 
Science  Faculty,  Toronto  University,  died 
in  Muskoka  Aug.  23,  aged  74,  as  the 
result  of  a  stroke,  shortly  after  swim- 
ming. 

Rowland  J.  Foreman,  who  has  been 
appointed  Foreipn  Freipht  Agent,  Can- 
adian National-Grand  Trunk  Rys..  Mont- 
real, was  born  at  Toronto.  Dec.  31.  1878. 
and  entere<l  transportation  service  in 
August.  1892,  since  when  he  has  been, 
to  July  31.  1898,  clerk  and  stenographer. 
G.T.R. .  Toronto;  Dec.  1898  to  1902.  sten- 
ographer, secretary  and  chief  clerk  to 
General  Freight  and  Passenger  Agent, 
and  General  Manager.  Ijike  Erie  &  De- 
troit River  Ry..  Walkcrville.  Ont.;  1902 
to  Sept.  1904.  chief  clerk  to  Superinten- 
dent. Buffalo  Division,  .same  road.  Walk- 
crvilio  and  St.  Thomas.  Ont.;  Sept.  1904 
to  Mar.  1906.  chief  clerk  to  Secretary- 
Treasurer.  Canadian  Freipht  .Association. 
Toronto;  Mar.  1906  to  Dec.  1907.  Assist- 
ant to  Chairman  of  .Advisory  Commit- 
tee. Canadian  Freight  Association.  Mont- 
real; Jan.  1908  to  Jan.  1911.  chief  clerk. 
Tariff  Bureau.  Grand  Trunk  Pacific  Ry.. 
Winni|>eg;  Jan.  1911  to  July  1913,  As- 
sistant General  Freight  Agent,  G.T.P.R.. 
Winnipeg;  Aug.  1913  to  July  1920,  .As- 
sistant to  Vice  President  (Traffic),  G.T. 
R.  and   G.T.P.R..   Montreal. 


September,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


493 


A.  Horace  Gow,  whose  appointment  as 
General  Freipht  Apent,  Canadian  Na- 
tional-Grand Trunk  Rys.,  Ottawa,  Ont., 
was  announced  in  our  last  issue,  was 
born  there,  Apr.  15,  1888,  and  entered 
railway  service  in  July  1904,  since  when 
he  has  been,  to  Nov.  1905,  clerk.  Passen- 
ger Department,  Canada  Atlantic  Ry., 
now  part  of  the  G.T.R.,  Ottawa,  Ont.; 
Nov.  1905  to  June  1911,  clerk,  Passenger 
Department,  G.T.R.,  Montreal;  June  1911 
to  Mar.  1917,  clerk.  Freight  Department, 
G.T.R.,  Ottawa,  Ont;  Mar.  1917  to  July 
1920,  chief  clerk.  District  Freight  Agent's 
office,  Canadian  National  Rys.,  Ottawa, 
Ont. 

Hon.  G.  P.  Graham,  ex-Minister 
of  Railways  and  Canals,  Brockville,  Ont., 
while  spending  a  holiday  at  Staten  Is- 
land, N.Y.,  fell  with  a  seaplane  into  the 
ocean,  on  Aug.  14,  owing  to  engine  trou- 
ble when  several  miles  from  land,  and 
was  rescued  by  a  motor  boat,  which  put 
out  from  the  shore. 

George  H.  Ham,  of  the  C.P.R.  head 
office,  underwent  a  minor  operation  in 
the  Western  Hospital,  Montrjal,  early 
in  August,  and  he  was  reported  a  few 
days  later  to  be  progressing  satisfac- 
torily. 

C.  A.  Hayes,  Vice  President,  Canadian 
National  Rys.,  left  Toronto  Aug.  24  on 
a  business  trip  to  the  Pacific  coast,  ex- 
pecting to  be  away  about  three  weeks. 

C.  O.  Foss,  who  has  been  appointed 
Chief  Engineer,  New  Brunswick  Hydro 
Electric  Commission,  was  born  in  New 
Hampshire,  Mar.  20,  1852,  and  from  1878 
to  1884,  was  engaged  in  general  engi- 
neering practice  at  Concord,  N.H.  From 
1884  to  1904  he  was  Chief  Engineer, 
Nova  Scotia  Central  Ry.,  Bridgewatev, 
N.S.;  1904  to  1908,  Assistant  District 
Engineer,  National  Transcontinental  Rv., 
St.  John,  N.B.;  1908  to  1914,  District 
Engineer,  National  Transcontinental  Ry., 
St.  John,  N.B.;  and  in  1917  he  was  ap- 
pointed Chief  Engineer,  St.  John  &  Que- 
bec  Ry. 

H.  H.  Hamill,  who  has  been  appointed 
General  Agent,  Freight  Departn.ent,  Ca- 
nadian National-Grand  Trunk  P,ys.,  De- 
troit, Mich.,  was  born  at  Somerville, 
Mass.,  Apr.  6,  1874,  and  entered  trans- 
portation service  with  the  Johnson 
Steamship  Line,  Boston,  Mass.,  in  1893, 
and  from  Feb.  1,  1900,  to  June  1,  1906, 
was  city  solicitor.  National  Despatch 
Line,  Boston,  Mass.;  June  1,  1906,  to  Apr. 
1,  1910,  Travelling  Agent,  National  Des- 
patch-Great Eastern  Line,  Boston,  Mass.; 
Apr.  1,  1910,  to  Nov.  1,  1911.  Soliciting 
Freight  Agent,  G.T.R.,  New  York  City; 
Nov.  1,  1911,  to  June,  1914.  Travelling 
Freight  Agent,  G.T.R.,  New  York;  June 
1914  to  Nov.  1918,  Commercial  Agent, 
G.T.R.,  Detroit,  Mich.;  Nov.  1918  to  May 
1919,  General  Agent.  Freight  Depart- 
ment, Lines  in  Canada,  G.T.R.,  Detroit, 
Mich.;  May  1919  to  Mar.  1,  1920,  Gen- 
eral Agent,  Freight  Department,  Grand 
Trunk  Western  Lines  Rd.  (U.S.R.A.), 
Detroit,  Mich.;  Mar.  1  to  Aug.  2,  1920, 
General  Agent,  Freight  Department, 
Western  Lines,  G.T.R.  Detroit,  Mich. 

William  Pittman  Hinton,  who  has  been 
.appointed  Consulting  Officer  to  the  Re- 
ceiver of  the  Grand  Trunk  Pacific  Ry. 
(the  Minister  of  Railways  and  Canals), 
at  Winnipeg,  was  born  at  Hintonburg, 
Ont.,  Aug.  30,  1871,  and  entered  railway 
service  May  3,  1887,  since  when  he  has 
been,  to  Aug.  1891,  clerk,  freight  passen- 
ger and  car  accounts,  and  travelling  au- 
ditor, Canada  Atlantic  Ry.;  Aug.  1891  to 
Mar.  1898,  rate  clerk,  same  road,  and 
accountant,  Canada  Atlantic  Fast  Freight 
Line;  Mar.  1898  to  June  30.  3001,  Assist- 


ant General  Freight  Agent,  same  road, 
and  Canada  Atlantic  Transit  Co.;  June 
30,  1910,  to  Jan.  30,  1913,  General  Freight 
Agent,  same  road;  Jan.  30,  1903,  to  Oct. 
1905,  General  Passenger  and  Freight 
Agent,  same  road;  Oct.  1905  to  Jan.  1907, 
General  Agent,  Passenger  Department, 
G.T.R.,  Ottawa,  Ont.;  Jan.  1907  to  Apr. 
1909,  Assistant  General  Passenger  and 
Ticket  Agent,  same  road,  Montreal;  Apr. 
1909  to  Feb.  1914,  General  Passenger 
Agent,  Grand  Trunk  Pacific  Ry.,  Winni- 
peg; Feb.  to  Oct.,  1914,  Assistant  Pas- 
senger Traffic  Manager,  same  road,  Win- 
nipeg; Oct.  1914  to  Nov.  11,  1915,  Assist- 
ant Passenger  Traffic  Manager,  G.T.R. 
and  Grand  Trunk  Pacific  Ry.,  Montreal; 
Nov.  11,  1915,  to  Aug.  1,  1917,  Traffic 
Manager,  G.T.P.R.  and  Grand  Trunk  Pa- 
cific Coast  Steamship  Co.,  and  Western 
Traffic  Manager,  Canadian  Government 
Railways,  Winnipeg;  Aug.  1917  to  Aug. 


J.  D.  McDonald. 
General    Western    Passcneer    Aiicnt.    Canadian    Na- 
tional  Rys..   and  General    Passenjrer   AKent.    West- 
ern  Lines.  Grand  Trunk  Ry. 

23,  1920,  Vice  President  and  General 
Manager,  G.T.P.R.,  Winnipeg.  He  re- 
signed the  position  of  General  Manager, 
G.T.P.R.,  just  prior  to  his  present  ap- 
pointment. 

D.  O.  Lewis,  District  ICngineer,  Van- 
couver Island  Lines.  Canadian  National 
Rys.,  is  one  of  the  first  of  the  engineers 
to  be  granted  certificates  in  civil  engi- 
neering, under  the  recently  enacted  En- 
gineering Profession  Act  of  British  Col- 
umbia. Under  this  act,  engineers  have 
until  July  1,  1921,  to  make  application 
for  membership  in  the  Association  of 
Professional  Engineers,  and  to  have  their 
qualifications  passed  on  by  a  board  of 
examiners. 

Miss  Julia  Maclnnes,  eldest  daughter 
of  W.  R.  Maclnnes,  Vice  President  in 
charge  of  Traffic,  C.P.R.,  Montreal,  is 
to  be  married  to  Phillip  Durnford,  on 
Sept.  8. 

J.  D.  McDonald,  General  Passenger 
Agent,  Western  Lines,  G.T.R.,  Chicago, 
111.,  who  ha.=  also  been  appointed  Gen- 
eral Western  Passenger  Agent,  Cana- 
dian National  Rys.,  Chicago,  111.,  was 
born  at  Toronto,  Aug.  27,  1855,  and  en- 


tered G.T.R.  service  in  1868,  since  when 
he  has  been,  to  1870,  messenger,  Toron- 
to; 1870  to  1875,  Assistant  Ticket  Agent, 
Toronto;  1875  to  1896,  Ticket  Agent, 
Buffalo,  N.Y.;  1896  to  May  1902,  City 
Passenger  and  Ticket  Agent,  Buffalo,  N. 
Y.;  May  1902  to  Mar.  1,  1911,  District 
Passenger  Agent,  Toronto;  Mar.  1,  1911, 
to  Oct.  1918,  Assistant  General  Passen- 
ger Agent,  Chicago,  111.;  Oct.  1918  to 
May  1919,  Assistant  General  Passenger 
Agent,  Chicago,  111.;  Oct.  1918  to  May 
1919,  Assistant  General  Passenger  Agent, 
Eastern  Regional  District,  U.S.  Railroad 
Administration,  Chicago,  111.;  May  1919 
to  Mar.  1,  1920,  General  Passenger  and 
Baggage  Agent,  Grand  Trunk  Western 
Lines  Rd.  (U.S.R.A.),  Chicago,  111.;  Mar. 
1  to  Aug.  2,  1920,  General  Passenger 
Agent,  Western  Lines,  G.T.R.,  Chicago, 
111. 

C.  S.  Maharg,  who  has  been  appointed 
Superintendent,  Vancouver  Division,  Bri- 
tish Columbia  District,  C.P.R. ,  Vancou- 
ver, was  born  in  DufTcrin  County,  Ont., 
Feb.  4,  1867,  and  entered  C.P.R.  service 
in  Apr.  1885,  since  when  he  has  been, 
to  Feb.  1888,  freight  brakcman;  Feb. 
1888  to  May  1893,  freight  conductor; 
May  1893  to  Dec.  1901,  passenger  con- 
ductor; Dec.  1901  to  June  1902,  rule  in- 
structor; June  to  Aug.  1902,  passenger 
conductor;  Aug.  1902  to  Dec.  1904,  Train- 
master, District  1,  Ontario  Division; 
Dec.  1904  to  June  1906,  Trainmaster, 
Kenora,  Ont.;  June  to  Aug.  1906,  As- 
sistant Superintendent,  Kenora,  Ont.; 
Aug.  1906  to  Feb.  28,  1907,  Assistant 
Superintendent,  Moose  Jaw,  Sask.;  Feb. 
28,  1907,  to  Dec.  1908,  Superintendent, 
District  3,  Central  Division,  Brandon, 
Man.,  and  Superintendent,  District  5, 
Central  Division,  Saskatoon,  Sask.;  Dec. 
1908  to  Oct.  1918,  successively.  Superin- 
tendent, District  2,  Western  Division, 
Medicine  Hat,  Alta.,  Superintendent,  Dis- 
trict 3,  Western  Division,  Calgary,  Alta., 
and  Superintendent,  Brandon  Division, 
Manitoba  District,  Brandon,  Man.;  Oct. 
1918  to  Aug.  1920,  Superintendent,  Cran- 
brook  Division,  British  Columbia  Dis- 
trict, Cranbrook,  B.C. 

A.  A.  Maver,  formerly  Master  Me- 
chanic, G.T.R.,  Montreal,  died  at  Jersey 
City,  Aug.  7,  aged  71.  He  was  born  at 
Brechin,  Scotland,  and  came  to  Canada 
at  an  early  age.  He  commenced  railway 
work  as  an  apprentice  in  the  G.T.R. 
Montreal  shops  and  was  successively  Lo- 
comotive Foreman  at  Richmond,  Que., 
and  Toronto,  and  while  at  Toronto  was 
appointed  Assistant  Mechanical  Super- 
intendent, Great  Western  Ry.,  now  part 
of  the  G.T.R.,  after  which  he  was  ap- 
pointed Erecting  Foreman,  G.T.R.,  Strat- 
ford, Ont.,  and  in  1896,  Locomotive  Fore- 
man, London,  Ont.  In  Aug.  1901  he  was 
appointed  Master  Mechanic,  G.T.R., 
Jlontreal,  and  continued  in  that  posi- 
tion until  his  retirement  on  superannu- 
ation a  few  years  ago.  The  funeral,  at 
Montreal,  Aug.  10,  was  attended  by  a 
number  of  railway  officials. 

P.  Mooney,  who  has  been  appointed 
Assistant  General  Freight  Agent,  Cana- 
dian National-Grand  Trunk  Rys.,  Que- 
bec, Que.,  was  born  at  St.  Catherines, 
Que.,  Apr.  19,  1871,  and  entered  railway 
service  Nov.  1889,  since  when  he  has 
been,  to  Dec.  1897,  stenographer  and 
chief  clerk  to  Superintendent  Intercolon- 
ial Ry.,  Riviere-du-Loup,  Que.;  Mar.  1898 
to  Feb.  1901,  clerk  in  General  Freight 
and  Passenger  Department,  Quebec  & 
Lake  St.  John  Ry.,  Quebec;  Feb.  1901  to 
Mar.  1906,  chief  clerk.  General  Freight 
and  Passenger  office.  Great  Northern  Ry. 
of  Canada,  Quebec;  Mar.  1906  to  Jan. 
1907,    District    Freight     and     Passenger 


494 


CANADIAN  RAILWAY  AND  MARINK  WORLD 


September,  1920. 


^ i,.i  r...     ,     .; 1,    >i  ,-,UTn    Ry., 

IVIi.    1917. 
•  r   Aitftit. 

"vllfllX. 

!nnf 
I'lirt 

.'\'  Mini.    -   n  .1  II     i.>  .,      1  iiron- 

ti>:    Jan.    1  lD2n,    AiiaifiUnt 

(ivnonil    Ki.  :,    Cunndiun    Na- 

tirinal    Ryn..   i.'u.  ii .  .  i.niv. 

\.  /.  Mullinx,  who  hnx  been  appointed 

<;•  I  •  i.i'  A.  .  !  :.  Fr,  it.-)it   n.  partmenl.  Ca- 

■  ink       Rys., 

at  Appin, 

r.'.l    G.T.R. 

in  he  has 

;    operator, 

Oct.  isnc, 

;•!;<!    Travcllinir 

'  N.Y.;  Oct.   1806 

ilional  Ue.-'pntch- 

'  u  Lint',  (iruml  lipids,  Mich.; 

•  .Iiinc   1!>07,  Ajrcnt,  Lacka- 

:   I  Trunk  Line,  Detroit,  Mich.; 

July   I'JO',    to  Apr.  ,30,   lOlit.  Commercial 

Apent,  Grand  Rapids,  Mich.;   May   1019, 

Division    Freipht    Ajrcnt,    C.T.R.,"  Grand 

Rapids,  Mich.;  May  1010  to  Mar.  1,  1020. 

Division    Freight    Apent,    Grand     Trunk 

Western    Lines     Rd.    (U.S.R.A.).    Grand 

Rapids,   Mich;    Mar.   1    to   Aup.   2,   1920, 

Division   Freight  Apent,  Western   Lines, 

G.T.R.,  Grand   Rapids,   Mich. 

Capt.  L.  C.  Ord,  formerly  Assistant 
Works  Manacer,  Anpus  Car  Shops, 
Montreal,  who  served  in  France  during 
the  war  with  the  166th  SicR  Battery, 
has  entered  the  service  of  the  Cammel- 
Laird  Enpineerinp  Co.'s  ser\'ice  in  Eng- 
land. 

Arthur  Patriarche,  Special  Represen- 
tative, Traffic  Department.  Pere  Mar- 
quette Ry.,  Detroit,  Mich.,  died  there 
Aup.  16.  after  an  illness  lastinp  three 
months.  A.  P.,  as  he  was  aff'cctionately 
referred  to  by  his  associates,  was  born 
in  Jersey,  Channel  Islands,  Juno  13,  1849, 
and  came  to  Canada  with  his  parents  in 
1860,  makinp  the  journey  across  the  At- 
lantic in  a  sailinp  ship.  He  attended 
school  at  Belleville,  Ont.,  and  learned 
telepraphy  there.  He  entered  railway 
service  with  the  G.T.R.  at  Haniiton.  Ontl, 
and  in  the  closinp  years  of  the  United 
States  civil  war  was  nipht  operator  for 
the  G.T.R.  there.  He  entered  railwav 
service  in  the  U.S.  in  Sept.,  1872,  after 
which  he  was  to  187r.  with  Flint  and 
Pere  Marquette  Rd.,  Bay  City,  Mich.; 
Jan.  187.".  to  Sept.  1882,  apent,  same 
road.  Bay  City,  Mich.;  Sept.  1882  to  Sept. 
188.3,  General  Western  Apent,  same  road, 
Milwaukee,  Wis.;  Sept.  188:!  to  1886,  As- 
sistant General  Freipht  Apent,  same 
road.  Bay  City,  Mich.;  1886  to  1891,  Gen- 
eral Freipht  Apent,  same  road,  Bay  Citv, 
Mich.;  1H91  to  1900.  Traffic  Manaper, 
same  roatl.  Bay  Cit,  Mich.;  1900  to  100.=;, 
Traffic  .Manaper.  Pere  Marquette  Rd., 
Detroit,  .Mich.;  IOO.t  to  1909.  General 
Traffic  Manaper,  same  road,  Detroit, 
Mich.;  1909  to  1912.  Vice  President 
(Trafficl,  same  road,  Detroit.  Mich.;  1912 
to  191X,  Special  Representative,  Traffic 
Department,  Pere  .Marquette  Ry.,  De- 
troit, Mich.;  191K  to  Mar.  1.  1920,  As- 
sistant to  Federal  Manaper  F'..M.  Rd., 
United  States  Railroad  Administration, 
Detroit,  Mich.;  and  from  Mar.  1,  1920, 
Special  Representative,  Tratlic  Depart- 
ment, Pere  Marquette  Ry.,  Detroit,  Mich. 
He  was  a  man  of  wide  readinp  and  in- 
dependent thoupht  and  was  the  first  per- 
son to  call  attention  to  the  danpers  of 
peach  orchards  in  Western  .Michipan 
which  the  Chicapo  Drainape  Canal 
broupht  about.  His  memorandum  on  the 
subject  was  accepted  as  Michipan's  brief 


and  was  Inter  adopted  in  Canada  in  the 
rrpiilation  of  the  water  divemion.  and  it 
is  rtated  as  a  sipnitlcant  fact  that  nincc 
the  drainape  canal  project  has  Ix-en  car- 
rie«l  out  n  prent  number  of  peach  or- 
chards in  the  west<Tn  part  of  Michipan 
have  been  ilesfroye<l  by  frost-i.  He  was 
diH'pIy  interested  in  npriculture  peneral- 
ly,  and  had  served  on  many  committees. 
The  funeral  took  place  at  Roseland 
Cemetery.  Detroit,  Aup.  IK.  and  was  at- 
tended by  a  number  of  transportation 
men. 

(Jeorpe  PrpnII,  who  has  been  appoint- 
ed Assistant  Foreipn  Freipht  Apent,  Ca- 
nadian National-Grand  Trunk  Rys.,  To- 
ronto, was  born  at  Hiph  Wycombe, 
Bucks.  Knp..  Jan.  1.1,  1849.  and  entered 
Canadian  railway  service  Mar.  ISHO,  since 
when  he  has  been,  to  Feb.  1H84,  clerk. 
G.T.R.  freipht  office.  Toronto;  Feb.  1884 
to  .\pr.  1,  1X98,  chief  clerk  in  charpe  of 
freipht  station,  G.T.R.,  Yonpe  St.,  To- 
ronto; Apr.  1.  1898,  to  July  15.  1910, 
Canadian  Apent,  National  Despatch- 
Great  Eastern  Lino,  Toronto;  July  LI, 
1910  to  Aup.  1,  1920,  Assistant  Foreipn 
Freipht   Apent,  G.T.R.,  Toronto. 

H.  W.  Ploss,  who  has  been  appointed 
General  Apent,  Freipht  Department,  Ca- 
nadian National-Grand  Trunk  Rys.,  Mil- 
waukee, Wis.,  was  bom  at  Chicapo,  111., 
Feb.  23,  1873,  and  entered  railway  ser- 
vice in  Aup.  1889,  since  when  he  has 
been,  to  Oct.  1891,  clerk,  G.T.R.,  Chica- 
po, III.;  1891  to  1893,  Solicitinp  Freipht 
Apent,  West  Shore  Line  and  Readinp  De- 
spatch, Chicapo,  III.;  Nov.  1,  1900  to 
July  1,  1909,  Contractinp  Freipht  Apent, 
G.T.R.,  Milwaukee,  Wis.;  also  from  Mar. 
19,  1906,  to  July  1,  1909,  Apent,  Read- 
inp Despatch,  Milwaukee,  Wis.,  and  also 
actinp  as  .\pent  of  the  Milwaukee  and 
.Michipan  lines  Grand  Trunk  Despatch 
and  Northern  Express  lines;  July  1,1909 
to  Mar.  1,  1919,  Commercial  Apent,  G. 
T.R.,  Milwaukee,  Wis.;  Mar.  1,  1019  to 
Mar.  1,  1920.  General  .^pent,  Freipht 
Department,  Grand  Trunk  Western  Lines 
Rd.  (U.S.R.A.),  Milwaukee,  Wis.;  Mar. 
1  to  Aup.  2,  1920,  Commercial  Apent. 
G.T.R.,  Milwaukee,  Wis.  He  was  Presi- 
dent of  the  Milwaukee  Traffic  Club,  and 
was  also  for  a  number  of  years.  Chair- 
man of  the  Milwaukee  Freipht  Commit- 
tee until  its  dissolution,  when  the  U.S. 
R.A.  assumed   control  of  the  railways. 

F.  K.  Porter,  who  has  been  appointed 
Foreipn  Freipht  Apent,  Canadian  Na- 
tional-Grand Trunk  Rys.,  Toronto,  was 
born  at  Stratford,  Ont.,  June  13,  1875, 
and  entered  railway  service  Apr.  3, 
1892,  since  when  he  has  been,  to  May  1, 
1896,  clerk  and  stenoprapher,  Assistant 
Superintendent's  and  Local  P'reipht 
Apent's  offices.  G.T.R.,  Stratford  and 
London,  Ont.;  May  1.  1896  to  Jan.  31. 
1898,  dork.  Division  Freipht  Apent's  of- 
fice, G.T.R.,  Stratford,  Ont.;  Jan.  31  to 
Nov.  30,  1898,  stenoprapher.  Division 
Freipht  Apent's  office,  G.T.R.,  Hamilton, 
Ont.;  Nov.  .30,  1898  to  July  31,  1890, 
chief  clerk  to  Division  Freipht  Apent, 
G.T.R.,  Stratford,  Ont.;  July  31,  1899  to 
Feb.  28,  1901,  chief  clerk  to  Division 
Freipht  Apent,  G.T.R.,  Hamilton,  Ont.; 
Feb.  28,  1001,  to  July  31,  1002,  Solicit- 
inp Freipht  .\pent,  G.T.R..  Hamilton, 
Ont.;  July  31  to  Dec.  31,  1002,  Travellinp 
Freipht  Apent,  G.T.R.,  Hamilton,  Ont.; 
Jan.  1,  1003,  to  July  10,  1910,  Assistant 
P'oreipn  Freipht  Apent,  G.T.R.,  Toronto; 
July  11,  1010.  to  July  14,  1013,  Division 
P'reipht  Apent.  Grand  Trunk  Pacific  Rv.. 
Edmonton,  Alta.;  July  15,  1013  to  July 
1020,  Assistant  General  Freipht  .-Vpent, 
Grand  Trunk   Pacific  Ry..  Winnipep. 

W.  D.  Robb,  Vice  President,  Transpor- 
tation   and    Maintenance,    G.T.R.,    .Mont- 


real, Kpent  part  uf  Aupust  with  hi*  fam- 
ily ot  I'rout'it  Neck,  Mt-. 

MiHN  I).  G.  Kuthrrford,  dauphtcr  of  J. 
G.  Rutherford,  C.M.G.,  <ine  of  the  Board 
of  Railway  Commissionem,  was  marriifl 
Aup.  6  nt  Ottawa  to  Clivo  Roper<>,  of 
Addo,  .South  Africa,  where  they  will  re- 
side. 

D.  C.  Shepard,  who  died  at  St.  Paul, 
.Minn.,  Aup.  7.  aped  92.  is  stated  to  have 
been  connected  with  the  buildinp  of  over 
7.000  miles  of  railways  as  a  railway  con- 
tractor. As  a  member  of  the  firm  of 
I^anpdon  &  Shepard  he  was  enpaped  in 
buildinp  about  700  miles  of  the  C.P.R. 
between  Oak  I>ake,  Man.,  and  Calpary, 
Alta.,  in  1882  and  1883. 

T.  Duff  Smith.  Fuel  Apent,  Grand 
Trunk  Pacific  Ry.,  Winnipep,  has  been 
elected  a  member  of  the  International 
Railway  Fuel  Association  executive  com- 
mittee. 

T.  J.  .Smith.  European  Freipht  Mana- 
per. C.P.R. .  London.  Enp.,  was  in  Canada 
recently,  on  a  business  trip. 

Sir  Alfred  Smithers,  Chairman.  G.T. 
R.,  arrived  in  New  York,  Aup.  25,  en 
route  to  Montreal,  on  G.T.R.  business. 
While  on  the  voyape.  he  was  taken  ill, 
and  on  arrival  at  New  York  was  re- 
moved to  St.  Luke's  hospital,  suffering 
from  abdominal  trouble,  which  may  de- 
tain him  about  two  weeks.  H.  G.  Kelley. 
President,  G.T.R.,  met  him  at  New  York. 

E.  Tiffin,  Special  Traffic  Representa- 
tive, Canadian  National  Rys.,  is  serious- 
ly 111  at  his  house,  at  Preston,  Ont. 

John  Millard  Sparlinp,  who  has  been 
appointed  Assistant  to  Vice  President 
(Traffic)  G.T.R..  Montreal,  was  bom  at 
Toronto.  Feb.  16,  1882,  and  entered  rail- 
way service  May  1,  1899,  since  when  he 
has  been,  to  Apr.  30.  1900.  freipht  clerk. 
National  Despatch  Line.  Toronto;  Mav  1. 
1900  to  Dec.  1903.  freipht  clerk.  Lehiph 
Valley  Rd.,  Toronto;  Dec.  3,  1003  to  Oct. 
31,  1005,  freipht  clerk.  Central  Vemiont 
Ry.,  St.  Albans,  Vt.;  Nov.  1,  1905  to  May 
14,  1906.  freipht  clerk,  G.T.R.,  Mont- 
real; May  15,  1906  to  Feb  28.  1907,  chief 
clerk  to  Division  Freipht  .\pent,  G.T.R., 
Portland.  Me.;  Mar.  1,  1907  to  Jan.  15, 
1909,  chief  clerk,  Freipht  Department,  G. 
T.R.,  New  Y'ork;  Jan.  16.  1900,  to  Apr.  30, 
1916,  chief  clerk,  Freipht  Tariff  Bureau, 
G.T.R.,  Montreal;  Mav  1.  1916  to  Julv 
31,  1918.  chief  clerk  to  General  l-Veipht 
.Apent,  G.T.R.,  Montreal;  Aup.  1,  1918  to 
.May  31,  1919,  chief  clerk  to  Freipht 
Traffic  Manaper,  G.T.R.,  Montreal;  June 
1919  to  July  31,  1920,  chief  clerk  to  Vice 
President    (Traffic),   G.T.R.,    .Montreal. 

W.  H.  Spicer,  who  has  been  appointed 
District  Freipht  Apent,  Canadian  Na- 
tional-Grand Trunk  Rys.,  Detroit,  Mich., 
was  born  at  Montreal,  Sept.  29.  1871,  and 
entered  railway  service  Nov.  1,  1800, 
since  when  he  has  been  to  May  1,  1896, 
Travellinp  Car  -Apent,  Western  Lines, 
G.T.R.,  Detroit,  Mich.;  May  1  to  July  1, 
1896,  Travellinp  Car  Apent.  G.T.R.,  Mont- 
real; July  1,  1896  to  Jan.  1.  1898,  Tra- 
vellinp Car  Apent,  G.T.R..  Portland,  Me.; 
Jan.  1,  1898  to  .Mar.  1,  1910,  Travellinp 
Car  Apent,  G.T.R.,  Boston,  Mass.;  Mar. 
1.  1901  to  Apr.  1,  1902.  Apent.  National 
Despatch-Great  Eastern  P'ast  Freipht 
Line.  Battle  Creek.  Mich.;  Apr.  1,  1902  to" 
.Mar.  2.  1905,  chief  clerk.  General  Freipht 
Department  Western  Lines,  G.T.R.,  Chi- 
capo, III.;  Mar.  1,  1005  to  July  1,  1009, 
Apent,  Lackawanna-Grand  Trunk  Fast 
Freipht  Line,  Milwaukee.  Wis.;  July  1. 
1000  to  Dec.  1,  1912,  Commercial  Apent, 
(J.T.R.,  Detroit.  Mich.;  Dec.  1,  1912,  to 
July  1,  1918,  Division  Freipht  Apent, 
G.T.R..  Detroit.  Mich.;  July  1.  1918  to 
May    1.    1910,    Division    Freipht     Apent, 


September,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


495 


Grand  Trunk  Western  Lines  Rd.  (U.S. 
R.A.) ;  May  1,  1919  to  Mar.  1,  1920,  As- 
sistant General  Freight  Acent,  G.T.W. 
L.R.  (U.S.R.A.),  Detroit,  Mich.;  Mar.  1 
to  Aug.  2,  1920,  Assistant  General 
Freifrht  Agent,  Western  Lines,  G.T.R., 
Detroit,  Mich. 

H.  G.  Stanton,  who  died  at  Cornwall, 
Ont.,  Aug.  8,  aged  ti.'),  was  for  some  years 
engaged  in  railway  work  in  Mexico,  and 
later  as  engineer  on  the  National  Trans- 
continental Ry.,  resident  engineer  in  Cape 
Breton  on  the  St.  Peters  Canal,  and  lat- 
terly on  the  Ontario-St.  Lawrence  canals 
at  Cornwall. 

S.  G.  Wagstaff,  whose  appointment  as 
Commercial  Agent,  Canadian  National- 
Grand  Trunk  Rys.,  Toledo,  Ohio,  was  an- 
nounced in  our  last  issue,  was  born  at 
Hamilton.  Ont.,  Jan.  9,  1866,  and  enter- 
ed railway  service  in  Oct.,  1881,  since 
when  he  has  been,  to  Feb.  1887,  in  local 
freight  office.  Great  Western  Ry.,  now 
part  of  G.T.R.,  Niagara  Falls,  Ont.;  Feb. 
1887  to  Feb.  1893,  General  Freight  Agent 
Through  Traffic,  G.T.R.,  Detroit,  Mich.; 
Feb.  1893  to  July  1899,  chief  clerk.  Com- 
mercial office,  G.T.R.,  Detroit,  Mich.; 
July  1899  to  May,  1903,  chief  clerk.  Di- 
vision Freight  Agent's  office,  G.T.R.,  De- 
troit, Mich.;  May  1903  to  Nov.  1903, 
Michigan  State  Agent,  Reading  Despatch 
Fast  Freight  Line,  Detroit,  Mich.;  Dec. 
1903  to  July  1920,  Commercial  Agent, 
G.T.R.,  Toledo,  Ohio. 

Dr.  T.  Walker,  District  Medical  Offi- 
cer, Canadian  National  Rys.,  St.  John, 
N.B.,  has  resigned,  after  30  years  ser- 
vice with  Canadian  Government  Rail- 
ways. 

A.  E.  Warren,  General  Manager,  West- 
em  Lines,  Canadian  National  Rys.,  Win- 
nipeg, who  has  also  been  appointed  Gen- 
eral Manager,  Grand  Trunk  Pacific  Ry., 
was  born  at  Taunton,  Eng..  June  9,  1874, 
entered  railway  service  in  1889,  and 
served  in  various  capacities  in  Car  Ser- 
vice Department,  Superintendent's,  Gen- 
eral Superintendent's  and  Manager's  of- 
fices, and  station  and  yard  service,  C.P. 
R.,  until  July,  1901,  when  he  resigned  to 
enter  mercantile  business.  He  entered 
Canadian  Northern  Ry.  service  in  Aug. 
1902,  and  served  as  station  agent,  chief 
clerk  to  General  Manager,  Superintend- 
ent, General  Superintendent  and  Assist- 
ant to  General  Manager,  Western  Lines. 
From  Jan.  1  to  Aug-  1,  1918,  he  was 
loaned  to  the  Dominion  Government  and 
acted  as  Chief  Operating  Officer,  Depart- 
ment of  Railways  and  Canals,  Ottawa. 
He  was  appointed  General  Manager, 
Western  Lines,  Canadian  National  Rys., 
in  Nov.   1918. 

Lady  Whyte,  of  Winnipeg,  widow  of 
Sir  William  Whyte,  formerly  Vice  Presi- 
dent, C.P.R.,  is  vi.=  iting  her  daughter, 
Mrs.  C.  F.  Meech,  in  Vancouver,  B.C. 

G.  Wilson,  Superintendent,  Locomotive 
Shops,  G.T.R.,  Montreal,  was  presented 
with  a  chime  clock  by  the  staff,  Aug.  5, 
on  his  marriage.  The  presentation  was 
made  by  Sir  Alexander  Bertram,  on  be- 
half of  the  staff. 

David  Oliver  Wood,  who  has  been  ap- 
pointed General  Foreign  Freight  Agent, 
Canadian  National-Grand  Trunk  Rys., 
Montreal,  was  born  at  Kleinburg,  Ont., 
Mar.  16,  1864,  and  entered  transporta- 
tion service  in  May  1883,  since  when  he 
has  been,  to  1902,  billing  clerk.  District 
Freight  Agent's  office,  and  Assistant  For- 
eign .  Freight  Agent,  G.T.R.,  Toronto; 
1902  to  190.5,  Western  Freight  Agent, 
Donaldson  &  Thomson  Steamship  Lines, 
Toronto;  1905  to  1917,  General  Freight 
Agent,  Allan  Line  Steamships,  Toronto; 
1917  to  Feb.  1919,  Assistant  Export  and 


Import  Freight  Agent,  C.P.R.,  Toronto; 
April  1919  to  Aug.  1,  1920,  Traffic  Man- 
ager, Export  and  Import  Freight  De- 
partment, Canadian  National  Rys.,  To- 
ronto. From  Sept.  1917  to  Jan.  1,  1919, 
he  was  loaned  to  the  British  Ministi-y  of 
Shipping  (Canada),  and  acted  as  Assist- 
ant to  the  Director  General,  at  Montreal. 

Frederick  George  Wood,  who  has  been 
appointed  General  Agent,  Freight  De- 
partment, Canadian  National-Grand 
Trunk  Rys.,  Pittsburg,  Pa.,  was  born  at 
Toronto,  Sept.  15,  1890,  and  entered  rail- 
way service  in  1906,  since  when  he  has 
been,  to  1908,  clerk.  District  Freight 
Agent's  office.  G.T.R.,  Toronto;  1908  to 
1909,  clerk.  General  Freight  and  Pas- 
senger Agent's  office,  Canadian  Northern 
Ry.,  Toronto;  1909  to  Aug.  1910,  secre- 
tary to  General  Freight  and  Passenger 
Agent,  C.N.R.,  Toronto;  Aug.  1910  to 
Feb.  1911,  chief  clerk.  District  Freight 
Agent,  G.T.  Pacific  Ry.,  Edmonton,  Alta.; 
Feb.  to  Apr.  1911.  secretary  to  General 
Traffic  Manager,  Canadian  Northern  Ry., 
Toronto;  Apr.  1911  to  June  1912,  Con- 
tracting Freight  Agent,  C.N.R.,  Pitts- 
burg, Pa.;  June  1912  to  Feb.  1914,  Tra- 
velling Freight  Agent,  C.N.R.,  Pitts- 
burg, Pa.;  Feb.  1914  to  Mar.  1916,  Com- 
mercial Agent,  Canadian  Northern  Ry., 
St.  Louis.  Mo.;  Mar.  1916  to  .July  1920, 
General  Agent,  C.N.R.,  Pittsburg,  Pa. 

John  Anderson  Wright,  who  has  been 
apointed  Assistant  Foreign  Freight 
Agent,  Canadian  National-Grand  Trunk 
Rys.,  Montreal,  was  born  at  Peterbor- 
ough, Ont.,  Oct.  27,  1881,  and  entered 
G.T.R.  service  May  1,  1899,  since  when 
he  has  been,  to  Dec.  31,  1899,  junior 
clerk,  General  Freight  Office;  Jan.  1, 
1900,  to  Jan.  1,  1903,  clerk,  same  office; 
Jan.  1,  1903  to  Sept.  22,  1904,  stenogra- 
pher.   Foreign     Freight    Agent's    office; 


Sept.  23,  1904  to  July  31,  1907,  stenogra- 
pher. General  Freight  Agent's  office; 
Aug.  1,  1907  to  May  31,  1915,  clerk.  For- 
eign Freight  Office;  June  1,  1915,  to  Mar. 
31,  1917,  chief  clerk,  same  office;  Mar. 
1,  1917,  to  Apr.  25,  1920,  Grain  Agent, 
Foreign  Freight  office;  Apr.  25  to  Aug. 
1,  1920,  Assistant  Foreign  Freight  Agent, 
G.T.R.,  all  at  Montreal. 


C.P.R.'s  McGill  University  Scholar- 
ship.— The  scholarship  at  McGill  Univer- 
sity, Montreal,  offered  by  the  C.P.R.  for 
competition  among  its  employes,  has 
been  won  by  S.  D.  Rudenks,  a  messenger 
in  the  company's  commercial  telegraph 
department,  Montreal.  The  scholarship 
covers  the  regular  four  years  work  at 
the  University,  the  winner  having  the 
choice  of  several  courses. 

Gulf  Paper  Co. — A  press  report  states 
that  the  Northcliffe  newspaper  interests 
of  London,  Eng.,  have  acquired  a  two- 
thirds  share  in  the  Gulf  Paper  Co.,  at 
Clarke  City,  Que.,  owned  by  members  of 
the  Clarke  family.  The  Clarke  interests 
developed  extensive  properties  on  the 
north  shore  of  the  St.  Lawrence  River 
below  Quebec,  building  Clarke  City,  with 
wharves,  etc.,  and  a  railway  to  its  power 
development  plant. 

Bluebird  Transit  Co.  has  been  incor- 
porated under  the  Ontario  Companies 
Act  with  authorized  capital  of  $40,000 
and  office  at  Toronto,  to  buy,  sell  and 
operate  for  hire,  etc.,  conveyances  and 
vehicles  capable  of  being  moved  by  any 
form  of  power  for  the  transportation  of 
animate  or  inanimate  objects  by  land, 
water  or  air,  and  for  other  purposes  in 
connection  with  the  same.  The  provi- 
sional directors  are  F".  J.  Hughes,  D.  P. 
J.  Kelly  and  L.  J.  Phelan,  solicitors,  To- 
ronto. 


Grain  in  Store  at  Elevators. 


Grain  in  store  at  public  terminal  elevators,  interior  terminal 
em  Division,  and  public  elevators  in  east,  also  at  U.S.  Atlanti 
Dominion   Bureau  of  Statistics,  Internal  Trade  Division. 

Wheat.         Data.  E 

Week    ended    Aug.    6th,    1920:  Buah.  Bush. 

Fort     William    

C.P.R 39.187 

Empire    Elevator    Co „..  '1.910 

Consolidated    Elevator   Co 201,399 

Ocilvie   Flour   Mills    Co 186.900 

Western    Terminal    Elevator   Co .iO.BOO 

G.    T.    Pacific    9S.M2 

Grain    Growers'    Grain    Co 72.021 

;vator   Co ^^  99.971 


Fort   William   Elevator   Co 

Northwestern    Elevator    Co 

Port    Arthur- 
Port    Arthur    Elevator    Co 

Sask.    Co-op.    Elevator   Co 

Canadian    Government    Elevator 

Thunder     Bay     

Davidson    and    Smith    

Eastern-Richardson     - 


Total     Public    Terminal     Elevators    ... 

Total     Private    Terminal    Elevators 

Saskatoon :    Can.    Gov't    Elevator   

Moose  Jaw:    Can.   Gov't  Elevator  

CalKary :    Can.    Gov't    Eleveator 

Vancouver.  B.C. :  Can.  Gov't  Elevator 

•Total    Interior  Terminal   Elevators   .. 

Midland- 
Aberdeen    Elevator    Co 

Midland   Elevator  Co 

Tiffin.     G.T.P 

Port   McNicoU    - 

Goderich — 

Elevator  and   Transit  Co.   __. 

West  Can.   Flour  Mills  Co..   Ltd 

Toronto:    Campbell    Flour   Mills   Co 

Kinirston- — 

•Commercial    Elevator    Co 

•Maple    Leaf    MillinK    Co..    Ltd 

Montreal — 
Harbor,  Commissioners    No.    1    and   Z 

Montreal   WarehousinK  Co 

OBilvie    Flour    Mills    Co 


i.471 


■.iO.U\ 
10.112 
86..'?17 


279.718 
21.1. 4S7 
267.313 
273.437 


14.100 
30.020 
101.836 
622.949 

460.768 
93.098 
18.664 


11.029 
•4.082 
.55,313 
33,928 
8.147 
34,540 
r>4,033 
9S.890 
129,044 

64,401 
30,820 
45,381 


12,944 
•1,525 
28,836 
53,591 
2,088 
9,831 
23,342 
28.059 
17,9.59 

22,859 
24,262 
18,740 
•7,538 


6.820 
145,540 
124,188 


910.965 
221,860 
303.692 


8„596 
36,743 

2.045 
12,355 

17,527 

603,783 

247,84S 

501.564 

115,599 

34,771 

82 
20,807 

15,093 
149.225 

1,503 
12,159 

20.075 
67 

172.283 

13,662 

40,449 

7.724 

1.651 

1,732 
79,819 

■202.665 
6.217 



9.934 

8,017 

122,224 
8,828 

264,609 
53,215 

23,856 

Total    Public    Elevators    

•Total    Country    Elevators    

Total    Quantity    in    Store    

•Week   ended    July    30th.    1920. 


2.871.748        232,193        537,447  28,356 

774.113     1,022,189        238.672  79,507 

7  024.784      2.145,997      1,072,400         644,958 


elevators  in  West- 
Prepared    by    the 

Rye.  Totals. 

Bush.  Bush. 

8.961  72.121 

436  'S.Oli 

2,236  391,163 

6,438  280.857 

104.757 

2,884  182,417 

1,569  150,965 

6.923  247.274 

2.226  404,748 

4,748  255,267 

1,8.57  369,944 

8,003  1,083,871 

80  23,658 

423  21,506 

•121  152,821 

46,663  3,735,285 

430,170 

241,944 

303,984 

991  435,879 
9,356 

991  991.163 

21.824 

31.671 

109,836 

827,346 

616,804 

93,098 

81.61B 

B 

93,796 

649  1.298,347 

807.2.59 

303,692 

549  3,665,298 

2,114,431 

48,203  10,936.342 


•JUG 


CANADIAN  RAILWAY  AND  MARINK  WORLD 


September,  1920. 


Railway  KoIlinK  Stock  Orders  and  Deliveries. 


Alr"mn  Ffl'trm  Ry.  is  rvporU'd  to 
hir  Tiuitivi'g  from   Mont- 

ri  I  kit. 

1  .         .!    R>-».  havp   ordi'n-il 

2  buMiu.~-.t  L'urh  fruiii  Cannilinn  Car  & 
Foundry  Co.  for  immcdintf  di'livpry. 

Tho  Timinkaminjt  &  Norlhirn  Ontario 
Ry.  adviiicd  ua  rccontly  that  it  would  be 
in  the  market  for  four  Paciflc  type  loco- 
motives. 

The  r.r.R..  between  July  14  and  AuR. 
N,  ordi-red  11  .inow  flnnKcrs  and  8  sin- 
glv  Imck  stool  snow  plouKhs*  fr^ni  its 
Antfu.s   shops,    Montreal. 


out  of  an  onlor  for  :ir>n,  placed  this  year 
with  Hnrt-()ti»  Car  Co.;  'M  cabooiicii,  out 
of  an  onlor  for  HO,  placed  thin  year  with 
laniiilinn  Car  &  Foundry  Co.;  10  heavy 
mill  .'!2  inodiiim  I'ncific  tyi>o  locomotiven, 
roiiiplotini;  an  order  placed  thin  year  with 
.MontronI  LiM-oniotive  Wnrki*.  and  12 
switchinir  locomotives,  out  of  an  onler 
for  .'{0,  (ilac'od  this  year  with  Canadian 
Locomotive   Co. 

The  (;.P.R.  has  ri-ceived  5  Santa  Fc 
(2-10-2)  locomotives,  an  illustration  of 
•  ■no  of  which  i."  jt'von  on  this  pajfe.  from 
lis  Antfus  shops,  and  which  wore  ordor- 


iif  one  of  which  it  (riven  on  this  paKe, 
•'ompletinK  orders  for  these  types  placed 
with  Montreal  l.ocomotivo  Works  in  Feb- 
ruary. There  are  also  on  order  with  the 
-nme  company,  12  lijrht  locomotives  of 
tho  .inmo  type.  Followmif  are  the  chief 
ilotjiils  of  the  medium  and  heavy  locomo- 
tives, those  for  the  lijjht  lin-omotive  betn; 
the  i-ame  as  the  heavy,  except  that  they 
are  equipped  with  Yount;  valve  ^ear: — 

Mr<)lam  Hnivr 

W-lKht    on    tlrivrn IM.OOO  lb.  IT6.0O0  lb. 

WriKht    un    truck    ~ _      &0.000  lb.  «».eoo  lb. 

Wrliiht  on   (niler  KO.OOO  lb.  4».000  lb. 

w,.iKhu   toui   .  ;er.  000  lb.      jTa.ooo  lb. 

V,>u-,\   U>.'.   clhvitiir  n  ft  11  ft 


The  C.r.R.,  between  July  14  and  Aug:. 
14,  received  2  vans  and  1  Pacific  type 
locomotive  from  its  Angus  shops,  Mont- 
real, and  6  vans  from  is  Winnipeg  shops. 

Canadian   Car   &    Foundrj-    Co.    is   re- 

fiorted  to  have  orders  on  its  books  total- 
ing $:iO,000.000,  but  is  said  to  be  hamp- 
ered somewhat  by  shortage  of  material, 
consequent  upon  transportation  difficul- 
ties. 

Canadian  Car  &  Foundry  Co.,  between 
July  12  and  Aug.  12,  made  the  following 
dolivoriis:   fi?   Hart-Otis   ballast   cars,  "8 


nia    Fc    (2-10-2)    LocomoUvr.   Canidian    Pacilic  KaiU 

ed  in  February.  These  locomotives  are 
fitted  with  double  draw  bars  between  en- 
gine and  tender,  and  Vaughan  trailing 
truck.  They  have  cast  steel  frame  and 
C.P.R.  standard  vestibule  cab,  and  are 
equipped  to  burn  coal  or  oil  fuel.  Fol- 
lowing are  the  chief  details: — 

Weight    on    enKinc    truck    24.000  lb. 

Weight    on    trailing    truck    65.000  lb. 

Weight    on    drivera    276.600  lb. 

Weight    of    engine,    total     364.600  lb. 

Weight   of    tender,    loaded   180.000  lb. 

Coal    capacity    12    tons 

Wiitcr   capncity    8.000    imp.    gal. 

I.riving    »h.'.-l.    .lilir.  •■*     in. 


«>. 

Wheel  ba«e.   ennine  and 

tender 66  ft.  &%  in.  66  ft.  6*,  in. 

Cylinder?.        diar.        and 

stroke 2SV,  x  28  24  x28 

Cylindeni.  spread 10  ft.  »%  in.  10  ft.  4  in. 

Driving  wheel,  diar 69  in.  S»  in. 

Driving  wheel  centers 62  in.  62  in. 

Driving     wheen     centers 

material Cast  steel  Ca»t  steel 

Driving   joumala. 

Main 10^  x  21  lOH  x  21 

Others 10  x  13  10  x  13 

Trailer  wheel.  dUr 48  in.  48  in. 

Driving  wheel  journals....          »xU  9x14 

Engine  truck  wheels- 33  in.  S3  in. 

Engine  truck  wheel  jour- 

nnl.     6>.'-Tl2  «H  x  IJ 

Knm..^.  «i.llh                       ...              -in  ■•in 


cabooses  and  12  observation  cars  to  Can- 
adian National  Rys.;  50  tram  cars  to 
Canadian  Creosoting  Co.;  3  dump  cars 
to  Greater  Winnipeg  Water  District  Ry.; 
3  cabooses  to  Pacific  Great  Eastern  Ry.; 
It4  tank  cars  to  Imperial  Oil  Ltd.;  101 
ropairod  hopper  cars  to  G.T.R.,  and  117 
repaired  box  cars  to  Grand  Trunk  Paci- 
fic Ry. 

Canadian  National  Rys.,  to  Aug.  11, 
received  11  observation  buffet  compnrt- 
niont  sleeping  cars,  out  of  an  order  for 
i:!,  placed  in  1II19,  with  Canadian  Car  & 
Foundry  Co.;  228  general  service  cars, 
out  of  an  order  for  1,160,  placed  this  year 
with   Eastern   Car  Co.;   48   ballast  ears. 


Type    (4-6-2)    Loronolive,    Canadian    National    Rail« 

Cylindeni.  diar.  and  »trok«  264  «  »S  in. 

Kirebox 120^4    x    88't 

Grate  area  ■  1 -'  »<i.  't. 

Tubes,    no.    and   diar ;    In. 

Tubes,   length  over  shecta  1    ft. 

Il.'iiting    «urfnre.    firebox    I-    ft. 

Il.„i,t,.-   ..irf..,-,..   arch  tuk«  i     fl- 

M                              ...    tubes    I.    ft. 

'irfnce.    nppn>*  ft- 

I    henting  surfi.  i.   ft- 

! ; ,. "11       lb. 

1  j..l..r    uf    uJlwsion    «.I6 

Sui>.Tti,-Aler     locomotive  Superheater  Co.,  type  A 

Hev,.n.e     g.-nr , 

I'mnklin   Railway  Supply  Co.   Raironnet 

Driving     boxes,     nuin     Colo 

I'ire    do<ir-i    automatic 

Canadian  National  Rys.,  to  Aug.  11, 
received  10  heavy  and  32  medium  Pacific 
type   (4-6-2)   locomotives,  an  illustration 


Boiler,  type Straight  lop      Extended 

radial  wagi'U  top 

9tay  radial  stay 
Itoiler.  diar.  inside  tint 

ring 71 S  T2U 

lloiler  pfTMUre- __      200  lb.  200  lb. 

Firebox,  length  and  width  108  x  76Vt  10S>^  x  7&>« 

Tub.-«.  no.  and  diar 182  2in.  22S  2in. 

28  .-.^i  In.  82  BS  in. 

Heating  surface  tubes 1.946  sq.ft.  2.378  SQ.  ft. 

Heating  surface,  flues 804  aq.  ft  897  s.i.  ft. 

lle.iting       surface.       f.b. 

tub,,    27  sq.ft.  27  sq.ft. 

Heating  surface,  firebox.       l8Bs.i.  ft.  215  sq.  ft. 

Healing  nurfacc.  total.- 2.964  sq.  ft.  3.61  <  aq.  ft. 

Superheating,  surface 677  sq.  ft.  767.3  sq.  ft- 

Gralearra 66.4  sq.  ft.  66.6  sq.  ft. 

Tr»cti*»  power....- ._....       88,100  89.700 

Factor  of  adhsaion.- — ~          486  4-4 

Superheater „__.« -  Hungerford  -    Schmidt 

,       Cameron 


September,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


497 


Center  of  boiler  from  rail.     9  ft  5  in.  9  ft.  8  in. 

Reverse  gear Scrvw  Screw 

Cab    top    Vestibule  Vestibule 

Tender  frame C.N.R.  C.N.R. 

standanl  standard 

10  and  13  lUandlS 

in.  channels  in.  channels 

Tender,  wheel  diar 36  in.  3G  in. 

Tender,  truck  type Equalized  Equalized 

Tender  journals 6x11  6.1  11 

Tank  type Water  Water 

bottom  bottom 

Water  capacity 6,500  imp.  9,000  U.S. 

tral.  iral. 

Coal  capacity 10  tons  10  tons 

Coal     pusher     Locomotive 

Stoker 

The  Pacific  Great  Eastern  Ry.  has  re- 
ceived one  Mikado  (2->^-2)  type  locomo- 
tive, out  of  an  order  for  .'!  placed  in  Feb- 
ruary with  Canadian  Locomotive  Co. 
Following  are  the  chief  details: — 

Fuel   used   Oil 

Weight  on   drivers    _.    162.000   lb. 

Weight   of  engine,    total   212,000   lb. 

Wheel  base  of  engine,   rigid  13  ft.  6  in. 

Wheel  base  of  engine,  total  80  ft.  9   in. 

Wheel  base  of  engine  and  tender  61  ft.  3  in. 

Heating  surface,  fire  box  and  arch  tubes 

179    sq.    ft. 

Heating  surface,   tubes  2,244  sq.   ft. 

Heating  surface,    total   2.423  sq.   ft. 

Driving  wheels,  diar 51   in. 

Driving   wheel,   centers   Cast   steel 

Driving    journals,    diar    and    length    

9Vj   and   9  x    12 

Cylinders,  diar.  and  stroke  22  x  28  in. 

Boiler,  type  Extended  wagon  top,  radial  stayed 

Boiler  pressure   190   lb. 

Tubes,   number  and  diar 24 — 5%  ;  189 — 2   in. 

Tubes,   length   17   ft. 

Injectors    Nathan    No.    9 

Safety   valves   S   in.    Lunkenheimer 

Air  brakes   Westinghouse  American 

Packing    King,    metallic 

Superheater.. ..Locomotive    Superheater   Co.,    type  A 

Frame   cradle Commonwealth 

Trailing    truck    Delta 

Valve   motion   Walschaert 

Headlight    Electric 

Weight  of   tender  loaded   153.B00   lb. 

Tank   capacity,   oil    2,700   imp.   galls. 

Tank   capacity,    water   6,000    imp.    galls. 

Tank,    type   Water    bottom 

Truck,     type    Equalized 

Wheel    diar 33   in. 

Wheel  type  Steel   tired 

Journal   diar.   and   length   5%  x   10  in. 

Brakebeam    Safety   simplex 


Furnishing  of  Equipment  for  Load- 
ing on  Lines  Performing  Switch- 
ing Service. 

The  Railway  Association  of  Canada 
has  issued  the  following  circular: — As 
the  present  code  of  Car  Service  Rules, 
A.R.A.,  does  not  specifically  deal  with 
the  furnishing  of  equipment  for  loading 
on  lines  performing  switching  service, 
it  is  recommended  that  the  following 
rules  govern  the  practice  on  Canadian 
lines  in  this  respect: 

1.  (a)  When  cars  are  to  be  loaded  to 
destinations  within  the  same  switching 
limits  in  which  the  shipment  originates, 
the  obligation  of  supplying  equipment 
ordered  rests  with  the  road  upon  which 
the  car  is  to  be  loaded. 

(b)  When  cars  are  to  be  loaded  on  a 
switching  line  to  destinations  beyond  the 
switching  limits,  primary  obligation  for 
equipment  ordered  rests  with  the  carrier 
road  which  is  to  receive  the  loaded  car 
for  road  haul,  subject  to  paragraph  2. 

2.  A  road  haul  line  or  terminal  switch- 
ing line  loading  cars  in  switching  ser- 
vice destined  to  points  beyond  the  switch- 
limits  on  a  carrier  road  shall  furnish  the 
equipment  from  such  supply  as  may  be 
available  on  its  rails,  and,  when  equip- 
ment required  is  not  available,  will  call 
upon  the  carrier  road  to  furnish  neces- 
sary  cars   under  paragraph   1    (b). 

;!.  The  use  of  equipment  as  above  is 
subject  to  Car  Service  Rules. 

4.  Shippers  will  be  required  to  place 
order  for  equipment,  desired  with  proper 
representatives  of  the  road .  on  which 
cars  are  to  be  loaded. 


C.P.K.   Dining  Car   Department's 
War  Memorial. 

The  C.P.R.  Dining  Car  Department's 
Mutual  Benefit  Association  has  erected 
a  bronze  roll  of  honor  table  in  the  oflice 
of  the  Superintendent  of  the  department 
at  Toronto,  room  110  Union  Station,  in 
honor  of  eight  of  the  department's  em- 
ployes who  were  killed  in  the  war.  The 
tablet  was  unveiled  by  W.  A.  Cooper, 
Manager,  Sleeping,  Dining  and  Parlor 
Cars  and  News  Service,  C.P.R. ,  Mont- 
real, July  31.  It  bears  the  names  of  the 
following  employes: — 

L.  Collings,  chef,  75th  Battalion,  kill- 
ed at  Vimy  Ridge. 

G.  Mills,  cook,  58th  Battalion,  killed  at 
Vimy  Ridge. 

W.  E.  Parsons,  cook,  15th  Battalion. 

C.  Coleman,  steward,  18th  Battalion, 
killed  a  few  days  before  the  signing  of 
the  armistice. 

E.  Vaughan,  waiter,  170th  Battalion, 
died  of  wounds  in  England. 

P.  Geddes,  waiter,  1.5th  Battalion,  who 
was  last  seen  when  giving  his  lifebelt  to 


a  nursing  sister  on  board  a  hospital  ship 
which  went  down  in  the  English  Chan- 
nel. 

H.  Wyatt,  waiter,  3rd  Battalion,  killed 
at  St.  Julien   (first  battle). 

.Jas.  Claridge,  waiter,  3rd  Machine  Gun 
Section. 

In  unveiling  the  tablet  Mr.  Cooper  said 
that  out  of  the  10,000  odd  C.P.R.  men 
who  enlisted  during  the  war,  there  were 
about  1,100  from  the  dining  car  depart- 
ment.   

Car  Shortage. — The  U.S.  Commission 
for  Car  Service  reports  that  the  car 
shortage  on  U.S.  and  Canadian  railways 
increased  slightly  during  the  week  of 
Aug.  1,  when  the  supply  was  132,370 
cars  less  than  the  demand,  compared 
with  a  shortage  of  125,000  cars  during 
the   previous   week. 

The  Swedish  J'arliament  is  reported  to 
have  approved  the  electrification  of  the 
state  railways  between  Stockholm  and 
Gotebcrg,  and  to  have  appropriated  23,- 
000,000  krone  (normally  $1,164,000).  It 
is  expected  that  the  work  will  be  com- 
pleted by   1925. 


Prepayment   of   Freight  Charges 

From  the  1^8.  to  Canada 

Suspended. 

The  Interstate  Commerce  Commission 
issued  the  following  order  at  Washing- 
ton Aug.  17: — It  appearing  that  there 
have  been  filed  with  the  IntersUite  Com- 
merce Commission  by  F.  A.  Leland  and 
W.  J.  Kelly,  agents,  tariffs  containing 
schedules  stating  new  individual  and 
joint  rates  and  charges  and  new  individ- 
ual and  joint  regulations  and  practices 
affecting  such  rates  and  charges,  to  be- 
come effective,  e.xcept  as  otherwise  not- 
ed herein,  on  Aug.  18,  designated  as  fol- 
lows: F.  A.  Leland,  Agent — Supple- 
ment 13  to  I.C.C.  1316;  supplement  14 
to  I.C.C.  1316,  effective  Sept.  16;  W.  J. 
Kelly,  agent— Supplement  13  to  I.C.C| 
917;  Supplement  14  to  I.C.C.  917,  eflfec- 
tive  Sept.  16. 

It  is  ordered  that  the  Commission,  up- 
on complaint,  without  formal  pleading, 
enter  upon  a  hearing  concerning  the  law- 
fulness of  the  rates,  charges,  regulations 
and  practices  stated  in  the  said  sched- 
ules contained  in  said  tariffs,  viz.:  F.  A. 
Leland,  agent — Supplement  13  to  I.C. 
C.  1316  on  page  7  thereof,  item  290; 
supplement  14  to  I.C.C.  1316  on  page  8 
thereof,  item  290;  W.  J.  Kelly,  agent — 
Supplement  13  to  I.C.C.  917  on  page  7 
thereof,  item  290;  supplement  14  to  I.C. 
C.  917  on  page  8  thereof,  item  290. 

It  further  appearing,  that  said  sched- 
ules provide  certain  rules  and  regula- 
tions requiring  the  prepayment  of  freight 
charges  on  traffic  from  points  in  the 
United  States  to  points  in  Canada,  and 
the  rights  and  interests  of  the  public 
appearing  to  be  injuriously  affected 
thereby,  and  it  being  the  opinion  of  the 
Commission  that  the  effective  date  of  the 
said  schedules  contained  in  said  tariffs 
should  be  postponed  pending  said  hear- 
ing and  decision  thereon;  it  is  further 
ordered,  that  the  operation  of  the  said 
schedules  contained  in  said  tariflFs  be 
suspended,  and  that  the  use  of  the  rates, 
charges,  regulations  and  practices  there- 
in stated  be  deferred  upon  interstate 
traffic  until  Dec.  16,  unless  otherwise 
ordered  by  the  Commission,  and  no 
change  shall  be  made  in  such  rates, 
charges,  regulations  and  practices  dur- 
ing the  said  period  of  suspension  unless 
authorized  by  special  permission  of  the 
Commission.  It  is  further  ordered,  that 
the  rates  and  charges  thereby  sought  to 
be  changed  shall  not  be  increased,  and 
the  regulations  and  practices  thereby 
sought  to  be  altered,  shall  not  be  chang- 
ed by  any  subsequent  tariff  or  schedule, 
until  this  investigation  and  suspension 
proceeding  has  been  disposed  of,  or  un- 
til the  period  of  suspension  and  any  ex- 
tension thereof  has  expired,  unless  au- 
thorized by  special  permission  of  the 
Commission.  And  it  is  further  ordered, 
that  a  copy  of  this  order  be  filed  with 
said  schedules  in  the  office  of  the  Inter- 
state Commerce  Commission,  and  that 
copies  hereof  be  forthwith  served  upon 
the  carriers  parties  to  said  schedules, 
and  upon  agents  F.  A.  Leland  and  W.  J. 
Kelly,  and  that  said  carriers  parties  to 
said  schedules  be  made  respondents  to 
this  proceeding,  and  that  they  be  duly 
notified  of  the  time  and  place  of  the 
hearing  above  ordered. 


The  Wrong  Train. — "Why  didn't  you 
put  my  luggage  in  as  I  asked  you?" 
angrily  demanded  a  passenger  of  a  por- 
ter as  his  train  was  moving  off.  "I  did," 
shouted  back  the  porter;  "yer  luggage 
has  rnore  sense  than  yerself.  Ye're  in  t' 
wrong  train." 


498 


September,  1920. 


Traflic  Orders  by  Hoard  of  Railway  Commissioners. 


K.x,H.r.«li...,  ..f  Co«l  r«rtly  IT..I.il.it.-<l. 
tUncral  ..nlor  :101.  July  f  _-  '".  ^'';; 
ni«tt.T  of  the  <\xw»Uon  of  conl  .upply  >" 
r.na.U,  nn.l  thV  P"W<r.  oonforn..!  upon 
he  Hour.!  ..y  .hnp.  OG  "^,  the  acU  of  the 
l'«rlinmenl  of  »  unndn.  IWO:  Ipon  us 
inn  -aHnrt"  th-   Honr.1  thnt  thoro  .s  a 

with  a  view  to  consoninK  the  supply, 
an  a  m  purxuanre  of  the  power,  eon- 
ferre.  by  the  .ai.i  act.  the  Board  doth 
'X  that  the  oxportMion  ot  coaMro.n 
the  Atlantic.  St.  Uwrence  Um^  »"« 
r.ulf  ports  of  I'nnnda,  eM-ent  to  the 
Vnited  States  or  to  Ncwfoun.  Inn.i.  un- 
Icsro  h  rwise  permitto.l.  and  in  accord- 
am  e^ith  rcKulBtions  to  be  pronuilKated 
hv  the  Board,  be  prohibited  on  and  after 
Auk.  1.  I'J^O. 

Joint  ThrouKh   Kates   from   the    I'.S.   to 
Canada. 


General  order  30:?.  AuR.  I'^-R'^  J": 
ternntional  railway  rates,  far"  „«"'' 
Varies,  as  alTectod  by  Intersta  e  Com- 
merce CommissionV  order,  J"'y  ,^;'^"' 
."o,  ex  parte  74:  Whereas  the  Inter- 
.sUte  Commerce  Commission  b>  its  or- 
der dated  at  WashmKton,  D.C  ..  July  iv, 
has  granted  carriers  operating  in  the 
United  StaU;s  certain  increases  >n  the  r 
rates  fares  and  charges,  as  set  out  in 
[he  report  of  the  said  Commission,  made 
I«rt  of  its  order,  and  the  said  increases 
Tefnir  thereby  made.  aPP'-^^le  also  to 
the  proportions  of  joint  .t^'^ouch  rates 
to  or  from  Canada,  accruing  within  the 
UnHed  States,  all  of  which  may  be  made 
effect  ve  upon  not  less  than  five  days 
notice;  and  whereas  it  is  deemed  by  the 
Board  to  be  expedient  in  the  public  in- 
iT^i  thLt  the  cSntinuit,-  of  Jomt  through 
rates  from  points  in  the  L.S.  to  points 
[n  Canada,  and  vice  versa,  should  be  pre- 
served.  Therefore,  in  pursuance  of  the 
powers  conferred  upon  the  Board  by  sec 
3°!  of  the  Railway  Act.  1919.  and  of  all 
other  powers  possessed  by  the  Board  in 
that  behalf,  it  is  ordered 

That  the  proportions  of  throuKh  rates 
fares  and  charges  between  the  U.S.  and 
Canada,  fares  in  both  directions,  in  ef- 
fect a?  the  date  of  this  order,  accruintr 
w-ithin  Canada,  may.  by  general  or  blan- 
ket supplement  to  existinc  tariffs,  be  in- 
creased to  the  extent  that  the  through 
rate,  fares  and  charges  shall  conform 
to  thi  increases  authorized  by  the  Inter- 
sUte  Commerce  Commission  8  said  or- 
der- except  on  coal  and  coke,  increases 
on  which  are  reserved  pending  the  judp- 
ment  of  the  Board  in  the  application  of 
?ana.lian    carriers     for     increased    rates 

"'2' ThatThe" through  rates  and.  fares 
from  points  in  Canada  to  pomts  in  the 
U  S  so  increased,  may  be  published  and 
filed'to  become  effective  on  or  after  Aug. 
26,  upon  not  less  than  five  days  notice. 
.Special  Freight  Tariffs  to  AtlanUc  Ports 
for  Export. 
General  order  :!04.  Aug.  19.-Re  spe- 
cial Uriffs  on  freight  traffic  to  Montreal. 
Quelx-c,  St.  John,  West  St.  John,  and 
Halifax,  for  export:  Whereas  the  rates 
»n.l  charges  on  freight  .raffle  f^""'  "^  ; 
States  shipping  points  to  V.S.  Atliintic 
ports  will  be  increased  on  Aug.  .-••.  •  > 
Authority  of  an  order  of  the  Interstate 
Commerce  Commission,  dated  July  -.', 
and  the  Board,  by  its  genera  order  30.5. 
dated  Aug.  13,  1920.  has  authorized  in- 
creases in*^  the 'freight  rates  an.l  charges 
from  Canada  to  the  U.S.  in  conformity 
with  the  said  IntersUte  (  ommerce  Com- 


mission's order;  ami  whereas  It  is  ex- 
pedient in  the  public  interest  that  the 
relationship  between  the  rates  and 
charges  from  Canadian  shipping  points 
on  freight  traffic  to  the  ports  of  Mont- 
real, yuebec,  St.  John.  West  St.  John, 
and  Halifax,  for  export,  and  those  to  U. 
S.  Atlantic  ports  be  continued:  There- 
fore, in  pursuance  of  the  powers  con- 
ferred upon  the  Board  by  sec.  32.''>  of  the 
Kiiilway  Act,  19r.».  and  of  all  other  pow- 
ers possessed  by  the  Board  in  that  be- 
half, it  is  ordered  that  the  said  rates  and 
charges  on  export  freight  traffic  from 
Canadian  shipping  points  to  Montreal, 
Quebec,  St.  John,  West  St.  John,  and 
Halifax  may  be  increased  in  conformity 
with  the  said  relationship,  to  become  ef- 
fective on  or  after  Aug.  26,  on  not  less 
than   five   days   notice. 

Interstate   Freight   Traflic   Passing 
Through  Canada. 
General  order  30.5.     Aug.  19.— Re  mat- 
ter   of    reconsigning    rules    and    penalty 
charges    for   detention    of    equipment    in 
interstate    traffic    passing    through    Can- 
ada:  Whereas   the   Interstate  Commerce 
Commission  has,  by  its   Special   Permis- 
sion  50..321,  dated  at  Washington,   D.C, 
July    31,    authorized    the    publication    of 
revised  reconsigning  rules,  applicable  on 
all  freight  in  open  top  cars,  and  coal  and 
coke  in  all  cars,  and  emergency  penalty 
charges    for    detention    to    all    open    top 
ears,  and  cars  loaded  with  lumber,  coal 
or  coke,  to  be   made   effective  upon  not 
less  than  five  days  notice;  and  the  Cana- 
dian   Freight   Association,    in    behalf    of 
Canadian  carriers  engaged  in  interstate 
traffic  passing  through  Canada,  has  ap- 
plied  to    the    Board     for    permission    to 
publish    and     file     tariffs    in    accordance 
therewith,    it   is   ordered    that   Canadian 
carriers  of  the  said  interstate  traffic  be 
permitted   to   publish   and   file   tariffs   in 
accordance  with  the  said  Interstate  Com- 
merce Commission's   Special   Permission, 
to  apply,  at   points   in  Canada,  only   on 
traffic   en   route  from   any   point  in   the 
U.S.  through  Canada  to  any  destination 
also  in   the   U.S. 
Minimum   Carload   Weights   on   Grain, 
Etc..  from   the   U.S.  to  Canada. 
General  order  306.    Aug.  27.— Re  mini- 
mum carload  weights  of  grain  and  grain 
products  moving  from  the  United  States 
into   Canada,   and   rules  and   regulations 
applicable    thereto:    Whereas    the    Inter- 
state Commerce  Commission  has,  by  its 
special  permission  .'S04,''>0,  dated  at  «  ash- 
ington,   D.C,   Aug.  21,  as  amended,  au- 
thorized   the    publication    and    filing,    on 
one  days  notice,  of  special   supplements 
to  the  tariffs  of  U.S.  carriers  establi-sh- 
ing  increased  minimum  weights  on  grain 
and  grain  products,  in  carloads,  and  rules 
and    regulations    applicable     thereto,    re- 
newing  and   extending    from    Sept.    1    to 
Dec.    31,    the    said    tariffs    which    would 
otherwise  expire  Aug.  31,  in  accordance 
with    the    IntersUte   Commerce   Commis- 
sion's special  permission  49801,  Mar.  17, 
l'.i20,  and   the   Board's   special   authority 
123,  Mar.  29,  it  is  ordered  that  the  said 
special  permission  .'■)04.')0,  as  amended,  be 
approved  with  respect  to  the  said  traffic 
moving  from  points  in  the  U.S.  to  des- 
tinations in  Canada. 


Interswitching  at   Cornwall. 

29.930.  July  30.— Re  proposed  cancel- 
lation by  the  Canadian  Pacific  and  Grand 
Trunk  Rvs.  and  New  York  Central  Rd. 
of  the  existing  intersw  itching  arrange- 
ments with  the  Cornwall  St.  Ry.,  l-ight 


4  Power  Co.  at  Cornwall,  Ont..  to  uke 
rfTrrf  Atif .  2-  I"  pursuance  of  the  pow- 
n  the  Board  by  see.  .325 
I,  1919,  and  of  all  other 
;  by  it  in  that  behalf. 
It.'  H-i.r.l  (.ni.rs  that  those  portions  of 
the  umlermentioncd  s.  hedules  which 
would,  on  Aug.  2,  1920,  abrogate  the 
existing  interswitching  a"-rangemenU 
with  the  Cornwall  St.  Ry.,  Light  &  Power 
Co  be  suspende.i  until  further  order  of 
the  Board,  viz.,  CP.R.  Supplement  6  to 
C  RC  no.  E-.366H,  G.T.R.  Suplement  .i  to 
CR  C  no.  E-407.'>,  New  York  Central  Rd. 
C'.R.C,  N.Y.C  2139. 

Demurrage  on  U.S.  (;o>ernment  (arc  at 
Drummondvillc. 
J  Hardwell.  Chief  Traffic  Officer, 
Board  of  Railway  Commissioners,  made 
the  following  report  to  the  Board  on 
July  9  in  the  case  of  the  United  States 
Ordnance  District  Salvage  Board  vs. 
Canadian  Car  Demurrage  Bureau :-This 
is  an  application  of  the  UniU-d  States 
Ordnance  District  Salvage  Board,  New 
York,  for  relief  from  demurrage  amount- 
ing to  $7,53,5,  which  accrued  at  Drum- 
mondville.  Que.,  during  May  and  June 
1918,  on  74  tank  cars  of  U.S.  Government 
ownership,  sent  in  over  the  C.P.K.  lor 
the  purpose  of  removing  a  large  quan- 
tity of  acid  stored  on  U.S.  Government 
account  in  the  Aetna  Explosives  Co.  8 
plant,  the  removal  having  been  necessi- 
tated bv  a  change  in  the  ow-nership  of 
the  plant.  An  error  of  $10  is  disclosed 
in  the  case  of  one  car.  387,  which  re- 
duces the  amount  to  $7,o25,  which  total 
includes  a  deduction  already  made  ot 
$410  to  "bunching"  in  transit  to  Drum- 

mondville.  r  .i,„  r- 

Adverting  to  the  contention  of  the  C 
P  R.    that   had    the    cars    not    been    con- 
signed and  waybilled  to   Drummondville 
they  would  not  have  been  accepted  from 
the"  U.S.  carrier;  the  reason  for  the  re- 
quirement  in   the   Car   Service   Rules   of 
the       American      Railroad      Association 
(adopted  by  the  Canadian  railways)  that 
empty  tank  cars  be  accompanied  by  way- 
bills   is    that   these   cars   are   subject   to 
reconsignment   from    point   to   point,   in- 
stead of  to  the  usual   rule  of  returning 
direct  to  the  home  road  or  owner.     I'or 
example,  a  private  refrigerator  car  load- 
ed with  meat  at  Chicago  for  Montreal  is 
returned   empty    to   Chicago— the   owner 
desires   no  other  disposition,   in    fact   he 
<lemands   prompt   return:   but   a    pru-ate 
tank   car  loaded   at  Chicago   may,  when 
emptied     at     Montreal,     be     reconsigned 
empty   to  New  York   or  any   other   U.i». 
point:  hence  the  need  of  the  waybill  which 
is  not  required  for  the  refrigerator  car. 
Hut   the   tank  car  waybill   is   merely   an 
operating   detail- it   carries   no  fhanjes 
while   the  ordinary   waybill    is   a   hill   of 
charges  due   from   the  consignee,  unless 
shown    prepaid,   and   is   not   essential    to 
the   routing  of  the  car  for  which   other 
means  could  be  available.  The  company  s 
argument  would,  however,  take  the  tank 
out  of  the  ordinarj-  empty  car  category 
and    make    it    a    consignment;    in    other 
words,  the  empty  would  be  treated  as  it 
loaded  and  subject  to  demurrage  at  des- 
tination.    If  the  cars   had  been   refused 
at  Adirondack  Jet.,  the  no-waybill  tech- 
nicality  could   have   been    the   only    rea- 
son    for    the    cars    would    be    carded    to 
ilrummondville  and  the  CP.R.  would  be 
alive  to  the  fact  of  the  large  volume  of 
traffic   waiting   for   them   at   that   place, 
and    it    is   not   pretended   that   the   com- 
pany was  in  a  position  to  supply  tanks 
of  its  own. 


September,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


499 


Over  and  over  again  the  railways,  in- 
cluding: the  C.P.R.,  have  said  that  in  the 
interest  of  the  public  and  their  own  it  is 
the  cars  they  want  and  not  demurrage, 
and  hence  the  plea  for  higher  demurrage 
tolls,  and  that  the  ideal  situation  would 
exist  in  prompt  release  of  cars  and  no 
demurrage.  Here,  however,  was  a  ease 
where  the  cars  were  not  wanted  else- 
where by  the  railway  or  by  any  other 
shipper,  and  yet  the  full  scale  of  penalty 
tolls  is  insisted  upon.  In  my  opinion  the 
old  blanket  toll  of  SI  a  day  should  be 
sufficient  compensation  for  the  use  of  the 
tracks  at  Drumniondville,  and  I  would 
include  the  33  cars  which  the  Car  De- 
murrage Bureau  reports  were  delayed 
the  entire  period  on  the  Aetna  Co.'s  own 
tracks,  having  regard  to  applicants'  ad- 
mission that  the  cars  were  sent  to  Drum- 
niondville in  numbers  exceeding  the  ship- 
pers' facilities  for  loading.  I  would, 
however,  authorize  the  exaction  of  the 
full  schedule  on  the  10  cars,  which,  ac- 
cording to  the  Bureau,  were  not  requir- 
ed, and  were  sent  back  empty,  and  on 
which,  therefore,  the  C.P.R.  received  no 
revenue;  this  in  line  with  the  Board's 
ruling  in  the  Proctor  &  Gamble  case  at 
Vancouver.  This  recommendation  would 
reduce  the  bill  from  ST,525  to  $3,3.59,  as- 
suming the  figures  given  me  by  Mr.  Col- 
lin's office  to  be  carrect. 

The  Board  adopted  the  report  of  the 
Chief  Traffic  Officer  as  its  judgment. 

Demurrage  on  Private  Sidings. 

On  the  application  of  the  Canadian 
Manufacturers'  Association  on  behalf  of 
F.  R.  Stewart  &  Co.,  Vancouver,  B.C., 
for  a  ruling  that  a  consignee  who  has 
more  than  one  private  siding,  or  who 
may  require  alternative  public  team  track 
delivery,  is  entitled  under  the  Canadian 
Car  Demurrage  Rules  to  notification  of 
arrival  and  to  the  24  hours  free  time  al- 
lowance of  rule  3  to  give  orders  for  spe- 
cial placement,  the  Board  gave  the  fol- 
lowing ruling  July  27: — 

Rule  (a)  makes  provision  for  24 
hours  free  of  demurrage  for  various 
purposes,  including  the  giving  of  orders 
for  special  placement  by  consignees  not 
served  by  private  sidings*  or  industrial 
interchange  tracks;  hence  a  consignee 
served  by  a  private  siding  is  except  from 
the  24-hour  allowance,  but  is  entitled  to 
it  in  connection  with  the  second  move- 
ment if  a  car  which  would  be  customar- 
ily placed  at  a  private  siding  is  desired 
elsewhere,  either  at  another  private  sid- 
ing or  at  a  public  team  track. 

Rule  on  Automobile  Tire  Chains. 

In  the  case  of  the  American  Audit 
Co.,  Spokane,  Wash.,  vs.  Canadian 
Freight  Association,  which  was  heard  at 
Ottawa,  May  18,  J.  Hardwell,  Chief 
Traffic  Officer,  Board  of  Railway  Com- 
missioners, made  the  following  report 
Aug.  3:— On  June  29,  1918,  a  shipment 
weighing  about  14,000  lb.  was  made  from 
Victoria  Park,  Ont.,  to  Vancouver,  B.C., 
on  which  the  2nd  class  lake  and  rail  rate 
of  $3.10  per  100  lb.  was  charged,  under 
the  following  rating  of  Supplement  B, 
Nov.  1,  1915,  to  Canadian  Freight  Classi- 
fication 16:  "Chains:  automobile  tire,  in 
boxes  or  barrels,  l.c.l.,  2nd  class."  Ap- 
plicants describe  the  shipment  as  28 
barrels  of  auto  chain.  According  to  in- 
formation furnished  by  the  shippers,  the 
Dominion  Chain  Co.,  to  the  Chairman 
of  the  Canadian  Freight  Association,  it 
consisted  of  complete  auto  tire  chains 
and  a  few  extra  parts  for  repairs. 

The  original  application  claimed  the 
benefit  of  the  following  item  890  A  of 
Supplement  3,  effective  Feb.  12,  1917,  to 
Canadian     Freight     Association     West- 


bound Commodity  Tariff  C.R.C.  No.  E. 
3174:  "Chains,  n.o.s.,  including  link  belt- 
ing, $1.62  per  100  lb."  1  interpret  this 
description  (the  singular  number  will 
be  noted)  to  refer  to  chain  in  the  coil  or 
mass;  in  other  words,  to  materiul  for  re- 
fabrication  into  specific  articles  of  util- 
ity. .Apparently  recognizing  the  force 
of  the  Association's  answer  that  the  item 
"does  not  apply  on  made-up  chains  of 
any  description,"  claimants  by  subse- 
quent letter,  do  not  see  how  the  applica- 
tion of  another  item  can  be  disputed,  viz., 
no.  760  of  the  tariff  itself,  reading  under 
the  general  description  of  hardware: 
"Chains,  halter,  jack  and  safety,  in  bar- 
rels or  boxes,  l.c.l.,  $1.86  per  100  lb." 
They  say  "automobile  chains  are  safety 
chains,  inasmuch  as  they  are  used  for 
affording  additional  safety  to  automobile 
travelling  when  roads  are  wet  and  slip- 
pery." This,  of  course,  is  true;  but  it 
will  probably  be  conceded  that  the  attri- 
bute of  safety  is  not  peculiar  to  this  par- 
ticular article  of  chain. 

It  is  a  well  known  tariff  principle  that 
commodity  descriptions  are  to  be  inter- 
preted specifically.  There  can  be  no 
question  as  to  the  specific  character  of 
the  other  two  chains  named  in  the  tariff 
item  quoted;  and  as  to  the  "safety,"  the 
Association  contends  that  this  is  the 
"style  of  chain  used  for  fastening  the 
rubber  plug  to  a  basin  or  bath  tub,  laun- 
dry tub,  etc.";  further,  that  "automobile 
chains  have  never  been  known  to  the 
trade  as  either  jack  chain  or  safety  chain. 
They  are  known  as  automobile  tire  chains 
and  are  so  described  in  all  catalogues 
and  literature."  Enquiry  I  have  made 
supports  this  contention.  Tire  chains 
are  in  tire-circunifoi-cnce  lengths,  with 
connecting  cross  pieces  and  hook  at- 
tachments —  made-up  chains  in  every 
sense.  They  are  put  up  in  cotton  bags 
with  the  words  "Tire  Chains"  printed 
thereon,  and  my  informant  says  are  so 
known  to  the  trade  and  car  owners,  the 
term  "safety  chain"  not  being  used,  ex- 
cept, possibly,  loosely  by  the  unacquaint- 
ed. Two  of  the  bags  seen  were  from 
the  same  manufacturers  as  the  shipment 
herein  referred  to,  viz.,  the  Dominion 
Chain  Co.,  another,  similarly  marked, 
was  from  a  factory  at  St.  Catharines. 

Not  being  provided  with  a  commodity 
rate,  the  only  alternative  was  the  tariff 
rate  under  the  classification  as  charged. 
It  may  be  open  to  argument  whether  tire 
chains  should  not  be  given  the  same  rate 
as  the  other  specified  makes,  hut  the 
answer  required  of  the  Board  relates  to 
interpretation  with  a  view  to  reparation, 
and  not  to  an  addition  to  the  commodity 
tariff  list. 

This  report  has  been  adopted  by  the 
Board  as  its  judgment. 


Railway  Finance,  Meetings,  Etc. 

Canadian  National  Rys. — There  have 
been  deposited  in  the  Department  of 
State  at  Ottawa  the  following  agree- 
ments relating  to  rolling  stock: — Be- 
tween the  Canadian  Northern  Rolling 
Stock  Ltd.,  the  Canadian  Northern  Ry. 
Co.,  and  the  Gerard  Trust  Co.,  with  ref- 
erence to  renumbering  of  equipment  in- 
cluded in  Canadian  Northern  Equipment 
Trust  series  6,  1910,  supplementary  to 
an  agreement  of  May  1.  1919;  between 
the  Canadian  Rolling  Stock  Ltd..  the 
Canadian  Northern  Ry.  Co.  and  the  Penn- 
sylvania Co.  for  Insurance  on  Lives  and 
Granting  Annuities,  with  reference  to 
renumbering  of  equipment  included  in 
Canadian  Northern  Equipment  trust 
series  A.  1918.  supplementary  to  an 
agreement  dated  July   1.   1918;   between 


the  last  named  three  parties;  similarly 
with  respect  to  Canadian  Northern 
Equipment  Trust,  series  B,  1919,  supple- 
mentary to  an  agreement  dated  Jan.  2, 
1919;  three  agreements  between  the  Im- 
perial Rolling  Stock  Co.,  the  Canadian 
Northern  Ry.  Co.  and  the  Girard  Trust 
Co.,  with  reference  to  the  renumbering 
of  equipment  included  in  Canadian  Nor- 
thern Equipment  Trust,  series  F.I.  1913, 
scries  G.I.,  1913,  and  series  ILL,  1913, 
supplementary  to  agreements  dated  re- 
spectively, Mar.  1,  Mar.  1,  and  Oct.  1, 
1913;  between  the  Imperial  Rolling  Stock 
Co.,  the  Canadian  Northern  Ry.  Co.,  and 
the  Philadelphia  Trust,  Safe,  Deposit  & 
Insurance  Co.  with  reference  to  renum- 
bering of  equipment  included  in  Cana- 
dian Northern  Equipment  Trust,  series 
C-1,  1912,  supplementary  to  agreement 
dated  -\pril  1,  1912;  two  agreements  be- 
tween Imperial  Rilling  Stock  Co.,  Cana- 
dian Northern  Ry.  Co.,  and  Fidelity  Trust 
Co.,  with  respect  to  renumbering  equip- 
ment included  in  Canadian  Equipment 
Trust  series  K-I,  1914,  L-I,  1916,  supple- 
mentary to  agreements  dated  Oct.  1, 
1914,  and  Aug.  1,  1916. 

Canadian  Pacific  Ry.  —  In  notifying 
owners  of  C.P.R.  shares  deposited  with 
the  British  Treasury,  the  Comptroller- 
General  says: — "As  the  return  of  this 
security  will  necessitate  25,000  separate 
transfers  and  the  preparation  of  about 
150,000  certificates,  it  is  expected  that 
the  C.P.R.  Co.  will  require  some  time  to 
carry  the  transactions  through.  It  is, 
therefore,  requested  that  those  owners 
of  the  security  who  do  not  contemplate 
a  change  in  their  holding  between  now 
and  Dec.  1  will  return  the  enclosed  form 
A  completed  at  once,  to  ensure  an  early 
completion  of  the  transfer.  To  those 
who  contemplate  dealing  with  the  secur- 
ity, the  Treasury,  with  the  view  of  equal- 
izing the  pressure  on  the  company,  are 
willing,  on  receipt  of  the  treasury  cer- 
tificate accompanied  by  the  enclosed  form 
A  and  the  lodgment  order  B,  to  release 
the  security  as  soon  as  possible.  In  this 
case  the  additional  allowance  would  cease 
on  the  date  of  release.  The  Treasury 
take  this  opportunity  of  thanking  hold- 
ers who  voluntarily  placed  their  securi- 
ties at  the  disposal  of  the  government 
for  the  assistance  thus  rendered  to  the 
state." 

Canadian  Pacific  Ry. — Dividends  were 
declared  Aug.  9  as  follows,  on  common 
stock  2V2';r  for  quarter  ended  June  30, 
being  at  rate  of  7%  a  year  from  revenue 
and  3%  a  year  from  special  income  ac- 
count, payable  Oct.  1  to  shareholders  of 
record  Aug.  31;  on  preferred  stock  2% 
for  the  half  year  ended  June  30. 

Edmonton,  Dunvegan  &  British  Colum- 
bia Ry.  Co. — There  has  been  deposited 
with  the  Secretary  of  State,  Ottawa,  an 
agreement,  dated  June  5,  1920,  between 
the  Edmonton,  Dunvegan  &  British  Col- 
umbia Ry.  Co.,  and  the  Interior  Truck 
Co..  providing  for  the  increase,  from  5% 
to  6%,  of  the  interest  payable  on  the 
company's  20-year  debenture  stock,  se- 
cured by  the  trust  indenture  dated  Mar. 
29,  1919. 


London's  First  Railway. — A  corres- 
pondent, writing  about  London,  Ont., 
historically,  says,  among  other  things: 
"On  Oct.  23,  1849,  Col.  Talbot  turned  the 
sod  for  the  beginning  of  the  Great  West- 
ern Ry.  Sir  Allan  MacNab,  President 
of  the  railway,  was  present.  At  tne 
evening  banquet.  Col.  Talbot  said  that 
55  years  before  he  had  slept  on  that  very 
spot  which  he  honored  in  the  afternoon, 
the  first  train  came  to  London  on  Dec. 
15,    1853." 


5011 


CANADIAN  RAILWAY  AND  MAKINK  WORLD 


September.  1920. 


AmonK  the  Kxpress  Companies. 

Til.'    Iiit.T.tat.'   rr>hini.ivf  rommlssinn 


:  ,l|,.u.. : 

I  .mil   I'om- 

!   t..   rep- 
of 
;    on 
•  i  '      .    .     of 

pi.,,  i.l  ml«>  IN  fuuml  juhlilini.  ixccpt 
that  riitr."  on  milk  and  crcnm  may  be 
i>iiu«li7r<l  with  Iho.Ho  contomporani'ous- 
ly  applii'tl  l>y  the  railway  lines  bolwopn 
thp  sjimc  points;  no  ndequnU'  ground  is 
disclosed  to  support  the  request  of  ship- 
pors  for  the  exception  of  certain  coiii- 
modities  from  the  application  of  the  in- 
crcaseil  commodities  from  the  applica- 
tion of  the  increased  rates;  a  prescrip- 
tion of  terminal  to  terminal  rates,  to 
apply  in  the  absence  of  pick  up  and  de- 
livery service,  or  deductions  from  the 
published  rates,  where  either  sei-vice  is 
not  rendered,  is  nbt  deemed  warranted 
by  the  record;  no  warrant  is  found  for 
requiring  the  establishment  of  carload 
commodity  rates  on  rubber  tires,  inner 
tubes,  or  fabric,  lower  than  the  less  than 
carload,  or  any  quantity,  rates,  to  apply 
where  the  shippers  load  and  unload.  In 
concluding,  the  judgment  states  that  an 
application  is  pending  for  the  authori- 
zation of  the  continuance  of  the  consoli- 
dation of  the  express  companies,  and 
also  for  approval  of  a  contract  between 
the  express  company  and  railways  over 
whose  lines  it  operates,  and  it  is  ruled 
that  nothing  in  the  present  judgment, 
as  to  rates,  is  to  be  taken  as  prejudic- 
ing or  forecasting  the  decision  m  either 
of  these  cases,  nor  does  the  judgment 
take  into  consideration  the  award  of  the 
U.S.  Railroad  Labor  Board,  recommend- 
ing increases  in  wages  to  the  express 
employes,  as  to  which  the  company  has 
suggested  the  necessity  for  a  further 
application  or  increased  rates,  after  an 
analysis  of  the  award. 

Dominion  Expres-s  Company. 

D.  F".  Martin,  formerly  route  agent  at 
North  Bay,  has  been  transferred  to  To- 
ronto. 

E.  Anderson  has  been  appointed  act- 
ing agent  at  Windsor,  Ont.,  vice  W. 
Aitchison,  resigned. 

J.  Bayley,  route  agent.  Eastern  Divi- 
sion, spent  his  holiday  by  taking  a  trip 
out  west  to  visit  relatives. 

Geo.  Allen,  of  the  Kingston  staff,  has 
been  appointed  agent  at  Kingston,  Ont., 
vice   F.  W.  Carr,  transferred. 

H.  W.  Cross,  agent  at  Belleville,  Ont., 
being  ill  with  diphtheria,  D.  F.  Martin, 
route  agent,  is  looking  after  the  office. 

Geo.  Padwich  has  been  transferred 
from  the  Claims  Department,-  Toronto, 
to  the  Superintendent's  office,  acting  as 
correspondence  clerk. 

T.  H.  McGarrell,  formerly  agent  at 
London,  Ont.,  has  been  appointed  acting 
route  agent,  vice  O.  A.  .Sharp,  trans- 
ferred. 

N.  J.  Bauer,  heretofore  cashier  at  Lon- 
don, Ont.,  has  been  transferred  tn  Wind- 
sor as  cashier,  vice  H.  F.  Roode,  ap- 
pointed cashier  at  London. 

W.  J.  Malcolm,  formerly  chief  bill 
clerk  at  Toronto  depot,  has  been  ap- 
pointed agent  at  Gait,  Ont.,  vice  E.  An- 
derson,   transferred. 

J.  H.  Gallant,  who  entered  the  com- 
pany's service  as  messenger  Feb.  1,  1913, 


has  been  nppnintrd  nirrtif  nf  Srjmmer- 
sido.  P.E.I. .  •    ;      •:      ',11. 

O.  S.  Jol  Icrk 

.il    T.ironto  ntcd 

route    ayiiit,    with    hcuiliiuurters 

■ilh    Hay,    vice    R.    .Murray,    trans- 

.1. 

K.  Murray,  who  wn-i  appointed  acting 
route  agent  at  North  Hay.  Ont.,  is  look- 
ing after  the  Niagara  fruit  district,  with 
headtiuarlers  at  Hamilton,  Ont.,  and  has 
\\.  F.   McQueen  as  assistant. 

O.  A.  Sharp,  Route  Agent,  London, 
Ont.,  is  in  charge  of  the  Leamington 
fruit  district,  with  headquarters  at  Leam- 
ington, Ont.,  Mr.  ("has.  Stewart  acting 
as  assistant. 

W.  B.  Knott,  heretofore  cashier  at 
London,  Ont.,  has  been  appointed  act- 
ing agent  there,  vice  T.  H.  McGarrell, 
transferred.  He  and  his  bride  have  just 
returned   from  a   trip   to  California. 

J.  Barrett,  formerly  cashier  at  Otta- 
wa, who  has  been  appointed  agent  at 
Oshawa,  Ont.,  vice  M.  R.  John.«on,  enter- 
ed the  service  April  1,  1911,  at  Hamil- 
ton, and  was  transferred  to  Ottawa  Jan. 
11,   1915. 

T.  Kelly,  who  has  been  appointed  Sup- 
erintendent's accountant  at  Toronto,  en- 
tered the  service,  Aug.  1,  1910,  as  steno- 
grapher and  was  appointed  correspond- 
ence clerk  in  January,  191.5.  He  enlisted 
for  overseas  on  Aug.  16,  1915,  and  re- 
turned to  his  duties  as  correspondence 
clerk.  Superintendent's  office,  in  Jan., 
1919. 


Telegraph,  Telephone  and  Cable 
Matters. 


E.  N.  Smith,  President,  Canadian  Press 
Ltd.,  and  D.  Campbell,  have  been  ap- 
pointed on  a  board  of  conciliation,  to  rep- 
resent employers  and  employes  respec- 
tively, in  the  dispute  between  the  Cana- 
dian Press  Ltd.  and  its  telegraph  opera- 
tors. 

The  litigation  between  the  Postal  Tele- 
graph Cable  Co.  and  the  C.P.R.  Tele- 
graphs, whic  hwas  instituted  by  the  for- 
mer company  Mar.  12,  in  the  U.S.  Dic- 
trict  Court  at  New  York,  was  discon- 
tinued by  the  court's  order,  Aug.  19,  the 
plaintiff  to  pav  the  statutory  costs,  and 
to  refund  to  the  C.P.R.  $64,978.75,  de- 
posited in  connection  with  the  case.  It 
is  stated  that  the  case  was  discontinued 
because  the  telegraph  traffic  balances 
have  now  shifted  in  favor  of  the  C.P.R. 
and  have  more  than  offset  the  amount 
which  was  being  sued  for. 

The  Dominion  Telegraph  Co.'s  annual 
meeting  was  held  at  Toronto  recently. 
The  balance  sheet  for  the  year  ended 
.lune  .'iO  shows  assets  of  S^.-fO-'.^ie-.TO, 
compared  with  $1,:?06..'?29.42  for  the  pre- 
vious year,  and  the  liabilities  of  $1,011,- 
92.1.^0,  against  $l,0i:!,n51.2.''),  the  balance 
of  profit  and  loss  account  being  $290,- 
.■^92.99,  a  decrease  of  $."i85.IS  from  the 
previous  year.  The  property  is  leased 
to  the  Western  Union  Telegraph  Co.  for 
99  years  from  July  1,  1S79.  the  6'",-  in- 
terest on  the  capital  stock  being  guar 
antted.  The  directors  for  the  current 
year  are: — Sir  Henry  Pellatt,  President; 
Aemilius  Jarvis.  Vice  President;  E.  Ro- 
per, Secretary-Treasurer;  G.  W.  Aitkcns, 
R.  Clowry,  E.  Y.  Gallagher,  Sir  James 
M.  Gibson,  and  D.  B.  Hanna;  the  last 
named  replacing  Dr.  C.  O'Reilly,  de- 
ceased. 

The  C.P.R.  has  made  an  agreement 
with  its  telegraph  operators,  on  the  lines 


of  the  recent  majority  nwarti  of  the  con- 
ciliation   board    nr- '    '       '•!'    •■^■'h 

the     employes' 
wage--  nnd   impi. 

The  >  '  -  .  M,..,,.:..,  M,„i  ,,..■  ..;..,«. 
opei..  flrst    three    ralrngs   at 

the    .  .    such    as    Hazel    Hill, 

llalii.'i\.  .\  .-^.,  .It.  John.  N.B.,  .Montreal. 
Ottawa,  ToronUj,  Winnipeg,  .M(io«e  Jaw, 
<algury,  and  Vancouver,  receive  an  all 
round  increase  of  $20  a  month;  other 
Monte  operators  to  receive  increases  of 
about  $17  a  month  according  to  location. 
The  employes  on  the  Norkrum  machines, 
chiefly  females,  each  to  receive  increases 
of  $10  a  month,  and  general  clerks  to  re- 
ceive increases  ranging  from  $5  to  $12  a 
month. 


Propo.sed   Rrilish  (able  Exten- 
sions. 


At  the  Imperial  Press  Conference  at 
Ottawa,  in  August,  a  resolution  was 
adopted  recommending  that  the  various 
trovcmments  within  the  empire  increase 
cable  communications  and  decrease  rates, 
and  stating  that  it  is  essential  that 
where  any  government  assistance  is  giv- 
en to  the  press  by  way  of  cable  or  other 
sen-ices,  it  should  appear  specifically  in 
the  public  estimates.  It  was  stated  that 
in  regard  to  cable  facilities,  the  empire 
is  really  worse  off  than  before  the  war, 
although  a  German  owned  cable  line  be- 
tween Halifax,  N.S.,  and  England,  is  now 
in  British  hands.  It  was  suggested  that 
a  British  cable  company  be  started  to 
compete  with  the  Great  Eastern  Cable 
Co.  between  Great  Britain  and  points  in 
Asia,  Africa  and  India,  and  that  a  gen- 
eral cable  rate  of  a  penny  (2c.)  a  word 
be  adopted  throughout  the  empire.  Sir 
Roderick  Jones,  Managing  Director  of 
Reuter's  Agency,  while  prepared  to  sup- 
port the  proposal,  was  not  sanguine  of 
its  realization  in  the  near  future.  The 
necessity  for  a  better  cable  ?er\'ice  was 
ob\nous,  as  cable  traffic  had  increased 
enormously  within  the  last  few  years. 


Cable  Communication  Between  the 
West  Indies. 


The  recent  conference  at  Ottawa  be- 
tween members  of  the  governments  of 
Canada,  the  Bahamas  Island.  Barbados, 
Bermuda,  British  Guiana,  British  Hon- 
duras, Jamaica,  the  Leeward  Islands, 
made  the  following  declaration  respect- 
ing cable  communications,  supplement- 
ary to  the  Canada-West  Indies  Trade 
.Agreement,  1920,  full  particulars  of 
which  arc  given  on  page  516  of  this 
issue: — With  a  view  to  the  further  pro- 
motion of  the  purposes  of  the  Canada- 
West  Indies  Trade  Agreement  of  even 
date  the  representatives  of  the  govern- 
ments of  Canada  and  of  the  colonies 
named  in  the  agreement  will  recommend 
for  the  favorable  consideration  of  their 
respective  governments  that  direct  Bri- 
tish owned  and  British  controlled  cables 
should  be  laid  as  soon  as  possible,  with- 
out waiting  for  the  termmation  of  the 
agreement  with  the  West  Indian  and  Pa- 
nama Telegraph  Co.,  to  connect  Bermu- 
da with  Barbados,  Trinidad,  British 
Guiana,  the  Windward  Islands,  the  Lee- 
ward Islands,  and  Turks  Island  or  Ja- 
maica. The  Governmetit  of  Canada  will 
innstitute  enquiries  as  soon  as  practicable 
as  to  the  possibility  of  arrangmg  for  the 
laying  of  such  cables  and  will  communi- 
cate the  results  of  these  enquiries  to  the 
governments  of   the   colonies. 


September,  1920. 


501 


Electric  Railway  Department 

Investigation  into  Ontario  Hydro-Electric  Railway  Projects. 


The  royal  commission  appointed  by 
the  Ontario  Government  to  investigate 
the  proposed  hydro  electric  railways  for 
Ontario  held  its  first  regular  meeting  in 
Toronto  July  28,  Mr.  Justice  Sutherland 
presiding.  I.  F.  Hdlmuth,  K.C.,  appear- 
ed as  investigating  counsel  appointed  by 
the  royal  commission.  The  Hydro  Elec- 
tric Railway  Association  was  represent- 
ed by  Robert  McKay,  K.C.,  and  the  Hydro 
Electric  Power  Commission  by  C.  S.  Mac- 
Innes,  K.C.  Mr.  Hellmuth  requested  that 
the  following  information  be  supplied: — 

1.  A  general  map  showing  the  districts 
to  be  served  by  the  proposed  hydro  ra- 
dial system  or  systems.  This  map  to 
have  indicated  on  it  the  proposed  new 
radial  railway  lines,  together  with  those 
railways  already  acquired  or  which  it  is 
intended  to  acquire  from  the  Dominion 
Government.  It  is  desirable  that,  if  pos- 
sible, this  be  on  a  scale  not  smaller  than 
four  miles  to  an  inch. 

2.  Route  maps  of  proposed  new  radial 
railways  and  those  already  acquired  or 
which  it  is  intended  to  acquire. 

;}.  Profiles  to  accompany  the  forego- 
ing route  maps  of  the  proposed  new  ra- 
dial railways;  on  these  it  is  desired  that 
the  nature  of  the  proposed  structures, 
such  as  bridges,  culverts  and  railway  in- 
tersections (other  than  grade)  to  be  in- 
dicated. 

4.  Specifications,  or  a  resume  of  same, 
indicating  the  nature  of  structures  to 
be  used  (a)  in  the  construction  of  the 
new  radials  proposed  and  (b)  in  the  bet- 
terments or  reconstruction  proposed  for 
those  railways  already  acquired  or  which 
it  is  intended  to  acquire. 

5.  Estimates  of  preliminary  engineer- 
ing and  miscellaneous  overhead  costs 
and  of  amounts  for  purchases  of  rights 
of  way  and  other  lands  and  roadbed  fea- 
tures, etc.,  necessary  to  provide  for  the 
proposed  new  radial  lines  or  necessary 
in  connection  with  the  railways  intended 
to  be  acquired.  These  to  be  classified  ac- 
cording to  the  several  purposes  and  dis- 
tributed according  to  the  various  divi- 
sions or  sections  of  the  proposed  system. 

6.  Estimates  of  costs  of  construction 
itemized  in  detail  for  each  division  or 
section  of  (a)  the  proposed  new  radial 
railway  lines  and  (b)  the  betterments 
or  construction  proposed  for  the  railways 
already  acquired  or  which  it  is  intended 
to  acquire.  These  details  to  include  such 
items  as  weights  of  rail  and  other  road- 
bed features  and  the  several  classes  of 
overhead  construction.  It  is  desired  that 
these  estimates  include  schedules  upon 
which  they  are  based  both  in  quantity  and 
price. 

7.  Estimates  of  costs  in  detail  of  rail- 
way line  transmission,  telegraphs,  tele- 
phones, signal  systems  and  other  acces- 
sories necessary  to  the  proper  operation 
of  the  lines. 

8.  General  plans,  specifications  (re- 
sume) and  detailed  estimates  of  propos- 
ed stations  and  buildings  other  than  ter- 
minal, according  to  the  various  classes, 
necessary  for  the  operation  of  the  rail- 
ways. 

9.  General  plans,  specifications  (re- 
sume) and  detailed  estimates  of  termni- 
nals,  terminal  stations,  shops  and  other 
terminal  buildings  necessary  for  the  op- 
eration of  the  railways. 

10.  General    plans,    specifications    (re- 


sume) and  detailed  estimates  of  costs  of 
the  receiving,  transformer,  switching  and 
other  electric  stations  and  buildings  re- 
quired for  the  reception  and  application 
of  the  necessary  electric  power  for  the 
operation  of  the  various  divisions  or  sec- 
tions of  the  railways. 

11.  General  description  and  detailed 
estimates  of  electrical,  mechanical  and 
other  equipment  for  the  reception  and 
application  of  the  necessary  electric 
po\yer  for  the  operation  of  the  various 
divisions  or  sections  of  the  railways  (as 
intended  to  be  contained  in  the  receiving, 
transformer,  switching  or  other  sta- 
tions). This  also  to  comprise  where  ne- 
cessary such  transmission  lines  or  con- 
nections thereto  as  are  requisite  for  and 


Canadian  Electric  Railway 
Association. 

Honorary  Preaident,  Lieut.-Col.  J.  E. 
Hutcheson.  General  Manager,  Montreal 
Tramways   Co. 

Honorary  Vice  President,  Acton  Burrows, 
Propriet«.r  and  Editor.  Canadian  Railway 
and   Marine    World. 

President,  A.  Gaboury,  Superintendent, 
Montreal  Tramways  Co. 

Vice  President,  G.  Gordon  Gale.  Vice 
President  and  General  Manager,  Hull  Elec- 
tric Co. 

Honorary  Secretary-Treasurer,  pro  tern. 
A.  Eastman.  Vice  President  and  General 
Manager,  Windsor.  Essex  &  Lake  Shore 
Rapid    Railway   Co. 

Executive  Committee.  The  President,  Vice 
President,  and  F.  D.  Burpee.  Manager, 
Ottawa  Electric  Railway  Co.  :  C.  C. 
Curtis,  Manager,  Cape  Breton  Electric  Co. ; 
A.  Eastman.  Vice  President  and  General 
Manager.  Windsor.  Essex  &  Lake  Shore 
Rapid  Railway  Co. ;  Geo.  Kidd.  General 
Manager.  British  Columbia  Electric  Rail- 
way Co. :  M.  W.  Kirkwood.  General  Man- 
ager. Grand  River  Railway  Co.  and  Lake 
Erie  &  Northern  Railway  Co.  :  A.  W.  Mc- 
Limont.  Vice  President  and  General  Man* 
ager.  Winnipeg  Electric  Railway  Co. ;  K. 
M.  Reade.  Superintendent.  Quebec  Railway 
Light  &  Power  Co. :  Lt.-Col.  G.  C.  Royce. 
General  Manager.  Toronto  Suburban  Rail- 
way Co. :  C.  L.  Wilson.  Assistant  Manager. 
Toronto  &  York  Radial   Railway  Co. 

Official  Organ — Canadian  Railway  and 
Marine   World.  Toronto. 


chargeable  to  the  railway  system  and  its 
operation. 

12.  General  description,  number,  clas- 
sification (or  types),  and  detailed  esti- 
mates of  cost  of  new  rolling  stock  in- 
tended to  be  employed  in  the  operation 
and  maintenance  of  the  various  divi- 
sions of  the  system  proposed,  already 
acquired  and  to  be  acquired.  These  to 
include  locomotive,  passenger,  goods  and 
work  cars  and  all  other  rolling  stock  ne- 
cessary for  the  eflicient  operation  as  pro- 
posed and  provided  for  under  the  various 
estimates. 

1.3.  Detailed  estimates  of  annual  costs 
of  (a)  maintenance,  (b)  operation  of 
each  division  or  section  of  the  proposed 
new  radials  and  of  the  railways  already 
acquired  or  intended  to  be  acquired  (in- 
cluding amounts  to  be  set  aside  for  over- 
head, management,  superintendence,  up- 
keep, etc.,  of  the  general  system).  It  is 
desired  that  separate  estimates  be  made 
based  on  operation  as  at  one  year,  five 
years  and  ten  years  after  each  division 
or  section  is  placed  in  operation.  It  is 
desired  also  that  the  rates  and  amounts 
proposed  to  be  allotted  in  these  esti- 
mates for  interest,  depreciation,  sinking 


fund,  taxes,  car  rentals  and  other  like 
purposes  be  particularly  specified. 

14.  An  estimate  of  the  amount  of  pow- 
er required  to  be  placed  at  the  disposal 
of  the  proposed  radial  railway  system 
for  the  purposes  of  the  entire  and  effi- 
cient operation  of  each  division  or  sec- 
tion comprising  the  proposed  now  radials 
and  the  railway  already  acquired,  and 
which  it  is  intended  to  acquire.  It  is  de- 
sired that  separate  estimates  be  made 
based  on  operation  as  at  one  year,  five 
years  and  ten  years  after  each  division 
or  section   is   placed   in  operation, 

15.  An  estimate  of  the  expected  cost 
per  horse  power  per  year  with  reference 
to  the  amounts  of  power  required  under 
the  foregoing  for  each  division  and  sec- 
tion of  the  system.  It  is  desired  that 
separate  estimates  be  made,  based  on 
operation  as  at  one  year,  five  years  and 
ten  years  after  each  division  or  section 
is  placed  in  operation. 

16.  Detailed  estimates  of  expected 
revenue  from  all  sources,  classified  un- 
der the  various  divisions  or  sections  and 
itemized  under  the  several  classes  of 
business,  i.e.,  passenger,  goods,  etc.  It 
is  desired  that  separate  estimates  be 
made  based  on  operation  as  at  one  year, 
five  years  and  ten  years  after  each  divi- 
sion or  section  is  placed  in  operation.  It 
is  desired  also  that  the  estimates  include 
statements  of  the  various  rates  for  pas- 
sengers and  goods  upon  which  they  are 
based. 

17.  It  is  desired  that,  if  possible,  a 
map  or  maps  be  furnished  which  will 
indicate  graphically  or  otherwise  the 
density  of  population  and  the  density  or 
intensity  of  industrial  or  other  activi- 
ties along  or  tributary  to  the  lines  of 
the  entire  radial  railway  system  as  now 
proposed. 

The  commission  met  again  in  August, 
going  over  information  which  had  been 
received  and  arranging  a  programme  for 
future  sittings. 


Glasgow  Tramways  Buy  Rails  in 
the  United  States. 

Canadian  Trade  (Commissioner  J.  Ver- 
non McKenzie,  wrote  from  Glasgow, 
Scotland,  Aug.  5:  — A  contract  for  10,000 
tons  of  steel  rails  and  fishplates  is  ex- 
pected to  be  awarded  very  shortly  by 
the  Glasgow  corporation  to  the  United 
States  Steel  Products  Co.  The  sending 
of  this  contract  abroad  has  caused  a 
great  deal  of  controversy  not  only  in  lo- 
cal municipal  circles,  but  also  in  the 
wider  field  of  commerce  throughout  the 
country.  The  corporation  invited  21 
firms  to  tender  for  this  order,  and  out  of 
these  only  two  applied  —  One  United 
States  firm  and  one  English  firm,  the 
home  firm  being  £4  10s.  a  ton  higher  in 
price  than  its  foreign  competitor.  The 
relative  prices  were  in  the  neighborhood 
of  £28  and  £24.  The  Glasgow  Tramways 
Committee  recommended  that  the  United 
States  Steel  Products  Co.'s  offer  be  ac- 
cepted, owing  to  the  fact  that  there  would 
be  a  saving  of  more  than  £40,000  on  the 
order,  but  definite  acceptance  has  not 
yet  been  given,  owing  to  the  fact  that, 
under  the  standing  orders  of  the  town 
council,  agents  acting  for  firms  in  a  for- 
eign country  must  send  to  the  corpora- 
tion an  authenticated  guarantee  that  the 


502 


CANADIAN  KAILWAY  AND  MARINK  WORLD 


September,  1920. 


lork  «ill  !•.■ 


and 


I.-.!  throiikth  uniler  trad© 

.Mtrc    him 

.  r  of  the 

r.S.   tho 

:    works 

•  rv,    unci 

,,"|    Tro- 

luiny  vvnx  rr- 

f  n  i-onfiTrni-o 

•-     called     not 

it  ion  for 

.».    Ho 

Srotland 
Kniclnnd  bt-inK  expostni  to  oompcti- 


tion  from  a  U.S.  company  by  which  trade 
union*  ore  not  rocotrnizcd.  It  i»  prr- 
«iiiniil  thnt  on  tho  rocoipt  of  tho  Kunran- 
liT  tho  lonlriirt  will  l>o  forthwith  awarilod. 
Iho  (nnoral  Mnnntror  of  tho  CIbskow 
1  ramwnys  has  writton  as  follows  to  tho 
•  aiwuliiiii  Trado  Coninii^'sionor  at  Clas- 
k'liw:  "If  thoro  nro  any  firms  in  Canada, 
rollors  of  tram  rails,  to  whom  futuro  iii- 
i|iiirios  would  bo  of  intorost,  I  shall  Iw 
irlnilo  to  rocoivo  a  nolo  of  thoir  namos 
and  addrossos.  In  tho  way  of  ronowals 
of  our  track,  this  prosont  order  of  lO.onn 
tons  represents  our  requirement*  for  two 


year*,  but  there  in  the  po«tibillty  that 
some  of  the  extcnulonii  for  which  we 
havo  powers  may  be  Kono  on  with,  and 
used  up  in  about  half  this  time." 
in  this  case  the  rails  mi(;ht,  no  doubt,  be 
If  any  Canadian  manufacturers  of 
tramway  equipment  suitable  for  .Scot- 
lanil.  or  rollers  or  tramway  rails,  will 
rommunirato  with  the  Trade  Commis- 
sioner in  (ilasKow,  (fivinj:  details  as  to 
the  products  they  dciiiro  to  export,  ar- 
ranitementfl  will  be  made  to  take  the 
inatler  up  direct  with  the  Glasjrow  and 
..thor   .'Scottish   corporations. 


Increases  in  Electric  Railway  Passenp:er  Fares. 


Brandon  Municipal  Ky.— It  was  stated 
in  Cnnnilinn  Itailwny  anil  Marine  World 
f^^^^  I..,..  .1...  ,h^,  Manitoba  Public  Utili- 
ti,  i.ner   had   approved   of   an 

ir,,  lulo  of  fares  for  the  Bran- 

don .'liiiiin  ipai  Ry.  We  have  since  been 
supplied  with  a  copy  of  the  order,  which 
states  that  n  hcarin»r  was  held  in  Bran- 
don, that  due  consideration  had  been 
(jiven  to  tho  effect  of  increases  and  that 
an  invostication  of  the  railway's  opera- 
tions had  been  made.  Followinp  is  a 
comparison  of  the  old  and  new  fares: — 

Now.  Old. 

Cwh   .   . "'•  ^'^■ 

Unllmlt«d    Uck«u    e  for  SSc.  6c. 

Worknwn-.    lickiU    Sc.       6  for  25c. 

ChiWrrn'.    tickrU 8  for  E.'ic.     10for2Bc. 

British  Columbia  Electric  Ry.  applied 
recently  to  the  Board  of  Railway  Com- 
missioner.-; for  approval  of  its  tariff  B.C. 
E.R.  :'.0,  C.R.C.  2,  between  points  on  its 
Central  Park  interurban  line,  di.strict  1, 
between  Vancouver  and  New  Westmin- 
ster. No  chanpe  is  made  in  the  regular 
fares.  Only  the  commutation  fares  are 
affected.  At  present  books  of  10-ride 
and  .50-ride  tickets  are  sold.  It  is  pro- 
posed to  eliminate  the  50-ride  books  en- 
tirely and  raise  the  price  of  the  lO-ride 
books.  To  certain  points  there  will  be 
an  increase  of  40'~(,  but  the  old  rates  are 
inequitable  and  should  never  have  been 
put  in  force.  One  of  the  reasons  for  the 
proposed  new  tariff  is  to  prevent  com- 
binations of  rates  between  Vancouver 
and  New  Westminster.  By  means  of 
combinations  it  is  possible  to  travel  be- 
tween the  two  cities  for  lie,  with  a 
transfer  to  city  lines  in  both  places.  The 
rejrular  fare  is  2.5c.  On  this  line  the 
fare  is  ."ic.  from  New  Westminster  to 
certain  points,  whereas  the  regular  fare 
on  city  lines  in  New  Westminster  is  6c. 
City  line  passengers  have  been  buying 
commutation  rate  books,  ostensibly  to 
transfer  to  the  interurban  line,  but  real- 
ly to  travel  for  5c.  instead  of  6c.  The 
new  rate  on  the  10-ride  book  is  approxi- 
mately I'^sC  a  mile  and  the  lowest  com- 
bination between  Vancouver  and  New 
Westminster    is    19 '-jc. 

The  company  has  also  applied  to  the 
Board  of  Railway  Commissioners  for 
authority  to  increase  its  cash  fare  in 
the  City  of  Victoria  to  7c. 

Calgary  Municipal  Ry.— On  City  Com- 
missioner A.  (I.  CIravos'  recommendation 
the  city  council  made  several  changes  in 
fares  recently.  The  cash  faro  thereto- 
fore ."ic,  has  boon  advanced  to  lOc;  two 
tickets  are  being  sold  for  15c.,  four  tick- 
otc  for  2.')c.,  instead  of  five  for  2.'>c.  as 
formerly;  and  20  for  $1.  instead  of  22  as 
formerly.  School  children's  tickets  are 
left  at  K  for  25c.  Tho  object  in  raising 
the  cash  fare  to  lOr.  is  stated  to  be  to 
eliminate  the  handling  of  coppers  and 
making  change  on  tho  cars.  The  fixing 
of  ticket  rates  at  2  for  15c.  and  4  for 
2.'>c.    will,    it    is    believed,   cause    regular 


users  to  buy  books  of  20  for  $1,  and  thus 
save  tho  "motorman-conductor  on  one- 
man  cars  handling  a  lot  of  small  change, 
p'ollowing  is  a  comparison  of  the  old  and 
now  fares: — 


ZforlSc. 
4  for  26e. 
20  for  $1 

8  for  25c. 


5  for  2&C. 
22  for  II 

8  for  2r.r. 


School    chil<ln-n'«   lickcU 

Notwithstanding  the  increase  in  fares, 
it  is  reported  that  the  receipts  for  the 
last  15  days  of  .luly  were  $220  a  day 
short  of  the  average  daily  revenue  neces- 
sary to  meet  requirements.  Superintend- 
ent Brown  is  reported  to  have  recom- 
mended that  the  schedule  of  fares  as  giv- 
en above  be  amended  by  reducing  the 
number  of  tickets  to  be  sold  for  $1  from 
20  to  18. 

The  city  council  is  reported  to  have 
decided  on  Aug.  17,  by  a  vote  of  7  to  3, 
to  reduce  the  number  of  street  car  tick- 
ets sold  for  $1  from  20  to  18,  the  altered 
rate  to  go  into  effect  at  midnight  Aug. 
17.  A  press  report  of  Aug.  18  stated 
that  in  the  interval  between  the  passing 
and  coming  into  effect  of  the  new  rate 
$6,100  worth  of  tickets  were  bought  by 
citizens  at  the  old  rate. 

Cape  Breton  Electric  Co. — Under  an 
order  of  the  Nova  Scotia  Public  Utilities 
Commission  a  new  fare  schedule  was 
put  in  operation  in  Sydney  and  adjoin- 
ing municipalities  on  Aug.  15.  The  new 
schedule  provides  for  a  10c.  cash  fare 
in  the  Citv  of  Sydney,  and  in  the  towns 
of  North  Sydney,  Sydney  Mines  and  Glace 
Bay;  metal  tickets  are  sold  two  for  15c.. 
four  for  30c.,  and  in  even  multiples  of 
two  at  the  same  ratio,  each  ticket  will 
be  accepted  in  lieu  of  a  single  cash  fare. 
On  the  Sydney  and  Glace  Bay  interur- 
ban line  the  new  fare  is  7'-.c.  per  zone 
(instead  of  Cc.  as  heretofore)  on  the 
metal  ticket  system,  the  cash  faro  being 
10c.  "There  arc  five  zones  on  the  line, 
and  a  passenger  can  pay  all  in  metal 
tickets  or  in  metal  tickets  and  cash. 
Through  the  five  zones  from  Sydney  to 
Glace  Bay  the  ticket  fare  is  37'/ac.  and 
the  cash  fare  40c. 

Fort  William  Municipal  Ry.— The  Fort 
William.  Ont.,  city  council  has  under  con- 
sideration a  proposition  for  increasing 
fares.  A  zone  system  has  been  suggest- 
ed, but  a  press  report  states  this  is  not 
favored  by  some  of  the  members  of  tho 
council's  utilities  committee,  and  that 
the  new  fares  will  probably  be: — Cash, 
7c.,  or  4  tickets  for  25c.;  children's  fare, 
.Sc,  or  10  tickets  for  25c.;  school  child- 
ren's fare  between  8  and  f».30  a.m.  and 
3.30  and  5.30  p.m.,  Sc,  or  8  tickets  for 
25c.  It  was  expected  that  the  now  fare 
schedule  would  be  approved  in  time  to 
put  it  in  operation  Sept.  1. 

Regina  Municipal  Ry.  —  The  Regina. 
Sask..  city  council,  on  Aug.  4.  approved 
of   a   new   fare  schedule  for   the   Regina 


.Municipal  Ry.,  effective  .-Vug.  .>,  wtiK  n  is 
compared  with  the  old  one  as  follows: — 


TIckrti    — 2  for  I5«. 

••                       -.    *  for  2ht.  &  for  Uc 

17  for  tl  »l  for  It 

Children    under    14— 

Ca»h        „ V 

TickcU   8  for  25c.  lOforlSe. 

Workmen'!    ticket*    Aboliihed  8  for  2Se. 

Kingston.     Portsmouth     &     Cataraqut 

Electric  St.  Ry.— A  press  report,  Aug.  26, 
stated  that  the  Kingston,  Ont.,  city  coun- 
cil had  under  consideration  an  applica- 
tion from  the  company  for  permission 
to  do  away  with  the  sale  of  tickets  at 
reduced  prices,  and  to  charge  a  straight 
5c.  fare. 

Montreal  Tramways  Co. — Owing  to  the 
increased  wages  awarded  to  the  employes 
by  a  board  of  conciliation,  to  date  from 
July  1,  it  is  estimated  that  $800,000  will 
be  added  to  the  company's  wage  bill  for 
the  year.  Under  the  circumstances  the 
company  applied  to  the  Montreal  Tram- 
ways Commission  to  permit  the  charging 
of  increased  fares.  The  Commission  on 
.•Vug.  20  authorized  certain  increases 
from  Sept.  1,  the  new  rates  comparing 
with  the  old  as  follows:— 

New.  Old. 

Cash  fare ^       Te.       ,  Je. 

Ticket*  - "     4  for  2Sc.       .->  for  SOc. 

■■ 50  for  18  44  for  12.50 

The  above  fares  are  within  the  uni- 
form territory  from  5  a.m.  to  midnight. 
There  is  no  change  in  the  after  midnight 
rate,  which  remains  at  15c.;  school  child- 
ren's tickets,  7  for  25c.,  are  also  un- 
changed. The  rates  outside  the  uniform 
territory  are  not  changed. 

The  Toronto  Suburban  Railway  s  Stan- 
dard Passenger  Tariff.  C.R.C.  1,  which 
applies  to  its  interurban  lines  only,  and 
which  was  approved  by  the  Board  of 
Railway  Commissioners  in  July,  as  stat- 
ed in  "Canadian  Railway  and  Marine 
World  for  August,  is  based  on  a  rate  of 
2.875c.  a  mile.  The  rates  previously  in 
force  were  limited  to  2c.  a  mile,  under 
the  Ontario  Railway  Act,  but  the  line  is 
now  under  Dominion  jurisdiction,  owing 
to  it.s  nbsoiTition  by  the  Canadian  Na- 
tional  Rvs. 

Winnipeg  Electric  Ry.— A  Winnipeg 
press  dispatch  of  Aug.  23  states  that  the 
Manitoba  Public  Utilities  Commission 
gave  judgment  on  that  day  on  the  com- 
pany's application  for  power  to  charge 
increased  fares  on  its  lines  in  Winni- 
peg, and  on  the  suburban  lines  owned 
by  its  subsidiaries,  tho  Winnipeg,  Sel- 
kirk &  Lake  Winnipeg  Ry.  and  the  Sub- 
urban Rapid  Transit  Co.  The  Commi.s- 
sionor  is  reported  to  have  announced  that 
tho  increase  granted  are  to  give  the  com- 
panies affected  a  return  of  »<">■  on  their 
invesement.  Tho  estimates  of  the  in- 
creases necessary  were  based  on  com- 
putations and  valuations  made  by  expert 
appraisers.  The  company's  plants  were 
valued     at     $24..369.431.     The    increased 


September,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


503 


fares  allowed  will  provide  an  additional 
$450,000  annual  income,  according:  to 
street  railway  officials.  Wage  increases 
recently  granted  t-niployes  will  absorb 
$300,000  of  this  amount,  they  said,  and 
the  balance  will  be  devoted  partly  to  sub- 
urban extensions  and  partly  to  paying  a 
dividend  to  shareholders.  The  $400,000 
increase  in  calculated  on  a  basis  of  an 
annual  paying  passenger  list  of  60,000,- 
000.     The   average   fare  will   be   raised 


from  5V4c.  to  6',ic.  The  cash  fare  is  to 
be  7c.  on  the  city  lines  instead  of  6c.  as 
heretfore.  4  tickets  to  be  sold  for  25c.; 
workmen's  tickets  are  abolished,  but 
school  children's  tickets  to  remain  the 
same  as  heretofore,  8  for  25c.  The  new 
fares  are  to  go  into  operation  Sept.  1. 

The  fare  from  Winnipeg  to  Selkirk  is 
raised  from  60  and  80e.  to  75  and  90c. 
The  Headingly  and  other  suburban  lines 
are  put  on  the  zone  system,  with  a  5c. 


fare  in  each  zone.  It  is  stated  that  the 
City  Solicitor  announced  that  an  attempt 
would  be  made  to  have  the  decision  mod- 
ified. 

The  company  is  reported  to  have  an- 
nounced Aug.  24  that  tickets  which  were 
sold  at  the  old  rates  could  not  be  used 
after  Sept.  1,  but  would  be  redeemed  at 
the  company's  offices  at  the  price  paid 
for  them,  and  that  a  new  series  of  tick- 
ets would  be  issued  at  the  new  rates. 


Electric  Railway  Projects,  Construction,  Betterments,  Etc. 


Calgary  Municipal  Ry. — Press  reports 
state  that  tenders  will  be  received  to 
Sept.  21  for  the  construction  of  a  street 
railway  crossing,  and  that  an  estimate 
has  been  prepared  showing  that  the  cost 
of  the  proposed  extension  of  the  line  on 
Centre  St.  north  will  be  $9,475,  exclusive 
of  rails.     (July,  pg.  .■iy2.) 

Cape  Breton  Electric  Co. — A  press  re- 
port of  Aug.  20  stated  that  the  City  So- 
licitor of  Sydney,  N.S.,  was  about  to  take 
up  the  question  of  the  extention  of  the 
Cape  Breton  Electric  Co.'s  railway  lines 
in  Sydney,  with  the  Nova  Scotia  Public 
Utilities   Commission.      (June,   pg.   316.) 

Chatham,  Wallaceburg  &  Lake  Erie 
Ry. — A  press  report  states  that  local 
merchants  are  of  opinion  that  instead  of 
tearing  up  the  Chatham,  Wallaceburg  & 
Lake  Erie  tracks  on  King  St.,  Chatham, 
Oht.,  before  putting  down  new  pavement, 
the  city  council  should  apply  to  the  Hy- 
dro Electric  Power  Commission  of  On- 
tario to  take  over  the  railway  and  ex- 
tend it  from  Erie  Beach  to  Government 
Park,  Morepeth,  Ridgetown,  Thamesville, 
Florence  and  Dresden.  A  line  through 
these  places  would,  it  is  stated,  serve  a 
large  area  now  without  railway  facili- 
ties.    (Jan.,  pg.  34.) 

Grand  River  Ry. — A  press  report  states 
that  plans  filed  with  the  Gait,  Ont.,  city 
council  for  a  new  right  of  way  through 
the  city  provide  for  taking  the  line  off 
the  streets  and  carrying  it  along  a  pri- 
vate right  of  way,  starting  from  Hunt- 
er's corner,  passing  under  the  subway 
beside  the  G.T.R.  and  the  C.P.R.,  and 
then  paralleling  Mill  Creek  into  the  cen- 
ter of  the  city  to  the  C.P.R.  yards,  to 
which  point  the  Lake  Erie  &  Northern 
Ry.  runs.  Between  the  crossing  of  Dun- 
das  and  Main  Sts.  the  line  will  be  double 
track,  the  building  of  which  work  will 
necessitate  the  removal  of  the  C.P.R. 
freight  shed.  A  passenger  station  will 
be  built  at  Main  St.,  and  a  spur  line  will 
be  run  to  the  C.P.R.  station.  The  work 
which  the  company  has  in  hand  on  the 
north  end  of  the  line  is  reported  to  be 
practically  completed,  so  that  it  is  ex- 
pected that  the  work  in  Gait  will  be  put 
in  hand  at  once  and  completed  in  time 
for  the  operation  of  traffic  over  the  new 
route  about  the  time  the  company's  fran- 
chise along  Water  St.  expires,  viz.,  Feb. 
2,  1921.  Another  reason  for  making  the 
change  of  route  is  to  bring  the  line  up 
to  the  same  standard  as  the  Lake  Erie 
&  Northern  Ry.,  to  run  heavier  traffic 
over  it,  and  to  eliminate  stops.  (Mar., 
pg.   145.) 

Hamilton.  Grim.sby  &  Beamsvtlle  Elec- 
tric Ry. — We  are  officially  advised  that 
it  is  proposed  to  rebuild  the  car  barn  at 
Beamsville,  Ont.,  which  was  destroyed  by 
fire  Dec.  28,  1919.     (Feb.,  pg.  81.) 

Hamilton  St.  Ry. — A  press  report  states 
that  the  Dominion  Power  &  Transmis- 
sion Co.  proposes  to  start  work  imme- 
diately on  the  laying  of  additional  tracks 
in  the  west  end  of  Hamilton.     The  pro- 


jected line  is  from  Margaret  St.  to  Para- 
dise Row,  and  thence  westerly  to  within 
800  ft.  of  the  Hamilton  &  Dundas  Ry. 

We  are  officially  advised  that  it  is  pro- 
posed to  build  about  two  miles  of  new 
line  westerly  on  King  St.,  to  the  McKil- 
rick  survey.     (Aug.,  pg.  450.) 

Hydro  Electric  Ry.,  Essex  Division. — 
We  wore  officially  advised  Aug.  10  that 
it  was  expected  to  begin  laying  about  a 
mile  of  second  track  on  London  St., 
Windsor,  Ont.,  between  Aug.  23  and  30. 
(July,   pg.  392.) 

Levis  County  Ry. — A  press  report  of 
Aug.  18  stated  that  the  company  was 
straightening  a  portion  of  the  line  in 
Levis,   Que.      (Dec,   1919,   pg.   675.) 

Montreal  Tramways  Co. — We  are  offi- 
cially advised  that  the  company  is  recon- 
structing about  nine  miles  of  its  track 
in  Montreal,  and  in  Outremont,  and  that 
it  is  also  building  a  substation  on  Cote 
St.,   Montreal.      'Aug.,  pg.  450.) 

New  Brunswick  Power  Co. — We  are 
officially  advised  that  the  company  is 
building  a  3,000  ft.  extension  of  its  line  in 
East  St.  John,  N.B.,  the  material  for 
which  is  on  hand. 

Referring  to  criticisms  as  to  the  bet- 
terments work  in  progress  on  the  lines 
in  St.  John,  N.B.,  T.  H.  McCauley,  Gen- 
eral Manager,  is  I'eported  to  have  said 
Aug.  7  that  the  material  being  put  in  at 
the  corner  of  Charlotte  St.  and  King 
Square,  while  not  bought  recently,  is  not 
worn;  it  had  been  installed  at  another 
point  but  was  not  used.  The  spacing  of 
ties  is  good  standard  work;  concrete  is 
a  superior  foundation  to  wood  and  will 
last  longer.  Special  attention  is  being 
given  to  bonding  before  the  work  is  com- 
pleted so  as  to  eliminate,  as  far  as  pos- 
sible, electrolysis  to  water  and  other 
mains.  "The  company,"  added  Mr.  Mc- 
Cauley, "is  not  desirous  of  evading  its 
obligations  in  any  way.  but  is  willing 
to  more  than  keep  pace  with  the  city  in 
any  reasonable  undertaking."  (Aug.,  pg. 
450.) 

Niagara,  St.  Catharines  &  Toronto  Ry. 
A  press  report  state?  that  the  company 
proposes  to  build  a  car  shop  at  St.  Cath- 
arines and  that  G.  C.  Briggs,  Architect, 
Canadian  National  Rys.,  Toronto,  has 
prepared  the  plans.  (Dec,  1919,  pg.  670.) 

Nova  Scotia  Tramways  &  Power  Co. — 
A  press  report  states  that  a  committee 
representing  the  Halifax,  N.S.,  City 
Council,  and  representatives  of  the  N. 
S.  T.  &  P.  Co.,  after  discussing  the  city 
paving  situation  as  it  affects  the  com- 
pany, waited  on  the  Nova  Scotia  Premier 
on  Aug.  4  to  arrive  at  a  plan  by  which 
the  company  could  be  financially  aided 
so  that  the  paving  might  be  proceeded 
with.     (Jan.,  pg.  34.) 

Ottawa  Electric  Ry. — A  press  report 
states  that  an  automatic  switch  has  been 
installed  at  the  corner  of  Banks  and 
Sparks  streets,  and  that  two  other  simi- 
lar switches  will  be  installed  at  Elgin 
and   Sparks  Sts.,  and  one  at  the  comer 


of  Rideau  and  Sussex  Sts.  (Mav,  pg. 
257.) 

Peterborough  Radial  Ry. — A  press  re- 
port states  that  a  report  on  proposed  ex- 
tensions of  this  railway  in  Peterborough, 
Ont.,  and  vicinity,  has  been  completed 
by  the  Hydro  Electric  Power  Commis- 
sion of  Ontario's  engineering  staff.  (May, 
PK.  257.) 

Quebec  Ry.,  Light  &  Power  Co.— We 
are  officially  advised  that  the  company 
has  under  consideration  an  extension  of 
about  half  a  mile  along  Marie  Bourgeois 
Ave.  (formerly  named  Levis  Ave.,  from 
St.  Cyrille  St.  to  St.  Foy  Road,  Quebec. 
This  matter  was  under  discussion  with 
representatives  of  the  city  council,  -4.ug. 
13,  and  a  press  report  states  W.  J. 
Lynch,  General  Manager,  promised  that 
construction  would  be  started  immedi- 
ately and  that  the  line  would  be  ready 
for  operation  in  the  autumn.  (Aug.,  pg. 
4.50.) 

Saskatoon  Municipal  Ry. — A  press  re- 
port states  that  Saskatoon,  Sask.,  rate- 
payers have  passed  a  bylaw  authorizing 
the  building  of  a  second  track  on  a  por- 
tion of  the  Saskatoon  Municipal  Ry.  lines 
at  a  cost  of  about  $3,000.  (Dec,  1919, 
pg.  670.) 

Toronto  Civic  Car  Lines. — The  con- 
.struction  of  a  permanent  double  track 
line  on  Bloor  St.  from  Runnymede  Road 
to  James  St.,  at  a  cost  of  $104,245,  has 
been  recommended  by  the  City  Works 
Commissioner  and  the  matter  is  under 
consideration  by  the  city  council.  (Aug., 
pg.  450.) 

Toronto  Ry. — A  frame  car  barn  is  be- 
ing built  at  the  corner  of  McLean  Ave. 
and  Queen  St  east,  Toronto.  (Feb.,  pg. 
81.) 

Winnipeg  Electric  Ry. — A  press  re- 
port of  Aug.  13  stated  that  representa- 
tives of  the  Winnipeg  City  Council  were 
negotiating  with  the  company  for  con- 
tinuing to  Keewatin  St.,  a  temporary 
track  which  is  already  laid  on  Logan 
Ave.  more  than  half  way  to  the  C.P.R. 
Deloraine    Branch. 

The  reconstruction  of  the  car  barns  at 
Main  St.  and  Assiniboine  Ave.,  destroyed 
by  fire  some  months  ago,  is  reported  to 
have  been  started.  "The  reconstructed 
building  will  be  of  reinforced  concrete 
throughout,  somewhat  longer  than  the 
old  one,  with  concrete  floor  and  wired 
glass  windows.  It  will  accommodate  50 
cars.  Pratt  &  Ross  are  the  architects 
and  the  contract  is  reported  to  have  been 
let  to  Claydon  &  Co.,  the  estimated  cost 
being  $60,000.     (Aug.,  pg.  4.50.) 


Minneapolis   Street   Car    Fares.   —    A 

press  report  states  that  the  Minneapolis, 
Minn.,  City  Council  has  passed  an  ordi- 
nance authorizing  the  Twin  Cities  Rapid 
Transit  Co.  to  charge  a  7c.  fare  as  from 
Aug.  16  and  that  if  this  does  not  pro- 
duce sufficient  to  equal  the  1919  surplus, 
a  7c.  cash  fare  is  to  be  charged  from 
Dec.  15  with  4  tickets  for  25c. 


r>ni 


September,  1920. 

Klectric  Railway    Employes'  Wajjes,  Workinjr  Conditidns,  Ktc. 


Ik 

1' 

til 
.li 

\\  , 

rinnr.; 

,u-    tn.-n 

i  II 

I^ndon   SI.   K.v.-A     rr.H,     roport    of  ,  \TJ.        ^ZltZ' 

R       iM .,,nl  Honnl's  nmnnco-  »  '■'"'>,.'•,         . 

,    f„r  Julv  thiTo  won  Mil.  .Iiil.    ;it!juh.-.i   .kal.s   with  nil   dppnrt- 

.  lutiiur     nnd    cerUin  iiunt«    of    the    company's    employes,    the 

•i.oo.      rnder   the   nr-  portion  ufTectintr  conductors  and   motor- 

the  employes   this   siir-  men  beine  as   follows:— First  year,  45c. 

distril.uted  by  nn  increase  an    hour,   instead   of   :t7c.     Second   year. 

.niis   of   Ic.   an    hour  .'SOc.,   instead   of   40c.     After  the   second 

•,<1.    The  men  are  re-  year,  T^tK.,  instead  of  44  and  4Sc. 

lied  with  conditions,  "ITnder  the  cxistinK  scale  of  pay  and 

were  Riven  to  under-  conditions  of  work,  ^'i^r  of  the  conduc- 

"sundtiiat  the  rate  of  wnjres  was  to  be  tors   and   motormen   '1»7,,^J^-  »"   '7"/: 

increased  to  48c.  an  hour.     The  men  ask  11    2/5-,    cam   40c.:   7  4/.'-.':r    earn   44c 

hat  the  bond  redemption  fund  be  aban-  70  -VIO-'   <;«>;?  48c      Under  the  proposed 

doned   and   that   the   money   so   released  scale:  :<  S/lOrr  will  earn  45c.;  11  4/10  r 

be  used  for  payment  of  increased  waires.  will  earn  50c. ;  85   1/10-.   will  earn  5.5c. 
The  company   and   the   OnUrio   Railway  "With    repard    to   the   other   employes 

and   Municipkl   Hoard  refuse  to  aprree  to  we  recommend  subsUntial  increases  for 

this.    It  IS  reported  that  the  men  are  now  all  of  them." 

demanding    52c.    an    hour,    and    that    if  The  men  met  Aug:.  5  to  consider  thi 

this  rate  is  not  granted  there  will  be  a  report,  and  passed  a  resolution  rejecting 

strike   early    in   September.  it.  and  authorizinK  the  presentation  of  an 

Montreal  Tramwavs  Co.— In  April  the  ultimatum    to    the    company    callinK    for 

conductors  and  motormen  demanded   in-  the  acceptance  of  the  oripinal  demands 

creased    waees     and     improved    workinp  in   full   within   24   hours.     The  company 

conditions    including  an  8-hour  day.  The  announced  Aug.  6  that  it  coul  dnot  meet 

rate  per  hour  asked  for  by  them  in  com-  the  men's  demands.     On  Aup.  7  the  men 

narison  with  the  rates  then  in  force  was:  held  another  meeting,  after  havini:   an- 

'  ExiatinE.     A»k*d.  nounced  that  in  the  event  of  a  strike  be- 

Fir»t  T««r  8'e-  -r--  jng  decided  upon  the  men  would  ;ro  out 

V^  9  SlSIlita  • :r~~"~~'"       '■■■■■^  ■'2e-  on    Auk.   9.      A    more    conciliatory    atti- 

Sceond  T««r  <««-             ''5<=-  tude  was  taken  by  the  men  at  the  meet- 
Third   year   <Je-              —  jng  Aug.  7,  and  a  further  conference  was 

Afur  third  y«r  ......       *~  ••:"  arranged    to    take    place   with    the   com- 

The  company  on  May  7  declined  to  .^  representatives.  A  press  report 
accede  to  the  demands,  and  the  matter  g^^t^g  ^g  a  result  of  the  conference  con- 
was  sub.=equently  discussed  between  rep-  ^.p^^jons  have  been  made  by  the  com- 
resenUtives  of  the  employes  and  tne  ^^^  ^^^^^  ^j,g  executive  of  the  men's 
Montreal  Tramways  Commission.  Ihe  jj^-^ociation  on  Aug.  13,  recommended  the 
men  were  advised  that  the  Commission  aj.j^.j,  (ance  of  the  award.  A  meeting  of 
was  determined  not  to  increase  the  fares  ^^^  ^^^^  ^.^^  j,g,j  ^^^  ^^^  14  ^hey  de- 
this  year,  and  pointed  out  that  it  would  ^^^^^  ^^  ^  ^^^^  ^^  jggg  ^„  547^  ^^  accept 
not  be  possible  to  provide  the  all  round  ^j^^  board's  award,  subject  to  an  amend- 
wages   increase  asked  for  by  adding  at  ^^^^^^   agreed  upon,  regarding  shopmen. 

Jw  it' mil°ht  i:^  ?oin?nossYbTe  to  pr"o?  New  Brunswick  Power  Co.-The  agree- 

*v^d\'    un'A^bonuf.  wShowe^r.  "lent    arrived    at    recently    between    the 

would  fall  far  short  of  ihe  amount  asked  ^-"^^V^IZ'^,  „^^^  FlTctk  Ra  fwav  Xrk' 

'"'■    '\  Ta^l?e''"?o^"^h?s'^tuSeVt  d  orT  °o    'Imfrira'  E^vS^^es'c^o^ertg 

b^nT  did  no    e«ee^$300  000.  anf  that  the  street  railway  employes  in  St.  John, 

^distnbution    would    no     include    the  effective  from  .June  15,  and  is  to  continue 

men  on  the  ca?s.  whom  the  commission-  i"  force  until  .June   lo,  1921.  and  yearly 

Tr^  consdered  were  sufficiently  paid.    A  thereafter  unless  mutually  changed,  no- 

ers  loiiHiuiiiu      ..  SI  000  w-as  also  tice  of  any   change  desired   to  be   given 

B'Z;  :-  J^dU^SS  ^ha-  t^^fand  ^^^^^^^^^ 

r^"^'^tin^gnrc^m;;an;;a^nfxT^-o:S:  Z^:::::rZ.f' .^.^rt^J^'^Z 

ward.^lpresenting  the  men.  The  Board's  "!><>"  to  operate  snow  ploughs  and  sweep- 

Tnan  moSs  report,  dated  Aug.  3.  reviews  er  equipment,  and   provides   for  the  ap- 

theToWeni  Lfore   it  as   it  affects   the  PO>nt.ng  of  a  grievance  committee.    Fol- 

comi^ny     is   employes   and    the    public;  lowing  are  the  rates  of  wages  per  hour 

la^sdo^     certain     general     principles  fixed    in    the   agreement   conipared    with 

which  m^t  bc'V^ognized  in  arriving  at  the    former    rates    paid    conductors    and 

a   decision,   and   then   examines    in   dteil  motormen. 

the    questions    of    the    prevailing    condi-  ^..^^   ^   month.        m"  "4" 

tions   of  employment   on   the   company's  s^ond  e  month*  "]!!!".!ZZ"       he.  sit. 

lines  and   the  rate  of  wages  earned  and      Aft.T  onr  yor  «<■•  Mc. 

the  cost  of  living,  as  well  as  the  cost  of      Aftor  two  y,..r. 4..c.  46c. 

transportation   to  the  company,  and  the  Time  and  a  half  is  to  be  paid  for  over- 

probable  effect  of  increased  expenses  ne-      time,  and  on  holidays,  and   10c.  an  hour 

ces.»itating  an  increase  of  fares.     In  con-  extra  to  uniform  men   required  to  work 

elusion,   the  board  said:  "Before  setting  on  Sunday. 

down  the  figures  which  we  have  decided  It  is  said  that  the  signing  of  the  wages 

upon  we  wish  to  state  that  we  have,  to  agreement  was  held  up  owing  to  the  com- 
the  iHst  of  our  ability,  analvzed  the  evi-  pany's  wish  to  insert  a  .section  provid- 
dence  and  weighed  with  care  all  the  ar-  ing  for  the  operation  of  such  cars.  Af- 
gumenta  submitted,  with  a  desire  to  give  ter  some  negotiation  a  document  was 
to  the  employes  the  greatest  possible  drawn  up  and  signed  by  T.  H.  McCanlcy, 
measure  of  advantage  compatible  with  CJeneral  Manager,  on  behalf  of  the  com- 
Ihe  intangible  rights  of  the  public  and  pany.  and  by  V.  A.  Campbell  and  P. 
the    resources    of    the    tramway's    enter-      Moore  on  behalf  of  the   men.   providing 


■■ri.iil   .-1    lurttwr  .-i:  •  .'.i.Mi   up 

to   the  eff.rt   that  '•   'V   fin- 

ish changing  one  •  i     .1. ready 

•  tnrted.  that  samr  i"-  v.M-n  n  demon- 
strntion  by  the  company,  and  that  in  the 
event  of  such  rnr«  proving  natisfactory 
to   the   city  ■  rs   and   citizens, 

that    the   ei  .-ompany   agree 

to  further  !■  "  the  safety  and 

reasonablcncs-  :inil  wages  and  working 
conditions  of  operating  the  same."  In 
the  event  of  the  negotiations  not  termi- 
nating in  an  agreement,  both  sides  agree 
to  submit  the  matter  to  arbitration  or  to 
conciliation  under  the  Lemieux  Act. 

Toronto  Suburban  Ry.— The  board  of 
conciliation  presented  majority  and  min- 
ority reports  Aug.  8.  The  majority  re- 
port, signed  by  Judge  Barron,  chairman, 
and  G.  D.  Kelley,  representing  the  com- 
pany, recommended  the  granting  of  157c 
increase  to  the  men  employed  on  an  hour- 
ly basis,  and  an  increa.se  of  $10  a  month 
to  those  paid  by  the  month.  L.  Braith- 
waitc,  representing  the  men,  recommend- 
ed greater  increases. 

Winnipeg  Electric  Ry. — The  employes 
submitted  to  the  company  on  April  8  a 
draft  of  an  agreement  as  to  wages  and 
working  conditions  which  they  demand- 
ed to  have  put  in  operation  on  the  ex- 
piry of  the  then  existing  agreement  on 
May  1.  The  old  and  the  proposed  rates 
of  wages  per  hour  were  as  follows: — 

Old  PropoMd 
Week-  Week- 
days SnndayB  dayi  Sondar* 
First  6  months  46c.  .lie.  SOc.  »0e. 
Second  6  months  49c.  h*c.  ft.1c  9Sc. 
After  1  year  62c.  57c.  90c.  tl 
After   2nd    year        65c.  60e.  -.. 

An  agreement  not  being  reached  by 
negotiation,  a  board  of  conciliation  was 
appointed,  consisting  of  Judge  Myers, 
chairman;  C.  E.  Dafoe.  representing  the 
company,  and  R.  S.  Ward,  representing 
the  men.  The  board  held  its  first  sitting 
May  19.  and  sat  on  three  other  days  in 
May.  and  on  six  days  in  June,  hearing 
evidence  and  arguments.  A  majority  re- 
port, dated  July  5,  signed  by  Judge 
Myers  and  C.  S.  Dafoe.  and  a  minority 
report  of  the  same  date,  signed  R.  S. 
Ward,  were  forwarded  to  the  Minister  of 
Labor.  The  majority  report  stated  that 
the  board  had  granted  certain  conces- 
sions to  the  employes  respecting  passes, 
platform  time,  overtime  and  an  amount 
guaranteed  as  weekly  wage  to  extra  men. 
The  amount  granted  as  an  increase  in 
wages  would  place  the  employes  in  more 
favorable  circumstances  than  street  rail- 
way employes  in  most  of  the  Canadian 
cities,  and  on  a  par  with  those  in  To- 
ronto. The  report  added:  "The  terms  of 
the  proposed  agreement  and  schedule  are 
fair  to  all  parties,  considering  the  cir- 
cumstances." The  wages  schedule  recom- 
mended for  conductors  and  motormen 
was  as  follows  per  hour. 

Week  days.     Sonday*. 

First   6   months   -..         BOc.  S&c. 

Second  6  months  SJc.  r.Sc. 

Second    year    S"c.  62c. 

Third    year   and    after    SOc.  SSc. 

Extra  men  to  be  guaranteed  $20  a 
week,  instead  of  $18  as  formerly.  Mr. 
Ward,  in  his  minority  report,  recommend- 
ed certain  other  concessions  as  to  uni- 
forms, etc..  but  added:  "Although  I  am 
convinced  that  the  changes  in  working 
conditions  asked  for  by  the  men  were 
rrnsonable.  and,  with  some  slight  modi- 
liintions  should  have  been  granted,  I 
could  have  signed  the  report  if  an  equit- 
alile  increase  in  wages  had  been  secured." 
He  recommended  that  the  increases  of 
wiiL'os    granted    by    the    majority    report 


September,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


505 


should  be  doubled.  The  company  accept- 
ed the  majority  award,  but  the  men  de- 
clined to  do  so.  The  question  of  a  strike 
was  discussed,  and  on  a  vote  it  was  de- 
cided not  to  strike  and  finally  the  ma- 
jority award  was  accepted  and  the  new 
agreement  was  signed  Aug.  2.  The  new 
rate  of  wages  dates  from  May  1,  when 
the  old  agreement  e.xpired. 


Mainly  About  Electric  Railway  People. 


The  Toronto  Railway  and  City  of 
Toronto. 


The  Toronto  Ry.  Co.  has  acquiesced 
in  the  city's  decision  to  take  over  the 
company's  railway  property,  according  to 
the  terms  of  the  original  agreement, 
when  the  franchise  expires  in  Sept.  1921, 
and  it  passed  the  following  bylaw  July 
30:— 

"Whereas  the  corporation  of  the  City 
of  Toronto  passed  a  bylaw  on  June  21, 
1920,  numbered  8448,  to  provide  for  giv- 
ing of  notice  to  the  Toronto  Ry.  Co.  of 
the  intention  of  the  corporation  of  the 
City  of  Toronto  to  take  over  certain  real 
and  personal  property  of  the  Toronto  Ry. 
Co.  as  therein  mentioned.  And  whereas 
the  said  bylaw  and  the  notice  thereby 
authorized  to  be  given  to  the  Toronto 
Ry.  Co.  were  duly  served  on  the  company 
on  June  26,  1920.  And  whereas  the  To- 
ronto Ry.  Co.  acquiesce  in,  assent  to  and 
accept  the  action  of  the  corporation  of 
the  City  of  Toronto  in  the  enactment  of 
the  said  bylaw  and  the  giving  of  the  said 
notice.  Be  it  therefore  enacted  that  the 
Toronto  Ry.  Co.  acquiesce  in,  assent  to 
and  accept  the  determination  of  the  cor- 
poration of  the  City  of  Toronto  to  take 
over  all  the  real  and  personal  property 
of  the  company  necessary  to  be  used  in 
connection  with  the  working  of  the  rail- 
ways which  the  said  corporation  is  en- 
titled to  take  over  under  the  provisions 
of  the  act  of  incorporation,  agreement 
and  conditions  therein  mentioned.  And 
be  it  further  enacted  that  a  duplicate  of 
this  bylaw  be  served  upon  the  corpora- 
tion of  the  City  of  Toronto." 


Glasgow  Tramway  Fares: — Canadian 
Trade  Commissioner  J.  Vernon  McKenzie, 
Glasgow,   Scotland,  writes: — 

"In  Glasgow  there  is  no  longer  a 
chance  for  the  thrifty  Scotsman  to  take 
a  ride  on  his  tram  for  a  wee  bawbee.  A 
short  while  ago  the  minimum  fare  on 
the  Glasgow  tramways  was  raised  from 
a  halfperfny  to  a  penny,  one  of  the  last 
of  the  necessities  of  life  to  be  hit  by  the 
increased  cost  of  living  in  this  country.' 
Tickets,  or  as  they  are  called  here,  'tok- 
ens,' if  bought  at  certain  specified  de- 
pots, may  still  be  procured  at  16  for  Is., 
thus  reducing  the  cost  of  travelling  'a 
minimum  stage'  to  three-fourths  of  a 
penny.  No  tokens  are  sold  on  the  trams. 
Glasgow  tramways  have  long  been  fam- 
ous throughout  the  world  as  perhaps  the 
leading  exemplification  of  municipal  en- 
terprise, and  they  have  been  particularly 
noted  for  their  efficiency  and  economy. 
A  passenger  in  Glasgow  may  ride  1.15 
mile  for  his  penny;  the  highest  fare  paid 
is  8d.,  for  which  he  is  entitled  to  travel 
from  one  of  the  city's  suburbs  to  an- 
other,  14%    miles." 

Windsor,  Ont.,  City  Council's  indus- 
trial committee  invited  the  operating  of- 
ficials of  the  Hydro  Electric  Ry.  Essex 
Division  to  a  conference  on  Aug.  3,  to 
discuss  the  service  given  in  the  city  by 
the  recently  taken  over  Sandwich,  Wind- 
sor &  Amherstburg  Ry.  It  is  reported 
that  the  officials  said  it  was  hoped  to  put 
on  five  more  cars  within  a  short  time. 


W.  E.  BlodKctt.  heretofore  Secretary- 
Treasurer,  Utah  Light  &  Traction  Co., 
Salt  Lake  City.  ha.<  been  appointed 
Comptroller,  Winnipeg  Electric  Ry.,  and 
subsidiaries,  in  charge  of  all  accounting, 
succeeding  A.  R.  Ross,  Internal  Auditor, 
resigned. 

Frank  I..  Butler,  heretofore  General 
Superintendent,  Winnipeg  Electric  Rail- 
way Co.,  has  been  appointed  Manager, 
with  charge  of  operation  and  mainten- 
ance of  the  company's  electric  railway, 
light,  power  and  gas  industries,  and  also 
of  the  subsidiary  companies,  Suburban 
Rapid  Transit  Co.  and  Winnipeg,  Selkirk 
&  Lake  Winnipeg  Ry.  He  began  his 
transportation  work  in  1894,  when  he 
entered  the  service  of  the  Vandal  ia  Rd., 
now  a  part  of  the  Pennsylvania  Lines,  re- 
maining with  that  company  in  various 
capacities,  and  at  different  points,  till 
1909,  when  he  was  appointed  Superin- 
tendent,  Denver   &    Inter   .Mountain    Rv., 


Railway. 

Denver,  Col.,  of  which  he  afterwards  be- 
came Vice  President  and  General  Man- 
ager. On  Sept.  1,  1911.  he  was  appoint- 
ed General  Manager,  Aha,  Jacksonville 
&  Peoria  Ry.,  which  was  then  under 
construction.  Shortly  afterwards  he  was 
appointed  its  receiver  and  completed  the 
line  to  Jerseyville,  111.,  remaining  as  re- 
ceiver until  May,  1914.  when  the  proper- 
ty was  sold  at  a  receivership  sale.  In 
July,  1913,  he  was  appointed  General 
Manager,  Chicago  &  West  Towns  Ry., 
and  the  Suburban  Ry.,  with  office  at 
Chicago,  and  on  .April  1,  1918,  he  was 
appointed  (Jeneral  Superintendent,  Win- 
nipeg Electric  Ry.  The  position  of  Gen- 
eral Superintendent,  Winnipeg  Electric 
Ry.  has  been  abolished. 

W.  F.  Edwards,  heretofore  Traffic  In- 
spector, Winnipeg  Electric  Ry.,  has  been 
appointed  Traffic  Superintendent,  suc- 
ceeding A.  Macdonald,  who  resigned  on 
account  of  ill  health  and  returned  to 
Montreal. 

Geo.   A.  Chapman,   Assistant  General 


Claims  Agent,  the  Detroit  United  Rail- 
ways, died  recently  after  a  week's  ill- 
ness. He  was  born  in  1872,  and  was  a 
graduate  of  the  University  of  Michigan. 
For  five  years  he  practiced  law  at  Hud- 
son, Mich.,  and  was  connected  with  the 
C.  H.  &  D.,  and  Pere  Marquette  Rail- 
roads for  a  number  of  years.  He  enter- 
ed the  Detroit  United  Railways  service 
Aug.   1,   1916. 

T.  H.  McCauley,  General  Manager, 
New  Brunswick  Power  Co.,  spoke  on  elec- 
tric railway  matters  before  the  St.  John, 
N.B.,  Rotary  Club,  Aug.  16. 

John  Montgomery,  Roadmaster,  Toron- 
to &  York  Radial  Ry.,  Miniico  Division, 
was  camping  with  his  family  in  a  large 
marquee  on  the  lake  front  at  Long 
Branch.  The  marquee  was  destroyed  by 
fire  Aug.  14,  and,  in  endeavoring  to  save 
some  of  the  contents,  Mrs.  Montgomery 
was  burned  about  the  arms  and  should- 
ers. 

W.  G.  Murrin,  Assistant  General  Man- 
airer,  British  Columbia  Electric  Ry.,  and 
Mrs.  Murrin  returned  to  Vancouver  re- 
cently, after  spending  several  weeks  in 
England.  In  addressing  the  Vancouver 
Electric  Club,  shortly  after  his  return, 
-Mr.  Murrin  said  that  British  investors 
are  watching  British  Columbia  closely, 
and  that  all  matters  concerning  the  atti- 
tude of  the  public  towards  public  utili- 
ties are  being  carefully  noted.  Unfor- 
tunatelv,  the  province's  reputation  in 
(ireat  Britain  is  none  too  good,  and  if 
electrical  development  is  to  go  ahead 
\ery  careful  attention  must  be  paid  to 
the  treatment  of  capital  already  invested 
here.  Capital  is  very  much  in  demand 
in  England  for  industrial  purposes,  and 
whereas  5';'r  was  paid  formerly,  the  pres- 
ent rate  is  around  lO'r,  and  Canadian 
securities  will  therefore  have  to  pay 
similar  returns  if  they  expect  to  obtain 
capital  in  competition  with  British  in- 
dustrial  issues. 

Hon.  J.  L.  Perron,  Minister  without 
portfolio  in  the  Quebec  Government,  and 
I  ne  of  the  Montreal  Tramways  Com- 
pany's counsel,  had  between  $.5,000  and 
S^ti.lMlO  of  silver  fox  furs,  fur  coats  and 
muffs  stolen   from  his   house  recently. 


Permanent  Charges,  Etc.  —  A  large 
number  of  street  railway  companies  have 
been  successful  in  convincing  civic  au- 
thorities and  the  powers  that  be,  that 
pavement  charges  and  other  franchise 
taxes  which  were  all  right  in  the  old 
horse  car  days  are  a  rank  imposition 
now,  and  have  been  relieved  from  them. 
They  are  a  tax  on  street  car  riders,  and 
judging  by  developments  in  many  cities 
the  sentiment  now  generally  prevailing 
indicates  that  car  riders  are  more  inter- 
ested in  the  railway  furnishing  ser^'ice 
at  the  lowest  possible  fares  than  they 
are  in  having  the  company  act  as  a  tax 
gatherer  for  the  municipality. — Winni- 
peg Electric  Railway  Service  News. 

B.C.  Electric  Railway  Freight  Rates. 
The  Interstate  Commerce  Commission 
has  decided  that  electric  railways  may 
increase  their  freight  rates  by  the  same 
percentages  as  have  been  approved  for 
steam  railway  trunk  lines  in  the  same 
territory. 

Winnipeg  Electric  Ry.  Co.'s  employes 
have,  according  to  a  press  report,  decid- 
ed by  a  referendum  to  affiliate  with  the 
One  Big  Union.  The  employes  union  has 
been  an  independent  organization  since 
the  general  strike  of  1919. 


r>0«;  CANADIAN  UAII.W  AV  AND  MARINE  WORLD  September,  1920. 

Would  Motor  Busses  Solve,  <»r  Help  to  Solve  Toronto's  Transportation  Problems? 


Th.'  T..ront..  liunnu  of  Muni.-ipal  Hr- 


■:  itji 

.lUCS. 

It     luih    ll;i-    "I'Mini.'-    aiiNunkiUi     el     mo- 
bility over  the  strcot  car;  hut  i»  it  fpns- 
ihlo    in    our   climato?      Can    it   Hupplant 
ulnrl   cars   or  only   sunplfnipnt   or  feed 
tlu'tii?     Can  it  ("iTve  the  mihurl)!"  only? 
Ill,   will   stri'cl  cars   retain   their  hold   on 
while  the   motor  l>iis  serves 
■  wn    distrirts,    nt    least    for 
What    have    been    the    ar- 
of     operiitioti     elsewhere? 
1  has    been    said    about    the 

•or  bus  transportation,  com- 
tle  has  been  said  about  its 
lion.     To  make  a  bcjrinninK 
■  lion,   the   bureau   has   made 
.  t  ■!  Mill.-,   in  various  matters.     While  in- 
;■ 'I  ii!;itn>n  was  not  available  in  many  in- 
-tauLi.--,  the  material   received   has   been 
tabulated  and   is  presented  herewith. 


uilti  street  rarit;  local  service  not  com- 
!  ::  with  ptreet  cars;  and  interurban 
•  ■  cdiiipctini;  with  both  steam  and 
Ml-  lines.  The  types  of  machines 
libcd  are  converteil  tourmit  cars,  or  one- 
ton  trucks  with  special  15  passeniter 
bodies.  Certain  bus  lines  issue  trans- 
fers to  other  bus  lines,  with  no  extra 
charife.  There  are  approximately  oOO,- 
001)  passenifers  haulecl  out  of  the  Union 
stase  depot  here  each  month." 

Minneapolis,  Minn.:  "Knch  bus  aver- 
ages 100  miles  a  day,  with  an  average 
of  100  minutes  a  round  trip  (of  20 
miles).  Each  bus  will  avera^re  150  pas- 
senpers  a  day.  The  operators  of  the 
cars  are  paid  a  per  diem  rate,  plus  a 
commission.  This  provides  an  incentive 
for  overloading  the  buses  at  times." 

New  York,  N.Y.  (municipally-owned 
line) :  "Certain  trolley  lines  .  .  .  ceased 
rendering  to  the  public  the  service  re- 
<iuired  by  their  franchise  .  .  .  The  bus 
was  introduced  as  a  makeshift.  How- 
ever, on  Sept.  21,  1910,  the  operation  of 
motor  buses   was   commenced   under  the 


The  Al.ron  line,  with  S  buses,  reports 
n  til  i'i.78c.  a  bus  mile,  which 

inr!  id.      Being    operated    by 

an  )■  'icm,  principally  for  the 

benefit  of  its  employes,  the  buses  are 
managed  so  as  to  produce  no  profit  and 
no  loss.  These  buses  charge  a  5t.  fare 
for  a  run  of  from  one  to  three  miler.the 
avemgc  journey  per  passenger  being 
about  1^  miles.  The  cost  per  passen- 
ger in   11*19  was  about  4   l/16c. 

The  cost  of  operation,  per  bus  mile, 
on  the  privately-owned  Fifth  Avenue 
line.  New  York,  with  300  buses,  is  given 
at  41.5.'>c.,  not  including  certain  un.'itated 
overhead  charges.  The  fare  is  10c.,  and 
the  venture  is  said  to  be  profitable,  al- 
though no  statement  of  profit  and  los« 
was  obtained  from  the  company. 

From  a  study  of  the  replies  received  it 
was  obvious  that  these  figures  are  not 
closely  comparable,  as  the  headings  for 
the  different  items  entering  into  the  to- 
tal costs  were  not  uniform. 

Would  an  Experiment  in  Motor  Buses 
for  Toronto  be  Justifiable?— The  profit- 


SanimarT    of    Inrormation    RmcItmI    Rccardiiit  Motor   Bos   Operation   in 

American   Citica. 

,,,_v              '       Charmeterof 

Lenvth  of      |          Class  of 
journey        ^        pavementa 

Fare. 
Chanred 

Capacity  of 
Iters  seated 

1     Number  of     1    ,        ..     .  .. 
Typo  of  bus              opanton           Lenrth  of  Ume 
per  bus         ">  cperaUon 

...„_..                           HunincM  and 

1   to  S  milea 

Brick — poor 

5e.  cash 

30 

SinRle   deck 
open 

Se\*eral     yeara 
""•                            (3   plus) 

i:ii.iin»aand 
•^H"   ^                              .  Mdcntial 

T  T  T 

Aaphalt' 

lOe.  eaah 



Double    deck 

Two 

t   jmn 

DETKun         :;:;;;,;;;?;.:"'• 

4%   milea 

Asphalt — poor 

lOe.  cash 

48 

Double    deck 
open  and  cloaed 

Two 

13  dara 

HUNTINGDON             ,   . 

Indiana                        InUrurban 

.   ,   -               1  Various   and 
'    '    '               j  earth  and  Kfavel 

Sc.  caah 
and  np 

20  to  SO 

SiuKle    deck 
closed 

One 

2  ymn 

HOUSTON                     City  and 
Tvxa*                           suburban 

Up  to  50  nilca 

Various  and 
earth  and  sravel 

5c.  eaih 
and  up 

5   to  7 

"Jitney" 

One 

T  T  T 

V  A  &*0  •  M        1            1  Bnsfneaa   and 
KANSAS   Cmr           naidential 

2  miles 

Asphalt   and 
Kravel 

5c.  and 
10c.   caah 

20 

Obaamtion 

Dm 

3  yean 

MILWAUKEE              Reaidential 

S  miles 

Brick 

Buaes    are 
I'ceders    to 
Streetcars* 

20 

Sinirle   deck 
cloaed 

One 

Few  months 

MINNEAPOLIS            ""rnXn'""* 

10-Z8   miles 

Various  and 
earth  and  Rravel 

Various 

14   to   26 

SinRle  deck 
closed 

One                      •  year* 

MPW   vnRKt               Bu.ineM   and 
NEW    YORKt               rwi.lcntial 

6H    miles 

Asphalt 

lOe.   eaah 

40 

Double  deck 
open  and  cloaed 

Two 

13   years 

R.-^tilrntial 

■  panply  settled 

LOS  ANGELES             

Interurban 
•pamely  aettled 

S  to  7  milea 

Asphalt    and         |  .     .. 
earth                        |  Sc..20c. 

15 

Converted 
trucks 

One 



30  to  130  mUea 

Aaphalt  and 
earth 

3e.  per  mile 

12    to   28 

Sincle  deck 

One 



•      •      i.illy 
PASADENA                                "    and 

25  to  35  milea 

1  ( 
Asphalt  and          '  Various— less 
concrete                     than  electrics 

It   to  20 

Sinirle  deck 
open 

One 

5  yean 

SAN    FRANCISCO  i  HcaidvnUal 

SinRle    deck 
closed 

One 

4  yean 

1  Buiineaa   and 
TOLEDO                     !  rMidmtlal.                :i   t..    1   mil™      h^uK   mxi                 T,c.-6c.    ca.h               ir, 
1  croaatown                 |                              1  """^                          , 

Sinule  deck 
close<l 

One 



What    the   Correspondents   Say    About 
.Service  Given. 

Akron,  Ohio:  "Our  own  experience 
here  at  Akron  with  the  Goodyear  Heights 
line  is  proving  ver>'  successful  from  the 
standpoint  of  being  able  to  move  hho 
residents,  who  are  practically  all  Good- 
year employes,  to  and   from   work." 

Detroit,  Mich.:  "The  buses  run  over 
a  regular  route  and  on  sche<lule  as  regu- 
lar as  that  of  an  electric  niilway." 

I.os  Angeles,  Cal.:  "The  interurban 
motor  service  has  become  an  important 
clement  in  transportation  and  is  in  com- 
petition with  the  interurban  and  steam 
railways  throughout  southern  California. 
There  are  three  classes  of  motor  bus 
service,  viz.:  local  service  in  competition 


super\'ision  of  the  Plant  and  Structures 
Department  .  .  .  There  are  now  operat- 
ing on  25  routes,  100  buses,  each  carry- 
ing passengers  at  the  same  5c.  fare,  but 
twice  as  quickly  as  the  abandoned  trol- 
ley lines.  About  ;i00,000  passengers  are 
carried  each  day.  I  confidently  estimate 
a  net  profit  of  $540,128  a  year." 

Cost  of  Operation.— The  only  systems 
with  regard  to  which  the  bureau  could 
obtain  authoritative  data  on  the  cost  of 
operation,  were  those  of  San  Francisco, 
municipally  owned,  and  Akron  and  New- 
York,  both  prisately  owned.  San  Fran- 
cisco, with  6  buses  operating  a,«  feeders 
to  the  street  railway  system  at  a  cost  of 
2.3.6c.  a  bus  mile,  reports  a  deficit  of 
11.6c.  a  bus  mile,  on  a  .5c.  fare. 


able  operation  of  a  motor  bus  line  in 
any  section  of  a  city  depends  upon  the 
relation  of  the  number  of  passengers, 
and  the  fares  charges,  to  the  cost  of 
operation. 

It  is  impossible  to  estimate,  without 
detailed  study,  how  many  people  would 
|)atronize  the  motor  bus,  if  installed  as 
an  auxiliary  to  the  street  railway  in  any 
particular  section  of  Toronto,  but  the 
cost  of  operation  can  be  estimated  and 
the  number  of  passengers  required  in 
order  to  meet  expenses  at  a  .5c.  or  10c. 
fare  can  be  determined.  Taking  the  maxi- 
mum unit  costs  reported  as  a  basis  for 
coniputation,  the  cost  per  mile  per  bus 
in  Toronto  would  be  45.61c.  This  cost 
might  prove  to  be  even  greater,  due  to 


September,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


507 


the  highei-  cost  of  gasoline  and  also  to 
climatic  conditions.  Assuming:  these 
costs  to  be  approximately  correct  foi- 
Toronto,  at  a  5c.  rate  at  least  10  fares  a 
mile  would  be  necessary  in  order  to 
make  the  system  profitable.  At  a  10c. 
rate,  5  fares  a  mile  would  be  necessary. 

North  Toronto  has,  accordinj;  to  the 
assessment  department  figures,  a  popu- 
lation of  about  12,110.  This  is  an  in- 
crease of  40'~'f  over  1914.  The  civic 
transportation  committee  reported,  in 
1914,  that  the  pas.^enger  movement  into 
North  Toronto,  from  street  cars  and  jit- 
neys, was  about  4,000  persons  in  one 
day.  If  this  be  increased  by  40';r  (the 
rate  of  growth  of  population),  there  will 
be  at  least  5,600  people  now  requiring 
daily  transportation  to  and  from  North 
Toronto. 

Eight  buses  in  Akron  carried  at  the 
rate  of  about  .5,600  persons  a  day  for 
312  days  in  1910.  These  buses  cost  about 
$48,000,  and  are  operated  on  a  "no  pro- 
fit, no  loss"  policy  at  a  5c.  fare.  They 
travelled  over  brick  paved  streets  which 
were  in  bad  condition  as  a  rule."  North 
Yonge  St.  is  macadam,  in  fair  condition, 
and  there  are  several  cross  streets  paved 
with  asphalt  and  concrete. 

It  must  be  noted  that  in  every  city  in 
which  buses  are  being  operated,  with  any 
<Iegree  of  success,  they  supplement  rath- 
er than  supplant  street  cars  and  rapid 
transit  systems. 


Electric    Railway    Finance, 
ings,  Etc. 


Meet- 


British  Columbia  Electric  Ry.  and  allied 
companies: — 

12  mo8.  to  12  mos.  to 

June  30,      June  30, 

June.  1920     June.  1919       1920  1919 

Grass  $710,210     $411,605  $8,737,132  $7,062,559 

Expenses        565.796       362.027     6,259,721     6,284.938 

Net  144.414  49,578     2,477,411      1,777,621 

Calgary  Municipal  Railway. — 

1920.  1919. 

Car   eamincs   for   July   $77,087.02  $71,761.04 

Total  earninKS  for  July  71,441.11  83,571.99 

Total  i-aminKs  for  7  months    581,895..59  442,716.17 

Deficit    for    July    10,603.89       

Deficit   for  7   months   25,788.72  •1,919.18 

•Surplus. 

Cape  Breton  Electric  Co: — 

June  30,  June  30, 

G  mos.  to  6  mos.  to 

June.  1920    June.  1919       1920  1919 

Gross              $49,174        $46,529      $285,839  $277,434 

Expenses         44,026          36,883        255.036  212,065 

Net                    $5,148            S»,646          30,803  66,369 

Cornwall    Street   Ry.,   Light   &   Power 

Co. — A  press  report  states  that  at  a 
joint  meeting  of  the  Comwall,  Ont.,  Town 
Council  and  Board  of  Trade  on  Aug.  8,  a 
proposition  for  acquiring  the  Cornwall 
St.  Ry.,  Light  &  Power  Co.  and  the  Stor- 
mont  Electric  Light  &  Power  Co.,  from 
the  Sun  Life  Insurance  Co.,  Montreal, 
and  amalgamating  them  was  approved. 
The  project  was  submitted  by  Brigadier 
General  C.  L.  Hervcy,  D.S.O.,  C.E.,  of 
Lancaster,  Ont.,  and  Montreal,  who  ask- 
ed that  the  town  of  Cornwall  guarantee 
$800,000  of  30-ycar  e<^',  gold  bonds  of 
the  undertaking,  in  return  for  which  the 
town  would  be  paid  one-half  of  the  net 
earnings  of  the  combined  companies,  the 
other  half  going  to  the  promoters  of  the 
new  company.  A  committee  was  ap- 
pointed to  consider  the  matter  and  re- 
port to  the  town  council,  and  at  a  subse- 
quent meeting  of  the  council  the  mayor 
was  authorized  to  engage  an  expert  to 
value  the  properties  and  to  advise  the 
committee.  If  the  project  is  favorably 
reported  upon,  and  is  approved  by  the 
council,  the  necessary  bylaws  will  be 
prepared  for  submission  to  the  ratepay- 
ers. 


London  St.  Ry. — A  statement  as  to  the 
company's  operations  for  the  two  weeks 
ended  June  .30  is  reported  to  have  been 
laid  before  the  London,  Ont.,  City  Coun- 
cil, July  28,  as  follows: — 

Gross    earninus    $22,062.01 

Operating    expenses    18.727.53 

Net    earnings    $3,334.48 

Bond    interest     $1,091.06 

Bond    redemption    1,509.00 

Interest    on    loan    62.47 

Ta.xes    875.00 

8,037.52 

Net   income    $296.96 

Montreal  Tramways  Co. — A  Montreal 
press  dispatch  says  that  the  directors 
on  Aug.  25  declared  another  dividend  to 
shareholders  on  record  Sept.  8,  of  2%  To 
on  arrears  to  be  paid  on  the  capital  stock 
of  the  company.  This  dividend  is  for 
the  quarter  ended  March  31,  1919,  and 
makes  the  fourth  payment  amounting  to 
10%  on  the  total  of  15';'r  arrears  origin- 
ally accumulated,  this  leaves  two  more 
distributions  or  5%  on  the  total  arrears, 
which,  it  is  said,  will  be  paid  within  the 
next  few  months.  The  first  dividend  on 
arrears  was  paid  on  Dec.  31,  1919,  and 
practically  a  payment  of  2V2  has  follow- 
ed every  two  months  or  so.  The  com- 
pany has  also  paid  regular  dividends  on 
the  capital  stock  at  the  rate  of  lOTr  a 
year  since  the  beginning  of  the  year,  and 
up  the  present  three  distributions  have 
been  made  during  1920.  The  common 
dividend   was  deferred   in   the  spring   of 

1918,  but  was   resumed  at  the   close   of 

1919.  By  the  regular  distribution  of 
dividends  on  the  common  stock,  share- 
holders will  have  received  by  Sept.  15 
next,   17'2'^'f   since  Jan.  1. 

Regina  Municipal  Railway. — 

1920.  1919. 

Revenue    for   July    $26,749  $28,189 

Passengers    carried    588,882  682,915 

A  press  report  states  that  the  decrease 
is  largely  due  to  the  small  number  of 
visitors  in  the  city  during  exhibition 
week,  the  total  number  of  passengers 
carried  during  the  entire  week  of  the 
exhibition  being  182,982,  against  188,765 
during  the  four  days  of  the  exhibition 
week  in  .July,  1919. 

St.  Thomas   Municipal  Railway. — 

Receipts   for   July   $1,987.75 

Expenditures    3,671.11 

Deficit     $1,683.36 

Fassentrers  carried.  49,829,  against  68,391  for 
July,    1919. 

Toronto  Civic  Railway. — 

Passengers.  Receipts. 

Jan 2,493,296  $41,989 

Feb 2,334.481  39,331 

Mar 2,700,264  45,484 

Apr 2,622,993  48.814 

May    2,678.0,'.9  45,878 

June    2.524.803  42.221 

July   2,603,931  43,563 

17,957,777  $301,730 

During   the   same    period   in    1919   the 
number  of   passengers   carried   was    14,- 
118,000  and  the  total  receipts  $2.37,870. 
Toronto  Railway. — 

1920  1919 

City  City 

Receipts  percenlaue  Receipta  percentage 
Jan.  5  652.350  $110,950  $  588,923  $  88,339 
Feb.             595,861       119.172  515,771         96,563 

Mar.             745,706        149,141  615,526        123,106 

Apr.            653,340       130,668  600,231       120,046 

May            644,458       132.892  620,068       124,014 

June          544.833       108,966  431,082,       86,217 

July  641.793        534,412        128.369 

$4,498,341        $3,936,013     $766,613 

Toronto   Ry.,   Toronto  &   York   Radial 

Ry.  and  allied  companies: — 


Winnipeg  Electric  Ry.  and  allied  com- 
panies:— 

June  30,       June  30, 

6  mos.  to     6  mos.  to 

June,  1920    June,  1919        1920  1919 

Gross  $407,625       $112,615  $2,644,677  $1,874,640 

Expense         288.822         147,805      1,967,927      1,468,487 

Net  118,803         'Se.lSO         676.750         416.163 

•Deficit. 

The    surplus     for    May,     after     deducting     fixed 
charges,    was    $48,649.25. 


The  Toronto  Railway  and  City 
Percentage  Payments. 

As  mentioned  in  our  last  issue,  the 
Toronto  Ry,  requested  the  city  to  allow 
it  to  postpone  any  further  percentage 
payments  to  the  city,  until  the  city  takes 
over  the  company's  property  on  the  ex- 
piration of  the  franchise  in  Sept.,  1921. 
The  matter  was  brought  before  the  city 
Board  of  Control  in  July,  and  referred 
to  the  City  Solicitor  for  advice.  The 
question  was  again  brought  up  at  a 
meeting  of  the  Board  of  Control  early 
in  August,  when  it  was  stated  that  the 
percentage  payments  for  June  and  July, 
due  respectively  in  July  and  August, 
were  unpaid.  The  Mayor  urged  that 
legal  steps  be  taken  immediately  for 
their  recovery,  and  that  the  considera- 
tion of  the  company's  proposal  be  re- 
fused. He  was  overruled,  and  the  dis- 
cussion adjourned,  pending  a  conference 
with  the  company's  General  Manager. 

The  agreement  between  the  company 
and  the  city  provides  for  the  payment  of 
certain  defined  percentages,  "monthly, 
and  every  month  during  the  term  cover- 
ed by  the  agreement,  on  the  first  Mon- 
day of  each  month."  No  provision  is 
made  for  any  specific  penalty  in  case  of 
failure  to  pay  the  amounts  on  their  due 
dates,  but  another  clause  in  the  agree- 
ment provides  "that  the  payment  of  the 
said  gross  percentages  monthly,  and 
mileages  quarterly,  and  the  fulfilrnent 
of  the  obligations  of  the  said  conditions 
shall  be  a  lien  and  charge  on  the  said 
railways  and  the  property  used  in  the 
working  thereof,  both  before  and  after 
the  incorporation  of  the  said  company 
intended  to  be  substituted  as  aforesaid 
in  the  place  of  the  said  purchasers." 

At  the  time  of  going  to  press  no  de- 
cision had  been  reached  by  the  City  Coun- 
cil, but  it  was  proposed  that  the  city's 
legal  department  draw  up  an  agreement 
with  a  view  to  deferring  payment  which, 
if  approved,  is  to  be  confirmed  by  legis- 
lation. 


.  to 


.  to 


June  30. 

June.  1920    June.  1919       1920  1919 

Gross         $1,127,239       $842,697  $7,045,748  $6,133,296 

Expenses       757,436         543.040     4.650,618  3,643,296 

Net  369.803         299.657      2,395,130  2,490,000 


Toronto  Transportation  Commission. — 

The  Toronto  City  Council  on  Aug.  5  ap- 
pointed P.  W.  Ellis,  wholesale  jeweller. 
President  Toronto  Hydro  Electric  Com- 
mission and  Chairman  Queen  Victoria, 
Niagara  Falls  Park  Commission;  Fred. 
Miller,  of  Roger  Miller  &  Sons,  harbor 
contractors,  Toronto;  and  Geo.  Wright, 
hotel  proprietor,  who  is  a  member  of  the 
Toronto  Hydro  Electric  Commis.^ion,  as 
a  commission  to  manage  and  operace  the 
Toronto  Ry.  after  it  is  taken  over  by 
the  city  on  the  expiration  of  the  com- 
pany's franchise  in  Sept.,  1921.  In  the 
meantime  the  commission's  duties  are  to 
consist  of  preparation  for  taking  over 
the  property,  re-arranging  routes,  order- 
ing additional  cars,  etc. 

Three  Rivers  Traction  Co.'s  One-Man 
Cars. — In  the  description  of  these  cars, 
published  in  Canadian  Railway  and  Ma- 
rine World  for  August,  on  pg.  448,  it 
was  omitted  to  be  mentioned  that  they 
were  built  by  the  Ottawa  Car  Manufac- 
turing Co. 

The  Toronto  City  Council  made  a  trip 
over  the  London  &  Port  Stanley  Ry.  Aug. 
14  on  the  invitation  of  Sir  Adam  Beck. 


SfpltrnlKT.  VJ20. 


Ottawa  Kleitric  Railway's  Insurance  and  Benefit  Plan. 


<  jit..i.li«ii    K.iilujiy    iitiil 

>UIH    KlVlIl    III    piCVKlllg    i.l.tll. 

inf'>nr:irii.ri  nhr.\it  th.'  O.I. 

»'   ■  ■  ;  rcunt- 

h  at    the 

'"■  ..■•  .1 .  cl    uiidor 

tlir  iii.iti.     A-   It  IS  n  ii.w  urif  and  likely 

I"  Ih!   of  intori'at   to   other  electric   mil- 

wny  conipanirs.  the  certilicato  isHueU  to 

employes    in.turini;,    in    jriven    iii    full    as 

folfow.i: 

The  O.E.R.  Insurance  and  lieneQt  Plan. 

Aifrifnu'iit  made  this  day  of 
III     ,  Iwtwcen  the  Ottawa   Klectric  Rail- 
way   Co.    (hereinafter   called    the    "com- 
pany"), and  (hereinafter 
called  the  "employe"). 

1.  The  company  desires  to  provide  a 
continuintr  scheme  of  insurance  for  the 
benefit  of  its  employes,  to  assist  them 
to  make  provision  for  themselves  and 
their  families  in  case  of  death,  illness, 
or  accident  not  provided  for  by  the  Work- 
men's Compensation  Act   (Ontario). 

2.  To  attain  this  object,  the  company 
agrees  to  pay,  for  each  employe,  a  por- 
tion of  the  premiums  for  the  policies  re- 
ferred to  in  clause  8  of  this  agreement 
and  to  guarantee  that  while  the  em- 
ploye remains  in  its  employ  he  will  be 
entitled  to  benefits  nos.  ,  subject  to  the 
conditions  of  this  agreement,  and  the 
employe  agrees  to  pay  to  the  company 
the  sum  of  $  per  month. 

3.  Benefit  1.  In  case  of  death  from 
any  cau.se  (except  suicide  within  the 
first  year),  $1,000  will  be  paid  to 

Benefit  2.  Upon  retirement  from  the 
sen.' ice,  at  the  age  of  65,  the  employe 
will  have  his  choice  of  the  following 
benefits: — 

(a)  A  cash  payment  of  $1,083.12. 

(b)  A  paid-up  insurance  policy  of 
$1,625.00  (subject  to  further  medical  ex- 
amination). 

(c)  A  cash  payment  of  $416.22,  with 
a  paid-up  insurance  policy  of  $1,000.00 
(subject  to  further  medical  examination). 

(d)  .An  annuity  of  $100  for  the  bal- 
ance of  his  life,  with  a  guarantee  of 
$1,000  if  he  dies  before  the  tenth  an- 
nuity is  paid,  the  balance  will  be  paid 
to  the  l>eneficiary  named  above. 

If  the  employe  by  arrangement  with 
the  company  remains  in  the  service  after 
reaching  the  age  of  65,  any  cash  pay- 
ments due  him  under  this  agreement  will 
be  held  in  trust  by  the  company,  draw- 
ing interest  at  'i7r  per  annum  until  such 
time  as  the  employe,  retires  from  the 
service. 

Benefit  3.  If  the  employe  is  prevent- 
ed from  working,  by  reason  of  sickness, 
or  accident  occurring  while  he  is  off 
duty,  he  will  receive  $10  a  week,  but  no 
payments  shall  be  made  for  disability 
resulting  from  venereal  disease,  nor  from 
any  disease  for  which  he  is  not  treated 
by  n  physician,  nor  for  the  first  seven 
pdays  of  disability,  nor  for  disability  in 
excess  of  26  weeks  duration,  nor  for  any 
bodily  injuries  received  while  doing  any 
act  or  thing  pertaining  to  any  trade, 
business,  employment,  or  occupation  for 
pecuniary  gain.  The  employe  agrees 
that  the  physician  appointed  under  this 
plan  will  be  the  sole  judge  ns  to  whether 
no  is  nut  capable  of  performing  his 
duties,  and  if  he  fails  to  return  to  work 
at  the  time  that  the  said  |)hysician  de- 
clares that  he  is  capable  of  doing  so,  he 
will  not  receive  any  further  weekly  pay- 
ments on  account  of  that  illness  or  ac- 
cident. 

Benefit   4.     When   the   employe   is  ab- 


■ni  duty  on  account  of  illnes.ii,  or 
'u  ciicurring  while  he  is  off  duty 
■  ricd  to  under  benefit  3,  paragraph 
11'  \t  above,  he  will  be  provided  with 
free  meilical  attendance,  but  this  will  not 
include  the  cost  of  surgical  operations. 
He  will  also  have  the  right  to  consult 
cne  of  the  company's  physicians,  at  the 
physician's  office,  whenever  he  feels  that 
medical  advice  is  necessary  for  the  bene- 
fit of  his  health. 

Benefit  5.  In  consideration  of  the 
employe,  continuing  while  in  the  employ 
of  the  company  to  pay  to  the  company 
the  sum  of  $  mentioned  in  clause  2, 

the  company  undertakes  to  pay  what- 
ever sum  is  necessary  to  keep  the  em- 
ploye insured  under  the  policies  men- 
tioned in  clause  8,  subject  to  the  follow- 
ing conditions: 

(a)  If  the  employe,  before  reaching 
the  age  of  65  ceases  from  any  cause  to 
be  an  employe  of  the  company  the  total 
of  the  monthly  sums  paid  in  to  the  com- 
pany by  him  will  be  returned  to  him  with 
interest  thereon  at  the  rate  of  3Ti-  per 
annum;  or  instead  of  accepting  such  re- 
fund the  employe  may  continue  the  pol- 
icy in  force  with  the  insurance  com- 
pany mentioned  in  clause  8,  according 
to  the  conditions  prescribed  by  the  in- 
surance company  in  that  event.  Provid- 
ed, however,  that  in  case  the  employe 
continues  the  policy  in  force,  it  is  agreed 
that  if  the  cash  surrender  value  of  the 
policy  at  the  time  the  employe  leaves 
the  ser%'ice  of  the  company  is  greater 
than  the  total  of  the  monthly  sums  paid 
by  the  employe  with  interest  at  Z%  per 
annum,  such  excess  belongs  to  the  com- 
pany, and  must  be  paid  to  the  company 
by  the  employe  before  the  company 
transfers  its  right  in  the  policy  to  the 
employe. 

(b)  Inasmuch  as  the  withdrawal  of 
any  employe  from  the  plan,  while  re- 
maining in  the  employ  of  the  company, 
would  tend  to  do  away  with  the  consid- 
eration for  which  the  company  agrees 
to  make  the  payments  mentioned  above, 
and  would  tend  to  prevent  the  plan 
achieving  the  results  which  it  may  rea- 
sonably be  expected  to  achieve  if  the 
employe  signing  this  contract  continues 
to  make  his  payments;  it  is  agreed  that 
if  any  employe  while  continuing  in  the 
employ  of  the  company,  gives  to  the 
company,  through  its  Superintendent  or 
other  official,  written  notice  that  he 
wishes  to  withdraw  from  the  plan,  or 
who  does  not  make  any  payment  within 
30  days  after  the  day  on  which  such  pay- 
ment became  due,  such  employe  shall 
thereby  immediately  forfeit  all  right, 
claim  and  interest,  if  any,  that  he  or  his 
beneficiaries  may  have  had  at  the  time 
of  such  notice  or  failure  to  pay,  and 
shall  not  receive  any  benefits  under  this 
plan.  And  in  particular  it  is  agreed 
that  such  notice  or  failure  to  pay  shall 
operate  as  a  renunciation  by  the  employe 
of  his  interest,  if  any,  in  all  payments 
previously  made  by  him  under  this  plan, 
and  that  such  payments  shall  be  forfeited 
to  the  company.  Provided,  that  where 
the  employe  has  no  wages  due  and  is  in 
the  opinion  of  the  company,  temporarily 
unable  to  pay  premiums  on  account  of 
illness  or  other  similar  cause,  the  com- 
pany may  relieve  the  employe  from  such 
forfeiture. 

4.  All  the  benefits  are  open  to  all  em- 
ployes who  are  paid  by  the  hour  or  day, 
the  monthly  assessment  being  $1.50. 

.'.      Rinifit.*    1.  2  and    '•  only   ar.'   open 


to  on  i  iM-  paiil  liv   tlif  month, 

the  II  incnt  being  $1.26. 

0.     .  ■  ■    fee  or  money  charge 

of    any    Kiri'l    will    be    made    except    the 
above   monthly  assessment. 

7.  The  employe  agrees  that  the  a»- 
.Ho.Hsment  mentioned  in  clause  2  may  be 
deducted  from  the  wages  due  him,  if 
there  are  any  due,  as  each  monthly 
assessment  becomes  payable,  and  that 
the  monthly  assessment  will  be  consid- 
ered as  due  on  the  20th  day  of  each  cal- 
endar month. 

8.  Benefits  1  and  2  are  covered  by 
policy  no.  ,  issued  by  The  Travelers 
Insurance  Co.,  Hartford,  Connecticut, 
U.S.A.,  and  are  subject  to  the  terms 
thereof.  Benefit  3  is  covered  by  blanket 
policy  no.  G.A.  66,  issued  by  The  Travel- 
ers Indemnity  Co.  In  consideration  of 
the  company  making  the  payments  ne- 
cessary to  keep  these  policies  in  force, 
the  employe  assigns  policy  no.  to  the 
company   by  assignment  dated 

These  policies  are  open  to  inspection  at 
the  office  of  the  company  at  all  times. 

9.  It  is  agreed  that  neither  this  con- 
tract nor  the  policies  referred  to  herein 
shall  be  hypothecated  as  security  for  a 
loan,  or  otherwise  used  to  transfer,  right, 
title  or  interest  to  a  third  party. 

The  Ottawa  Electric  Railway  Co. 

Witness:  Secy.  Treasurer. 

Employe. 


Electric  Railway   Notes. 

Regina,  Sask.,  ratepayers  have  defeat- 
ed a  bylaw  to  provide  for  the  operation 
of  one-man  cars  on  the  Regina  Municipal 
Ry.  The  vote  was  428  against  and  321 
for. 

The  Toronto  Civic  Ry.,  to  Aug.  20,  had 
received  14  of  the  25  one-man  safety 
cars  ordered  from  Philadelphia,  Pa.,  and 
it  was  expected  that  the  balance  would 
be  received  by  the  end  of  August. 

The  London  St.  Ry.  Co.  is  reported  to 
have  entered  an  action  against  the  Lon- 
don, Ont.,  Free  Press  for  allaged  libel 
published  during  the  recent  fare  agita- 
tion in  the  city. 

St.  Thomas,  Ont.,  Municipal  Ry.  began 
the  operation  of  one-man  cars   .Aug.  2. 

The  Dominion  Power  &  Transmission 
Co.,  Hamilton,  Ont.,  advised  us  recently 
that  it  had  bought  80  tons  of  70  lb.  steel 
rails. 

British  Columbia  Electric  liy.'s  head 
office  employes  held  their  fifth  annual 
picnic  on  Aug.  5,  when  over  400  left 
Vancouver  in  the  steamship  Rowena  for 
Rowcn  Island  early  in  the  morning,  re- 
turning in  the  evening. 

The  .Montreal  Tramways  Co.  put  into 
effect  on  .Aug.  1,  on  all  it  slines,  a  new 
transfer  form  which  had  been  in  use  for 
about  six  weeks  previously  on  the  St. 
Catherine  St.  line.  The  new  form  is 
punched  by  the  conductor  to  indicate  the 
proper   transfer   point. 

Nova  Scotia  Tramways  &  Power  Co.'s 
employes  in  a  recent  petition  to  the  Hali- 
fax, N.S.,  City  Council  claimed  that  the 
operation  of  the  daylight  saving  iiyiaw 
was  a  hardship  in  regard  to  the  opera- 
tion of  the  street  cars  and  asked  that 
the  new  time  be  abandoned.  The  council 
on  Aug.  13  decided  to  revert  to  stand- 
ard time  on  Aug.  2'.>,  two  weeks  later  than 
the  petition  asked  for,  but  two  weeks 
earlier  than   the  date  named  in   the  by- 


September,  1920. 


509 


Marine  Department 

General  Shipbuilding  Matters  Throughout  Canada. 


B.C.  Yacht  &  Boat  Builders  Co..  Vic- 
toria, B.C.,  which  has  a  contract  from 
the  Marine  Department  for  building  two 
motor  boats  for  the  British  Columbia 
coast  patrol  service  at  $62,750  each,  has 
commenced  work  on  them,  the  keels  hav- 
ing been  laid  early  in  August.  The  boats 
will  be  75  ft.  long  overall,  with  17  ft.  8 
in.  beam,  and  will  be  equipped  with  heavy 
oil  engines  of  the  semi-Diesel  type  of 
100  h.p.  by  Canadian  Fairbanks-Morse 
Co.  The  company's  plant  is  at  Point 
Hope  on  the  old  Songhees  Indian  Re- 
serve. The  members  of  the  company  are 
returned  soldiers  and  have  qualified  in 
boat  construction  in  the  vocational  train- 
ing branch  of  the  Department  of  Sol- 
diers Civil   Re-establishment. 

Bridgewater  Shipping  Co.,  Bridgewat- 
er,  N.S.,  launched  the  tern  schooner  Hazel 
L.  Myra,  Aug.  4.  Her  dimensions  are, — 
length  of  keel  90  ft.,  beam  27  ft.,  depth 


requirements  of  the  Argentine  port  au- 
thorities. The  cargo  will  be  carried  in 
12  tanks,  6  on  each  side,  and  at  the  for- 
ward end  there  will  be  a  small  hold  for 
general  cargo.  This  hold  will  be  separ- 
ated from  the  oil  tanks  by  a  cofferdam, 
and  will  be  served  by  a  small  derrick  on 
each  side  of  the  ship.  The  machinery 
will  be  located  aft,  with  a  cofferdam,  and 
oil  fuel  tank  and  pump  room  between 
machinery  space  and  aftermost  cargo  oil 
tank.  An  expansion  trunk  will  run  con- 
tinuously from  boiler  casing  front  to 
forecastle.  Steam  heating  coils  will  be 
fitted  in  the  tanks  to  facilitate  pumping 
of  the  heavy  crude  oil  cargo.  The  crew 
will  be  housed  in  the  forecastle,  and  oHi- 
cers  and  engineers  in  deckhouses  aft,  at 
each  side  of  the  machinery  casings.  Peak 
tanks  will  be  an-anged  to  carry  fresti 
water,  and  feed  water  will  be  carried  in 
a  double  bottom  tank  under  the  engines. 


Shipbuilding  Co.  The  consideration  for 
the  purchase  is  as  follows: — First  mort- 
gage 10-year  5'"r  serial  bonds  upon  the 
corporation's  property  of  the  par  value 
of  $1,950,000,  unconditionally  guaranteed 
as  to  principal  and  interest  by  the  Bri- 
tish Empire  Steel  Corporation.  Sevfn 
per  cent  cumulative  preference  stock  of 
British  Empire  Steel  Corporation,  of  the 
par  value  of  $1,040,000.  Seven  per  cent 
cumulative  second  preference  stock  of 
British  Empire  Steel  Corporation,  of  the 
par  value  of  $1,040,000.  Connnon  stock 
of  British  Empire  Steel  Corporation,  of 
the  par  value  of  $1,040,000.  The  Col- 
lingwood  Shipbuilding  Co.'s  assets  are 
stated  as  $6,500,000.  The  capital  stock 
is  $2,600,000  and  funded  debt  $1,950,000. 
Two  plants  are  operated,  one  at  Col- 
lingwood,  the  other  at  Kingston.  About 
1,500  men  are  employed.  "The  stock  has 
sold  recently  at  about  90. 


StrrI   (.'area  St 


of  hold  11  ft.  She  is  equipped  with  aux- 
iliary power,  was  built  for  \V.  Duff,  M.P., 
Lunenburg,  X.S.,  who  will  be  managing 
owner,  and  will  engage  in  trade  with  the 
West  Indies,   Brazil  and   Europe. 

Canadian  Vickers  Ltd.,  Montreal. — The 
contract  for  repairs  to  the  C.G.S.  Mont- 
calm is  reported  to  have  been  awarded 
to  this  company  at  approximately  $100,- 
000.  We  have  been  unable  to  obtain  con- 
firmation of  this. 

Chester  Basin  Shipbuilders  Ltd.,  Lun- 
enburg, N.S.,  launched  the  tern  schooner 
D.  D.  McKenzie  Aug.  12.  She  is  fitted 
with  the  latest  coasting  equipment,  and 
has  the  following  dimensions, — length 
overall  130  ft.,  beam  27  ft.,  depth  of  hold 
11  ft.,  tonnage  140  net.  She  is  owned 
by  W.  Duff,  M.P.,  and  E.  C.  Adams,  Lun- 
enburg, N.S. 

Collingwood  Shipbuilding  Co.,  Colling- 
wood,  Ont.,  launched  the  bulk  oil  steam- 
ship Transpet  July  27,  for  the  Compania 
Transportadora  de  Petreles,  Buenos 
Aires,  a  subsidiary  of  the  Standard  Oil 
Co.  of  New  Jersey.  The  christening  was 
performed  by  Miss  Susan  Smith,  daught- 
er of  the  President  of  the  International 
Petroleum  Co.,  Toronto.  This  is  the  sixth 
oil  tank  steamship  built  at  this  yard  for 
the  Standard  Oil  Co.  and  its  subsidiaries, 
the  previous  five  being  larger  than  the 
present  one.  The  s.s.  Transpet  is  being 
built  under  Lloyd's  special  survey  for  the 
highest  class,  for  river  service  at  Buenos 
Aires,  and  has  been  designed  to  meet  the 


lilt   for   Swedish  Ga 
for  operation   in 

The  ship  will  be  fully  equipped  with 
steam  windlass,  steam  steering  gear, 
electric  lighting,  refrigerating  machinery 
and  cold  chamber.  The  propelling  ma- 
chinery will  consist  of  a  set  of  triple 
expansion,  surface  condensing  engines, 
with  cylinders  12%,  21 '2  and  35  in.  diar. 
by  24  in.  stroke,  supplied  with  steam  by 
a  single  ended  Scotch  marine  boiler,  11 
ft.  8  in.  diar.  by  10%  ft.  long,  designed 
for  a  working  pressure  of  190  lbs.,  equip- 
ped for  oil  burning,  and  all  designed  for 
a  speed  of  8  knots  an  hour  when  loaded. 
The  arrangements  for  handling  the  oil 
cargo  will  be  very  complete.  Two  duplex 
pumps  12  X  9  X  18  in.  will  be  provided, 
with  piping  so  arranged  that  the  cargo 
tanks  can  either  be  pumped  up  or  out. 
The  main  suction  lines  will  be  6  in.  with 
4  in.  branches  to  each  tank.  The  gen- 
eral dimensions  are, — length  over  all  175 
ft.  8  in.;  length  b.p.  170  ft.,  breadth 
moulded  35  ft.,  depth  moulded  10',4  ft., 
load   draft  8   ft.,   load,  d.w.,   625  tons. 

At  a  general  meeting  of  shareholders 
at  Collingwood,  at  which  95'>  of  the 
stock  was  represented,  it  was  unanimous- 
ly resolved  to  sell  all  the  Collingwood 
Shipbuilding  Co.'s  assets  to  the  Colling- 
wood Shipbuilding  Corporation  Ltd., 
which  H.  B.  Smith,  President,  Colling- 
wood Shipbuilding  Co.,  stated  is  a  sub- 
sidiary of  the  British  Empire  Steel  Cor- 
poration. The  corporation  undertakes  to 
pay  all  accounts  and  assume  all  con- 
tracts and  agreements  of  the  Collingwood 


J.   Ccughlan  &   Sons,   Vancouver,  B.C. 

The  s.s.  Indus,  builder's  yard  no.  16, 
the  launching  of  which  was  announced 
in  our  last  issue,  and  an  illustration  of 
which  appears  in  this  issue,  was  laid 
down  originally  for  Western  Canada 
Steamships  Ltd.,  a  subsidiary  of  the 
building  company,  but  was  sold  later  to 
the  Swedish  East  Asiatic  Co.,  Gotenburg, 
Sweden,  for  operation  in  Indian  Ocean 
service.  She  was  built  in  66  v„  days  and 
launched  89  days  after  the  laying  of  the 
keel.  She  underwent  her  trials  in  Eng- 
lish Bay  July  20,  averaging  13.56  knots 
an  hour,  and  as  upon  her  return  it  was 
found  impossible  to  obtain  fuel  oil,  it 
was  decided  to  alter  her  to  burn  coal. 
She  has  been  accepted  by  J.  A.  Sturrock 
on  behalf  of  the  owners,  and  has  loaded 
flour  at  Puget  Sound  ports  for  Alexan- 
dria, Egypt.  She  is  of  the  builder's 
standard  8,800  d.w.  ton  type,  of  steel, 
with  the  following  dimensions, — length 
overall  427  ft.,  breadth  moulded  54  ft., 
depth  moulded  29%  ft.,  and  is  equipped 
with  triple  expansion  engines,  with  cyl- 
inders 27,  44  and  73  in.  diar.  by  48  in. 
stroke. 

The  keel  of  a  steel  cargo  steamship  of 
8,800  d.w.  tons,  yard  no.  19,  intended  for 
one  of  the  builder's  subsidiary  companies, 
was  laid  Aug.  2.  She  will  be  similar  to 
the  s.s.  Indus,  and  will  be  equipped  with 
triple  expansion  engines,  with  boilers 
fitted  for  either  coal  or  oil  fuel. 

Fields,   Kirkpatrick   &   Seaman,   Spen- 


>10 


CANADIAN  KAII.U  AV  AM)  MAUINK  WOKI-U 


SeptenitHT.  1920. 


con     Ulmnd.    N.S..    InunrhiKt     the    trm 

Urt ■■•-     >• ••     <•■       I ■■•••      •■ ' 

A 


drill"   nt    I'nrr.'horo   for    Kurop«'. 

Krnsrr     Urarr    ^hipvnrd*     I  tH..     M»nt. 


R 


••.1 


■  f 


I),  ..I 

.lulj     IT 

llalirax  Shipbuildinft  ('«rporatii)n   I.td. 

hii>  I'lin  in.  .1  n.ii.ilii!  iiiulir  thr  Moinin- 
ior  SKXI.OOO    au- 

tl.  nt    Montreal, 

to  !  ..  ,      •    ^hip.H  opiTnt- 

od  by  nlwtiii  iiiiil  ulliiT  motive  power, 
\TBrohousci',  elevators,  and  other  trans- 
portation and   terminal   facilities. 

W.  It.  Huntley  &  Son.  I'arrslioro,  N.S., 
launched  a  four  masted  schooner,  White 
Belle,  townr<is  the  end  of  July.  She  is 
Til^  tons  net  and  is  equipped  with  Raso- 
linc  jKjwer  for  hoistinp,  with  two  winches 
for  nandlinR  cari;o.  She  is  classed  with 
Bureau  Veritas,  and  is  owned  by  C.  T. 
White  &  Son,  Sui=sex,  N.B. 

Nova  Scotia  Shipbuildinf;  &  Transpor- 
tation Co.,  Liverpool,  N.S.,  launched  the 
torn  schooner  Isohcl  Moore,  Aup.  10,  for 
J.  and  F.  Moore,  St.  .John's,  Nfld.  She 
is  a  sister  ship  of  the  Olive  Moore, 
launched  in  June  for  the  same  owners. 
Her  dimensions  are, — lenpth  136  ft., 
breadth  25  ft.,  depth  of  hold  11  ft. 

Nova  .Scotia  Steel  &  Coal  Co.,  New 
Glasgow,  N.S.,  launched  its  seventh  steel 
cafRO  steamship  Volunda,  July  31.  This 
ship  has  been  built  on  the  company's  ac- 
count, and  is  of  the  same  type  as  the 
steamships  Canadian  Sealer  and  Cana- 
dian Miner,  built  by  the  company  for 
Canadian  Government  Merchant  Marine 
Ltd.  She  is  approximately  2,800  d.w. 
tons  capacity,  and  is  of  the  single  deck, 
poop,  bridge  and  forecastle  type,  with 
the  following  general  dimensions, — 
length  overall  2«0  ft.,  length  b.p.  270  ft., 
breadth  moulded  38  ft.,  depth  moulded 
20V4  ft.,  draft  loaded  1714  ft.  She  will 
be  equipped  with  tri-compound  engines, 
with  cylinders  11%,  28%  and  47  in.  diar., 
.33  in.  stroke,  875  i.h.p.,  supplied  with 
steam  by  2  single  ended  boilers,  each 
12%  ft.  diar.  by  10%  ft.  long,  at  185  lb. 
working  pressure,  and  fitted  with  2  fur- 
naces, having  a  grate  .surface  of  80  sq. 
ft.,  and  a  heating  surface  of  3,000  sq. 
ft.  She  will  have  a  sea  going  speed  un- 
der full  load  of  about  8'-i  knots  an  hour. 
The  company  is  laying  the  keel  for  a 
similar  ship,  on  its  own  account,  and 
has  also  one  of  the  same  type  under  con- 
struction, which  is  understood  to  be  for 
Canadian  Government  Merchant  Marine, 
but  the  contract  for  \\-hich  had  not  been 
signed    up   to    .Aug.    IK. 

Prince  Rupert  Drydock  &  Engineering 
Co.,  Prince  Rupert,  B.C.— W.  T.  Don- 
nelly, New  York,  the  engineer  who  de- 
signed and  built  this  drydock  and  plant 
at  Prince  Rupert  for  the  Grand  Trunk 
Pacific  Ry.,  visited  the  yards  recently, 
on  behalf  of  Newman  Krb,  of  New  York, 
and  associates,  who  have  n  lease  of  the 
plant,  and  it  is  reported  that  he  has 
recommended  a  general  development  of 
the  yards  and  the  construction  of  large 
oil  tanks,  as  the  present  facilities  there 
are  not  sufficient  to  enable  the  company 
to  extend  its  business  to  handle  some 
prospective  contracts. 

A  Winnipeg  press  dispatch  of  Aug.  24 
credited  W.  P.  Hinton,  Vice  President 
and  General  Manager,  Grand  Trunk  Pa- 


cific   Ry.,    with    stating    that   the    Prince 

If rt      ll.v.l.wU     *     Ki.-iii..  rini'     (    ..      had 

•.ot 

llg 

keep  the  plant  rum  or  three 

yeiirs,  ulco   that   ni  ■  .vould   Ik- 

made  to  aieoniiiitMlul _.  .>i(j  to  .''.,000 

men. 

Ihrrr  Kivem  Shipyardit  Ltd..  Three 
Rivers,  Que.,  which  is  a  subsidiary  of 
the  National  Shipbuilding  Corporation  of 
Wilmington,  Del.,  and  which  has  been 
operated  as  its  Three  Rivers  Shipyards 
division,  is  to  be  wound  up,  on  tne  ap- 
plication of  a  creditor,  G.  W.  Scott,  of 
P.  .S.  Ross  &  Son,  Montreal,  having  been 
appointed  F'rovisional  Liquidator.  The 
company  was  formed  originally  to  take 
over  a  contract  given  by  the  Imperial 
Munitions  Board  to  T.  M.  Kirkwood,  To- 
ronto, for  building  2  wooden  steamships 
of  3,080  d.w.  tons  each.     Before  the  corn- 


Dominion   .Marine   .Association. 

Pmidrnt.  A.  E.  Mathcwa.  Mananing  Di- 
rector. Mathews  Steamship  Co..  Toronto. 

First  Vic«  PrrsidrnI,  H.  W.  Cowan.  Di- 
rector of  Operation.  Canada  Steamship 
Lines,    Montreal. 

Second  Vice  President.  A.  A.  L4irocque. 
President.  Sincennes  -  McNaushton  Line. 
Montreal. 

Elecutive  Committee.  W,  E.  Burke.  Can- 
ada St.'nm..>hip  I.inea.  Montreal :  T.  R.  En- 
derby.  Montrrnl  Tranaportation  Co..  Mont- 
real ;  L.  Henilernon.  Montreal  Tran»porU- 
tion  Co..  Montreal  :  W.  J.  .McCormark.  Al- 
Koma  Central  Steamship  Line.  Snult  Sl<- 
Marie.  Ont.  :  G.  J.  Madden.  Geonie  Hall 
Coal  Co.  of  Canada.  Montreal  ;  E.  W.  Oliver. 
Niagara.  St.  Catharines  &  Toronto  Navi- 
Kation  Co..  Toronto  ;  W.  H.  Smith,  OnUrio 
Car  Ferry  Co..  Montreal ;  J.  F.  Sowarda. 
Sowards  Coal  Co.,  Kiniraton.  Ont. ;  J.  F. 
M.  Stewart.  Point  Anne  Quarries  Ltd.. 
Toronto:  Jno.  Waller,  Keystone  Transpor- 
tation Co.,  Montreal :  Lome  C.  Welwter. 
Wetister  Steamship  Co.,  Montreal ;  J. 
Wilkie.  Imperial  Oil  Ltd.,  Toronto:  A.  A. 
Writrht.   honorary  memt>cr,  Toronto. 


pletion  of  these  contracts,  the  plant  was 
sold  to  the  National  Shipbuilding  Cor- 
poration and  contracts  for  wooden  steam- 
ships were  carried  out  for  the  French 
Government  and  the  yard  was  remodelled 
to  build  steel  steamships. 

Wallace  Shipyards  Ltd..  North  Van- 
couver, B.C. — It  is  reported  that  the  C. 
P.R.  has  ordered  a  steamship  from  this 
company  for  its  B.C.  Coast  Service,  to 
replace  the  s.s.  Princess  Sophia,  which 
was  lost  with  her  passengers  and  crew 
on  the  Vanderbilt  Reef  in  the  Portland 
Canal  Oct.  24.  1918.  The  new  .ship  has, 
it  is  said,  been  specially  designed  for  the 
Alaska  service,  and  will  be  325  ft.  long, 
with  a  speed  of  17  knots.  The  ctmtract 
price  is  stated  to  be  about  $1,500,000. 

Victoria,  B.C. — Capt.  A.  Herquist,  a 
local  owner  and  builder  of  steam  tugs, 
is  reportetl  to  have  bought  the  Point 
Kllicc  yard,  operated  formerly  by  the 
Foundation  Co.  of  British  Columbia,  Ltd. 
The  plant  as  it  stands  is  valuetl  at  $25,- 
000,  and  consists  of  4  building  ways,  2 
overhead  gantrys,  some  electrically  driv- 
en ma<-hinery  and  general  shipbuilding 
plant  and  buildings.  It  is  said  that  the 
new  owner  contemplates  building  tugs 
and  barges  as  soon  as  his  plans  are  com- 
pleted, and   he  has  arranged   a   lease   of 


the  land  from  the   B.C.  government. 

Victoria  (B.C.)  .Shipo»nrrN  Ltd..  Vic- 
toria, B.C.— J.  W.  Spencer,  President, 
and  F.  B.  I'emb«Ttnn,  have  resigned  from 
1 1,.  I, ..,,1,1  ,,f  ilins'tors,  due.  it  is  stated, 
of  opinion  on  general  pol- 
i.|,  Vice   President,  has  been 

.lent,  and   M.   .Shepherd   has 

bei  n  appointed  Secretary.  "rhis  com- 
pany is  building  four  wooden  barkentinea 
nt  Cholberg  shipyard,  under  Dominion 
Gfivernment  aid,  through  loans  of  $175,- 
000  for  each  ship.  Throe  of  the  kceU 
have  been  laid,  one  of  them  b<>ing  fully 
frameil.  Good  progress  is  reported  in 
conneition  with  the  building  of  these 
ships,  a  second  payment  of  $100,000  hav- 
ing been  received  from  the  Dominion 
Government  at  the  end  of  July.  The 
square  framing  on  the  first  ship  wa« 
loir.iileted  at  -the  end  of  July,  and  the 
framing  on  the  second  ship  was  report- 
ed well  advanced. 

Yarrows  Ltd..  Victoria,  B.C.— N.  A. 
Yarrow.  Manager,  who  is  at  present  in 
Great  Britain,  is  reported  to  bo  discus- 
.<iiig  with  the  management  of  the  parent 
<iinipnny.  Yarrow  &  Co.  Ltd.,  Glasgow, 
the  possibility  of  transferring  the  Clyde 
plant  to  British  Columbia.  Sir  Alfred 
Yarrow  stated  some  time  ago  that  if 
labor  troubles  continue<l  to  occur  on  the 
Clyde,  his  company  would  have  to  con- 
sider seriously  the  question  of  trans- 
ferring its  works  to  British  Columbia. 


Icebreaking  Steamship  for  St. 
Lawrence  River. 

The  Marine  Department  called  for  ten- 
<lers  to  .\ug.  13,  for  the  construction  of 
an  icebreaking  steamship  for  service  in 
the  St.  Lawrence  River  and  Gulf,  the 
plans  and  specifications  having  been  pre- 
pared largely  on  the  lines  of  those  of  the 
icebreaking  steamship  J.  D.  Hazen,  which 
was  built  by  Canadian  Vickers  Ltd.,  for 
the  Department,  but  transferred  to  the 
Russian  Government,  early  in  the  war. 
at  the  request  of  the  British  Government. 
We  have  been  advised  that  the  tenders 
received  were  considered  excessive  by  the 
Department,  and  that  they  were  all  re- 
jected. The  question  of  calling  for  new 
tenders,  or  postponing  further  action  un- 
til Parliament  meets,  is  under  considera- 
tion. 

The  general  dimensions  of  the  propos- 
ed ship  are, — length  between  perpendicu- 
lars 275  ft.,  breadth  moulded  57 H  ft., 
depth  moulded  32  ft.,  tonnage,  3,520 
gross,  indicated  horsepower  8,000,  speed 
IT)  knots.  The  estimates  for  1920-21  con- 
tain an  appropriation  of  $2,000,000  for 
building   this  ship. 

A  Vancouver  press  dispatch  of  Aug. 
13,  states  that  Wallace  Shipyards  Ltd., 
North  Vancouver,  B.C.,  has  been  advised 
that  its  tender  for  the  construction  of 
this  steamship  was  the  lowest  of  those 
submitted  by  any  firm  on  the  American 
continent,  but  that  it  exceeded  the 
amount  of  the  appropriation.  It  is  stat- 
ed that  the  Wallace  Shipyards  tenders 
was    about    $3,000,000. 


The  Magog  &  Newport  Steam  Naviga- 
tion Co.  Ltd.  has  been  incorporated  un- 
der the  Dominion  Companies  Act.  with 
$200,000  authorized  capital  and  office  at 
Montreal,  to  build,  own  and  operate 
steam  and  other  ships  of  every  descrip- 
tion, and  general  navigation  and  trans- 
portation facilities,  for  handling  passen- 
ger and  freight  traffic.  The  incorpora- 
tors are:  J.  DeWitt,  O.  S.  Pyndale,  H.  C. 
McNeil,  O.  F.  Edwards,  Montreal,  and 
H.  Pond,  Outrcmont,  Que. 


September,  1920.  511 

Canadian  Pacific  Ocean  Services'  s.s.  Empress  of  Canada  Launched. 


The  s.s.  Empress  of  Canada,  which  is 
being  built  at  Glasjrow,  Scotland,  for 
Canadian  Pacific  Ocean  Services'  Pacific 
service,  was  launched  Auk.  IV,  the  cere- 
mony being-  performed  by  Mrs.  G.  M. 
Bosworth,  of  Montreal,  wife  of  the  Chair- 
man of  the  manapinfr  company.  On  con- 
pletion  of  the  ship  in  March,  1921,  she 
will  sail  from  Liverpool,  Enp;.,  for  Van- 
couver, B.C.,  via  the  Suez  Canal,  on  a 
round-the-world  trip,  details  of  which, 
together  with  some  particulars  of  the 
ship,  were  given  in  our  last  issue. 

Sir  Thomas  Fisher.  K.B.E..  General 
Manager,  Atlantic  Lines,  C.P.O.S.,  Lon- 
don, Eng.,  is  reported  to  have  stated  in 
a  speech  following  the  launching  regard- 
ing prospects  of  steamship  service  on 
the  Atlantic,  that  unless  there  is  some 
cessation  in  the  continually  rising  costs, 
British  shipyards  may  find  themselves 
without  orders,  and  that  under  present 
conditions  it  would  be  absolutely  un- 
thinkable to  lay  down  another  ship  to- 
day like  the  Empress  of  Canada.  Before 
the  war,  Atlantic  steamships  cost  £550,- 
000,  whereas  the  Empress  of  Canada 
cost  £1,700,000.  Increased  maintenance 
is  still  more  serious,  and  the  difference 
in  the  cost  of  running  a  ship  of  the  type 
of  the  company's  s.s.  Calgarian,  could 
be  estimated  as  follows, — coal  per  voy- 
age before  the  war  £4.500,  now  £24,000; 
repairs  per  round  trip,  before  the  war 
£7,700,  now  £17,000;  provisions,  before 
the  war  £3,000,  now  £8,000;  wages  before 
the  war  £2,500,  now  £9,000.  Apart  from 
the  cost  of  the  improved  accommodation, 
etc.,  the  total  increases  for  the  round 
trip  appro.ximate  £(50,000,  and  the  in- 
crease in  passenger  rates  is  only  185%, 
against  the  cost  increase  of  850'~'r.  This, 
he  claimed,  could  not  continue  very  long, 
a  number  of  first  class  ships  would  ne- 
cessarily be  laid  up  and  he  could  not  con- 
ceive of  anything  worse  for  the  Empire 
than  charging  such  immense  sums.  The 
rising  of  Atlantic  rates  would  seriously 
impede  communication  between  different 
parts  of  the  empire,  which,  he  claimed, 
if  not  stopped,  would  mean  empire  disin- 
tegration. He  urged  economy  in  ship- 
building, by  better  organization,  and 
suggested  that  standardization  might 
possibly  give  some  reduction  in  costs. 
One  principal  economy  in  operation,  he 
stated,  would  be  to  reduce  speed  by  four 
knots  an  hour,  and  he  believed  that  oil 
burners  as  at  present  utilized  on  some 
steamships,  would  be  followed  in  about 
five  years  by  internal  combustion  en^ 
gines,  which,  he  claimed,  would  about 
halve  the  cost  of  fuel  and  bring  matters 
nearer  to  the  pre-war  position. 

The  ship  has  an  overall  length  of  653 
ft.,  is  77%  ft.  wide  and  53  Vj  ft.  deep  to 
the  bridge  deck.  She  has  a  straight  stem 
and  cruiser  stern,  and  will  have  3  fun- 
nels and  2  pole  masts  and  will  be  rigged 
as  a  fore  and  aft  schooner.  There  will 
be  a  continuous  shelter  deck  with  bridge, 
promenade  and  boat  decks  over,  the  for- 
mer extending  for  the  full  length  of  the 
ship;  two  complete  'tween  decks  and  low- 
er Orlop  'tween  decks  at  fore  and  aft 
ends.  She  will  have  a  gross  tonnage  of 
about  20,000  tons  and  will  be  arranged 
to  carry  about  490  first  class,  106  second 
class,  238  third  class  and  932  Asiatic 
steerage  passengers  and  547  of  a  crew. 
Of  the  cargo  spaces  a  large  portion  will 
be  fitted  for  the  carriage  of  silk  and 
refrigerated  cargo.  The  deadweight  will 
be  9,500  tons  and  the  ocean  speed  not 
less  than  18  knots.  The  ship  is  built  to 
the  highest  class  of  Lloyd's  register,  to 


full  Board  of  Trade  requirements,  and 
will  be  subdivided  in  full  accordance  with 
the  requirements  of  the  Bulkhead  Con- 
vention. 

The  first  class  accommodation  will  be 
arranged  on  the  shelter  deck,  in  2,  3  and 
4  berth  rooms,  and  on  the  bridge  deck  in 
1,  2  and  3  berth  rooms,  also  in  a  num- 
ber of  special  rooms  and  private  suites, 
comprising  sitting  rooms,  bedrooms  and 
bathrooms.  The  staterooms  will  be  fit- 
ted up  with  the  latest  type  of  open  wash 
basin,  having  a  supply  of  hot  and  cold 
fresh  water.  The  public  lavatories  and 
bathrooms  will  be  fitted  up  with  the 
most  modern  improvements  in  sanitary 
fittings.  The  dining  saloon  will  be  on 
the  upper  deck  and  will  accommodate 
307  persons;  there  will  be  a  large  recep- 
tion room  forward  of  the  dining  saloon, 
with  a  passenger  elevator  at  its  fore 
end;  and  on  this  deck  there  will  also  be 
a  large  swimming  bath  and  gymnasium 
with  dressing  rooms  and  other  auxil- 
iaries. The  remaining  public  rooms  will 
be  on  the  promenade  deck  and  will  in- 
clude a  large  lounge,  with  cinema  oper- 
ating room,  long  gallery,  card  room, 
children's  room,  drawing  room,  writing 
room,  smoking  room  and  venandah  cafe. 
They  will  be  treated  in  a  most  elaborate 
and  luxurious  style  in  the  matter  of  de- 
sign and  comfort.  Long  promenades  and 
recreation  spaces  for  games,  dancing, 
etc.,  will  be  reserved  for  the  passengers. 

The  approach  to  the  dining  saloon  on 
D  deck  will  be  through  the  first  class 
reception  room,  which  is  designed  as  a 
large  open  space  suitable  for  dancing, 
with  a  floor  space  of  over  300  superficial 
feet,  and  with  arched  recesses  at  the 
sides  fitted  with  fixed  seatings  and  a 
space  for  the  orchestra.  It  will  be  pan- 
elled throughout  in  large  painted  panels, 
of  a  light  grey  tone  with  mouldings 
picked  out  in  white.  In  the  central  por- 
tion there  will  be  large  arch-headed  mir- 
rors at  the  aft  end,  with  jardinieres  for 
flowers  at  their  feet,  and  on  the  for'ard 
end  a  handsome  wrought  iron  lift  en- 
closure. 

The  first  class  dining  saloon  will  be 
approached  from  the  reception  room 
through  two  auxiliary  dining  rooms, 
which  will  also  serve  as  supper  rooms 
on  the  occasion  of  dances  in  the  recep- 
tion rooms.  It  will  be  capable  of  seat- 
ing 325  people.  The  seating  will  be  ar- 
ranged to  provide  separate  tables  for 
parties  of  6,  in  recesses  at  the  ship's 
sides,  and  24  other  tables  seating  4  each, 
adjoining  the  main  gangways,  reserving 
the  long  tables  for  the  central  portion 
of  the  room.  The  central  portion  will 
be  carried  up  to  the  height  of  two  decks, 
the  upper  portion  being  arcaded  in  treat- 
ment, open  at  one  side  to  a  gallery,  and 
on  the  other  side  glazed  with  semi-cir- 
cular mirrors.  At  the  forward  end  will 
be  the  musicians'  gallery,  with  a  hand- 
some wrought  iron  balustrade,  and  at 
the  after  end  will  be  a  fine  carved  ma- 
hogany sideboard.  The  whole  motive  of 
the  central  portion  is  designed  to  give  a 
great  appearance  of  height.  The  gen- 
eral scheme  of  this  room  will  be  Georg- 
ian in  character,  with  large  painted 
panels  of  a  similar  color  scheme  to  the 
reception  room,  and  with  mirrors  be- 
tween these  panels,  which  will  add  to 
the  light  of  the  room. 

The  general  design  of  the  main  stair- 
way follows  closely  that  of  the  recep- 
tion room.  It  will  be  fitted  with  fine 
wrought  iron  lift  enclosures  and  balus- 
trades at  each  deck  level.    On  the  prom- 


enade deck  it  will  open  into  the  long 
gallery,  which  will  be  made  a  feature  of 
the  ship,  as  it  will  give  access  to  all  the 
principal  first  class  rooms.  It  will  be 
13  ft.  wide  and  110  ft.  long.  It  will  be 
panelled  in  polished  Honduras  mahog- 
any, and  the  sides  will  be  hung  with 
choice  prints  and  will  be  amply  lighted 
from  the  ship's  side. 

At  the  forward  end  of  the  lounge  gal- 
lery will  be  the  first  class  lounge  gal- 
lery. This  room  has  been  planned  with 
a  view  to  providing  a  large  open  central 
space,  raised  about  4Vi  ft.  in  height 
above  the  rest  of  the  room  and  it  will  be 
lighted  by  clerestory  windows,  by  a 
handsome  wrought  iron  lay  light.  It 
will  be  utilized  as  a  music  room,  and  also 
for  cinema  exhibitions.  The  central  por- 
tion will  be  divided  from  the  outer  por- 
tions by  arches  supported  by  columns. 
The  remainder  of  the  room,  which  will 
be  at  the  lower  level,  will  be  arranged 
with  a  view  to  providing  for  card  parties. 
The  keynote  of  this  design  is  the  wall 
decoration,  which  will  consist  of  large 
brocade  panels  of  a  rich  design  in  wal- 
nut framing.  The  utmost  use  will  be 
made  of  the  facilities  for  lighting  this 
room,  by  introducing  large  teak  win- 
dows, with  transom  lights,  at  frequent 
intervals  along  the  side,  and  by  large 
teak  bays  at  the  forward  end.  The  floor 
of  this  room  will  be  in  oak  parquet. 

The  smoking  room  has  been  planned 
on  somewhat  similar  lines.  The  central 
portion  in  itself  will  constitute  a  large 
and  well  lit  room,  while  the  portions  to- 
wards the  sides  of  the  ship  will  be  adapt- 
ed with  a  view  to  the  accommodation  of 
card  parties.  The  room  will  be  panelled 
in  large  oak  panels,  sub-divided  with 
carved  Ionic  columns.  At  the  sides  of 
the  ship  there  will  be  3-light  mullioned 
and  transomed  windows.  The  features 
of  this  room  will  be  the  fireplace  at  the 
after  end  with  its  large  canopied  pedi- 
ment, under  which  will  be  a  carved  Can- 
adian coat  of  arms,  and  at  the  forward 
end  will  be  the  handsome  central  door- 
way surmounted  by  a  carved  and  quilt 
Sunray   clock. 

The  first  class  card  room's  walls  will 
be  panelled  throughout  in  grey  sycamore 
panels,  with  large  fielded  and  Selection 
moulded  panels,  and  with  a  fine  carved 
cornice  and  bold  dado  skirting  mould- 
ings. 

The  first  class  drawing  room  main  fea- 
ture will  be  the  decoration  of  the  panels 
above  the  dado,  which  will  be  in  spe- 
cially selected  printed  linen,  with  cur- 
tains and  upholstery  to  match.  The  fram- 
ing of  these  panels  at  intervals  will  be 
carved  and  gilt  min-ors,  and  over  the 
fireplace  a  painted  flower  picture.  All 
the  panelling  and  dado  panelling  will  be 
painted  in  mahogany  in  soft  tints. 

The  second  class  accommodation  will 
be  arranged  on  the  shelter  deck  aft,  in 
2  and  4  berth  rooms.  The  state  rooms 
will  be  fitted  up  similar  to  the  first  class. 
The  dining  saloon  will  be  on  the  upper 
deck,  and  will  accommodate  100  persons 
and  there  will  be  a  lounge  on  the  bridge 
deck  aft. 

The  third  class  (permanent  and  port- 
able) will  be  arranged  on  the  upper  and 
main  decks  in  large  2,  4  and  6  berth 
rooms.  The  dining  saloon  will  be  on  the 
upper  deck  and  will  accommodate  100 
persons.  The  Asiatic  steerage  will  be 
arranged  in  compartments,  on  the  main, 
upper  and  shelter  decks,  in  open  berths. 
Large  and  airy  rooms  will  be  arranged 
for  ofliicers  and  crew. 


612 


CANADIAN  ICAII.W  AV  AND  MARINK  WORLD 


September.  1920 


MiiK-rllanroUN. — The  iihip  will   be  fully 


uiui  {utr.Lry  uii'ui;k>  >»>>>'-''  ^^iH  l'^'  ;--h  h 
••  will  cnsuri.'  rfliciont  ami  rapid  nrr- 
vicc. 

ThrDUKlioiit  th<'  ship  miocinl  nttonlion 
will  be  Kivci)  to  the  fact  thnt  kHo  is  to 
iicn'o  in  a  m>iiii- tropical  clininto;  the  pub- 
lic rooms  will  therefore  be  lur^v  nnd 
•  ir>'  and  the  ventilation  amply  nnd  suf- 
ficiently arrnntred.  A  feature  of  the 
iihip  will  be  the  elaborate  system  of  nie- 
rhanicnl  ventilation  fitted  throufrhout. 
All  the  first  and  second  class  accommo- 
dation and  public  rooms,  except  dininir 
lutloons,  will  bo  heoted  by  steam  radia- 
tors, and  ventilated  by  electric  exhaust- 
intr  fanii.  All  dining;  saloons  and  third 
class  accommodation  will  Iw  heated  and 
Ventilated  on  the  thermo  tank  hot  air 
system.  All  supply  nnd  exhaust  fans 
will  be  capable  of  chan^inK  the  air,  in 
the  compartments  to  which  they  arc 
connected,  a  sullicicnt  number  of  times 
per  hour  to  (guarantee  a  continuous  sup- 
ply of  pure  air.  All  thermo  tanks  and 
supply  fans  will  have  a  disinfecting  ap- 
paratus, fitted  to  ensure  purity  of  air. 
Electric  radiators  will  be  fitted  in  first 
and   second  class   state  rooms. 

The  ship  will  be  equipped  with  three 
sets  of  main  electric  Kenerator.»,  turbine 
driven,  for  li^rhtini;  and  for  opcratinfr  the 
various  fans  and  auxiliary  appliances, 
and  in  addition  an  enierjjency  electric 
plant,  driven  by  an  oil  enjrine,  will  be 
installed  on  the  boat  deck,  for  service  if 
the  main  plant  is  not  available.  Wire- 
less tclejrraphy  plant,  submarine  sipnal- 
linp  apparatus  and  a  Spcrry  pyro  com- 
pass will  be  part  of  the  equipment. 

Refriirerating   plant   will    be    installed 


for  carKo  and  provminn  chambers. 

Til.-  'I wren  decks  will  be  nub-divided 
bulkheads,  to  prevent  the 
IV.  There  will  also  be  a  con- 
iimlM-r  of  chemical  fire  extin- 
Kui:,)ni-  lilted  throuKhout  the  passcn- 
eer  occoinmodations.  A  complete  syn- 
teni  of  automatic  fire  alarms  will  be  fit- 
led  throuKhout,  also  a  system  of  tele- 
phones, with  a  central  exchantte  to  the 
siK'ciul  and  suite  rooms  and  various  of- 
fices, etc.  For  fire  extincruishinK  in  the 
cartfo  holds,  etc.,  steam  and  water  will 
be  carried  throUKh  various  compart- 
ments. 

Machinery,  Etc. — The  ship  will  be  pro- 
pelled by  2  sets  of  Brown-f'urtiss  tur- 
l>ine.«,  driving  twin  screws  thrnuKh  dou- 
ble reduction  uearinjr.  Each  set  of  tur- 
bines will  be  divided  into  uniUt,  workinK 
in  series.  The  hiph  pressure  and  low 
pressure  turbines  will  be  coupled  topcth- 
er  in  tandem,  and  will  drive  the  out- 
board first  reduction  pinions  of  pearinK, 
and  the  first  intermediate  and  second 
intermediate  pressure  turbines  will  be 
similarly  coupled,  and  drive  the  inboard 
first  reduction  pinions.  For  astern  work- 
inp,  a  hiph  pressure  turbine  will  be  in- 
corporated in  the  same  casinp  as  the 
second  intermediate  pressure  ahead  tur- 
bine, and  a  low  pressure  astern  turbine 
will  be  incorporated  in  the  same  casinp 
with  the  low  pressure  ahead  turbine.  The 
propellinp  machinery  will  be  the  larpest 
installation  of  double  reduction  pcarinp 
which  has,  so  far,  been  constructed. 

The  boiler  installation  will  comprise  8 
double  ended,  and  4  sinple  ended  cylin- 
drical return-tube  boilers,  arranped  in 
2  separate  boiler  compartments,  and  de- 
sipned  to  burn  oil  fuel  in  combination 
with  the  Howden  system  of  forced 
draft.  There  will  be  a  complete  dup- 
licate system,  in  each  boiler  room,  of  oil 


furl  pumpk,  heatent  and  fittinps  for  lup- 
plyinp  oil  to  the  fumaceii,  and  proviiiion 
will  be  made  for  readily  converting  the 
boilers,  Ko  that  they  may  burn  coal  at  a 
Inter  date  if  required. 

The   installation   of  auxiliary   machin- 
ery   will    be   of   the    most   modem    type, 
desipncd     sfK-cinlly     to    econi.inizi-     inn- 
sumption    of    steam    for    pf'  ; 
poses,  and  also  to  suit  the    ' 
of   the   hiph   class    passenp'  • 
which    the    ship    will    be    en^'a;,-'  •!.       The 
stenm    stfcrinp    pear,    manoeuvrinp    and 
warpinp  machinery  will   be  of  the  latest 
types. 

The  carpo  equipment  will  be  of  the 
most  recent  type,  the  carpo  derricks  on 
the  mast.'  and  derrick  posts  beinp  oncr- 
at*'il    by    12    powerful   electrical    winches. 

The  lifeboats  will  have  capacity  for  all 
on  board  and  will  be  operated  by  Bab- 
cock  &  Wilcox  patent  Wylie  davits,  Wel- 
ins  quadrant  davits,  and  electric  boat 
winches.  The  doors  on  the  watertipht 
bulkheads  will  be  operated  by  Brunton 
Bros,  hydraulic  system  and  will  be  con- 
trolled  from   the   navipatinp  bridpe. 

The  oil  fuel  bunkers  will  have  a  nor- 
mal capacity  for  4,500  tons  of  oil;  in 
emerpencies  many  of  the  double  bottom 
rooms  may  also  be  utilized  for  the  car- 
riape  of  oil,  so  that  the  fuel  supply  can 
be  increased  to  about  6,400  tons,  suffi- 
cient to  carry  the  ship  over  14,000  miles. 


The    Bear    River    Steamship    Co.  Ltd. 

has  been  incorporated  under  the  Domin- 
ion Companies  Act,  with  $150,000  author- 
ized capital  and  office  at  Bear  River,  N. 
S.,  to  own  and  operate  steam  and  other 
ships,  and  to  carry  on  a  peneral  ship- 
owninp  and  transportation  business.  The 
incorporators  are, — R.  S.  Robertson,  J. 
W.  Pickup,  Jas.  Aitchison,  L.  Kert,  and 
D.  A.  McCrimmon,  all  of  Toronto. 


Ships  Registered  in  Canada  During  May,  1920. 


la  compiling  the  foUowins  liBts  of  ve«s«U 
an  (aUins  ships  of  la*  than  100  tons  reKiater. 


reKistered,  stcamboaU  and  motor  boati,  operated  by  engine*  of  le**  than  10  n.h.p.,  are  eliminaUd.  a*  alto 
STEAM. 


Port  of  ReKiBtiT 


141.192  Canadian  Bcaver*....Montreal  

141705  Canadian  Inventor*.. Vancouver,    B.C.    ... 

141710  Chilkoot. Vancouver,    B.C.    ... 

ISS799  DimmicJohn Port    SUnley.    Ont. 

I41S99  JrannptteR.il) Montreal    

1417.'>2  Maplnruir(2l Montreal    

1412.1!"  MajorirV Yarmouth.    N.9. 

JlWr.S  Prinm*  Victoria* Victoria.     B.C. 

141662  T.L.  Church Toronto    

1414B6     TwoRn»e» Halifax.     N.S.     . 

ill  Formerly    New    Inland    Wanderer. 
(2)  Formerly    Pawn**. 


Where  and  when  built 


.„Kin«nton.   Ont   „ 1920  261.0  4S.S  2S.6 

...Vancouver.  B.C 1920  400.1  52.4  28.8 

...North    Vancouver.    B.C...I9I9  172.6  30.2  12.9 

...Port    SUnley.    Ont.    1920  69.0  16.6  6.0 

Buffalo.     N.V 1888  118.1  20.9  5.7 

Marine    City.    Mich 18S9  175.1  S2.4  13.0 

Wcdiceport.     N.S 1920  68.6  18.0  6.7 

WallriendK>n-Tyne.  EnK.  1903  .100.0  40.5  15.4 

.....Toronto    1920  251.0  43.6  20.7 

Sorel.   Que 1917  84.0  19.2  10,0 

*  Equipped   with   wlrele**. 


at- 

u 

2410 

14SI 

124  Se. 

6497 

3384 

266'i  Sc. 

756 

411 

95  2/S  Sc. 

50 

34 

lOMi  Sc. 

144 

56 

S3  Se. 

821 

61 

1948 

2264 

493 

38 

785 

13.'.3 

80>-j  Sc. 
13  Sc. 
800  Sc. 
147  Sc. 

113 

11 

24  Sc. 

Miniatcr   of    Marine  and   Flabcrie*. 
Ottawa. 

Minister    of    Marine    and    Fi*herir5. 

OtUwa. 
Union      Steamship      Co.    of     British 

Columbia.    Vancouver.    B.C. 
H.  F.   Woolatt,  M.O..   Port  SUnley. 

Ont, 
Sincennes    McNauffhton    Line,    Ltd.. 


Mo 


T.    R.    Enderby.    Montreal, 
n.    D.    I.eBlanc.    Weilireport.   N.S. 
Canadian    Pacifio   Ry.   Co..    Montreal 
Dominion     Shipbuildinic     4k      Repair 

Co..    Toronto. 
T.   M.   Kirkwood.  Montreal. 


Port  of  Resiatry 


SAILING. 

RiB  Where  and  when  built 


141609     BerquiatNo.  1 Victoria.    B.C.    ._... 

141688     Donald  T...„ Lunenbnrs.    N.S.    . 

141687     Giant  King Lunenburg.   N.S.   ., 

141588    J.  T.  M.  No.  l.„ New    Weatmlnater 

111—1     .7    n    Edwardt Montreal   

■ "  M   Smith    Lunenburg.     N.S.     . 

K.  Orion  Montreal    

1      Wnlters     Shelburne.    N.S. 
1  ■   H.  Moaher.  ..Lunenburg,     N.S. 
Ki.r.i     H     !■    2 -.Vancouver.    B.C.    . 

141720     R.  P.  L.  in Vancouver.    B.C.    . 

141638      fU-tractlon Iji    Have.    N.S.        . 


....Seow~.Ladner,    B.C - 

....^hr....Daysprings.    N.S 

....    ••    .    La    Have.    N.S 

...Scow  ...Sleventon.      II.C _ 

...narge.  Marine    City.    Mich.    ... 

...Schr.    Salmon    River.    N.S 

..Ilanre.  Marine    City.    Mich 

...Schr     Shelbume.    N.S 

.    •■    .    Yarmouth.    N.S 

.    ••     .     Vancouver.      B.C 

....Scow.  .  •■  

.  ..Sehr     Con.iu-rall    Bank.   N.S. 


c 

f 

S 

OH 

Ji 

B 

Q 

^& 

.1(11 

81.2 

26.2 

6.5 

116 

116 

.1920 

116.4 

26.S 

11.4 

175 

163 

.1920 

127.4 

27.6 

11.0 

198 

135 

.1920 

57.3 

24.0 

6.0 

99 

99 

.1888 

175.8 

30.5 

10.0 

453 

422 

.1920 

122.5 

26.0 

11.0 

173 

113 

.1884 

178.6 

30.8 

10.2 

456 

4-.M 

.1920 

113.4 

26.0 

10.5 

175 

189 

.1920 

118  6 

27.5 

12.4 

177 

177 

.1920 

80.0 

30.0 

7.1 

147 

147 

.1920 

80.0 

iO.O 

7.1 

147 

147 

1920 

119.0 

26.0 

11.0 

183 

148 

Managing  On 


A.    Berquiat,    Vancouver.    B.C. 

W.    Dutr,    LunenlHirg.   N.S. 

R.  Himmrlman.  M.O..  Roae  Bay. 
N  S. 

H.    M.    ManretU.    Steveeton.    B.C. 

T.    R.   Enderby.    Montreal. 

W.  C.  Smith.  M.O..  Lunenburg.  NS. 

T.    R.    Enderby,    Montreal. 

R.    T.    Sainthill.   North  Sydney,   N.S. 

C.    Ivemon.    M.O..    Lunenburg.    N.S 

Bat  Portage  Lumber  Co..  St.  Boni- 
face.   Man. 

Rat  Portage  Luml>er  Co..  SL  Boni- 
face.   Man 


September,  1920. 


513 


Canadian  Government,  Merchant  Marine  Ltd.,   Shipbuilding,  Operation,  Etc. 


Launrhin;;  of  Steamships. — Since  Can- 
adian Railway  and  .Marine  World  for 
August  was  issued  we  have  been  advised 
of  the  following  launchinfrs  of  steel  car- 
go steamships  for  Canadian  Government 
Merchant  Marine. 

July  20  and  26,  f.s.  Canadian  Squat- 
ter, Marine  Department  contract  45; 
builder's  yard  no.  5;  approximately  4,575 
d.w.  tons,  British  American  Shipbuilding 
Co.,  Welland,  Ont.  The  aft  section  was 
launched  July  20,  and  the  forward  sec- 
tion July  2(),  both  sections  being  towed 
to  Montreal,  where  they  will  be  joined 
together. 

July  27,  s.s.  Canadian  Conqueror;  Ma- 
rine Department  contract  51;  builder's 
yard  no.  78;  approximately  8,.'590  d.w. 
tons,  Canadian  Vickers   Ltd.,   Montreal. 

Aug.  14,  s.s.  Canadian  Fisher,  Marine 
Department  contract  15;  builder's  yard 
no.    7;    approximately    5,100    d.w.    tons. 


cargo  at  Sydney,  N.S..  for  Liverpool,  Eng. 

Names  of  Sicaniships.  —  The  name 
chosen  for  the  steel  cargo  steamship  be- 
ing built  under  JIarine  Department  con- 
tract 54,  by  Midland  Shipbuilding  Co., 
Midland,  Ont.;  builder's  yard  no.  10;  ap- 
proximately 3,8'JO  d.w.  tons;  for  Cana- 
dian Government  Merchant  Marine  Ltd. 
has  been  changed  from  Canadian  Racer 
to  Canadian   Logger. 

We  were  officially  advised  on  Aug.  20 
that  while  the  contract  to  be  numbered 
5U,  for  building  a  steel  cargo  steamship 
by  the  Nova  Scotia  Steel  &  Coal  Co., 
builder's  yard  no.  8,  approximately  2,800 
d.w.  tons,  had  not  been  signed,  the  name 
Canadian  Sapper  has  been  selected,  in 
the  event  of  the  contract  being  awarded. 
The  keel  for  this  ship  was  laid  May  4. 

Oil  Fuel  Equipment. — We  are  official- 
ly advised  that  oil  fuel  equipment  will 
be  provided  on  the  following  ships  being 


ger  service  with  the  West  Indies  is  to  be 
operated  successfully,  the  ships  will  have 
to  be  of  a  class  to  compete  on  even  terms 
with  those  sailing  from  New  York. 

Refrigeration  Equipment. — We  are  of- 
ficially advised  that  refrigerator  equip- 
ment will  be  fitted  in  the  following  ships 
now  building  for  Canadian  Government 
Merchant  Marine  Ltd.,  viz.,  Canadian 
Winner  and  Canadian  Traveller,  by  Har- 
bour Marine  Co.,  Victoria,  B.C.;  Cana- 
dian Exporter,  Canadian  Inventor  and 
Canadian  Prospector,  by  J.  Coughlan  & 
Sons,  Vancouver,  B.C.;  Canadian  Cruiser 
and  Canadian  Constructor,  by  Halifax 
Shipyards  Ltd.,  Halifax,  N.S.;  Canadian 
Victor,  Canadian  Conqueror,  Canadian 
Commander,  and  Canadian  Leader,  by 
Canadian  Vickers  Ltd.,  Montreal;  Cana- 
dian Highlander  and  Canadian  Skirm- 
isher, by  Wallace  Shipyards  Ltd.,  North 
Vancouver,    B.C. 


Tidewater  Shipbuilders  Ltd.,  Three  Riv- 
ers, Que. 

Deliveries  of  Steamships. — In  addition 
to  the  steamships  mentioned  in  Canadian 
Railway  and  Marine  World  previously, 
the  following  deliveries  have  been  made 
to  Canadian  Government  Merchant  Mar- 
ine   Ltd.: — 

July  17,  s.s.  Canadian  Inventor,  Ma- 
rine Department  contract  36;  builder's 
yard  no.  13;  approximately  8,390  d.w. 
tons;  J.  Coughlan  &  Sons,  Vancouver, 
B.C.  This  ship  loaded  general  cargo  and 
lumber  and  sailed  from  Vancouver,  Aug. 
13,  for  Sydney  and  Melbourne,  .Australia. 

July  18,  s.s.  Canadian  Otter;  Marine 
Department  contract  44;  builder's  yard 
no.  4;  approximately  4,575  d.w.  tons; 
British  American  Shipbuilding  Co.,  Wel- 
land, Ont.  This  ship  loaded,  a  general 
cargo  at  Montreal  and  sailed  Aug.  20  for 
Barbados,   Trinidad  and   Demerara. 

Aug.  10,  s.s.  Canadian  Hunter,  Ma- 
rine Department  contract  18;  builder's 
yard  no.  460;  approximately  5,100  d.w. 
tons;  Davie  Shipbuilding  &  Repairing 
Co.,   Lauzon,    Que.     This   ship   loaded   a 


built  for  Canadian  Government  Merchant 
Marine  Ltd.,  viz.:  Canadian  Highlander 
and  Canadian  Skirmisher,  Wallace  Ship- 
yards Ltd.,  North  Vancouver,  B.C.;  Can- 
adian Challenger,  Davie  Shipbuilding  & 
Repair  Co.,  Lauzon,  Que.;  Canadian 
Transporter  and  Canadian  Freighter,  J. 
Coughlan  &   Sons,  Vancouver,  B.C. 

Passenger  .Vccommodatlon  for  Trade 
with  West  Indies. — The  question  of  pro- 
viding some  passenger  accommodation, 
on  some  of  the  steel  cargo  steamships 
being  built  for  Canadian  Government 
Merchant  Marine,  to  be  used  in  the  West 
Indian  service  has  been  under  the  Mar- 
ine Department's  consideration,  and  it 
has  been  decided  to  make  the  changes 
necessary  in  the  two  ships  being  built  by 
Tidewater  Shipbuilders  Ltd.,  Three  Riv- 
ers, Que.,  viz.,  Canadian  Fisher,  and  Can- 
adian Forrester,  each  approximately  -5,- 
100  d.w.  tons,  and  similar  changes  in 
other  ships  are  being  considered.  This, 
however,  can  only  be  a  temporary  expe- 
dient, as  these  ships  will  have  a  speed 
of  only  11  knots,  which  is  not  sufficient 
for  passenger  business,  and  if  a  passen- 


by  Port  Arthur  Shipbuilding 


Officers  of  Steamships. — The  following 
masters  have  been  appointed  to  steam- 
ships by  Canadian  Government  Merchant 
Marine  Ltd.,  since  those  mentioned  in 
our  last  issue: — Canadian  Miner,  Capt. 
A.  Blouin,  vice  Capt.  M.  Eraser,  resign- 
ed; Canadian  Otter,  Capt.  J.  McFadyen; 
Canadian  Victor,  Capt.  M.  Robertson; 
Canadian  Volunteer,  Capt.  C.  R.  Bissett. 
Chief  engineers  have  been  appointed  as 
follows: — Canadian  Conqueror,  J.  J. 
Pringle;  Canadian  Spinner,  W.  Hum- 
phreys. 

The  s.s.  Canadian  Inventor,  which  load- 
ed lumber  at  Chemainus,  B.C.,  towards 
the  end  of  July,  for  Australia,  is  ex- 
pected back  at  Vancouver  about  Nov.  1, 
when  she  will  inaugurate  the  Canadian 
Government  Merchant  Marine  ser\'ice  to 
India  and  other  Oriental  ports.  It  is 
stated  that  capacity  cargo  for  this  ship 
has  already  been  booked  for  Shanghai, 
Hong  Kong,  Singapore,  Calcutta,  etc. 

British  American  Shipbuilding  Co., 
Welland,  Ont.,  advised  us  Aug.  18  that 
the  s.s.  Canadian  Otter;  Marine  Depart- 
ment contract  44;  builder's  yard  no.  4; 


614 


CANADIAN  RAll.WAY  AND  MAUINK  WORLD 


September.  1920. 


•n|)n.xiin«tcly    4.575    d.w.    tonn;    whirh 

nn.!   • 
•n<l 

DclMllUllll.t.       ■'~ 

IteliiTal    CBrK" 

Auic.     -"     f""'      '  ' 

Dcmcrara. 

British  Ainerirnn  Ship»>uil<linK  Co. 
Uunchcd  tht-  s.s.  lonailian  SquatUT;  Ma- 
rine Di'pnrtmi-nt  contract  •!;>;  buildtT » 
yard  no.  U;  approximately  4,.)if>  d.w. 
tons,  in  two  spctionc,  Ihi-  nft  .m-ction  on 
July  20,  and  the  forwur.l  section  on  July 
26  Tho  two  dcction.t  will  probably  leave 
WcUand.  in  tow.  about  Sept.  l.'i.  for  Mont- 
real, where  they  will  be  joined  toRcther 
at  Canadian  Vickers  Ltd.  plant. 

Canadian  Vickers  Ltd.,  Montreal, 
launched  the  steel  cnrRo  steamship  Cana- 
dian Conqueror:  Marine  Department  con- 
tract ."il;  builder's  yard  no.  78;  approxi- 
maU-ly  8,:!90  d.w.  tons,  for  Canadian 
Government  Merchant  Marine,  July  2-. 
J.  CouRhlan  &  Sons,  Vancouver.  UX., 
delivered  the  steel  carpo  steamship  Can- 
adian Inventor;  Marine  Department  con- 
tract :!6;  builder's  yard  no.  Vi;  approxi- 
matelv  8.3'.i0  d.w.  tons,  to  the  Marine 
Department  July  17.  She  was  tran.sfcr- 
red  to  Canadian  Government  Merchant 
Marine  Ltd.,  loaded  with  freneral  carjro 
and  lumber,  and  sailed  Aur.  13  for  Syd- 
ney  and    Melbourne,   Australia. 

Davie  ShipbuildinR  &  Repairing  Co.. 
Lauzon,  Que.,  delivered  the  steel  cargo 
steamship  Canadian  Hunter,  Marine  De- 
partment contract  18;  builder's  yard  no. 
460;  approximately  5.100  d.w.  tons;  to 
the  Marine  Department,  Aug.  10.  She 
was  transferred  to  Canadian  Govern- 
ment Merchant  Marine,  and  proceeded 
to  Sydney,  N.S.,  and  loaded  a  cargo  for 
Liverpool,   Enp. 

Port  Arthur  Shipbuilding  Co.,  Port  Ar- 
thur.   Ont.— The    s.s.    Canadian    Runner, 
Marine    Department   contract   32;   build- 
er's yard  no.  43;  approximately  4,350  d. 
w     tons,    built   by    this   company,   sailed 
from   Port  Arthur.  Ont.,  Aug.  8,  with  a 
cargo  of  grain  for  Port  Colborne,  on  her 
way   to  the  ocean.     She  is  stated  to  be 
the   largest   ocean    going   freight  steam- 
ship ever  built  on  the  Great  Lakes  and 
she  will  be  cut  in  two  by  the  Great  Lakes 
Engineering  Co.  at  Ashtabula,  Ohio,  and 
the  two  sections  will  be  towed  through 
the   canals   by    the   Great    Lakes   Towing 
Co.,  to  Montreal,  where  the  sections  will 
be    rejoined    by    Canadian    Vickers    Ltd., 
after  which  she  will  be  operated  on  the 
West   Indies   route.     Her   keel    was   laid 
Aug.    2!l,    1911*,    and    she    was    launched 
May  8,  1920.  Her  dimensions  are.— length 
overall   33:1  ft.  7  in.,  length  b.p.  319  ft. 
10%    in.,  breadth   moulded   43  ft.   10  in., 
depth  moulded  2.')  ft.     She  is  of  the  two 
deck,    poop,    bridge   and    forecastle    type 
with  'tween  deck.s,  and  is  equipped  with 
triple    expansion   condensing   engines   of 
1,900    h.p.,   supplied    with   steam    by    two 
Scotch  boilers,  each  !.">  ft.  diar.  by  11  ft. 
long,  under  forced  draft.     Her  propellers 
are  of  bronze,  and  on  her  trial  trip  she 
developed  a  speed  of   12  knots  an  hour. 

Tidewater  Shipbuilders  Ltd..  Three 
Rivers.  Que.,  launched  the  steel  cargo 
sliiunship  Canadian  Ki>^her,  Marine  De- 
partment cimlrnct  15:  builder's  yard  no. 
7;  appioxim.i'  "  1""  ■  v.  tons,  on  Aug. 
14.     The   u).;  •    of   this   ship, 

and  of  »h..  I'orrestcr;   Ma- 

rine   I>  "':    builders 

yard.;  d.w   tons. 

are   t-  •'^"•t'  ^«"' 

earryini:  a  ni,:i...i  nunii.e.   ■■     i-assengers 
between  Canada  and  the  West  Indica. 


("oiil    Kvporliition    I'rohihite*)    and 

Itulis  for  lUmkirinn  Allanlir 

Steumships  SuKnested. 


Inder  authority  <>f  an  '"t  jiassed  by 
the  Dominion  Parliament  at  il.s  last  ses- 
Hi<,n.  and  which  was  published  in  f"''  '" 
Canadian  Railway  and  Marine  World  for 
August,  pg.  431.  the  Board  of  Railway 
Commissioners  passed  general  order  :'.01. 
July  22.  as  follows:— "In  the  matter  of 
the  question  of  the  oal  supply  '"  <""- 
ada,  and  the  powers  conferred  upon  the 
board  by  chap.  66  of  the  acts  of  the 
Parliament.  1920:  Upon  its  appearing  to 
the  board  that  there  is  a  real  or  appre- 
hended scarcity  of  coal,  with  a  view  to 
conserving  the  supply,  and  in  pursuance 
of  the  powers  conferred  by  the  said  act. 
the  board  doth  order  that  the  exporta- 
tion of  coal  from  the  Atlantic.  St.  I>aw- 
rence  River  and  Gulf  ports  of  Canada, 
except  to  the  United  SUtes  or  to  New- 
foundland, unless  otherwise  permitted, 
and  in  accordance  with  regulations  to  be 
promulgated  by  the  board,  be,  and  it  is 
hereby  prohibited  on  and  after  Aug.  1, 
1920." 

Suggestion.s  for   Bunkering   Atlantic 

Steamships. 
Hon.  F.  B.  Carvell.  Chief  Railway  Com- 
missioner, has  written  Thos.  Robb,  Man- 
ager, Shipping  Federation  of  Canada,  as 
follows:— "In    order    to    conserve    to    as 
great   degree   as   possible   the   coal    sup- 
plies of  Canada,  this  board,  as  yo"  .are 
already  aware,   has   by   order   prohibited 
the    exportation    of    coal    from    Lastem 
Canada  after  Aug.  1,  which  will  release 
nearly    100.000   tons   a   month   for   home 
consumption    which    has    been    exported 
during  the  present  summer.    This,  if  pro- 
perly distributed,  should  to  some  extent 
relieve    the    situation.      We    have    inter- 
viewed   the    Interstate    Commerce    Com- 
mission, the  Chairman   of  the  American 
Railway   Association,  and   others   in   au- 
thority in  that  country,  earnestly  desir- 
ing  a   larger  amount  of   U.S.   coal,   and 
do  not  feel  we  are  treating  them  fairly 
in  allowing  coal  imported  presumably  for 
our    domestic    purposes    to    be    used    for 
bunkering  ships  not  only  across  the  At- 
lantic, but  for  the  return  voyage,  as  has 
been  a  very   common   practice  since  the 
opening   of   navigation   on   the   St.  Law- 
rence.    While   realizing   the   responsibil- 
ity resting  upon   this  board,  as  well  as 
the  danger  of  interfering  with  the  trade 
routes  of  the  countr>-.  we  have  decided 
for  the  present  not  to  issue  positive  or- 
ders, but  to  express  to  you  our  wishes  re 
the  bunkering  of  coal  as  follows:— 

"That  passenger  and  freight  liners  for 
United  Kingdom  ports  running  on  sched- 
ule mav  be  bunkered  at  Montreal. 

"That  passenger  and  freight  liners  to 
French  Atlantic  ports  may  be  bunkered 
to  destination  and  thence  to  a  Lnited 
Kingdom  port  only,  unless  it  be  a  liner 
returning  direct  to  Canada,  when  it  may 
receive  suflicient  bunkering  to  bring  it 
back  to  Canada.  .      ,  ,  ,        i 

"That  tramp  steamships  should  be  al- 
lowed only  sufficient  coal  at  Montreal  or 
Quebec  to  carrv  them  to  Sydney,  and  At 
that  point  should  receive  sunicient  coa 
to  take  them  to  destination,  and.  if  bound 
to  the  Mediterranean,  sufficient  to  bring 
them  back  to  GibralUir.  ...,■„ 

"That  all  vessels  for  South  Africa. 
South  America,  the  West  Indies.  Aus- 
tralia and  New  Zealand  must  be  bunkered 
at  Svdney  N.S..  where  they  will  be  pro- 
vided with  sufficient  coal  for  a  return  or 
to  first  coal  port,  excepting  vessels  load- 
ing at  Montreal  or  other  Canadian  port 
requiring  surplus  bunkers  stowed  under 


cargo,  this  to  be  supplied  at  the  loadinr 
port. 

"That  all  vexnelf  leaving  a  tnit*d 
Kingilom  |>orl  should,  whenever  possible, 
obtJiin  sufficient  coal  for  the  voyage  to 
Cana<la   and    return." 

It  is  reported  from  Sydney,  N.S.,  that 
23  ocean  fleamshipi>.  which  were  wait- 
ing in  port,  in  the  hope  that  the  prohi- 
bition against  the  exportation  of  coal  to 
Kurope.  would  l>c  p'moved  or  modified, 
-ailed  for  other  ports  Aug.  16.  One,  the 
.s.s.  Lord  Dufferin,  which,  it  m  .-tUted, 
had  about  7,000  tons  of  coal  on  board  at 
the  time  the  prohibition  went  into  effect, 
was  allowed  to  leave  for  Holland. 

Canal  Traffic  Statistics, 


Figures  issued  by  the  Dominion  Bureau 
of  SUtistics  show  a  falling  off  in  traffic 
through  Canadian  canals  in  July.  The 
totel  number  of  vessels  through  all  ca- 
nals was  4,969,  with  1,971,193  net  ton- 
nage, a  decrea.se  from  July.  1919.  of 
"61.399  tons.  Cargoes  totalled  1,272,746 
tons,  a  decrease  of  210,.378.  Since  the 
opening  of  navigation  the  cargoes 
through  the  canals  are:  Bituminous  coal, 
1.201.806  tons,  decrease  136,954;  anthra- 
cite coal,  172.542  tons,  decrease  41,785; 
iron  ore,  464.043  tons,  decrease  1,214,- 
680;  pulpwood,  259,828  tons,  increase  62,- 
814-  wheat,  562.815  tons,  decrease  327.- 
:i68;  oats.  88.312  tons,  increase  1,128; 
flour,  104,367   tons,  decrease  60,323. 

The  main  July  cargoes,  as  compared 
with  July,  1919,  are:  Bituminous  coal. 
489.423  tons,  decrease  6,376;  wheat,  127,- 
000  tons,  decrease  1,738;  iron  ore.  79.768 
tons,  decrease  123,816;  pulpwood,  124.- 
835  tons,  increase  15,177;  anthracite  coal. 
68.534  tons,  decrease  6.732;  sand.  106..348 
tons,  increase  36.371. 

Toronto  Floating  Drydock. — John  E. 
Russell,  contractor.  Toronto,  has  bought 
a  floating  drvdock.  in  Montreal,  and  it 
is  being  towed  to  Toronto,  where  itwdl 
be  used  for  the  repair  and  overhaul  of 
ships.  The  dock  was  a  part  of  the  plant 
which  was  established  in  Montreal  by 
the  U.S.  Emergency  Fleet  Corporation, 
for  use  in  connection  with  the  joining 
of  U.S.  ships  which  were  sent  through 
the  Welland  Canal  from  the  Great  Lakes 
to  the  seaboard,  during  the  war.  The 
dock,  which  is  built  in  sections,  capable 
of  being  added  to,  is  stated  to  be  about 
300  ft.  long,  and  it  is  probable  that  it 
will  be  acquired  by  the  Toronto  Dr>-  Dock 
Co  ,  which,  in  1917.  bought  a  floating  drj-- 
(lock  about  160  ft  long,  at  Sturgeon 
Bay,  Wis.,  with  which  it  may  be  incor- 
porated, thus  giving  sufficient  dock  ca- 
pacity for  handling  the  larger  ships 
trading  on  the  lakes.  The  Toronto  Dp- 
Dock  Co.  was  incorporated  under  the 
Ontario  Companies  .\ct  in  1917,  the  in- 
corporators being  C.  S.  Boone.  Presi- 
dent; J.  E.  Russell,  Vice  President  and 
Managing  Director;  L.  Solman,  Manager, 
Toronto  Ferry  Co..  J.  J.  .Manley.  and  H. 
Dickson. 

Vaccination  of  Steamship  Passengers. 
Quebec  press  dispatch.— Steamship  offi- 
cials are  disturbed  over  orders  issued  by 
the  Immigration  Department  that  no  pas- 
sengers on  ocean  liners,  whether  saloon, 
second  cabin  or  third  class,  be  permitted 
to  land  at  Canadian  ports  l>efore  In-ing 
vaccinated,  unless  they  can  give  proof 
that  thev  have  been  vaccinated  within  the 
required"  time.  They  point  out  that  the 
ruling  is  absurd,  .-^ince  jmssengcrs  can 
land  at  any  point  in  the  United  States 
and  enter  Canada  by  rail  without  being 
vaccinated. 


September,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


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September.  1920. 

Canada-Wcsl  Indies  Trade  Ajjreeinent  and  Steamshii)  Services. 


Uunnt;  Juii' 
Otinwa    fn-lwi 

en  ' 

C. 

I...  " '•'•■■■■• 

^^  ,  ihr    fXtPiit    to 

^x ,  y     which,     the 

trii'ii  niiiii'i-  [..twirii  I  armcln  ami  the 
novornl  colcmu'S  nu-ntiom-d  h\w\v  coulil 
b«'  ri-ndiTtd  ilosi-r  nnd  iiioro  intinintc, 
thi-ir  trade  extended  and  enlnrjred,  nnd 
the  means  of  conimunicntion  between 
them  improved  nnd  render<<l  fully  effi- 
cient for  all  purposes.  In  the  avrreement 
arrived  at,  which  was  made  public  early 
in  AuKUst,  the  Pominion  Ciovernment 
affirms  the  principle  of  vrmntinK  u  pref- 
erence on  all  Koods  beinR  the  produce  or 
manufacture  of  any  of  the  colonies  nien- 
tioned  above  imported  into  Cnnada.  which 
are  now  subject  to  duty  or  which  may  be 
made  subject  to  .luty  at  any  future  time, 
and  the  .-aid  colonics  affirm  the  principle 
of  prantinc  a  preference  on  all  goods 
being  the  produce  or  manufacture  of  Can- 
ada imported  into  such  colonics,  which 
are  now  subject  to  duty  or  which  may  be 
made  subject  to  duty  at  any  future  time. 
The  preferences  are  set  out  in  an  ap- 
pendix to  the  agreement. 

The  agreement  contains  the  following 
provisions  in  regard  to  ship  services: — 
Article  VIII.  The  governments  of  any 
of  the  colonies  aforesaid,  on  giving  six 
months  notice,  may  provide  that  to  be 
entitled  to  the  concessions  granted  in 
articles  V  and  VI  the  products  of  Can- 
ada shall  be  conveyed  by  ship  direct 
without  transhipment  from  a  Canadian 
port  into  the  said  colony  or  by  way  of 
one  of  the  other  colonies  entitled  to  the 
advantages  of  this  agreement. 

The  Government  of  Canada  on  giving 
six  months  notice  may  provide  that,  to 
be  entitled  to  the  concessions  granted  in 
articles  II  and  III,  the  products  of  any 
of  the  colonies  aforesaid  shall  be  con- 
veyed by  ship  direct  without  tranship- 
ment from  the  said  colony  or  from  one 
of  the  other  colonies  entitled  to  the  ad- 
vantages of  this  agreement  into  a  Cana- 
dian port.  Provided  that,  should  the  dis- 
cretion recognized  in  this  article  be  at 
any  time  exercised  by  the  Government 
of  Canada,  provision  shall  be  made,  in 
all  contracts  entered  into  with  steamships 
subsidized  by  the  Dominion  and  the  col- 
onies aforesaid  and  plying  between  ports 
in  Canada  and  ports  in  the  said  colonies, 
for  an  effective  control  of  rates  of 
freight. 
.Steamship  Services — Eastern  Group. 
Article  X.  The  Government  of  Can- 
ada will  use  its  best  endeavors  to  ar- 
range for  a  mail,  pnssenger  and  freight 
steamship  service  to  come  into  effect  as 
soon  as  possible,  and  in  any  case  within 
three  years,  between  <'anadn,  Bermuda, 
ihe  Leeward  Islands,  the  Windward  Is- 
lands, Barbados,  Trinidad,  and  British 
Cuinna,  on   the  following  lines: 

(1)  .Steamers  shall  sail  weekly  from 
St.  .lohn  or  Halifax,  calling  one  week  on 
the  outward  passage  at  Bermuda,  Barba- 
dos Trinidad  and  British  Guinnn,  and  on 
the  homewnrd  passage  at  Trinidad,  Gren- 
ada. St.  Vincent.  Barbados,  St.  Lucia, 
Dominica,  Mont.serrnt,  Antigua,  Nevis, 
St.  Kitts  nnd  Bermuda;  on  alternate 
weeks  calling  on  the  outward  passage  at 
Bermuda,  St.  Kitts.  Nevis,  Antigua, 
Montserrat,  Dominim.  St.  Lucia.  Barba- 
dos, St.  Vincent,  Grenada.  Trinidad,  and 
British    Guinnn.   nnd     on     the    homeward 


■    at  Trmidn<l,  Barbados,  and   Ber- 

,  1.  l....ncis  shall  be  from  r,,{)00 
inpabli-  of  mninlain- 
•  f  12  knots,  and  pro- 

.„  ..  ,,  :ii,n  for  100  first  class, 

;i(i  second  ilu.ss,  and  100  steerage,  or 
deck,  jiassengers,  and  shall  be  provided 
with  'tween  decks. 

Article  XI.  The  Government  of  Can- 
ada will  stipulate  in  any  contract  en- 
tered into  for  such  steamship  service 
that:— 

(1)  There  shall  be  reasonable  propor- 
tionate allocation  of  passenger  and  car- 
go accommodation  between  the  colonics 
mentioned  in  article  X. 

(2)  There  shall  be  no  unfair  differen- 
tiation in  rates  of  freight  against  the 
smaller  colonies  as  compare<l  with  the 
rates  to  larger  colonies  situated  at  a 
similar  distance  from  St.  John  or  Hali- 
fax. 

(;!)  The  steamers  shall  be  so  construct- 
ed that,  so  far  as  the  traffic  warrants, 
cold  storage  shall  be  provided  if  this  can 
be  secured  without  unreasonable  addi- 
tional cost. 

Article  XII.  If  a  subsidized  steamship 
service  is  arranged  for,  the  Government 
of  Canada  will  endeavor  to  secure  the 
co-operation  of  the  owners  of  such  steam- 
ship service  towards  the  provisions  of 
hotels  and  bungalows  in  the  colonies,  the 
governments  of  the  colonies  being  prepar- 
ed on  their  part  to  offer  such  facilities 
as  may  be  practicable,  both  as  regards 
sites  and  financial  assistance. 

.'\rticle  XIII.  The  representatives  of 
the  colonies  mentioned  in  article  X  un- 
dertake to  recommend  to  their  govern- 
ments that  these  governments  shall  con- 
tribute towards  such  subsidized  steam- 
ship service,  when  established,  not  less 
than  the  following  amounts  annually: 
Barbados,  £.5,000;  Bermuda.  £2.000;  Bri- 
tish Guiana,  £7,.500;  Leeward  Islands, 
£2,.'500;  Trinidad,  £7,500;  Windward  Is- 
lands, £2,.500;  total,  £27,000. 

Article  XIV.  Pending  the  establish- 
ment of  such  service  the  Government  of 
Canada  will  use  its  best  endeavors  to 
maintain  a  fortnightly  serv-ice  on  the 
existing  lines  nnd  to  supplement  it  with 
such  additional  freight  or  passenger  and 
freight  vessels  as  the  trade  may  require. 

Steamship  .Services — Western  Group. 

Article  XV.  The  Government  of  Can- 
ada, subject  to  the  adoption  by  the  Gov- 
ernments concerned  of  the  recommenda- 
tions embodied  in  article  XVI,  under- 
takes to  provide  as  soon  as  possible,  and 
in  any  case  not  later  than  .Ian.  1,  1921, 
a  fortnightly  freight,  mail  and  passenger 
steamship  service  between  Canada,  the 
Bahamas,  .Tamaica,  and  British  Hondur- 
as, on  the  following  lines: — 

(1>  The  steamers  shall  not  be  less  than 
3,.500  long  tons  d.w.,  shall  have  an  ocean 
going  speed  of  not  less  than  10  knots, 
nnd  shall  hnve  accommodation  for  from 
ITi  to  20  first  class  passengers,  and  shall 
be  provided  with  'tween  decks,  nnd,  so 
far  as  the  traffic  warrants,  with  cold 
storage,  if  this  can  be  secured  with  rea- 
sonable cost. 

(2)  The  steamers  shall  sail  from  such 
Canadian  ports  as  freight  conditions  re- 
quire nnd  shnll  proceed  to  Belize  in  Bri- 
tish Honduras,  calling  at  Nassau  in  the 
Bnhunias,  and  at  such  port  or  porta  in 
.Inmaica  as  may  be  necessary,  and  shall 
call  on  the  return  voyage  at  such  port 
or  ports  in  Jnmnica  as  may  be  necessary, 
ami  at  Nas.snu. 


.\rticli  XVI.  The  r<-|pr<Mnuitivi-«  of 
the  colonies  mentioned  in  article  XV  nn- 
lirrtake  fo  r.-.  ..miiH  lid  t..  tli.  ir  govem- 
Munls   that  shall,  if 

the   service    i  ilivc,  con- 

tribute 2.'>'  -  ■  ided   that 

the  amounts  tMnlnbuled  -hall  not  cx- 
cee<l,  in  the  case  of  the  Bahamas,  £.3,000 
a  year;  in  the  case  of  British  Honduras, 
£.1,000  a  year,  and  in  the  case  of  Jamaica, 
£.'i,000  a  year. 

Article  XVII.  This  agreement  shall  be 
subject  to  the  approval  of  the  Parliament 
i.f  Canada  and  of  the  legislature  of  each 
of  the  colonies  aforesaid,  and  of  the  Sec- 
retarj-  of  State  for  the  Colonies.  Upon 
such  approval  being  given,  the  agreement 
shall  be  brought  into  force  at  such  time 
as  may  be  agreed  upon  between  the  gov- 
ernments of  Canada  and  of  the  colonies 
aforesaid  by  proclamation  to  be  publish- 
ed in  the  Canada  Gazette  and  in  the  offi- 
cial gazette  of  each  of  the  said  colonies. 

Article  XVIII.  This  agreement  shall 
remain  in  force  for  ten  years  after  the 
proclamation  aforesaid  and  thereafter  un- 
til terminated  by  12  months  written  no- 
tice given  either  by  the  Government  of 
Canada,  or  by  the  government  of  any  of 
the  colonies  aforesaid,  but  in  the  latter 
case  the  agreement  shall  remain  in  full 
force  and  effect  as  to  any  of  the  other 
colonies  which  have  not  given  such  notice. 

A  Halifax.  N.S.,  press  dispatch  says  a 
meeting  of  the  local  board  of  trade's 
council  was  held  there  Aug.  20  to  discuss 
a  matter  in  connection  with  the  Canada- 
West  Indies  trade  agreement,  informa- 
tion having  been  received  by  the  board 
to  the  effect  that  unless  certain  condi- 
tions are  complied  with  Bermuda  may 
be  left  out  as  a  port  of  call.  It  was 
shown  that  Bermuda's  purchases  in  Can- 
ada amount  to  practically  $1,.'>00.000, 
Halifax  sharing  largely  in  this.  The 
council  decided  to  wTite  the  Minister  of 
Trade  and  Commerce,  asking  if  the  in- 
formation is  correct,  and  if  it  is,  the 
board  will  make  representations  in  the 
matter. 


Welland  Canal   Lock  Gate  Accident. — 

While  the  s.s.  Robert  R.  Rhodes,  owned 
by  W.  E.  Lawlor,  Hawkesbury,  Ont.,  up- 
bound  and  light,  was  being  raised  in  lock 
i>,  Welland  Canal,  Aug.  .'5.  the  two  lower 
gates  of  the  lock  were  broken  over,  and 
it  was  necessary  to  replace  them  by  spare 
gates.  It  is  stated  that  the  ship  did  not 
touch  the  gates  and  that  apparently  the 
valves  in  the  upper  gates  were  opened 
when  the  lower  gates  were  not  properly 
mitered.  but  whether  the  responsibility 
for  this  rests  on  the  lock  motormen.  or 
the  ships  crew,  was  not  determined.  Na- 
vigation was  resumed  at  6.30  a.m.  Aug. 

4,  veiy  few  ships  being  delayed.  The 
cost  of  the  lock  repairs  is  estimated  at 
$(5,000,  the  ship  was  not  damaged. 

South  American  Steamship  Co.  Ltd. 
has  been  incorporated  unilcr  the  Domin- 
ion Companies  Act,  with  $7.10,000  au- 
thorized capital  and  office  at  Toronto,  to 
operate  freight  and  passenger  steam- 
ships, and  to  carry  on  general  navigation, 
transportation  and  other  allied  busi- 
nesses. The  incorporators  are:  M.  L. 
Gordon,  J.  S.  Duggan,  J.  W.  Bicknell,  T. 

5.  II.  Giles  and  M.  H.  MacGregor,  To- 
ronto. 

The  American  .\.ssnciation  of  Port  .Au- 
thorities will  hold  its  convention  at  Chi- 
cago, III..  Oct.  4  to  6.  A  number  of 
papers  will  be  read,  four  of  them  deal- 
ing with  Canadian  ports. 


September,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


517 


The  United  Kingdom  Resumes  Supremacy  in  Ship- 
building. 


»y   lUrrUon    WiiUon.  Chief   Canadian  1 

The  outstandintr  t'oatuie  of  Lloyd's 
shipbuilding  report  for  the  quarter  ended 
June  30,  1920,  is  that  the  further  and  un- 
interrupted increase  in  the  tonnajie  of 
merchant  vessels  under  construction  in 
the  United  KinRdoni  has  enabled  that 
country  to  almost  reverse  her  position  of 
a  year  ago  in  comparison  with  the  United 
States,  in  so  far  that,  while  on  June  30, 
1911),  the  tonnage  buiUiinK  in  the  United 
States  exceeded  that  under  construction 
in  the  United  Kingdom  by  approximate- 
ly 1,350,000  tons,  the  surplus  at  the  pres- 
ent time  in  favor  of  the  United  Kingdom 
is  about  1,472,000  tons.  In  fact  ship- 
building in  the  United  States  during  the 
past  year  has  fallen  off  by  nearly  a  half, 
because  whereas  the  tonnage  returns  un- 
der construction  on  June  30,  1919,  showed 
994  ships  with  a  gross  tonnage  of  3,- 
874.143,  the  present  position  shows  414 
aggregating  only  2,105,9,')G  tons.  The 
opposite  result  achieved  in  the  United 
Kingdom  is  shown  in  the  following  table: 

Description. 
St«am 

Steel    

Ferro-Concrete 

Wood  and   composite 


Total    

Sail. 

Steel    

Ferro-concrete     .     . 
Wood  and  composite 

Total    

Total,  steam  and  sail 


.June  30.  1920. 
No.  Gross  tons. 
888         3.S«S.251 

3  860 

4  1,799 


89.S 


3.565,910 


9.469 

2,174 

600 


During  the  past  three  months  ended 
June  30,  200  steamships,  aggregating 
.584,829  tons,  and  14  sailing  ships  with 
a  tonnage  of  3,775  tons,  were  commenced, 
while  154  steamships  with  a  tonnage  of 
518,568  and  11  sailing  ships  aggregat- 
ing 4,375   tons  were   launched. 

It  seems  scarcely  neces.sary  to  state 
that  the  extraordinary  increase  in  U.S. 
ship  construction  which  took  place  dur- 
ing the  war  was  due  to  unique  circum- 
stances which  have  now  largely  passed 
away,  and  the  results  achieved  are  a  last- 
ing tribute  to  U.  S.  enterprise.  Up- 
on the  other  hand,  even  if  there  has  been 
a  heavy  falling  off  from  the  express  speed 
of  war  requirements,  the  U.S.  has  risen 
from  her  comparatively  humble  pre-war 
position  to  that  of  the  second  shipbuild- 
ing nation  in  the  world,  and  on  June  30 
was  constructing  more  than  half  of  the 
merchant  ships  building  in  the  whole  of 
the  world  outside  of  the  United  King- 
dom, with  an  output  more  than  five  times 
greater  than  her  nearest  competitor  on 
that  date — Holland. 

Lloyd's  figures  show  that  on  June  30 
merchant  ships  being  built  in  the  whole 
world  aggregated  7,720,904  tons,  to  which 
the  United  Kingdom  contributed  3,578,- 
153  tons,  and  all  other  countries  4,142,- 
751  tons,  which  is  in  striking  compari- 
son with  similar  figures  of  a  year  ago, 
when  the  United  Kingdom's  share  of  8,- 
017,767  tons  was  only  2,524,0.50  tons 
against  5,493,717,  so  that  the  proportion 
during  the  twelve  months  has  risen  from 
30^'f   to  46'^'r. 

Construction  in  the  British  dominions 
has  fallen  from  346,453  .tons  in  .Tune, 
1919,  to  268,799  at  present,  and  Canada's 
proportion  has  gone  back  from  261.643 
tons  to  209,405,  but  this  is  entirely  dae 
to  a  reduction  of  78,000  tons  in  wooden 
ships,  and  there  was  an  actual  increase 
in  steel  ships  of  26,000  tons. 


ude   Comniisaianri    in    ihr    I  niird    Kincdum. 

The  gross  tonnage  of  merchant  ship 
construction  on  June  30,  1920,  in  the 
principal  countries,  excluding  the  United 
Kingdom,  was: — 

Tons. 

United    States    2, 105,956 

Holland    „ 898,916 

Italy    (includinK    Trieste)    353,914 

British    Dominions    268,799 

•■'■■ance    265,802 

Japan    254,260 

Sw.dcn    125,899 

Denmark    118,439 

Norway    87.589 

A   United  States  View  of  the  Situation. 

Washington,     D.C.,     press     despatch, 
Aug.    16. — Lloyd's    shipbuilding    returns, 
just   issued,    show   that    the    volume   of 
shipping  under  construction   in   England 
has  increased  by  nearly  60';'r  during  the 
last  15  months,  while  that  of  the  United 
States  has  been  reduced  by  nearly  50';^. 
The  complete  change  of  position  between 
the   two   countries   is    illustrated   by   the 
following  figures.     At  the  end  of  June, 
1919,  the  amount  of  tonnage  under  con- 
March  31.  1920.  June  30.  1919. 
No.     Gross  tons.                         No.     Gross  tons. 
814         3,379,731                         701         2,489,820 
7                1.401                            10  2,466 
4                1.799                             8  2,293 

825    3,382,931  719    2,494,569 

35       8,451  35       9,873 

4       2,854  28      19,608 


40 


11,494 


63 


29.481 


3.394.425 


struction  in  the  United  States  exceeded 
that  of  Great  Britain  by  over  1,250,000 
tons.  This  excess  in  the  U.S.  had  by  the 
end  of  1919  been  turned  into  an  excess 
in  Great  Britain  of  27,000  tons,  while  at 
this  time  the  amount  of  tonnage  being 
built  in  England  exceeds  that  of  the 
United  States  by  nearly  1,500,000  tons. 

The  explanation  of  this  great  change, 
according  to  reports  received  here,  is  said 
to  lie  in  the  fact  that  British  shipbuild- 
ing industries,  released  from  government 
control,  are  now  working  off  five  years' 
arrears,  whereas  the  great  revival  in  the 
U.S.,  due  to  the  war,  is  now  declining. 

Closer  analysis  of  the  relative  ship- 
ping position  of  the  two  nations  discloses 
the  fact  that,  while  U.S.  tonnage  has  in- 
creased by  over  10,000,000  tons  in  six 
years,  that  of  Great  Britain  is  still  less 
than  it  was  in  1914  by  781,000  tons,  and 
that  during  the  year  ended  June  30,  1920, 
the  U.S.  merchant  marine  fleet  increased 
over  2,500,000  tons,  whereas  the  British 
increase  was  only  slightly  over  1,750,000 
tons. 

The  total  amount  of  tonnage  under  con- 
struction in  England  is  just  over  3,500,- 
000  tons,  and  for  the  rest  of  the  world 
slightly  over  4,000,000  tons,  which  seems 
to  indicate  that  in  a  very  short  time  the 
supply  of  cargo  tonnage  will  exceed  the 
demand.  P'reights  are  already  falling 
and  the  market  price  of  cargo  tonnage 
has  dropped  by  25%. 


The  Northern  Chartering  Co.  has  been 
incorporated  under  the  Manitoba  Com- 
panies Act,  with  $10,000  authorized  capi- 
tal and  office  at  Winnipeg,  to  carry  on 
business  as  general  brokers  and  agents 
for  ships,  marine  and  other  insurance, 
transportation  lines,  etc.  The  incorpora- 
tors are:  R.  D.  and  A.  T.  H.  Smith,  A.  J. 
Milligan,  W.  S.  McEwen,  and  C.  Darragh, 
Winnipeg. 


Increases  in  (Jreat   Lakes  Freight 
and  Passenger  Kates. 

Washington,  D.C.,  press  dispatch,  Aug. 
24. — Increases  of  40'/r  on  freight  traffic 
and  20'f  on  passenger  traffic  between 
ports  on  the  Great  Lakes  were  authoriz- 
ed by  the  Shipping  Board  today.  The 
increases  may  be  made  effective  on  one 
day's  notice  not  later  than  Jan.  1,  1921. 
It  is  said  the  carriers  will  increase  the 
rates  at  once,  in  accord  with  the  deci- 
sion, which  says,  in  part: — "The  ad- 
vances proposed  by  the  Great  Lakes  car- 
riers approximate  40'',  on  freight  and 
20%  on  passenger  traffic.  It  appears 
from  the  record  that  the  expenses  inci- 
dent to  the  operation  of  vessels  on  the 
Great  Lakes  have  increased  substantial- 
ly to  the  same  extent  as  on  the  Atlantic 
coast.  For  example,  it  was  shown  that 
these  carriers  are  now  paying  for  bunk- 
er coal  approximately  100',;  more  than 
they  paid  in  1919,  and  they  claim  to  be 
receiving  a  poorer  quality  than  was  then 
available.  These  carriers  also  claim  that 
they  are  paying  GO'/c  more  for  materials 
and  supplies,  and  40";',.  more  for  labor 
than  they  paid  in  1919.  A  situation  ex- 
isting on  the  Great  Lakes  which  does 
not  confront  the  carriers  operat- 
ing on  the  Atlantic  and  Gulf  coasts  is 
that  the  Great  Lakes  operations  are  sea- 
sonal, and  during  several  months  of  the 
year  some  of  the  carriers  are  obliged  to 
discontinue  operation  on  account  of  wea- 
ther conditions.  During  this  non-oper- 
ating period  the  overhead  and  fixed 
charges  of  the  carriers  remain  fairly 
constant." 


Radiotelegraph  Direction  Finding 
Stations. 

The  Sydney,  N.S.,  Post  contained  the 
following  recently: — "The  local  office  of 
the  Marine  Department  has  been  in- 
formed that  radiotelegraph  direction  find- 
ing stations  are  to  be  opened  by  the  gov- 
ernment at  Chebucto  Head,  Canso  and 
Cape  Race.  The  purpose  of  this  type  of 
station  is  to  ascertain  the  true  bearings 
of  a  ship  from  the  station,  thus  afford- 
ing aid  to  mariners  in  determining  their 
position." 

The  facts  are,  that  the  Naval  Service 
Department  erected  four  of  these  sta- 
tions, at  Cape  Sable,  Chebucto  Head,  Cape 
Canso  and  Cape  Race,  during  the  war, 
but  for  easily  understood  reasons  this 
was  not  given  publicity.  When  the  re- 
strictions on  publicity  were  removed,  Ca- 
nadian Railway  and  Marine  World  dealt 
with  the  matter  fully,  a  descriptive  ar- 
ticle, with  illustrations,  being  given  in 
the  issue  of  May,  1919. 


.Sydney,  Australia,  Port  Improvements. 

Additional  railway  and  harbor  facili- 
ties for  Sydney,  New  South  Wales,  are 
being  provided  at  Darbor,  west  of  the 
city  and  at  the  head  of  the  landlocked 
bay  on  which  the  city  is  situated.  An 
area  of  23  acres  at  the  inner  end  of  Dar- 
ling harbor  has  been  reclaimed  by  filling. 
Double  deck  steel  and  concrete  freight 
sheds  are  being  built  on  long  piers  for 
ocean  steamship  service,  and  will  be 
served  by  a  waterfront  railway  connect- 
ing the  city  terminals  with  the  freight 
belt  line.  At  Glebe  Island  a  grain  ele- 
vator, with  a  storage  capacity  of  6,500- 
000  bush,  is  under  construction.  In  or- 
der to  keep  switching  movements  clear 
of  the  harbor  work  a  freight  yard  with 
capacity  for  3,000  cars  has  been  built 
at  Rozelle,  the  junction  of  the  lines  to 
the  docks  and  to  the  grain  elevator. 


518 


(  A.NAUIA.N  ICAll.W  AV  AM)  .MAIilNK  WORLD 


September,  1920. 


Mainly  About  Marine  IVople. 


sir  MonlaKU  Allan,  of  Moiitii'iil.  form- 
erly iif  the  Allan  Line  .Stfumsliip  Co., 
who  nrnvccl  from  Kni;l»nil  early  in  Au- 
iruKt,  niH'nt  tile  month  with  lMi\y  Allan 
■  t  St.  Anilrt-wn,  N.B. 

Hon.  <■.  «'.  lUtlantynr.  Minister  of  Mn- 
rmr.  ri'tiirncil  to  Ottawa.  Aiic.  •<■  nftt-r 
hnvinc  spent  .xomo  time  at  St.  Androws, 
N.B..  anil  left  Ottawa,  Auic-  1-.  on  a  trip 
to  the  racifii-  coa.st. 

W.  A.  niark.  of  PickfonI  &  Blaik  Ltd., 
.tteami-hlp  owners,  etc.,  Halifax,  N.S.,  has 
been  appointed  a  jrovpmor  of  Dalhousie 
I'niver.-iity. 

Mrs.  (J.  M.  BoKworth.  wife  of  the  chair- 
man, Canadian  racilii  Ocean  Services, 
Ltd..  accompanii'd  t>v  her  mother,  Mrs. 
W.  D.  Birchnll,  and  Mrs.  .1.  B.  Cole,  all 
of  Montreal,  ninile  a  short  trip  recently 
to  Belt^ium  and  France,  after  having 
christened  the  s.s.  Empress  of  Canada  at 
Glasgow. 

H.  B.  Brenton,  Purchasinp  Apent.  Un- 
ion Steamship  Co.  of  British  Columbia, 
was  killed  in  a  seaplane  accident,  in  Eng- 
lish Bay,  AufT.  IH.  It  is  stated  that 
there  was  an  explosion  on  the  machine 
before  it  fell  from  a  heipht  of  1,000  ft., 
and  it  was  not  a.^certained  whether  he 
jumped,  or  fell  from  the  machine  to  the 
water.  E.  H.  Beazley,  ManaKinc  Direc- 
tor of  the  company  was  also  killed  in 
an  aeroplane  accident  on  May  24. 

G.  J.  Desbarats,  C.M.G.,  Deputy  Min- 
ister of  the  Naval  Service,  and  Mrs.  Des- 
barats, have  returned  to  Ottawa  from 
Europe,  where  Mr.  Desbarats  attended 
the  Seamen's  Conference  at  Genoa. 

Capt.  Patrick  DuRgan,  a  pioneer  steam- 
boat master  on  the  Ottawa  River,  died 
at  Ottawa,  Auk-  8,  aged  84,  followintr 
a  fall  from  a  street  car  in  Ottawa  last 
December.  He  was  enKaged  in  naviga- 
tion on  the  Ottawa  River  for  40  years, 
and  after  retiring  from  that  occupation, 
was  in  the  Customs  Department,  Ottawa, 
for  19  years. 

Sir  Frederick  Orr  Lewis,  President, 
Canadian  Vickers  Ltd.,  shipbuilders,  etc., 
Montreal,  and  Lady  Lewis,  sailed  from 
England   May  2.")  for  Montreal. 

.S.  S.  .Moncur,  Passenger  Manager,  An- 
chor-Donaldsnn  Line,  Glasgow,  Scotland, 
sailed  from  Montreal  Aug.  21  on  the  s.s. 
Saturnia,  for  Glasgow,  after  a  trip  across 
Canada  and  the  U.S. 

J.  I'.  Steedman,  of  Hamilton,  Ont.,who 
is  largely  interested  in  steamship  mat- 
ters, was  fined  $2,100  recently,  in  the 
police  court,  for  neglecting  to  file  a  state- 
ment of  his  income  for  taxation  pur- 
poses. 

Major  W.  G.  Swan,  D.S.O..  Chief  En- 
gineer. Vancnu\M;r  Harbor  Commission, 
is  one  of  the  (irst  engineers  to  be  grant- 
ed certificates  in  civil  engineering,  under 
the  recently  enacted  F^.ngineering  Pro- 
fession Act  of  British  Columbia,  which 
provides  that  engineers  practising  in  the 
province  are  given  to  .July  1,  1!121,  to 
apply  for  membership  in  the  Associa- 
tion of  Profes-'-ional  Engineers,  and  to 
have  their  qualifications  passed  upon  by 
a   board  of  examiners. 

E.  E.  Tedford.  whose  .-ippointment  as 
Marine  Superintendent,  Canadian  Gov- 
ernment Merchatit  .Marine  Ltd.,  Mont- 
real, was  annoum-ed  in  imr  last  issue, 
was  born  at  Ynriimuth,  N.S.,  May  21, 
1870,  and  from  Oct.  1889  to  Aug.  1892 
was  second  officer  on  ships  operated  by 
A.  Stonenian,  H.  Cann  &  Sons,  Yar- 
mouth, N.S.,  and  W.  Thomson  &  Co.,  St. 


.I.ihii.  .N.B.;  Sept.  1.H'.'2  t..  .Nov.  IHiM.  chief 
ollicer  on  ships  operated  by  W.  Thomson 
&  Co..  St.  .lohn,  N.B.;  Feb.  1k;i.^  to  .luly 
IHltCi.  chief  officer  on  ships  oiierated  by 
W.  IL  Ross  &  Co..  Liverpool.  Kng.;  .Sept. 
1S!m;  to  Oct.  1897,  master,  .same  com- 
pany; Nov.  1897  to  Apr.  1907.  master, 
(i.  Windram  &  Co.,  Liverpool,  Eng.;  .May 
1907  to  Apr.  1920.  .Marine  .Su|)i'rinlend- 
ent.  Strath  Steamship  ('o.,  CardilT,  Wales, 
and  from  1917  superintendent  construc- 
tion of  steamships  for  British  Govern- 
ment, building  at  different  yards  in  On- 
tario. 

Frank  Cameron  Turner,  who  has  been 
appointed  Travelling  Passenger  Agent, 
Cunard  Line,  Anchor-Donaldson  Line  and 
Anchor  Line,  Montreal,  was  born  at 
Riviere-du-Loup,  Que.,  Apr.  22,  1892,  and 
entered  transportation  service  Oct.  15, 
1919,   since   when    he   has   been,   to   July 

1911,  stenographer  and  ticket  clerk,  G. 
T.R.,    Quebec,    Que.;    July    1911    to   July 

1912,  Assistant  ticket  clerk,  Canadian 
Northern  Ry.,  Quebec,  Que.;  July  1912 
to  Apr.  1918,  ticket  clerk,  G.T.R.,  Bona- 
venture  station,  Montreal;  May  to  Dec. 
191.'5,  ticket  agent,  Canadian  Northern 
Steamships,  s.s.  Roval  Edward;  Jan.  1914 
to  July  191,5,  ticket  clerk,  G.T.R.,  Mont- 
real; Aug.  1915  to  Aug.  1916,  .Soliciting 
Freight  and  Passenger  Agent,  Great 
Northern  Ry.  (U.S.),  Montreal;  .A.ug. 
1916  to  Feb.  1917,  Travelling  Passenger 
Agent,  Canadian  Northern  Ry.,  Mont- 
real; Feb.  1917  to  Dec.  ;U,  1919,  City 
Passenger  Agent,  same  road,  Montreal; 
Jan.  1  to  Aug.  1,  1920,  Travelling  Pas- 
senger Agent,  Robert  Reford  &  Co.,  Gen- 
eral Agents,  Cunard,  Anchor,  and  Anch- 
or-Donald Lines,  Montreal. 

Jas.  Weir,  one  of  the  founders  of  G. 
and  J.  Weir,  Marine  Engineers,  Glas- 
gow, Scotland,  died  there  recently,  aged 
78.  He  retired  from  active  participation 
in  the  business  about  12  years  ago,  leav- 
ing the  actual  management  to  his  sons, 
Lord  Weir  of  Eastwood,  and  J.  G.  Weir, 
C.M.G.,  C.B.E. 

J.  R.  Wren  has  been  appointed  super- 
intendent of  the  survey  and  measure- 
ment of  ships,  vice  R.  H.  Keay,  resigned, 
and  has  also  been  appointed  surveyor  of 
accommodation  for  seamen,  for  the  port 
of  St.  Andrews,  N.B. 


No  Embargo  on  United  States 
Grain  ShipmenLs  via  Cana- 
dian Ports. 


At  a  meeting  of  representatives  of  the 
Montreal  Harbor  Commissioners,  the 
steamship,  railway,  warehousing  and 
grain  interests  was  held  at  the  Montreal 
Harbor  Commissioners'  offices.  Montreal, 
Aug.  17.  W.  G.  Ross,  President  of  the 
Commission,  explained  that  it  had  been 
calleti  to  discuss  a  rumor  that  it  was  in- 
tended to  place  an  embargo  upon  United 
States  grain  and  other  products  passing 
through  Canadian  ports.  He  showed 
what  facilities  had  been  provided  for 
handling  the  grain  traffic  in  the  coming 
rush  season,  and  mentioned  that  where- 
as in  1914 — the  biggest  year  in  the  his- 
tory of  the  port  for  grain  movement — 
up  to  the  end  of  July  there  had  been 
shipped  12.(149.000  bush.,  for  the  sanie 
pi-riod  this  year  the  shipment  had  been 
'25,002.000  bush.  The  port  is  cniMible  at 
present  of  handling  900,000  bush,  a  day. 
and  liners  can  take  between  100,000  and 
150,000  bush,   per  ilay    from   three  eleva- 


liirn.      i  ill-    i.iiui    mo . 
port  daily   might   thu 
which   meant   that   tn. 
extent  of  750,000  buch.  a  nay   is  i 
to  carry  away  all  this  grain.     In 
to  preparations  In-ing  made  fnr  ' 
the  new  grain  crop,  he  .said  t' 
berth  at  shed  17  would  be  i  • 
ly   in  October,  and  that  the 
ers   were  studying   the   prohleni    of    pro- 
viding further  accommodation  of  this  na- 
ture. 
•  It  was  stateil  that  the  C.P.R.  is  ri-ady 
to  take  to   .Montreal  250  cars  of  grain  a 
day,  the  equivalent  of  400,000  bush.,  that 
the  G.T.R.  could  take   150  to   175  cars  a 
day,  and   in  addition   to  this,  that  there 
woulrl  be  the  regular  movement  of  i-ram 
by  all-water  route.  In  this  latter  r- 
it  was  stated  that  the  Canada  St. 
Lines  were  to  put  on  seven  extra  .'.•.:.:. 
ships  this  year  over  what  it  had  last  year 
to  ply  between  Port  Colborne  and  .Mont- 
real, which  will  greatly  increase  the  vol- 
ume of  direct  water-borne  grain  traffic. 

Thos.  Robb,  Manager,  Shipping  Feder- 
ation of  Canada,  gave  information  as  to 
correspondence  between  the  Federation 
and  the  Minister  of  Trade  and  Com- 
merce, from  which  it  appeared  that  a 
rumor  had  obtained  circulation  that  an 
embargo  would  be  placed,  the  result  be- 
ing owing  to  the  uncertainty  prevailing, 
that  6  ships  had  been  diverted  which  were 
originally  scheduled  to  load  grain  at 
Montreal.  Grain  brokers  were  also  re- 
fusing to  book  grain  through  fear  of  a 
possible  embargo. 

A  letter  from  the  Minister  of  Trade 
and  Commerce  was  read  which  stated  that 
the  Government  had  no  intention  of  plac- 
ing an  embargo  on  the  transit  of  U.S. 
products  through  Canadian  ports. 

We  are  officially  advised  from  Ottawa 
that  shippers  of  U.S.  grain  and  other 
produce,  in  order  to  secure  the  passage 
of  such  through  Canadian  territory,  must 
make  their  own  arrangements  with  the 
carrying  companies,  and.  in  the  case  of 
wheat,  with  the  elevator  companies  as 
well.  The  amount  that  it  will  be  pos- 
sible to  carry  through  will  depend  on 
the  shipping  available  at  the  port  of 
embarkation,  and  the  contract  which  can 
be  made  with  the  carrying  and  elevator 
companies.  It  must  be  borne  in  mind 
that  there  are  only  two  months  of  open 
season  of  navigation  during  which  grain 
of  the  Canadian  west  has  to  be  moved 
in  the  largest  volume  possible.  Regard 
must  be  had  for  the  disposition  of  such 
transport  on  the  part  of  carrying  and 
elevating  companies  through  whose  hands 
such  grain  must  pass  to  the  seaboard. 


The  Empress  Navigation  Co.  Ltd.  has 

been  incorporated  under  the  Dominion 
Companies  Act,  with  $100,000  authorized 
capital,  and  office  at  Ottawa,  Ont.,  to 
build,  own  and  operate  steam  and  other 
ships,  harbors,  docks,  elevators,  ware- 
houses, and  railway  and  steamboat  ter- 
minals, and  to  carry  on  business  gener- 
ally as  carriers  of  passengers  and  freight 
on  land  and  water,  shipowners,  shipbuild- 
ers, forwarders,  etc.  The  incorporators 
are,— W.  H.  Dwyer.  R.  T.  Ilolcomb,  W. 
Cochrane,  J.  W.  York,  J.  R.  Osborne,  and 
A.  E.  Provost,  all  of  Ottawa.  The  Em- 
press Navigation  Co.  recently  purchased 
the  s.s.  Empress,  formerly  owned  and 
operated  by  t1ic  Central  Railway  Co.  of 
Canada,  and  also  acquireii  the  s.s.  Vic- 
toria, owned  formerly  by  the  Victoria 
Navigation  Co.,  Thurso,  Que.,  details  of 
both  of  which  were  given  in  our  last 
issue. 


September,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


519 


United  States  Shipping  and  Ship- 
building Notes. 

New  York,  N.Y.,  is  reported  to  have 
established  a  now  hifrh  record  for  1920 
in  point  of  ship  entrances,  508  steamships 
engasred  in  foreign  trade  having  arrived 
there  during  June. 

The  gross  tonnage  of  U.S.  shipping  is 
reported  to  have  increased  since  1914  by 
more  than  500' r  and  now  to  stand  at 
16,049,000,  which  places  the  U.S.  second 
only  to  the  United  Kingdom,  credited 
with   18,.'?30,000  tons. 

The  U.S.  Shipping  Board,  on  Aug.  18, 
opened  hearings  on  the  applications  of 
60  coastwise,  gulf,  and  Great  Lakes 
steamship  lines  for  freight  rate  increases, 
corresponding  with  those  granted  under 
the  Interstate  Commerce  Commission's 
jurisdiction. 

On  June  1  private  U.S.  shipyards  were 
building,  or  were  under  contract  to  build, 
for  private  ship  owners,  34.5  steel  ships 
of  1,060,643  gross  tons,  compared  with 
348  steel  ships  of  1,391,.S41  gross  tons 
on  May  1,  lOlSI.  This  is  the  first  decline 
since  July,  191!).  Those  figures  do  not 
include  government  ships  building  or 
contracted  for  by  the  U.S.  Shipping 
Board  out  of  money  voted  by  Congress. 
The  U.S.  Bureau  of  Navigation  reports 
171  sailing,  steam,  gas  and  unrigged  ves- 
sels of  214,840  gross  tons  as  having  been 
built  in  the  U.S.,  and  officially  number- 
ed, during  July.  The  output  of  U.S.  ship- 
yards, of  ships  officially  numbered  by  the 
Bureau,  during  the  12  months  ended  July 
31,  was  2,086  ships,  of  3,554,352  gross 
tons,  of  which  684  were  steel  ocean 
steamers  aggregating  3,146,257  gross 
tons. 

According  to  its  latest  statistical  com- 
pilation the  U.S.  Shipping  Board  owns 
and  controls  a  total  gross  tonnage  of 
ships  amounting  to  9,243,464.  This  com- 
prises 1,493  ships,  of  which  1,388  are 
cargo,  28  cargo  and  passenger,  59  tank, 
15  refrigerator,  and  3  transport  ships. 
About  one-ninth  of  the  total  consists  of 
wood,  composite  and  concrete  ships,  in- 
cluding 271  wood  and  composite,  of  997,- 
854  tons,  and  4  concrete,  of  13,500  tons. 
The  U.S.  Shipping  Board  is  reported 
to  be  getting  together  in  the  James  River 
the  wooden  ships  which  were  built  by 
the  U.S.  Emergency  Fleet  Corporation, 
during  the  war,  and  it  is  said  that  there 
will  be  eventually  170  of  them  gathered 
there,  and  that  they  will  be  offered  for 
sale  to  any  interests  who  care  to  pur- 
chase them.  During  the  war  the  U.S. 
Government  built  about  300  wooden 
steamships  at  an  approximate  cost  of 
$250,000,000,  but  owing  to  delays  in  con- 
struction, few,  if  any,  of  them  were  avail- 
able for  war  transportation  purposes. 

The  shipyard  at  Hog  Island,  Pa.,  which 
was  laid  out  by  the  U.S.  Emergency  Fleet 
Corporation  during  the  war,  is  offered 
for  sale  to  the  highest  bidder,  tenders  be- 
ing invited  up  to  Sept.  20.  It  is  an- 
nounced that  122  cargo  steamships,  to- 
talling approximately  976,000  d.w.  tons, 
were  built  and  equipped  at  that  yard. 
The  plant  has  an  area  of  946  acres,  a 
water  frontage  of  two  miles,  with  82 
miles  of  railway,  a  complete  sewerage 
and  drainage  system,  50  shipbuilding 
ways,  7  piers  and  a  number  of  buildings. 
The  U.S.  Shipping  Board  issued  the 
following  notice  Aug.  13: — "Since  the  ac- 
tion of  the  Interstate  Commerce  Com- 
mission in  authorizing  common  carriers 
under  its  jurisdiction  to  increase  trans- 
portation rates,  the  Shipping  Board  has 


received  numerous  requests  from  water 
carriers,  subject  to  the  Board's  jurisdic- 
tion under  the  Shipping  Act,  1916,  and 
Merchant  Marine  Act,  1920,  and  operat- 
ing on  the  Atlantic  Coast,  Gulf  of  Mexi- 
co and  Great  Lakes,  to  materially  in- 
crease their  present  rates.  The  Board 
has  also  received  from  shippers  and  com- 
mercial organizations  protests  against 
such  proposed  advances,  and  in  order 
that  the  reasonableness  of  the  proposed 
advances  may  be  detennined,  the  Board 
desires  to  consolidate  all  such  applica- 
tions for  advances  in  rates,  and  to  have 
hearing   thereon,   beginning   Aug.   18." 

President  D.  B.  Hanna  on  Steam- 
ship Services. 

Daily  newspaper  press  dispatches  cred- 
ited D.  B.  Hanna,  President  Canadian 
National  Rys.  and  Canadian  Government 
Merchant  Marine,  with  having  stated, 
during  his  recent  visit  to  the  Pacific 
coast,  that  the  C.N.R.  would  inaugurate 
a  Vancouver-Victoria-Seattle  steamship 
service,  that  passenger  steamships  would 
be  put  in  operation  between  Vancouver 
and  Oriental  ports  as  soon  as  available, 
and  that  the  company  had  been  in  nego- 
tiation for  the  purchase  of  a  passenger 
fleet,  involving  an  expenditure  of  ap- 
proximately $85,000,000,  but  that  it  had 
fallen  through. 

We  are  advied  that  Mr.  Hanna  did  not 
state  that  the  C.N.R.  intended  to  inau- 
gurate a  Vancouver  -  Victoria  -  Seattle 
steamship  service,  but  did  say  that  the 
C.N.R.  service  on  the  Pacific  Coast  would 
not  be  rounded  out  until  such  a  steam- 
ship service  was  provided.  The  Grand 
Trunk  Pacific  Coast  Steamship  Co.  is 
already  operating  a  coast  service,  which 
is  now  under  Canadian  National  Rys. 
management.  Mr.  Hanna  did  not  say 
that  passenger  ships  would  be  put  in  op- 
eration between  Vancouver  and  Oriental 
ports,  but  he  did  say  that  on  the  com- 
pletion of  the  Dominion  Government's 
present  steel  cargo  steamship  shipbuild- 
ing programme,  12  steamships  aggregat- 
ing some  100,000  d.w.  tons,  would  be  op- 
erated out  of  Vancouver.  Mr.  Hanna  did 
not  say  that  the  Canadian  National  Rys. 
had  been  negotiating  for  the  purchase  of 
a  fleet  of  passenger  steamships,  involv- 
ing an  expenditure  of  approximately 
$85,000,000,  or  any  other  amount,  no  such 
negotiations  having  taken  place. 

The  Position  of  Canadian  Shipping. 

Shipping  facilities  in  Canadian  ports 
are  in  course  of  being  greatly  improved. 
As  regards  Europe,  our  eastern  ports  are 
in  touch  with  more  points  in  the  United 
Kingdom  than  ever  before,  with  several 
in  Norway,  with  Gotenburg,  Malmo  and 
Norrkoping  in  Sweden,  with  a  free  port 
at  Danzig,  with  Antwerp  and  Rotterdam 
in  Holland,  Passage  in  Spain,  and  Havre, 
Bordeaux  and  St.  Nazaire  in  France, 
while  for  the  first  time  there  will  be  a 
direct  line  from  Montreal  to  Mediten-an- 
ean  ports,  such  as  Gibraltar,  Palermo, 
Naples  and  Genoa.  This  line  may  be  ex- 
tended to  take  in  Odessa  anrl  other  ports 
in  the  Black  Sea.  There  have  been  for 
years  regular  sailings  between  Canada, 
British  West  Indies  and  British  Guiana, 
and  latterly  Canadian  Government  Mer- 
chant Marine  ships  have  also  been  run- 
ning to  Cuba,  Jamaica,  Barbados,  Trini- 
dad and  British  Guiana. 

A  new  field  of  trade  possibilities  has 
been  opened  up  by  a  service  which  has 
been  instituted  from  Montreal  to  the 
west  coast  of  .\frica.     A  new  line  from 


Montreal  to  Australia,  and  many  new- 
ships  on  the  Vancouver-Australi'a-New 
Zealand  route  have  been  reported.  More 
ships  are  to  be  placed  on  the  Vancouver- 
Japan-China  service.  From  the  east  and 
west,  Canada  is  now  in  touch  with  her 
markets.  Direct  shipping  facilities  of 
this  nature  are  prerequisite  to  the  estab- 
lishment of  our  foreign  trade  on  any  sat- 
isfactory basis.  The  lack  of  them  in- 
volves, at  the  best,  higher  transporta- 
tion charges,  and  in  many  cases  means 
that  our  imports  and  exports  pass  to 
their  destination  through  the  hands  of  a 
foreign  middleman.  During  the  last  six 
months  the  usual  course  of  trade  has 
been  interrupted,  and  much  United  States 
freight  has  passed  through  Canadian 
ports  on  account  of  the  severe  traffic 
congestion  existing  in  the  U.S.— Royal 
Bank   of  Canada   Monthly   Letter. 


Shipbuilding  Depression  in  Japan. 

Attacks  on  Japanese  interests  over- 
seas, combined  with  internal  depression, 
have  influenced  the  great  shipping  com- 
panies to  modify  or  to  abandon  the  am- 
bitious building  programmes  they  decid- 
ed on  at  the  height  of  the  shipping  boom. 
It  IS  reported  that  the  Nippon  Yusen 
Kaisha  and  the  Osaka  Shosen  Kaisha 
have  cancelled  their  decision  to  build  an 
aggregate  of  1,000,000  tons,  and  this  will 
seriously  affect  the  already  attenuated 
war  boom  in  the  shipyards.  The  out- 
look in  the  shipbuilding  industry  is  thus 
most  discouraging.  The  largest  yards 
are  engaged  in  warship  construction,  and 
are  showing  evidence  of  the  sobering  ef- 
fects of  financial  depression.  A  member 
of  the  House  of  Peers  ventured  recently 
to  propose  that  Japan  should  economize 
by  purchasing  warships  abroad.  The 
fact  that  such  a  proposal  has  been  seri- 
ously broached  to  a  patriotic  assembly 
IS  eloquent  of  changing  times. 

Employment   of   Children   on   Ships.— 

The  International  Seamen's  Conference  at 
Genoa,  Italy,  has  decided  that  no  child- 
ren under  14  years  old  shall  be  permit- 
ted to  work  on  seagoing  ships,  unless  on 
ships  on  which  only  members  of  the 
same  family  are  employed,  and  in  case 
of  children  working  on  training  ships 
under  the  supervision  of  public  authori- 
ties, these  latter,  it  being  decided,  being 
actually  pupils  and  there  being  no  in- 
tention of  obtaining  profit  from  their 
work. 

Seamen's  Working  Hour.s,  Etc.— Brus- 
sels, Belgium,  press  dispatch,  Aug.  13.— 
The  International  Seamen's  Federation 
has  adopted  resolutions  for  immediate 
steps  for  the  enforcement  of  a  demand 
for  a  48-hour  maximum  week  at  sea,  a 
44-hour  week  on  port  duty,  and  for  fixed 
international  seaman's  wage.  An  amend- 
ment urges  the  calling  of  a  conference 
of  ship  owners  and  seamen  before  the 
precipitation  of  a  strike. 

Freight  Rates  on  Great  Lakes.  —  In 
commenting  on  the  general  condition  in 
lake  freight  trafl^c,  L.  A.  W.  Doherty 
General  Traffic  Manager,  Canada  Steam- 
ship Lines  Ltd.,  is  reported  to  have  said 
that  there  will  probably  be  an  increase 
in  freight  rates  on  the  Great  Lakes  in 
the  autumn,  but  that  no  changes  will  be 
made  in  passenger  rates. 

B.  W.  B.  Navigation  Co.  Ltd.  has  been 
mcorporated  under  the  British  Columbia 
Companies  Act,  with  $1,000,000  author- 
ized capital,  and  office  at  Vancouver,  to 
build,  own  and  operate  steam  and  other 
vessels  of  every  description,  wharves, 
piers,  drydocks,  warehouses,  etc. 


620 


CANADIAN  itAll.WAY  AND  MARINE  WORLD 


September.  1920. 


Atlantic  and  PaciTic  Ocean. 


Th, 

■3. 

Liv. 
ly. 

om 
thr 


r.M  .:i.     I  I.  .  .11,    .s.TViron 

■     from 

1 .  cfnt- 

.1.1  fav- 

alt    IJif    wuy    uiul    camp 

..'  Strait. 

;ps,   Ihi'   Tunii«inn,  Corsi- 


oan,  I  iirmiiii.  Sjiliintin  ami  Mcvantir.  ar- 
rivi'cl  at  Montri-al  iluriinr  tin-  wi-i-k  end 
Aujr.  14-lfi,  brinKiriK  approximaloly  r>,000 
pasKpriKPrs  and  makini;  a  now  record  for 
that   port. 

The  Elder  Dempster  &  (o.'s  s.s.  Ka- 
duna  arrived  at  Simon.ttown,  South  Afri- 
ca, Aup.  li>,  from  Montreal  with  fire  in 
no.  .1  hold.  It  was  extinguished  shortly 
after  her  arrival,  but  it  is  stated  that  the 
rarKo    is   considerably    daniu>;ed. 

Furness  Withy  &  Co.  arc  operatinc 
two  iiteamships  on  a  service  between 
Liverpool,  Enp.,  St.  .John's,  Nfld.,  and 
Sydney.  N.S.  It  is  said  to  be  the  first 
cartro  transatlantic  steamship  service 
makinK  Sydney  its  Canadian  terminal 
port. 

A  lontr  distance  wireless  telephone  sta- 
tion is  reported  to  be  under  construction 
at  Devices,  Wiltshire,  Enp.  It  is  said 
that  conversation  will  he  maintained  with 
ships  on  the  Atlantic  to  a  distance  of 
over  1,000  miles,  and  that  the  station 
will  be  kept  in  touch  with  ships  at  least 
two-thirds  of  the  way  across  the  ocean. 

It  is  announced  that  U.S.  mail  for  the 
Orient  is  beine  transported  across  the 
Pacific  Ocean  by  Canadian  Pacific  Ocean 
Services'  steamships  and  that  a  probable 
feature  of  the  arranjiement  in  the  future 
will  be  the  conveyance  of  mail  from 
Seattle,  Wash,  to  Vancouver,  B.C.,  by 
aeroplane,  thus  saving  nearly  a  day  on 
the  trip  between   those  points. 

The  Canadian  Robert  Dollar  Steamship 
Co.,  Vancouver,  B.C.,  is  reported  to  have 
boutrht  an  11,.500  ton  steamship  named 
Parisian,  in  Great  Britain,  recently,  and 
it  is  stated  that  she  will  sail  from  Lon- 
don, Enp.,  about  the  end  of  Augrust  for 
New  York,  in  ballast,  and  that  on  arri- 
val she  will  be  placed  on  the  Canadian 
repister  under  the  name  of  Esther  Dol- 
lar. 

Canadian  Pacific  Ocean  Services'  s.s. 
Tunisian  and  Manchester  Liners'  s.s. 
Manchester  Division,  collided  in  the  St. 
Lawrence  near  Quebec,  Aujr.  8,  consider- 
able damage  bcinf;  done  to  the  hulls  of 
both  ships,  which,  however,  both  made 
port  in  safety  without  assistance.  An 
enquiry  into  the  casualty  was  opened  be- 
fore Capt.  L.  A.  Demers,  Dominion  Wreck 
Commissioner  at  Montreal,  Aur.  19. 

The  Anchor-Donaldson  Line's  steam- 
ships Athenia  and  Letitia  are  expected 
to  be  completed  by  the  Fairfield  Ship- 
buildinff  &  EnKinecring  Co.,  Glasgow, 
Scotland,  shortly.  They  will  be  operat- 
ed between  Glasgow  and  Montreal,  and 
will  be  520  ft.  long  overall,  with  66  ft. 
beam,  and  with  accommodation  for  2,000 
passengers.  They  are  designed  for  a 
spee<l  of  )h  to  10  knots  an  hour  using 
fuel  oil.  We  are  advised  that  they  are 
not  expected  to  be  on  the  route  until 
next  summer. 

Canadian  Pacific  Ocean  Services'  s.s. 
Empress  of  Britain,  which  has  been  over- 
hauled and  reconditioned  after  her  war 
scrs'ice,  details  of  which  work  were  given 
in  our  last  issue,  underwent  a  series  of 
trials  early  in  August,  in  the  Irish  Sea, 
when  she  developed  a  speed  of  19  knots 
an  hour,  or  one  knot  better  than  when 
she  was  burning  conl.  She  is  scheduled 
to  sail  from  Liverpool,  Sept.  1,  for  Que- 
bec, and  from  QuetuT  Sept.  15. 

•  'iiiiadian    Pncific   Ocean   Services   Ltd. 


hflK  iirrangcci  with  the  Japan  and  China 
Govrrnnifiit  rnilwny.i  for  the  iinle  of 
overland  tukel.s  in  connecti<m  with  its 
ocean  tickets,  between  Yokohama  and 
Shiinghni,  in  either  direction,  to  enable 
passengers  to  visit  the  iirincipal  points 
of  business,  historical  and  scenic  interest, 
In  Japan,  Korea  and  China.  Tickets  are 
limited  to  90  days,  allow  certain  stop- 
overs, and  include  express  train  charges 
and  transit  duty. 

Canada  Steamship  Lines  Ltd.  has  been 
appointed  Canadian  passenger  and  freight 
agents  for  the  U.S.  Mail  Steamship  Co., 
which  has  been  organized  recently  to 
take  over  from  the  U.S.  government,  for 
operation,  a  number  of  former  German 
passenger  and  freight  steamships.  It 
is  stated  that  when  the  company  is  com- 
pletely organized  it  will  have  in  opera- 
tion over  100  steamships,  which  will  be 
operated  to  London  and  Plymouth,  Eng., 
Havre  and  Cherbourg,  France,  to  Danzig 
and  on  other  routes  not  yet  decided  upon. 

The  Cunard  Line  announces  that  two 
additional  steamships  building  at  Birk- 
enhead and  Wallsend  on  Tyne,  Eng., 
named  respectively  Samaria  and  Laconia, 
will  be  launched  shortly.  They  are  to 
be  625  ft.  long  over  all,  with  74  ft.  beam, 
.•50  ft.  draft  and  27,000  tons  displace- 
ment. They  will  be  equipped  with  gear- 
ed turbines  of  12,500  h.p.,  for  an  aver- 
age sea  speed  of  16  knots,  the  boilers 
being  fired  with  fuel  oil.  'They  will  be 
of  the  three  class  type,  with  accommo- 
dation for  34.3  first  class,  347  second  class 
and  1,698  third  class  passengers,  and  315 
officers  and  crew. 

The  Cunard  Co.  has,  according  to  a 
Montreal  press  report  of  Aug.  18,  sold 
the  s.s.  Royal  George  to  Furness  Withy 
&  Co.,  for  operation  between  Liverpool, 
Eng.,  and  Boston,  Mass.  The  s.s.  Royal 
George  was  built  at  Glasgow,  Scotland, 
in  1908,  when  she  was  named  Cairo,  for 
the  Egyptian  Mail  Steamship  Co.'s  Mar- 
seilles-Mediterranean service.  She  was 
bought  in  1909  by  Canadian  Northern 
Steamships  Ltd.,  and  after  being  remod- 
elled to  make  her  suitable  for  Atlantic 
service,  was  operated  between  Canada 
and  Avonniouth,  Eng.  On  the  Canadian 
Northern  deciding  to  relinquish  the 
ocean  passenger  steamship  business,  the 
ship  was  sold,  with  others  belonging  to 
the  company,  to  the  Cunard  Co.  The  re- 
port of  the  sale  is  unconfirmed,  accord- 
ing to  our  latest  advice  on  Aug.  25. 


Maritime  Provinces  and  Newfound- 
land. 


S.  C.  MacMillan  has  been  appointed 
measuring  surveyor  of  shipping,  Isaac's 
Harbor,  N.S. 

J.  B.  Hachey  and  A.  Gatain  have  been 
appointed    pilot    commissioners   for   the 


niliitnge  ui-inci  of  Hathurst,  N.B.,  vice 
.1.  J.  .S.  Ilarhey  and  H.  White,  resigned. 

The  certificates  of  registration,  issued 
uniler  the  Nova  Scotia  Cfimpanies  Act, 
tu  .Stella  .Maris  .Steamship  Co.  Ltd.,  and 
the  Coastal  Dredging  &.  (  onslruction  Co. 
Ltd.,  hav  been  revoked. 

The  Dominion  Public  Works  Depart- 
ment will  receive  tenders,  to  Sept.  14, 
for  repairs  to  the  breakwater  at  Port 
Lome,  N.S.,  and  for  an  addition  to  the 
east  breakwater  at  Port  Maitland,  N.S. 

The  Dominion  Public  Works  Depart- 
ment has  established  a  new  harbor  head- 
line at  Halifax,  N.S.,  beyond  which 
wharves,  piers,  breakwaters,  and  similar 
structures  are  not  permitted  to  be  built. 

Tenders  were  received  by  the  Naval 
Store  Officer,  H.M.C.  Do<kyard,  Halifax, 
N.S.,  at  the  end  of  August,  for  the  pur- 
chase of  a  number  of  small  motor,  steam 
and  sailing  boats  at  the  dockyard  and  at 
Sydney,  N.S. 

The  s.s.  Martara,  owned  by  G.  W. 
Jones,  New  York,  ran  ashore  near  Lun- 
enburg, N.S.,  Aug.  13,  and  is  reported  a 
total  loss,  having  broken  her  back  over 
the  ledge.  She  was  bound,  in  ballast, 
from  Philadelphia  to  Botwood,  Nfld. 

The  suction  dredge  Tornado,  which  was 
towed  from  Norfolk,  Va.,  for  use  in  the 
Courtenay  Bay  development  works,  ar- 
rived at  St.  John,  N.B.,  Aug.  4,  where 
she  will  be  operated  by  the  St.  John  Dry- 
dock  &  Shipbuilding  Co.,  contractors  for 
the  work.  The  Tornado  is  owned  in  To- 
ronto, and  was  built  there  by  Poison  Iron 
Works. 

The  Nova  Scotia  Shipping  Co.'s  8.S. 
steam  tug  Diamond,  while  bound  from 
Parrsboro  to  Economy,  N.S.,  July  30, 
sprang  a  leak  when  off'  Five  Islands,  and 
sank.  She  was  built  at  Pictou,  N.S.,  in 
1894,  and  was  screw  driven  by  engine 
of  10  h.p.  Her  dimensions  are, — length 
43.3  ft.,  breadth  12.4  ft.,  depth  5.6  ft.; 
tonnage  23  gross,  15  net. 

The  Minister  of  Customs  and  Inland 
Revenue  is  reported  to  have  stated  at 
St.  John,  N.B.,  Aug.  16,  that  the  Marine 
Department  has  an  appropriation  of 
?2.">,000  for  the  installation  of  a  radio- 
telegraph station  in  St.  John  harbor,  to 
assist  ships  in  negotiating  the  entrance 
to  the  harbor  in  safety  during  storms 
and  dull  weather. 

The  International  Mercantile  Marine 
Co.  has  presented  Capt.  C.  F.  Martin, 
superintendent  of  tow  boats,  G.  S.  Camp- 
bell &  Co.,  and  Capt.  T.  O.  Omiiston, 
master  of  the  tug  S.  F.  Roebling,  of  Hali- 
fax, N.S..  with  an  engraved  gold  watch 
each,  as  a  memento  of  their  services  in 
rescuing  the  crew  of  the  Leyland  Line 
s.s.  Bohemian,  when  she  stranded  on 
Sanibro  ledges,  near  Halifax,  on  Mar.  2. 

The  Dominion  Coal  Co.'s  s.s.  Wabana, 


.\dded  (o  and  Deducted  From  the  Canadian  Register  Durinp 
Mav.  1«>2n. 


Ships 


Addrd. 

riuilt    in    Canada    - 

Purchaae<l    from    forviffnen 

Tnnarcmd    from    United    Kinsdora-—.- 

New    rcsciater*    « "-— 

A.ldol   without   r»-r««l»try   — 

ToUla   -~~ 

Dedacttd. 

Wrpckcd   or   othrrwl»»    loat 

Tirokrn  up  or  unfit  for  ua« ______ 

.Sold   to   forrlm»r» ___ — — 

Now    rrRiiten    -._ „.__._———.. 

Other    nhips    _ 

Adilril   without   r»-r»«totry  . • 

ToUla    _ _ — 


— Tonnaso — 

No. 

Groas. 

RcKiatervd. 

:3 

11.I-.7 

6.8.'.2 

5 

1.11.1 

6&1 

1 

1.948 

7RS 

.1. 

4 

102 

9« 



26 

17 

— Tonnase- 

Groaa.  Rcc'i 

l.l>»0         l.i 

»09  < 


September,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


521 


while  bound  from  Sydney,  N.S.,  to  Bell 
Island,  Nfld.,  in  ballast,  to  load  ore,  ddr- 
ing  July,  ran  on  Cape  Freels  rock  near 
Cape  Pine,  Nfld.  She  refloated  at  hijrh 
tide  and  proceeded  to  St.  John's  under 
her  own  steam,  where  she  was  placed  in 
the  drydock  for  overhaul  and  repairs  to 
her  fore  foot  and  stem.  A  number  of 
plates  were  also  damaged  below  the 
water  line. 

The  schooner  Netherton,  owned  in  Den- 
nisville.  Me.,  was  abandoned  at  sea  in  a 
burninjr  condition,  earlv  in  August.  She 
was  built  at  St.  John,  N.B.,  in  1918,  and 
named  Dornfontein.  While  on  her  maid- 
en voyage  she  was  captured  by  a  Ger- 
man raider  in  the  Bay  of  Fundy  and  set 
on  fire,  and  was  afterwards  rebuilt  and 
renamed.  She  was  a  four  master,  of  666 
net  tons,  and  cost  about  $100,000. 

The  Royal  Mail  Steam  Packet  Co.'s  s.s. 
Cobequid,  which  was  wrecked  on  Trinity 
Ledge,  some  time  ago,  is  being  salved  by 
the  wrecking  steamship  Coast  Guard.  It 
was  expected  that  the  material  would 
be  cleaned  up  before  the  end  of  August, 
after  which  the  wrecking  steamship 
would  proceed  to  Beatson's  Rock,  near 
Briar  Island,  to  deal  with  the  s.s.  Corin- 
thian, which  stranded,  and  afterwards 
sank,  there,  early  in  1919. 

The  British  s.s.  Willdomino  struck  an 
uncharted  rock  off  the  eastern  shore  near 
Canso,  N.S.,  towards  the  end  of  July,  and 
tore  a  large  hole  in  her  bow.  The  C.G.S. 
Lady  Laurier  was  sent  to  her  assistance 
and  towed  her  into  Halifax.  The  s.s. 
Willdomino,  which  was  bound  from  St. 
Michaels,  via  Halifax,  for  New  York, 
was  formerly  named  War  Convoy,  and 
was  built  by  J.  Couphlan  &  Sons,  Van- 
couver, B.C.,  for  the  British  Government, 
under  order  from  the  Imperial  Munitions 
Board. 

The  U.S.  Shipping  Board's  wooden 
steamship  Quinneseco  was  taken  into 
Halifax,  N.S.,  at  the  end  of  July,  con- 
■  siderably  damaged  by  fire.  She  sailed 
from  Newport  News,  Va.,  July  4,  for 
Sydney,  N.S.,  where  she  took  on  a  cargo 
of  coal,  and  sailed  for  Aarhus,  Denmark, 
via  Hull,  Eng.,  July  17.  When  about  700 
miles  east  of  Halifax,  fire  was  discovered 
in  her  port  bunker.  Considerable  dam- 
age was  done  to  her  planking  before  the 
fire  was  subdued.  She  was  taken  to  port 
under  her  own  steam,  and  by  her  own 
crew. 

The  Minister  of  Customs  and  Inland 
Revenue  is  reported  to  have  stated  at 
St.  John,  N.B.,  .A.ug.  11,  that  the  filling 
of  the  west  channel,  between  Negro  Point 
breakwater  and  Partridge  Island,  to  pro- 
vide protection  for  docks  1.5  and  16,  would 
be  commenced  immediately.  It  is  also 
stated  that  a  floating  grain  elevator  will 
be  placed  in  the  harbor  next  winter,  and 
it  is  possible  that  one  of  the  floating  ele- 
vators of  6,000  bush,  an  hour  capacity, 
owned  by  the  Montreal  Harbor  Commis- 
sioners, will  be  bought  or  hired  for  use 
at  St.  John. 

The  Naval  Service  Department  will  re- 
ceive tenders  to  Sept.  9,  for  the  purchase 
of  the  steamship  Thirty-three  as  she  now 
lies  at  Halifax.  N.S.  She  was  built  at 
North  Shields,  Eng.,  in  1902,  and  is  screw- 
driven  by  engine  of  21  h.p.,  at  an  ap- 
proximate speed  of  9  knots  an  hour.  The 
null  is  of  steel,  with  the  following  di- 
mensions,—length  80  ft.,  breadth  18.1  ft., 
depth  8.3  ft.,  tonnage  79  gross,  33  net. 

Job  Bros.  &  Co.,  St.  John's,  Nfld.,  are 
offering  for  sale  2  three-masted  wooden 
schooners  built  with  hardwood  frames, 
and  with  stem,  stern  post,  rudder  stock 
and  keel  all  with  galvanized  fastenings 
below  the  waterline.     They  are  designed 


on  lines  to  make  fast  sailers  and  are 
guaranteed  to  pass  American  Bureau 
and  Bureau  Veritas  Al  classifications. 
They  have  the  following  dimensions, — 
lenurth  of  keel  120  ft.,  registered  length 
128  ft.,  beam  28  ft.,  depth  shoalest  place 
10  ft.  8  in.,  depth  deepest  12  ft.  6  in., 
tonnage  255  gross,  220  net,  400  d.w. 


Province  of  Quebec  Marine. 


The  s.s.  Pen-eault,  which  was  launched 
at  Roberval,  early  in  August,  has  been 
built  under  subsidies  from  the  Quebec 
Government  and  will  be  operated  on  Lake 
St.  John. 

The  Dominion  Public  Works  Depart- 
ment has  awarded  a  contract  for  repairs 
to  wharf  at  St.  Francois  Sud,  Isle  of 
Orleans,  to  S.  Ratte,  St.  Anne  de  Beau- 
pre,  at  schedule  of  prices. 

The  wrecked  s.s.  Germanicus,  which 
ran  aground  at  Bic  Island,  last  autumn, 
is  reported  to  have  been  examined  early 
in  August  by  C.P.R.  officials,  having  in 
view  the  possibility  of  salving  her.  It 
is  said  that  the  cost  would  be  approxi- 
mately $400,000. 

The  Keystone  Transportation  Co.'s  s.s. 
Keybell  struck  bottom  near  the  entrance 
to  the  Lachine  canal,  Aug.  20.  and  sank 
at  the  bow.  It  has  been  found  that  the 
water  at  the  point  where  the  casualty 
occun-ed  is  only  14  ft.  deep.  The  spot 
has  been  marked  and  a  notice  to  ships 
drawing  over  13  ft.  10' in.  has  been  is- 
sued. 

The  Marine  Department's  s.s. 
Speedy  II  is  reported  to  have  been  sold 
to  T.  M.  Kirkwood,  Montreal.  She  was 
built  at  Leith,  Scotland,  in  1896,  as  a 
private  yacht,  for  Barney  Barnato,  of 
the  DeBeers  Co.  of  South  Africa,  and 
was  acquired  by  the  Dominion  Govern- 
ment after  his  death,  and  operated 
under  the  Marine  Department.  She  is 
screw  driven  by  engine  of  88  h.p.,  and 
has  the  following  dimensions, — length 
115  ft.,  breadth  20%  ft.,  depth  10%  ft., 
tonnage  252  gross,  145  net. 

The  s.s.  C.  W.  Chamberlain  is  report- 
ed to  have  been  sold  to  the  Sincennes  Mc- 
Naughton  Line  Ltd.,  Montreal.  She  was 
built  of  oak,  at  Walkerville,  Ont,  in 
1881,  when  she  was  named  C.  N.  Pratt, 
and  was  rebuilt  in  1890.  Her  dimensions 
are,— length  127  ft,  breadth  26%  ft., 
depth  9  ft.  7  in.;  tonnage,  385  gross,  243 
net.  She  is  equipped  with  fore  and  aft 
compound  engine,  with  cylinders  18  and 
32  in.  diar.  by  26  in.  stroke,  280  i.h.p.  at 
100  r.p.m.,  and  supplied  with  steam  by  a 


Scotch  boiler  10  ft.  diar.  by  11  ft.  long, 
at  100  lb.  She  was  at  one  time  owned 
by  the  Midland  Transportation  Co.,  Mid- 
land, Ont.,  and  later  by  James  Swift  & 
Co.,  Kingston  Ont.  She  was  damaged  by 
fire  at  Cornwall,  early  this  year,  since 
when  she  was  reported  to  have  been  own- 
ed by  Capt.  H.  JIartin,  Kingston. 

The  Sincennes  McNaughton  Line  Ltd., 
Montreal,  has  bought  the  s.s.  New  Is- 
land Wanderer,  from  Canada  Steamship 
Lines  Ltd.,  and  has  transferred  her  from 
the  U.S.  register  to  the  Canadian  regis- 
ter, under  the  name  of  Jeannette  R.  She 
was  built  at  Bufl"alo,  N.Y.,  in  1888,  and 
registered  at  Alexandria  Bay,  N.Y.  She 
is  of  the  hurricane  deck  type,  with  oak 
hull,  of  the  following  dimensions, — length 
116  ft.,  breadth  21  ft.,  depth  7  ft.;  ton- 
nage, 123  gross,  84  net.  She  is  equipped 
with  fore  and  aft  compound  engine,  with 
cylinders  15  and  28  in.  diar.  by  24  in. 
stroke,  165  i.h.p.  at  100  r.p.m.,  and  is 
supplied  with  steam  bv  a  fire  box  boiler 
7%  ft.  diar.  by  10%  ft.  long  at  135  lb. 
She  was  owned  originally  by  the  St. 
Lawrence  River  Steamboat  Co.,  King- 
ston, Ont.,  and  was  taken  over  by  Can- 
ada Steamship  Lines  Ltd.  on  its  incor- 
poration. 


Ontario  and  the  Great  Lakes. 

P.  W.  Lyon,  Toronto,  has  been  ap- 
pointed Inspector  of  hulls,  steamboat 
equipment,  boilers  and  machinery. 

The  Gulf  Navigation  Co.'s  s.s.  Gonza- 
ba,  which  was  built  by  the  Dominion 
Shipbuilding  Co.,  Toronto,  for  service  in 
the  Gulf  of  Mexico,  sailed  from  Toronto 
at  the  end  of  July  with  a  cargo  of  60  lb. 
rails  for  Sagua  la  Grand,  Cuba.  This 
is  said  to  be  the  first  direct  ocean  cargo 
shipped   from   Toronto. 

The  Dominion  Public  Works  Depart- 
ment will  receive  tenders  as  follows:-  - 
To  Sept.  10,  for  repairs  to  supersci'uc- 
ture  of  western  breakwater,  includine 
headblock,  at  Port  Colborne,  Ont.  To 
Sept.  14,  for  reconstruction  of  466  ft.  of 
superstructure  of  east  piers  of  eastern 
channel,   Toronto   harbor. 

The  Minister  of  Railways  and  Canals 
is  reported  to  have  stated,  at  St.  Cath- 
arines, Ont.,  Aug.  23,  that  the  construc- 
tion of  the  Welland  Ship  Canal,  which 
was  held  up  owing  to  the  war,  will  be 
pushed  to  completion  at  the  earliest  pos- 
sible moment.  While  in  the  neighbor- 
hood he  went  over  the  route  with  some 
of  the  engineering  staff. 

The  U.S.  Lake  Survey  reports  the 
stages  of  the  Great  Lakes  for  July,  in 


Sault  Ste.  Marie  Canals  Traffic. 


The  following 


Articles 

Lumber    Eastbound 

Flour    " 

Wheat    

Grain,  other  than  wheat " 

Copper    

Iron    Ore    " 

Pig   Iron   

Stone     

General    Merchandise    |^ 

Passensrers    - 

Coal,    soft    Westbound 

Coal,    hard    " 


Or 


Stone    

General  Merchandise 

PassenEers    

S 
Vessel    Passaites 
Reeistcred    Tonnare 
Freight — Eastbound 
Westbound 
Total    Freight   


I  Stc.  Marie 

Canals  during  July,   1920: 

Canadian 

Canal 

U.S.  Canal 

Total 

M.    ft.    B. 

M.             (.OU 

29.053 

33,097 

Barrels 

393..'V90 

777.660 

1.171.250 

Bushels 

1.S66.I01 

6.272.066 

7.838.470 

Bushels 

707.487 

2.425.982 

8,133.419 

Short  tons 

2.791 

6,196 

7.986 

Short  tons 

79.768 

9.155.318 

9,235,086 

95 
l.OSO 

96 

Short  tons 

8.200 

4,250 

Short  tons 

3.125 

6,046 

9,171 

Number 

6.951 

3.964 

10,916 

Short  tons 

14.975 

1.279.187 

1,294.162 

Short  tons 

6,600 

294,500 

300,150 

8.683 

8.688 

Short  tons 

4.869 

12.902 

17.271 

Short  tons 

1.049 

13.464 

14.513 

.52.636 

52,636 

Short  tons 

400 

86.978 

67.878 

Short  tons 

38,406 

44,784 

83.190 

Number 

6,699 

4,226 

10.925 

Number 

630 

2.282 

2.912 

Net 

7.57.587 

8.080.832 

8.788.419 

Short  tons 

201.570 

9,548.131 

9.749.701 

Short  tons 

64.799 

1.763.179 

1.827.979 

Short  tons 

266.369 

11,311.310 

11.677.679 

522 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


September,  19*20. 


fci-t  ahiivo  moan  ««■■  Irvi'l.  m  follnwn: 

}?,,, .-.11 « 111      \i,.i,,.,,,n   nn<l    Huron, 

r.>  Krif,  r.T'J.r.n; 

()'  ml     with     tho 

n'  •  ■■   '   10  yonr», 

,v  ■>Iiohij:iiM 

a,  .  o.ia  ft. 

Thr  North.  I   Co.   is 

r<>p.irfr.!    fn    '  il,    with 

olV  vrr  nnil 

oi  li  Tran- 

H,  •  ■'..    Mil- 

w  ■ ...  jii'.i  !'■    I  hiontto, 

l;.  Litif.    Thr  Coodrich 

T-  '    sti  inii  :liip>    and    a 

l:  ("o.   one 

.v:  -hip  To. 

Ill  .   Riu'ine 

i:    Mii\\.iuL..r    L;iiL   "lu    -:.  ;iiii-.lii|). 

(nnniln  SU-amship  IJnos'  s.5.  T.  V. 
I'hi-lnn.  while  (lo\v?ilio\in(l,  with  (56,400 
bush,  of  trrnin,  (rrouiuUil  on  tho  Iroquois 
!>hnnl.  in  the  River  St.  Lnwreiice,  near 
Uroikville,  Auir.  IJi,  and  was  reported  to 
have  heen  bndly  damaged.  The  ship  and 
caren  were  valued  at  $^50,000,  which  is 
covered  by  insurance.  The  trrain  was 
liuhterwl  out  on  AuK.  26,  after  which 
she  was  to  be  pumped  out,  when  the 
amount  of  the  damaizrc  would  be  ascer- 
tained. 

The  Montreal  Transportation  Co.'s 
barKe  Quebec,  now  owned  by  Canada 
Steamship  Lines  Ltd.,  and  which  was 
sunk  followinp  the  explosion  at  tho  Do- 
minion Government  prain  elevator  at 
Port  Colbome,  Autr.  9,  1919,  has  been 
raised  and  taken  to  Toronto,  where  she 
has  been  placed  in  the  drydock  for  ex- 
amination and  repairs.  At  the  time  of 
the  di.saster  11  persons  on  board  were 
killed  and  16  injured,  while  the  carpo 
of  prain,  valued  at  $100,000,  was  a  total 
loss. 

A  Port  Arthur  press  report  of  Aujr.  17 
stated  that  the  Northern  Navigation  Co. 
was  about  to  purchase  the  s.s.  North 
Land,  a  passenper  ship  built  in  Cleve- 
land, Ohio,  in  1895,  and  that  she  will  be 
refitted,  and  placed  in  operation  on  the 
Great  Lakes  in  1921.  The  s.s.  North 
Land,  which  was  formerly  operated  by 
the  Northern  Steamship  Co.,  Buffalo,  N. 
Y.,  between  Buffalo,  Duluth  and  Chicago, 
was  cut  in  two  at  Buffalo  in  the  autumn 
of  1919,  and  reported  sold  to  the  Davie 
Shipbuildinp  &  Repairinp  Co.,  Lauzon, 
Que.  The  two  sections  arrived  in  the 
St.  Lawrence  River  eventually,  after 
some  trouble,  one  section  beinp  placed  at 
Sorel.  and  the  other  at  Coteau  Landinc, 
Que.,  and  we  were  advised  that  the  ship 
had  been  retransferrod  to  the  Northern 
Steamship  Co.  The  last  information  we 
were  able  to  obtain  as  to  her  movements 
was  on  May  10,  when  we  were  advised 
that  the  stern  section  had  been  moved 
from  Coteau  Landing  to  Montreal,  pend- 
ing the  receipt  of  instructions  from  the 
Northern  Steamship  Co.'s  directors  as  to 
whether  she  was  to  be  sold  as  she  was, 
or  the  two  sections  joined  together  again. 

Since  the  foregoing  was  put  in  type, 
we  have  been  advised  that  the  North 
Ijind  is  trading  between  Canada  and 
France,  and  that  it  is  believed  there  is 
not  much  possibility  of  her  returning  to 
the   Great   I^akcs. 


Manitoba.  Saskalchewan  and 
Alberta. 

Driilirinir  in  the  Red  Rivir  was  com- 
menced about  the  end  of  July,  the  imme- 
diate work  undertaken  being  deepening 
around  the  wharves  within  the  Winnipeg 
city  limits.     This  work  has  been  unaer- 


Inkeii  at  the  request  of  the  Winnipeg  and 

,v!t     \:,,n,r:,,  ,■    lliiri..,!    (  ..iiiiiiisHinn.      No 
.'.'  ncc  UH.'i. 

..  •en  made 

i.;.    , •    city. 

Hritish  Columbia  and  Pacific 
if/  Coast. 

// 'llw  s.-i.  Thomas  f'rosby,  registered  at 

^'ancouvir,   B.C.,  which   has  been   bought 

by    the   Navnl   Service    Department  from 

the  Methodist  Church   Inc.,  Toronto,  has 

had   its  name  changed  to   Marfish. 

The  Grand  Trunk  Pacific  Coast  Stcam- 
shi|)  Co.'s  s.s.  Prince  George  was  replac- 
ed in  service  Aug.  1,  after  being  over- 
hauled at  Prince  Rupert,  subsequent  to 
running  on  the  rocks  in  Seymour  Nar- 
rows during  July. 

In  connection  with  the  death  of  E.  H. 
Beazley,  Manager,  Union  Steamship  Co. 
of  British  Columbia,  in  an  aeroplane  ac- 
cident, it  is  proposed  to  endow  a  ward 
for  sick  manners  in  the  local  hospital, 
as  a   memorial. 

During  the  first  half  of  this  year  there 
were  shippeii  from  British  Columbia  29,- 
()0(t,(i0O  ft.  of  lumber,  and  there  are  or- 
ders on  hand  for  approximately  .'56,000,- 
000  ft.,  for  South  Africa,  South  America, 
Australia,  New  Zealand  and  the  United 
Kingdom. 

The  Canadian  Robert  Dollar  Co.'s  s.s. 
M.S.  Dollar  sailed  from  Vancouver,  B.C., 
recently,  with  what  is  stated  to  be  the 
largest  general  cargo  on  one  ship  from 
the  port  for  the  Orient.  The  total  weight 
of  cargo  was  14,000  tons,  of  which  about 
6,000  tons  were  lumber. 

The  Vancouver  Harbor  Commissioners 
have  deposited  with  the  Public  Works 
Department  at  Ottawa  a  description  of 
the  site  and  plans  of  the  Ballantyne 
pier,  to  be  built  on  the  south  shore  of 
Burrard  Inlet,  on  a  water  lot  east  of  the 
west  boundary  on  Heatley  Ave.  produced 
northerly. 

The  C.P.R.  is  reported  to  have  placed 
a  contract  with  Wallace  Shipyards  Ltd., 
North  Vancouver,  B.C.,  for  the  construc- 
tion of  a  steamship  to  replace  the  s.s. 
Princess  Sophia,  which  was  wrecked  and 
lost  with  all  her  panssengers  and  crew, 
on  Vanderbilt  Reef  in  the  Portland  Canal, 
at  the  end  of  1918.  It  is  stated  that  the 
contract  price  is  about  $1,500,000,  that 
she  will  be  ;i25  ft.  long,  with  a  speed  of 
17  knots,  and  that  she  will  be  placed  in 
the  Alaska  service,  for  which  she  is  to 
be   specially   built. 

D.  C.  Coleman,  Vice  President,  West- 
ern Lines,  C.P.R. ,  is  reported  to  have 
stated  in  Vancouver  recently  that  J.  W. 
Troup,  Manager,  British  Columbia  Coast 
Service,  C.P.R.,  Victoria,  would  make  an 
announcement  shortly  regarding  the 
building  of  a  steamship  to  replace  the 
s.s.  Princess  Sophia,  which  was  lost  in 
the  Portland  Canal  at  the  end  of  1918. 
If  it  is  decided  to  build  a  steamship,  she 
will  be  larger  than  the  Princess  Sophia, 
tion,  suital>le  for  Alaska  service.  Ten- 
ders have  been  received  for  the  building, 
two  from  British  Columbia  builders,  and 
a  third  was  expected,  when  a  decision 
would  be  arrived  at. 

The  Lord  Beatly  Ltd.  has  been  incor- 
porated under  the  New  Bnmswick  Com- 
panies Act,  with  $25,000  authorized  capi- 
tal and  office  at  St.  John,  to  purchase  the 
s.s.  Lord  Beatty  and  to  carry  on  a  gen- 
eral towing,  salving  and  wrecking  busi- 
ness. The  incorporators  are:  T.  Nagle, 
C.  M.  Kemson,  and  T.  A.  Linton,  St. 
John,  N.B. 


New  Steamship  for  Toronto-NIa 
Kara  River  Line.  /' 

J.  W.  NorcrohK,  Pre!<idfnt.  Canada 
Steamship  Lines  Ltd.  during  an  inter- 
view gave  out  the  following  statement 
in  Toronto  Aug.  25:  — "The  plan*  and 
xpecifitatinns  for  the  new  f«teamship  for 
the  Toronto-Niagara-River  hne  are  com- 
pleteil,  and  the  steel  had  been  orderwi. 
It  is  the  company's  intention  to  have  the 
construction  commenced  at  once  and  the 
ship  ready  for  the  summer  season  of 
1921.  This  is  to  be  the  first  of  the  new 
series  of  passenger  ships  that  the  (Can- 
ada Steamship  Lines  contemplates  build- 
mg,  and  will  embody  all  the  best  point* 
of  modem  construction.  The  principal 
dimensions  will  be  410  ft.  long,  by  a 
width  of  70  ft.  over  the  guards,  and  her 
carrying  capacity  will  be  4,000  persons, 
which  is  twice  the  present  carrying  ca- 
pacity of  the  s.s.  Cayuga,  on  the  same 
run.  The  entire  construction  of  the  ship 
will  be  of  steel,  and  no  wood  will  be  used, 
the  interior  finish  being  of  pressed  steel, 
and  the  decorations  after  the  most  im- 
proved style.  There  will  be  four  decks, 
and  also  a  very  large  restaurant,  and 
special  attention  will  be  paid  to  the  al- 
lotment of  dancing  space,  so  that  ample 
room  will  be  provided  for  all.  There  will 
be  a  spacious  moving  picture  theatre, 
and  continuous  entertainments  will  be 
put  on.  There  will  also  be  a  children's 
playground,  with  competent  attendants 
in  charge,  which  will  leave  the  mothers 
free  from  the  responsibility  of  watching 
their  little  ones.  The  ship  will  be  pro- 
pelled by  geared  turbine  engines  of  the 
latest  design,  and  will  develop  a  shaft 
horsepower  of  over  6,000,  enabling  the 
development  of  a  speed  of  22  knots  an 
hour.  Special  attention  has  been  paid  to 
all  details  and  the  arrangements  for  the 
accommodation  of  the  public.  The  deck 
space,  designs  and  construction  will  be  , 
not  only  superior  to,  but  far  in  advance 
of,  anything  that  is  now  afloat,  or  under 
construction,  for  passenger  carrying  on 
fresh  water." 

The  plans  have  been  prepnred  by  A. 
Angstrom,  naval  architect,  Toronto.  No 
announcement  has  been  made  as  to  where 
the  ship  will  be  built,  but  it  will  almost 
certainly  be  by  one  of  the  shipbuilding 
companies  which  are  being  merged  into 
the  British  Empire  Steel  Corporation, 
probably  the  Collinpwood  Shipbuilding 
Co.,  Collingwood,  Ont.  On  account  of 
Welland  Canal  limitations,  the  ship,  if 
built  in  Collingwood,  would  have  to  be 
brought  through  the  canal  in  sections, 
probably  on  their  sides,  and  even  that 
might  not  be  practicable,  and  it  is  more 
likely  that  the  fabricating  will  be  done 
in  Collingwood  and  the  assembling,  etc., 
in   Toronto. 


North    .American    .Steamship    Co.    Ltd. 

has  been  incorporated  under  the  Do- 
minion Companies  .\ct,  with  $750,000  au- 
thorized capital  and  office  at  Toronto,  to 
operate  freight  and  passenger  steam- 
ships, and  to  carry  on  general  naviga- 
tion, transportation  and  other  allied  busi- 
nesses. The  incorporators  are:  M.  L. 
Gordon.  J.  S.  Duggan.  J.  W.  Bicknell. 
T.  S.  H.  Giles  and  M.  H.  MacGrcgor, 
Toronto. 

European  Steamship  Agencies  (Toron- 
to) Ltd.  has  been  incorporated  imder  the 
Ontario  Companies  .Act,  with  $40,000  au- 
thorized capital  and  office  at  Toronto,  to 
carry  on  business  as  insurance  brokers, 
steamship  and  transportation  agents,  etc. 
The  provisional  directors  are  H.  and  R. 
Goad,  and  S.  and  R.  Peiman. 


ptember,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


523 


Wreck  Commissioner's  Enquiries 
and  Judgments. 


Enquiries    have    been    held    and    judg- 
ments  delivered    in   connection   with    the 
followintr  marine  casualties: — 
Margaret  Hackett-Iirookdalc  Collisiun. 
Held  at  Montreal.  July  30,  before  Capt. 
L.    A.    Deniers,    Dominion     Wreck    Com- 
missioner, assisted  by  Capts.  C.  Lapierre 
and   C.  J.  Stuart,  as  nautical  assessors, 
into   the  cause    of    the    collision  of   the 
Geortre    Hall    Coal    Co.'s    tug    Margaret 
Hackett,   and    barge   Gladys   H.    in    tow, 
with  the  Canada  Steamship  Lines'  barge 
Brookdale,  in  tow  of  the  same  company's 
s.s.  Maplehurst,  near  buoy  25,  Lake  St. 
Peter,  July  16.    The  court  found  that  the 
mate,  O.  Portelance,  of  the  tug  Margaret 
Hackett,  was   solely  responsible  for   the 
casualty,  and  though  he  is  not  required 
to  carry  a  certificate  as  mate  of  a  tug, 
he  was  judged  unfit  to  hold  the  certifi- 
cate he  has,  as  master  of  a  tug,  and  it 
was   cancelled.     The   master   of   the   tug 
Margaret  Hackett,   W.   Allison,  was  ex- 
onerated from  all  blame,  but  he  was  cri- 
ticized for  sailing  the  tug  until  she  sank 
in  deep  water,  instead  of  selecting  a  shal- 
low   spot.     The    barges     Brookdale   and 
Gladys  H.  were  exonerated  fi-om  blame, 
but  the  officers  were  advised  to  keep  a 
better  lookout  in  future.  The  s.s.  Maple- 
hurst was  also  exonerated,  but  the  mas- 
ter, K.  LaRush,  was  found  in  default  for 
not  carrying  properly  constructed  lights 
in   accordance   with  article   3  of  the   In- 
ternational Rules  of  the  Road,  and  was 
severely  reprimanded.    He  was  also  cen- 
sured for  not  making  more  enquiries  in- 
to the  condition  of  his  barge  and  the  tug 
Margaret    Hackett,    as    had    there    been 
any   loss   of  life,   the   court  would   have 
held    him    criminally     responsible.      The 
pilot,  J.  S.  Raymond,  was  cautioned  that 
it  is  essential  for  him,  and  all  pilots,  to 
ascertain  for  themselves  the  condition  of 
the  navigational  lights  of  ships  they  are 
piloting,  also   of  the   tow,  if  any.     The 
mate    of    the    s.s.    Maplehurst   was    cau- 
tioned to  keep  his  watch  on  the  bridge, 
and  to  bear  in   mind  constantly   his  re- 
sponsibilities  as    an    officer.      The    court 
recommended  to  all  concerned,  a  stricter 
supervision  and   examination   of  aids  to 
navigation  and  their  equipment. 
Appeal  re  Stranding  and   Loss  of  s.s. 
Chelston. 
In  connection  with  the  stranding  of  the 
British   s.s.    Chelston,   at    St.   Paul's    Is- 
land, in  the  Gulf  of  St.  Lawrence,  Oct.  9, 
1919,   the   master  of  the   ship,   Capt.  A. 
M.  Fotheringhame  appealed,  in   the  Ad- 
miralty  Division    of    the    English   High 
Court,   against   the   decision   of   the   Do- 
minion   Wreck    Commissioner,   concurred 
in  by  the  two  nautical  assessors,  by  which 
he    was    held   to    have    erred   gravely   in 
judgment,  and   his   certificate   suspended 
for  three  months.     The  judgment  on  the 
appeal  stated  that  question.s  of  principle 
were  raised  which  might  have  far  reach- 
ing consequences,  and  in  particular  that 
there  was  a  challenge  of  the  powers  of 
the  Canadian  Parliament  to  make  amend- 
ments  of   the    Merchants    Shipping   Act, 
as  done  by  the  Canada  Shipping  Act  of 
1908,  so  far  as  they  affect  certificates  of 
British   masters.     There    was    also    the 
question  as  to  whether  the  rules  made  by 
the  Dominion  Marine  Department,  which 
governed  procedure  in  Canada  under  the 
Merchants  Shipping   Act.  provided   suffi- 
ciently   for    the    protection    of    mariners 
implicated   by   charges.     The   most   sub- 
stantial  ground   of  the  appeal  was  that 
the  master  had  no  notice  of  the  charges 
on  which  his  certificate  was  dealt  with. 


There  was  a  further  point  that  the  Can- 
adian procedure  did  not  satisfy  the  re- 
quirements of  the  British  law,  and  was 
ineffective  to  sustain  a  finding  that  pre- 
judiced a  master's  certificate.  In  the 
court's  view  the  rules  made  by  the  Lord 
Chancellor  were  rules  governing  proce- 
dure in  British  wreck  commissioners' 
courts,  and  the  rights  of  British  ship- 
masters in  Canadian  courts  were  to  be 
ascertained  by  considering  whether  the 
provisions  of  the  Canadian  Parliament 
diminished  in  any  way  the  safeguards  of 
the  masters'  interests,  which  were  af- 
forded by  British  legislation.  In  the 
court's  view,  they  did  not,  but  on  the 
contrary  Canadian  legislation  amply  pro- 
tected the  rights  of  British  shipmasters. 
The  case  was  merely  the  efficacy  of 
the  procedure  of  the  Canadian  statutes 
to  give  the  protection.  Sec.  36  of  the 
Canada  Shipping  Amendment  Act  1908 
provides  that  a  certificate  shall  not  be 
cancelled  or  suspended  unless  the  holder 
of  such  certificate  has  an  opportunity  of 
making  his  defence.  No  charge  was  pre- 
sented against  the  master,  and  the  first 
notice  he  had  of  such  a  charge  was  the 
finding  of  the  court  that  he  was  guilty. 
Therefore  the  appeal  must  be  allowed, 
and  the  master's  certificate  restored,  free 
from  any  suspension. 


Canadian  Notices  to  Mariners. 


The  Marine  Department  has  issued  the 
following: — 

New  Brunswick. — The  fixed  red  light 
on  the  north  side  of  the  gully  at  South 
Tracadie,  in  the  Gulf  of  St.  LawTence, 
will  be  discontinued  about  Sept.  1. 

The  Kouchibougouac  bar  range  lights 
in  Kouchibougouac  Bay,  Northumberland 
Strait,  have  been  changed  in  position,  as 
follows:  The  front  range  light  on  the  east 
side  of  south  beach  has  been  moved  about 
212  ft.  north  of  its  old  position,  and  the 
back  light  about  32  ft.  north  of  its  old 
position  and  365  ft.  from  the  front  light. 

Nova  Scotia.— The  Public  Works  De- 
partment has  dredged  a  channel  750  x 
35  ft.  with  a  least  depth  of  6  ft.,  from 
the  main  channel  to  the  fishing  boat 
anchorage  in  Fourchu  Harbor,  Cape  Bre- 
ton Island. 

During  the  past  season  the  channel  in 
the  East  River,  from  Chambers  point  to 
New  Glasgow,  was  dredged  by  the  Pub- 
lic Works  Department,  to  a  least  depth 
of  10  ft.  The  dredged  channel,  follow- 
ing the  course  of  the  river,  is  38  ft.  wide, 
with  a  turning  basin  in  front  of  the  gov- 
ernment wharf  at  New  Glasgow,  400  x 
100  ft. 

The  light  ship  maintained  on  Lurcher 
shoal,  off  Yarmouth,  will,  without  fur- 
ther notice,  be  removed  from  her  sta- 
tion, about  Sept.  15,  to  undergo  repairs, 
pending  which,  her  station  will  be  mark- 
ed by  a  gas  buoy,  painted  red  and  show- 
ing an  occulting  white  light.  The  ship 
will  be  off  her  station  about  four  weeks, 
and  further  notice  will  be  given  when 
repairs  have  been  completed  and  the  ship 
replaced   in   position. 

Back  ranu'e  light  has  been  established 
at  Grand  Etang,  on  the  west  coast  of 
Cape  Breton  Island,  on  the  breakwater, 
36'7  ft.  from  the  existing  light  on  the 
outer  end  of  the  breakwater.  The  light, 
which  is  fixed  red,  is  shown  from  a  loco- 
motive headlight  lantern  at  an  eleva- 
tion of  34  ft.,  with  a  visibility  of  6  miles, 
and  is  mounted  on  a  white  pole  with  a 
white  shed  at  base,  30  ft.  high. 

Quebec. — The  Public  Works  Depart- 
ment has  dredged  the  basin  on  the  east 
side  of  the  Government  wharf  at   Mur- 


ray Bay,  to  a  depth  of  15  ft,  100  ft. 
wide  in  line  with  the  front  face  of  the 
wharf,  and  extended  shoreward  340  ft., 
"2  ft.  wide  at  the  inner  end. 

Ontario. — A  red  wooden  spar  buoy  has 
been  established  on  the  north  side  of  the 
St.  Marys  River  channel  at  Sault  Ste. 
Marie,  about  1,100  ft.  eastward  of  gov- 
ernment wharf,  in  a  depth  of  21  ft. 

The  fog  bell  and  auxiliary  hand  fog 
horn,  about  300  ft.  west  from  the  east 
extreme  of  Davieaux  Island,  on  the  south 
side  of  Michipicoten  Island,  Lake  Su- 
perior, will  be  discontinued  without  fur- 
ther notice. 

The  red  gas  buoy  64F,  in  18  ft.  of 
water,  one  mile  east  of  South  Lancaster, 
in  Lake  St.  Fi'ancis,  River  St.  LawTencc, 
will  be  discontinued  without  further  no- 
tice. 

L'Orignal  wharf  having  been  destroy- 
ed by  fire,  the  fixed  white  electric  light, 
on  a  shelf  on  the  gable  end  of  a  brown 
wooden  freight  shed,  on  the  outer  end 
of  the  wharf,  will  be  discontinued  until 
further  notice. 

A  red  wooden  spar  buoy  has  been  es- 
tablished on  edge  of  shoal,  about  55  ft. 
east  from  east  side  of  government  wharf, 
Brockville. 

Newfoundland.  —  The  diaphone  fog 
alarm,  which  is  operated  by  air,  com- 
pressed by  an  oil  engine,  and  which  gives 
three  blasts  of  IVi  sec.  every  90  sec,  at 
Bonavista  Cape,  Bonavista  Bay,  on  the 
east  coast,  has  been  moved  to  the  main- 
land, on  the  south  side  of  the  lighthouse. 

On  the  summit  of  Little  Denier  in 
Bonavista  Bay,  an  occulting  white  light 
has  been  replaced  by  a  flashing  white 
light,  giving  a  flash  of  3  seconds  every 
30  seconds. 

A  flashing  white  acetylene  gas  light, 
showing  a  flash  of  0.3  sec.  duration  every 
3  seconds,  has  been  established  about  130 
yd.  from  the  northwest  end  of  Eagle  Is- 
land, Bay  of  Islands.  The  light  is  at  an 
elevation  of  109  ft.  and  consists  of  a 
white  structure  of  open  frame  work  sur- 
mounted by  a  red  lantern. 

United  States. — A  steel  conical  buoy, 
17A,  showing  an  occulting  white  light, 
has  been  established  in  3  fathoms,  off 
Whisky  Island  shoal.  River  St.  Lawrence. 


Vancouver  Drydock. — In  reference  to 
the  Vancouver  press  dispatch  of  July  21, 
referred  to  in  Canadian  Railway  and  Ma- 
rine World  for  August,  stating  that  the 
contract  between  the  Dominion  Govern- 
ment and  J.  Coughlan  &  Sons,  for  build- 
ing a  drydock  on  Burrard  Inlet  had  been 
signed,  and  that  work  would  be  started 
in  60  days  thereafter,  we  were  officially 
advised  July  27  that  the  agreement  had 
not  been  executed,  as  the  contractors 
were  re-arranging  the  layout  of  plant 
and  site,  which  would  require  the  appro- 
val of  new  plans  and  specifications. 

Cuban  Port  Congestion. — Major  H.  A. 
Chisholm,  Canadian  Government  Trade 
Commissioner  at  Havana,  Cuba,  wrote 
recently  that  so  serious  has  Cuban  port 
congestion  become  that  a  commission  of 
17  U.S.  shipping  men  was  due  to  arrive 
in  Havana  within  a  few  days  to  go  thor- 
oughly into  the  problems  of  the  port  and 
make  recommendations  for  the  solution 
of  the  difficulties.  Ships  have  sometimes 
been  held  up  in  Havana  harbor  for  two 
or  three  months  at  a  time. 

U.  S.  Steamship  Rates.— The  Inter- 
state Commerce  Commission  has  author- 
ized steamship  lines,  subject  to  its  juris- 
diction, to  increase  their  rates  to  the 
same  extent  as  railways  have  to  be  au- 
thorized to  do  between  the  same  points 
or  in  the  same  territory. 


521 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


Septem»>er.  1920. 


I'anama  (anal   1  raflir. 

li.Hciil   yi'iir  riKli'd  June  ;I0, 

..f    trnflli-    (MisMMt:    thriiUKh 

I    .'111  oxi-w<li-<l  thnl  in  nny 

!■>.      A    tolnl    of   2,47H 

mntlo    thp    trnnnit,   a* 

'■    I"    the   finciil   year 

:.!   v.nr    Ittl7-1K. 

1   yiiir  I91;».  The 

.,f    ii...    ,-,,iiinier- 

.1    in 

i,„    . '.  .s  of 

in    ihf    ti.scni    year    I'JlH- 
1  •  irnti-  was  fi, l.'ll,.')7.'>  ni-t  tons. 

Ill   ....... I,..,,   to  the   traftir  of  commercial 

nhipii,  2(i))  fhip.s  passed  through  the  canal 
in  the  U.S.  Government  Sen-ice  without 
the  payment  of  tolls.  In  revenues  and 
in  t'amincs  in  excess  of  expenses  of  op- 
eration and  maintenance,  new  records 
were,  likewise,  established  during;  the 
past  fiscal  year.  The  summation  of 
charKes  has  not  been  completed  in  de- 
tail, but  the  figures  indicate  apirrejrate 
revenues  approximating  $S,800,000  dur- 
ing the  year.  Expenses  of  operation  and 
maintenance  total  about  $6,6.^0,000.  No 
profit  has  been  made  in  a  commercial 
sense,  since  there  is  no  consideration 
here  of  interest  charfres  on  the  invest- 
ment or  of  the  depreciation  of  the  plant. 
The  previous  record  for  a  year  for  reve- 
nues was  made  in  the  fiscal  year  1918, 
viz.,  $6,411,84:{.28.  In  that  year  the  ex- 
cess of  revenues  over  expenses  was  $491,- 
500..'i4,  beinK  jrrcater  than  that  in  any 
fiscal  year  prior  to  1919-1920. 


Tran.sportationConvenlions  in  1920 


Transportation  Associations. 
Clubs.  Etc. 

The  names  of  personi  (riven  below  are  those  of 
the   Aceretarirt    unlets    otherwise   stated: 

Amerirsn  Avioriatinn  nf  Port  Authorities.  M. 
9    H.-av.T    Kail    S.|UBro.    Montreal. 

Belleville  Railway  Men's  Educational  Club. 
Meets  each  Tuesday.  7.30  p.m.  F.  A.  Pinkston. 
Belleville.    Ont. 

Canadian  Car  Service  Bureau  — W.  J.  Collins. 
ManaKcr.    401    St.    Nicholas    BuildinK.    Montreal. 

Canadian  Electric  Railway  Association  —  A. 
Eastman.   TO   Bond   Street,   Toronto. 

Canada  Freight  Association  (Eastern  lines)  — 
G.   C.    Ransom.    909   Shauirhnessy    BIdit..    .Montreal. 

Canadian  FreiRht  Association  < Western  Lines*  — 
W.    E.    Campbell.    SO.'.    Boyd    Block.    Winnipeif. 

Canadian  Railway  Board  of  Adjustment  No.  1  — 
R.   Chappie.   263   St.  James  Street.   Montreal. 

Canadian  Railway  Club  —  W.  A.  Booth.  131 
Charron  St..  Montreal.  Meetings  at  Montreal  2nd 
Tuesday,  cnch  month.  8.30  p.m..  except  Jane, 
July   and    AuirasU 

Cana.lian  TraHlc  League.  A.  H.  Thorpe,  25 
Balsam    Ave..    Toronto. 

Dominion  Marine  Association — F.  Kinir,  Coun- 
sel.   Kingston.   Ont. 

Canadian  Ticket  Asents*  Association — E.  de  la 
Hooke.    London.    Ont. 

Eastern  Canadian  Passenirer  Association — G.  H. 
Webster,    &4    Beaver   Hall    Hill.    Montreal. 

Enuineers'  Club  of  Montreal— C.  H.  Stranse, 
I>    Reaver    Hall    S<iuare.    Montreal. 

EnKineers'  Club  of  Toronto-  B.  B.  Wolsey.  94 
Klnu   Street   West.   Torsnto. 

En7ineerinit  Institute  of  Canada— F.  S.  Keith. 
176    Man>flel.|    .St  .    Montreal. 

Express  Tralllc  Association  of  Canada — C.  N. 
Ham.    Montreal. 

Great  Lnk<s  and  St.  Lawrence  River  Rate  Com- 
mittei>-  A.  E.  Storey.  310  G.T.R.  General  Offlcc*. 
Montnal 

Hy.lr  iK-latlon    of    OnUrio 

-T.    .1  "nt. 

Int.  r  Passenger    Associa- 

tion- '1  .iham    Ave.,    BufTalo. 

NY. 

Niagara  Frontier  Summer  Rate  Committtee — 
James    Morrison.    Montreal. 

Quel,ec  TransiMrUtion  Club— A.  F.  Dion,  Har- 
bor  Commissioner's   OfUce.   Quebec.   Que. 

Railway  AssociaUon  of  Canada  C.  P.  Riddell. 
Montreal. 

Shipping  Federation  of  Canada— Thos.  Robb. 
Managrr.    42    St.    Sacrament   Street.    Montreal. 

TrantporUtInn  Club  of  Toronto— W.  A.  Gray. 
l.'.T    K..»lon    Road.   Toronto. 

Tmnsportallon  Club  of  Vancouver— C.  E. 
BUney.  Travelling  Passencrr  Aaent.  Canadian 
rarlflc    Ocean    Services    Ltd..    Vancouver.    BC 


OoU  &.7— Maintenance  of  Way  MaaUr  Painters' 
AsMwIatlon.   Ditndl.    Mich. 

Oct.  II  to  !••  .%m.r!.-r,n  Klr.-trtr  Railway  Ac- 
rouiitanta   A^^  '"  '    .    N.J. 

Urt.    11    t<.  lUllway  En- 

gineering   A^  ,,    N.J. 

Oct.     11     t.>  <rlc      Railway 

Transportation  iki.i  i  ritiue  A...,,  istion,  Atlantic 
City.    N.J. 

Ort.  14.  I'..-  American  Association  of  Passenget 
TrafHc    UfTcers.    Chicago.    III. 

Oct.  >»-21-  American  Railway  Bridge  and 
Building    Association,    AtlanU,    Ga. 


Trade  and  Supply  Notes. 

n-he  matter  which  appears  under  this  heading  is 
compiled,  in  most  casi-s.  from  information  sup- 
plie<l  by  the  mnnufaclurers  of.  or  dealers  in.  the 
articles  referred!  to.  and  In  publishing  the  same 
we  accept  no  responsibility.  At  the  same  time  we 
wish  our  readers  distinctly  to  understand  that  we 
anp  not  paid  for  the  publication  of  any  of  this 
matter,  and  that  we  will  not  consider  any  propo- 
sition to  insert  resiling  matter  in  our  columns  for 
pay  or  its  eijuivalent.  Advertising  contracts  will 
not  be  taken  with  any  condition  that  accepting 
them  will  oblige  us  to  publish  reading  notices.  In 
<ither  words,  our  reading  columns  are  not  for  sale, 
either   to  advertisers  or  others. 

The  Holden  Co.  Ltd..  Montreal,  has 
been  trrantcd  supplementary  letters  pat- 
ent, intreasinjr  its  authorized  capital 
stock  from  $2.50,000  to  $1,000,000. 

Independent  Pneumatic  Tool  Co.,  Chi- 
cago, 111.,  has  issued  circular  33,  de- 
scribing and  illu.strating  Thor  universal 
electric  drills.- 

Joliette  Castings  &  ForginRS  Ltd.. 
which  was  incorporated  July  3,  under  the 
Dominion  Companies  Act,  with  author- 
ized capital  of  $1,000,000,  and  head  oflice 
at  Montreal,  has  taken  over  the  busi- 
nesses of  F.  E.  Smith  Ltd..  Inde- 
pendent Steel  Specialties  Corporation 
Ltd.,  Montreal,  and  Joliette  Steel  Co. 
Ltd.,  Joliette,  Que.,  with  head  office  at 
Montreal  and  works  at  Joliette.  The 
President,  F.  E.  Smith,  was  at  one  time 
Manager,  Canadian  Steel  Foundries, 
Montreal,  resiKninR  Aujr.,  1918,  to  estab- 
lish F.  E.  Smith  Ltd.,  which  dealt  in  iron 
and  steel  refractories,  mill,  foundry,  ship- 
buildinfr  and  railway  supplies,  and  pneu- 
matic tools,  and  who  in  Mar.,  1920,  in- 
corporated Independent  Steel  Specialties 
Corporation  Ltil.,  for  the  production  of 
steel  castinirs.  The  Vice  President  is  W. 
A.  McCallum,  formerly  Assistant  to  Pre- 
sident, Canadian  Tube  &  Iron  Co.,  and 
the  Secretary  is  M.  J.  Mervin,  formerly 
.Auditor,  Sterlintr  Bank.  The  new  com- 
pany is  manufacturing  steel  castinps  for 
railway,  shipbuildinp  and  automobile 
works,  also  (reneral  machinery  castings. 
It  is  putting  in  an  electrical  furnace  with 
a  capacity  of  400  tons  a  month. 

Metal    &    Thermit    Corporation,    New 


York,  N,Y.,  i»  manufarturinit  an  improv- 
ed tool  WBKon  for  holding  and  Vc^-pirtr  U>. 
tn-lhvT     matrrinlii     and    ai<i  '  ' 

Thermit    welding,    which    it 
to  railway  nhopn  uiiing  the   I 
rvuH.     The   new  denign  of  tool    '.k.-itri'ii    i< 
claimwl   to  Ih-  an   improvement   over  the 
old   design   recommended   fornn  rlv.   n"    it 
providea    a    place    for    the    T' 
neater    (lacking   in   the  old 
by  side  with  the  crucible.     A 
of  the  old  tool  wagon,  the  mu   ..r 
contains    a    tool    box    for    all    n<-<  i-     .ir; 
tools,  space  for  mold  boxes  and  a  Ipw.  fi.r 
molding  material,  divided  into  two  part,*, 
the   upper   one   for   facing   material   and 
the  lower  one  for  backing  material.     A 
sand  screen  is  provided  in  the  lower  part 
of  the  lid  for  .screening  molding  material, 
when  a  mold  is  broken  up  to  prepare  it 
for  the  next  weld.     During  the  screening 
of  sand  this  lid  is  closed.    The  wagon  is 
42  in.  wide,  57  in.  high  to  the  top  of  the 
tool  box,  and  it-s  length,  exclusive  of  han- 
dle, is  7  ft.  5  in. 

The  Superheater  Co.  Ltd.  has  been  in- 
corporated in  Canada.  Its  main  office  is 
in  the  Transportation  Building,  Mont- 
real, and  its  manufacturing  plant  is  at 
Sherbrooke,  Que.  It  will  manufacture 
the  type  oJF  fire  tube  superheaters  now 
in  general  use  on  locomotives,  and  also 
tire  tube  superheaters  for  marine  instal- 
lation, of  which  there  are  now  over  2,000 
in  service.  In  the  case  of  water  tube 
boilers  for  marine  service,  the  company 
designs  and  manufactures  the  superheat- 
er to  suit  each  individual  case.  This,  in 
fact,  applies  in  all  cases,  and  in  particu- 
lar in  the  design  and  construction  of 
superheaters  for  stationary  installation, 
either  water  tube,  fire  tube,  or  separate- 
ly fired.  The  conditions  are  studied  in 
each  case,  with  a  view  to  supplying  the 
most  economical  and  effective  installa- 
tion. The  company  uses  a  form  of  re- 
turn bend,  which  is  n'ade,  by  a  forging 
process,  from  the  metal  of  the  super- 
heater pipes,  making  an  exceptionally 
strong  construction  which  is  proof 
against  high  temperatures.  This  form 
of  return  bend  has  also  been  considerably 
sought  after  for  use  in  pipe  coils  for  re- 
frigerating purposes,  condensers  and 
other  uses. 

Vapor  Car  Heating  Co.  of  Canada,  61 
Dalhousie  St..  Montreal,  has  issued  a  cat- 
alogue, 22,  showing  of  its  car  heating  and 
ventilating  appartus,  describing  and  il- 
lustrating the  vapor  system  of  car  heat- 
ing and  other  devices,  including  cab  heat- 
ing systems,  steam  and  hot  water  car 
heating  apparatus,  etc.,  are  manufactur- 
ed formrly  by  Chicago  Car  Heating  Co., 
Standard  Heat  &  Ventilation  Co.  and 
Safety  Car  Heating  &  Lighting  Co. 


CRANE  FLANGED  FITTINGS 


CRANE 

LIMITED 

MCAO  OFFICE  *    WORKS 

leeO  ST  PATRICK  ST 


MONTREAL 


Canadian  Railway  and  Marine  World 


October,  1920 


Snow  Fighting  Equipment. 


By  W.  H.  \\  intorrowd,  Chief  Mechanical  EnRineer,  Canadian  Pacific  Railway. 


The  first  part  of  this  paper  was  pub- 
lished in  Canadian  Railway  and  Marine 
World  for  September. 

Spreader  IMoughs. — Figs.  IT,  18  and 
19  show  what  is  commonly  known  as  a 
snow  spreader  or  dozer.  The  front  of 
the  car  is  V-shaped.  A  low  V-shaped 
plough,  with  drop  wings,  is  attached  to 
the  front.  When  these  wings  are  drop- 
ped into  working  position  they  form  a 
continuation  of  the  plough  mold  plates. 
The  simplest  form  of  spreader  consists 
of  a  flat  car  with  wings  attached  to  each 
side,  the  wings  being  operated  from  the 
floor  of  the  car  bv  means  of  levers.  The 


still  further.  This  type  of  plough  is  fre- 
quently used  for  cleaning  up  yards.  Some 
roads  utilize  their  ballast  spreaders  for 
this  purpose. 

.Machine  IMoughs.  —  On  roads  which 
have  to  fight  (leep  drifts,  snow  slides, 
or  other  conditions  beyond  the  capacity 
of  push  ploughs,  the  rotary  machine 
plough  is  used,  and  to  date  is  the  most 
effective  instrument  that  has  been  de- 
veloped for  the  purpose.  These  ploughs 
can  work  their  way  through  deep  cuts 
and  slides  where  it  would  be  impossible 
for  any  type  of  push  plough  to  lift  the 
snow  and,  in  addition,  can  throw  the  snow- 


revolved  without  throwing  any  snow. 

The  next  development  was  known  as 
the  Marshall  plough,  a  full  size  work- 
ing model  of  which  was  tried  either  on 
the  Chicago,  Milwaukee  &  St.  Paul  Rd. 
or  the  Chicago  &  North  Western  Rd.,  in 
the  northwestern  part  of  Iowa,  in  the 
latter  part  of  the  70's.  The  wheel,  which 
revolved  on  a  .■••haft  at  right  angles  to 
the  center  line  of  the  track,  was  a  large 
wooden  disc  on  which  were  fastened  a 
number  of  radiating  blades.  This  plough 
was  also  a  failure. 

Another  attempt  to  construct  a  suc- 
cessful   machine    plough    was    known   as 


Fix.   31.      Canadian    Tacific    Railway    Rotary   Sn 


illustrations  show  a  house  car  spreader. 
The  drop  wings  are  raised  and  lowered 
by  air  cylinders.  The  side  wings  are 
supported  by  jib  cranes,  hinged  to  the 
side  of  the  car,  and  are  held  in  working 
position  by  means  of  heavy  bar  braces. 
On  some  ploughs  these  braces  are  mov- 
ed into  working  position  by  means  of  air 
cylinders.  Some  types  of  spreaders  are 
equipped  with  drag  wings  hinged  to  the 
back  corners,  as  shown  in  fig.  17.  This 
type  of  spreader  is  used  by  some  roads 
to  widen  cuts  after  a  plain  push  plough 
has  passed.  When  widening  cuts  these 
wings  are  in  such  position  that  they  serve 
as  snowbank  cutters,  and  snow  is  car- 
ried in  toward  the  center  of  the  track, 
from  which  it  can  be  thrown  by  either  a 
wedge  plough  or  a  rotary.  When  equip- 
ped with  drag  wings  these  spreaders  arc 
often  called  cut  wideners.  The  large  side 
wings  when  extended  to  their  full  width 
have  a  total  spread  of  approximately  30 
ft.  The  snow  is  first  cut  by  the  V-shaped 
plough  and,  after  it  is  thrown  or  pushed 
to  one  side,  the  long  wings  push  it  out 


clear  of  the  track.  If  the  snow  is  much 
higher  than  the  top  of  the  casing  it  is 
only  necessary  to  loosen  it  and  throw  it 
down  in  front  of  the  plough  in  order  to 
have  it  picked  up  and  thrown  clear  of 
the  track. 

A  rotary  plough,  invented  in  1869  by 
J.  W.  Elliott,  consisted  of  a  wheel  hav- 
ing four  flat  arms  and  which  was  sup- 
ported on  a  horizontal  shaft,  rotating  in 
line  with  the  track.  The  wheel  was  en- 
closed in  a  casing,  the  front  of  which 
was  shaped  to  collect  the  snow  and  the 
rear  of  which  was   shaped  eylindrically. 

The  first  machine  plough  built  was 
known  as  the  Hawley  plough,  and  was 
exhibited  at  the  Philadelphia  Centennial 
Exhibition  in  1876.  The  plough  was 
equipped  with  a  large  vertical  conveyor 
screw  supported  in  a  rectangular  cas- 
ing, the  front  of  which  was  shaped  to 
collect  the  snow.  This  plough  was  test- 
ed on  what  was  then  the  Teeswater  Di- 
vision, Toronto,  Grey  &  Bruce  Ry.,  now 
a  part  of  the  C.P.R.  This  plough  was 
an  absolute  failure,  as  the  elevator  screw 


the  Blake  machine  snow  plough,  and  it 
embodied  a  rotary  principle.  It  was  tried 
on  the  Winona  &  St.  Peter  Division,  Chi- 
cago &  North  Western  Rd.,  in  the  early 
80's,  and  was  also  an  absolute  failure. 

A  later  attempt  to  develop  a  machine 
plough  resulted  in  what  was  known  as 
the  Kryger  steam  snow  shovel.  In  some 
ways  this  plough  looked  very  much  like 
a  modern  ditching  machine.  Buckets 
were  placed  on  an  endless  conveyor  and 
these  buckets  were  supposed  to  pick  up 
the  snow  and  convey  it  up  and  back  to  a 
point  where  it  could  be  automatically 
thrown  clear  of  the  track  by  a  revolving 
wheel.  This  machine  was  built  at  the 
Minneapolis,  St.  Paul  and  Sault  Ste. 
Marie  Ry.  Minneapolis  shop,  in  1889  or 
1890,  but  was   never  tried   in   the  snow. 

The  Cox  machine  snow  plough,  which 
was  never  built,  was  illustrated  in  sev- 
eral of  the  U.S.  railway  journals  in  the 
early  90's,  and  unsuccessful  efforts  were 
made  to  organize  a  company  to  build  it. 

Mr.  Elliott  was  the  original  inventor 
of  the   rotary   principle.     His   invention 


CANADIAN  IJAII.WAV  AND  MAIUNK  WORM) 


October.  1920. 


imiiruvMl  by  Oranir<'  Jull,  who  nii- 

I  i>  kiKff  I.I  .uttiiur  «li«cO.  flg.  20,  in 

'1.    In  l«83 

'  I  St  rotary 

it  ion.      The 

.'.:.•>  I    uu^    iiuiuiiU'U     on     a     hullnw 

•.    in    which    revolved    a    nolid    i>haft 

...rtinK    thi>    knife    wheel.      The    fan 

cuttini;  whiTJ!!   were  revolved   in   op- 


•now  rould  be  thrown  to  either  Ride  of 
the  track  and  that  a  flanircr  waa  neroii> 
nary  to  prevent  derailment  in  hard  iinow 
and  ice  and  to  leave  a  xatiitfactory  rni! 
after    paxxinK- 

To  overcome  thene  ohjeclion!"  the  L<m- 
lie  BrotherB  developed  a  wheel  with 
manually  revernible  knives  which  could 
be   chanire<l    in    ponition    to   enable   them 


■ 

^ 

li-r.    1..      Snn»    fiprcaJc 


Pi(.  I*.     Snow  Spmdrr. 


jM'.'iitc  direction.^  by  mean.s  of  a  Kcar  syii- 
tem.  Durintr  the  winter  of  1SK:{.84,  the 
C.P.R.  trnvc  this  model,  fur.  22.  a  trial  at 
Parkdalf.  Ont.  Thi.s  preliminjiry  trial,  in 
which  snow  and  ice  were  thrown  over 
.•iOO  ft..  demonslrate<l  the  pim  ticability 
of  removinK  snuw  with  a  revolvintt  wheel. 
It,  however,  also  indicatcil  that  the 
plouRh    .thould     be    construct' d    ?o   that 


to  cut  in  either  direction.  They  also  .i,. 
plied  a  movable  hood  to  the  cylindrical 
portion  of  the  casinjr  throuKh  which  snow 
could  be  thrown  to  either  side  of  the 
track.  In  addition  they  de.^iirned  an  ice 
cutler,  and  a  flanRer,  which  were  ap- 
plied to  the  front  truck  of  the  plouRli. 
The  ice  cutters,  one  for  each  rail,  were 
fastened  to  the  front  of  the  truck.     The 


part  of  the  cutter  which  dropp««!  down 
inside  of  and  about  2  In.  below  the  rail 
head  wan  shaped  like  a  planer  too.  The 
part  of  the  cutler  above  the  rail  wax 
xhaped  like  the  blade  in  a  w(»od  plane, 
and  in  service  position  came  within  'j 
in.  of  the  lop  of  the  rail  head.  Two 
flanjters.  shaped  veo'  much  like  the 
mould     boards     of     an     ordinary     farm 


Rour 


plough,  were  fastened  to  the  rear  of  the 
truck.  These  picked  up  the  ice  removed 
by  the  cutters  and  put  it  in  the  corner  of 
the  cut  made  by  the  rotary  ca-sins:.  The 
cutters  and  Hanpers  could  be  either  rais- 
<(l   <.r  If.v.crcd   .';:nnilt::ncously  by   air. 

.\  irl.'Mrli  1  M.-.Uiiniii.:  these  improve- 
r.  in;~  \....^  l.:i::t  ii.r  ihem  by  the  Cooke 
I.",  ijiiiutivc  Wijiks,  of  Paterson.  NJ. 
This  plough  was  put  in  ser^-ice  on  the 
<  hica^o  &  North  Western  Rv.  during,' 
the  winter  of  1885-86,  Ak.  23.  It  is  very 
iiitort.«tinfr  to  note  that  the  enpines  of 
this  plouprh  were  equipped  with  Wal- 
schat-rt  valve  Rear.  One  difficulty,  how- 
ever, was  experienced.  The  friction 
caused  by  the  snow  passing  between  the 
knife  wheel  and  the  fan  wheel  absorbed 
more    power   than    that   re^iuircd    to   cut 


Snow    IMouffh. 

and  throw  away  the  snow.  The  princi- 
ple of  opposite  revolvintr  wheels  was  then 
jibandoned  and  the  Leslie  Brothers  de- 
signed a  sinule  fan  wheel  with  adjust- 
able cuttiner  edpes.  These  cutting  knives 
were  attached  directly  to  the  wheel  and 
automatically   reversed   their  position  as 


October,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


527 


the  direction  of  rotation  was  changed. 
The  Cooke  Locomotive  Works  rebuilt  the 
plough,   embodying   these   improvements, 


had  been  able  to  proceed.  J.  S.  Leslie 
personally  operated  the  plough  during 
the  trial.    The  operation  of  the  "rotary" 


I'ii;.   21.      L>lif   Hros.'   Rotiirv  Snow    I'lomili.    Is 


Fisr.  24.     Improved  Leslie  Bros.*   Rotary  Snow   Ploneh,  as  rebuilt  by  Cooke  Locomotive  Works 


fig.  24,  and  during  the  winter  of  1886-87, 
it  was  put  into  service  on  the  Union 
Pacific  Rd.,  doing  particularly  good  work 
in  opening  up  one  70-mile  branch  which 
had  been  blocked  for  some  time  and 
through  which  no  ploughs  of  other  types 


was  so  successful  that  the  railway  com- 
pany not  only  purchased  it,  but  three 
others  in  addition. 

In  Canada,  in  1888,  the  C.P.R.,  through 
the  Poison  Iron  Works  Co.,  of  Toronto, 
built  eight  of  these  ploughs  in  its  Mont- 


real shops,  applying  a  fan  wheel  which 
had  been  still  further  improved  by  the 
Leslie  Brothers.  This  wheel  is  shown  in 
fig.  25.  Fig.  26  shows  a  plough  with  the 
perfected  Leslie  wheel.  The  ice  cutter 
and  flanger  can  be  seen  very  well  in  this 
illustration. 

In  1889,  Orange  .lull  devised  a  centri- 
fugal excavator  which  was  first  put  in 
service  on  the  Union  Pacific  Rd.  dur- 
ing the  winter  of  the  same  year.  Fig. 
27  shows  a  plough  of  this  type.  This 
excavator  was  intended  to  remove  snow 
by  means  of  a  cone  shaped  screw  con- 
veyor. The  screw  was  built  up  of  plate 
and  supported  on  a  shaft.  It  was  not 
(inly  set  diagonally  across  the  track,  but 
iiulined  so  that  the  nose  pointed  down 
toward  the  right  hand  rail.  The  shaft 
was  supported  by  two  bearings,  the  front 
one  being  located  in  the  bottom  right 
hand  corner  of  the  hood;  the  back  one 
in  the  left  hand  corner.  The  screw  was 
made  up  of  four  spiral  blades  of  'i  in. 
steel  plate.  The  action  of  the  excavator 
was  similar  to  that  of  an  auger,  the 
>now  being  carried  back  and  up  through 
,  n  opening  in  the  top  of  the  hood.  The 
trew  was  revolved  at  from   250  to  300 


revolutions  per  minute.  The  Jull  plough 
was  unsuccessful.  The  screw  conveyor 
filled  up  solid  with  snow  and  ice;  the 
spiral  cutter  was  easily  damaged  by 
rocks  and  ice;  the  screw  also  had  a  tend- 
ency to  raise  the  front  of  the  plough, 
resulting  in  derailment. 

During  1889,  another  snow  plough, 
called  the  Cyclone,  was  brought  out  and 
put  into  service  on  the  Central  Pacific 
Rd.,  now  a  part  of  the  Southern  Pacific 
System.  This  plough,  like  the  Jull  ex- 
cavator, had  a  revolving  auger,  with  a 
fan  wheel  placed  behind  it  to  remove 
the  snow.  The  fan  wheel  and  auger  were 
mounted  on  the  same  shaft,  and  driven 
liy  two  powerful  engines.  This  plough 
was  also*  unsuccessful. 

Although  there  has  been  considerable 
development,  the  general  arrangement  of 
the  modern  rotary  is  very  similar  to  that 
of  the  improved  Leslie  ploughs.  As  de- 
velopment progressed,  the  ploughs  be- 
came heavier  and  were  made  more  pow- 
erful. The  size  of  the  cutting  wheels 
has  increased  to  such  an  extent  that  on 
the  heaviest  and  most  modern  ploughs 
the  knives  will  cut  through  small  trees 
and  successfully  open  up  snow  slides 
containing  a  very  large  proportion  of 
dirt,  rock  and  gravel. 

The  first  rotary  ploughs  with  the  im- 
proved Leslie  wheel  were  equipped  with 


',28 


CANADIAN  RAILW  AY  AND  MARINE  WORLD 


October,   1920. 


.4  I  Tin.  (Iianiftvr  by  'H  in.  »trok«r  2  cyl- 
iiidrr  rnifinc.  Stmin  wan  aupplifd  by  • 
I.M-nmiitivr  type  boiler,  havinic  1,2.'>U  »q. 
ft.   of   hraliiiK   »urf«Cf   and   c«ro'"ilf    INO 


other  early  mlarieii,  were  equipped  with 
a  wheel  of  the  fan  type,  illuiitrated  in 
t^tC.  2/i.  The  back  of  thin  wheel  connint- 
til  of  «teel  plate,  to  which  the  fan  bladen. 


Hj 

P 

,  1 

n 

HE 

1 

^ 

livio! 

^^^^^^j5^^^^BiHlBBBfcB| 

^A|L 

j^gl^-W^^ 

^v^^hffl'  ju 

■ 

^^ 

wan  in  operation  the  rcvolvins  knives 
cut  the  mow  and  delivered  it  into  the 
Kpacc  between  the  partitions.  The  snow 
wan  then  CHrricd  around  the  raiiinK  un- 
til the  top  openinK  waf  reached,  through 
which  It  wan  thrown  in  a  Ktraiirht  line 
by  centrifuKal  force.  FiK.  2K  jihowB  how 
the.Hc  cuttinjf  knives  were  nupporled  and 
how  they  aimunied  a  cutting  position,  no 
matter  in  which  direction  the  wheel  re- 
volve<l.  In  liRht  and  dry  snow  these 
wheel.M  were  satisfactory,  but  in  heavy 
work  their  construction  proved  inade- 
<iuute.  In  wet  and  heavy  snow  the  par- 
titiiin  and  cutting  plate.i  buckled  ana  the 
supportinjr  rincs  became  distorted.  This 
<  iiuxed  the  knive.s  to  fail  and  the  wheel 
til  jam  in  the  casinK.  These  troubles 
were  overcome  by  heavier  construction. 
Thi.i  fan  type  wheel  is  still  in  service 
on  very  many  railways.  It  is  the  opinion 
(if  mo.st  users,  an  opinion  endorsed  by 
J.  S.  Leslie,  that  a  well  constructed, 
heavily  built,  fan  type  wheel  is  the  most 
efficient  snow  remover  that  has  yet  been 
devised.  On  these  ploughs  the  boiler,  the 
cnRines,  the  main  shaft  and  gears  were 
supported  on  an  underframe  the  sides  of 
which  wore  steel  channel?.     .\t  the  front 


Jull   Ontrifuial  Snow   ExclTitor. 


111.  pres.«ure.  The  cuttinj;  wheel  was  sup- 
ported by  an  K^  in.  diameter  shaft 
(feared  to  the  enirines.  The  shaft  was 
supported  in  a  main  bearing  :t4  in.  long. 
These   snow    ploughs,   as   well    n»    many 


ih.    buUl    by    AmcrlcMi    Lo«oraoUv 


or  partitions,  were  secured.  The  fronts 
of  the  partitions  were  supported  to  heavy 
inner  and  outer  rings.  The  reversible 
cutters  were  supported  by  trunnions 
riveted  to  these  rings.  When  the  plough 


Kotary   Sn 

these  side  members  were  tied  together 
by  a  very  large  casting  which  formed 
the  bed  for  the  main  wheel  shaft  and  the 
engine  shaft  bearings.  Back  of  this  cast- 
ing two  sills  extended  to  the  rear  end 
sill.  A  wooden  cab  protected  the  en- 
frincs  and  boiler.  The  plough,  without 
the  tender,  weighed  12.1,000  lb. 

The  Leslie  Brothers  also  developed  the 
scoop  type  of  wheel  shown  in  fig.  29. 
Mr.  J.  S.  Leslie  states  that  this  wheel 
was  developed  to  handle  the  soft,  fluffy, 
wet  snow  found  on  the  Pacific  slope  near 
the  citrus  belt.  Such  snow  had  a  tend- 
ency to  adhere  to  and  clog  the  partitions 
of  the  fan  type  wheel.  Reference  to  the 
figure  shows  that  the  wheel  is  composed 
of  10  cone  shaped  radialFy  placed  scoops, 
the  backs  of  which  are  fastened  to  a 
steel  plate.  The  surface  of  these  scoops 
is  smooth  to  prevent  snow  from  adher- 
ing. Kach  scoop  is  open  its  entire  length 
on  the  front  side.  .\  cutting  knife  is 
hinged  on  each  side  of  the  opening. 
These  knives  adjust  themselves  auto- 
niaticnlly  into  cutting  position.  The 
knives  on  the  adjacent  edges  of  each 
scoop  are  connected  by  links  so  that 
when  one  knife  is  cutting  snow  the  other 
knife  is  depressed  to  afford  the  neces- 
sary clearance. 

With  the  exception  of  special  ploughs, 
the  general  construction  of  the  modem 


October,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


529 


rotary  has  not  changed  greatly.  The 
cutting  wheels  have  been  increased  to 
11  ft.  in  diameter;  the  capacity  of  the 
boiler  and  power  of  the  engines  have 
been  increased;  the  original  cast  iron 
beveled  gear  drive  has  been  changed,  and 
two  bevel  pinions  of  steel  with  cut  teeth 
and    supported    on    independent    engine 


shafts  are  used.  The  cutting  knives  have 
been  made  heavier  and  of  cast  steel.  The 
strength  of  the  surrounding  casing  has 
been  increased  at  the  cutting  edges  and 
cut  wideners  have  been  added.  Fig.  30 
shows  a  plough  of  this  type  built  by  the 
American  Locomotive  Co.  Fig.  ;U  shows 
a    plough   built   for   the   C.P.R.    in    1911. 


This  figure  shows  hinged  cut  wideners 
in  working  position.  When  not  in  use 
these  cut  wideners  are  folded  back  fla 
against  the  sides  of  the  casing,  the  sup- 
porting rods  being  removed. 

This  article  will  be  continued  in  Cana- 
dian Railway  and  Marine  World's  next 
issue. 


Increases  Authorized  in  Railway  Freight  and  Passenger  Rates. 


Full  particulars  of  the  two  applica- 
tions made  to  the  Board  of  Railway  Com- 
missioners by  the  steam  railway  com- 
panies for  authority  to  advance  freight 
and  passenger  rates,  etc.,  were  given  in 
Canadian  Railway  and  Marine  World  for 
August,  pg.  4;?4,  and   September,  pg.   401. 

The  Chief  Commissioner's  Judgment. 

The  Chief  Commissioner,  Board  of 
Railway  Commissioners,  Hon.  F.  B.  Car- 
veil.  K.C.,  gave  the  following  judgment 
on  Sept.  6.  Re  application  of  the  Rail- 
way Association  of  Canada,  on  behalf  of 
the  railway  companies  members  thereof, 
and  of  all  other  railway  companies  with- 
in the  Board's  jurisdiction,  for  authority 
to  make  a  general  advance  of  30' 'r  in  the 
tolls  charged  for  the  carrying  of  freight 
by  the  said  companies.  This  is  an  appli- 
cation made  by  the  Railway  Association 
of  Canada  on  behalf  of  all  the  railways 
under  the  Board's  jurisdiction,  and  con- 
sisted, first  of  a  general  application  for 
a  30'/r  increase  in  all  railway  freight 
rates.  Before  the  hearing,  and  as  a  re- 
sult of  the  decision  of  what  is  known  as 
the  Chicago  Wage  Award,  by  which  sub- 
stantial increases  were  given  to  all  rail- 
way employes  in  the  United  States,  dat- 
ing back  to  May  1  last,  a  supplementary 
application  was  made  asking  for  a  fur- 
ther increase  of  10' <  in  all  freight  rates; 
20' f  in  passenger  fares;  50'/'r  in  sleep- 
ing and  parlor  car  rates;  40';y-  in  milk 
rates,  and  20'/   in  excess  baggage  rates. 

At  the  hearing  representatives  of  the 
different  railways  filed  statements,  show- 
ing, at  great  length,  their  respective  fin- 
ancial conditions  for  some  years  past;  all 
showing  an  increase  of  business,  with  a 
very  substantial  increase  in  operating 
ratio,  which  in  other  words,  means  the 
number  of  cents  which  a  railway  must 
expend  in  operating  its  road  in  order  to 
earn  one  dollar,  which  was  alleged  by 
counsel  for  the  Railway  Association,  as 
the  surest  test  of  the  financial  condition 
of  any  railway,  and,  unfortunately,  with 
the  exception  of  the  Canadian  Pacific  Ry., 
which  was  unsatisfactory,  practically  all 
the  other  roads  showed  that  it  was  cost- 
ing as  much,  or  more,  to  operate  them 
than  they  were  receiving;  and  the  term 
"operating  ratio"  does  not  take  into  ac- 
count anything  in  the  way  of  fixed 
charges  or  dividends.  The  C.P.R.  state- 
ment shows  the  following  for  the  past 
four  calendar  years: — 

Operatins: 
Year.  Net  earnings.  Operatinfc  ratio. 

1916    t50.47G.499  6.1.87 

1917    46,546.018  70.01 

1918    S4. 502.387  78.16 

1919    32.933.036  81.39 

while  for  the  six  months  ended  June  30, 
1920,  its  operating  ratio  had  jumped  to 
ST.SSTf ;  and  in  the  report  for  July  just 
filed  with  the  Board,  excluding  taxes  and 
including  increased  wages,  it  had  in- 
creased to  91.43','f. 

The  operating  ratio  of  the  Grand  Trunk 
Ry.  for  the  year  ended  Dec.  31,  1919,  was 
87.439"/.  and  for  the  6  months  ended  June 
30,  1920,  was  99.979'r.  For  the  Canadian 
Northern  Rys.  System,  not  including  the 
Intercolonial  or  National  Transcontinen- 
tal Rvs.,  the  operating  ratio  for  the  year 
ended'  Dec.  31,   1919,  was   112.08'7f,  and 


for  the  12  months  ended  May  31,  1920, 
was  117.61';.  According  to  estimates 
filed  with  the  Board,  the  result  for  19'20, 
if  increased  wages  were  granted,  as  here- 
inbefore referred  to,  and  no  increase  in 
the  traffic  rates,  the  operating  ratio  would 
be  134.23' r.  If  the  wage  increase  were 
granted  as  from  May  1,  1920,  and  the 
full  rate  increases  from  Sept.  1,  1920, 
the  operating  ratio  would  be  119.59'/<:, 
and  the  estimated  result  of  operations 
for  12  months  on  the  1920  basis,  with 
both  wage  and  rate  increases  granted, 
would  still  leave  an  operating  ratio  of 
105.01 9r. 

All  the  counsel  representing  the  op- 
posing interests  based  their  case  upon 
the  financial  statement  of  the  C.P.R.,  and 
practically  all  the  evidence,  outside  of 
the  financial  statements  above  referred 
to,  dealt  only  with  that  railway,  and 
therefore,  in  arriving  at  a  judgment,  I 
am  forced  to  refer  almost  exclusively  to 
the  condition  of  the  C.P.R.  in  order  to 
arrive  at  proper  conclusions.  Mr.  Moule, 
Assistant  Comptroller,  C.P.R.,  stated 
that  the  company's  reserves  could  be 
placed  at  $317,000,000,  but  of  this  amount 
$160,000,000  would  only  be  available  af- 
ter the  lands  were  .<;okl.  He  also  stated 
that  at  present  the  "liquid  assets"  con- 
sisted of  $53,000,000  in  cash  and  accounts 
collectable,  amounting  to  about  $16,000,- 
000,  making  a  total  of  $69,000,000,  of 
which  about  $.>7,000,000  was  represented 
by  Imperial  and  Dominion  Government 
securities.  As  against  this,  he  stated 
that  there  were  accounts  which  had  to 
be  paid,  amounting  to  $27,000,003,  and 
also  alleged  that  within  four  years  $52,- 
000,000  of  actual  cash  must  be  provided 
for  the  retirement  of  notes  maturing  in 
Mar.,  1924.  although  by  that  date  the 
cash  fund  should  be  augmented  to  a  con- 
siderable extent  by  the  receipts  from 
land  sales,  which  are  specially  allocated 
to  meet  these  obligations. 

Notwithstanding  these  facts,  it  was 
contended  by  G.  R.  Geary,  counsel  for  the 
City  of  Toronto,  and  D'Arcy  Scott,  for 
the  Saskatchewan  Government  and  the 
National  Dairy  Council,  that  no  matter 
what  the  loss  might  bo  in  operation,  any 
deficit  required  for  the  payment  of  divi- 
dends should  he  taken  from  the  reserves, 
so  long  as  the  same  lasted,  instead  of 
increasing  the  rates  as  applied  for. 

Mr.  McMaster,  counsel  for  the  Cana- 
dian Manufacturers'  Association,  as  I 
understand  him,  contended  that  the  rates 
should  be  so  adjusted  that  the  C.P.R. 
would  be  able  to  pay  its  dividends  with- 
out drawing  upon  its  reserves,  but  noth- 
ing further.  Mr.  Symington,  counsel  for 
the  Province  of  Manitoba,  was  not  quite 
so  general,  and  Mr.  Coyne,  representing 
the  amalgamated  boards  of  trade  of  the 
three  prairie  provinces,  would  draw  up- 
on the  reserves  to  some  extent  if  neces- 
sary for  the  payment  of  dividends.  I 
am  unable  to  agree  with  any  of  these 
contentions,  and  much  less  with  that  of 
Mr.  Geary,  because,  should  his  doctrine 
be  followed  to  its  logical  conclusion,  in  a 
very  short  time  the  cash  reserves  would 
be  "dissipated,  and  it  would  only  be  a 
question    of    time    when    this    company 


would  find  itself  in  the  position  of  the 
Grand  Trunk  an<l  Canadian  Northern 
systems.  If  the  C.P.R.  Co.  has,  for  many 
years  past,  kept  an  outstanding  position 
among  transportation  companies  of  the 
world,  it  is  because,  through  wise  busi- 
ness management,  it  has  been  able  to 
place  itself  in  such  a  financial  position 
that  the  financial  world  has  faith  in  the 
institution,  and  perhaps  none  of  us  real- 
ize the  value  which  this  financial  status 
has  been  to  Canada  in  the  outside  world 
during  recent  years,  the  most  outstand- 
ing case  being  the  loan  of  $40,000,000 
worth  of  debenture  stock  to  the  Imperial 
Government,  which  was  actually  hypo- 
thecated in  the  United  States  for  the 
purchase   of   munitions   during   the   war. 

But,  apart  altogether  from  this  phase 
of  the  question,  we  have  in  the  actual 
conditions  in  Canada,  that  about  which 
there  can  be  no  speculation  whatever. 
It  is  known,  from  its  financial  statement, 
that  the  C.P.R.  has  actually  put  into  the 
road  out  of  reserves,  proceeds  of  land 
sales,  etc.,  $130,000,000,  which  has  prob- 
ably been  expended  more  or  less  in  every 
province  in  Canada  through  which  the 
road  runs,  in  bettering  conditions  and 
fitting  it  to  that  extent  to  better  serve 
the  public  as  a  common  carrier;  and,  ac- 
cording to  the  evidence,  during  the  pres- 
ent fiscal  year,  it  has  already  expended 
more  than  $8,000,000  out  of  reserve  for 
the  construction  of  branch  lines  in  West- 
ern Canada.  Under  the  present  financial 
conditions,  all  the  counsel  above  referred 
to,  I  think,  would  admit  that  none  of 
these  branch  lines  would  be  possible  dur- 
ing the  present  year  if  the  C.P.R.  Co. 
did  not  have  the  reserve  from  which  to 
draw  for  this  purpose,  but,  even  suppos- 
ing it  was  able  to  sell  securities  to  the 
public,  it  would  mean  an  increase  of  its 
fixed  charges  or  dividends  which  would 
have  to  be  met  out  of  earnings,  and  every 
addition  to  capital  expenditure  would  be 
a  further  demand  for  increased  rates; 
and  therefore,  considering  the  question 
from  every  standpoint,  I  consider  it  a 
national  necessity  that  the  C.P.R.  at 
least  be  kept  in  a  healthy  financial  con- 
dition, with  the  hope  that,  as  a  result, 
the  other  great  railway  system  may  be 
benefited  in  a  corresponding  degree.  The 
financial  statement  of  the  C.P.R.  for  the 
year  ended  Dec.  31,  1919,  showed  a  sur- 
plus of  $844,249.  It  was  contended,  and 
was  not  denied,  that  should  it  pay  the 
increases  to  its  employes,  based  upon  the 
Chicago  award,  without  receiving  any 
increase  in  rates,  the  1920  balance  sheet 
would  show  a  deficit  of  many  millions  of 
dollars.  The  above  mentioned  award,  if 
adopted  by  the  C.P.R.,  would  require  an 
additional  wage  expenditure  before  Dec. 
31  next,  of  $14,822,300,  and  for  the  next 
full  year  nearly  $22,000,000,  and,  if 
adopted  by  the  other  roads,  would  mean 
the  same  proportion  of  increases. 

It  was  strongly  contended  by  many 
interests,  that  the  Board,  in  making  its 
decision,  should  take  into  consideration 
only  the  financial  requirements  of  the 
C.P.R.  Co.,  and  whatever  deficit  there 
should  be  in  the  operation  of  the  Cana- 
dian   National    Rys.    System     should    be 


630 


CANADIAN  HAILW  AV  AND  MAKINK  WORLD 


October.  1920. 


bomt   by   thp    country    out   of   ordinao' 

ti»\iitii'ii.      Ii\    ri'i>l\iiit-    t.i    thcT    iiinli  11- 


.■i.i>   a.-Ui.i 

Umt  thiy 

,'    L'oinir   to 

■  ■-.  for 

iMlry 

:    -    :.  Ai  :     ...i:  „•■-'>,  ns 

wliitli  wus  Miru   Id  rv- 

intion  of  th<'  Intcrcol- 

ai  Tran5contini-iitaI  Ry». 

i>y«tuiiis. 

Before  attemptinir    to    arrive    at    the 

amount  of  increases,  if  any.  to  be  prant- 
e<i,  I  take  it  the  Bonr<l  must  first  decide 
what  policy  it  will  adopt  with  respect  to 
these  opposinK  contentions.  ^Vhile  I 
realize  that,  to  a  venr"  larRc  extent,  the 
financial  requirements  of  the  C.P.R.  must 
Kovern  our  decision,  yet  I  would  be  very 
sorry  to  take  the  attitude  that  we  should 
not  in  any  manner  consider  the  require- 
ments of  the  Canadian  National  Rys. 
System.  It  would  be  entirely  useless, 
for  the  purpo.ses  of  this  decision,  to  at 
all  enter  into  the  history  of  this  preat 
system;  suffice  it  to  say  it  is  now  a 
reality,  which  the  people  of  Canada  own 
and  must  work  out  to  the  best  interests, 
not  only  of  the  railway,  but  the  country 
as  a  whole. 

Reference  was  made,  durinjr  the  course 
of  the  hcarinK,  to  a  statement  made  by 
the  Minister  of  Railways  in  Parliament 
in  March  last,  that  it  was  a  question  for 
the  House  to  decide  as  to  whether  the 
deficit  of  $.17,000,000  on  the  Canadian 
National  Rys.  should  be  met  by  rates  or 
taxes  upon  the  people.  Parliament  sat 
for  nearly  three  months  after  this  state- 
ment was  made,  and  prorojrued  on  the 
last  day  of  June,  without  havinR  taken 
any  action;  and  therefore  this  Board 
must  approach  it  from  the  standpoint  of 
the  law  as  it  now  stands,  which  imposes 
upon  this  Board  the  duty  of  "fixing,  de- 
termininK  and  enforcing  just  and  reason- 
able rates,"  not  only  for  the  C.P.R.,  but 
for  all  other  railways  under  its  jurisdic- 
tion. Therefore,  as  only  one  rate  ought 
to  ho   made   for  all   companies,   the  real 

'   "    ■     he  decided  is,  what  are  just 

•  Me  rates,  considering  all  the 
'  s  of  all  the  railways  of  C«n- 
.I'iu  .1-  Mi  y  exist  today.  What  might 
be  con.sidercd  a  just  and  reasonable  rate 
for  one  company  might  be  an  unjust  and 
unnascnable  rate  for  another,  and  there- 
fore, I  take  it  we  must  arrive  at  that 
medium  which  will,  on  the  whole,  be  just 
and  reasonable,  in  so  far  as  it  is  possible 
to  do  so.  and,  at  the  same  time,  be  just 
and  reasonable  to  the  community  who 
have  to  pay  the  tolls.  If  we  give  a  rate 
which  will  barely  allow  the  C.P.R.  to  pay 
its  fixed  charges  and  dividends,  or  a  les- 
ser rate,  then  it  is  absolutely  certain 
that  the  Canadian  National  Rys.  System, 
including  the  CIrand  Trunk,  drand  Trunk 
Pacific,  Intercolonial  and  National  Trans- 
continental Rys.,  and,  for  the  purposes 
uf  this  judgment  I  am  considering  them 
as  a  part  of  this  system,  will  face  an 
operating  deficit  of  at  least  $.'iO,000,000  a 
year,  assuming  that  the  wage  award  is 
aiioptod  and  including  the  Intercolonial 
and  National  Transcontinental  and  Cirand 
Trunk  Pacific  Rys.  The  National  systeni 
would  therefore  be  condemne<l  at  its 
birth  to  a  condition,  which  practically 
for  all  time  to  come,  or  at  least  for  many 
year.'*,  would  force  it  to  Parliament  an- 
nually for  money  with  which  to  pay  the 


operating  expenacR  of  the  road.     .Such  a 


I.',     Willi.  I   k-      lu 

'   which  will  place 

.in  National  I,.  unci: 

u  mU   r^iipporling  basis,  jil 
one  whiih  will  at  least  give  r 
the  hope  that,  by  wise  and  pi..  .  , 

ation,  this  happy  end  may  be  uUuitii'd. 
and  that  it  may,  within  a  reasonable  time 
reach  a  position  of  independence  with- 
out which,  I  fear,  nothing  but  disaster 
can  be  the  result. 

According  to  the  statement  furnished 
by  Mr.  Beatty,  President  of  the  C.P.R.. 
assuming  that  the  wage  award  is  adopt- 
ed, and  assuming  that  the  full  increases 
asked  for  are  granted,  its  deficit  would 
be  $62,1 "'.(  at  the  end  of  this  year,  and, 
in  order  that  there  may  be  no  mL-'un- 
derstanding,  I  quote  that  portion  of  the 
statement  as  follows: — "The  anticipated 
results  for  the  year  1920  have  been  esti- 
mated on  the  following  basis: — 

Thr   iirtual    KroM    rarninirii    for   the  flr>t 

nix    monthii    were   l92.0r.:.'.H6 

.\Rnuminir  for  Ihc  balance  of  the  year 
a  20''r  increane  in  freiuhl  traffic  anil 
10';-  in  pas«enifrr  IrafBc.  the  kfoah  for 
the  last  half  of  the  year  are  estimat- 
ed  at   112,600.000 

Eiitimated  on  aieepinff  car  and  com- 
mutation car  rates  now   in  efTect. SaO.OOO 

Eatimated    irro««    revenue    $20S.30".'.Sii 

Operatinir   ex- 
penses. January 

to   June,    in- 
clusive          $80,629,100 

AssuminK    the 

same  opera  tint; 

ratio  for  the 

last  half  of 

1920  as  for  the 

last  half  of  1919, 

without  added 

watre  or  material 

cosU   89,291,800 

■ $  1  «9.92 1 .200 

Add  advance  in 

cost  of  fuel  ...  $4.29.1.000 
Advance    in    cost 

of  material  and 

supplies    6.112.000 

Soles   tJix    -100.000 

Overtime   train 

rervice  at  one 

and  one-half  ..        T6.i.000 

ll.!i70.000 

Total   estimated  operatinir  expenses. .$181. 491. 200 
Estimated    net    for    1920    without    ad- 
vance  in    rates    2S.S16.3S6 

:^0'  f  increase  in  freight  ratrs  for  four 
months,  assuming  20^^  incrcHSL'  in 
frciKht   traffic   .   .  ;.-..;..,„, 

EstimnU'd  net  .   . 
Estimated   income  tn\  •  "'•-  -   ^ 

Net   after    income   Ux   $!l7,311.04i< 

Fixed   chan.'es.   dividends   and   pefision 

fund    _ S2.579.077 

Surplus „     $4,7S1.771 

Waite  award   if  Bpplifd  in   Canada — 
Trur  months — 

Mnv  to  August, 

inclusive     $7,1I3.7.:0 

Sept.  to  Dee.. 

inclusive     7.708.450 

$14,822,300 

Estimate  of  revrnue  from 
supplrmi'ntjil  application— 
Kreinht    10';  $.'..521,200 

I'asseniter    20'',         3.619.300 
Sleeping  anil 

parlor  car  50'^i        82S,5A.'> 
Milk    40'-,  32,410 

Excess  baimire  20%  26.8*6 

$10,0Z8,S&0 

t4.T9S.950 

Deficit    $62,179 

In  arriving  at  this  conclusion  we  must 
take  into  consideration  the  fact  that  his 
increases  are  based  upon  a  period  of  four 
months  from  .Sept.  1,  while  now  they  will 
Ih'  somewhat  less  than  that,  and  which 
to  that  extent  would  increase  the  deficit, 
and  also  that  eight  months  increased 
wages  will  be  paid  during  this  year.  This 
naturally  leads  to  what  would  be  the  re- 
sult assuming  that  the  full  increases  were 


granted,  when  applied  to  the  fincal  year 

of    1921,   n!i'l    It    iK'iM    I..-    aiiiiutti-.j    thnt 

this  i.<  to 

lation. 

interestii: 

.lune   .'10,  )i    tie   exliii  . 

surplus  I-  For  the  j 

of     this     'i.  ■  ever.     I     til 

fairer  way  woujii  U-  to  tak< 
..f  the  <  .i'.R.  fur  the  year   ' 
tempt  to  figure  out  what  thi   ; 
lie  liuring  the  next  fiscal  year,  a.-- 
Ihe    same   volume    of    business    jw 
,^ame  general  conditions  as  we  kin..'.    ; 
exist  during  the   present   fiscal   year.     I 
have    therefore    prepared    a    statement, 
based   upon   the  evidence  adduced,  show- 
in^,'  the  estimated  gross  revenue  for  the 
year   1920,  first  without  increased  rates, 
and  secondly  with  the  full  increases  ask- 
ed  for,  and  also  the  estimated  expendi- 
tures.    Included  in  the  latter  is  the  item 
of  $6,2.50,000   for  increased   labor  neces- 
fary    to   bring   the   maintenance   of   way 
up  to  the  average  pre-war  years.     I  have 
also  in  the  statement  shown  the  estimat- 
ed receipts  to  some  extent  divided.     In- 
stead of  the  miscellaneous   item,  I   have 
shown  the  amounts  receivable  in  the  dif- 
ferent   items    making    up    the    account. 
These  latter  items  have  been  furnished, 
at  my  request,  by  Mr.  Moule  and  are  not 
found   in   the   exhibit  filed,   in   the   same 
detail  as  contained  herein.    The  result  of 
this    calculation,    both    of    estimated    re- 
ceipts and  expenditures,  is  as  follows: — 

Estimated  Grwis  Rerenae  for  1*21.  Baaed  on   1*$« 
WIthont  Increased  Rales. 

Freisht.  Eastern   Lines   I  includinx  ZO'v 

increase  2nd   half   yearl    $6S.0O0.OOO 

Freight.  Western  Lines  I  including  20*^ 

increase  2nd   half   year)    74,0M.0«O 

Switching.   Eastern   Lines  270.000 

Switching.    Western    Line*    SSO.OOO 

Passenger  (deducting  coolie  business. 
but  including  lO'^',    increase  in  latter 

half    year)    45.000.000 

Sleeping  and  parlor  car  (including 
full  year  20*"^  increased  rates  in 
effect  and   10'~r   increase  in  bnaioeaa 

2nd    half   year)    .    .    £.000.000 

Milk    _ _- _ 250.000 

Excess    baggage    400.000 

Express    TO  tO.Oi'rt 

Mail    I      ■ 

Demurrage   ;-.  ..oi 

Hire  of   equipment   ---- - .:.l'  'i.'JOO 

Storage  of  freight  and  bajncace  ^^~ .  4 ',0.000 

Grain    elevators    .    l.OOO.OOO 

Parcel    rooms    .t 130.000 

Rent.<     and     miscellaneous     2.000.000 

8203.7.^0.000 

Estimated   Revenue  for    1921.   Based  on    1920.  with 
Increases  Applied   For. 

Estimated    gross    as    per    above    „...$203.7.'.0.000 

Add   40'>    to   freight    Isce  note)    S4.Sfl0.00a 

Adil     IM    ,     In    s«it.-hin,-  JI'i.'iOil 

Ad.l  ,,, 

A.M 

A.l.i 


idends 


■::.i:'.noo 


Sui-plus    $15.061. .^00 

Estimated  EzpensM  for  Iftl  on  Prsaent  Basis  of 
Costs. 

Actual    expenses   to  June    30.    1920 $80,629,000 

Estimate  of  expenses  July  to  Dec., 
assuming    same    operating     ratio    as 

last    year    89.292.000 

Estimate   of   new   wage  award    21.000.000 

Increase  in  cost  of  coal  for  locomo- 
tives.    4.200.000    tons    at    $2.10    8.800.000 

Incn^nse  in  roal  for  other  purp^wes. 
600.000  tons  I  inland  sleantuhip  lines. 
station  buiHinrs.  power  plants,  etc.  I        1.200.000 

Mucrllniieous    material    SO'r    S..«:..000 

Tie..     .-..000.000    at     15c 750.000 

Kails.    100.000    tons   at    $10.00    1.000.000 

Maintenance  of  way  labor  below  aver- 
age f.ir  4  years  prior  to  war:  134 
.la>-s    per   mile  of   mile   per  annum...       6.225.000 

$2I7.2SI.0«0 


October,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


531 


Tliis  shows  an  estimated  surplus  for 
the  next  fiscal  year  of  l?15,064,500,  which 
is  probably  more  than  the  company 
should  be  entitled  to,  and  which  is  prob- 
ably a  little  less  than  the  actual  surplus 
woulii  be  for  the  year's  operation,  as 
possibly  the  increase  of  the  maintenance 
of  way  labor  mijrht  not  be  realized.  As 
against  this,  however,  for  reasons  here- 
inafter stated,  the  ?ross  revenue  would 
not  be  as  preat  as  I  have  estimated. 

This  brings  nie  to  the  question,  what 
rate  of  increase,  if  any.  should  be  prant- 
ed?  Practically  the  whole  arfrumcnt  of 
Messrs.  Symington  and  Coyne,  outside 
of  the  general  statement  as  to  the  pay- 
ment of  the  dividends  herein  referred 
to,  was  based  on  the  allegation  that  the 
rates  in  western  Canada  were  greater 
than  those  in  eastern  Canada.  This  has 
been  a  burning  question  with  the  people 
of  the  west  at  every  rate  hearing  since 
the  organization  of  this  Board,  and  as 
the  matter  was  so  thoroughly  discussed 
in  the  Western  Rates  Case,  17  Can.  Rail- 
way Cases,  123,  and  decisions  arrived  at, 
I  feel  it  unnecessary  to  enter  into  any 
lengthy  analysis  of  figures  to  show  to 
what  extent,  if  any,  this  claim  is  justi- 
fied. The  eastern  rates  apply  to  the  por- 
tion of  Canada  cast  of  Port  .Arthur,  in- 
cluding Port  Arthur  eastbound,  and  the 
western  rates  to  the  territory  west  of 
Lake  Superior,  including  Port  Arthur 
westbound.  It  was  admitted  by  all  par- 
ties at  the  hearing  that  the  operating 
ratio  in  western  Canada  was  somewhat 
less  than  in  the  east;  that  the  tonnage 
per  train  was  greater  in  the  west  than 
in  the  east,  and  that  about  r>i'->''r  of  the 
total  traffic  of  the  C.P.R.  system  was  in 
eastern  Canada  and  4.5';  in  western  Can- 
ada. 

In  order  to  satisfy  myself  of  the  facts, 
I  have  investigated  the  tariffs,  both  east 
and  west,  applicable  to  the  more  import- 
ant traft^c  movements.  I  find  that  on 
building  brick,  sand,  gi'avcl  and  crushed 
stone,  also  on  green  vegetables  to  and 
from  distributing  points,  the  carload 
rates  are  lower  in  the  west  than  in  the 
east;  that  on  rough  or  partly  dressed 
building  stone  the  western  rates  are  the 
lower  for  the  shorter  hauls,  and  slightly 
the  higher  for  the  longer,  with  parity  in 
some  of  the  mileage  blocks;  and  that  on 
cheese,  eggs  and  fresh  meat  the  carload 
tariff  to  and  from  distributing  points  is 
lower  for  distances  to  l)etween  150  and 
200  miles  and  higher  for  the  longer  move- 
ments than  in  the  east. 

On  lumber,  while  the  shorter  haul  rates 
are  lower  than,  or  the  same  as,  those  .in 
the  east,  and  higher  for  the  longer  dis- 
tances under  the  mileage  tariff,  the  spe- 
cific point  to  point  tariff,  which  really 
governs  the  bulk  of  this  traffic,  is  con- 
siderably higher  in  the  \vest  than  for 
similar  distances  in  eastern  Canada.  In 
dealing  with  a  station  to  station  tariff, 
however,  a  mere  comparison  of  similar 
distances  is  not  always  conclusive,  since 
a  density  of  movement  on  the  one  side 
may  not  be  counterbalanced  on  the  other. 

As  to  livestock;  while  there  is  little 
difference  between  the  west  and  east 
rates  in  the  mileage  tariffs,  the  point  to 
point  western  tariflF  is  in  general  the 
higher,  taking  movements  to  Winnipeg 
and  Montreal  as  illustrative. 

As  regards  agricultural  implements 
shipped  in  carload  lots  from  distributing 
points;  up  to  100  miles  the  western  rates 
are  lower  than  the  eastern  for  some  dis- 
tances, and  are  the  same  for  others,  but 
above  100  miles  they  rule  higher — con- 
siderably so — for  the  long  hauls.  The 
carload  mixing  privilege  is,  however, 
more  liberal  in  the  west  than  in  the  east. 


When  we  come  to  general  merchandise, 
or  what  is  referred  to  as  class  freight,  I 
find  that  the  western  rates  are  consider- 
ably greater  thin  the  eastern,  whether 
they  be  those  of  the  standard  maximum 
mileage  tariffs  or  those  of  the  special 
tariffs  from  distributing  points. 

It  is  somewhat  difficult  to  form  a  com- 
parison of  the  grain  rates  between  the 
two  divisions,  because  practically  all  the 
grain  rates  in  the  west  are  based  upon 
Fort  William  or  Port  Arthur,  and  we 
have  no  such  distances  in  the  east  as  we 
have  in  the  west,  but,  generally  speaking, 
the  following  table  affords  an  indication, 
taking  Wintlsor.  Ont.,  as  the  starting 
point  producing  the  longest  eastern  hauls 
of  Ontario  grown  grain: — 

Mi  lea. 

Wimlsor   to   Montreal    556         S.^'^.c. 

Brandon   to   Fort   William  6B3         17'«'.c. 

Windsor    to    Lrnnoxville    657         82c.' 

Wapella.    Sask.,    to   Kort  William....     65.5         2lc. 
Windsor.    Ont..    to    St.    John,    N.B ...  1.033  3«'..c. 

Hatton.   Sask.,   to   l-ort   William   .  .  1.032         28c.' 

Allowing  for  the  undoubted  fact  that 
a  very  large  proportion  of  the  traffic  both 
east  and  west  is  on  the  commodity  basis, 
I  am  still  forced  to  the  conclusion  that 
the  rates  in  western  Canada  average  con- 
siderably greater  than  in  the  east,  pos- 
sibly around  l.S  or  18' V.  In  coming  to 
this  conclusion  I  am  stating  nothing  new, 
as  this  fact  has  always  been  recognized, 
and  particularly  by  Sir  Henry  Drayton, 
the  then  Chief  Commissioner,  in  the 
Eastern  Rates  Case,  in  re  Eastern  Tolls 
22  Can.  Ry.  Cases,  at  page  41,  where  the 
following  statement  appears:  — 

"Whilf.  as  has  b.-<n  s.t  out  at  Krcati-r  lonitth 
in  the  Western  Kates  Case,  ditTerences  of  condi- 
tion do  exist  between  eastern  and  western  Canada, 
and  while  western  freight  rates  have  already  ma- 
terially been  reduced,  the  treneral  schelule  there 
obtainini;  is  still  higher,  notwithstanding  the  fact 
that  certain  western  rates  that  may  be  instanced 
are  lower.  There  is  no  d.>ubt  but  what  the  act 
rctiuires  and  the  general  public  interest  of  the 
countrj',  as  a  whole,  demands,  that,  if  practicable, 
eastern  rates  should  be  advanced  so  that  the  dif- 
ferent schedules  may  more  nearly  approach  a 
parity." 

*This  principle  should  be  followed.  Giv- 
ing weight  to  the  conditions  set  out  in 
Re  Western  Tolls,  as  affecting  the  rela- 
tive levels  of  tolls  east  and  west  of  Fort 
William,  and  also  bearing  in  mind 
changes  in  conditions  which  have  taken 
place,  I  am  of  the  opinion  that  it  is  jus- 
tifiable to  allow  a  reasonably  less  per- 
centage of  increase  on  freight  tolls  west 
of  Fort  William  than  cast  thereof.  Con- 
sequently, I  have  concluded  that  an  in- 
crease in  rates  should  be  granted  along 
the  following  lines,  with  the  exception 
of  the  items  hereinafter  specially  refer- 
red to. 

Until  Dec.  31,  1920,  I  would  give  a 
general  increase  of  407n  in  eastern 
freight  rates,  and  35'/'r  in  western  freight 
rates,  with  20''r  both  east  and  west  in 
passenger  fares,  which,  however,  should 
not  exceed  4c.  a  mile,  SO'.'r  in  sleeping 
and  parlor  car  rates  and  20';  on  excess 
baggage. 

Commencing  Jan.  1,  1921,  and  until 
there  is  another  revision  of  rates,  I  would 
reduce  these  percentages  on  freight  to 
'■H'/r  in  eastern  territory  and  to  30';'r  in 
western  territory,  with  lO'y  reduction 
in  passenger  fares  up  to  .luly  1,  1921, 
when  passenger  rates  should  come  back 
to  the  basis  in  effect  prior  to  the  coming 
into  force  of  this  judgment;  but  continu- 
ing the  full  increases  in  parlor  and  sleep- 
ing car  rates  and  excess  baggage.  It 
will  of  course  be  understood  that  the  per- 
centages of  increases  in  the  rates  east 
and  west  of  Port  Arthur  herein  granted 
will,  in  the  case  of  through  rates  between 
the  east  and  the  west,  excepting  trans- 
continental commodity  rates,  apply  to 
the  east  and  west  factors  thereof  respec- 
tively. 


This  will,  in  my  opinion,  very  nearly 
give  the  C.P.R.  an  even  balance  sheet  at 
the  end  of  the  present  fiscal  year,  and 
for  the  year  1921,  according  to  my  esti- 
mate, should  give  it  a  reasonable  sur- 
plus; but  it  may  still  leave  Canadian 
National  Rys.  System  with  an  operating 
deficit. 

At  the  hearing  I  was  very  much  im- 
pressed with  the  argument  presented  by 
those  opposing  any  increase  on  crushed 
stone,  sand  and  gravel,  as,  from  the  evi- 
dence adduced,  and  which  was  not  con- 
tradicted by  the  railway  companies,  they 
must  be  making  a  fairly  substantial  pro- 
lit  in  the  transportation  of  these  com- 
modities; but  I  am  arriving  at  this  con- 
clusion, to  a  very  great  extent,  by  the 
public  necessities  of  Canada  at  the  pres- 
ent time.  Perhaps,  next  to  the  railways, 
nothing  is  more  urgently  required  than 
the  improvement  of  our  highways,  and 
any  increase  in  the  rates  on  the  mater- 
ials entering  into  their  construction  must 
of  necessity  defer  this  much  needed  im- 
provement; in  fact,  it  was  stated  by  Mr. 
McLean,  of  the  Ontario  Public  Works 
Department,  that  they  were  now  estab- 
lishing in  many  pax'ts  of  that  province 
crushing  plants  at  local  centers;  as  the 
rates  were  already  greater  than  the  traf- 
fic would  bear,  and  therefore  any  in- 
creased rate  would  not  only  deprive  the 
public  of  a  real  necessity,  but  would  prob- 
ably reduce  the  business  and  consequent- 
ly the  profits  of  the  railways,  therefore 
I  would  give  no  increases  in  the  rates 
on  these  three  commodities. 

Owing  to  the  unprecedented  cost  of 
coal  today  and  the  likelihood  of  the  same 
continuing  for  some  time  to  come,  I  am 
not  inclined  to  grant  the  above  general 
increases  in  this  commodity.  The  order 
in  council,  no.  1863,  gave  the  following 
increases: — 

In  rates       0  to     4ac.  a  ton:  Increase,  l.'ic. 

In  rat«8     50  to     Ollc.  a  ton  :  Increase,  20c. 

In  rates  100  to  199c.  a  ton;  Increase.  30c. 

In  rates  200  to  299c.  a  ton:  Increas;.  40c. 

In  ratfs  300  up   a   ton:  Increase,  50c. 

This  scale  was  that  prescribed  in  the 
McAdoo  order  for  the  United  States. 
There  is  no  lower  rate  now  from  Black 
Rock  to  Ontario  points  than  80c.,  and 
the  higher  rates  are  $1.80  to  Kingston, 
$2.40  to  North  Bay,  Parry  Sound  and 
Depot  Harbor,  and  $3.10  to  Sudbury. 
Based  on  the  current  rates,  I  would  allow 
the  followin.g  increases,  viz.:  — 

In  rates  0  to  80c.  a  ton:  Increase,  10c. 
Over  80  to  150c.  a  ton:  Increase,  1.5c. 
Over    150c.  a  ton :  Increase.  20c. 

In  the  west  the  minimum  line  haul 
rate  is  also  80c.,  but  the  hauls  being 
much  longer  than  in  eastern  Canada,  the 
great  bulk  of  the  territory  will  take  the 
maximum  increase  of  20c.  From  Leth- 
bridge,  for  example,  the  maximum  in- 
crease will  operate  to  destinations  Medi- 
cine Hat  and  cast. 

The  increase  in  the  rates  on  cordwood, 
slabs,  edgings,  and  mill  refuse,  all  for 
fse  exclusively  as  fuel,  should  be  limit- 
ed t..  10-^;. 

I  would  also  refuse  any  increase  in 
riilk  rates,  as  only  a  few  months  ago 
this  Board,  on  a  special  application,  re- 
fi'sed  any  increase  on  this  commodity. 

I  also  think  there  should  be  no  in- 
crease in  the  minimum  class  rate  scale 
as  established  by  order  in  council  no. 
1863,  and  now  in  force  by  a  recent  order 
of  this  BoanI,  as  well  as  the  minimum 
charge  per  shipment. 

As  substantial  increases  were  given  in 
commutation  fares  by  special  order  of 
this  Board  only  a  few  months  ago,  no 
additional  increase  should  be  given  them 
herein. 

So  far,  the  freight  rates  dealt  with  are 
those    charged    for    line    hauls.     Local 


582 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


October,  1920. 


RwitrhinK  ratoK  wrrr  mmtcriatly  inrrraR- 

rd  by  thp  rarripm  abnut  10  monthii  arn, 

and  Ihosi',  t<>K«-lh«'r  with  the  tolln  for  in- 

tornwitrhmtr.    It    m    not    tho    purpoM-    of 

"  ' -■   inl    to    inrrrniic.      Thi-    onnu- 

i:il    of    the    rharK(>!<    for    nuch 

'  i\tnl    »iT\'irv    BK     niillinc    in 

tiar.-u     ui\fr!iiiiri,    rpronniirninrnt.    stop- 

ovcr»,  domurrncf.  wt-ijrhinK  nnil  tholiki-. 

Sh.>iil<l  tho  nirruTii  ferl  that  th«'  cxiNtini; 

*      ■'      '         t  fully  rompcnsnto  thi-m  for 

n-ndrrrd.  nny   forninl   nppli- 

.    may   ninki-  will   In-   invpsti- 

v:;ii.  ii  :iiiii  iiinit  with  on  thpir  niprits. 

In  5iimp  indii^trips  thp  amount  of  in- 
crpjiHp  in  the  rntp.t  thpnisplvps  is  n  con- 
sidpmtion  spcondnry  to  thp  prps-prvntion 
of  thp  rntp  n-lntionships  from  thp  points 
of  production.  For  pxnmpip,  thp  main- 
tpnancp  of  thp  pxistinu  sprpads  bptwpen 
thp  ratps  from  thp  various  mills  in  Bri- 
tish Columbia  was  urjrpd  nt  thp  hparinK 
by  thp  lumbpr  intprpsts  of  thp  province. 
Whilp  thp  principip  of  pprcentaRP  in- 
crpaspR  must  npppssarily  disrupt  these 
relationships  to  somp  pxtpnt.  it  is  con- 
sidpred  important  that  in  the  workinfzrout 
of  thp  tariffs  such  rpcopnizpd  differen- 
tials as  have  bppn  rpfprrp<l  to  should  bp 
prpservrd  so  far  as  may  be  practicable, 
evpn  though  cprtain  rates  rnay  result 
which  are  lower,  or  hifrher  than  they 
would  otherwise  be. 

Transcontinental  commodity  rates  may 
be  advanced  correspondintrly  to  the  in- 
creases now  permitted  in  the  I'nited 
States,  preservinp  thp  relationship  be- 
tween the  territorial  (rroups  of  the  two 
countries  that   have  obtained  since  1918. 

As  under  a  percentaRe  division  of  joint 
through  rates  each  participating  carrier 
will  receive  its  appropriate  share  of  the 
increases  herein  authorized,  it  is  neces- 
sary that  those  railways  that  in  joint 
traffic  are  paid  an  arbitrary  division  in 
a  fixed  amount,  should  receive  a  per- 
centage of  increase  corresponding  to  the 
increase  m  the  throuph  rates. 

As  our  jurisdiction  for  prantinp  in- 
creases on  certain  lines  of  railway  in 
western  Canada  depends  entirely  upon 
the  amendment  to  sec.  32.5  of  the  Rail- 
way Act,  1J»19,  which  expires  on  July  6, 
1922,  the  rates  hereby  established  can- 
not continue  beyond  that  date,  unless 
Parliament,  in  its  wisdom,  sees  fit  to 
extend  the  provisions  of  that  section. 
Therefore  the  rates  herein  provided  for 
shall  not  extend  beyond  July  1,  1922. 

E.  M.  .Macdonald,  K.C.,  on  behalf  of 
the  .Maritime  section  of  the  Canadian 
Manufacturers  Association,  and  .Mr.  Finn 
on  behalf  of  the  Nova  Scotia  Govern- 
ment, urKed  that  in  any  advance  which 
micrht  be  made  the  proportional  arbi- 
traries  east  of  Montreal  in  existence 
prior  to  191.i,  should  be  maintained.  I 
fear,  however,  we  have  not  sufficient  in- 
formation at  present  to  justify  us  in  at- 
tempting' to  deal  with  this  question; 
thprefore,  in  arrivinif  at  my  decision,  I 
have  not  taken  this  into  consideration, 
but  always  reservinK  the  rijrht  of  the 
.Maritime  people  to  apply  to  the  Board, 
and  also  reservinu  the  rieht  to  render  a 
decision  on  the  su^ar  application,  now 
before  us,  reKarilless  of  what  the  ireneral 
decision   may   bp   hereunder. 

.M  the  hearinc,  11.  G.  Kellpy,  speaking: 

fur   the   Railway    Association   of  Canada, 

-lated   that   they   had  <lpci<led   to   pay   the 

railway    eniploy<-s    the    rates    uranted    to 

the   I'nited   States  employes   by   the   Chi- 

■  ii;'n  awanl,  v'rantinK   back   pay  to  May 

i''.'i,    and    on    i  ross    examination    he 

;.    admitted    that    if   they   were   not 

i    :'''l   he   firmly  believed  "there  would 

I'L-  u  u'enernl  strike  throuichuut  Conada." 

RealizinK   u.h    I    do   the   .«incerity   of   his 


Ktatemcnt,  and  the  terrible  reiulta  which 
would  necpKurily  U-fall  the  people  of 
this  country  ax  a  whole  under  such  a 
continKency,  I  have  tnken  his  sUtement 
into  consideration  in  adjustinir  the  rates 
herein.  It  must  not  be  forirottpn  that  a 
very  larifp  part  of  the  increase  hereby 
(rranled  will  be  nwessary  to  take  care 
of  this  increased  watte,  in  the  rase  of  the 
C.I'.R.  alone,  amountini;  to  nearly  $22,- 
OOO.OOO   per  year. 

I  rpali?.e  thpsp  rateit  will  be  a  substan- 
tial burden  upon  the  people  of  Canada, 
but  it  was  admitted  by  all  parties  at  the 
hearinir  thot  the  cost  of  everythinir  en- 
tering into  the  operation  and  mainten- 
ance of  railways  has  increased  more  than 
100';  durinir  the  past  four  years,  while 
the  railway  companies  have  been  prant- 
ed  increasps  in  what  are  known  as  thp 
IS'f  and  2't'"r  cases,  amountintr  on  an 
avcrajre  to  not  more  than  .'l.'i'"; .  It  is 
entirely  unreasonable  that  the  railway 
companies  should  be  expected  to  provide 
the  necessary  transportation  services  for 
this  country  unless  they  receive  rates 
somewhat  in  proportion  to  the  increased 
cost  of  their  operation,  and  while  the 
rates  herein  established  fall  below  the 
increased  cost  of  evervthinjc  else,  yet  I 
feel  they  will  be  sufficient  to  enable  the 
railways  to  carry  on  during:  the  term  to 
which  they  apply,  and  that  the  people,  in 
the  lipht  of  the  actual  facts,  will  cheer- 
fully contribute  their  quota  in  order  to 
keep  these  utilities  in  a  position  to  effi- 
ciently transport  the  business  of  the 
country. 

The  Canadian  Pacific.  Grand  Trunk 
and  Canadian  Northern  Ry.  Companies 
will  be  required  to  furnish  to  this  Board 
monthly  statements  of  their  operating 
revenues,  and,  should  this  Board,  at  any 
time  before  July  1,  1922,  be  of  the  opin- 
ion that  a  greater  or  less  amount  of 
money  is  beinir  paid  to  the  railway  com- 
panies than  is  actually  necessary  to  en- 
able them  to  maintain  a  reasonable  de-# 
tiree  of  operatine  efficiency,  this  Board 
reserves  to  itself  the  rieht,  at  any  time, 
on  notice,  to  readjust  the  rates  to  meet 
the  conditions  then  existing:. 

The  steam  railway  companies  subject 
to  this  Board's  jurisdiction  shall  there- 
fore be  entitled  to  publish  and  file  tariffs 
in  accordance  with  th;'  above  provisions 
effective  on  or  after  Monday,  Sept.  13, 
instant. 

In  working  out  the  rates  under  this 
judgment,  fractions  will  be  disposed  of 
as   set  out  in   order  in  council  no.  186,3. 

The  foregoing  judgment  was  concurred 
in  by  Assistant  Chief  Commissioner  S. 
J.  McLean;  Deputy  Chief  Commissioner 
Hon.  W.  B.  Nantel.  and  Commissioners 
A.  S.  Goodeve  and  J.  G.  Rutherford, 
C.M.G. 

The  itoiird  of  Railway  Commissioners' 
Orders. 
The  Board  passed  general  order  .108, 
Sept.  9.  as  follows: — Re  application  of 
the  Railway  .\ssociation  of  Canada,  on 
behalf  of  the  railway  companies  mem- 
bers thereof  and  of  all  other  railway 
companies  within  the  Board's  jurisdic- 
tion, for  authority  to  make  a  general 
advance  of  .'iOr'r  in  the  tolls  at  present 
charged  for  the  carriage  of  freight  by 
the  said  companies;  ami  the  further  ap- 
t)lication  for  nn  additional  increase  of 
10';  in  all  freight  rates,  and  an  increase 
of  20';  in  passenger  fares,  iiO'^in  sleep- 
ing and  parlor  car  rates,  40';  in  the 
rates  on  milk,  and  20';  in  the  rates  for 
excess  baggage.  I'pon  hearing  the  ap- 
plications at  Ottawa,  Aug.  10,  11,  12,  IH. 
19,  20  and  21,  in  the  presence  of  counsel 
for  and  representatives  of  Canadian  Pa- 
cific,  Grand   Trunk,   Canadian    Northern, 


Toronto,  Hamilton  it  BufTalo,  New  York 
Central,  KsHex  Terminal,  Wabaiih,  and 
Great  .Northern  Railways,  .Mnhigon  Cen- 
tral Railroail,  Canadian  Itailway  Associ- 
ation, Canadian  Freight  Assuriation,  Can- 
adian .Manufacturers'  Association,  the 
I.ivectm'k  Dealers'  AsKnciatir)n,  Canadian 
Wholesale  Grocers'  AssiM-iations,  Cana- 
dian l.umbormen's  .\.«s<>riation.  Retail 
.Merchant."'  Association  of  Canada,  Clay 
Workers'  Association,  Canadian  Kxport 
Paper  Company,  Dominion  fanners  Ltd., 
Carnation  .Milk  Pro<lucts,  Lt<l.,  Riordan 
I'aper  Co.,  National  Dairy  Council,  I'nit- 
ed Farmers  of  Ontario,  Canadian  Coun- 
cil of  Agriculture,  certain  commercial 
I'rganizations  of  the  Maritime  Pr^'. 
Retail  Coal  Dealers  of  Ontario,  Y... 
Canada  Livestock  Union,  Crunheil  .-■■  i. 
Industries  of  Ontario,  Western  Cunada 
Livestock  Union,  Canadian  Construction 
Co.,  boards  of  trade  of  Winnipeg,  Toron- 
to, Montreal,  and  St.  John,  City  of  To- 
ronto, Hamilton  Chamber  of  Commerce, 
London  Chamber  of  Commerce,  Border 
Cities  Chamber  of  Commerce,  provinces 
of  Manitoba,  Saskatchewan,  and  New 
Brunswick,  and  Ontario  Department  of 
Public  Highways,  the  evidence  offered 
and  what  was  alleged;  and  upon  reading 
the  written  submissions  filed,  judgment, 
dated  Sept.  6,  1920,  was  delivered  by  the 
Chief  Commissioner,  and  concurred  in 
by  the  other  members  of  the  Board  who 
heard  the  application,  a  certified  copy  of 
the  said  judgment  being  attached  hereto 
marked  A,  it  is  ordered  that  the  changes 
in  the  tariffs  of  the  companies  operat- 
ing steam  railways  subject  to  the  board's 
jurisdiction,  as  set  forth  in  the  judg- 
ment, which  is  hereby  made  part  of  this 
order,  be  and  they  are  hereby  authorized. 
The  Board  of  Railway  Commissioner^; 
passed  general  order  309,  Sept.  9,  as  fol- 
lows:— Re  application  of  Railway  -Asso- 
ciation of  Canada,  on  behalf  of  railway 
companies,  members  thereof  and  of  all 
other  railway  companies  within  the 
Beard's  jurisdiction,  for  authority  to 
make  a  general  advance  of  30'"r  in  the 
tolls  at  present  charged  for  carriage  of 
freight  by  the  said  companies;  and  the 
further  application  for  an  additional  in- 
crease of  IC;  in  all  freight  rates  and  an 
increase  of  20'V  in  passenger  fares,  50*^; 
in  sleeping  and  parlor  car  rates.  40'V  in 
the  rates  on  milk,  and  20';  in  the  rates 
for  excess  baggage.  Supplements  to  the 
standard  freight  and  passenger  tariffs  of 
the  undermentioned  railway  companies 
having  been  filed  on  the  basis  prescribed 
by  the  Board's  judgment,  dated  Sept.  6, 
and  general  order  308,  dated  Sept.  9,  it 
is  ordered  that  the  following  supplement.s 
to  standard  freight  tariffs  of  maximum 
mileage  tolls  be  approved;  the  rate  scales 
of  the  said  tariffs  to  be  published  in  at 
least  two  consecutive  weekly  issues  of 
The  Canada  Gazette,  preceded  by  the  fol- 
lowing notice:  "The  undermentioned  sup- 
plements to  standard  freight  tariffs  hav- 
ing been  filed  for  the  approval  of  the 
Board  of  Railway  Commissioners  for 
Canada,  and  being  found  by  the  Board 
to  be  in  accordance  with  its  judgment, 
•lated  Sept.  fi,  and  its  general  order  308. 
dated  Sept.  9.  and  having  been  approved 
by  its  general  order  309,  dated  Sept.  9, 
the  rate  scales  thereof  are  hereby  pub- 
lished:" 

Atlnmic.  Qupbrc  A  Wmtcm  Rjr.,  Supplrmrnl 
1    lo   C.R.C.    26. 

Cnnadinn  National  Ry«..  Supplrmrnt  1  lo  C.R. 
C     no.   Kit.'.. 

I'nnxliiin  Noiihprn  Ry  .  Suppl-mrnI  1  lo  C.R.C. 
111.     K.n02.      Supplrmrnt    I    to   C.R.C.    W.IIS2. 

raniidian  PaciBr  Ry..  Suppl.mpnl  I  to  C.R.C. 
no    K.sr.<S.     Supplrmrnl   I   to  C.R.r.   no,   W.2S92. 

Dfimtnion   Atlanlir   Ry..   Supplrmrnt   I   to  C  R.C. 


Ry 


EuppKmrnt    1    to 


F.-uimrIt    ft    Ni 
r  R  r.    402. 

<;irnit«rr>-    t    Stormont    Ry..    Supplrmrnt    1     to 


October,  1920. 


CANADIAN  RAU.WAV  AND  MARINE  WORLD 


533 


C.R.C.    98. 

Grand  Trunk  Ry.,  Supplement  1  to  C.B.C.  no. 
B.8967. 

Grand  Trunk  Pacific  Ry.,  Supplement  1  to  C. 
R.C.  298. 

Great  Northern  Ry.,  Supplement  1  to  C.R.C. 
1423.   1424.   1425.   1430. 

Edmonton.  DunveKan  &  British  Columbia  Ry., 
Supplement    1    to   C.R.C.    86. 

Kettle  Valley  Ry.,   Supplement  1   to  C.R.C.   174. 

Ouebec,  Montreal  &  Southern  Ry..  Supplement 
1   to  C.R.C.  661. 

Quebec  Central  Ry.,  Supplement  1  to  C.R.C. 
681. 

Micbiean  Central  Ry.,  Supplement  1  to  C.R.C. 
2812. 

New  York  Central  (Ottawa  Div.),  Supplement 
1  to  C.R.C.  1650. 

New  York  Central  (Adirondack  Div.),  Supple- 
ment   1    to   C.R.C.    1681. 

Quebec  Oriental  Ry..  Supplement  1  to  C.R.C. 
37. 

Napier\-illc  Junction  Ry.,  Supplement  1  to  C. 
R.C.    198. 

Temiscouata  Ry..  Supplement  1   to  C.R.C.  828. 

Toronto.  Hamilton  &  BufTalo  Ry..  Supplement 
1   to  C.R.C.    1227. 

Central  Canada  Ry..  Supplement  1  to  C.R.C.  33. 

It  is  further  ordered  that  the  followinR 
supplements  to  .standard  passenger 
tariffs  of  maximum  mileajre  tolls  be  ap- 
proved; the  said  .supplements  to  be  pub- 
lished in  at  least  two  consecutive  week- 
ly issues  of  The  Canada  Gazette,  each 
preceded  by  the  followinp:  notice:  "The 
undermentioned  supplement  to  standard 
tariffs  havinp  been  filed  for  the  approval 
of  the  Board  of  Railway  Commissioners 
for  Canada,  and  being  found  by  the  Board 
to  be  in  accordance  with  its  judgment, 
dated  Sept.  6,  and  its  general  order  308, 
dated  Sept.  9,  and  having  been  approved 
by  its  general  order  309,  dated  Sept.  9, 
is  hereby  published." 

Canadian  Northern  Ry.,  Supplement  1  to  C.R. 
C.  no.  E.1064.  Supplement  I  to  C.R.C.  io.  W. 
1492. 

Canadian  Pacific  Ry.,  Supplement  1  to  C.R.C. 
no.    E.8187. 

Grand  Trunk  Ry.,  Supplement  1  to  C.K.C.  no. 
E.2669. 

Grand  Trunk  Pacific  Ry..  Supplement  2  to  C. 
R.C.    660. 

Halifax  &  South  Western  Ry.,  Supplement  1  to 
C.R.C.    no.    P.77. 

MichiKan  Central  Rd.,  Supplement  1  to  C.R.C. 
2441. 

Napierville  Junction  Ry..  Supplement  1  to  C. 
R.C.  92. 

New  York  Central  Rd..  Supplement  2  to  C.R.C.- 
N.Y.C.    191. 

Toronto.    Hamilton    &    BufTalo    Ry.,    Supplement 

1  to  C.R.C.   1209. 

On  Sept.  15  the  Board  of  Railway  Com- 
missioners passed  general  order  310.  Its 
recital  was  worded  the  same  as  that  of 
order  309  above,  the  rest  of  the  order  be- 
ing as  follows: — Supplements  to  the 
standard  freight  and  passenger  tariffs 
of  the  undermentioned  railway  companies 
having  been  filed  on  the  basis  prescribed 
by  the  Board's  judgment,  dated  Sept.  6, 
and  general  order  308,  dated  Sept.  9,  it 
is  ordered  that  the  following  supplements 
to  standard  freight  and  passenger  mile- 
age tariffs  be  and  they  are  hereby  ap- 
proved; the  said  supplements,  together 
with  reference  to  this  order  to  be  pub- 
lished in  at  least  two  consecutive  weekly 
issues  of  the  Canada  Gazette: — 

Freight. 

Alfoma  Central  &  Hudson  Bay  Ry.,  Supplement 

2  to   C.R.C.   478. 

Algoma  Eastern  Ry.,  Supplement  1  to  C.R.C. 
223. 

Central  Vermont  Ry..  Supplement  1  to  C.R.C. 
1295. 

Fredericton  &  Grand  Lake  Coal  &.  Ry.,  Supple- 
ment  1    to   C.R.C.    81. 

New  Brunswick  Coal  &  Ry.,  Supplement  1  to 
C.R.C.    51. 

Pere  Marquette  Ry.,  Supplement  1  to  C.R.C. 
2215. 

Paasenircr. 

Ontral  Vermont  Ry.,  Supplement  1  to  C.R.C. 
C.    602. 

Dominion  .Atlantic  Ry.,  Supplement  1  to  C.R.C. 
404. 

Fredericton  &  Grand  Lake  Coal  ft  Ry.,  Supple- 
ment  1    to  C.R.C.   4. 

Great  Northern  Ry.,  Supplement  2  to  C.R.C. 
1161. 

GlenEarry  &  Stormont  Ry.,  Supplement  2  to 
C.R.C.  2. 

Midland  Ry.  of  Manitoba  (Northern  Pacific 
Ry.).   Supplement   1    to  C.R.C.   317. 


C.R.C. 
Pen 


Brunswick   Coal    ft    Ry..    Supple 

4. 

.ManiuetU-    Ry.,    Supplement    1 


to    C.R.C. 


Quebec   Central   Ry.,  Supplement  I   to  C.R.C.  174. 
Wabash   Ry..   Supplement   1    to  C.R.C.   996. 

On  Sept.  23  the  Board  of  Railway  Com- 
missioners passed  general  order  311.  Its 
recital  was  worded  the  same  as  that  of 
order  309  above,  the  rest  of  the  order  be- 
ing as  follows: — Whereas  standard 
freight  tariffs  or  supplements  thereto  of 
the  undermentioned  railway  companies 
have  been  filed  on  the  basis  prescribed 
by  the  Board's  judgment  of  Sept.  6,  1920, 
and  general  order  308,  dated  Sept.  9,  it 
is  ordered  that  the  following  tariffs  and 
supplements  be  approved;  the  said  tariff 
and  supplements,  with  a  reference  to  this 
order,  to  be  published  in  at  least  two 
consecutive  weekly  issues  of  The  Canada 
Gazette: — 

Essex    Terminal    Ry..    C.R.C.    544. 

Boston  ft  Maine  Rd..  Supplement  1  to  C.R.C. 
1908. 

Maine  Central  Rd.,  Supplement  1  to  C.R.C.  no. 
CI  566. 

The  Canadian  Freight  Association's 
Manager  gave  notice  in  the  Canada  Ga- 
zette of  Sept.  1 1  of  the  supplements  to 
standard  freight  tariffs  which  had  been 
approved  by  the  Board  of  Railways  Com- 
missioners, and  published  the  rate  scales 
thereof. 

In  accordance  with  the  Board  of  Rail- 
way Commissioners'  general  orders  309 
and  310,  the  various  railway  companies 
have  given  notice,  in  the  Canada  Gazette, 
of  the  supplements  to  their  standard 
freight  and  passenger  tariffs,  putting 
the  new  rates  in  force. 

Edmonton,  Dunvegan  AL  Hriti.sh  Columbia 
Ry.  and  Central  Canada  Ry.  Ifate.s. 

S.  .1.  McLean,  Assistant  Chief  Com- 
missioner, Board  of  Railway  Commis- 
sioners, gave  the  following  judgment, 
Sept.  8,  on  the  application  of  Edmonton, 
Dunvegan  &  British  Columbia  Ry.  and 
Central  Canada  Ry.  for  approval  of  stan- 
dard freight  and  passenger  tariffs  in- 
creasing their  rates: — Application  was 
launched  for  a  .50';'o  increase  in  freight 
rates  and  a  corresponding  increase  in 
passenger  rates.  The  rates  of  this  rail- 
way are,  for  the  reasons  set  out  in  "Re 
Edmonton,  Dunvegan  &  British  Colum- 
bia Ry.  Co.,  22  Can.  Ry.  Cas.,  1,"  permit- 
ted to  be  on  the  Mountain  scale.  The 
application  as  launched  asked,  as  has 
been  pointed  out,  for  a  bO':'r  increase  in 
standard  passenger  rates.  The  standard 
rate  of  the  Mountain  scale  being  4c., 
this  would  give  a  rate  of  6c.  a  mile.  In 
the  course  of  the  hearing,  counsel  for 
the  railway  companies  substituted  .5c.  as 
the  maximum  rate  per  mile  for  which 
they  were  asking. 

At  the  hearing,  representation  was 
made  by  counsel  for  the  railways  that  a 
general  application  based  on  increased 
costs  of  operation  was  in  course  of  pre- 
paration by  the  railways  subject  to  the 
Board's  jurisdiction.  Representation  was 
made  at  the  hearing  by  Mr.  Ford,  coun- 
sel for  the  Grand  Prairie  Board  of  Trade, 
that  the  matter  of  rate  increase  should 
stand  over  until  the  general  application 
for  rate  increase  was  dealt  with.  Sub- 
sequent to  the  hearing,  the  Board  receiv- 
ed a  telegram  from  the  Secretary  of  the 
United  Farmers  of  Alberta,  strongly  urg- 
ing that  the  application  should  not  be 
decided  before  the  general  application  of 
railway  rate  increases.  When  the  appli- 
cation for  general  rate  increases  was 
launched,  notification  of  the  hearing  was 
given  to  him. 

During  the  hearing,  representations 
were  made  as  to  the  condition  of  the  ser- 


vice afforded  on  the  applicant  railways. 
It  wa.s  strongly  urged  that  the  need  for 
retention  of  the  Mountain  scale  basis  no 
longer  existed.  In  addition  to  what  was 
set  out  at  the  htiiring,  representations 
are  on  file  from  various  organizations 
taking  this  position.  It  was  strongly 
urged  that  with  the  limited  population  at 
present  located  in  the  country  served  by 
the  railways  ccncerned,  any  increase  of 
rates  would  be  highly  detrimental.  The 
burden  of  increased  rates  is  one  which 
should  be  imposed  only  when  there  is  a 
thoroughly  established  justification  there- 
for. At  the  same  time,  in  the  present 
application,  as  well  as  in  the  application 
launched  by  the  railways  for  a  general 
increase  in  rates,  much  material  was  sub- 
mitted, reinforcing  what  is  a  matter  of 
common  knowledge,  viz.,  that  in  the  per- 
iod which  has  elapsed  since  1914  railway 
costs  of  operation  have  practically  dou- 
bled, while  rate  increases  have  been  very 
much  less.  The  weighty  responsibilities 
imposed  upon  the  Board  by  Parliament 
compel  the  conclusion  that  rate  inade- 
quately remunerative  are  not  only  detri- 
mental to  the  railway  concerned,  but,  in 
a  wilier  and  more  important  phase,  are 
detrimental  to  the  public  served  by  the 
railway,  because  if  the  rates  do  not  ade- 
quately remunerate  for  the  service,  the 
efficiency  will  tend  to  deteriorate,  and 
there  will  be  progressive  difficulty  in  ob- 
taining those  a(lequate  facilities  which 
are  essential  if  traffic  is  to  move. 

While  the  Board  was  considering  the 
evidence  submitted  in  the  present  appli- 
cation, the  application  of  the  railways 
subject  to  the  Board's  jurisdiction  for  a 
general  increase  in  rates  was  launched; 
and  the  Board  was  impressed  with  the 
idea  that  the  position  was  well  taken 
that  the  decision  in  the  present  applica- 
tion was  one  which  should  be  considered 
in  connection  with  the  decision  in  the 
general  rate  application. 

The  placing  of  the  Edmonton,  Dunve- 
gan &  British  Columbia  Ry.  on  the  Moun- 
tain scale  was,  as  indicated  in  the  judg- 
ment already  referred  to,  a  temporary 
measure.  Conditions  have  not,  however, 
so  changed  as  to  warrant  at  present  the 
applying  of  the  Prairie  scale  intead  of 
the  Mountain  scale.  As  already  pointed 
out,  the  present  application,  in  the  first 
instance,  asked  for  an  increase  of  .50% 
in  passenger  rates  over  the  Mountain 
scale  rate.  Subsequently,  this  was  re- 
duced to  an  increase  of  25%.  The  in- 
crease in  passenger  rates  as  allowed  in 
the  decision  of  the  Board  which  has  just 
issued  in  the  general  rate  investigation 
is  20%,  subject  to  a  maximum  rate  of 
4c.,  it  being  further  provided  that  one- 
half  the  increase  shall  disappear  at  the 
end  of  Dec,  1920,  and  the  other  half  on 
July  1,   1921. 

On  considering  the  various  factors  in- 
volved, I  am  of  the  opinion  that  the  ap- 
plicant railways  should  be  allowed  to  put 
in  force  the  same  rate  increases  as  are 
authorized  in  the  Board's  judgment  in 
the  matter  of  the  application  of  the  Rail- 
way Association  of  Canada,  on  behalf  of 
the  railway  companies  members  thereof, 
and  of  all  other  railway  companies  with- 
in the  jurisdiction  of  the  Board,  for  au- 
thority to  make  a  general  advance  of 
30%  in  the  tolls  at  present  charged  for 
the  carriage  of  freight  by  the  said  com- 
panies; and  that  the  rate  increases  au- 
thorized herein  may  become  effective  on 
the  same  date  as  authorized  in  the  judg- 
ment in  the  application  above  referred 
to. 

Commissioners  Goodeve  and  Ruther- 
ford concurred  in  this  judgment. 


5S4 


CANADIAN  UAll.WAV  AND  MAKINK  WORLD 


(Ktoher.  1920. 


rro>i«i<>n'<  (or    Appralx  (rum   Ihr    lUioril"* 
llrriiiionH. 

Thi'  lUilwny  Act.  I'.M'.t.  contJiin5  Ihi- 
fotluwinir    provKioim; - 

".M.  Th«'  Ho«ril  may  irvicw,  rosrinil. 
1  ImnKc  iilliT  or  viiry  «ny  onlrr  or  ilcci- 
sion  matlo  by  it,  or  may  rvhcar  any  ap- 
plication iH'forc  decidinir   it. 

"ti2.  ( 1 )  Thi-  Coventor  in  council  may 
at  any  time  in  hiii  discretion,  i-ithcr  upon 
pvtilion  of  any  party,  pt-rson  or  company 
mlervuleil.  or  of  bin  own  motion,  and 
without  any  petition  or  appliiution,  vary 
or  rescind  any  order,  division,  rule  or 
regulation  of  tbe  Hoanl.  whether  .such 
order  or  decision  is  made  inter  partes  or 
otherwise,  and  whether  such  reifulation 
is  Keneral  or  limited  in  its  scope  and  ap- 
plication; and  any  order  which  the  Gov- 
ernor in  council  may  make  with  respect 
thereto  shall  Ik-  binding  upon  the  Board 
and  upim  all   lutrties. 

"(2»  .An  appeal  shall  lie  from  the  Board 
to  the  Supreme  Court  of  Canada  upon  a 
question  of  jurisdiction,  upon  leave  there- 
for beinjr  obtained  from  a  judpe  of  the 
said  court  upon  application  made  within 
one  month  after  the  making  of  the  or- 
der, decision,  rule  or  rcKulation  sought 
to  be  apiH'aled  from,  or  within  such  fur- 
ther time  as  the  judge  under  special  cir- 
cumstances shall  allow,  an<l  upon  notice 
to  the  parties  and  the  Board,  and  upon 
hearing  such  of  them  as  appear  and  de- 
sire to  be  heard,  and  the  costs  of  such 
application  shall  be  in  the  <liscretion  of 
the  judge. 

"(3)  An  appeal  shall  also  lie  from  the 
Board  to  such  court  upon  any  question 
which  in  the  opinion  of  the  Board  is  a 
question  of  jurisdiction,  or  both,  upon 
leave  therefor  having  been  first  obtained 
from  the  Board  within  one  month  after 
the  making  of  the  order  or  decision 
sought  to  be  appealed  from,  or  within 
such  further  time  as  the  Board  under 
special  circumstances  shall  allow,  and  af- 
ter notice  to  the  opposite  party  stating 
the  grounds  of  appeal;  and  the  granting 
of  such  leave  shall  be  in  the  discretion 
of  the  Board. 

"(■1)  No  appeal,  after  leave  therefor 
has  been  obtained  under  subsection  2  or  :'. 
of  this  section,  shall  lie  unless  it  is  en- 
tered in  the  said  court  within  60  days 
from  the  making  of  the  order  granting 
leave  to  appeal. 

"(5)  Upon  such  leave  being  obtained 
the  party  so  appealing  shall  deposit  with 
the  Registrar  of  the  Supreme  Court  of 
Canada  $2.')0,  by  way  of  security  for 
costs,  ami  thereupon  the  Registrar  shall 
set  the  appeal  down  for  hearing  at  the 
nearest  convenient  time;  and  the  party 
appealing  shall,  within  10  days  after  the 
appeal  has  Iwen  so  set  down  give  to  the 
parties  affected  by  the  appeal  or  the  re- 
spective solicitors  by  whom  such  parties 
were  represented  before  the  Board,  and 
to  the  Secretary,  notice  in  writing  that 
the  case  has  been  so  set  down  to  be  heard 
in  apiH-al  as  aforesaid;  and  the  said  ap- 
peal shall  be  heard  by  such  court  as 
speedily  as   practicable. 

"(G)  On  the  hearing  of  any  appeal,  the 
court  may  draw  all  such  inferences  as 
arc  not  inconsistent  with  the  facts  ex- 
pressly foun<l  by  the  Board,  and  are  ne- 
cessary for  determining  the  question  of 
jurisdiction,  or  law,  ns  the  case  may  be, 
and  shall  certify  its  opinion  to  the  Board, 
an<\  the  Boaril  shall  make  an  order  in 
accordance  with  such  opinion. 

"(7)  The  Board  shall  be  entitled  to  be 
heard  by  counsel  or  otherwise  upon  the 
argument  of  any  such  appeal. 

"(8)  The  court  shall  have  power  to  fix 
the  costs  and  fees  to  be  taxed,  allowed 
and  paid  upon  such  ap|>cal,  and  to  make 


ndeii  of  practice  rcupcclinir  appeal*  un- 
der this  section;  and,  until  such  rules 
are  maile.  the  njles  and  practice  applic- 
able to  appeals  from  the  Kxche<|Uer  Court 
shall  be  applicable  to  appi-aU  under  this 
Act. 

"(»)  Neither  the  Board  nor  any  mem- 
ber of  the  Board  shall  in  any  case  be 
liable  to  any  costs  by  reason  or  in  re- 
siM-ct  of  any  ap|K-al  or  application  un<ler 
this   section. 

•'(10)  Save  as  provided  in  this  section: 
"(a  I    every    decision    or    order    of    the 
Board  shall  be  final;  and, 

"(b»    no   order,   decision   or   prweeding 
of  the   Board  shall   be  questioneil,  or  re- 
viewed, restrained  <ir  removed  by  prohi- 
bition, injunction,  certiorari,  or  any  other 
process   or   proceeding   in   any  court." 
The    Dominion    Government    .States   ith 
I'ositinn. 
The    following    official    statement    was 
given    out   at    Ottawa,   Sept.    11:— "Tele- 
grams have  l>een  received  from  different 
parts   of   the   country   protesting  against 
the   judgment  of  the    Board   of   Railway 
Commissioners    granting    a    general    in- 
crease   in   railway    rates,   and    requesting 
that  the  action  of  the  Board  should  first 
be    suspended    and    afterwards    set    aside 
by   the  Government.     Many  of  the  wires 
received  have  been  sent  under  misappre- 
hension as   to  the   position  of  the   Board 
of  Railway  Commissioners  and  its  action, 
to   the   Government.     The    wires,   indeed, 
would  indicate  that  a  belief  exists  which, 
if  not  prevalent,  has  at  least  obtained  in 
certain    parts    of    the    country,    that    the 
Boar<l  of  Railway  Commissioners  is  mere- 
ly a  department  of  the  Government  ser- 
vice.    This  is  not  the  case,  and  it  is  im- 
portant that  the  right  position  be  stated. 
"In   190:i   Parliament  decided   that  the 
control   of  railways   was   to   be   removed 
from    direct    departmental    and    political 
interference  and  provision  was  made  for 
a  Board  of  Railway  Commissioners.  The 
Board   was   subsequently  constituted  and 
has   since   discharged   the   sUtutory   and 
judicial    functions    assigned    to    it    in    a 
manner  undoubtedly,  on  the  whole,  in  the 
public    interest,    and    to    the    general    ac- 
ceptance of  the  people.     It  has  not  been 
interfered  with  by  this  or  any  other  gov- 
ernment.    Instead  of  being  a  mere  gov- 
ernmental  department,   the   Board   is,  by 
statute,  constituted  a  court,  and  has  the 
rights,  privileges  and  independence  of  a 
court.      The   act,    however,    provides    for 
an  appeal  to  the  Governor  in  council,  and 
reserves    the    right   of    the   Governor    in 
council   on   such  appeals   to  vary   or   re- 
scind any   onier,  rule  or  decision   of   the 
Board.     The  practice  that  has  grown  up 
under  this   rule  is  well   settled.     The  de- 
cisions   of    the    Board    cannot    lightly    be 
interfered    with.      As    a    matter   of    fact, 
since    the    Board    commenced    its    opera- 
tions no  judgment  of  the  Board  has  been 
set  aside  by  the  Governor  in  council.    In 
a  case  of  the  importance  of  the  present 
it  undoubtedly  becomes  the  duty  of  the 
Governor  in  council  to  go  carefully  into 
the  whole  of  this  issue,  to  hear  the  ar- 
guments  that   may   he   made,  and.  after 
becoming  seized  of  the  whole  matter,  to 
dispose  of  the  appeal,   having  regard   to 
the  underlying  principles  of  the  Railway 
Act,  the  rights  of  shippers,  the  rights  of 
the  carriers,  and  the  underlying  national 
interests. 

"The  question  of  a  stay  of  the  Board  s 
judgment  has  been  as  carefully  consid- 
ered as  the  very  short  time  at  the  Gov- 
ernment's dispo.sal  renders  possible.  The 
Board's  judgment  goes  into  effect  on 
Sept.  l.'{.  The  Government  has  had  be- 
fore it  the  complete  judgment  of  the 
Board,  embodying  references  to  the  evi- 


dence of  the  reafonit  for  juilgment.  This 
has  l»e<'n  carefully  studied.  As  against 
this  there  have  been,  and,  of  course,  could 
be  presented,  only  brief  contentions  by- 
way of  protest.  The  judgment  finds  that 
the  relief  granleil  is  necessary  and  i"hould 
l)e  applied,  and  this  afUrr  the  hearing  of 
evidence  and  arguments  on  both  sides.  A 
sus|H-nsi<.n  means  more  or  less  indefinite 
postponement,  and  if  the  judgment  is 
right,  would  render  impossible  the  reme- 
dying of  any  injustice  done.  The  judg- 
ment of  the  commissioners,  which,  it 
should  be  pointed  out,  is  unanimous,  be- 
ing concurre<l  in  by  all  the  commission- 
ers who  .sat  upon  the  case,  further  in- 
dicates that  the  objections  now  urge<l 
were  taken  into  account,  and  emphasized 
that  such  objections  went  to  the  mcaf- 
ure  of  relief  that  ought  to  be  granted 
rather  than  to  the  claim  that  no  increase 
should  be  made.  The  official  judgment 
of  the  Interstate  Commerce  Commission 
of  the  United  SUtes  has,  as  well,  been 
available  for  reference.  This  judgment, 
it  may  be  noted,  is  now  in  force.  A  per- 
usal of  this  judgment  disclo.ses  that  more 
general,  and,  in  many  cases,  heavier  in- 
creases have  been  granted  to  railways  in 
that  country.  For  example,  on  coal  the 
Interstate  Commerce  Commission  has  in- 
creased the  rate  35',V  in  western  terri- 
tory, and  40' r  in  eastern  territory.  In 
Canada  the  rates  on  coal  are  increased 
10c.  a  ton  on  all  existing  rates  not  ex- 
ceeding 80c.,  and  increased  1.5c.  a  ton  on 
all  existing  rates  over  80c.  a  ton  and  not 
exceeding  $1..50  a  ton;  and  20c.  a  ton  on 
all  existing  rates  over  JL.iO  a  ton. 

"It  will  be  noted  that  the  increase  in 
Canada  is  very  considerably  the  lower. 
Coal  constitutes  a  large  proportion  of 
the  total  traffic  of  Canadian  carriers.  The 
rates  on  sand,  gravel  and  crushed  stone 
in  the  U.S.  have  been  increased  -10' '<  for 
the  eastern  territory  and  35^'.  in  the 
western.  In  Canada  no  increase  what- 
ever is  allowed.  On  cordwood,  slabs  and 
mill  refuse  used  for  domestic  fuel,  the 
same  increase  has  been  granted  in  the 
U.S.,  while  in  Canada  the  increase  is  held 
down  to  10' V.  The  general  increases  al- 
lowed in  I'.S.  territory  are  reduced  in 
the  cost  of  milk  movement,  the  increase 
allowed  there  by  the  Interstate  Commerce 
Commission  being  20'  > .  In  Canada  no 
increase  whatever  is  allowed. 

"Over  and  above  this,  the  increases  in 
the  U.S.  are  not  limited  as  to  time  in  the 
manner  as  to  which  increases  in  Canada 
are.  The  general  increases  of  '.ITi'^'r  in 
western  territory  and  40'"r  in  eastern  ter- 
ritory allowed  by  the  Canadian  Board 
are  reduced,  under  the  judgment,  to  30':'r 
and  .'{."i'.  effective  Jan.  1  next,  and,  in 
addition,  the  railway  companies  are  bound 
to  submit  monthly  statements  so  that 
their  earnings  may  be  checked  and  re- 
ductions made  in  rates,  in  case  the  rates 
allowed  proved  unnecessarily  high. 

"It  should  also  be  noted  that  the  in- 
crease in  passenger  rates  is  also  limited. 
In  the  U.S.  territory  the  increase  is  20'"'r ; 
in  Canada  the  increase  is  20'^'r,  but  in 
C'anada  the  increase  is  to  be  reduced  to 
10' V  effective  .lanuary  1  next,  and  on 
•luly  1  next  the  increase  is  cancelled  al- 
together. No  limitations  are  made  in 
the  U.S.  order. 

"The  above  references  are  necessary' 
to  be  taken  into  account  when  the  Gov- 
ernment is  asked  to  Uke  responsibility 
for  the  confusion,  and  possibly  the  injus- 
tice, that  may  be  done  at  this  date  by 
interfering  with  the  Board's  order  to  sus- 
pend its  application.  The  whole  subject 
can,  however,  be  fully  gone  into  on  ap- 
peal. Every  facility  will  be  given  to  ar- 
gue   the    merits    of    all    contentions    ad- 


October.  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


535 


vanced  ami  to  review  the  entire  order. 
If  it  should  appear  to  be  a  case  where  the 
appeal  should  be  granted  and  the  decision 
I'eversed,  there  could,  if  deemed  proper, 
be  provision  for  rebates  of  rates  charged 
beyond  those  ultimately  fixed.  The  Gov- 
ernment, while  decided  that  it  could  not 
justify  now  a  suspension  of  the  order, 
will    facilitate    in    every    way    the    early 


hearing  of  the  appeal." 
Appeals  again.st  the  Board  of  Railway 
Commissioner.s'  Deci.slon. 
We  were  advised  by  the  Clerk  of  the 
Privy  Council  on  Sept.  2.'5  that  appeals 
to  the  Privy  Council,  against  the  Board 
of  Railway  Commissioners'  judgment  of 
Sept.  6,  authorizing  increases  in  railway 
freight    and    passenger    rates    had    been 


received  from  the  Manitoba  and  Sas- 
katchewan governments,  the  Prime  Minis- 
ter of  Manitoba,  the  cities  of  Toronto 
and  Winnipeg,  the  Halifax,  Winnipeg  and 
Edmonton  boards  of  trade  and  the  Cana- 
dian Wholesale  Grocers  Association,  and 
that  the  appeals  would  be  heard  in  the 
Privy  Council  Chamber,  Ottawa,  on  Sept. 
29. 


Car  Records  and  Their  Relation  to  Transportation  and  Car  Accounting. 


By  J.  D.  Altimas,  Assistant  General  Superintendent  Car  Service,  C.P.K.,  MontreaL 


In  the  early  days  of  railroading,  car 
records  were  not  much  in  vogue,  for  the 
reason  that  cars  usually  were  confined  to 
service  on  the  owner's  rails.  Shipments 
moving  from  one  road  to  another  were 
transferred  at  the  junction  point  to  cars 
of  the  receiving  road.  This  condition  ob- 
tained for  many  years,  but  with  the  ex- 
pansion of  industrial  activities  came 
through  rates  and  through  routes,  and 
these  aided,  by  that  all  irfiportant  factor, 
competition,  gradually  compelled  all 
roads  to  permit  their  equipment  to  be 
loaded  to  points  on  other  roads,  with  the 
understanding  that  the  car  and  the  con- 
tents would  move  through  to  destination 
without  breaking  bulk.  As  cars  com- 
menced to  move  from  one  road  to  an- 
other, always  subject  to  possible  delays 
and  diversions,  it  became  necessary  for 
car  owners  to  keep  a  close  tab  on  the 
movements  of  both  home  and  foreign 
equipment.  These  same  conditions  made 
it  necessary  for  the  roads  to  get  to- 
gether and  formulate  rules  and  regula- 
tions to  cover  the  interchange  of  equip- 
ment and  to  protect  the  accounting  of 
car  hire. 

Up  to  June  30,  1902,  the  remuneration 
for  the  use  of  freight  cars  was  on  a 
mileage  basis,  i.e.,  so  much  for  each  mile 
a  car  moved.  The  rates  varied  accord- 
ing to  special  conditions  and  territories, 
but  usually  the  rate  for  common  cars, 
i.e.,  box,  flat,  coal  and  stock,  was  six 
mills  a  mile,  while  the  rate  for  special 
class  cars,  i.e.,  refrigerator,  tank,  palace 
horse,  etc.,  was  %c.  a  mile.  These  rates 
were  paid  for  both  the  loaded  and  empty 
movement,  but  when  cars  did  not  move, 
they  did  not  earn  anything.  In  those 
days  we  did  not  have  any  demurrage  re- 
gulations, and  as  a  result  cars  were  de- 
layed most  unreasonably  at  unloading 
stations  and  in  many  cases  at  the  loading 
stations.  Many  of  the  railways  deliber- 
ately allowed  empty  cars  to  lie  around, 
waiting  prospective  loading,  to  avoid 
empty  mileage.  Such  delays  were  often 
to  the  great  detriment  of  the  car  own- 
ers, which  had  business  available  on 
their  own  roads,  which  they  were  unable 
to  accept  and  move  on  account  of  short- 
age of  equipment.  In  the  early  nineties, 
"when  the  writer  was  chasing  cars  through 
New  England  and  the  New  York  and 
Pennsylvania  territories,  it  was  not  un- 
usual to  find  cars  delayed  under  load  for 
periods  of  two,  three  or  even  four  months 
at  a  time,  and  the  shippers  or  consignees 
did  not  consider  this  practice  unreason- 
able, although  they  verj'  seldom  made 
much  effort  to  justify  it,  simply  stating 
that  it  was  one  of  the  risks  incident  to 
the  transportation  business.  It  certain- 
ly was  cheap  storage  for  the  shippers 
and  consignees,  although  a  most  expen- 
sive proposition  for  the  railways,  both  in 
the  matter  of  car  supply  and  terminal 
facilities.  These  condition,  which  per- 
mitted excessive  delays  to  car  equipment, 
were  mainly  responsible  for  the  stories, 
both  told  and  published,  of  "lost  cars." 
There  is  no  doubt  that  many  roads  had 


considerable  difficulty  in  locating  their 
equipment  in  those  days,  principally  due 
to  the  inadequate  records  kept  by  many 
of  the  roads,  but  since  the  advent  of  the 
per  diem  as  the  basis  of  remuneration 
for  the  use  of  freight  cars,  we  do  not 
hear  much  about  lost  cars.  Under  per 
diem  rules  the  road  receiving  a  ear  must 
account  for  it  to  the  car  owner,  at  the 
current  per  diem  rate,  from  the  date  of 
its  receipt  up  to  the  date  it  is  delivered 
to  the  owner,  or  to  another  road,  or  in 
the  case  of  a  destroyed  car,  up  to  the 
date  it  is  reported  as  a  "destroyed"  car 
to  the  owner,  in  accordance  with  per  diem 
rules. 

We  may  take  it  for  granted  that  in  re- 
cent years  the  majority  of  the  railways, 
especially  the  larger  roads,  have  been 
maintaining  fairly  good  records.  Gener- 
ally speaking,  car  records  are  maintain- 
ed at  all  stations  and  contain  everything 
there  is  to  know  in  connection  with  the 
handling  of  the  car  and  contents,  includ- 
ing the  charges  assessed,  or  collected, 
while  in  the  terminal.  Apart  from  the 
accounting  features  these  records  show 
the  following  information:  Initials  and 
number  of  car,  kind  of  car,  date  and  time 
of  arrival,  train  reference,  point  of  ship- 
ment and  kind  of  commodity  if  a  loaded 
car,  date  and  time  of  notification  to  con- 
signee of  arrival  of  his  shipment,  date 
and  time  of  placement,  date  and  time  of 
release,  date  and  time  car  is  forwarded, 
train  reference,  and,  if  car  is  loaded, 
kind  of  commodity  and  destination. 

At  stations  where  a  great  number  of 
cars  are  handled,  there  is  also  maintain- 
ed a  daily  on  hand  report,  usually  refer- 
red to  as  the  yard  check.  This  report 
shows  the  initials  and  number  of  the  car, 
kind  of  car,  on  what  track  located  and 
whether  loaded  or  empty,  and  if  held,  for 
what  purpose.  At  stations  where  cars 
are  interchanged  with  other  roads,  an 
interchange  report  is  maintained,  which 
shows  the  initials  and  number  of  the  car, 
kind  of  car,  name  of  road  to  which  car 
is  delivered,  date  and  time  of  interchange, 
name  of  billing  station,  name  of  destina- 
tion station  and  kind  of  contents.  An  in- 
dex record  for  ready  reference  is  also 
maintained  at  the  larger  stations. 

The  movements  of  all  cars  on  any  part 
of  the  road  and  on  foreign  roads  are  rec- 
orded in  the  books  of  the  car  account- 
ant, whose  office  is  usually  at  headquar- 
ters. The  basis  of  these  records  is  the 
agents'  interchange  report,  the  conduc- 
tor's freight  or  mixed  train  report,  and 
the  foreign  road's  junction  report. 

The  interchange  report  now  in  use  on 
all  roads  is  authorized  by  the  American 
Railroad  Association,  and  is  known  as 
the  reciprocal  form  of  report.  The  agent 
of  the  delivering  road  prepares  the  re- 
port in  quadruplicate,  showing  informa- 
tion for  all  cars  delivered,  and  passes  the 
completed  report  to  the  agent  of  the  re- 
ceiving road,  who  checks  the  informa- 
tion shown  thereon,  and,  if  he  finds  it 
correct,  signs  all  four  sheets,  certifying 
to  the  receipt  of  the  cars.    He  retains  one 


copy  of  the  report  for  his  station  record, 
sends  one  copy  to  his  car  accountant, 
and  returns  two  copies  to  the  agent  of 
the  delivering  road.  The  latter  keeps 
one  copy  for  his  station  record  and  for- 
wards one  copy  to  his  car  accountant. 

■The  conductor's  freight  or  mixed  train 
report  is  not  uniform  on  all  roads,  but 
the  information  usually  shown  includes: 
initials  and  number  of  car,  loaded  or 
empty,  kind  of  car,  date  of  movement, 
name  or  number  of  station  taken  at,  name 
or  number  of  station  left  at;  if  loaded, 
kind  of  contents,  name  or  number  of  bill- 
ing station,  name  or  number  of  destina- 
tion station.  Some  of  the  roads  also  in- 
clude information  covering  tonnage  rat- 
ing, tare  tons,  content  tons,  locomotive 
record,  etc.,  for  statistical  purposes. 

Under  American  Railroad  Association 
Rules,  where  a  railway  delivers  a  foreign 
car  to  a  connection,  not  the  owner  of  the 
car,  he  is  obligated  to  advise  the  car 
owner  the  name  of  the  road  the  car  was 
delivered  to,  and  the  date  of  the  move- 
ment, and  to  show  whether  the  car  was 
loaded  or  empty.  This  is  called  the  junc- 
tion report.  Roads  which  use  the  cut  up 
system  preserve  the  interchange  slips  for 
foreign  cars  delivered,  and  send  them  to 
the  car  owners  as  the  junction  report. 
This  saves  the  delivering  road  considei'- 
able  work,  and  gives  the  car  owner  a 
first  hand  record,  avoiding  all  errors  due 
to   transcribing. 

Practically  all  of  the  larger  roads  now 
use  the  cut  up  or  self  transcribing  sys- 
tem for  conductor's  train  report  and  the 
agent's  interchange  report.  Under  this 
system  the  conductor's  train  report  con- 
sists of  one  wide  form  giving  all  the  in- 
formation required,  including  an  extra 
column  for  the  date  of  the  movement, 
also  one  narrow  form,  which  is  a  dupli- 
cate of  the  wide  form,  in  so  far  as  it  re- 
fers to  the  initials  and  number  of  the 
car,  number  of  station  car  is  taken  at, 
and  left  at,  and  date  of  movement.  This 
narrow  form  has  punch  holes  about  2-16 
of  an  inch,  between  the  lines,  to  the  left 
of  the  initials  column  for  the  use  of  the 
sorting  clerks.  These  two  forms  are  made 
at  one  operation  by  the  use  of  carbon 
paper.  The  information  covering  initials 
and  number  of  cars,  numbers  of  stations 
ears  are  taken  at  and  left  at,  and  the 
date  of  the  movement  must  be  written 
in  for  every  car  handled.  Ditto  marks 
must  not  be  used.  This  is  necessary  on 
account  of  the  forms  being  cut  up  into 
slips.  Each  slip  must  show  complete  in- 
formation covering  the  car  referred  to. 
For  all  other  information  called  for  by 
the  form  ditto  marks  may  be  used 
wherever  considered  advisable. 

The  agent's  interchange  report  consists 
of  four  wide  forms  giving  all  the  infor- 
mation required,  including  an  extra  col- 
umn for  the  date;  also  two  narrow  forms 
which  are  duplicates  of  the  wide  forms, 
in  so  far  as  they  refer  to  the  initials  and 
number  of  the  cars,  name  of  road  deliv- 
ered by,  and  name  of  road  delivered  to, 
name  of  station  delivery  is  effected,  and 


536 


CANADIAN  RAlL\VA"i  AND  MARINE  WORLD 


October,   iy2«i. 


lUtc  of  Hclivrry.  Thi'  narrow  fornix  hnvc 
punch  hiilm,  »boul  a-lti  of  an  inch,  hc- 
twwn  Ihc  litir  lo  the  loft  of  thi«  initiAU 
I'olumn  for  uho  1<.v  the  Kortintr  ilt-rkn. 
Tho  nnrrow  forrim  nn-  of  difTorcnt  colorK, 
oni-  pink,  for  the  iiso  of  the  di'livrrini: 
rnail,  anil  onr  r«nnr>',  for  tho  uxo  of  tho 
nvoivinK  roa«l.  Tho  pink  imlicntoH  a  dc- 
livorod  roi-iinl,  tho  canary  a  rooois-od  riK'- 
ord.  Tho  original  anil  tlvo  ropioii  of  thin 
report  uro  niudo  in  ono  oporatiun  by  uso 
of  rarhon  pa|x-r.  The  infornintion  covor- 
inK  initials  and  numl«>r«  of  our.",  nanio 
of  road  dolivoroil  to.  nanio  of  station  at 
which  delivery  is  offocted.  and  the  dato 
•  if  delivery,  must  be  written  in  for  every 
car  delivered.  Ditto  markii  must  not  be 
used.  This  is  necessary  on  account  of 
the  forms  beinu  cut  up,  and  each  slip 
must  show  complete  information  cover- 
ing  the  car  referred  to.  For  tho  infor- 
mation called  for  by  tho  form  ditto  marks 
may  be  u.sed  wherever  considered  advis- 
able. These  forms,  when  completed  by 
the  aKonts  and  conductor.',  are  forward- 
ed promptly  to  the  car  accountant's  of- 
fice, whore  they  arc  entered  into  the  car 
record   books. 

The  handling  of  these  reports  in  the 
car  record  office  is  a  systematic  and  in- 
terestinj:  operation  which  I  will  endeavor 
to  describe  to  you.  As  soon  as  the  mail 
is  opened  the  reports  arc  passed  from 
the  mail  desk  to  the  examininp  clerks, 
who  see  that  all  the  information  called 
for  by  the  form  is  properly  entered,  af- 
ter which  the  narrow  forms  are  separ- 
ated from  the  wide  forms.  The  wide 
forms  of  the  conductor's  train  report  are 
immediately  turned  over  to  the  statis- 
tical department  for  its  use,  while  the 
wide  forms  of  the  interchange  reports 
are  filed  for  ready  reference.  The  nar- 
row forms  are  then  sorted,  the  ones 
havingly  only  one  car  beinj;  placed  in  one 
lot,  those  with  two  cars  in  another  lot, 
those  with  three  cars  in  another,  and  so 
on.  These  forms  are  then  made  up  into 
packages  of  from  200  to  ."JOO  per  pack- 
age, the  forms  showing  the  smallest  num- 
ber of  cars  beinK  on  top.  This  is  done 
to  enable  the  cutter  to  dispose  of  tho 
blank  slips  as  they  come  from  the  ma- 
chine, and  thus  eliminate  the  unneces- 
sary handling  of  blank  slips  by  the  sort- 
ing clerks.  Interchange  reports  are  given 
preferred  handling.  When  the  narrow 
forms  reach  the  cutter,  they  are  put 
through  the  machine,  and  as  the  slips 
leave  the  machine  the  cutter  immediate- 
ly separates  the  blank  slips  from  the  rec- 
ord slips,  and  throws  the  blanks  into  a 
receptacle  used  for  this  purpose,  thus 
eliminating  the  unnecessary  handling  of 
blanks  by  sorting  clerks.  "These  slips  are 
placed  in  small  boxes,  enclosed  on  three 
sides  only,  and  these  boxes  have  their 
tare  weight  (equivalent  number  of  rec- 
ord slip.")  stencilled  on  them,  so  as  to 
facilitate  the  weighing.  These  tare 
weights  are  checked  occasionally  to  see 
that  there  is  no  variation.  The  boxes 
with  the  record  slips  are  weighed,  the 
correct  weights  taken,  and  they  are  then 
passed  on  to  the  sorting  clerks.  The 
machine  used  for  this  purpose  is  of  the 
advance  lever  type,  and  when  the  report-s 
are  of  uniform  size,  with  spacing  and 
punch  holes  also  uniform,  there  is  prac- 
tically no  chance  for  mutilation  of  slips. 

The  paper  used  in  the  reports  is  of 
uniform  weight,  and  when  cut  up  the 
slips  average  about  17  to  1-1 G  of  an 
ounce,  or  272  an  ounce.  With  a  list  of 
scale  weights  from  1-16  of  an  ounce  to 
one  pound,  it  is  a  very  simple  matter  to 
ascertain  the  actual  number  of  record 
slips  handled  each  day  by  the  sorting 
clerks   and   the   record   clerks.     A   clerk 


woighx  the  xlips  •»  they  como  from  tho 
cutter,  and  criKlit*  tho  various  nort4'rn 
with  tho  actual  number  of  wlips  han<llo<l 
by  thoiii.  This  clerk  alfo  weighN  tho 
.HJipn  turned  in  ouch  night  by  tho  vnriouK 
record  dorks,  anil  credits  them  with  tho 
correct  number  of  record  slips  worked. 
.\n  ordinary  druggist  scale,  with  a  sin- 
gle beam  graduated  l-lfi  of  an  ounce  to 
five  ounces,  capacity  H  lb.,  gives  every 
sutisfaction. 

The  sorting  table  is  usually  a  hiich 
ilosk.  the  top  being  slightly  raised  tn- 
wnrd  the  buck,  with  two  rows  of  spin- 
dles 1  in.  apart,  the  second  row  being 
about  7  in.  behind  the  first.  The  spin- 
dles arc  usually  made  of  brass,  and  are 
about  i\  in.  high.  There  is  a  shoulder 
or  collar  on  the  spindle,  about  'Ti  in. 
from  the  bottom,  nnd  this  part  below  the 
shoulder  fits  into  holes  bored  in  the  top 
of  the  desk,  which  leaves  about  4  in.  of 
spindle  above  the  desk.  One  or  more 
spindles  are  allotted  for  each  record,  and 
sufficient  spindles  to  accommodate  all 
records  are  looked  after  by  one  sorting 
clerk. 

The  spindles  are  a  little  less  than  2-lfi 
of  an  inch  and  as  the  record  slips  have 
a  hole  2-16  of  an  inch  punched  to  the  left 
of  the  initials  column,  the  sorters  slip  them 
on  to  the  spindles  very  rapidly,  the  only 
thing  necessary  being  a  knowledge  of 
the  various  cars  allotted  to  each  spindle. 
Lists  are  prepared  which  show  this  in- 
formation, and  these  are  posted  in  suit- 
able places  on  the  sorting  desk.  Sorting 
clerks  are  educated  to  hold  the  slips  in 
the  right  hand  and  sort  with  the  left. 
When  the  slips  are  held  in  the  left  hand, 
the  lingers  cover  the  initials  of  the  cars 
and  the  handling  is  consequently  slower. 
Sorting  clerks  generally  handle  about  26 
to  'M  slips  per  minute.  Some  roads  do 
not  use  spindles.  Instead  they  sort  into 
boxes,  each  box  having  a  sufficient  num- 
ber of  small  compartments  about  5 '-4  by 
%  in.  to  take  care  of  the  number  of  rec- 
ords operated. 

The  original  sorting  is  done  to  suit 
individual  requirements.  Usually  the  first 
sorting  is  done  in  book  order  and  the 
second  in  page  order.  In  many  instances, 
owing  to  the  make-up  of  the  book,  a 
second  sorting  is  not  economical.  "The 
junction  records,  when  received  on  the 
standard  junction  report  form,  are  tran- 
scribed by  typewriter  to  the  cut  up  form, 
and  are  passed  through  the  machine  in 
the  same  manner  as  other  forms  and  are 
then  passed  on  to  the  sorters.  .Junction 
records  received  on  the  cut  up  forms  are 
at  once  turned  over  to  the  sorters  for 
handling.  At  regular  periods  during  the 
day  the  record  clerks  take  or  receive  the 
record  slips  from  the  sorting  desk,  and 
proceed  to  enter  tl^>m  in  their  books.  By 
this  method  a  record  clerk  does  not  have 
to  handle  any  records  except  those  which 
are  to  be  entered  in  his  book. 

The  record  books  are  usually  about  18 
in.  long  by  17  in.  wide.  The  home  car 
record  sheets  arc  ruled  about  as  follows: 
One  column  about  1  in.  wide  for  last 
account,  one  column  about  1  in.  wide  for 
car  number,  then  HI  columns  6-16  of  an 
inch  wide,  for  the  days  of  the  month, 
and  one  column  about  1  in.  wide  to  the 
extreme  right  for  mileage  or  per  diem 
purposes.  Each  page  holds  BO  cars,  and 
a  book  usually  includes  .'>,000  cars  in 
numerical  order.  The  home  car  record 
usually  is  made  up  to  take  care  of  two 
months  records,  in  order  to  avoid  the 
necessary  transferring  of  the  records 
from   one  book   to  another. 

The  foreign  car  record  sheets  are  rul- 
ed as  follows:  One  column  about  \  in. 
wide,  for  the   last  account,  one  colnmn 


about  \  in.  wide,  for  initialu,  on  column 
\in.  widi',  for  numb<-r,  one  column  '4 
in.  wide,  for  kind  of  car.  one  column  'h 
in.  wide,  for  p«'r  diem  day*  earned,  one 
column  '4  in.  wide,  for  checking  pur- 
posoK,  M  column*  'i  in.  wide  for  tho 
days  of  the  month,  and  three  or  four 
columns  6-16  of  an  inch  wide  for  mileage 
purposes.  Kach  page  holds  TiO  v&tt,  and 
each  book  contains  sjiaco  for  .''i.OOO  or 
6,000  carx,  of  which  l,.'iO0  to  1,800  are 
actually  in  »er\icc  at  any  one  time.  Thew 
hooks  are  made  up  to  show  cars  in  alpha- 
betical road  order  and  in  numerical  or- 
der and  are  indexed  for  ready  reference. 

The  loose  leaf  principle  for  car  records 
is  generally  used  by  the  larger  roads. 
They  cost  considerably  less,  and  can  be 
manipulated  to  suit  all  conditions;  espe- 
cially is  this  true  of  the  foreign  car  rec- 
ords, where  the  number  of  cars  handled 
fluctuates  from  month  lo  month. 

When  the  clerk  is  ready  to  enter  rec- 
ords, he  first  finds  the  space  allotted  to 
the  car,  and  then  enters  in  the  block 
which  represents  the  date  of  the  move- 
ment, the  number  of  the  station  at  which 
the  car  was  taken,  and  the  number  of 
the  station  at  which  car  was  left.  Usu- 
ally the  number  of  the  station  at  which 
car  is  taken  already  appears  in  the  block, 
and  it  is  only  necessary  to  enter  the 
number  of  the  station  at  which  the  car 
is  left,  and  a  check  mark  drawn  after  the 
number  of  the  station  at  which  the  car  is 
left  indicates  the  record  is  complete. 
Where  the  car  moves  empty,  the  pencil 
line  drawn  above  the  number  of  the  sta- 
tion at  which  car  is  left  indicates  the 
record  is  complete. 

In  the  case  of  interchange  records,  a 
receipt  from  a  connecting  road  is  enter- 
ed by  showing  the  symbol  representing 
the  road  in  the  upper  left  hand  corner  of 
the  block,  immediately  followed  by  the 
number  of  the  station.  To  indicate  a  de- 
livery to  a  connecting  road,  the  symbol 
of  the  road  is  entered  in  the  lower  right 
hand  comer  of  the  block,  preceded  by 
the  station  number.  In  practically  all 
cases  the  number  of  the  station  already 
appears  in  the  record  and  it  is  only  ne- 
cessao'  to  enter  the  symbol. 

A  good  medium  hard  pencil  is  used  for 
entering  records.  Some  roads  use  a  black 
pencil  to  indicate  a  loaded  movement, 
and  a  red  or  purple  pencil  to  indicate  an 
empty  movement.  Several  of  the  larger 
roads  use  a  black  pencil  exclusively,  and 
draw  a  line  above  the  number  of  the 
station  at  which  the  car  is  left,  to  indi- 
cate the  car  moved  empty.  Home  record 
clerks  average  about  300  entries  an  hour, 
whereas  foreign  record  clerks  average 
about  225  entries  an  hour. 

Roads  which  do  not  use  the  cut  up 
form  of  reports,  simply  take  the  inter- 
change reports,  the  conductors'  train  re- 
ports and  the  junction  reports,  from  the 
mail  desk,  place  them  in  packages  of 
suitable  size  for  handling  and  pass  them 
around  the  several  record  clerks,  who 
enter  the  movements  direct  from  the  re- 
ports to  the  books.  Under  this  method 
each  clerk  must  examine  every  car  shown 
in  tho  reports,  in  order  to  pick  out  the 
records  which  are  to  be  entered  in  his 
record.  This  takes  considerable  time  and 
labor.  Any  road  which  handles  more  than 
six  or  seven  records  will  find  it  advisable 
and  economical  to  use  the  cut  up  form  of 
reports. 

With  a  record  of  every  movement  made 
by  cars  on  his  own  rails,  with  the  inter- 
change record  of  cars  delivered  to  and 
received  from  connections,  and  with  the 
junction  record  of  his  cars  furnished  by 
foreign  roads,  a  car  owner  has  a  com- 
plete record  of  every  one  of  his  cars  dur- 


October,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


S37 


ing  each  month  of  each  year.  This  en- 
ables him  to  keep  a  close  check  on  the 
handling  of  his  cars  by  foreign  roads, 
and  to  check  the  earnings  of  his  cars 
under  any  and  all  circumstances.  He  is 
also  in  a  position  to  know  what  other 
owners'  cars  are  doing  on  his  rails. 

Car  records,  properly  maintained  and 
kept  up  to  date,  are  of  great  benefit,  and 
serve  many  purposes  of  the  transporta- 
tion department  in  addition  to  being  the 
basis  of  the  accounting  for  car  hire.  The 
current  records  are  used  constantly:  To 
furnish  records  to  the  public  in  connec- 
tion with  shipments  in  which  they  are 
interested.  To  furnish  records  to  the 
transportation  department,  to  assist  in 
tracing  freight  urgently  required  at  des- 
tination, or  which  may  have  been  unduly 
delayed  in  transit,  or  which  may  be  re- 
quired to  be  diverted  in  transit.  To  fur- 
nish location  of  special  class  equipment, 
such  as  refrigerator,  tank,  potato,  East- 
man heaters,  palace  horse,  special  grain 
cars,  etc.,  to  enable  the  car  service  de- 
partment to  keep  them  in  the  special  ser- 
vice to  which  they  are  allotted  or  to  move 
them  to  points  whei'e  they  are  required, 
also  to  see  that  such  cars  are  used  to  full 
advantage.  To  furnish  car  movements, 
loaded  and  empty,  to  the  transportation 
department,  to  assist  in  tracing  delays 
and  placing  responsibility,  and  to  the 
claims  department  to  assist  in  locating 
overs  and  shorts  and  disposing  of  claims. 
To  check  the  handling  of  cars  on  foreign 
roads  and  thus  overcome  unnecessary  de- 
lays and  diversions.  To  furnish  weekly 
or  monthly  statements  of  the  distribu- 
tion of  all  classes  of  equipment  by  dis- 
tricts or  divisions.  To  furnish  records 
of  carloads  transhipped  in  transit.  To 
furnish  mileage,  loaded  and  empty,  made 
by  special  class  cars  of  any  class.  To 
check  the  record  of  foreign  equipment  to 
see  they  are  not  unduly  delayed  or  used 
contrary  to  car  service  rules.  To  check 
repair  bills  as  to  location.  These  are  the 
principal  items,  but  numerous  enquiries 
of  all  kinds  develop  each  day  which  can 
only  be  answered  by  reference  to  the  car 
records. 

A  record  clerk  works  on  the  average 
about  six  hours  a  day  in  entering  rec- 
ords, and  about  two  hours  a  day  in  fur- 
nishing locations,  movements  and  other 
information. 

The  car  record  is  the  basis  of  the  car 
hire  accounting  system,  and  the  car  rec- 
ords of  foreign  equipment  handled  are 
usually  turned  over  to  the  accounting  de- 
partment about  the  tenth  day  following 
the  close  of  the  month.  The  first  duty 
of  the  clerks  on  accounts  is  to  ascertain 
what  records  are  incomplete,  i.e.,  what 
cars  are  short  an  interchange  receipt  or 
delivery  and  to  check  back  against  the 
interchange  reports  to  see  if  such  rec- 
ords were  skipped  by  the  record  clerks. 
The  second  operation  is  to  extend  the 
number  of  days  each  car  was  on  the 
rails,  and  where  there  is  an  incomplete 
record,  to  list  the  initials  and  number  of 
the  car  so  as  to  aid  the  correction  staff 
in  completing  the  records. 

Where  a  missing  delivery  is  involved, 
per  diem  is  usually  allowed  up  to  the 
date  car  is  last  reported  moving.  In  the 
case  of  a  missing  receipt  per  diem  is 
allowed  from  the  date  car  first  moved. 
When  the  record  has  been  completed,  the 
balance  of  the  per  diem,  if  any  due,  is 
allowed  in  a  subsequent  month's  report. 
After  the  per  diem  days  have  been  ex- 
tended, a  per  diem  report  is  prepared  for 
each  road,  showing  the  car  number  and 
the  number  of  days  earned,  and  same  is 
forwarded  to  the  car  owner,  within  40 
davs  from  the  last  day  of  the  month  in 


which  the  per  diem  was  earned.  On  re- 
ceipt of  the  per  diem  report  by  the  car 
owner,  he  enters  in  the  record  opposite 
each  car  the  number  of  days  per  diem 
allowed  by  each  road,  and  after  all  the 
per  diem  reports  have  been  entered,  if 
his  records  indicate  a  shortage,  he  has 
the  privilege  of  making  claim  against  the 
road  which,  according  to  his  records,  has 
short  paid  the  per  diem.  Such  claims  to 
be  valid  must  be  issued  and  handled  in 
accordance  with  the  rules. 

In  addition  to  preparing  reports  for 
per  diem  earned  currently,  reports  are 
also  prepared  to  cover  errors  and  omis- 
sions in  per  diem  reports  of  previous 
months,  to  cover  switching  reclaims,  to 
cover  rule  14  reclaims,  namely,  cars  held 
by  one  road  on  account  of  inability  of 
another  road  to  receive  and  to  cover  re- 
claims due  to  special  conditions. 

Under  per  diem  rules,  per  diem  must 
be  paid  by  a  road  using  a  car  to  the  car 
owner,  for  each  and  every  day  car  is  in 
ser\-ice  on  that  road,  but  where  a  road 
handles  a  car  in  terminal  switching  ser- 
vice for  another  road,  it  is  entitled  to  an 
arbitrary  reclaim  from  the  carrier  road 
of  an  agreed  number  of  days  not  to  ex- 
ceed five  for  each  car  handled  in  such 
service.  Per  diem  rule  1.")  also  provides 
that  where  a  road  holds  cars  on  account 
of  the  inability  of  another  road  to  re- 
ceive them,  the  holding  road  is  entitled 
to  reclaim  from  the  road  on  whose  ac- 
count the  cars  were  held,  the  full  amount 
of  per  diem  involved,  always  provided 
that  due  notice  is  given  in  accordance 
with  the  rules. 

The  per  diem  rules  agreement,  to  which 
practically  all  Canadian  and  United 
States  roads  subscribe,  is  promulgated 
by  the  American  Railroad  Association 
and  lays  down  rules  to  govern  every 
phase  of  per  diem  accounting.  These  rules 
in  their  original  form  were  adopted  and 
made  effective  on  July  1,  1902.  Since 
that  date  there  have  been  changes  from 
time  to  time  in  the  rate,  to  take  care  of 
the  increased  cost  of  owning  and  operat- 
ing a  car.  .A.t  present  the  rate  is  90c.  a 
day  and  many  roads  claim  this  rate  un- 
der present  conditions  is  not  sufficient 
compensation  to  take  care  of  the  capital 
and  maintenance  charges.  The  main  ob- 
jection to  the  rules  in  their  original  form 
was  that  no  penalty  was  provided  for 
the  nonpayment  of  per  diem  earned,  and 
as  a  result  the  car  owner  was  put  to  con- 
siderable expense  to  collect  what  rightly 
belonged  to  him.  On  July  1,  1913,  a 
penalty  of  5c.  a  car  a  day  was  made 
effective  when  i)er  diem  was  not  paid  to 
the  car  owner  within  six  months  from 
the  last  day  of  the  month  in  which  the 
per  diem  was  earned.  At  first  this  rule 
brought  about  considerable  improvement, 
but  it  did  not  accomplish  what  was  ex- 
pected of  it.  To  meet  this  situation, 
which  was  the  weak  spot  in  the  per  diem 
rules  agreement,  revised  rules,  with  se- 
vere penalties  for  non-payment  within  a 
reasonable  period,  were  made  effective 
on  Mar.  1,  1920.  The  next  few  months 
will  show  just  how  these  regulations 
will  work  out. 

The  per  diem  rules  have  done  more 
than  anything  else  to  force  the  railways 
to  keep  proper  car  records.  While  it  may 
be  true  that  the  cost  of  accounting  for 
car  hire  under  per  diem  rules  is  much 
greater  than  under  the  mileage  plan,  yet 
I  doubt  very  much  if  you  could  find  a 
dozen  railway  car  owners  who  would 
agree  to  return  to  the  old  method  of  set- 
tlement for  car  hire  on  a  mileage  basis. 
Under  the  per  diem  system  a  car  owner 
knows  exactly  what  his  cars  earn,  and 
methods  are  provided  to  permit  of  a  pro- 


per accounting,  whereas,  under  the  mile- 
age plan,  the  car  owner  had  no  means 
whatever  of  checking  the  earnings  of  his 
cars  on  foreign  roads,  and  had  virtually 
to  accept  whatever  was  allowed.  In  the 
old  mileage  days,  many  cases  of  delib- 
erate dishonesty  in  accounting  were  de- 
veloped, and  the  conditions  helped  a  great 
deal  in  the  agitation  which  was  carried 
on  in  favor  of  the  adoption  of  the  per 
diem  system. 

Car  records  to  be  of  value  must  be  pro- 
perly maintained  and  kept  up  to  date. 
This  can  only  be  accomplished  by  the 
hearty  co-operation  of  all  concerned 
in  the  preparation  and  handling  of  the 
reports  and  the  records.  In  the  car  ac- 
countant's office  surprise  checks  are  used 
to  a  great  extent,  and  with  good  results, 
to  ascertain  if  the  correct  and  complete 
information  is  being  recorded  in  the 
books.  With  this  system  the  clerks  soon 
realize  that  they  must  do  their  work 
properly  or  make  way  for  others  who 
will.  The  secret  of  the  whole  transac- 
tion is  system  and  supervision. 

The  foregoing  paper  was  read  before 
the  Canadian  Railway  Club,  in  Montreal, 
recently. 


Canadian  National  Railways 
Earnings. 


January  . 
February 
March  .  , 
April  .  . 
May  .  .  . 
June  .  . 
July   .  .   . 

AuKUSt    . 


..$  7.727, r>G2     $  G,787.5r 
6.516.068         «.2«6.S6> 


7.76t.S26 
8,207,478 
8,305,860 
7.776.588 
9.003,674 
9,582,989 


7,160.0S( 
6,936,636 
7,884,287 
6,433.036 
7.896.686 
8,415,864 


$61,421,186     $-17,779,621 


Canadian  Northern  Railway  System. 


January  .  .   ., 
February   .   . 

March    

April    

May  

July  .■  .■ ;;:::;;: 


1920 
$4,200,700 
3,862,300 
4,687.700 
4.732.623 
4,863,.'i00 
4.364,600 
6.168„100 


1919 
$4,026,00« 
3.368,800 
3.664,360 
3.878,149 
4.837,760 
3.131.000 
1.347.800 


?:!1.779,923        $26,638,349 


Canadian  Pacific  Railway  Earn- 
ings, Expenses,  Etc. 


ninKB,  workinnr  expenses,  net 
1C8  or  decreases,  from  Jan. 
ith    those   of    1919: 

In 


Mar. 
Apr. 
May 
June 
July 
Auk. 


Gross  Expenses 

914.569  $13.328.62S 
.■567.104  12,843.231 
IS.758,171 
18,587,670 
13.262,044 
13,849,757 
15,756,27.'; 
15,793,966 


715.937 
1.929.416 
;,459.986 
1.480.574 
',375,761 
,994,789 


Net 
.'•.S5.941 
713,873 
1.957.766 
2.341.846 
3,197.942 
2.630.817 
1.619.486 
2,200,813 


creases  or 
decreaaaa 

•967,571 
•267,242 
418.721 
263.222 
164,182 
•369,604 
•1,377,218 
'1.677.866 


$127,428,116  $112,179,631  $15,248,486  •$3,712,865 

Incr.     20.701,832       24.414,697    

Deer $3,712,865     

•Decreases. 

The  expenses  for  Auirust  include  provision  for 
c'Htimated    increase    under    new    waire   award. 

Approximate  earninKs  for  2  weeks  ended  Sept. 
14.  $8,249,000.  aicainst  $7,362,000  for  same  period 
1919. 


Grand  Trunk  Railway  Earnings, 
Expenses,  Etc. 

Gross  earnings,  working  expenses,  net  eamlnffs, 
and  increases  or  decreases,  from  Jan.  1.  1920, 
compared  with   those  of  1919: 

Gross         Expensen  Net         Decrease 

Jan.  6.0.54.034  $    6,867.445  $  ^813.441   $      97.406 

Feb.  4.660.831        6.159.742      •498.911        188.987 

Mar.         6,766.372        5.491.293        266.079        676,216 
Apr.  5,477.816       5.187,340        290,476        466,692 

May  5,878,934        5.647,513        831.421        337.200 

June         6.645.433         6.146,600         490.833         195.649 
July  7,592.900         6,568.053      1.023.947         111.446 

$41,065,420  $.39,967,986  $1,097,484   

Incr.        $5,462,833     $7,043,040  

Deer $1,580,207  

•Deficit. 


r>:^8 


October,   1020. 


The  Canadian  Express  Company's  History. 


Ii>   John   I'ullen,  I'rvHidrnt,  ('anaduin  Eiprciut  Co. 


hUrly  ill  1H4J.  Mensr*.  Pullin  &  Copp 
iiUrUil  a  sUKr  fxprv.i.i  liusinrx.*  hi-lwi-cn 
•New  YorU.  Albany.  Troy  and  Saratoita 
Sprinjtu.  A  Iittli-  lat<r  thi-y  r<mnectc<l 
at  Albany  ami  Tn.y  with  Virjcil  4  How- 
ard's Kxprt"S5,  which  o|KTaled  to  Whit*-- 
halt  by  utajti'.  thincc  by  boat  to  BurlinK- 
ton  and  I'lattiburK  on  Ijikc  ChaninlBin; 
St.  John.t,  Quf..  on  tho  Kiihilitu  Kivcr, 
HtaiTP  to  i^prairiv,  Que,  and  across  thi- 
St.  Lawrt-ncc  to  Montreal.  Tho  cro.ss- 
inK  of  the  St.  Lawrence,  between  I.a- 
praine  and  Montreal,  wa.s  effected  by 
acown.  propelled  with  oars.  In  the  win- 
ter the.ie  pcows  were  pulled  over  the  ice. 
Late  in  the  .season,  wtien  onen  stretches 
of  water  were  encountereti,  oars  were 
use<i,  and  when  the  navittation  of  the 
open  stream  wa.s  completed  the  scow 
wa.H  drawn  up  ami  aicain  pulled  over  the 
ice.  These  lines  were  consolidated  about 
1844  under  the  name  of  Pullin,  Viiftil  & 
Co.'s  Expre.ss,  operatinK  from  New  York 
to  Albany,  through  northeastern  New 
Yorlv,  Vermont,  and  to  the  principal  cities 
of  eastern  Canada. 

In  1844,  Cheney,  Rice  &  Co.  operated 
a  stape  express  business  from  Boston  to 
Montreal.  Later,  they  extended  their 
operations  from  Montreal  to  Toronto  by 
stage,  on  runners  during  the  winter,  and 
steamboat  during  the  navigation  season. 
The  United  States  and  Canada  Express 
Co.,  which  was  a  consolidation  of  Cheney, 
Fiake  &  Co.,  having  facilities  on  the  Bos- 
ton &  Fitchburg  and  the  Worcester  & 
Nashua  Roa<ls,  as  early  as  1848;  Penni- 
man  &  Co.,  operating  between  Boston 
and  Lowell;  and  other  .»mall  lines,  was  a 
very  important  company,  under  the  man- 
agement of  Benjamin  P.  Cheney,  of  Bos- 
ton, and  Frank  Richardson,  Superintend- 
ent, at  St.  .lohnsbury,  Vt.  This  line  cov- 
ered a  portion  of  eastern  Massachusetts 
and  extended  up  through  New  Hamp- 
shire and   Vennont   into  Canada. 

In  18,')4,  Johnson  &  Co.  started  an  ex- 
press from  .\lbany  to  Rutland  and  Sara- 
toga, N.Y.,  with  the  idea  of  extending  it 
to  Canada,  which  was  later  consolidated 
with  Pullin,  Virgil  &  Co.  under  the  name 
of  the  National  Express  Co.  This  com- 
pany had  express  contracts  on  the  fol- 
lowing railways;  Hudson  River;  Troy  & 
Boston;  Saratoga  &  Whitehall;  Rutland 
&  Washington;  Western  Vermont;  Rut- 
land &  Burlington,  and  Champlain  &  St. 
Lawrence. 

The  Champlain  &  St.  Lawrence  Ry. 
was  the  first  railway  built  in  Canada.  It 
was  opened  for  traffic  between  Laprairie 
and  St.  Johns,  Que.,  17.,38  miles,  on  July 
23,  18.'if).  The  first  train  consisted  of 
four  cars,  drawn  by  horses,  locomotive 
power  being  adopted  in  1837.  This  rail- 
way constituted  an  important  link  in  the 
through  rail  and  water  route  between 
Montreal  and  New  York,  via  the  Riche- 
lieu River,  Lake  Champlain  and  the  Hud- 
son River. 

In  1854,  a  group  of  Canadian  business 
men  formed  the  British  and  North  Amer- 
ican Express  Co.,  with  a  capital  stock  of 
$200,000,  to  terminate  in  10  years  from 
May  1,  18.-..^.  The  officers  were:  John  P. 
Forsyth.  President;  Thos.  Kirkpatrick, 
Vice  President;  Thos.  Robinson,  Secre- 
tary; E.  W.  I'almer,  Treasurer,  and  J.  C. 
Clark,  (iencral  Superintendent.  A  con- 
tract was  made  with  the  St.  Ijiwrence 
&  Atlantic  (now  part  of  the  Grand 
Trunk)  covering  express  operations  be- 
tween St.  I^ambert  and  Richmond,  Que., 
and    Portland,    .Me.,   also     between    Rich- 


monil  and  Point  Levi,  oppniite  the  City 
iif  Quebec.  Although  the  railway  from 
Montreal  to  Toronto  and  Point  Edward 
iSamia,  Ont.),  was  completed  in  18.'>ri, 
our  information  is  that  the  express  com- 
l>any  operated  between  .Montreal  and  To- 
ronto and  Hamilton  by  the  Royal  Mail 
Line  of  Steamships  during  the  naviga- 
tion season,  and  by  stage,  on  runners, 
during  the  winter.  The  first  year  was 
spent  in  this  manner,  and  a  meeting  was 
held  in  Montreal,  at  which  the  represen- 
tatives of  the  several  express  companies 
operating  in  Canada  were  present.  The 
British  &  North  American  Express  Co. 
was  represented  by  its  Treasurer,  E.  W. 
Palmer,  and  General  Superintendent,  J. 
C.  Clark;  Cheney,  Rice  &  Co.,  by  Benja- 
min P.  Cheney,  of  Boston,  Mass.,  and 
Pullin,  Virgil  &  Co.  by  E.  H.  Virgil,  of 
Troy,  N.Y.  The  object  of  the  conference 
was  to  endeavor,  if  possible,  to  consoli- 
date under  one  name  and  management 
the  various  express  companies  operating 
in  Canada.  After  much  controversy,  these 
interests  referred  to  above  were  merged 
under  the  name  of  the  British  &  Ameri- 
can Express  Co.,  with  a  capital  stock  of 
$300,000,  which  company  continued  to 
operate  until  the  spring  of  1865. 

Realizing  the  importance  of  British 
and  European  trade,  the  British  &  Am- 
erican Express  Co.  established  an  office 
at  Liverpool  in  the  latter  part  of  May, 
1858,  with  Wm.  Blackwood  as  agent. 
Upon  Mr.  Blackwood's  death,  Wm.  Cuth- 
bertson  was  appointed  General  Agent, 
and  on  the  latter's  death,  E.  J.  Wearing 
was  appointed  and  is  at  present  the  Gen- 
eral Agent  of  the  Canadian  Express 
Co.  at  Liverpool.  The  establishment  of 
the  agency  at  Liverpool  in  1858  was  the 
nucleus  for  the  extensive  European  or- 
ganization of  the  Canadian  Express  Co., 
of  which  F.  C.  Salter  is  European  Traffic 
.Manager,  with  headquarters  in  London. 
On  Dec.  8,  1864,  a  meeting  was  held  at 
Montreal,  of  the  subscribers  to  take  stock 
in  a  new  express  company  to  succeed  the 
British  &  American  Co.  Wni.  G.  Fargo 
occupied  the  chair.  It  was  resolved  that 
the  new  company  be  called  the  Canadian 
Express  Co.;  that  a  provisional  board  of 
directors,  consisting  of  B.  P.  Chenev,  E. 
H.  Virgil,  Wm.  G.  Fargo,  Rybert  Kent 
and  Thos.  Kirkpatrick  should  obtain  a 
charter  for  the  new  company,  purchase 
the  British  &  .American  Express  Co.'s 
proi)erty  and  good  will,  and  make  ar- 
rangements for  continuing  the  business 
from  Jan.  1,  1865,  until  the  new  com- 
pany received  its  charter  by  letters  pat- 
ent." This  was  issued  Feb.  16,  1865,  and 
read,  in  part,  as  follows: — 

"Thai  by  anil  with  tho  ••Ivici-  of  our  executive 
rounril  uf  our  Trnvinrr  of  Canada  .  .  .  wr  do 
liy  thme  our  Ipltera  patent  conntitute  the  Maid  B. 
1'.  Cheney.  E.  H.  Vintil.  W.  C.  Karjto,  Rybert 
Kent  and  Thou.  Kirkpatrick.  and  all  and  every- 
*uch  other  peraon  or  pen«oni»  a^  now  i*  or  ape  or 
nhall  at  any  time  hereafter  become  Hharrholder« 
in  the  uid  company  ...  a  Inidy  corporate  and 
piditic  with  perpetual  succe^dion  and  a  common 
•eal  by  the  name  of  The  Canadian  Expmui  Com- 
pany .  .  .  with  power  to  the  Kaid  company  to 
carry  on  the  bunineM  of  forwardins.  an  ali«o  of 
the  conatnictlnu.  owninit.  chartering  and  leaninir 
of  nhipa.  iteamboaata.  whar\e».  raad>  and  other 
I'Poperly  requirwl  for  the  purpose*  of  •uch  for- 
wartliOK  bu»ine»i»  ;  the  operationii  of  the  »aid  com- 
pany to  he  carrie<l  on  within  our  »aid  province, 
in  and  over  the  Orand  Trunk  Railway  of  Canada 
and  all  iu  lirancheo.  and  all  other  railways  .  .  . 
and  aUo  on  all  ruaiU.  riverp.  lake*  and  other 
mo<leii  of  communication  within  our  iiaid  pro- 
vince." 

The  official  seal  of  the  Canadian  Ex- 
press Co.  shows  a  pony  express  rider, 
which   is  emblematic  of  the  express   ser- 


vice in  the  early  days  ami  the  present 
lime  rapid  transportation  of  merchan- 
dise, money  and  valuabien.  But  how- 
much  more  rapid  it  is  today  than  prior 
to  the  advent  of  the  steel  highway,  when 
a  beaten  path  or  a  wagon  track  consti- 
tuted the  rout4>  between  the  business  cen- 
ters of  the  country. 

The  first  meeting  of  the  Canadian  Ex- 
press Co.  after  receiving  iU  charter  waa 
held  at  Montreal,  Mar.  15,  1865,  when 
Thos.  Kirkpatrick  was  elected  President; 
Rybert  Kent,  Secretary-Treasurer,  and 
Gilman  Cheney,  Superintendent.  Semi- 
annual meetings  of  the  directors  were 
held  at  New  York,  Boston  or  Montreal, 
as  the  case  might  be.  On  Aug.  12,  1882, 
the  President,  B.  P.  Cheney,  Sir  R.  J. 
•  'artwright,  E.  H.  Virgil,  Gilman  Cheney 
and  Rybert  Kent  attended  the  semi  an- 
nual meeting  at  the  Profile  Hou.se,  in  the 
White  Mountains. 

Early  in  1866  an  arrangement  was 
entered  into  between  the  Canadian  Ex- 
press Co.  and  the  .■\nierican  Express 
Co.,  whereby,  in  consideration  of  ;he 
Canadian  Express  Co.  relinquishing  the 
line  between  Toronto  and  Hamilton, 
which  was  formerly  occupied  by  the  Bri- 
tish &  .\merican  Express  Co.,  the  Ameri- 
can Express  Co.  turned  over  to  the  Can- 
adian company  the  line  between  Toronto 
and    Detroit. 

On  June  14,  1869,  a  new  contract  -was 
made  between  the  Canadian  Express  Co. 
and  the  Grand  Tnink  Ry.  Co.  .Although 
particulars  are  lacking,  it  is  presumed 
that  the  operations  of  the  express  com- 
pany were  extended  over  new  portions 
of  the  railway  system  which  had  been 
built  or  acquired  since  the  previous  con- 
tract was  entered  into. 

At  a  meeting  of  directors  at  Mont- 
real Jan.  25,  1871.  B.  P.  Cheney  was 
elected  President  of  the  company,  suc- 
ceeding Thos.  Kirkpatrick.  deceased. 

In  1872  contracts  were  made  with  the 
Toronto  &  Nipissing  Ry.  and  the  Mid- 
land Ry.  (both  now  being  part  of  the 
(i.T.R.  System*  for  the  purpose  of  ex- 
tending the  company's  operations  over 
those  lines. 

At  a  meeting  of  directors  at  Boston, 
Feb.  1,  1875,  a  resolution  was  passed, 
increasing  the  company's  capital  stock 
from   $500,000  to  $1,500,000. 

In  1877  a  contract  was  made  with  the 
Intercolonial  Ry.  on  behalf  of  the  Cana- 
ilian  Express  Co.  and  the  Eastern  Ex- 
press Co.,  which  were  jointly  interested 
and  between  which  a  partnership  con- 
tract existed  in  relation  to  this  business. 
The  Eastern  Express  Co.  was  changed 
later  to  the  Intercolonial  Express  Co., 
which  was  operated  by  the  Canadian  Ex- 
press Co.  as  i)art  of  its  system  east  of 
Riviere-du-Loup,  Que.,  on  the  Intercol- 
onial  Ry. 

In  187y  the  Canadian  Express  Co.  was 
operating  on  the  Quebec.  .Montreal,  Ot- 
tawa &  Occidental  Ry.  between  .Montreal 
and  Ottawa;  also  on  the  North  Shore  Ry. 
Iietween  Montreal  and  Quebec.  Both 
these  railways  later  became  part  of  the 
C.P.R.   System. 

On  Aug.  15,  1887.  Gilman  Cheney,  Sup- 
erintendent, was  appointed  General  Man- 
ager, and  was  succeeded  as  Superintend- 
ent by  Samuel  Chadwick,  who  retired  in 
1889.  Jnmes  Bryce,  who  had  been  Sup- 
erintendent at  St.  John.  N.B.,  since  1882, 
was  appointed  Superintendent  at  Mont- 
real, to  succeed  Mr.  (.'hadwick.  H.  C. 
Creighton.  who   had  been   route  agent  at 


October,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


539 


Halifax,  N.S.,  succeeded  Mr.  Bryce  as 
Superintendent  at  St.  John,  which  posi- 
tion he  still  occupies. 

On  Aug.  28,  1888,  the  .\nievican  Ex- 
press Co.  agreed  with  the  Canadian  Ex- 
press Co.  to  withdraw  from  all  G.T.R. 
lines  in  Ontario  west  of  Toronto,  and 
transferred  its  entire  business  thereon 
to  the  Canadian  company. 

On  Oct.  13,  1889,  B.  P.  Cheney  tender- 
ed his  resignation  as  President,  to  take 
effect  from  Jan.  1,  1890.  On  Oct.  23, 
1889,  Gilman  Cheney  was  elected  Presi- 
dent, the  appointment  to  take  effect  from 
Jan.  1.  1890. 

On  Dec.  29,  1891,  an  agreement  was 
made  between  the  G.T.R.  and  the  Cana- 
dian Express  Co.  whereby  the  railway 
company  purchased  the  express  com- 
pany's capital  stock  at  43c.  on  the  dollar, 
thereby  becoming  the  sole  shareholder, 
the  express  company,  however,  maintain- 
ing its  identity. 

On  Jan.  1,  1892,  L.  J.  Seargeant,  Gen- 
eral Manager,  G.T.R.,  became  President 
of  the  Canadian  Express  Co.,  and  Gilman 
Cheney,  Vice  President,  an  honorary  po- 
sition which  he  held  until  his  death  in 
1897.  James  Bryce  continued  to  occupy 
the  position  of  Superintendent  at  Mont- 
real. 

In  1896,  when  the  late  Chas.  M.  Hays 
became  Second  Vice  President  and  Gen- 
eral Manager  of  the  Grand  Trunk,  he 
was  elected  President  of  the  Canadian 
Express  Co.,  and  James  Bryce,  thereto- 
fore Superintendent,  was  appointed 
Manager.  In  1901,  when  Mr.  Hays  re- 
tired from  the  G.T.R.  to  become  General 
Manager  of  the  Southern  Pacific  Co., 
Geo.  B.  Reeve  became  Second  Vice  Pre- 
sident and  General  Manager  of  the  G.T. 
R.  and  President  of  the  Canadian  Ex- 
press Co.,  with  James  Bryce  as  Vice  Pre- 
sident and  Manager.  When  Mr.  Hays 
returned  to  the  G.T.R.  in  liKi2  as  Second 
Vice  President  and  General  Manager,  he 
again  became  President  of  the  Canadian 
Express   Co. 

On  Oct.  27,  1908,  the  Canadian  Ex- 
press Co.  extended  it  service  over  Grand 
Trunk  Pacific  Ry.  between  Winnipeg  and 
Edmonton,  800  miles,  and  followed  the 
railway  as  it  was  built  toward  the  Pa- 
cific coast,  operating  its  service  as  soon 
as  train  service  was  established,  and 
similarly  with  respect  to  the  various 
branch  lines. 

On  Oct.  1,  1911,  Mr.  Hays  was  elected 
Chairman  of  the  board  of  directors  of 
the  Canadian  Express  Co.  and  was  suc- 
ceeded as  President  by  John  Pullen, 
theretofore  Assistant  Freight  Traffic 
Manager,  G.T.R.  System. 

On  Dec.  1,  1911,  the  Canadian  Express 
Co.  entered  into  an  agreement  with  the 
Timiskaniing  &  Northern  Oiitario  Ry. 
Commission  for  the  operation  of  its  ser- 
vice on  that  railway  between  North  Bay 
and  Cochrane,  2.53  miles,  which  forms 
one  of  the  important  links  today  in  the 
through  express  service  operated  between 
Toronto  and  the  Canadian  northwest. 

March  31,  1912,  saw  the  retirement  of 
James  Bryce,  Vice  President  and  Mana- 
ger, who  had  devoted  40  years  of  his 
life  in  the  express  service,  30  of  which 
were  exclusively  with  the  Canadian  Ex- 
press Co. 

Upon  the  death  of  Mr.  Hays  in  April, 
1912,  E.  J.  Chamberlin  was  elected  Pre- 
sident of  the  G.T.R.  and  Chairman  of  the 
board  of  directors  of  the  Canadian  Ex- 
press Co. 

On  Sept.  1,  1914,  the  Canadian  Express 
Co,  extended  its  service  through  to  Prince 
Rupert,  B.C.,  the  Pacific  coast  terminus 
of  the  Grand  Trunk  Pacific  Ry.,  1,755 
miles   from  Winnipeg. 


Upon  the  completion  of  the  National 
Transcontinental  Ry.  between  Cochrane, 
Ont.,  and  Winnipeg,  777  miles,  and  the 
inauguration  of  a  through  pas- 
senger train  service  between  Toronto 
and  Winnipeg,  via  G.T.R.  to  North  Bay, 
T.  &  N.O.R.  to  Cochrane,  and  N.T.R.  to 
Winnipeg,  the  Canadian  Express  Co. 
placed  its  service  in  operation  between 
those  two  cities  on  July  13,  1915,  thus 
giving  an  all  Canadian  transcontinental 
express  route  from  the  Atlantic  to  the 
Pacific. 

On  May  1,  1915,  the  Canadian  Express 
Co.  established  its  service  on  the  St. 
John  &  Quebec  Ry.,  now  part  of  the 
Canadian  National  Rys.,  between  Fred- 
ericton  and  Centerville,  N.B.,  88  miles. 

On  July  29,  1915,  train  service  having 
been  established  on  the  National  Trans- 
continental Ry.  between  Monk  and  Levis, 
Que.,  110  miles;  and  between  Quebec  City 
and  Fitzpatrick,  Que.,  123  miles,  the  Can- 
adian Express  Co.  inaugurated  an  ex- 
press service  between  those  points. 

On  Feb.  1,  1916,  the  Canadian  Express 
Co.  extended  its  service  from  Fitzpat- 
rick to  Parent,  Que.,  119  miles,  the  Na- 
tional Transcontinental  Ry.  having  in- 
augurated a  passenger  train  service  be- 
tween those  points. 

June  11,  1916,  saw  the  Canadian  Ex- 
press Co.  operating  through  from  Que- 
bec City  to  Winnipeg  via  the  National 
Transcontinental  Ry.,  train  service  hav- 
ing been  established  between  Parent, 
Que.,  and  Cochrane,  Ont..  .302  miles. 

On  July  10,  1916,  the  Canadian  Express 
Co.  extended  its  service  on  the  St.  John 
and  Quebec  Ry.  from  Fredericton  to 
Gagetown,  N.B.,  32  miles. 

On  July  26,  1916,  the  Canadian  Express 
Co.  placed  its  service  in  operation  be- 
tween Monk,  Que.,  and  Edmundston,  N. 
B.,  on  the  National  Transcontinental  Ry., 
125  miles. 

A  year  later,  thi-ough  trains  were  op- 
erated over  the  National  Transcontinen- 
tal Ry.  between  Moncton,  N.B.,  and  Le- 
vis, Que.,  train  service  having  been  es- 
tablished between  Edmundston,  N.B.,  and 
Moncton,  230  miles.  The  Canadian  Ex- 
press Co.  commenced  to  operate  its  ser- 
vice between  the  two  latter  points  on 
June  22,  1917. 

On  Sept.  1,  1917,  Howard  G.  Kelley 
was  elected  President  of  the  G.T.R.  Co. 
and  Chairman  of  the  board  of  directors 
of  the  Canadian  Express  Co.,  succeeding 
E.  J.  Chamberlin,  who  had  retired  from 
active  railway  life  a  few  months  previous. 

On  Jan.  1,  1918,  the  United  States  Rail- 
road Administration  took  over,  for  op- 
erating purposes,  certain  of  the  lines  of 
the  Grand  Trunk  Ry.  of  Canada,  located 
within  the  United  States,  viz.:  Portland, 
Me.,  to  Norton  Mills,  Vt.,  165.1  miles; 
Lewiston  Jet.,  Me.,  to  Lewiston,  Me.,  5.4 
miles;  South  Paris,  Me.,  to  Norway,  Me., 
1.5  miles;  Detroit,  Mich.,  to  Port  Huron, 
Mich.,  57  miles,  over  which  the  Canadian 
Express  Co..  up  to  that  time,  operated 
an  express  service.  It  being  the  U.S. 
Railroad  Administration's  desire  that  the 
express  operations  on  the  railways  un- 
der federal  control  should  be  conducted 
by  a  unified  company,  a  contract  was  en- 
tered into  with  the  American  Railway 
Express  Co.  giving  that  company  the 
exclusive  privilege  of  conducting  the  ex- 
press service  thereon,  effective  July  1, 
1918,  on  which  date  the  Canadian  Express 
Co.  relinquished  its  control  of  the  express 
service  on  the  lines  mentioned  above; 
disposed  of  and  transferred  to  the  Amer- 
ican Railway  Express  Co.  all  its  movable 
property  and  equipment,  and  withdrew 
its  representation  at  and  participation  in 
the   expenses   of   the   joint   offices  main- 


tained at  the  International  Boundary, 
viz.,  Buffalo,  N.Y.,  Suspension  Bridge, 
N.Y.,  Port  Huron,  Mich.,  and  Detroit, 
Mich.  -Although  the  railways  returned 
to  private  ownership  on  Mar.  1,  1920, 
the  operation  of  the  express  sen'ice  on 
the  above  mentioned  lines  has  been  con- 
tinued by  the  .American  Railwav  Express 
Co. 

On  Oct.  20,  1919,  the  Canadian  Express 
Co.  further  extended  its  service  on  the 
St.  John  &  Quebec  Ry.  from  Gagetown 
to  St.  John,  N.B.,  48  miles,  via  West- 
field  Beach,  and  the  C.P.R.,  the  St.  John 
and  Quebec  Ry.  having  secured  running 
rights  over  the  C.P.R.  from  Westfield 
Beach  to  St.  John,  13  miles. 

In  the  early  days  the  train  messengers 
were  responsible  to  the  company  for  the 
charges  on  all  waybills,  both  prepaid  and 
collect,  covering  .shipments  originating  at 
and  destined  to  offices  along  their  routes. 
They  were  in  reality  the  company's  tra- 
velling bankers.  The  agents  remitted  di- 
rect to  the  messengers  the  total  of  all 
collect  charges  on  waybills  covering  ship- 
ments destined  to  their  offices,  as  well  as 
the  total  prepaid  charges  (less  a<lvance 
charges,  if  any)  on  waybills  covering 
shipments  forwarded  by  them.  A  mes- 
senger would  first  debit  himself  with  the 
total  of  the  collect  charges  on  all  way- 
bills covering  shipments  received  en 
route;  second,  debit  agents  with  the  to- 
tal of  the  prepaid  charges  on  shipments 
received  en  route;  third,  debit  agents 
with  the  total  of  the  collect  charges  on 
waybills  covering  shipments  detrained  by 
him.  Cash  books  were  used,  and  messen- 
gers had  to  balance  their  accounts  for 
each  trip.  The  messengers,  instead  of 
the  agents,  as  is  now  the  case,  were 
checked  up  by  the  auditor,  as  they  were 
the  custodians  of  the  company's  cash.  A 
report  had  to  be  made  to  the  company 
at  the  end  of  each  round  trip,  consequent- 
ly it  was  quite  a  simple  matter  for  the 
auditor  to  form  an  opinion  as  to  whether 
there  were  any  irregularities  or  not.  The 
absence  of  a  remittance  for  two  or  three 
round  trips  would  likely  result  in  the 
messenger  involved  having  his  accounts 
checked. 

Amongst  the  notable  statesmen  of 
Canada  who  served  as  directors  of  the 
Canadian  Express  Co.,  were  Sir  Richard 
Cartwright  and  Sir  Alexander  Campbell. 

.\mong  those  prominent  in  the  .-Ameri- 
can Express  Co.'s  service  who  commenced 
their  express  careers  with  the  Canadian 
Express  Co.  are:  H.  S.  Julier,  formerly 
Vice  President  and  General  Manager  of 
the  Eastern  Department,  was  a  train 
messenger  on  the  Buffalo  and  Goderich 
route;  J.  R.  Christie,  General  Manager 
of  the  New  York  city  department,  was 
at  one  time  a  clerk  in  the  London,  Ont., 
office;  Robt.  Mundle,  formerly  Comptrol- 
ler, held  a  clerical  position  in  the  Mont- 
real general  office;  Robt.  Balfour,  As- 
sistant to  Vice  President,  R.  E  .M.  Cowie, 
of  the  Eastern  Department,  was  a  wagon 
man  at  Montreal. 

A  prominent  man  in  the  express  world 
in  the  early  days  was  D.  T.  Irish.  Born 
at  Shelburne,  Vt.,  he  entered  the  United 
States  &  Canada  Express  Co.'s  service 
at  Burlington,  Vt.,  as  a  clerk  under  Wm. 
Henderson,  agent.  He  went  to  Montreal 
at  the  age  of  19  and  became  General 
Agent  of  the  British  &  North  American 
and  United  States  &  Canada  Express 
Companies,  to  which  were  added  later 
the  Canadian  Express  and  National  Ex- 
press Companies. 


Canada    Rolling    Stock    Co.    Ltd.    has 

had  its  registration,  under  the  Nova  Sco- 
tia Companies  Act,  revoked  by  the  Nova 
Scotia    Government. 


640 


Mainly  About  Railway  People  Throughout  Canada. 


Ottober,   1920. 


f.  <t.  AilnniN.  who  hn.i  Uvvn  «p|>(iintr(l 
AsHJiiUnl  Cicniriil  FriMKhl  Aci'nt.  ("Hnn- 
di«n  Nntionnl-CirRiid  Trunk  I'nrific  Uyi"., 
WinniiH'tr.  uns  Imrn  at  St.  John's.  Nfld., 
Apr.  f>,  7S7S,  nnd  rnti-rrd  railway  »cr\'ic<' 
St'pt.  4.  IS'.i.'t.  sinii'  whi'n  hr  ha.s  b<'t"n,  to 
Di-c.  .'SI,  mo:.',  clt-rk,  (Ti-ncral  oflkcs.  G.T. 
R..  Montrrnl;  Jan.  I.  I'.tO.l,  to  Mar.  .•(1. 
ll>07,  Contrnclinif  Kri'ijrht  AK«'nt  and 
Travi-Ilinc  Krriifht  Ajri-nt,  C.T.R..  Mont- 
roal:  Apr.  1.  iy07,  to  Auk.  31.  IHOS.  Con- 
tracting Frfi»tht  Atrent.  G.T.R..  Winni- 
pi-tr:  Sipt.  I.  lilOH.  to  July  'tl.  UMl.  Tra- 
vellinif  Fn-iKht  Ajfcnt,  G.T.R..  Winnipotr: 
Aujr.  1.  1911.  to  July  14.  U»l.'..  Comnur 
i-ial  Aci-nt.  G.T.  I'ai-itii-  Ry..  Resina. 
Sask.;  July  14.  I'.H.l,  to  Apr.  Irt,  l!tl4, 
Divi.sion  Frtiuht  Afrcnt.  G.  T.  Pacific  Ry., 
Fdmonton.  Alta.;  Apr.  26,  1914.  to  Sept. 
1.  1920.  Comnurcial  Apent,  G.T.R.,  and 
Division  Froicht  ARpnt,  Grand  Trunk 
Pacific   Ry.,   WinnipcR. 

Walter  I'.  Appleton,  who  has  been 
General  Superintendent  of  Rolling  Stock, 
Eastern  Lines.  Canadian  National  Rys.. 
Moncton.  N.B.,  was  bom  there,  Jan.  29, 
187H,  and  entered  railway  sen-ice,  Oct.  12, 
1890,  since  where  he  has  been,  to  Sept. 
1895,  junior  clerk.  Intercolonial  Ry., 
Moncton;  Sept.  1895  to  May  1899,  ma- 
chinist apprentice,  same  road;  1900, clerk; 
1901  to  190,'!,  machinist;  1905  to  1909. 
chief  clerk  to  Superintendent  of  Motive 
Power;  1909  to  191.i,  Assistant  to  Super- 
intendent of  Motive  Power;  1913  to  Feb. 
1918.  General  Master  Mechanic;  Feb.  to 
Dec.  1918.  Superintendent  of  Motive 
Power,  Canadian  Government  Rys.,  all  at 
Moncton;  Dec.  1918  to  Sept.  15,  1920, 
Mechanical  Superintendent,  Eastern 
Lines,  C.anadian  National  Rys.,  Moncton. 
John  Henry  Corcoran,  who  has  been 
appointed  General  Travellinpr  ARent,  Can- 
adian National  Rys.,  Moncton,  N.B.,  was 
bom  at  Charlottetown,  P.E.I..  Sept.  18, 
1874,  and  entered  railway  ser%Mce  in  Oct. 
1890,  since  when  he  has  been,  to  Nov. 
1892,  clerk,  locomotive  house.  Intercol- 
onial Ry.,  Moncton,  N.B.;  Nov.  1892  to 
Aup.  1911,  clerk.  General  Passenper  De- 
partment, Intercolonial  Ry.,  Moncton; 
AuR.  1911  to  AuK.  1919,  Travelling  Pas- 
senger Agent,  G.T.R.,  Moncton;  Aug. 
1919  to  Aug.  1920,  General  Agent,  Pas- 
senger   Department,   G.T.R.,    Moncton. 

R.  Creelman,  whose  appointment  as 
Assistant  Passenger  Traffic  Manager, 
Canadian  National  and  Grand  Trunk  Pa- 
cific Rys.,  and  Grand  Trunk  Pacific  Coast 
Steamship  Co.,  Winnipeg,  was  announc- 
ed in  our  last  issue,  entered  railway  ser- 
vice Sept.  1891,  since  when  he  has  been, 
to  1893,  messenger.  City  Freight  Agent's 
office,  G.T.R.,  Toronto;  189:5  to  1897, 
ticket  clerk,  G.T.R.  city  office,  Toronto; 
1897  to  1900,  chief  clerk,  District  Passen- 
ger Agent's  office,  G.T.R.,  Toronto;  Jan. 
1,  1900,  to  Aug.  1901,  in  General  Passen- 
ger Agent's  office,  C.P.R..  Winnipeg; 
Auk.  1901,  to  Sept.  1,  190.'!,  in  Passenger 
Traffic  Department.  Canadian  Northern 
Ry..  Winnipeg;  Sent.  1,  190.1,  to  July  1, 
I90ti,  City  Ticket  Agent,  Northern  Paci- 
fic Ry..  Winnipeg;  July  1,  1906,  to  July  1, 
1909,  Travelling  Passenger  Agent,  Cana- 
dian Northern  Ry..  St.  Paul.  Minn.;  July 
1  to  Oct.  1909,  Commercial  Agent,  Can- 
adian Northern  Ry.,  St.  Paul,  Minn.;  Oct. 
1909  to  Mar.  1.  1911,  Assistant  General 
I*n.<<senger  Atent,  Canadian  Northern 
Ky.,  Winnipeg;  .Mar.  1.  1911.  to  Dec.  .11. 
1918,  General  Passenger  Agent,  Western 
Lines.  Canadian  Northern  Ry..  Winni- 
peg; Jan.  1.  1919.  to  Aug.  24.  1920.  As- 
sistant Passenger  Traffic  Slanaeer.  West- 


irn   Lines,  rnnn<lian   National   Ky-..  Win- 
nipi'g. 

Howard  Alexander  Dixon,  who  has 
been  appointed  Chief  Engineer,  Wentern 
Line.".  Canadian  National  Rys.,  and 
Grand  Trunk  Pacific  Ry.,  Winnipeg,  was 
born  at  Sand  Hill,  Ont.,  Oct.  7,  1878.  He 
was  educated  at  Jar\'i.<<  St.  Collegiate 
School,  Toronto,  and  School  of  Practical 
Science,  Toronto  University,  graduating 
with  the  degree  of  B.A.Jv:.,  with  honors, 
in  1901.  lie  qualified  as  Ontario  land 
surveyor  in  190.1  and  Manitoba  land  sur- 
veyor in  1906,  and  is  a  member  of  the 
American  Railway  Engineering  As.socia- 
tion.  He  entered  Canadian  Northerr,  Ry. 
.service  in  190.'i,  since  when  he  has  been, 
to  1904,  draftsman,  Winnipeg;  1904  to 
1905,  Resident  Engineer,  Winnipeg;  1905 
to  1906,  Resident  Engineer,  Fenton, 
Sask.;  1906  to  1910,  Locating  Engineer, 
Western  Lines;  1910  to  1912,  Division 
Engineer,  Maryfield,  Sask.;  1912  to  191.5, 
District     Engineer,     Resplendent,    B.C.; 


J.  A.  MacGrrror. 

MRnaKer.    Edmonton.    Dunvrsan    A    BritUh    Colum- 
bia  Ry.   and   Central   Canada   Ry. 

1915  to  .\pr.  1919,  District  Engineer. 
Vancouver,  B.C.;  Apr.  1919  to  Sept.  1920, 
Chief  Engineer.  Western  Lines,  Canadian 
.National    Kys..   Winnipeg. 

W.  E.  Duperow.  whose  appointment  as 
General  Passenger  .Agent,  west  of  Du- 
luth,  Minn.,  Port  Arthur  and  Armstrong, 
Ont.,  and  east  of  Lucerne,  B.C.,  Cana- 
dian National  and  Grand  Trunk  Pacific 
Rys.,  Winnipeg,  was  announced  in  our 
last  issue,  was  born  at  Stratford,  Ont., 
Sept.  4,  1872,  and  entered  transportation 
service  Nov.  3,  189:i,  since  when  he  has 
been,  to  Oct.  15,  1894,  in  G.T.R.  .service 
nt  Seaforth.  Ont.;  Oct.  15.  1894.  to  June 
1.  1896,  ticket  clerk,  G.T.R.,  London,  Ont.; 
June  1,  1896,  to  July  11,  1898.  ticket  clerk. 
G.T.R..  Toronto;  July  11.  1898.  to  Aug.  1. 
1899.  theatrical  and  excursion  clerk.  Gen- 
eral I'assenger  Agent's  office.  G.T.R.,  To- 
ronto; Aug.  1,  1899,  to  April  19,  1902. 
chief  clerk,  same  office;  April  19,  1902, 
to   Feb.   15.  1907.  General   Manager.  Sec- 


retary and  Trca.'-urer.  HuntHville,  L»ke 
of  Bay.«  and  I.,ako  Simcf>e  Navigation  Co., 
HuntHville,  Ont.;  Feb.  15,  1907,  to  June 
1,  1910,  Travelling  Passenger  Agent,  G. 
T.R,.  Toronto;  June  1.  1910,  to  April  15, 
1912,  City  Passenger  Agent,  G.T.R.,  To- 
ronto; June  1,  1910,  to  April  15,  1912, 
<ity  Passenger  and  Ticket  Agent,  G.T. 
R.  and  Grand  Trunk  Pacific  Ry.,  Victoria, 
B.C.;  Apr.  1.5,  1912,  to  Mar.  1,  1914,  Gen- 
eral Agent.  Passenger  Department,  G.T. 
R.,  G.T.P.R.,  and  Grand  Trunk  Pacific 
Coast  Steamship  Co.,  Vancouver,  B.C.; 
Mar.  1,  1914,  to  Sent  1,  1917,  AsgisUnt 
General  Passenger  Agent,  G.T.P.R.,  Win- 
nipeg. Sept.  1.  1917,  to  Aug.  28,  1920, 
(Jeneral  Passenger  Agent,  Grand  Trunk 
Pacific   Ry.,   Winnipeg. 

Leslie  Allen  Fonger,  who  has  been  ap- 
pointed Division  Freight  Agent,  Western 
Lines,  Canadian  National  Rys.,  and 
Grand  Trunk  Pacific  Ry.,  Port  Arthur, 
Ont.,  was  bom  at  St.  George,  Ont..  Dec. 
2.'{,  1892,  and  entered  railway  service 
Oct.  23,  1907,  since  when  he  has  been, 
to  Aug.  2,  1912,  stenographer,  freight 
office,  C.P.R.,  Guelph,  Ont.;  Aug.  6.1912, 
to  Nov.  :J0,  1915,  clerk.  General  Freight 
Department,  Canadian  Northern  Ry.. 
Winnipeg;  Dec.  1,  1915,  to  Sept.  8,  1920, 
chief  clerk.  General  Freight  Department, 
Canadian   National   Rys.,   Winnipeg. 

C.  H.  R.  Fuller,  who  has  been  appoint- 
ed City  Engineer,  Chatham,  Ont.,  was 
for  some  time  engaged  as  Resident  En- 
gineer, on  the  Danforth  section  of  the 
Toronto  Civic  Ry.,  and  subsequently  was 
an  Assistant  Engineer  for  the  Toronto 
Harbor  Commissioners.  He  spent  about 
3 ',2  years  on  active  service  in  France  and 
Belgium,  first  as  Captain  in  the  216th 
Battalion,  C.E.F.,  and  later  in  the  10th 
Battalion  Canadian  Railway  Troops.  He 
has  wTitten  a  booklet  on  the  employment 
of  liirht  railways  in  modern  w^arfare. 

John  Macneill  Grieve,  who  has  been 
appointed  General  Superintendent,  Sleep- 
ing, Dining  and  Parlor  Cars  and  News 
Service,  Canadian  National-Grand  Trunk 
Pacific  Rys.,  Toronto,  was  bom  in  Scot- 
land, -Aug.  25,  1870,  and  entered  railway 
service  in  July,  1900,  since  when  he  has 
been  to  Sept.  1900,  waiter.  Intercolonial 
Ry..   Halifax,   N.S.;    Sept.    1900   to   Apr. 

1907.  waiter  and  steward.  C.P.R.,  Mont- 
real; May  1907  to  Apr.  1908,  waiter; 
Apr.  1908  to  Mar.  1910,  dining  car  stew- 
ard. Mar.  1910  to  Mar.  1912,  Inspector, 
Mar.  1912  to  Apr.  1915.  Chief  Inspector. 
Apr.  1915  to  Oct.  1917.  Assistant  Super- 
intendent. Sleeping.  Dining  and  Parlor 
Cars  and  News  Service.  Canadian  North- 
ern Ry.,  Winnipeg;  Oct.  1917  to  May  1, 
1920,  Superintendent,  same  department, 
Canadian  Northern  Ry.,  afterwards  Can- 
adian National  Rys.,  Winnipeg;  May  1 
to  Sept.  1,  1920,  General  Superintendent. 
Sleeping,  Dining  and  Parlor  Cars  and 
.News  Service,  Canadian  National  Rys., 
Toronto. 

Walter  Hately,  who  has  been  appoint- 
ed .\ssistant  General  Freight  Agent, 
Canadian  National  Rys.,  Western  Lines, 
and  Grand  Trunk  Pacific  Ry.,  Winnipeg, 
was  born  at  Brantford,  Ont.,  Mar.  5, 
1887,  and  entered  railway  service  in  Mar. 
1904,   since   when   he   has   been,   to   Aug. 

1908.  clerk,  local  freight  office.  G.T.R.. 
Hamilton.  Ont.;  Aug.  1908  to  Sept.  1909. 
accountant.  Superintendent's  office,  G.T. 
R.,  Toronto;  Sept.  1909  to  Oct.  191."?. 
clerk.  Freight  TaritT  Bureau.  G.T.R.. 
Montreal;  Oct.  1913  to  Oct.  1915,  clerk. 
Freight  Tarifl'  Bureau,  Canadian  North- 
ern   Ry..    Winnipee;    Oct.    1915     to     Jan. 


October,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


541 


1919,  Chief  of  Tariff  Bureau,  Canadian 
Northern  Ry.,  Winnipeg;  Jan.  1919  to 
Aug.  28,  1920,  Assistant  General  Freipht 
Agent,  Western  Lines,  Canadian  Na- 
tional  Rys.,  Winnipeg. 

John  Andrew  Heaman,  B.Sc,  who  has 
been  appointed  Assistant  Chief  Engineer, 
Western  Lines,  Canadian  National  Rys., 
and  Grand  Trunk  Pacific  Ry.,  Winnipeg, 
was  born  at  Memphis,  Tenn.,  June  .'!, 
1874,  and  wa.s  educated  in  public  school 
and  at  Collegiate  Institute,  London,  Ont., 
and  McGill  University,  graduating  in 
1902.  He  sers'ed  as  an  articled  pupil  to 
Moore  and  Henry,  engineers  and  survey- 
i)rs,  London,  Ont.,  from  1893  to  1898,  and 
holds  diplomas  as  Dominion  and  Ontario 
Land  Surveyor.  He  entered  railway  ser- 
vice in  Apr.  1901,  since  when  he  has  been 
to  Sept.  1901,  instrument  man,  G.T.R.,  St. 
Catharines  and  Port  Union,  Ont.;  Apr. to 
Nov.  1902,  Resident  Engineer,  G.T.R., 
Oshawa,  Ont.;  Nov.  1902  to  Nov.  190.'?, 
Assistant  Resident  Engineer,  G.T.R.,  To- 
ronto; Nov.  1903  to  May  1905,  Assistant 
Engineer  in  charge  of  location  party  east 
of  Winnipeg,  Grand  Trunk  Pacific  Ry.; 
May  1905  to  Nov.  1906,  Division  Engineer 
in  charge  of  location  and  construction 
east  of  Winnipeg,  National  Transconti- 
nental Ry.;  Nov.  1906  to  Oct.  1908,  As- 
-sistant  District  Engineer,  N.T.R.,  Ont.; 
Oct.  1908  to  June  1910,  Assistant  District 
Engineer,  G.T.P.R.,  Kenora,  Ont.,  and 
Winnipeg;  June  1910  to  Apr.  1911,  Dis- 
trict Engineer,  G.T.P.R.,  Winnijieg;  Apr. 
1911  to  Mar.  1912,  Office  Engineer,  G.T. 
P.R.,  Winnipeg;  Mar.  to  Aug.  1912,  Divi- 
.<ion  Engineer,  G.T.P.R.,  Jasper,  Alta.; 
Aug.  1912  to  Nov.  1,  1917,  Assistant  to 
Chief  Engineer,  G.T.P.R.,  Winnipeg;  Nov. 
1,  1917,  to  Sept.  1,  1920,  Assistant  Chief 
Engineer,  G.T.P.R.,  Winnipeg. 

J.  M.  Horn,  whose  appointment  as  Gen- 
eral Freight  Agent,  Canadian  National 
and  Grand  Trunk  Rys.,  Winnipeg,  was 
announced  in  our  last  issue,  was  born  at 
Allanton  Mills,  Lanarkshire,  Scotland, 
Apr.  12,  1880,  and  entei-ed  railway  ser- 
vice in  July,  1890,  since  when  he  has 
been,  to  1900,  abstract  clerk  and  biller; 
1900  to  1901,  checker,  local  freight  of- 
fice. Northern  Pacific  Ry.,  Winnipeg; 
May  1901  to  1902  rate  clerk,  local  freight 
office,  Canadian  Northern  Ry.,  Winnipeg; 
1902  to  Apr.  1904,  chief  clerk  to  Local 
Freight  Agent,  same  road.  Winnipeg; 
.A.pr.  1904  to  May  1909,  City  Freight 
.\gent,  same  road,  Winnipeg;  May  1909 
to  Mar.  1916,  District  Freight  Agent, 
same  road,  Edmonton,  Alta.;  Mar.  1916 
to  Dec.  31,  1918,  Assistant  General 
Freight  Agent,  Western  Lines,  same 
road,  Winnipeg;  Jan.  1,  1919,  to  Aug.  28, 

1920,  General  Freight  Agent,  Western 
Lines,  Canadian  National  Rys.,  Winni- 
peg. 

Samuel  J.  Hungerford,  who  has  been 
appointed  Vice  President,  Operation  and 
Maintenance,  Canadian  National  Ry.«., 
Toronto,  was  born  near  Bedford,  Quo., 
July  16,  1872,  and  entered  railway  ser- 
vice in  May,  1886,  since  when  he  has 
been,  to  Feb.  1891,  machinist  apprentice, 
South  Eastern  Ry.,  and  C.P.R.,  Farnham, 
Que.;  May  1891  to  Aug.  1894,  machin- 
ist at  various  points  in  Quebec,  Ontario 
and  Vermont;  Sept.  1894  to  Aug.  1897, 
charge  man,  C.P.R.,  Windsor  St.,  Mont- 
real; Aug.  1897  to  Apr.  1900,  Assistant 
Foreman,  C.P.R.,  Farnham,  Que.;  Apr., 
1900  to  Feb.  1901,  Locomotive  Fore- 
man, C.P.R.,  Megantic  Que.;  Feb.  to 
Sept.  1901,  General  Foreman,  C.P.R., 
Cranbrook,  B.C.;  Feb.  1903  to  Jan.  1904, 
Masted  Mechanic,  C.P.R.,  Western  Divi- 
sion, C.P.R.,  Calgary,  Alta.;  Jan.  1904 
to  Dec.  1907,  Superintendent,  Locomo- 
tive Shops,  C.P.R.,  Winnipeg;  Jan.  1908 


to  Feb.  1910,  Superintendent  of  Shops, 
C.P.R.,  Winnipeg,  Man.;  Mar.  1910  to 
Apr.  1915,  Superintendent  of  Rolling 
Stock,  Canadian  Northern  Ry.,  Winnipeg; 
May  1915  to  Nov.  1,  1917,  Superintend- 
ent of  Rolling  Stock,  C.N.R.,  Toronto; 
Nov.  1,  1917,  to  Dec.  1,  1918,  General 
Manager,  Eastern  Lines,  C.N.R.,  Toronto; 
Dec.  1918  to  Sept.  1920,  Assistant  Vice 
President,  Operation,  Construction  and 
Maintenance,  Canadian  National  Rys., 
Toronto. 

Thomas  King,  Superintendent,  Detroit 
Division,  Western  Lines,  G.T.R.,  Durand, 
Mich.,  wnose  territory  has  been  reorgan- 
ized, was  born  at  Dunbarton,  Ont.,  July 
18,  1869,  and  entered  G.T.R.  service  Mar. 
28,  1885,  since  when  he  has  been,  to  Oct. 

7,  1885  switch  man,  Pickering,  Ont.;  Oct. 

8,  1885,  to  Oct.  1886,  operator,  Sidney, 
Ont.;  Nov.  1,  1886,  to  Dec.  1889,  opera- 
tor, York,  Ont.;  Jan.  1,  1890,  to  June 
1907,  operator,  Don  Station,  Toronto; 
July  1,  1897,  to  Oct.  1898,  ticket  clerk, 
Oshawa,  Ont.;  Nov.  1898  to  Jan.  1899, 
operator,  Belleville,  Ont.;  Jan.  1890  to 
.A.ug.  1902.  agent,  Whitby,  Ont.;  Aug. 
1902  to  May  1905,  agent,  Brockville,  Ont.; 


A.isisUint  Chiif  EiiKiiuer.  Western  Linea.  Cana- 
dian   National    Rys.  and   Grand  Trunk   Pacific    Ry. 

May  1905  to  Nov.  1907,  agent,  Sher- 
brooke.  Que.;  Nov.  1907  to  May  1909, 
agent,  Lewiston,  Me.;  May  1900  to  Aug. 
1910,  Travelling  Passenger  Agent,  Mont- 
real; Aug.  1910  to  Dec.  1912,  agent,  Pon- 
tiac,  Mich.;  Dec.  1912  to  Sept.  1,  1917, 
agent,  Detroit,  Mich.,  and  from  Sept.  1, 
1917,  Superintendent,  Detroit  Division, 
Detroit,   Mich. 

Joseph  Ga.ston  Legrand,  who  has  been 
appointed  Bridge  Engineer,  Western 
Lines,  Canadian  National  Rys.,  and  Grand 
Trunk  Pacific  Ry.,  Winnipeg,  was  born 
at  Sonipuis,  Marne,  France,  Dec.  24, 1861. 
He  underwent  officers'  training  in  the 
French  Army  in  1881  and  1882,  and  from 
1882  to  1887  was  chainman  and  instru- 
ment man  on  the  French  Government 
Railways  in  Ardennes;  from  1887  to  1889, 
engineer  in  charge  for  the  contractor  on 
fortification  works  at  Verdun;  and  from 
1889  to  1891,  engineer  in  charge  of  con- 
struction of  mining  plant  for  the  Hafna 


Mining  &  Smelting  Co.,  Llanrwst,  North 
Wales.  He  came  to  Canada  June  9, 1891, 
and  has  been,  from  1891  to  1893,  Assist- 
ant to  J.  A.  U.  Beaudry,  civil  engineer, 
Montreal  1893  to  1903,  structural  drafts- 
man, checker  and  designer.  Dominion 
Bridge  Co.,  Montreal;  1903  to  1906,  As- 
sistant Chief  Engineer,  Structural  Di- 
partment.  Locomotive  &  Machine  Co., 
Montreal;  1906  to  1908,  Bridge  Engineer, 
Grand  Trunk  Pacific  Ry.,  Montreal;  1908 
to  1920,  Bridge  Engineer,  Grand  Trunk 
Pacific  Ry.,  Winnipeg.  In  1907  he  was 
asked  by  the  Minister  of  Railways  and 
Canals  to  act  on  a  board  appointed  to 
decide  on  a  design  for  the  Quebec  Bridge. 
From  :1^12  to  1914,  he  was  Consulting 
Bridge  Engineer  for  Edmonton,  Dunve- 
gan  &  British  Columbia  Ry.,  and  Pacific 
Great  Eastern  Ry.,  and  was  also  design- 
ing engineer  for  the  Provencher  bridge 
over  the  Red  River  between  St.  Boniface 
and  Winnipeg.  During  his  service  with 
the  Grand  Trunk  Pacific  Ry.,  through  its 
construction  period,  he  was  responsible 
for  the  design  of  its  permanent  bridges, 
stations,  locomotive  houses,  coaling  and 
fuel  oil  stations,  power  and  heating 
plans,  warehouses  and  wharves.  He  is 
a  member  of  the  Engineering  Institute 
of  Canada  and  of  the  American  Railway 
Engineering  Association. 

James  Alexander  MacGregor,  who  has 
been  appointed  Manager,  Edmonton, 
Dunvegan  &  British  Columbia  Ry.,  and 
Central  Canada  Ry.,  Edmonton,  Alta., 
was  born  at  Dufftown,  Scotland,  Apr.  5, 
1873,  and  entered  C.P.R.  service  May, 
1892,  since  when  he  has  been  to  Feb. 
1903,  clerk,  stenographer,  chief  statis- 
tical clerk  and  Travelling  Car  Agent, 
Montreal;  Feb.  1903  to  June  1904,  Car 
Service  Agent,  Winnipeg;  June  1904  to 
Oct.  1908,  Assistant  Superintendent  Car 
Service,  Winnipeg:  Oct.  1908  to  Oct. 
1909,  Superintendent,  Souris,  Man.;  Nov. 
1909  to  Sept.  1913,  Superintendent,  Bran- 
don, Man.;  Sept.  1913  to  July  1914,  Re- 
lieving Superintendent  on  various  divi- 
sions; Aug.  1914  to  July  1920,  Superin- 
tendent, Edmonton  Division,  Albei-ta  Dis- 
trict, C.P.R.,  Edmonton. 

T.  C.  Machett,  town  ticket  agent,  C.P. 
R.,  and  agent.  Dominion  Ex.  Co.,  Lind- 
say, Ont.,  died  there  Sept.  24,  aged  64, 
following  a  paralytic   stroke. 

M.  H.  MacLeod,  Vice  President,  Oper- 
ation, Maintenance  and  Construction, 
Canadian  National  Rys.,  returned  to  To- 
ronto recently,  after  spending  sevei-al 
months  in  the  prairie  provinces  and  on 
the  Pacific  coast,  but  has  not  yet  resumed 
active  service,  owing  to  ill  health. 

W.  G.  Manders,  whose  appointment  as 
Assistant  Freight  Traffic  Manager,  Can- 
adian National  and  Grand  Trunk  Pacific 
Rys.,  and  Grand  Trunk  Pacific  Coast 
Steamship  Co.,  Winnipeg,  was  announced 
in  our  last  issue,  was  born  at  Owen 
Sound,  Ont.,  July  24,  1876,  and  entered 
railway  .service  in  Apr.  1897,  since  when 
he  has  been  to  Feb.  1901,  clerk  and  steno- 
grapher. Local  Freight  Office,  C.P.R., 
Owen  Sound,  Ont.;  Feb.  to  July  1901, 
chief  clerk.  Local  Freight  Office,  C.P.R., 
Fernie,  B.C.;  July  1901  to  Dec.  31,1903, 
clerk.  General  Freight  Office,  Canadian 
Northern  Ry.,  Winnipeg;  Jan.  1,  1904, to 
Jan.  1,  1907,  chief  clerk  in  charge  of  loss 
and  damage  and  overcharge  freight 
claims.  General  Freight  Office,  C.N.R., 
Winnipeg;  Jan.  1,  1907,  to  May  1,  1909, 
chief  clerk.  Freight  Traffic  Department, 
C.N.R.,  Winnipeg;  May  1,  1909,  to  Feb. 
29,  1916,  Assistant  General  Freight 
Agent,  C.N.R.,  Winnipeg;  Mar.  1,  1916, 
to  Jan.  1,  1919,  General  Freight  Agent, 
Western  Lines,  Canadian  Northern  Ry., 
Winnipeg;  Jan.  1,  1919,  to  Aug.  24,  1920, 


542 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


October,  1920. 


AxmaUnt  KrriKhl  TraflU'  Manager,  Wmt- 
i-m  I. mm,  Canadian  National  Ryu.,  Win- 
ntprg. 

RirhartI  Marpoir,  (trnrral  Kxpruttvr 
Ai«»iiitanl.  <M'.R.,  Vam-ouvor,  B.C.,  who 
di<><i  thcr«'.  Junr  K,  in  n'lxirtcil,  in  a  pri'^iit 
diiipatrh,  a>  havinic  Irft  an  i>.*tatr  valued 
at  $t'>0-l,2.'!2  to  hin  family  and  Krand- 
rhildrvn. 

Hrnrjr  Milairr  MrlanHon,  who  appoint- 
inrnt  an  Panstonirrr  Trnffle  .ManuKor,  Can- 
adian NatiimnI  and  Crand  Trunk  I'aritic 
Ryi«.,  ant!  (irand  Trunk  I'aciflr  Coast 
Stpamship  Co.,  Toronto,  was  announced 
in  our  la.«t  ixsuf,  was  born  at  S<-adouc, 
N.B.,  Mar.  !'.  1K72,  and  entort-d  Govirn- 
nipnt  railway  M-rvice  Nov.  18,  1S<^,  since 
whon  ho  has  hcon,  to  Aup.  1SS»2,  clerk  in 
Mechanical  Department,  Intenolonial 
Ry.;  Au(f.  1892  to  Dec.  18!)'J,  clerk  in 
Hassenirer  Department;  Dec.  1899  to  Mar. 
1901,  chief  clerk,  Passentfer  Department; 
Mar.  1901  to  May  \<m:i.  General  BaKpaKe 
A(fent;  May  lin'a  to  Nov.  1909,  chief 
clerk,  Passenirer  Department;  Nov.  1909 
to  May  19i:t,  Assistant  General  I'assen- 
irer  Airent;  .June  191.'!  to  June  1917,  Gen- 
eral Passenjrer  Agent;  .lune  1917  to  ,Ian. 
1,  1919,  Passenger  Traffic  Manager,  Can- 
adian Government  Rys.,  all  at  Moncton, 
N.B.;  Jan.  1,  1919,  to  Aufr.  24.  1920,  Pas- 
aennvT  Traffic  Manager,  Canadian  Na- 
tional Rys.,  Toronto. 

A.  J.  .Mitchell.  Vice  President.  Finance 
and  Account*,  Canadian  National  Rys., 
left  Toronto  Sept.  28  for  a  business  trip 
to    England. 

C.  H.  Nichol.son,  who  has  been  appointed 
Manager  of  Steamships  with  jurisdiction 
over  floating  equipment  under  operation 
by  Western  Lines,  Canadian  National 
Rys.,  and  Grand  Trunk  Pacific  Ry.,  Van- 
couver, B.C..  was  born  at  Belleville.  Ont.. 
and  was  educated  there,  at  Queen's  Uni- 
versity, Kingston,  Ont.,  and  at  the  Uni- 
versity of  Marj'land,  Baltimore.  He  en- 
tered transportation  service  with  the 
Richelieu  &  Ontario  Navigation  Co..  and 
subsequently  became  purser  on  on'-  "f 
the  steamers  operated  by  C.  F.  Gilder- 
sleeve,  on  the  Bay  of  Quinte  and  Rivei- 
St.  Lawrence.  He  remained  as  purser 
for  three  years,  and  became  captain,  hav- 
ing charge  successively  of  the  Hero. 
Hastings.  Norseman  and  North  King. 
When  C.  F.  Gildersleeve  organized  the 
Lake  Ontario  and  Bay  of  Quinte  Steam- 
boat Co.,  he  became  General  Freight 
Agent,  and  until  190;!  represented  its  in- 
terests in  the  U.S.,  with  headquarters  at 
Rochester,  N.Y.  During  the  season  of 
1903  he  was  Manager  of  Transportation, 
Muskoka  Lakes  Navigation  &  Hotel  Co., 
at  Gravenhurst,  and  from  Veh.,  1904.  to 
Nov.  .10  1909.  was  Traffic  Manager,  Nor- 
thern Navigation  Co.,  Sarnia,  Ont.;  Nov. 
.'{0,  1909,  to  Sept.  1,  1920,  .Manager,  Grand 
Trunk  Pacific  Coast  Steamship  Co.,  Van- 
couver, B.C. 

S.  N.  Parent,  formerly  Chairman,  Na- 
tional Transcontinental  Railway  Com- 
sion.  died  at  Quebec.  Que.,  Sept.  7,  after 
a  long  illness.  He  was  bom  at  Beauport, 
Que..  Sept.  12.  1855.  and  practised  law 
for  several  years,  becoming  a  K.C.  in 
1899.  He  was  .Mayor  of  Quebec  from 
1894  to  1905,  and  represented  St.  Sauveur 
in  the  Legislature  from  1890  to  1905. 
and  from  1900  to  his  resignation  in 
.March.  1905.  was  Premier  of  the  province. 
He  was  President  of  the  Quebw  Bridge 
Co.,  1897  to  1908,  when  the  construction 
of  the  first  bridge  was  undertaken,  and 
which  collapsed  in  its  earlier  stages.  He 
was  also  a  director  of  the  Quebec  Ry., 
Light  &  Power  Co.,  the  Quebec  &  Lake 
St.  John  Ry.  Co.,  and  from  1900  to  1911 
was  Chairman,  National  Transcontinental 
Ry.   Commission. 


Vi.  J  Plolrni).  Deputy  TreaKurer  for 
Manitoba,  died  suddenly  at  Winni|H-g, 
Sept.  1(1.  He  wan  born  near  Smithville, 
Ont.,  in  1850,  and  from  June,  1873,  to 
-May,  1875,  nerved  in  the  Kngineering  De- 
jiartmrnt  of  the  <;reat  Western  Ry.  (now 
G.T.R.),  and  wb.«  also  engage<l  on  the 
...nstruction  of  telegraph  lines  with 
Fuller  and  Milne's  telegraph  construc- 
tion party,  and  for  the  Dominion  Govern- 
ment, on  the  C.P.R..  between  Fort  Felly 
iind  Flirt  Kdnumton. 

Hon.  J.  R.  Reid,  Minister  of  Railways 
and  Canals,  sailed  from  New  York,  Sept. 
18.  for  Kngland,  accompanied  by  Mrs. 
and  .Miss  Reid,  expecting  to  be  away 
about  two  months.  Hon.  A.  L.  Sifton 
is  acting  .Minister,  during  his  absence. 
R.  S.  Richardson,  Superintendent.  Can- 
adian National  Rys.,  Fort  William,  Ont., 
left  there  early  in  September  on  a  trip 
to  the  I'acific  coast,  going  direct  to  Van- 
couver and  thence  to  Prince  Rupert,  B.C. 
}le  will  go  cast  as  far  as  Quebec  before 
returning  to  Fort  William. 

Alfred  E.  Rosevear,  who  has  been  ap- 


J.    (r.    Lrcrand. 
nrittfTP    Enirinp4>r.    Westvrn     l.inoit.    Canadian    Na- 
tional  RyK,   and   Grand  Trunk    Pacific   Ry. 

pointed  General  Freight  Agent,  Western 
Lines,  Canadian  National  Rys..  and  Grand 
Trunk  Pacific  Ry.,  Winnipeg,  was  bom 
at  Montreal,  Feb.  20,  \H6a,  and  entered 
railway  service  May  21,  1878,  since  when 
he  has  been,  to  Apr.  15,  1880,  clerk.  Mo- 
tive Power  Department,  G.T.R.,  .Mont- 
real; Apr.  15,  1880,  to  Apr.  i:!,  1886, 
clerk.  General  Superintendent's  office,  G. 
T.R.,  Montreal;  Apr.  I.!,  1886,  to  July  :!1, 
1890,  clerk.  General  Manager's  office,  G. 
T.R.,  Montreal;  July  .SI.  1890.  to  Aug.  1. 
1890,  accountant.  Freight  Traffic  Depart- 
ment, G.T.R.,  Chicago,  111.;  Aug.  1,  1891, 
to  Oct.  1,  1898,  accounUnt,  Freight  Traf- 
fic Department,  G.T.R.,  Detroit,  .Mich.; 
Oct.  1,  1898.  to  Apr.  19,  1908,  Freight 
Claim  Agent,  G.T.R. ,  .Montreal;  Apr.  19, 
1908,  to  Nov.  1.  1912,  Assistant  General 
Freight  Agent,  G.T.R.,  Montreal;  Nov. 
1,  1912,  to  June  :!0,  191:!,  A.ssistant  to 
Vice  President  (Traffic),  G.T.R.  and 
(irand  Trunk  Pacific  Ry.,  Montreal;  July 


I.  Ittl.'i,  to  Aug.  28,  1920,  (;eneral  Freiicht 
Agent,  (Jrand  Trunk  Pacific  Ry.,  Win- 
nipeg. 

Mm.  A.  K.  RoMfrar,  wife  of  the  Gen- 
eral Freight  Agi-nl,  Western  Lines,  Can- 
adian .National  Rys.  and  Grand  Trunk 
Pacific  Ry.,  and  the  Misseo  Rosevear, 
have  returned  to  Winnipeg  aft<T  spend- 
ing the  summer  at  St.  Lambert.  Que. 

MrH.  A.  L.  Sauve.  wife  of  the  C.P.R. 
City  Ticket  Agent.  OtUwa.  Ont,.  died 
there   recently. 

Lord  ShaughneHity,  Chairman,  C.P.R. 
Co.,  is  chairman  of  a  Montreal  citiiens 
committee,  which  is  co-operating  with 
McGill  I'niversity  authority,  to  raise 
$500,000  for  the  university  purposes. 

Mrs.  G.  W.  Shibley,  of  Woodstock,  Ont., 
who  died  Sept.  19,  aged  72,  after  a  long 
illness,  was  a  sister  of  Geo.  H.  Ham,  of 
the  Canadian  Pacific  Ry.  headquarters 
sUff,  Montreal. 

Angus  William  Sinclair,  son  of  Angus 
Sinclair,  railway  contractor,  Toronto, 
was  married  there  Sept.  25  to  Miss  A.  H. 
Kay. 

Lome  Cameron  Thomson,  who  has  been 
appointed  General  Storekeeper,  Eastern 
Lines,  Canadian  National  Rys.,  Toronto, 
was  bom  at  Kingston,  Ont.,  Nov.  25. 
1K82,  and  entered  railway  service,  in 
.Mar.  1897.  since  when  he  has  been,  to 
.lune  1898.  requisition  clerk.  Stores  De- 
partment, Delorimier  Ave.  Shops,  C.P.R., 
-M.mtreal;  June  1898  to  Apr.  1889,  billing 
clerk.  Stores  Department.  C.P.R.,  Hoche- 
laga,  Montreal;  .\pr.  1899  to  June  1900. 
timekeeper,  car  shops,  C.P.R.,  Hoche- 
laga,  Montreal;  June  1900  to  .Mar.  1901. 
Storekeeper.  C.P.R..  Quebec.  Que.;  Mar. 
1901  to  June  1902,  Storekeeper,  C.P.R.. 
Brownville  Jet..  Me.;  June  1902  to  Nov. 
190.?.  Division  Storekeeper.  C.P.R..  Mc- 
Adam  Jet.,  N.B.;  Nov.  1903  to  June  1904, 
relieving  storekeeper.  Eastern  Lines. 
C.P.R.;  June  1904  to  Oct.  1905.  Store- 
keeper, section  A,  .Angus  shops,  C.P.R.. 
.Montreal;  Oct.  1905  to  .Mar.  1907.  chief 
( lerk,  General  Storekeeper,  Angus  shops, 
I  .P.R..  Montreal;  Mar.  1907  to  July  1909, 
."Storekeeper,  Ontario  Lines,  Canadian 
Northern  Ry.,  Parry  Sound,  Ont.;  July 
llHUi  to  Nov".  1912,  Division  Storekeeper, 
iMitario  and  Quebec  Lines,  Canadian  Nor- 
thern Ry.,  Toronto:  Nov.  1912  to  Feb. 
JO,  1916,  General  Storekeeper,  Eastern 
Lines.  Canadian  Northern  Ry..  Toronto; 
Feb.  20,  1916,  to  .Ian.  14.  1919,  Superin- 
tendent Transportation.  Imperial  Muni- 
tions Board,  Ottawa.  Ont.;  Jan.  14  to 
.\pr.  1919,  General  Storekeeper,  Eastern 
Lines,  Canadian  National  Rys.,  Toronto; 
.\pr.  1919  to  Sept.  7,  1920,  General  Store- 
keeper, Canadian  Car  &  Foundry  Co., 
.Montreal. 

William  Walkden,  who  has  been  ap- 
pointed Assistant  Bridge  Engineer.  West- 
ern Lines,  Canadian  National  Rys.  and 
(irand  Trunk  Pacific  Ry.,  Winnipeg,  was 
born  at  .Alderley  Edge,  Cheshire,  Eng., 
.lune  1,  1885,  and  sen-ed  as  an  indentur- 
ed pupil  and  assistant  with  P.  Pierce  & 
Son,  Architects  and  Engineers,  Stock- 
port, Eng.,  from  Oct.  1902  to  July  1907. 
He  entered  tnarsportation  service  in 
-Nov.  1907,  since  when  he  has  been,  to 
July  1909,  draftsman.  Engineering  De- 
partment, Canadian  Northern  Ry.;  July 
1909  to  May  1912,  draftsman  and  As- 
sistant Engineer.  Bridge  Engineer's  De- 
partment, same  road;  May  to  Nov.  1912. 
chief  drnft,snian.  same  road;  Nov.  1912 
to  Feb.  1917,  Assistant  to  Bridge  Engi- 
neer, same  road;  Feb.  1917  to  .Apr.  1919, 
acting  Bridge  Engineer,  same  road;  Apr. 
1919  to  Sept.  1.  1920,  Bridge  Engineer, 
G.T.P.R.,  Winnipeg. 


October,  1920. 


543 


Transportation  Appointments  Throughout  Canada. 


The  information  under  this  head,  which  is  gath- 
ered almost  entirely  from  official  sources,  is  com- 
piled with  the  Kreatest  care,  so  as  to  ensure  abso- 
lute accuracy.  Anyone  who  may  notice  any  error 
in  our  announcements  will  confer  a  favor  by  ad- 
vifiinK    us. 

Board  of  Railway  Commissioners. — A. 
E.  ECCLKSTOXE,  chief  clerk,  Secre- 
tary's Department,  has  resigned,  and  J. 
B.  .\rbick  i.s  atting  in  that  capacity. 

Canadian  Government  Merchant  Ma- 
rine, Ltd.— W.  A.  CUXMN'GHAM,  here- 
tofore E.xport  and  Import  Freight  Agent, 
Canadian  National  Rys.,  Montreal,  and 
who,  since  July,  1919,  attended  to  the 
booking  of  traffic  intended  for  C.G.M.M. 
ships,  has  been  appointed  acting  General 
Freight  Agent,  C.G.M.M.,  in  complete 
charge  of  all  traffic  matters  in  respect  to 
this  company.  Office,  230  St.  James  St., 
Montreal. 

J.  P.  DOHERTY,  heretofore  Port 
Agent,  St.  John,  N.B.,  is  reported  to 
have  been  appointed  .A.ssistant  General 
Freight  Agent,  at  Montreal. 

H.  E.  KAME,  heretofore  Assistant 
Port  Agent,  is  reported  to  have  been  ap- 
pointed Porth  Agent,  St.  John,  N.B.,  vice 
J.  D.  Doherty,  pi'omoted. 

The  following  representatives  have 
been  appointed  in  the  West  Indies  for 
Canadian  Government  Merchant  Marine 
Ltd.,  and  Canadian  National  Rys.: — 
Bridgetown,  Barbados,  Gardiner  Austin 
&  Co.;  Georgetown,  Demerara,  Sandbach, 
Parker  &  Co.;  Kingston,  Jamaica,  Jamai- 
ca Shipping  &  Trading  Co.;  Trinidad, 
Goo.  F.  Iluggins  &  Co. 

Canadian  National  Rys. — Owing  to  in- 
creased work,  caused  by  the  additional 
mileage,  including  the  Grand  Trunk  Pa- 
cific Ry.,  brought  under  the  C.N.R.  man- 
agement, it  has  been  found  necessary  to 
divide  the  Construction,  Operation  and 
Maintenance  Department.  M.  H.  MAC- 
LEOD, heretofore  Vice  President,  Oper- 
ation, Construction  and  Maintenance,  has 
been  appointed  Vice  President  in  charge 
of  Construction.  S.  J.  HUNGERFORD, 
heretofore  Assistant  Vice  President,  Op- 
eration, Construction  and  Maintenance, 
has  been  appointed  Vice  President  in 
charge  of  Operation  and  Maintenance. 
Offices,  Toronto. 

\V.  U.  APPLETON,  heretofore  Me- 
chanical Superintendent,  Eastern  Lines, 
has  been  appointed  General  Superintend- 
ent of  Rolling  Stock,  Eastern  Lines,  and 
his  former  position  has  been  abolished. 
Office,  Moncton,  N.B. 

D.  M.  CRAWFORD,  heretofore  Gen- 
eral Agent,  Cleveland,  Ohio,  has  been 
appointed  General  Agent,  Pittsburg,  Pa., 
vice  F.  G.  Wood,  appointed  Ontario 
Freight  .\gent,  Canadian  Government 
Merchant   Marine. 

G.  R.  EDGI,EY,  heretofore  Superin- 
tendent, St.  Maurice  Division,  Quebec 
District,  Quebec,  Que.,  has  been  appoint- 
ed Superintendent,  Ottawa  Division,  Que- 
bec District,  vice  W.  R.  Kelly,  transfer- 
red.     Office,   Ottawa,   Ont. 

G.  N.  GOAD,  heretofore  Superintend- 
ent, Superior  Division,  Ontario  District, 
Hornepayne,  Ont.,  has  been  appointed 
Superintendent,  Nipissing  Division,  On- 
tario District,  vice  G.  A.  Hoag,  appoint- 
ed Superintendent  of  Transportation.  Of- 
fice, Capreol,  Ont. 

F.  GRIFFIN,  heretofore  Assistant 
Superintendent,  District  1,  Quebec  Divi- 
sion, Levis,  Que.,  has  been  appointed 
Superintendent,  St.  Maurice  Division, 
Quebec  District,  vice  G.  R.  Edgley,  trans- 
ferred.    Office,  Quebec,  Que. 

G.  A.  HO.\G,  heretofore  Superintend- 
ent, Nipissing  Division,  Ontario  District, 


Capreol,  Ont.,  has  been  appointed  Super- 
intendent of  Transportation,  Ontario  Dis- 
trict.    Office,  Toronto. 

W.  R.  KELLY,  heretofore  Superinten- 
dent, Ottawa  Division,  Ottawa,  Ont.,  has 
been  appointed  Superintendent,  Mont- 
real Division,  vice  .1.  J.  Sunderland,  ap- 
pointed Superinten<lent  of  Transporta- 
tion.    Office.  Montreal. 

M.  LANCASTER,  heretofore  locomo- 
tive man.  Hanna,  .\lta.,  has  been  ap- 
pointed Assistant  .Air  Brake  Instructor, 
Sioux  Lookout.  Ont. 

J.  J.  NAPIER  has  been  appointed  Sup- 
erintendent, Superior  Division,  Ontario 
District,  vice  G.  K.  Goad,  transferred. 
Office,  Hornepayne,  Ont. 

J.  H.  PAKENHAM  has  been  appoint- 
ed Assistant  Superintendent  of  Termi- 
nals, with  juris<iiction  between  Quebec 
bridge  and  Palais  station  and  Ste.  Foye 
to  Quebec,  vice  J.  A.  Trudel.  Office,  Pa- 
lais  station.   Que. 


S.  J.  HunBerford. 
Vice  President.  Operation  and  Maintenance.  Cana- 
dian   National    Railways. 

W.  E.  RIVERS  has  been  appointed  Di- 
vision Engineer,  Kamloops  Division,  Pa- 
cific District.     Office,  Kamloops  Jet.,  B.C. 

F.  A.  SHAW,  heretoft.re  General 
Agent,  Freight  and  Passenger  Depart- 
ment, C.N.R.,  Detroit,  Mich.,  has  been 
appointed  General  Agent,  Cleveland, 
Ohio,  vice  D.   M.  Crawford,  transferred. 

J.  J.  SUNDERLAND,  heretofore  Sup- 
erintendent, Montreal  Division,  Quebec 
District,  Montreal,  has  been  appointed 
Superintendent  of  Transportation,  Que- 
bec District.     Office,  Quebec,  Que. 

L.  C.  THOMSON,  formerly  General 
Storekeeper,  Eastern  Lines,  Canadian 
National  Rys.,  and  latterly  General 
Storekeeper.  Canadian  Car  &  Foundry 
Co.,  Montreal,  has  been  appointed  Gen- 
eral Storekeeper,  Eastern  Lines,  C.N.R., 
vice  W.  I).  Stewart.    Office,  Toronto. 

J.  A.  TRUDEL.  heretofore  Assistant 
Superintendent  of  Terminals,  Quebec, 
Que.,  has  been  appointed  Assistant  Sup- 


erintendent, Levis  Division,  Quebec  Dis- 
trict, vice  F.  Griffin,  promoted.  Office, 
Levis,  Que. 

See  also  Canadian  Government  Mer- 
chant Marine  Ltd. 

Canadian  National  Rys. -Grand  Trunk 
Pacific  Ry. — In  connection  with  the  plac- 
ing of  the  G.T.P.R.  under  the  Canadian 
National  Rys.  board,  the  jurisdiction  of 
the  following  C.N.R.  officials  has  been 
extended   over  the   G.T.P.R.:  — 

H.  G.  FOREMAN,  Treasurer,  Cana- 
dian  Northern   Ry.   System,  Toronto; 

C.  E.  FRIEND,  Comptroller,  Canadian 
Northern   Rv.   System,  Toronto; 

J.  M.  GRIEVE,  General  Superintend- 
ent, Sleeping,  Dining  and  Parlor  Cars 
and  News  Service,  Canadian  National 
Rvs.,  Toronto; 

R.  M.  MITCHELL,  Right  of  Way  and 
Property  Commissionei-,  Canadian  Na- 
tional Rvs.,  Toronto; 

WM.  PHILLIPS,  European  Manager, 
Canadian    National    Rys.,   London,   Er.?-  : 

W.  PRATT,  Manager,  Sleeping,  Dining 
and  Parlor  Cars  and  Hotels,  Canadian 
National   Rvs.,  Toronto; 

G.  E.  SMART,  General  Master  Car 
Builder,  Canadian  National  Rys.,  Toron- 
to; 

E.  B.  WALKER,  Electrical  Engineer, 
Canadian    National    Rys.,   Toronto; 

T.  G.  WATSON,  Tax  Commissioner, 
Canadian  National  Rys.,  Toronto.  He 
will  now  supervise  all  matters  of  assess- 
ment and  taxation,  relating  to  lands  of 
the  former  Canadian  Northern  Ry.  Co., 
and  its  subsidiary  lines,  together  with 
the  Intercolonial,  National  Transcontin- 
ental   and    Grand    Trunk    Pacific    Rys. 

Canadian  National  Rys.  Western  Lines- 
Grand  Trunk  Pacific  Ry. — In  connection 
with  the  placing  of  the  G.T.P.R.  under 
the  Canadian  National  Rys.  Board,  the 
jurisdiction  of  the  following  officials  has 
been  extended  over  both  lines: — 

J.  M.  BANNER.MAN,  Chief  Special 
-Agent,  Western  Lines,  C.N.R.,  Winnipeg; 

H.  P.  BL.AKE.  Engineer  of  Water  Sup- 
ply,  Western   Lines,  C.N.R.,  Winnipeg; 

W.  C.  BLAKE,  Divisional  Accountant, 
C.N.R.,   Winnipeg; 

W.  BURNS,  Engineer  of  Construction, 
Western    Lines,   C.N.R.,   Winnipeg; 

A.  E.  COX,  General  Storekeeper,  West- 
ern  Lines,  C.N.R.,  Winnipeg; 

E.  CRAWFORD,  Superintendent  of 
Car  Service,  Western  Lines,  C.N.R.,  Win- 
nipeg; 

H.  A.  DIXON,  Chief  Engineer,  West- 
ern  Lines,   C.N.R.,   Winnipeg; 

J.  P.  DRISCOLL,  General  Superinten- 
dent of  Car  Service,  C.N.R.,  Toronto; 

A.  H.  E.AGER,  Mechanical  Superin- 
tendent, Western  Lines,  C.N.R.,  Winni- 
peg; 

A.  G.  GILMOUR,  Freight  Claim  Agent, 
C.N.R.,  Winnipeg; 

J.  A.  HEAMAN,  Assistant  Chief  En- 
gineer, G.T.P.R.,  Winnipeg; 

J.  G.  LEGRAND,  Bridge  Engineer,  G. 
T.P.R.,   Winnipeg; 

J.  M.  LENEY,  .Assistant  Chief  Medi- 
cal  Officer,  G.T.P.R.,  Winnipeg; 

S.  J.  LUPTON,  Chief  Boiler  Inspector, 
Western  Lines,  C.N.R.,  Winnipeg; 

A.  McCOWAN,  Master  Car  Builder, 
Western    Lines,   C.N.R.,   Winnipeg; 

C.  H.  NICHOLSON,  Manager,  G.T.P. 
Coast  Steamship  Co.,  Vancouver,  B.C., 
Manager  of  Steamships,  with  jurisdic- 
tion over  all  floating  equipment  under 
the  direction  of  the  railways; 

W.  LeB.  ROSS,  Local  Treasurer,  G. 
T.P.R.,  Winnipeg; 


544 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


October.  1920. 


A.  A.  TISDALK,  AimisUnt  lo  General 
MnnutriT.  C.T.r.K.,  Winnipeit. 

K.  C.  APAMS.  heretofore  Comnurcuil 
Airnil.  C.T.K.,  Winnipeir,  h«ii  been  ap- 
{><iiiiti-il  Aii!(i!<Liint  Ceneml  KreiRhl  AKent. 
CNR.  nnH  C.T.r.K..  with  fiuporvisiiin  of 
!hr  soliciUtioii  of  freiirht  tranir.  Office, 
WjnnipeK. 

R.  II.  HKI.I..  hon'tofore  Division  Freiirht 
A»:ent,  C.N.R..  Edmonton,  Alta..  has  been 
itp|>ointed  Division  FrciRht  Acent,  Cana- 
.lian  National  and  Grand  Trunk  Pacific 
Rvs.,  there. 

K.  HOWER,  heretofore  TravellinK  Pan- 
.  iicir  Ak'int.  C.N.R..  ReKina.  Sa»k.,  has 
.•en  appointed  Travellinfr  TasyenKcr 
\iront.  C.N.R.  and   G.T.P.R.,  Vancouver, 

A.  BROSTKDT.  heretofore  Assistant 
General  FreiKht  Afrent,  C.N.R.,  Vancou- 
ver, has  been  appointed  General  Freight 
Airent.  C.N.R.  and  G.T.P.R.,  with  super- 
vision of  territory  Lucerne,  B.C.,  and 
west,  and  including  G.T.  Pacific  Coast 
Steamship  Co.     Office,  Vancouver,  B.C. 

C.  H.  BROWN,  heretofore  Assistant 
Superintendent,  G.T.P.R.,  Edmonton,  ha.'; 
been  appointed  Superintendent  of  Trans- 
portJition,  Western  District,  C.N.R.  and 
Ci.T.P.R.     Office,   Edmonton,  Alta. 

W.  A.  BROWN,  General  Superintendent. 
vVcstem  District,  C.N.R.,  Edmonton, 
Alta.,  has  had  his  jurisdiction  extended 
i.ver  G.T.P.R.  lines,  Edmonton  to  BiKKar, 
both  inclusive,  Tofield  to  Calpary,  BiRpar 
to  Lovema,  Oban  to  Battleford,  and  Bat- 
tleford  to  Carruthers. 

J.  D.  CAMERON,  heretofore  City 
Freight  Agent,  C.N.R.,  Victoria,  B.C., 
has  been  appointed  Travelling  Freight 
Agent,  C.N.R.  and  G.T.P.R.,  Vancouver, 
B.C. 

A.  D.  CAREY,  heretofore  Superinten- 
dent, G.T.P.R.,  Edson,  Alta.,  has  been 
appointed  Superintendent,  Canadian  Na- 
tional and  Grand  Trunk  Pacific  Rys.,  with 
territory  as  hitherto.  Office,  Edson,  Alta. 

B.  T.  CHAPPELL,  General  Superin- 
tendent, Prairie  District,  C.N.R.,  Moose 
.law.  Sask.,  has  had  his  jurisdiction  ex- 
tended over  G.T.P.R.  lines,— Biggar  to 
Watrous,  Young  to  Prince  .Albert,  Mel- 
ville to  Regina,  Regina  to  Riverhurst, 
Regina  to  Northgate,  and  Talmage  to 
Weyburn. 

R.  CHISHOLM,  Inspector  of  Agencies, 
C.N.R.,  Winnipeg,  has  had  his  territory 
re-arranged  as  follows, — all  C.N.R.  lines 
west  of  Armstrong,  Ont.,  west  of  and  in- 
cluding Port  Arthur,  Ont.,  to,  and  in- 
cluding, Edmonton,  Alta.;  Stony  Plains, 
St.  Albert,  Athabaska  and  Onoway  Sub- 
divisions, and  all  G.T.P.R.  lines  east  of, 
anil   including.  Edmonton,  Alta. 

F.  .1.  CREIGHTON.  heretofore  City 
Ticket  Agent,  C.N.R.,  Winnipeg,  has 
been  appointed  City  Ticket  Agent,  C.N. 
R.   and   G.T.P.R.,   there. 

J.  W.  CONNELL  has  been  appointed 
.Assistant  Freight  Claim  .\gent.  Loss  and 
Damage  Claims.     Office,  Winnipeg. 

W.  G.  CONNOLLY,  heretofore  City 
Passenger  and  Ticket  Agent,  G.T.P.R., 
Vancouver,  B.C.,  has  been  appointed  City 
Passenger  Agent,  C.N.R.  and  G.T.P.R., 
there. 

G.  A.  CUNCLIFFE  has  been  appointed 
.Superintendent,  with  jurisdiction  over  the 
following  lines:  Brandon  to  Regina; 
.Maryfield  to  liadville;  Luxton  to  Estc- 
van;  Radville  to  Bcngough;  Verdun  to 
Belmont;  and  M.  &  B.  .let.  to  Hartney 
.let.     Office.  Brand(m,  Man. 

A.  D.WIDSON,  heretofore  Commer- 
cial .Agent,  G.T.P.R.,  Vancouver,  has 
appointed  Division  Freight  Agent,  C.N. 
R.  and  G.T.P.R.,  with  supervision  over 
Grand  Trunk  Pacific  Coast  Steamship 
Co.'s    traffic.      Office,    Vancouver,    B.C. 


J.  K.  DAVISUN  has  been  appoint«d 
AsxUUnt  Ui  Chief  Rnirinccr,  CJ4.R.. 
Wentern   Lines,  and   G.T.P.R.,   Winnipeg. 

L.  V.  DRl'CE,  heretofore  Diviaion 
Freight  Agent,  G.T.P.R.,  Edmonton, 
Alta.,  has  In-en  appointed  Commercial 
Agent,  C.N.R.  and  G.T.P.R.,  there. 

C.  F.  EARLE,  heretofore  ("ity  Passen- 
ger and  Ticket  Agent,  G.T.P.R.,  Victoria, 
B.C.,  has  been  appointed  District  Pas- 
senger  Agent.  C.N.R.  and   G.T.R.,   there. 

L.  A.  FONGER,  heretofore  chief  clerk. 
Freight  Department,  C.N.R.,  Winnipeg, 
has  been  appointed  Division  Freight 
Agent,  C.N.R.,  and  G.T.P.R.,  Port  Ar- 
thur, Ont.,  vice  .1.   R.  Scott,  promoted. 

U.  K.  GAYS,  heretofore  City  Freight 
.Agent,  C.N.R.,  Winnipeg,  has  been  ap- 
pointed Division  Freight  Agent,  C.N.R. 
anil   G.T.P.R.,   Brandon,   Man. 

S.  M.  GREENE,  heretofore  City  Pas- 
.scnger  and  Ticket  Agent,  G.T.P.R.,  Re- 
gina, Sask.,  has  been  appointed  Citv 
Ticket  Agent,  C.N.R.  and  G.T.P.R.,  there". 

E.  HACKING,  heretofore  .Master  Car 
Builder,   G.T.P.R.,   Tran.scona,   Man.,  has 


W.   L".   Applrton, 

General   SuperinU-mlent  of   RollitiK   Stock.   Eaatvrn 

Lines,    Canadiiin    National    Railwa]rs. 

been  appointed  Assistant  Master  Car 
Builder,  C.N.R.  and  G.T.P.R.  Office, 
Winnipeg. 

R.  HAY,  heretofore  City  Passenger 
and  Ticket  Agent,  C.N.R.,  Vancouver, 
B.C.,  has  been  appointed  City  Ticket 
Agent,  C.N.R.  and  G.T.P.R.,  there. 

G.  M.  HEMSWORTH,  heretofore  City 
Ticket  Agent,  C.N.R.,  Victoria,  B.C.,  has 
been  appointed  Travelling  Freight  Agent, 
C.N.R.  and  G.T.P.R.,  there. 

.1.  IRWIN,  heretofore  Superintendent, 
Edmonton  Division,  Western  District,  C. 
N.R.,  Edmonton,  Alta.,  has  been  appoint- 
ed Superintendent,  C.N.R.  and  G.T.P.R., 
with  jurisdiction  over  the  following  lines: 
Eilmonton  to  Biggar,  including  Biggar, 
Tolield  to  Calgary,  Biggar  to  Lovema, 
Oban  to  Battleford,  and  Battleford  to 
Carruthers.  Office  (temporary),  Edmon- 
ton, Alta. 

C.  E.  ,IENNEY,  heretofore  General 
Agent,  Passenger  Department,  G.T.PJl., 


Vancouver,  B.C.,  has  been  •npointed  DU- 
trict  Pataenirer  Arcnt,  C.K.K.  and  G.T. 
P.R.,  there,  with  super\'ision  of  Grand 
Trunk  I'acific  Coast  Steamship  Co.'s  traf- 
fic. 

G.  F.  .lOHNSTON,  heretofore  City 
Passenger  and  Ticket  Agent,  G.T.P.R., 
Prince  Rupert,  B.C.,  has  been  appointed 
City  Ticket  Agent,  C.N.R.  and  G.T.P.R., 
there. 

R.  E.  JOHNSTON  has  been  appointed 
City  Freight  Agent,  C.N.R.  and  G.T.P.R.. 
Vancouver,  B.C. 

W.  H.  KILBY  has  been  appointed  Fire 
Inspector,  with  jurisdiction  over  all  C. 
N.R.  lines  west  of  Armstrong,  Ont.,  west 
of  and  including  Port  Arthur,  Ont.,  to 
and  including  Edmonton,  Alta.;  Stony 
Lake,  St.  Albert,  Athabaska  and  Ono- 
way subdivisions  and  all  G.T.P.R.  lines 
west  of  and  including  Edmonton.  Office, 
Winnipeg. 

A.  KILPATRICK,  Superintendent.  G. 
T.P.R.,  Smithers,  B.C.,  having  been  trans- 
ferred, that  position  has  been  abolished, 
.1.  P.  KIRKPATRICK,  Assistant  Superin- 
tendent, C.N.R.  and  G.T.P.R.,  there,  now 
reports  to  the  Assistant  General  Super- 
intendent, C.N.R.  and  G.T.P.R.,  Prince 
Rupert,  B.C. 

W.  A.  KIRKP.ATRICK,  heretofore 
Trainmaster,  C.N.R.,  Ncepawa,  Man.,  has 
been  appointed  Superintendent  of  Trans- 
portation, Prairie  District,  C.N.R.  and 
G.T.P.R.,  Saskatoon,  Sask. 

A.  F.  LENON,  heretofore  City  Passen- 
ger and  Ticket  .Agent,  G.T.P.R.,  Saska- 
toon, Sask.,  has  been  appointed  City 
Ticket  Agent,  C.N.R.  and  G.T.P.R.,  there. 

A.  C.  LIPSETT,  heretofore  Citv  Pas- 
senger and  Ticket  Agent,  G.T.P.R.,  Cal- 
gary, Alta.,  has  been  appointed  Travel- 
ling Passenger  -Agent,  C.N.R.  and  G.T.P. 
R..  there. 

J.  H.  CORMICK,  Signal  Engineer. 
Western  Lines,  C.N.R.,  Winnipeg,  has 
had  his  jurisdiction  extended  over  all 
G.T.P.R.  lines  east  of  and  including  Ed- 
inonton,  Alta. 

T.  W.  Mcdonough,  heretofore  Tra- 
velling Passenger  Agent,  G.T.P.R.,  Win- 
nipeg, has  been  appointed  Chief  Termi- 
nal Passenger  Agent,  C.N.R.  and  G.T. 
P.R.,  Winnipeg. 

.1.  F.  McGUIRE,  heretofore  acting  Gen- 
eral Agent,  C.N.R.,  Seattle,  Wash.,  has 
liieii  appointed  General  Agent,  Passen- 
ger Department.  C.N.R.  and  G.T.P.R.. 
with  territory,  Washington  and  Oregon. 
Office,  Seattle,  Wash. 

K.  E.  McLEOD,  heretofore  District 
Passenger  Agent,  C.N.R.,  Vancouver.  B. 
C,  has  been  appointed  District  Passen- 
ger Agent,  C.N.R.  and  G.T.P.R.,  there. 

R.  F.  McNAUGHTON,  heretofore  City 
Ticket  Agent,  C.N.R.,  Regina,  Sask.,  has 
been  appointed  Travelling  Passenger 
Agent,   C.N.R.   and   G.T.P.R.,   there. 

G.  A.  McNICHOLL,  heretofore  As- 
sistant General  Freight  and  Passenger 
Agent.  G.T.P.R.,  Prince  Rupert.  B.C.,  has 
been  appointed  Assistant  General  Freight 
and  Passenger  Agent,  C.N.R.  and  G.T.P. 
R.,  there. 

J.  MADILL,  heretofore  District  Pas- 
senger .Agent,  C.N.R.,  Edmonton,  Alta., 
has  been  appointed  District  Passenger 
Agent.  C.N.R.  and  G.T.P.R.,  there. 

B.  R.  .MARSALES,  heretofore  Division 
Freight  Agent,  C.N.R..  Saskatoon,  Sask., 
has  been  appointed  Division  Freight 
.Agent,   C.N.R.   and   G.T.P.R.,   there. 

C.  F.  MARTIN  has  been  appointed 
Su|>erintendent  of  Transportation,  with 
jurisdiction  over  G.T.P.R.  between  Ed- 
monton (not  including  Edmonton)  and 
Edson,  Alta..  and  all  C.N.R.  and  G.T.P.R. 
lines  we.st  of  Edson,  including  Vancou- 
ver Island  lines,  reporting  to  N.  B.  Wal- 


Ckitober,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


545 


ton,  Assistant  General  Superintendent, 
on  matters  pertaining  to  lines  between 
Edmonton  and  Prince  Rupert.  Office, 
Vancouver,  B.C. 

R.  H.  MERRITT,  heretofore  City  Pas- 
senger and  Ticket  Agent,  G.T.P.R.,  Seat- 
tle, Wash.,  has  been  appointed  City 
Ticket  Agent,  C.N.R.  and  G.T.P.R.,  there. 

R.  M.  MILLIKEN,  heretofore  Division 
Freight  Agent,  C.N.R.,  Regina,  Sask., 
has  been  appointed  Division  Freight 
Agent,  C.N.R.  and  G.T.P.R.,  there. 

L.  F.  MUNCEY,  heretofore  Assistant 
Superintendent,  C.N.R.,  Vancouver,  B.C., 
has  been  appointed  Superintendent,  with 
jurisdiction  Red  Path  Jet.  to  Vancouver, 
vice  J.  E.  Nelson,  transferred.  Office, 
Karaloops  Jet..   B.C. 

W.  I.  MUNRO.  Superintendent,  C.N. 
R.,  Saskatoon,  Sask.,  has  had  his  juris- 
diction extended  over  the  following  C.N. 
R.  and  G.T.P.R.  lines:  Saskatoon  to 
Prince  Albert,  Prince  Albert  to  Big  Riv- 
er, Shelbrooke  to  Denhome,  Humbolt  to 
North  Battleford,  including  Humbolt, 
Saskatoon  to  Kindersley,  Delisle  to 
Lucky  Lake,  Elrose  Jet.  to  Eaton,  Dal- 
meny  to  Carleton,  Watrous  to  Biggar, 
Yonge  to  Prince  Albert,  including  Prince 
Albert. 

J.  E.  NELSON,  heretofore  Superinten- 
dent, Division  1,  Pacific  District,  C.N.R., 
Kamloops  Jet.,  B.C.,  has  been  appointed 
Superintendent,  C.N.R.  and  G.T.P.R.,  Ed- 
monton, Alta.,  with  jurisdiction  over  the 
following  lines:  C.N.R.  and  G.T.P.R.  ter- 
minals at  Edmonton;  North  Battleford 
to  Lobstick  Jet.,  including  North  Battle- 
ford, North  Battleford  to  Turtleford, 
Battleford  Jet.  to  Battleford,  Edmonton 
Jet.  to  Stony  Plains,  St.  Albert  to  Atha- 
baska,  Peace  River  Jet.  to  Sangudo,  Ve- 
greville  Jet.  to  Big  Valley,  Warden  to 
Brazeau,  Terminal  Jet.  to  Camrose  Jet., 
South  East  Jet.  to  Alliance,  and  St.  Paul 
Jet.  to  Spedden. 

F.  L.  NORMAN,  heretofore  Commer- 
cial Agent,  G.T.P.R.,  Seattle,  Wash.,  has 
been  appointed  Commercial  Agent,  C.N. 
R.  and  G.T.P.R..  there. 

G.  A.  NORTH,  heretofore  City  Pas- 
senger Agent.  C.N.R..  Winnipeg,  has 
been  appointed  Travellintr  Passenger 
Agent,  C.N.R.  and  G.T.P.R.,  St.  Paul, 
Minn.. 

J.  H.  NORTON,  heretofore  City  Pas- 
senger Agent,  C.N.R.,  Calgary,  Alta.,  has 
been  appointed  City  Ticket  Agent,  C.N. 
R.  and  G.T.P.R..  there. 

JOHN  PAUL,  heretofore  Division 
Freight  Agent,  C.N.R.,  Winnipeg,  has 
been  appointed  Division  Freight  Agent, 
C.N.R.  and  G.T.P.R.,  there. 

J.  S.  PECK,  heretofore  City  Ticket 
Agent,  C.N.R.,  Edmonton,  has  been  ap- 
pointed City  Passenger  Agent,  C.N.R. 
and  G.T.P.R.,  Edmonton,  Alta. 

J.  F.  PHILP,  heretofore  City  Passen- 
ger and  Ticket  Agent,  G.T.P.R.,  Edmon- 
ton, Alta.,  has  been  appointed  City 
Ticket  Agent,  C.N.R.  and  G.T.P.R.,  there. 

T.  E.  P.  PRINGLE,  heretofore  City 
Passenger  and  Ticket  Agent,  G.T.P.R., 
Winnipeg,  has  been  appointed  City  Pas- 
aeneer  Agent,  C.N.R.  and  G.T.P.R.,  there. 

W.  J.  QUINLAN,  heretofore  District 
Passenger  Agent,  G.T.P.R.,  Winnipeg, 
has  been  appointed  District  Passenger 
Agent.   C.N.R.   and   G.T.P.R.,   there. 

D.  ROBERTSON,  heretofore  General 
Storekeeper,  G.T.P.R.,  Transcona,  Man., 
has  been  appointed  Assistant  General 
Storekeeper,  C.N.R.  and  G.T.P.R.,  Win- 
nipeg. 

P.  A.  ROONEY,  heretofore  Travelling 
Passenger  Agent,  C.N.R.,  Winnipeg,  has 
been  appointed  Travelling  Passenger 
Agent,  C.N.R.   and   G.T.P.R.,   there. 

W.  A.  B.  RUSSELL,  heretofore  Com- 


mercial Agent,  G.T.P.R.,  Regina,  Sask., 
has  been  appointed  Division  Freight 
Agent,  C.N.R.  and  G.T.P.R.,  Calgary, 
Alta. 

B.  G.  RUTLEY  has  been  appointed 
Assistant  Terminal  Passenger  Agent,  C. 
N.R.  and  G.T.P.R.,  Winnipeg. 

J.  SCHOFIELD,  heretofore  Architect, 
C.N.R.,  has  been  appointed  Architect,  C. 
N.R.,  Westei-n  Lines,  and  G.T.P.R.,  Win- 
nipeg. 

J.  R.  SCOTT,  heretofore  Division 
Freight  Agent,  C.N.R.,  Port  Arthur,  Ont., 
has  been  appointed  Assistant  General 
Freight  Agent,  C.N.R.  and  G.T.P.R., 
Vancouver,   B.C. 

C.  A.  SKOG,  Division  Freight  Agent 
and  District  Passenger  Agent,  C.N.R., 
Duluth,  Minn.,  will  also  act  as  District 
Passenger  Agent,  G.T.P.R. 

WM.  STAPLETON,  heretofore  Dis- 
trict  Passenger    Agent,    C.N.R.,    Saska- 


L.  C.  Thomson, 

General    Storekeeper,    Eastern    Lines,    Canadian 
National    Railways. 

toon,  Sask.,  has  been  appointed  District 
Passenger  Agent,  C.N.R.  and  G.T.P.R., 
there. 

H.  A.  STUART,  heretofore  Division 
Freight  Agent,  C.N.R.,  Brandon,  Man., 
has  been  appointed  Division  Freight 
Agent,  C.N.R.  and  G.T.P.R.,  Victoria, 
B  C 

M.  D.  THOMPSON,  heretofore  Assist- 
ant Superintendent,  G.T.P.R.,  Regina, 
Sask.,  has  been  appointed  Superintend- 
ent, C.N.R.  anl  G.T.P.R.,  witih  jurisdic- 
tion over  the  following  lines:  Regina  to 
Saskatoon,  Moose  Jaw  to  Moose  Jaw  Jet., 
Avonlea  to  Gravelbourg,  Regina  to 
Northgate,  Talmage  to  Weybum,  Re- 
gina to  Riverhurst,  and  Regina  to  Mel- 
ville.    Office,  Retina,  Sask. 

H.  F.  TILLEY,  heretofore  Travelling 
Passenger  Agent,  G.T.P.R.,  Edmonton, 
Alta.,  has  been  appointed  Travelling  Pas- 
senger Agent,  C.N.R.  and  G.T.P.R.,  there. 

T.  TURNBULL,  heretofore  Engineer, 
Maintenance  of  Way,  Western  Lines,  C. 
N.R.,  has  been  appointed  Engineer,  Main- 
tenance of  Way,  with  jurisdiction  over 
all  C.N.R.  lines  west  of  Armstrong,  Ont., 
west  of  and  including  Port  Arthur,  Ont., 
to   and   and   including   Edmonton,    Alta., 


Stoney  Plains,  St.  Albert,  Athabaska  and 
Onoway  subdivision,  and  all  G.T.P.R. 
lines  east  of  and  including  Edmonton. 
Office,  Winnipeg. 

W.  A.  VANALSTINE,  heretofore  Tra- 
velling Passenger  Agent,  C.N.R.,  Saska- 
toon, Sask.,  has  been  appointed  Travel- 
ling Passenger  .■\gent,  C.N.R.,  and  G.T. 
P.R.,  there. 

N.  B.  WALTON,  heretofore  Superin- 
tendent, G.T.P.R.,  Edmonton,  Alta.,  has 
been  appointed  Assistant  General  Super- 
intendent, with  jurisdiction  over  G.T. P. 
R.  lines  between  Edmonton  (not  includ- 
ing Edmonton),  and  Prince  Rupert.  Of- 
fice, Prince  Rupert,  B.C. 

W.  WALKDEN,  heretofore  Bridge  En- 
gineer, Western  Lines,  C.N.R.,  Winnipeg, 
has  been  appointed  Assistant  Bridge  En- 
gineer, C.N.R.  Western  Lines  and  G.T. 
P.R.     Office,  Winnipeg. 

T.  P.  WHITE,  heretofore  Superinten- 
dent of  Car  Service,  G.T.P.R.,  Winnipeg, 
has  been  appointed  Superintendent  of 
Transportation,  Central  District,  C.N.R. 
and  G.T.P.R.     Office,  Winnipeg. 

E.  G.  WICKERSON,  heretofore  City 
Ticket  Agent,  C.N.R.,  Saskatoon,  Sask.. 
has  been  appointed  Travelling  Passenger 
Agent,   C.N.R.   and   G.T.P.R.,   there. 

A.  WILCOX,  General  Superintendent, 
Central  District,  C.N.R.,  Winnipeg,  has 
had  his  jurisdiction  extended  over  G.T. 
P.R.  lines,  Watrous  to  Winnipeg,  includ- 
ing Watrous,  and  Melville  to  Canora. 

F.  YATES  has  been  appointed  City 
Ticket  Agent,  C.N.R.  and  G.T.P.R.,  Seat- 
tle, Wash. 

Canadian  I'acific  Ry.-— Lt.  Col.  C.  C. 
STIBI5ARD,  D.S.O.,  has  been  appointed 
Trainmaster,  Lethbridge,  Alta.,  vice  E. 
M.  Smith,  transferred. 

B.  FAUGHNAN  has  been  appointed 
General  Freight  Car  Foreman,  Angus 
shops,  Montreal,  vice  H.  R.  Naylor,  pro- 
moted. 

H.  R.  NAYLOR,  heretofore  General 
Freight  Car  Foreman,  Angus  shops, 
Montreal,  has  been  appointed  Assistant 
Works  Manager,  Angus  car  shops,  Mont- 
real, vice  L.'C.  Ord,  resigned.  Office, 
Montreal. 

E.  M.  SMITH,  heretofore  Trainmas- 
ter, Lethbridge,  Alta.,  has  been  appoint- 
ed Trainmaster,  Red  Deer,  Alta.,  vice 
W.  S.  Hall. 

F.  A.  WINTERSON,  heretofore  Assist- 
ant Superintendent,  Montreal  Terminals 
Division,  Quebec  District,  has  been  ap- 
pointed Assistant  Superintendent,  Fam- 
ham  Division,  Quebec  District,  vice  H.  J. 
Main,  transferred.     Office,  Famham,  Que. 

Dominion  Atlantic  Ry.— J.  R.  H.  CHIP- 
MAN  has  been  appointed  acting  Engi- 
neer, vice  M.  K.  McQuarrie,  who  has  re- 
turned to  C.P.R.  sei-N'ice  at  Revelstoke, 
B.C. 

Uuluth,  South  Shore  &  Atlantic  Ry. — 
W.  L.  MARTIN,  Vice  President,  Traffic, 
W.  R.  CALLAWAY,  Passenger  Traffic 
Manager,  and  H.  M.  LEWIS,  General 
Passenger  Agent,  Duluth,  Minn.,  are  re- 
ported to  have  resigned. 

Eklmonton,  Dunvegan  &  British  Colum- 
bia Ry.,  Central  Canada  Ry.— E.  J.  BUL- 
GIN,  heretofore  Divisional  Accountant, 
C.P.R.,  Winnipeg,  has  been  appointed 
General  Auditor,  E.,  D.  &  B.  C.  R.  and 
C.  C.  R.     Office,  Edmonton,  Alta. 

J  A.  MACGREGOR,  heretofore  Super- 
intendentent,  Edmonton  Division,  Alber- 
ta District,  C.P.R.,  Edmonton,  Alta.,  has 
been  appointed  Manager,  E.,  D.  &  B.  C. 
R.  and  C.  C.  R.,  as  reported  in  a  pre- 
vious issue.     Office,  Edmonton,   Alta. 

Grand  Trunk  Ry.— E.  O.  DUNN,  Train- 
master, Durand,  Mich.,  has  had  his  juris- 
diction extended  over  District  25  (C.  S. 
&  M.),  Durand  to  Bay  City,  Mich. 


546 


CANADIAN  RAILWAY  ANlJ  MARINE  WORLD 


October,  1920. 


Mn     K     M     riAITDFN    Ha*    brrn    an- 

Mtiitlri'iil. 

maki-    Ihr 

■  •    jMi'  II-    healthy  aiul 

»hr   will    have   t  hiirin' 

■III  at)il  r«'i>t  riM.m.  anil 

»ni    ixi.ii    111  I     ni'lp    to    Iho    hiimi-n    of 

IfirU    in   ra^r    nf   Hicknpini. 

tOMN  CRKKR  Kan  been  ap|>ointc«l  An- 
MitT,  rortland  Piviiiion,  vice 
-i)n.   n-RiKneil.     Office,   I'ort- 

II  Ml  lAIT.  ManaRi-r  <>f  Tclcifraph*, 
Canadian  Lint-n,  Montreal,  hnn  ainn  )>een 
app«.inte<l  (onuuUinjr  Manapir  of  Tele- 
tcranhK,  Weiil«<m  Lines. 

The  Detroit  Terminals  have  been  sep- 
arated from  the  Detroit  Division,  West- 
ern Lines,  and  District  2.'<  (C.  S.  St  M.) 
has  been  transferred  from  the  ChicaRO 
Division  to  the  Detroit  Division. 

T.  KINC,  SuperinU-ndent.  Detroit  Di- 
\ision,  has  the  followinir  jurisdiction:  Dis- 
trict 2.1  (C.  S.  &  M.».  Durand  to  Bay  City: 
District  27.  State  Fair  to  Crand  Haven, 
and  .Milwaukee  terminals;  District  28, 
Ashley  to  .MuskcKon;  District  29,  double 
track  switch,  east  end  of  Gillen  yard  to 
Tappan;  District  29  (M.A.L.),  Richmond 
to  Jackson;  F'.O.  &  N.,  Pontiac  to  Case- 
ville;  D.  &  H..  Cas.-J  City  to  Bad  Axe. 
and  car  ferries  between  Grand  Haven 
and    .Milwaukee.     Office,   Durand,   Mich. 

E.  F.  GOR.MAN,  Superintendent,  De- 
troit Terminals,  has  the  following  juris- 
diction: Dictrict  27,  Brush  St.  station  to 
SUte  Fair;  District  29,  West  Detroit  to 
double  track  switch,  east  end  of  Gillen 
yard.     Office,  Detroit,  Mich. 

F.  L.  S.\.MI'LE  has  been  appointed 
A.Hsistant  Superintendent,  Detroit  Ter- 
minals, Western  Lines.  Office,  Milwau- 
kee Jet.,  Wis. 

Grand  Trunk  I>acific  Ry. — See  Cana- 
dian National  Rys.-G.T.  Pacific  Ry.,  also 
Canadian  National  Rys.,  Western  Lines- 
G.T.P.R. 

Grand  Trunk  Pacific  Ry.  TeleRraph.s. — 

In  pursuance  of  authority  issued  by  the 
Receiver  under  which  the  inanaKement 
of  the  Grand  Trunk  Pacific  Ry.  has  been 
placed  under  the  Canadian  National  Rys. 
Board,  the  jurisdiction  of  G.  D.  PERRY, 
General  .Manauer,  Great  North  Western 
Teleirraph  Co.,  has  been  extended  over 
G.T.P.R.  lines.     Office,  Toronto. 

((uebec  Oriental  Ry.,  Atlantic,  Quebec 
4  Western  Ry.— C.  A.  STARK  has  been 
appointed  Master  Mechanic,  vice  R.  Lind- 
say, resismcd.     Office,  New  Carlisle,  Que. 

The  Car  Shortage  Situation. 

The  Railway  Association  of  Canada 
issued   the   following  circulars   Sept.    17: 

No.  9. — In  times  of  shortage  of  equip- 
ment, to  protect  freicht  loading,  it  is 
necessary  that  railway.s  apportion  avail- 
able equipment  amongst  shippers  locat- 
ed on  their  lines,  on  an  equitable  basis. 
In  this  connection  it  should  be  borne  in 
mind  that  industries  making  cars  empty 
on  their  sidings  are  not  entitled  to  any- 
more favorable  treatment  than  that  ac- 
corded other  shippers.  In  cases  where  a 
shipper  makes  empty  a  larger  number  of 
cars  than  he  is  entitled  to,  for  loading 
on  an  equitable  distribution  basis,  the 
railway  shall  call  upon  such  shipper  to 
turn  back  empty  cars  in  excess  of  the 
number  to  which  he  is  entitled,  for  other 
distribution. 

No.  10. — ^The  present  acute  car  short- 
age makes  it  incumbent  upon  the  rail- 
ways to  increase  in  every  way  possible, 
freight  car  efficiency.  Shippers  and  con- 
."ignees    are    being    urged     to     load    cars 


promptly,  and  to  raiMcily,  to  place  their 
ordcm  for  carload  Iota,  and  release  equip- 
ment promptly  at  ilestination.  In  this 
connection  the  attention  of  thi'  railways 
IK  called  to  the  importance  of  following 
out  these  suggeslions  to  nhipp<TS  and 
consignees  in  connection  with  the  order- 
ing and  unloading  of  o.c.s.  material,  ami 
it  is  recommended  that  the  handling  of 
o.ca.  material  in  revenue  freight  car 
equipment  should  be  closely  che<-ked  by 
the  railways,  with  a  view  to  avoiding 
waste  of  car  capacity  and  reducing  de- 
lays in  unloailing  to  the  minimum. 

C^ircular  H,  Supplement  1. — In  carrying 
out  the  requirements  cif  circular  8,  it  is 
recommended  that  the  following  loading 
of  40  ton  cars  with  flour  be  adhered  to: — 

In     MO  lb.  Mrki  117r>  nark*  ■  c«r 

In     »«  lb.  urk>  940  urki  *  c«r 

In   no  lb.  urka  SliO  lacka  >  rar 

In  220  lb.  Mcka  400  urka  >  car 

Thirty  ton  cars  can  be  loaded  to  capa- 
<  ity,  viz..  66,000  lb. 


Occupancy  of  Toronto  New  I'nion 
Station  Offices. 

Canadian  Railway  and  Marine  World 
for  September  stated  that  a  number  of 
Canadian  National,  Canadian  Pacific  and 
Grand  Trunk  Railways'  officials  would 
remove  their  offices  to  the  new  union 
station,  Toronto,  about  Sept.  Ih.  Owing 
to  unforeseen  delays,  particularly  in  re- 
gard to  the  installation  of  telegraph  and 
telephone  service,  the  removals  had  to 
be  postponed,  and  it  is  now  expected 
that  they  will  be  eff'ected  early  in  Octo- 
ber. 

The  names  of  the  C.P.R.  and  G.T.R. 
officials  who  will  remove  were  given  in 
Canadian  Railway  and  Marine  World  for 
September.  The  following  Canadian  Na- 
tional Rys.  officials  will  also  remove: — 
D.  Crombie,  General  Superintendent;  G. 
A.  Hoag,  Superintendent  of  Transporta- 
tion; J.  H.  McAlpine,  Master  Mechanic; 
W.  C.  Moore,  .Assistant  Master  Mechanic; 
W.  H.  Long,  General  Car  Foreman;  G.  P. 
-MacLaien,  District  Engineer;  W.  H.  B. 
Bevan,  Assistant  Engineer;  R.  B.  Jen- 
nigs,  Division  Engineer;  C.  L.  Harri.<. 
Superintendent;  \\.  L.  Buller,  -Assistant 
Superintendent;  W.  D.  Marshall.  Chief 
Dispatcher;  O.  Kerr,  Bridge  and  Build- 
ing Foreman;  V.  Davies,  Boarding  Car 
Supervisor. 

It  is  expected  that  the  Post  Office  De- 
partment will  take  possession  of  the 
eastern  block  early  in  October. 


Change  in  Canadian  Marconi  Co.'s 
ControL 


As  a  result  of  changes  in  the  organi- 
zation of  The  .Marconi  Wireless  Tele- 
graph Co.  of  Canada,  Ltd.,  it  is  now  en- 
tirely uniler  Canadian  control.  Some 
months  ago,  a  merger  was  eflTected  in 
the  Cnited  States  between  the  .American 
Marconi  Co.  and  the  General  Electric 
Co.'s  wireless  interests,  the  merged  in- 
terests being  incorporated  as  Radio 
Corporation  of  America.  As  a  result  of 
that  merger,  the  Radio  Corporation  be- 
came stronger  than  either  of  its  constit- 
uents, separately,  could  ever  have  hoped 
to  become,  as  it  gained  control  of  all  the 
wireless  patents  of  the  .American  Mar- 
coni and  General  Electric  Companies.  As 
u  side  issue  of  that  merger,  tne  various 
Marconi  interests  of  the  British  Empire, 
elsewhere  than  in  Canada,  became  en- 
title<l  to  the  use  of  all  the  wireless  pat- 
ents owned  and  controlled  by  the  Gen- 
eral Electric  Co.  (.'anada  was  not  in- 
cluded, as   the    Canadian   equivalents   of 


the  wirrleaa  patent  of  the  General  Elec- 
tric Co.  were  owned  by  the  Canadian  Gen- 
eral Eb-ctric  Co.,  which  is  not  under  the 
rntilrol    of   the   fieneral    Electric   (,"0. 

By  changes  which  have  taken  place  re- 
cently in  its  organi7jition,  the  Canadian 
Marconi  Co.  becomes  affiliate<l  with  the 
('anadian  General  Electric  Co.  Senator 
Frederic  Nicholls,  Sir  William  Macken- 
zie anil  Mr.  A.  E.  Dyment,  directom  of 
the  < 'anadian  General  Electric  Co.,  hav- 
ing In-en  elected  directors  of  the  Canadian 
Marconi  Co.,  the  board  of  which  is  now 
constituted  as  follows:  —  Senator  Frederic 
Nicholls,  President;  Senator  G.  Mar- 
coni, Vice  President;  A.  E.  Dyment,  Vice 
President;  R.  Bickerdike,  Vice  President; 
Sir  William  Mackenzie,  Godfrey  C. 
Isaacs,  G.  M.  Bosworth,  C.  Greenshields, 
K.C..  A.  H.  Morse,  A.M.I.E.E.  (London). 
Mem.  I.R.E.  (New  York),  Managing  Di- 
rector. The  authorized  capital  of  the 
Canadian  Marconi  Co.  will  be  increased 
to  provide  additional  working  capital  and 
for  the  acquisition  of  the  wireless  pat- 
ent.' controlled  by  the  Canadian  General 
Electric  Co.,  which  patents  include  those 
on  the  Alexanderson  alternator,  the  man- 
ufacture of  the  Fleming  valve,  the  Alex- 
anderson multiple  aerial,  etc. 


Canadian  Ticket  Agents'  .\ssocia- 
tion's  Annual  Meeting. 

The  Canadian  Ticket  Agents'  Associa- 
tion held  its  34th  annual  meeting  and 
outing  at  Montreal,  Sept.  22  and  2:i.  At 
the  annual  meeting  at  the  Windsor  Hotel. 
Sept.  22,  G.  T.  Bell,  Passenger  Traffic 
Manager,  G.T.R. ;  W.  S.  Cook.son,  Gen- 
eral Passenger  Agent,  G.T.R.,  and  W. 
H.  Snell,  General  Passenger  .Agent,  C.P. 
R.,  addressed  the  members. 

The  curtailment  of  free  transportation 
to  ticket  agents  and  their  dependents 
was  discussed  at  length,  a  committee  re- 
porting that  under  the  railway  act  of 
1919  it  is  illegal  to  extend  free  trans- 
portation to  ticket  agents  not  wholly  em- 
ployed in  transportation  business.  A 
resolution  was  pas.sed  expressing  sym- 
pathy with  F.  W.  Churchill,  for  many 
years  town  ticket  agent,  C.P.R.,  Colling- 
wood,  Ont.,  who  has  resigned  from  mem- 
bership owing  to  having  lost  his  eyesight. 

The  officers  were  re-elected  as  follows: 
President,  J.  Ransford,  Clinton,  Ont.; 
First  Vice  President,  J.  A.  McDonald. 
Valleyfield,  Que.;  Second  Vice  President. 
A.  C.  Rorabeck,  North  Bay.  Ont.;  Third 
Vice  President,  C.  G.  Millard,  Coldwater. 
Ont.;  Secretary-Treasurer.  E.  de  la 
Hooke.  London,  Ont.;  Auditor,  W.  E. 
Hall,  Blenheim,  Ont.;  executive  commit- 
tee. W.  Jackson,  Clinton,  Ont.;  A.  M. 
Hare.  Tillsonburg,  Ont.;  C.  B.  Jame.«. 
Orillia,  Ont.;  W.  J.  Mofl"att,  Toronto; 
W.  H.  C.  MacKay,  St.  John.  N.B. 

On  the  evening  of  Sept.  22  the  mem- 
bers had  a  theater  party.  On  Sept.  2.3. 
in  the  morning,  they  were  taken  over 
.some  of  the  Montreal  Tramways  Co.'s 
lines  in  a  special  car;  in  the  afternoon 
they  were  given  a  motor  ride  around 
Mount  Royal,  and  afterwards  went  on 
board  the  s.s.  Saturnia,  of  the  Anchor- 
Donalds^on  Line,  where  they  wci-e  wel- 
comed by  R.  W.  Rcford,  President;  W.  I. 
(•ear.  Vice  President,  and  other  officials 
of  the  agents,  the  Robert  Reford  Co. 
While  the  members  were  being  enter- 
tained on  boani,  they  presented  memen- 
tos of  the  outing  to  E.  T.  Boland,  Man- 
ager, Robt.  Reford  Co.,  Toronto,  and  J. 
.1.  Brignall.  Travelling  Passenger  Agent, 
C.P.R.,  Toronto. 


October,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


547 


CanadianRailway 

MaririeWorld 


otiMl    to    Steam    nnd    El.'Ctric    Railway. 
Shipbuildin>;    and    Railway,    Harbor    and 
Canal    Contractors'     Intervsfc*. 


Official    Orsan    of 


tion    Associations. 


ACTON    BURROWS. 
Proprietor   and    Editor 


AUBREY    ACTON    BURROWS. 
Business   Manager. 


Assistant    Editors. 
John  Keir  and  Donald  F.  Keir 


United    States    Business    RepresenUtive. 

A.  t^NTON  Walker.  143  Liberty  St..  New  York. 

Member  of 
Associated        Business        Papers. 
Audit     Bureau     of    Circulations 
Canadian    National    Newspapers 

and    Periodicals    Association. 
Canadian       Press       .\ssociation. 


Canadian  National  Railways  Direc- 
tors' Inspection  Trip. 

Between  Sept.  IG  and  27,  D.  B.  Hanna, 
President.  Canadian  National  Rys.,  made 
an  inspeetion  trip  over  some  of  the  east- 
ern lines,  accompanied  by  the  following 
other  directors:  .\.  P.  Barnhill,  K.f'.,  Ma- 
jor Graham  A.  Bell,  C.M.G.,  Deputy  Min- 
ister of  Railways  and  Canals,  Thos.  Cant- 
ley,  Robt.  Hobson,  Sir  Hormidas  La- 
porte,  R.  T.  Riley  and  E.  R.  Wood.  There 
were  also  in  the  party  R.  P.  Ormby, 
Secretary;  S.  J.  Hungerford,  Assistant 
Vice  President,  and  F.  P.  Brady,  General 
Manager,  Eastern  Lines.  Among  other 
officials  who  travelled  with  the  party, 
through  their  respective  jui-isdictions, 
were  W.  A.  Kingsland,  Assistant  General 
Manager,  Eastern  Lines,  and  C.  B. 
Brown,  Chief  Engineer,  Monctoii,  N.B., 
and   the   local   superintendents,  etc. 

The  itinerary  included  Montreal,  Que- 
bec, McGivney  Jet..  Fredericton,  St.  John, 
N.B.,  Moncton,  Sydney,  Tormentine,  Port 
Borden,  Summerside,  Charlottetown  and 
Halifax. 

.\t  the  principal  points  visited  the  rail- 
way properties  were  gone  over.  At  St. 
John,  N.B.,  special  attention  was  paid 
the  new  yard  area  on  Marsh  Road,  and 
to  the  harbor  development  and  drydock 
work,  being  done  in  Courtenay  Bay,  by 
the  St.  John  Drydock  &  Shipbuilding  Co. 
The  members  of  the  party  were  enter- 
tained at  luncheon  at  the  Union  Club, 
and  afterwards  went  over  the  harbor  on 
a  tug.  At  Halifax,  Mr.  Hanna  had  con- 
ferences witih  delegations  from  the  city 
council  and  board  of  trade. 


Chief  Interchange  Car  Inspectors' 
and  Car  Foremen's  Association. 


SUBSCRIPTION  PRICE,  including  postage  any- 
where.  S2  a  year  in  advance. 

SINGLE  COPIES,  25  cents  each,  including 
postage. 

The  best  method  of  remitting  is  by  express  or 
post  office  money  order.  If  remittance  is  made 
by  cheque,  15  cent3  should  be  added  to  cover  cost 
of  collection  unless  cheque  is  payable  at  par  in 
Toronto  or  Montreal. 

NOTICE    TO    ADVERTISERS. 
ADVERTISING  RATES   furnished  on  application. 
ADVERTISING   COPY   must  reach   the  publishers 
by   the  10th    of   the   month   prece<iinK   the  date  of 
the  issue  in   which   it  is  to  appear. 

TORONTO.    CANADA,    OCTOBER,    1920.  

PRINCIPAL  CONTEXTS.  The  Chief  Interchange  and  Car  Fore- 

■       '      '  men's    Association    of    America's    annual 

Appointments.    Transportation    .543  meeting  Was  held  in  Montreal,  Sept.  14, 

Birthdays    of    Transportation    Men     549  -t           j     , /»         rru             „       ;    *.:    ..'       ^u:^.,*.     ;^ 

Board   of    Railway    Commissioners.    -  15    and     16.       The    association  S    objeCt     IS 

Orders  by.  Summaries  of  1.'. 564  the   advancement   of   knowledge   relating 

Traffic   Orders    ..       549  jq   aafg   af,d   economical   railway   car   in- 

CanSdlan  National  Rys.  ContiLcti^n'Z"'.""".  552  terchange,  to  the  construction  and  main- 
Canadian  Pacific  Ry.  Construction  551  tenance  of  cars  in  shops,  to  secure  a  fair 

Canadian    Ticket    Agents    Association    Annual  gnd  uniform   understanding  of  the  Amer- 

Car^"ort.s  '^ATi:^rliii^<,ry:t^ri^^^  "  *"  'Can   Railway   Association's  rules   on   the 

tation.   Etc 53.5  general    interchange    situation,    with    in- 

Commuution  Fares  to  Beaches  in  Winnipeg  temational   harmony,  honesty  and  unity 

District    i>48  r         *• 

Electric  Railway  Department  586  to  562  01   action. 

Answers  to  Questions  660  The  members  of  the  association  were 

Electric    Railway    Industry.    United    Sutes  welcomed  bv  representatives  of  the  City 

parl'TnLeaUs';.:::.::::::'.;::::::::::::::'.::::::::::::;:::::::::::  sss  council.  The  meeting  on  sept.  a  was 

Finance.   Meetings.   Etc 562  devoted    to   a    discussion    of    the    A.R.A. 

Mail   Pay  on   United  Sutes  Electric  Rail-  ^^^^^  Rules  of  Interchange  with  particular  at- 

Profe^cts.'   Coii'stniction,'' Etc.''''r.!'.;"".r.'.Z;;;!!!"  561  tention    to    the   changes    adopted    at    the 

Quebec  Ry..  Light.  Heat  &  Power  Co.'s  Be-     _  June    convention.      This    discussion    was 

w"""^    u;  V- v;-j:i-.- v; Ill  continued  on  Sept.  1.5,  and  at  the  conclu- 

Wages.   Working  Conditions,  Etc 557  .                                         ^l       rri                   i.    *.-    „       r 

Winnipeg    Electric    Ry..    Improvements   to  sion   a   paper   on   the   Transportation    ot 

Properties  557  Explosives  was  read  by  J.  E.  Grant  of 

Omnibus  Service 562  jj^     Bureau   of  Explosives.    'An   address 

Express   Companies,   Among   the   553  .,                             l  •      i                                  u        t 

Freight  and  Passenger  Traffic  Notes  &M  on    the    same     subject     Was     given     by     J. 

Grain  in  Store  at  Elevators 555  O'Donnell,  also  representing  the  Bureau. 

Grand  Trunk   Ry.-   Arbitrators  Inspection  653  ^^      influence  of  the  work   of  the   car  de- 

Betterments.    c.tc 54»  ,                        n          i-      •       *.•            r   i                 j 

Mainly  About  Railway  People  540  partment  on  the  elimination  01  loss  and 

.Marine  Department   .568  to  579  damage  to  freight  was  discussed  by  E. 

Canadian     Government     Merchant      Marine.  ArnnlH     Prpio-ht    Claim    Ao-pnt    of    thp    O 

Shipbuilding.     Operation.     Etc S66  l^*?        '    *'^'^"'^    Claim    Ageni    01    me    U. 

Canadian   Pacific    Ry.   s.s.    Montcalm   56.5  1 -K. 

Canal  Sutistics  572  Two    papers     were     presented    at   the 

""fTira""  Shipbuilding  *  Repair  Co.'s  Af-  ^__  meeting  on  Sept.  15,  the  first  on  the  Lu- 

Grai'n   s'hiprn'ents '  from   i^ort'''wiiiiam '''m^    "  brication     of     Freight     and     Passenger 

Port  Arthur  576  Equipment,  by  M.  J.  O'Connor;  the  sec- 

l!;",!l,^M-„^"„'V^n»H'.'  '^r'?£™i lit  ond   on    the    Best   Methods   of   Repairing 

Shipbuilding    in    Canada,    Genera)    563  ^            .       „^      .       xr       ,        ,        i^     t-«     o-ix      i 

Shipbuilding   Industry.   Cost  of   Operation.  Cars  in  Train  Yards,  by  O.  k,.  bitterly. 

Etc 573  An    interesting   feature    of    this    session 

Railway  De°"lopmenT"  *=■""""«'  •'"de™™'^  S70  ^^^  ^j^g  showing  of  moving  pictures  il- 

Raiiway  Earnings  .  SZI"Z"~Z'""ZZZZ".  537  lustrating    proper    and     improper    prac- 

Railway  Rolling  Stock  Orders  and  Deliveries  553  tices  in  designing  and  maintaining  brake 

"'^as-^AuthorizS'"*"  ""''   ^'^"""'  ^"-  .,,9  bcams  and  brake  shoes,  prepared  by  the 

Snow  Fighting  Equipment  ........'..........'.'.'....!!'.!'.'.!!!!'.'.  525  Chicago    Railway    Equipment    Co.      The 


meeting  on  Sept.  16  was  devoted  to  the 
reports  of  committees,  the  election  of 
officers   and    miscellaneous   business. 

The  following  officers  were  elected: — 
President,  Edward  Pendleton,  General 
Car  Foreman,  Chicago  &  Alton  Ry., 
Peoria,  111.;  First  Vice  President,  A. 
.\rmstrong.  Chief  Joint  Car  Interchange 
Inspector,  Atlanta,  Georgia;  Second  Vice 
President,  W.  F.  Westfall,  Special  In- 
spector, New  York  Central  Ry.,  Cleve- 
land, Ohio;  Secretary-Treasurer,  W.  R. 
Elliott,  General  Car  Foreman,  St.  Louis, 
Mo.,  terminals.  W.  H.  Sherman,  Car 
Foreman,  G.T.R.,  was  elected  a  member 
of  the  Executive  Committee. 

The  ladies  who  accompanied  the  dele- 
gates were  entertained  by  Montreal  rail- 
waymen  to  drives  around  the  city,  and 
other  festivities  included  a  reception  and 
dance   and  a   theatre   party. 


The  Rehabilitation  of  the  Reid 
Newfoundland   Co.'s   Railway. 

The  Commission  appointed  by  the  New- 
foundland Government  under  an  act  pass- 
ed at  the  Legislature's  last  session  has 
started  work.  Among  the  recommenda- 
tions, according  to  a  press  report,  affect- 
ing the  operation  of  the  railway  already 
made,  is  one  for  an  increase  in  passenger 
fares  and  freight  rates,  the  percentage 
of  which  had  not  bee  fixed  Sept.  16.  The 
granting  of  passes,  which  it  is  stated 
had  assumed  "enormous  proportions,"  is 
reported  to  have  been  abolished.  To  this 
regulation,  it  is  said,  there  are  to  be  no 
exceptions  whatever,  the  privilege.s  here- 
tofore granted  to  members  of  Parliament 
and  to  most  of  the  company's  officials  be- 
ing abolished. 

■The  Legislature  last  session  voted  $1,- 
000,000  to  be  immediately  expended  on 
the  line  and  its  equipment,  which  was 
appropriated  as  follows: — $300,000  for 
purchase  of  fish  plates  to  connect  the 
rails,  .$2.50,000  for  additional  terminal  fa- 
cilities at  St.  John's  and  Port  aux 
Basques;  and  .$450,000  to  be  paid  to  the 
Reid  Newfoundland  Co.  to  buy  6  locomo- 
tives, 50  box  cars  and  50  flat  cars.  Or- 
ders are  reported  to  have  been  given  for 
6  locomotives,  and  enquiries  are  said 
to  have  been  made  for  cars. 

Arrangements  are  reported  to  have 
been  made  for  considerable  expenditures 
at  Port  aux  Basques,  the  work  to  include 
the  rebuilding  and  enlargement  of  some 
of  the  existing  structures.  This  is  the 
port  whence  the  Reid  Newfoundland  Co.'s 
steamers  run  to  Sydney,  N.S.;  and  the 
report  adds  that  T.  A.  Hall,  the  Govern- 
ment's engineer,  is  visiting  Canada  to 
secure  the  co-operation  of  Canadian  Na- 
tional Rys.  officers  for  the  improvement 
of  terminal  facilities  at  Sydney,  which 
are  said  to  be  inadequate.  Another  re- 
port states  that  the  Commission  visited 
Port  aux  Basques  recently  to  select  a 
site  for  new  freight  sheds,  that  the  sheds 
will  extend  from  the  present  shed  to  the 
railway  office,  and  provide  for  handling 
of  express  and  baggage  and  the  Cus- 
toms work. 

Provision,  it  is  said,  is  being  made  for 
a  new  terminal  for  the  south  coast  stearn- 
ships  at  Argentia,  with  railway  facili- 
ties. "The  present  terminals  are  at  Pla- 
centia,  and  the  steamships  serve  Port 
aux  Basques,  Argentia  and  the  inner 
bays  on  the  south  shore.  Argentia  is 
on  a  bay  a  short  distance  west  of  Pla- 
centia,  and  is  open  all  the  year  round. 
The  proposed  new  terminal  will  also  be 
used  by  the  Anglo-Newrfoundland  Devel-' 
opment  Co.,  and  other  pulp  and  paper 
exporters,     (.^ug.,  pg.  434.) 


r,4H 


October.   1920. 


Commutation  Fares  to  HeacheH  in  Winnipeg  District. 


Afiliitnnt  Ch\rf  Railway  rommUsioncr 
S,   J.   M.  ■  the   fiillnwinK   Juclc- 

mrnl   J  '  pinint    in    mA<l«'    by 

the    Wii  ■     ''nmmunity    •'hib, 

Winnipc>r.  iili'  '->• 

in    ttTv»    for 

twwn  the  Cit>  "1- 

mcr  ri'Kort  of  W  iiit,!pii-  llnnh  mul  mi- 
joinintr  In-nchoit.  An  <l«'vrlo|«'il  nt  the 
ht>arini:,  thi-  mnttt-r  tunu-tl  on  Ihr  ques- 
tion of  the  nlU-Kfil  oxcfsnivc  incroano  in 
rommutation  rate!).  It  in  atno  nrt  out 
in  thr  appliration  that  the  conHitionn 
conniilorod  by  tho  Roarit,  an  outlincil  in 
orxivT  21»,rir2,  datoil  April  1,  r."20,  arc  not 
the  name  an  thone  which  exist  in  connec- 
tion with  the  summer  residents  at  Win- 
nipeg Hoach,  and  that  n  spi-cial  tariff 
nhould  be  put  into  etfo  t  for  the  sum- 
mer refidentn  of  WinnipeK  Beach  and 
udjninini;    Iteaches. 

Appliration  wan  also  launched  on  he- 
half  of  Matlock  Beach,  it  beintf  set  out 
that  Matlock  has  a  lar^e  summer  popu- 
lation, that  the  (M'.R.  insisted  upon 
campers  resident  at  Matlock  Beach  pur- 
chasinK  commutation  tickets  to  Win- 
nipeK Beach,  and  that  Matlock  Beach  has 
had  rommutation  ticket  privilepes  ever 
fincc  the  Beach  was  opened  up  as  a  sum- 
mer colony;  and  the  applicants  claim 
that  having  had  such  privilcRes  for  over 
12  years,  if  the  Matlock  rate  is  to  be  in 
accord  with  that  fixed  by  order  29,512. 
then  it  should  be  based  on  the  actual 
Matlock  mileage;  in  other  words,  there 
should  be  a  specific  commutation  rate  for 
Matlock.  As  indicated  below,  the  com- 
mutation rate  which  has  applied  to  Mat- 
lock has  been  the  Winnipeg  Beach  rate. 

WinnipeK  Beach  is  4i»  miles  from  Win- 
nipeK. The  beaches  mentioned  at  the 
hearinK  were  Winnipep  Beach.  Matlock 
Beach,  Whytewold,  Boundary  Park,  and 
Sandy  Hook.  Gimli,  which  is  59  miles 
from  WinnipeK,  w-as  also  referred  to. 
Matlock  and  Whytewold  are  intermedi- 
ate to  WinnipeK  Beach.  Boundary'  Park 
and  Sandy  Hook  arc  beyond  Winnipeg 
Beach,  Sandy  Hook  beinR  the  second  sta- 
tion beyond.  In  addition,  Ponemah  and 
Dunnottar  were  mentioned.  Ponemah  is 
intermediate  to  Winnipeg  Beach.  Dun- 
nottar is  not  shown  in  the  company's 
timetable  or  folder.  There  are  relative- 
ly short  distances  interveninK  between 
the   points   mentioned. 

The  tariffs  have  been  checked  and  show 
commutation  rates  between  Winnipeg 
and  WinnipeK  Beach  and  between  Winni- 
peg and  Gimli.  The  tariffs  on  file  do  not 
show  commutation  rates  between  Win- 
,  nipeK  and  the  other  points  mentioned. 
'  Apparently  the  traffic  has  been  handled, 
so  far  as  commutation  traffic  is  concern- 
ed, by  the  passenger  purchasinK  trans- 
portation either  to  WinnipeK  Beach  or 
Gimli  in  respect  of  the  point  intermedi- 
ate to  either  of  the  commutation  destin- 
ations aforesaid.  The  fiKures  for  1919 
passenger  business  as  between  Winnipeg 
and  the  points  concerned  show  the  fol- 
lowing: —  Excursion  ticket.".  $97,872: 
week-end  tickets,  $9,6.'!4;  commutation 
tickct-s,  $2«.366;  toUl.  $l.i5.K72.  Of  this 
business  72.04'^'r  was  carried  on  excur- 
sion tickets,  while  20.08%  represents  the 
commutation  movement.  There  were  is- 
sued in  connection  with  the  commutation 
traffic  in  question  durinK  1919,  2,55(5  10- 
trip  tickets  and  ^M  55-trip  tickets;  a 
total  of  2.K9-1.  therefore,  the  predominant 
type  of  commutation  ticket  is  not  one 
concerned  with  daily  travel,  but  with  less 
frequent  movements  which  normally 
woiilJ  appear  to  be  of  the  week-end  type. 


The  dinrunnion  at  the  hrarin|r  tumeii 
primarily  upon  an  alleged  difference  of 
I'ondilionn  rxinting  in  rnnnertion  with 
the  trnflir  herein  concerned  and  the  traf- 
fic involved  under  order  29,512.  Appli- 
inntn  nuhmitted  that  the  commutation 
riiten  had  exinted  so  long  that  they  had 
iM-en  regarded  an.  no  to  npeak.  ntandard 
commutation  rates.  They  stated  that 
when  the  incrvane  took  place  under  the 
Fifteen  Per  Cent  Case,  which  percentage 
increase  applie<l  to  commutation  rates  an 
well,  they  had  no  objection  to  thin,  but 
that  they  objected  to  any  further  in- 
crease. It  may  be  pointed  out  in  this 
connection  that  the  same  condition  exist- 
ed in  Kastern  ('ana<la;  commutation  rates 
had  existeil  for  a  period  of  time,  and  un- 
der the  Fifteen  Per  Cent  Case  they  were 
.subjected   to  a   15' r    increase. 

It  was  argued  that  the  traffic  concern- 
ed in  the  Board's  judgment  in  the  Com- 
mutation Rates  Case  was  related  to  an 
established  suburban  traffic,  and  that  the 
consideration  of  this  overshadowed  the 
matter  of  summer  traffic;  and  it  was 
stated  that  in  the  case  herein  involved 
summer  traffic  was  the  predominant  fea- 
ture. It  is  to  be  pointed  out  that  in  the 
case  of  the  complaint  of  the  Gatineau 
Resident's  Association  against  the  C.P. 
R.,  which  was  dealt  with  in  the  judgment, 
what  was  concerned  was  the  matter  of 
summer  traffic,  there  being  no  winter 
commutation  rates  on  the  Gatineau, — 
the  commutation  fares  of  summer  resi- 
dents on  the  Gatineau  line  are  limited  to 
the  period  beginning  May  1  and  ending 
Oct.  .'51  of  each  year;  and  the  judgment 
in  dealing  with  the  rates  specifically  sets 
out  detail  regarding  rates  and  mileages 
in  connection  with  the  summer  traffic  up 
the   Gatineau   river. 

Reference  was  made  to  the  volume  of 
excursion  traffic  between  Winnipeg  and 
Winnipeg  Beach  as  having  a  bearing  up- 
on the  proper  level  of  commutation  rates, 
and  as  a  matter  to  be  con-sidercd  in  con- 
nection with  the  contention  that  a  spe- 
cial commutation  rate  basis  should  be  in 
place  on  the  traffic  in  question— a  rate 
basis  distinct  from  and  lower  than  that 
authorized  in  the  Board's  order  above 
referred  to.  The  typical  commutation 
rate,  it  seems  to  me,  is  that  concerned 
with  the  5.5-trip  ticket  as  it  was,  which 
was  reduced  under  the  Board's  order  to 
a  50-trip  basis.  This  is  concerned  with 
a  daily  movement.  On  account  of  the 
limitation  of  time  within  which  it  has  to 
be  used,  it  has  that  element  of  assured 
frequency  of  movement  which  is  a  funda- 
mental factor  in  connection  with  the 
granting  of  commutation  rates.  In  the 
application  dealt  with  in  the  judgment, 
which  was  implemented  by  the  Board's 
order  29.512,  tnis  55-trip  ticket  business, 
now  60-trip,  played  a  very  large  part. 
In  the  case  of  the  present  applications, 
it  is  to  be  noted  that  it  is  of  very  minor 
importance. 

The  geographical  situation  of  the  dif- 
ferent points  as  adjacent  to  Winnipeg 
Beach  has  been  referred  to.  As  already 
pointed  out.  these  points,  as  distinct  from 
Winnipeg  Beach  and  Gimli,  have  not  in 
the  past  carried  specific  commutation 
rates,  and  the  tariffs  now  in  force  do 
not  provide  for  them.  It  is  contended 
that  since  the  points  involved  arc  not  be- 
ing quoted  commutation  rates,  propor- 
tioned to  their  respective  mileages,  they 
are  being  discriminated  against.  In  the 
Board's  judgment,  the  matter  of  dis- 
crimination was  very  fully  considered  by 
Commissioner  Boyce.     There  were  before 


the  Boanl  applirationa  to  extend  the  com- 
mutation passenger  fares  to  territor*' 
which  di<l  not  have  commutation  rates. 
It  wnr  pointed  out  in  the  judgment  that 
under  The  Railway  Act.  sec.  345,  nubncc. 
2,  "the  <luty  in  cast  upon  applicants  t« 
the  discretion  of  the  Board  tu  make  out 
^uch  a  case  an  will  of  itself  induce  the 
Board  to  see  the  fitness  of  granting  the 
application  by  the  strength  of  the  case, 
and  not  merely  by  nuggestion  or  state- 
ment as  to  the  necessity  of  such  a  ser- 
vice." It  was  indicated  that  the  object 
of  the  legislation  as  referred  to  waf 
simply  to  give  the  Board  a  remedial 
power.  The  decision  in  the  Commuta- 
tion Rates  Case  did  not  require  the  in- 
stallation of  commutation  rates  at  points 
at  which  at  the  time  of  the  application 
commutation  rates  were  not  ins^^alled: 
and  as  pointed  out  in  the  various  in- 
stances in  which  applications  were  made 
for  the  exercise  of  the  Board's  remedial 
powers,  such  a  showing  of  discrimination 
was  not  made  as  would  justify  the 
Board's   intervention. 

The  case  as  presented  was  concerned 
with  two  positions:  (1)  that  the  traffic 
conditions  involved  were  dissimilar  from 
those  before  the  Board  in  its  judgment 
on  commutation  rates;  (2)  the  question 
of  discrimination.  In  general,  on  the 
<lue.stion  of  the  nature  of  the  traffic  and 
of  the  earnings,  taking  into  considera- 
tion the  conditions  as  to  railway  costs 
which  are  referred  to  in  Commissioner 
Boyce's  judgment,  and  which  are  of  gen- 
eral application,  a  case  has  not  been 
made  out  for  putting  in  such  a  special 
rate  basis  as  asked  for.  As  to  the  ques- 
tion of  discrimination  alleged,  the  mat- 
ter falls  within  the  reasoning  and  con- 
clusions of  Commissioner  Boyce  as  above 
referred  to.  I  am.  therefore,  of  the 
opinion  that  the  situation  as  developed 
is  not  one  which  on  the  facts  before  us 
is  taken  out  from  under  the  provisions 
of  the  Board's  judgment  in  the  Commu- 
tation  Rates  Case. 

Commissioners  Goodeve  and  Ruther- 
ford concurred. 


Grand   Trunk  Railway  Construc- 
tion, Betterments,  Etc. 


Ottawa    Office    and    Store    Building. — 

.\  recent  press  report  stated  that  a  con- 
tract was  about  to  be  let  for  the  erec- 
tion of  an  office  and  store  room  at  Ot- 
tawa. 

London  Reclamation  Vard. — A  press 
report  states  that  plans  are  being  pre- 
pared for  the  construction  of  three  build- 
ings at  East  London.  Ont.,  for  use  in 
connection  with  a  reclamation  or  salvag- 
ing yard,  and  that  the  total  cost  of  the 
plant  is  put  at  $300,000.  It  is  also  re- 
ported that  one  track  from  the  St.  Marys 
branch  to  the  new  yard  has  been  laid, 
that  the  other  track  has  been  started, 
and  that  building  supplies,  etc..  are  in 
course  of  delivery  for  the  general  con- 
struction work. 


Chinese  Railway  Club  Ltd.  has  been 
incorporated  under  the  British  Columbia 
Companies  .Act,  with  authorized  capital 
of  $2,000  and  office  at  Prince  George,  to 
establish  and  maintain  a  club  house. 

Tics  for  Great  Britain. — A  press  re- 
port states  that  onlers  for  20.000.000  ft. 
of  railway  ties  for  Great  Britain  and 
Ireland  has  been  placed  with  the  British 
Columbia  Lumber  Export  Association. 


October,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


549 


Birthdays  of  Transportation  Men  in  October. 


Traffic  Orders  by  Board  of  Rail- 
way Commissioners. 


Many  happy  returns  of  the  day  to: 
A.    Aitken,    Assistant    Superintendent, 
Toronto  Terminals,  C.P.R.,  Toronto,  born 
at  Decewsville,  Ont.,   Oct.   12,   1872. 

E.  W.  Beatty,  K.C.,  President,  C.P.R., 
Montreal,  born  at  Thorold,  Ont.,  Oct.  16, 
1877. 

Major  Graham  .\.  Bell,  C.M.G.,  Deputj- 
Minister  of  Railways  and  Canals,  Ot- 
tawa, Ont.,  born  at  Perth,  Ont.,  Oct.  13, 
1874. 

L.  S.  Brown,  General  Superintendent, 
Maritime  District,  Canadian  National 
Rys.,  Moncton,  N.B.,  born  at  Nelson,  N. 
B.,  Oct.  19,  1864. 

F.  F.  Busteed,  Assistant  Engineer,  C. 
P.R.,  Vancouver,  B.C.,  born  at  Battery 
Point,  Que.,  Oct.  10,  1858. 

J.  M.  S.  Carroll,  Sales  Managei-,  Can- 
adian Consolidated  Rubber  Co.,  Montreal, 
bom  at  Ballarat,  Australia.  Oct.  22, 1875. 

C.  E.  Cartwright,  e.x-Division  Engin- 
eer, C.P.R.,  Vancouver,  B.C.,  born  at  To- 
ronto, Oct.  13,  1864. 

J.  W.  Corbett,  Purchasing  .\gent,  Can- 
adian Government  Merchant  Marine  Ltd., 
Montreal,  born  there,  Oct.  4,  1887. 

A.  F.  Dion,  Traffic  Manager,  Quebec 
Harbor  Commission,  Quebec,  born  at 
L'Islet,  Que.,  Oct.  1,  1871. 

H.  A.  Dixon,  Chief  Engineer,  Western 
Lines,  Canadian  National  Rys.,  Winni- 
peg, born  at  Sand  Hill,  Ont.,  Oct.  7,  1878. 

J.  W.  Doyle,  General  Manager,  Cape 
Breton  Ry.,  St.  Peters,  N.S.,  born  at 
Summerside,    P.E.I.,    Oct.    12,    1872. 

L.  V.  Druce,  Commercial  -Agent,  Cana- 
dian National  and  Grand  Trunk  Pacific 
Rys.,  Edmonton,  Alta.,  born  at  London, 
Eng.,  Oct.  20,  1873. 

R.  G.  Edwards,  Assistant  Superintend- 
ent, Windsor  Division,  Ontario  District, 
C.P.R.,  London,  Ont.,  born  at  Maitland, 
Ont.,  Oct.  10,  1883. 

A.  C.  Egan,  Assistant  to  Comptroller, 
Canadian  National  Rys.,  Toronto,  born 
at  Winnipeg,  Oct.  6,  1883. 

C.  E.  Friend,  Comptroller,  Canadian 
National  Rys.,  Toronto,  bom  at  Brigh- 
ton, Eng.,  Oct.  12,  1871. 

W.  P.  Fitzsimmons,  Commissioner  of 
Industries,  G.T.R.,  Montreal,  born  at  De- 
troit, Mich.,  Oct.  27,  1868. 

G.  Gordon  Gale,  Vice  President  and 
General  Manager,  Hull  Electric  Co.,  Hull, 
Que.,  and  Vice  President,  Canadian  Elec- 
tric Railway  Association,  born  at  Que- 
bec, Que.,  Oct.  9,  1882. 

C.  N.  Ham,  Secretary,  Express  Traf- 
fic Association  of  Canada,  Montreal, 
bom  at  Winnipeg,  Oct.  21,  1884. 

G.  Hodge,  Assistant  to  Vice  President, 
Eastern  Lines,  C.P.R.,  Montreal,  bom 
there,  Oct.   2,   1874. 

J.  H.  Hughes,  Assistant  Superintend- 
ent, Ottawa  Division,  Quebec  District, 
C.P.R.,  Ottawa,  Ont.,  born  at  Charlotte- 
town,  P.E.L,  Oct.  7,  1865. 

H.  Irwin,  Consulting  Right  of  Way 
and  Lease  Agent,  C.P.R.,  Montreal,  bom 
at  Newgrove,  County  Down,  Ireland, 
Oct.  27,  1847. 

W.  B.  Johnson,  Master  Mechanic,  Hali- 
fax Division,  Maritime  District,  Cana- 
dian National  Rvs.,  Truro,  N.S.,  bom 
there,  Oct.  8,  1872. 

W.  B.  Lanigan,  Freight  Traffic  Mana- 
ger, C.P.R.,  Montreal,  bom  at  Three 
Rivers,  Que.,  Oct.  12,  1861. 

O.  M.  Lavoie,  Superintendent,  Laur- 
entian  Division,  Quebec  District,  C.P.R., 
Montreal,  born  at  St.  Cyril  de  Wendover, 
Que.,  Oct.  16,  1884. 

A.  E.  McMaster,  Treasurer,  Whalen 
Pulp  &  Paper  Mills  Ltd.,  Vancouver, 
B.C.,  born  at  Perth,  Ont.,  Oct.  22,  1885. 


Sir  William  Mackenzie,  President,  To- 
ronto Ry.,  Toronto,  bom  at  Kirkfield, 
Ont.,  Oct.  30,  1849. 

C.  Malcolm,  chief  clerk.  Auditor  of 
Stores  and  Mechanical  Accounts,  Alberta 
District,  C.P.R.,  Calgary,  Alta.,  born  at 
Tatamagouchc,   N.S.,   Oct.   18,   1881. 

W.  T.  Marlow,  General  Freight  Agent, 
Canadian  Pacific  Ocean  Services,  Ltd., 
Montreal,  born  at  Limerick,  Ireland,  Oct. 
25,  1872. 

C.  R.  Moore,  General  Superintendent 
of  Car  Service,  G.T.R.,  Montreal,  bom 
at  Hamilton,  Ont,  Oct.  12,  1867. 

Hugh  Paton,  President,  Shedden  For- 
warding Co.,  Montreal,  bom  at  John- 
stone,  Renfrew,  Scotland,  Oct.  5,  1852. 

J.  W.  Porter,  ex-Chief  Engineer,  Hud- 
son Bay  Ry.,  Winnipeg,  Man.,  born  at 
Aberdeen,  Scotland,  Oct.  15,  1877. 

T.  F.  Rahilly,  ex-Superintendent,  Algo- 
ma  Eastern  Ry.,  now  of  Sault  Ste.  Marie, 
Ont,  born  at  Diorite,  Mich.,  Oct.  6, 1892. 

H.  G.  Reid,  General  Master  Mechanic, 
Western  Lines,  Canadian  National  Rys., 
Winnipeg,  born  at  Pembroke,  Ont.,  Oct. 
27,   1863. 

W.  S.  Rollo,  agent,  G.T.R.,  St.  Johns, 
Que.,  born  at  Dundee,  Scotland,  Oct.  8, 
1852. 

0.  J.  Rowe,  Local  Freight  Agent,  Grand 
Trunk  Pacific  Ry.,  Edmonton,  Alta.,  born 
at  Binghamton,  N.Y.,  Oct  11,  1879. 

J.  K.  Savage,  General  Superintendent. 
Quebec  District,  C.P.R.,  Montreal,  born 
at  Forreston,  111.,  Oct  5,  1876. 

Right  Hon.  Lord  Shaughnessy,  K.C. 
V.O.,  Chairman,  C.P.R.,  Montreal,  bom 
at  Milwaukee,  Wis.,   Oct  6,  1853. 

T.  Duff  Smith,  Fuel  Agent,  Grand 
Trunk  Pacific  Ry.,  Winnipeg,  born  at 
Barking,  Essex,   Eng.,  Oct.  2,   1868. 

C.  E.  Stockdill,  Assistant  to  Vice  Presi- 
dent, Western  Lines,  C.P.R.,  Winnipeg, 
born  at  London,  Ont,  Oct  25,  1881. 

D.  A.  Storey,  ex-Freight  Traffic  Man- 
ager, Canadian  Government  Railways, 
Moncton,  N.B.,  now  of  Kingston,  Ont., 
born  at  Halifax,  N.S.,  Oct  26,   1853. 

E.  N.  Todd,  General  Foreign  Freight 
Agent,  C.P.R.,  Montreal,  bom  at  Hunt- 
ingdon, Que.,  Oct  17,  1879. 

J.  H.  Valleau,  Secretary-Treasurer, 
Thousand  Islands  Ry.  and  Oshawa  Ry., 
Gananoque,  Ont.,  born  at  Selby,  Ont., 
Oct   14,   1889. 

J.  A.  Vallerand,  Superintendent  and 
General  Freight  and  Passenger  Agent, 
Roberval  -  Saguenay  Ry.,  Chicoutinii, 
Que.,  born  at  Quebec,  Que.,  Oct  21,  1878. 

R.  Walton,  Division  Master  Mechanic, 
Famham  Division,  Quebec  District,  C.P. 
R.,  Farnham,  Que.,  bom  at  Peterbor- 
ough, Ont,  Oct.  16,  1880. 


New  Hotel  for  Montreal. — Arrange- 
ments are  reported  to  have  been  com- 
pleted for  the  formation  of  the  Mount 
Royal  Hotel  Co.,  with  §10,000,000  author- 
ized capital,  to  build  a  1,000  room  hotel 
in  Montreal.  The  site  of  the  old  High 
School,  in  the  block  surrounded  by  Peel, 
Bumside  and  Metcalfe  streets,  just  above 
St.  Catherine  St.,  is  said  to  have  been 
secured  for  the  new  building.  Among 
those  interested  in  the  company  are: — 
F.  A.  Dudley,  President,  United  Hotels 
Co.  of  America;  Hon.  W.  J.  Shaugh- 
nessy, a  C.P.R.  director;  H.  G.  Kelley, 
President.  G.T.R.;  Senator  L.  C.  Web- 
ster, President,  Webster  Steamship  Co. 
and  Quebec  Ry.,  Lgiht  &  Power  Co.;  W. 
W.  Butler,  President,  Canadian  Car  & 
Foundry  Co.;  A.  D.  MacTier,  Vice  Pre- 
sident, Eastern  Lines,  C.P.R. 


Increases  in  Railway  Freight  and 
Passenger  Rates. 

General  order  308,  Sept  9,  general  or- 
der 309,  Sept.  9,  and  general  order  310, 
Sept.  15,  are  given  in  full  under  "In- 
creases authorized  in  Railway  Freight 
and  Passenger  Rates"  on  pages  532  and 
533  of  this  issue. 
Reconsigning  Rates  and  Penalty  Charges. 

General  order  397,  Sept.  1. — Re  recon- 
signing rules  and  penalty  charges  for 
detention  of  equipment  in  interstate  traf- 
fic passing  through  Canada,  and  general 
order  305,  Aug.  19,  1920:  It  appearing 
that  the  Interstate  Commerce  Commis- 
sion has  suspended  clause  2  of  the  emer- 
gency penalty  charges  authorized  by  its 
special  permission  50,321,  July  31,  1920, 
the  clause  reading  as  follows: — "On  all 
open  top  cars,  and  on  all  cars  loaded  with 
coal  or  coke,  not  released  within  the  free 
time  as  prescribed  in  the  National  Car 
Demurrage  Rules,  J.  E.  Fairbanks,  I.C.C. 
no.  8,  supplements  thereto  or  reissues 
thereof,  a  storage  charge  of  $10  a  car 
per  day  or  fraction  of  a  day  will  be  made 
until  car  is  released."  It  is  ordered  that 
general  order  305  be  amended  accoi-ding- 

ly. 

Automobile   Tire    Chain    Rates. 

30,030.  Aug.  17.— Re  application  of 
-American  Audit  Co.,  Spokane,  Wash.,  for 
a  ruling  as  to  the  legal  rate  on  automo- 
bile tire  chains,  in  less  than  carloads, 
from  Victoria  Park,  Ont.,  to  Vancouver, 
B.C.,  on  June  29,  1918,  via  rail,  lake  and 
rail:  Upon  hearing  the  application  in  Ot- 
tawa, on  May  18,  1920,  in  the  presence 
of  counsel  for  the  Canadian  Pacific  and 
Grand  Trunk  Railway,  the  Canadian 
'  Freight  Association  being  represented  at 
the  hearing,  and  what  was  alleged;  and 
upon  reading  the  report  of  the  Board's 
Chief  Traffic  Officer,  it  is  declared  that 
the  rate  applicable  to  automobile  tire 
chains,  in  less  than  carloads,  from  Vic- 
toria Park,  Ont,  to  Vancouver,  B.C.,  on 
June  29,  1918,  via  i-ail,  lake  and  rail,  was 
the  second  class  rate  shown  in  Canadian 
Freight  Association  tariff  2-A,  C.R.C.  no. 
10,  effective  April  20,  1918,  viz.,  $3.10  per 
100  lb.,  in  accordance  with  item  28,  page 
6,  supplement  5  to  Canadian  Freight 
classification  16,  reading  as  follows,  viz., 
"Chains:  automobile  tire,  in  boxes  or  bar- 
rels, l.e.l.,  2nd  class." 
Coal  Shipments  by  Water  to  United 
States. 

General  order  312,  Sept.  24.  — 
Re  question  of  coal  supply  in  Canada: 
and  an  order  amending  general  order 
301,  dated  July  22.  and  the  powers  con- 
ferred upon  the  Board  by  chap.  66  of 
the  Acts  of  Parliament  of  Canada,  1920. 
Upon  its  appearing  to  the  Board  that  a 
permit  system  is  essential  to  render  more 
effective  the  intent  and  purpose  of  gen- 
eral order  301,  and  in  pursuance  of  the 
powers  conferred  by  the  said  Act,  the 
Board  doth  order  that  the  general  order 
301  be  amended  by  the  addition  thereto 
of  the  following  words,  viz.,  ".And  in  the 
case  of  each  shipment  by  water  to  the 
United  States  an  export  permit  must  first 
be  secured  from  this  Board." 


Hamilton's  Railway  Problems.  —  N. 
Cauchon,  C.E.,  Ottawa,  who  is  advising 
Hamilton,  Ont.,  City  Council  on  civic 
improvements  in  which  the  routes  of  the 
railways  entering  the  city  are  involved, 
is  reported  to  have  had  an  interview  with 
H.  G.  Kelley,  President,  G.T.R.,  who  ex- 
pressed his  willingness  to  discuss  the 
question. 


r.&o 


October.   1920. 


Railway  Development,  Projected  Lines,  Surveys,  Construction,  Betterments,  Etc. 


\lli.rl    \    (,ri,<t    \\iit<Tna>>.    I<> .    —    A 

-im.-    that      tlu-      AIImtUi 

l'.u«   rntcrctl    into   iin   Mifrri' 

!••  NorthiTH  ('onKtnii'tioii  Co. 

;    .itiMi;   tliv  A.  &  C.  W.  Ky..  from  Ur 

,  ,    r.irtir   tti   Mi-.Murniy.   into  u   rondition 

liii.il.lr   fur  o|ii-riiliiit:  thrnuKh  trains  in 

I  '.1       Tin-  A.  4   C.  \V.   Ky.  !«lnrt-  from 

I  .ir  I'.riulnir  on  tlu-  Kilnxintoh,  Dunvc-iran 

.',     I;r;;i..l,    Columliia    Ry.,   ami    has    liern 

for  thri'o  yoarn  or  nior*-  to 

.  ll.*!.!!  miloK,  and  truck  hus 

within   12  milon  of   McMiir- 

ia>.  lit  u|i|>roxin)«trly  mile  2!*4.     ( .'\u»;., 

I'.il'.i.  pit.   1:11.  > 

AlUntk'.  ()urbcr  &  Westtrn  Ky.    -   A 

|ir«',HS  rfport  ^t«t^•i  that  n  lon^  IiikIi  trf.-*- 
tlr  ea.^l  of  .N'rwfort.  Quo.,  has  lu-i-n  re- 
liuilt,  th«-  Work  lu'int  rfndt'rt'il  nifi's.sary 
l>y  a  fort'»t  tin'.  Purine;  the  ro«'on.itruc- 
tmn  train.i  wrrc  run  to  I'ithfr  end  of  the 
Irr'llf.  anil  luissenKer.s  witu  transferrfd 
i'V   onlinury    vehicles. 

Mostcn  K  Maine  Rd.— The  Board  of 
l;;iiUv;iy  Commissioners  has  authorized 
•I  I  i<  huildint;  of  the  overhead  hiphwav 
in. lire  !»;t.  at  mile  0.1  north  of  Smiths 
Mills  sUtion.  Que.  While  Smiths  Mills 
1-  mentioned  in  the  order,  the  name  of 
the  station  has  heen  chanped  to  Tomi- 
tohia,  and  it  is  situated  at  mile  .'iO  from 
Sherhrooke,  Que.,  on  the  line  to  Newport, 
Me. 

Iturrard  Inlet  Tunnel  &  BridRc  Co. — 
The  followinj:  <lirectors  are  reported  to 
have  been  elected  at  the  annual  mcetinp 
at  North  Vancouver,  B.C.,  Sept.  Si- 
Reeve  E.  H.  Bridv'eman,  Pre.sident;  .Mayor 
Vance,  Vice  President;  J.  Loutct.  Alder- 
nan  Townsley,  P.  Ward,  J.  McNaupht, 
ICecvc  Vinson,  Mayor  Gale,  Alderman 
Woodside;  Secretary-Trea.surer,  E.  Cock- 
lell.  The  shareholder.s  are  the  cities  of 
\  iincouvcr  and  North  Vancouver,  and  the 
•idjoininp  municipalitie.°,  and  the  direc- 
tors are  their  representatives.  The  com- 
juiny  has  a  Dominion  charter  to  build  a 
bridge  across  the  second  narrows  of  Bur- 
rard  Inlet,  a  tunnel  and  railway  connect- 
ing with  the  trunk  railways  lines.  (June, 
PK-  297.) 

Canadian  Niaeara  Bridee  Cu. — A  re- 
cent press  report  stated  that  engineers 
were  working  from  boat-s  in  the  Niairara 
River,  making  test  holes  in  the  river  bed 
for  foundations  for  the  proposed  new 
bridge  across  the  Niagara  River  near 
<;rand  I.sland.  All  the  preliminary  work 
<in  the  United  State?  side  of  the  river  is 
said  to  have  been  completed,  and  all  the 
land  necessary  for  the  bridge  and  the 
railway  approaches  is  said  to  have  been 
ecured.  It  is  .said  the  bridge  will  span 
:hc  river  from  Black  Rock  to  (irand  Is- 
land on  the  Canadian  side,  and  from 
C.rand  Island  to  near  the  Wickwire  steel 
(ilant  on  the   U.S.  side  of  the  river. 

The  Board  of  Railway  Commissioners 
'as  approved  a  route  map  showing  gen- 
•  ml  location  of  the  company's  proposed 
I  ridge  and  railway  from  the  Interna- 
I  iiiiial  Boumlary  opposite  Grand  Island, 
n  the  Niagara  River,  to  connect  with 
:lie  Michigan  Central  Rd.,  about  :>.ir> 
miles  northeast  of  VVelland,  Ont.  (.Tulv, 
|.g.  :!8fi.) 

Kdmnninn,  Duntegan  &  British  Coltini- 
Mii  Ry.-  In  connei  timi  with  the  taking' 
over  of  the  Kdmoiilon.  Punvegan  &  I!n 
'ish  Columbia  Ry.  and  the  Central  (  iiii- 
iila  Ry.  for  operation,  we  have  been  I'tTi- 
<  lally  advised  that  it  is  at  present  ditli. 
cult  to  give  any  specific  information  as 
t>)  the   betterments   required  or  proposed 


to  be  undprlaken.  It  is  well  known  that, 
on  account  of  financial  conditionK,  the 
property  is  badly  nin  down,  and  the  first 
duly  of  the  new  management  will  Ih>  to 
catch  up  with  arrears  in  the  renewals; 
to  make  provisii>n  for  sliding  banks,  alcmg 
thi'  Peace  an<l  Smoky  Rivers;  to  surfari' 
and  ballast  the  Grande  Prairie  branch; 
to  erect  suitable  section  houses  and  other 
buildings  for  the  maintenance  staff,  and 
in  a  general  way  to  bring  the  road  up  to 
ordinary  railway  branch  line  standard. 
Several  contracts  are  reported  to  have 
been  let  for  ties,  steam  shovels  and  ditch- 
ing machines  are  reporteil  to  have  been 
distributed  along  the  line,  and  to  be  at 
work. 

It  is  expected  that  the  present  termi- 
nal arrangements  with  the  Grand  Trunk 
Pacilic  Ry.  at  Edmonton,  Alta.,  will  be 
cancelled  and  that  a  new  terminal  ar- 
rangement will  be  made  with  the  C.P.R. 
(May,   pg.   2.S5.) 

E.squimalt  &  Nanaimo  Ky. — Some  mat- 
ters of  detail  in  connection  with  the  con- 
struction of  the  bridge  at  .lohnston  St.. 
Victoria,  B.C.,  are  before  the  Board  of 
Railway  Commissioners,  and  it  is  prob- 
able that  they  will  be  finally  adjusted 
when  the  Commission  sits  at  Victoria. 
Oct.  11.  The  bridge  is  being  built  by  the 
city  and  the  railway  company.  (Sept., 
p.  489.) 

Grand  Trunk  Ky. — \  press  report 
."tates  that  additional  siding  accommo- 
dation is  about  to  be  provided  at  Thor- 
old,  Ont.,  at  an  estimated  cost  of  ?15,000. 

A  press  report  says  that  double  track- 
ing of  Air  Line  Division  from  Bridge- 
burg  to  Windsor,  Ont.,  under  lease  to 
the  Wabash  Ry.,  is  under  consideration, 
but  that  no  work  will  be  done  on  it  until 
1921  at  the  earliest. 

Kettle  Valley  Ry. — A  recent  press  re- 
port stated  that  good  progress  had  been 
made  with  grading  the  line  from  Pentic- 
ton  to  Dog  Lake,  B.('.,  and  that  the  grad- 
ing would  bo  completed  by  the  end  of 
September.  It  is  expected  that  track 
laying  will  be  started  immediately  grad- 
ing is  completed.     (Sept.,  pg.  489.) 

Manitoba. — A  press  report  states  that 
the  Manitoba  Government  is  about  to 
take  steps  for  the  construction  of  a  rail- 
way into  the  northern  Manitoba  mineral 
belt.  The  explored  mining  area  follows 
a  chain  of  lakes  and  waterways  from 
Lake  Athapapuskow  east  through  Schist 
and  Flin  Flon  Lakes  to  Herb  Lake,  about 
90  miles.  In  part  of  the  Lake  .\thapa- 
puskow  district  are  large  deposits  of 
copper  sulphide  ore;  in  the  Herb  Lake 
region  gold  is  the  predominating  mineral. 
(See  Klin  Flon  Mining  Proposition,  ,Iune. 
pg.  297.) 

Margaree  Coal  &  Ry.  Co. — The  Nova 
Scotia  (Jiivernment  has  revoked  the  reg- 
istration of  the  Margaree  Coal  &  Ry. 
Co.,  which  was  incorporated  some  years 
ago  under  the  Nova  Scotia  ("(mipanies 
Acts.  An  act  was  passed  by  the  N.S. 
Legislature  at  the  190.'(-4  session  incor- 
porating the  Margaree  Coal  &  Ry.  Co., 
to  build  a  railway  from  the  Chummy 
Corner  mines,  Inverness  County,  to 
Chummy  Corner  Cove,  Margaree  Har- 
bor and  Cheticamp,  and  from  Margaree 
Harbor  via  Mar"aree  River  valkv  and 
Lake  Ainslie  to  the  projected  Harbor  & 
(iulf  Ry.  (if  built)  or  if  that  railway  was 
not  built,  the  line  was  to  be  carried  on 
to  Oi-angedale  on  the  Intercolonial  Ry., 
and  from  Oran-redalc  to  Caribou  Cove 
or  Inhabitants  Bay,  near  Point  Tupper. 
The  company  was  also  authorised  to  build 


branch  lines.  The  line  from  .Margarei- 
to  Cheticamp,  the  act  provideil,  was  not 
to  Im-  built  if  the  Inverness  Ry.  &  Coal 
Co.  built  it»  projecte*!  line  from  Broad 
Cov  to  Cheticam(>.  An  agreement  was 
entered  into  between  the  company  and 
the  Nova  Scotia  Government  in  1907  for 
the  construction  of  the  line,  and  in  1010 
the  Dominion  Parliament  vot4-  a  subsidy 
at  the  usual  rate  and  on  the  regular 
terms  for  building  a  line  from  .Margaree 
to  Chummy  Corners,  to  Orangedale  and 
to  Caribou  Cove,  nO  miles,  which  subsidy 
was  renewed  in  191.'1.  No  construction 
has  been  done  on  the  projected  lines. 
.luly,  I9i:i,  pg.  .3:n.) 

Nova  Scotia  Steel  &  Coal  Co. — A  press 
report  states  that  the  company  has  start- 
ed construction  on  a  spur  line  of  two 
miles,  from  the  existing  line  at  Scotia 
no.  4  colliery  to  Banner  Head,  in  connec- 
tion with  the  opening  up  of  a  new  col- 
liery there,  and  that  there  is  a  proba- 
bility of  the  line  being  extended  three 
miles   further  to   Point   .\cn)e  colliery. 

Pacific  Great  Eastern  Ry. — The  Bri- 
tish Columbia  Government,  under  an  act 
passed  last  .session  of  the  Legislature, 
has  sold  $.(,000,000  of  provincial  l)onds 
at  98.91,  the  proceeds  of  which  will  be 
utilized  for  construction  on  the  P.G.E.R. 
The  estimated  cost  of  completing  the  line 
to  Prince  George,  which  is  the  immediate 
objective,  is  $4,000,000.  and  the  loan  au- 
thorized  was   to  make  up   that  amount. 

Track  is  laid  to  Deep  Creek,  the  via- 
duct across  which  was  expecttnl  to  be  com- 
pleted by  Sept.  ;iO,  and  it  is  expected  to 
have  track  laid  from  that  point  to  Ques- 
nel,  and  from  Prince  George  to  Quesnel 
(as  work  is  being  proceeded  with  from 
both  ends)  by  Dec.  .il. 

The  question  of  the  extension  of  the 
line  from  Prince  George  to  a  connection 
with  the  Edmonton,  Dunvegan  &  British 
Columbia  Ry.  in  the  Peace  River  Valley, 
is  reported  to  be  again  under  considera- 
tion, and  survey  parties  are  reported  to 
be  in  the  field  preparing  route  maps  and 
reports  as  to  the  character  of  the  terri- 
tory to  be  opened  up. 

A  press  report  recently  stated  that 
A.  F.  Proctor,  Chief  Engineer  of  the 
B.C.  Railway  Department,  expected  that 
an  additional  84  miles  of  track  on  the 
P.G.E.R.  would  be  handed  over  by  the 
contractors  to  the  operating  department 
during  September.  This  additional  mile- 
age will  give  the  railway  a  line  from 
Squamish  to  Deep  Creek,  294  miles. 

A.  B.  Buckworth,  the  recently  appoint- 
ed General  Manager,  is  reported  to  have 
completed  his  first  otficial  trip  of  in- 
spection over  the  line  .\ug.  17,  and  to 
have  said  that  rapid  progress  was  being 
made   with    the   viaduct   at   Deep   Creek. 

Pacific  Great  Eastern  Ky. — The  Prem- 
ier of  British  Columbia  returned  recent- 
ly to  Victoria  after  a  trip  of  insjiection 
over  this  railway  under  construction 
to  Prince  George  and  a  visit  to  the  Peace 
River  country  and  Edmonton,  Alta.  Set- 
tlers in  the  Peace  River  country  urged 
the  construction  of  the  line  from  Prince 
(ieoige  to  a  junction  with  the  Edmonton. 
Dunvegan  &  British  Columbia  Ry.  at  the 
interprovincial  boundary.  The  B.C.  Gov- 
ernment has  the  matter  under  consider- 
ation. 

A  i-ecent  pi-ess  i"eport  stated  that 
freight  trains  would  be  operated  through 
from  Squamish  to  Williams  I.,ake  by 
.Sept.   1.1.     (,Iuly,  pg.  .{SO.) 

Pere  Marquette  Rd. — A  recent  press 
report     stated     »*"*     **!e     Sarnia,     Ont., 


October,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


551 


Chamber  of  Commerce  was  about  to  take 
up  with  the  Pere  Marquette  Rd.  Co.  the 
question  of  the  provision  of  larger  and 
more   modern    terminal   facilities    there. 

Porcupine-Rand  Belt  Electric  Ry.  Co. 
wos  incorporated  by  the  Ontario  Legis- 
lature in  1912  to  build  a  railway  to  be 
operated  by  steam,  electricity  or  any 
other  motive  power  from  the  eastern 
boundary  of  Ontario  in  McGarry  Tp., 
westerly  to  Larder  City,  throutrh  other 
townships  to  Dane,  crossing  the  Timis- 
kaming  &  Northern  Ontario  Ry.,  and  on 
to  the  headquarters  of  the  Montreal  Riv- 
er, and  to  the  eastern  shore  of  the  Mat- 
tagami  River  at  Kenogamesse  Lake,  and 
to  connect  at  various  points  with  the  T. 
&  N.  O.  Ry.  and  to  build  branch  lines. 
After  some  attempts  had  been  made  to 
arrange  for  the  building  of  the  line  by 
the  original  company,  the  charter  is  re- 
ported to  have  passed  under  the  control 
of  the  Associated  Goldfields  Mining  Co., 
Ltd.,  which  has  large  interests  in  the 
Kirkland  Lake  mining  district.  Thi-; 
company  is  reported  to  have  been  inter- 
ested in  the  endeavor,  referred  to  else- 
where in  this  issue,  to  induce  the  On- 
tario Government  to  build  a  branch  of 
the  T.  &  N.  O.  Ry.  from  Swastika  to  the 
Kirkland  area.  The  government,  before 
deciding  as  to  the  consti-uction  of  the 
suggested  line,  desired  to  make  an  inde- 
pendent investigation  of  the  mining  areas 
to  be  served,  but  failing  to  secure  the 
Associated  Goldfields  Mining  Co.'s  co- 
operation in  the  matter,  decided  not  to 
build. 

G.  A.  Mackay,  President  A.  G.  M.  Co., 
wrote  the  Ontario  Minister  of  Mines  July 
27  as  follows: — "In  pursuance  of  our  con- 
versation of  today,  and  our  interview 
with  the  Premier  a  few  days  ago,  I  have 
taken  up  the  matter  with  the  directors  of 
Associated  Goldfields  Mining  Co.,  and 
those  of  the  Porcupine-Rand  Belt  Ry.. 
which  charter,  as  you  know,  this  com- 
pany owns.  It  was  originally  our  direc- 
tors opinion  that  our  transportation  needs 
would  be  served  more  quickly  if  our  com- 
pany were  to  build  itis  own  line  of  rail- 
way, and  at  the  same  time  we  would  be 
able  to  locate  it  at  such  points  as  would 
serve  our  interests  best,  and  it  was  only 
with  the  idea  of  serving  as  many  of  the 
other  deserving  operators  in  the  district 
as  possible  that  the  course  of  the  road 
was  more  or  less  diverted  to  the  Kirk- 
land Lake-Swastika  route.  It  is  our  di- 
rectors' opinion  that  only  a  very  com- 
prehensive investigation  of  our  ore  bo- 
dies would  be  fair  to  the  province,  and 
figuring  all  the  assistance  which  we  would 
be  able  to  give  the  men  in  charge,  this 
investigation  would  still  entaile  several 
months  time.  Coupling  this  with  the 
fact  that  the  Kirkland  Lake-Swastika 
route  would  be  more  than  twice  as  long, 
our  directors  feel  that  our  requirements 
could  be  more  speedily  served  by  the 
company  consti-ucting  its  own  line  of 
railway  from  at  or  near  Boston  Creek  to 
Larder  Lake.  Presuming  from  our  con- 
versation that  your  government  has  no 
objection  to  our  following  this  course, 
we  have  decided  to  send  our  engineers 
at  once  over  the  short  route  and  give  us 
facts  and  figures  as  to  the  cost  of  this 
line."    (Nov..   1!)16,   pg.   460.) 

Queens  County  Ry. — The  Nova  Scotia 
Government  has  revoked  the  registra- 
tion of  the  Queens  County  Ry.  Co.,  in- 
corporated under  the  Nova  Scotia  Com- 
lianies  Acts.  The  Nova  Scotia  Legisla- 
ture passed  an  act  in  1909  incorporating 
the  Queens  County  Ry.  Co.,  to  take  over 
the  railway,  switches,  etc.,  of  the  Sable 
Lumber  Co.  from  Wilkins  Siding,  Queens 
County,  to  the  Sable  Lumber  Co.'s  lands 


and  to  extend  the  railways  on  these  lands 
and  to  buy  or  build  a  railway  or  tram- 
way from  between  Liverpool  and  Shel- 
burne,  on  the  Halifa.x  &  Southwestern 
Ry.  to  the  limits.     (.June,  1912,  pg.  302.) 

St.  George,  Nfld.,  Coal  Areas. — A  press 
report  states  that  the  Newfoundland 
Railway  Commission  visited  the  St. 
George  coalfields  at  Robinsons  recently 
and  looked  over  the  route  for  the  pro- 
posetl  railway  therefrom  to  the  sea. 
(April,    pg.    176.) 

Sydney  &  Louisburg  Ry. — The  Domin- 
ion Coal  Co.,  which  owns  the  Sydney  & 
Louisburg  Ry.,  has  deposited  with  the 
Dominion  Minister  of  Public  Works  un- 
der the  Navigable  Water.-;  Protection 
Act,  a  description  of  the  site  and  plans 
of  repairs  to  the  rest  pier  and  ice  pro- 
tection work  in  connection  with  the  swing 


span  of  the  railway  bridge  over  the  Nura 
River,  Cape  Breton  County,  N.S.,  and 
has  applied  for  leave  to  build  the  same. 
W.  C.  Richy,  Sydney,  is  the  company's 
Engineer  of  Maintenance  and  Way. 
(Mar.,  pg.   137.) 

Timiskaming  &  Northern  Ontario  Ry. 
A  press  report  of  Sept.  6  stated  that  the 
Kirkland  Lake  district  mine  owners  had 
been  advised  by  the  Ontario  Minister  of 
Mines  that  the  Government  had  decided 
not  to  build  a  spur  line  from  the  Timis- 
kaming &  Northern  Ontario  Ay.  at  Swas- 
tika to  serve  the  Kirkland  and  Larder 
Lake  mining  areas.  The  mine  owners 
are  reported  to  be  very  much  dissatis- 
fied with  the  communication  and  aro  said 
to  be  considering  a  proposition  to  build 
a  line  for  themselves.  (See  also  Porcu- 
pine-Rand   Belt   Line    Ry.) 


Canadian  Pacific  Railway  Construction,  Betterments, 

Etc. 


St.  .Jchn  Bridge.— The  St.  John,  N.B., 
City  Council  was  advised  Aug.  30  that 
some  members  of  the  Board  of  Railway 
(Commissioners  expected  to  be  in  the  city 
during  the  third  week  in  September  in 
connection  with  the  erection  of  the  new 
C.P.R.  bridge  at  the  reversible  falls,  St. 
John  River. 

Timiskaming-Villc  Marie  -  Des  Quinze 
Falls  line. — A  press  report  states  that 
an  early  start  upon  the  extension  of  the 
Timiskaming-Kippaw-a  line,  along  the 
east  shores  of  Lake  Timiskaming  to  Ville 
Marie,  and  on  the  Des  Quinze  P'alls  is 
looked  for.  Surveys  for  the  uncompleted 
portion  of  the  line  to  the  Falls  are  re- 
ported to  have  been  completed. 

Chalk  River  Subdivision. — The  Board 
of  Railway  Commissioners  has  author- 
ized the  company  to  rebuild  bridge  32.7, 
Chalf  River  Subdivision,  Quebec  District. 

Port  McNicoll  Subdivision. — The  Board 
of  Railway  Commissioners  has  author- 
ized the  company  to  fill  in  bridge  58.2, 
Port  McNicoll  Subrivision,  Trenton  Di- 
vision, Ont. 

Windsor  Improvements. — A  press  re- 
port of  Sept.  21  stated  that  the  Board  of 
Railway  Commissioners  had  under  con- 
sideration the  question  of  the  closing  of 
a  street  in  Windsor,  Ont.,  in  connection 
with  the  projected  yard  improvements 
there,  and  that  until  this  was  settled 
work  was  being  held  up. 

North  Bay  Subdivision. — The  Board  of 
Railway  Commissioners  has  approved 
plan  of  proposed  alterations  to  masonry 
to  suit  new  reinforced  concrete  span 
crossing  highway  at  bridge  21.12,  North 
Bay   Subdivision,   Algoma   District,   Ont. 

Cartier  Subdivision.  —  The  Board  of 
Railway  Commissioners  has  authorized 
the  replacing  of  the  present  60  ft.  deck 
plate  girder  bridge  at  mile  38.92,  Cartier 
Subdivision,  Ont.,  by  two  32  ft.  reinforc- 
ed concrete  spans. 

Jack  Pine  River  Bridge. — The  Board 
of  Railway  Commissioners  has  authoriz- 
ed the  company  to  rebuild  bridge  46.4 
over  Jack  Pine  River,  Nipigon  Subdivi- 
sion, Alffoma  District,  Ont. 

For  William  Coaling  Plant. — Work  is 
reported  about  to  be  started  on  an  ex- 
tension of  the  company's  coal  handling 
facilities  at  Island  1,  Fort  William,  Ont. 
About  6,000  piles  are  to  be  driven  in  con- 
nection with  the  work,  which  will  include 
the  laying  out  of  a  new  dumping  ground. 
S.  McKenzie  is  reported  to  be  the  con- 
tractor for  the  piling  work. 

Amulet  to  Dunkirk  Branch. — The  Board 


of  Railway  Commissioners  has  approved 
route  map  showing  location  of  branch 
line  from  Amulet  to  Dunkirk,  Sask.,  mile 
0,  in  Tp.  7,  Range  21,  to  mile  60.2,  in  Tp. 
12,   Range   28,   west  2nd   meridian. 

Asquith  to  Cloan  Branch. — The  Board 
of  Railway  Commissioners  has  approved 
of  route  map  showing  location  of 
branch  line  Asquith  to  Cloan,  from  Tp. 
36,  Range  10,  to  Tp.  42,  Range  20,  west 
3rd  meridian,  mile  0  to  84.2.  Asquith  is 
on  the  line  from  Saskatoon  to  Wilkie,  and 
Cloan  is  on  the  line  from  Wilkie  to  Cut- 
knife,    Sask. 

Rosetown  Southeasterly  Branch. — The 
Board  of  Railway  Commissioners  has 
approved  route  map  showing  general  lo- 
cation of  the  branch  from  Rosetown 
southeasterly  to  Keppel,  Sask.,  mile  0, 
in  Tp.  30,  Range  1.5,  to  mile  37.2,  in  Tp. 
2,  Range  13,  west  3rd  meridian. 

Lanigan  Northeasterly  Branch.  —  The 
Board  of  Railway  Commissioners  has 
authorized  the  building  of  the  branch, 
under  consti'uction  from  Lanigan,  Sask., 
across  23  highways  between  miles  47.8 
and   84.32. 

Kelfield  Southeasterly. — The  Board  of 
Railway  Commissioners  has  approved 
route  map  of  the  Kelfield  southeasterly 
branch  from  Tp.  34,  Range  29,  to  Tp.  32, 
Range  14,  west  3rd  meridian,  mile  0  to 
35.9.  Kelfield,  Sask.,  is  the  present  ter- 
minus of  a  branch  line  from  Wilkie, 
southeasterly,  and  it  is  proposed  to  ex- 
tend it  to  a  connection  with  the  line  run- 
ning from  Hawarden  to  Macklin  at  or 
near  Anglia,  Sask.  The  route  map  men- 
tioned above  covers  the  entire  mileage 
of  the   extension. 

Kipp  Northeasterly  Branch.  —  The 
Board  of  Railway  Commissioners  has 
approved  of  route  map  showing  general 
location  of  the  Kipp,  Alta.,  northeaster- 
ly branch,  mile  0  to  39.70. 

Empress  to  Milden  Line.  —  The  Board 
of  Railway  Commissioners  has  approved 
revised  location  of  the  Bassano  easterly 
branch,  mile  169.85  to  172.75,  on  the  Em- 
press-Milden,  Alta.,  section  of  the  line, 
and  has  authorized  the  crossing  of  cer- 
tain road  allowances.     (Sept.,  pg.  483.) 


G.T.R.  Apprentices  Win  Prizes.  —  Of 

six  prizes  awarded  at  the  Canadian  Na- 
tional Exhibition,  Toronto,  recently,  for 
mechanical  drawing,  five  were  given  to 
apprentices  in  G.T.R.  shops,  viz.,  G.  Du- 
taub,  and  L.  Inquire,  Montreal;  A.  Cap- 
per and  W.  Grandison,  Stratford,  Ont., 
and  D.  Lament,  Ottawa. 


<  ANADIAN  RAILWAY  AND  MARINK  WORLD 


October.   r.>2(i. 


Canadian  National  Railways  Construction,  Better- 
ments, Ktc. 


r«pr  Itrrlun  IjindnlldrK.  —  Owiiik  to 
M.Mvy  land  iiltclust  on  the  line  In-yonil  Point 
TuppiT  on  ('»|M'  Hri'ton  iKlaiKi,  N.S..  on 
Sept.  l.'l.  rnusfil  by  floodii,  IrnftU-  »«•• 
sunix'ndrd  l>ftwi>on  Sydnt-y  and  Toinl 
Tupper  for  srvrrnl  days.  It  i!<  reported 
(hat  the  line  was  wajihed  out  at  tivo  or 
more  point.H  U-twoen  Point  Tuppor  and 
OranKi'dalt',  and  that  two  train.s  wi-rr 
thrown  off  the  tracks.  Temporary  re- 
)>airs  were  effected  and  trnrtic  was  re 
•  umeil    Sept.    17. 

Prtilrodiar  Kiver  bridcr  Muporstruc- 
ture.  We  are  officially  advi.sed  that  that 
suiKTstniclure,  for  the  new  hridire  1.4 
acros."  the  IVtitcodiac  River  on  the  .M- 
U-rt  Sub<livision  from  Salisbury,  N.S., 
described  in  Canadian  Railway  and  Ma- 
rine World  for  Sept.,  pc.  4K4,  will  he 
erected   by   the   railway   forces. 

St.  John  Klevafor. — Tenders  were  re- 
ceived to  Sept.  12  for  the  manufacture, 
delivery  and  installation  of  a  dust  con- 
veyor svstem  for  the  (Train  elevator  at 
St.  John,  N.S. 

St.  John  FreiRht  Yards. — A  pres.s  re- 
port states  that  Rood  profrrcss  has  been 
made  with  enlarpinp  the  freipht  yards 
at  St.  John.  N.B. 

St.  John  Union  Station  Shed. — Consid- 
erable proprcss  is  reported  to  have  been 
made  with  the  erection  of  butterfly  roofs 
at  the  Union  Station,  St.  John,  N.B. 

.Morin  Heights,  Que. — The  Board  of 
Railway  Commissioners  has  ordered  the 
buildinK  of  a  station  at  Morin  HeiRhts, 
Que. 

Mount  Koyal  Tunnel  &  Terminal  Co. — 
The  Board  of  Railway  Commissioners  has 
••luthorized  the  connectinK  of  this  com- 
pany's tracks  near  Montreal  with  the 
.lacques  ('artier  Union  Ry.  This  will  es- 
tablish a  physical  connection  between  the 
Canadian  National  Rys.  terminals  in 
.Montreal  and  the  Grand  Trunk  Ry. 

Moira  River  Bridge. — The  Board  of 
Railway  Commissioners  has  authorized 
the  rebuilding  of  the  bridge  over  the 
Moira  River  in  Madoc  Tp.,  at  mile  76.84 
from  Picton,  Ont.,  and  also  the  improve- 
ment of  the  irrade  there. 

Thunder  Bay  District.— The  Board  of 
Railway  Commissioners  has  authorized 
the  rebuildintr  of  bridge  over  Blackwater 
River,  Thunder  Bay  District,  mile  21.4 
from   Jellicoe,  Ont. 

Tie  Contracts. — Tenders  were  received 
to  Sept.  2.5  for  the  supply  of  1,. 500,000 
ties  to  be  made  and  delivered  between 
Dec.  1,  1920,  and  Nov.  1,  1921,  as  fol- 
lows:—900,000  on  the  Grand  Trunk  Pa- 
cific Ry.  in  British  Columbia;  200,000  on 
the  G.T.P.R.  in  Alberta,  and  400,000  on 
the  National  Transcontinental  Ry.  in 
Manitoba  and  Ontario  between  Winnipejr 
and  Sioux  Lookout. 

Marchand,  Man.— The  Board  of  Rail- 
way Commissioners  has  approved  loca- 
tion and  plans  for  a  station  at  Marchand, 
to  be  completed  by  Nov.  1."). 

Rp-^ina. — The  Re^rina,  Sask.,  City  Coun- 
cil is  reported  to  have  approved  an  ap- 
plication for  the  erection  of  a  spur  track 
to  the  west  side  of  Albert  St. 

Prince  Albort-Paddock  Wood  Branch. 
The  Board  of  Railway  Commissioners 
has  approved  route  map  of  the  branch 
line  under  construction  from  Prince  .M- 
bert,  Sask.,  northeasterly,  mile  0  to 
•26.094. 

Swift  Curtfnt-GravelbourK  Line. — The 


President  of  the  Swift  Current,  Susk., 
Board  of  Trade  is  reporteil  to  have  re- 
leived  a  teletrram  from  I).  11.  Manna. 
President,  C.N.R.,  statinif  that  it  is  in- 
tended to  lay  track  on  a  further  distance 
of  IH  miles  on  this  line  during  this  year 
if  the  necessary  labor  can  be  obtained. 

JunkinH,  AlU.— The  Board  of  Railway 
Commissioners  has  approved  of  plans  of 
proposed  additions  to  the  statin  itrunds 
at  .lunkins,  4  miles  westerly  of  Lobstick 
.let.,  on  the  main  line  between  Kdmonton 
nn<l    Vancouver. 

Kamloops  -  Vernon  -  Lumby  -  Kelowna 
Branch.— The  Board  of  Railway  Commis- 
sioners has  approved  of  plans,  profiles 
and  books  of  reference  of  revised  loca- 
tion through  Tp.  19,  Range  14,  and  Tp. 
19,  Range  !.'>,  B.C.;  through  lots  297  and 
296,  Kaniloo[is  Division,  Yale  District, 
B.C.,  and  through  Tp.  IH,  Range  14,  west 
6th  meridian,  and  D.  L.  442,  G  1,  Kam- 
loops  Division,  Yale  District.  Tli3  right 
of  way  in  the  latter  case  is  limited  in 
certain  places  to  100  ft.  wide  except  in 
certain   specified   places. 

The  Board  of  Railway  Commissioners 
has  approved  plans  showing  revi.sed  lo- 
cations on  this  branch  as  follows:  —  Kion\ 
mile  27  to  28,  from  mile  :U.5,  and  from 
mile  44.7  to  46.11,  all  east  of  Kamloops 
Jet.,  B.C.,  and  has  also  authorized  the 
building  of  the  line  across  Shuswap  Ave., 
B.C. 

British  Columbia  Buildings.— Tender-: 
are  reported  to  be  under  consideration 
for  the  erection  of  workmen's  cottages 
and  two  cinder  hoist  foundations  at  Blue 
River  and  Boston  Bar  respectively;  a 
freight  shed  and  platforms  at  Kamloops; 
section  houses  at  Birch  Island  and  Mats- 
qui;  concrete  retaining  walls,  culverts, 
etc.,  at  Boston  Bar  and  Port  Mann,  B.C. 

False  Creek  Sea  Wall  Litigation. — A 
press  report  of  Sept.  1.5  stated  that  the 
dispute  between  Champion  &  White  and 
the  Canadian  Northern  Ry.  as  to  the  con- 
struction of  the  sea  wall  at  the  Faise 
Creek  reclamation  works,  Vancouver,  had 
been  settled  by  the  payment  of  ?100,000 
by  the  Canadian  National  Rys.  Cham- 
pion &  White  are  reported  to  have  re- 
ceived $60,000,  and  A.  B.  Creelman,  Ltd., 
the  contractors,  $40,000.  (Sept.,  pg.  484.) 


('h;m»l)tT   of   (  (tmnifrre   DeleRates" 
Tour  of  Ontario  and  (Juehfc. 


Thi-  dclegalos  to  the  .Nmth  (  <ingre<«s  (il 
Chambers  of  Commerce  of  the  British 
Kmpire,  which  met  in  Toronto  during 
the  fourth  week  in  Septeml>er,  left  To- 
ronto Sept.  24  on  a  tour  of  Ontario  and 
Queliec,  travelling  over  Canadian  Na- 
tional, Canadian  Pacific,  Grand  Trunk, 
Timisknming  and  Northern  Ontario  Rail- 
ways. The  trip  was  sche<luled  to  occupy 
seventeen  days  and  to  give  them  an  op- 
portunity of  inspecting  the  agricultural, 
industrial  and  mining  regions  of  the  two 
provinces.  J-'or  the  information  of  the 
delegates  the  four  railways  interested  in 
the  movement  had  prepared  a  handsome 
book  descriptive  of  the  route  to  be  tra- 
versed. On  the  cover,  in  black  and  gold, 
are  coats  of  arms  of  the  various  com- 
monwealths and  dependencies  of  the  Bri- 
tish Empire  represented  at  the  congress. 
The  book  is  profusely  illustrated,  the 
scenic  beauties  and  industrial  enterprises 
of  the  provinces  being  features.  The 
foreword  of  the  book  gives  a  resume  of 
the  resources  of  the  two  provinces  and 
each  center  of  importance  on  the  2,500 
miles  of  railway  embraced  in  the  trip. 
.Accompanying  the  book  is  a  map  show- 
ing the  natural  resources,  transporta- 
tion and  trade  routes  of  the  whole  of 
Canada.  The  delegates  will  be  able  to 
take  away  with  them  in  this  book  a  very 
complete  and  accurate  synopsis  of  what 
Ontario  and  Quebec  offer  to  the  investor, 
manufacturer  and   the   settler. 


Railway  Car  Manufacturers  Associa- 
tion Convention.— The  annual  convention 
of  the  Railway  Car  Manufacturers  As- 
sociation of  United  States  was  held  in 
Montreal  Sept.  17  and  18.  The  associa- 
tion's annual  dinner  was  held  at  the  Na- 
tional Club  Sept.  17,  at  which  there  were 
a  number  of  speakers,  including  D.  B. 
Hanna,  President  Canadian  National  Rys. 
The  members  made  a  trip  of  inspection 
to  the  Angus  shops  of  the  C.P.R.,  Sept. 
18,  going  by  special  train,  in  charge  of 
W.  H.  Wintorrowd,  Chief  Mechanical  En- 
gineer, C.P.R.,  and  subsequently  wen- 
guests  at  a  luncheon  given  by  the  Cana- 
dian Car  Builders'  Association,  W.  W. 
Butler,  Presiilent,  Canadian  Car  &  Foun- 
dry Co..  presiding. 

SaHkalchcwan  Recouped  for  G.T.P.R. 
Guarantees. — A  Regina  press  dispatch 
.says  that  the  protracted  negotiations  be- 
tween the  Dominion  and  SaskaU-'hewan 
Governments  for  the  refund  of  money 
advanced  by  it  to  meet  the  interest  fall- 
ing due  on  provincially  guaranteed  bonds 
of  the  Grand  Trunk  Pacific  Ry.  have 
been  completed  by  the  Dominion  Govern- 
ment paying  the  province  $862,262. 


FreiRht     and     Passenger     Traffic 
Notes. 


The  Canadian  National  Rys.  have  an- 
nounced a  large  number  of  changes  in 
train   service,  taking  effect  Oct.  3. 

The  Montreal  Harbor  Commissioners 
will  not  accept  shipments  of  explosives, 
export  or  inland,  which  will  have  to  be 
handled  over  any  portion  of  its  railway. 

The  Canada  Steamship  Lines  on  Sept. 
20  carried  about  ;}0,000  baskets  of  fruit 
from  the  Niagara  district  to  Toronto,  its 
average  during  the  later  part  of  Sep- 
tember being  about  25,000  baskets  a  day. 

The  Grand  Trunk  Ry.  is  reported,  ow- 
ing to  the  increasing  number  of  thefts 
of  freight  in  transit,  to  be  about  to  in- 
crease its  police  force  on  the  line  be- 
tween Montreal  and  Toronto.  The  head- 
quarters of  the  extra  force  will,  it  is  .said, 
be  at  Brockville,  Ont. 

Owing  to  a  proclamation  of  the  Ma.yor 
of  Toronto  abandoning  daylight  saving 
time  at  midnight.  Sept.  12.  the  C.P.R.. 
the  G  T.R.  and  the  Canadian  National 
Rys.,  which  had  some  trains  running  on 
daylight  saving  time  in  and  out  of  To- 
ronto, for  the  convenience  of  business 
people,  ivstored  them  to  standard  time. 
.All  other  trains  running  on  daylight  time 
will  be  restored  to  standard  time  on  Sun- 
<lay,  Oct.  3,  when  the  daylight  saving 
plan  will  have  been  abandoned  for  the 
year. 


The    Board   of  Railway   Commissioners 

will  hold  sittings  in  the  west  as  follows: 
Winnipeg,  Man..  Sept.  "28;  SasVatoon. 
Sask.,  Sept.  20;  Edmonton.  Alta..  Octo.  1; 
Prince  George,  B.C.,  Oct.  4;  I'rince  Ru- 
pert, B.C..  Oct.  6;  Victoria,  B.C.,  Oct.  11; 
Vancouver.  B.C.,  Oct.  12;  Nelson,  B.C.. 
Oct.  18;  Calgary,  .\lta.,  Oct.  20;  Medicine 
Hat,  AlU..  Oct.  22;  Regina.  Sask.,  Oct. 
23;  Winnipeg,  Man..  Oct.  2.5;  Port  Ar- 
thur, Ont.,  Oct.  27. 


October,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


553 


Railway  Rolling  Stock  Orders  and  Deliveries. 


The  Timiskaiuintr  &  Northern  Ontario 
Ry.  is  in  the  market  for  4  Pacific  type 
locomotives. 

The  C.P.R.,  between  Aug.  15  and  Sept. 
16,  received  3  passenger  locomotives  and 
8  vans  from  iits  Anjrus  .«hops,  Montreal. 

The  C.P.R.  has  ordered  15  Mikado  (2- 
8-2)  locomotives  from  Montreal  Locomo- 
tive Works. 

The  Reid  Newfoundland  Co.  has  or- 
dered 200  trucks  from  Canadian  Car  & 
Foundry  Co.,  for  delivery  in  November. 

The  Pacific  Great  Eastern  Ry.  has  re- 
ceived 2  Mikado  locomotives  from  Cana- 
dian Locomotive  Co.,  completing  an  or- 
der for  I!,  details  of  which  were  given  in 
Canadian  Railway  and  Marine  World  for 
February,  page  12G. 

Canadian  Car  &  Foundiy  Co.,  between 
Aug.  14  and  Sept.  14,  made  the  following 
deliveries: — 126  Hart-Otis  ballast  cars 
and  124  box  cars  from  Montreal  works, 
and  43  cabooses  from  Amherst  works,  to 
Canadian  National  Rys.;  7  tank  cars  to 
Imperial  Oil  Ltd.;  and  22  air  dump  cars 
to  Greater  Winnipeg  Water  District  Ry. 

Canadian  National  Rys.  has  received 
the  following  rolling  stock  to  Sept.  15: — 
from  Canadian  Car  &  Foundi-y  Co.,  13 
observation,  buffet  compartment  sleep- 
ing cars,  completing  an  order  for  18,  87 
box  cars  out  of  an  order  for  1,000,  and 
79  cabooses  out  of  an  order  for  80;  from 
Eastern  Car  Co.,  629  general  service  cars, 
out  of  an  order  for  1,150;  from  Hart 
Otis  Car  Co.,  182  ballast  cars,  out  of  an 
order  for  350;  from  Preston  Car  &  Coach 
Co.,  5  cabooses  out  of  an  order  for  20; 
from  Canadian  Locomotive  Co.,  20 
switching  locomotives  out  of  an  order 
for  30. 

The  Singer  Manufacturing  Co.  has  or- 
dered one  4  wheel  locomotive  (0-4-0) 
from  Montreal  Locomotive  Works.  Fol- 
lowing are  the  chief  details: — 

WeiKht    79,000   lb. 

Wheel    base    7    ft. 

Cylinders,  diar.  and  stroke  14  x  22  in. 

Wheel    diar 40   in. 

Journals    7    x    8   in. 

Boiler.    t>T>e    _ Straight    top 

Boiler,  diar.  inside  first  rinir  45  in. 

Boiler    pressure 190    lb. 

Firebox.  length  and  width  46%  x  BOH  in. 

Tubes,  no.  and  diar 112  2   in. 

Heating  surface,  tubes   680  sq.   ft. 

Heating  surface,   firebox  60  SQ.  ft. 

Heating  surface,   total  740  sq.  ft. 

Grate  area  16.2  sq.  ft. 

Tractive   power    17,400    lb. 

Factor  of   adhesion   4.5 

Reverse  gear  », ». Hand  lever 

Cab  Wood 

Valve   gear  Stephenson 

Tank,    type    _ Saddle 

Water  capacity   » 1,700   gal. 

Coal,    capacity   1,600   lb. 

La  Moleunee  Estate  (Boos  &  Co.)  has 
ordered  three  4-coupled  (0-4-2)  locomo- 
tives from  Montreal  Locomotive  Works. 
Following  are  the  chief  details: — 

Weight   on    drivers    36.000  lb. 

Weight    on    trailer    6,000  lb. 

Weight,    total    42,000  lb. 

Wheel   base,   driving   4  ft.   9  in. 

Cylinder*,  diar.  and  stroke  11  X  16  in. 

Driving  wheel,   diar 88%   in. 

Driving  journals  5  x  6  in. 

Trailer   wheel,    diar 18   in. 

Trailer  wheel  journals  S%  x  6  in. 

Boiler,    type    Straight   top 

Boiler,    diar.    inside   first   ring    36    in. 

Boiler    pressure    165    lb. 

Firebox,   length   and  width 40   8/16  x  32%   in. 

Tubes,    no.    and    diar 85   2    in. 

Heating  surface,   tubes   267  sq.   ft. 

Heating    surface,    firebox    41  sq.  ft. 

Heating  surface,   total   408  sq.  ft. 

Grate    area    9.8  sq.  ft. 

Tractive    power    8,100  )b. 

Factor  of  adhesion   » 4.4 

Reverse    gear    - Jknd    lever 

Cab    _ Wood 

Tank,    type    _ Saddle 

Water   capacity   700   gal. 

Fuel    _. Oil 

Fuel    capacity   400  gal. 


The  -Algoma  F^astern  Ry.,  as  stated  in 
our  last  issue,  has  ordered  two  consoli- 
dation (2-8-0)  locomotives  from  Montreal 
Locomotive  Works.  Following  are  the 
chief   details: — 

Weight    on    drivers    216.500  lb. 

Weight    on    truck    25,000  lb. 

Weight,     total     241,500  lb. 

Wheel    base,   driving   15   ft.    10   in. 

Cylindei-s.    diar.    and    stroke    28%    x    30  in. 

Driving   wheels,    diar 57  in. 

Driving    journals,    main    10%    x    21  in. 

Driving    journals,    others    10    x    14  in. 

Truck    wheels,     diar 30  in. 

Truck  wheel  journals  6%  x  12  in. 

Boiler,    type   Extended    wagon    top 

Boiler,  diar.  inside  first  ring  72  7/16  in. 

Boiler    pressure    200    lb. 

Firebox,    length    and    width    109    x    64%  in. 

Tubes,    no.   and   diar 208   2  in. 

?'lues.    no.    and    diar 34    5%  in. 

Heating     surface,     tubes     1,588  sq.  ft. 

Heating  surface,    flues    676  sq.  ft. 

Heating    .surface,    f.b.    tubes    27  sq.  ft. 

Heating     surface,     firebox     200  sq.  ft. 

Heating    surface,     total    2,441  sq.  ft. 

Grate    area    49  sq.  ft. 

Tractive    power    49.500    lb. 

Factor    of    adhesion    4.37 

Superheater,. ..Locomotive  Superheater  Co..  type  A 

Revei-se    gear    Ragonnet 

Cab  Vestibule   type 

Tender  frame   Steel   channels 

Tender   wheel,   diar 33    in. 

Tender  truck   type C.   N.   standard   pedestal 

Tender  journals   „ .^^   x   10  in. 

Tank,    type   Water   bottom 

Water  capacity  6.600  imp.  gal. 

Coal    capacity    12    tons. 

The  Cordoba  Central  Ry.,  Argentine, 
has  ordered  15  Mikado  (2-8-2)  locomo- 
tives from  Montreal  Locomotive  Works. 
Following  are  the  chief  details: — 

Weight    on    drivers    121,500  lb. 

Weight    on    truck    18,000  lb. 

Weight    on    trailer    23.500  lb. 

Weight,     total     163,000  lb. 

Wheel    base,    driving   IS  ft.    6   in. 

Cylinders,   diar.   and  stroke  21%  x  24 -in. 

Driving    wheel,    diar 48   in. 

Driving   journals,   main    9   x   9  in. 

Driving    journals,    others    8   x   9  in. 

Trailer    wheel,    diar 31  in. 

Trailer  wheel   journals   6  x   12  in. 

Truck    wheel    diar 31  in. 

Truck   wheel    journals   5%    x   9  in. 

Boiler,   type    Srtaight   top,    Belpaire 

Boiler,    diar.    inside    first   ring    65  in. 

Boiler    pressure     180  lb. 

Firebox,   length   and   width  81Vi   x   SSVi   in. 

Tubes,   no.   and   diar 27    5%  in. 

Heating    surface,    tubes    1,458  sq.  ft. 

Heating    surface,    flues    661  sq.  ft. 

Heating    surface,    firebox    147  sq.  ft. 

Heating   surface,    total    2,266  sq.  ft. 

Superheating    surface     570  sq.  ft. 

Grate    area    85.6    sq.  ft. 

Tractive    power    27,730  lb. 

Factor  of   adhesion   4.38 

Superheater Locomotive    Superheater    Co. 

firebox  tube  type 

Revei-se  gear  Hand  lever 

Cab    „ Steel   plate 

Valve   gear   Walschaert 

Tender    wheel,    diar.    31  in. 

Tender    truck,    type    Equalized 

Tender   journals   '. 5%   x    10   in. 

Tank    type    Water    bottom 

Water    capacity    6.400    gal. 

Fuel    Wood 

Fuel    capacity    4    cords 


Railway  Lands  Patented. — Letters  pat- 
ent were  issued  during  August  for  Do- 
minion railway  lands  in  Manitoba,  Sas- 
katchewan, Alberta  and  British  Colum- 
bia, as  follows: — 

Acres. 

Canadian  Northern  Ry 719.68 

Canadian    Pacific    Ry.    grants    2,860.20 

Canadian    Pacific   Ry.,   roadbed  and  sta- 
tion   grounds   4.65 

Grand  Trunk   Pacific  Ry 35.30 

Total    3,619.83 

A  Valuable  Car  Load. — C.P.R.  hopper 
freight  car  240,000  is  reported  to  have 
carried  from  the  Rothwell  district,  Man., 
to  Fort  William,  Ont.,  recently,  250,000 
bush,  wheat,  valued  at  $7,150. 

A  locomotive  appliance  is  said  to  have 
been  invented  that  will  record  the  speed 
made  by  a  locomotive  at  each  point  in 
a  run,  where  it  stops,  and  how  long  and 
where  it  has  reversed. 


Grand  Trunk  Railway  Arbitrators' 
Inspection  of  Properties. 

The  board  of  arbitrators  appointed  to 
decide  the  price  to  be  paid  by  the  Do- 
minion Government  for  certain  of  the 
G.T.R.  Co.'s  stocks,  Sir  Walter  Cassells, 
Judge  of  the  E.xchequer  Court,  chairman; 
Sir  Thomas  White,  representing  the  Gov- 
ernment and  W.  H.  Taft,  ex-President 
of  the  United  States,  representing  the 
company,  left  Montreal  Sept.  30,  to  in- 
spect the  G.T.R.  and  G.T.  Pacific  Ry.'s 
properties.  They  are  accompanied  by 
H.  G.  Kelley,  President,  G.T.R.;  ,J.  B. 
Berry,  Valuation  Engineer,  G.T.R.;  A. 
W.  Atwater,  K.C.,  and  F.  H.  Phippen, 
K.C.,  of  the  G.T.R.  counsel.  Some  other 
G.T.R.  officials  went  along  as  far  as  Chi- 
cago. The  Government's  representatives 
on  the  train  are  E.  L.  Newcombe,  Deputy 
Minister  of  Justice;  and  R.  A.  C.  Henry, 
Valuation  Engineer,  G.T.R.  The  special 
train  comprises  Pullman  private  car 
Colonial;  two  business  cars,  Ottawa  and 
Quinte;  Pullman  compartment  car,  cafe 
parlor  car  and  baggage  car,  one  car  be- 
ing specially  reserved  for  the  arbitra- 
tors' use,  one  for  President  Kelley  and 
his  officials,  and  one  for  the  Government 
representatives,  so  that  private  confer- 
ences may  be  held  en  route. 

President  Kelley  is  reported  to  have 
said  in  an  interview,  just  before  start- 
ing:— "The  object  of  the  journey  is  to 
give  the  members  of  the  arbitration 
board  as  intimate  an  idea  as  possible  of 
the  properties  and  condition  of  the  G.T. 
R.  System.  It  is  being  undertaken  at 
the  request  of  the  G.T.R.  The  arbitra- 
tors will  be  shown  all  that  is  possible  of 
the  propei'ties;  they  will  be  able  to  study 
for  themselves  at  first  hand  the  physical 
condition  of  the  lines,  and  will  learn  much 
of  the  geographical  condition.  A  num- 
ber of  railway,  technical  and  other  ex- 
perts are  being  taken,  so  that  whatever 
information  the  board  requires  may  be 
given  at  once.  The  board  is  going  to 
look  into  conditions  as  closely  as  pos- 
sible, and  undoubtedly  it  will  call  for 
the  execution  of  a  great  deal  of  very 
hard  work.  In  addition  to  the  railway 
lines,  the  G.T.  Pacific  Coast  Steamship 
Co.'s  line  will  be  thoroughly  examined, 
that  being  part  of  the  properties  of  the 
company  to  be  taken  over  by  the  Gov- 
ernment." 

From  Montreal  the  party  proceeded  to 
Toronto,  Hamilton,  Niagara  Falls,  Lon- 
don, Sarnia  and  Chicago,  stopping  at 
those  places,  and  at  other  points,  to  in- 
spect terminal  and  other  facilities.  From 
Chicago  they  went  to  Winnipeg,  leaving 
there  for  Prince  Rupert  and  intending  to 
be  back  in  Montreal  during  October.  It 
start  holding  sittings  about  the  middle 
is  probable  that  the  arbitrators  will 
of   November. 

Grain  Inspected  at  Western  Points. 


The  following  figures,  compiled  by  the 
Dominion  Bureau  of  Statistics'  Internal 
Trade  Division,  show  the  number  of  cars 
of  grain  inspected  at  Winnipeg  and  other 
points  on  the  Western  Division  during 
August,  and  for  12  months  ended  Aug. 
20,  1920  and  1920,  respectively: — 

12  mos.  12  mos. 

Aug.  to  Aug.  to  Aug. 

1920.  31,  1920  31, 1919 

Canadian    National    Rys...     1.284  54.329       51.182 

Canadian   Pacific   Ry 2,058  73,966       70,203 

Grand  Trunk   Pacific  Ry.        199  20,280       15,811 
Great  Northern  Ry,   (Dn- 

luth)    29  696        1,025 


Totals 


3,570    149,271       15,311 


■>r>i 


CANADIAN  KAII-WAV  AND  MA  KINK  WOULD 


October.    1920. 


Orders  In  the  Hoard  of  Railway  Commissioners  for 

Canada. 


Superintendents  of  Transportation 

\ppoinlod  on  Canadian  .National 

ll;iilwa>s. 


ao.O.M.       AuB.     so.-  Aalkorltln*  Mounl     Hural 

Ti.tmrl    «    T«nnifuil    r<.     >('Nlt<  lo    build    ron- 

..  and   tnnmtr     '  ..  .|um  Carttrr 
Ur.    HiT.Hi 


>0 


Na- 


Important    tradV    onVr»     madr     hy    l»i»     Poanl 


.f>ir    t.. 

100J:  Au(  \*  Rrlirtinv  I'anaihan  National 
Kr«  fntm  prnvidin»  furthrr  pn>ti^tion  at  hiffh- 
»•«    rrKulm    n<«r    St.    Norbrrt    •Utiun,    Man. 

100.»  Aug.  21  Authi>riiinB  tM'.R.  to  lay 
Imt-k*  Ui  prop»«<^l  frciKht  >anl.  at  sradr,  acro»» 
unf'tM-nrd    portion   ..f   Canm    Ave.    Wln>Uur.    Ont, 

SO.*n>.  Auk.  IA  Authnnilnn  MrOouirall  Tp.. 
Onl..  to  makr  publir  hlirh»ar  tTmninii  over  C.P. 
K.    >t    Nob<'l.    Ont. 

SO.OSO.  Auk.  it.  Rr  ratr  on  nutomobllr  tirr 
<-hain«  fmm  Virtoria  Park.  OnU.  to  Vancouver, 
B.C.     Thi«   onkr   waa   ulvrn    fully    in    laNt   imup. 

SO.OII.  Auit.  J.'.  Apprnvinc  Central  Canailn 
Ry.  bylaw  authoriiins  tU  District  KrriKht  Aifrnt 
and  nintrlrt  Pa«»cni:cr  Aitrnt  u.  prepare  and 
tMue  tariff*  of  toIlK  to  1>"  ehantetl  for  carriaKc 
of    freiicht    and    paxitentfer    traffic. 

.tO.O.t.'  Auif.  ;«.  R.-<cmdinit  ortler  27.134.  Apr. 
lA.  I9r.>.  in  so  far  an  it  authoriie*  certain  G.T.R. 
hranche*  to  be  built  on  Toronto  Harbor  Commi«- 
vtoners'    property    in    Ai«hbridire«    Bay. 

to.O.t.t.  Au«.  24.  Authoriiinv  C.P.R.  to  build 
.pur   for  OnUrio  I.ime  Co..   Dufferin  St..  Toronto. 

.tO.O.ll.  Auk.  21.  AuthoriiinK  C.P.R.  to  divert 
rtiad  allovance  on  north  boundar>'  of  Sec.  .^. 
Tp.  IS.  Ranire  3.  went  principal  meridian,  and  to 
cloae  diverte*!  portion  within  iu  riuht  of  way  at 
mile   SI. 4.   Carberry   Subdivision,    Man. 

SO.OS.S.  Auir.  24.  Authoriiinv  G.T.R.  to  build 
•pur  for  Britinh   American  Oil  Co.,  Hamilton.  Ont. 

30.0.1&.  Auk.  24.— AuthoriiinK  C.P.R.  to  build 
itA  {.anivan  Northeanterly  Branch,  at  gnide.  acroM 
three    road    allowances. 

30.037.  Ans.  20.—  AuthoriiinK  G.T.R.  to  use 
hrirlur  221,  District  4,  Montreal  Division,  over 
stream  on  Lot  27,  southwest  concession  of  St. 
Recis.    Que. 

30.0.1''  Auk.  2'i.  AuthoriiinK  Canadian  North- 
em  Western  Ry.  until  Sept.  1,  1921,  lo  cam  traf- 
flc  over  iU  Hanna-Me<llcine  Hat  Branch  from 
Bonar.  mile  2!<6.9  from  Saskatoon,  to  mile  47. 
Uanna  Subdiviaion,  Canadian   National  Rys..  AlU. 

.10.039,  Auk.  24.  ApprovinK  Edmonton,  Dun- 
vevan  A  British  Columbia  Ry.  bylaw  14.  author- 
iiinv  the  District  KreiKht  AKent  and  the  District 
Passenxer  Airent  to  prepare  and  issue  tarifTs  of 
tolls  to  be  charved  for  carriaKe  of  freisht  and 
passenKer   traffic. 

.10.040.  Auk.  21!  Authoriiinc  G.T.R.  to  re- 
move wauhntan  from  crossinK  of  Main  St.  I.u- 
can.    Ont. 

30.041.  Auk.  24.-  AuthoriiinK  G.T.R.  to  build 
eztrnsion  to  sidinK  for  Swift  Canadian  Co..  OtU- 
wa.    Ont. 

30.042.  Auk.  27.  AuthoriiinK  Alberta  Public 
Works  DepartJBent  to  make  hiKhway  crossinK  over 
C  PR.    in    s.w.    1.,    Sec.    30,   Tp.    M.    RanKe   26.   west 


4th 


30.043.  Auk.  31.  AuthoriiinK  Grand  Trunk 
Pacific  Ry.  to  build  wharf  in  block  E,  Prince 
Rupert.    B.C. 

30.044.  Auk.  26- AuthoriiinK  C.P.R.  to  rebuild 
liridKe  32.7.  Chalk  River  Subdivision.  Quebec  Dis- 
trict 

30.04.'>.  Auk.  2.^.  AuthoriiinK  C.P.R.  lo  build 
I'ur   for   Quaker   Oats   Co.,    Saskal'x.n,    Sask. 

30.016  Aur.  SI.  Orderins  G  T.R.  to  provide 
protection  at  Garrison  Road  cnMsioK,  Bertie  Tp,, 
Ont. 

30.047.  Auk.  2m.  ApprovinK  aKr'.»'mrnt  between 
Bell  Telephone  Co.  and  Chapleau  Rural  Telephone 
Co. 

30.048.  Aua.  SO.-  Exl«ndinK  for  3  montha  Umr 
within  which  spurs  for  Cowan  Co..  TiTonto.  may 
be   built. 

30.049.  Auk.  2h.  AuthoriiinK  I'lty  of  Kort 
William,  Ont.  to  operate  its  electric  railway  cars 
over  cntsainKs  at  inters«'etion  of  \  i.-tfirla  Ave. 
and    VIckers   Si.   and   at   Pranklln    SL 

:!0.o'.o.  AuK.  so.  OnlerinK  Canadian  National 
Krs  to  build  culvert  under  Y  about  410  ft.  eut 
"f    r'vd    allowance    between    Sees.    2H    and    29,    Tp. 


Ii~ 


1st 


idia 


Auk.     so.     AuthoriiinK    CanadUn     Na- 

!.,•    to  build  sidInK   for   Prir*   Bros.   *   Co.. 

houan    Tp.,    Que. 

-  .J   .        Aui.    2N      AuthoriiinK    Vancouver,  Vlc- 

ri>.    A    Eastern    Ry.    «    Navlratlon    Co.    IG.N.R.) 

buil.l  bridKe  over  Grandvlew  Cat,  at  I^kevood 

rive,    Vancouver,    B.C. 


Jlv     lo   build    I 
1.1,    11, r..    shlinK    at     Pt<.>il<  .ill.  .     W"- 

lO.or.:,.  Auk.  30.  AuthoriiinK  InUmational 
l'..ke  A  Coal  Co,  to  build  bridve  over  C.P,R.  at 
Coleman,    AlU. 

30,or.6.  AuK.  2S.  AuthoriiinK  CanadUn  Na- 
tional Rya.  to  divert  and  einae  road  allowance  on 
•outh  boundary  of  Sec.  .'.,  Tp.  2H,  Range  I',,  weal 
.*<th    meridian. 

SO.O'iT.  Auk.  20,.  AppmvinK  chanKea  in  loca- 
tion of  aidincs  for  Lake  SImeoe  Ice  Supply  Co., 
Belle    Ewart.    Ont. 

30,0.'iH.  Auk.  24.  — ExlendlnK  lo  Oct.  I.',  time 
within  which  Canadian  National  Rys.  may  InsUII 
l>ell  al  cn>ssinK  of  main  riMid  to  Red  River.  St. 
Jean     Bapliste,     Man. 

30,0.'>9.  Auk.  26.  ApprovinK  route  map  show  ■ 
inK  general  location  of  Canadian  National  Ry« 
Prince  Albert  Northeasterly  Branch,  mile  0  to 
26.094. 

30.060.  .Sept.  I.'  Approving  revised  localion  of 
portion  of  C.P.R.  Baasano  Easterly  Branch  l  Em- 
press to  .Mildcnl.  mile  I6V.H.'>  to  172. 7r,,  and  au- 
IhoriiinK    it    to   cross    certain    road    allowances. 

30.061.  Auk.  30.  EltendinK  to  Oct.  !,'•  time 
within  which  Canadian  National  Rys.  may  in- 
sull  protection  at  crossinK  of  Francis  Si..  Kort 
William,    Onl. 

30.062.  Sept.  1. —  Approving  plan  and  specifi. 
cations  of  work  on  Shearer  drain,   Elma  Tp..  Ont. 

30.063.  Sept,  3. — Approving  form  containing 
conditions  Koveming  acceptance  of  messages  for 
the    United    Kingdom    routed    via    Marconi. 

30.064.  30,06.^.  Aug.  30.  ExIendinK  lo  Oct.  1'. 
time  within  which  Canadian  National  Rys.  mav 
install  wigwags  and  automatic  bell  at  crot.sing'* 
of   Brock  St.  and  Amelia  St.,   Fort   William.  Onl. 

30.066.  Sept.  4.— Authoriiing  C.P.R.  to  builil 
spur  for  Reynolds,   Moore   &    Benti,    Vernon,    B.C. 

30.067.  Sept.  3.— Ordering  Canadian  National 
Rys.   to  build   station   at   Morin    Heights,    Que. 

30.068.  Sept.  2.-  Authoriiing  G.T.R.  to  build 
extension  to  siding  for  Canadian  Fairbanks-Morse 
Co.,    Toronto. 

30.069.  Sept.  2.— Authoriiing  Canadian  North- 
cm  OnUrio  Ry,  to  rebuild  bridge  over  Blackwater 
River,  Thunder  Bay  District,  Ont..  mile  21.4  from 
Jellicoe. 

30.070.  Sept.  7. — Approving  location  and  plans 
of  proposed  Canadian  National  Rys.  sUtion  build- 
ing at  Marchand,  Man. ;  work  to  be  completed  by 
Nov.   1,';. 

30.071.  Sept.  7.-  Amending  order  21.290.  Jan. 
29,  1914,  re  G.T.R.  highway  croasing  near  Hast- 
ings   sUtion,    Ont. 

30.072.  Sept.  7.— Ordering  Canadian  National 
Rys.  to  appoint  sUtion  agent  at  Notre  Dame  de 
Lourdes,  Man.,  by  Oct   1. 

30.073.  Sept.  2.— Authoriiing  G.T.R.  lo  opi-r. 
ate  over  spur,  servinK  The  Randolph  Macdonald 
Co.,  Toronto. 

30.074.  Sept.  2. — Approving  route  map  of  gen- 
eral location  of  C.P.R.  Kipp  Northeasterly  Branch, 
mile  0  lo  39.70. 

30,07,'>.  Sept.  3. — Approving  Canadian  Niagara 
Bridge  Co.  route  map  from  International  Bound- 
ary opposite  Grand  Islantl,  Niagara  River,  to 
connection  with  Michigan  Central  Rd.,  about  S.l.^ 
miles   northeast  of   Welland,   Ont 

30.076,  Sept  4. —  Approving  plan  and  specifi- 
cations of  work  to  be  done  under  G.T.R.  on  lx)t 
10,   Con.    1,    Hibbert  Tp..   Ont 

30.077.  Sept  4.  AuthoriiinK  G.T.R.  to  build 
spurs  for  Holmes  Foundry  Co.,  Point  Edward, 
Ont 

30.07K.  Sept.  9.  Ratifying  and  confirming  leli>. 
gram  sent  by  Chief  Commissioner  to  Collector  of 
CusUims  al  Port  Hastings,  N.S..  as  follows:  "Re- 
fuse clearance  s.s.  I.ydia  until  further  ortler." 
and  declaring  same  to  be  of  same  force  and  effect 
as   if  expressly   authorised   by  ortler  of   the   Boanl. 

30.079.  Sept  2.  — AuthoriiinK  C  P.R.  lo  build 
•pur  for  Standard  Lime  Co..  Sle.  Elilahetb  par- 
ish.   Que. 

SO.OHO.  .Sept.  7.  Authoriiing  C.P.R.  lo  build 
two  spurs  and  additional  siding  for  Canadian 
Packing    Co..     Peterborough.    Ont 

30.081.  Sept  2.  Rescin<lin«  order  I0.I6S.  Apr. 
13,  1910.  re  G.T.R.  cimslructlon  of  spur  on  plan 
,'..912. 

10.082.  Sept  2.  Authoriiing  C.P.R.  lo  divert 
rfiad  allowance  on  north  boumtary  of  n.w.  I4 
Sec.  16,  Tp.  13.  RanKe  19,  west  principal  meri- 
dian, and  lo  close  within  right  of  way  diverted 
portion  of  same  al  mile  21.  Rapid  City  SuMiti- 
sion. 

30.083.  Sept  D.  Approving  location  and  deUII 
plans  of  G.T.R.  proposed  sUtion  at  Mansville, 
Ont 

.30,084.  .Sept.  4  AuthoriiinK  C.P.R.  to  rebuild 
bridKe  46.4  over  Jack  Pine  River.  NipiRon  Subdi- 
vision,   AlKoma    District    Ont 

30,086.  Srpt  8.  AathoriaInK  C.P.R.  to  fill  In 
bridir*  MAi,  Port  McNicoll  Subdivision.  Trenton 
Division.   Ont 


The  Canadian  National  Railwayn  haji 
mailf  a  flcparturv  by  (-r<*atinK  the  office 
of  auptTintendenl  of  tranHportation,  the 
inl*-ntiiin  Ikmhr  to  have  one  for  each  Kcn- 
eral  '«iii><Tint«'n(lent'8  ilistrirt.  The  HutieK 
of  the  •u|M-rintcn(lentH  of  tranBportation 
are  to  superviKe  tranHportation  on  the 
district  (fenerally;  receive  from  the  sup- 
erintemient  of  car  service,  all  car  ser- 
vice order*  and  tranxmit  them  to  di.strict 
officers  concerned;  distribute  cars  between 
variou."  divisions  of  the  district  and  (gen- 
erally .supervise  car  supply  on  the  dis- 
trict; distribute  locomotives  lietween  divi- 
sions I  master  mechanic  to  select  the  in- 
tlividual  locomotives  of  each  class  involv- 
ed!; ."ee  that  freitrht  trains  and  cars  are 
properly  loaded,  check  up  overtime  and 
delays  and  be  responsible  for  the  eco- 
nomical operation  of  train  service  een- 
erally;  prepare  and  distribute  workin(r 
time  tables;  arrani;e  for  special  passen- 
m-r  trains;  super\'ise  the  examination  of 
train  and  locomotive  men  in  connection 
witih  vision  and  hearing;,  al!<o  knowledf^e 
of  train  rules,  and  brakes,  car  heatinir 
and  lijrhtine,  etc.,  and  perform  such  other 
duties  as  the  general  superintendent  may 
specify  from  time  to  time. 

The  following  appointments  of  super- 
intendents of  transportation  have  been 
made  up  to  date:— J.  .J.  Sunderland,  here- 
tofore Superintendent,  Montreal  Division, 
C.N.R..  Montreal,  appointed  at  Quebec, 
for  Quebec  District. 

G.  A.  Hoag,  heretofore  Superintend- 
ent, Nipissinp  Division,  C.N.R.,  appoint- 
ed at  Toronto,  for  Ontario  District. 

T.  P.  White,  heretofore  Superintendent 
of  Car  Service,  Grand  Trunk  Pacific  Ry., 
Winnipeg,  appointed  at  Winnipeg  for 
Central  District,  C.N.R.  and  G.T.P.R. 
W.  .\.  Kirkpatrick,  heretofore  Trainmas- 
ter, C.N.R.,  Neepawa,  Man.,  appointed 
at  Saskatoon,  Sask.,  for  Prairie  District, 
C.N.R,  and  G.T.P.R. 

C.  H.  Brown,  heretofore  .\ssistant 
Superintendent,  Grand  Trunk  Pacific  Ry., 
Edmonton,  Alta.,  appointed  at  Edmon- 
ton, for  Western  District,  C.N.R.  and 
G.T.P.R. 

C.  F.  Martin,  heretofore  Operat- 
ing Inspector,  C.N.R.,  Winnipeg,  has 
been  appointed  at  Vancouver,  for  Grand 
Trunk  Pacific  Rv.  from  Edmonton  to  Ed- 
son,  .Alta.,  and  C.N.R.  and  G.T.P.R.  west 
of  Edson,  including  Vancouver  Island 
lines. 

C.P.K.  British  Information  Bureau.  — 

The  recently  organized  information  bur- 
eau, in  London,  Eng.,  established  by  the 
C.P.R.,  was  fonnally  opened  during  Aug- 
ust by  Sir  George  McLaren  Brown,  Euro- 
pean General  Manager.  The  office  is  in 
charge  of  Major  Duan  Moore,  and  any 
infonnation  relative  to  Canada  will  be 
supplied.  Attached  to  the  office  is  an  ex- 
tensive library,  containing  books  of  ref- 
erence relating  to  Canadian  and  general 
literature. 

G.'iquimalt  &  Nanaimn  Ry.  Lands.  — 
.Judgment  was  given  recently  in  the  Bri- 
tish Columbia  High  Court  in  favor  of  the 
Ksquimalt  &  Nanaimo  Ry.  Co,  in  its  suit 
against  Wilson.  .McKenzie  and  others,  re- 
specting the  title  to  certain  coal  lands 
within  the  area  granted  by  the  Crown  t4> 
the  company.  Stay  of  execution,  pending 
appeal,  was  granted  Sept.  6,  the  appel- 
lants to  |>ay  into  court  SV.'i.OOO  as  .-secur- 
ity, with  permission  to  mine  100,000  tons, 
such  tonnage  not  to  be  exceeded  without 
a   court  order. 


October,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


555 


Telegraph,  Telephone  and  Cable 
Matters. 


G.  D.  Perry,  General  Manager,  Great 
North  Western  Telegraph  Co.,  Toronto, 
has  had  his  jurisdiction  extended  over 
the  Grand  Trunk  Pacific  Ry.  telegraph 
lines. 

H.  Hulatt,  Manager  of  Telegraphs,  G. 
T.R.  System  and  G.  T.  Pacific  Ry.,  and 
Consulting  Manager  of  Telegraphs,  G.T. 
R.  Western  Lines,  was  elected  Chairman 
of  the  American  Railroad  Association's 
Telegraph  and  Telephone  Division,  at  its 
annual  meeting   in  Winnipeg,  Sept.  2.'). 

The  Great  North  Western  Telegraph 
Co.  has  opened  offices  at  Dufort,  Nor- 
way Bay.  Oscalanea,  and  Perthuis,  Que.; 
Agnone,  Kabina,  Melbourne,  Moonbeam, 
Smoky  Falls,  Thedford  and  Willett,  Ont.; 
east  Selkirk,  Man.;  .'Vrdill,  Eaton  and 
Valparaiso,  Sask.;  and  Eckville,  Legal 
and  Norfolk,  .\lta.;  and  has  closed  its 
offices  at  Kaniouraska  and  Martin  River, 
Que.;  Elmira,  Forresters  Falls,  Osgoode 
Station,  Ragged  Rapids,  Springfield  and 
Thornbury,  Ont.  The  names  of  its  offices 
at  Moffat,  N.B.,  and  C'ronyn,  Ont.,  have 
been  changed  to  Tide  Head  and  Cameron 
Falls,  respectively. 

The  American  Railroad  Association's 
Telegraph  and  Telephone  Division  held 
its  annual  meetings  at  the  Fort  Gari-y 
Hotel,  Winnipeg,  Sept.  22  to  24,  the  first 
day's  sessions  being  opened  by  the  Mayor 
of  Winnipeg  and  D.  C.  Coleman,  Vice 
President,  Western  Lines,  C.P.R.,  the 
second  day's  sessions  by  A.  E.  Warren, 
General  Manager,  Western  Lines,  Cana- 
dian National  Rys.,  and  Grand  Trunk  Pa- 
cific Ry.,  and  W.  P.  Hinton,  Vice  Presi- 
dent, Grand  Trunk  Pacific  Ry.  Co.  and 
Consulting  Officer  to  the  Receiver,  G.T. 
P.R.     The  principal  speaker  at  a  dinner 


held  on  Sept.  TA  was  Sir  James  Aikins, 
Lieutenant  Governor  of  Manitoba,  and 
for  several  years  local  counsel,  C.P.R. 

The  Board  of  Railway  Commissioners 
passed  order  ;!0,0().">,  Sept.  :i,  approving 
the  Marconi  Wireless  Telegraph  Co.'s 
conditions  governing  the  acceptance  of 
messages  for  the  United  Kmgdom  i-outed 
via  Marconi.  It  is  provided  that  unless 
otherwise  stated  a  message  sent  is  to  be 
an  unrepealed  one,  and  if  a  repeated  one, 
an  extra  charge  of  quarter  the  rate  will 
be  made.  The  company  and  its  connec- 
tions are  absolved  from  liability  for  mis- 
takes or  delays  in  transmission  or  deliv- 
ery, and  for  non  delivery  of  unrepoated 
messages  beyond  the  amount  of  tolls  col- 
lected for  transmission,  and  also  from 
liability  for  delay  or  none  delivery  of  a 
repeated  message  beyond  .50  times  the 
amount  collected  for  repeating,  and  for 
delays  arising  from  unavoidable  interrup- 
tions in  the  service,  and  from  errors  in 
cipher  or  obscure  messages.  No  respon- 
sibility attaches  to  the  company  con- 
cerning any  message  until  it  is  accepted 
at  the  transmission  office,  and  if  the  com- 
pany's messenger's  are  used  for  this  pur- 
pose they  act  in  that  capacity  as  agents 
of  the  sender.  Claims  for  damages  or 
statutory  penalties  must  be  presented  to 
the  company  within  60  days  after  the 
message  is  filed  for  transmission,  or  the 
company's  liability  ceases. 


Among  the  Express  Companies. 

The  Litorstate  Commerce  Commission, 
according  to  a  Washington,  D.C.,  press 
dispatch  of  Sept.  21,  has  authorized  an 
additional  increase  of  13.5',y  in  express 
rates,  instead  of  15'7f  as  applied  for.  The 
increases,  which  apply  to  class  and  com- 
modity lates,  except  on  ci-eam  and  milk, 


Grain  in 

Store  at  Ele 

vators. 

al  elevatoi-s 
ntic    seaboa 

Barley. 
Bush. 

36,254 

9,051 
32,380 

5,727 
10,788 
34,250 
20,861 
40,139 

26,068 

1,110 
10,530 

1.066 
•7.484 

.  country 
rd    ports. 

Flax. 
Bush. 

elevators 
Prepare) 

Rye, 
Bush. 

12,662 

2.517 

Grain  in  store  at  public  terminal  elc% 
em    Division,    and    public    elevators    in    eai 
Dominion    Bureau  of  Statistics.    Internal  "] 

Week  ended  Sept.   10.   1920: 
Fort    William    - ~ 

ratoi-s.   interior  termin 

3t.    also    at    U.S.    Atla 

rrade  Division. 

Wheat.        Oata. 

Bosh.          Buab. 

69.720          1.5.781 
3:),796             9..593 

ll.'i,68.1              1.720 
28.376            8,639 
32.003           21.649 

266,401              1,730 
8,990             6,385 

180,028              8,711 

7.5,094              1,580 
2,776              1,486 
318.872           44,179 
6,653              2,848 
4,012           ^3,478 

in   West- 
1    by   the 

Totals. 
Bush. 

1.34.417 

Consolidated   Elevator   Co.    — _ 

OKilvie   Flour   Mills    Co __ 

Western    Terminal   Elevator  Co.   — 
G     T     Pacific          

96.792 

150,000 

21,476 
32,698 

64,218 

1,636 
5,676 
2,727 
1,134 

4,769 

487 

1,554 

423 

•135 

98.774 

Grain    Growers"    Grain    Co 

Fort  William  Elevator  Co.   ___« 

13,926 
44 

1.255 
102,717 
92,763 

52,789 
230,056 

Port   Arthur- 
Port    Arthur   Elevator    Co „.___. 

Sa«k.    Co-op.   Elevator  Co _™_ 

Canadian    Government    Elevator  

Davidson    and    Smith    __ 

Eastern-Richardson     -« . 

108,766 
108,576 
462,398 
10,990 

8.879 

•6,230 

ToUl     Public    Terminal     Elevators     ... 

1.128.878 

120,823 

220,680 

370,560 

34,222 

1,875.154 

Total     Private    Terminal     Elevators 

323.281 
1,517 

138,278 
2,871 
20,962 

51,609 
•3,723 
12,217 
21,464 
594 

66,178 

23,738 
1,813 
3.464 

7,225 

471,981 

Moose  Jaw:    Can.   Gov't  Elevator  

Calgary:    Can.    Gov't    Eleveator 

901 
4.865 

8,988 
251 

163,848 

•Total  Interior  Terminal  Elevators  .. 
Midland— 

163.628 

30,5.52 

5,766 

5,277 

9,239 

214,462 

2,100 

10,00 

1,672,637 

56,520 
10.180 
1,696 

112,482 

59.963 

2,273.733 

Tiffin      G  T  P               ,             

200 
6,602 

1.672,837 

Goderich — 

1.294 

West  Can.   Flour  Milla  Co..   Ltd. 

Port   Colbome — 

112,482 

59,963 

2,820.419 

21.343 

•Maple   Leaf  Millinj:   Co.,   Ltd 

Harbor   Commissioners    No.    1    and  2 

240,072 
21.343 

278,803 

21,629 

6.182 

Total    Public    Elevators    

4,199.311 

268,217 

280,097 

21,629 

6,182 

18,566 
13,566 
70.424 

4,775,436 

Total   U.S.   Atlantic   Seaboard  Ports 

tJ.S.   Atlantic   Seaboard    Porte — 

•Overshipped. 

5,815.048 

471,201 

572,721 

421.194 

7,360,588 

make   a    total   increase   of  26'/(    granted 
within  the  last  few  months. 

The  hearing  of  the  Express  Traffic 
Association  of  ('anada's  application  on 
behalf  of  express  companies  operating  in 
the  Dominion,  for  W^/r  increase  in  rates, 
came  before  the  Board  of  Railway  Com- 
missioners, Sept.  2,  at  Toronto,  and  hear- 
ings are  being  held  at  other  points.  The 
companies  concerned  include  the  Domin- 
ion, Canadian,  National  Central  Canada, 
British  American,  and  the  American  Rail- 
way Express  Cos.  The  application  states 
that  the  companies  are  operating  on  less 
than  GlMi'Tr'  of  what  the  Board  declared 
to  be  a  fair  and  reasonable  tariff  in  1913, 
and  that  with  an  increase  of  over  100% 
in  operating  costs,  the  companies  have 
been  granted  an  increase  of  less  than 
23%.  The  Dominion  Ex.  Co.  states  it 
had  a  deficit  on  operation  of  $2,817,- 
209.99  from  July  1,  1913,  to  Mar.  31, 
1920,  the  years  1916  and  1917  being  the 
only  two  years  which  showed  a  profit, 
and  1919  being  the  worst  year  in  the 
company's  history,  the  deficit  being  $2,- 
086,657.83.  The  Canadian  Ex.  Co.  states 
that  during  1919,  to  Aug.  31,  its  ex- 
penses, including  taxes,  were  $3,933,270, 
its  revenue  for  the  same  period  being 
$3,8.59,270,  and  to  have  operated  at  a  loss 
since  1917,  the  deficits  being:  1917,  $38,- 
650;  1918,  $96,026;  1919,  to  Aug.  31,  $73,- 
809;  Sept.  1,  1919,  to  May  31,  1920,  $119,- 
972. 
Canadian  National  Express  Company. 
A  regular  express  office  has  been  open- 
ed at  Deepdale,  Man.,  and  offices  have 
been  opened  at  Bears  Pass,  Ont.,  and  Ar- 
dill,  Sask.,  and  the  office  at  Ragged  Ra- 
pids, Ont.,  has  been  closed. 

The  office  at  Forresters  Falls,  Ont., 
has  been  reopened  and  the  offices  at 
Georgetown  and  Acton,  Ont.,  have  been 
discontinued,  the  company's  service  hav- 
ing been  withdrawn  entirely. 

Dominion   Expres.'i   Company. 
D.   Chcnevert,   for   16   years   agent  at 
Three   Rivers,  Que.,  has  resigned. 

T.  C.  Matchett,  agent  at  Lindsay,  Ont., 
died  there  Sept.  24,  aged  64,  following  a 
paralytic  stroke. 

A.  Roussell  has  been  appointed  agent 
at  Riviere-du-Loup,  Que.,  vice  .J.  E.  Gag- 
non,  transferred. 

The  Brotherhood  of  Dominion  Express 
Employes,  Toronto,  had  a  moonlight  ex- 
cursion recently,  with  dancing  and  music. 
J.  Stark  has  been  appointed  agent  at 
Fernie,  B.C.,  vice  J.  P.  Lowe,  who  has 
been  appointed  agent  at  Cranbrook,  B.C. 
Penticton  and  Sicamous  Jet.,  B.C.,  have 
been  made  exclusive  officers,  with  W.  E. 
Davis  and  W.  F.  Stewart  as  agents  re- 
spectively. 

N.  J.  Bower,  heretofore  cashier,  Lon- 
don, Ont.,  has  been  transferred  to  Wind- 
sor, Ont.,  vice  F.  Roods,  transferred  to 
London,  Ont. 

J.  E.  Gagnon,  heretofore  agent  at  Ri- 
viere-du-Loup, Que.,  has  been  appointed 
agent  at  Three  Rivers,  Que.,  vice  D. 
Chenevert,  resigned. 

The  Dominion  Ex.  Co.  reports  that  the 
fruit  traffic  from  Ontario  to  the  Maritime 
provinces  has  been  heavier  this  year 
than  during  the  past  8  or  10  years. 


The  Netherlands  Government  is  report- 
ed to  have  contracted  with  the  Krupps 
at  Essen,  Germany,  for  37  lomocotives 
for  railways  in  Java. 

The  Railway  Y.  M.  C.  A.'s  of  North 
American  will  hold  an  international  con- 
ference at  Richmond,  Virginia,  Nov.  18 
to  21. 


556 


October.  1920. 


Electric  Railway  Department 

Increases  in  Electric  Railway  Passenjj^er  Fares. 


(^i|..  Ilri  li.n  KIrrlrir  Co..  B.«  ntntoci  in 
I    .  uny  iukI  Marine  Wurlil  for 

.V.  tui«  put  in  oprmtion,  un- 

d.  ■  .f   the   N(>vn   S«otin    F'lihlic 

I'tUitus  t  umnii!>.''i()n,  it  nrw  nnci  incrcas- 
pd  •rhiMluli"  of  fares  cm  it.i  eleetrir  rail- 
way!" in  Sydney,  North  Sydney  ami  Syd- 
ney Mine.H,  nnd  on  its  suburlian  line  to 
Clare  Kay.  The  company  made  ity  ap- 
plication to  the  Commi.s.oion  on  Mar.  22 
for  power  to  charge  increa.^od  fare;*,  and 
the  Commi.xsioner'.s  onler  was  made  .\u>r. 
ft.  the  new  fart'S  hocommK  operative  Auk- 
Ifi. 

On  Mar.  15,  1919,  a  straiKht  6c.  fare 
was  flxeil,  the  company  usinp  a  metal 
ticket  0.780  of  an  inch  in  diameter.  The 
new  fare  !iche<lule  is  a  10c.  cash  fare  in 
the  City  of  Sydney,  and  the  Towns  of 
North  Sydney,  Sydney  Mines  and  Glace 
Bay,  and  on  each  zone  of  the  intenirban 
line  from  Sydney  to  Glace  Bay.  Ticket.* 
are  sold  2  for  15c.,  and  in  even  multiples 
of  2  at  the  same  rate,  each  ticket  being 
accepted  in  lieu  of  a  ."inirle  10c.  cash  fare. 
On  the  Friilay  previous  to  Autr-  15  the 
company  announced  that  it  would  con- 
tinue ot  use  the  old  tickets,  sellinp  them 
at  Uie  6c.  rate  as  long  as  they  lasted. 
We  are  advised  that  althouRh  the  com- 
I>any  never  had  more  than  about  7,500 
outstanding  up  to  that  time,  over  20,000 
were  sold  within  a  few  hour.-;,  and  as  not 
more  than  10  tickets  were  sold  to  any 
one  person,  they  were  widely  distributed. 

The  Public  Utilities  Commission's  or- 
der directs  the  sale  of  tickets  at  the  rate 
of  10  for  40c.,  to  children  under  16  years 
of  age,  upon  production  of  a  certificate 
from  the  school  principal  that  they  are 
bona  fide  pupils,  such  tickets  beinK  avail- 
able only  between  8  a.m.  and  .t  p.m.  on 
regular  public  school  days. 

Fort  William  Municipal  Ry. — On  Sept. 
1.  under  the  Ontario  Railway  and  Muni- 
cipal Board's  authority,  the  cash  fare 
on  tile  municipally  owned  electric  rail- 
ways in  Fort  William  and  Port  Arthur 
were  increased  to  7c.,  four  ticket.'^  beinp 
sold  for  2.5c.  P'ares  on  the  interurban 
line  connectinjT  the  two  cities  is  reported 
to  have  been  increased  in  accordance  with 
the  new  rate  in  the  cities. 

London  St.  Ry. — In  connection  with  the 
increa.»ed  fare  and  increased  wajres  mat- 
ter? which  have  been  fruitful  of  much 
afcitation  for  months  past,  the  Mayor  of 
Ix)ndon,  Ont.,  is  reported  to  have  stated 
reeently  that  no  bylaw  increasing  fares 
on  the  railways  will  be  passed  by  the 
council  this  year  for  ratification  by  the 
ratepayers. 

Port  Arthur  Civic  Ry. — See  Fort  Wil- 
liam  Municipiil   Ky. 

.Saxkatoon  Municipal  Ry. — A  press  re- 
port states  that  the  Saskatoon,  Sask., 
City  Council  passed  a  resolution,  Sept. 
i:i,  authorizing  the  charging  of  a  10c. 
fare,  with  4  tickets  for  25c.,  on  the  mu- 
nicipal railway,  the  new  fares  to  go  into 
effect  Oct.  1,  and  that  8  tickets  for  25c. 
will  continue  to  be  sold  to  school  child- 
ren. 

Winnipeg  Electric  Ry. — As  stated  in 
Canadian  Railway  and  Marine  World  for 
Sept.,  pg.  .'"02,  the  Manitoba  Public  IHili- 
ties  Commission  pave  judgment  .Xug.^  2:! 
on  the  Winnipeg  Klectric  Ry.,  the  Win- 
nipeg, Selkirk  &  Lake  Winnipeg  Electric 
Ry.,  and  the  Suburban  Rapid  Trnnit  Co.'s 


application  for  power  to  charge  increan- 
ed  fares.  The  judgment  is  a  very  lengthy 
one,  reviewing  the  whole  circumstances 
.if  the  investigation  since  the  filing  of  the 
application  by  the  Winnipeg  Klectric  Ry. 
in  Oct..  liM8,  which  was  followed  by  that 
of  the  W..  S.  &  L.  W.  E.  Ry.  Co.  in  Dec, 
1SM8,  and  by  the  S.  R.  T.  Co.  in  Sept., 
U'ly.  Following  the  presentation  of  the 
W.  E.  Ry.  Co.'s  application  a  temporary 
increase  of  rates  was  granted,  tne  old 
and  the  new  temporary  rates  being  as 
follows: — 

Old.  Tcmpormrr. 

Cash   fare  .....„..«..«« ««..  T*c.  be. 

TIekrti    .    .    - _ «  for  2.%r.  AbolUhnl. 

Workmm'a  tickets,  linltad....  8  for  2r,c.  6  for  2ic. 
School   childivn'f   ticket*. 

limitnl   10  for  25c.     Tfor2Sc. 

A  temporary  increase    of    fares    was 
granted  to  the  Suburban  Rapid  Transit 


Canadian  Electric  Railway 
Association. 

Honormrr  Proidcnt.  Lieut.-Col.  J.  E. 
Hutche«on.  General  Manaser,  Montreal 
Tramways   Co. 

Honorary  Vice  President.  Acton  Burrows, 
Proprietor  and  Editor.  Canadian  Railway 
and    Marine    World. 

President.  A.  Gaboury.  Superintendent. 
Montreal  Tramways   Co. 

Vice  President.  G.  Gordon  Gale.  Vice 
President  and  General  Manager.  Hull  Elec- 
tric Co. 

Honorary  Secretary-Treararer.  pro  tern. 
A.  Eastman.  Vice  President  and  General 
Manager.  Windsor,  Essex  &  Lake  Shore 
Rapid    Railway    Co. 

Eiecatire  Committee,  The  President.  Vice 
President,  and  F.  D.  Burpee.  Manager. 
OtUwa  Electric  Railway  Co.  :  C  C. 
Curtis.  Manager,  Cape  Breton  Electric  Co.  : 
A.  Eastman,  Vice  President  and  General 
Manager.  Windsor,  Essex  &  Lake  Shore 
Rapid  Railway  Co. :  Geo.  Kidd.  General 
Manager.  British  Columbia  Electric  Rail- 
way Co.:  M.  W.  Kirkwood.  General  Man- 
ager, Grand  River  Railway  Co.  and  Ljike 
Erie  &  Northern  Railway  Co.  :  A.  W.  Mc- 
Limont.  Vice  President  and  General  Man- 
ager. Winnipeg  Electric  Railway  Co.  ;  R. 
M.  Reade.  Superintendent.  Quebec  Railway 
Light  A  Power  Co. :  LL-Col.  G.  C.  Royce. 
General  Manager.  Toronto  Suburban  Rail- 
way Co. :  C.  L.  Wilson,  Assistant  Manager. 
Toronto  &  York  Radial   Railway   Co. 

Official  Organ— Canadian  Railway  and 
Marine   World.   Toronto. 


Co.  in  Oct.,  1919,  the  single  cash  fare  be- 
ing increased  to  6c.,  with  5  tickets  for 
:i0c.,  and  9  for  50c.,  good  at  all  hours; 
workmen's  limited  tickets,  5  for  25c.,  and 
school  children's  limited  tickets,  for  for 
25c. 

In  reference  to  the  City  of  Winnipeg's 
questioning  of  his  jurisdiction,  the  Com- 
missioner, after  discussing  the  matter  in 
its  various  aspects,  said:  "This  Commis- 
sion feels  fully  jutified  in  continuing  its 
course  of  altering  rates,  even  though 
fixed  by  contract,  where  the  public  in- 
terest requires   it." 

The  Commissioner  had  a  valuation 
made  of  the  company's  property  to  as- 
certain a  sum  which  would  be  equitjible, 
as  between  the  shareholders  and  the  pat- 
rons of  the  railway,  to  consider  as  the 
amount  of  capital  investment  in  the  en- 
terprise. These  valuations  as  given  in 
the  judgment  were:  — 

W.    E.    Ry.    Co - I9.1M.S07.40 

W..    S.     *     L.    W.    E.    Ry.    Co. 1.096.K70.47 

S.    R.    Transit    Co SM.SSO.SS 

Upon  the  question  of  the  rate  of  re- 
turn,  the  judgment  said: — "The   rate  of 


return  is  not  a  difficult  one  to  settle.  To 
ensure  continuance  of  a  satisfactory  ser- 
vice the  rate  must  be  such  as  will  be  at- 
tractive to  investors,  for  the  busincsj  is 
one  that  constantly  requires  additional 
capital.  In  my  judgment,  SrV  is  the  pro- 
per rate  to  fix."  The  increased  fares 
trranted  on  the  W.  E.  Ry.  are  estimated 
to  produce  sufficient  to  pay  operating 
expenses,  an  S'^^'r  return  on  the  above 
mentioned  valuation,  and  leave  a  surplus 
of  $71,868,  whicn  the  Commissioner  says 
is  "a  reasonable  sum  in  the  circum- 
stances." 

As  to  the  Winnipeg,  Selkirk  &  I.aKe 
Winnipeg  Electric  Ry.,  the  judgment  said: 
Operating  costs  are  estimated  at  $146,- 
;i20.00.  A  return  of  6''r  on  a  capital 
of  $1,095,870.47  amounts  to  $65,760.20. 
Total.  $211,080.00.  The  estimate  of  re- 
turns from  increased  fares  is  based  only 
•  ■n  the  percentage  of  increase  of  the 
total  receipts,  and  amounts  to  $211,184. 
The  rate  of  return  on  this  section  of  line 
will  be  not  over  6'"t . 

In  the  case  of  the  Suburban  Rapid 
Transit  Co.,  the  judgment  said: — Oper- 
ating costs  are  estimated  at  $131,608.  A 
return  of  7.7"".  on  a  capital  of  $388,- 
:!50.83  amounts  to  $29,902.  Total,  $161,- 
"ilO.  The  estimate  of  receipts  from  the 
iiuTL-ased  fares  is  $161,950.  Yielding  a 
return  of  less  than  8'f,  with  no  margin 
for   surplus. 

The  Commissioner  fixed  the  fares  on 
the  Winnipeg  Electric  Ry.  as  follows: — 
('ash  fare,  7c.;  tickets,  4  for  25c.;  child- 
ren's tickets,  7  for  25c.  These  fares  are 
within  the  present  city  limits,  and  to  the 
following  places  outside  the  city  limits: 
To  Deer  Lodge,  and  to  the  loop  past  the 
entrance  to  Assiniboine  Park;  to  Tem- 
pleton  Ave.,  West  Kildonan;  to  John 
Black  Church,  East  Kildonan;  to  Berry- 
dale  .\ve.,  St.  Vital;  to  the  end  of  the 
present  line,  known  as  the  Morse  Park 
extension.  The  East  Kildonan  line  is 
divided  into  2  zones,  and  the  St.  Norbert 
line  into  4  zones,  the  cash  fare  of  each 
zone  being  5c.,  tickets  good  for  one  fare. 
25  for  7c.,  and  for  children  under  16 
years,  for  the  purpose  of  attending  school 
on  school  days  only,  half  the  regular  cash 
fare.  In  the  company's  advcrtsiements 
announcing  the  change  of  fare,  school 
children's  tickets  are  quoted   10  for  25c. 

On  the  Suburban  Rapid  Transit  Co.'s 
line  the  cash  fare  is  5c.  a  zone;  tickets 
good  for  one  zone,  6  for  2.5c.,  or  25  for 
$1;  school  children,  half  cash  fare.  The 
company  in  this  case  also  offers  to  issue 
tickets  at  10  for  25c.  The  Headingly 
line  is  divided  into  5  zones,  and  the 
rharleswood  line  into  2  zones. 

On  the  Winnipeg,  Selkirk  &  Lake  Win- 
nipeg Ry.  the  fare  from  Winnipeg  to 
Selkirk  and  Winnipeg  to  Stonewall  is 
raised  from  50c.  single  and  80c.  return 
to  75c.  single  and  90c.  return.  The  com- 
pany is  authorized  to  sell  accommoda- 
tion tickets,  in  books  of  20,  at  the  rate 
of  10  tickets  the  single  fare,  with  a  max- 
imum of  $t>;  to  issue  students'  tickets  to 
students  under  18  attending  school,  in 
books  of  .'?0  tickets  at  the  same  price  as 
the  regular  commutation  fare;  children 
between  5  and  12  to  be  carried  at  one- 
half  of  the  regular  fare. 

The  new  rates  went  into  effect  Sept,  1, 
the  company  redeeming  all  outstanding 
tickets  issued  under  the  old  rates. 


October,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


557 


The  acting  City  Solicitor,  in  a  lengthy 
communication  to  the  Winnipeg  City 
Council,  upon  the  order,  criticized  it  in 
detail,  and  suggested  points  upon  which 
it  might  be  advisable  to  appeal.  The 
council  authorized  an  appeal,  and  a  press 
report  of  Sept.  18  stated  that  an  at- 
tempt would  likely  be  made  to  have  all 
the  matters  between  the  city  and  the 
municipalities  and  the  company  settled 
by  special  legislation  at  the  Manitoba 
Legislature's  next  session. 

Chief  Justice  Perdue,  on  Sept.  21, 
granted  the  Winnipeg  City  Council,  and 
the  councils  of  other  interested  munici- 
palities, leave  to  appeal  against  the  Pub- 
lic Utilities  Commission's  judgment.  The 
appeal  will,  it  is  said,  be  confined  entire- 
ly to  the  question  as  to  whether  or  not 
the  Commissioner  had  jurisdiction  to 
make  the  order  gx-anting  the  increase. 
The  question  as  to  whether  the  Public 
Utilities  Act  is  constitutional  or  not  can- 
not be  brought  up. 


Improvements  in  Winnipeg  Electric 
Railway  Co.'s  Properties. 


The  Manitoba  Public  Utilities  Commis- 
sion's decision  authorizing  the  Winnipeg 
Electric  Ry.  Co.  and  its  subsidiary  com- 
panies to  increase  their  passenger  fares, 
which  is  dealt  with  fully  on  another  page 
of  this  issue,  is  another  success  for  the 
vigorous  and  persistent  effort  to  put  the 
company  on  its  feet  which  has  been  made 
by  A.  W.  McLimont,  now  Vice  President, 
since  he  took  charge  of  the  property  as 
General  Manager  in  Oct.,  1917.  The  suc- 
cess achieved  can  best  be  gauged  by  con- 
trasting conditions  now  with  what  ob- 
tained in  1917,  when  jitneys  were  on  the 
streets,  making  inroads  into  the  com- 
pany's revenues  to  the  extent  of  $1,000,- 
000  a  year  and  street  car  fares  wei'e  the 
same  as  provided  in  the  original  fran- 
chise, average  3.85c.  a  revenue  passen- 
ger. Public  opinion  towards  the  com- 
pany was  not  of  the  friendliest,  and  labor 
troubles  were  a  continuous  threat.  In 
the  winter  of  1917-1918  Mr.  McLimont 
conducted  a  campaign  against  the  jit- 
neys, which  resulted  in  their  complete 
elimination  from  the  streets  in  April, 
1918.  Incidentally  he  accomplished  re- 
forms in  the  matter  of  service,  such  as 
the  inauguration  of  the  skip-stop  sys- 
tem, re-routing,  and  other  improvements, 
which  resulted  in  the  revenue  per  car 
mile  being  increased  very  appreciably. 

Four  months  after  the  elimination  of 
the  jitneys  the  company  applied  for  in- 
creased fares.  An  interim  increase  was 
granted.  The  Public  Utilities  Commis- 
sion decided  to  make  an  appraisal  of  the 
company's  property  in  order  to  fix  a  fare 
"which  will  produce  revenue  sufficient  to 
cover  operating  costs  and  en.-ure  a  fair 
return  being  paid  those  whose  money  is 
in  the  property."  In  Oct.,  1919,  while 
the  appraisal  was  still  being  made,  the 
company  was  granted  an  increase  to  6c. 
cash  fares  and  also  an  increase  in  the 
rate  for  tickets.  Now  comes  the  7c.  fare, 
with  the  elimination  of  all  but  two  classes 
of  tickets  and  the  assurance  from  the 
Commissioner  that  these  fares  will  be 
sufficient  to  permit  adequate  service  be- 
ing given,  keep  the  road  in  first  class 
condition  and  provide  a  return  of  %'Vc. 

Starting  in  the  spring  of  1918,  Mr. 
McLimont  embarked  on  a  programme  to 
rehabilitate  the  rolling  stock.  Much  pro- 
gress has  been  made  in  this  regard,  the 
cars  being  equipped  with  new  motors, 
front  and  rear  exits,  and  other  improve- 
ments which  make  for  more  economical 
operation.      Forty   new    cars    have    been 


bought,  30  of  which  are  in  operation. 
Approximately  $1,000,000  has  been  ap- 
plied to  this  rehabilitation  programme 
during  the  past  three  years. 

The  Winnipeg  Electric  Ry.  Co.  also 
operates  the  gas  utility  in  Winnipeg,  and 
two  increases  in  the  price  of  gas  have 
been  granted  since  Mr.  McLimont  took 
charge,  the  last  increase  of  25c.  a  1,000 
cu.  ft.  having  been  authorized  Aug.  23. 


Operation  of  One-Man  Cars  in 
St.  Thomas. 


The  Board  of  Railway  Commissioners 
passed  order  29,876,  July  13,  authorizing 
the  City  of  St.  Thomas,  Ont.,  to  operate 
p.a.y.e.  one-man  cars  of  its  street  rail- 
way over  the  London  &  Port  Stanley 
Ry.  on  Elm  St.,  for  three  months  from 
date  of  order,  the  city,  at  its  own  ex- 
pense, to  erect  a  semaphore  in  the  angle 
of  the  crossing,  with  a  single  arm  and 
light,  arranged  so  that  it  will  stand  nor- 
mally clear  for  the  London  &  Port  Stan- 
ley Ry.  and  against  the  St.  Thomas  St. 
Ry.;  and  that,  before  street  cars  proceed 
over  the  crossing,  the  car  operator  shall 
stop  his  car  30  ft.  clear  of  the  nearest 
rail  of  the  London  &  Port  Stanley  Ry. 
and  go  forward  and  set  the  signal  against 
that  line,  then  take  his  car  across,  stop 
it  again  the  same  distance  (30  ft.)  clear, 
and  restore  the  signal  to  its  normal  posi- 
tion before  leaving. 

The  Board  also  passed  an  order  on 
the  same  day  authorizing  the  city  to 
operate  similar  cars  over  the  Pere  Mar- 
quette Ry.  on  Wilson  Ave.,  provided  that 
in  addition  to  the  watchman  employed  at 
the  crossing  by  the  Pere  Marquette  Ry., 
the  city,  at  its  own  expense,  provide  a 
watchman  between  6  and  12  p.m.,  or  un- 
til such  time  as  it  ceases  operating  its 
cars. 


Quebec    Railway,    Light,    Heat    & 
Power  Co.'s  Annual  Report,  Etc. 

The  following  report  for  the  year  end- 
ed June  30  was  presented  at  the  annual 
meeting  in  Montreal  recently: — The  gross 
earnings  from  operation  for  the  year 
were  $2,372,034.69,  an  increase  of  $294,- 
413.26.  The  operating  and  maintenance 
expenses  were  $1,769,563.41,  an  increase 
of  $325,047.33,  leaving  the  net  earnings 
from  operation  $602,471.28,  a  decrease  of 
$30,634.07.  After  adding  miscellaneous 
income  and  deducting  fixed  charges,  taxes 
and  depreciation  for  equipment  placed 
out  of  service,  there  remains  a  deficit  of 
$44,703.75.  The  balance  at  credit  of  sur- 
plus account  on  June  30,  1919,  was  $682,- 
464.29,  and  after  charging  the  deficit 
above  mentioned,  together  with  $55,- 
$55.70  in  connection  with  recent  Privy 
Council  judgment,  there  remained  a  bal- 
ance at  credit  of  surplus  account  at  June 
30,  1920,  of  $582,704.84. 

During  the  year  9  new  p.a.y.e.  double 
truck  latest  type  cars  were  added  to  the 
rolling  stock  of  the  city  street  railway 
department,  the  operation  of  which  have 
given  great  satisfaction  to  the  travelling 
public.  One  more  car  of  the  same  type 
was  placed  in  service  during  this  year, 
completing  order  placed  for  10  cars. 

The  Lotbiniere  &  Megantic  Ry.,  oper- 
ating between  Lyster,  Megantic  County, 
and  St.  Jean  Deschaillons,  Lotbiniere 
County,  and  which  connects  with  the  G 
T.R.  at  Lyster  and  Canadian  National 
Rys.  at  Villeroy,  was  acquired  by  the 
Dominion  Government,  and  its  operation 
was  taken  over  by  Canadian  National 
Rys.,  effective  April  1,  1920. 

Extensive    alterations     and     improve- 


ments of  the  intake  and  the  installation 
of  new  steel  head  gates  at  the  main  dam 
on  the  Montmorency  River,  were  carried 
out  during  the  year,  the  results  of  which, 
when  completed,  will  prove  most  satis- 
factory in  the  operations  of  c:ie  power 
division.  There  was  expended  during  he 
year  on  capital  account  $266,818.38,  which 
included  the  extension  of  the  city  street 
i"ailway  on  Beauport  Road  to  the  city 
limits,  also  9  new  double  truck  cars  above 
referred  to. 

The  President  is  reported  to  have  stat- 
ed at  the  meeting  that  negotiations  were 
in  progress  for  the  disposal  of  the  Que- 
bec and  Montmorency  line.  In  addition 
to  an  electric  car  passenger  service  over 
this  line,  the  company  operates  a  freight 
service  with  steam  locomotives. 

The  directors  and  officers  were  re-elect- 
ed as  follows: — Hon.  Lome  C.  Webster, 
President;  Hon.  D.  O.  L'Esperance,  Vice 
President;  C.  A.  Lavigne,  T.  J.  Stewart, 
M.P.,  P.  Galibert,  L.  J.  Tarte,  J.  N.  Green- 
shields,  K.C.,  C.  G.  Greenshields,  K.C., 
A.  Picard,  Hon.  Jules  Tessier  and  Brig.- 
Gen.  A.  E.  Labelle.  W.  J.  Lynch  was  re- 
appointed General  Manager,  and  Arthur 
LaMoine,  Secretary. 


Electric  Railway  Employes'  Wages, 
Working  Conditions,  Etc. 


Hull  Electric  Co. — Under  the  agree- 
ment between  the  company  and  its  em- 
ployes, which  expired  July  1,  motormen 
and  conductors  were  paid  from  34c.  to 
41c.  an  hour,  according  to  length  of  ser- 
vice. The  new  agreement  asked  for  by 
the  men  provided  for  an  all  round  rate 
of  65c.  an  hour.  Failing  a  settlement, 
the  men  asked  for  a  board  of  concilia- 
tion, which  was  authorized,  the  board 
consisting  of  G.  D.  Kelley,  Ottawa,  rep- 
resenting the  company;  Jos.  Gibbons, To- 
ronto, representing  the  men,  and  W.  P. 
Grant  as  chairman.  The  board  opened 
its  sittings  at  Hull,  Que.,  Aug.  3.  G. 
Gordon  Gale,  Vice  President  and  Gen- 
eral Manager,  appeared  for  the  company. 
A  majority  report  was  signed  by  W.  P. 
Grant  and  G.  D.  Kelley  Aug.  26,  recom- 
mending the  following  wages  per  hour 
for  passenger  motormen  and  conductors: 

First    six    months 41c. 

Second   six    months    44c. 

Second   year   46c. 

Third    year   and    thereafter 48c. 

Listed  spare  men  reporting  for  duty  three  times 
each  day  to  be  paid  a  minimum  of  S30  a  half 
month,  but  if  they  work  in  excess  of  the  hours 
to  cover  this  amount  they  to  be  paid  at  the 
schedule  rate  per  hour. 

Freif^ht  crews,   10   hour  day,  per  hour: 

Conductors    52c. 

Motormen    52c. 

Brakemen  45c. 

Trolley  men    . 41c. 

The  report  recommended  that  these 
rates  be  paid  from  July  1,  and  that  they 
continue  in  force  for  a  year  from  that 
date.  A  minority  report  was  presented 
by  Jos.  Gibbons,  recommending  the  fol- 
lowing wages  per  hour: 

Passenger    car   men  : 

First    six    months    45c. 

Second   six    months    48c. 

Second    year    men    50c. 

Third   year  men    52c. 

Freight    crew : 

Motormen    and  conductors    56%c. 

Brakemeji  47c. 

Trolley   men   45c. 

The  majority  report  recommended  in- 
creases to  other  employes,  but  not  to  the 
same  extent  as  did  the  minority  report. 
The  percentage  of  increases  granted  in 
the  majority  report  varied  from  17%  to 
26%.  "The  majority  report  was  accepted 
by  the  company  and  its  employes  after 
some  discussion,  and  a  new  agreement 
for  the  year  July  1,  1920,  to  June  30, 
1921,  was  made  accordingly. 


.'>58 


(ktober,  1920. 


The  I'nited  States  (  ommission's  Report  on  the  Kledric  Railway  Industry. 


On    .M«y    l'>.    I'.'l'.i.    thr    Iliitoil    Sti.t«' 
S>M-rrlan-  of  Cnntmi  riT  «nd  the  Srrrrtnry 

„'    >  -'    -   ■-■■■■ ".1c<l   t»  the   l'r<"<fl'-n< 

view  of  thr   •irii'ii' 
,  .  ,.f     pltTtric    rniKvny^ 


..f    Rni)- 
u  -;   K.   F. 

v;  'mmcrco. 

',,  n{    Com- 

m<r.-.  :  i     H    «.»..-.,...,  .., i.tinp  Am- 

iTir«n  Kloctrir  Railway  Associntion;  K. 
Mpckor,  rommissionor  of  Ijibor  Stati!<- 
lics,  Ijitnir  Popartment.  rrprojiontinK  that 
IVpartmcnt:  L.  B.  Wihle.  Gpinrnl  Coun- 
dcl.  War  Finance  Corporation,  roprc- 
dpntintr  thr  Trfa!<ur>-  Department;  C.  W. 
Brail,  of  Harris,  Forbi-s,  *  Co.,  hankers. 
Nrw  York,  reprcsentinK  Investment 
■  -•  Association  of  .\mericn;  W.  D. 
President.  Amaliramated  Asso- 
iif  Street  and  Klectric  Railway 
h.nipi.'Vies  of  .\mcrica.  representinp  that 
a««ocuition:  L.  Baker.  Mayor  of  Port- 
land. Ori'Kon,  representing  .American 
Cities  Ix-aRUC  of  .Mayors.  The  commis- 
sion has  recently  presented  an  exhaus- 
tive report,  including  the  followinR 
recommendations: — 

The  electric  railway  fumishinfr  trans- 
portation upon  rails  is  an  essential  pub- 
lic utility,  and  should  have  the  sympa- 
thetic utiderstandine  and  co-operation  of 
the  public  if  it  is  to  continue  to  perform 
a  u.seful   public   sen-ice. 

The  electric  railway  has  been,  and  will 
continue  to  be,  a  public  utility,  subject 
to  public  control  as  to  the  extent  and 
character  of  the  service  it  renders,  and 
as  to  the  rates  it  charges  for  such  ser- 
vice. 

It  is  of  the  hiithest  importance  that 
both  the  total  cost  of  the  serv'ice  and  the 
lost  to  the  individuals  who  use  it  shall 
be  kept  as  low  as  possible  without  in- 
justice to  those  who  take  part  in  pro- 
<lucinK  it. 

The  electric  railway  industry  as  it  now 
exists  is  without  financial  credit  and  is 
not  properly  perform inK  its  public  func- 
tion. 

This  condition  is  the  result  of  early 
financial  mismanagement  and  economic 
causes,  accentuated  by  cxistini?  hiRh 
price  levels  of  labor  and  materials,  and 
of  the  failure  of  the  uniform  unit  fare 
of  five  cents,  prescribed  either  by  stat- 
ute or  by  local  franchise  ordinances  or 
contracts  to  provide  the  ncces.sary  reve- 
nues to  pay  operating  costs  and  to  main- 
tain the  property  upon  a  reasonable  basis. 
The  industr>'  can  be  restored  to  a  nor- 
mal basis  only  by  the  introduction  of 
economies  in  operation,  improvinit  its 
tracks,  equipment  and  service,  and  se- 
curing a  reasonable  return  upon  the  fair 
value  of  its  property  used  in  the  public 
service  when  honestly  and  efficiently 
managed. 

The  electric  railways  must  expand  to 
meet  the  growing  needs  of  their  com- 
munities: therefore,  the  first  essential  is 
to  restore  credit  in  order  to  obtain  ne- 
cessary new  capital  for  the  extension  and 
improvement  of  service. 

Restoration  of  credit  involves  a  read- 
justment of  relations  which  will  remove 
public  antagonism,  provide  public  co- 
operation, and  ensure  to  the  investor  the 
integrity  of  his  investment  and  a  fair 
rate  of  return  thereon. 

Effective  public  co-operation  should  be 


far  n<i   it 
M.-nts    for 
.    construr- 
tiiiii    iiiitl    iiiaiiiti'nuiuc    ui    bridges   which 
are  used  by  the  public  for  highway  pur- 
poses. 

Extensions  into  new  territor)'  result- 
ing in  special  benefit*  to  the  property  in 
that  vicinity  should  be  paid  for  by  as- 
sessments on  such  property  in  propor- 
tion to  the  iM'nefits  received,  and  that 
the  amount  of  such  assessments  should 
not  be  added  to  the  physical  value  of  the 
corporate  property. 

The  great  increase  in  the  use  of  pri- 
vate automobiles,  the  jitney  and  motor 
buses,  has  introduced  a  serious,  although 
not  a  fatal,  ccmipetition  to  the  electric 
railway.  These  forms  of  public  motor 
conveyance  when  operated  as  public  car- 
rier? should  properly  be  subject  to  equiv- 
alent  regulatory   provisions. 

The  full  co-operation  of  labor  is  essen- 
tial to  the  highest  prosperity  and  the 
usefulness  of  the  industry.  The  em- 
ployes engaged  in  this  occupation  should 
have  a  living  wage  and  humane  hours  of 
labor  and  working  conditions.  They 
should  have  the  right  to  deal  collectively 
with  their  employers,  through  commit- 
tees or  representatives  of  their  own  se- 
lection. All  labor  disputes  should  be 
settled  voluntarily  or  by  arbitration,  and 
the  award  of  such  a  board  should  be 
final  and  binding  upon  both  parties.  It 
is  intolerable  that  the  transportation 
service  of  a  city  should  be  subject  to 
occasional  paralysis,  whether  by  strikes 
or   by    lockouts. 

A  private  industry  should  not  be  sub- 
sidized by  public  funds,  unless  it  is  im- 
peratively necessary  for  the  preserva- 
tion of  an  essential  service,  and  then  on- 
ly as  an  emergency  measure. 

Unless  the  usefulness  of  the  electric 
railways  is  to  be  .sacrificed,  public  con- 
trol must  be  flexible  enough  to  enable 
them  to  secure  sufllcient  revenue  to  pay 
the  entire  cost  of  the  service  rndered. 
including  the  necessary  cost  of  both  cap- 
ital and  labor. 

There  can  be  no  satisfactory  solution 
of  the  electric  railway  problem  which  does 
not  include  the  fair  valuation  of  the  pro- 
perty employed  in  the  public  ser\-ice,  and, 
where  that  is  done,  the  companies  should 
voluntarily  reduce  any  excessive  capital- 
ization to  the  basis  of  such  value. 

There  is  no  insuperable  objection  to  a 
large,  wide-awake  city  having  exclusive 
jurisdiction  over  the  rates  and  sers-ices 
of  public   utilities. 

The  necessity  for  scientific  and  suc- 
cessful regulation  of  systems,  whether 
large  or  small,  and  especially  those  which 
operate  through  several  cities  and  vil- 
lages and  in  rural  territory,  leads  to  the 
conclusion  that  local  regulation  should 
generally  be  subject  to  the  superior  au- 
thority of  the  state,  whether  as  a  matter 
of  original  jurisdiction  or  through  the 
medium  of  appeal. 

Cost  of  service  contracts  are  in  the  ex- 
perinunUl  sUge,  but,  where  tried,  they 
seem  to  have  secured  a  fair  return  upon 
capiUl,  established  credit,  and  effected 
reasonably  satisfactory  public  service. 
Such  contracts  may  safely  be  entered  in- 
to where  the  public  right  eventually  to 
acquire  the  property   is  safeguarded. 

The  right  of  the  public  to  own  and 
operate  public  utilities  should  be  recog- 
nized, and  legal  obsUcles  in  the  way  of 
its   exercise    should    be    removed. 

While  eventually  it  might  become  ex- 


thi>  pui)lic  to  own  and  opcr- 
railways,  there  is  nothing  in 
.  iire  thus  far  obtained  in  this 
...iintry  ■.^hl<■h  will  justify  the  assertion 
that  it  will  result  in  better  or  chi-apcr 
service  than  privately  operated  utilities 
could  afford   if  nroperly  regulated. 

Public  ownership  and  operation  of  lo- 
cal transportation  systems,  whether  or 
not  it  be  considered  ultimately  desirable, 
is  now,  because  of  constitutional  and 
statutory  prohibitions,  financial  and  legal 
obstacles,  the  present  degree  of  resoon- 
sibility  of  our  local  governments,  and  the 
state  of  public  opinion,  practicable  in  so 
and  operation  must  as  a  general  rule  be 
few  instances,  that  private  ownership 
continued  for  an  extended  period. 

If  the  reforms  incident  to  public  regu- 
lation which  we  suggest  in  this  report 
should  not  result  in  making  private  own- 
ership .satisfactory  to  the  public,  such 
reforms  should  at  least  enable  public 
ownership  to  be  established  upon  a  just 
and   equitable   basis. 


Electric  Railway  Notes. 

Calgary,  .Alta.,  City  Council  has  been 
considering  plans  for  rerouting  some  of 
the  cars  on  the  municipal  railway,  and 
otherwise  improving  the  service  before 
winter  sets  in. 

The  British  Columbia  Electric  Ry.  pays 
municipal  taxes  on  its  properties  on 
Vancouver  Island  in  four  municipalities, 
the  total  for  1920  being  $19,899.48,  as 
against  $18,804.18  in  1919  and  $16,285.41 
in  1918. 

The  Toronto  Suburban  Ry.,  and  the 
Toronto  &  York  Radial  Ry.,  which  have 
been  running  on  summer  time  since  day- 
light saving  went  into  operation  in  the 
early  .summer,  resumed  running  on  stan- 
dard time  Sept.  l."?. 

The  Saskatoon,  Sask..  City  Council  is 
reported  to  have  authorized  the  submis- 
sion to  the  ratepayers  at  the  municipal 
elections  in  December  of  a  bylaw  to  pro- 
vide for  the  operation  of  one-man  cars 
on   the   municipal   railway. 

The  Winnipeg  Electric  Ry.  Co.'s  em- 
ployes, who  voted  recently  to  join  with 
the  One  Big  Union,  have  formed  a  street 
railwaymen's  unit  of  the  same,  and  are 
reported  to  have  elected  Alderman  H. 
.Jones.  President,  and  R.  D.  Clarke,  Vice 
President, 

.An  agitation  has  been  started  in  Re- 
gina,  Sask.,  to  have  another  vote  taken 
at  the  municipal  elections  in  December, 
on  the  question  of  operating  one-man 
car  on  the  Regina  Municipal  Ry.  The 
ratepayers  voted  quite  recently  against 
the  opei-ation  of  such  cars  by  428  to  321. 
Ottawa  City  Council  had  under  discus- 
sion on  Sept.  20  a  motion  for  the  secur- 
ing of  legislation  to  permit  the  council 
to  withdraw  from  its  agreement  to  buy 
the  Ottawa  Electric  Ry.  should  the  valu- 
ation price  be  too  great.  The  motion  was 
sent  on  to  the  Board  of  Control  for  con- 
sideration. 

Montreal  Tramway  Co.'s  employes,  as 
a  body,  have  heretofore  been  affiliated 
with  the  international  union — the  .Amal- 
gamated Association  of  Street  and  Elec- 
tris  Railway  Employes.  A  number  of 
the  employes  are  reported  to  have  with- 
drawn from  this  organization  and  to  have 
formed  the  National  Catholic  Union,  with 
a  view  to  affiliate  with  the  National  Ca- 
tholic Unions  of  Montreal. 


October,  1920. 


559 


United  States  Electric  Railway  Mail  Pay. 


An  act  of  the  U.S.  Congress,  approved 
July  2,  1918,  40  Stat.,  742,  748,  contains 
the  following  provision:  "That  the  In- 
terstate Commerce  Commission  is  here- 
by empowered  and  directed  as  soon  as 
practicacle  to  fix  and  determine  from 
time  to  time  the  fair  and  reasonable  rates 
and  compensation  for  the  transportation 
of  mail  mater  by  urban  and  interurban 
electric  railway  common  carriers  and  the 
service  connected  therewith,  prescribing 
the  method  or  methods  by  weight  or 
space,  or  both,  or  otherwise,  for  ascer- 
taining such  rate  or  compensation  and 
to  publish  the  same,  and  orders  so  made 
and  published  shall  continue  in  force  un- 
til changed  by  the  Commission  after  due 
notice  and  hearing;  and  provided  fur- 
ther, that  it  shall  be  unlawful  for  any  ur- 
ban or  interurban  electric  railroad  to  re- 
fuse to  perform  mail  service  at  the  rates 
or  methods  of  compensation  thus  provid- 
ed for  such  service  when  required  by  the 
Postmaster  General  so  to  do,  and  for  such 
offence  shall  be  fined  $100.  Each  day  of 
refusal  shall  constitute  a  separate  of- 
fence." 

The  Interstate  Commerce  Commission 
proceeded  to  carry  out  the  directions  giv- 
en in  the  act.  The  electrically  operated 
railways  of  the  country  were  served  with 
notice,  and  hearings  were  had  at  Wash- 
ington,  D.C.,  and  at  16   important  elec- 


tric railway  centers  in  different  parts  of 
the  country.  Evidence  was  submitted  in 
behalf  of  the  railways  and  the  Post  Of- 
fice Department.  Briefs  were  submitted 
and  the  case  orally  ai-gued.  The  case 
was  decided  by  the  Commission  on  Aug. 
17,  the  report  being  prepared  by  Com- 
missioner McChord  and  the  following  or- 
der was  passed  the  same  day: — This  case 
having  been  initiated  under  the  provi- 
sions of  the  act  of  July  2,  1918,  Stat. 
742,  748;  and  having  been  duly  heard 
and  submitted  by  the  parties,  and  full 
investigation  of  the  matters  and  things 
involved  having  been  had,  and  the  Com- 
mission having,  on  the  date  hereof,  made 
and  filed  a  report  containing  iits  findings 
of  fact  and  conclusions  thereon,  which 
said  report  is  hereby  referred  to  and 
made  a  part  hereof,  it  is  ordered  that 
the  following  system,  rules,  and  ratings 
be  established  on  or  before  Dec.  6,  1920, 
and  be  obsen'ed,  maintained,  and  applied 
to  the  transportation  of  mail  matter  of 
the  United  States  by  all  urban  and  in- 
terurban electric  railway  common  car- 
riers subject  to  the  act  of  July  2,  1918, 
supra,  until  further  order  or  orders  of 
this  Commission: 

1.  That  the  fair  and  reasonable  rate 
for  transportation  of  closed-pouch  mail 
on  a  car  constructed  and  run  primarily 
for  passenger  service,  with  no  separate 


compartment  for  mail,  baggage,  and  ex- 
press, is  4c.  a  mile  of  authorized  car 
run  for  10,  or  less  than  10,  pounches, 
sacks,  and  parcels.  Where  more  than  10 
pounches,  sacks,  and  parcels  are  regu- 
larly tendered  for  transportation  on  one 
such  passenger  car,  at  any  point  on  a 
mail  route,  the  Postmaster  General  shall 
authorize  not  less  than  60  cu.  ft.  of  space 
and  the  fair  and  reasonable  rate  therefor 
is  5c.  a  mile  of  authorized  car  run;  and 
for  each  additional  30  cu.  ft.  or  fraction 
thereof,  Ic.  a  mile  of  authorized  car  run. 
over  said  mail  route;  the  authorization 
to  be  determined  by  actual  measurement 
where  practicable,  or  by  count  of  pouches, 
sacks,  and  parcels  as  provided  in  para- 
graph 7. 

2.  That  the  fair  and  reasonable  rate 
for  closed-pouch  mail  service  in  baggage 
or  express  cars  or  in  baggage  and  ex- 
press compartments  in  passenger  cars, 
is  3c.  a  mile  of  authorized  car  run  for 
30  cu.  ft.  of  space  or  less,  and  Ic.  a  mile 
of  authorized  car  run  for  each  additional 
30  cu.  ft.  or  fraction  thereof  of  space 
authorized;  the  authoi'ization  to  be  de- 
termined by  actual  measurement  where 
practicable,  or  by  count  of  pouches,  sacks 
and  parcels  as  provided  in  paragraph  7. 

3.  That  the  fair  and  reasonable  rate 
for  independent  cars  devoted  to  the  trans- 
portation of  the  mails,  on  which  railroad 


Winnipeg  Electric  Railway  Co.,   Operating:  Organization. 


'.60 


(  ANADIA.N  KAIIA\  AV  AND  MAKING  \N  ORLD 


October,  1920. 


,  ,...1  .... 

'•.iii.llr    llM     ..... 

1  ■ 

•  r  mill-  of  11  . 

:     „r    !.•««    .; 

rtii  ji ^ I. 

I  MJIll      _" 

tL   in 

■lit.       1   ••,<■. 

a   lin 

...1  Iriiv.l 

■    -    ■' 

'    It.   iin.i     •ti 

.  II 

111.  fm.t  or 

■  i>f   iMT    inilo 

of 

nuthorizi-d 

..  h  ailtiitional 

f.K 

>t   or    frnc- 

4.  That   thi>   fair  and   reaxonabli'   raU- 
for   railway    poKtofflci-  rarii  and   railway 


■  '  ■  ■  iH-rforminif  the  ncrvico,  ba«cd  on 
iiir  actually  roniiumcil,  and  the 
in  thp  Ktatrnipnt  pluo  rt'V  nhall 
•  ....Pillule  thf  baxiH  of  jiaymrnt  for  the 
next  i-n<iuinK  yvar.  unlfnK  in  x[HTial  raiicii, 
iind  for  trood  raimc,  tho  I'dHtma^^tiT  Gen- 
eral inny  miuiri"  furthrr  nLatcinc-ntit  and 
viTiHi-ntidn.i  from  any  particular  railway 
lonipany  at  other  perioil-i  of  the  year. 

7.  That  from  time  to  time,  an  often  an 
he  may  deem  it  neeeii»ary,  and  at  least 
once  in  two  yenrii,  the  I'oHtmasiter  (ien- 


iB  »  I  Mi5!5S!S  SSSS' 


J>^  I 


nnr-Man  Car,  of  which  2S  h>vr  brrn  put  in  operation  on  Toronto  CItIc  Rr-  rrctntly. 


postofhce  apartments  in  cars,  in  which 
postal  employes  handle  the  mails,  is  lV*c. 
a  lin.  ft.  per  mile  of  authorized  travel 
in  cars  or  apartments  in  cars  20  ft.  or 
les.i  in  lenpth,  inside  measurement,  and 
in  cars  or  apartments  in  cars  more  than 
20  ft.  in  lenirth,  inside  measurement, 
P4C.  a  lin.  ft.  per  mile  of  authorized 
travel  for  the  first  20  ft.  and  %c.  a  lin. 
't.  per  mile  of  authorized  travel  for  each 
i.lditional  linear  foot  or  fraction  thereof. 

.'1.  That  the  minimum  rate  of  payment 
..11  any  electric  railway  mail  route  shall 
be  $17.1  a  year. 

6.  Where  the  railroad  companies  are 
required  by  the  Department  to  perform 
■i'ie.  terminal,  or  transfer  service  they 
-hall  be  separately  compensated  for  such 
.■r\ice,  unless  the  service  is  performed 
iirectly  contiiruous  to  railway  terminals 
.ind  depots.  The  amount  to  be  paid  there- 
for .shall  be  measured  by  the  amount  paid 
by  the  railway  to  contractors,  plus  :!'',  ; 
and  where  the  service  is  performed  by 
acenta  or  employes  of  the  railway  com- 
panies the  payment  shall  be  for  the  value 
of  the  pro  rata  time  of  such  agents  or 
employes  while  enpajred  in  renderinc  the 
service,  inrludinjr  cost  of  vehicular  ser- 
vice that  may  be  neces.«ary,  with  the  ad- 
dition of  '.i'  r .  Where  the  railway  com- 
panies contract  for  such  service  contracts 
.«hall  be  let  to  the  lowest  bidder  upon 
:i.ivertisement.  Readjustments  for  such 
-••rvice  shall  be  made  annually.  The 
railway  companies  shall  submit  certified 
.opies  of  each  contract  to  the  f'ostmaster 
(Jeneral  on  or  la-fore  July  lof  each  year. 
^howinif  the  rate  of  payment  for  the  en- 
-iiinj;  year,  and  the  amounts  specified  in 
Nuch  contracts  plus  .'(',  shall  be  accepted 
a.'*  the  basis  of  payment  by  the  F'ostmas- 
ter General  heretofore  prescribed.  The 
railway  companies  shall  also  furnish  the 
I'ostmaster  General  each  yar,  on  or  be- 
fore .July  1,  a  detailed  statement  of  the 
'laily  time  consumed  in  handling  the  mails 
l>y  their  agents  or  employes  at  each  point 
where  side,  terminal,  or  transfer  service 
is  performed,  which  statement  shall  be 
verifie.i  I'V  :i  responsible  ofRcial  of  the 
comp:.  ,T!t  with  the  facts;  and 

such  iient  shall  compute  the 

pr..    1  .if    the   neent    ..r    em- 


eral,  upon  notification  to  the  railway,  and 
with  their  presence  and  assistance,  shall 
conduct  tests  to  determine  the  number  of 
pouches,  sacks,  and  outside  packages  that 
will  fill  30  cu.  ft.  of  space  in  a  car  or 
compartment  of  a  car,  and  the  results 
thereof  shall  be  reflected  in  changes  in 
rules,  when  necessaiy,  in  the  count  of 
pouches,  sacks,  and  packages  as  the  basis 
of  nieasurenicnt. 


.Answers  to  ({uestion.s  on   Electric 
Ilailway  Topics. 

Ail»Her»  to  question*  submitted  to  the 
.\merican  Elwlric  Railway  Association'!! 
question  box  have  iK-en  i;>ven  by  Cana- 
dian electric  railway  officials  as  follows: 

Motor  beariitKN. — In  connection  with 
the  rebubbitting  of  motor  beariniTR,  have 
jiny  rniid.M  had  experience  with  the  use  of 
the   cheaper    lead-base   alloys? 

I).  K.  iilair.  Superintendent  of  Rolling 
.Stock,  Montreal  Tramways  Co. — Many 
careful  experiments  on  this  system  have 
.-hown  definitely  that  the  use  of  the 
cheaper  lead-base  alloys  is  not  econo- 
iiiical. 

Swinging  Motor  I^eadH.'— What  meth- 
..ils  ;ire  being  useil  to  protect  the  swing- 
ing motor  leads  from  being  broken  or 
insulation   being  worn   and   grounding? 

1).  K.  Blair,  Superintendent  of  Rolling 
.Stock.  Montreal  Tramways  Co.,  Mont- 
real.— A  very  simple  method  to  protect 
swinging  motor  leads  is  to  fasten  split 
wooden  blocks  to  the  floor  of  car  close  to 
the  bolster  and  to  the  motor  case  above 
axle.  These  split  blocks  have  four  hole? 
slightly  smaller  than  the  lead  wires  at 
the  parting  line.  The  axes  of  holes  in 
l.oth  bocks  are  in  vertical  position  and 
wires  are  constrained  to  hang  in  definite- 
ly spaced  positions  out  of  contact  with 
any  grounded  metal.  This  method  is  very 
satisfactory. 

Special  Track  Work.  —  Is  there  any 
objection  to  opposite  joints  in  cur^•ed 
portions  of  special  track  work  layouts 
through  which  cars  are  operated  at  com- 
paratively low  speeds? 

W.  F.  Graves,  Chief  Engineer,  Mont- 
real Tramways  Co. — No  real  objection  to 
opposite  joints  in  cun'ed  portions  of  spe- 
cial   track   w<.ik. 


8.  That  the  provisions  of  the  existing 
postal  regulations,  with  respect  to  car- 
riage of  mails  by  electric  railways,  ex- 
cept as  herein  mollified,  shall  remain  in 
force  and   eflfect. 

9.  That  payments  for  transportation  of 
mails  by  electric  railways  and  the  service 
connected  therewith  shall  be  made  each 
month  after  the  service  has  been  per- 
fiirmod. 


ronlo  C'iTic  Ky. 

Track  L,abor  Efficiency. — It  has  been 
claimed  that  the  efficiency  of  track  labor 
has  decreased  since  the  war.  Have  you 
any  statistics  to  prove  or  disprove  this 
assertion? 

W.  F.  Graves,  Chief  Engineer,  Mont- 
real Tramways  Co. — The  following  sta- 
tistics compiled  from  observations  on 
various  jobs  of  track  work  indicate  that 
all    track    labor    has    appreciated    since 


October.  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


561 


I'JIT.  To  complete  1  ft.  of  track  in  1917 
required  12  99/100  hours;  to  complete  1 
ft.  of  track  in  1920  required  10  80/100 
hours.  Over  the  same  period  the  aver- 
age wage  had  risen  from  ;n.81c.  to  43.1c. 
an  hour. 

Advantacres  of  .\ir  and  Magnetic  Track 
Brakes. — What  are  some  of  the  advant- 
ages from  the  standpoint  of  maintenance 
of  car  equipment  of  having  cars  fitted 
with  air  brakes?  What  has  been  your 
experience  as  to  the  upkeep  of  cars  fit- 
ted with  magnetic  track  brakes? 


D.  E.  Blair,  Superintendent  of  Rolling 
Stock,  Montreal  Tramways  Co. — All  cars 
are  now  equipped  with  air  brakes,  but 
we  have  no  knowledge  of  any  advantage 
from  the  maintenance  point  of  view,  al- 
though it  is  likely  that  the  "reverse" 
method  is  not  used  so  often  for  making 
stops. 

No  experience  with  magnetic  track 
brakes,  except  experiments  made  some 
years  ago  which  show  great  difficulty 
with  track  brake  shoes  over  intersections 
and  special  work  having  raised  guards. 


The  Crisis  in  British  Tramway  and  Light  Railway 
Companies'  Affairs. 


A  conference  of  ti-amway  and  light 
railway  companies  in  Great  Britain  has 
issued  the  following  statement:  The  fin- 
ancial position  of  electric  tramways  com- 
panies in  Great  Britain  is  a  source  of  in- 
creasing anxiety.  The  repeated  increases 
in  wages,  the  improvement  in  the  work- 
ing conditions  of  the  employes,  the  rise 
in  the  cost  of  materials  for  track  and 
equipment,  and  the  impossibility  of 
carrying  out  repairs  and  renewals  dur- 
ing the  war  have  multiplied  the  burdens 
on  tramways  to  a  degree  which,  in  spite 
of  increases  in  traftlc,  has  undermined 
the  financial  stability  of  the  whole  in- 
dustry. By  the  recent  award  of  the  in- 
terim court  of  arbitration,  the  total  war 
bonus  paid  to  every  tramway  worker  over 
and  above  his  basic  rate  of  wages  has 
been  increased  to  34  shillings  a  week.  In 
addition,  the  agreement  of  March,  1918, 
for  a  reduction  of  the  working  hours  to 
48  a  week  without  a  corresponding  re- 
duction of  wages  has  further  increased 
the  cost  of  labor,  so  that  the  wa^es  bill 
alone  amounts  to  more  than  double  the 
pre  war  figure.  It  is  well  known  that  the 
price  of  such  materials  as  steel,  oil,  coal, 
and  wood,  which  are  amongst  the  prin- 
cipal requirements  of  the  tramway  indus- 
try, has  risen  to  a  crushing  extent. 

In  the  case  of  any  ordinary  industry 
supplying  a  public  need,  increases  in 
cost  arc  met  by  raising  the  price  of  the 
service.  It  is  fully  recognized  by  tram- 
way companies  that  traniwaymen  must 
be  paid  wages  which  will  bring  them  on 
a  level  with  men  in  similar  occupations 
elsewhere,  but  it  follows  that  the  fares 
paid  by  the  travelling  public  must  be 
adequate  to  provide  this  higher  standard 
of  remuneration  and  to  maintain  the 
undertaking  in  a  sound  physical  and 
financial  condition.  The  companies  are, 
however,  subject  to  statutory  limitation 
of  fares  and  the  obligation  imposed  by 
parliament  in  the  infancy  of  the  indus- 
try, when  conditions  were  radically  dif- 
ferent from  those  of  the  present  day. 

The  injustice  of  maintaining  these 
limitations  of  fares  intact  was  so  patent 
that,  as  a  result  of  the  report  made  by 
a  select  committee  of  the  House  of  Com- 
mons, the  Board  of  Trade  granted  a 
measure  of  relief  under  the  Statutory 
Undertakings  (Temporary  Increase  of 
Char"-es)  Act,  1918.  It  is  no  more  than 
partial  and  temporary  relief,  limited  to 
a  period  of  two  years  after  the  war.  Be- 
fore a  tramway  company  can  get  any 
relief  at  all  it  must  prove  that  it  has 
been  adversely  affected  by  war  condi- 
tions' pnd  the  utmost  it  can  obtain  is 
permission  to  raise  its  fares  to  a  point 
calculated  to  enable  it  to  pay  two-thirds 
of  its  pre  war  dividend.  In  other  words, 
the  mischief  must  be  done  before  any 
remedy  becomes  possible,  and  the  official 
remedy  is  temporary  and  incomplete  for 


a  trouble  which  is  permanent  and  likely 
to  grow  moie  serious. 

Municipal  tramways,  on  the  other 
hand,  are  by  this  act  enabled  to  increase 
their  fares  to  such  an  extent  as  will  en- 
sure their  full  interest  and  sinking  fund. 
It  is,  moreover,  open  to  them  at  any  time 
to  cover  any  losses  by  drawing  upon  the 
rates,  although  there  arc  weighty  objec- 
tions to  such  a  course.  No  such  recourse 
is  available  to  tramway  companies.  They 
arc.  further,  subject  to  purchase  by  local 
authorities  at  certain  period  on  terms 
which  involve  the  provision  of  substan- 
tial reserves  to  meet  the  eventual  loss 
on  capital  account  at  purchase.  It  has 
been  the  custom  of  ti'amway  companies 
to  set  aside  reserves  for  this  purpose 
and  for  renewals,  and  their  investments 
on  this  account  have  suffered  the  war  de- 
preciation of  about  30%  in  the  value  of 
gilt-edged  securities. 

Apart  from  limitations  on  fares  tram- 
way companies  work  under  serious  dis- 
abilities which  are  not  realized  by  the 
general  public.  They  are  leeally  bound 
to  maintain,  not  only  the  rails  they  use, 
but  the.sui-face  and  substructure  of  the 
roadway  between  and  bordering  the  rails. 
Many  tramway  companies  are,  in  fact, 
under  obligation  to  maintain  the  whole 
width  of  the  roadway,  frequently  for  the 
benefit  of  competing  traffic.  This  burden 
of  maintenance  has  more  than  doubled 
since  the  beginning  of  the  war. 

It  is  important  also  to  bear  in  mind 
that  most  tramway  undertakings  ai-e 
obliged  to  carry  workmen  at  a  statutory 
fare  of  '2d.  (Ic)  a  mile,  or  at  even 
cheaper  rates  adopted  at  a  time  when  the 
purchasing  power  of  money  was  double 
itj  present  value.  Workmen's  fares  were 
never  really  remunerative,  and  today 
they  involve  a  heavy  loss  which  has  to 
be  made  up  by  increase  of  fares  within 
the  statutory  limits  to  the  ordinary  pas- 
sengers. 

The  maintenance  of  an  efficient  and 
progressive  tramway  industry  is  a  mat- 
ter of  national  importance.  In  the  year 
before  the  war  tramways  in  Great  Bri- 
tain carried  close  upon  3,500  millions  of 
people— nearly  three  times  the  number  of 
third  class  railway  passengers.  Since 
then  tramway  traffic  has  grown,  and  still 
further  demands  will  be  made  upon  the 
industry.  At  a  time,  therefore,  when 
tramway  undertakings  find  themselves 
called  upon  to  reconstruct  their  track 
and  equipment  after  the  inevitable  de- 
lays of  war,  to  improve  and  develop  their 
services,  and  to  adjust  their  finances  to 
the  new  conditions  created  by  the  de- 
mands of  labor,  they  are  refused  any 
material  relief  from  the  restrictions  and 
burdens  of  pre-war  days.  Unless  some- 
thing is  done,  and  done  swiftly,  tram- 
way services  must  deteriorate,  to  the 
loss  not  only  of   tramway  shareholders. 


but  of  the  whole  travelling  public.  The 
inevitable  end — assuming  the  existing 
tendencies  to  continue  acting — is  bank- 
ruptcy, first  of  the  weaker  undertakings 
and  later  even  of  the  strongest.  Already 
in  America,  where  somewhat  similar  con- 
ditions as  to  fares  and  wages  prevail, 
over  139'f  of  the  electric  ti-amway  undei'- 
takings  fell  recently  into  the  hands  of 
receivers,  and  a  special  commission  has 
been  appointed  to  save  the  situation  for 
the  whole  industry. 

If  the  tramway  industry  is  to  continue 
to  pay  the  additional  wages  imposed  un- 
der parliamentary  authority,  to  provide  a 
thoroughly  efficient  service,  and  to  as- 
sist housing  schemes  by  rapid  transpor- 
tation, it  must  be  put  on  such  a  basis  as 
will  enable  it  to  yield  a  fair  return  on 
the  capital  already  spent,  and  to  attract 
fresh  capital  for  the  developments  re- 
quired in  the  public  interest. 

There  are  two  directions  in  which  the 
government  is  called  upon  to  secure  rea- 
sonable conditions  for  tramway  com- 
panies. One  is  to  amend  the  antiquated 
limitations  on  maximum  fares.  The 
other  is  to  relieve  the  undertakings  of 
road  maintenance  and  other  expenses 
which  do  not  properly  belong  to  the 
tramway  service. 


Electric  Railway  Projects,  Con- 
struction, Betterments,  Etc. 

British  Columbia  Electric  Ry.'s  new 
station  at  Marpole,  on  the  Vancouver- 
Steveston  line,  has  been  completed.  It 
is  a  similar  structure  to  the  one  at  Gran- 
ville St.  Bridge,  Vancouver.  (May,  pg. 
257.) 

Calgary  Municipal  Ry.'s  new  intersec- 
tion for  installation  at  Center  St.  and 
Eighth  Ave.,  Calgaiy,  Alta.,  was  expect- 
ed to  be  delivered  by  the  middle  of  Sep- 
tember, when  it  would  be  at  once  in- 
stalled. It  weighs  168,000  lb.  (Sept.. 
pg.  503.) 

Grand  River  Ry.— The  Board  of  Rail- 
way Commissioners  has  authorized  the 
rebuilding  of  bridge  4  over  Spring  Creek, 
Preston  ,Ict.,  Ont.     (Sept.,  pg.  503.) 

Hamilton  St.  Ry.  is,  we  are  officially 
advised,  about  to  build  4,073  ft.  of  double 
track  on  King  St.  West,  Hamilton,  Ont., 
from  Margaret  St.  to  Paradise  Road. 
(Sept.,  pg.  503.) 

Hydro  Electric  Ry.,  Essex  Division. — 
A  press  report  states  that  work  has 
been  started  on  building  a  second  track 
upon  a  section  of  the  old  Sandwich,  Wind- 
sor &  Amherstburg  Ry.  in  Windsor,  Ont. 
This  section,  we  were  advised  recently, 
is  on  London  St.,  and  is  about  a  mile  long. 
(Sept.,  pg.  .502.) 

Lake  Erie  &  Northern  Ry.,  according 
to  a  press  report,  proposes  to  build  a 
spur  line  on  Frank  St.,  Brantford,  Ont. 
(Sept.,  1919,  pg.  501.) 

London  &  Fort  Stanley  Ry. — A  press 
report  states  that  it  is  proposed  to  erect 
a  foot  bridge  over  the  Thames  River  at 
London,  Ont.,  and  a  brick  shelter  at  the 
Westminster  Hospital.     (June,  pg.  316.) 

Nova  Scotia  Tramways  &  Power  Co. 
is  reported  to  have  notified  the  Halifax, 
N.S.,  City  Council  that  it  cannot  raise  the 
money  necessary  for  work  on  its  lines  on 
the  streets  which  the  city  is  paving  this 
year,  and  as  a  result  the  council  decided 
to  suspend  all  paving  work  until  May, 
1921,  except  such  as  was  actually  in  pro- 
gi-ess.     (Jan.,  pg.  34.) 

Quebec  Ry.,  Light  &  Power  Co.— W. 
J.  Lynch,  General  Manager,  informed  the 
Quebec    City    Council    recently    that   the 


CANADIAN  RAILWAY  AND  MAKINK  WORLD 


October,  1920. 


company  had  done  all  it  rould  in  rccaril 

t-       >>.-■       ■■ ■■'       I."—         fwl       tl.,,t        if 

1'  ;lio 

S  ■  '  ■  n  » 

ti  ..:   ;;..    l:...ira 

c  '  ti>  trrnnt  pcr- 

1.  !■  R.  nn.l  (N.K. 

Ill'-  ........... ...1.1   hfrn  chankr*'" 

"UKifrstol  in  n-KHfii  to  strrc'tn  whiTi-  lineit 
fhuulil  Im-  laiil.  nnd  if  thr  city  council 
chose  Martran-t  Hourtfcoiji  St.  instt-nd  of 
roiriiT  St..  the  Work  could  he  ^ln^te^l  iin- 
mrdiatoly  in  that  M-ction.  and  cnr*  would 
1m>  oiicratod  hoforo  the  middle  of  Novom- 
bor.  After  nome  dincuKsion,  further  con- 
nideration  was  postponed.  (Sept..  pK- 
.10.1.) 

Thrcr  Ki^erx  Trarlion  Co. — Wo  are  of- 
ficially advi.sed  that  the  company  is  hnv- 
inK  a  car  ham,  with  room  for  5*  cars, 
built  at  Three  Rivers.  Que.,  hy  the  Shaw- 
inifran  Kngineerine  Co. 

Toronto  Civic  Ry. — We  are  officially 
.idvised  that  the  huildinc  of  a  double 
track  line  on  Bloor  St..  from  Quebec  Ave. 
to  Runnyniedc  Road,  Toronto,  is  under 
way.     (Sept..  pjr.  .10.1.) 


Elertric  Railway  Finance.  Meet- 
inf^.  Etc. 


Britioh  Columbia  Electric  Ry.  and  allied 
companies: — 

Joly.  1920  July.  1!"1'.< 

Gron     IT40.200  »642.0<J0 

EllpvnM*   SSS.RIB  492.9H1 

.\»l _ _ 174.68.1  149.109 

Calgary  Municipal  Railway. — 

1920.  1919. 

C»r    ramindi     — „....  »72.S49.79     S6.S.962.S.'l 

Miwrllaneou  raminn  4.606.3:!         I.42.''>.14 

ToUl »77.156.11     $70.S87.49 

Oprratins    «ip«nM~i    69.176.2,'i       .'.2.844.18 

Stt  rrrnin*  $7,979.86  $27,543.81 

PuMTBum    carried    1.289.736  1.481.738 

Car    raili* _ 2.'>7.397  273.9i>9 

Rpvrnur  p*r  car  mil*  2».97c.  2ri.l72c. 

Oprratinir  nprnBrt  car  mile          26.87'ir,  19.289r. 

Opcratlni:   cxpcnjo.   car  honr         $2,623  .<1.>'90 

Av*TaKr    fare    5.6c. 

Edmonton  Radial  Ry. — A  press  report 
states  that  there  was  a  net  deficit  of 
S50..">2;t  on  the  Edmonton.  Alta..  public 
utilities  for  June,  the  Edmonton  Radial 
Ry.  beinp  responsible  for  approximately 
.*40.000  of  this. 

London  &  Port  Stanley  Ry. — A  pres.v 
report  states  that  the  report  for  the  past 
fiscal  year  shows  a  jrross  revenue  oj 
S4!(9,6.i6.  The  (jross  expenses  were 
S.1.'iO,740.61.  Income  increased  $81,000. 
hut  expenses  had  increased  $S8,000.  .1. 
E.  Richards,  Manager  and  Treasurer, 
stated  that  the  road  was  putting  asidi- 
over  ?19,000  a  year  in  a  depreciation  ac- 
count. He  also  stated  that  the  roa<' 
would,  after  Dec.  :51,  make  its  report  of 
operations  coincide  with  the  calendar 
year  instead  of  from  .July  1  to  .June  :!0, 
;is    heretofore. 

Toronto  Railway. — 

1920  1919 

City  City 

R«criptJ    Pvrcentaicf  Rccripta  percentage 

....n.       $    «:.2.3'.0     $110.».'.0  $    .'.88.923     $  88.339 
K(b.              69r..8«l        119.172  K4S.771  96.563 

Mar.  74r.,706        149.141  6ir,..'.26        ISS.IO.I 

Apr.  653.340        130.668  600.231        120.046 

Mar  644.458        132.892  620  068        124,014 

Jon*  644.8U        108.966  431 .0X2.        86.217 

Jnljr  641,793        I28.5>ri  .-.:M.IIL'        128.359 

At](.  63l.r.21        126.304  r,2;<.:.<0        125.908 

$5,129,862     $1,006,452  $l.r.e'..;,53      $892,551 

Toronto  Ry.,  Toronto  &  York  Radial 
Ry.  and  allied  companies: — 

7  num.  Ut    7  mo*,  to 

July  III.       July  31. 

July.  1920     July  1919        1920  1919 

Oroa  $1,189,315  $977,262  $8,235,063  $7,110,658 

EUpen«e<  982.960     69.1.027     S.63S.57I<      4,3311.328 

>■<•«  JOS.Sr.-.      2S2.23.'.      2.601,1-..      2.';72.235 


Winnipeg  Electric  R).  and  allied  com- 
panic*: — 

7  mAe.  to    7  KxM.  u» 
July  II.       Jaly  11. 
July.  1920     July  I'M""        I-'JO  1919 

r.m.«  $391.70*  %y.'-  ■•- •f.   $3.212.«ll' 

Kip«fue«  2M.«i4       '-  -I      I.74I.50I 

Net  106.765  471.117 

Th<-    aurplu*.    after    n  ■  .  ...1    rhaisv. 

fc.r   JiHir.    f„r   l.'.7.«15.2<,.    an. I    f.r   J.ilr.   14:., 377  06 

Winnipeg  Electric  Railway  Omni- 
bus Ser>'ice. 


The  uccoiiipaiiyint;  illustration  shows  a 
new  type  of  motor  bus  just  placed  in 
service  by  the  Winnipec  Electric  Ry. 
These  bu.nses  were  designed  by  the  com- 
pany's own  engineers,  and  were  built  in 
Winnipeit  by  the  Sterling  Body  &  Car- 
riage Co.  The  chassis  is  a  m  ton  Ster- 
linK  truck.  The  Ixidy  accommodates  20 
people  seated,  and  lb  standing.  The  bus 
is  operated  by  one  man,  who,  of  course, 
operates  the  entrance  and  exit  doors, 
which  are  at  his  right. 

Quite  a  novel  device  in  the  construc- 
tion of  this  bus  is  the  auxiliary  rear 
exit,  to  be  used  in  cases  of  emergency 
only.  The  step  for  this  emergency  exit 
is  connected  with  the  door,  and  when  the 
door  is  released  by  the  driver,  it  is  forced 
open  by  a  spring,  which  automatically 
slides  the  step  into  position. 


franchiae  with  the  consequent  initiation 
of  some  Krheme  for  a  municipally  owned 
transpfirlation  system.  If  any  of  the 
fiTTt  four  is  approved  the  council  may 
the  ninrreane  the  fares.  It  is  suggeited 
that  these  questions  should  be  submit- 
ted to  the  ratepayers  during  October. 

.Mainly  .\bout  Electric  Railway 
People. 

Mrs.  W.  (;.  Murrin,  wife  of  the  A»- 
.--i.stant  General  .Manager,  British  Colum- 
bia Electric  Ry..  Vancouver,  has  been 
elected  Vice  President  for  B.C.  of  the 
Association  of  Canadian  Clubs. 

C.  L.  WilHon.  Assistant  Manager,  and 
F.  S.  Livingstone,  Traffic  Manager,  To- 
ronto &  York  Radial  Ry.,  have  been  elect- 
ed Worshipful  Master  and  Senior  War- 
den, respectively,  of  Metropolitan  Lodge, 
A.V.  &  A.M.,  Toronto. 


The    New    Brunswick    Electric    Power 

Commission  received  tenders  to  Sept.  21 
for  the  construction  of  earth  dams  and 
other  work  on  the  east  and  west  branches 
of  the  Musquash  River,  about  12  miles 
from  St.  John,  and  about  one  mile  from 
the  New  Brunswick  Southern  Ry.;  and 
for  the  construction  of  an  earth  dam  and 


Winnipeg  Electric   Railway  Omnibus. 


The  interior  is  heated  from  the  ex- 
haust of  the  engine. 

The  Winnipeg  Electric  Ry.  Co.  is  oper- 
ating two  bus  routes  as  auxiliaries  to 
the  car  service.  It  has  decided  to  adopt 
the  new  type  of  bus  as  standard  for  all 
bus  lines. 


The  London  Street  Railway  Situa- 
tion. 

Some  progress  appears  to  have  been 
made  by  the  London,  Ont.,  city  council  in 
its  endeavors  to  effect  a  settlement  of 
the  several  questions  at  issue  between  it 
and  the  London  St.  Ry.  Co.  As  a  resjli 
of  (li.^cussions  which  have  taken  pluci 
iluring  the  last  three  or  four  months,  the 
council's  special  railway  committee  i>;  re- 
ported to  have  agreed  on  Sept.  20  to 
recommend  that  a  vote  of  the  ratepayeis 
he  taken  on  five  separate  <iuestions,  in- 
cluding the  question  of  cancellation  of 
the  franchise  and  purchase  of  the  road 
hy  the  city;  the  purchase  of  the  road  by 
the  Hydro  Electric  Power  Commission  of 
Ontario,  with  the  bonds  guaranteed  by 
thecity;  asking  the  Ontario  Railway 
Board  to  continue  to  operate  the  road 
until  the  expiration  of  the  franchise,  but 
at  a  service  at  cost  plan;  operation  of 
the  road  by  the  company  under  ii  service 


other  works  on  the  Shogomoc  River, 
about  40  miles  north  of  Fredericton,  on 
the  line  of  the  St.  John  &  Quebec  Ry. 
This  is  the  first  instalment  of  the  work 
to  be  undertaken  by  the  New  Brunswick 
Government  for  the  development  of  wat- 
er powers  and  the  distribution  of  elec- 
trical power.  The  Commission  consists 
of  three  members,  Hon.  C.  W.  Robinson, 
member  of  the  N.  B.  Government  with- 
out portfolio.  Chairman;  Reid  McManus. 
Secretary;  and  C.  O.  Foss.  Chief  Engi- 
neer. 

Chatham,  Wallaceburg  &  Lake  Erie 
Ry. — A  press  report  states  that  steps  are 
being  discussed  to  petition  the  Ontario 
Government  for  the  taking  over  of  this 
electric  railway  and  having  it  operated 
hy  the  Hydro  Electric  Power  Commission 
of  Ontario.  It  is  stated  that  a  satisfac- 
tory service  is  not  being  given,  and  that 
the  present  owners  have  no  funds  avail- 
able for  its  extension.     (Sept..  pg.  b03.) 

Montreal  Harbor  Railway  Electrifica- 
tion.—.\  press  report  states  that  about 
42  miles  of  the  .Montreal  Harbor  Com- 
missioners railway,  which  is  in  process 
of  electrification,  will  be  ready  for  opera- 
tion next  spring,  and  that  the  electrifi- 
lation  of  the  remaining  16  miles  will  be 
(lone  later.  Some  particulars  of  the  work 
were  given  in  CanB<lian  Railway  and  Ma- 
rine World  for  September,  pg.  47.'5. 


October,  1920. 


563 


Marine  Department 

General  Shipbuilding  Matters  Throughout  Canada. 


British     American     Shipbuilding    Co., 

Welland,  Ont. — This  company's  plant  was 
closed  down  permanently  on  Sept.  18,  on 
the  completion  of  the  hull  of  the  s.s.  Can- 
adian Squatter,  which  is  under  construc- 
tion for  Canadian  Government  Merchant 
Marine,  and  it  is  expected  that  the  pro- 
perty will  be  offered  for  sale,  and  the 
shipbuilding  machinery  removed.  The 
company  was  formed  in  1918  to  build 
steel  steamships  for  the  British  Govern- 
ment, and  received  orders  from  the  Im- 
perial Munitions  Board  for  three,  viz., 
War  Weasel,  War  Badger  and  War  Ra- 
coon, each  of  3,500  d.w.  tons.  The  com- 
pany later  received  orders  for  two  steel 
steamships  of  4,575  d.w.  tons  for  Cana- 
dian Government  Merchant  Marine,  viz., 
Canadian  Otter  and  Canadian  Squatter. 
B.C.  Marine  Engineers  &  Shipbuilders 
Ltd.,  Vancouver,  B.C.,  was  incorporated 
July  29,  with  an  authorized  capital  of 
$1,000,000.  The  directors  are  Innes  Hop- 
kins, Managing  Director;  C.  J.  Isted,  Sec- 
retary; W.  H.  R.  Hopkins,  J.  K.  McKen- 
zie,  G.  H.  Bushby  and  H.  F.  Bullen.     It 


dian  Western  Steamships  Ltd.,  a  subsid- 
iary of  the  building  company.  She  is 
the  eighteenth  steel  steamship  to  be  built 
by  the  company,  the  keel  of  the  nine- 
teenth, of  a  similar  type,  having  been 
laid  Aug.  2,  as  mentioned  in  our  last 
issue. 

Dominion  Shipbuilding  &  Repair  Co., 
Toronto. — The  construction,  for  Gulf 
Navigation  Co.,  New  Orleans,  La.,  of  the 
s.s.  Floraba,  which  was  partly  built  when 
the  Dominion  Shipbuilding  &  Repair  Co. 
assigned  recently,  has  been  completed 
for  the  owners,  under  the  direction  of 
Capt,  J.  B.  Foote,  of  Toronto,  under  an 
arrangement  approved  of  by  the  court, 
and  she  left  Toronto  Sept.  19,  with  a  car- 
go of  beer  for  Santiago,  Cuba. 

.lohn  Inglis  Co.,  Toronto,  has  issued  a 
writ  against  the  Gulf  Navigation  Co., 
New  Orleans,  La.,  asking  for  possession 
of  the  s.s.  Floraba  and  for  a  declara- 
tion that  it  is  entitled  to  a  lien  on  the 
ship,  and  for  an  injunction  restraining 
the  selling  or  assigning  of  two  boilers  in 
the  ship,  or  in  the  alternative  the  pay- 


been  cut  in  two,  to  pass  through  the 
canals  on  the  way  to  the  ocean,  and  it 
was  the  intention  to  rejoin  the  parts  and 
refit  her  for  service  on  the  Great  Lakes. 
We  are  advised  that  she  will  be  complet- 
ed and  ready  for  loading  so  as  to  leave 
Montreal  before  the  close  of  the  St.  Law- 
rence navigation   season. 

Halifax  Shipyards  Ltd.,  Halifax,  N.S., 
J.  E.  McLurg,  General  Manager,  stated 
at  the  luncheon  following  the  launching 
of  the  s.s.  Canadian  Mariner,  for  Cana- 
dian Government  Merchant  Marine,  Sept. 
4,  that  the  company  was  negotiating 
with  persons  who  wished  to  place  a  con- 
tract for  several  oil  tank  steamships, 
and  that  there  was  a  possibility  that  the 
keel  of  a  10,000  ton  one  might  be  laid 
on  the  ways  vacated  by  the  Canadian 
Mariner.  We  were  officially  advised  Sept. 
20  that  this  contract  had  not  been  signed. 

Harbour  Marine  Co.,  Victoria,  B.C., 
started  work  early  in  July  on  the  car 
ferry  for  the  C.P.R.,  which  has  already 
been  described  in  Canadian  Railway  and 
Marine    World. 


Sun-l    I  .uik   Steamship  Transpet,  built  for  Standard  Oil  Co.  of  New  Jersey,  by   CollinRwood   Shipbuilding  Cu. 

I  he  s.s.  I  ranspet.  whiih  was  liUiU  for  the  Standard  Oil  Co.  of  New  Jersey's  subsidiaiT.  Compana  Transportador  de  Petroleos.  of  liuenos  Aires,  a  descrip- 
tion of  which  was  given  in  Canadian  Railway  and  Marine  World  for  September,  sailed  from  Montreal,  Sept.  12.  for  Halifax,  N.S.,  and  thenee  to  Buenos 
Aires.  She  left  the  builder's  yard  litiht.  and  proceeded  to  her  destination  in  a  similar  condition.  On  arrival  at  Buenos  Aires  she  will  be  employed  in 
bunkerinir  steamships,  and  in  liKhterinK  the  larKe  tank  steamships  which  trade  between  Mexico  and  Campana,  and  which  are  of  too  great  draft  to  proceed 
to  Campana  from   Buenos  Aires  without  being  lightered. 


is  reported  that  the  company  will  ac- 
quire, as  a  going  concern,  B.C.  Marine 
Limited,  which  was  incorporated  in  1914, 
and  which  built  the  s.s.  Capilano,  early 
this  year,  for  the  Union  Steamship  Co., 
and  is  building  an  auxiliary  powered 
schooner  for  the  Hudson's  Bay  Co. 

Burns  &  Kelleher,  Halifax,  X.S.,  have 
about  completed  the  repairs  to  the  French 
s,s.  Barr,  which  was  considerably  dam- 
aged by  fire  at  Dartmouth,  X.S.,  in  the 
spring. 

Collingwood  Shipbuilding  Co.,  Colling- 
wood,  Ont.,  have  overhauled  and  repaired 
the  steamships  Collingwood  and  W,  Grant 
Morden,  owned  by  Canada  Steamship 
Lines  Ltd,,  and  Agawa,  owned  by  Algo- 
nia  Central  Steamship  Line,  preparatory 
for  the  autumn  grain  trade, 

J.  Coughlan  &  Son.s,  Vancouver,  B,C., 
launched  the  s.s.  City  of  Vancouver,  sis- 
ter ship  of  the  steamships  Margaret 
Coughlan  and  Indus,  Sept.  10,  the  chris- 
tening being  performed  by  Mrs.  R.  H. 
Humber,  daughter  of  J.  Coughlan.  Like 
the  s.s.  Margaret  Coughlan,  the  s.s.  City 
of  Vancouver  will  be  operated  by  Cana- 


nient  of  $42,045,  claimed  as  balance  of 
purchase  money. 

See  also  under  "The  Dominion  Ship- 
building &  Repair  Co.'s  Affairs,"  and  un- 
der "Dominion  Shipbuilding  &  Repair 
Co.,'  'in  "Canadian  Government  Merchant 
Marine,  Shipbuilding,  Operation,  etc.," 
on   other  pages  of  this  issue. 

Fra.ser  Brace  Shipyards  Ltd.,  Montreal, 
is  overhauling  and  refitting  the  s.s,  Pai- 
poonge,  formerly  a  Great  Lakes  ship,  to 
fit  her  for  ocean  freight  service.  "The 
work  includes  overhauling  the  main  en- 
gines, boilers  and  auxiliaries,  supplying 
of  new  winches,  anchors  and  chains,  new 
masts  and  derricks  and  complete  new 
accommodation  for  officers  and  crew,  at 
an  approximate  cost  of  $150,000,  The 
s,s.  Paipoonge  was  owned  formerly  by 
Canadian  North  W^est  Steamship  Co,, 
Port  Arthur,  Ont.,  and  in  1918  was  sold 
to  South  American  parties  for  operation 
between  South  American  ports,  but  ow- 
ing to  default  in  payments,  she  was 
again  sold,  the  purchaser  being  H.  B. 
Smith,  President,  Collingwood  Shipbuild- 
ing Co.     Prior  to  this  sale,  the  ship  had 


The  company  stated  recently  that  it 
hoped  to  obtain  orders  for  ships  for  the 
French  Government,  under  the  legisla- 
tion to  aid  shipbuilding,  passed  by  the 
Dominion  Parliament  at  its  recent  ses- 
sion. On  the  other  hand,  press  reports 
say  that  after  the  two  steel  cargo  steam- 
ships building  for  Canadian  Government 
Merchant  Marine  and  the  C.P.R.  car  ferry 
are  completed  the  yard  will  be  closed. 

The  Montreal  Light,  Heat  &  Power  Co. 
has  commissioned  Walter  Lambert,  M.I. 
N.A.,  naval  architect  and  marine  sur- 
veyor, Montreal,  to  design  a  small  ice 
breaker,  tenders  for  building  which  will 
be  asked  about  the  end  of  October. 

Port  .\rthur  Shipbuilding  Co.,  Port 
Arthur,  Ont. — The  company's  I'eport  for 
the  year  ended  June  ,'>0  indicates  a  slack- 
ening of  operations,  following  the  busy 
period  in  shipbuilding  during  the  war. 
The  assets  were  $5,982,162,  against  $6,- 
154.902  at  June  ;iO,  1919;  gross  profits, 
$.58:j,:!69,  against  $821,549;  other  income, 
$109,110.  ap-ainst  $87,688;  general  and  ad- 
ministration expenses,  $164,18.3,  against 
tions,    bond    interest    and    miscellaneous 


.til 


CANADIAN  KAILU  AV  AM)  MAKINK  WORLD 


Ottober,   1920. 


•  -.   flM2.4Ul,  ainiiniit   t2ai.7.'>4.    nit 
♦I"!.?!',  mrmnnt  Vil7.r>«.l. 
I'riri..  Iirtdork  &   KnginrrrinK 

<•>.,   I  H.C.     It  »«•   np.irt 

■  ■•I  n   ■  .k'li.  niul   mrntiiiiifil   in 

'  .1!   I  :  ..'     I;.i  iA.ii    nnil   Marine   World  at 
■  IMC.   that    thi.i   rompany   was    nrc"- 
r-T    II    r.inlrart    to   liiiilil   Jit    liirt"' 
iinshipfi.      In   thi5   i-oniuMtiuM 
'.    Chairman    of    thr    ItoartI, 
'.  Y.   wr.iti    iiH  as   followt: 
inkiTH  to  Ik'  run 
Kipi-rt  yard  wi-ri' 
.      '11  boinc  cnacti'il 
■  ^r  I'l'iiumun  (iovi-nimrnt  to 
■'  nilinir  i-rvdit  to  thi-  biiyrr.«. 
that   the  act  authorizing  a 
,  payahio  durintr  a  porioil 
and  by  way  of  a  E"vornmont 
:  thi-  di'forri'd  payments,  will 
not   til    .■.ulliiiently  attrartive,   in  view  of 
the  I'niteil   States  ShippinK  Board's  pol- 
iry    of   extending   a    10   years   credit  and 
■'    •Aise   more   favorable   terms   to   pur- 
I  -   of  carjro  vessels  built  by  the  V. 
>    >'   ppinp  Roanl  and  which  ajTRrejrato 
1.7011,0(10  tons,  with  which  you  are  doubt- 
less    familiar.       .\     credit    of   6G   2/:i''f 
would,  in  our  judgment,  be  sufficient  at- 
iractive  to  jrive  Canadian  shipyards  suf- 
ticent  orders  to  keep  them  occupied  for 
IK  months  to  come,  at  least." 

An  Ottawa  press  dispatch  of  Sept.  15 
-aid: — "A  form  of  proposed  contract  be- 
;«.i.Fi    I  hi-    \|i\ii(iM   K.ivernnicnt  and   the 


■  luidatiun  prix'eedinK*  of  thin  romiwny, 
tnp  French  Uovemment  ban  applipd  to 
the  Practice  Court  at  M<>ntn-al  for  the 
pohneK-iiin  of  live  woinlen  uteamsbips. 
hanied  Kiiu/.onville,  Hrumath,  Cattenon, 
Ceniun  and  Iluuxwiller,  now  lyinK  at 
Quebec.  The  claim  assortii  that  the 
French  (lovernmonl  unlered  10  of  thece 
ships  from  the  Anderson  Ci>.  of  New 
York,  and  that  this  order  was  passed  on 
to  the  Three  Rivers  Shipyards  Lt<l.,  a 
subsidiary  of  the  National  Shipbuildini; 
Corporation,  of  WilmJnKton,  Del.  Five 
of  tne  ships  have  been  delivered,  ami  the 
whole  10  have  been  paid  for,  at  $.i22,.')00 
each,  there  beinir  an  amount  of  about 
if200,0()0  still  to  be  paid  for  minor 
chanvres  and  repairs  on  the  five,  the  pos- 
session of  which  is  now  bcinR  sought. 

Victoria  (H.C.)  ShipownrrH  Kid.,  Vic- 
toria, B.C.— Instructions  have  been  piv- 
en  for  the  layint;  of  the  keel  of  the  fourth 
wooden  ship  which  this  company  is  build- 
injr  under  special  financial  aid  from  the 
Dominion  (iovcrnnient.  It  was  at  first 
anticipated  that  only  three  of  these  ships 
would  be  undertaken,  although  the  agree- 
ment provided  for  four.  It  is  expected 
that  the  first  will  be  ready  for  launchinf^ 
durintr  November. 

Wallace  Shipyards  Ltd.,  North  Van- 
couver, B.C. — With  reference  to  the  re- 
port that  the  C.P.R.  had  Riven  this  com- 
pany an  order  for  a  steamship  for  the 
British  Columbia  Ci.ast  SiTvir-...  ,•)<  ni,.n- 


(  anadian  .Notices  to  Mariners. 

I'hi'  .Marine  Department  has  ianued  thf 
fi.llowinK; — 

llritiHh  Columbia.  The  fixed   whit<- 

lufhl  near  the  north  end  of  Pilot  Point. 
Pilot  Kay,  Kootenay  Ijike,  has  been  re- 
pliKi'd  by  an  unwatched  occultinK  whit4' 
liKht  automatically  occulti-d  at  rhort  in- 
ter\'als. 

The  fixed  red  liifht  on  Hospital  Roclc 
buoy,  Victoria  Harbor,  formerly  main- 
tained from  Nov.  1  to  Mar.  .'tl,  only,  will 
be  maintained  throutrhout  the  year. 

New  Hrunswlck,  Bay  of  Kundy.  —  A 
lartrer  foK  bell  and  mechanism  have  been 
installed  on  the  northwest  point  of  Cher- 
ry Island  in  Passamaquoddy  Bay,  ^ivinR 
one  stroke  every  20  seconds,  instead  of 
one  stroke  every  IS  seconds,  as  formerly. 

Nova  Scotia,  Halifax  Harbor.  —  The 
Sanibro  lii;ht.Hhip  15  at  Sambro  outer 
bank  at  the  entrance  to  Halifax  habor, 
will  without  further  notice,  on  or  about 
Octo.  1,  be  removed  from  her  station  to 
undergo  necessary  overhaul.  While  she 
is  away  her  station  will  be  marked  by  a 
combined  (ras  and  whistlinjr  buoy  painted 
black,  showinjr  an  occultinjf  white  li^ht. 
and  further  notice  will  be  (riven  when  the 
lightship  is  replaced. 

Northumberland  Strait. — The  revolving 
white  lifrht  at  the  west  end  of  Pictou 
Island  will   be  replaced,  without  further 


Steamnhip.   with 


■  pacitr  for  4,000  pusenctra,  to  b«  built  for  Canada  Stfamthip  Linrs  Ltd.,  Toronlo-Niairara  Falli 
For  drscription,  »co  Canadian  Railway  and  Marine  World  for  September,  pir.  .'.22. 


Prince  Rupert  Dry  Dock  &  Shipbuilding 
Co.  is  before  the  Marine  Department  for 
approval.  It  contemplates  the  construc- 
tion of  37  vessels,  tankers,  coast  patrol, 
freitrht  and  passencrer  boats.  Newman 
Krb,  a  New  York  financier,  is  conducting 
the  negotiations.  The  department  has 
been  asked  to  examine  the  contract,  but 
no  application  for  financial  aid  under  the 
net  of  last  session  has  yet  been  made, 
thoueh  it  is  expected."  Another  dis- 
patch of  Sept.  16  said  the  shipbuildinR 
company  had  applied  for  frovemmcnt aid, 
but  we  were  advised  by  the  Marine  De- 
partment Sept.  22  that  no  such  applica- 
tion had  then  been  received. 

J.  H.  Pillsbury,  acting  Manager  of  the 
company's  plant  at  Prince  Rupert,  was 
reported  to  have  stated  in  Vancouver, 
B.C.,  recently,  that  the  company  had  an 
order  for  5  steel  oil  tank  steamships  and 
that  the  steel  woulrl  probably  be  obtain- 
ed  from   Sydney,  N..S. 

.^southern  Salvage  Co.,  Liverpool,  N.S. 
This  company's  shipbuilding  plant  was 
div-'troyed  by  fire  Sept.  17.  the  damage 
being  estimated  at  $'20,000.  The  com- 
pany built  one  of  the  "war"  type  of 
woo<len  steamships  for  the  British  Gov- 
emmeiu,  under  order  from  the  Imperial 
Munitions  Board. 

Three  Rivera  Shipyards  Ltd..  Three 
Rivers,  Que. — In  connection  with  the  li- 


tioned  in  our  last  issue,  we  were  official- 
ly advised  Sept.  2  that  while  the  contract 
had  not  yet  been  signed,  there  was  every 
reason  to  believe  that  it  would  be.  The 
dimensions  of  the  new  ship  will  be, — 
length  b.p.  .'ilT  ft.,  beam  -J8  ft.,  depth  of 
hold  18'^  ft.  She  will  have  cellular  dou- 
ble bottom,  and  the  hull  will  be  divided 
by  8  transverse  bulkheads.  She  will  be 
single  screw,  driven  by  reciprocating  en- 
gines, balanced  on  the  Yarrow,  Schlick 
and  Tweedie  system,  for  a  speed  of  16 
knots  an  hour.  She  is  designed  for  an 
all  round  service  on  the  coast.  The  ac- 
commodation will  be  arranged  for  about 
200  first  class  passengers,  with  carrj'ing 
capacity  for  about  600  tons  of  cargo.  She 
will  be  equipped  to  burn  oil  fuel,  and 
will  be  easily  convertible  into  a  coal 
burning  ship.  She  will  be  built  to  the 
British  Corporation  class,  fully  equipped 
in  accordance  with  Canadian  inspection 
requirements,  amply  lighted,  and  provid- 
ed with  hot  and  cold  running  water  in 
every  stateroom,  with  every  modern  con- 
venience. The  cost  of  the  ship  completed 
and  fully  furnished,  will  be  about  $1.- 
500,000. 

Work  was  commenced  Sept.  17  on  an 
attempt  to  raise  the  s.s.  Vinemount.  which 
was  sunk  at  Cascade  Point,  near  the  foot 
of  the  Soulanges  Canal,  some  time  ago. 


notice,  by  a  flashing  white  catoptric 
light,  showing  2  flashes  every  30  seconds, 
with  an  interval  7'-i  seconds  between 
each. 

Ontario,  Georgian  Bay. — The  color  of 
the  octagonal  lantern  on  Brebeuf  Island 
back  range,  Beausoleil  Island,  will  be 
ihanged  from  red  to  white,  without  fur- 
ther notice. 

Lake  Erie. — The  occulting  aceytlene 
light,  on  the  outer  end  of  the  east  break- 
water pier.  Rondeau  harbor,  will  be  re- 
placed by  a  fixed  white  light;  the  occult- 
ing white  acetylene  light  on  the  inner 
end  of  the  east  pier  will  be  replaced  by  a 
flashing  white  light,  showing  a  flash 
every  8  seconds;  and  the  occulting  white 
light  on  the  outer  end  of  the  west  break- 
water pier  will  be  changeil  to  an  occult- 
ing red   light,  on  or  after  Sept.  1. 

The  occultins  white  acetylene  light, 
shown  from  a  lens  lantern  on  a  pole,  on 
the  southern  extremity  of  Pointe  aux 
Pins,  about  2*2  miles  east  of  Rondeau 
harbor,  will  be  slightly  increased  in  pow- 
er, on  or  after  Sept.  1. 

Northern   Pulpwoods  &  Tran.sport  Co. 

Ltd.  has  been  incorporated  under  the  On- 
tario Companies  .-Vet,  with  $500,000  au- 
thorized capital  and  office  at  Toronto,  to 
carry  on  a  general  lumber  and  pulpwood 
business,  and  to  own  and  operate  ships. 


October.  1920. 


565 


Canadian  Pacific  Railway  Go's  Twin  Screw  Steamship  Montcalm. 


Canadian  Railway  and  Marine  World 
for  August  announced  the  launching  at 
Clydebank,  Scotland,  on  July  3,  of  the 
twin  screw  steamship  Montcalm,  being 
built  for  the  C.P.R.,  to  run  under  the 
management  of  Canadian  Pacific  Ocean 
Ser\'ices  Ltd.,  in  its  cabin  service,  be- 
tween Canada  and  Liverpool,  Eng.  The 
following  fuller  information  has  been  re- 
ceived since: — The  Montcalm  is  the  first 
of  three  ships  now  being  built  for  the 
C.P.R.,  two  being  under  construction  at 
Clydebank,  and  one  at  Govan.  Scot- 
land. She  is  being  built  to  Lloyd's 
highest  class  to  meet  all  the  Board  of 
Trade  requirements  as  a  pas.sengcr  ship. 
Her  principal  particulars  are  as  follows: 
Length  on  waterline,  .563  ft.;  breadth 
moulded,  70  ft;  depth  to  r  (shelter) 
deck,  43»/4  ft.;  depth  to  boat  deck,  08  ft.; 
gross  tonnage,  about  16,200  tons. 

The  ship  is  of  the  shelter  deck  type, 
with  the  bridge  deck  extendip^'  almost 
the  full  length,  and  long  ereetionf5  above. 
She  has  a  cruiser  stern,  2  masts,  and  2 
funnels,  which  will  give  her  when  com- 
plete a  most  imposing  appearance. 
Twelve  watertight  bulkheads,  extending 
to  C  deck,  divide  the  ship  into  13  water- 
tight compartments,  and  provide  a  high 
standard  of  subdivision.  The  cellular 
double  bottom,  in  which  will  be  stored 
oil  fuel  and  reserve  feed  water,  extends 
fore  and  aft  the  complete  length,  and  is 
carried  well  up  the  bilges,  giving  addi- 
tional protection;  while  the  machir.eiy 
spaces  are  further  shielded  by  longitudi- 
nal bulkheads  and  inner  skins.  Oil  fuel 
will  be  stored  in  these  compartments  al- 
so, at  the  side  of  the  machinery  spaces. 
Fresh  water  tanks  are  built  alongside  the 
shaft  tunnels. 

Spacious  accommodation  for  454  cabin 
passengers  is  provided  amidships  on  B 
and  C  decks,  the  staterooms  being  ar- 
ranged for  2  and  4  passensjers  and  fur- 
nished most  comfortably.  The  cabin  din- 
ing saloon,  a  spacious  apartment  extend- 
ing the  full  breadth  of  the  ship  and  pro- 
viding ample  seating  accommodation,  is 
located  on  D  deck,  amidships,  convenient 
to  the  main  entrance,  and  has  a  large 
well  overhead.  The  decoration  is  in 
Georgian  style  and  the  walls  are  painted 
white,  while  the  ceiling  is  finished  with 
artistic  mouldings.  A  large  number  of 
tables  are  arranged  for  small  parties.  At 
the  forward  end  of  A  deck  is  the  cabin 
lounge,  decorated  in  Georgian  style  and 
arranged  in  small  bays  and  cosy  comers, 
with  separate  writing  room  and  card 
room  at  the  forward  end.  The  raised 
deck  over,  in  conjunction  with  the  large 
windows,  give  this  room  a  spacious  ap- 
pearance. The  floor  is  finished  in  oak, 
laid  on  springs,  for  dancing.  A  large 
tapestry  panel  is  fitted  over  the  fire- 
place, and  the  walls  and  ceiling  are  paint- 
ed white.  .Just  abaft  the  after  funnel 
hatch,  on  the  same  deck,  is  the  cabin 
drawing  room,  with  raised  deck  over, 
and  a  large  bay  window  on  one  side. 
This  room  is  also  decorated  in  Georgian 
style  and  finished  in  white.  Next  to  the 
cabin  drawing  room  is  the  library.  The 
cabin  smoking  room  is  at  the  aft  end  of 
A  deck.  Its  style  is  Jacobean,  and  the 
walls  are  framed  in  oak.  As  with  the 
lounge  and  drawing  room,  this  apart- 
ment is  fitted  with  a  large  electric  fire- 
place, which  greatly  adds  to  its  comfort 
and  appearance.  Extensive  promenad- 
ing space  for  cabin  passengers  is  provid- 
ed on  A  and  B  decks.  On  A  deck  the 
promenade  encircles  the  deck  houses,  and 
extends   the   whole    length   of   the   deck, 


allowing  plenty  of  space  for  games,  clear 
of  the  actual  promenade,  and  sheltered 
recesses  are  arranged  for  deck  chairs. 

Most  comfortable  permanent  third  class 
accommodation  is  provided  on  D  and  E 
decks  in  2,  4  and  6  berth  rooms,  where 
there  is  also  portable  accommodation  for 
an  additional  number  of  passengers.  The 
third  class  dining  saloon  is  on  D  deck 
aft.  Two  smoking  rooms  and  two 
lounges  are  fitted,  a  large  one  of  each  on 
B  deck  aft,  with  smaller  ones  on  C  deck 
forward.  The  lounge  on  B  deck  aft  is 
finished  and  decorated  after  the  style  of 
a   Parisian  cafe. 

The  captain  is  accommodated  on  the 
navigating  bridge,  the  officers  on  A  deck 
forward,  and  the  engineers  on  C  deck 
aft,  complete  with  cabins,  bathrooms, 
lavatories,  etc.  The  seamen  and  boiler 
attendants  are  berthed  amidships  on  C 
deck.  The  galleys,  pantries  and  bakery 
for  first  and  third  class  accommodation 
are  amidships  on  D  deck,  between  the 
dining  saloons,  thus  ensuring  quick  ser- 
vice. All  the  latest  improvements  for 
cooking,  etc.,  have  been   supplied. 

The  heating  and  cooling  is  on  the  ther- 
motank  system,  which  will  ensurea  tem- 
perature of  at  least  6.")'  Fahr.  under  the 
coldest  weather  conditions.  Ten  thermo- 
tanks  are  fitted,  sufficient  to  change  the 
air  in  any  of  the  compartments  to  which 
they  are  connected  at  least  8  times  an 
hour. 

The  cargo  will  be  handled  by  means  of 
steel  tubular  den-icks,  fitted  on  the  masts 
and  derrick  posts.  Each  hatch  is  sup- 
plied with  3  derricks,  worked  by  14  elec- 
tric winches. 

Ample  lifeboat  accommodation,  to  the 
standard  of  the  International  Convention, 
is  provided  for  all  passengers  and  crew. 
Two  rows  of  nested  boats  are  fitted  on 
sliding  chocks,  so  that  they  can  be  mov- 
ed from  one  side  of  the  ship  to  the  other, 
and  are  placed  under  Babcock  &  Wilcox 
(Wylie)  patent  double-acting  davits.  The 
remaining  lifeboats  are  worked  by  Aus- 
tralis  patent  davits,  specially  designed 
to  enable  the  boats  to  be  got  out  and 
lowered  with  the  least  possible  delay  and 
without  manual  labor.  A  complete  sys- 
tem of  wireless  telegraphy  and  fire  ex- 
tinguishing sei'%'ice  have  been  fitted. 
Pneuniercator  tank  gauges  have  been 
fitted  in  all  oil  fuel  and  fresh  water 
tanks,  with  indicators  in  the  machinery 
space,  so  that  the  tanks  are  always  un- 
der the  supervision  of  the  engineers. 

The  propelling  machinery  fitted  in  one 
engine  room,  consists  of  two  sets  of  steam 
turbines  of  the  latest  Brown-Curtis  ma- 
rine type,  arranged  to  work  with  super- 
heated steam,  and  driving  twin  screws 
through  double-reduction  helical  gearing. 
Each  set  of  turbines  consists  of  one  high- 
pressure  and  one  intermediate  pressure 
turbine,  in  tandem,  driving  through  one 
portion,  and  one  low  pressure  turbine 
driving  through  the  other  portion  of  the 
gearing.  Astern  turbines  are  incorpor- 
ated in  the  casings  of  the  intermediate 
and  low  pressure  ahead  turbines.  Adjust- 
ing blocks  of  the  Michell  type  are  fitted 
to  the  turbines,  and  the  bearings  of  the 
turbines  and  gearing  are  arranged  to 
work  under  forced  lubrication.  One  con- 
denser of  the  underhung  type  is  fitted 
for  each  set  of  turbines,  and  bolted  di- 
rect to  the  exhaust  branch  of  the  low 
pressure  turbine.  The  main  shafting  is 
of  ingot  steel  and  is  finished  bright  all 
over.  Each  line  has  a  main  thrust  block 
of  the  Michell  type  fitted  next  to  the 
gearing  to  take  up  the  propeller  thrust. 


The  propellers  are  of  the  built  type,  with 
four  manganese  bronze  blades  to  each. 
The  bosses  are  of  cast  steel,  and  cast 
iron  cones  are  fitted  over  the  propeller 
nuts.  A  very  full  equipment  of  auxiliary 
machinery  is  fitted,  comprising  2  centri- 
fugal circulating  pumps,  2  Weir  dual  air 
pumps,  2  pairs  of  Weir  feed  pumps,  2 
hot-well  pumps,  1  Weir  surface  and  one 
direct-contact  feed  water  heater,  2  feed 
water  filters  of  gravitation  type,  and  al- 
so an  outfit  of  forced  lubrication,  sani- 
tary, freshwater  and  other  service  pumps, 
together  with  complete  evaporating  and 
distilling  plant  and  auxiliary  condenser 
and  pumps. 

The  steam-generating  installation  con- 
sists of  10  single-ended  cylindrical  boil- 
ers, arranged  for  burning  oil  fuel,  and 
suitable  for  a  working  pressure  of  215 
lb.  per  sq.  in.,  and  fitted  with  smoke-tube 
superheaters.  Each  of  the  boilers  has 
three  furnaces,  and  Howden's  type  of 
forced  draught  is  fitted.  The  boilers  are 
placed  in  two  compartments,  and  each 
boiler  room  is  equipped  with  a  working, 
and  a  stand-by,  oil  fuel  installation,  com- 
plete with  the  necessary  pumps,  heaters 
and  strainers.  The  forced  draught  fans 
are  electrically  driven,  there  being  two 
fans  and  motors  to  each  boiler  room.  The 
machinery  and  boilers  have  been  built  to 
the  requirements  of  the  Board  of  Trade, 
Lloyd's  Survey,  and  Canadian  Govern- 
ment regulations. 

The  ship  was  designed  by  Hugh  Mac- 
donald.  Naval  Architect,  C.P.O.S.,  and  is 
being  built  by  John  Brown  &  Co.,  under 
the  supervision  of  the  owner's  consult- 
ing naval  architects,  J.  H.  Biles  &  Co., 
of  London  and  Glasgow. 

We  are  advised  that  the  s.s.  Montcalm 
is  expected  to  be  ready  for  sei-vice  by 
•March,   1921. 

Panama  Canal  Traffic. 


The  Panama  Canal  completed  6  years 
of  operation  on  Aug.  14,  having  been 
opened  to  commerce  on  Aug.  15,  1914. 
During  the  6  years  the  total  number  of 
commercial  ships  making  the  transit  was 
10,573.  Their  aggregate  net  tonnage, 
according  to  the  rules  of  measurement, 
was  34, .540,266.  The  cargo  they  carried 
totaled  40,313,629  tons  of  2.240  lb. 

This  traffic  was  made  up  of  4,934  ships, 
of  16,145,434  net  tons,  carrying  16,576,- 
778  tons  of  cargo  from  the  Atlantic  to 
the  Pacific,  and  5,639  ships,  of  18,394,832 
net  tons  with  23,736,851  tons  of  cargo 
from  the  Pacific  to  the  Atlantic. 

The  canal  was  opened  shortly  after 
the  beginning  of  the  late  European  war. 
This  and  the  interruptions  of  traffic  due 
to  slides,  the  last  serious  one  of  which 
came  to  an  end  on  April  15,  1916,  inter- 
fered with  the  normal  use  of  the  canal 
in  its  earlier  years,  and  government  re- 
quisitioning, high  freights,  scarcity  of 
tonnage,  financial  and  industrial  uncer- 
tainties, and  fueling  difficulties  have  since 
the  signing  of  the  armistice  delayed  the 
establishment  of  what  may  be  consider- 
ed the  conditions  of  unrestricted  com- 
merce. A  distinct  and  healthy  growth 
of  the  traffic  is,  however,  discernible,  es- 
pecially in  the  calendar  year  1919  and 
the  fiscal  year  1920.  Each  of  these,  in 
ships  and  net  tonnage,  exceeded  all  pre- 
vious years;  and  the  fact  that  the  traffic 
in  the  month  and  a  half  of  the  current 
fiscal  year,  beginning  July  1,  1920,  has 
been  at  a  rate  greater  than  that  of  any 
of  the  preceding  years,  indicates  a  con- 
tinuing upward  trend. 


566 


October,  1920. 


Canadian  Government,  Merchant  Marine  Ltd.,   Shipbuilding,  Operation,  Ktc. 


I'.i^-riii;ii  \i  rnmmodatinn  for  Wrxt 
!•  hn»  hfrii  (Ufiilcil  Id 
I  .itnictun-  of  thr  n.». 
iind  the  .'•.x.  CnnBilian 
lun.iUi.  Mill. Ill  Dt'partmrnt  contractu 
ir>  anil  H!;  luiihlrr'K  yanl  nr>«.  7  and  K; 
••arh  appniviiiinti-ly  .'>,100  <l.w.  ton)i;  un- 
der conntrtirtititi  liy  Tiilcwntcr  Shipbuild- 
(•m  Ltd..  ThriH'  Ktv»T!t.  Qin'..  so  an  to 
providi'  for  'JX  i>a!<!(rnKer>  un  i-ach  nhip. 
ThcM-  chips  will  b«  used  in  the  West 
Indian  scrvici-. 

IjiunrhinR  of  StramHhipK.  Since  C'an- 
ndinn  liailwny  und  Marine  Wm  Id  for  Sep- 
tember wa.s  i.siiued  we  have  l«i-en  advised 
of  thi'  follouin^  launrhinK  of  steel  carKo 
.iteanifihip.s  for  Canadian  Government 
.Merchant   Marine:  — 

Sept.  4.  .S..S.  Canadian  Mariner;  Marine 
Department  cimtracl  21;  builder's  yard 
no.  1;  approximately  .'t,.'tilO  d.w.  tons. 
Halifax   Shipyards   Ltd.,  Halifax.  .\.S. 

Sept.  20.  S..-I.  Canadian  Forester;  .Ma- 
rine ne|>artnient  contract  lt>;  buililer's 
yard  no.  8;  approximately  .5,100  d.w. 
tons.  Tidewater  Shipbuilders  Ltd.,  Three 
Rivers,  Que. 

Delivery  of  Steamxhip.H. — In  addition 
til  the  steamships  mentioned  in  Canadian 
Railway  and  Marine  World  previously, 
the  following  delivery  has  been  made:  — 

Au>r.  2.'>,  s.s.  Canadian  Victor;  Marine 
Department  contract  .">0;  builder's  yard 
no.  77;  approximately  8,:{90  d.w.  tons, 
Canadian  Vickers  Ltd.,  Montreal.  This 
.ship  sailed  from  Montreal,  Sept.  2,  with 
jreneral   carfjo,  for   Liverpool. 

Officers  of  Steamship.^i. — The  following 
officers  have  been  appointed  to  Canadian 
Government  Merchant  Marine  steamships 
since  those  mentioned  in  our  last  issue: 

Masters. — Canadian  Adventurer,  Capt. 
C.  S.  Hill,  vice  Capt.  W.  Wyman,  trans- 
ferred; Canadian  Conqueror,  Capt.  H.  E. 
Webb,  formerly  on  Canadian  Seijmeur; 
Canadian  Pioneer,  Capt.  M.  Robertson, 
vice  Capt.  T.  R.  Coffin,  transferred;  Can- 
adian Runner,  Capt.  W.  Wyman,  form- 
erly on  Canadian  Adventurer;  Canadian 
Seig-neur.  ("apt.  J.  E.  Faulkner,  formerly 
on  Canadian  Trapper,  vice  Capt.  H.  E. 
Webb,  transferred;  Canadian  Trapper, 
Capt.  J.  D.  MacKenzie,  vice  Capt.  J.  E. 
Faulkner,  transferred;  Canadian  Victor, 
Capt.  T.  E.  Coffin,  formerly  on  Canadian 
Pioneer;  Canadian  Winner,  Capt.  W. 
Wingate. 

Engineers.  —  Canailian  Carrier,  W. 
Fotheringham;  Canadian  Farmer,  R.  H. 
Murphy;  Canadian  Fisher,  T.  J.  S.  Ray; 
Canadian  Mariner,  S.  Evans;  Canadian 
Observer,  F.  Stanley;  Canadian  Planter. 
W.  O.  Beavers;  Canadian  Raider,  T. 
Frascr;  Canadian  Recruit,  G.  Stephen; 
Canadian  Runner,  C.  Thompson;  Cana- 
dian Sealer,  .1.  Iloey;  Canadian  Squat- 
tor,  W.  Cunningham;  Canadian  Voy- 
ai;cur,  R.  Cook;  Canadian  Warrior,  John 
Prysz. 

Ontario  Freight  Office. — A  Canadian 
Government  Merchant  Marine  office  has 
been  opened  at  the  corner  of  King  and 
Toronto  St.s.,  Toronto,  in  the  room  occu- 
pied formerly  by  the  C.N.R.  ticket  office. 
It  is  in  charge  of  F.  G.  Wood,  General 
Ontario  Freight  Agent. 

Appointment  of  Officials. — ,1.  P.  Doher- 
ty,  heretofore  Port  At:<nt,  C.G.M.M.,  at 
St.  John.  N.H.,  is  reported  to  have  been 
appointed  Assistant  General  Freight 
Aeent,  at  Montreal,  and  llnrold  E.  Kane, 
heretofore  his  a.i.Histant  at  St.  John,  is 
reported  to  have  been  appointed  Port 
Agent  there. 


wet    Indiiin    KrprrnrnlalivrH.    —   The 

fiillowinir  representatives  have  been  ap- 
pointeil  for  Canadian  Government  Mer- 
chant .Marine  and  Cannilian  National 
Rys..:  Bridtfetown,  Barbados,  Gardner 
.\ustin  &  Co.;  (Jeortfetown,  I)emerara, 
Sandlwch,  Parker  Si  Co.;  Kingston,  Ja- 
maica, .lamaica  Shipping  &  Tradmg  Co.; 
Trinidail,  Geo.   F.  Iluirginii  &  Co. 

EaMt  Indian  Service. — Canadian  Gov- 
ernment Merchant  Marine  bus  made  an 
arrongement  with  the  British  India  Steam 
Navigation  Co.  under  which  (^anadian 
(iovernment  .Merchant  .Marine  and  the 
British  India  Steam  Navi);ation  Co.  will 
each  have  an  ei|ual  number  of  the  latest 
steel  carKo  steanL^hips  in  joint  service 
between  eastern  Canadian  ports  and  In- 
dia, the  Straits  Settlements  and  Java. 
During  St.  Lawrence  navigation,  Mont- 
real will  be  the  Canadian  port  and  dur- 
ing the  wintwr  this  tratlic  is  to  be  handleii 
through  Halifax,  N.S..  and  St.  John,  N. 
B.     The  agents  of  the  British  India  S.  N. 


Dominion  Marine  Association. 

Prnidrnt.  A.  E.  Mmthrws,  MinasinK  Di- 
r#clor.  Mathewt  Steanuhip  Co..  Toronto. 

Fint  Vic»  Praldrnt.  H.  W.  Cowan.  Di- 
rector of  Operation.  Canada  St«aliuh{p 
Lines.    Montreal. 

Second    Vic 

President.      S 
Montreal. 


President.   A.   A.   Larocque. 
icennes  -  McNaughton     Lint. 


Eiecutive  Committee.  W.  E.  Barke.  Can- 
aila  Su-amship  Lines.  Montreal ;  T.  R.  En- 
derby,  Montn-nl  Transportation  Co..  Mont- 
real ;  L.  Henderson.  Montreal  Transporta- 
tion Co..  Mnntn'nl  :  W.  J.  McComiBclt.  Al- 
Roma  Central  Steamihip  Line.  Sault  Ste. 
Marie.  Ont.  :  G,  J.  Madden.  Georxe  Hall 
Coal  Co.  of  Canada.  Montreal  ;  E.  W.  Oliver. 
Niagara.  St.  Catharines  A  Toronto  Navi- 
Kation  Co..  Toronto :  W.  H.  Smith.  OnUno 
Car  Ferry  Co.,  Montreal :  J.  F.  Sowards. 
Sowards  Coal  Co..  Kingslon.  Ont:  J.  F. 
M.  Stewart,  Point  Anne  Quarries  Ltd., 
Toronto;  Jno.  Waller.  Keystone  Transpor- 
tation Co..  Montreal:  Lome  C.  Weljster. 
WetMter  Steamship  Co.,  Montreal :  J. 
Wilkie.  Imperial  Oil  Ltd.,  Toronto:  A.  A. 
Wricht,    honorary   meml>er,   Toronto. 

Kingr,    M.A., 


Official    Orcan.    Canadian    Railway    and 
larine   World.   Toronto. 


Co.  will  handle  Canadian  Government 
.Merchant  Marine  ships  in  the  far  east 
and  will  secure  cargoes  for  the  return 
voyages  to  Canada,  and  the  British  India 
S.  N.  Co.  ships  will  be  handled  in  Cana- 
dian ports  by  Canadian  Government  Mer- 
chant Marine.  Traffic  beyond  Canadian 
seaports  to  interior  points  in  Canada  will 
be  handled  over  the  Canadian  National 
Rys.  When  the  Canadion  Government 
.Merchant  Marine  places  ships  in  service 
from  Vancouver  to  India,  the  Straits  Set- 
tlements ond  Java,  the  agents  of  the 
British  India  S.  N.  Co.s  atrent  will  handle 
these  ships  as  well.  The  C.G.M.M.  s.s. 
Canadian  Pioneer  sailed  from  Montreal 
for  British  India,  Java,  and  the  Sti-aits 
Settlements  on  Sept.  11,  and  the  British 
India  S.  N.  Co.'s  s.s.  Boyne  is  scheduled 
to  sail  from  Montreal  about  the  end  of 
October. 

Oriental  Service.  —  Canadian  Govern- 
ment Merchant  Marine  has  made  an  ar- 
rangement with  Alfred  Holt  &  Co.,  of 
the  Blue  Funnel  Line,  of  Liverpool,  Eng., 
for  the  establishment  of  a  joint  steam- 
ship   service    between    Vancouver,    B.C., 


nod  the  Orient,  each  company  having  a 
like  number  of  ships  for  joint  »ervice. 
Both  companies  will  Ik*  represented  in 
the  Orient  by  Alfred  Holt  &  Co.'*  agents, 
Buttertield,  Swire  &  Co.,  who  have  of- 
lices  in  all  important  places  in  China  and 
.lapan,  and  who  will  also  act  as  agents 
for  both  Canadian  Government  .Merchant 
Marine  and  Canadian  National  Rys. 

The  H.H.  Canadian  Recruit,  which,  as 
stated  in  our  last  issue,  is  bcinK  repaired 
by  Eraser  Brace  Shipyards  Ltd.,  .Mont- 
real, after  having  I)een  wrecked  on  Vache 
Reef,  at  the  mouth  of  the  Saguenay  Riv- 
er, Dec.  20,  l!)iy,  will,  we  are  advi.sed,  be 
completed  ready  for  loading  at  Monreal, 
bef<ire  the  close  of  St.  Lawrence  navi- 
gation. The  work  in  progress  covers 
complete  overhaul  and  renewal  where 
necessary.  Practically  the  whole  of  the 
bottom  plating,  floors,  etc.,  and  a  con- 
siderable portion  of  the  side  plating,  will 
be  replaced,  and  new  deck  winches,  der- 
ricks and  gear  will  be  supplied.  The  ac- 
c DUimodation  for  passengers  and  the  of- 
liiers  and  crew  will  be  practically  re- 
newed. A  complete  new  cast  steel  stem 
post  and  rudder  will  be  fitted,  and  the 
main  engines,  boilers,  propellers,  shaft- 
injr  and  auxiliaries  will  be  thoroughly 
overhauled.      The   work   will    cost   about 

?:;oo,ooo. 

Brili.sh     American     Shipbuilding     Co.. 

Welland,  Ont. — The  two  sections  of  the 
.■^.s.  Canadian  Squatter;  Marine  Depart- 
ment contract  4n;  builder's  yard  no.  5; 
approximately  4,.i7.T  d.w.  tons,  which 
were  launched  on  July  20  and  26  respec- 
tively, left  Welland,  on  Sept.  18,  in  tow, 
for  Montreal,  where  they  will  be  joined 
together  at  Canadian  Viekers  Ltd.  pant. 

Canadian  Viekers  Ltd.,  Montreal,  de- 
livered the  steel  cargo  steamship  Cana- 
ilian Victor;  Marine  Department  contract 
."lO;  builder's  yard  no.  77;  approximately 
>i,;!l)0  d.w.  tons,  to  the  Marine  Depart- 
ment. She  was  transferred  to  Canadian 
Government  Merchant  Marine,  Aug.  25, 
loadeil  with  general  carro,  and  sailed, 
Sept.  2,  for  Liverpool. 

"The  Dominion  Shipbuilding  &  Repair 
Co.  Ltd.,  Toronto,  when  it  assigned,  on 
July  'll.  had  under  construction,  for 
Canadian  Government  Merchant  Marine, 
two  steel  cargo  steamships,  Canadian 
Pathfinder  and  Canadian  i-ngineer.  Mar- 
ine Department  contracts  48  and  4S>; 
builder's  yard  nos.  10  and  11;  each  ap- 
proximately 3,.500  d.w.  tons.  They  were 
both  in  frame,  awaiting  shell  plates,  be- 
fore further  erections  of  the  hulls  could 
be  proceeded  with.  The  interim  liquida- 
tor. Osier  Wade,  has  intimated  to  the 
Marine  Department  his  willingness  to  co- 
operate, so  that  the  loss  sustained  by  the 
Government  may  be  reduced  to  the  mini- 
mum, either  by  the  liquidator  continuing 
the  work,  on  a  cost  plus  basis,  or  by  per- 
mitting the  Government  to  proceed  itself. 

Halifax  Shipyards  Ltd..  Halifax.  N'.S.. 
launched  the  s.s.  Canadian  Mariner;  Ma- 
rine Department  contract  21;  builder's 
yard  no.  1 ;  approximately  8,390  d.w.  tons, 
Sej)t.  4,  the  christening  being  performed 
by  Mrs.  R.  M.  Wolvin,  wife  of  the  build- 
inti  company's  Vice  President  and  Man- 
apinsr  Director.  This  ship  is  the  first 
steel  cargo  steamship  to  be  built  at  Hali- 
fax. The  keel  was  laid  Feb.  24.  1919, 
but  there  was  considerable  delay  in  con- 
struction owing  chiefly  to  the  shortage  of 
steel  plates. 

Halifax  Shipyards  Ltd.,  expects  to 
launch  the  steel  cargo  steamship  Cana- 
dian Explorer;   Marine  Department  con- 


October,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


567 


tract  22;  builded's  yard  no.  2;  approxi- 
mately 8,390  d.w.  tons,  for  Canadian  Gov- 
ernment Merchant  Marine  early  in  De- 
cember. 

Midland  Shipbuilding  Co.,  Midland, 
Ont.,  which  is  building  the  steel  cargo 
steamship  Canadian  Logger;  Marine  De- 
partment contract  r)4;  builder's  yard  no. 
10;  approximately  ;i,SllO  d.w.  tons,  for 
Canadian  Government  Merchant  Marine, 
the  keel  of  which  was  laid  June  9,  ad- 
vised Canadian  Railway  and  Marine 
World,  Sept.  15,  that  the  date  of  launch- 
ing was  very  indefinite,  as  it  still  had  to 
get  625  tons  of  steel  plate  from  Nova 
Scotia  and  had  no  assurance  as  to  when 
it  would  be  received.  This  material  was 
to  have  been  delivered  at  Midland  by  the 
middle  of  April. 

Prince  Rupert  Drydock  &  Engineering 
Co.,  Prince  Rupert  B.C.,  which  is  build- 
ing two  steel  cargo  steamships  for  Cana- 
dian Government  Merchant  Marine,  viz., 
Canadian  Reaper  and  Canadian  Thrash- 
er; Marine  Department  contracts  42  and 
43;  builder's  yard  nos.  1  and  1;  each  ap- 
proximately 8,390  d.w.  tons,  advised  Can- 
adian Railway  and  Marine  World,  Sept. 
10,  that  Canadian  Reaper  would  prob- 
ably be  launched  early  in  November  and 
Canadian  Thrasher  about  a  month  later. 

Tidewater  Shipbuilders  Ltd.,  Three 
Rivers,  Que.,  launched  the  steel  cargo 
steamship  Canadian  Forester;  Marine 
Department  contract  16;  builder's  yard 
no.  8;  approximately  5,100  d.w.  tons;  for 
Canadian  Government  Merchant  Marine 
Ltd.,  Sept.  20. 


Mainly  About  Marine  People. 


United  States  Shipping  and  Ship- 
building Notes. 


The  U.S.  Shipping  Board  has  author- 
ized American  Shipbuilding  Co.  to  sell 
10  steel  steamships  of  approximately 
3,700  d.w.  tons  each,  for  transfer  to  for- 
eign registry.  The  Board  stated  it  had 
been  informed  that  the  company  would 
receive  about  $662,700  each  for  the  ships, 
which  approximates  $171  a  d.w.  ton. 

President  Wilson  has  refused  to  notify 
foreign  governments  of  the  intention  to 
abrogate  commercial  treaties,  under  the 
section  of  the  Merchant  Marine  Act, 
which  was  designed  to  terminate  treaties 
which  prevent  the  imposition  of  discrim- 
inating duties  on  imports  can-ied  in  for- 
eign ships  and  discriminatory  tonnage 
dues  on  foreign  ships. 

The  U.S.  Shipping  Board  offered  for 
sale  recently,  1,200  steel  steamships,  to 
private  interests,  at  a  fixed  scale  of 
prices,  but  failed  to  obtain  any  bids.  It 
is  now  reported  that  about  100  ships  will 
be  selected  and  bids  invited  for  them, 
the  Board  reserving  the  right  to  reject 
any  bids.  It  is  stated  by  some  U.S.  ship- 
owners that  the  Board  will  have  no  diffi- 
culty in  selling  the  ships,  provided  that 
it  is  willing  to  accept  their  value,  but 
this,  it  is  admitted,  would  involve  a  loss 
of  over  $1,000,000,000,  basing  the  cost 
on   $220  a   ton. 


The  s.s.  American,  registered  in  the 
name  of  the  Jamaica  Steamship  Co., 
Kingston,  Jamaica,  was  offered  for  sale 
by  public  auction  towards  the  end  of 
September  by  the  sheriff  at  Halifax,  N. 
S.,  in  connection  with  the  claim  of  I.  H. 
Mathers  &  Son,  against  the  owners  for 
wages  and  disbursements.  She  was  built 
at  Middlesbrough,  Eng.,  in  1890,  and  is 
screw  driven  by  engine  of  110  h.p.,  and 
has  the  following  dimensions, — length 
194.9  ft.,  breadth  25.7  ft.,  depth  20.7  ft.; 
tonnage,  971  gross,  588  net. 


Hon.  C.  C.  Ballantyne,  Minister  of  Ma- 
rine and  Fisheries  and  of  Naval  Service, 
has  been  elected  an  honorary  vice  presi- 
dent of  the  Meighen  Club,  which  has  been 
established  in  Montreal  for  political  pur- 
poses. Senator  Lome  C.  Webster,  Pre- 
sident Webster  Steamship  Co.,  etc.,  has 
been  elected  an  honorary  counsellor  of 
the  club. 

G.  M.  Bosworth,  Chairman,  Canadian 
Pacific  Ocean  Services,  and  Mrs.  Bos- 
worth, will  leave  Montreal  early  in  Oc- 
tober for  a  visit  to  Virginia  Hot  Springs. 

IJeut.  Commander  C.  P.  Edward.s,  Gen- 
era! Superintendent,  Radiotelegraph 
Branch.  Naval  Service  Department,  Ot- 
tawa, has  been  made  an  officer  of  the 
order  of  the  British  Empire,  as  a  reward 
for  war  services. 

E.  H.  James,  who  has  been  appointed 
Resident   Engineer,  for  the  construction 


Horace  Bruce  Smith, 

President.    Northern    Navigation    Co.,    CoUingwood 

Shipbuilding  Co..  Davie  Shipbuilding  &   Repairing 

Co.,  Halifax  Shipyards,  Ltd..  etc. 

of  the  Ballantyne  pier,  Vancouver,  B.C., 
was,  prior  to  the  war,  engaged  in  harbor 
and  dock  construction  in  eastern  Canada, 
and  since  then  has  been  engaged  in  con- 
nection with  the  litigation  re  the  expro- 
priation of  the  Halifax  Graving  Dock 
Co.'s  property.  He  served  with  the  Can- 
adian Engineers  during  the  war  and  had 
four  years  active  service  in  France,  and 
at  the  signing  of  the  aniiistice  was  As- 
sistant Bridge  Engineer  at  General  Head- 
quarters,  Royal   Engineers. 

Alex.  Johnston,  Deputy  Minister  of 
Marine  and  Fisheries,  will,  it  is  report- 
ed, resign  shortly  to  enter  the  British 
Empire   Steel   Corporation's   service. 

J.  B.  McAndrew,  formerly  on  active 
sei'vice  overseas,  has  been  appointed 
Structural  Engineer,  Welland  Ship  Canal, 
at  an  initial  salary  of  $2,700  a  year. 

Miss  Mabel  Robb,  daughter  of  Thos. 
Robb,  Manager,  Shipping  Federation  of 
Canada,  was  married  at  Montreal  Sept. 
22  to  G.  W.  Blaicklock. 

Horace  Bruce  Smith,  who  has  been  Pre- 


sident of  tlie  (.'oUingwood  Shipbuilding 
Co.  for  some  years,  has  recently  also  been 
elected  President  of  Davie  Shipbuilding 
&  Repairing  Co.,  Lauzon,  Que.,  and  of 
Halifax  Shipyards  Ltd.,  Halifax,  N.S. 
The  three  shipbuilding  companies  men- 
tioned are  to  be  included  in  the  British 
Empire  Steel  Corporation  merger.  Mr. 
Smith  was  born  in  Owen  Sound,  Ont., 
and  practiced  law  there  until  1889,  when 
he  went  into  business,  becoming  prin- 
cipally interested  in  the  North  American 
Bent  Chair  Co.  He  is  also  President  of 
the  Northern  Navigation  Co.  of  Ontario, 
North  American  Furniture  Co.,  Owen 
Sound  Chair  Co.,  Steam  Navigation  Co. 
uf  Canada,  Vice  President,  Kilburn  Co., 
and  a  director  of  Canada  Steamship 
Lines,  Dominion  Steel  Corporation,  and 
several  other  companies.  Ho  reinoved 
from  Owen  Sound  recently,  and  is  living 
in   Toronto. 

Richard  Welsford  is  reported  to  have 
been  appointed  Resident  Managing  Di- 
rector, Union  Steamship  Co.  of  British 
Columbia,  Ltd.,  Vancouver,  succeeding 
the  late  E.  H.  Beazlev.  He  is  a  son  of 
J.  H.  Welsford,  of  J.  H.  W'elsford  &  Co., 
Liverpool,  Eng.,  which  controls  the  Un- 
ion Steamship  Co.  of  British  Columbia. 
It  is  stated  that  he  will  enter  upon  his 
new  duties  Jan.  1,  1921.  He  was  in  Van- 
couver during  August  and  returned  to 
England   early    in    September. 


Coal  Exportation  and  the  s.s.  Lydia. — 

.\n  interesting  case  developed  recently 
following  on  the  Board  of  Railway  Com- 
missioners order  respecting  the  exporta- 
tion of  coal  from  Canada.  The  s.s.  Lydia, 
at  the  time  the  order  was  issued,  was 
loading  4,500  tons  of  coal  at  Port  Hast- 
ings, N.S.,  and  it  was  stated  that  the 
coal  was  for  a  U.S.  port,  and  thus  was 
not  affected  by  the  order.  Suspicions 
were  aroused  as  to  the  actual  destina- 
tion of  the  coal,  which  was  stated  to  be 
a  European  port,  the  coall  of  the  ship  at 
New  York  being  alleged  to  be  merely  a 
subterfuge.  The  Board  of  Railway  Com- 
missioners therefore  ordered  the  deten- 
tion of  the  ship  and  it  was  ultimately  ad- 
mitted that  the  coal  was  intended  for  a 
European  port.  It  was  announced  Sept. 
10  that  the  ship  had  been  released,  after 
having  deposited  $10,000  as  a  bond  that 
the  coal  was  to  be  sold  and  delivered  to 
a  Canadian  or  Newfoundland  port,  or 
discharged  and  consumed  in  a  U.S.  port. 
A  report  from  Sydney,  N.S.,  Sept.  12, 
stated  that  the  Lydia  ran  ashore  at  Bear 
Head,  in  the  Strait  of  Canso,  Sept.  10, 
while  bound  for  a  foreign  port  with  coal 
from  Port  Hastings.  She  released  her- 
self the  following  day,  with  apparently 
no  damage,  and  proceeded  on  her  voyage. 

Strike  of  Steamship  Employes  on  Great 
Lakes. — A  strike  of  seamen  engaged  on 
Great  Lakes  steamships  took  place  Sept. 
16,  for  an  increase  of  209f  in  wages  and 
some  changes  in  working  conditions.  On 
Sept.  17,  the  C.P.k.  announced  that  its 
steamship  service  between  Port  McNicoll, 
Owen  Sound  and  Fort  William  was  can- 
celled for  the  remainder  of  the  season 
on  account  of  the  strike. 

The  other  companies  operating  on  the 
Great  Lakes  had  their  service  interfered 
with  more  or  less.  After  some  negotia- 
tions, the  men,  it  was  reported  Sept.  24, 
accepted  an  increase  of  $10  a  month,  and 
resumed  work.  The  C.P.R.  service  was 
not  resumed,  the  order  cancelling  it  for 
the  balance  of  the  season  remaining  ef- 
fective. 


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October,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


569 


Atlantic  and  Pacific  Ocean. 


The  schooner  Clarence  A.  Moulton, 
from  Cape  Breton  for  Nantes,  France, 
was  reported,  Sept.  13,  to  have  been 
burned  at  sea,  the  crew  having  been 
saved. 

Furness  Withy  &  Co.  have  advised  us 
that  they  have  not  bought  the  s.s.  Royal 
George  from  the  Cunard  Steamship  Co., 
as  reported  in  a  press  dispatch  mention- 
ed in  our  last  is.sue. 

The  schooner  Maid  of  Brazil,  which 
.sailed  from  Capo  Breton  recently  with 
coal,  was  reported  to  have  put  into  Cher- 
bourg, France,  Sept.  13,  with  fire  in  her 
cargo.     She  was  bound  for  Rotterdam. 

Canadian  Pacific  Ocean  Services'  s.s. 
Tunisian,  which  was  damaged  in  a  colli- 
sion with  Manchester  Liner's  s.s.  Man- 
chester Division,  in  the  River  St.  Law- 
rence, near  Quebec,  Aug.  8,  has  been  re- 
paired, and  returned  to  service,  Sept.  17. 

Canadian  Pacific  Ocean  Services'  s.s. 
Empress  of  Britain  arrived  at  Quebec, 
Sept.  8,  on  her  maiden  trip,  after  having 
been  reconditioned  and  refitted  on  the 
conclusion  of  her  war  service.  As  stated 
in  a  previous  issue,  she  has  been  changed 
to  burn  fuel  oil,  and  is  thus  the  first  oil 
burning  passenger  steamship  to  come  up 
the  St.  Lawrence.  The  voyage  from 
Liverpool  to  Quebec  was  made  in  5  days, 
22  hr.,  20  min.,  an  average  speed  of  18.5 
knots  an  hour.  She  brought  1,282  pas- 
sengers. 

White  Star-Dominion  Line's  s.s.  Re- 
gina,  which  is  under  construction  at  Bel- 
fast, Ireland,  is  expected  to  be  ready  to 
reopen  that  company's  St.  Lawi-ence  sea- 
son in  May,  1921.  She  is  of  the  single 
cabin  type,  approximately  16,000  tons. 
.■V  sister  ship,  the  s.s.  Calgary,  is  also 
under  construction  at  Belfast,  and  is  ex- 
pected to  be  ready  for  sen-ice  during 
1921.  The  company's  s.s.  Rimouski,  which 
was  used  for  ti-ansport  purposes  during 
the  war,  and  afterwards  as  a  cargo  ship, 
is  being  fitted  up  at  Belfast  for  passen- 
ger service. 

The  Admiralty  Court  at  Halifax,  N.S., 
delivered  judgment  Aug.  27  in  the  case 
of  the  Nova  Scotia  schooner  Frances  A. 
against  the  Ulster  Steamship  Co.'s  s.s. 
Downshire  Head  for  damages  for  the 
sinking  of  the  schooner  in  collision  off 
Yarmouth,  N.S.,  in  1919.  The  judgment 
awarded  $21,681  to  the  owner  of  the 
schooner  and  a  similar  amount  to  the 
widow  of  the  captain,  who  was  drowned 
in  the  collision.  The  balance  of  $70,000, 
which  was  the  total  of  the  damages,  is 
being  paid  as  compensation  to  relatives 
and  other  members  of  the  crew  who 
lost  their  lives  and  to  survivors  for  the 
loss  of  their  effects. 

Canadian  Robert  Dollar  Co.  has  issued 
a  schedule  of  its  steamship  sailings  for 
the  winter  of  1920-21,  from  New  York, 
Vancouver,  Karatsu,  Shanghai,  Hong 
Kong  and  Singapore,  for  the  steamships 
Grace  Dollar,  M.  S.  Dollar.  Melville  Dol- 
lar, Harold  Dollar,  Bessie  Dollar  and 
Esther  Dollar.  The  last  named  ship  was 
purchased  in  Gieat  Britain  recently,  and 
was  formerly  named  Parisian.  She  is 
being  operated  on  the  company's  general 
route  between  New  York  and  the  Orient, 
via  the  Panama  Canal  and  Vancouver, 
B.C.  The  dimensions  of  the  Esther  Dol- 
lar are,— length  483'2  ft.,  beam  .")7  ft., 
tonnage  7,.'i48  gross,  4,648  net,  11,544 
deadweight.  She  has  a  speed  of  11  knots 
an  hour,  with  a  cubic  capacity  of  707,- 
.".28  tu.  ft.,  and  fuel  capacity  of  13,400 
barrels  of  oil.  She  is  fitted  with  Marconi 
wii'eless   telegraph   equipment. 


Maritime  Provinces  and  Newfound- 
land. 


The  Lunenburg-  schooner  Charles  A. 
Ritcey,  while  bound  from  France  to  Lun- 
enburg, struck  on  Rose  Point,  near  the 
entrance  to  Lunenburg  harbor,  Sept.  14, 
and  sank,  the  captain  being  drowned. 

The  s.s.  Sebastapool  is  to  be  placed  on 
the  Newfoundland  northwest  coast  route, 
replacing  the  s.s.  Meigle.  It  is  announced 
that  the  Newfoundland  Government  will 
place  a  second  steamship  on  the  same 
route  during  October. 

A  St.  John,  N.B.,  press  report  states 
that  a  contract  for  dredging  the  deep 
water  berths  at  West  St.  John,  approxi- 
mately 22,100  cu.  ft.,  scow  measure,  of 
sand,  gravel  and  clay,  has  been  awarded 
to  J.  A.  Gregory,  West  St.  John,  at  32c. 
a  cu.  ft. 

The  Dominion  Government  s.s.  Aran- 
more,  which  w-ent  ashore  on  the  west 
coast  of  Newfoundland  in  Dec,  1919, 
while  on  her  way  to  lighthouse  stations 
along  the  coast,  with  supplies,  has  been 
refloated.  She  was  released  by  her  own 
power,  and  proceeded,  under  her  own 
steam,   to   Quebec. 

The  schooner  Mary  L.  Oxner,  200  tons 
register,  which  w-as  launched  by  Chester 
Basin  Shipbuilding  Co.,  Chester  Basin, 
N.S.,  at  the  end  of  June,  for  W.  Duff, 
M.P.,  Lunenburg,  N.S.,  and  which  sailed 
from  Lunenburg  for  St.  John's,  Nfld., 
July  29,  was  wrecked  and  became  a  total 
loss  at  Silver  Cays,  Sept.  13. 

The  suction  dredge  Toronto,  which  was 
towed  from  Norfolk,  Va.,  for  use  in  the 
Courtenay  Bay  development  work,  and 
which  arrived  at  St.  John,  N.B.,  Aug.  4, 
as  stated  in  Canadian  Railway  and  Ma- 
rine World  for  September,  was  built  in 
Toronto  by  Poison  Iron  Works,  and  was 
bought  recently  by  the  St.  John  Dry- 
dock  &  Shipbuilding  Co.  from  the  Cana- 
dian Stewart  Co. 

The  Nova  Scotia  Registrar  of  Joint 
Stock  Companies  has  given  notice  that 
he  has  revoked  the  registration  of  the 
following  companies,  at  their  own  re- 
quest:— Colchester  Steamship  Co.,  Stella 
Maris  Steamship  Co..  Argus  Steamship 
Co.,  McKenzie  Shipping  Co.,  Yarmouth 
Shipbuilding  Co.,  Schooner  Lavonia  Ltd., 
Relw-ood  Shipping  Corporation.  Inverness 
Barging  Co.,  Westport  Shipbuilding  Co., 
Overseas  Shipping  Co.,  Hero  Steamship 
Co.,  St.  Lawi-ence  Shipping  Co.,  Halifax- 
Le  Have  Steam  Packet  Co.,  Margaree 
Coal  &   Ry.  Co.,  Pontiac  Steamship  Co., 


Noel  Shipbuilding  &  Transportation  Co., 
Magdalen  Island  Steamship  Co.,  Mer- 
chants Transportation  Co.,  Fowler  Head 
Shipbuilding  Co.,  Halifax  Graving  Dock 
Co.,  Falmouth  Shipbuilding  &  Transpor- 
tation Co. 


Province  of  Quebec  Marine. 

An  order  in  council  has  been  passed 
approving  regulations  for  ferry  service 
across  the  Ottawa  River  between  Sand 
Point,  Ont.,  and  Norway  Bay,  Que.  The 
passenger  fare  each  way  is  fixed  at  25c., 
and  for  automobiles  with  chauffeur  each 
way  $1.25. 

The  River  St.  Lawrence,  which  has 
been  exceptionally  low  all  summer,  is  re- 
ported from  Montreal  to  have  reached 
the  lowest  level  in  four  years  on  Sept. 
25,  when  the  33  ft.  channel  gauge  indi- 
cated a  depth  of  28  ft.  11  in.,  a  drop  of 
4  ft.  1  in. 

The  construction  of  shed  19  on  Vic- 
toria pier,  Montreal,  which  commenced 
Aug.  18,  is  proceeding  rapidly,  and  it  is 
expected  that  the  shed  will  be  completed 
and  ready  for  use  early  in  October.  It  is 
;m)0  by  100  ft.,  2  stories  high,  with  a  floor 
load  on  the  first  story  of  600  lb.  a  sq.  ft., 
and  it  has  a  flat  roof,  for  cargo  purposes, 
with  a  floor  load  of  250  lb.  a  sq.  ft.  It 
is  one  of  three  sheds,  nos.  17,  18  and  19, 
under  construction.  The  first  two,  al- 
though not  yet  finished,  have  been  used 
during   this  year. 


Ontario  and  the  Great  Lakes. 


The  British  Construction  Co.,  which 
planned  to  build  a  drydock  at  Sault  Ste. 
Marie,  has  abandoned  the  project,  and 
has  asked  for  a  refund  of  the  $25,000 
which  it  deposited  with  the  city  as  a 
guarantee. 

Works  is  proceeding  on  the  reconstruc- 
tion of  the  pier  at  Cobourg,  Ont.,  the  old 
wooden  pier  being  removed  and  replaced 
by  a  concrete  one.  W.  B.  Russell,  To- 
ronto, and  H.  Croft,  Cobourg,  are  the  con- 
tractors. 

An  Owen  Sound  press  report  states 
work  will  be  commenced  almost  immedi- 
ately on  a  dock  on  the  east  side  of  the 
harbor,  the  dock  to  be  of  concrete,  ap- 
proximately 1,000  ft.  long,  and  that  the 
contract  has  been  let  to  contractors  at 
Peterborough  for  approximately  $89,700. 

The  London  Railway  Commission  is 
reported  to  be  considering  the  possibil- 


Sault  Ste.  Marie  Canals  Traffic. 


ice  passed  throuirh  the  Sault  Ste.  .Ma 


Articlea 

Lumber    

Klour    

Wheat     

Grain,  other  than  wheat.. 
Copper    


PiK    Iron    , 

Stone     

General    MerehandUe    ]| 

Passengers    " 

Coal,    soft    Westbound 

Coal,    hard   '" 


Manufactured  Iron  and  Steel.. 
Salt    

Stone    ". 

General  Merchandise  „ — .... 

Passengers    


Vessel     Passages    

Registered   Tonnage 
Freight — Eaatbound 
Westboand 
Total    Freight    


It  ste.  Marie 

■  Canals  durintr 
Canadian 

August,   1920 

Canal 

U.S.  Canal 

ToUl 

M.      ft.      I!. 

M.            2,380 

38,869 

41.249 

llHirels 

168.781 

869.440 

1.038,221 

3.381. .'•>7.'i 

4.130,93.1 

7.512,510 

Bushels 

994.000 

1,821.909 

2,315,909 

3.736 

8.27.1 

12.011 

171.086 

8.613,73.5 

8,784.821 

short  tons 

7.3.10 

3.200 

10.550 

1.337 

.-,.60S 

6,945 

Number 

7.949 

4.739 

12.688 

31,846 

2. .101.768 

2.533.614 

341.690 
24,640 
6.293 

341.690 

^.          .      ', 

24.640 

1.021 

7.314 

1,799 

14. .193 

60,266 

60,256 

89.913 
36.372 

89,913 

38,028 

73,400 

Number 

8,323 

5,093 

13,416 

Numb-i- 

717 

2,199 

2,916 

714,998 

7.731.024 

8.446.022 

332,903 

8.946.168 

9.278,071 

72.694 

3.074,62.1 

3.147.219 

Short  tons 

40.1.597 

12.019,693 

12,425,290 

R70 


CANADIAN  UAILWAV  AND  MAUINK  WOKI.D 


Ortoher.    1<«20. 


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11    "Imniiihip    mTk'lcr 
:  Winiliior,  Ont.. 
.  N.Y.,  in  con- 
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il  i:>.     It  in  iiUto<l  thnt 

M  t  nnil  iwnKpnKtT  «it- 

N,  ;.rf.l. 

The  t.S.  l-nk.-  Suncy  report*  thf 
xliiKoo  of  thi<  Ctrrnt  Ijikcn  for  AubusI,  in 
fwt  abovo  ni''i>'  ""  l-^'l.  a»  fullowx:-  - 
Superior,   <W:'  -i    «n<l    Huron, 

Wtl.OI;    St.    <  Krie.    r.TJ.t'..'.; 

Onl«rio,  24r>.r.^    , :  with  thr  nvrr- 

■irv  Auinisl  ntBKP!"  f"r  thr  pn!>t  10  years, 
Sum-rior  uan  0..'tS  ft.  above;  Mirhijrnn 
•ncl  Huron  0.1.')  ft.  above;  Eric  the  same, 
anil  OnUrio  0.92  ft.  below. 

The  ».».  Keyntorni,  which  wan  owned 
by  Keystone  Trnnsportntion  Co.,  which 
wa.H  wrecked  and  sank  in  deep  water  off 
Grenadier  Island,  near  HriH-kvillc,  in  19i:{, 
and  which  wb.«  alwndoned  to  the  under- 
writers, will  not  be  raised  this  year. 
NunuTou."  nttenipt.s  have  been  made  to 
salvage  her,  but  without  success.  Her 
rartro  of  coal  was  removed  last  year,  and 
It  has  btH-n  deemed  impracticable  to  pro- 
ceed further  with  the  recoveo'  of  the 
wreck  this  year. 

The  s.s.  Alfrona,  owned  by  W.  W. 
("line,  Masscna,  N.Y.,  and  operated  for 
some  years  between  OKdensburc  and 
down  river  points  in  the  passcnfter  and 
freight  business,  is  reported  to  have  been 
sold  to  Canadian  parties.  She  was  built 
at  Buffalo,  N.Y.,  in  1880,  and  has  an  oak 
hull  with  the  followinp  dimensions, — 
lenirth  95  ft.,  breadth  18  ft.,  depth  h  ft., 
tonnafre  92  (rross,  6.'}  net.  She  is  equip- 
ped with  Steeple  compound  encine,  with 
cylinders  10  and  18  in.  diar.  by  14  in. 
stroke,  1.50  i.h.p.,  at  150  r.p.m.,  and  sup- 
plied with  steam  by  a  sinirle  firebox  boil- 
er 4 '-a  ft.  diar.  by  10  ft.  lonp  at  i:«  lb. 


Wreck  Commissioners'  Enquiries  and  Judgments. 


British  Columbia  and  Pacific  Coast. 

The  Grand  Trunk  Pacific  Coast  Steam- 
ship Co.  commenced  its  autumn  and  win- 
ter schedule  between  Vancouver,  Prince 
Rupert  and  Queen  Charlotte  Islands, 
with  the  steamships  Prince  Albert  and 
Prince  John,  Sept.  5.  The  s.s.  Prince 
.\lbcrt  is  running  without  schedule  be- 
tween Vancouver  and  Prince  Rupert, 
transacting  such  business  as  may  be  as- 
signed her.  and  arrivintr  at  Prince  Ru- 
pert on  Wednesdays,  to  take  up  her 
schedule  to  Massett  Inlet,  while  the  s.s. 
Prince  John  has  taken  over  the  Stewart- 
Anyox  service. 

The  C.P.R.  s.s.  Princess  Sophia,  which 
was  lost  in  the  Lynn  Canal  at  the  end 
of  1918,  and  attempts  to  salve  which  were 
made  durinjr  the  summer,  has  now  been 
definitely  abandoned,  the  only  result 
achieved  beinc  the  rescuing  of  the  pur- 
ser's safe,  containinK  about  $12,000.  It 
is  stated  that,  from  the  start,  the  pro- 
posal to  salve  the  vessel  was  not  consid- 
ered feasible,  and  Canadian  salvage  com- 
panies had  so  decided,  but  the  opera- 
tions were  undertaken  by  a  Seattle  con- 
cern which  raised  funds  by  public  sub- 
scription. 


Steamship    Macoriw    Corporation    Ltd., 

and  .Steamship  Sak'ua  (Drporntion  Ltd., 
incorporated  recently  under  the  Domin- 
ion Companies  Act,  with  offices  at  Mont- 
real, are  beinK  organized  for  interests 
connected  with  the  Pure  Cane  Molasses 
Co.,  Montreal.  It  is  said  that  the  steam- 
ships Macoris  and  Sairua,  of  U.S.  regis- 
ter, have  been  acquired  for  the  respec- 
tive companies  and  that  they  will  be 
transferred    to   Canadian   register. 


Enquiries    have    been    held    and    judj:- 
mrnts   delivered    tn   connection   with   the 
following  casualtien. 
.ManchpRtrr  Diviition— TuniHian  C'ollinion. 

Held  at  Montn-al,  Aug.  24,  before 
Capt.  I..  A.  Demers,  Dominion  Wrei-k 
Conimijision,  assistetl  by  Capts.  J.  B. 
Henry  and  .M.  H.  Robertson,  as  nautical 
assessors,  into  the  collision  between  Man- 
chester Liners'  s.s.  Manchest<'r  Division 
anil  Canadian  Pacific  Ocean  Services' s.s. 
Tunisian,  near  Morin  shoal,  in  the  River 
St.  Ijiwrence,  on  Aug.  14,  while  the  s.s. 
Manchester  Division  was  at  anchor.  The 
court  found  that  the  s.s.  Manchester  Di- 
vision could  not  be  held  to  blame  for  the 
collision,  but  on  the  contrary  commended 
the  master,  Capt.  P.  Linton,  for  his 
prompt  action  in  slacking  out  the  cable, 
which  allowed  his  ship  to  give  way  at  the 
time  of  the  impact,  thereby  reducing  the 
shock,  and  which  action  impressed  the 
court  most  forcibly  that  master  and  offi- 
cers were  on  the  alert.  The  court  found 
that  the  pilot,  Auguste  Santerre,  of  the 
s.s.  Tunisian,  made  an  excusable  error 
of  judgment  in  not  completing  the  order 
he  gave,  but  that  order  being  at  once 
countermanded  by  the  master,  the  ship 
did  not  have  time  to  evolute  on  the  first 
order.  The  pilot  was  therefore  caution- 
ed. The  court  was  of  the  opinion  that 
the  order,  full  speed  astern,  given  by 
the  master  of  the  s.s.  Tunisian,  Capt.  C. 
W.  Hodder,  was  the  only  possible  order 
in  such  a  situation,  and  in  such  a  short 
space  of  time,  and  therefore  concluded 
that  the  colli.*ion  was  inevitable.  It  sug- 
gested that  while  a  proper  lookout  was 
kept,  meeting  the  requirements  of  ar- 
ticle 29  of  the  Rules  of  the  Road,  per- 
haps a  man  in  the  crow's  nest,  with  one 
on  the  forecastle  deck,  would  have  been 
more  effective,  but  no  fault  was  found 
for  the  two  men  being  in  the  bows.  The 
court  quoted  Marsden,  defining  an  "in- 
evitable accident"  as  used  in  Admiralty 
practice,  as  being  "a  collision  which  oc- 
cures  without  negligence  of  either  ship 
and  which  could  not  be  prevented  by  or- 
dinary care  or  skill."  Ordinary  skill, 
care  and  prudence  were  obser\'ed  on  both 
ships. 

Stranding  of  s.s.  J.  A.  McKee. 
Held  at  Montreal,  Sept.  i:?,  before 
Capt.  L.  A.  Demers,  Dominion  Wreck 
Commissioner,  assisted  by  Capts.  C.  La- 
pierre  and  C.  J.  Stuart,  as  nautical  as- 
sessors, into  the  stranding  of  the  Do- 
minion Government's  s.s.  J.  A.  McKee, 
on  Lark  reef,  near  the  mouth  of  the  Sa- 
guenay  River,  Aug.  2fi.  The  evidence 
of  the  master,  Capt.  J.  Lintlop,  showed 
that  he  placed  entire  confidence  in  the 
pilot,  whom  he  thought  fit  to  take  on  at 
Father  Point,  notwithstanding  that  his 
ship  was  exempt  by  the  Shipping  Act 
and  by  bylaws  from  payment  of  pilota'ge 
dues,  and  also  that  he  himself  had  been 
several  times  up  and  down  the  St.  I.*w- 
rcnce.  On  this  point  the  court  had  no 
criticism  to  offer,  but  on  the  contrary 
thought  that  a  master  in  such  a  position 
could,  when  weather  conditions  permit- 
ted, obtain  a  well  deserved  rest.  Never- 
theless it  is  not  anticipated,  nor  permit- 
ted, and  not  usual  for  the  master  to  leave 
full  responsibility  to  a  pilot.  The  master 
is  the  only  individual  upon  whom  respon- 
sibility rests.  In  this  case  the  pilot  elect- 
ed to  negotiate  the  northern  passage 
from  Red  Island  with  the  view  of  sav- 
ing time,  which  the  court  considered  fool- 
hardy on  his  part,  as  the  channel  between 
Red  and  Green  Islands  is  the  proper  one 


to  follow,  and  the  court  failed  to  see  any 
goiHl  excuse  for  not  taking  the  proper 
channel.  It  could  not  accept  his  plea 
that  hi-  had  shaped  a  right  course,  when 
he  had  not  taken  such  observations  as 
woulil  have  given  him  the  exact  position 
of  his  ship,  and  his  statement  that  some 
attraction  on  land  may  have  affect«d  his 
compass  was  considered  an  attempt  to 
find  an  excuse.  The  court  considered  that 
the  master  and  pilot  should  have  been 
united  in  ordering  that  the  speed  of  the 
ship  be  reduced,  that  soundings  be  taken 
and  that  the  ship  come  to  an  anchor 
during  the  fog  which  obtained  at  the  time 
of  the  stranding.  The  court  therefore 
found  that  the  master,  Capt.  J.  Lintlop, 
failed  to  exercise  the  judgment  which  his 
responsibility  demanded  and  suspended 
his  certificate  for  two  months  from  Sept. 
l.'i.  With  respect  to  the  pilot,  E.  Baquet, 
the  court  was  reluctant,  on  principle,  and 
on  account  of  his  youth,  to  suspend  his 
license,  but  owing  to  the  seriousness  of 
the  case,  it  did  so  for  the  remainder  of 
the    navigation    season. 

Thomas  Robb,  Manager,  Shipping  Fed- 
eration of  Canada,  brought  to  the  court's 
attention  the  fact  that  notwithstanding 
that  coasting  ships  are  exempt  from  pay- 
ment of  pilotage  dues,  and  the  taking 
of  a  pilot,  yet  agents,  owners  and  mas- 
ters are  prohibited  from  engaging  an 
individual  conversant  with  the  river, 
when  they  need  one,  to  relieve  moment- 
arily, and  enable  the  master  to  rest,  un- 
less the  said  individual  is  a  licensed  pilot. 
This  matter,  the  court  agreed,  to  submit 
to  the  consideration  of  the  officer  deal- 
ing with  pilotage  matters. 

.Stranding  of  s.s.  Tuscarora. 

Held  at  Quebec,  Que.,  Sept.  7,  before 
Capt.  L.  A.  Demers,  Dominion  Wreck 
Commissioner,  assisted  by  Capts.  C.  La- 
pierre  and  J.  Couette,  as  nautical  asses- 
sors, into  the  stranding  of  the  U.S.  Coast- 
guard light  cruiser  Tuscarora,  on  White 
Island  reef,  in  the  St.  Lawrence  River, 
.\ug.  M.  while  in  tow  of  two  tugs.  The 
court  found  that  the  pilot,  E.  Pouliot. 
erred  in  judgment,  in  not  making  suffi- 
cient allowance  for  the  strong  ebb  tide 
which  he  was  encountering,  by  not  steer- 
ing a  more  northerly  course  till  well  clear 
of  White  Island.  Being  a  young  man, 
the  court  believed  that  the  suspension  of 
his  license  at  this  stage  would  be  detri- 
mental to  the  service,  and  therefore,  in 
lieu  of  suspension,  ordered  him  to  pay 
the  costs  of  the  investigation,  $150,  to 
the  Marine  Department  by  Oct.  1.  The 
court  stated  that  it  was  not  conversant 
with  the  methods  of  discipline  followed 
in  the  U.S.  Navy,  but  expressed  the  opin- 
ion that  the  authorities  will  agree  that 
the  bridge  should  not  have  been  left 
solely  in  charge  of  a  warrant  officer,  vii., 
the  gunner,  who  was  unacquainted  with 
navigation  problems, especially  in  strange 
pilotage  waters,  and  who,  prior  to,  and 
at  the  time  of  the  grounding,  was  steer- 
ing. Having  no  jurisdiction  in  the  mat- 
ter, the  court  submitted  the  comment 
for  the  information  of  the  U.S.  authori- 
ties. 

Stranding  of  s.s.  Metagama. 

Hel<l  at  Montreal,  Sept.  16,  before  Capt. 
L.  A.  Demers,  Dominion  Wreck  Commis- 
sioner, assisted  by  Capts.  J.  B.  Henry 
and  C.  J.  Stuart  as  nautical  assessors, 
into  the  stranding  of  Canadian  Pacific 
Ocean  Services'  s.s.  Metagama  in  the 
Contn-coeur  traverse,  in  the  River  St. 
I.awrence,  while  passing  the  s.s.  Wisley 
at  anchor,   Sept.    12.     'The   court   found. 


October,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


571 


aftei-  hearing  the  very  straiRhtfonvard 
evidence  given  by  all  witnesses,  that  the 
pilot,  W.  Gauthier,  in  passing  astern  of 
the  s.s.  Wisley,  followed  the  natural  im- 
pulse and  ordinary  usage  of  taking  the 
right  hand  side  of  the  channel,  thus  avoid- 
ing crossing  the  bow  of  an  anchored  ves- 
sel when  thei-e  was  a  possibility  of  foul- 
ing her  cable,  hence  failing  to  recognize 
in  time  that  he  was  taking  a  more  limit- 
ed space,  and  thus  committed,  in  the 
court's  opinion,  an  excusable  error  of 
judgment.  The  master  of  the  s.s.  Meta- 
gama,  Capt.  J.  B.  Turnbull,  and  his  offi- 
cers on  duty,  were  exonerated  from  all 
irlame,  and  pilot  .J.  B.  Angers  and  Capt. 
T.  S.  Bowen  of  the  s.s.  Wisley  were  also 
held  blameless.  The  court  could  not  cri- 
ticize their  action  in  anchoring  at  the 
place  they  did,  but  recommended  to  all 
pilots  that  whenever  possible  they  should 
anchor  in  such  a  place  where  passing 
ships  will  be  free  from  any  apprehension 
as  to  which  side  would  be  the  best  to 
select.  The  evidence  showed  that  all 
lights  and  aids  to  navigation  were  in  or- 
der. 


St.  John,  N.B.,  Pilotage  District 
Regulations. 


A  Dominion  oi'der  in  council  was  pass- 
ed Aug.  2.5,  confiniiing  bylaws  recom- 
mended by  the  Minister  of  Marine  for  the 
pilotage  district  of  St.  John,  N.B.,  which 
is  now  under  his  control  at  pilotage  au- 
thority. The  limits  of  the  pilotage  dis- 
trict are  Musquash  Point  light,  bearing 
N.W.  magnetic.  Cape  Spencer  E.  by  N. 
magnetic,  distance  8  miles  from  Part- 
ridge Island. 

Pilotage  dues  are  provided  for  allships 
not  exempt  under  the  Canadian  Ship- 
ping Act,  as  follows: — 

Steamships,  inward  and  outward,  $3  a 
foot  draft;  if  a  pilot  is  required  to  go 
down   the   Bay   of   Fundy,   an   additional 


.f2.7."i  a  foot  draft  with  reasonable  tra- 
velling  expenses; 

Sailing  ships,  inward  $2  a  foot  draft, 
outward  $1.50  foot  draft;  if  a  pilot  is 
required  to  go  down  the  Bay  of  Fundy, 
an  additional  $2  a  foot  draft,  with  rea- 
sonable travelling  expenses; 

If  detention  of  ship  at  quarantine  ex- 
ceeds I!  hours,  an  additional  $.5  for  the 
next  24  hours  or  fraction  thereof; 

If  a  pilot  is  required  to  go  outside  of 
the  district,  the  Superintendent  may  is- 
sue a  permit  in  writing,  upon  applica- 
tion, naming  the  pilot,  and  the  ship  to 
be  piloted,  and  the  ship  engaging  such  a 
pilot  shall  pay  in  addition  to  the  regular 
dues  and  reasonable  travelling  and  other 
expenses; 

Ships  under  1,000  tons  shall  not  be  re- 
quired to  pay  movage  duos,  but  if  a  pilot 
be  employed,  $5  a  move; 

All  ships  of  1,000  and  under  4,000  tons, 
movage  dues,  $10;  4,000  tons  and  over, 
$15; 

Pilotage  charges  while  compasses  are 
adjusted,  $10;  trial  trips,  $15,  and  trial 
trips,  where  compasses  are  adju.sted  at 
the  same  time,  $20,  in  addition  to  a 
charge  for  movage;  if  compass  adjust- 
ment and  trial  trips  are  carried  out  be- 
yond pilotage  limits,  and  exceeding  over 
6  hours,  $25,  and  an  extra  $10  for  every 
additional  6  hours  or  part  thereof. 

Pilotage  dues  collected  must  be  enter- 
ed in  a  cash  book  provided  by  the  Marine 
Department  and  deposited  in  an  author- 
ized bank,  and  receipts  forwarded  to  the 
Marine  Department's  accountant,  with  a 
detailed  statement  of  the  dues  collected. 
Pilotage  dues  must  not  be  collected  by 
pilots  without  authority. 

Each  pilot,  under  70  years  of  age,  at 
present  holding  a  license,  and  in  active 
service,  shall  be  examined  for  eyesight 
and  hearing,  and  on  passing  such  exami- 
nation, shall  be  granted  a  license,  but  no 
license  shall  be  granted  to  any  pilot  of 
70  years  or  over,  and  any  such  pilot  shall 
be  retired  and   his   present  license  can- 


celled. Every  person  desiring  to  become 
an  indentured  apprentice  pilot  shall  make 
application  in  his  own  writing,  and  shall 
be  a  British  subject  not  less  than  16  years 
old,  with  the  rudiments  of  an  English 
education  and  good  moral  character,  and 
with  a  medical  certificate  of  physical  fit- 
ness; on  approval  he  shall  be  indentured 
to  serve  on  pilot  boats  for  five  years,  af- 
ter which  he  shall  make  ocean  going  voy- 
ages as  an  articled  seaman,  and  shall 
produce  certificates  from  the  master,  of 
ships  in  which  he  sails  as  to  his  capa- 
bilities and  character;  he  shall  then  ap- 
pear for  examination,  and,  if  successful, 
a  license  may  be  issued  to  him  to  act  as 
a  pilot.  Every  person,  not  an  appren- 
tice, desiring  to  have  examination  for  a 
pilot's  license  must  apply  in  his  own 
writing,  enclosing  a  certificate  as  mas- 
ter of  a  British  sea  going  vessel,  or  master 
in  the  coasting  passenger  trade  of  Can- 
ada, and  certificate  from  last  employer 
as  to  character  and  habits,  and  certificate 
of  health  from  a  satisfactory  physician. 
Such  applicants  must  be  British  subjects, 
not  less  than  30  and  not  more  than  50 
years  old. 

The  board  of  examination  shall  be  com- 
posed of  the  Superintendent  of  Pilots  as 
chairman,  an  examiner  of  masters  and 
mates,  a  member  of  the  pilots'  commit- 
tee, and  such  other  persons  as  the  Minis- 
ter of  Marine  may  appoint. 

When  a  licensed  pilot  attains  the  age 
of  fio,  if  he  is  found  competent  to  con- 
tinue, he  may  be  granted  a  new  license 
for  one  year  and  from  year  to  year  so 
long  as  he  is  found  competent,  until  he 
reaches  70,  but  such  license  shall  be  can- 
celled upon  his  failure  to  pass  an  exami- 
nation at  least  twice  in  each  year. 

Temporary  pilots  may  be  appointed  at 
a  stated  sum  per  day. 

Provision  is  also  made  for  the  man- 
agement of  the  superannuation  fund,  un- 
der the  administration  of  the  Minister  of 
Marine,  and  penalties  are  provided  for 
breaches  of  the  bylaws  by  pilots. 


Ships  Registered  in  Canada  During  June,  1920. 


In   compiling  the  following  lists  of  vessels  registered,  steamboats  and  motor  boats,  operated  by  engines  of  less  tha 
are  sailing  ships  of  less  than  100  tons  register. 

STEAM. 


10  n.h.p.,  are  eliminated. 


Port  of  Registry 


..Mil 


Where  and  when  boilt 


141.761  Canadian  Observer 
141,729  Canadian  Prospector*. Vancouver.    B.C. 

141.759  Dougaldmacd) Montreal    

141.7.S8  John  F.  Morrow "  

141.708  Maplecourt(2) "  

141.762  Mapledcne "  

141,803  Margaret  Coughlan*..Vancouver,    B.C Vancouver,    B.C. 

141.767  St.  Lawrence Montreal 

1 4 l.^.'iO  Thousand  Islander 

141,663  Torontonian* Toronto  „ .Toronto   1920     251.0 

141,764  W.  J.  Carter Montreal _.__ ..Milwaukee.  Wis 1886     122.0 


...CpllinKwood.    Ont 1920  251.0 

...Vancouver.     B.C 1920  400.0 

...Cleveland.    0 1881  344.9 

...Toledo.    0 1890  246.0 

...Cleveland.     0 1894  36.5.4 

Lauzon,    Que 1920 

...LauMn.  Qu= 1919  219.2 


..1920  41I.B 

-Clayton,    N.Y 1884  154.2 

Picton.    Ont 1916 

-Toledo.  0 1912  166.4 


43.G  23.6  2410 

52.4  28.8  5492 

38.6  18.4  1457 

40.6  20.7  18S0 

44.8  23.4  3388 

36.9  19.8  1445 
54.1  27.5  5704 
26.0  7.2  275 
81.9  8.3  587 
43.6  20.7  2239 
27.8  9.6  317 


\2i  Sc. 
268  Sc. 
98  Sc. 
10.-.  Sc. 
M4  Sc. 
92  Sc. 
3531  2661,4  Sc. 
95  34   Sc. 

206  75  Sc. 
1349  1250  Sc. 
170         36  Sc. 


1460 
3380 

883 
1160 
2010 

876 


Owners  or  managing 


Minister    of    Marine    and    Fisheries. 

Ottawa. 
Minister    of    Marine    and    Fisheries. 

Ottawa. 
Sincenncs    McNauithton    Line,    Ltd., 

Montreal. 
Geortre    Hall    Coal    Co.    of    Canada. 

Ltd..    Montreal. 
Davie  Shipbuilding  &  Repairing  Co.. 

Montreal. 
Davie  Shipbuilding  &  Repairing  Co.. 

Montreal. 
Canadian   Western  Steamships   Ltd., 

Vancouver,    B.C. 
Kingston  Navigation  Co.,   Kinifston 

Ont. 
Canada      Steamship      Lines.       Lt<l. 

Montreal. 
Dominion     Shipbuilding     &     Repair 

Co.,   Toronto. 
W.   L.    McDougald,   Montreal. 


(1)   Formerly  Columbia.      (2)   Formerly  Northwest.      'Eciuipped 


•ith 


wireless. 
SAILING. 


No.  Name  Port  of  Registry  Rig  Where  and  when  built  a  '2  £ 

c  S  a 

.3  m  o 

141.692  F.  S.  Burgoyne Lunenbarg,    N.3.    „£chr...Mahone    Bay,    N.S 1920    180.5  28.8  10.0 

141.624  Frederick  H Parrsboro.    N.S.    .    .„...    "    ....Port    Greville,    N.S 1920     148  0  84  5  12.3 

141,540  J.  C.  27 New   Westminster  Scow...New  Westminster,  B.C 1920       76.3  28  0  7  1 

141.641  Olive  Moore Liverpool.    N.S.    _™_Schr...LiverpooI.    N.S 1920     120  0  25.8  116 

141.640  W.  H.  Eastwood La    Have.    N.S Schr.... Liverpool,    N.S 1919     1538  27  0  12  4 


OH    HE 


or  Managing  Owner. 


179     148     Ernst     Shipbuilding     Co.,     Mahone 

Bay.   N.S. 
466    426     K.  J.  Cochrane,  Port  Greville,  N.S 
129     129     J.    Crane,    New    Westminster,    B.C. 
190     158     J.  Moore,  St.  John's.  Nfld. 
400     357     F.  Gray.  La  Have,  N.S. 


CANADIAN  JtAILU  AV  AND  MAKINK  WOULD 


Octobvr.  1920. 


Cunjil  Stuli.Htir.H  for  Auku**!- 


Th*-    Dominion    Btironii     of    SUtintir*, 


;  ••'.'•_'.  with  a   nrt   ti«iiim(;<'  of 

,,,,T.-fi'<i'  of  4.'>/jm)  tiTi^  over 

'"  r^     rarriiHl     \mt«' 

< 'nrifDf.s,    l.-jr.'.t. 

Ill  in  Alik'..  1i>ll>. 

:nlclt<l  th<-  trnf- 

,.•<  nl  Siiiilt   St.-. 

,-.  2.\V'J,  lift  lon- 

.  .7  n  .ii-.' 1.    |.!i«-i  titriTK,    !),KM2;    car- 

.  -.  lJ.01!i/i;i:t  lonn. 

S.i  ;lt    Str.    Marie     Canal.— Tlu'     toUl 

••■  r   of  .-hipj'   throuRh   both  Caiiaclian 

,•       I'  S.   ImliM   was    2,nir>,  ni't    tonnaKf 

-.  i  1' ,o-."J;      cartroi's.       12.42.'i.:!72       tons, 

uji  1  >i    2.1i>:!   !«hip.>i.   ."i.i:t«;:oo   net  ton- 

:  ;ii-.  .    •l.t'.O'.t.lM'.l    ton."    carjrofy    in    Aug., 

I'M  '        ThrouKh     the    Canadian    lock. — 

S         ,    TIC;    net    lonnaKC   7ir),58:!;    pas- 

•         I  -,    16,275;    carfroes,    40r),67!»    tons. 

::.-.:■    was   a    bijr   increa.«e   in   the   down 

rallii-  through  the  Canadian  and  Am^ri- 

an  locks  over  AuR.,   litl'.i.     Total  down, 

\.M'      HiJO.   '.l.27'.i,286   tons;    Aup.,    1919, 

""1   tons.  The  increases  were  chief- 

i'..k2T  tons  of  iron  ore  and  6,025,- 

^:J  ivi-h.  of  wheat. 

For  the  season  there  has  been  o3,573,- 
;ii7  tons  of  iron  ore  against  29,407,053 
tons  down  in  1919,  an  increase  of  4,- 
l«r).r,54  tons  and  .19,099,711  bush,  of 
wheat  acainst  .56,106,225  bush,  in  1919. 
The  ore  shipments  in  1919  were  affected 
i.y  the  strikes.  The  decrease  in  the 
wheat  shipments  is  partially  explained 
by  an  increa.se  of  5,765,000  bush,  by  rail 
cast  from  Fort  William  and  Port  Arthur 
to  July  :J1  over  last  year.  The  August 
shipments  by  rail  and  the  rail  shipments 
through  from  the  west  are  not  yet  avail- 
able. 

There  was  an  increase  in  the  up  traffic 
iif  1  617,90!*  tons,  principally  in  soft 
coal.  Soft  coal  up,  Aug.  1920,  2,533,614 
tons;  .Aug.,  1919.  1,1H9,.").58  tons.  The  to- 
tal soft  coal  shipments  for  the  season 
are  5,.376.364  tons,  against  8,149,369  tons 
in  1919.  The  hard  coal  shipments  for 
the  sea.son  are  1,124,860  tons,  against 
1.148,176  tons  in  1919. 

There  is  one  lock  on  the  Canadian  side 
of  the  river  and  four  on  the  U.S.  side, 
two  of  which  are  larger  than  the  Cana- 
dian lock.  The  fourth  lock  was  opened 
Sept.,  1919.  This  explains  the  great  dif- 
ference in  traffic  through  the  Canadian 
and   r.S.  IfKks. 

The  total  freight  through  the  Welland 
C;anal  was  346,976  tons  down.  22,744  tons 
up,  total  .'(69,720  t<ms,  against  3:'>6,337 
in  Aug..  1919.  and  .•!62,626  in  .luly,  1920. 
Compared  with  1919  there  were  decreases 
in  grain,  oil  and  steel,  but  an  increase 
of  126.770  tons  in  soft  coal.  For  the 
season  there  has  been  a  net  decrease  up 
anil  down  of  '.15.926  tons,  muile  up  chiefly 
by  decrease  of  4.695, .'.00  bush,  of  grain. 
.59,711  tons  of  oils,  and  14,:!73  tons  of 
steel,  and  an  increase  of  120,555  tons  of 
soft  coal.  There  was  an  increa.se  of  3!l.- 
202  tons  of  iioft  coal  in  August  over 
•July  going  down. 

On  the  St.  Ijiwrence  Cnniils  there  was 
a  decrease  from  .July  of  99  ship  passages, 
but  an  increase  of  3.666  juLsscngers  and 
40,H20  tons  of  freight.  Compared  with 
Aug.,  1919,  there  was  a  decrease  of  4,204 
I>as.>iengers  and  an  increase  of  K7,731  tons 
of  freight.  The  totals  ar.  .  imssengers 
up.  5.872:  freight.  100,759  tuns;  down, 
passengers,   16.441,  freight,    I  •.i>.703  tons. 


i'om|iared  with  Aug.,  1910,  there  vimo  a 
.liM-na-e  down  of  125.000  huiih.  of  bar- 
Icy.  ll.tKM)  tonH  of  oil,  and  nn  increane  of 
lOK.filT  lonii  of  iioft  coal.  The  coal  shin- 
were:  Augu.it  256,1116  lonii,  July 
■  .  ton^,  Aug.,  1919,  147,999  tons, 
ill-  seai<on  there  have  bin-n  543,500 
'..I!-  iif  soft  coal  (mostly  all  ilownK 
ngain.«t  579.840  tons  in  I'.tl'.t. 

Ottawa  Canal.— 241  ships,  i-argo«-s  up 
2.S15  tons,  down  37,257.  total  40,072  tons, 
against  40,880  in  Aug.,  1919. 

Chambly  Canal. — 280  ships,  cargoes 
up.  40,646  tons;  down,  18,00<.»:  toUl,  68,- 
655  tons,  against  .39,963,  Aug..  1919. 

Trent  Canal.— 1,431  ships,  cargoes  up, 
2,16!t  tons;  down,  6,009  tons;  toUl,  8,178 
tons,  against  10,205  tons.  Aug..  1919. 

Kideau  Canal. — 232  ship.«.  cargoes  up. 
5,001  tons;  down,  5,003  tons;  total,  10,014 
tons,  against  17,109  tons,  Aug.,  1919. 

Murray  Canal. — 200  ships,  cargoes  up, 
24,088  tons;  down,  757  tons;  t<ital,  24,845 
tons,  against  17,.5.39  tons,  .Vug.,  1919. 
There  were  2,649  passengers,  against 
579  in  Aug.,  1919;  this  increase  was  due 
to  excursions  from  off  the  Trent  Canal. 

St.  Peters  Canal. — 184  ships,  cargoes 
up,  1,221  tons;  down,  7,956  tons;  total. 
!»,177  tons,  against  8,979  tons  in  Aug.. 
1919. 

St.  Andrews  Canal. — 31  ships,  cargoes 
u,  1,229  tons,  against  1,039  tons  in  Aug., 
1919. 


St.  John  Dry  Dock  &  Shipbuilding 
Co.'.s  Bonds. 

A  public  offer  was  made  recently  of 
?884.276.50,  St.  John  Dry  Dock  &  Ship- 
building Co.'s  1st  mortgage  5',2''r  serial 
gold  bonds,  dated  July  5,  1919,  maturing 
serially  from  1920  to  1954,  interest  pay- 
able half  yearly,  the  yields  ranging  from 
6  to  6.125'";.  Following  are  extracts 
from  the  prospectus: — "The  St.  John  Dry 
Dock  &  Shipbuilding  Co.  Ltd.,  was  or- 
ganized to  build,  at  St.  John,  N.B.,  a 
graving  dock  of  the  first  class,  together 
with  a  shipbuilding  yard.  The  graving 
dock  will  accommodate  ships  of  the  larg- 
est size  afloat,  and  will  alone  cost  $5,- 
500,000.  In  order  to  assist  in  the  pro- 
motion and  construction  of  this  immense 
work  the  Dominion  Government,  under 
authoritv  of  The  Dry  Dock  Subsidies 
Act.  1910,  and  The  Dry  Dock  Amend- 
ment Act,  1917,  provides  a  subsidy  of 
$247,500  a  year,  payable  half  yearly. 
This  subsidy  is  sufficient  to  meet  the 
principal  and  interest  on  the  total  issue 
of  bonds,  amounting  to  $3,826,272.34,  with 
interest  at  5'.>j ";'<•,  of  which  the  present 
issue  is  the  first  series.  Work  having 
progressed  sufficiently,  the  company  is 
entitled  to  draw  a  portion  of  this  subsidv 
amounting  to  $28,599.43  half  yearly.  This 
subsidy  has  been  absolutely  assigned  to 


the  trustvf,  and  is  •ufflcient  to  meet  in- 
terest and  principal  on  bonds  amounting 
to  $HH4,276.50,  which  we  are  now  offer- 
ing and  whiih  are  a  part  of  the  total 
authorized    issue. 

•'Thi'  subsidy  paid  by  the  Dominion 
Covernment  is  irrevocable  and  assigned 
absolutely  to  the  trustee.  The  Montreal 
Tru.st  Co.,  to  meet  the  interest  and  prin- 
cipal on  the.se  bonds,  and  this  subsidy 
cannot  be  diverted,  reduced,  changed,  or 
ii>  any  way  dealt  with,  but  is  absolutely 
the  property  of  the  holders  of  these 
bonds.  In  addition,  the  bonds  when  is- 
sued are  a  first  and  only  mortgage  on  all 
the  company's  works,  plant  and  etjuip- 
nieiil.  The  following  paragraph  appears 
on  the  back  of  each  bond:  'The  .Minister 
of  Public  Works  of  Canada  has  consent- 
ed to  the  issue  of  the  first  .series  of  the 
within  bonds  totalling  $884,276.50,  bear- 
ing interest  at  5V2'i-  per  annum,  of  which 
this  bond  is  one,  and  has  agreed  to  pay 
to  Montreal  Trust  Co.,  trustee,  for  the 
benefit  of  the  holders  of  the  .said  bonds, 
$'28,59H.43  half  yearly  on  each  of  the  first 
days  of  January  and  July  for  35  years 
hereafter,  making  in  all  70  payments  as 
a  subsidy  payable  to  St.  John  Dry  Dock 
it  Shipbuilding  Co.  Ltd.,  for  work  here- 
tofore completed  on  its  dry  dock  at  Cour- 
tenay  Bay,  N.B.,  in  respect  to  which  this 
first  series  of  bonds  is  issued.' 

"This  bond  issue  is  purely  a  capitaliza- 
tion of  a  semi-annual  subsidy  which  the 
Dominion  of  Canada  covenants  to  pay. 
and  therefore  places  this  security  prac- 
tically on  the  same  level  as  Victory  Loan 
bonds.  In  the  case  of  Victory  Bonds,  the 
Government  pays  interest  and  principal 
to  the  holders  direct  through  the  banks. 
In  the  case  of  the  St.  John  Dry  Dock  & 
Shipbuilding  Co.,  the  Government  pays 
interest  and  principal  to  the  holder  of 
the  bonds  through  the  trustee.  The  Mont- 
real Trust  Co.,  who  in  turn  pay  through 
the  Royal  Bank  of  Canada." 


Marine  Public  Works  Contract.s. — The 

Dominion  Public  Works  Department  has 
awarded  the  following  contracts: — .\ug. 
9,  Frontenac  Dredging  Co.,  Toronto, 
dredging  at  Cobourg,  and  Kingston,  Ont., 
above  Cataraqui  bridge  and  on  harbor 
front,  class  B,  at  50c.  a  cu.  yd;  Aug.  1. 
F.  Cogle  and  H.  Perryleake,  Proctor,  B. 
{".,  floating  wharf  at  Kuskanook,  B.C.. 
$7,950;  Aug.  21,  C.  S.  Boone  Dredging 
Co.,  Toronto,  dredging  at  Oakville,  Whit- 
by and  Bowmanville.  Ont..  class  B,  65^0.. 
64'ac.  and  (Uc.  a  cu.  yd.,  respectively: 
-Aug.  23,  .A.  Guigere.  Shawinigan  Falls. 
Que.,  repairs  to  landing  pier,  Pointe  aux 
Trembles,  Que.,  schedule  of  prices;  Aug. 

27.  O.  Poliquin,  Portneuf,  Que.,  repairs 
and  reconstruction  of  public  wharf,  Ste. 
Famille,   Que.,   schedule   of  prices;    .Aug. 

28,  Miraniichi  Dredging  Co.,  dredging  at 
Grande  .\nse,  \.B..  class  B,  63'2C.  a  cu. 
yd. 


Ships  Added  to  and  Deducted  From  the  Canadian  Repi.sler  Durinp: 
.lune.  1020 


Addxl. 

Built    in    Canada    — 

Purchucd    from    tonigntn 

TrnnKfrrrml    from    DritUh    PoaMuiont 

nrdartMl. 

Wnvkcd   or   olhjrwiM   loat 

Broken  up  or  ondt  for  u»€_ 

Tnin>fi-rrr<l    fnim    Briti»h    ToMcadona   . 

N»w    rrciaUra    

Other  vrsaela  -.™ 

Totala 


St«'«m.  SailinjE. 

— Tonnaae —  — Tonna<« — 
Groaa.  lUsiaterrd.         No.        Gnaa.  Ras'rad 

IS.O.'.O        ll.OS*  II          1.5&2          1.401 

7.STI  4..V2i  _ 

207  176  

ZO.iai        lt.7S4  11          1.6SS         1.401 


»^» 

2J9 

147 

101 

26 

-■' 

October,  1920. 


578 


Speeches  on  the  Shipbuilding  Industry,  Cost  of  Operation  of  Steamships  etc. 


Canadian  Railway  and  Marine  World 
for  September  contained  an  account  of 
the  launching  at  Govan,  Scotland, 
on  Aug-.  17,  of  the  Canadian  Pacific 
Ry.'s  s.s.  Empress  of  Canada,  which  is 
to  be  operated  on  the  Pacific  Ocean  un- 
der the  Canadian  Pacific  Ocean  Services 
management.  We  have  since  received 
fuller  reports  of  the  speeches  at  the 
luncheon  which  followed  the  launching, 
and  which  are  reproduced  below,  as  they 
contain  a  large  amount  of  valuable  in- 
formation in  regard  to  the  shipbuilding 
industry,  cost  of  operation  of  steamships, 
etc.:— 

K.  A.  Workman,  Chairman,  Fairfield 
Shipbuilding  &  Engineering  Co.,  said 
that  a  wide  conception  and  anxious 
thought  by  the  owners  had  resulted  in 
the  largest  liner  yet  built  by  the  Fair- 
field Co.  being  launched  that  afternoon, 
a  ship  whose  size  w-as  probably  not  ex- 
ceeded by  any  other  passenger  ship  at 
present  building  in  Great  Britain,  and 
whose  launching  weight  was  about  12,000 
tons.  Her  gross  tonnage  was  expected 
to  be  about  22,000  tons,  and  her  dimen- 
.sions  were  653  ft.  length,  77%  ft.  breadth 
and  depth  to  bridge  deck  53^2  ft.,  and 
her  speed  at  sea  18  knots.  She  would 
carry  a  crew  of  ,5,i0,  and  would  have  ac- 
commodation for  500  first  class  passen- 
gers, 100  second  class,  and  240  third 
class,  and  in  addition  would  be  able  to 
carry  930  .Asiatic  steerage  passengers. 
The  engines  are  two  sets  of  Brown-Cur- 
tis turbines  driving  twin  screws  through 
double  reduction  gearing — the  double  re- 
duction gearing  being  the  largest  which 
had  so  far  been  constructed.  In  every 
way  the  vessel  is  a  credit  to  the  skill  and 
enterprise  in  design  of  Hugh  Macdonald, 
naval  architect  to  the  C.P.O.S.  Had  the 
Chairman  of  the  C.P.O.S.  (G.  M.  Bos- 
worth)  been  present,  he  would  have  re- 
minded him  of  a  conversation  he  had  with 
him  before  the  war,  when  they  were  dis- 
cussing the  uses  of  oil  fuel.  He  admit- 
ted that  the  time  would  come  when  large 
passenger  vessels  would  be  driven  by  in- 
ternal combustion  engines,  but  not  in 
their  lifetime.  The  Empress  of  Canada 
would  be  fitted  with  boilers  designed  to 
burn  oil  fuel,  which  was  a  step  supersed- 
ing coal,  and  he  was  not  so  sure  that  the 
day  was  so  very  far  distant  when  inter- 
nal combustion  engines  would  be  fitted 
in  ocean   liners. 

Commander  Sir  Thos.  Fisher,  R.N., 
General  Manager,  C.P.O.S.,  said  Mr. 
Workman  had  referred  to  the  expansion 
of  the  C.P.R.'s  Pacific  fleet.  He  thought 
it  might  interest  some  of  those  present 
to  hear  a  little  of  its  history.  Almost 
coincident  with  the  completion  of  the 
railway  the  C.P.R.  chartered  a  sailing 
vessel  which  left  Shanghai  for  Vancou- 
ver with  a  cargo  of  tea.  He  believed  her 
name  was  the  W.  B.  Flint;  that  was  in 
1886,  and  it  was  astonishing  to  think  that 
in  such  a  short  time  the  service  had  de- 
veloped to  enable  the  company  to  build 
a  steamer  of  the  class  of  the  Empress  of 
Canada.  He  thought  it  spoke  volumes 
for  the  enterprise  and  energy  of  the  C. 
P.R.  as  to  justify  its  building  of  the 
largest  steamship  at  present  being  built 
in  any  British  yard.  The  service  devel- 
oped a  great  deal  after  the  W.  B.  Flint, 
for  he  believed  the  company  chartered 
three  steamships,  the  Batavia,  Parthead, 
and  Abyssinian.  For  some  short  time 
the  service  was  run  by  these  ships,  and 
they  then  laid  down  three  ships  which 
were  without  equal,  and  one  of  these  is 
still  running,  the  famous  Empress  boats. 


These  ships  entered  the  service  in  1891, 
and  one  of  them,  the  Empress  of  .Japan, 
is  still  running  with  the  same  boilers  that 
she  had  when  she  was  built,  which,  he 
thought,  spoke  volumes  for  British  ship- 
building, and  he  only  hoped  the  Empress 
of  Canada  would  have  an  equally  long 
and  prosperous  life.  The  service  was  con- 
tinued for  many  years  by  these  three 
ships.  In  1906  it  was  found  necessary 
to  add  a  fourth  ship,  the  Monteagle. 
Later  it  was  decided  by  the  directors,  on 
the  advice  of  G.  M.  Boswoi'th,  who  had 
been  director  for  many  years  of  the  com- 
pany's steamship  interests,  to  lay  down 
two  other  ships,  and  the  Empress  of 
Russia  and  Empress  of  Asia  wore  built 
in  that  year,  and  they  have  proved  them- 
elves  very  successful.  They  are  the  finest 
ships  on  the  Pacific,  and  they  would  only 
be  excelled  by  the  ship  just  launched. 
The  Empress  of  Russia  still  held  the  rec- 
ord for  the  Pacific.  She  made  the  voy- 
age across  in  9  days  lO'i  hours,  and  he 
believed  that  record  was  not  likely  to  be 
excelled  by  the  Empress  of  Canada.  The 
trans-Pacific  route  was  of  great  interest 
to  business  men  in  Great  Britain,  be- 
cause it  afforded  by  far  the  most  rapid 
means  for  reaching  the  far  east.  He  un- 
derstood under  ordinary  circumstances 
they  could  reach  Yokohama  in  28  days 
across  Canada,  thanks  to  the  C.P.R.'s 
enterprise  in  putting  on  a  trans-contin- 
ental train.  It  was  28  days,  against 
which  it  took  55  days  to  reach  Yokohama 
via  the  Suez  Canal  and  the  eastern  route. 
One  of  the  directors  of  the  Fairfield 
Co.  had  said  it  was  a  pity  that  they  were 
not  building  another  ship  similar  to  the 
Empress  of  Canada.  He  agreed  and  he 
was  quite  sure  if  the  thing  were  at  all 
possible  the  C.P.R.  would  lay  down  such 
a  ship,  but  under  present  conditions  it 
was  absolutely  unthinkable  to  lay  down 
a  ship  of  that  class  today.  He  had  a  few- 
figures  drawn  out  to  show-  the  difficulties 
under  which  shipowners  and  liner  com- 
panies labored.  The  public  generally  did 
not  realize  how  great  those  difficulties 
were.  Some  years  before  the  war  the 
Fairfield  Co.  built  a  fine  steamship  for 
the  Atlantic  trade.  Her  cost  was  £550,- 
000.  He  believed  the  cost  of  the  Empress 
of  Canada  would  run  into  £1,700,000. 
That  was  a  very  serious  difference,  but 
it  was  still  more  serious  looking  at  it 
from  the  point  of  view  of  maintenance 
than  it  was  of  capital.  He  estimated  that 
to  cover  the  difference  between  these  two 
ships  running  in  the  North  Atlantic  — 
one  built  today  and  one  built  before  the 
war — insurance,  depreciation  and  interest 
on  capital,  would  involve  a  charge  on 
everv  vovage  made  across  the  Atlantic 
and  "back"  of  £20,000.  The  difference  be- 
tween the  pre-war  and  the  present  day 
ship  running  expenses  were  even  more 
serious.  Taking  a  ship  of  the  type  of 
the  Calgarian,  coal  before  the  war  was 
about  £4,500,  now  it  was  £24,000.  Re- 
pairs for  a  round  voyage  would  be  £1,700 
and  now  it  would  be  £7,700;  provisions 
before  the  war  were  £3,000  and  now  they 
cost  £8,000.  Wages  before  the  war  were 
£2,500  and  now  they  were  £9,000.  That 
was  not  the  whole  rise  in  wages.  There 
was  another  allowance  to  be  made,  which 
was  the  accommodation  taken  from  pas- 
sengers for  the  greater  comfort  of  the 
crew.  In  the  Empress  of  France,  a  sis- 
ter ship  of  the  Calgarian,  they  had  had 
to  give  up  266  berths  from  the  earning 
power  of  the  ship  to  hand  them  over  for 
the  well-being  of  the  crew.  Assuming 
those  berths  were  only  full  on  one-half 


of  the  voyage  the  ship  made,  it  meant  a 
further  loss  of  £5,000.  The  net  effect  of 
these  charges  meant  that  the  ship  now 
built  would  cost  £60,000  a  round  voyage 
more  than  a  similar  ship  runing  and  built 
before  the  war.  All  that  money  had  to 
be  recovered  from  the  passengers,  be- 
cause freight  was  infinitesimal  in  com- 
parison with  the   passengers. 

He  had  heard  a  great  deal  of  grumb- 
ling about  the  high  cost  of  trans-Atlantic 
travel  at  the  present  time.  He  said  quite 
frankly  that  the  cost  was  not  half  as 
high  as  it  ought  to  be  in  relation  to  the 
expenses  of  the  operations  and  the  capi- 
tal cost  of  shipping.  The  Calgarian  type 
of  ship  passenger  rates  were  today,  he 
believed,  first  class,  £50  10s.;  second 
class  before  the  war,  £11,  was  now  £28; 
third  class  before  the  war,  £6  10s.,  now 
£19.  He  gave  those  figures  with  all  re- 
serve, but  they  gave  a  fair  and  general 
statement  of  the  situation  at  the  present 
time.  The  passenger  rates  had  not  in- 
creased by  more  than  ISflTf,  whereas  the 
cost  of  operations,  allowing  the  capital 
cost  involved,  had  certainly  not  been  less 
than  350'^r.  That,  honestly,  was  a  posi- 
tion that  could  not  be  expected  to  con- 
tinue for  an  indefinite  period,  and  the 
result  would  be  that  a  very  large  num- 
ber of  fast  ships  would  necessarily  be 
laid  up.  One  might  say,  "Well,  the  ship- 
owner could  get  it  back  by  raising  the 
fares."  When  they  considered  what  it 
meant  to  pay  £50  for  a  first  class  passage 
to  get  one  berth  in  a  three-berth  room, 
the  ordinary  minimum  rate  of  £50  to 
cross  and  £50  to  come  back  and  £28  for 
the  second  class,  it  was  very  serious,  but 
it  was  far  more  serious  to  pay  £19  for  a 
steerage.  He  could  not  conceive  anything 
astrous.  He  could  not  conceive  anything 
worse  than  to  charge  these  immense  sums 
for  a  man  and  his  family  going  to  Can- 
ada or  the  United  States  £19  per  person, 
and  yet  he  had  shown  this  was  not  suf- 
ficient. It  meant  in  the  first  place  that 
the  communication  between  the  different 
parts  of  the  Empire  would  be  seriously 
impeded,  together  with  that  good  feel- 
ing that  came  of  knowledge  of  other 
people.  While  the  increase  in  the  cost  of 
ocean  travel,  if  it  was  not  stopped,would 
mean  the  disintegration  of  the  Empire, 
it  meant  there  must  be  fewer  emigrants, 
and  if  there  were  fewer  emigrants  to 
Canada  the  tendency  would  be  for  them 
to  cross  the  border  rather  than  to  go 
from  the  United  Kingdom,  which,  he 
thought,  would  be  a  very  disastrous  thing 
for  the  Empire.  Moreover,  they  could 
not  bo  spared  across  the  border,  and  he 
could  not  see  how  it  could  be  filled  up 
fixjm  the  continent.  There  would  not  be 
sufficient  labor  to  cultivate  the  fields  for 
the  population  of  Europe  to  be  fed; 
therefore  it  seemed  to  him  essential  that 
shipbuilders  and  shipowners  should  adopt 
some  means  of  getting  back  to  less  ex- 
travagant prices  for  ocean  travel.  It 
was  essential  for  this  country. 

He  was  convinced  that  some  economy 
could  be  effected  in  shipbuilding  by  bet- 
ter organization,  and  combinations  which 
had  been  brought  about  recently  in  the 
shipbuilding  world;  by  improved  meth- 
ods of  standardization,  and  possibly  by 
some  reduction  in  profits.  At  any  rate 
he  commended  to  shipbuilders  the  neces- 
sity for  reducing  costs.  For  his  own 
part  he  did  not  believe  that  any  directors 
would  lay  down  ships  unless  they  knew 
what  they  were  going  to  cost,  and  he 
thought  the  first  thing  was  for  shipbuild- 
ers to  so  stabilize  the  building  that  tb« 


574 


CANADIAN  RAILWAY  AND  MAKINK  WORLD 


(Kloher.   1920. 


uwh'  I'  %vn\ilr1  know  what  it  would  rout. 
II.  !•  It.  hud  ailoptrd  Ihc 

II  H-y  (if  any   !<hip|iini; 

.-.  ml   timv.     By   this 

|i  ''<i;rammr  of  two  in- 

t.  h.-    huilt    at    Cly.li'- 

l.ji  .  iik'iT   iihipii  nl   Knir- 

ftrl'l  Mr  ll..^w..ilh  came  ovvr  to  Crrnt 
Britain  twn  yearn  bk<>  and  nizod  up  thi- 
poditlnn  vpry  iiiiifutl\  11.  ii|ilnicd  nn 
onl«T  for  tWd  '  Ih  these 

other  ships.      I  ■  h  rould 

b»«  e(Te»-ted  in  -  .IiToIbsh 

of  ship  fur  thi-  n.-tlj  ^h\\i  they  had 
launrhed  that  day  was  very  Kr«'nt.  The 
prinri|>al  economy  was  in  sp<'eil.  Speed 
in  ships  was,  without  tloubt,  the  most 
costly  sintrle  item.  They  knoolted  four 
knot.s  off  an  Atlantic  liner  and  it  meant 
'24  hours  in  (retting  to  the  other  .«ide,  hut 
the  1(>  knot  nhip  was  more  economical 
than  not  travellinfr  at  nil.  That  was  the 
policy  of  the  company  as  laid  down  by 
Its  {"hairman.  and  he  believed  it  was  a 
very  sound  one. 

Mention  had  been  made  by  the  chair- 
man of  the  internal  combu.stion  engine. 
It  had  made  immen.-Je  strides,  and  he  had 
no  hesitation  in  sayintr  that  within  five 
years  they  wouhl  be  having  a  similar 
fnitherinfr  to  that  one  to  celebrate  the 
launching  of  a  passenger  liner  driven  by 
internal  combustion  engine.^.  They  halved 
the  fuel  bill  by  reducing  to  16  knots,  and 
they  halved  it  again  by  the  conversion 
from  coal  to  oil  fuel.  He  thought  if  they 
adopted  these  economies,  a  smaller  ship, 
a  flower  one,  and  a  ship  driven  by  in- 
ternal combustion  engines,  they  would 
be  able  to  get  back  nearer  to  the  pre-war 
position,  and  he  was  quite  sure  the  Fair- 
field Co.  would  be  ready  to  co-operate  to 
bring  it  about. 

The  s.s.  Empress  of  Britain. 

Sub.sequently,  on  board  the  re-condi- 
tioned s.s.  Empress  of  Britain,  on  her 
trip  from  Glasgow  to  Liverpool,  Sir  Thos. 
Fisher  proposed  the  health  of  the  guests, 
and,  in  the  course  of  his  remarks,  said 
there  had  been  a  great  deal  of  work  done 
on  that  ship  and  a  very  large  ."^uni  of 
money  had  been  expended.  Four  times 
the  work  had  been  done  on  that  ship  as 
on  other  ships  which  had  been  re-condi- 
tioned. Those  who  remembered  the  Em- 
press of  Britain  in  days  past  would  no 
doubt  have  affectionate  recollections  of 
her  comfort  and  seagoing  qualities,  but 
it  could  not  be  denied  that  she  was  hard- 
ly a  first  cla.ss  ship,  according  to  present 
day  standards.  So  far  as  their  ships 
were  concerned  they  had  become  accus- 
tomed to  a  style  of  decoration  altogether 
different  to  the  ordinary  ship.  He  felt 
they  should  not  have  been  content  to  have 
a  first  class  ship  running  if  it  was  not 
up  to  their  standard.  An  old  ship  had 
been  made  to  look  like  new,  and  with  a 
minimum  expenditure  of  money.  They 
had  provided  reasonable  and  economical 
accommodation  in  the  third  class,  and 
the  C.P.R.  was  the  first  of  any  line  to 
introduce  a  proper  system  of  spring  mat- 
tress for  their  third  class  passengers, 
and  doing  away  with  the  obsolete  mat- 
tress full  of  straw  and  rubbish.  The 
principal  improvement  brought  about  in 
that  ship  during  the  time  she  had  been 
re-conditioned  was  the  conversion  from  a 
coal  burner  to  an  oil  burner.  He  was 
informed  that  when  these  ships  were  ori- 
ginally designed  by  the  Fairfield  Co.  they 
were  to  be  50  ft.  longer  than  at  present, 
and  the  C.P.O.S.  board  wishing  the  boats 
to  go  to  Montreal  cut  out  this  .")0  ft.  and 
that  meant  the  stokehold  was  extremely 
cramped,  and  they,  therefore,  dei  ided  to 
convert  her  into  an  nil  burner.  Td- y  had 
had  a  trial  on  deep  draft  and  she  had 


done  10  knot*  with  a  horMpower  of  some 
20,000,  which  his  teehnical  advisem  in- 
formed him  cuuld  easily  l»e  exceeded,  lie 
therefore  looked  forward  with  complete 
lonfiilenie  to  her  doing  a  reirular  IH  kn<its 
across  the  Atlantic  which,  he  thought, 
would  be  sufficient  for  all  practical  pur- 
poses. There  was  another  novel  feature, 
and  that  was  a  new  system  of  lM>at  da- 
vits which  they  had  introducetl.  They 
were  the  invention  of  an  Australian  en- 
gineer who  was  seizeil  with  the  idea  that 
it  was  a  go<id  thing  to  .save  life  at  sea 
in  the  event  of  an  accident.  There  were 
two  and  they  would  put  boats  into  the 
wafer  with  a  speed  and  certainty  which 
was  not  approached  by  any  other  sys- 
tem of  davits  available.  It  was  expen- 
sive, but  it  was  the  best  they  could  find. 

At  the  launching  of  the  Empress  of 
Cann<la  it  was  not  convenient  for  him  to 
refer  to  the  amount  of  business  done  by 
the  C.r.O.S.,  but  he  was  proud  to  do  it 
on  one  of  its  own  ships.  Many  of  those 
present  came  from  London,  and  they  were 
under  the  impression  that  the  C.P.O.S. 
was  a  picayune  compared  with  the  other 
big  British  lines.  He  coul<l  assure  them 
that  was  a  very  big  mistake.  If  they 
judged  the  importance  by  the  passengers 
carried  across  the  Atlantic,  then  this 
company  stood  second  to  none.  Up  to 
.luly  .'il  this  year  they  had  carried  back- 
wards and  forwards  no  less  than  100,000 
people.  The  number  of  complaints  was 
trifling,  and  such  as  they  were,  they  re- 
lated to  the  older  ships  which  they  had 
not  yet  had  time  to  bring  up  to  the  stan- 
dard they  had  set  before  themselves  to 
attain.  One  hundred  thousand  passen- 
gers in  the  first  seven  months  of  this 
year.  In  the  seven  months  they  had  ' 
landed  in  Canada  actually  more  passen- 
gers than  had  ever  been  landed  by  any 
steamship  organization,  and  of  those  pas- 
sengers 99.1 '/r  were  of  British  birth.  They 
set  out  to  carry  Britons  to  the  dominions 
overseas,  to  strengthen  the  Empire  and 
ensure  the  food  supply  for  this  country. 
It  was  well  known  to  all  the  steamship 
trade  that  the  foundation  of  the  busi- 
ness was  the  third  class,  and  excluding 
the  Mediterranean  traffic,  they  had  car- 
ried within  3.50  of  the  total  carried  by  all 
the  other  British  lines  together.  It  might, 
perhaps,  be  said  it  was  pure  luck,  but 
that  was  not  so.  The  fact  was,  a  great 
many  ships  had  been  leaving  this  coun- 
try partially  filled,  and  the  fact  that 
they  had  been  able  to  carry  this  large 
number,  almost  a  majority,  was  due  to 
the  great  efficiency  of  their  passenger 
department  under  \Vm.  Baird,  and  he  took 
that  opportunity  of  congratulating  Mr. 
Baird.  They  had  many  interests  repre- 
sented on  board  the  ship,  including  the 
Board  of  Trade,  and  he  did  not  think  it 
would  have  been  possible  to  have  install- 
ed the  davits  on  board  had  it  not  been 
for  the  co-operation  and  assistance  of 
the  Board  of  Trade  officials.  It  was  quite 
an  erroneous  view  to  think  that  the  work 
of  the  Board  of  Trade  was  destructive. 
It  did  its  duty  with  a  view  to  seeing  that 
the  ships  were  efficient  and  life  was  made 
secure  at  sea,  and  he  was  proud  to  testi- 
fy that  they  had  had  nothing  but  assist- 
ance from  the  Board  of  Trade  in  intro- 
ducing these  davits. 

Sir  E.  Markay  Edgar,  one  of  the  Fair- 
field Co.'s  directors,  said  that  Sir  Thos. 
Fisher  had  referred  to  the  cost  of  ship- 
building, and  remarked  that  they  should 
endeaver  to  persuade  shipbuilders  that 
they  must  bring  down  their  costs  in  or- 
der to  enable  the  owners  to  successfully 
operate  the  ships.  He  could  assure  Sir 
Thomas  that  their  group  of  Fairfield 
shipbuilding  yards  endeavored  every  day 


to  lind  means  to  make  it  poMible  to  do 
this,  and  he  could  BBsure  them  that  his 
ii-"i.<  ittten  were  going  to  no  end  of  ex-. 
peiiM',  tmuble,  an)l  energy  to  further  the 
iiitenuil  combustion  engine  for  ship 
Iriiii'porl  which,  he  was  perfectly  satis- 
lield,  was  a  solution  of  the  future  of  the 
'^hipliuilding   industry. 

Alrx.  .M.  Kennedy.  Managing  Director 
of  the  Fairfield  Co.,  said  that  the  time 
(Mcupieil  in  building  the  Empress  of  Can- 
ada hail  been  longer  than  anticipated, 
but  they  had  been,  and  still  were,  pass- 
ing through  trying  times.  The  position 
of  the  shipbuilding  and  engineering  in- 
dustry, after  so  many  years  of  war,  was 
not  what  they  would  like,  nor  was  it 
what  it  shoulel  or  could  be.  Advantage 
was  not  being  taken  of  the  splendid  op- 
portunities which  the  termination  of  hos- 
tilities made  possible,  and  unless  some- 
thing was  done  to  put  a  stop  to  the  in- 
crease in  the  cost  of  production  they 
might  come  very  near  to  bringing  ruin  on 
their  industry.  Unfortunately  there  was 
a  good  deal  of  unrest  in  labor  circles, 
but  he  believed  this  to  be  confined  to  a 
section  of  the  workers  only,  and  he  had 
great  hopes  that  before  long  the  better 
side  of  the  British  working  man  would 
reassert  itself  and  allow  the  industry  to 
proceed  on  sound  economic  lines.  The 
unrest  to  which  he  had  referred  was 
partly  due  to  the  war,  but  there  were 
other  disquieting  influences  at  work,  and 
government  control  had  also  been  a  con- 
tributing cause.  He  thought  employers 
and  employes  were  agreed  on  the  last 
point.  Recent  indications  on  the  part  of 
labor  to  be  freed  from  industrial  arbi- 
tration courts  and  to  be  allowed  to  revert 
to  the  former  method  of  adjusting  dif- 
ferences direct  with  the  employers,  should 
help  to  put  matters  on  a  better  footing. 
The  workman  was  certainly  worthy  of 
his  hire,  and  was  entitled  to  a  higher 
standard  of  living,  and  no  employer 
would  seek  to  deprive  him  of  either,  if 
only  a  corresponding  return  was  assured 
in  the  way  of  production.  Only  by  such 
means  would  economy  be  secured  and 
more  orders  obtained.  Shipowners,  un- 
der present  circumstances,  were  finding 
it  hard  to  make  ends  meet,  and  they 
could  not  well  afford  to  pay  what  build- 
ers required  to  keep  their  establish- 
ments going.  The  limitation  of  output 
was  a  fatal  mistake  and  was  bound  to 
react  on  those  who  resorted  to  it.  The 
effect  of  it  v^■as  to  increase  the  cost  of 
everything.  By  pursuing  such  a  policy, 
a  condition  of  affairs  might  arise  when 
there  would  be  little  or  no  work  to  put 
restrictions  upon.  Employers  and  em- 
ployed were  mutually  dependent  on  each 
other  and  both  were  concerned  in  the  fu- 
ture of  the  industry.  Mutual  trust  and 
co-operation  between  the  management 
and  the  men  were  the  only  sound  prin- 
ciples by  which  true  success  could  be  ob- 
taine<l.  The  men  must  give  of  their  very 
best  and  employers  must  see  that  every 
possible  facility  was  provided  to  enable 
them  to  do  so. 


The  Dominion  Government  steam  yacht 

Speedy  11  has  been  sold  by  the  Marine 
Department  to  T.  M.  Kirkwood.  Mont- 
real, for  $6..S00.  She  was  built  at  Leith. 
Scotland,  in  1896,  and  is  screw  driven, 
by  engine  of  88  h.p.  Her  dimensions 
are,— length  ll.S  ft.,  breadth  20.6  ft., 
depth  10.6  ft.,  tonnage  252  gross,  145  net. 
The  C.ti.S.  Montealm.— We  have  been 
officially  advised  that  the  report  that  a 
contract  for  repairs  to  this  ship,  amount- 
ing to  approximately  $100,000,  has  been 
awarded  to  Canadian  Vickers  Ltd.,  is 
without  foundation. 


October,  1920. 


575 


The  Dominion  Shipbuilding  and  Repair  Go's  Affairs. 


Osier  Wade,  F.C.A.,  interim  liquida- 
tor, has  made  the  following  report  on 
the  affairs  of  the  Dominion  Shipbuilding 
&  Repair  Co.  Ltd.,  Toronto,  which  went 
into   liquidation  on   July   31. 

Upon  taking  posses.sion  of  the  assets, 
I  found  the  company  had  been  operating 
upon  three  ships  under  contract,  one  for 
the  Gulf  Navigation  Co.  Inc.,  and  two 
for  the  Dominion  Marine  Department. 
In  addition  to  this,  there  was  a  small 
contract  recently  commenced,  for  a  yacht 
for  Geo.  H.  Gooderham,  of  Toronto,  and 
two  stock  hulks,  nos.  12  and  13,  upon 
which  also  only  a  small  amount  of  work 
had  been  done. 

The  contract  with  the  Gulf  Navigation 
Co.  contained  a  penalty  clause,  provid- 
ing for  $1,000  a  day  upon  default,  and, 
on  July  31,  $46,000  of  penalties  had  ac- 
crued and  been  deducted  from  payments 
on  account.  To  complete  this  contract 
would  have  involved  a  loss  of  at  least 
$60,000  to  the  ordinary  creditors,  apart 
from  the  question  of  further  penalties, 
and  to  complete  the  contract  with  the 
Marine  Department  would  have  involved 
a  loss  of  at  least  $200,000  to  the  ordi- 
nary creditors.  This  loss  would  have 
been  taken  out  of  dividends  due  to  the 
unsecured  creditors,  for  the  benefit  of 
another  class  of  creditoi-s,  and,  of  ne- 
cessity, the  work  was  abandoned  by  the 
liquidator.  The  cash  received  on  ac- 
count of  the  Gulf  Navigation  Co.  was 
secured  by  a  mortgage  on  its  ship  and 
the  material  delivered  and  allocated  to 
it.  The  owner,  under  power  given  it  in 
its  contract,  is  now  proceeding  with  the 
completion  of  its  ship  at  its  own  expense 
and  under  an  arrangement  approved  of 
by  the  court.  The  moneys  received  from 
the  Marine  Department  were  not  secured 
by  a  mortgage,  but  under  the  statutes 
and  orders  in  council,  the  government 
claims  ownership  of  the  two  ships  and 
the  material  delivered  and  allocated  to 
them.  The  liquidator  has  intimated  to 
the  Marine  Department  his  willingness 
to  co-operate,  so  that  any  loss  sustained 
by  the  government  may  be  reduced  to 
the  minimum,  either  by  the  liquidator 
continuing  the  work  on  a  cost  plus  basis, 
or  by  permitting  the  government  to  pro- 
ceed itself,  all,  on  the  understanding  that 
the  ownership  of  the  ships  and  materials 
delivered  and  allocated  as  of  July  31  is 
to  be  determined  by  the  court.  The  par- 
ties interested  under  these  two  contracts 
may  have  considerable  claims  against 
the  estate  for  damages,  and  this  is  re- 
flected  in   the   statement  of  affairs. 

It  will  be  some  time  before  inventories 
of  stores  and  material  on  hand  are  com- 
pleted, and  of  necessity  the  figures  re- 
flected in  the  statement  of  affairs  are 
taken  from  the  costing  records,  but  may 
be  considered  as  approximately  correct. 
The  same  remarks  apply  to  the  tools.  No 
depreciation  has  been  written  off  the  ori- 
ginal cost  of  machinery,  plant  and  equip- 
ment and  the  company  has  never  paid 
any  dividends. 

Provided  the  Government  shops  are 
completed  at  the  estimates  given  in  the 
statement  of  affairs,  the  contracts  will 
represent  a  profit  to  the  insolvent  com- 
pany of  $182,000,  being  the  difference  be- 
tween the  monies  received  to  date  on 
account  of  same,  and  the  charge  for  work 
done  to  July  31,  plus  the  ranking  liabil- 
ity of  $237,000.  This  profit  of  $182,000 
forms  a  part  of  the  surplus  in  the  state- 
ment of  affairs. 

Under  a  direction  of  the  court,  the 
liquidator    attended    at    New    York    and 


interviewed  Christoffer  Hannevig  regard- 
ing the  question  of  his  indebtedness,  and 
as  to  any  suggestions,  or  proposals,  from 
him,  regarding  a  settlement  with  the 
creditors  and  the  re-opening  of  the  plant. 
Mr.  Hannevig  informed  the  liquidator 
that  he  had  puj'chased  all  the  share  capi- 
tal in  the  Pusey  Jones  Co.,  of  Wilming- 
ton, Del.,  for  $6,000,000,  which  he  paid 
in  cash,  and,  that  shortly  afterwards  the 
plant  had  been  taken  over  by  the  United 
States  Government;  that  during  the  in- 
terim he  had  not  received  any  returns 
from  the  United  States  Government  apart 
from  advances  of  $.'5,000,000  for  enlarge- 
ments to  the  works,  etc.;  and  that  the 
U.S.  Shipping  Board  had  awarded  him 
$2,000,000  as  compensation  over  and 
above  the  $5,000,000  previous  advanced. 
The  whole  question  of  this  transaction 
is  now  the  subject  of  litigation  in  U.S. 
courts,  the  government  claiming  a  set 
off  on  the  award  of  about  $3,800,000.  Mr. 
Hannevig  claims  to  have  considerable 
other  interests,  including  sole  ownership 
of  Hannevig  &  Co.,  bankers.  New  York, 
N.Y.,  hut  that  being  tied  up,  he  could 
do  nothing  regarding  his  account.  Upon 
declaring  his  inability  to  attend  this 
meeting  and  upon  refusing  to  deliver  up 
the  monies  on  deposit  in  his  bank,  the 
court  issued  an  order  to  commence  pro- 
ceedings for  the  recovery  of  the  amounts. 
Mr.  Hannevig  stated  that  his  reason  for 
refusing  to  release  the  monies  on  deposit 
in  his  private  bank  was  looking  to  the  fact 
that  he  had  guaranteed  to  the  Equitable 
Trust  Co.  deliveries  of  steel,  aggregat- 
ing $110,000,  and  was  holding  the  amount 
on  deposit  as  a  set-off  against  the  guar- 
antee. This  excuse  is  remarkable,  for 
the  reason  that  this  guarantee  was  ar- 
ranged for  the  purpose  of  reducing  Mr. 
Hannevig's  indebtedness  to  the  com- 
pany, and  the  liquidation  of  this  guar- 
antee to  the  trust  company  on  steel  de- 
liveries would  have  represented  a  total 
reduction  of  over  $400,000  in  his  account 
since  May  31  and  left  free  for  the  pur- 
poses of  the  company  the  amount  on  de- 
posit in  his  private  bank. 

In  discussing  an  arrangement  with 
creditors,  Mr.  Hannevig  confined  himself 
to  reorganization  on  the  basis  of:  (1) 
Canadian  Government  help  for  the  erec- 
tion of  a  dry  dock  to  take  care  of  the 
business  on  the  Great  Lakes.  (2)  Instal- 
lation of  paper  making  and  pulp  machin- 
ery to  take  care  of  the  Canadian  trade, 
covering  which  the  Pusey  Jones  Co.  held 
orders  which  he  could  turn  over  to  To- 
ronto, along  with  the  necessary  experts. 
(3)  Discussed,  as  arguments  in  favor  of 
reorganization,  a  large  order  to  be  plac- 
ed by  the  French  Government  in  Canada 
for  building  of  some  60  ships,  and  or- 
ders to  be  placed  by  the  Argentine  Gov- 
ernment. To  these  suggestions  Mr.  Han- 
nevig had  nothing  to  offer  as  support 
from  his  end,  in  the  way  of  cash,  not 
even  the  liquidation  of  his  own  account. 

The  immediate  cause  of  this  failure 
was  insufficient  liquid  assets  to  retire 
the  wage  claims  of  some  $106,000,  but 
there  were  three  factors  which  contribut- 
ed to  the  company's  failure,  and  if  the 
directors'  meeting  is  to  consider  the  ap- 
pointment of  a  committee  to  enquire  into 
the  question  of  reorganization,  the  fol- 
lowing factors  are  worthy  of  considera- 
tion: (1)  Insuflicient  capital.  (2)  Labor 
and  management.  (3)  Inability  to  col- 
lect  amounts    due. 

The  capital  invested  in  this  business 
was  $1,000,000,  as  compared  with  $1,600.- 
000  invested  in  fixed  assets  for  the  plant. 


etc.  It  is  quite  obvious  that,  instead  of 
having  any  working  capital,  the  company 
has  a  liability  to  the  extent  of  $600,000. 
or  that  the  working  capital  was  $600,000 
less  than  nothing,  making  it  necessarj- 
to  rely  upon  loans  and  advance  payments 
on  contracts   to  conduct  operations. 

The  labor  and  material  costs  per  ton 
on  hulls  laid  down  to  July  31  were  as 
follows: — 

Labor.  Material. 

1918    $40  a  ton.  S76  a  ton. 

J919     49  a  ton.  116  a  ton. 

1920    61  a  ton.  95  a  ton. 

and  on  the  last  hull  in  1920  the  labor 
cost  $73  a  ton  and  material  $94  a  ton. 
the  net  result  being  that  the  last  hull 
was  laid  down  at  a  loss  of  $300,  to  which 
must  be  added  penalties  of  $72,000,  in- 
creasing the  loss  to  $72,300. 

The  arrangements  with  labor  at  the 
time  of  closing  down  was  for  a  5-day 
week  of  44  hours,  with  double  time  for 
Saturdays,  and  overtime.  The  manage- 
ment is  to  be  congratulated  for  drop- 
ping ships  in  the  water  as  rapidly  as  it 
did,  but  from  the  figures  which  are  quot- 
ed it  is  quite  apparent  the  policy  of  a 
closed  shop  has  had  its  effect  on  labor 
costs,  which  were  constantly  increasing, 
while  the  cost  of  material  has  been  de- 
creasing since  the  peak  last  year.  There 
may  be  considerable  argument  in  favor 
of  the  closed  shop  theory,  when  condi- 
tions are  universal,  provided  it  is  not  in 
restraint  of  trade;  but  the  shipbuilding 
industry,  in  so  far  as  ocean  traffic  is 
concerned,  is  quite  distinct  from  most 
other  industrial  enterprizes,  for  the  rea- 
son that  ships  built  at  one  point  upon 
the  globe,  compete  for  freight  traffic  with 
ships  built  at  any  other  point  on  the 
globe,  the  competition  being  exclusively 
in  the  charges  made  for  carrying  freight. 
Of  necessity,  the  capital  expenditure  on 
ships  built  in  any  one  market  must  be 
on  a  basis  to  compete  with  the  capital 
expenditure  of  ships  built  in  any  other 
market.  Therefore,  if  the  shipbuilding 
industiy  in  Canada  is  to  succeed,  the  cap- 
ital outlay  in  consti-uction  must  be  on  a 
competitive  basis  with  the  capital  outlay 
in  construction  in  any  other  markets,  or 
failing  in  this,  a  government  subsidy  to 
equalize  any  differences.  Shipbuilding 
labor  appears  to  have  overlooked  this 
factor  in  Canada  and  the  result  is  go- 
ing to  be  that  if  the  condition  is  not 
faced  by  labor  and  by  management,  the 
industry  cannot  succeed  and  compete  with 
ships  built  at  a  lesser  cost  at  other  points. 
This  factor,  and  a  survey  of  the  plant 
by  competent  experts,  regarding  the 
question  of  sufficiency,  adaptability,  etc., 
should  be  considered  in  any  re-organiza- 
tion. 

Without  making  any  provision  for  im- 
mediate payment  to  the  ordinary  credi- 
tors, it  would  require  at  least  $500,000 
or  $600,000  to  carry  out  a  reorganization, 
one-half  to  retire  the  secured  and  pre- 
ferred claims,  and  the  balance  for  work- 
ing capital.  If  this  cannot  be  realized 
from  the  accounts  receivable,  then  it 
might  be  by  an  issue  of  debentures  suf- 
ficient to  retire  these  secured  claims, 
and  the  balance  might  be  raised  by  an 
issue  of  preferred  shares.  These  shares 
could  be  prefen-ed  in  any  distribution  of 
assets  among  shareholders,  and  issued 
to  control  management,  provided  the 
present  shareholders  were  considered  to 
the  extent  of  their  equities,  after  mak- 
ing proper  depreciation  on  the  plant  and 
etc.  The  ordinary  creditors,  apart  from 
the    Marine     Department,    might    make 


576 


CANADIAN  It  A 1 1, WAV  AND  MAIUNK  WOliLD 


October,  1920. 


«..im-  urTansr.  nirntt   for  thr   payment  of 

!lll    in^up   of 

■  '<l  of  time, 

!  i:  nn  isnui- 

I  [..rli'  II  .'f  Itn'ir  i  Inims 

r.'s  for  the  hulniuc,  the 

■   )in\'-   fti.'   ^nnic   pri- 

%  ill  ;;>  -   ;i-  •"  thiiso   in- 

vmtinc  rn^'  •   prcfcrrwl 

«l   ,  k      If  '  ■    rontinucd 

,  iill  iiarl.i  ■-  must  lom- 

'    jrivi'  unil  takr,  other- 

poysililo  to  arrive  at  a 

iU'  enoutrh  to  nave 

'Iny  in  a  toHious 


SlalraiMit  ■!   A>>lr>. 
ASSETS 

l-Mh  on  h»nd   I     1.W9  iO 

C4uh  an  drp^ll  wlih  Han- 

nrvis    A    Co..    bankira.  ..     12.4(Z.27 

Virtnrr   bonib    <aMUrn«d   to 

nilU    mclrmblr    .    

AccoanU    r»<'riv«blr   

Stnm  and  aupplif*  nn  hand 

and  aaaikrnrd  to  bank  un- 

iWt  ore.   ."»  of  llank   Art : 

Grnrr«l       •upplii^.      «li- 

matrd    258.780.2* 

Work  in  procraw  (yacht)        1.47I.XI 

Work  in  provma  (halb 
12    and    ISi     KMSS..";.-. 

OfRer  fumiturr  and  flttinsa 

at    .•.C,    _ 

Draft*,  pattrm*  and  moald^ 
Haildlnv*        on        lctt»*hold 

land    lco.ti    .    iiS2.624.2l 

Marhinrrr     lco.1)     -..  317.907.4.-. 

Yard    r<iuipmrnt    (eoat>    ....  615.026.9!> 
t'ndrrvround    rqalprovnt 

ii-o.t>    _ 104.&91.S8 


M.MO.OO 
100.000.00 

.'.M.874.48 


Total    aM«t«    t 

LIABILITIES. 

8««ured— 

Bank   $158.80r..22 

lUnt    of    l<>a>rhuld     1.5.300.00 

H.    W.    pptric  *   Co.    lion    .       .■..299..'in 
Burroueh*    Addinir   Machine 

Co.    lien    250.00 

Canadian    General    Electric 

Co.    lien    1,388.70 

City   of  Toirmto.   Uses    22.9$2.4fi 

Preferred — 
Workmen**    compensation....!     .'i,225.00 
Dominion    Government   a«]e 

tmx   .   .   58S.62 

Wan* _ 106.2.52.32 

Ordliuiry — 

Oredilora    }r)20.3l9.26 

Oulf    Na\-iiration    Co..    eiPti- 

mated    to    rank    for    60.000.00 

l^mdon    Guarantee    Co..    on 

performanre        bond        to 

Mannr     Department     137.800.00 

Marine     Department,     eati- 

matr<l   to    rank    for   100.000.00 


Note*: 


(2.691.476.03 
i»ion  hai  been  maile  for  vov- 
war  profltA  tax.  Waice*  have 
been  paid  on  a  liouidator'n  bond.  charvinK  all  the 
■«setji  aji  w^urity.  In  preparinir  »tatement  tht* 
li'iuidato  rHnn  not  admit  nr  diapule  nny  liability. 
Authorite<l  axiicnmenl  ilate<I  July  31.  1'.<20:  winil- 
ing    up  onler    ipi.ued    Auir.    3.    1920. 


Trader  SleamNhip  Co.  Ltd.  has  been 
incorporated  under  the  Briti.-^h  Columbia 
Companies  Act,  with  $2.'>,(I00  authorized 
capital  and  office  at  Victcuia,  to  purchasr 
the  .S..S.  Trader,  owned  formerly  by  the 
Gulf  Steamship  &  TradinK  Co.,  Victoria, 
and  to  carry  on  a  jreneral  lumber  and 
.'tteani.'ihip  busine.ss.  The  s..--.  Trader  was 
built  at  Vancouver,  in  1901.  and  is  .-Jcrew 
driven,  by  engine  of  17  h.p.  Her  dimen- 
sion!? are,— length  101  ft.,  breadth  22.f. 
ft.,  depth  8.2  ft.,  tonnaKe  K.7  gross,  114 
net. 

The  BritiHh  Government  r(mtrul  of 
.'^hipping  came  to  an  end  Au.-  ^I.  when 
general  license.s  were  issueii.  allowing 
all  Hhips  to  proceed  anywhere  ..ti  and  af- 
ter Sept.  1. 


Additiiinii!  Dr>(liH-k  for  Ki^tiuinialt, 
RC. 


The  Dominion  I'ublic  Workii  IK>|Uirt- 
ment  has  invited  tenders  up  to  Dec.  »  for 
the  construction  of  a  drydo<-k  in  Skinner 
Cover.  Ks'iuimolt,  B.C.,  a  short  distance 
from  the  present  government  drydook.  It 
will  have  the  following  dimensions:  — 
Length  from  outer  caisson  stop  to  head 
wall.  1,1.')0  ft.;  width  of  entrance.  12.') 
ft.  on  sill,  and  1.15  ft.  at  coping  level; 
depth  on  sill  at  onlinary  high  water 
spring  tides,  40  ft.  The  dock  will  have 
two  inner  sills  located  400  ft.  and  7.50  ft. 
from  the  entrance  sill  respectively.  The 
outer  and  inner  entrances  will  be  closed 
by  stop  or  floating  caissons,  two  being 
provided. 

The  works  to  be  performed  by  the  con- 
tractor are  as  follows: — 

Construction  of  a  substantial  coffer- 
dam to  enclose  the  area  within  which  the 
works  are  to  be  built;  the  unwatering  and 
keeping  free  from  water  of  the  enclosed 
area  during  the  construction  of  the 
works. 

Excavation,  both  earth  and  rock,  over 
the  area  to  be  occupied  by  the  dock,  part 
of  entrance  pier  and  channel,  the  work 
to  include  excavation  for  pump  well, 
drains,  culverts,  etc. 

Dredging  an  entrance  channel,  or  any 
other  area,  to  a  depth  of  :{3  ft.  below 
low   water. 

Construction  of  a  dock  complete,  of 
concrete  walls,  provided  with  bollards  and 
keel  blocks,  etc.  Stairs  are  to  be  built 
in  the  walls  of  the  dock,  two  at  each 
end  of  the  dock.  Sixteen  ladders  are  to 
be  built  of  galvanized  iron  and  placed  on 
the  side  walls.  Ladders  shall  also  be 
placed    in   each   sump. 

Build  two  timber  slides,  to  be  built 
longitudinally  with  and  at  each  end  of 
the  north  side  wall  of  the  dock.  The  slid- 
ing faces  shall  be  built  of  granite  IS 
in.   thick. 

Build  a  roadway,  .")0  ft.  wide,  on  both 
sides  of  the  dock  and  around  the  head. 

Build  elevator  shaft  and  tunnels,  fur- 
nish and  install  elevator  and  cncloseil 
stairs.  The  elevator  is  to  be  of  the  drum 
type,  with  a  capacity  of  4,000  lb.,  or  about 
2.">   passengers. 


ituild  landing  wharf,  750  ft.  long,  t<> 
the  went  of  the  dock  entrance,  and  a  bulk 
head.  100  ft.  long,  south  of  the  etitr.ncc- 
wall,  to  }»•  liudt  of  timber  cribs  shiutJ.  d 
with  reinforce<l  concrel*  and  filled  with 
stone  ballast,  with  a  masi  concrete  nup- 
iTstructure. 

Build  a  line  of  standard  gauge  railway 
track  on  each  side  of  the  dock,  and  along 
the  landing  wharf,  to  be  laid  with  stand 
urd  section,  HO  lb.  rails. 

The  contractor  is  to  enclose  the  area 
within  which  the  works  are  to  be  built. 
Iiy  a  substantial  cofferdam,  and  to  un- 
water  the  site  and  keep  it  free  from  water 
during  construction. 

The  floating  caissons,  all  mechanical 
equipment,  and  the  buildings  reciuirtti 
therefor,  will  form  part  of  a  separate 
contract. 

The  estimates  for  the  year  ending  Mar. 
."il,  1921,  passed  at  the  Dominion  Parlia- 
ment's last  session,  contained  an  item. 
"New  dry  dock  at  Esquimau,  $500,000." 


Radio  Direction  Findine  Station 
for  St.  John.  N.H. 

The  Naval  Service  Department's  Ka- 
(liotelegraph  Branch  has  received  author- 
ity to  install  a  radio  direction  finding 
station  at  the  port  of  St.  John,  N.B.,  at 
an  estimated  cost  of  $2.i,000,  to  as- 
sist in  the  Bay  of  Fundy  navigation, 
which,  especially  in  winter,  calls  for 
great  care  by  ship  masters,  and  the  in- 
stallation will  doubtless  be  of  material 
assistance  to  them. 

The  station  will  be  a  duplicate  of  those 
which  have  proved  so  successful  at  Cape 
Race,  Canso,  and  Halifax,  which  have  a 
receiving  range  of  from  500  to  600  miles 
and  a  transmitting  range  of  200  miles. 
The  station  will  operate  on  a  wave  length 
of  800  meters,  which  is  being  reser\"ed 
exclusively  for  direction  finding  opera- 
tions. The  call  signal  of  the  station 
when  placed  in  operation  will  be  V.A.R. 

Tests  are  being  made  to  secure  a  good 
site  in  the  entrance  to  the  harbor,  and 
the  station  will  be  so  arranged  that  ships 
may  run  up  on  the  bearings  until  oppo- 
site the  harbor  entrance.  Apparatus  and 
materials  are  being  assembled  at  St. 
.John,  and  the  station  will  be  in  opera- 
tion in  time  for  winter  navigation. 


Grain  Shipped  from  Fort  William  and  Port  .Vrthur  DurinK  the 
Crop  Year  1919-1920. 


Th.-  followinir  Ubic.  compile<l  by  the  Board  of 
kind  of  iimin  ahipprd  from  K..rt  William  and  Port 
port«  at  which  they  were  unloadiil.  the  .iuantiti.-s  . 
titiea   carrie<l  to   Cana.lian   and    t'.S.   port*. 

Wheat. 
T.i    Canadian    porta —  Bu«h. 

Depot     Harbor     858.029-20 

Go<lerich    9.3.12.622-10 

Midland    »~ 9.038.522-10 

Montreal     458.263-40 

Port     Colbom*    19.18S.:.44-20 

Port    McNicoll    29..-.49.167-20 

Tiffin        11.196.424-30 


Total   to  Canadian   porta   .- 

To  I'.S.   porta— 

Buffalo    -. 

Chiraiio    

Dululh -Superior 

Port   Huron   

Toledo    


T9.4SS.57*^0 


Grain  Commiuioneni.  »how»  the  nuantitie*  of  each 
Arthur.  Ont..  durinir  the  crop  year  1919-1920.  the 
nrrird   in   Canadian   and   U.S.   >hip«.  and  the  quan- 

GaU.  Barley.  Klax.  Rye. 

Bush.  Bush.  Buah.  Buah. 

S.b.38.76r-do  S48'.5&l'-44  Sl'.fisi^  i2o"282-29 

2.707.6S4-29  1.912.611-32      67&.484-S2 

1.609.4S4-3I  1.475.641-40  21,71S-42  109.133-30 

216.556-02  766.405-01        — 

2.713.200-14  l.,540.091-12  72.822-S2  109.427-01 

730.344-11  24.440-03       S4.S49-07 

11.015,981-19     6.0<T,74I-M    17«,4IS-2<    1,068.677-07 


...  1,016.943-50 


ToUl    to    U.S.    porU 
Grand    toUl    


495  canroe*   in   Canadian   ahipa 
33   carv»e«    In   U.S.   ahlpa    


80.80S.960-00 


80.803.960-00 


4.960,937-28  417.162-46  196.409-0 

418.21S-08  144.803-04  36.797-28 

40.612-19  323.434-23 

5.S79.1S1-02  MX,6T8-S1  BM.*41-3t 

16.395.132-21  6.670.320-09  733.060-05 

13.114.92.4-12  6.067.741-36  313.613-46 

3.280.204-09  602.578-21  419.446-15 

16.395.132-21  6.670.320-09  733.060-06 

11.015.981-19  6.067.741-36  176.418-26 

5.379.161-02  602.678-21  656.641-85 

16.395.132-21  6.670.320-09  733.060-05 


121,421-27 
'M.°TiM7 


X11.191-M 


October,  1920. 


57'i 


Increases  Authorised  in  Freight  and  Passenger  Rates  on  Atlantic  Coast,  Gulf 

of  Mexico  and  Great  Lakes. 


The  United  States  Shipping  Board  gave 
the  following  decision,  Aug.  24,  on  the 
application  of  water  carrier.?,  operating 
on  the  Atlantic  coast,  Gulf  of  Mexico  and 
Great  Lakes,  for  authority  to  increase 
rates: — This  proceeding  was  instituted 
by  the  Board  of  its  own  motion,  to  deter- 
mine the  justness  and  reasonableness  of 
certain  proposed  advances  in  the  rates, 
fares  and  charges  of  water  lines  engag- 
ed in  interstate  commerce,  on  the  At- 
lantic coast,  Gulf  of  Mexico  and  Great 
Lakes.  The  tariffs  and  applications  nam- 
ing the  rates,  fares  and  charges  in  ques- 
tion were  filed  with  the  Board  on  and 
subsequent  to  Aug.  11,  and  were  propos- 
ed to  be  made  effective  on  .\ug.  26,  con- 
temporaneously with  the  effective  appli- 
cation of  the  rates,  fares  and  charges 
approved  by  the  Interstate  Commerce 
Commission,  as  to  rail  and  water  traffic, 
in  its  ex  parte  docket  74  (See  Canadian 
Railway  and  Marine  World  for  Septem- 
ber, pg.  478). 

Sec.  18  of  the  Shipping  Act  of  Sept.  7, 
1916,  imposed  upon  common  carriers  by 
water  in  interstate  commerce,  subject  to 
the  Board's  jurisdiction,  an  obligation  to 
give  to  the  public  and  the  Board  10  days 
notice  of  proposed  advances.  By  the 
terms  of  the  act  such  advances  cannot 
become  effective  until  their  approval  by 
the  Board. 

Prior  to  the  expiration  of  the  statu- 
tory period,  following  the  receipt  by  the 
Board  of  the  tariffs  and  applications  here 
under  consideration,  protests  against  the 
operation  of  the  same  were  lodged  with 
the  Board  by  .';hippers  and  commercial 
organizations.  The  Board  thereupon  di- 
rected that  the  tariffs  then  on  file,  to- 
gether with  those  which  thereafter  might 
be  filed,  be  suspended,  and  that  all  ap- 
plications for  permission  to  advance  rates 
be  consolidated.  An  order  was  so  enter- 
ed on  .\ug.  12,  instituting  a  general  in- 
vestigation in  the  premises,  and  the  mat- 
ter was  set  down  for  hearing  on  Aug.  18. 
Commercial  organizations,  .shippers,  and 
the  public  were  notified  by  telegraph,  by 
mail,  and  through  the  press,  of  the  time 
and  place  of  the  hearing,  and  all  inter- 
ested parties  were  given  an  opportunity 
to  be  fully  heard.  Notwithstanding  the 
protests  which  had  been  filed  with  the 
Board  in  advance  of  the  hearing,  how- 
ever, it  developed  at  the  hearing  that 
there  was  no  concerted  opposition  to  a 
general  increase  in  rates.  Representa- 
tives of  shippers  stated  frankly  that  they 
did  not  object  to  reasonable  advances  in 
rates,  as  they  realized  that  carriers  had 
been  and  were  confronted  with  increases 
in  the  cost  of  operations,  including  labor, 
materials  and  other  items;  and  they  rec- 
ognized the  fact  that  in  many,  if  not  in 
most,  instances,  some  increases  should  be 
made  in  the  rates,  in  order  that  the  car- 
rier's revenues  might  be  fairly  remuner- 
ative. Most  of  the  testimony  on  behalf 
of  shippers  was  directed  towards  specific 
situations,  which  they  conceived  to  be 
discriminatory,  or  detrimental  to  their 
respective  interests.  It  will  be  recog- 
nized, of  course,  that  howsoever  import- 
ant these  matters  may  be  to  individual 
shippers,  such  evidence  is  not  illumina- 
tive in  determining  whether  or  not  the 
proposed  advances  in  rates  as  a  whole 
are  reasonable  and  will  yield  a  fair  re- 
turn, or  more  than  a  fair  return,  upon 
the  value  of  the  property  of  the  carriers 
devoted  to  the  public  service. 

Atlantic  Coast  and  Gulf  Lines.  —  The 


general  advances  proposed  by  the  lines 
operating  between  Atlantic  Coast  and 
Gulf  ports  were  as  follows: 

Freight.  Passenger. 

Between  ports  on  Atlantic  Coast 

north    of    Norfolk,    Virginia    ..     40%  20% 

Between  Norfolk  and  New  Or- 
leans.   La 25%  20% 

Between    New    Orleans    and    the 

Mexican   border  Sb'r  20% 

These  applicants  seek  to  justify  the 
proposed  advances,  on  the  ground  that 
the  present  rates  are  not  sufficiently  re- 
munerative, in  view  of  the  prevailing 
high  operating  costs,  and  that  the  rates 
should  be  advanced  to  enable  them  to 
earn  a  reasonable  return  upon  the  value 
of  their  property  devoted  to  the  public 
service.  Inasmuch  as  the  Board  is  not 
empowered  to  prescribe  accounting  rules 
and  systems  to  be  observed  by  the  car- 
riers subject  to  its  jurisdiction,  the  fin- 
ancial and  statistical  data  submitted  in 
support  of  the  proposed  advances  were 
in  varied  and  dissimilar  form,  not  sus- 
ceptible of  reduction  to  a  common  basig. 
It  has,  therefore,  been  necessary  to  con- 
sider such  data  by  individual  carriers 
rather  than  en  bloc.  The  operating  re- 
sults reflected  by  these  varied  statistics 
are  substantially  identical,  however,  and 
may  be  illustrated  by  the  following  sum- 
maries:— 

An  examination  of  the  exhibits  and 
testimony  submitted  by  the  Merchants 
&  Miners  Transportation  Co.  shows  that 
on  .Tune  30  the  book  value  of  its  property 
devoted  to  the  public  service,  including 
floating  equipment,  wharves,  and  other 
necessary  terminal  property,  was  $3,842,- 
419..56;  that  for  the  six  months  ended 
.lune  30  its  total  operating  revenues  were 
.$3,021,971.31,  and  that  its  total  operating 
expenses  during  the  same  period  were 
$3,.574,972.46,  leaving  an  operating  de- 
ficit for  the  six  months  of  $.553,001.15. 
.\fter  making  allowances  for  miscellan- 
eous income  and  expenses,  this  deficit 
was  increased  to  $694,196.25.  Figures 
submitted  by  this  carrier  showed  an  in- 
sured valuation  of  the  above  described 
property  of  more  than  $6,000,000.00, 
which  it  was  stated  represent  only  80% 
of  its  actual  value.  The  advances  pro- 
posed by  the  Merchants  &  Miners  Trans- 
portation Co.,  in  addition  to  those  allow- 
ed that  carrier  by  the  Interstate  Com- 
merce Commission,  assuming  that  the 
volume  of  traffic  to  be  handled  by  it  does 
not  diminish,  were  estimated  to  yield, 
for  six  months,  increased  revenues  of 
$1,019,051.95,  practically  all  of  which  it 
was  anticipated  will  be  absorbed  by  oper- 
ating expenses.  It  was  asserted  that  the 
Merchants  &  Miners  Transportation  Co.'s 
revenue  requirements,  as  a  matter  of 
fact,  necessitate  a  larger  increase  than 
that  petitioned  for,  but  that  any  greater 
increase  would  seriously  disturb  existing 
rate  relationships  and  thereby  retard  the 
movement  of  traffic.  The  six  months 
covered  by  the  above  statistics  were  rep- 
resented as  comprehending  a  period  when 
the  company  was  operating  at  maximum 
capacity;  and  it  was  stated  that  the  vol- 
ume of  traffic  handled  at  any  other  per- 
iod would  not  be  nearly  so  heavy.  It  was 
testified  that  the  costs  of  operation  re- 
sulting from  increases  in  the  cost  of  ma- 
terials, fuel,  supplies,  labor  and  every 
other  element  of  transportation,  were  ab- 
normally heavy  and  that  there  was  no 
present  indication  that  they  would  de- 
cline to  any  great  extent  in  the  very  near 
future. 


Conditions  governing  the  operations  of 
other  Atlantic  coast  and  Gulf  lines  are 
substantially  similar  to  those  above  set 
forth,  except  that  at  some  ports  not 
served  by  the  Merchants  &  Miners  Trans- 
portation Co.  conditions  are  even  more 
unfavorable.  The  record  shows  that  for 
the  period  ended  June  30,  1920,  the  East- 
ern Steamship  Lines,  Inc.,  sustained  a 
loss  of  $539,831.07,  and  that  for  the  year 
ended  Dec.  31,  1919,  the  operating  deficit 
of  the  Clyde  Steamship  Co.  was  $1,357,- 
953.00,  and  of  the  Mallory  Steamship  Co. 
$643,16.5-00.  Applications  and  data  sub- 
mitted by  certain  carriers  in  respect  of 
water  line  operations  between  New  York, 
on  the  one  hand,  and  the  Canal  Zone, 
the  Virgin  Islands  and  Porto  Rico  on  the 
other  hand,  reflect  the  operating  condi- 
tions shown  above,  including  unprece- 
dented costs  and  inadequate  returns  with 
resultant  losses. 

Great  Lakes  Lines. — The  advances  pro- 
posed by  the  Great  Lakes  carriers  ap- 
proximate 40',;  on  freight  and  20';'<'  on 
passenger  traffic.  It  appears  from  the 
record  that  expenses  incident  to  the  op- 
eration of  vessels  on  the  Great  Lakes 
have  increased  substantially  to  the  same 
extent  as  on  the  Atlantic  coast.  For 
example,  it  was  shown  that  the  carriers 
are  now  paying  for  bunker  coal  approxi- 
mately lOO'r  more  than  they  paid  in 
1919,  and  they  claim  to  be  receiving  a 
poorer  quality  than  was  then  available. 
These  carriers  also  claim  that  they  are 
paying  60%  more  for  materials  and  sup- 
plies, and  40';;  more  for  labor,  than  they 
paid  in  1919.  A  situation  existing  on  the 
Great  Lakes  which  does  not  confront  the 
carriers  operating  on  the  Atlantic  and 
Gulf  coasts,  is  that  the  Great  Lakes  op- 
erations are  seasonal,  and  during  several 
months  of  the  year  some  of  the  carriers 
are  obliged  to  discontinue  operations  on 
account  of  weather  conditions.  During 
this  non-operating  period  the  overhead 
and  fixed  charges  of  the  carriers  remain 
fairly  constant. 

Some  stress  was  laid  by  shippers  upon 
the  fact  that  the  past  performances  of  a 
few  of  the  Great  Lakes  Lines  had  shown 
substantial  returns  on  their  property.  It 
must  be  borne  in  mind,  however,  that  we 
are  dealing  with  present  conditions,  and, 
whatever  those  statistics  may  show  for 
past  years,  they  cannot  be  said  to  re- 
flect the  results  of  operations  under  the 
high  costs  and  other  unfavorable  condi- 
tions existing  at  the  present  time.  The 
book  value  of  the  terminal  facilities  and 
fleet  operated  by  the  Great  Lakes  Tran- 
sit Corporation  is  $4,087,887.00,  accord- 
ing to  the  record.  For  the  six  months 
ended  June  30,  its  gross  revenue  was 
$1,077,295.00,  and  its  operating  expenses 
were  $1,194,411.38,  a  deficit  of  $117,- 
116. .38.  It  was  claimed  that  the  market 
value  of  the  company's  property  is  $10,- 
000,000.  The  Cleveland  &  Bufl'alo  Tran- 
sit Co.  showed  a  net  loss  to  June  30  of 
$193,115.89.  The  Goodrich  Transit  Co. 
sustained  a  net  loss  of  $77,905.83,  for 
the  year  ended  June  30.  These  figures 
fairly  represent  the  results  attained  by 
other  Great  Lakes  carriers  in  the  opera- 
tion of  their  respective  lines.  There  is 
ample  evidence  of  record  to  support  the 
claims  of  the  Atlantic,  Gulf,  Great  Lakes 
and  territorial  lines,  regarding  the  in- 
creased costs  of  their  operations,  and 
their  need  for  additional  revenue;  and 
the  increases  for  which  they  have  respec- 
tively applied  will  produce  not  more,  and 


578 


CANADIAN  KAIIAN  AV  AM)  MAUINK  WORLD 


October.   iy20. 


in  all  probabilily  Irim,  ttuin  •  rvaKunabIc 
return  ujMjn  the  valup  of  thpir  pmportlcs 
dvvotrU    to   thi-   |>ulilu-    niTvirr. 

I'orflo  I'ort  and  Trtiptirlional  KatrH. — 

\\  !  l<i  allow  thv  pri)|iii(ii'<l  nd- 

.■iiic  (•(Tcrlivc  on  Auk.  -''. 
■  ■•unly  with  the  incrcHSfd 
nil.  iiiitl.rizi'd  by  the  IntrmtBto  Com- 
iinTiT  Coniminfiiuii  in  itit  ex  |>artc  dncki't 
71  ir.S  ICf  -JJO);  thin,  it  in  claimr<l,  l>f- 
•>  til  pri'jiiTVf  propiT  rale 
If  the  iniitnnt  ini-ren.ses 
'  !:um1,  the  mrriers  Wduld,  of 
i-niirsi-,  !..•  (oiifronted  with  the  unnatural 
and  iihji>ctiunal)le  iiituatiiin  of  having 
port-t«-port  raten  which  would  be  lower 
than  their  proportional  water  rates,  be- 
tween the  same  ports  on  trafTic  handled 
in  connection  with  rail  lines.  It  was  also 
indicated  that  such  a  state  of°  affairs 
would  |K'rniit  shippers  so  to  handle  their 
freight  as  to  avail  themsels-e.s  of  the 
prtrferential  port-to-port  rates,  instead  of 
paying  the  higher  proportionel  rates, 
theri'by  tendini;  to  deplete  the  revenues 
which  should  properly  accrue  to  the  car- 
riers from  throujrh  rail  and  woter  busi- 
ness. As  against  this  situation  it  is 
shown  that  the  cost  of  handlinfr  port-to- 
port  traffic  is  Kt'nerally  in  excess  of  the 
cost  of  handling  through   traffic. 

Shipper."**  Complaint.s. — Some  evidence 
was  introduced  by  shippers  tending  to 
.show  that  the  lines  in  certain  instances 
have  not  piven  to  commercial  orRaniza- 
tions  and  to  shippers  sufficient  notice  of 
proposed  embargoes,  and  that  the  car- 
riers' equipment  has  been  inadequate  to 
handle  the  traffic  offered.  It  is,  of  course, 
desirable  that  close  co-operation  be  main- 
tained between  the  carriers  and  the  ship- 
pers, with  u  view,  at  all  times,  to  ac- 
<iuainting  the  latter  with  the  fact  of  pro- 
posed embarRoes,  as  in  this  way  only  is 
it  possible  to  prevent  unnecessary  move- 
ment of  freifrnt  to  wharves  and  termi- 
nals. It  is  also  important  that  carriers 
shall  exert  every  effort  to  provide  a 
transportation  service  that  will  fully 
meet  the  needs  of  the  shipping  public. 
In  this  connection,  representatives  of 
several  of  the  carriers  expressed  them- 
.selves  as  willing  to  improve  their  facili- 
ties, if  it  should  hereafter  develop  that 
their  financial  condition  will  so  vvarrant. 

DeciHJon. — After  careful  consideration 
of  the  applications,  and  supporting  state- 
ments, and  all  the  facts  and  evidence  of 
record  in  the  instant  case,  the  Board 
concludes  and  decides  that,  to  the  extent 
hereinafter  indicated,  the  advances  pro- 
posed to  be  made  have  been  shown  to  be 
just,  reasonable  and  necessary.  The  rates, 
fares  and  charges  of  the  water  carriers 
operating  in  the  sections  involved  may 
be  increased  as  follows: 

Frviicht.  PiuscnKrr. 
IWtwtvn    Norfolk.    Vinrinim   mnd 

porU     on     Ihp     AUmntie     ccxt 

north   thirmf   40":;  20^-, 

IVlwt»n    Norfolk    *nil    New    Or- 

l»»n«.    Ix>uiaiana    iif^  ZOC'.- 

ItfHwfrn    Nrw    Orlcani    and    the 

Mexican    border   »6r,r         20'/, 

Between      port*     on     the     Great 

I-ake*    *0'r,  20% 

Iletween     New     York     and     the 

Canal    Zone   I0<:;         asl/S'^ 

Hetwren  New  York  and  the  Vir- 

Kin    lalanda    3S  I/St 

I.S'n    freinht    rate*    involve<ll 
lletwn-n    New    York    and     Porto 

Rico 20',  20'; 

The  increases  authorized  on  freight 
traffic  may  be  made  applicable  to  weigh- 
ing, lighterage,  storage,  floating,  trans- 
fer, diversion,  reconsignnient,  switching, 
.ind  transit  services;  and  the  passenger 
fares  increases  authorized  may  be  applied 
also  to  excess  baggage. 

On  the  Atlantic  and  Gulf  Coasts  the 
through  rates  l>ctween  ports  located  in 
liifferent  coastal  sections,  which  are  made 


on  a  conil'ination  baaia,  iihould  be  in- 
rreaaed  by  appiyinir  to  each  factor  of 
the  through  raten  its  renpective  percent- 
age. 

l.iH-al  or  joint  through  rates  In-tween 
IKirtn  in  one  coastal  section  and  iiorUi  in 
any  other  coastal  sections  should  Ik-  in- 
creased  :i.T    I'.f,. 

For  rate  making  purposes,  Norfolk, 
Virginia,  will  be  considered  in  the  Nor- 
folk-North Atlantic  section,  to  and  from 
ports  in  said  section;  and  in  the  Norfolk- 
New  Orleans  section,  to  and  from  ports 
within  the  latter  section;  New  Orleans, 
Louisiana,  will  be  considered  in  the  Nor- 
folk-New Orleans  section  to  ond  from 
ports  within  said  section  and  within  the 
New  Orleans-Mexican  border  section  to 
jind  from  ports  within  the  latter  section. 

With  regard  to  increases  in  terminal 
charges,  Norfolk  will  be  considered  in 
the  Norfolk-North  Atlantic  section,  and 
New  Orleans  will  be  considered  in  the 
New  Orleans- Mexican   border  section. 

The  increases  in  rates,  fares  and 
charges  herein  authorized  may  be  made 
effective  not  later  than  Jan.  1,  1921,  on 
one  day  notice  to  the  public  and  the 
Board.  An  order  will  be  entered  accord- 
ingly. 

•The  Quebec  Steamship  Co.  was  repre- 
.sented  at  the  hearing  by  A.  J.  Outer- 
bridge. 


New  Marine  Oil  Engine. 

A  new  type  of  marine  engine  has  been 
introduced  in  Great  Britain.  The  ordin- 
ary type  of  oil  engine  has  a  single  piston 
in  each  cylinder,  this  piston  compresses 
a  mixture  of  air  and  oil  vapor  against 
the  end  of  the  cylinder  and  the  conse- 
quent ignition  forces  the  piston  outward 
and  thus  provides  the  driving  power  of 
the  engine.  In  this  new  type  the  igni- 
tion takes  places  between  two  pistons  in 
one  cylinder,  forcing  the  pistons  apart. 
Each  piston  is  connected  to  the  crank- 
shaft—an arrangement  which  gives  a 
very  even-turning  movement  to  the  shaft. 
Other  advantages  arc  claimed,  including 
a  very  marked  saving  in  space,  which  is 
very  important  on  board  ship,  and  im- 
proved "scavenging"  (clearing  the  pro- 
ducts of  combustion  out  of  the  cylinder). 
The  design  lends  itself  to  the  replace- 
ment of  steam  engines  in  ships  without 
alterations  of  the  shafts  or  propellers, 
as  the  double  piston  arrangement  gives 
the  low  propeller  speed  of  110  revolutions 
a  minute  with  an  actual  piston  speed  of 
450  ft.  a  minute,  equivalent  to  900  ft.  a 
minute  in  the  ordinary  type  of  oil  en- 
gine. Two  1,000  h.p.  engines  of  the  new- 
type  are  being  built. 


Canadian  Defence  Device.  —  London, 
Eng.,  cablegram,  Sept.  13.— To  H.  A. 
('lift,  a  Canadian  engineer,  is  given  the 
credit  for  the  construction  of  two  "mys- 
tery towers,"  built  to  the  order  of  the  Bri- 
tish Admiralty  for  defence  purposes  during 
the  war,  and  one  of  which  was  towed 
yesterday  from  Shoreham  to  Portsmouth. 
It  will  be  used  there  chiefly  as  a  mark 
for  navigation,  but  originally,  it  is  said, 
it  was  one  of  16  between  which  anti- 
submarine nets  were  to  have  been  spread, 
and  which  were  to  be  crowned  with  pow- 
erful searchlights.  These  towers  are 
erected  on  ships  of  10,000  tons  each,  but 
lifter  being  floated  to  their  new  positions, 
their  air  spaces  will  be  filed  with  con- 
<rete  and  they  will  be  allowed  to  settle 
on  the   bed  of  the  ocean. 

Germany  will,  it  is  said,  after  deliver- 
ing up  the  ships  required  by  the  peace 
treaty,  have  a  total  of  501,910  tons,  com- 
pared with  .'■>, 108,600  in  August. 


Dix'k.Nurd   li»rfim.'n'.s   1'o.sition.s. 

The  Civil  Service  Commi»i»ion  gave 
notice  r(.*cently  that  application*  would 
be  reci'ived  from  persons  qualified  to  fill 
the  positions  of  dockyard  foremen  at  an 
initial  salary  of  |2,40U  a  year,  which  will 
!«■  increased,  upon  recommendation  for 
efficient  service,  at  the  rate  of  $120  a 
year  until  a  maximum  of  $2,760  has  been 
reached.  This  initial  salary  will  be  sup- 
plemented by  the  bonus  provided  by  law 
for  the  present  fiscal  year. 

Duties. —  Under  direction  of  the  Chief 
Engineer  (Dockyard)  to  have  charge  of 
the  work  performed  in  the  shops  and 
yard  of  a  government  dockyard;  to  sup- 
ervise construction  of  and  repairs  to 
ships;  and  to  perform  other  related  work 
iis    required. 

Qualifications.  —  Education  equivalent 
to  high  school  graduation;  either  gradu- 
ation in  engineering  from  a  school  of  ap- 
plied .science  of  recognized  standing,  with 
at  least  three  years  of  experience  in 
naval  dockyard  work,  or  a  complete  term 
of  apprecenticeship  with  a  large  well  es- 
tablished engineering  firm  and  at  least 
five  years  experience  in  charge  of  engi- 
neering, construction,  and  repairing  ships 
in  a  dockyard;  preferably  training  in 
naval  work  and  procedure;  thorough 
knowledge  of  hull  and  machinery  con- 
struction and  repairs,  and  the  construc- 
tion and  repairs  of  yard  equipment; 
ability  to  handle  and  direct  men,  and  to 
organize  and  execute  dockyard  work; 
tact  and  good  judgment. 

Elxamination. — Subjects  and  weights  a? 
follows:  education  and  experience,  3;  oral 
interview,  if  necessary  in  the  Commis- 
sion's  opinion,   2. 

A  list  of  eligibles  will  be  established 
for  vacancies  in  the  above  class  through- 
out the  Dominion,  but  the  only  vacancy 
required  to  be  filled  at  present  is  that 
of  Dockyard  Foreman,  Halifax  Dock- 
yard, N.S.,  Naval  Service  Department. 
In  the  case  of  this  position,  preference 
will  be  given  to  residents  of  Nova  Sco- 
tia. 


The  U.S.  Shipping  Board  has  adopted 
a  resolution  providing,  under  the  Mer- 
chant Marine  Act,  that  steamship  own- 
ers may  be  relieved  from  war  and  excess 
profits  taxes  under  certain  conditions; 
that  all  departments,  bureaus,  boards 
and  commissions  of  the  U.S.  Government 
are  directed  to  recognize  the  .■\merican 
Bureau  of  Shipping  as  their  agency  for 
classification  of  ships  owned  by  such 
bureaus,  and  for  such  other  purposes  in 
connection  therewith  as  are  proper  func- 
tions of  a  classification  bureau;  that  in 
all  cases  the  Board's  approval  of  type 
and  kind  of  ship  shall  be  on  condition 
that  said  ships  shall  be  constructed  in 
accordance  with  the  American  Bureau 
of   Shipping's   rules. 

Canada  Steamship  Lines'  s.s.  T.  P. 
Phalen,  which  was  sunk  near  Iroquois 
I'oint  in  the  St.  Lawrence  River  during 
.August,  and  which  was  abandoned  to  the 
underwriters,  has  been  finally  given  up 
as  a  total  loss.  Of  her  cargo  of  64,000 
bushels  of  wheat  about  22,000  bus.  of 
tlry  grain  were  saved  and  a  considerable 
quantity  of  wet  wheat.  The  equipment 
and  fittings  have  been  removed  as  far 
as  possible,  and  further  attempts  at  sav- 
ing the  hull  have  been  given  up.  It  is 
stated  that  there  was  $200,000  insurance 
(in  the  whole.  $40,000  disbursement  in- 
surance and  $7,.')00  trip  freight  insurance. 

The  name  of  the  s.s.  Captain  Hemans, 
owned  by  A.  Sutherland,  Port  Arthur, 
Ont.,  has  been  changed  to  A.  B.  Suther- 
land. 


October,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


579 


Transportation  Conventions  in  1920 


Oct.  5-7 — Maintenance  of  Way  Master  Painters' 
Association.  Detroit,   Mich. 

Oct,  11  to  15.— American  Electric  Railway  Ac- 
countants  Association.   Atlantic   City.   N.J. 

Oct.  11  to  ir.. — American  Electric  Railway  En- 
gineering   Association,    Atlantic    City.    N.J. 

Oct.  11  to  lo.— American  Electric  Railway 
Transportation  and  Traffic  Association.  Atlantic 
City.    N.J. 

Oct.  1-1.  15. — American  Association  of  PassenRcr 
Traffic    Officers.    ChicaBo.    111. 

Oct.  19-21 — American  Railway  Bridfre  and 
Buildin?    Association.    Atlanta.    Ga. 


ere  tar 


Transportation  Associations, 
Clubs,  Etc. 


rsons  given  below  are  those  of 
ies  unless  other^-ise  stated : 
Association   of   Port   Authorities.      M. 
P.    Fennell,   Jr.,   .'»"    Common   St,.   Montreal. 

Belleville  Railway  Men's  Educational  Club. 
Meet..!  each  Tuesday.  7.30  p.m.  I'.  A.  Pinkston. 
Bellev-ille.    Ont. 

Canadian  Car  Service  Bureau-  W.  J.  Collins. 
Manager.    401    St.    Nicholas    Buildinn.    Montreal. 

Canadian  Electric  Railway  Association  —  A. 
Eastman.   70   Bond  Street.   Toronto. 

Canada  Freight  Association  (Eastern  lines)  — 
G.   C.   Ransom,   909   Shauehnessy    Bl,lg..   Montreal. 

Canadian  Freight  Association  (Western  Lines*— 
W.    E.    Camph-ll,    SOfi    Boyd    Block.    Winnipeg. 

Canadian  Railway  Board  of  Adjustment  No.  1 — 
R.    Chappie.    263    St.   James   Street.    Montreal. 

Canadian  Railway  Club  —  W.  A.  Booth.  131 
Charron  St..  Montreal.  Meetings  at  Montreal  2nd 
Tuesday,  each  month,  8.30  p.m..  except  June. 
July  and   August. 

Canadian  Traffic  League,  A.  H.  Thorpe.  23 
BaliMim    Ave..    Toronto. 

Dominion  Marine  Association — F.  King,  Coun- 
sel.   Kingston.    Ont. 

Canadian  Ticket  Agents'  Association — E.  de  la 
Hooke.   London.   Ont. 

Eastern  Canadian  Passenger  Association — G.  H. 
Webster.    .'54    Beaver  Hall   Hill,   Montreal. 

Engineers'  Club  of  Montreal — C.  M.  Strange, 
9    Beaver   Hall    Suuarc.    Montreal. 

Engineers'  Club  of  Toronto— R.  B.  Wolsey,  94 
King   Street    West.    Toronto. 

En'rineering  Institute  of  Canada— F.  S.  Keith, 
176    Mansflelil    St.,    Montreal. 

Express  Traffic  Association  of  Canada— C.  N. 
Ham.    Montreal. 

Great  Lak^s  and  St.  Lawrence  River  Rate  Com- 
mittee^ A.  E.  Storey,  310  G.T.R.  General  Offices, 
Montreal. 


Hydro-Electric  Railway  Association  of  Ontario 
-T.   J.   Hanniean,   Guelph,  Ont. 

International  Water  Lines  Passenger  Associa- 
tion- M.  R.  Nelson.  S9  Chatham  Ave..  Buffalo, 
N.Y. 

Niagara  Frontier  Summer  Rate  Committtee — 
James   Morrison,    Montreal. 

Quebec  Transportation  Club— A.  F.  Dion,  Har- 
bor  Commissioner's   OfTice.   Quebec,   Que. 

Railway  Association  of  Canada— C.  P.  Riddcll. 
Montreal. 

Shipping  Federation  of  Canada — Thos.  Robb, 
Manager.    42    St.    Sacrament   Street,    Montreal. 

Transportation  Club  of  Toronto — W.  A.  Gray, 
2.".7    Roxton    Road.   Toronto. 

Transportation  Club  of  Vancouver.— C.  E. 
Blaney.  Travelling  Passenger  Agent.  Canadian 
Pacific    Ocean    Services    Ltd.,    Vancouver,    B.C. 


The  Robert  Hicks  Coal  &  Towing  Co. 

Ltd.  has  been  incorporated  under  the  Do- 
minion Companies  Act  with  authorized 
capital  of  $25,000,  and  office  at  Cobourg, 
Ont.,  to  deal  in  coal  and  other  fuels, 
to  own  and  operate  ships,  docks  and 
wharves,  and  to  engage  in  general  tow- 
ing, salvaging  and  wi'ecking. 

Canadian  Pacific  Ocean  Services'  s.s. 
Metagama,  inward  bound  from  Liver- 
pool, Eng.,  Sept.  1'2,  grounded  on  a  sand- 
bank about  2.')  miles  from  Montreal  dur- 
ing a  heavy  fog,  and  was  released  the 
following  morning  without  any  apparent 
damage.  The  majority  of  passengers  had 
disembarked  at  Quebec. 

Trade  and  Supply  Notes. 


The  matter  which  appears  under  this  heading  is 
compiled,  in  most  cases,  from  information  sup- 
plied by  the  manufacturers  of,  or  dealers  in,  the 
articles  referred  to,  and  in  publishing  the  same 
we  accept  no  responsibility.  At  the  same  time  w-e 
wish  our  readers  distinctly  to  understand  that  we 
are  not  paid  for  the  publication  of  any  of  this 
matter,  and  that  we  will  not  consider  any  propo- 
sition to  insert  reading  matter  in  our  columns  for 
pay  or  its  equivalent.  Advertising  contracts  will 
not  be  taken  with  any  condition  that  accepting 
them  will  oblige  us  to  publish  reading  notices.  In 
other  words,  our  reading  columns  are  not  for  sale, 
either  to  advertisers  or  others. 

Canadian  Locomotive  Co.,  Kingston, 
Ont.,  made  a  profit  of  $367,969.02  for  the 


year  ended  June  30.  Its  highest  profits 
were  $892,976.33,  in  1918-19,  and  the 
lowest  $134,613.89,  in  1914-15,  the  aver- 
age from  1912-13  to  1919-20  being  $492,- 
698.51  a  year.  The  annual  report  states 
that  the  strike  of  1919  extended  into 
1920,  completely  cutting  off  production 
for  the  first  three  months,  which,  to- 
gether with  the  great  difficulty  in  secur- 
ing materials  owing  to  the  strike  and 
embargoes  on  U.S.  railways,  affected  the 
company's  output  very  materially.  Suffi- 
cient contracts  are  on  hand  to  keep  the 
works  going  up  to  Jan.  1,  1921,  before 
which  time  undoubtedly  further  contracts 
will  be  closed.  The  directors  for  this 
year  are:  F.  G.  Wallace,  President;  J.  L. 
Whiting,  K.C.,  Vice  President;  Aemilius 
Jarvis,  Chairman  of  the  Board;  W.  Casey, 
General  Manager;  Jas.  Carruthers;  M.  J. 
Haney;  W.  Harty,  Jr.;  Robt.  Hobson,  W. 
Y.   Soper. 

Flannery  Bolt  Co.,  Vanadium  Build- 
ing, Pittsburg,  Pa.,  has  issued  a  cata- 
logue of  the  F.B.C.  welded  flexible  stay- 
bolts,  and  tools  for  installation. 

Franklin  Railway  Supply  Co.  of  Can- 
ada, Transportation  Building,  Montreal, 
has  issued  Bulletin  975,  describing  and 
illustrating  the  locomotive  booster. 

The  Holden  Co.  Ltd.,  Montreal,  rail- 
way sui)plies,  etc.,  has  appointed  D.  M. 
Brown,  manager  for  Ontario,  with  office 
at  342  Adelaide  St.  West,  Toronto. 

The  Superheater  Co.,  Transportation 
Building,  Montreal,  has  issued  a  set  of 
bulletins,  dealing  with  stationary  and 
marine  superheaters,  as  follows: — Super- 
heater on  small  locomotive;  superheater 
for  stationary  power  plants;  advantages 
of  the  Elesco  method  of  superheating; 
advantages  of  superheated  steam;  re- 
sults from  superheating  a  power  plant 
on  the  Nickle  Plate;  fire  tube  marine 
superheaters,  steamship  Pearl  Shell;  ma- 
rine    pyrometers ;     higher     superheated 


For  Sale  and  Classified   Advertising 


Under  this  heading  Canadian  Railway  and  Marine 
World  will  place  advertisements  for  Positions  Want- 
ed, Positions  Vacant,  Equipment  for  Sale,  Tenders 
Wanted,  Dividend,  Annual  Meetings,  Legal  Notices, 
etc. 


Rates    for  a.lv 


ADVERTISING    RATES. 

rtisements  set   in   unifoi-m   style 


point 


Positions  Wanted  and  Positions  Vacant,  3c.  per  word. 
Equipment  for  Sale  advertisements.  4c.  per  word. 

Allow  five  words  where  replies  are  to  be  sent  to  a  box  num- 

Minimum    order— $1. 
Rates  under  other  headings  and  for  display  advertisements 
application. 


FOR  SALE 


Three  steam  tuya  and  one  stern  wheeler, 
about  September  1st,  now  plyinK  on  the 
Saskatchewan  River,  betwijen  The  Pas  and 
Sturgeon    Landing. 

S.s.  "Minasin,"  length  60  ft.,  width  13.2 
ft.,  repristered  tonnase,  2G.16,  n.h.p.,  6, 
speed  about  9   miles,  screw  propelled. 

S.s.  Sam  Brisbin,  screw  propelled,  length 
47.5  ft.,  width  11  ft.,  n.h.p.  4.2.  registered 
tonnage  7.48.   speed  about  7   miles. 

S.s.  Notin,  screw  propelled,  leneth  48 
ft.,  width  10  ft.,  registered  tonnage  12.56. 
n.h.p.  4.16,  speed  8  miles. 

S.s.  City  of  Prince  Albert,  stern  wheeler, 
length  96  ft.,  width  20  ft.,  registered  ton- 
nage 88.92,  n.h.p.  6.6.  speed  8  miles  an 
hour. 

Any  further  infoiTnation  as  to  price,  or 
further  description,  of  these  boats  will  be 
furnished  on  application  to  the  Mandy 
Mining  Company.  G.  R.  Bancroft,  Super- 
intendent. The   Pas,   Manitoba. 


FOR  SALE 

At  a  Bargain 

steam  screw  wood  steamer  of  64.73  regis- 
tered  tonnage. 

Built  in  1890  in  New  York.  Lensth  110.8", 
breadth  23.9'. 

Two  covered  decks  and  one  awning  deck. 
Compound  enKine  12'.'."  x  24"  x  17"  of  150 
I.  H.  P.,  built  by  Montcrief  McLay  Com- 
pany in   1890. 

Horizontal  Internal  Marine  Boiler,  diame- 
ter 90",  lenKth  11' — S'-i",  115  pounds  work- 
ing pressure.  Built  by  Robb  EnKineerin? 
Company  in   1906. 

EnKine.   shafting  and   pumps   in  Rood   con- 
Boiler  needs  a  few  repairs.     Last  test  lift 
pounds — two    years   afco. 
Hull  not  in   best  of  condition. 
Address  all   enquiries   to   the 

Cape  Breton  Electric  Co.,  Limited, 
Sydney,  Nova  Scotia. 


Position  Vacant 


Wanted  for  a  small  Electric  Railway 
in  the  Canadian  West,  a  manager  with 
all-round  knowledge  of  electric  railway 
work.  One  who  can  handle  employes  and 
get  on  well  with  the  public.  Must  fur- 
nish first  class  references  as  to  charac- 
ter, habits,  etc.  Please  address  Cunning- 
ham &  Company,  Booth  Building,  Otta- 
wa, stating  salary  and  if  services  avail- 
able about  November  1st. 


It  Pays 


to  I  arry  an  advertisement  in 
the  Canadian  Railway  and 
Marine  World  every  issue  of 
the  year  because  you  obtain 
proportionately  better     _         , 

Kesults 


580 


CANADIAN  KAII-U  AV  AND  MAKINK  WOKI.IJ 


(kUihvr,  192(» 


«team    in   niarinc    puwri    plantx;    initrini' 
iiut>rrhr«t«T». 

Whilini  rorporatlon.  —  Thr  WhitinK 
Kounilry  K(|uipnirnt  Co.,  of  Ilnrvcy,  III.. 
anil  tin-  Anirriran  Founilry  Kquipmi-nt 
Co..  iif  Ni'w  York,  N.Y.,  havo  ln-i-n  ron- 
tialiilnti-il  an  Whitinir  Corporation,  with 
autlionnil  tnpital  of  $:>.(IO0.(K)0.  J.  II. 
WhitiiiK.  I'rrniilont.  Whilinir  Foundry 
Kquipnicnt  Co..  Ix-cunH-n  ChHirnian  of  the 
Bonril.  and  V.  K.  .Minich.  rronidont,  Am- 
iTti-i«n  Kounclry  Kquipmi-nt  < 'o..  Sand 
.Mixitiir  .Mnrhinc  Co.,  and  Foundry  Kijuip- 
inont  .Miinufnrturrrs  Associntiori.  Iif- 
(•omrs   I'rrsjdont.      As   the   lines   of  miirui- 


farturc  of  the  romponcnt  rompanip*  do 
not  overlap,  it  in  tho  intention  to  main- 
lain  all  prriicnt  innnufarturinir  farili- 
lUH.  Thi-  WhitinK  pinnt  at  lliir\iy  will 
ri'liiin  the  mnnufarturr  of  rranrn.  cu- 
pnlax.  hoiHtK.  tiimtilinK  millit.  corr  ovt-nit 
and  all  other  itcni.H  of  the  Whitinc  line. 
liilfethiT  with  fnn<i  liln.it  e<|uii)ment  and 
(limt  nrrenterH.  Sand  cuttini;  marhinex, 
I'liurKintr  trucks,  core  marhinex  and  »tccl 
MaskH  will  comprisie  the  bulk  uf  work  at 
the  new  Ameriran  Co.'k  plant  at  'Z'J'iTi 
Went  47th  St..  Chicapo.  un«ler  the  direc- 
tion of  K.  A.  Rich,  .Ir.  Mouldini:  ma- 
rhines,  jolts,  flask  speeialtii'S  anil  pattern 


mountinK  materiaU  will  continue  to  be 
manufactured  at  the  American  Co.'n 
plant  at  York,  Pa.,  in  chance  of  R.  S. 
Much.  The  planx  includi-  maintaininir 
and  enlurjfinK  the  prenent  tifflcex  of  the 
.\merican  Foundry  K<)uipment  Co.,  36C 
.Maili.-oin  Ave.,  New  York,  as  the  caitcm 
.sales  anil  export  office  of  the  combined 
lines. 

Will  Twiat  Drill  Co.  of  Canada.  Walk- 
i-rville,  (Jnt.,  has  published  an  elaborate- 
cataloK^ue  of  drills,  reamers,  and  cutters, 
ifivini:  descriptions  of  the  different  styles 
and  types,  with  suKKestions  for  their 
proper   u.ses. 


Taylor  &  Arnold 

Engineering   Company,  Ltd. 


AGENTS  FOR 


Farnley  Stay-Bolt  Iron 

Brown  Bayleys  Spring  Steel 

Armco  Welding  Wire 

Manitoba  Steel  Foundries,  Limited 

Otis  Steel  Company,      Etc. 


Montreal 


Toronto 


Winnipeg 


WALTER    LAMBERT 

Naval  Architect,  Marine  Surveyor 
14  Place  Royale       Phon.  Main  4199                Montreal 

Sole  Canadian  Agent  for 
Loveridge  Marine  Equipment. 
Frameless  Wooden  Ship  Construction. 
Fleming  &  Fersruson,  Ltd.,  Dredgers 
Cochran  Boilers. 

FOR  SALE  — Twin    Screw   Steel   Tujr,    .'iOO   H.l'..    with    I'assenjfer 
Accommodation,  $100,000. 

Single  Screw  Wood  Tup,  200  H.P.,  $17,000. 

fVi 

1 

^wj 

I 

^Bf**     \ 

The   Cochran    Donkey 

Hoilor,  Coal  or 

Oil    Kirod. 

;%l 


Canadian  Railway  and  Marine  World 


November,  1920 


Snow  Fighting  Equipment. 

Hy  W.  H.  Winterrowd,  Chief  Mechanical  Engineer,  Canadian  Pacific  Railway. 


The  earlier  portions  of  this  paper  were 
published  in  Canadian  Railway  and  Ma- 
rine World  for  September  and  October. 

Grand  Trunk  Pacific  Rotary  IMuughs. 
FifT.  :{2  shows  a  rotary  plousjh  built  by  the 
Bueyrus  Co.  for  the  Grand  Trunk  Pacific 
Ry.  As  far  as  the  writer  has  been  able 
to  learn,  only  two  of  these  ploughs  were 
built.  The  wheel  is  of  a  modified  scoop 
type,  and  has  10  radial  scoops,  the  inner 
ends  of  which  are  fastened  to  a  steel 
casting  keyed  to  the  main  .shaft.  The 
general  form  of  the  scoop  is  the  same  as 
in  the  rotaries  described  previously,  ex- 
cept that  the  adjoining  edges  of  the 
scoops  are  brought  straight  out  towards 
the  face  of  the  wheel.  The  flanges  of  a 
heavy  hinge  casting  are  placed  over  the 
double  edges  thus  formed.  This  casting 
is  fastened  by  rivets  passing  through 
both  flanges  and  the  adjoining  edges  of 
the  scoop  plates.  Near  the  outer  peri- 
phery of  the  wheel,  heavy  braces  or 
spacer  bars  are  applied  between  each 
hinge  casting.  The  cutting  blades  are 
double  edge  and  made  of  cast  steel.  Each 
blade  adjusts  itself  automatically  and  in- 
dependently and  no  connecting  links  are 
used.  The  inner  ends  of  five  of  the 
knives  are  carried  close  to  the  center  of 
the  wheel;  the  other  five  knives  are 
shortened  so  that  they  will  not  interfere 
with   the  longer  ones. 

Union  Pacific  Rotary.  —  Four  rotary 
snow  ploughs  were  built  by  the  Union 
Pacific  Rd.  The  cutting  wheel  is  built  up 
around  a  cast  steel  center  secured  in  the 
usual    manner    to   the   front   end    of   the 


of  the  wheel.  The  outer  ring  is  of  mild 
steel  1  X  4  in.  section.  Between  the  in- 
ner and  outer  rings  are  riveted  two 
types  of  cast  steel  arms.  Each  alternate 
arm  is  provided  with  bosses  for  hinging 
knives.     The   front   edges   of   the    V-;    in. 


operated  by  air  and  the  cutting  wings 
are  heavily  braced  in  working  position. 
When  not  in  use,  the  wings  are  drawn  in 
by  means  of  levers  operated  by  a  hand 
screw.  The  boilers  on  these  ploughs  are 
equipped    with    superheaters.      The    use 


^m' 

tlTrrr 

^^^^^m  ' 

ir-lj 

JJJjj  1 ; 

^^^^^^^^^^^^^^^^^^■WP' 

'luillrii 

AMAUr^m^y, 

pmspi 

— «* 

w 

Fie.  33.     Canadian  Pacific  Ky.  Heavy  Rotary  Snow   Plough. 


plate  partitions  are  riveted  to  the  arms 
without  bosses.  The  plain  arms  also 
serve  as  stops  for  the  knives,  which  are 
double  edged  and  of  cast  steel,  and  which 


Fig.  32.     IJrand  Trunk   Pacific   Ky.   Rotary  Snow    Ploui-h. 


wheel  shaft.  This  easting  is  spool  shap- 
ed. The  front  is  .^0  in.  in  diameter  and 
contains  a  number  of  spokes.  On  three 
of  these  spokes  the  small  center  cutting 
knives  are  hinged.  The  outer  ring  of 
this  center  casting  forms  the  inner  ring 


adjust  themselves  independently  without 
connecting  links.  These  knives  are  hinged 
to  the  bossed  steel  arms  by  means  of 
continuous  pins.  A  drop  nose  and  very 
substantial  cutting  wings  are  fastened 
to   the   front  casing.     The  drop   nose   is 


of  highly  superheated  steam  provides  a 
substantial  increase  in  power  and  reduces 
the  consumption  of  fuel  and  water,  en- 
abling the  plough  to  remain  out  longer 
without  running  for  an  additional  sup- 
ply. 

Canadian  Pacific  Heavy  Rotary. — The 
greatest  test  of  a  rotary  snow  plough  is 
its  ability  to  cut  through  snow  slides. 
The  plough  can  be  subjected  to  no  heav- 
ier service  than  one  which  is  occasion- 
ally required  on  all  roads  crossing  the 
Rocky,  Cascade  and  Selkirk  Mountains. 
The  snow  in  these  slides  is  not  only 
|)acked  exceedingly  hard,  but  often  con- 
tains trees  and  rocks.  It  is  impossible 
for  rotaries  to  overcome  such  obstacles. 
It  is  generally  customary  to  probe  the 
slide  with  sounding  rods  to  locate  them, 
and,  if  possible,  they  are  removed  by 
blasting,  or  by  being  pulled  out.  Some- 
times, however,  these  obstacles  are  not 
discovered  and  when  the  plough  encount- 
ers them  the  ordinary  cutting  knives  are 
generally  damaged  and  the  plough  often 
put  out  of  commission.  The  repair  of 
the  knives  is  generally  difficult  and  slow. 

During  the  winter  of  1908-09,  Mr. 
George  Bury,  then  General  Manager, 
Western  Lines,  C.P.R.,  decided  that  a 
plough  was  needed  which  would  not 
break  down,  and  he  stated  that  he  wish- 
ed a  rotary  plough  with  cutting  knives 
of  2  in.  armor  plate,  and  the  rest  of  the 
plough  built  in  proportion.  The  follow- 
ing spring,  authority  was  given  for  two 
such  i)loughs  and  arrangements  were 
made  with  the  Montreal  Locomotive 
Works  for  their  construction.  H.  H. 
Vaughan,  then  Assistant  to  the  Vice  Pre- 
sident of  the  C.P.R.,  engaged  John  Play- 
er, Consulting  Engineer  of  the  American 


.82 


CANADIAN  KAILW  AV  AND  MARINE  WORLD 


November,  1920. 


I  ofomnfivr  Co.,  to  prrpurr   the   dcniirnii 

.'  >>n  with  hiMi.  A*  a  rcnult  it 

ti>   niCMlify   <-nniiidiTi«bly    tho 


whcrl  dirrrt  in  marine  rnirinc  otyle,  ant] 
that  the  framv  uf  tho  plouvh  ihould  re- 
fi-mlilr    a    liridKP    Ktrdcr    to    thorouKhly 


ruttine  knivcH  and  Hcoops  nf  rxce«din(r- 
ly  thK'k  plMtv,  and  all  other  conotrnction 
in   proportion,  would   have   rerultod  in  a 


hiiwivcr,  waR  built 


rh  wax  quite  dif- 


wiii,')it  that  was  imprartiral.  A  wheel, 
t  wnich  wan  nu 

fcri-nt  from  any  cithern  and  which  was 
ninnTisely  RtronK.  The  wheel  wa«  made 
if  ra.«t  steel.  An  no  farilitieH  were  avail- 


PIs.  S7.    Cut  Bud  Srrnrnt. 

oon.Htnirlion  of  exintinir  pUiuirhs.  It  was 
Mr.  Vnmrhan's  idea  that  tifttcr  results 
could  be  obtained  by  driving  the  plouKh 


support  tho  casing  or  hood.  This  idea 
has  been  justified,  as  the  ploughs  oper- 
ate with  practically  no  vibration.  It  was 
(ieci<lf(l  to  build  the  ploufrhs,  incorpornt- 
inp  these  ideas.  The  finished  ploughs  are 
shown  in  fitts.  .1.1  and  34,  and  are  the 
largest  and  most  powerful  that  have 
ever  been  built. 

The  design  of  a  tremendously  strong 
and  rugged  wheel  was  one  of  the  most 
important  problems.    To  have  made  the 


Complrtrd    WhrrI    in     Plarr. 
Ilravr   Rolarj   Snow    Plough. 


r.p.R. 


able  for  machining  or  annealing  a  cast- 
ing of  the  required  size,  a  built-up  con- 
struction was  used.  The  center  casting, 
the  front  an<l  back  of  which  is  shown  in 
figs.  ^B  and  M,  was  made  in  octagon  form 
80  in  across  the  flats.    Kig.  37  shows  one  of 


November,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


583 


the  eight  segments  which  were  bolted  to 
the  faces  of  the  center  casting.  These 
segments  follow  the  curved  form  of  a 
scoop  wheel  and  have  at  the  outer  edges 
6  in.  diameter  bosses  for  2'2  in.  diame- 
ter hinge  pins.    The  segments  are  bolted 


fore  the  cutting  knives  are  attached. 
This  view  shows  the  1V4  in.  thick  by  10 
in.  wide  band  bolted  to  the  segments,  and 
which  helps  hold  them  in  place.  The 
band  is  increased  in  thickness  to  com- 
pensate for  the  hinge  pin  and  bolt  holes. 


FiR.   46.     Arranccmcnt  of  Engine  and  Wheel,  C.P.K.  Heavy  Rotary  Snow   Plough. 


ith   Gusset   Pla 


to  the  center  casting  with  2Vt  in.  diame- 
ter bolts.  The  adjacent  segments  are 
bolted  together  through  flanges  at  their 
rear  edges. 

Fig.  38  shows  the  wheel  assembled  be- 


Posilion,  C.P.R.  Heavy  Rotar.v  Snow  Plough. 

This  band  is  made  in  section  with  L 
shaped  lugs  on  each  end  which  fit  into 
grooves  in   the  segments. 

Fig.  39  shows  the  inside  of  one  of  the 
massive   cast   steel    knife    blades.     Figs. 


40  and  41  are  other  views  of  these  blades 
and  show  how  they  are  heavily  ribbed. 
These  blades  are  %  in.  thick  at  the  cut- 
ting edge. 

Fig.  42  shows  the  nose  piece  for  the 
center  of  the  wheel.  Fig.  43  shows  the 
completed  wheel,  without  the  nose  piece, 
being  balanced.  As  shown  in  this  view, 
the  wheel  weighed  24.000  lb.  and  as  it 
was  designed  to  run  at  400  revolutions 
per  minute  it  was  necessary  to  balance 
it  accurately. 

Fig.  44  shows  the  finished  wheel  in 
place  on  the  plough. 

Figs.  45  and  46  show  the  arrangement 
of  engine  and  plough.  The  casing  is 
made  of  %  in.  plate  and  tapered  to  elim- 
inate any  flat  surfaces  on  which  snow 
or  ice  might  accumulate.  The  bottom  of 
the  casing  is  reinforced  by  an  additional 
%  in.  plate.  The  back  of  the  casing  con- 
sists of  steel  castings  with  flanges  for 
attachment  to  supporting  gusset  plates. 
This  view  also  shows  the  boiler  and  en- 
pines  in  place,  as  well  as  the  taper  wheel 
fit  on  the  front  end  of  the  main  shaft. 
The  main  shaft  is  11%  in.  in  diameter 
and  12  ft.  2  in.  long.  The  front  bearing 
is  111,8  in.  in  diameter  by  28  in.  long. 
Behind  the  front  bearing  is  a  marine 
type  thrust  bearing  with  10  collars. 
There  is  a  rear  bearing  10  in.  in  diame- 
ter by  16%  in.  long.  The  thi-ust  bear- 
ing, which  is  peculiar  to  this  plough,  is 
intended  to  take  up  the  thrust  ordinarily 
received  by  the  back  wall  of  the  wheel 
casing.  It  has  proved  of  decided  benefit 
in  service.  The  engines  are  of  the  mar- 
ine type  and  have  cylinders  20  in.  in 
diameter  and  24  in.  stroke.  The  steam 
chests  are  cast  integral  with  the  cylin- 
ders. The  supporting  columns  are  cast 
steel.  As  head  room  was  limited,  the 
connecting  rods  are  short  in  proportion 
to  the  stroke,  and  the  area  of  the  cross- 
head  bearing  surfaces  was  increased  ac- 
cordingly. The  crank  pin  of  the  engine 
was  connected  to  a  crank  disc  on  the  rear 
of  the  wheel  shaft  by  means  of  a  drag 
link  coupling.  This  was  used  in  case 
there  should  be  any  variation  in  align- 
ment of  the  wheel  shaft  and  engine  crank 
shaft  and  to  prevent  any  bending  strains 
from  being  transmitted  from  one  to  the 
other.  Duplicate  reverse  lever  and  throt- 
tle are  provided  so  that  the  engine  can 
be  operated  from  either  side. 

Fig.  47  shows  the  main  frames  and 
gusset  plates  which  support  the  casing. 
The  frames  are  box  girders  36  in.  deep 
at  the  front  end.  The  outside  plate  of 
the  girder  is  %  in.  thick  and  the  inner 
'2  in.  thick.  The  top  and  bottom  mem- 
bers are  13  in.  ship  channels.  The  boil- 
er applied  to  these  ploughs  is  similar  to 
those  of  the  Canadian  Pacific  class  M-4 
consolidation  type  locomotives.  It  has 
2,108  sq.  ft.  of  heating  surface  and  44 
sq.  ft.  of  grate  surface,  and  is  of  greater 
capacity  than  any  boilers  that  have  been 
used  for  snow  plough  service.  The  trucks 
are  of  the  6-wheel  type  specially  design- 
ed for  the  purpose,  and  have  cast  steel 
frames.  The  axles  have  7  x  12  in.  jour- 
nals, and  the  steel  tired  wheels  are  34 
in.  in  diameter. 

In  working  order,  these  ploughs  weigh 
260,000  lb.  The  weight  Is  practically 
equal  on  the  two  trucks.  The  tender  has 
a  water  capacity  of  7,000  Imperial  gal- 
lons and  holds  16  tons  of  coal.  The  ten- 
der was  made  32  ft.  long  over  end  frames, 
as,  on  account  of  bridge  limitations,  it 
was  necessary  to  separate  the  weight  of 
the  plough  from  the  weight  of  the  push- 
ing locomotives.  The  tender  trucks  are 
of  the  4-wheel,  equalizer  pedestal  type, 
using  standard  engine  truck  wheels  and 
axles.     An   oflicer   who   has   used   them 


B84 


CANADIAN  RAILWAY  AND  MARINK  WORLD 


Novembtr.  1920. 


■  UU»  that  the  knn 
for  HpaliriK  with 
out    trrrn    i    in 
i>t«trii  that  thr  -^ 
t'uttinir    knivcx    an 


1.1a.  .a 


itr  Kufftrlrnt  up  the  track  and  to  rlrar  out  thp  Kparc 

They  Imvr  l>clwc«-n  the  rails  for  a  ilppth  of  from  "J 

lit-    al-i'  to    4    in.,    (lanirrrK    art-    ircnpraliy    u^ocl. 

it   whirh  thi-  KlanKPrn  arc  applini  fithcr  to  the  front 

niakrK     thr  of    the    locomotive,    temporarily    to    Ikix 


Kir.    if.      Thr    Kay    Fluncrr. 


Trptfl 


TVptB 


TYPtC 


Typc  D 


sonc:  TYPK  0*^ 

SHALL  PILOT    PLOWS 


plough  somewhat  nlowrr  in  its  progress 
throuKh  a  .slide,  but  the  knives  do  not 
break  when  they  .iitrike  "bstruetions  such 
ns  rocks  an<l  trees. 

Klanfcrni. — In   order  to  properly  clean 


cars  or  flat  cars,  or  permanently  to  snow 
ploughs  or  flanjrer  cars.  Vig.  48  shows 
one  of  the  early  type  of  flnnirers  used  on 
locomotives.  It  was  known  as  the  Tem- 
ple and   Miller   type.      It   consisted   of  a 


knife-like  blade,  one  end  of  which  wai 
pivoted  to  the  nope  of  the  locomotive 
pilot.  It  was  lowered  and  raised  by  meanii 
of  lever  connections  from  the  locomotive 
cab.  and  when  down  in  working  position 
wan  practically  parallel  to  the  side  of  the 
pilot.  The  blade  was  made  in  two  pieces. 
The  lower  one,  which  could  readily  be 
removed  or  replaced,  formed  the  cutting 
plate  or  shoe,  and  was  attached  to  the 
upper  one  by  means  of  sprinKs. 

An  improved  type  was  known  as  the 
I'rie'<t  flanker.  Its  general  arrangement 
1-  >iinilar  to  that  of  the  Ray  type  de- 
>rnt>ed  later,  except  that  it  was  raised 
.■jMil  lowered  thmugh  a  system  of  levers 
.-iniilar  to  those  of  the  Temple  and  Miller 
Mangers,  the  motive  power  being  .sup- 
plied by  an  air  cylinder  bolted  through 
the  running  board  of  the  locomotive.  The 


FU.    SI.      Thr   Ra.r    KUnirr. 

manufacturers  of  the  Triest  flanger  de- 
veloped the  Ray  flangcr.  This  widely  used 
flanger  is  shown  in  figs.  49,.">0  &  .il.  These 
illu!=trations  show  how  the  air  cylinders 
for  raising  and  lowering  the  flangers  are 
bolted  to  the  cross  tie  which  connects 
the  front  end  of  special  equalizers.  The 
flanger  is  held  in  raised  position  by 
means  of  a  strong  spring  in  each  cylin- 
der. The  air  is  used  only  to  keep  the 
flanger  down  in  operating  position.  These 
flangers  make  a  cut  2  in.  deep  on  the  in- 
side of  the  rail  and  1  in.  deep  on  the  out- 
side. The  total  width  of  the  cut  is  about 
20  inches.  Air  for  the  cylinders  is  sup- 
plied from  the  locomotive  main  reservoir, 
the  operating  valve  lieing  located  in  the 
cab  within  easy  reach  of  the  engineer. 
Ray  flangers  are  made  in  different  styles. 
By  extending  the  inner  edges  of  flanger 
blades  a  very  useful  combination  snow 
plough  and  flanger  is  made.  Such  a  type 


November,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


585 


is  shown  in  tijc-  ^~,  illustratinj:  various 
types  of  pilot  ploughs.  For  double  track 
operation,  a  single  tutting  plate  extend- 
ing the  full  width  of  the  trackway  is 
used. 

As  stated  previously,  flangers  are  ap- 
plied to  snow  ploughs  of  various  types. 
Sometimes  flangers  are  attached  to  a 
special    car.      The    smallest    flanger    car 


raising  the  llangir  is  contained  within 
the  car.  The  majority  of  the  large  cars 
are  equipped  with  two  flangers  in  order 
that  the  car  may  be  operated  in  either 
direction.  On  .some  roads  the  flangers 
are  hung  from  the  underframe  of  the 
car  between  the  trucks.  On  other  roads 
they  are  placed  at  the  ends  of  the  cars 
outside  the  trucks.     Figs.  53,  54  and  55 


Klangrer  Car,  Canadi; 


Fiir.  55.     Flanker  Car,  Canadian  Pacific  Railway. 


is  practically  a  4-wheel  truck  to  which 
flangers  have  been  applied.  A  platform 
is  built  over  the  truck  and  carries  the 
operating  mechanism  as  well  as  a  load 
of  heavy  material  to  hold  the  flanger 
down  to  its  work.  The  large  flanger  cars 
are  ordinarily  of  the  caboose  type,  and 
are  usually  equipped  with  two  4-wheeled 
trucks.    The  mechanism  for  lowering  and 


show  some  diflFerent  types  of  flanger  cars. 

Some  of  the  various  styles  of  flangers 
used  under  such  cars  or  other  equipment 
are  shown  in  fig.  56. 

Ice  Cutters.  —  The  formation  of  ice 
around  and  over  tracks  in  yards  is  a 
cause  of  great  delay.  Removal  by  hand 
is  slow  and  retards  switching  operations. 
To   remove  such   ice   quickly,,  the  C.P.R. 


has  developed  and  is  using  a  type  of  ice 
cutter  shown  in  fig.  57.  This  cutter  is 
applied  to  the  plough  of  a  Jordan  spread- 
er car.  The  cutter  consists  of  29  2  in. 
square  cutting  tools  of  hardened  steel, 
ground  to  a  point  at  the  bottom  end. 
These  knives  are  carried  in  a  flanged 
channel  which  is  fastened  to  the  plough 
at  the  front  of  the  spreader.  This  method 
of  attachment  permits  the  entire  cutter 
to  be  raised  and  lowered  by  the  existing 
spreader  mechanism.  Fig.  57  shows  the 
cutter  in  working  position.  Figs.  58  and 
59  shows  the  cutter  entering  a  snow  and 
ice  covered  track  and  leaving  it  in  clear 
condition. 

Sweeper.s.  —  For  removing  ordinary 
light  snows  in  yards,  a  few  roads  have 
used  the  well  known  street  railway  type 
of  sweeper.  A  sweeper  of  this  type  is 
shown  in  figs.  60  and  61.  The  revolving 
brooms  at  each  end  of  the  sweeper  are 
operated  by  means  of  a  single  cylinder 
reversible  steam  engine  located  in  the 
body  of  the  car.  This  engine  takes  steam 
from  the  locomotive  pushing  the  sweeper. 
The  broom  shaft  is  driven  by  means  of  a 
chain  drive.  The  writer  has  been  advised 
that  these  cars  are  very  efllcient  in  re- 
moving light  snow,  and  particularly  in 
cleaning  up  terminals  and  terminal  yards. 

Operation  of  Equipment.  —  All  snow 
fighting  equipment  should  be  in  good 
condition  before  the  start  of  the  snow 
season.  This  is  best  accomplished  by 
means  of  a  definite  summer  repair  pro- 
gramine.  Snow  fighting  conditions  vary 
greatly.  Some  roads,  in  order  to  deter- 
mine the  probable  weather  conditions, 
keep  in  close  touch  with  the  government 
observatories,  which  advise  the  localities 
or  areas  in  which  storms  exist  or  are 
probable. 

Operation  of  equipment  usually  starts 
with  the  beginning  of  a  storm.  In  clear- 
ing snow  under  ordinary  conditions,  pilot, 
push  and  wing  plows  are  generally  run 
at  a  good  speed,  in  order  that  the  snow 
may  be  thrown  well  clear  of  the  track. 
If  a  good  speed  is  maintained,  the 
ploughs  will  frequently  go  through  a  cut 
without  stalling,  whereas,  if  the  speed 
is  slow  the  plough  may  catch  or  stall 
half  way  through  the  cut  or  drift,  with 
the  result  that  it  may  be  stuck  or  buried 
and  have  to  be   shoveled   out. 

Particular  care  should  be  used  upon 
approaching  a  cut,  particulai-ly  one  with 
a  side  drift  at  the  entrance,  as  with  a 
double  track  plough  sufficient  side  pres- 
sure may  develop  to  cause  derailment. 
Such  an  approach  is  generally  squared 
off'  before  pushing  the  plough  into  it. 
If  the  snow  is  too  deep  for  the  plough 
to  handle,  it  is  leveled  ofl^  by  shoveling 
until  reduced  to  a  reasonable  depth.  The 
man  in  charge  of  the  snow  plough  must 
be  one  with  considerable  initiative,  as 
weather  and  snow  conditions  vary  great- 
ly, and  situations  frequently  arise  which 
call  for  good  judgment  and  quick  deci- 
sion. 

Rotary  snow  ploughs  are  handled  in 
an  entirely  different  manner  from  the 
push  and  wing  ploughs.  Instead  of  de- 
dcpnding  upon  speed  to  get  through  the 
drifts,  the  rotary  plough  approaches  the 
drift  slowly  and  the  cutting  wheel  is  fed 
into  the  drift  instead  of  bucking  it.  A 
snow  bank  or  slide  is  generally  approach- 
at  a  speed  of  about  ?i  or  4  miles  an  hour 
with  the  I'otary  wheel  revolving  about 
150  revolutions  a  minute.  When  com- 
ing close  to  the  obstruction  the  speed  of 
the  wheel  is  increased,  and  the  pusher 
engines  keep  moving  just  fast  enough  to 
keep  the  plough  up  against  the  drift.  If 
the  pusher  engine  crowds  the  rotary  too 
much    the    pilot    signals    the    locomotive 


586 


CANADIAN  RAILWAY  AND  MARINt:  WOULD 


November,  1920. 


ii.iif    .  f   thi-   r..liir\    to   ituriii'"!'    {)u-   iiim><mI 

irinp 

'   'iit.l 

.    ,  i-hiT. 

.1    Willi  111.' 

.;    the  loco. 

, :■•    nhiit    «i(T. 

'.I    iiuukly    to    prcvrnt 
In  cane  the  rotary 

:.^cni  Arc  raised  and  the 

pluUK'li  iltauii  t>ack  four  or  Ave  foot  from 
the  cut. 

\v  li  n  ni'-t.t,  ri-ndy,  the  wheel  i»  ntart- 
•■1  the  rut.  The  rotary 
■  IT  bo   pushed   into   the 

;,.. ..  ;jtioe  of  more  than  4  or 

fi  feet.  OS  faiiurr  of  the  rotary  will  ro- 
nult.  If  the  wheel  of  the  rotary  lieromes 
blocked  with  .snow  the  plough  should  Iw 
stoppod  and  bark  up  a  few  feet.  The 
snow  ran  then   l>c  loosened  between   the 


the  (tylc  shown  in  (iir.  02.  The  horiKonlal 
slata  whirh  are  atlarhed  to  the  top  ex- 
tension of  the  hark  brnres  lend  to  throw 
ilriftinir  snow  barkward  and  to  rause  it 
to  pile  upon  the  outer  siile  of  the  fence. 
.Some  ronds  use  a  nortnble  fence,  the  al- 
temalinK  panels  of  whirh  form  an  A  de- 
sijrn. 

Termanent  fenccii  may  be  of  any  rcc- 
oirnized  type,  but  arc  usually  of  boards 
plared  rlose  tocelher,  allhouKh  in  some 
cases  stone  fences  have  Iw-en  used.  The 
writer  has  been  advised  that  metal  lath 
or  metal  fences  have  proved  satisfactory 
under  some  conditions. 

Trees. — One  of  the  Canadian  road.s 
u.-ies  spruce  hedges  and  finds  this  a  very 
.Hotisfactory  method  of  forniinn  a  snow 
borrier.  The  distance  at  which  trees  or 
hedjres  are  spaced  or  planted  from  the 
track  depends  entirely  upon  local  condi- 


ro^    &**.«ct.c 


VOR      POUC>A.C 


SOME    TYPES    OF 
FLAHGERS  . 


«PPUICD   TO     SPREflDCR  FUftnGCD    STCEL    SMOE 

Fix.  JT.     Irr  Cullrr,  Canadian    Parilir  Kailon). 


casini;  and  the  scoops,  after  which  the 
wheel  will  clear  itself.  Rotary  ploughs 
should  not  be  forced  through  snow  deep- 
er than  the  hood.  When  the  snow  is 
deeper  than  the  hood  the  top  bank  should 
be  shoveled  off.  In  slides  or  ice  forma- 
tions the  top  of  the  obstruction  is  fre- 
quently loosened  by  blasting. 

The  successful  operation  of  the  rotary 
depends  greatly  upon  the  manner  in 
which  it  is  handled,  and  it  is  highly  es- 
sential that  the  men  on  both  the  rotary 
and  the  pusher  engines  should  be  experi- 
enced  men. 

Preventative  Measures.  —  At  points 
where  it  is  known  that  sti^w  will  drift 
it  is  usual  to  construct  miow  fences; 
these  may  be  either  tempuran,-  or  per- 
manent. The  usual  temp'riiry  snow 
fence  is  about  7  ft.  hinrh,  frequently  of 


tions.  On  the  C.P.R.,  tree  planting  has 
been  done  in  selected  localities,  species 
native  to  the  locality  being  used.  Alone 
the  north  shore  of  Lake  Superior  jack 
pine  and  spruce  are  utilized.  In  Quebec 
spruce  and  balsam  nnd  some  cedar  arc 
used.  The  trees,  when  planted,  are  gen- 
erally not  over  ;!0  in.  high.  The  practice 
of  using  hedges  and  trees  for  this  pur- 
pose is  quite  general  in  Europe.  When 
properly  planted,  hedges  and  trees  not 
only  give  snow  protection  but  enhance 
the  appearance  of  the  right  of  way. 

Snow  Sheds. — On  roads  passing  through 
mountain  territory  where  slides  are  fre- 
quent, snow  sheds  are  generally  used  for 
protection.  Snow  sheds  are  of  various 
types  and  built  to  suit  local  conditions. 
The  level  fall  type  is  of  box-like  section 
and  used  simply  to  protect  the  road  from 


fulling  or  drifting  mow.  The  valley  type 
^h<'<i  is  generally  placed  against  an  em- 
hiinknient  in  such  a  way  that  a  slide 
will  pass  over  the  ro<if  of  the  shed  without 
fulling  on  or  damaging  the  track.  The 
shcMJs  are  onlinarily  brace<I  with  crib- 
work  backed  with  earth  or  gravel.  Sev- 
eral years  ago  at  Rock  River,  the  Tnion 
Pacific  Rd.  constructed  a  very  intcrc.-t- 
ing  permanent  snow  she<l  of  conrrctf 
sections  fitted  together.  This  shed  cov- 
erc'd  a  track  which  had  in  previous  years 
given  a  very  great  deal  of  trouble  on 
account  of  deep  drifting  snow. 

The  question  of  preventative  measures 
is  a  very  large  one.  The  writer  has  not 
felt  it  within  the  scope  of  this  descrip- 
tion to  more  than  make  reference  to  the 
best  known  methods. 

Conclusion. — In  conclusion  the  writer 
wishes  to  acknowledge  his  very  great  in- 
debtedness to  J.  S.  Leslie,  one  of  the 
Leslie  Brothers,  whose  ingenuity  and  un- 
tiring efforts  have  made  possible  the 
operation  of  our  railways  under  severe 
winter  conditions.  His  assistance  and 
collection  of  data  and  photographs  were 
placed  at  the  disposal  of  the  writer  and 
made  it  possible  to  complete  the  his- 
torical review  of  the  subject.  The  writer 
also  wishes  to  acknowledge  his  indebt- 
edness to  the  various  railway  and  manu- 
facturing companies,  particularly  Q  &  C 
Co.,  and  the  American  Locomotive  Co., 
for  information  placed  at  his  disposal. 
.Acknowledgment  is  also  made  to  H.  H. 
Vaughan  for  much  valuable  information. 
Additional  illustrations  are  shown  on 
pages  587  and  .588. 


.\nierican  Railway  As.sociation's 
Mechanical  Committees. 


As  stated  previously  in  Canadian  Rail- 
way and  Marine  World,  the  officers  of 
the  -American  Railway  Association,  Sec- 
tion 'i,  Mechanical,  for  the  current  year 
are  W.  J.  Tollerton  (Chairman),  General 
Mechanical  Superintendent,  Chicago, 
Rock  Island  &  Pacific  Ry.,  Chicago;  J. 
Coleman  (Vice  Chairman),  Assistant  to 
General  Superintendent.  Motive  Power, 
and  Car  Department,  G.T.R.,  Montreal; 
V.  R.  Hawthorne,  Chicago,  being  Secre- 
tary. At  a  recent  meeting  of  the  gen- 
eral committee,  committees  were  appoint- 
ed ta  serve  until  June,  1921.  Following 
is  a  list  of  the  committees,  with  the 
names  of  their  chairmen,  and  also  names 
of  officials  of  Canadian  railways,  allied 
lines,  etc.,  who  are  members  of  the  com- 
mittees. 

General  Committee. — W.  J.  Tollerton 
(Chairman).  General  Mechanical  Super- 
intendent. Chicago,  Rock  Island  &  Paci- 
fic Ry.,  Chicago;  J.  Coleman  (Vice  Chair- 
man), Assistant  to  General  Superintend- 
ent. Motive  Power  and  Car  Department, 
G.T.R., Montreal;  W.H.Wintcrrowd,  Chief 
Mechanical   Engineer,  C.P.R.,  Montreal. 

Nominating. — F.  W.  Brazier  (Chair- 
man), Assistant  to  General  Superintend- 
ent, Rolling  Stock,  New  York  Central 
Rd.,  New  York. 

.Arbitration. — T.  H.  Goodnow  (Chair- 
man), Superintendent,  Car  Department, 
Chicago  &  Northwestern  Ry.,  Chicago, 
Illinoi,-;:  J.  Coleman,  Assistant  to  Gen- 
eral Superintendent.  Motive  Power  and 
Car  Department,   G.T.R.,  Montreal,  Que. 

Prices  for  Labor  and  Material. — .A.  E. 
Calkins  (Chairman).  Superintendent, 
Rolling  Stock,  New  York  Central  Rd., 
New  York;  I.  N.  Clark,  Master  Car  Build- 
er, G.T.R.,  London,  Ont. 

Arrangements.  —  W.  J.  Tollerton, 
(Chairman),  General  Mechanical  Super- 
intendent, Chicago,  Rock  Island  &  Paci- 
fic  Ry.,  Chicago;   .1.  Coleman,   Assistant 


November,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


587 


to  General  Superintendent,  Motive  Pow- 
er and  Car  Department,  G.T.R.,  Montreal. 

Autogenous  and  Electric  Welding. — J. 
T.  Wallis  (Chairman),  Chief  of  Motive 
Power,  Pennsylvania  System,  Philadel- 
phia. 

Car    Con.struction. — W.    F.    Kiesel,   Jr. 


sistant  to  General  Mechanical  Superin- 
tendent, Northern  Pacific  Ry.,  St.  Paul, 
Minn.;  G.  E.  Smart,  Jlechanical  Assist- 
ant, Car  Department,  Canadian  National 
Rys.,   Toronto. 

Couplers   and    Draft   Gears.   —   R.   L. 
Kleine    (Chairman),    Assi-stant    Chief   of 


Fig.  60.     Snow  Sweeper,  Pennsylr 


Railroad.     See   page  583. 


(Chairman),  Mechanical  Engineer,  Penn- 
sylvania System,  Altoona,  Pa.;  W.  J. 
Robider,  General  Master  Car  Builder, 
C.P.R.,  Montreal. 

Brake   Shoe  and   Brake   Beam    Equip- 
ment. —  W.  J.  Bohan   (Chairman),  As- 


Motive  Power,  Pennsylvania  System, 
Philadelphia,  Pa.;  L.  K.  Sillcox,  General 
Superintendent,  Motive  Power,  Chicago, 
Milwaukee  &  St.  Paul  Rd.,  Chicago;  C. 
Brady,  General  Car  Construction,  C.P.R., 
Montreal. 


Train  Brake  and  Signal  Equipment. — 

T.  L.  Burton  (Chairman),  Consulting 
Air  Brake  Engineer,  New  York  Central 
Rd.,  'New  York;  W.  J.  Hatch,  General 
Air  Brake   Inspector,  C.P.R.,   Montreal. 

Car  Wheels. — W.  C.  A.  Henry  (Chair- 
man), General  Superintendent,  Motive 
Power,  Pennsylnvania  System,  St.  Louis, 
Mo.;  W.  H.  Wintorrowd,  Chief  Mechani- 
■cal  Engineer,  C.I'.R.,  Montreal;  L.  K. 
Sillcox,  General  Superintendent,  Motive 
Power,  Chicago,  Milwaukee  &  St.  Paul 
Rd.,  Chicago,  Hlinois. 

Locomotive  Construction. — H.  T.  Bent- 
ley  (Chairman),  Superintendent,  Motive 
Power  and  Machinery,  Chicago  &  North- 
western Ry.,  Chicago;  W.  H.  Winterrowd, 
Chief  Mechanical  Engineer,  C.P.R.,  Mont- 
real. 

Design  and  Maintenance  of  Locomo}- 
live  Boilers. — G.  H.  Emerson  (Chair- 
man), Chief  of  Motive  Power  and  Equip- 
ment, Baltimore  &  Ohio  Rd.,  Baltimore, 
Maryland. 

Feed  Water  Heaters  for  Locomotives. 
F.  M.  Waring  (Chairman),  Engineer, 
Tests,  Pennsylvania  System,  Altoona, 
Pa.;  W.  H.  Sample,  General  Superintend- 
ent, Motive  Power  and  Car  Department, 
G.T.R.,    Montreal. 

Fuel  Economy  and  Smoke  Prevention. 
William  Schlafge  (Chairman),  Mechani- 
cal Manager,  Erie  Rd.,  New  York;  W. 
H.  Sample,  General  Superintendent,  Mo- 
tive Power  and  Car  Department,  (jrand 
Trunk   Railway,  Montreal. 

Mechanical  Stokers. — M.  A.  Kinney 
(Chairman),  Superintendent,  Motive 
Power,  Hocking  Valley  Ry.,  Columbus, 
Ohio. 

Loading  Rules. — R.  L.  Kleine  (Chair- 
man), Assistant  Chief  of  Motive  Power, 
Pennsylvania  System,  Philadelphia,  Pa.; 

E.  J.  Robertson.  Superintendent,  Car  De- 
partment,  Soo   Line,   Minneapolis,   Minn. 

Manual. — W.  E.  Dunham  (Chairman), 
Assistant  Superintendent,  Motive  Power 
and  Machinery,  Chicago  &  Northwestern 
Ry.,  Chicago;  W.  J.  Robider,  General 
Master  Car  Builder,  C.P.R.,  Montreal. 

Safety  Appliances. — C.  E.  Chambers 
(Chairman),  Superintendent,  Motive 
Power  and  Equipment,  Central  Railroad 
of  New  Jersey,  Jersey  City. 

Specifications  and  Tests  for  Materials. 

F.  M.  Waring  (Chairman),  Engineer, 
Tests,  Pennsylvania  System,  Altoona,  Pa. 

Subjects. — Willard  Kells  (Chairman), 
General  Superintendent,  Motive  Power, 
Atlantic  Coast  Line  Rd.,  Wilmington, 
N.C.;  W.  H.  Sample,  General  Superin- 
tendent, Motive  Power  and  Car  Depart- 
ment, G.T.R.,  Montreal. 

Tank  Cars. — A.  W.  Gibbs  (Chairman), 
Chief  Mechanical  Engineer,  Pennsylvania 
System,   Philadelphia. 

Amalgamation  of  other  Mechanical  Or- 
ganizations with  Section  3 — Mechanical, 
of  American  Railroad  Association. — W. 
O.  Thompson  (Chairman),  General  Sup- 
erintendent, Rolling  Stock,  New  York 
Central  Rd.,  Buffalo,  N.Y. 

Car  Repair  Shop  Layouts. — I.  S.  Down- 
ing (Chairman),  General  Master  Car 
Builder,  Cleveland,  Cincinnati,  Chicago 
&  St.  Louis  Ry.,  Indianapolis,  Indiana; 
W.  J.  Robider,  General  Master  Car  Build- 
er, (Canadian  Pacific  Railway,  Montreal. 

Design,  Maintenance  and  Operation  of 
Electric  Rolling  Stock.— G.  C.  Bishop 
(Chairman),  Superintendent,  Motive 
Power,  Long  Island  Rd.,  Richmond  Hill, 
N.Y.;  L.  K.  Sillcox,  General  Superinten- 
dent, Motive  Power,  Chicago,  Milwaukee 
&   St.  Paul  Rd.,  Chicago. 

Engine  Terminals,  Design  and  Opera- 
tion.— C.  E.  Fuller  (Chairman),  Superin- 
tendent, Motive  Power  and  Machinery, 
Union    Pacific    Rd.,    Omaha,    Nebraska.; 


588 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


November,  1920. 


II.  II.  Buyil.  AmiiiiUnt  Chi«f  Mechjiniral 
KnginiH-r.   J'.I'.R.,    Mnntrral. 

I.«trnil  Mollon  l.oroinalitrii.  —  Wil- 
lanl  Krtlii  (t'hairiiinii ),  (iciicral  Sup- 
irinU'mlcnt,  .Mtitivr  I'o»«t,  Atlanttr 
c<Mi»t   l.im-  IM  .  Wilniinift.m.  N.C.;  T.  A 


tion  l^mp*.— W.  H.  Klynn  (Chairman), 
Suprrintendont,  Motive  Power,  Michiican 
•  riitral   Ril  ,   I)«tri>it. 

Modrrnizatiun  of  Stationary  Holirr 
l*lnril«.-  I,.  A.  Kirhaiilnon  (Chairman), 
.Mrchanical       Supi'rintoii(k-nt,       ChicaK". 


Fl(.  (2.     Snow   Fr 


Fi)(|U(',  Gciu-ral  Mtihanioal  Supcrintenil- 
i-nt,  S(ii)  Line,  Minncapoli.^,  Minn.;  W. 
H.  Sample,  General  SupcrintendcnI.  Mo- 
tive I'ower  an<l  Car  Pepartmcnt,  (J.T.R., 
Montreal. 

lyoromotivc   HeadliKhta  and  ClaHi<irica- 


8m   pi«T   58t. 


Rock    Island   &   Paiific   Ry..   He.-;    Moines, 
Iowa. 

.Srheduline  of  Equipment  ThrouKh  Re- 
pair Shop.s. —  Henry  Gardner  (Chairnian), 
Corponite  Mechaniral  Knjfineer.  Balti- 
more &  Ohio  Ry.,  Baltimore,  Maryland; 


K.  T.  .Spidy,  Production  EnKinccr,  C.P.R., 

Montreal. 
.Standard  lilockinK  for  Cradles  •!  Car 

Wunipmir  Marhinm.  —  J.  McMuIlen, 
((  hairnian).  Superintendent  Car  Dcpart- 
iiiiiil.    Krie    R<l  ,    New    York. 

.Standard  .Mrthod  of  Packing  Journal 
Hoxei.  <'.  J.  Bmlemer  (Chairman),  A.^- 
si'tant  Superintendent,  Machinery,  Louiit- 
ville,   Kentucky. 

Train  l.iKhting  and  Rquipment. — J.  R. 
.Sloan  (Chairman).  Chief  Klectrician, 
I'lnn.xylvania    System.    Pitt.sburK,    Pa. 

Train  KeHiHtahre  and  Tonnage  Rating. 
().  I".  Kee.-ie  (C"hairnian  I.  .Superintendent, 
.Motive  Power,  I'ennsylvania  System,  To- 
l.-.l,..    Ohio. 

London  Railway  Terminals,  Track>. 
Etc. 

N.  Cauchon,  C.E..  OtUwa,  who 
was  cnKaeed  by  the  London,  Ont., 
City  Council,  to  advise  a.s  to  civic  im- 
I)rovement.s,  has  presented  a  preliminary 
report.  AmonR  other  things,  he  recom- 
mends elevation  of  railway  tracks 
throughout  the  city  and  then  says: — "It 
is  recommended  that  union  passenfcer 
terminals  be  souRht  on  an  elevated  cross- 
town  line,  at  right  ancles  between  the 
elevated  tracks  of  the  two  railways  and 
midway  throush  the  long  blocks  between 
Waterloo  and  Colborne  Sts.  The  station 
trackage  proper  should  enlarge  (six  or 
eight)  from  King  St.  northward  over 
Dundas  St.  to  Queen's  Ave.  or  farther 
as  may  become  necessary,  and  with  pro- 
vision in  design  for  progressive  expan- 
sion. The  station  building  should  occu- 
py the  block  between  Dundas  St.  and 
Queen's  Ave.,  with  access  to  the  plat- 
forms from  beneath." 

He  also  recommends  that  the  terminal 
should  be  municipally  owned  and  leased 
to  a  terminal  company  in  which  the  rail- 
ways and  city  would  be  represented  for 
joint  operation  at  a  price  which  would 
pay  carrying  charges,  interest,  opera- 
tion and  maintenance.  The  crosstown 
tracks  could  be  laid  on  an  earth  embank- 
ment or  carrie<l  on  trestles  If  the  lat- 
ter plan  is  adopted  the  suggestion  is  made 
that  a  covered  market  with  ample  stor- 
age room  could  be  placed  in  the  block 
between  King  and  Dundas  Sts.  under  the 
tracks.  The  plan  would  be  to  have  all 
passenger  trains  coming  in  over  the  G.T. 
H.  tracks,  pass  the  station  over  the  cross- 
town  line,  and  leave  the  city  via  the  C.P. 
R.  tracks.  The  C.P.R.  trains  would  in 
the  same  manner  leave  on  the  G.T.R. 
tracks.  Then  at  a  short  distance  east 
and  west  of  the  city  suitable  interswitch- 
ing  facilities  would  be  provided  so  the 
trains  could  again  regain  their  respec- 
tive roads. 

The  Ontario  .Association  of  Architects 
gave  consideration  to  the  general  plan 
.■it  its  annual  meeting  in  London  recently, 
and  passed  a  resolution  of  approval. 

Fuel  Oil  for  French  Railways.— The 
great  scarcity  of  coal  has  caused  the 
Paris,  Lyons  &  Mediterranean  Ry.  to 
transform  some  of  its  motive  power  from 
coal  to  fuel  oil  consumption,  which  is 
about  to  be  followed  by  the  Chemin  de 
Fer  de  I'Etat,  or  state  owned  railway, 
and  locomotives  at  its  shops  at  Saintes 
are  undergoing  changes  for  experimental 
purposes.  Much  attention  is  being  di- 
rected to  the  announcement  that  the  first 
named  company  is  planning  to  equip  200 
locomotives  for  fuel  oil  and  install  num- 
erous storage  reservoirs,  of  from  40  to 
100  tons  capacity,  at  various  points  on 
its  lines. 


November,  1920. 


589 


Location  Betterments  on  Canadian  National  Railways. 


By   Henry  K.  Wicksteed,  B.A.Sc,  Chief   Locating   Engineer,   Canadian    National  Railways. 


Present  construction  and  studies  for 
location  betterments  on  the  Canadian  Na- 
tional Rys.  may  best  be  understood  by  a 
brief  review  of  early  railway  building  on 
the  Canadian  Northern.  The  principal 
component  of  the  lines  (.'omposing  the 
Canadian  National  Rys.  System  is  that 
of  the  Canadian  Northern.  This  was 
financed,  designed,  and  built,  as  every- 
one knows,  by  the  firm  of  Mackenzie  & 
Mann,  both  members  of  which  were  not 
only  very  able  business  nien  and  finan- 
ciers, but  had  had  a  long  previous  exper- 
ience in  contracting  on  the  Canadian  Pa- 
cific, and  an  absolute  confitlence  in  the 
resources  of  Canada  and  its  future.  They 
knew  personally  a  great  many  of  the 
older  engineers,  and  others  who  had  been 
identified  with  the  construction  of  the 
older  road,  and  they  gathered  about  them 
a  number  of  these  men  who  knew  the 
topography  of  Canada  as  no  one  else 
could  know  it,  and  the  weak  points  of 
the  older  roads  as  well  as  the  strong. 
Under  these  circumstances  it  is  not  sur- 
prising that  the  Canadian  Northern,  from 
Montreal  and  Toronto  to  Vancouver,  has 
the  reputation  of  being  the  best  long  dis- 
tance line  on  the  continent  in  proportion 
to  cost,  and  the  best  on  this  continent 
from  an  economic  point  of  view  means 
the  best  in  the  world.  Some  day  justice 
will  be  done  to  the  extraordinary  talent 
and  vision  of  these  two  men.  Public 
opinion  is  even  now  swinging  round  in 
that  direction.  The  successful  man  has 
always  a  great  crowd  of  detractors,  but 
as  a  successful  man  remarked  to  me  a 
few  days  ago,  it  is  easier  to  make  and 
keep  a  reputation  than  to  do  things. 
These  men  attempted  the  impossible  and 


tions  for  some  2.5  miles  between  Toronto 
and  Ottawa.  Grades  of  l.b'i  were  re- 
duced to  0.5' f,  while  the  other  construs- 
tion  was  going  on,  and  finished  simul- 
taneously, the  stations  being  left  in  their 
original  positions,  and  the  existing  busi- 
ness of  the  line  being  left  undisturbed. 
A  still  more  important  link  in  the  main 
chain  between  Montreal  and  Quebec  was 
the  Great  Northern  of  Canada,  completed 


*ji!/=^ 

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Boetff^i  J 

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V 

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:'  /' 

t 

^/^ 

r 

y^ 

jfK^ 

•  r^    ^_ 

--^ 

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o. 

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, 

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M    A     I 

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rx) 

^3p»'^ontreal 

■ — i 

^ 

.-._. 

0     .>0     •« 

W      » 

in   the   Quebec 

about  1900,  and  itself  composed  of  older 
roads  coupled  together.  It  extended  ori- 
ginally from  Hawkesbury,  on  the  Grand 
Trunk,  60  miles  east  of  Ottawa,  to  Ri- 
viere a  Pierre,  on  the  Quebec  &  Lake  St. 
John,  and  was  intended  as  an  overflow 
route  for  the  somewhat  heavy  flow  of 
grain  then  going  east  from  the  Georgian 
Bay    at    Parry    Sound    to    Quebec.      One 


sated  to  O.GO';  compensated.  This  pro- 
vided for  nearly  one  half  the  distance  be- 
tween Quebec  and  Montreal,  and  two 
fifths  of  that  from  Quebec  to  Hawkes- 
bury. Nine  miles  of  the  remainder  was 
taken  up  by  a  sharp  drop  into  the  St. 
Maurice  valley,  and  an  equally  sharp  rise 
(in  the  opposite  side,  and  of  the  remaind- 
er all  but  30  miles  was  on  the  great 
Montreal  plain,  and  where  the  grades 
were  at  all  objectionable,  they  were  all 
so  short  as  to  be  easily  reducible  by  or- 
dinary steam  shovel  work. 

The  St.  Maurice  depression,  involving 
as  it  did  the  moving  of  a  station  and 
raising  of  a  bridge  over  the  river,  has 
been  left  alone  for  the  present,  and  is 
being  worked  as  a  special  short  division, 
but  this  30  miles,  involving  some  long 
1 ' ;  grades,  became  one  of  the  first  studies 
of  the  Canadian  National  staff.  Surveys 
showed  that  these  could  be  reduced  to 
0.60' r  by  the  construction  of  some  14 
miles  of  new  line,  and  4°  curves  substi- 
tuted for  the  8°  standard  now  obtaining, 
and  that  the  capitalized  value  of  the 
'hange  would  amount  to  some  $5,000,000 
or  more,  while  the  cost  was  estimated  at 
$1,, 500,000,  but  this  cost  was  largely 
made  up  by  that  of  four  steel  viaducts 
over  as  many  rivers.  The  existing 
bridges,  which  had  been  standing  some 
20  years,  were  none  too  heavy  in  the 
first  place,  and  quite  unequal  to  modern 
loads,  and  rebuilding  them  in  the  new 
sites  was  somewhat  cheaper  than  in  the 
old.  The  amount  chargeable  to  grade  re- 
visions therefore,  was  less  than  $500,000 
and  it  needed  little  argument  to  convince 
the  directorate  that  the  expenditure  was 
a     good      investment.      Work     on     these 


87    86  Miles  from  Quebec 


nts  under  construct!* 


n.    Ca 


got  away  with  it.  Two  farmers'  sons 
built  10,000  miles  in  less  than  20  years. 
Part  of  this  system  in  the  east  was 
composed  of  acquired  lines  which  were 
linked  together  and  sometimes  acted 
merely  as  feeders  to  the  parent  system; 
sometimes  formed  part  of  the  main  line 
itself.  They  had  nearly  all  been  finished 
years  befoi-e,  and  in  location  features 
higher  standards  demanded  at  the  pres- 
were  not  on  a  par  with  the  samewhat 
ent  day.  One  such  road  was  the  Bay  of 
Quinte,   which   was   used   with   modifica- 


hundred  miles  of  this  route,  from  Quebec 
to  the  St.  Maurice,  was  made  up  of  two 
colonization  roads,  the  Lower  Laurentian 
and  the  Quebec  &  Lake  St.  John,  and  had 
a  number  of  grades  of  1'U,  and  curva- 
ture as  sharp  as  10,  in  combination. 

The  newer  portion  had  been  built  to  a 
\','<  standard.  The  most  objectionable 
part  of  the  combination  was  eliminated 
by  building  a  new  line  from  the  St.  Mau- 
rice River,  80  miles,  to  Quebec,  which  re- 
duced the  distance  some  17  miles,  and 
the  ruling  gradient  from  2'/'c  uncompen- 


National    Railways. 

changes  has  actually  been  commenced. 
Meantime  the  traffic  on  the  Quebec  & 
Lake  St.  John,  a  little  separate  system 
of  280  miles,  built  as  a  colonization  road, 
had  grown  very  rapidly,  owing  to  the 
development  of  the  wood  pulp  and  paper 
industry  in  the  Saguenay  basin,  and  its 
1.5'/r  grades  (and  on  the  Quebec  end  2%) 
had  become  very  expensive  to  maintain 
and  operate.  Most  of  this  traffic  goes  to 
and  beyond  Montreal,  and  leaves  the  Q. 
&  L.  St.  J.  at  Riviere  a  Pierre,  running 
over  the  40  miles  of  the  Lower  Lauren- 


590 


CANADIAN  ItAll.W  AV  AND  MARINK  WOKI.D 


November,  1920. 


(tan   alioM'    iiiintinni'ii,   Mith    U' V    craclfK, 
and  into  the  main   line  at   thr  St.   Man 
rirr    RiviT       Thr    National    Tranm-ontin- 
'   '■  '    '    iiK-mlxT  of  the  Cana- 

S>itt«'m.  rroii»i>i«  this 
Ivivii-rv  a  I'irrre  and 
If  •  >'  Miiiitii.'.  and  thin,  too,  in  cnrr>'- 
iiik'  innn-  trafDr  to  and  from  Montreal 
over  thin  little  ono-hornc  colimi/jition 
l>r:iiuh.  StudicK  now  hrinK  made,  for  thr 
t<'dii>  lion  of  tho5o  2'"V  (rrado*  to  the  same 
iM'iO'  ,  Ktandard,  ar«'  well  advanced  and 
ver\  i-iu-ounn:in»r.  hut  obviously  in  a  re- 
liiution  from  2''r  to  0.r>0"r.  with  conoid- 
irahle  ehanjres  in  elevation,  it  cannot  he 
i\|HVted  that  Muirh  of  the  old  line  will 
remain.  It  i."  po.xsihle,  however,  to  re- 
tain all  the  station  and  traffic  points  in- 
tact. Otherwise  there  would  be  a  vcrj' 
^erious  rebellion  amontr  the  (rood  people 
of  the  Province  of  Quebec. 

Ijist  in  importance  perhaps,  an<l  far- 
thest away  from  the  jrreat  trade  centers, 
hut  amoni;  the  most  interestinc  of  all, 
are  the  studie.«  on  the  Quebec  &  Lake  St. 
.I»hn  it-self.  One  hundred  and  twenty- 
tive  miles  north  of  QueluH-  City  is  the 
Town  of  Chicoutimi.  Many  Canadians 
have  never  heard  of  it,  and  probably  the 
irreat  majority  of  Americans.  Yet  it  is 
a  .seaport  nearer  to  Europe  than  any  in 
the  United  Sutes.  Within  50  miles  of 
it  are  a  million  hor.sepowcigl  of  water 
mtininc  to  waste.  Within  1st)  miles  are 
-'inie  of  the  jrreatest  spruce  forests  of 
the  world,  and  at  its  doors,  and  extend- 
inir  more  than  50  miles,  are  1,000  square 
mile?  of  pood  agricultural  land.  In  this 
.  ity.  and  on  this  land,  are  50,000  to  60,000 
inilustrious  and  thrifty  French  Cana- 
liians.  From  Canada,  the  United  States, 
.inil  both  England  and  France,  capital  has 
nnie  freely  in  the  past,  and  is  still  com- 
nir  for  investment  in  pulp  grinding  and 
paper  making.  To  the  westward,  and 
tributary  to  this  city  are  mineral  areas 
w  hich  have  caused  at  least  one  flurry  of 
excitement.  Quebec  has  perhaps  the 
sanest  population,  and  the  most  pro- 
gressive and  business  like  government 
of  any  province  in  Canada.  This  com- 
bination is  a  hard  one  to  beat,  and  many 
people  are  realizing  it.  One  chance  ac- 
i|uaintance  on  the  train  in  midwinter  had 
come  all  the  way  from  Kansas  City, 
merely  to  look  into  the  chances  for  pro- 
fitable  investment. 

Under  these  circumstances,  it  is  only 
natural  that  the  traffic  on  the  Quebec  & 
Lake  St.  John  should  increase,  and  that 
it  should  look  forward  to  economic  de- 
velopment and  improvement  in  grades 
and  curvature,  and  po."sibly,  in  the  more 
remote  future,  to  electrification.  At 
every  few  miles  along  iits  line  are  rivers 
with  minor  waterpowers  which  can  be 
developed  easily  and  cheaply.  F'ew  of 
them  perhaps  are  large  enough  to  jus- 
tify a  transmission  line  to  distant  locali- 
tie.H.  but  quite  large  enough  in  the  aggre- 
gate to  keep  a  railway  going,  and  prob- 
ably so  evenly  distributed  that  a  high 
tension  line  and  converters  would  be  un- 
necessary. This  matter  of  electrification 
of  Quebec  lines  will  soon  be  well  worth 
stu<lying,  but  the  question  of  grade  re- 
ihictinn  and  increasing  at  moderate  ex- 
penditure the  train  load  by  50'7'r  and 
"ometimes  over  lOO""'. ,  remains  relatively 
just  as  important.  Electrification  will 
reduce  or  nearly  eliminate  the  coal  bill. 
(Iraile  reductitm  will  re<luce  both  coal  and 
wates  in  proportion  to  tonnage.  Both 
expenditures  will  probably  soon  be  worth 
while.  The  accompanying  plans  and  pro- 
lili'-  show  some  of  the  most  interesting 
of  tile  pr.iblems  under  construction  and 
.^tudy. 


Projected  Railway  and  InduNtrial  Development  in  Quebec. 


A  i>rei<B  report  states  that  ii  largi'  pro- 
ji'ct  for  industrial  expansion  in  the  pro- 
vince of  Quebec  in  taking  shape,  embrac- 
ing the  construction  of  a  railway  from 
Hudson  Kay  to  the  S<-ven  Islands,  pass- 
ing by  Ijike  Mistassini,  I^ke  St.  John 
and  Chicoutimi,  to  enter  Quebec  by  the 
Montmorency  Valley,  which  would  short- 
en the  route  from  Chicoutimi  to  Quebec 
by  100  miles;  the  establishment  of  pulp 
and  paper  mills  at  Seven  Islands  and  at 
other  places  where  there  arc  im|K>rtanl 
water  powers  along  the  line  of  the  rail- 
way, and  the  erection  of  steel  works  at 
Chicoutimi  and  at  Quebec.  The  project, 
according  to  reports,  is  being  promoted 
by  n  syndicate  with  which  Lord  Bum- 
ham,  principal  proprietor  of  the  Daily 
Telegraph.  London.  Eng.,  and  Lord  Des- 
horough.  who  is  a  member  of  the  Gren- 
fell  family  of  financiers,  arc  members. 
The  area  within  which  the  project,  ac- 
cording to  the  report,  is  to  be  carried 
out,  extends  from  Seven  Islands  on  the 
St.  Lawrence  River,  through  Saguenay 
and  Chicoutimi  counties,  and  northerly 
and  northwesterly  to  Hudson  Bay,  and 
it  is  proposed  to  build  a  railway  from 
Chicoutimi  to  Quebec  City.  During  the 
past  two  years  there  has  been  consider- 
able exploratory  work  done  in  this  re- 
gion, and  several  charters  have  been  se- 
cured from  the  Quebec  Legislature,  au- 
thorizing railway  construction,  develop- 
ment of  water  powers,  navigation  rights, 
etc..  while  land  subsidies  for  the  building 
of  200  miles  of  railway  have  been  pro- 
vided and  are  available  for  any  company 
undertaking  to  build  the  lines  specified. 
Following  are  particulars  of  the  com- 
panies incorporated  having  construction 
rights  in  the  area. 

The  Quebec  Legislature  in  1919  incor- 
porated two  companies,  one  the  Quebec 
&  Ungava  Ry.  Co.,  and  the  other  the 
St.  Felicien  &  Ungava  Ry.  Co.,  of  both 
of  which  Viscount  Templeton,  London. 
Eng.,  the  Earl  of  Clarendon,  London, 
Eng..  and  Pickering.  Ont.;  B.  Spring 
Rice.  Burwash,  Sussex.  Eng.;  and  H.  C. 
Thompson,  London,  Eng.,  were  provi- 
sional directors,  and  J.  T.  Ross,  Quebec, 
was  a  provisional  director  of  the  second 
named  company.  The  Quebec  &  I'ngava 
Ry.  Co.  was  authorized  to  build  a  rail- 
way from  Seven  Islands,  in  Saguenay 
County,  on  the  north  shore  of  the  St. 
Lawrence  River,  northerly  to  Lake  Meni- 
hak,  thence  westerly  or  northwesterly  to 
the  most  suitable  harbor  between  the 
mouth  of  Big  River  and  Nastapoka  Sound 
on  Hudson  Bay,  with  branch  lines.  The 
.St.  Felicien  &  Ungava  Ry.  Co.  was  au- 
thorized to  build  a  railway  from  St.  Fe- 
licien, St.  John  County,  to  Lake  Mistas- 
sini,  thence  to  I^ke  Nichikuin  and  to 
I>ake  Petitsikapau.  or  by  an  alternative 
route  between  the  first  and  the  last  nam- 
ed points.  During  the  winter  of  1919-20 
several  parties  connected  with  a  syndi- 
cate with  which  the  provisional  directors 
of  these  two  companies  were  associated, 
carried  on  explorations  in  the  territory 
through  which  these  lines  were  projected. 

At  Seven  Islands,  the  Clarke  interests 
carried  on  extensive  developments,  in- 
cluding the  building  of  Clarke  City,  with 
wharves,  and  a  power  and  pulp  plant,  in 
connection  with  which  a  railway  was  built 
during  the  construction  period.  .\  recent 
report  stated  that  the  Clarke  properties 
had  been  sold  to  a  syndicate,  which  pro- 
posed to  make  extensive  developments 
in  the  region. 

The  Quebec  &  Chibougamau  Ry.  Co. 
was  incorporated  by  the  Quebec  I^egisla- 


ture  at  Its  la.Ht  session  to  ipuiid  n  railway 
from  QueU'C  northerly  through  Quebec, 
Montmorency,  Charlevoix  and  Chicoutimi 
counties  to  Chicoutimi,  to  the  Saguenay 
River,  and  thence  through  ('hicoutimi 
and  St.  John  counties  to  I^ke  Chibouga- 
mau, with  branch  lines. 

The  QucIk'c  Legislature  at  ita  last  ses- 
sion voted  a  subsidy  of  4,000  acres  a 
mile,  not  convertible  into  money,  to  a 
company  buildmg  a  railway  from  near 
Chicoutimi.  on  the  Quebec  &  St.  John  Ry., 
to  St.  Felicien.  to  the  west  of  I.,ake  St. 
John,  running  through  the  regions  situ- 
ated east  and  north  of  the  lake,  as  well 
as  branch  lines,  the  total  length  of  main 
line  and  branches  subsidized  being  120 
miles.  The  I>egislature,  at  the  same 
time,  voted  a  similar  subsidy  to  a  com- 
pany to  build  a  line  from  Malbaie  to  Ha 
Ha  Bay,  in  the  St.  John  Lake  district. 

A  recent  press  report  stated  that  the 
Quebec  Ry.,  Light  &  Power  Co.  was  ne- 
gotiating the  sale  of  its  charter  for  the 
operation  of  a  steam  railway,  and  such 
part  of  its  lines  as  was  used  for  that 
purpose,  to  a  .syndicate  interested  in  the 
development  of  the  province.  This  piece 
of  line  might  be  useful  in  connection  with 
the  building  of  a  line  to  Chicoutimi. 

[See  Quebec  Subsidies  for  Railway 
Construction,  Mar.,  pg.  122;  Quebec  & 
Ungava  Ry.,  May.,  1919,  pg.  2.54;  St.  Fe- 
licien &  Ungava  Ry.,  May,  1919,  pg.  254; 
Quebec  &  Lake  Chibougamau  Ry.  Co., 
Aug.,  pg.  428;  Quebec  Ry..  Light  &  Pow- 
er Co..  Oct.,  pg.  557.] 


Proposed  Enlargement  of  Niapara 
Railway  Arch  Bridge. 

A  recent  press  report  stated  that  a 
conference  had  been  held  between  Sir 
Adam  Beck,  Chairman,  Hydro  Electric 
Power  Commission  of  Ontario,  and  the 
owners  of  the  Niagara  Railway  Arch 
bridge  in  reference  to  the  use  of  the 
bridge  by  radial  electric  railways,  which 
would  necessitate  four  tracking  it. 

We  are  officially  advised  that  the  bridge 
is  an  international  one,  controlled  by  two 
companies,  the  Niagara  Falls  Suspension 
Bridge  Co.,  incorporated  in  Canada,  and 
the  Niagara  Falls  International  Bridge 
Co..  incorporated  in  the  United  States. 
The  officers  of  the  Canadian  company 
are: — President,  C.  Riordan,  Montreal; 
Secretary-Treasurer,  J.  H.  IngersoU,  St. 
Catharines,  Ont.  H.  G.  Dickinson,  Nia- 
gara Falls,  N.Y.,  is  superintendent  of 
the  bridge. 

The  G.T.R.  operates  the  railway  por- 
tion of  the  bridge,  leasing  the  upper 
deck,  and  the  proposed  widening  could 
not  be  accomplished  without  its  consent, 
as  the  bridge  tracks  terminate,  on  one 
side,  on  G.T.R.  property,  in  use  for  its 
terminal   purposes. 

Plans  for  adding  two  more  tracks  have 
been  prepared  by  Chas.  Ewan  Fowler, 
C.E.,  New  York.  N.Y.  It  is  proposed 
that  the  four  tracks  on  the  upper  deck 
shall  have  a  capacity  for  E.70  locomo- 
tives and  that  the  lower  deck  will  have 
two  electric  railway  tracks  in  the  center, 
two  20-ft.  roadways,  and  two  10-ft.  side- 
walks. Mr.  Fowler  says  that  it  is  honed 
to  have  progressed  far  enough  so  that 
construction  may  be  started  next  spring. 
He  is  also  engaged  on  plans  for  the  pro- 
posed  Windsor-Detroit   bridge. 

Lucerne  Railway  Club  Ltd.  has  been 
incorporated  under  the  British  Columbia 
Companies  .\ct  with  authorized  capital 
of  $2,000,  to  carry  on  a  social  club. 


November,  1920. 


591 


The  Dominion  Government's  Decision  in  the  Appeals  Against  Increases  in 

Freight  and  Passenger  Rates. 


The  appeals  aKainst  tho  Board  of  Rail- 
way Commissioner's  judgment  of  Sept. 
6,  authorizinp  increases  in  railway 
freight  and  passenger  rates,  full  particu- 
lars of  which  were  given  in  Canadian 
Railway  and  Marine  World  for  October, 
were  heard  at  Ottawa  Sept.  29  and  30 
by  Right  Hon.  Arthur  Meighen,  Prime 
Minister;  Sir  George  Foster.  Minister  of 
Trade  and  Commerce;  Sir  James  Loug- 
heed,  Minister  of  the  Interior;  Right 
Hon.  C.  J.  Dohcrty,  Minister  of  Justice; 
Hon.  C.  C.  Ballantyne,  Minister  of  Ma- 
rine and  Fisheries,  and  of  Naval  De- 
fence; Right  Hon.  A.  L.  Sifton,  Secre- 
tary of  State,  and  Hon.  B.  W.  Wigniore, 
Minister  of  Customs  and  Inland  Revenue. 
The  appellants  were  represented  by 
counsel,  etc.,  as  follows: — Manitoba  Gov- 
ernment, H.  G.  Symington  and  Alex.  Mc- 
Donald; Saskatchewan  Government, 
D'Arcy  Scott;  City  of  Toronto,  G.  R. 
Geary,  K.C;  Toronto  Board  of  Trade, 
X.  C.  MacMaster;  Winnipeg  Board  of 
Trade,  J.  B.  Coyne;  Wholesale  Grocers 
Association,  Hugh  Blain;  Dominion  Mill- 
ers Association,  C.  B.  Watts;  Nova  Sco- 
tia applegrowers,  J.  Finn.  The  railways 
were  represented  by  W.  N.  Tillcy,  K.C., 
and  F.  H.  Cho'sler,  K.C.  The  Dominion 
Government's  decision  was  announced 
Oct.  7,  in  the  form  of  an  order  in  coun- 
cil, which  is  now  published  in  full,  for 
the  first  time,  by  Canadian  Railway  and 
Marine  World,  as  follows,  only  portions 
of  it  having  been  published  elsewhere 
heretofore  :— 

The  follcfwing  report  of  the  committee 
of  the  Privy  Council  was  approved  by 
the  Governor  General  on  Oct.  6.  The 
committee  of  the  Privy  Council  have  had 
under  consideration  certain  petitions  to 
the  Governor  General  in  council  asking 
for  the  exercise  of  the  powers  conferred 
upon  him  by  sec.  52  of  chap.  68  of  the 
Statutes  of  Canada,  11119,  intituled  The 
Railway  Act,  1919,  to  vary  or  rescind  an 
order  of  the  Board  of  Railway  Commis-  ' 
sioners  for  Canada,  dated  Sept.  6,  1920, 
fixing  certain  increases  in  freight  rates, 
passenger  fares,  sleeping  and  parlor  car 
rates  and  excess  baggage.  Counsel  and 
representatives  of  the  various  petitioners 
have  been  heard  and,  as  well,  counsel 
for  the  railways  affected.  Consideration 
has  been  given  to  the  various  cases  cited 
and   exhibits   filed. 

The  order  appealed  against  is  made  by 
the  Chief  Commissioner  and  concurred 
in  by  Assistant  Chief  Commissioner  S.  J. 
McLean,  Deputy  Chief  Commissioner, 
Hon.  W.  B.  Nantel,  K.C.  and  Commis- 
sioners A.  S.  Goodeve  and  J.  G.  Ruther- 
ford, being  all  the  commissioners  who 
presided  at  the  hearing.  The  increases 
authorized  by  the  order  may  be  briefly 
stated  as  follows: — 

Until  Dec.  31,  1920,  40';r  on  eastern 
freight  rates,  ^S'%^  on  western  freight 
rates,  209'^  on  eastern  and  western  pas- 
senger fares,  not  exceeding  4e.  a  mile, 
.iC/r  on  sleeping  and  parlor  car  rates, 
20'"/f  on  excess  baggage. 

The  first  three  to  be  reduced  on  .Tan.  1, 
1921,  to  359r  on  eastern  freight,  30%  on 
western  freight,  lO'r  on  passenger  fares, 
to  July  1,  1921;  after  July  1,  passenger 
fares  to  be  reduced  to  rate  prevailing  be- 
fore the  order. 

Provision  is  also  made  in  the  order 
that  the  Canadian  Pacific,  Grand  Trunk 
and  Canadian  Northern  Railways  shall 
furnish  monthly  returns  of  operating 
revenues,   and   the   right   is    reserved   to 


the  Board  to  make  such  readjustment  of 
rates  as  may  be  justified  by  such  returns. 
The  increases  provided  for  are  noted  in 
the  order  to  wholly  expire  on  July  6, 
1922,  unless  in  the  meantime  Parliament 
extends  the  provisions  of  sec.  325  of  the 
Railway  Act,  enabling  such  order  to  be 
longer  effective.  To  the  above  general 
increase  there  are,  however,  the  follow- 
ing e.xceptions  fixed: — On  coal,  increases 
limited  as  follows:  In  rates  0  to  80c.  a 
ton,  increase  10c. ;  over  80  to  50c.  a  ton, 
increase  15c.;  over  150c.  a  ton,  increase 
20c.  On  milk,  no  increase.  On  crushed 
stone,  sand  and  gravel,  no  increase.  On 
cordwood,  slabs,  edgings  and  mill  refuse, 
only  10%.  On  commutation  fares  and 
on  minimum  class  rate  as  established  by 
order  in  council  1863  and  on  local  switch- 
ing rates,  milling  in  transit  diversion, 
reconsignment,  stopovers,  demurrage  and 
weighing,  no  increase.  Upon  examina- 
tion of  the  monthly  returns,  filed  as 
above  provided,  it  will  be  the  duty  of  the 
Board,  should  a  reduction  in  costs  of 
materials  or  other  services  waiTant,  to 
reduce  rates  accordingly. 

It  appears  that  the  application  of  the 
various  railways  was  for  a  general  in- 
crease, without  limitations,  of  40%  east 
and  west  on  fregiht  traffic,  of  20%  on 
passenger  fares,  of  50%  in  sleeping  and 
parlor  car  rates,  of  40';  on  milk  and 
20''f  on  excess  baggage. 

In  connection  with  this  appeal  it  must 
be  observed  that  one  of  the  duties,  if 
not  indeed  the  principal  task,  of  the 
Board  of  Railway  Commissioners,  is  to 
determine  upon  application,  what  are 
fair  and  reasonable  rates  to  be  charged 
from  time  to  time  for  the  various  ser- 
vices performed  by  public  utilities  under 
the  jurisdiction  of  the  Board.  In  such 
determination  there  must  of  course  be 
taken  into  account,  as  has  been  done  in 
the  present  case,  all  relevant  circum- 
stances, such  as  changes  in  the  scale  of 
wages,  and  the  cost  of  materials,  the 
effect  of  competitive  means  of  carriage 
whether  by  lake  route  or  by  lines  to  the 
south,  and  such  other  facts  as  may  be 
established  and  as  are  found  pertinent 
to  the  issue  by  a  lawfully  constituted 
judicial  tribunal.  For  the  purposes  of 
this  work  the  Board  of  Railway  Com- 
missioners not  only  has  the  advantage 
of  hearing  the  evidence,  and  following 
the  cross  examination,  but  brings  to 
bear  the  experience  of  its  own  members, 
extending  in  many  cases  over  a  consid- 
erable number  of  years,  and  the  famil- 
iarity with  railway  problems  thus  ac- 
quired. It  has,  in  addition,  at  its  dis- 
posal, a  permanent  staff  of  expert  offi- 
cials, trained  in  the  various  branches  of 
the  Board's  work  and  able  to  advise  the 
commissioners  in  the  many  intricate  and 
moi-e  or  less  technical  subjects  that  are 
before  the  Board  for  adjudication.  It 
follows  that  a  decision  of  the  Board,  so 
arrived  at,  as  to  what  may  constitute 
under  all  the  circumstances  a  few  and 
reasonable  rate,  could  not,  except  for 
extraordinary  cause,  be  usefully  review- 
ed bv  your  Excellency's  advisers.  In- 
deed," for  your  Excellency's  advisers  to 
take  upon  themselves  to  weigh  the  evi- 
dence adduced  and  substitute  their  own 
judgment  fo  rthe  judgment  of  the  Board 
upon  the  question  of  fact  arising  on  the 
issue,  and  to  be  determined  upon  such 
evidence,  would  defeat  the  purpose  for 
which  the  Board  of  Railway  Commission- 
ers  was   created   and   would    in   the   end 


be    highly    prejudicial    to   the   public   in- 

The  committee  of  the  Privy  Council  is, 
however,  of  opinion  that  if  it  should  be 
disclosed  in  the  order  or  established  in 
argument  that  the  Board  in  coming  to  a 
conclusion  on  the  evidence  submitted  (in 
this  case  as  to  what  is  a  fair  and  rea- 
sonable rate)  had  applied  principles 
which  it  should  not  have  applied,  princi- 
ples which  the  committee  of  the  Privy 
Council  consider  not  in  consonance  with 
public  policy,  such  appropriate  action 
should  be  taken  as  will  lead  to  a  finding 
in  which  only  correct  principles  will  be 
applied. 

In  the  case  under  consideration  the 
terms  of  the  order  disclose  on  pages  286 
and  287  of  the  Judgments.  Orders,  Regu- 
lations and  Rulings  of  the  Board,  that  in 
determining  what  would  be  a  fair  and 
reasonable  rate,  the  Board  took  into  ac- 
count as  one  element  for  consideration, 
the  requirements  of  the  Canadian  Na- 
tional Rys.  System,  which  system  as  con- 
stituted now  includes  within  iits  mileage 
railways  of  great  extent,  and  involving- 
heavy  cost  of  operation,  which  must  be 
held  to  have  been  built,  not  as  purely 
railway  enterprises  of  a  business  charac- 
ter, but  in  a  substantial  degree  for  col- 
onization and  other  purposes.  The  re- 
organization of  this  system,  looking  to 
the  better  utilizing  of  these  lines  is, 
moreover,  now  only  under  way.  Rail- 
ways so  constructed  cannot,  under  the 
best  of  operation,  on  any  practicable 
scale  of  rates,  be  made,  for  some  time 
at  least,  a  financial  success.  A  systeni 
largely  composed  of  such  roads  and  in 
such  state  of  reorganization,  would  not 
therefore  appear  to  your  Excellency's  ad- 
visers to  be  properly  at  the  present  time 
a  factor  for  consideration  in  the  solu- 
tion of  a  rate-making  problem.  What 
constitutes  a  fair  and  reasonable  rate 
should  now  be  arrived  at  without  refer- 
ence to  the  requirements  of  the  Canadian 
National  Rys.  System  and  your  commit- 
tee recommends  that  the  order  in  this 
case  be  referred  back  to  the  Board,  to  be 
corrected  in  its  findings  in  such  manner 
as  to  determine  what  are  fair  and  rea- 
sonable rates,  without  taking  into  ac- 
count at  all  for  the  time  the  order  shall 
be  in  effect,  the  requirements  of  the  Can- 
adian National  Rys.  System. 

Very  strong  representations  were  made 
at  the  argument  on  appeal,  to  the  effect 
that  the  order  continued,  and  indeed  in- 
tensified, an  unjust  discrimination  in 
rates,  it  being  claimed  that  higher  freight 
i-ates  prevail  generally  in  western  Can- 
ada, that  is  west  of  Fort  William,  than 
prevail  in  eastern  Canada,  that  is  east 
of  Fort  William.  It  was  strongly  urged 
that  the  reasons,  whatever  they  may 
have  been,  for  this  differential,  no  longer 
exist,  and  that  as  a  matter  of  public 
policy  the  principle  of  equalization  of 
rates  east  and  west  should  now  be  recog- 
nized. On  the  other  hand,  it  was  urged 
that  the  competition  arising  out  of  lake 
and  river  transportation,  and  as  well  out 
of  lower  competitive  rates  on  eastern 
United  States  lines,  compelled  a  some- 
what lower  scale  in  eastern  Canada  than 
in  western  Canada.  Whether  or  not  these 
reasons  now  obtain  in  any  substantial 
degree,  is  a  question  which  requires  min- 
ute and  expert  investigation,  such  as  can 
be  best  conducted  by  the  Railway  Com- 
mission itself  and  not  by  your  Excel- 
lency's   advisers,   but    the    committee    is 


B92 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


November,  1920. 


mi-  v<T>'  trrcal 

nbout    with    the 

..iliuition  of  cnnt- 

•f    th«>    Privy    Council 
1  ••rotnmrTK}  thnt  n«  ron- 
.lit...i,v    l.iiNr    |.r..l>nl>ly   .1   ,  ' 

ly    in    rm-nt    yi-ar*.    ti  ■ 
morp    to    mnkr    rquall7j> 
an   j-nnuiry'   ''V   'he    HonnI    I 
\<i.-  held  at  the  farlirKt  ilatc 
to  thi-  rstabh   h 
the  iitJiio.«l   • 
quiri'mcnt   .i 
Stronjr  ni . 
acninvt   the  :>|>]' 


Mtul 

.l.le. 

.111.  ■  (.•<!   to 

with  n   view 

f  rates  meelitiK  to 

■le  the  above  re- 

ilion. 

Milvanred  as  well 
1   of  a  .T'V    trrealer 


freight  rate  for  the  remainder  of  I'J'ZO 
than  shall  prevail  after  Jan.  1.  l'J21,  in 
order  to  overtake  in  part  at  least  the  ex- 
tra burden  impostHl  on  the  railways  due 
tu  advances  in  wages  which  took  effect 
May  1.  r.»20.  The  frround  of  the  objec- 
tions was  that  this  imposed  an  unfair 
burden  upon  shippers  during  the  last  four 
months  of  this  year,  such  shippers  being 
largely   in  western   Canada.     There  can 


of  »'hirh  it  is  nubmittrd  review  by  the 
Ciovornor  (ieneral  in  council  is  justilie<l. 
it  in  conceivable  that,  upon  the  hearing 
of  a  petition,  there  might  appear  in  the 
order  under  review,  whether  as  the  re- 
sult of  omission  to  take  fully  into  ac- 
count important  evidence,  or  for  other 
reasons,  some  such  manifest  error  en- 
tailing a  substantial  miscarriage  of  jus- 
lice,  as  wouhl  constitute  ground  for  modi- 
fication or  reference  back  for  correction. 
Such  error  was  contended  by  counsel, 
particularly  counsel  for  the  Manitoba  and 
Saskatchewan  Governments,  and  of  the 
Winnipeg  BoanI  of  Trade,  to  have  oc- 
curred in  the  present  case.  The  conten- 
tion of  these  appellants  was  that  the 
finding  of  the  commissioners  applicable 
to  all  railways  under  their  jurisdiction 
would,  according  to  the  estimate  of  the 
commissioners  themselves,  afford  an  un- 
warrantably high  return  to  one  railway, 
the  Canadian  Pacific.  Reference  was 
ntade  in  this  connection  to  words  in  the 
order  wherein  it  was  conjectured  that 
should  the  application  of  the  railways  be 


tirrly  disappear.  At  an)'  rate  there  does 
iH.i  appear  a  probability  of  any  return 
-■•  iinwarrantanle  as  to  be  evidence  of 
-urh  error  on  the  part  of  the  Railway 
Commissioners  as  would  justify,  f'lr  this 
cause  alone,  interference  on  the  grouni 
of   mistake. 

Canadian  Railway  and  Marine  World 
was  advised  from  Ottawa,  on  Oct.  25. 
that  no  date  had  been  fixed,  by  the  Board 
of  Railway  Commissioners,  for  consider- 
ation of  the  matters  referred  to  it  by 
the  Privy  Council,  and  further  that  thi- 
Chief  Commissioner  was  expected  to  re- 
turn there,  from  the  west,  on  Oct.  'AO. 
He  is  reported,  in  a  press  dispatch,  to 
have  .said  at  Winnipeg,  Oct.  26:  "It  will 
be  some  time  before  a  new  decision  is 
handed  down  in  the  freight  and  pas-oi 
ger  rates  ease,  which  was  referreii  ha^  r. 
to  the  Board  of  Railway  Commissmr.ir^ 
for   rconsideration." 

II.  J.  Symington,  K.C.,  representing 
the  Manitoba  Government,  is  reported  in 
a  Winnipeg  press  dispatch  of  Oct.  26  to 
have   applied    there    to    the    Chief   Com- 


nulUn    PuiRc   Kailwar— Eilimair    for    l>2l    of   ihr 


ulU    of    rrrrnt    rale 


■iKht.   rAAt«m    linr« 


Jan.  to 
Junr.  1920 
MO.547.000 


Frrirht,  wmtrm  linn  ...  .10,32.<i.OOO 
PaM^nRrr.  IrM  drduetion 

f>f    troops     and     coolira 

carried  in  baiic  period  19.44S.00O 
Slrrpinn   and   parlor  car 


far 


Add  a.'c  inervaacd  rmtio 
Kimnted    In    Mar,    1920 

ExpriH    

Mail  

ExcrM  bairitairr  

Milk   .   . 

.•Jwitfhinir     .     .  

Oth-r    it.-m..    .    . 


....      1.9.^4.000 


290.000 
3.43.5.000 
728.000 
190,000 
133.000 
273.000 
3.S80.000 


freight.  10',-, 
increase  in 
pa«scnfrer 
$32,344,000 


2.->.o74.000 

2.368.000 

173.000 
3.778.000 
770,000 
210,000 
117,000 
323.000 
3.350,000 


$190,845,000   1112.606,000 


Exp<*nM-» — 

Actual   

Estimated  at  aame  ra- 
tio a<  latter  half  year 
1919.    7.3'r    of 

1112.606.000    

Total  before  increase 
in  waRe*  and  cost  of 
coal  and  other  material.. 
Eatimate  of  increased 
coats  as  per  paffe  289 
of  Jtidfment  


ToUl 
}62.891.000 
73.622.000 


7.213.000 

1,493.000 

400.000 

2.i0.000 

.->98,000 

6.880.000 


Taken  as 
163.000,000 
74.000.000 


7.000.000 

1  .'>00.000 

400,000 

250.000 

600.000 

7,000.000 


applieil  fcir 
Per  cent.  Amount 
iO'-,      $25,200,000 
40T'c        29.600.000 


9.000.000 
2..i00.000 


80,000 
100.000 
240.000 


Increase  jtra 

nted 

Estimated 

Per  cent. 

Amount. 

Result. 

.    except   coal. 

$21,873,000 

wood,   etc. 

.     except    coal. 

21.50r..000 

wood,   etc. 

,    to  June  30th 

1.920.000 

only 

50% 

2.500.000 

Dividend    requirement*     „ 

Note:     Basis  actual  first  lU  week  1920,  phu  20%    increase 


volume   of    freiirht    and    10%   increase   in   passenver  trmffic 


last   half    1919. 


bo  no  doubt  that  the  fair  distribution 
over  all  of  Canada  of  any  necessary  bur- 
dens is  a  principle  that  must  to  the  ut- 
most be  adhered  to  and  the  committee 
recommend  that  if  it  seems  to  the  Board 
practicable,  by  way  of  diminution  of  the 
extra  percentage,  and  if  absolutely  ne- 
cessary its  extension  over  a  longer  per- 
iod, it  meet  as  far  as  possible  the  objec- 
tion above  set   out. 

It  was  urged  in  argument,  as  well  very 
generally  by  the  applicants,  that  the  in- 
crease in  passenger  rates  should  not  be 
diminished  or  discontinued  before  a  re- 
duction in  freight  rates  is  ordered.  This 
is  a  matter,  however,  which  seems  pro- 
perly a  subject  for  the  dispo.^ition  of  the 
BoanI  and  the  terms  of  the  order  are 
such  that  effect  may  be  given  to  the  con- 
tention if  in  the  judgment  of  the  Board 
the  public  interest  is  considered  to  be 
served  thereby. 

In  addition  to  such  matters  of  princi- 
ple as  are  referred  to  above,  in  respect 


allowed,  there  would  be  a  surplus  to  this 
company  in  the  year  1921,  after  payment 
of  its  regular  dividend  and  income  tax 
of  .?1.=S,064,.500.  The  order,  however,  did 
not  contain  any  estimate  as  to  the  ef- 
fect upon  these  figures  of  the  reductions 
made  by  the  award  from  what  was  re- 
quested in  the  application,  and  also  of 
the  exceptions  stipulated  in  the  award. 
In  order  to  arrive  at  what  the  correct 
figures  should  be,  after  taking  these  re- 
ductions and  exceptions  into  account,  an 
estimate  was  made  on  the  second  day  of 
the  hearing  jointly  by  W.  Moulo,  .Assist- 
ant Comptroller  for  the  C.P.R.,  and  by 
.Alex.  McDonald.  Chief  Accountant,  as 
regards  this  appeal,  for  the  Province  of 
Manitoba.  A  copy  of  this  estimate,  signed 
by  the  above  nanleil  accountant.*,  is  at- 
tached hereto.  The  basis  on  which  it  is 
made  appears  thereon,  and  the  result  in- 
dicates that  the  surplus  above  referred 
to  would,  after  such  exceptions  and  de- 
ductions  are   allowe<l    for.    probably    en- 


missioner.  Board  of  Railway  Commis- 
sioners, Hon.  F.  B.  Car\-cll,  to  suspend 
the  increased  rates  authorized,  pending 
further  hearing,  the  dispatch  stating  that 
Mr.  Carvell  refused  the  application,  say- 
ing that  it  must  bo  made  to  Ottawa  in 
the  ordinary  way. 

-•Vnother  Winnipeg  press  dispatch  says 
that  the  Manitoba  Government  has  in- 
structed its  counsel,  H.  J.  Symington,  to 
apply  direct  to  the  Dominion  Government 
for  a  suspension  of  the  increases  au- 
thorized, pending  the  further  hearing, 
and  an  Ottawa  nress  dispatch  says  that 
D'Arcy  Scott  will  make  a  similar  appli- 
cation for  the  Saskatchewan  Government. 
In  view  of  the  Dominion  Government's 
recent  decision  to  refer  certain  matters 
back  to  the  Board  of  Railway  Commis- 
sioners for  further  consideration,  it  is 
not  likely  that  there  will  be  any  further 
action  by  the  Government,  at  least  not 
until  after  the  Board  has  dealt  with  the 
matter. 


November,  1920. 


593 


Traffic  Orders  by  Board  of  Railway  Commissioners. 


Increase  in  Through  Rates  Between  the 
United  States  and  Canada. 

General  order  313,  Sept.  22. — Re  gen- 
eral order  303,  .\ufr.  13,  1920,  providing 
that  the  proportions  of  through  rates, 
fares,  and  charges  between  the  United 
States  and  Canada,  in  both  directions,  in 
effect  at  the  date  of  the  order,  accruing 
within  Canada,  may,  by  general  or  blan- 
ket supplement  to  existing  tariffs,  be  in- 
creased to  conform  to  the  increased  rates, 
fares,  and  charges  authorized  by  the  In- 
terstate Commerce  Commission  by  order 
dated  July  29.  Whereas  by  Special  Per- 
mission 50,480,  dated  Washington,  D.C., 
Aug.  26,  1920,  the  Interstate  Commerce 
Commission  authorized  U.S.  carriers,  or 
their  agents,  to  file,  upon  one  day's  no- 
tice, special  supplements  correcting  in- 
creased rates  and  charges  filed  under  but 
not  in  conformity  with  its  order  dated 
July  29,  as  amended  Aug.  11  and  18,  it 
is  therefore  ordei-ed  that  the  Board's  gen- 
eral order  303  be  amended  to  provide 
that  the  said  corrections,  where  neces- 
sary, be  made  in  the  general  or  blanket 
supplement  authorized  by  the  general  or- 
der 303,  upon  one  day's  notice. 

Coal  Rates  from  Telkwa  to  Prince 
Rupert. 

30,147.  Sept.  27.— Re  complaint  of 
Thomas  McClyment  of  Prince  Rupert,  B. 
C,  that  the  Grand  Trunk  Pacific  Ry.'s 
rate  of  .?2.40  a  net  ton  on  coal  from 
Telkwa,  B.C.,  to  Prince  Rupert,  B.C.,  is 
excessive  and  discrimintary  compared 
with  the  rate  charged  by  the  railway 
from  mines  located  on  its  Alberta  lines. 
Upon  hearing  the  complaint  at  Edmon- 
ton, Alta.,  June  21,  in  the  presence  of 
counsel  for  the  railway  company',  no  one 
appearing  for  the  complainant,  and  upon 
reading  the  written  submissions  filed,  it 
is  ordered  that  the  complaint  be  dis- 
missed. 

Coal  and  Coke  Rates  from  ^linnesota  to 
Western  Canada. 

30.157.  Oct.  1.— Re  application  of  the 
Minneapolis,  St.  Paul  &  Sault  Ste.  Marie 
Ry.  Co.  for  permission  to  issue  on  one 
day  notice  revised  rates  on  coal  and  coke 
from  Duluth,  St.  Paul,  Minn.,  etc.,  to 
stations  in  Western  Canada.  Whereas 
the  Interstate  Commerce  Commission  has 
issued  a  special  permission,  authorizing 
a  revision  of  the  rates  on  coal  and  coke 
from  Duluth,  St.  Paul,  etc.,  to  Western 
Canada,  on  one  day  notice,  and  it  being 
necessary  that  similar  permission  should 
be  granted  to  cover  the  railway  haul 
within  Canada,  the  Board  orders  that  the 
Minneapolis,  St.  Paul  &  Sault  Ste.  Marie 
Ry.  Company,  or  other  railway  companies 
operating  from  Duluth,  St.  Paul,  etc.,  to 
stations  in  Western  Canada,  be  permit- 
ted to  file  revised  rates  on  coal  and  coke 
from  Duluth,  St.  Paul,  etc.,  to  stations 
in  Western  Canada  upon  one  day  notice. 

Machinery  Rates  from  Chicago  and  Mil- 
waukee to  Ontario. 

30.158.  Oct.  4.— Re  application  of  Chi- 
cago, Milwaukee  &  St.  Paul  Ry.  for  per- 
mission to  publish,  on  15  days  notice,  re- 
vised rates  on  machinery  from  Chicago 
and  Milwaukee  to  stations  in  Ontario. 
Whereas  the  Interstate  Commerce  Com- 
mission has  issued  a  special  permission, 
authorizing  a  revision  of  rates  on  ma- 
chinery from  Chicago  and  Milwaukee  to 
stations  in  Ontario,  on  15  days  notice, 
and  it  being  necessary  that  similar  per- 
mission should  be  granted  to  cover  the 
railway  haul  within  Canada,  the  Board 
orders  that  the  Chicago,  Milwaukee  &  St. 


Paul  Ry.  be  permitted  to  file  revised  rates 
on  machinery  from  Chicago  and  Mil- 
waukee, to  stations  in  Ontario,  upon  15 
days  notice. 
Maine  Central  Rd.  Passenger  Tariff. 
30,1G4.  Oct.  1.— Re  application  of 
Railway  Association  of  Canada,  on  be- 
half of  the  railway  companies  members 
thereof  and  of  all  other  railway  com- 
panies within  the  Board's  jurisdiction, 
for  authority  to  make  a  general  advance 
of  30*:^  in  tolls  charged  for  carriage  of 
freight,  and  the  further  application  for 
an  additional  increase  of  10%  in  all 
freight  rates  and  an  increase  of  20%  in 
passenger  fares,  50%  in  sleeping  and 
parlor  car  rates,  40%  in  milk  rates,  and 
20%  on  excess  baggage  rates.  Whereas 
the  Maine  Central  Rd.  has  filed  a  supple- 
ment to  its  Standard  Passenger  Tariff  C. 
R.C.  214,  on  the  basis  prescribed  by  the 
Board's  judgment  of  Sept.  6,  and  Gen- 
eral order  308,  Sept.  9,  it  is  ordered  that 
the  Maine  Central  Rd.'s  Supplement  2  to 
Standard  Passenger  Tariff  C.R.C.  214  be 
approved;  the  said  supplement,  with  a 
reference  to  this  order,  to  be  published 
in  at  least  two  consecutive  weekly  issues 
of  The  Canada  Gazette. 
Sydney  and  North  Sydney  Export  and 
Import  Rates. 
30,190.  Oct.  6.  —  Re  application  of 
Boards  of  Trade  of  Sydney  and  North 
Sydney,  N.S.,  that  the  said  points  be 
given  the  benefit  of  special  tariffs  on  ex- 
port and  import  freight,  and  for  passen- 
gers holding  steamship  tickets,  as  pos- 
sessed by  other  Canadian  ports  engaged 
in  this  traffic.  Upon  hearing  the  appli- 
cation at  Ottawa,  Sept.  27,  the  appli- 
cants, the  Canadian  National,  Canadian 
Pacific  and  Grand  Trunk  Railways,  and 
the  Canadian  Freight  Association  being 
represented  at  the  hearing,  and  what  was 
alleged,  and  its  appearance  that  the  Board 
has  no  jurisdiction  over  the  rates  on  the 
Intercolonial  Ry.,  the  Board  orders  that 
the  application  be  dismissed. 

At  the  hearing,  the  applicants'  case 
was  stated  by  A.  N.  McLennan,  Presi- 
dent, and  F.  C.  Kimber,  Secretary,  Syd- 
ney Board  of  Trade.  The  Assistant  Chief 
Commissioner,  S.  J.  McLean,  gave  the 
following  judgment: — "The  presentation 
of  the  merits  in  this  case  has  been  very 
ably  put  forward  by  Mr.  McLennan.  We 
can  readily  appreciate  his  desire  to  ob- 
tain this  basis  of  rates.  The  fundamen- 
tal question,  however,  is,  the  question  of 
our  powers.  The  Canadian  National  Rys. 
(using  that  term  as  descriptive  of  the 
System),  is  not  as  yet  a  term  of  legal 
precision.  The  Canadian  National  Rys. 
organization  has  not  yet  been  fully  work- 
ed out.  We  have  jurisdiction  now,  as 
before,  over  the  Canadian  Northern  Ry. 
The  one  great  difficulty  that  arises  in 
this  case  is  that,  in  order  to  carry  pas- 
sengers and  freight  from  Sydney,  for  a 
very  considerable  distance  the  lines  of 
the  Canadian  Government  Rys.  have  to 
be  utilized.  While  at  present  the  organi- 
zation of  the  Canadian  National  System, 
as  I  have  said,  is  a  descriptive  term,  not 
a  term  of  legal  precision,  it  is  looking 
after  the  management  of  the  Canadian 
Northern  and  the  Canadian  Government 
Rys.  But  that  fact  of  itself  does  not 
give  us  jurisdiction. 

"There  is  the  further  point  that,  while 
provision  is  made  in  Canadian  National 
legislation,  that  on  the  issuance  of  or- 
ders in  council  railways  in  which  the 
Government  has  ownership  or  interest 
can  be  brought  under  our  jurisdiction,  no 


such  order  in  council  has  been  issued  yet 
in  regard  to  Canadian  Government  Rys. 
As  our  powers  must  be  derived  from  acts 
passed  by  Parliament,  we  have  to  say 
frankly  that  we  have  been  given  no  pow- 
er to  control  rates  over  the  Canadian 
Government  Rys.  or  to  compel  them  to 
initiate  rates.  Under  the  present  cir- 
cumstances, having  no  jurisdiction,  not- 
withstanding the  clear  statement  Mr. 
McLennan  has  put  forward,  the  Board 
has  no  power  to  issue  the  order  asked 
for.  I  ani  hopeful  that  Mr.  McLennan's 
presentation  as  found  in  the  record  will 
bring  about  what  is  desired  by  him." 
Demurrage  at   Utopia. 

30,206.  Oct.  11.— Re  complaint  of 
White  &  Co.  Ltd.,  of  Hamilton,  Ont., 
against  demurrage  charged,  under  rule 
5  of  Canadian  Car  Demurrage  Rules,  on 
two  cars  of  potatoes  delayed  in  loading 
at  Utopia,  Ont.  Upon  hearing  the  com- 
plaint at  Hamilton,  Oct.  7,  in  the  pres- 
ence of  representatives  of  the  applicant 
and  the  Canadian  Car  Demurrage  Bur- 
eau, and  what  was  alleged,  it  is  ordered 
that  the  complaint  be  dismissed. 
Release  Form  for  Apple  Shipments  on 
Dominion  Atlantic   Ry. 

30,237.  Oct.  21.— Re  application  of 
Dominion  Atlantic  Ry.,  under  sec.  348  of 
the  Railway  Act,  1919,  for  approval  of 
release  form  extending  to  shippers  the 
privilege  of  shipping  apples  in  ordinary 
box  cars  to  the  Maritime  Provinces  and 
the  Province  of  Quebec,  later  than  Nov. 
1,  at  owner's  risk  of  frost.  Upon  read- 
ing what  is  filed  in  support  of  the  appli- 
cation and  on  behalf  of  the  Nova  Scotia 
Shippers  Association,  it  is  ordered  that 
the  applicant  company's  release  form  ex- 
tending to  shippers  the  privilege  of  ship- 
ping apples  in  ordinary  box  cars  to  the 
Maritime  Provinces,  and  the  Province  of 
Quebec,  later  than  Nov.  1,  at  owner's 
risk  of  frost,  on  file  with  the  Board  un- 
der file  no.  16749.1,  be  approved  as  fol- 
lows, viz.. — 

Dominion    Atlantic    Railway    Company    Release. 

Station 19 

Memorandum  of  Agreement  made  this 

day  of  A.D.   19 between 

in  the  county  of  

of   the   one  part,   and   the   Dominion   Atlantic   Ey. 

Co.  of  the  other  part.     The  said 

hereby  agrees  to  ship  car  of   

number as    described    below,    at    his 

own    risk    of    frost,    and    to    assume    all    risk    of 

freezing   said    in    transit.      And 

further  hereby  releases  the  said  Dominion  Atlantic 
Ry.  Co..  or  any  common  carrier  on  which  the  said 
car  will   be  transported,  from  any  and  all   claims 

for   loss  or  damage  by  frost  to  said   

while   same   are    in   transit  and  until    delivery. 

Car  no.  and  initials Station  from 

Consigned   to Destination 

Witness Shipper. 

Crude  Ore  Rate  from  Sandon,  B.C. 

30,255.  Oct.  23.— Re  application  of 
C.  Cunningham,  of  Alamo,  B.C.,  for  an 
order  reducing  the  C.P.R.  rate  on  crude 
ore  from  Sandon,  B.C.,  to  the  Alamo 
concentrator,  from  70c.  a  net  ton  to  35c. 
a  net  ton;  and  also  directing  reparation 
accordingly  from  the  commencement  of 
shipping  in  June,  1919.  Upon  hearing 
the  application  at  Calgary,  Alta.,  June 
15,  in  the  presence  of  counsel  for  the 
railway  company,  the  applicant  appear- 
ing in  person,  and  what  was  alleged,  and 
upon  reading  the  written  submissions 
filed,  the  Board  orders  that  the  applica- 
tion be  refused. 
Demurrage  on  Tank  Cars  at  Vancouver. 

The  Board  of  Railway  Commissioners 
gave  the  following  interim  ruling  in  the 
case  of  Procter  &  Gamble  and  the  Cana- 
dian    Freight     Association,    on    May    3, 


.">94 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


November,  1920. 


''   •     I:-    Kivc 
rit  •  point 
.<!    to    the 
,'  !M    HI    \  iinrouvor,  B. 
•  li  ccM-oanut  oil  in  canon 
r('(|iiiiiition,  it  wiiA  nl- 
:•  i-i   !.   liiid   I'l  111   tnndc  for  thi-  tank   ram. 
the   oil   having   horn   loadrcl   in   box   rnrii, 
•  ml  tho  former  were  rebilled.  rmpty,  to 
S«'nttle  on   inxtrurtiony  from   the  owners, 
who  then  applied   to  the  C.I'.U.   for  ran- 
rellation  of  the  accrued  demurrage.    Sub- 
ject    to    the    xubmin.iion     of    objections, 
which    have    not    been    made,    the    Board 
ruled   as   follows: — The    Board'.'    inventi- 
KBtion   indicates   that  the  lack   of  facili- 
ties, alleired  to  be  a  lack  on  the  part  of 
the  C.P.R.,  has  reference  to  the  absence 
"f  facilitica  at  Vancouver  for  liquifying; 


the  ciH'iianut  oil  received  from  the  steam- 
ship Meiiran  .Maru--a  facility  which  the 
Knilway  Act  iIih's  not  require  the  railway 
tompany  to  fuminh;  that  the  tanks  cars 
in  (|uestion  were  consigned  to  Vancouver, 
where  they  were  not  required  and  had 
not  been  ordered;  that  tank  car  mileatre 
equali7.ation  has  no  bearing  on  demur- 
raife;  that  the  exception  to  rule  1  of  the 
Canadian  Car  DemurraKe  Rules  exempt- 
inK  empty  private  cars  stored  on  car- 
riers' or  private  tracks  has  no  application 
in  the  circumstances,  and  that  rule  4  (f  I 
of  the  said  rules  provides  that  when 
enipti'  cars  are  placed  for  loading  on  or- 
ilers  and  are  not  used.  demurraK<'  shall 
be  charKcd  from  the  first  7  a.m.  after 
placement  until  released  without  any  free 
time  allowance. 


Canadian  Pacific  Railway  Construction,  Betterments, 

Etc. 


St.  John  Level  Cros^inK. — A  pres.x  re- 
port states  that  the  Chief  Commissioner, 
Board  of  Railway  Conimi.>^sioners,  was  in 
consultation  with  the  .Mayor  and  others 
interested,  as  to  the  elimination  of  the 
level  crossinK  at  Douglas  Ave.,  St.  .lohn, 
N.B.  The  report  states  that  an  overhead 
crossintr  is  favored  at  a  cost  estimated 
at  from  $100,000  to  $1,50,000. 

Timiskamin;;,  Que..  District. — A  press 
report  states  that  the  Quebec  Govern- 
ment on  Oct.  8  ratified  a  contract  with 
the  C.P.R.  for  the  construction  of  a  rail- 
way from  Timiskaminp,  Que.,  the  ter- 
minus of  the  C.P.R.  Mattawa  branch,  to 
the  Quinze  River  Falls,  for  which  the 
Quebec  Legislature  voted  a  subsidy  at 
its  last  session. 

The  Board  of  Railway  Commissioners 
passed  order  30,420,  Oct.  22,  approving 
interprovincial  &  James  Bay  Ry.  revised 
route  map  of  general  location,  from  ter- 
minus of  it.s  line  already  built,  at  mile 
10,  to  mile  70,  near  Riviere  dcs  Quinze. 

The  C.P.R.  owns  the  charter  of  the 
Interprovincial  and  James  Bay  Ry.,  un- 
der which  10  miles  of  track  were  laid 
from  Kipawa,  the  terminus  of  a  branch 
line  from  Timiskaminp,  northerly,  and 
surveys  were  made  for  its  construction 
to  Ville  Marie  and  the  Quinze  River  Falls. 
The  project  remained  in  abeyance  for 
some  years  until  last  spring.  (Oct.,  pg. 
.S.5L) 

WeHtboro  SUtion.— The  Board  of  Rail- 
way Commissioners  has  ordered  the  build- 
ing of  a  station  with  passenger,  freight, 
express  and  telegraph  accommoclation,  at 
or  near  Victoria  Ave.,  Westboro,  Ont., 
by  Dec.  1.  Westboro  is  on  the  outskirts 
of  Ottawa,  and  the  order  is  the  outcome 
of  an  application  made  by  the  residents. 
Ilarriston  to  LiKtowrl. — .\  press  report 
states  that  surveys  are  being  made  for  a 
line  from  Harriston,  Ont.,  mile  104  from 
Toronto,  on  the  VVingham-Teeswater 
branch,  through  Palmerston,  to  Listowel. 
the  terminus  of  a  branch  from  [..inwood 
on  the  Toronto-Guelph-tioderiih  line.  En- 
quiry at  the  C.P.R.'s  Ontario  District 
headquarters  has  elicited  the  information 
that  nothing  is  known  there  of  any  such 
projected  line  and  that  the  press  report 
referred  to  above  is  undoubtedly  incor- 
rect. 

Windsor  Yard. — The  Board  of  Railway 
Commissioners  recently  heard  objections 
of  the  Windsor,  Ont.,  City  Council  to  the 
plans  for  the  extension  of  the  C.P.R. 
yards  there.  The  company  desires  to  lay 
tracks  on  Caron  Ave.,  to  which  the  city 
•  ■bjccts. 


Algoma  District  Bridges. — The  Board 
of  Railway  Commissioners  has  authorized 
the  rebuilding  of  bridges  at  the  follow- 
ing points:— bridge  29.27  over  Riley's 
Creek,  North  Bay  Subdivision;  bridge 
91.48,  Carter  Subdivision;  bridge  19.17, 
White  River  Subdivision;  bridge  81.5  over 
Littje  Pic  River,  Heron  Bay  Subdivision. 

Winnipeg  Subway.  —  A  press  report 
credits  the  Winnipeg  City  Engineer  with 
stating  that  plans  for  a  subway  under 
the  C.P  R.  tracks  at  Sherbrooke  St.,  Win- 
nipeg, to  connect  with  Andrews  St.,  are 
nearly  completed.  They  will  provide  for 
a  subway  973  ft.  long,  carrying  58  tracks, 
and  the  approaches  will  add  920  ft.  more 
of  construction,  the  structure  to  be  68 
ft.  wide,  with  14  ft.  8  in.  headway,  and 
to  be  built  of  steel  and  concrete. 

Conquest  Transfer  Track. — The  Board 
of  Railway  Commissioners  on  Sept.  23 
ordered  the  C.P.R.  to  build  a  transfer 
track  to  connect  its  tracks  with  the  Can- 
adian National  Rys.  at  Conquest,  Sask., 
by  Nov.  1. 

Leader  Southeasterly  Branch.  —  The 
Board  of  Railway  Commissioners  has  ap- 
proved revised  location  of  a  portion  of 
this  line  from  Leader.  Sask.,  southeaster- 
ly, mile  0  to  25.7. 

Swift  Current  Northwesterly  Branch. 
The  Board  of  Railway  Commissioners 
has  approved  revised  location  of  a  por- 
tion of  this  line  from  Swift  Current, 
Sask.,  northwesterly,  from  mile  28.6  to 
34.23,  and  has  authorized  the  building  of 
the  line  across  certain  road  allowances. 
(Oct.,  pg.  661.) 


■Grain  Inspected  at  Western  Points. 

The  following  figures,  compiled  by  the 
Dominion  Bureau  of  Statistics'  Internal 
Trade  Division,  show  the  number  of  cars 
of  grain  inspected  at  Winnipeg  and  other 
points  on  the  Western  Division,  during 
Sept.,   1920,  and   Sept.,   1919:— 

SrDU  1920  Srpt.  1920 

('■n*ilian     Natinnal     Ry>.     K.(>02  7.100 

CiiniiiliBn    Pacific    Ry ll.S»B  10.878 

(;rnn,l  Trunk    Pacific   Ry 1.662  2.829 

Crrat   Nnrthcm   Ry.  (Duluth)  101  ISO 


T<.UI>i 


18,760  20.9.^7 


The  Franklin  Medal  has  been  awarded 
to  Sir  Charles  Parsons  "in  recognition  of 
his  epoch-making  success  in  the  develop- 
ment and  the  construction  of  the  steam 
turbine,  which  has  revolutionized  the  art 
of  steam  engineering,  i>articularly  in  re- 
gard to  the  propulsion  of  mercantile  and 
naval  vessels,  and  the  driving  of  electri- 
cal  generators." 


f)il  Fuel  F^xperiments  on  Rritish 
Railways. 

Thv  Great  Central  Ky.  and  the  I>on- 
"Inn  &  .Northwestern  Ry.  in  England  have 
been  carrying  on  a  series  of  experiments 
with  oil  and  other  fuels  for  locomotives. 
The  tests  on  the  L.  &  N.W.R.,  which 
have  been  carried  out  by  C.  J.  Bowen 
Cooke,  Chief  Mechanical  Engineer,  ex- 
tending over  some  months  past,  have 
yielded  very  satisfactory  results,  and  it 
IS  believed  that  the  employment  of  oil 
fuel  has  now  reached  a  stage  when  ex- 
press trains  can  be  hauled  without  risk 
nf  breakdown,  by  oil  fired  locomotives. 

There  has  been  no  attempt  to  do  other- 
wise than  proceed  by  slow  stages,  and 
while  more  than  one  new  fuel  has  been 
the  subject  of  experiment  it  is  said  that 
the  .Scarab  oil  burning  system,  which  was 
ilevelopcd  in  Mesopotamia  during  the 
war,  is  that  which  has  up  to  the  present 
shf)wn  the  best  results  with  oil  fuel.  In 
the  locomotive  with  which  trial  runs  be- 
tween London  and  Birmingham  were 
made  recently,  the  oil  fuel  is  carried  in 
a  tank,  having  a  capacity  of  1,000  gall., 
which  is  mounted  on  the  tender,  the  oil 
being  fed  to  the  burners  by  gravity.  The 
locomotive,  the  Watt,  is  one  of  the  old 
Precursor  type,  non-superheated,  and  has 
been  fired  on  oil  fuel  some  months  past. 
The  train  load  on  a  recent  test,  when  the 
oil  fired  locomotive  worked  the  11.30  a. 
m.  from  Euston  to  Birmingham  and  the 
4.50  p.m.  return  train,  was  nearly  300 
tons,  but  on  both  the  outward  and  return 
trips,  with  one  stop  in  each  case,  the 
journey  was  accomplished  ahead  of  the 
scheduled  time. 

The  figures  of  oil  consumption,  which 
have  hitherto  been  withheld  by  both  the 
Great  Central  and  London  and  North- 
western Rys.,  have  in  the  case  of  the  last 
named  company  now  been  issued.  They 
indicate  that,  as  compared  with  an  aver- 
age consumption  of  about  70  lb.  of  coal 
a  mile  with  the  same  load  on  a  similar 
run,  the  locomotive  working  on  oil  fuel 
with  a  train  load  of  294  tons  consumed 
•■i2  lb.  of  oil  a  mile,  or  10.88  lb.  per  100 
ton  miles.  Nor  should  the  economy  real- 
ized end  with  the  saving  of  fuel,  as  the 
oil  fired  locomotive  requires  far  less 
cleaning  than  a  coal  burning  one,  and 
the  conversion  of  a  large  number  of  lo- 
comotives from  coal  to  oil,  which  could 
be  effected  in  a  very  short  space  of  time, 
should  be  associated  with  a  considerable 
saving  of  labor  charges  in  running  sheds 
and  locomotive  houses. 

.Much  would,  of  course,  depend  on  the 
relative  prices  of  coal  and  oil  fuel,  and 
it  is  certain  that  any  attempt  to  convert 
the  whole  of  the  existing  coal  fired  loco- 
nuitivcs  on  British  railways  to  oil  burn- 
ing would  be  associated  with  a  rise  in 
price  of  the  fuel  which  might  counter- 
balance the  savings  in  other  directions. 

Creeping   of   Railway    Rails. — J.  A.   L. 

Waddell,  consulting  engineer,  .35  Nassau 
St.,  New  York,  N.Y'.,  writes  Canadian 
Railway  and  Marine  World:  "The  Ameri- 
can Society  of  Civil  Engineers  is  about 
to  issue  a  paper  of  mine,  entitled  'The 
Creeping  of  Railway  Rails,'  which  con- 
sists mainly  of  a  compendium  of  infor- 
mation received  through  a  (|uestionaire 
from  over  100  of  the  highest  authorities 
on  the  subject  in  North  .\merica.  I 
greatly  desire  to  have  this  paper  dis- 
cussed thoroughly,  so  if  any  railway  man 
wishing  to  di.scuss  it  will  write  me  to 
that  effect.  I  shall  send  him  an  advance 
copy,  provided  that  his  letter  reaches 
nie  before  my  supply  of  copies  is  ex- 
hausted." 


November,  1920. 


595 


Mainly  About  Railway  People  Throughout  Canada. 


K.  B.  Angus,  one  of  the  C.P.R.  direc- 
tors, dosed  his  summer  house  at  Senne- 
ville.  Que.,  early  in  October,  and  return- 
ed  to    Montreal. 

J.  R.  Ayers.  General  Master  Painter, 
C.P.R. ,  who  has  supervision  of  painting 
of  locomotives  and  cars,  over  the  whole 
system,  with  headquarters  at  Angus 
shops,  Montreal,  has  been  elected  Second 
Vice  President,  Equipment  Painting  Divi- 
sion, Section  ;?,  Mechanical,  American 
Railway  Association. 

Augu.stus  Brostedt,  whose  appointment 
as  General  Freight  Agent,  Canadian  Na- 
tional-Grand Trunk  Pacific  Rys.,  and 
Grand  Trunk  Pacific  Coast  Steamship  Co., 
Vancouver,  B.C.,  was  announced  in  our 
last  issue,  was  born  in  Sweden  in  1877 
and  entered  railway  service  in  1898,  since 
when  he  has  been,  to  1901,  operator, 
cashier  and  agent,  Great  Northern  Ry., 
Moosehead,  Minn.;  1901  to  1903,  Travel- 
ling Passenger  Agent,  same  road,  Phila- 
delphia, Pa.;  1903  to  190.'i,  District  Pas- 
senger Agent,  same  road,  Pittsburg,  Pa.; 
190.5  to  1907.  Northern  Passenger  .Agent, 
same  road,  Duluth,  Minn.;  1907  to  1913, 
District  Freight  and  Passenger  Agent, 
same  road.  Winnipeg;  1913  to  191.5,  Dis- 
trict Freight  Agent,  Canadian  Northern 
Ry.  Calgary,  Alta.;  191.5  to  1917,  Dis- 
trict Freight  and  Passenger  Agent,  same 
road,  Vancouver,  B.C.;  1919  to  Aug.  31, 
1920,  Assistant  Freight  and  Passenger 
Agent,  Canadian  National  Rvs.,  Vancou- 
ver, B.C. 

Lady  Brown,  wife  of  Sir  Geo.  McLaren 
Brown,  General  European  Manager,  C.P. 
R.,  reached  Quebec  by  the  s.s.  Empress 
of  Britain,  on  Oct.  (!,  and.  after  staying 
a  short  time  in  Montreal,  went  on  to 
Hamilton,  Ont.,  to  visit  her  mother,  Mrs. 
Crerar. 

M.  Brown,  chief  clerk.  Import  Freight 
Department,  G.T.R.,  Toronto,  died  there, 
Oct.  13,  after  a  short  illness.  He  had 
been  in  G.T.R.  sers-ice  since  1882. 

J.  R.  Cameron,  who  arrived  at  Van- 
couver, B.C.,  at  the  end  of  September,  to 
take  over  the  duties  of  Assistant  General 
Manager,  Canadian  National  -  Grand 
Trunk  Pacific  Rys..  was  recalled  to  Win- 
nipeg almost  immediately,  owing  to  the 
serious  illness  of  his  mother,  who  died 
shortly  after  his  return  there,  aged  91. 
She  was  buried  at  Truro,  N.S. 

Senator  N.  Curry,  Chairman  of  the 
Board,  Canadian  Car  &  Foundry  Co., 
Montreal,  and  Mrs.  Curry  and  daughter, 
travelled  from  Belgium  to  London,  Eng., 
by  aeroplane,  on  Oct.  10,  after  visiting 
his  son's  grave  in  the  battlefield  area. 

John  Devereux,  Locomotive  F'oreman, 
Canadian  National  Rys.,  Campbellton,  N. 
B.,  has  been  superannuated,  after  43 
years  service. 

Jas.  W.  Doyle,  formerly  General  Man- 
ager at  St.  Peters,  N.S.,  of  the  Cape  Bre- 
ton Ry.,  which  has  been  taken  over  by 
the  Dominion  Government,  and  merged 
into  the  Canadian  National  Rys.,  was 
presented  with  an  address  and  a  smok- 
ing cabinet,  recently,  by  employes  who 
had  been  under  his  jurisdiction. 

R.  L.  Fairbairn,  who  has  been  appoint- 
ed Assistant  Passenger  Trafl[ic  Managar, 
Eastern  Lines,  Canadian  National  Rys., 
Toronto,  was  born  at  Stillwater,  Minn., 
Nov.  24,  1880,  his  parentage  being  Cana- 
dian. He  entered  railway  service  in  July, 
1899,  since  when  he  has  been,  to  Mar. 
1904  in  office  of  Auditor  of  Passenger 
Receipts,  G.N.R.;  Mar.  1904  to  May  1, 
1906,  in  Passenger  Traflic  Manager's  of- 


fice, same  road;  May  1  to  Dec.  1,  1906, 
assistant  rate  clerk.  Passenger  Depart- 
ment, same  road;  Dec.  1,  1906  to  June  1, 
1908,  chief  rate  clerk,  Passenger  Depart- 
ment, same  road;  June  15,  1908  to  Oct. 
1910,  chief  clerk.  Passenger  Department, 
Canadian  Northern   Ry.,  Winnipeg;  Oct. 

1910  to  Apr.  1911,  District  Passenger 
Agent,    C.N.R.,    Saskatoon,    Sask.;    Apr. 

1911  to  May  1912,  Assistant  General  Pas- 
senger Agent,  lines  oast  of  Port  Arthur, 
C.N.R.,  Toronto;  May  1912  to  Oct.  4, 
1920,  General  Passenger  Agent,  Eastern 
Lines,  Canadian  Northern  Ry.,  and  lat- 
terly Canadian  National  Rys.,  "Toronto. 

W.  J.  Fee,  Travelling  Egineer,  G.T.R., 
was  elected  Fourth  Vice  President,  Tra- 
velling Engineers  Association,  at  the  an- 
nual convention  in  Chicago  recently. 

Sir  Ailwyn  Fellowc.'s,  K.C.V.O.,  Deputy 
Chairman,  Great  Eastern  Ry.,  returned 
to  England,  by  the  s.s.  Megantic,  Oct.  16, 
after  a  trip  through  Canada. 


A.   Brostedt. 

General    Freight   Agent,    Canadian   National-Graml 

Ti-unk   Pacific   Rys..   Vancouver,   B.C. 

Blake  P.  Fraser,  Division  Passenger 
Agent,  Pennsylvania  System,  Buffalo,  N. 
Y.,  died   suddenly   there,  Oct.  24. 

J.  M.  Gibbnn,  General  Publicity  Agent, 
C.P.R.,  Montreal,  has  written  another 
novel,  "The  Conquering  Hero."  Opening 
in  a  hunting  party's  camp  in  the  Mari- 
time Provinces,  the  scenes  shift  to  a 
ranch  near  the  Rocky  Mountains,  with- 
out breaking  the  continuity  or  interest 
of  the  tale. 

T.  H.  Ginnelly,  of  the  Freight  Claims 
Department,  C.N.R.,  Winnipeg,  was  pre- 
sented with  a  case  of  pipes  and  a  gold 
penknife,  with  a  gold  wrist  watch  and 
cut  glass  bowl  for  Mrs.  Ginnelly,  recent- 
ly, by  a  number  of  his  friends,  on  leaving 
Winnipeg,  for  Vancouver,  B.C.,  where  he 
has  been  appointed  Assistant  Freight 
Claims  Agent,  Canadian  National-Grand 
Trunk   Pacific   Rys. 

Sacheveral  M.  Greene,  whose  appoint- 
ment  as    City    Ticket    Agent,    Canadian 


National-Grand  Trunk  Pacific  Rys.,  Re- 
gina,  Sask.,  was  announced  in  our  last 
issue,  was  born  at  Derby,  Eng.,  Feb.  15, 
1887,  and  entered  railway  service  Aug. 
28,  1908,  since  when  he  has  been,  to  Mav 
30,  1910,  clerk.  Freight  Department, 
Grand  Trunk  Pacific  Ry.,  Saskatoon, 
Sask.;  June  1  to  July  18,  1910,  cashier. 
Freight  Department,  C.P.R.,  Saskatoon, 
Sask.;  July  19,  1910,  to  Feb.  28,  1916, 
Assistant  City  Passenger  and  Ticket 
Agent,  G.T.P.R.,  Saskatoon,  Sask.;  Mar. 
1,  1916,  to  Aug.  31,  1920,  City  Passenger 
and  Ticket  Agent,  G.T.P.R.,  Regina,  Sask. 
George  Nelson  Goad,  whose  appoint- 
ment as  Superintendent,  Nipissing  Divi- 
sion, Ontario  District,  Canadian  National 
Rys.,  Capreol,  Ont.,  was  announced  in 
our  last  issue,  was  born  at  Toronto,  Nov. 
26,  1884,  and  entered  railway  service  in 
Sept.  1901,  since  when  he  has  been,  to 
.July  1902,  junior  clerk,  G.T.R.,  Toronto; 
July  1902  to  Sept.  1904,  junior  clerk  and 
stenographer.  Division  Freight  Agent's 
oflnce,  G.T.R.,  Toronto;  Sept.  1904  to  Dec. 
1905,  chief  clerk  Division  Freight  Agent's 
office,  Lehigh  Valley  Rd.,  Toronto;  Dec. 
1905  to  Feb.  28,  1907,  stenographer  to 
Third  Vice  President,  Canadian  Northern 
Ry.,  Toronto;  Mar.  1,  1907,  to  Aug.  31, 
1915,  chief  clerk  to  Superintendent,  and 
to  General  Superintendent,  successively, 
same  road,  Toronto;  Sept.  1  to  Dec.  31, 
1915,  chief  clerk,  General  Manager's  of- 
fice, same  road,  Toronto;  Jan.  1   to  Dec. 

20,  1916,  Inspector  of  Transportation, 
Eastern  Lines,  same  road,  Toronto;  Dec. 

21,  1916  to  Nov.  30,  1917,  Trainmaster, 
Toronto  Terminals  and  Muskoka  Subdi- 
vision, same  road,  Toronto;  Dec.  1.  1917, 
to  Dec.  22,  1918,  Assistant  Superintend- 
ent, Toronto  Division,  same  road,  Toron- 
to; Dec.  23,  1918,  to  Aug.  31,  1920,  Sup- 
erintendent, Superior  Division,  Ontario 
District,  Canadian  National  Rys.,  Horne- 
payne,  Ont. 

Casimir  .Stanislaus  Gzowski,  who  has 
been  appointed  Assistant  to  Vice  Presi- 
dent of  Construction,  Canadian  National 
Rys.-Grand  Trunk  Pacific  Ry.,  Toronto, 
was  born  at  Toronto,  May  1,  1876,  and 
entered  transportation  service  in  April, 
1897.  While  attending  Toronto  Univer- 
sity he  was  engaged  during  the  summcis 
on  survey  work,  in  1897  being  with  the 
C.P.R.  on  survey  and  construction  on  its 
Crowsnest  Branch  and  subsequently  in 
various  positions  in  charge  of  location 
and  construction  work  for  the  C.P.R.  and 
other  roads.  In  1905  he  became  a  part- 
ner in  Macdonell,  Gzowski  &  Co.,  Van- 
couver, B.C.,  and  later  with  a  branch  in 
Spokane,  Wash.,  under  the  name  of  G. 
O.  Foss  &  Co.,  as  contractors  and  engi- 
neers, building  the  C.P.R.  Nicola  Branch, 
changes  of  line  on  C.P.R.  at  Rogers  Pass, 
near  Nelson,  B.C.,  and  on  the  Esquimalt 
&  Nanaimo  Ry.,  Vancouver  Island.  The 
firm  also  built  parts  of  the  Milwauk»ee 
extension  westerly.  Grand  Northern  Ry. 
changes  of  lines  and  parts  of  branches 
in  Canada  and  the  U.S.;  C.P.R.  spiral 
tunnels  at  Field,  B.C.,  and  considerable 
other  railway  work  in  Canada  and  the 
U.S.,  until  its  dissolution  in  1914,  after 
which  he  did  valuation  work  for  the  Do- 
minion commission  of  enquiry  into  rail- 
ways and  also  acted  as  special  engineer 
for  the  Canadian  Northern  Ry.  on  the 
ation.  From  June,  1919,  to  Sept.  1920, 
government  arbitration  of  its  stock  valu- 
he  was  Special  Engineer  to  Vice  Presi- 
dent. Operation,  Maintenance  and  Con- 
struction. Canadian  National  Rys.,  To- 
ronto. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


November.  1920. 


(.r.inl    IIaII,   \ 


l'i<iii<l«nl,  t'.P.R..  r«>- 

'  I  t.  12.  ■Iter  a  nhoot- 

ICivrr.   whori-   he   bc- 


.Sir  Vrtltur  llarriN.  SimmihI  Trnlllc  K''|> 
rt'iiiTtntur.  <'  I'.H..  nnd  Ij«ily  lliirri-.  r<- 
turnt'il  to  .Montreal  early  m  October  from 
Murray  Uay,  and  were  to  sail  for  Ber- 
muda on  Oct.  2t*. 

Cleonte  .Alexander  Hoae.  whose  ap- 
pointment as  Sup«'rintenHeiit  of  Tnins- 
portation,  Ontario  Pistrict,  Canndinn  Na- 
tional Ryi«..  Toriinto.  wns  announced  in 
our  last  iHBUe.  >vn»  bom  nt  Walters  FnlU. 
Onl.,  May  .'tl,  I «•>•"•,  and  e<lucute<l  at  KinK- 
»ton,  Ont.,  public  schools  and  bu.siness 
college.  He  entered  railway  service  .June 
8,  1HK4.  B.s  switchman,  Ci.T.R.,  and  8erve<l 
at  various  points  until  May  .J.  ISSfi,  when 
he  wn.H  appointed  niuht  operator,  and 
proinotetl  to  dav  operator  and  relievinjr 
ajtcnt,  Jan.  18KX.  From  l«l»y  t<i  I'.tOl. 
he  was  airent,  same  road,  Trenton,  Ont.; 
1901  to  I'JO.'j,  Yardmaster,  same  road, 
Bcllevdle,  Ont.;  tXt.  IIHI.')  to  Mar.  l'.»08, 
Trainnia.ster.  Central  Ontario  Ry.,  Tren- 
ton. Ont.;  Mar.  I,  li«08  to  .luly  11114,  Sup- 
erintendent, .'iame  road,  Trenton,  Ont.; 
July  lull,  appointed  Superintendent  (if 
Car  Service.  Eastern  Lines,  Canadian 
Northern  Ry..  Toronto;  and  later,  to  Apr. 

1916,  Assistant  Superintendent,  same 
road.  Ottawa,  Ont.;  .Apr.  to  Aug.  1916, 
.\ssisLant  Superintendent,  Toronto  Dis- 
trict, Ontario  Division,  same  road.  Ro.se- 
dale.  Toronto;  .\uk.  1916  to  Apr.  1917, 
.Assii'tant  Superintendent,  Toronto  Dis- 
trict, Ontario  Division,  same  road,  Tren- 
ton, Ont.;  .Apr.  to  Nov.  1.  1917,  Assistant 
Superintendent,  Toronto  District,  Ontario 
Division,    same    road.    Toronto;    Nov.    1, 

1917.  to  Dec.  1918,  Superintendent,  Su- 
perior District,  Ontario  Division,  same 
road,  Homepayne,  Ont.;  Dec.  1918  to 
Sept.  1920,  Superintendent,  Nipissing  Di- 
vision, Ontario  District,  Canadian  Na- 
tional Rys.,  Capreol,  Ont. 

F.  L.  Hutchinson,  Manager  in  Chief, 
C.P.R.  hotel.  Montreal,  is  reported  to 
have  decided  to  retire  from  that  com- 
pany's service  at  the  end  of  the  year,  and 
to  have  bought  a  farm  of  260  acres  near 
Chemainus,  B.C. 

William  .Mbert  Kirkpatrick,  whose  ap- 
pointmint  as  Superintendent  of  Trans- 
j)ortation,  I'rairie  District,  Canadian  Na- 
tional Rys.,  Saskatoon,  Sask.,  was  an- 
nounced in  our  last  issue,  was  born  at 
We«t  Lome,  Ont.,  Aug.  28,  \»m,  and  en- 
tered railway  service  in  July  1898,  since 
when  he  has  been,  to  Sept.  1902,  opera- 
tor and  agent,  Michigan  Central  Rd.,  at 
various  points;  Sept.  1902  to  Dec.  1904, 
dispatcher,  Pere  Marquette  Rd.,  St. 
Thomas.  Ont.;  Apr.  to  Aug.  17,  190.5,  op- 
erator and  ticket  agent,  C.P.R. ;  Aug.  17, 
igO."!,  to  Dec.  1.  1906.  operator  and  dis- 
patcher. Canadian  Northern  Ry.;  Dec.  1. 
1906,  to  Dw.  1.  1910.  chief  i  l.rk  to  Sup- 
erintendent, anil  General  SuiHTJntendent. 
same  road;  Dec.  1,  1910,  to  Sept.  1,  1913, 
Inspector  of  Transportation,  same  road; 
.Sept.  1,  19i:t,  to  Sept.  1,  19J0,  Trainmas- 
ter and  Assistant  Superinti'ndent,  same 
road,  latterly,  Canadian  National  Rys., 
Neepawa,  Man. 

J.  W.  N.  JrhnHlone.  who  has  been  ap- 
pointed Oeneral  Agent  for  the  Dominion 
of  Newfoun<lland,  Canadian  Njitional  Rys. 
and  Canadian  Government  .Mrrrhant  Ma- 
rine Ltd.,  St.  John's,  Nfld.,  was  born  at 
Campobello,  N.B.,  Oct.  4,  ISTS.  nnd  en- 
tered transportation  service  in  the  Gen- 
eral Freight  Department,  C.I'.R.,  St. 
John,  N.R.,  serving  in  voriou"  capacities 
in  that  department  from  juni •?■  clerk  to 
as.Histant  to  chief  clerk,  until  1  'b.  1902. 
when  he  entered  Reid  Newfoun   !.inc|  Co.'s 


nervice  nR  chief  clerk  to  the  General 
Ft.  ',  St.  John's.  Nfld.    He  was 

III  •  ral    I'aHwnger   Agent   for 

tl  .,  .   Aug.  21.   1906.  and  for  a 

-li.irt  imii-,  lit  the  end  of  1917.  wos  aUo 
A-.?«isUint  to  the  President  (Sir  William 
I>.  Reid).  and  KubHe<|uent  to  the  change 
of  President,  he  acted  as  Sir  William  D. 
Reid's  private  Secretary. 

K.  McDonald,  whose  ap|>ointinent  as 
.'\ssistnnl  General  Baggage  Agent.  Can- 
adian National-Grand  Trunk  I'acific  Rys.. 
Winnipeg,  was  announced  in  our  last  is- 
.«ue.  was.  from  June.  1906.  to  May.  1910, 
clerk,  G.T.R.,  Toronto;  May,  1910,  to 
.Sept.,  1920,  General  Baggage  .Agent, 
Grand  Trunk  Pacific  Ry.,  WinniiH?g. 

(;.  E.  Mc(;ladr,  City  Ticket  Agent,  C. 
P.R.,  Brockville,  Ont..  was  struck  by  an 
automobile  there,  on  Oct.  11,  sustaining 
a  sprained  ankle  and  severe  brui.ses,  ne- 
cessitating his  removal  to  a  hospital. 

A.  J.  Mitchell,  Vice  President,  F'liiunn' 
and  .Accounts,  Canadian  National  Rys.. 
who  left  Toronto  Sept.  2.H  for  England. 
is  expected  to  sail   from  there  mi   Nov.  :{ 


I.     I.    .Munfr>. 

.Supvrinltu.l.nl.    liuin.liun    ^  .-lioii...    Railways. 

Kamloops.  B.C. 

by   the  s.s.  Adriatic  on   his  return  jour- 
ney. 

L.  F.  Muncey.  whose  appointment  as 
Superintendent.  Canadian  National  Rys.. 
Kamloops.  B.C..  was  announced  in  our 
last  issue,  was  born  at  Kensington.  P.E. 
I.,  Mar.  l.T,  1S76,  and  entered  railway  ser- 
vice in  Aug.  1891,  since  when  he  has 
been,  to  Oct.  189.'i.  operator.  New  Bruns- 
wick &  Prince  Edward  Island  Ry..  Cape 
Tormentine.  N.B.;  Aug.  1896  to  Aug. 
1897,  relieving  agent.  Prince  Edward  Is- 
land Ry.;  Aug.  1897  to  June  1901,  audit 
clerk.  P.E.I.R..  Charlottetown.  P.E.I. ; 
.hine  1901  to  Aug.  1902.  agent  and  oper- 
ator. Canadian  Northern  Ry..  nt  various 
poinU;  Aug.  1902  to  May  1908.  Travel- 
ling Auditor,  same  road.  Winnipes;  May 
1908  to  Apr.  1909.  Chief  Travelling  .Au- 
ditor, same  road.  Winnipeg;  Apr.  1909  to 
Dec.  1914,  agent,  same  road.  Beaudette. 
Minn.;  Dec.  1914  to  May  1919,  General 
Chairman  of  Order  of  Railroad  Telogra- 
phers,  Winnipeg;  May  1919  to  Aug.  li.20. 


AiiKUitant  Superintendent,  Canadian  Na- 
tional Rys..  Vancouver,  B.C. 

F.  I..  Norman,  whose  appointment  as 
Commercial  Agent,  Canadian  National- 
(Irand  Trunk  Pacific  Rys.,  Seattle,  Waah., 
was  announced  in  our  last  issue,  was 
born  at  Kon.sas  City,  .Mo.,  Jan.  .10,  1879, 
and  entered  railway  service  Feb.  1,  1906, 
.KiTic  <•  when  he  has  been,  to  Feb.  1.  1907. 
.Soliciting  Freight  Agent.  Rutland  Rd.. 
Michigan  Central  Rd..  and  Ontario  Cen- 
tral Despatch  Lines,  Kan.sas  City,  Mo.; 
.Mar.  1,  1907,  to  June  1,  1910,  Soliciting 
Freight  Agent,  G.T.R.,  Kansas  City,  Mo.; 
June  1,  1910,  to  June  .'lO.  1918.  Commer- 
cial Agent.  G.T.R..  Seattle.  Wash.;  July 
1,  1918.  to  Sept.  8.  1920,  Commercial 
.Agent,  Grand  Trunk  Pacific  Ry.  and 
(irand  Trunk  Pacific  Coast  Steamship 
Co.,   Seattle,  Wash. 

John  Henry  Pakenham,  whose  appoint- 
ment as  Assistant  Superintendent  of  Ter- 
minals, Canadian  National  Rys.,  Quebec, 
Que.,  was  announced  in  our  last  issue, 
was  bor  nat  St.  Raymond.  Que..  Nov.  24. 
1886,  and  entered  railway  sen-ice  in  July 
I90.'i.  since  when  he  has  been,  to  May 
1904.  assistant  agent.  Quebec  &  Lake 
.St.  .John  Ry..  St.  Raymond.  Que.;  May 
l:i04  to  Oct.  190.5.  operator  and  agent, 
-;inic  road,  at  various  points;  Oct.  1905 
■•I  June  1907.  operator,  C.P.R..  at  various 
|...ints;  June  1907  to  Aug.  1909.  dispatch- 
er. C.P.R..  Kenora.  Ont.;  Nov.  1909  to 
.Mar.  1910.  operator.  C.P.R..  at  various 
points;  .May  1910  to  Aug.  191.3.  train  bag- 
;.'ageman,  Canadian  Northern  Ry.,  Que- 
l.n  .  Que.;  Aug.  1913  to  Nov.  1918,  Yard- 
naster.  C.N.R..  Quebec.  Que.;  Nov.  1918 
•■■  Sept.  1920.  dispatcher.  Canadian  Na- 
•  Mi,al  Rys..  Montreal. 

Thomas  Edmund  Peter  Pringle,  whose 
;!!i|Hiintnient  as  City  Passenger  Agent. 
'  .inadian  National-Grand  Trunk  Pacific 
Uy.-;..  Winnipeg,  was  announced  in  our 
'ast  i.-sue.  was  born  at  Huntingdon.  Que... 
May  1.  1887.  and  entered  railway  service 
'uly  2:i.  1906.  since  when  he  has  been. 
'•>  Au'z.  16,  1907,  clerk.  Passenger  Traf- 
ii<-  Manager's  office,  C.P.R.,  Montreal; 
Aug.  IT.  1907,  to  Mav  15,  1909.  ticket 
.  lerk.  C.P.R.,  Calgary,  AlU.;  May  16. 
l:i09.  to  .Sept.  15,  1911.  ticket  clerk.  City 
ticket  office,  C.P.R..  Winnipeg;  Sept.  16. 
1911,  to  .Aug.  11.  1920.  City  Passenger 
and  Ticket  Agent.  Grand  Trunk  Pacific 
Uy..  Winnipeg. 

Miss  Elsie  Robider.  daughter  of  W. 
'  Robider.  General  Master  Car  Builder. 
I'.p.R..  was  married  at  Montreal  Oct.  2. 
t>  Dr.  M.  J.  Egan.  of  Savannah.  Georgia. 

William  A.  B.  Russell,  whose  appoint- 
ment as  Division  Freight  Agent,  Cana- 
dian National-Grand  Trunk  Pacific  Rys.. 
Calgary.  Alta..  was  announced  in  our 
last  issue,  was  born  at  Rednersvillc,  Ont.. 
Jan.  1.  1886.  and  entered  railway  service 
.Mar.  20.  1904.  since  when  he  has  been,  to 
Apr.  r.O,  1904.  clerk.  Local  Freight  De- 
partment, Central  Vermont  Ry..  St.  Al- 
bans. Vt.;  May  1  to  Nov.  17.  1904.  steno- 
irrapher.  General  Freight  Agent's  ofllce. 
.-ame  road  St.  Albans.  Vt.;  Nov.  17,1904, 
to  Aug.  14.  1905.  stenogropher  to  Gen- 
eral Freight  Agent,  .same  road,  St,  Al- 
bans, Vt.;  Aug.  15,  1905,  to  Apr.  .SO, 
1908.  stenographer  to  General  Freight 
Agent.  G.T.R..  Montreal;  May  1  to  Dec. 
•"1.  1908.  stenographer  to  Assistant 
Freight  Traffic  Manager.  Winnipeg;  Jan. 
1.  1909.  to  Dec.  31.  1910.  clerk,  Freight 
Traffic  Department,  same  road.  Winni- 
peg; Jan.  1.  1911.  to  Dec.  31.  1915.  chief 
clerk.  Freight  Traffic  Department,  same 
road.  Winnipeg;  Jan.  1  to  Sept.  30.  1916. 
chief  clerk  to  Traffic  Manager.  G.T.P.R.. 
and  Western  Traffic  Manager.  Canadian 
Government  Rys..  Winnipeg;  Oct.  1.1916. 


November,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


597 


to  Sept.  4,  1920.  Commercial  Agent,  G. 
T.P.R.,  Regina,   Sask. 

Frank  L.  Sample,  who  has  been  ap- 
pointed Assistant  Superintendent  of  Ter- 
minals, G.T.R.,  Detroit,  Mich.,  was  bom 
at  Altona,  N.Y.,  June  23,  1873,  and  en- 
tered railway  service  in  Oct.  1891,  since 
when  he  has  been,  to  Sept.  1892,  tele- 
graph operator.  Central  Vermont  Ry., 
Essex  Jet.,  Vt.;  Sept.  1892  to  Aug.  1899, 
dispatcher,  same  road.  New  London, 
Conn.;  Aug.  1899  to  May  1901,  ticket 
agent  and  spare  dispatcher.  New  York, 
New  Haven  &  Hartford  Rd.,  Norwich, 
Conn.;  May  1901  to  Apr.  1902,  dispatch- 
er, Rutland  Rd.,  Rutland,  Vt.;  Apr.  1902 
to  Sept.  1920,  dispatcher,  Boston  &  Al- 
bany Rd.,  Springfield,  Mass.,  and  Train- 
master, same  road,  Pittsfleld,  Mass. 

John  Richardson  Scott,  whose  appoint- 
ment as  Assistant  General  Freight 
.^gent,  British  Columbia  Lines,  Canadian 
National-Grand  Trunk  Pacific  Rys.,  and 
Grand  Trunk  Pacific  Coast  Steamship 
Ct.,  Vancouver,  B.C.,  was  announced  in 
our  last  issue,  was  born  at  Lochmaben, 
Scotland,  Jan.  3,  1882,  and  entered  rail- 
way service  in  1896,  since  when  he  has 
been,  to  1898,  junior  clerk,  Freight  De- 
partment, Caledonian  Ry.,  Lanark,  Scot- 
land; 1808  to  1899,  clerk.  Passenger  De- 
partment, same  road,  Kelvinbridge,  Glas- 
gow, Scotland;  1899  to  1900,  assistant 
parcels  clerk,  same  road.  Bridge  St.  sta- 
tion, Glasgow,  Scotland;  1900  to  1902, 
clerk,  Passenger  Department,  same  road, 
Wishaw  Central,  Scotland;  Aug.  1902  to 
Mar.  1908.  clerk  and  chief  clerk.  Import 
Freight  Department,  C.P.R.,  Montreal; 
Apr.  1908  to  Nov.  191.5,  clerk  and  chief 
clerk.  Freight  Traffis  Department,  Can- 
adian Northern  Ry.,  Winnipeg;  Dec.  1915 
to  Sept.  10.  1920,  Division  Freight  Agent, 
Canadian  Northern  Ry.,  and  Canadian 
National  Rys.,  Port  Arthur,  Ont. 

Mr.s.  Alfred  Shaughnessy,  widow  of 
Capt.  the  Hon.  Alfred  Shaughnessy,  Lord 
Shaughnessy's  son,  who  was  killed  in  the 
war,  is  announced  as  being  engaged  in 
England  to  Capt.  the  Hon.  P.  W.  Legh, 
son  of  Lord  Newton. 

Lord  Shaughnessy,  Chairman,  C.P.R. 
Co.,  Hon.  Marguerite  Shaughnessy,  and 
Hon.  W.  J.  and  Mrs.  Shaughnessy,  at- 
tended the  race  at  Windsor,  Ont.,  Oct. 
11,  between  Man  o'  War  and  Sir  Barton, 
the  latter  horse  being  owned  by  J.  K.  L. 
Ross,  one  of  the  C.P.R.  directors. 

Frederick  Anderson  Shaw,  who  has 
been  appointed  General  Agent,  Freight 
Department,  Canadian  National-Grand 
Trunk  Rys.,  Cleveland,  Ohio,  was  bomat 
Smiths  Falls,  Ont.,  Sept.  29,  1872,  and 
entered  railway  service  in  1897,  since 
when  he  has  been,  to  Feb.  1898,  billing 
clerk,  C.P.R.,  Winnipeg;  Feb.  to  June 
1908,  clerk.  Local  Freight  Department, 
C.P.R.,  Brandon,  Man.;  June  1898  to  Oct. 
1899,  with  Foley  Bros,  and  Larson,  St. 
Paul,  Minn.;  Oct.  1899  to  1902,  in  com- 
mercial business,  Montreal;  1902  to  1903, 
chief  clerk,  Commercial  Agent's  office, 
Canadian  Northern  Ry.,  Montreal;  1903 
to  1904,  Travelling  Freight  Agent,  C.N. 
R.,  Toronto;  1904  to  1906,  Soliciting 
Freight  Agent,  C.N.R.,  Montreal;  1906  to 
1912,  City  Freight  Agent,  C.N.R.,  Mont- 
real; 1912  to  Jan.  1,  1914,  District 
Freight  Agent,  lines  east  of  Montreal, 
C.N.R.,  Montreal;  Jan.  1,  1914,  to  Apr.  9, 
1917,  Division  Freight  Agent,  lines  east 
of  Port  Arthur  and  west  of  Ottawa,  C. 
N.R.,  Toronto;  Apr.  9,  1917,  to  Sept.  10, 
1920,  General  Agent,  Freight  and  Pas- 
senger Departments,  Canadian  National 
Rys.,  Detroit,  Mich. 

George  Stephen,  whose  appointment  as 
Freight  Traflic   Manager,  Canadian  Na- 


tional and  Grand  Trunk  Pacific  Rys.,  and 
Grand  Trunk  Pacific  Coast  Steamship 
Co.,  Toronto,  was  announced  in  a  recent 
issue,  was  born  at  Montreal,  July  5, 1876, 
and  entered  railway  service  in  1889,  since 
when  he  has  been,  to  1899,  clerk,  C.P.R.; 

1899  to  1900,  chief  clerk  to  Assistant 
General  Freight  Agent,  C.P.R.,  Winnipeg; 

1900  to  1901,  Travelling  Freight  Agent, 
Manitoba  Lines,  C.P.R.;  1901  to  1903, 
Contracting  Freight  Agent,  C.P.R.,  Nel- 
son, B.C.;  1903  to  Jan.  1907,  chief  clerk 
to  General  Traffic  Manager,  Canadian 
Northern  Ry.,  Winnipeg;  Jan.  1907  to 
May  1909,  Assistant  General  Freight 
Agent,  C.N.R.,  Winnipeg;  May  1909  to 
Dec.  31,  1915,  General  Freight  Agent, 
C.N.R.,  Winnipeg;  Jan.  1  to  Nov.  6,  1916, 
Assistant  Freight  Traffic  Manager,  West- 
ern Lines,  C.N.R.,  Winnipeg;  Nov.  1916 
to  Dec.  1918,  Freight  Traffic  Manager, 
Western  Lines,  Canadian  Northern  Ry., 
Winnipeg;  Dec.  1918  to  Aug.  24,  1920, 
Freight  Traffic  Manager,  Canadian  Na- 
tional  Rys.,  Toronto. 

A.  F.  Stewart,  heretofore  Chief  Engi- 
neer, Canadian  National  Rys.  at  Toronto, 
was  entertained  at  dinner  at  the  Albany 
Club  there,  and  presented  with  a  hand- 
some clock,  on  Oct.  15,  by  a  number  of 
C.N.R.  officials  and  other  personal 
friends,  on  the  eve  of  his  leaving  for 
Moncton,  N.B.,  to  become  Chief  Engi- 
neer, C.N.R. ,  thei'e. 

Brigadier  General  J.  W.  Stewart,  rail- 
way contractor,  and  his  daughter,  Miss 
Margaret  Stewart,  returned  to  Vancou- 
ver, early  in  October,  from  England. 

Lt.  Col.  Claude  C.  Stibbard,  D.S.O., 
who  was  appointed  Tx'ainmaster,  C.P.R., 
at  Lethbridge,  Alta.,  on  Aug.  1,  was  born 
in  Essex,  Eng.,  Oct.  19,  1885.  He  first 
entered  transportation  service  Jan.  17, 
1906,  and  was  from  1910  to  1915  loco- 
motiveman,  C.P.R.,  at  Winnipeg.  After 
serving  with  the  Canadian  overseas 
forces  for  a  year,  he  was  selected  by  the 
War  Office  to  be  seconded  to  the  Imperial 
forces,  and  to  be  attached  to  Sir  Eric 
Geddes'  organization  department,  when 
the  latter  took  over  the  re-organization 
of  railways  on  the  western  front.  He  re- 
mained in  this  position  throughout  the 
whole  of  Sir  Eric  Geddes'  term  of  service 
as  Director  General  of  Transportation, 
and  also  thi-oughout  the  terms  of  service 
of  Major  General  Sir  Phillip  A.  M.  Nash, 
and  Major  General  Sir  S.  D.  A.  Crook- 
shank,  successors  in  turn  to  Sir  Erie 
Geddes,  as  Directors  General  of  Trans- 
portation. In  Nov.  1918,  he  was  ordered 
to  North  Russia,  to  assist  in  the  re- 
organization of  the  railways  in  that  i-e- 
gion,  and  was  appointed  Director  of  Rail- 
ways. One  of  the  many  problems  was 
the  solving  of  the  financial  difficulties, 
and  that  this  and  all  other  problems  were 
handled  successfully  is  evidence  by  a 
letter  of  appreciation  which  he  received 
from  the  General  Officer  Commanding  the 
North  Russian  forces.  Following  the 
evacuation  of  the  North  Russian  forces, 
he  was  appointed  to  the  Railway  Advis- 
ory Staff  for  South  Russia,  as  Officer 
Commanding  Railways  in  Ekatorinodar, 
and  also  for  the  whole  of  the  Crimea.  He 
made  a  tour  of  inspection  through  Tur- 
key, Bulgaria,  Roumania,  Jugo-Slavia, 
Italy  and  Switzerland,  to  compare  the 
various  systems  of  railway  management 
and  organization.  For  his  work  on  rail- 
ways during  the  war,  he  was  awarded 
the  D.S.O.  and  the  order  of  St.  Stanis- 
laus, was  twice  mentioned  in  dispatches 
and  was  the  subject  of  special  orders  of 
the  day  from  Lord  Rawlinson,  and  from 
the  Russian  General  Officer  Commanding 
in  the  Crimea.  He  was  on  the  steamship 
Carpathia  when  she  was  torpedoed,  and 


lost  all  the  effects  he  was  travelling  with. 
Marshall  D.  Thompson,  whose  appoint- 
ment as  Superintendent,  Canadian  Na- 
tional-Grand Trunk  Pacific  Rys.,  Regina, 
Sask.,  was  announced  in  our  last  issue, 
was  born  at  Parkhill,  Ont.,  Aug.  9,1885, 
and  entered  railway  service  Aug.  16, 1901, 
since  when  he  has  been,  to  Mar.  1904, 
operator,  G.T.R.,  Stratford,  Ont.;  Mar. 
1904  to  Aug.  1906,  dispatcher,  G.T.R., 
Stratford,  Ont;  Aug.  1906  to  Oct.  1908, 
dispatcher,  G.T.R.,  Allandale,  Ont.;  Oct. 

1908  to  Julv  1909,  dispatcher.  Grand 
Trunk  Pacific   Ry.,  Melville,  Sask.;  July 

1909  to  June  1910,  Chief  Dispatcher,  G.T. 
P.R.,  Wainwright,  Alta.;  June  1910  to 
Nov.  1917,  Chief  Dispatcher,  G.T.P.R., 
Melville,  Sask.;  Nov.  1917  to  Sept.  1920, 
Assistant  Superintendent,  G.T.P.R.,  Re- 
gina, Sask. 

Ephraim  Tiffin,  Special  Representative, 
Canadian  National  Rys.,  Toronto,  after  a 
lengthy  illness,  died  Oct.  2,  at  Preston, 
Ont.,  where  he  and  his  wife  had  lived  for 
several  years  with  their  daughter,  Mrs. 
E.  O.  Schlueter.  He  was  born  at  Hamil- 
ton, Ont.,  May  5,  1849,  and  entered  rail- 
way service  in  1863,  since  when  he  had 
been  to  1865,  messenger,  Chief  Engin- 
eer's office,  Great  Western  Ry.  of  Can- 
ada; 1865  to  1867,  clerk  in  General  Man- 
ager's office,  same  road;  1867  to  1869, 
ticket  clerk,  same  road,  London  and  To- 
ronto, consecutively;  1869  to  1871,  clerk 
in  Superintendent's  office,  same  road; 
1871  to  1877,  station  master,  same  road, 
Brantford,  Ont;  1877  to  1811,  Travelling 
Freight  Agent,  same  road;  1881  to  1888, 
General  Freight  Agent,  Credit  Valley 
Ry.,  Toronto;  and  he  remained  in  that 
position  during  several  reorganizations, 
viz..  Credit  Valley  and  Toronto  Grey  & 
Bruce  Rys.;  Ontario  &  Quebec  Ry.;  and 
Ontario  Division,  C.P.R.;  1888  to  1890, 
General  Southwestern  Agent,  Commer- 
cial Express  Fast  Freight  Line,  St.  Louis, 
Mo.;  1890  to  Feb.  1896,  General  Freight 
Agent,  Atlantic  Division,  C.P.R.,  St. 
John,  N.B.;  Feb.  1896  to  Jan.  1901,  Gen- 
eral Freight  Agent,  Ontario  Division,  C. 
P.R.,  Toronto;  Jan.  1901  to  Apr.  1909, 
Traffic  Manager,  Intercolonial  Ry.,  Monc- 
ton, N.B.;  Apr.  1909  to  July  1913,  mem- 
ber of  Canadian  Government  Railways 
Managing  Board,  and  General  Traffic 
Manager,  Canadian  Government  Rys., 
Moncton,  N.B.;  July  1913  to  May  1919, 
General  Western  Agent,  Canadian  Gov- 
ernment Rys.,  Toronto;  May  1919,  to  the 
date  of  his  death.  Special  Representative, 
Canadian  National  Rys.,  Toronto.  He 
was  buried  at  Hamilton,  Ont.,  the  Cana- 
dian National  Rys.  providing  a  special 
car  for  the  journey  from  Preston  there. 

Arthur  A.  Tisdale,  who  has  been  ap- 
pointed Assistant  to  General  Manager, 
Western  Lines,  Canadian  National  Rys., 
and  G.T.P.  Ry.,  Winnipeg,  was  born  at 
Mount  Vernon,  Ont.,  Mar.  8,  1874,  and 
entered  railway  service  Sept.  18,  1889, 
since  when  he  has  been,  to  July,  1892, 
in  local  freight  office,  G.T.R.,  Hamilton, 
Ont.;  July  1892  to  May  1899,  secretary 
to  Chief  Engineer,  Hamilton  and  Mont- 
real; May  1899  to  Oct.  1907,  successive- 
ly, secretary,  chief  clerk,  and  Assistant 
to  Fourth  Vice  President  in  charge  of 
Transportation  and  Maintenance  of  Way, 
G.T.R.,  Montreal;  Oct.  1907  to  Oct  1909, 
Assistant  to  Vice  President  and  General 
Manager,  Grand  Trunk  Pacific  Ry.,  Mont- 
real; Oct  1909  to  June  1916,  Superin- 
tendent, Lake  Superior  Division,  same 
road.  Fort  William,  Ont.;  June  1915  to 
Jan.  1,  1916,  Superintendent,  Regina  Di« 
vision,  same  road,  Regina,  Sask.;  Jan.  1 
1916,  to  Aug.  1920,  Assistant  to  Vice 
President  and  General  Manager,  same 
road,  Winnipeg. 


598 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


November.  1920. 


JoM-ph  Alfrrd  Trudrl,  whoM'  nppoint- 
nirnt  «»  Aiiiii.itAnt  SiipcrintonHont,  I.cvin 
Hivinion,  yurtioc  Itintrirl,  Cnnndian  N»- 
lionnl  Ryu..  I.<vi».  Quo..  w»d  nnnounrcd 
in  our  Imit  issur,  wan  borr  nt  Nicolct, 
Qui'.,  I>cc.  ir.,  1SH2.  nn<l  cntonKl  rnilway 
Hrnicr  Mnr.  \'>.  1907,  jiinro  when  ho  hmi 
boon,  til  Mnr.  :tl.  ll'OV,  portor.  Cnnndian 
Nnrthom  Ky..  St.  Honri  .lot.,  Quo.:  Apr. 
1  to  Apr.  "Jfi.  I'JOl,  froicht  riork.  unmc 
road,  Chnudioro  .lot..  Quo.;  Apr.  'jr.,  lilOT, 
to  Sopt.  1,  I'.tll,  froicht  olork,  snnio  road, 
Rivioro-du-Loup.  Quo.:  Mar.  2K,  l!tl2,  to 
Sopt.  I,  19i;i.  tmin  npont,  namo  road; 
Sept.  1  to  Oct.  16,  mi.^,  froipht  olork, 
samo  ronil.  Rivioro-du-Loup,  Quo.;  Oct. 
15,  to  Nov.  10,  l'.»i;i,  freight  n^ont,  same 
road,  Rivioro-du-Loup,  Que.;  Nov.  10, 
lJ>i:t,  to  Doc.  1.  11»15,  freight  apont,  same 
road,  Quoboo.  Quo.;  Dec.  1,  191,'),  to  Feb. 
1,  1'J18,  Torminnl  Atront,  .•<unie  road,  Que- 
ho. .  Que:  Fob.  1.  1!M8,  to  Sopt.  1.!.  1920, 
.\ssistnnt  Superintendent  of  Terminals, 
innndinn   National   Rys.,  Quebec,  Que. 

Mrs.  ('.  E.  E.  Issher,  wife  of  the  Pas- 
sineor  TrafTu-  Mnnaccr,  C.P.R.,  and  the 
Misse.s  r.«shor  rctumod  to  .Montreal 
•  nrly  in  October,  after  spending  some 
time  in  the  Rocky  Mountains  and  at  the 
Tncific   Coast. 

R.  C.  VauRhan,  Assi.stant  to  President, 
Canadian  National  Rys.,  and  Canadian 
Govemmont  Merchant  Marine,  has  boupht 
the  house,  57  Douglas  Drive,  Toronto, 
which  was  occupied  until  recently  by  Sir 
Clifford  Sifton  as  tenant,  and  will  re- 
move  there  with   his   family. 

N.  B.  Walton,  whose  appointment  as 
.\ssistant  General  Superintendent,  Grand 
Trunk  Pacific  Ry.,  Prince  Rupert,  B.C., 
was  announced  in  our  last  issue,  was 
born  at  Palmerston,  Ont.,  July  27,  1884, 
and  entered  railway  service  Aug.  20, 
1900,  since  when  he  has  been,  to  Jan. 
r.>07,  in  various  positions  as  clerk,  oper- 
itor  and  secretary  to  Vice  President,  G. 
r.R.;  Jan.  to  Apr.  1907,  Trainmaster, 
■ame  road;  Apr.  to  Dec.  1907,  in  Great 
Northern  Ry.  service  at  St.  Paul,  Minn.; 
.Ian.  to  Oct.  1908,  Claims  Agent,  G.T.D.; 
Oct.  1908  to  Aug.  1910,  secretary  to  Gen- 
eral Superintendent,  Grand  Trunk  Pa- 
cific Ry.;  Aug.  1910  to  July  1911,  Train- 
master and  Assistant  to  General  Super- 
intendent, same  road,  Winnipeg;  July  1911 
to  Aug.  31,  1920,  Superintendent,  Ed- 
monton Division,  same  road,  Edmonton, 
Alta. 

F.  L.  Wanklyn,  General  Executive  As- 
sistant, C.P.R.,'  closed  his  summer  house 
at  Senneville,  Que.,  early  in  October,  and 
returned  to  Montreal,  with  Mrs.  Wanklyn 
and   family,  for  the   winter. 

Fred  Yates,  who  has  been  appointed 
City  Pas.«engor  Agent,  Canadian  Na- 
tional-Grand Trunk  Pacific  Rys.,  Seattle, 
Wash.,  was  bom  in  England,  July  4, 
1891.  and  entered  railway  ser\-ice  in  Oct. 
1907,  since  when  ho  has  been,  to  May 
1911,  clerk  and  stenographer,  C.P.R. , 
Winnipeg;  Aug.  9,  1911,  to  Oct.  1912, 
clerk  an<l  stenographer,  Grand  Trunk  Pa- 
cific Ry..  Winnipeg;  Oct.  1912  to  Dec. 
1914.  secretary  to  General  Passenger 
Agent,  same  road,  Winnipeg;  Doc.  1914 
to  .Aug.  1916,  rate  clerk.  Passenger  De- 
partment, same  road,  Winnipeg;  Aug. 
1916  to  Feb.  1920,  chief  rate  clerk,  .same 
road,  Winnipeg;  Feb.  Ifi  to  Aug.  l.'i,  1920, 
chief  clerk,  Canadian  Nationnl  Rys., 
.Seattle,    Wash. 


Prepayment  of  Certain  Freight  Charges   from  the 
U.S.  to  Canada  Suspended. 


Timisknming   *   Northern  Ontario   Ry. 

Restaurant  Privilogos.  —  Tender-  tinvo 
been  accepted  for  rotaurant  privilo»,'cs  as 
follows: — Englohnrt  station,  D.  W.  Por- 
ter, 602  Shaw  St.,  Toronto;  Tcmiiirami 
station,   F.   W.   Wilson,  Timagami,   Out. 


.\  Washington,  D.C.,  press  dispatch, 
Oct.  5,  stated  that  the  Interstat*-  Com- 
merce Commission  had  suspondoil  until 
Feb.  2,  1921.  proposed  rules  and  regula- 
tions in  the  south,  requiring  the  prepay- 
niont  of  freight  charges  on  cotton  and 
cotton  lintors,  from  points  in  the  United 
States  to  points  in  ('anada.  The  order 
referred   to   is  as   follows: — 

"It  appearing  that  there  ha.s  been  filed 
with  the  Commission  by  F.  A.  Leland, 
agent,  a  tariff  containing  schedules  stat- 
ing new  individual  and  joint  regulations 
and  practices  affecting  rates  and  charges, 
to  become  effective  on  Oct.  5,  designated 
as  follows:  'F.  A.  Leiand,  Agent;  supple- 
ment 11  to  I.C.C.  i:!.'?4,'  it  is  ordered  that 
the  Conunission,  upon  complaint,  without 
formal  pleading,  enter  upon  a  hearing 
concerning  the  lawfulness  of  the  regula- 
tions and  practices  stated  in  the  said 
schedules  contained  in  item  10,  on  page 
6  of  said  tariff.  It  further  appearing 
that  said  schedules  make  certain  increases 
in  rates  for  the  interstate  transporta- 
tion of  cotton  and  cotton  linters,  and  the 
rights  and  interests  of  the  public  appear- 
ing to  be  injuriously  affected  thereby, 
and  it  being  the  opinion  of  the  Commis- 
sion that  the  effective  date  of  the  said 
schedules  contained  in  said  tariff  should 
be  postponed  pending  said  hearing  and 
decision  thereon,  it  is  further  ordered 
that  the  operation  of  the  said  schedules 
contained  in  said  tariff  bo  suspended, 
and  that  the  use  of  the  regulations  and 
practices  therein  stated  be  deferred  upon 
interstate  traffic  until  Feb.  2,  1921,  un- 
less otherwise  ordered  by  the  Commis- 
sion, and  no  change  shall  be  made  in 
such  regulations  and  practices  during  the 
said  period  of  suspension  unless  author- 
ized by  special  permission  of  the  Com- 
mission. It  is  further  ordered  that  the 
rates  and  charges  thereby  sought  to  be 
changed  shall  not  be  increased  and  the 
regulations  and  practices  thereby  sought 
to  be  altered  shall  not  be  changed  by  any 
subsequent  tariff  or  schedule,  until  this 
investigation  and  suspension  proceeding 
has  been  disposed  of  or  until  the  period 
of  suspension  and  any  extension  thereof 
has  expired,  unless  authorized  by  special 
permission  of  the  Commission.  .And  it 
is  further  ordered  that  a  copy  of  this  or- 
der be  filed  with  said  schedules  in  the 
Commission's  office,  and  that  copies  here- 
of be  forthwith  served  upon  the  carriers 
parties  to  said  schedules  and  upon  F.  A. 
I.cland,  and  that  said  carriers  parties  to 
said  schedules  be  made  respondents  to 
this  proceeding,  and  that  thoy  be  notified 
of  the  time  and  place  of  the  hearing 
above  ordered." 

In  this  connection  we  give  the  follow- 
ing addition  to  the  Commission's  Con- 
ference Ruling  207,  adopted  May  18,  as 
follows: — "The  existing  difference  in  ex- 
change value  between  the  monies  of  the 
United  States  and  the  Dominion  of  Can- 
ada, while  continuing  to  bear  the  same 
denomination,  has  been  productive  of 
confusion  and  uncertainty  as  to  the  con- 
struction to  be  placed  upon  tariff  sched- 
ules, division  sheets,  and  accounts  in  re- 
spect of  traffic  crossing  the  international 
boundary.  Wo  are  of  opinion  that  where 
transportation  of  persons  or  property,  or 
transmission  of  intelligence  ny  wire  or 
wireless,  takes  places  partly  within  the 
U.S.  and  partly  w-ithin  Canada,  the  tariff 
charges  or  divisions  thereof  accruing  for 
the  part  which  takes  place  within  the  U. 
S.  are   paying  only    in   lawful   ninm  y   of 


the  I'.S.,  irrespective  of  the  money  in 
which  tariff  charges  or  divisions  thereof 
accruing  for  the  part  which  takes  place 
Ml  Canada  may  be  payable  under  the 
Ijiws  there  in  force.  Adjustments  should 
In-  made  in  accordance  herewith,  by  car- 
riers subject  to  the  act,  in  settling  their 
accounts  with  connecting  carriers.  Ap- 
propriate rules  or  regulations  to  give 
effect  to  this  ruling  may  also  be  included 
by  such  carriers  in  their  tariff  schedules, 
if  they  so  desire.  The  practice,  which 
has  grown  up  since  development  of  said 
ilifforence  in  exchange  value,  of  remiir- 
ing  prepayment  of  charges  in  cases  where 
not  customarily  required  theretofore, 
tends  to  embarrass  shippers  and  impede 
foreign  commerce.  Carriers  subject  to 
the  act  will  be  expected  to  refrain  from 
such  unusual  requirements  in  cases  where 
they  are  not  justified  by  other  considera- 
tions." 

In  transmitting  the  foregoing  infor- 
mation on  Oct.  12,  the  Interstate  Com- 
merce Commission's  Secretary  wrote 
Canadian  Railway  and  Marine  World  as 
follows: — "The  general  question  of  pre- 
payment on  Canadian  traffic  is  receiving 
the  Commission's  attention,  and  it  is  nc^t 
improbable  that  some  announcement  will 
bo  made  on  the  subject  at  a  not  distant 
date." 


.\  Railway  Official's  Novel. 

J.  .Murray  Gibbon,  General  Publicity 
Agent,  C.P.R.,  Montreal,  author  of 
"Drums  Afar"  and  "Hearts  and  Faces." 
has  written  another  novel,  "The  Conquer- 
ing Hero,"  which  is  published  by  S.  R. 
Gundy,  Toronto.  The  opening  scene  is 
rather  curious  and  quite  original.  Into 
the  midst  of  a  fishing  party  of  city  men 
steps  a  glorious  vision,  who  introduces 
herself  as  Princess  Stephanie  Sobie.ska. 
It  transpires  that  she  is  a  "movie"  star 
and  has  her  business  manager  and  press 
agent  in  attendance.  The  two  parties 
join  forces  and  young  Donald  MacDonald. 
farmer,  guide,  and  sergeant  in  the  late 
war,  becomes  her  prime  favorite.  After 
they  part  Donald  is  horrified  to  find  his 
D.C.M.  medal  is  missing.  Who  was  this 
woman?  Princess?  .Actress?  Thief? 
Back  on  his  British  Columbia  farm,  Don- 
ald hears  from  her  again,  and,  through 
her,  regains  his  lost  medal,  but,  also 
through  her,  for  a  time  loses  his  little 
Scotch  sweetheart  who  had  promised  to 
make  the  lonely  farm  homelike  for  him. 
Hut  the  Princess  turns  out  to  be  a  good 
friend  and  brings  them  together  again. 

There  is  much  excellent  description  of 
the  beautiful  Rocky  Mountain  scenery, 
the  horrors  of  a  forest  fire,  ranching  in 
Canada  and  the  difficulties  of  the  deni- 
zens of  the  old  world  to  adjust  them- 
selves to  the  new  world  conditions,  all  of 
which  is  depicted  with  the  steady  pen  of 
one  who  knows  his  subject  and  is  not 
drawing  solely  upon  his  imagination. 


Freight  Car  Robberies.— Five  C.P.R. 
employes  at  Montreal  were  committed 
for  trial,  Oct.  1.  on  charges  of  stealing 
some  $4.1,000  worth  of  cigarettes,  liquor, 
cloth  and  a  largo  variety  of  other  goods 
from  freight  cars.  John  Doyle,  one  of 
the  accused,  pleaded  guilty  and  gave  evf- 
•lonce  as  to  tne  thefts  and  the  manner  of 
di.sposing  of  the  stolen  goods.  Charges 
of  receiving  stolen  goods  are  pending 
urn  ins  t   other  nirn. 


November,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


599 


Standard  Specification  for  Steel  Railway  Bridges. 


steel  Rails  Manufacture. 


The  Canadian  EnKineering  Standards 
Association,  which  has  its  office  in  Otta- 
wa, has  issued  its  Standard  Specification 
for  Steel  Railway  Bridges,  in  booklet 
form,  6x9  in.,  79  pages,  including  index. 
The  preface  is  as  follows: — 

"This  specification  is  issued  with  a  view 
of  giving  to  the  bridge  designer,  detail- 
er,  and  manufacturer,  guidance  along 
definite  lines,  thus  leading  to  uniformity 
in  the  provisions  to  be  made  for  strength 
and  utility.  The  various  clauses  have 
been  framed  without  any  intention  of 
limiting  the  engineer's  choice  as  to  type 
of  bridge,  and  it  is  believed  that  no  un- 
necessary restriction  has  been  placed  on 
the  designer  as  regards  details  of  con- 
struction. 

"The  specification  is  based  on  that  for 
steel  railway  bridges  originally  issued  by 
the  Canadian  Society  of  Civil  Engineers 
in  1912,  the  work  on  which  was  naturally 
continued  by  the  Engineering  Institute 
of  Canada  when  it  succeeded  the  Cana- 
dian Society  of  Civil  Engineers.  The 
present  specification  is  thus  largely  due 
to  the  activity  of  the  Committee  of  the 
Engineering  Institute  of  Canada's  com- 
mittee working  under  the  chairmanship 
of  P.  B.  Motley  (Engineer  of  Bridges,  C. 
P.R.).  A  revised  draft  specification  was 
prepared  and  approved  by  that  commit- 
tee on  Oct.  17,  1918.  It  was  submitted 
to  the  Engineering  Institute  of  Canada's 
council,  referred  by  the  council  to  the 
annual  general  meeting  for  1919,  and 
early  in  1919  was  transmitted  to  the 
membership  of  the  Institute  for  com- 
ment and  criticism. 

"On  the  formation  of  the  Canadian  En- 
gineering Standards  Association  in  1919, 
the  council  of  the  Institute  felt  that  the 
completion  and  final  approval  of  the  spe- 
cification would  be  facilitated  if  it  were 
placed  in  the  hands  of  the  Association; 
and  the  council  approved  of  an  arrange- 
ment which  handed  the  E.  I.  C.  Specifica- 
tion over  to  the  Association  for  action. 
The  main  committee  of  the  .Association 
at  its  meeting  on  June  4,  1919,  according- 
ly appointed  a  sectional  committee  on 
steel  bridges  and  construction,  under  the 
chairmanship  of  G.  H.  Duggan,  and  a 
sub-committee  on  steel  railway  bridges 
under  the  chairmanship  of  P.  B.  Motley. 
As  the  membership  of  the  C.E.S.A.  sub- 
committee is  identical  with  that  of  the 
E.I.C.  committee  which  prepared  the  draft 
specification,  the  E.I.C.  committee  prac- 
tically became  the  sub-committee  of  the 
Canadian  Engineering  Standards  Asso- 
ciation. 

"In  accordance  with  the  regular  sys- 
tem of  the  Association,  the  sub-commit- 
tee's specification  was  submitted  to  the 
sectional  committee  for  consideration,  and 
immediate  action  was  taken.  Copies  of 
the  specification  in  its  draft  form  were 
forwarded  to  representatives  of  the  rail- 
way administrations,  bridge  manufactur- 
ers, and  others  interested,  with  a  request 
for  criticism  and  suggestions,  and  with 
the  view  of  obtaining  as  wde  acceptance 
as  possible.  As  a  result  a  large  number 
of  suggested  amendments  were  sent  in, 
not  only  from  members  of  the  original 
E.I.C.  committee,  but  also  from  the  var- 
ious bridge  companies  and  steel  makers, 
who  were  consulted  as  to  any  possible 
difficulties  arising  from  the  contractors' 
and  manufacturers'  point  of  view.  These 
communications  were  considered  at  a 
meeting  of  the  sectional  committee  on 
Jan.  27,  1920,  a  number  of  amendments 
were  decided  upon,  and  the  specification 
as  thus   modified  was   submitted   to   the 


main  committee  on  April  12,  1920. 

"In  view  of  the  obvious  desirability  of 
agreement  between  a  Canadian  specifica- 
tion of  this  kind  and  similar  documents 
prepared  by  authoritative  bodies  in  the 
United  States,  the  sub-committee  and  the 
sectional  committee  have  carefully  con- 
sidered the  bridge  specifications  of  the 
-American  Railroad  Engineering  Associa- 
tion and  the  specifications  for  bridge  ma- 
terials issued  by  the  American  Society 
for  Testing  Materials.  It  is  believed  that 
the  specification  in  its  present  form, 
while  not  in  absolute  agreement  with  the 
U.S.  specifications  on  all  points,  will  be 
found  to  be  in  substantial  agreement 
therewith,  the  principal  points  of  differ- 
ence being  such  as  are  found  desirable  in 
order  to  comply  with  Canadian  condi- 
tions. 

"The  specification  was  adopted  by  the 
sectional  committee  on  steel  bridges  on 
Jan.  27,  1920,  and  was  approved  by  the 
main  committee  on  .April  12,  1920." 

Starting  Engines  on  Locomotives. 

Locomotives  with  "booster"  or  starting 
engines  on  the  trailing  axles  to  give  in- 
creased power  in  starting  are  being  tried 
on  the  New  York  Central  Rd.  as  a  means 
of  increasing  the  efficiency  in  handling 
heavy  passenger  and  freight  trains.  A 
2  cylinder  inclosed  horizontal  engine, 
mounted  at  the  rear  of  the  frame  of  the 
trailing  truck,  drives  a  pinion,  which, 
through  an  idler,  drives  a  gear  on  the 
trailing  axle.  The  locomotive  man  can 
put  this  "booster"  in  operation  only  when 
the  reversing  lever  is  in  full  position  and 
the  throttle  is  open.  When  he  notches 
up  the  lever  the  booster  is  cut  out  au- 
tomatically and  is  disengaged  so  that  it 
cannot  become  a  load  on  the  locomotive 
when  running  at  ordinary  speeds.  The 
additional  weight  is  about  3,500  lb.  but  is 
said  to  be  equivalent  to  increasing  the 
adhesion  weight  of  the  engine  by  about 
25  tons.  It  is  intended  to  give  an  in- 
crease of  25  to  .30"^/  in  drawbar  pull  for 
different  types  of  locomotives,  thus  en- 
suring a  steady  and  even  start,  which 
reduces  damage  to  the  locomotive  and 
the    cars. 


Engineering  Institute  of  Canada.  —  A 

branch  of  this  Institute  was  organized 
in  Moncton,  N.B.,  Oct.  11,  when  the  fol- 
lowing officers,  etc.,  were  elected: — Chair- 
man, W.  A.  Duff,  Assistant  Chief  Engi- 
neer, C.N.R.;  Vice  Chairman,  J.  D.  Mc- 
Beath;  Secretary-Treasurer,  M.  J.  Mur- 
phv;  Committee:  R.  McManus,  R.  G. 
Gage,  J.  E.  Dington,  F.  B.  Fripp,  S.  B. 
Wass,  H.  G.  Grudge. 

Railway  Lands  Patented. — Letters  pat- 
ent were  issued  during  September  re- 
specting Dominion  railway  lands  in  Mani- 
toba, Saskatchewan,  Alberta  and  British 
Columbia,  as  follows: — 

Acres. 

Canadian    Northi-in    Alberta    Ry 152.58 

Canadian     Northern     Pacific    By 75.83 

Canadian    Northern    Western    Ry 8.19 

Canadian     Pacific     By .; 212.07 

Total    4'I8.67 

The   West    Kootenay    Power   &    Light 

Co.,  of  whicli  C.  R.  Hosmer,  one  of  the 
C.P.R.  directors,  is  President,  is  report- 
ed to  have  completed  the  extension  of 
its  power  line  from  Greenwood  to  Copper 
Mountain,  B.C.,  108  miles,  in  connection 
with  the  mining  developments  at  Copper 
Mountain,  to  provide  railway  accommo- 
dition  for  which  the  Kettle  Valley  Ry. 
has  built  a  branch  line  from  Princeton. 


Montreal  press  dispatch  Oct.  11: — The 
outlook  for  the  continued  operation  of 
the  Dominion  Iron  &  Steel  Co.'s  rail  mill 
during  the  winter  is  not  encouraging. 
Since  Mar.  31  last,  the  only  contract  ob- 
tainable for  rails  has  been  one  from  the 
Canadian  National  Rys.,  for  7,500  tons. 
This  contract  was  placed  at  a  low  figure. 
The  actual  production  of  the  rails  has 
resulted  in  a  cost  substantially  in  excess 
of  the  price  received.  Enquiry  at  the 
company's  office  brings  the  information 
that  competition  in  the  rail  market  is 
becoming  increasingly  keen,  and  a  re- 
duction, rather  than  an  increase,  in  price 
is  apprehended,  and  in  that  connection  it 
is  pointed  out  that  if  for  any  reason  the 
cost  of  steel  production  be  increased,  the 
operation  of  the  rail  mill  will  become 
increasingly  difficult.  The  rail  mill's  ca- 
pacity for  production  is  much  greater 
than  that  of  any  other  of  the  finishing 
mills  operated  by  the  company.  With 
favorable  conditions  and  a  possible  mar- 
ket, a  monthly  output  of  from  15,000  to 
20,000  tons  would  be  available. 


Forgery  of  C.P.R.  Official'.s  Name. — A. 

J.  Robinson  was  committed  for  trial  at 
Montreal,  Oct.  20,  on  two  charges  of  for- 
gery and  one  of  fraud,  in  connection  with 
cheques  for  $50,  $55  and  $25,  each  of 
which  purported  to  be  signed  bv  "Grant 
Hall,  V.P.,  C.P.R."  Mr.  Hall  stated  in 
court  that  he  did  not  know  the  person 
handling  the  cheques,  that  at  the  time 
he  was  supposed  to  have  signed  the 
cheques  he  was  not  in  Montreal,  that  the 
signature  purporting  to  be  his  did  not 
in  any  way  I'esemble  it,  and  that  he 
never  signed  cheques  with  the  letters  as 
shown  after  his  name. 

Canadian  Superheater  Corporation  Ltd. 
has  been  incorporated  under  the  Domin- 
ion Companies  Act,  with  $200,000  au- 
thorized capital  and  office  at  Montreal. 
to  manufacture  and  deal  in  all  kinds  of 
apparatus  and  merchandise  which  may 
be  used  in  the  transportation  of  persons 
and  property  in  any  manner  whatsoever, 
including  railway  passenger  and  freight 
cars,  street  cars,  car  trucks,  etc.  The 
incorporators  are:  N.  J.  Holden,  A.  Allan, 
V.  G.  R.  Vickers,  W.  Palmer,  and  G.  C. 
Palmer,  all  associated  with  The  Ilolden 
Co.  Ltd.,  railway  supplies,  Montreal. 

Edmonton,  Dunvegan  &  British  Colum- 
bia Ry.  Terminals,  Etc. — The  Edmonton, 
Dunvegan  &  British  Columbia  Ry.,  and 
the  Central  Canada  Ry.,  which  are  being 
operated  by  the  C.P.R.,  under  a  5  years 
arrangement  with  the  Alberta  Govern- 
ment, have  heretofore  used  the  Grand 
Trunk  Pacific  Ry.  terminals  at  Edmon- 
ton, but  it  is  probable  that  an  arrange- 
ment will  be  made  for  the  joint  use  of 
the  C.P.R.  terminals  at  Edmonton  and 
Strathcona,  and  that  this  will  include  the 
handling  of  shop  repairs  by  the  C.P.R. 

The  American  Railway  Engineering 
Association's  executive  committee  met  in 
Montreal,  Oct.  11,  H.  R.  Safford,  form- 
erly Chief  Engineer  G.T.R.,  and  now  As- 
sistant to  President,  Chicago,  Burlington 
&  Quincy  Rd.,  presiding.  After  the  trans- 
action of  business  the  members  were  the 
guests  at  a  dinner  given  by  the  Engi- 
neering' Institute  of  Canada,  and  on  Oct. 
12  were  taken  by  special  train  to  the 
Quebec  Bridge,  the  day  being  spent  in 
an   inspection   of  the  structure. 

Canadian  National  Railways  Social 
Club. — Employes  of  the  C.N.R.  in  Van- 
couver, B.C.,  have  formed  a  social  club, 
and  a  meeting  for  the  adoption  of  the 
constitution,  etc.,  was  held  Oct.  7. 


November,  1920. 


Transportation  Appointments  Throujj:h()ut  Canada. 


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In  onr  •nnounrrmenu  will  ranfrr  »  faror  br  ■<!* 
vtainv   ua 

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I ,  Pr^■^i<U■nt.  has 

i  Vict-  K.  Home 

Sll.:;'.    I.      u;r.    i      ..:i;-       .-atllt    Slf.    Maric. 

Onl. 

lanadian  Car  Drmurrngc  Hurrau. — K. 
t'AItKY  has  1)0011  nppi>into<]  ln»poct€)r  at 
Mnntroal,  vu-o   J.  Jones,  rcsitrnod. 

K.  J.  HOWNKY,  horetoforc  Inspootor, 
Toronto,  has  Iwon  appointed  Chief  In- 
spector, vu-o  A.  J.  I.oti-h.  promoted.  Of- 
fice. Toronto. 

A.    .1.    I.KTCH,    heretofore    Chief    In- 
l>octnr.  Toronto,  has  boon  appointed  As- 
istaiit    Manatfor,    vice    M.    J.    Riley,    de- 
ceased.    OtTice,  Montreal. 

C.  H.  TMl'RBER.  heretofore  at  Peter- 
borough, Ont.,  has  been  appointed  In- 
spector, Toronto,  vice  E.  .1.  Downey,  pro- 
moted. 

Canadian  Government  Merchant  Mar- 
ine Ltd.— J.  V.  nOHERTY,  heretofon 
Port  Agent,  St.  .lohn.  N.B.,  ha.s  been  ap- 
pointed Export  KreiKht  Aprent.  Office. 
•'.lO  St.  Janie.s  St..  .Montreal. 

C.  H.  HICKIE  has  been  appointed  -As- 
sistant Treasurer,  in  charge  of  Canadian 
tlovernment  Merchant  Marine  Ltd.  and 
Grand  Trunk  Pacific  Ry.  general  ac- 
counts.    Office.  Toronto. 

J.  W.  N.  .lOHNSTONE,  formerly  sec- 
retary to  President.  Reid  Newfoundland 
Co.,  St.  John's,  Nfld.,  has  been  appointed 
General  Agent  for  Newfoundland.  Cana- 
dian National  Rys.  and  Canadian  Govern- 
ment Merchant  Marine  Ltd.  Office.  St. 
.John's.  Nfld. 

W.  H.  THOMPSON,  heretofore  Assist- 
ant Export  and  Import  Freight  Agent, 
has  been  appointed  Import  Freight 
.Agent.  Office,  230  St.  James  St.,  Mont- 
real. 

Canadian  National  Rys.— T.  H.  BEST 
has  been  appointed  Assistant  to  Treasur- 
er, Canadian  Northern  Rys.  System- 
Grand  Trunk  Pacific  Rys..  in  charge  of 
general   accounts,  etc.     Office,  Toronto. 

H.  C.  BOURLIER,  Assistant  General 
Passenger  Agent,  Eastern  Lines,  Toron- 
to, has  been  given  supervision  of  such 
details  of  the  Passenger  Department  as 
are  not  under  the  jurisdiction  of  the  As- 
sistant Passenger  Traffic  Manager,  and 
which  were  formerly  under  the  supervi- 
sion of  the  General  Passenger  Agent, 
Eastern    Lines. 

J.  R.  BLACK,  heretofore  AssisUnt  So- 
licitor. Grand  Trunk  Pacific  Ry..  Win- 
nipeg, has  been  attached  to  the  leeal  staff 
cif  R.  H.  M.  Temple.  General  Solicitor 
and  General  Claims  Agent.  Western 
Lines.  C.N.R..  and  G.T.P.R..  Winnipeg. 

C.  B.  BROWN,  heretofore  Chief  En- 
gineer, Canadian  Government  Rys.,  Monc- 
ton.  N.B..  has  been  appointed  Engineer- 
ing Assistant  to  Vice  President.  Opera- 
tion and  Maintenance,  Canadian  National 
Rys.     Oflflce.   Toronto. 

K.  J.  Bl'LLER,  heretofore  Paymaster, 
Eastern  Lines.  Canadian  Northern  Ry., 
has  been  appointed  Assistant  Treasurer, 
Canadian  Northern  Ry.  System -Grand 
Trunk  Pacific  Rys.,  in  charKe  of  local 
treasurers  and  paymasters.  Ofli<e.  To- 
ronto. 

D.  R.  CAMPBELL,  heretofore  Goneral 
Superintendent.  I'ncitic  Division,  V.inmu- 
ver.  B.C.,  has  been  placed  in  chaiL-i-  of 
Construction  Department,  Western  i    n,.^ 


\Vinni|H>g,  and  his  former  position  has 
been  abolished. 

D.  CROMBIE,  heretofore  General  Sup- 
erintendent, Ontario  District,  Toronto, 
has  been  appointed  Transportation  As- 
-istant  to  Vice  President,  Operation  and 
.Maintenance.  He  will  assist  in  connec- 
tion with  transportation  matters,  and 
perform  such  other  duties  as  may  be 
assigned  to  him  from  time  to  time.  Of- 
fice, Toronto. 

C.  D.  COWIE,  Assistant  to  Vice  I'resi- 
dent,  F'inance  and  Accounts,  C.N.R.,  To- 
ronto, has  had  his  jurisdiction  extended 
to  include  the  CIrand  Trunk  Pacific  Ry. 

M.  C.  DINN,  City  Freight  Agent,  C. 
N.R.,  Kingston,  Ont.,  will  also  act  in  the 
same  capacity  there  for  the  G.T.R. 

R.  L.  FAIRBAIRN,  heretofore  Gen- 
eral Passenger  Agent,  Eastern  Lines,  has 
been  appointed  Assistant  Passenger  Traf- 
fic Manager,  Eastern  Line.^,  with  super- 
vision of  details  pertaining  tf>  pa-^senger 


train  schedules,  distribution  of  timetable 
folders,  assignment  of  train  equipment, 
mail  services,  and  such  other  duties  as 
may  be  assigned  to  him.    Office,  Toronto. 

P.  J.  FARLEY,  General  Paymaster. 
C.N.R.,  Winnipeg,  has  had  his  jurisdic- 
tion extended  to  cover  C.N.R.  lines  west 
of  Armstrong,  Ont.,  and  Grand  Trunk 
Pacific  Ry.     Office,  Winnipeg. 

DR.  W.  A.  FERGUSON,  Chief  Medi- 
cal Officer,  Moncton,  N.B.,  has  had  his 
jurisdiction  extended  to  cover  all  C.N.R. 
lines  to  Armstrong,  Ont.,  inclusive. 

H.  G.  FOREMAN,  heretofore  Assist- 
ant Treasurer,  has  been  appointed  Treas- 
urer, Canadian  Northern  Railway  Sys- 
tem, and  Grand  Trunk  Pacific  Ry.  Of- 
fice, Toronto. 

T.  GINNELLY,  heretofore  in  Freight 
Claims  Department,  C.N.R.,  Winnipeg, 
has  been  appointed  Assistant  Freight 
Claims  Agent,  Western  Lines,  C.N.R., 
Grand  Trunk  Pacific  Ry.,  and  G.T.P. 
c.nsf    S(i-nniship    Co..    with    jurisdiction 


Lucerne,    B.C.,   and    west.      Office,    Van- 
couver, B.C. 

A.  H.  GOW  has  been  appoinU-d  City 
Freight  Agent,  C.N.R.  and  G.T.R.,  Ot- 
tawa, Ont.,  and  not  General  Freight 
Agent,  us  mentioned  in  a  previous  isnue. 

W.  H.  GRANT,  General  Tie  Agent,  C. 
N.R..  has  had  his  jurisdiction  extended 
over  the  Grand  Trunk  Pacific  Ry.  Office, 
Toronto. 

D.  R.  GL"NN,  heretofore  Assistant  Reg- 
istrar, Canadian  Northern  Ry.  System, 
has  been  appointed  Registrar  and  Trans- 
fer Officer,  Canadian  National  Rys.  Sys- 
tem-Grand Trunk  Pacific  Ry.  Office,  To- 
ronto. 

C.  S.  GZOWSKI,  Jr.,  heretofore  Spe- 
cial Engineer  to  Vice  President,  Opera- 
tion, Maintenance  and  Construction,  has 
been  appointed  Assistant  to  Vice  Presi- 
dent, Construction.     Office,  Toronto. 

G.  M.  HAIR,  heretofore  Assistant  So- 
licitor, Grand  Trunk  Pacific  Ry.,  Winni- 
l>cg.  has  been  attached  to  the  legal  staff 
of  R.  H.  M.  Temple,  General  Solicitor 
and  General  Claims  Agent,  Western 
Lines.  C.N.R..  and  G.T.P.R.,  at  Winnipeg. 

H.  H.  HANSARD,  heretofore  Solicitor. 
Grand  Trunk  Pacific  Ry.,  Winnipeg,  has 
tucii  temporarily  attached  to  the  Toronto 
ortice,  as  Assistant  to  General  Counsel. 

1".  G.  HAY'DEN  has  been  appointed 
-A.-isistant  Registrar,  Canadian  Northern 
Ry.  System-Grand  Trunk  Pacific  Ry.  Of- 
tice.  Toronto. 

H.  T.  HAZEN.  Engineer  of  Mainten- 
ance of  Way,  Eastern  Lines,  Canadian 
Northern  Railway  System,  Toronto,  will 
temporarily  also  perform  the  duties  of 
Chief  Engineer,  Eastern  Lines,  Cana- 
<!ian  Northern  Railway  System,  vice  A. 
F.  Stewart,  appointed  Chief  Engineer. 
Canadian  Government  Railway*,  etc.,  at 
Moncton,  N.B. 

The  jurisdiction  of  the  chief  engineer 
at  Toronto  embraces  all  the  lines  east  of 
Tort  .Arthur,  operated  formerly  by  the 
Canadian  Northern  Ry.,  with  the  excep- 
tion of  the  Halifax  &  South  Western  Ry., 
which  is  under  the  jurisdiction  of  the 
Chief  Engineer  at  Moncton,  N.B. 

J.  W.  N.  JOHNSTONE,  formerly  sec- 
ritary  to  President,  Reid  Newfoundland 
Co.,  St.  John's,  Nfld.,  has  been  appointed 
(uneral  Agent  for  Dominion  of  New- 
foundland, Canadian  National  Rys.  and 
Canadian  Government  Merchant  Marine 
Ltd.     Office,  St.  John's,  Nfld. 

C.  C.  LABRIE,  heretofore  Purchasing 
.Agent,  C.N.R.,  Vancouver.  B.C.,  has  been 
appointed  Purchasing  Agent,  Western 
Lines,  C.N.R..  and  Grand  Trunk  Pacific 
Ry.,  there. 

R.  C.  W.  LETT,  heretofore  Tourist  and 
Colonization  Agent,  Grand  Trunk  Paci- 
fic Ry.,  Winnipeg,  has  been  appointed 
General  Agent,  Colonization,  Industrial 
and  Resources  Department,  Canadian  Na- 
tional-Grand Trunk  Pacific  Rys.  Terri- 
tory, Alberta  and  British  Columbia.  Of- 
fice, Edmonton,  Alta. 

J.  McCAWLEY,  heretofore  in  Grand 
Trunk  Pacific  Ry.,  Claims  Department, 
Winnipeg,  has  been  attached  to  the 
Claims  Department  staff'  of  R.  H.  M. 
Temple,  Ccneral  Solicitor  and  General 
Claims  Agent.  Western  Lines,  C.N.R.  and 
G.T.P.R..  Winnipeg. 

E.  McDonald,  heretofore  General 
Baggage  Agent.  Grand  Trunk  Pacific  Ry.. 
Winnipeg,  has  been  appointed  Assistant 
(Jeneral  Baggage  Agent,  Western  Lines, 
C.N.R..  G.T.P.R..  and  G.T.P.  Coast  Steam- 
ship  Co.     Territory    Lucerne.    B.C.,   and 


November,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


601 


west.     Office,  Vancouver,  B.C. 

S.  E.  McKIE,  heretofore  chief  clerk  to 
Fuel  Agent,  Moncton,  N.B.,  has  been 
transferred  to  the  General  Fuel  Agent's 
office  at  Toronto,  temporarily,  as  chief 
clerk. 

T.  J.  MACABE,  heretofore  Registrar 
and  Transfer  Officer,  Canadian  Northern 
Ry.  System,  has  been  appointed  Assist- 
ant Treasurer,  Canadian  Northern  Ry. 
System-Grand  Trunk  Pacific  Ry.,  with 
supervision  of  Registrar  and  Transfer 
Department.      Office,    Toronto. 

A.  H.  MAHON,  heretofore  District 
Master  Mechanic,  Grand  Trunk  Pacific 
Ry.,  Edson,  .-Mta.,  has  been  appointed  As- 
sisUnt  Master  Mechanic,  C.X.R.-G.T.P. 
R.,  with  jurisdiction  over  G.T.P.R.,  from 
Edmonton,  Alta.,  not  including  Edmon- 
ton, to  McBride,  B.C.,  and  from  Edson 
to  Lovett  and  Mountain  Park,  Alta.  Of- 
fice, Edson,   .Mta. 

R.  R.  NICHOL,  Assistant  Tax  Com- 
missioner, C.N.R.,  Winnipeg,  has  had  his 
jurisdiction  extended  over  the  Grand 
Trunk  Pacific  Ry.  Taxation  of  C.N.R., 
townsite  lands  are  dealt  with  by  him 
and  that  relating  to  railway  right  of  way 
and  station  grounds,  etc.,  is  handled  from 
Toronto.  His  duties  also  include  all  mat- 
ters of  assessment  and  taxation  of  Grand 
Trunk  Pacific  Development  Co.'s  town- 
site  lands. 

J.  H.  PARKINSON,  heretofore  in 
Grand  Trunk  Pacific  Ry.  Claims  Depart- 
ment, Winnipeg,  has  been  attached  U> 
the  Claims  Department  staff  of  R.  H.  M. 
Temple,  General  Solicitor  and  General 
Claims  Agent,  Western  Lines,  C.N.R. 
and  G.T.P.R.,  Winnipeg. 

C.  J.  QU ANTIC,  Master  Mechanic,  C. 
N.R.,  Vancouver,  B.C.,  has  had  his  juris- 
diction extended  to  include  all  C.N.R. 
and  Grand  Trunk  Pacific  Ry.  lines  west 
of  Edmonton,  .Alta.,  not  including  Edmon- 
ton.    Office,  Vancouver. 

G.  M.  RUSSELL,  heretofore  .\ssi.stant 
Solicitor,  Grand  Trunk  Pacific  Ry.,  Win- 
nipeg, has  been  attached  to  the  legal  staff 
of  R.  H.  M.  Temple,  General  Solicitor 
and  General  Claims  Agent,  Westei'n 
Lines,  C.N.R.  and  G.T.P.R.,  Winnipeg. 

G.  E.  SMART,  heretofore  Master  Car 
Builder,  Toronto,  has  been  appointed  Me- 
chanical Assistant,  Car  Department,  to 
Vice  President,  Operation  and  Mainten- 
ance.    Office,  Toronto. 

H.  M.  SPENCE  has  been  appointed  As- 
sistant General  Baggage  .Agent,  West- 
ern Lines,  C.N.R.,  and  Grand  Trunk  Pa- 
cific Ry.  Territory  east  of  Lucerne,  B. 
C,  and  west  of  Port  Arthur  and  Arm- 
strong, Ont.,  and  Duluth,  Minn.  Office, 
Winnipeg. 

A.  F.  STEWART,  heretofore  Chief  En- 
gineer at  Toronto,  has  been  appointed 
Chief  Engineer  at  Moncton,  N.B.,  vice 
C.  B.  Brown,  appointed  Engineering  As- 
sistant to  Vice  President,  Operation  and 
Maintenance,  Toronto.  His  jurisdiction 
includes  the  Prince  Edward  Island  Ry., 
Intercolonial  Ry.,  Halifax  &  South  West- 
ern Ry.,  National  Transcontinentl  Ry. 
east  of  Armstrong,  Ont.,  and  the  various 
local  lines  in  Nova  Scotia  and  New 
Brunswick,  which  have  been  acquired  by 
the  Dominion  Government,  and  are  now 
operated  as  branches  of  the  Intercolonial 

Ry. 

W.  J.  STURGESS,  heretofore  Assist- 
ant Purchasing  Agent,  Grand  Trunk  Pa- 
cific Ry.,  is  acting  for  the  present  as  As- 
sistant Purchasing  Agent,  Western  Lines, 
C.N.R.  and  G.T.P.R.,  Winnipeg. 

R.  H.  M.  TEMPLE,  General  Solicitor 
and  General  Claims  Agent,  Western 
Lines,  C.N.R.,  has  had  his  jurisdiction 
extended  over  the  Grand  Trunk  Pacific 
Ry.     Office,   Winnipeg. 


A.  .A..  TISDALE,  heretofore  Assist- 
ant to  Vice  President  and  General  Man- 
ager, has  been  appointed  Assistant  to 
General  Manager,  Western  Lines,  C.N.R. 
and  G.T.P.R.     Office,  Winnipeg. 

F.  W.  TISDALE,  heretofore  Purchas- 
ing Agent,  C.N.R.,  Winnipeg,  has  been 
appointed  Purchasing  .Agent,  Western 
Lines,  C.N.R.  and  Grand  Trunk  Pacific 
Ry.,  there. 

JOHN  WARDROP,  heretofore  General 
Agent,  Colonization,  Industrial  and  Re- 
sources Department,  C.N.R.,  Winnipeg, 
has  had  his  jurisdiction  extended  over 
the  Grand  Trunk  Pacific  Ry.,  his  terri- 
tory now  comprising  all  lines  from  Al- 
berta boundary  line  east  to  Armstrong 
and  Port  Arthur,  Ont.,  and  Duluth,  Minn. 
Office,  Winnipeg. 

A.  WATTS,  heretofore  District  Mas- 
ter Mechanic,  Grand  Trunk  Pacific  Ry., 
Smithers,  B.C.,  has  been  appointed  As- 
sistant Master  Mechanic,  C.N.R.  and  G. 
T.P.R.,  with  jurisdiction  over  G.T.P.R., 
McBride  to  Prince  Rupert,  B.C.,  includ- 
ing McBride.     Office,  Smithers,  B.C. 


R.    L.   Fairbairn. 

Assistant    PassenKer    Traffic    Manager,    Eastern 
Lines,    Canadian    National    Railways. 

F.  YATES,  heretofore  chief  clerk,  C. 
N.R.,  Seattle,  Wash.,  has  been  appointed 
City  Passenger  Agent,  Canadian  Na- 
tional-Grand Trunk  Pacific  Rys.,  there, 
and  not  City  Ticket  Agent,  as  stated  in 
our  last  issue. 

Grand  Trunk  Pacific  Ry.  —  C.  H. 
HICKIE  has  been  appointed  Assistant 
Treasurer,  in  charge  of  Grand  Trunk  Pa- 
cific Ry.  and  Canadian  Government  Mer- 
chant Marine  Ltd.  general  accounts.  Of- 
fice, Toronto. 

See  also  Canadian  National  Railways. 

Grand  Trunk  I'acific  Coast  Steamship 
Co.— J.  McARTHUR  is  reported  to  have 
been  appointed  Dock  .Agent,  Victoria, 
B.C. 

See  also  Canadian  National  Railways. 

Canadian  F'acific  Ry.  —  A.  E.  BEN- 
NETT, heretofore  Night  Locomotive 
Foreman,  Revelstoke,  B.C.,  has  been  ap- 
pointed Locomotive  Foreman,  North 
Bend,   B.C.,  vice   S.   Hayward,   retired. 


G,  L.  BOER,  heretofore  acting  .Agent, 
Department  of  Colonization  and  Devel- 
opment, London,  Eng.,  has  resumed  his 
former  position  as  Agent  for  that  De- 
partment  there. 

D.  R.  KENNEDY,  heretofore  Travel- 
ling Passenger  Agent,  Montreal,  is  re- 
ported to  have  been  appointed  Assistant 
District  Passenger  Agent,  with  supervi- 
sion of  rail  traffic  ex  .Atlantic  steam- 
ships, with  office  at  Quebec,  Que.,  during 
the  St.  Lawrence  navigation  season,  and 
at  St.  John,  N.B.,  during  the  winter. 

A.  MAGUIRE  has  been  appointed  As- 
sistant Fuel  Agent,  Western  Lines.  Of- 
fice, Calgary,  Alta. 

H.  J.  MAIN  has  been  appointed  Car 
Service  Agent,  Quebec  District.  Office, 
Montreal. 

H.  MOLE  has  been  appointed  Night 
Locomotive  Foreman,  Revelstoke,  B.C., 
vice   A.  E.  Bennett,  transferred. 

R.  A.  SEWELL,  heretofore  Superin- 
tendent of  Car  Service,  Eastern  Lines, 
Montreal,  has  been  appointed  Car  Sei-vice 
Agent,  New  Brunswick  District,  vice  C. 
L.  Leighty,  resigned.  Office,  St.  John, 
N.B. 

J.  SPRINGETT  has  been  appointed 
Agent  for  Holland.  Office,  42  Coolsingel, 
Rotterdam. 

J.  A.  TOBIN  has  been  appointed  As- 
sistant Superintendent,  Laurentian  Divi- 
sion, Quebec  District,  vice  F  A.  Winter- 
son,    transferred.      Office,    Montreal. 

HUGH  B.  WALKEM,  heretofore  As- 
sistant Engineer,  Vancouver,  B.C.,  has 
retired  from   the  company's  service. 

Chicago  &  North  Western  Ry. — G.  S. 
DONALDSON,  heretofore  Travelling 
Freight  Agent,  G.T.R.,  Toronto,  has  been 
appointed  Travelling  -Agent,  Canadian 
Territory,  C.  &  N.  W.  R.  Headquarters, 
Toronto. 

Duluth,  .South  Shore  &  .Atlantic  Ry., 
Mineral  Range  Rd.— W.  L.  MARTIN, 
Vice  President  in  charge  of  Traffic;  W. 
R.  CALLAWAY,  Passenger  Traffic  Man- 
ager, and  H.  M.  LEWIS,  General  Pas- 
senger Agent,  have  resigned,  as  reported 
in  our  last  issue.  The  similar  positions 
which  they  hold  on  the  Minneapolis,  St. 
Paul  &  Sault  Ste.  Marie  Ry.  are  not  af- 
fected. 

S.  R.  LEWIS,  heretofore  General 
Freight  Agent,  has  been  appointed  Traf- 
fic Manager.     Office,  Duluth,  Minn. 

J.  MANEY,  heretofore  .Assistant  Gen- 
eral Passenger  Agent,  has  been  appoint- 
ed General  Passenger  Agent,  vice  H.  M. 
Lewis,  resigned,  and  will  also  act  as 
General  Baggage  -Agent,  vice  O.  A.  Roe- 
dell,  resigned.     Office,  Duluth,  Minn. 

Grand  Trunk  Ry.— F.  DEARING  has 
been  appointed  Travelling  Car  Service 
Agent,  Ontario  Lines.     Office,  Toronto. 

M.  C.  DUNN,  City  Freight  Agent,  Can- 
adian National  Rys.,  Kingston,  Ont.,  will 
also  act  in  the  same  capacity  there  for 
the  G.T.R. 

J.  W.  O'NEIL  has  been  appointed  Lo- 
comotive Foreman,  York,  Ont.,  vice  W. 
H.  Archer,  assigned  to  other  duties. 

W.  R.  YOUNG  has  been  appointed  Sup- 
erintendent of  Telegraph  and  Signals, 
Western  Lines,  vice  N.  E.  Baker,  resign- 
ed.    Office,  Chicago,  111. 

Grand  Trunk  Pacific  Ry.— H.  B.  DU- 
FIEF,  heretofore  Assistant  to  Solicitor, 
Winnipeg,  has  left  the  service. 

See  also  Canadian  National  Railways. 

Inverness  Ry.  &  Coal  Co.— THOS.  J. 
BROWN,  General  Manager,  is  reported 
to  have  resigned. 

Michigan  Central  Rd.— C.  W.  ADAMS, 
heretofore  General  Foreman,  Locomotive 
Department,  St.  Thomas,  Ont.,  has  been 
appointed  Superintendent  of  Shops,  Jack- 


<;o.> 


CANADIAN  RAILWAY  AND  MAKINl-:  W  UKLD 


November,  1920. 


.  .n,  Mich.,  vi.r  W.  (  .  Ik'll.  tranufprroil. 
M  K  MKNSON.  hpi-ptoforc  AnninUnt 
ij.-ncrnl  Kurrmnn.  h«s  hern  »ppointc<i 
(M-nrnil  Korcnmn,  l.ocomntlvo  Uopiirt- 
•Mcnt.  St.  Thoman,  Ont.,  vice  C  \V 
V'lamR.  promoted. 

Travellini;  Knuineors  .\.s.sociat ion's 
Convention. 

Iti'o.  A.  Kcll,  TmvollinjT  Knjrinecr,  0. 
T  R.,  Turcot.  Que,  who  prosiHi-d  at  tho 
Pravi'llinK  Eturinfors  .■Vs.-iocintion'.'t  Con- 
rtition  in  ("hiraKo  recently,  staid  in  his 
(icnini:  address,  in  part,  as  follow.* :- 
One  of  the  more  important  items  in 
.^hich  the  travelling  engineer  is  directly 
'ncerned,  and  which,  if  properly  handled, 
■Incomes  a  most  important  factor  in  ac- 
.  'impli.'hinc  that  which  is  the  aim  and 
■  bject  of  every  operatinK  otTicial  on  all 
well  conducted  railways,  is  the  matter  of 
increased  efficiency  and  reduced  expense.^ 
(if  operation.  This,  owinK  to  the  hinh 
cost  of  material  and  the  continued  de- 
mand for  hiphcr  wages,  ia  of  preater  in- 
terest and  importance  at  the  present 
rime  than  ever  before.  Durinp  the  past 
iw  years,  in  particular  during  the  pieat 
■lar,  special  efforts  were  made,  I  heli'-vt'. 
I>y  each  and  every  man  employed  in  the 
operation  of  railways  of  this  country  to 
rimserve  coal  in  particular  and  to  suc- 
(cssfully  operate  the  railways  at  the  low- 
•  st  possible  expense  in  general.  In  this 
the  travelling  engineer  or  road  foreman 
Mok  no  small  part.  Many  of  our  mem- 
bers have  been  called  upon  to  take  up  ini- 
[lortant  positions  in  connection  with  this 
matter  and  have  proved  beyond  doubt 
that  they  were  equal  to  the  occasion  and 
worthy  of  that  calling. 

"It  is  just  as  important  to  save  coal 
and  supplies  today  as  it  ever  has  been, 
and  to  maintain  the  record  and  reputa- 
tion that  we  as  travelling  engineers  have 
attained  by  zealously  guarding  the  pow- 
er, fuel  and  supplies  of  all  kinds  under 
our  charge  and  seeing  that  the  best  pos- 
sible use  is  secured  from  them.  The  cost 
of  coal,  oil,  and  supplies  of  all  kinds  is 
greater  today  than  it  has  ever  been  be- 
fore. Therefore  there  should  be  no  re- 
laxation on  our  part  in  any  way,  but 
every  eff'ort  should  be  put  forth  to  get 
more  skillful  operation  of  the  locomo- 
tives on  the  road  with  increased  efficiency 
in  handling  trains  at  the  lowest  possible 
cost  of  operation. 

"The  drastic  labor  conditions  that  pre- 
vail throughout  the  country  are  cause 
for  great  anxiety  and  concern.  There  is 
.social,  racial,  and  industrial  unrest  every- 
where, brought  about  to  a  great  extent 
by  the  spirit  and  practice  of  profiteering 
and  the  high  cost  of  living.  Strikes  and 
tieups  have  taken  place;  in  some  cases 
due  to  over  zealous,  self  appointed  would- 
be  labor  leaders  more  than  to  anything 
else.  The  fact  that  strikes  have  occur- 
red, illegally  in  some  cases,  goes  to  show- 
that  many  men  have  been  led  through 
the  condition  of  unrest  and  the  influence 
iif  the  would-be  leaders  to  take  part  in 
these  strikes.  The  travelling  engineers, 
whose  conservativeness  and  loyalty  have 
never  been  questioned  and  who  are  scat- 
tered throughout  the  different  parts  of 
the  country  and  who  come  in  contact  with 
a  great  many  of  the  railway  employes, 
can  do  a  great  deal  toward  influencing 
the  rank  and  file  of  the  men  toward  tak- 
ing the  right  view  of  the  critical  condi- 
tions as  they  exist.  If  ever  there  was  a 
time  in  the  world's  history  when  calm 
and  cool  judgment  should  be  exercised, 
now  is  the  time" 


Venereal  DineaHen  Notices  on 
Railways. 

The  Uii«r<l  of  Knilwiiy  i  i>mmiK«ionerH 
pa.ised  general  order  :'.1.'>  Sept.  'i9,  as 
follows:  — Re  applicatitm  of  Dominion  De- 
partment of  i'ublic  Health,  under  the 
provisions  of  the  Radway  Act,  I'.MH,  for 
permission  to  place  sjgns  dealing  with 
the  prevention  and  spread  of  venereal 
disease,  in  passenger  cars  and  railway 
station  lavatories.  Upon  its  being  rep- 
resented to  the  Board  that  the  signs  in 
question  are  issued  under  the  authority 
of  the  Dominion  Department  of  Health, 
and  reading  what  is  filed  in  support  of 
the  application,  the  Board  orders  that 
permission  be  granted  the  applicant  to 
place  signs  dealing  with  the  prevention 
and  spread  of  venereal  disea.se  in  all 
passenger  cars  and  station  lavatories  of 
railway  companies  in  Canada  subject  to 
the  Board's  jurisdiction,  provided  that  a 
notation  be  carried  on  the  bottom  of  each 
copy  of  the  sign  set  up  or  placed  under 
the  provisions  of  this  order  to  the  ef- 
fect that  the  same  is  issued  under  the 
authority  of  the  Dominion  Department 
of  Health. 


treated  as  if  it  constituted  a  Kricvance. 
Whenever  anyone  has  the  courage  to  say 
that  it  was  not  for  the  general  good  to 
adopt  measures  which  would  unduly 
weaken  the  C.P.R.  and  other  railways,  he 
has  l>oen  invariably  described  as  the  paid 
agent  of  the  corporation  controlling 
these.  Much  language  of  this  kind  has 
l>een  heard  throughout  the  countrj-  in  re- 
cent weeks,  in  connection  with  the  dis- 
cussion of  the  application  for  an  increase 
in  railway  rates.  We  do  not  think,  how- 
ever, that  for  some  time  at  least  the  peo- 
ple of  Northern  Alberta  will  begrudge 
the  C.P.R.  its  prosperity  or  be  anxious  U> 
have  this  seriously  impaired.  Neither 
they  nor  any  of  the  other  producers  of 
the  Dominion  can  regard  with  indiffer- 
ence any  attempt  on  the  part  of  that  cor- 
poration to  make  unfair  exactions.  But 
at  the  same  time  they  must  recognize 
that  it  is  not  for  their  good  that  it  should 
be  reduced  to  the  impecunious  status  of 
the  average  transportation  system  of 
this  continent." 

Canadian  National  Railways 
Earnings. 


The  C.P.R.'.s  Entrance  into  North- 
ern Alberta. 

The  following  editorial  appeared  in  the 
Edmonton,  Alta.,  Journal  recently: — "The 
Journal  has  laid  great  emphasis  from  the 
first,  on  the  immense  impulse  to  the  de- 
velopment of  Northern  Alberta  which 
has  been  given  by  the  entrance  of  the 
C.P.R.  there.  All  the  news  which  comes 
from  that  part  of  the  province  indicates 
that  the  greatest  confidence  has  been  in- 
spired by  the  event  and  that  everyone  is 
busy  and  optimistic  and  that  the  coming 
year  will  .see  a  most  wonderful  trans- 
formation there.  The  Edmonton  Bulle- 
tin had  an  article  calling  attention  to  the 
interruption  of  traffic  which  took  place 
during  the  previous  week  as  a  result  of 
the  overflow  of  the  waters  of  Lesser  Slave 
Lake.  This  was  a  most  unusual  occur- 
rence and  came  at  a  most  unfortunate 
time.  Six  miles  of  track  was  affected. 
"The  editor  went  on 'to  say: — 

'•  The  bc<t  of  will,  without  capiUl  equipment 
nml  orvanizAtion.  could  not  have  ropftiro<l  th«- 
break  for  many  ilayn.  Traffic  would  have  been 
stopped  and  a  great  counto"  and  population  wouhl 
have  been  tied  up  indeflnitely.  With  the  means 
available  and  the  means  to  use  them,  the  break 
which  occurroil  on  Tuesday  was  repaired  on  Sun- 
day. The  ciuick  action  taken  and  satisfactory 
resultH  achieve<l  in  this  instance  are  an  assurance 
U>  the  people  of  Peace  River  that  rail  trartic  will 
l>e  mainUined  under  all  pouibie  circumstance* 
an<l  conditions.  This  assurance  is  the  result  of 
the  recent  arranKcment  between  the  Alberta  Gov- 
ernment and  the  C.P.R.  whereby  that  company 
becomes  responsible  for  the  etHcient  operation  of 
the  railway.  If  there  ever  was  any  uuestion  »!< 
to  the  satisfactory  operation  of  the  railway  then- 
is  none  now.  Thia  is  the  basis  of  all  investment 
of  time,  labor  or  money  in  the  Peace  River  coun- 
to-' 

The  Journal  is  aware  that,  in  quoting 
an  extract  of  this  length  from  the  edi- 
torial page  of  its  local  contemporary  and 
giving  its  complete  approval  to  the  views 
therein  expressed,  it  makes  this  a  red 
letter  day  in  the  history  of  Edmonton. 
But  there  it  is.  It  desires  to  add.  how- 
ever, a  thought  of  its  own,  as  the  Sun- 
day school  superintendent  is  wont  to  say, 
that  the  C.P.R.  could  not  have  accomp- 
lished all  this  if  it  were  not  a  well  or- 
ganized business  concern,  with  very  large 
resources. 

"In  the  past,  in  the  columns  of  The 
Bulletin  and  in  the  columns  of  most  other 
Canadian  newspapers,  the  possession  of 
these  resources  has  been  regarded  as  a 
public  evil.    Railway  prosperity  has  been 


March 
April  . 
May    . 


S4  ptember 


1920 

1919 

t  t.t::. .-.«.: 

S   6.787. .M: 

e.-'i^.o.".? 

6.26.-...16J 

7,T«i.ai« 

T.IM.OU 

8.807.478 

•.9S6.U& 

8.305.860 

7.884 .287 

7.776.588 

6.4SS.03S 

9.009.674 

7.8»«.«8i 

9..'i82.989 

8.41&.B64 

9.68.1.682 

8.8.i3.0O: 

174.107.168     (66.6.12.6."< 
Approximate    eaminss    for    three    months    ende*! 
Oct.    :;i.    »8.477.06.t.    aitainst    t6.320.6I0    for    same 
p.-riod    1919. 

Canadian  Northern  Railway  System. 


1920 

1919 

January 

t4. 200.700 

$4,026.00* 

February 

8.862. SOO 

8.863.800 

March 

4.587.700 

S.S54.350 

April 

4.782.62$ 

8.878.149 

May  . 

4.86S.50O 

4.8.V.760 

June   . 

4.864.600 

8.181.000 

July   . 

5.168.500 

4.847.800 

AUKUSt 

5.900.700 

4.901. l.'.rt 

137.680.623 

831.53!).  19? 

Canadian  Pacific  Railway  Earn- 
ings, Expenses,  Etc. 


Gross  eamintfs.  workins  expense*,  net  caminffa. 
and  increases  or  decreaaea.  from  Jan.  1,  1929. 
compared    with    tboae   of    1919 : 

Inercaaea  or 
Groaa  Expeniea  Net        deeroiaa 

Jan.  $13,914,569  $13,828,628  $  585.941  •967.571 
Feb.       18.557.104      12.843.231  713.878       •267.242 

Mar.  15,715.937  18.758.171  1.9S7.766  418.721 
Apr.  15.929,416  18.587.570  2.341.846  2.53.222 
May  16.459.986  18,262.044  8.197.942  164.182 
June  16.480.574  13.849.757  2.630,817  •859.604 
July  17.875.761  15.756.275  1.619.486  •1.877.218 
Auk.  17.994.769  15.793.956  2.200.813  •1.677.855 
Sept.      20,009.287      16.100.632        3.908.655       •18S.26.% 

$1  17.488.403  I128.2S0.26S  $19,157,180  •$8.896.1.10 

Incr.     23.197.429      27.093.559    - 

Deer $8,896,180    

Approximate  eamintts  for  three  weeks  endeil 
Oct.  21.  $17.02.1.000.  aninst  $12,235,000  for  same 
periml     1919. 

•r>ecrt»a.ses. 


Grand  Trunk  Railway  Earnings, 
Expenses,  Etc. 

Groaa  eaminirs.  working  expenaM,  net  •aminff*. 

and    increases    or    decrease*,    from    Jan.  1,    1920, 
compared   with   those  of   1919: 

Grxas             Expenses  Ni'< 

Januao-                $.i,054,084          $5,867.44.'<  $*8I3,4II 

February               4.660.881            S.IS9.742  ^498.911 

Mareh                       5.766.872            S.491.298  265.079 

April                       5,477.816           5.187.840  290.476 

May                           5.878.984            5,547.518  881.421 

June                          6.«46.438            6.146.600  490,883 

July                        7,692.000           6.568.0.53  1.023.947 

Auirust                   7.764.280           6,278.621  1.490.659 

$48,829,700       $46.24 1. <07      $2,588,093 


November,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


603 


CanadianRailway 
MaririeWorld 


and 


Devoted   to   Steam   and    Electric    Railwa; 
Marine.     ShipbuildinK    and     Railway.     Harbo 

Canal    Contractors'    Interests. 

Oliiciill    Organ    of    various    Canadian    TransporU 

tton    Associations. 


ACTON    BURROWS. 
Proprietor   and    Editor. 


AUBREY    ACTON    BURROWS. 
Business  Manager. 


Assistant    Editors. 
John'  Keir  and  Donald  F.  Kki 


United   States    Business    Representative. 

A.  Fbnton  Walker.  143  Liberty  St..  New  York 

Member  of 
Associated       Business       Papers. 
Audit     Bureau     of    Circulations 
Canadian    National    Newspapers 

and    Periodicals    Association. 
Canadian       Press       Association. 


SUBSCRIPTION  PRICE,  including  postage  any- 
where.  $2   a  year  in   advance. 

SINGLE  COPIES.  25  cents  each,  including 
postage. 

The  best  method  of  remitting  is  by  express  or 
post  office  money  onler.  If  remittance  is  made 
by  cheque.  15  cents  should  be  added  to  cover  cost 
of  collection  unless  cheque  is  payable  at  par  in 
Toronto  or  Montreal. 

NOTICE    TO    ADVERTISERS. 
ADVERTISING   RATES   furnished  on   application. 
ADVERTISING   COPY    must   reach   the   publishers 
by   the   10th    of   the   month   preceding   the   date   of 
the  issue  in  which   it   is  to  appear. 

TORONTO.    CANADA.    NOVEMBER.    19'20 

PRINCIPAL  CONTENTS. 


Appointments.    Transportation    

Birthdays  of  Transportation   Men    

Board   of  Railway    Commissioners, — 

Orders   by»    Summaries    of    

Trac    Orders    

Canadian     National     Railways,     Construction, 

Inspection    Trip    

location    Betterments    

Canadian    Pacific    Ry..    Construction,    Etc 

Northern     Alberta     Entrance    

ctric    Railway    Department   612    to 


Fa 


Finance.     Meetings,    Etc 

London     Street     Railway    Situation 
Montreal    Tramways    Co.'s    Report 


olley  Cars  in  Winnipeg 
.,    Proposed    Purchase.:.. 

ion.      Etc 

■   Management   of   

.nditions.    Etc 


Motor  Busses 
Ottawa    Electric    Ry 
Projects,     Construct: 
Toronto    Ry.,    Future 
Wages,    Working    Ct 

Express    Companies,    Among    the   

Freight    and    Passenger    Traffic    Notes 

Grain    in    Store    at    Elevators    

Grand    Trunk     Ry..     Construction,     Etc 

London     Railway     Tei-minals,     Tracks,     Etc 

Mainly    About    Railway    People    

Marine    Department    619    to 

Canadian     Government     Merchant     Marine, 

Shipbuilding.     Operation,    Etct 

Longshoremen's    Wages   at    Prince    Rupert.... 

Notices     to     Mariners     

Port   Arthur   Shipbuilding    Co.'s   Report   

Prince    Rupert.    Wreck    of    s.s 

.Shipbuilding.    General,   Throughout   Canada.. 

^hips    Registereil    

Victoria.     B.C..    Port    of    

Wreck    Commissioner's   Judgments    

Prepayment    of    Certain    Freight    Charges    be- 
tween   Canada    and    the    U.S 

Quebec.   Proposed   Railway  and   Industrial   De- 
velopment    

Railway    Development    

Railway    Earnings    - 

Railway   Rolling    Stock   Orders   and   Deliveries 

Rates. — Dominion      Government      Decision      in 
.Appeals   against   Increases    

Snow    Fighting     Equipment    

Steel     Railway     Bridges.     Standard     Specifica- 
tions     

Tel!!graph,    Telephone    and    Cable    Matters 


Canadian  National  Railways'  Di- 
rectors' Western  Inspection  Trip. 

U.  B.  Hanna,  President,  Canadian  Na- 
tional Rys.,  left  Toronto  Oct.  8  for  Ot- 
tawa, and  started  from  there  the  next 
day  for  an  inspection  trip  over  the  C.N. 
R.  western  lines,  accompanied  by  two 
other  directors,  Thos.  Cantley,  and  Robt. 
Hobson;  another  director,  R.  T.  Riley, 
joininjr  them  at  Winnipeg.  The  party 
were  accompanied  throughout  the  trip 
by  the  following  officials: — S.  ./.  Hunger- 
ford,  Vice  President.  Operation  and 
Maintenance;  R.  P.  Ormsby,  Secretary; 
C.  B.  Brown,  Engineering  Assistant  to 
Vice  President,  Operation  and  Mainten- 
ance; D.  Cronibie,  Transportation  As- 
sistant to  Vice  President,  Operation  and 
Maintenance;  C.  S.  Gzowski,  Jr.,  Assist- 
ant to  Vice  President  in  charge  of  Con- 
struction; and  A.  T.  Weldon,  Assistant 
Freight  Traffic  Manager,  Montreal.  F. 
P.  Brady,  General  Manager,  Eastern 
Lines,  accompanied  the  party  to  Winni- 
peg and  they  were  met  at  Port  Arthur 
by  A.  E.  Warren,  General  Manager, 
Western  Lines,  who  accompanied  them 
to  the  Pacific  coast  and  back  to  Winni- 
peg. The  following  officials  went  from 
Winnipeg  to  the  Pacific  coast  and  re- 
turn:— C.  E.  Brooks,  Mechanical  Assist- 
ant, Locomotive  Department,  to  Vice  Pre- 
sident Operation  and  Maintenance;  H. 
A.  Dixon,  Chief  Engineer,  Western  Lines; 
A.  H.  Eager,  Mechanical  Superintend- 
ent, Western  Lines;  A.  McCowan,  Mas- 
ter Car  Builder,  Western  Lines.  J.  R. 
Cameron,  Assistant  General  Manager, 
Vancouver,  met  the  party  at  Edmonton 
and  accompanied  them  to  Prince  Rupert, 
Vancouver,  Victoria,  and  back  to  Lucerne, 
B.C.  Local  operating  officials  travelled 
on  the  train  over  their  respective  juris- 
dictions. 

The  party  travelled  by  special  train, 
the  route  being  via  C.N.R.,  Ottawa  to  Ed- 
monton; Grand  Trunk  Pacific  Ry.,  Ed- 
monton to  Prince  Rupert,  and  back  to 
Lucerne,  B.C.;  C.N.R.,  Lucerne  to  Van- 
couver; steamship  Vancouver  to  Victoria; 
C.N.R.,  Victoria  to  end  of  track,  towards 
Alberni,  and  return;  steamship,  Victoria 
to  Vancouver;  C.N.R.,  Vancouver  to  Ed- 
monton, Drumheller  and  Saskatoon;  G.T. 
P.R.,  Saskatoon  to  Winnipeg;  National 
Transcontinental  Ry.,  Winnipeg  to  Coch- 
rane; Timiskaniing  &  Northern  Ontario 
Ry.,  Cochrane  to  North  Bay,  and  C.N.R. 
from  North  Bay,  via  Capreol,  to  Toron- 
to, which  was  reached  Oct.  27. 

During  the  trip  Mr.  Hanna  discussed 
business  matters  with  a  number  of  indi- 
viduals, boards  of  trade,  etc.  He  and  his 
party  were  entertained  at  luncheon  at 
Vancouver  by  the  board  of  trade. 


Suit  Against  Dominion  Government 
for  Ordering  Steel  Rails  Manu- 
facture. 

Ottawa  press  dispatch,  Oct.  2.5. — Three 
million  dollars  is  at  stake  in  a  case 
brought  before  the  Exchequer  Court  to- 
day. Because  Hon.  .L  D.  Reid,  Minister 
of  Railways,  directed  the  Dominion  Iron 
&  Steel  Co.  to  divert  its  organization 
from  the  making  of  shell  steel  to  the 
manufacture  of  steel  rails,  the  company 
demands  that  under  the  compensatory 
clause  of  the  War  Measures  Act  it  shall 
have  made  good  to  it  the  additional  pro- 
fits it  would  have  made  on  shell  steel  for 
for  the  Minister's  order.  The  order  in 
council  through  which  the  Minister  made 
his  order  effective  stated  that  he  would 
himself  set  the  price  later  after  finding 


out  the  cost  of  production.  The  price  set 
later  was  $65  a  ton,  and  the  dispute  is 
whether  the  order  in  council  or  the  com- 
pensatory clause  of  the  War  Measures 
Act  governs.  Wallace  Nesbitt,  K.C.,  E. 
M.  McDonald,  K.C.,  and  Hector  Mclnnes, 
K.C.,  appear  for  the  steel  company,  and 
Messrs.  Meredith  and  Holden  for  the  Gov- 
ernment. The  steel  rails  were  for  the 
railways,  the  latter  have  an  incidental 
interest  in  the  enquiry.  The  C.P.R.  is 
represented  by  W.  N.  Tilley,  K.C.,  the 
Grand  Trunk  by  W.  C.  Chisholm,  and 
the  T.,  H.  &  B.  Ry.  by  Mr.  Sewell,  K.C., 
of  Hamilton. 

Authority  to  Seize  and  Sell  Coal 
and  Coke  Not  Unloaded  Promptly. 

General  order  -'ilfi.  Oct.  5,  as  follows: 
Re  the  question  of  the  coal  supply  of 
Canada;  and  in  the  matter  of  expediting 
the  transportation  performance  of  coal 
carrying  equipment  in  Canada,  and  the 
powers  conferred  upon  the  Board  by 
chap.  66  of  the  Acts  of  the  Parliament 
of  Canada,  1920.  Upon  its  appearing  to 
the  Board  that  there  is  a  shortage  of 
coal  carrying  equipment,  and  that  the 
rate  at  which  coal  cars  have  been,  and 
are  being,  unloaded  is  impeding  the  full 
utilization  of  available  equipment,  and 
in  pursuance  of  the  powers  conferred  by 
the  said  act,  chapter  66,  1920,  the  Board 
doth  order  that  whenever,  by  reference 
from  the  Board  or  otherwise,  it  comes  to 
the  knowledge  of  the  fuel  administrator 
for  the  time  being  of  any  province,  duly 
appointed  by  the  government  of  such 
province,  that  any  freight  car  containing 
coal  or  coke  has  remained  under  load  at 
its  destination  or  elsewhere  on  any  rail- 
way in  Canada  for  a  longer  period  than 
six  days  after  arrival,  the  fuel  adminis- 
trator may  notify  the  consignee  by  regis- 
tered mail,  or  by  telegram,  that  unless 
the  said  car  is  unloaded,  or  furtherance 
order  given  as  the  case  may  be,  within 
two  days  after  date  of  such  notice,  the 
fuel  administrator  will  take  the  action 
hereinafter  outlined,  and  the  fuel  admin- 
istrator may  thereupon  authorize  the  rail- 
way company  to  seize  the  contents  of  the 
said  car,  and  summarily  offer  the  same 
for  sale  to  the  municipality  at  which  the 
.said  car  is  seized,  and  to  any  coal  or 
coke  dealers  at  the  said  point,  and  to 
sell  the  same  to  the  municipality  or  the 
dealer  offering  the  highest  price  there- 
for; and  after  paying  all  charges  that 
may  be  due  and  chargeable  thereon,  as 
well  as  the  expenses  connected  with  the 
seizure  and  sale,  the  railway  company 
shall  pay  the  balance,  if  any,  of  the  pro- 
ceeds of  such  sale  to  the  consignee  or  to 
the  consignor,  as  their  interest  may  ap- 
pear. The  Board  doth  further  order  that 
any  fuel  administrator  taking  action  un- 
der the  foregoing  paragraph  shall  there- 
upon report  to  the  Board  what  action 
ha.*  been  taken  by  him,  together  with 
recommendations  for  any  further  action 
he  may  deem  necessary. 

Phoenix  Contracting  Co.  Ltd.  has  been 
incorporated  under  the  British  Columbia 
Companies  Act,  with  $25,000  authorized 
capital,  and  office  at  Vancouver,  B.C.,  to 
carry  on  a  general  construction  business, 
including  ships,  piers,  wharves,  break- 
waters, and  harbor  development  works, 
railways,  etc. 

The  trial  of  a  number  of  C.P.R.  con- 
ductors for  irregularities  in  connection 
with  selling  tickets  on  trains,  which  was 
fixed  to  come  off  in  the  Court  of  King's 
Bench,  Montreal,  on  Oct.  13,  was  post- 
poned to  Nov.  10. 


60-i 


Nove-nber,  1920. 


IJailwav  Kollinjj:  Stock  Orders  and  Deliveries. 


III.-  t.  1  K  liiin  ii-c«iv<<l  :;  cik-ht-wrut  I 
owitrhinR  Itx-umotivca  from  Canadian  1.0- 
loniotiv.  (",, 

T|..  ,    ,  .  :,      „.. 

port.  lypo 

Co.,  at  ail  aii|>i.>xiiiutU  ...fi  ..i  ;^4.U(lO,000. 

Thr  C.P.R.,  hetucin  .S«.pt.  17  and  Oct. 
1.1,  ri-ci-iviMi  2  pa.HiifnKrr  liH-omotivi's  ami 
7  van»  from  it»  Antrum  shop.^,  Montreal, 
and  aUo  rtTrived  a  12  t<m  locomotivi' 
rranp,  the  purrha.^e  of  which  wnf^  an- 
nounced in  our  Auiru!>t  insuc. 

The  Railwayn  and  Canal.t  Ut-parlmcnt, 
Ottawa,  will  receive  tenders  to  Nov.  1 
for  a  new  or  second  hand  0-4-0  .iwitchinK 
locomotive,  aO  or  60  tons,  saddle  tank 
lyp*.  preferred,  hut  locomotive  with  ten- 
dor  will  Ik-  accepted  if  former  nr)t  obtain- 
able. Delivery  to  be  made  at  Govern- 
ment sidinc.  Merritton,  Ont.,  for  use  on 
Welland  Ship  Canal  construction. 

The  Keid  Newfoundland  Co.'s  200  car 
trucks,  which  Canadian  Car  &  Foundry 
Co.  is  buildinfT,  will  be  of  the  arch  bar 
type,  for  '■i^t  ft.  (;au(;e  track,  equipped 
with  McCord  journal  boxes  for  3%  x  7 
in.  journals.  Simplex  I  beams,  brake 
beams,  axles  with  M.C.B.  '.l\  x  7  in.  jour- 
nals, wooden  truck  bolster,  trussed  wood- 


«  I  .  U    tt     t    II. 

Wh..  >0  ft.   »   In. 

Wt.,  ..^n^T  ..   CI    ft.   I   In 

llc«>  nn<l    arrh    lubn 

179    K).    fl. 
HMitlnir   aurlarr.   tubn   .  .  .  II   x).   ft 

Knitin*    purfwr,    toul  .1.1    x).   fl. 

DHvlna   whrrU.  diar 51    in 

Drivlns    »h<vl,  rrnUn C«»t  •twi 

I)rl\inir    ><njmaU,    dlar.   and   t«IMrth 

»S  and  »  «  12 

Cyllndrn.  diar.  and  •trokf  _. Z2  s  2«  In. 

Ilollrr.  typ>      ..  Ext»ad*d  wafon  tap.  tmdial  •laiwd 

lloiirr    pmaurr    „ _ 1»0  lb. 

Tubn.    numbrr  and  diar 24-'&S  :   )B»-2  In. 

Tubn.    Irngth  17    ft. 

Inirrtora  Nathan    Ni.     •■< 

Safrly   valvi'>  3    in.    I.tinkrnhrim,  r 

Air   brakni  WrttinKhotuc    Amrnrnn 

Parklnir     Kin».     mrtalli.- 

tiuprrhratsd     L<Koniativ«  SupcrttMitfr  Co.,  typ,-   A 

Frame   rrmdlv   „_.. Communwpallh 

Trailins    truck [>«.|Ia 

Valve    motion    Walnrharrt 

Hea.lliitht    EUctri.: 

Wi-iifhl  of   tender  loaded  IM.f.00  lb. 

Tank   capacity,  oil 2,700  imp.   iralla. 

Tank   capacity,  water  <^.000  imp.   Kalli.. 

Tank,    type   Water   l»otlom 

Truck,    type    E<iua|jied 

Wheel,    diar 33     in. 

Wheel    type   Steel    tirecl 

Journal   diar.   and   lenvth   h^^  x   10   in. 

[Irakcbram    Safety    pimplcx 

The  Lake  Superior  Paper  Co.  has  or- 
dered a  6  wheel  switchinjr  locomotive 
from  Montreal  Locomotive  Works.  The 
chief  details  are  as  follows:  — 

WeiKht    U.-IOci   II.- 


Tender    frame    

Tender  wheel  diar. 
Tender    truck,    type.. 

Tender    joumab    

Tank,    type      

Water   capacity    .  . 


IM.  ;  in. 

Ml.  i  in. 

«4  Ml    ft 

»Um|.  ft. 

in  *q.  fL 

UK|.ft. 

4M  M]    ft. 

l.OllH).  ft. 

10  2  W|.  ft 

ISag.  ft. 

».»00  lb 

1«.7»0  lb. 

I.»4 

4.M 

Hand  le\er 

Hand  lever 

Woud 

Wood 

Steel 

Steel 

channel* 

channela 

2iin. 

Mid. 

Arch  bar 

ArrhUr 

SSi7  In. 

S\,-  in. 

Uihape 

I-.hape 

1.300  vail. 

2.000  aall. 

Furl   capacity   U,  cordi  2  conk 

wood  w(K>d 

The  Rhodcsian  Railways,  South  Africa, 
have  ordered  twelve  4-S.2  type  locomo- 
tives from  Montreal  Locomotive  Works. 
KollowinfT  arc  the  chief  details: — 

(;BUue  „ 1  fL  «  in. 

WeiKht  on  troek  11.0*1 

WeiKht  on  trailer  ..- _ 2*.&00  lb. 

WeiKht.    toUl    170.000  lb. 

Wh<.el  ba.e.  driving  It  ft.  9 

Cylinder*,   diar.  and  atrokc  ■"  x  24  in 

DrivinK    wheel    diar.    ._ ■        4? 

lirivinK  journal*.,  .main  9  x  9  to. :  otbcn  %  x  >  in. 

TrailinK    wheel    diar.    - S 

TmilinK   wheel   joumaU   .  <  x    12  in. 

Enitinc    truck    wheeU    Wj   in 

Enicine  truck  wheel  joumaU 6^  a  9^  In. 

Hoiirr,    type   Bclpaira  atniKht  top 

Hoilor     preuurc _     180  lb 

Itoilrr.   iliar.,    iniiide  tint   ring   ftS  In. 

1  ir,l,  .r,   lenirth  and  width HOS  X  62^   in 

lul-..    no.   and   diar 129-2V,    in 


in  lrnnsoni.<  umi  wudden  spring  plank. 
The  wheel  ba.se  will  be  5  ft.  3 '2  in.,  top 
of  rail  to  top  of  boKster  2  ft.  .'$  in.,  center 
of  side  bearinKS  4  ft.  1   in. 

Canadian  National  Rys.  rolling  stock 
receipt.s  to  Oct.  !»,  on  account  of  orders 
placed  early  in  the  year,  were  as  fol- 
lows: 1,3  Sante  Fe  (2-10-2)  locomotives, 
out  of  an  order  for  2h,  from  Montreal 
Locomotive  Works;  20  switchinR  (0-6-Oi 
locomotives,  out  of  an  order  for  ,30,  from 
Canadian  Locomotive  Co.;  924  general 
ser\'ice  cars  out  of  an  brder  for  1,1.50, 
from  Kastem  Car  Co.;  .5.52  box  cars,  out 
of  an  order  for  1.000;  21  refriKerator 
cars,  out  of  an  order  for  fiOO,  and  "!•  ca- 
booses, out  of  an  order  for  HO,  from  Can- 
adian Car  &  Foundry  Co.;  70  box  cars, 
out  of  an  order  for  1,500,  from  National 
Steel  Car  Co.;  ,1.50  Hart-Otis  ballast  cars. 
completinK  order,  from  Hart-Otis  Car 
Co.;  7  cabooses  .out  of  an  order  for  20, 
from  Preston  Car  &  Coach  Co.  and  10 
cabooses,  out  of  an  order  for  30,  from 
the  C.N.R.  shops,  Transcona,  Man, 

The  Pacific  Creat  Eastern  Ry.  Mikado 
locomotive,  illustrated  on  this  pai;e,  is 
one  of  three  built  for  that  road  by  the 
Canadian  Locomotive  Co.  The  chief  de- 
tails are  as  follows:  — 

yar\    u>e<l    Oil 

Weisht   on    driven    .    102.000  lb. 

WeiKht  of  enKine,   toUl  IML'.OOO  lb. 


Pacific    fireal    Eastern    K>.    Mikndo    Locomolixr. 

Wheel    ba.«c    - 11     ft. 

Cylindcm.    diar.    and    stroke... 19   X    24    in. 

nrivinc    wheel,    diar „. .10  in. 

.lournals    „ 9    x    10  in. 

Boiler,    type    Stniiltht    top 

Boiler    preosure    18.1     lb. 

Boiler  iliar..  inside  flrtt  ring  ST  in. 

Firebox.  lenKth  and  width 84  x  SS^^  >n. 

Tuben.    no.    and    diar 218—2  in. 

Heatine  lurface,  tube*  1.246  aq.  ft. 

HeatinK  surface,   flrebox   101   wi.  ft, 

HeatinK  surface,  total  - 1,847   s<].  ft. 

Grate    area    19.7    xi.  ft. 

Tractive    power    27.S00  lb. 

Factor    of    adhesion     „ 4..', 

Keverse   Kear   Hand   lever 

Cab    Wooil 

Tank,    typo  Sa.l.ll.- 

Water   capn.it'  I     00    irall. 

F'ucI    capacil>  P..    tons 

The  Hnytian  American  Corpoi-ation  has 
ordered  one  4-wheel  (0-4-0)  locomotive, 
and  one  moi;ul  (2-6-0)  locomotive  from 
Montreal  Locomotive  Works.  The  chief 
details  of  each  are  as   follows: — 

0-4-0  2-t-O 

Caune 30  in.  30  in 

WeiKht   on   drivers   Sk.OOO  lb.  71.000  Ih 

WeiKht  on   truck   - •i.OOO  lb 

WeiKht.     toUl     aS.OOO  lb.  SO.OOO  Ih. 

Wheel    base    4  ft.  9  In.  M  ft.  4  in. 

Cylinder*,    diar.    A    atrake       11x18  in.  l.'.iSOin. 

DrivinK  wheel  diar SOS  in.  40  In. 

Journals    &  X  8  In.  7  x  8  in. 

Truck    wheel    »«  in. 

Truck  wheel  joomala  — 41-,  x  7  in 

Boiler  type  Strmicht  top  StraiKht  top 

Bailer    pressure 18.1  lb.  17.'.  lb. 

Boiler  diar.   inside   first 

rinK 41  In.  .'.1  in. 

Firebox,   lenKth  and 

width    40iS«',ln.  .1SxST<,in. 


Flu.s.    no.    and    diar.  .>«  -.i>j    In. 

Heating    surface,    tube*    1.41&   sq.  ft. 

Heating   surface,    flues    89R  sq.  ft- 

HealinK  surface,  f.b.  tubes 16  *q.  ft. 

HeatinK    surface,    flrebox 187    aq.  ft. 

HeatinK   surface,   total    2.288   aq.  ft. 

SuperhcatinK    surface    S8Z    sq.   ft- 

Grnte   area    SS.2   «].  ft. 

Tractive    power    87.000  lb. 

Factor   of   adhesion   3.1 

Superheater  Locomotive  Superheater,  type  A 

Reverse    gear South    African    Standard 

Cab    Steel    plate 

Tender  frame  Steel  channels 

Tendei    wheel   diar _ S4  in. 

Tender  journals 5^   x  10  in. 

Tank,   type  Water  botu.m 

Water  capacity  .  LliOO   imp.  gall 

Fuel   capacity   ?'v    ton* 

Speeil   recorder  .       .   Hasler 

The  C.P.R.,  as  announced  in  our  last 
issue,  has  ordered  15  Mikado  (2-8-2)  lo- 
comotives from  Montreal  Locomotive 
Works.     Followinfr  are  the  chief  details: 

WeiKht    on    drivers    284.000  lb. 

Weight    on    truck    28.000  1b. 

Weight  on  trailer  58.000  lb. 

WeiKht.    toul    81S.0OO  lb. 

Wheel    base,    driving    16    ft.  «  in. 

Olinilers.  diar.   and  stroke   25>4  x  28  in. 

Driving    wheel,    diar.    6S  in. 

Driving    journals,   main  11>4    x   21   in. 

Driving    journals,    others    \»^    x    14  in. 

Trailer    wheel,    diar 48    in. 

Trailing   wheel   Journals   6  x  12  in. 

Engine    truck    wheels    81   in. 

Engine  truck   wheel  journals  6  x   12  in. 

Boiler,   type  Straight  type,  taper  bottom 

Boiler,    diar.    in»lde    Brst    rin«    78>4  in. 

Boiler    pressure    .  200  lb. 

Firebox,    length   and  width 120S   x   84S  in. 

Tube*,    no.    and   diar 211— 2',   in. 


November,  1920. 


CANADIAN  RAILWAY  AND  MARIlsE  WORLD 


605 


Flues,   no.   and  diar 40 — 5Mi  in. 

Heatinit   surface,    tubes   : 2.287    sq.  ft. 

HeatinK    surface,    flues    1.060   sq.   ft. 

HeatinK   surface,   f.b.   tubes  43  sq.  ft. 

HeatinK   surface,  firebox 274  sq.  ft. 

Heatine   surface,   total   3,664   sq.  ft. 

Superheating    surface    845    sq.  ft. 

Grate  area  „ 70.3  sq.  ft. 

Tractive    power   56,147  lb. 

Factor  of  adhesion  4.17 

Superheater Locomotive   Superheater,    type    A 

Reverse  pear  Ratronnet 

Cab    C.P.R.    standard    vestibule 

Tender  frame  Commonwealth  cast  steel 

Tender    wheel    diar 36^    in. 

Tender    truck,    type C.P.R.    standard    pedestal 

Tender   journals   6    x    11    in. 

Frame   cradle    Commonwealth 

Tank.   t>pe Water   bottom 

Water  capacity  8,000  imp.  trail. 

Coal   capacity   14   tons 

The  Canadian  National  Rys.  Santa  Fe 
locomotives,  25  of  which  were  ordered 
early  in  the  year  from  Montreal  Locomo- 
tive Works,  and  which  has  been  deliver- 
ed, have  the  following  chief  details: — 

Cylinders,  diar.  and  stroke  26  x  32  in. 

Tractive    power    64,500  lb. 

Factor  of  adhesion    8.99 

Wheel  base,   drivinK   20  ft.   6  in. 

Wheel  base,  toUl  37  ft.  10  in. 

Wheel  base,  entrine  and  tender  70  ft.  10^  in. 

Weight  in  workinij  order  _ 319.300  lb. 

Weight  on  drivers  2.'i7.800  lb. 


Weight  on  trailer  29,600  lb. 

Weight  on    engine   truck   32.000  lb. 

Weight,   engine  and  tender  518,500  lb. 

Boiler,   type  Extended  wagon  top 

Boiler,  diar.   inside  first  ring  78  in. 

Boiler    pressure    200  lb. 

Firebox,  length  and  width 1441^  x  84Vi  in. 

Crown    staying.. ..Radial    button    head    and 

Alco   flexible 

Tubes    Hot   rolled  steel 

Tubes,    no.    and    diar.    252—2  in. 

Flues,  no.  and  diar 45 — 5'%  in. 

Heating   surface,    tubes    2,230.83    sq.  ft. 

Heating  surface,   flues   1,022.99  sq.  ft. 

Heating  surface,   firebox  245  sq.  ft. 

Heating  surface,  arch   tubes  41   sq.  ft. 

Heating   surface,    total   8,539.82   sq.  ft 

Superheater  surface  850  sq.  ft. 

Grate   area    66.7   sq.  ft. 

DriWng   wheels,  diar 57  in. 

Driving  wheels,   type main,  cast  steel : 

others,  cast  steel,  steel  tired 

Engine  truck  wheels,  diar 31^  in. 

Trailing   truck   wheels,   diar S1V4  in. 

Tender   truck    wheels,    diar S1V4  in. 

Driving  journals  11%  x  22  in. 

Engine  truck  journals  7  x  12  in. 

Trailing  truck  journals  7  x  12  in. 

Tender  truck  journals  6  x  11   in. 

Journal    boxes main.    Cole    cast   steel ; 

others,    cast   steel 

Air  brakes  Westinghonse  E.T.6 

Tender  frame  Steel  channel 

Tank,    type   Water  bottom 

Water  capacity  8,300  imp.  gall. 

Coal    capacity    1"    tons 


Freight  and  Passenger  Traffic  Notes. 


The  Board  of  Railway  Commissioners 
has  dismissed  the  Canadian  National  Rys. 
application  to  discontinue  stopping  trains 
.■)  and  6,  at  Richmond,  Ont. 

The  Delaware  &  Hudson  Co.  has  taken 
for  its  exclusive  use  the  ticket  office  at 
238  St.  James  St.,  Montreal,  which  for 
the  past  two  years  has  been  operated  as 
a  consolidated  ticket  office. 

The  C.P.R.  Trans-Canada  Limited  7 
and  8,  operating  between  Montreal  and 
Vancouver,  both  ways,  started  from  the 
two  terminal  points  Oct.  2  on  their  last 
trips  for  this  year. 

The  Board  of  Railway  Commissioners 
has  refused  to  order  the  C.P.R.  to  re- 
place an  agent  at  Reaburn  Station,  Man., 
as  the  earnings  do  not  amount  to  $15,000 
a  year. 

A  special  G.T.R.  train  carrying  a 
United  States  financial  man,  left  Mont- 
real on  Oct.  1  at  2  a.m.  for  Toronto, 
which  was  reached  in  seven  hours,  an 
average  speed  of  47.7  miles  an  hour. 

The  Board  of  Railway  Commissioners 
has  recommended  the  sanctioning  of  an 
agreement  between  the  C.P.R.  and  the 
Pere  Marquette  Rd.,  for  the  joint  use  of 
C.P.R.  facilities  at  Windsor,  and  Walker- 
ville  Jet.,  Ont. 

The  New  York  Central  Lines,  and  the 
Rutland  Rd.,  which  for  the  past  two  years 
have  been  usine  the  consolidated  ticket 
office  at  238  St.  James  St.,  Montreal, 
have  opened  a  joint  ticket  office  at  9  Vic- 
toria Square,  Montreal. 

Hon.  W.  F.  Coaker,  Chairman  of  the 
Newfoundland  Railway  Commission,  is 
reported  to  have  announced  that  passen- 
ger rates  on  the  Reid  Newfoundland  Ry. 
are  to  be  increased  Ic.  a  mile,  and  that 
an  increase  in  freight  rates  will  probably 
be  made. 

Detroit,  Mich.,  people  are,  a  press  re- 
port states,  buying  railway  tickets  for 
United  States  points  in  Windsor,  Ont., 
are  saving  money  by  so  doing,  owing  to 
exchange  rates,  and  the  difference  be- 
tween the  Canadian  and  the  United  States 
war  tax. 

The  Alberta  &  Great  Waterways  Ry. 
is,  we  are  officially  advised,  operating 
under  the  Alberta  Government's  man- 
agement a  mixed  train,  twice  a  week  on 
Mondays  and  Thursdays  from  Edmonton 


to  Lac  la  Biche.  and  on  Tuesdays  and 
Fridays  from  Lac  la  Biche  to  Edmonton. 

The  Grand  Ti-unk  Ry.,  beginning  Oct. 
3,  attached  to  the  Montreal-Toronto  train 
leaving  Montreal  at  7.30  p.m.  an  addi- 
tional sleeping  car  for  Kingston  Jet.,  and 
Trenton,  Ont.  Returning,  the  car  leaves 
Trenton  at  9.10  p.m.  and  Kingston  Jet, 
at  1.55  a.m.  It  is  operated  daily,  except 
Sunday. 

The  Western  Canadian  Passenger  As- 
sociation is  reported  to  have  notified  the 
Winnipeg  Social  Welfare  Commission 
that  after  Oct.  1  no  half  fare  tickets 
would  be  granted  for  the  transportation 
of  aged  persons,  or  those  with  incurable 
diseases  from  Winnipeg  to  places  where 
they  can  be  cared  for. 

The  Canadian  National  Rys.  car  ferry 
between  Cape  Tormentine,  N.B.,  and  Bor- 
den, P.E.L,  is  now  making  only  one  regu- 
lar trip  a  day  each  way  on  week  days 
only.  Connection  is  made  with  the  1.15 
p.m.  Sackville-Cape  Tormentine  train,  by 
trains  leaving  Moncton  at  8.55  a.m.  and 
10.55  a.m.;  by  the  train  leaving  St.  John 
at  7.10  a.m..  and  by  trains  leaving  Hali- 
fax, N.S.,  at  7.40  a.m.  and  8.10  a.m. 

The  Canadian  National  Rys.  are  re- 
ported to  have  inaugurated  a  new  freight 
service,  Oct.  11,  from  Regina  to  Moose 
Jaw  and  Riverhurst,  Sask.,  on  Mondays, 
Wednesdays  and  Fridays,  returning  to 
Regina  on  Tuesdays,  Thursdays  and  Sat- 
urdays; and  from  Regina  to  Moose  Jaw 
and  Radville,  Sask..  on  Tuesdays,  Thurs- 
days and  Saturdays,  returning  to  Regina, 
Mondays,  Wednesdays  and  Fridays. 

The  Board  of  Railway  Commissioners 
has  dismissed  a  complaint  by  Thos.  Mc- 
Clymont,  Prince  Rupert,  B.C.,  that  the 
Grand  Trunk  Pacific  Ry.  rate  of  $2.40  a 
net  ton  from  Telkwa  to  Prince  Rupert  is 
excessive  and  discriminatory,  compared 
with  the  rate  charged  by  the  railway 
from  mines  located  on  its  Albert  lines, 
as  it  had  not  been  established  that  the 
rate  was  contrary  to  the  discrimination 
sections   of  the   Railway  Act. 

A  Newfoundland  press  report  states 
that  the  cross-country  train  service  on 
the  Reid  Newfoundland  Ry.  will  be  dis- 
continued during  the  winter,  and  that 
trains  will  only  run  from  St.  John's  to 
Millertown  Jet.,  310  miles.  During  the 
winter   of    1919-20   the   railway    through 


the  Topsonto  District,  lying  between 
Millertown  Jet.  and  Port  aux  Basques, 
was  so  blocked  by  snow  and  ice  that  traf- 
fic was  suspended  for  a  considerable  per- 
iod. 

The  Canadian  National  Rys.  took  over 
the  operation  of  the  Quebec  &  Saguenay 
Ry.,  from  Quebec  to  La  Malbaie  (Mur- 
ray Bay),  on  Oct.  1.  The  train  service 
is  as  follows: — Monday,  Wednesday  and 
Friday,  leave  La  Malbaie  8.45  a.m.,  ar- 
rive Quebec  1.30  p.m.;  leave  Quebec  12.30 
p.m.,  arrive  La  Malbaie  6.50  p.m.  Tues- 
day, Thursday  and  Saturday,  leave  La 
Malbaie  7.15  a.m.,  arrive  Quebec  1.30  p. 
m.;  leave  Quebec  12.30  p.m.,  arrive  La 
Malbaie  5.05  p.m. 

The  Pacific  Great  Eastern  Ry.  is  re- 
ported to  have  inaugurated  a  combined 
steamboat  and  train  service  twice-a-week 
from  Vancouver  to  Williams  Lake,  at 
mile  277.8  on  the  railway.  The  Ter- 
minal Steamship  Line  runs  a  steamboat 
leaving  Vancouver  at  9.15  a.m.  on  Wed- 
nesday and  Saturday  for  Squamish,  wher 
nesday  and  Saturday  for  Squamish, 
where  passengers,  etc.,  are  transferred 
to  the  train,  which  reaches  Williams  Lake 
at  5.45  a.m.  on  Thursday  and  Sunday. 
The  return  train  leaves  Williams  Lake  at 
10  p.m.  on  Sunday  and  Thursday,  and 
Vancouver  is  reached  at  7.30  p.m.  on  the 
following  days. 

The  Canadian  National  Rys.,  follow- 
ing the  co-ordination  of  perating  which 
has  been  arranged  between  the  C.N.R., 
the  G.T.R.,  and  the  G.T.  Pacific  Ry.,  has 
put  in  operation  a  new  daily  train  ser- 
vice between  Montreal  and  Vancouver, 
which  with  connecting  trains  to  and 
from  the  Atlantic  coast,  Toronto  and 
other  points,  and  Prince  Rupert,  gives 
practically  through  service  from  coast 
to  coast,  with  a  double  daily  service  be- 
tween Montreal  and  Winnipeg,  and  the 
choice  of  alternative  routes  west  of  Win- 
nipeg. The  service  is  operated  from  the 
Maritime  Provinces  to  Montreal  by  the 
Ocean  Limited  and  connecting  trains  from 
Sydney  and  St.  John.  The  new  train 
starts  from  Bonaventure  station,  Mont- 
real, at  5  p.m.  daily  and  runs  over  the 
G.T.R.  to  Ottawa,  and  thence  over  the 
C.N.R.  via  North  Bay,  Capreol  and  Port 
.Arthur  to  Winnipeg,  which  is  reached  at 
8.45  p.m.  central  time,  on  the  second  day. 
The  second  service  between  Montreal  and 
Winnipeg  is  the  train  known  as  the  Na- 
tional, which  runs  over  the  G.T.R.  from 
Montreal  via  Toronto  to  North  Bay.  over 
the  Timiskaming  &  Northern  Ontario 
Ry.  to  North  Bay  to  Cochrane,  and  over 
the  National  Transcontinental  Ry.  from 
Cochrane  to  Winnipeg.  The  new  trans- 
continental train  is  run  over  the  G.T.  Pa- 
cific Ry.  from  Winnipeg  via  Saskatoon 
to  Edmonton  and  over  the  Canadian  Nor- 
thern Ry.  from  Edmonton  to  Vancou- 
ver, connecting  three  days  a  week  at 
Jasper,  B.C.,  with  a  G.T.P.R.  train  to 
Prince  Rupert.  Starting  from  Halifax, 
N.S.,  at  8.10  a.m.  on  say,  a  Monday,  the 
trip  to  Vancouver  is  completed  at  9  a.m. 
on  the  following  Sunday.  The  train 
equipment  used  on  the  i-oute  consists  of 
Compartment,  observation  car  between 
Montreal  and  Vancouver;  standard  sleep- 
ers between  Halifax,  Sydney,  Moncton 
and  Montreal;  between  Montreal  and 
Vancouver;  Winnipeg  and  Edmonton, 
Winnineg  and  Prince  Rupert;  Edmonton 
and  Vancouver.  Dining  car  between 
Halifax  and  Montreal;  Montreal  and 
Winnipeg;  Winnipeg  and  Vancouver; 
Montreal  and  Vancouver.  Tourist  sleep- 
er between  Montreal  and  Vancouver. 
Standard  first  class  cars  and  colonist 
cars — all  steel  equipment. 


60«  NovemLtT.   1920. 

Kailway  Development,  Projected  Lines,  Surveys,  Construction,  Betterments,  Etc. 


'!'■■  MUrta  ^  (;rp«l  WaUT«ra)H  Ky. 
M  I  iirlMitxInlr  Jcl.,  on  the 
I  >uiivt'k'ati   &    Uritinh   Coluni- 

>■  .  •  •  i  null-*  front  Edmontiin,  Alt*., 

uiul  ix  in  ri'Kular  oiH'ratinn  to  Imc  la 
Hit  hi-.   11.1.2  inilfK      trnrk   has   Uon  laid 

'     ■  '"'     .•■; ■     '    '"  iiiiU'n  from 

tiiiiuis,    liut 

I  for  opcr- 

•  T  III.   .II.    ..i.    Mtliur  control 

'>|H-rato<l  into  and  out  of  Kd- 

1    thi-  K..  n.  &  B.C.  Ry.,  and 

111.    i.iiiiiii    frurik   Piincific   Ry. 

Thr  lino  was  nmrttrnccd   to  secure  its 

lH)nd  id.HUi'.  which  was  Kuarantoc<l.  as  to 

jiriiu-ipal    ond    intorc't,    by    the    Allwrta 

I.ci:i-'«laturi'.  and  the  .Mbcrla  Government 

fool:    iiviT   the   line   r»Hently   in   order  to 

"inpletian.     In  addition  to  the 

.  the  Government   took   over 

ii»r    rnllinK    stock    and    equip- 

II  .It        ;    locomotive."!,   I    sleepinjr  car,   1 

(ir.1t    class   car,    1    combination    batrKage 

mail,  and  exnre.os  car,  1   businos.s  car,  2 

>rasoIine  combination  cars,  1  Packard  car, 

'.<0    standard    box    cars,    ;!.'>    flat    cars,    1 

.■-team  .«hovel. 

The  former  directors  have  been  replac- 
ed by  the  followinK  members  of  the  Al- 
In-rtn  Government: — President,  Hon.  C. 
Stewart;  Vice  President  and  Treasurer, 
Hon.  r.  R.  Mitchell;  other  directors: — 
Hon.  .1.  R.  Boyle.  Hon.  A.  ,1.  McLean. 
The  officials  in  chartre  of  operation  arc: 
General  Manager,  N.  L.  Harvey,  Deputy 
Minister  of  Railway  and  Telephones;  Sec- 
retary, L.  Scott;  Chief  Ensrinecr  and  Sup- 
erintendent, H.  A.  Warner. 

A  press  report  states  that  a  contract 
has  been  let  to  the  Northern  Construc- 
tion Co.,  Vancouver,  B.C.,  for  the  opera- 
tion, maintenance  and  completion  of  the 
line  from  Lac  la  Biche  to  McMurray  on 
a  cost  plus  IC'f  basis.  .A  pane  of  men 
is  reported  to  have  betrun  operations  at 
the  end  of  September  north  of  Lac  la 
Biche,  and  it  was  expected  to  have  300 
men  at  work  before  winter  thorouRhly 
set  in.  All  the  construction  work  is  to 
bo  done  under  the  direction  of  the  cov- 
cmment  engineers.     {Oct.,  pg.  .550.) 

Since  the  above  para^rraph  was  put  in 
type  the  Northern  Construction  Co.  has 
advi.ied  us  that  it  has  received  the  con- 
tract and  has  furnished  the  followinK 
information:  —  I..ac  la  Biche  is  the  first 
division  point  north  of  Edmonton,  bein); 
at  mile  Wi.  The  line  is  now  built  to 
about  mile  27.'>,  within  20  miles  of  Fort 
McMurray,  which  is  its  ultimate  termi- 
nus. There  will  be  very  little  construc- 
tion work  carried  on  thi.s  winter,  with 
the  exception  of  ballasting,  etc.,  from 
Ijic  la  Biche  to  the  end  of  steel,  a  <iuan- 
tity  of  ties  will  be  taken  out  and  prad- 
inc  proceeded  with  from  end  of  steel  to 
Fort  McMurray.  R.  A.  Kennan  will  be 
in  charge  of  the  work  as  Superintendent 
for  the  Northern  Construction  Co.,  with 
office  at  Kdnionton.     (Oct.,  pg.  .I.^O. ) 

Canadian  Niafcara  BridKo  Co.  —  The 
niute  map  of  the  proposed  railway  to  be 
built  in  Ontario,  and  in  New  York  Stato, 
and  the  Im-ation  of  the  bri<lge  across  the 
Niagara  River,  shows  a  line  starting  from 
the  .Michigan  Central  Rd.,  .'1.1.')  miles 
from  Wclland  on  the  Welland-Niagara 
Falls  line,  in  an  almost  straight  line 
through  Crowland  and  Willoughby  Tps., 
to  the  west  bank  of  the  Niatrnra  River, 
approximat.ly  HJiO  miles.  The  railway 
will  cross  Grand  Lsland  also  in  a  straight 
line,  and  after  the  second  crossing  of 
the  Niagara  River  will  run  northeaster- 
ly to  make  connection  with  the  New  York 


•  'I'ntrnl  Rd.  The  route  of  the  line  in 
Canada  has  been  approved  by  the  Konrd 
of  Railway  Commissioners.  K.  W.  Beatty. 
I'resident,  C.r'.R.,  is  President  of  the  <'. 
N.  B.  Co.,  and  R.  I..  I.atham.  Chief  Kn- 
ginccr,  Toronto,  Hamilton  &  ButTalo  Ry., 
Hamilton,  is  Chief  Engineer,  C.N.B.  Co. 
(Oct.,  pg.  r>r.o.) 

.Maurice  C.  Spratt,  New  York  Central 
Rd.  Attorney,  is  reported,  in  a  Bridgo- 
burg,  Ont.,  press  dispatch,  t<i  have  said 
on  Oct.  20:  — All  work  on  the  bridge  to 
be  built  over  the  Niagara  River  at  Black 
Creek,  six  miles  below  Bridgeburg  on 
the  Canailian  Niagara  boulevard,  anil 
Grand  Island,  N.Y.,  will  be  held  up  till 
spring,  when  a  flefinite  start  will  be 
made.  More  has  been  done  in  the  past 
two  months  than  in  any  previous  time 
since  the  Canadian-Niagara  Bridge  Co. 
secured  its  charter.  The  pier  holes  have 
been  tested  and  gauged,  the  right  of  way 
optioned,  and  a  lari:e  part  of  Grand  Is- 
lanil  has  been  purchased  by  the  New 
York  Central  Rd.  The  right  of  way  from 
the  Michigan  Central  terminals  have 
been  optioned,  as  well  as  the  A.  Weaver 
farm,  which  will  be  the  site  of  the  Cana- 
dian  approach. 

Cape  Breton  Coal,  Iron  &  Ry.  Co.— A 
press  report  states  that  the  Cape  Breton 
Coal,  Iron  &  Ry.  Co..  of  which  H.  .T. 
Mayhew,  London,  Eng.,  is  President,  is 
about  to  reopen  its  coal  mines  at  Brough- 
ton,  N.S.  The  Broughton  colliery  was 
opened  up  a  number  of  years  ago,  and 
under  a  charter  granted  by  the  Nova 
Scotia  Legislature  in  189.T  the  company 
was  authorized  to  build  a  railway  and  to 
develop  a  shipping  port.  Nothing  was 
done  under  this  act  until  1903,  when  a 
company  of  which  Mr.  Mayhew  was  Pre- 
sident obtained  control,  and  between  that 
date  and  1905,  over  $1,000,000  was  said 
to  have  been  spent  in  sinking  shafts  and 
in  building  a  town  at  Broughton.  A  spur 
line  of  railway  from  the  collieries  to  a 
junction  with  the  Sydney  &  Louisburg 
Ry.  at  Homeville  Jet.,  was  completed  in 
190.5,  and  preparations  were  made  for 
shipping  the  output  at  Louisburg.  The 
company  got  into  financial  difficulties,  and 
after  some  ineffectual  attempts  were 
made  to  sell  the  property,  operations 
ceased  towards  the  end  of  1906,  or  early 
in  1907.  The  colliery  is  reported  to  have 
become  full  of  water.  (.May,  1907,  pg. 
::23.) 

The  Dominion  Atlantic  Ry.  has  carried 
out  considerable  work  during  the  past 
season  on  its  property  in  Nova  Scotia. 
About  20  miles  of  main  line  track  have 
been  relayed  with  85  lb.  steel  rails,  re- 
placing .56  and  6.5  lb.  .About  10  miles  of 
ballasting  have  been  done,  between  El- 
lerhouse  and   Mount    I'niacke. 

At  Kentville  the  company's  headquar- 
ters, the  2'2  story  station  and  office  build- 
ing has  been  extended  for  40  ft.,  provid- 
ing for  restaurant  anil  luncheon  room  and 
additional  office  accommodation.  An  im- 
proved station  130  x  30  ft.  has  been  built 
at  Digby,  as  described  in  Canadian  Rail- 
way and  Marine  World  for  March.,  pg. 
135.  A  -'S.OOO  gall,  water  Unk  has  also 
been  built  there. 

At  Kentville  the  following  buildings 
have  been  erected,  boiler  and  power 
house,  30  X  36  ft.;  machine  and  erecting 
shop.  60  X  ISO  ft.;  blacksmith  and  mould- 
ing shop,  30  X  144  ft.;  turntable,  70  ft., 
operated  by  Pilling  air  tractor.  The 
boiler  house  has  a  36  in.  brick  stack,  GO 
ft.  high,  on  concrete  base,  and  is  equip- 
ped  with   boilers   of   210   h.p.     The   ma- 


I  bine  and  erecting  shop  hai  an  overhead 
ifnllery,  for  tin  shop  and  general  fore- 
man's office,  in  the  machinery  end,  and 
the  erecting  shop  has  two  tracks,  and  an 
><0  ft.  concrete  inspection  pit.  with  driv- 
ing wheel  ilrop  pit,  eiiuippt-d  with  air 
operated  wheel  jack.  The  blacksmith 
shop  has  6  forges  and  the  moulding  shop 
is  e<iuipiM;d  with  forge  and  brass  fur- 
nace. The  buildings  have  woo<l  framing, 
with  Bishopric  stucco  hoard  and  cement 
stucco  on  outside,  the  roofing  is  heavy 
paroid.  All  buildings  are  steam  hcate<l 
and  electric  lighted.  The  new  shops  an- 
locate<l  so  as  to  provide  for  future  ex- 
tensions to  the  locomotive  shed,  also  car 
and  paint  shop,  with  necessarj'  trackage. 

.About  half  a  mile  from  Grand  Pre  vil- 
lage. Grand  Pre  Park  has  been  establish- 
ed, in  the  dyke  lands,  with  an  area  of  14 
acres.  It  has  a  rustic  gatehouse,  and  is 
enclosed  with  a  rustic  fence,  has  a  water 
garden  for  aquatic  plants,  and  contains 
a  monument  of  Evangeline,  Longfellow's 
heroine. 

Fxlmonton,  Dunvegan  &  British  Colum- 
bia Ry. — J.  A.  Macgregor,  General  Man- 
ager, is  reported  to  have  stated  recently 
that  improvements  on  the  line  are  being 
carried  out  steadily,  as  far  as  the  short- 
age of  labor  will  permit.  The  work  be- 
ing done  consists  of  putting  in  new  and 
additional  ties,  drainage,  etc.  The  real 
work  of  reconstruction  of  the  line  will 
be  begun  next  spring.     (Oct.,  pg.  550.) 

Esquimau  &  Nanaimo  Ry. — A  press  re- 
port states  that  the  Victoria,  B.C.,  City 
Council  is  about  to  call  for  tenders  for 
the  construction  of  the  substructure  of 
the  Johnson  St.  bridge.  F.  M.  Preston. 
City  Engineer,  returned  to  Victoria,  Oct. 
5,  from  Montreal,  where  he  had  been  in 
consultation  with  C.P.R.  engineers  in 
connection  with  the  plans.  Son:e  altera- 
tions in  the  original  plans  were  agreed 
upon,  and  as  soon  as  the  details  of  these 
have  been  worked  out  tenders  will  be  in- 
vited.    (Oct.,  pg.  550.) 

The  Flinflon  Mining  District.  —  .A 
number  of  members  of  the  Manitoba 
Legislature  were  taken  on  a  trip  of  in- 
spection recently  by  the  Northland  Asso- 
ciation over  the  mining  belt  in  which  the 
Kliiitlon  mining  proposition  is  situated. 
.A  railway  to  set^'e  the  district  would 
probably  start  from  near  Pa.--.  Man., 
and  the  probable  route  is  west  of  Lake 
Athapapuskow  to  the  Flinflon  mine, 
approximately  fO  miles.  It  is  estimated 
that  this  mine  will  produce  copper  ore 
in  sufficient  quantities  to  provide  2,000 
tons  a  day  for  a  smelter  for  30  years. 
There  are  several  propositions  for  a  rail- 
way line  under  discussion,  but  the  North- 
land .As.sociation  and  other  interests  fav- 
or the  line  being  built  by  the  Province 
of  .Manitoba.     (June,  pg.  297. i 

The  Great  Northern  Ry..  in  order  to 
carry  out  its  plans  in  Vancouver.  B.C.. 
has,  through  its  British  (^olumbia  sub- 
.-idiary,  the  Vancouver.  Victoria  &  East- 
ern Ry.  &  Navigation  Co.,  asked  the  City 
<'ouncil  that  certain  streets  and  lanes  in- 
tersecting its  cut  be  closed  and  conveyed 
to  it.  and  offers  in  exchange  certain 
other  properties  for  roadway  purposes, 
and  to  build  eight  steel  and  wooden 
bridges  over  the  cut.  The  proposition  is 
being  considered  by  a  special  committee. 
(July.  pg.  386.) 

Hudson  Bay  Ky. — A  press  report  states 
that  the  repairs  ordered  by  the  Domin- 
ion Government  to  be  carried  out  on  the 
line  lietween  Pas  and  Kettle  River  Ra- 
;)ids,  Man.,  have  l>een  completed 


November,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


607 


Michigan  Central  Kd. — The  Board  of 
Railway  Commissioners  has  approved  of 
locations  and  plans  for  freight  shed  at 
Ridgretown,  Ont..  and  joint  passenger  and 
freight  station  at  Hagersville,  Ont. 

North  Vancouver,  Lillooet  and  Pember- 
ton  Meadows,  B.C. — A  press  report  states 
that  the  Mayor  of  North  Vancouver,  B.C., 
is  advocating  the  construction  of  a  line 
between  North  Vancouver  and  the  Lil- 
looet and  Pemberton  Meadow  districts. 
North  Vancouver  is  the  starting  point 
of  the  Pacific  Great  Eastern  Ry.,  the  sec- 
tion between  North  Vancouver  and  Squa- 
mish  being  uncompleted.  The  P.  G.  E. 
Ry.  Co.  took  over  the  uncompleted  line  of 
the  old  Howe  Sound,  Pemberton  &  North- 
ern Ry.  and  Lillooet  is  now  a  station  at 
mile  111..5  on  that  line,  while  Pemberton 
Meadows  village  is  about  7  miles  from 
Pembsrton,  a  station  on  the  P.G.E.R.,  57.7 
miles  from   Squamish. 

Pacific  Great  Ea.stern  Ry. — A  press  re- 
port states  that  the  operating  depart- 
ment has  taken  over  GS  miles  of  line  be- 
tween Lone  Butte  and  Williams  Lake, 
B.C.,   from   the  contractors,  and  has  ex- 


tended the  regular  train  service  thei'eon. 
It  is  also  stated  that  track  has  been  laid 
from  Williams  Lake  to  Deep  Creek,  16 
miles,  and  that  a  contractors'  sen'ice  is 
being  given   thereon. 

The  B.C.  Government  is  reported  to 
have  sold  to  a  Seattle  firm  $1,000,000  of 
bonds  at  100.73684,  the  proceeds  of  the 
issue  to  be  used  for  construction  on  the 
railway.     (Oct.,  pg.  5.50.) 

Reid  Newfoundland  Co. — A  press  re- 
port states  that  work  is  to  be  started 
immediately  on  the  construction  of  about 
three  miles  of  line  to  connect  the  exist- 
ing line  with  the  proposed  new  terminal 
at  Argentia,  in  the  Placentia  Bay  dis- 
trict, and  that  the  terminal  pier  or  break- 
water at  this  point  will  be  ready  in  Jan. 
1921.     (Oct.,  pg.  547.) 

Toronto,  Hamilton  &  Buffalo  Ry. — Ap- 
plication was  made  to  the  Board  of  Rail- 
way Commissioners  at  Hamilton,  Ont., 
Oct.  7,  by  the  Toronto,  Hamilton  &  Buf- 
falo Ry.  Co.  for  permission  to  change  the 
alignment  of  its  tracks  on  Hunter  St.,  at 
the  corner  of  John  St.,  Hamilton.  Judg- 
ment was  reserved.     (June.  pg.  298.) 


Birthdays  of  Transportation  Men  in  November. 


Many  happy  returns  of  the  day  to — 

J.  O.  Adams,  General  Eastern  Freight 
.\gent,  Canadian  National-Grand  Trunk 
Rys.,  New  York,  born  at  London,  Ont., 
Nov.   21,   1872. 

J.  O.  Apps,  General  .\gent,  Mail,  Bag- 
gage and  Milk  Traffic,  C.P.R.,  Montreal, 
born  at  Tara,  Ont.,  Nov.  9,  1877. 

H.  E.  Beasley,  General  Superintend- 
ent, Esquimau  &  Xanaimo  Ry.,  Victoria, 
B.C.,  born  at,  Hamilton,  Ont,  Nov.  10, 
1862. 

W.  C.  Blake,  Division  Accountant,  Can- 
adian National-Grand  Trunk  Pacific  Rys., 
Winnipeg,  bom  at  Liverpool,  Eng.,  Nov. 
28,  1865. 

C.  C.  Bonter,  General  Baggage  Agent, 
Canada  Steamship  Lines,  Montreal,  born 
at  Toronto,  Nov.  13,  1884. 

G.  B.  Burchell,  Managing  Director, 
Bras  d'Or  Coal  Co.,  North  Sydney,  N.S., 
Nov.  1,  1877. 

J.  R.  Cameron,  Assistant  General  Man- 
ager, Western  Lines,  Canadian  National- 
Grand  Ti-unk  Pacific  Rys.,  Vancouver,  B. 
C,  born  at  Truro,  N.S.,  Nov.  5,  1865. 

F.  H.  Clendenning,  Foreign  Freight 
Agent,  C.P.R.,  Vancouver,  B.C.,  born  at 
Montreal,  Nov.  9,  1881. 

F.  Conway,  City  Freight  and  Passen- 
ger Agent,  C.P.R.,  Kingston,  Ont.,  born 
at  Ernestown,  Ont.,  Nov.  19,  1850. 

W.  L.  Crighton,  General  Advertising 
Agent,  Canadian  National  Rys.,  Toronto, 
bom  at  Derby,  Eng.,  Nov.  9,  1871. 

E.  C.  P.  Gushing,  Purchasing  Agent, 
C.P.R.,  Calgary,  Alta.,  born  at  Ottawa, 
Ont.,  Nov.  13,  1886. 

W.  R.  Davidson,  General  Superintend- 
ent, Western  Lines,  G.T.R.,  Chicago,  HI., 
born  at  Everton,  Mo.,  Nov.  8,  1871. 

W.  R.  Devenish,  Superintendent,  Monc- 
ton  Division,  Maritime  District,  Cana- 
dian National  Rys.,  Moncton,  N.B.,  bom 
in  County  Tipperarj',  Ireland,  Nov.  21, 
1882. 

A.  C.  Douglas,  .Assistant  General  Pur- 
chasing .\gent,  C.P.R.,  Montreal,  bom 
there  Nov.   10,   1881. 

W.  Downie,  ex-General  Superintendent, 
Atlantic  Division,  C.P.R.,  now  of  Whitby, 
Ont.,  born  at  Rock  Currie,  Ireland,  Nov. 
12,  1850. 

Jos.  Dubrule,  President,  Prescott  &  Og- 
densburg  Ferry  Co.,  and  General  Man- 
ager Canadian  Pacific  Car  &  Passenger 
Transfer    Co.,   Prescott,   Ont.,   born    at 


Spencerville,  Ont.,  Nov.  14,  1872. 

R.  L.  Fairbaim,  Assistant  Passenger 
Traffic  Manager,  Eastern  Lines,  Cana- 
dian National  Rys.,  Toronto,  born  at 
Stillwater,  Minn..  Nov.  24,  1880. 

J.  E.  Gibault,  Resident  Engineer,  Que- 
bec District,  Canadian  National  Rys., 
Quebec,  Que.,  born  at  St.  Jerome,  Terre- 
bonne County,  Que.,  Nov.  16,  1887. 

G.  N.  Goad,  Superintendent,  Nipissing 
Division,  Ontario  District,  Canadian  Na- 
tional Rys.,  Capreol,  Ont.,  bom  at  To- 
ronto, Nov.  26,  1884. 

Grant  Hall,  Vice  President,  C.P.R., 
Montreal,  born  there,  Nov.  27,  1863. 

J.  A.  C.  Kelman,  Telegraph  Traffic 
Supervisor,  Central  and  Western  Divi- 
sion, Grand  Trunk  Pacific  Ry.,  bom  at 
Bowmanville,  Ont.,  Nov.  1,  1886. 

W.  E.  Ladley,  Superintendent  of  Mo- 
tive Power,  Reid  Newfoundland  Co.,  St. 
John's,  Nfld.,  born  at  Leeds,  Eng.,  Nov., 
1875. 

J.  McMillan,  Manager  of  Telegraphs, 
C.P.R.,  Montreal,  born  at  Liverpool,  Eng., 
Nov.  2,  1866. 

A.  B.  McNaughton,  Superintendent, 
Portland  Division,  Eastern  Lines,  G.T. 
R.,  Portland,  Me.,  born  at  Amprior,  Ont., 
Nov.   10,  1877. 

H.  R.  Mallison,  Purchasing  Agent  and 
Secretary  to  President,  Montreal  Tram- 
ways Co.,  Montreal,  born  at  Toronto, 
Nov.  14,  1873. 

C.  Murphy,  General  Manager,  We.stern 
Lines,  C.P.R.,  Winnipeg,  born  at  Pres- 
cott, Ont.,  Nov.  20,  1865. 

G.  H.  Nowell,  Master  Mechanic,  Leth- 
bridge  Division,  .\lberta  District,  C.P.R., 
Lethbridge,  born  at  Montreal,  Nov.  13, 
1885. 

G.  Pelletier,  Assistant  Superintendent, 
Canadian  National  Rys.,  Levis,  Que.,  born 
at  Isle  Verte,  Que.,  Nov.  28,  1872. 

W.  J.  Quinlan.  District  Passenger 
Agent,  Canadian  National-Grand  Trunk 
Pacific  Rys.,  Winnipeg,  born  at  Mont- 
real, Nov.  21,  1883. 

J.  J.  Rose,  Robert  Reford  Co.,  General 
.\gents,  Cunard,  Anchor  and  Anchor- 
Donaldson  Steamship  Lines,  Toronto, 
born  there,  Nov.  22,  1878. 

G.  H.  Shaw,  ex-General  Traffic  Man- 
ager, Canadian  Northern  Ry.,  Toronto, 
born  at  Smiths  Falls,  Ont.,  Nov.  25,  1859. 

P.  D.  Sutherland,  General  Agent,  Pas- 
senger   Department,     Canadian     Pacific 


Ocean  Services,  Ltd..  Hong  Kong,  China, 
bom  at  Toronto,  Nov.  2,  1879. 

L.  C.  Thomson,  General  Storekeeper, 
Eastern  Lines,  Canadian  National  Rys., 
Toronto,  born  at  Kingston,  Ont.,  Nov. 
25,  1882. 

H.  P.  Timmerman,  Industrial  Commis- 
sioner, Eastern  Lines,  C.P.R.,  Montreal, 
born  at  Odessa,  Ont.,  Nov.  6,  1856. 

Guy  Tombs,  ex-Assistant  Freight  Traf- 
fic Manager,  Eastern  Lines,  Canadian 
National  Rys.,  now  Traffic  Manager,  Can- 
adian Export  Paper  Co.,  Montreal,  born 
near  Lachuto,  Que.,  Nov.  22,  1877. 

T.  D.  Utley,  Car  Foreman,  C.P.R., 
Weyburn,  Sask.,  born  at  Leytonstone, 
London,   England,   Nov.    1,   1890. 

T.  W.  White,  District  Engineer,  Cana- 
dian National  Rys.,  Edmonton,  Alta., 
born  at  Clinton,  Ont.,  Nov.  29,  1880. 

H.  E.  Whittenberger,  General  Mana- 
ger, Western  Lines,  G.T.R.,  Detroit, 
Mich.,  born  at  Peru,  Ind.,  Nov.  9,  1869. 

W.  A.  Whyte,  District  Freight  Agent, 
Canadian  National  Rys.,  Vancouver,  B.C., 
born  at  Hornsey,  Eng.,  Nov.  24,  1890. 


Grand   Trunk  Railway  Construc- 
tion, Betterments,  Etc. 


Hamilton  Bridge. — The  Board  of  Rail- 
way Commissioners  has  authorized  the 
rebuilding  of  the  bridge  carrying  the 
company's  tracks  over  the  Hamilton  Ra- 
dial Electric  Ry.  at  Birch  Ave.,  Hamil- 
ton, Ont. 

Sfoney  Creek  Subway. — The  Board  of 
Railway  Commissioners  at  Hamilton, 
Ont.,  Oct.  7,  considered  a  complaint  with 
i-eferenee  to  the  subway  under  the  G.T. 
R.  tracks  just  west  of  Stoney  Creek  sta- 
tion, Ont."  It  was  alleged  that  the  sub- 
way is  17  ft.  wide,  and  that  the  height 
from  the  surface  of  the  road  to  the  tracks 
is  10  ft.  3  in.,  and  insufficient  to  meet 
traffic  requirements,  and  that  it  is  im- 
properly^ drained.  In  addition  to  the 
question'of  the  apportionment  of  the  cost 
of  any  improvement  of  the  subway,  there 
are  some  engineering  matters  to  be  set- 
tled and  the  Commissioners  suggested 
that  the  parties  should  endeavor  to  get 
together,  and  promised  the  assistance  of 
the  Commission's  Chief  Engineer,  G.  A. 
Mountain. 

Woodstock  Interlocking  Plant.  —  A 
press  report  states  that  plans  are  under 
consideration  for  the  installation  of  an 
interlocking  plant  at  Woodstock,  Ont..  at 
an  estimated  cost  of  $20,000. 

London  Track  Elevation,  Etc. — A  press 
report  states  that  the  London  City  Coun- 
cil's level  crossing  committee  expects  to 
have  a  report  ready  for  submission  at 
an  early  date.  The  plans,  it  is  stated, 
will  involve  the  construction  of  subways 
at  Rectory  and  Rideout  Sts.,  both  of 
which  will  be  worked  in  with  a  general 
track  elevation  plan  to  be  taken  up  at  a 
future  date. 

.Another  press  report  states  that  the 
London  City  Council  has  been  advised 
that  the  Board  of  Railway  Commission- 
ers has  decided  that  in  the  event  of  the 
city  engaging  with  the  G.T.R.  in  track 
elevation  or  the  building  of  subways,  the 
city's  share  of  the  expense  should  be 
only  25';  and  the  railway  should  pay 
75%  of  the  total  cost. 

Port  Huron  Shop  Extension!?. — A  U.S. 
press  report  states  that  plans  for  ex- 
tensive improvements  to  the  car  and  lo- 
comotive shops  at  Port  Huron,  Mich.,  are 
under  consideration.      (Oct.,   pg.   550.) 


The  Railway  Y.M.C.A.  at  Bridgeburg, 
Ont.,  was  badly  damaged  by  fire,  on  Oct. 
13. 


t;o8 


NovpmbtT.  1920. 


Orders  by  Board  of  Railway  Commissioners  for  Canada. 


J.  r. »  . 


..thr 


•■Uan    lUllwcy 

'>     Mich     laall* 

«nl   of    Hall- 

•    who   h>vr 

:..or.l    of     Ihr 

np«r    tiMM    <lonr 


Imp-  rtant   tnifn**   onWra   aud«   bjr   thv   Poaril  arp 
in    rull    ..n    Bnnth«r    p«icr  uf    thl*    i>aur. 

c;rfirrml  onlrr  t07.  8«pt.  1."  KfMraniiinInK 
mtr«  anil  prn«lt7  rh«nrr«.  PublUhvd  fulljr  In 
I  .na.l.an     Hallsiir    >n<l    Marinr    World    for    OcU>- 


•    JOK       S<-pt.    V:    soil.    S<T)1.    9;   SIO. 

'.I.   Sppt.    Jl  :  aulhoriiinir   Inrrrmaca 

p«a«i*nrvr     mUia     kntl    approvjnir 

'I   fullr   In   Ciinxllan   Kallwajr  ami 

■    r   (Vtobcr.    p«».    .'..«   >na   .'.M. 

-    St;;.      JWpL    ■.■<     Am<-n<linit    um- 

»■••   rnal   ■hipmrnla   by   watrr   to   the 

l'„l,l,.h..l     In     full     in     CnnAillan 

r  Octob.r,  Pit.   .'MO. 

Amrntlinif  vrnprml 
.i>na  when-  nrc<'»««ry 

.  ^upplcmrnl  aulhorlud 

.l>*'h  one  d«y  noticr.  lo  »c- 
vuaaion  .'.0.4X0  of  IntrraUtf 
■    aulhorlKinK    I'.S.    carricn 

•  III-    upon    I    dfty    nnticv  aprclal 

•  ^''rrtxLinir       inrrvm««tt       nU^      and 
wl    under    but    not    in    conformity    with 

Vr     .lnt«l   July    29. 

-'      — '   r    Sl«.      Oct.    S.— RoBuUtiona    uov- 

r  furl  aupplira  throuvhuut  Canada. 

ni.-..      Rrpt.    2!>.  — Authoriiinir    l)o- 

■u.nl  of  Hralth   to  plnrc  aiiina  dcal- 

i;tr,    m.-    t>rrvpntion    nn<l    append    of    vt-noreal 

<^    in   pnnarnffrr  can   and  atation    Invatoriea : 

Inl     that    a     notation     be    carried    on     bottom 

rh    copy   of   ajirn    placed    under   provtaions    of 

[inlrr    to    effect    that    aanie    ia    iaaued    under 

uthority  of  the  Dominion   Department  of   Health. 

G.nrral  onlcr  :116.     Oct.   .',.-  Onlerinir  action   to 

■r    tnk'-n     by    f u -I    ailminiatratora     renP'.'Ctin;^    cars 

f    roal    held    loadnl    longer    than    ^ix    dn>:i    after 


r^arvn 


th 


!I0.08«.  Svpl.  A.— AuthoriiiDK  Canadian  Na- 
tional Rya.,  pcndinir  further  order,  to  remove 
airrnt  at  Foreaten  Falb,  OnL.  on  condition  that 
<*arptaker    be    appoint«d. 

.10.0S7.  Sept.  ".-  OrderinB  C.P.R.  to  cut  down 
hitrh  trrDund  in  each  direction  to  not  more  than 
(  ft.  above  roadway  level  at  croaainK  of  aide  road 
between  Ixita  .'.  and  6,  Con.  10,  Morris  Tp..  Ont.. 
Go«lerich    Rranch. 

ao.O.xH.  Sept.  8.-  Authoriiintc  Halifax  &  South 
Weatem  Ry.  (CNR.)  to  fill  in  Dutch  Villaee 
trratle.  mile  -I  Cheater  Subdiviaion.  Brid»fewater 
DIviaion,    N.S. 

S0,089.  Sept.  9.— Authorizinic  C.P.R.  to  build 
two  apurv  acrtma  Carriepe  St.,  Montreal,  ffir  Bar- 
rett  Co. 

.10.090.  Sept.  10.  AuthorizinK  Kettle  Valley 
Ry.  to  build  ita  Penticton  to  International  Itound- 
ary  branch  at  grade  acroaa  Penticlon-Fnirview 
hivhway    at    mile    2. IS. 

30.091.  .Sept.  10.  Authorizine  C.P.R.  to  divert 
ro«d  allowance  on  eaat  boundary  of  n.w.  !/«  Sec. 
32.  Tp.  13.  Ranee  7,  at  mile  96,  Reaton  Subdivi- 
aion.   Saalc. 

30.092.  Sept.  9.-  Authorizing  Union  School 
Section  22,  Brantford,  and  7,  Onondnita,  Ont..  to 
build  ditch  along  weat  aide  of  achnol  aection  con- 
ncctinir  Brantfonl  *  Hamilton  Ky.  ditch  with 
ditch   alonit   the   Stone   Road,    Brnntfnrd  Tp..   Ont., 

30.093.  Sept.  9.-  Authoriiing  Nelaon  Tp..  Ont.. 
to  lay  hiichway  croaaing  over  Toronto  A  Niaearn 
Power  Co.'a  right  of  way.  and  Hamilton  Radial 
Electric  Ry.  in  Lot  12,  Con.  3,  aouth  of  Dundaa 
St. 

30.094.  Sept.  10.  Authorizing  C.P.R.  to  divert 
poad  allowance  on  a^iulh  boundary  of  a.  w.  ».i  Sec. 
2K.  Tp.  1  I.  Range  M.  weat  2nd  meridian,  at  mile 
101.  Reaton  Subdiviair.n.  and  to  cloae  diverted 
portion    within    limita   of   il«   right  of  way. 

S0.09r..  Sept.  II  Amending  onler  29.97.'.,  Aug. 
12.  re  Prhuilding  of  nrand  River  Ry.  bridge  4. 
over   Spring    Creek.    Preaton    Jet,    OnL 

30.098.  .<Nept.  10.  Authorizing  G.T.R.  to  lay 
10  In.  water  main  acn>aa  Montreal  Park  A  laland 
Ry.  rivht  of  way,  landa  and  tracka  at  Turcot,  Que. 

30.097  .Sept  IS  '  Ordering  that  no  further  pn.- 
t«ctlon  be  re<iuire<l  at  croaaing  of  Weatcheater 
Ave..  1'^  milea  from  St.  Calharinea,  Ont,  ao  long 
a*  n.T.R.  and  Niagara.  SL  Catharinea  «  Toronto 
Ry.  mainUIn  apeed  limiUtion  of  10  milea  on 
hour  over  aame. 

30.098.  Sept.  14.-  Approving  plan,  proAle  and 
book  of  reference  ahowing  rrviaeil  location  of 
Canadian  Northern  Pacific  Ry.  through  fimetlonal 
a.  w.  >.i  Sec.  4.  Tp.  19;  n.  w.  >,  See.  32.  Tp.  IS. 
Range  14.  weat  lith  meridian,  and  D.I..  442.  Group 
I.  Kamloopa  DIviaion.  Yale  Diatrirl.  II C.  and  re- 
scinding   order    29.0B.'>.    Aug.    10. 

30.099.  Sept.  10.  Reacinding  or.lrr  21.707.  Apr. 
2«.  1914.  re  Canadian  Northern  Uy.  apur  for 
fjike   Winnipeg    Shipping   Co.   at   W.»<lr<>yd.    Man. 

30.100.  .Sept.  13  Onlerlng  O.T  R.  to  pay  tdO 
to  T.  Morriaon  fop  damagea  to  hia  land  cauaetl  by 
ila  exerciae  of  powera  under  order  .'9.837.  re  high- 
way   obatrucliona    near    Niagara    Falla.    Ont. 

30.101.  Sept.  14.-  Authorialng  C  I' R.  to  build 
eztenaion  to  apur  for  Toronto  C«rp'-t  Mfg  Co.. 
Parkdale.    Ont. 

30.102.  .Sept.      II.      Ordering     CPU       lo     build 


•  tandani  2  aUll^n  at  Ilufn-al.  Man  .  by  Aug  1. 
1U21.  and  pending  erection  to  ppr.vlde  by  Oct-  1. 
1920,  PfKim  and  protection  for  package  freight 
ellh»r  by  removing  coal  from  preaenl  freight  ah.>l 
or    by    fumlahing    additional    accmmoilation. 

SO.IOt.  Hrvt.  14  -  DIajnIaaing  application  of 
Mooa*  Jaw  rural  municipality  Kl.  .<<aak..  for  or- 
der directing  C.I'  R.  to  provide  crtxalng  at  IWvvnth 
Ave..    Mooae    Jaw. 

30.104.  SepL  lA.-  KzUndIng  for  three  montha 
time  within  which  C.P.R.  apum  for  Jenckea  Cana- 
dian  Co..   Drummond.   Que.,   may  l>e   built 

SO.lOr..  Sept.  IS.-  Ordering  Grand  Trunk  Pa- 
cific Ry.  to  extend  aUUon  platform  at  Telkwa. 
B.C  .    not  leu   than    KiO   ft.,   by    Oct.    31. 

30.10«.  Sept  17.-  Extending  to  July  31.  1921. 
time  within  which  interlocking  plant  at  cpoaaing 
of  C.P.R.  and  C.T.R..  Kingaton.  Ont,  mar  b*  In- 
aUllad. 

30.107.  Sept  17.-  Approving  new  location  of 
G.T.R.    alation    at    Ixing    Branch,    Ont 

30.108.  Sept  IS.- Authorizing  C.P.R.  u>  build 
eitenaion  of  apur  for  North  SUr  Oil  A  Refining 
Co..    St    Boniface,    Man. 

30.109.  Sept  17. — Approving  route  nfuip  of 
general  location  of  Canadian  National  Rya.  Bor- 
den  Northerly    Branch,  mile  0  to  M.6.   Saak. 

30.110.  Sept  17.-  Relieving  G.T.R.  from  pro- 
viding further  protection  at  croaaing  weat  of 
GriK-nfleld.   Ont 

30.111.  Sept  17. — Authorizing  Granil  River  Ry. 
to  make  alterationa  in  ita  line  aa  built  in  North 
Dumfriea  Tp.  and  GaU,  Ont  ;  to  build  new  aU- 
tion  immediately  aouth  of  Main  St,  Gait  ;  to  take 
cerUin  G.T.R.  lan.U ;  to  lay  track  under  C.P.R.: 
lo  croaa  G.T.R.,  aouth  of  Dundaa  Road  ;  to  inatall 
diamond  at  croaaing  of  G.T.R. .  protecting  aame 
with  interlocking  plant,  dernila.  home  and  dia- 
Unt  aignala,  etc. :  to  connect  with  C.P.R..  and  to 
croaa  at  grade,  Heapeler  Road,  SamtJelaon  and 
Beverly  St..  Dundaa  and  Waterloo  Road.  Kerr  and 
Main  Sta..  Grantham  Ave..  Rollo  and  Bond  Sta.. 
Gait  and  portion  of  Dundaa  and  Waterloo  Road 
and    Heapeler   Road,    North    Dumfnea   Tp..    Ont 

30.112.  Sept  18.— Authorizing  C.P.R.  to  divert 
road  allowance  on  weat  boundary  of  a.w.  li  Sec. 
.').  Tp.  -I,  Range  9,  west  principal  meridian,  also 
to  carry  aame  at  grade  acroaa  its  tracks  at  mile 
107.8.  La  Riviere  Subdiviaion,  and  to  cloae  divert- 
ed  portion    within    right  of   way   limita. 

30.113.  Sept  20.- -Authorizing  C.P.R.  to  re- 
build bridge  81. .1  over  Little  Pic  River.  Heron 
Bay   Subdivision.    Algoma    District.    Ont. 

30.111.  Sept  20.— Authorizing  C.P.R.  U>  build 
-spur  across  Leonard  St..  Quebec.  Que.,  for  Quebec 
Preserving  Co. 

aO.lKi.  Sept  20.-  Authorizing  C.P.R.  to  divert 
road  allowance  on  north  boundary  of  n.e.  'i  Sec. 
22.  Tp.  13,  Range  22,  weat  principal  meridian,  at 
mile  16.01.  MinioU  Subdivision,  and  to  close  di- 
verted Portion   within    right  of  way  limits. 

30.1  Ifi.  Sept  20.— ExU'nding  to  Oct  31.  the 
time  within  which  work  shall  be  done  by  G.T.R.  at 
Garrison    Road    crossing.    Bertie   Tp..    Ont 

30.117.  Sept  20.— Dismissing  application  of 
residents  of  Jasmin,  Sask.,  for  onler  requiring 
Grand  Trunk  Pacific  Ry.  to  appoint  station  agent 
there,  and  ordering  G.T.P.R.  to  appoint  grain 
agent  during  September.  October,  November  and 
December  each   year  until   otherv**ise  onlered. 

30.118.  Sept  21.-  Dismissing  application  of 
United  Farmers  of  Manitoba.  Reaburn  Branch, 
for  an  agent  at  Reaburn,  Man.,  and  ordering  C.P. 
R.    to   appoint   car^-taker  there. 

30.119.  30.120.  Sept  22.— Approving  revised 
location  of  Canadian  Northern  Pacific  Ry.  Okana- 
gan  Branch  from  mile  63  to  6.'i  east  from  Kam- 
loopa Junction,  and  from  mile  11. .S  to  11.3  south 
from    Vernon.    B.C. 

30.121.  Sept  22.— Approving  reviaed  location 
of  Canadian  National  Rya.  throu>;h  Victoria  Park. 
Humboldt.  Saak.,  mile  .'.3.09  Ui  .'.3.62,  and  author- 
izing croaaing  of  Limerick  St..  2nd.  Srd  and  4lh 
Avr«  .    Macfyean    St.    and    ."^Ih    Ave. 

30.122.  Sept  21.  - -Approving  agreement.  Sept. 
3.  between  Bell  Telephone  Co.  and  Peerieas  Tele- 
phone  Co..    OxfonI    County.    Ont 

30.123.  Sept  22.  Authorizing  C.P.R.  to  build 
extenaion  of  apur  for  Canadian  Oil  Companies. 
Winnipeg. 

30.124.  Sept.  22  Approving  location  and  plan 
of  Michigan  Central  Rd.  freight  abed  at  Ridge- 
t4iwn.   Ont 

30.12.'^.  Sept.  21.  Authorizing  OnUrio  Ijinds 
and  Foreata  Department  to  make  highway  croaa- 
ing over  G.T.R.  on  U.t  U.-Con.  11.  ChalTey  Tp  . 
.Muakoka     Dialrict 

30.126.  Sept.  21.  Authoriiing  Maripoaa  rural 
municipality  3A0.  Saak..  to  make  highway  criMa- 
ing  over  C.P.R.  between  Sees.  29  and  32.  Tp.  3.'.. 
Range  21.   weat   3nl  meridian. 

30.127.  Sept.  21  Authorizing  Canadian  Na- 
tional Rya.  to  make  highway  ccaaing  and  diver- 
sion In  n.w.  '-i  Sec.  6,  Tp  26.  Range  1.  weat  4th 
meridian.    AlU. 

30.128.  Sept.  21.  Approving  Doatnn  4b  Maine 
Rd.  bylaw.  Aug.  S,  authorizing  G.  Fort  G.  H 
Kaaton.  J.  R.  MacAnanny  and  F.  A.  Hnrtler.  or 
any  of  them,  to  ratabliah  or  change  rulea.  regu- 
lationa.  rates,  fanca.  tolla.  etc.,  within  CanaiU 
and  to  publiah  and  file  Uriffa  and  acheilules.  and 
rescinding   ordera    14.244   and   24.194. 

30.129.  Sept  23.  Extending  30  daya  time 
within  which  G.T.R.  may  do  work  pequlpol  under 
onler    29.710.    re    rrmoval    of    trees    at    Weat    IIIII. 


Onl 

;to.l.^O  .Sept  -■;■  Appr...ing  plan  ahciwing  pro- 
p<iM-<l  replacement  of  delecUir  tiara  by  electric 
l.a-klng  at  Intrrlocklng  plant  pr<.t«cting  Wrllaod 
Canal  drawbridge.  Toronto.  Hamilton  A  BnfTale 
Ky.  connection  croaaing  of  Michigan  Central  B<L 
by  NUgara.  8t  Catharines  4k  ToroBlo  Ry.  at 
Welland.    Ont 

30.ISI.  .Sept  2«.-  Approving  Grand  TrTjnk  Pa- 
riftc  Ry.  clearanc*  at  lawdual  conveyor  and  plan- 
ing  mill,   for  Glaconw    Lumber   Co..   Giacome.    B.C. 

30.132.  S«pt  2.'..  Ordering  C  PR  to  install 
gates  at  cnwainga  of  Pall  Mall  and  Waterloo 
SU..    Ix.ndon.   Ont.   by   June   I.    1921. 

50.133.  Sept  23-  Ordering  C.P.R.  to  boUd 
tranafer  track  with  Canadian  National  Rya.  at 
Conquest    Raak.,    by    Nov.    1. 

30.184.  8«pt  23-  Authorizing  C.P.R.  to  make 
rhangea  to  sidinga  for  CorrMgateil  Paper  Box  Co  . 
Toronto. 

30.1SK.  Sept  24.  Relieving  Eaguimalt  «  Na- 
naimo  Ry.  from  providing  further  protection  at 
croaaing  at  mile  76.57.  about  1.9S3  ft  north  of 
Wellington    aouth    board,    Vancouver    laland.    B.C. 

30.136.  Sept  24— Relieving  G.T.R.  frt.m  ppi>- 
viding  furthep  protection  at  tint  croaaing  east 
of    Poltepaburg.    Ont 

30.137.  Sept  24.— Authorizing  railwaya  until 
furthep  order,  to  iaaue  free  tranapoptation  to  one 
chief  Inapeclop  and  3  inapeetopt  of  live  atock  cara 
and  yarda  of  Dominion  Department  of  Agriculture. 

30.138.  Sept.  21.  Approving  agreement  be- 
tween Bell  Telephone  Co.  and  Bromley  Telephoo* 
Asaociation,  Renfrew  County.  Ont,  and  re»cind- 
ing   order  26,029. 

30.139.  Sept  25.- Rescinding  order  of  the 
Railway  Committee  of  the  Privy  Conniil.  Nov. 
22.  1892.  respecting  croaaing  of  Wonham  St.  In- 
geraoll,  Ont,  by  G.T.R. 

30.110.  Sept  27.— Authorizing  C.P.R.  to  build 
spur  for  Northwest  Grain  Dealerm  Association. 
St    Boniface,    Man. 

30.141.  Sept  27.-  Authorizing  Canadian  North- 
em  Pacific  Ry.  to  croaa  Aberdeen  Road  at  mile 
2.  Lumby  Branch,  on  ita  Vemon-Lumby  eitra- 
sion,    B.C. 

30.142.  Sept  25.— Approving  asre«ment  be- 
tween Bell  Telephone  Co.  and  Fanners  Telephone 
Co..  Chateauguay,  Huntingdon  and  Bcaahamoia 
and   St.    Johns   Counties.   Que. 

30.143.  Sept  27.— Authorizing  C.P.R.  to  divert 
road  allowance  in  n.w.  'i  Sec.  19,  Tp.  26.  Range 
13.  west  Srd  meridian.  Soak.,  and  to  close  divert- 
ed portion  within  limita  of  right  of  way.  mile 
241.44    Bassano   Easterly    Branch. 

30.144.  Sept  28. —  Recommending  to  Governor 
in  Council  for  sanction,  agreement  betwci  n  C.P. 
R.  and  Pere  Marquette  Rd.  re  joint  use  of  C.P.R. 
facilities  at  Windsor  and  Walkerville  Jet.  Ont. 
and  exempting  companies  from  complying  witii 
conditions  as  to  notice  and  publication  as  pro- 
vided. 

80.1 4.";.  Sept  2.";.- Approving  certain  plans  of 
C.P.R.    standard    reinforced    concrete    spans. 

30.146.  Sept  27.—  Approving  revised  location 
of  Canadian  Northern  Pacific  Rj.  Lumby  Branch 
of  its  Kamloops-Kelowna-Lumby  Branch,  mile  V  6 
to    12. 

.30.147.  Sept  27- -Dismissing  complaint  of 
Thos.  McClymont  Prince  Rupert,  B.C.,  pe  Grand 
Trunk  Pacific  Ry.  rate  of  J2.40  a  ton  on  coal 
from   Telkwa   lo    Prince   Rupert   B.C. 

30.148.  Sept.  27.  —  Approving  revised  location 
I.Saskatchewan  Ijind  Survey!  of  portion  of  C.P.R- 
l,eader  Southeasterly   Branch   from  mile  0  to  25.7. 

30.1 19.  Sept  28.-  Authoriiing  Canadian  Nor- 
Ihern  Pacific  Ry.  to  build  Y  at  Lumby,  B.C..  and 
approving   station    grounds    there. 

SO.l.'iO.  Sept  28.-  Authoriiing  G.T  R.  to  build 
-iding  and  spur  for  Sarnia  Bridge  Co.,  Samla. 
Ont 

30.151.  Sept.  27. —  Approving  revised  location 
..f  portion  of  C.P.R.  Swift  Current  Northwesterly 
Branch,  mite  28.86  to  34.23,  and  authorizing  it 
to   cross    certain    road   allowances. 

30.152.  Sept  28-  Authorizing  G.T.R.  to  build 
spur  for  Willanl  Storage  Battery  Co..  and  Bate- 
man-Wilkinaon    Co..   Toronto. 

30.153.  Sept  28-  Authorizing  G.T.R.  to  build 
>pur  acroos  Lusignan  St..  Montreal,  for  Pintacb 
Compressing    Co. 

30.154.  Sept  SO.-  Ordering  G.T.R.  forthwith 
to  provide  siding  2^  milea  s«.uth  of  flag  station 
at  Souterville.  between  Glencoe  and  Kingscourt. 
Ont 

S0.1R5.  Sept  29.-  Onlering  C.P.R.  to  build 
station  with  pasaengep,  fpeight,  express  and  tele- 
graph aervice.  at  or  near  Victoria  Ave.,  Weat- 
Ixiro,    Ont,    by    Dec.    1. 

S0.1S6.  Sept  28.— Authorizing  G.T.R.  lo  re- 
build bridge  carrying  its  tracks  over  Hamilton 
Radial   Electric   Ry.   at   Birch    Ave  .   Hamilton.  Ont. 

30.1.'.7.  Oct  1.-  Authorizing  Minneapolis.  St. 
Paul  A  Sault  Ste.  Marie  Ry.  and  other  railways 
•  .(lerating  from  Dululh.  St.  Paul.  etc..  to  stations 
in  Western  Canada,  to  file  revised  Pates  on  coal 
and  coke  from  Duluth.  St.  Paul,  etc.,  to  auiions 
in    Weatepn   Canada  upon  one  day   notice. 

30.1.'.8.  Oct  4-  Authorizing  Chicago.  Milwaukee 
&  St.  Paul  Ry.  to  file  pevised  rates  on  machinepy 
from  Chicago  and  Milwaukee  to  atationa  in  On- 
tario uiKin    15   flaya    notice. 

30.159.  Sept.  30.  Ordering  Edmonton.  Dunve- 
wan  41  Britiah  Columbia  Ry.  to  epect  fencea  along 
.Is   right  of   way  through   M.    Moody's   propertr   In 


November,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


609 


».w.    V,  See.   26,   Tp.  65,  Ranue  2,  west  5th  meri- 
dian.   Alta.,    by   June    1.    1921. 

80.160.  Sept.  30.— Authorizing  British  Colum- 
bia Electric  Ry.  to  cross  lane  between  12th  and 
18th   Avc«.,    Vancouver,    B.C. 

80.161.  Sept,  30. — Authorizing  Canadian  Nor- 
thern Quebec  Ry.  to  make  highway  crossing  and 
diversion  in  Lots  12,  14  and  197,  Range  2.  St. 
Paulin  Parish,  Que.,  mile  103.6,  St.  Lawrence 
Subdivision. 

80.162.  Sept.  30.— Approving  plan  showing  ex- 
tension of  Jacques  Cartier  St.,  Saraille  Road,  Ste. 
Cecile,  Que.,  across  St.  Lawrence  &  Adirondack 
Ky. 

80.168.  Sept.  30.— Authorizing  C.P.R.  for  6 
months  and  pending  rebuilding  of  bridge  as  au- 
thorized under  order  29,697,  to  rebuild  bridge  9.3, 
Carleton    Place    Section,    Eastern    Division. 

80.164.  Oct.  1.— Approving  Maine  Central  Rd. 
supplement  2  to  Standard  Passenger  Tariff  C.R. 
0.  214. 

80.165.  Sept.  29.— Amending  order  29,971,  which 
approved  Canadian  Northern  Pacific  Ry.  plan, 
profile  and  book  of  reference  of  it^  Okanagan 
Branch  revised  location  from  mile  44.7  to  46.11, 
east   from    Kamloops   Jet..    B.C. 

30.166.  Sept.  30.— E.xtending  peremptorily  to 
Nov.  1  time  within  which  work  required  to  be 
done  under  order  28,27.').  re  C.P.R.  addition  to 
freight  shed  at   Prelate.   Sask..   be  completed. 

80.167.  Sept.  30.  Authorizing  C.P.R.  to  divert 
road  allowance  on  north  and  east  boundaries  of 
n.w.  ^4  Sec.  25.  Tp.  24,  Range  3,  west  2nd  meri- 
dian, to  carry  same  across  its  right  of  way  at 
mile  15.6  Wynward  Subdivision,  and  to  close  di- 
verted portion  within  right  of  way  limits. 

80.168.  Oct.  1. — .Approving  location  and  plans 
of  Michigan  Central  Rd.  joint  passenger  and 
freight   station   at   Hagersville.   Ont 

30.169.  Sept.  29. — Authorizing  C.P.B.  to  re- 
build bridge  29.27  over  Riley's  Creek.  North  Bay 
Subdivision.   Algoma   District,   Ont. 

80.170.  Sept.  29. — Authorizing  Grand  River 
Ry.  to  build  at  prade  an  additional  track  (double 
track)  across  Speedsville  and  Breslau  Roads,  Wat- 
erloo  Tp..    Ont. 

80.171.  Sept  29.— Authorizing  C.P.R.  to  divert 
Kelley  Lake  Road  in  Con.  2,  McKim  Tp..  Ont.; 
to  carry  same  across  its  tracks  at  mile  2.56  Webb- 
wood  Subdivision,  and  to  close  diverted  portion 
within  limits  of  right  of  way. 

80.172.  Sept,  28.— Authorizing  C.P.R.  to  rebuild 
bridge  91.48,  Cartier  Subdivision,  Algoma  Dis- 
trict.   Ont. 

80.173.  Oct.  4. — Authorizing  Canadian  Na- 
tional Rys.  to  build  spur  for  Prairie  Biscuit  & 
Confectionery   Co.,   Regina.   Sask. 

80.174.  Oct.  4.— Authorizing  C.P.R.  to  rebuild 
bridge  10.17  White  River  Subdivision,  Algoma 
District,   Ont. 

30.175.  Oct.  1.  Approving  Canadian  Northern 
Ontario  Ry.  changes,  consisting  of  diversion  of 
waters  of  Orient  Bay  and  filling  in  of  two  bridges 
at  mile  43.67,  Nipigon  Subdivision.  Thunder  Bay 
District, 

30.176.  Sept.  26. — Approving  revised  location 
of  portion  of  C.P.R.  Leader  Southeasterly  Branch, 
mile  28.82  to  31.87,  and  authorizing  crossing  of 
certain   highways. 

30.177.  Oct.  6.— Authorizing  British  Columbia 
Public  Works  Department  to  build  crossing  with 
gates  over  Koot«nay  Central  By.  at  mile  82.22. 

30.178.  30.179.  Oct.  4.— Approving  Bell  Tele- 
phone Co.  agreement  with  Bonfield  Telephone  Co.. 
Nipissing  District,  Ont..  and  Emily  Tp..  Ont.,  and 
rescinding  order  26.382.   July   26,   1917. 

30.180.  Oct.  4. — Approving  plan  of  proposed 
interlocking  plant  at  crossing  of  G.T.R.  main  line 
and  its  Port  Dover-Stratford  line,  at  Woodstock, 
Ont. 

30.181.  Oct.  4. — Relieving  Canadian  National 
Rys.  from  providing  further  protection  at  first 
public    crossing    west   of   Lachute,    Que. 

30.182.  Oct.  5. — Authorizing  Saskatchewan  Pub- 
lic Highways  Department  to  build  highway  cross- 
ing over  Grand  Trunk  Pacific  Ry..  north  of  n.w. 
Vi  Sec.  36.  and  in  center  of  Sec.  36,  Tp.  42.  Range 
26.    west    2nd    meridian. 

80.183.  Oct.  7.— Authorizing  G.T.R.  to  build 
siding   for  R.   Boehmer  &   Co..   Kitchener.  Ont. 

SO  184.  Oct.  5.— Authorizin<r  Saskatchewan  Pub- 
lic Highways  Department  to  build  highway  cross- 
ing over  Canadian  National  Rys.,  in  s.e.  H  Sec. 
15.   Tn.   26.   Range  26.   west  3rd  meridian. 

80.185.  Oct.  4.— Authorizing  Niagara,  St.  Cath- 
arines &  Toronto  By.  to  build  coal  track  for  In- 
terlake  Tissue  Mills  Co.,  between  Thorold  and 
Merritton,   Ont. 

30.186.  Oct,  6. — Rescinding  order  22.242.  July 
20.  1914,  authorizing  Canadian  Northern  Ry.  to 
build  spur  for  Builders  Supply  Co.  at  mile  39.67, 
0»k    Point  Subdivision,   Man. 

30.187.  Oct.  B.— Extending  to  Oct.  31  time 
within  which  wigwag  signals  may  be  installed 
at  G.T.R.  crossing  of  Parkdale  Ave.,  Ottawa.  Ont. 

80.188.  Oct.  6. — Ordering  Canadian  National 
Rys.  to  provide  forthwith  cattle  pass  for  T. 
i'rudhomme  on  Lot  37.  broken  front  concession. 
North    Plantapenet   Tp..    Ont. 

30.189.  Oct.  6— Ordering  Canadian  National 
Eys.  to  stop  trains  B  and  6,  on  fla".  at  Richmond, 
Ont..  and  dismissing  C.N.B.  application  to  dis- 
continue stopping  of  these  trains.  See  also  order 
80.209. 

80.190.  Oct.  6. — Dismissing  application  of 
Bonrds  of  Trade  of  Sydney  and'  North  Sydney. 
N.S..  that  said  points  be  given  benefit  of  special 
tariffs  on  export  and  import  freight  and  for  pas- 
sengers holding  steamship  tickets  as  possessed  by 


other  Canadian  ports  engaged  in  this  traffic. 

30.191.  Oct.  6. — Authorizing  CT.R.  to  operate 
over  siding  3er\-ing  Feldspar  Milling  Co.,  Toronto. 

30.192.  Oct.  6.— Amending  order  30,114.  Sept. 
20,  re  Canadian  National  Rys.  spur  for  Quebec 
Preserving   Co.,   Quebec.   Que. 

30.193.  Oct.  7. — Authorizing  Canadian  Northern 
Quebec  Ry.  to  cross  and  divert  highway  at  mile 
101.3  from  Montreal,   in  St.  Barnabe  Parish,  Que. 

30.194.  Oct.  7.— Authorizing  G.T.R.  to  build 
three  spurs  tor  Dominion  Sugar  Co.,  Kitchener, 
Ont. 

30.195.  Oct.  7.-  Relieving  C.P.R.  from  provid- 
ing further  protection  at  second  crossing  west 
of  Sand   Point.   Ont. 

80.196.  Oct.  7.— Authorizing  Canadian  Northern 
Quebec  Ry.  to  cross  and  divert  highway  between 
St.  Severe  and  St.  Barnabe  Parishes.  Que.,  mile 
102.34   from   Montreal. 

30.197.  30,198.  Oct  6.— Approving  revision  of 
Canadian  Northern  Pacific  Ry.  Okanagan  Branch 
mile  21.4  to  24.8,  Vernon  to  Kelowna,  on  Duck 
Lake  Indian  Reserve  no.  7,  and  mile  27.1  to  29.2. 
Vernon-Kelowna  section  of  its  Kamloops-Kelowna 
Branch,    B.C. 

30.199.  Oct  6. — Authorizing  Canadian  Northern 
Ontario  Ry.  to  open  for  traffic  its  branch  line 
from  its  yard  at  Cartierville,  Que.,  to  the  village, 
0.845  mile. 

30.200.  Oct.  9.- Authorizing  C.P.B.  and  Sher- 
brooke  Ry.  &  Power  Co.  to  operate  over  crossing 
at  Alexander  St,  Sherbrooke,  Que.,  without  first 
stopping   trains. 

30.201.  Oct  9.— Authorizing  C.P.R.  to  rebuild 
bridge  2.33  over  Duchesnay  Creek,  on  its  Cartier 
Subdivision,   Ont. 

30.202.  Oct.  6.— Authorizing  G.T.R.  to  close 
its   station   at   Aston.   Que. 

30.203.  Oct.  9.— Authorizing  Kettle  Valley  Ry. 
to  open  for  traffic  itis  line  from  Copper  Mountain 
to  a  junction  with  .Vancouver.  Victoria  &  East- 
ern Ry.  (G.N.R.l  at  Princeton.  B.C..  mile  0  to 
13.7. 

30.204.  Oct  9. — Approving  Canadian  National 
Rys.  bylaw  authorizing  W.  Hateley,  Assistant 
General  Freight  Agent,  to  issue  tariffs  of  tolls. 

30.205.  Oct.  11.— Rescinding  orders  9.342  and 
12,312.  Jan.  18  and  Sept.  8.  1910,  re  G.N.R.  train 
service  between  Guichon  and  Colebrook,  B.C. 

30.206.  Oct  11.— Dismissing  complaint  of 
White  &  Co..  Hamilton.  Ont,  against  demurrage 
charged  under  rule  6  of  Canadian  Car  Demurrage 
rules  on  two  cars  of  potatoes  delayed  in  loading 
at  -Utopia,  Ont.  . 

30.207.  .Oct  11. — Authorizing  C.P.R.  to  rebuild 
bridge  116.88  over  Echo  Lake,  Thessalon  Subdi- 
vision.   Algoma   District.   Ont. 

30.208.  Oct  12.— Authorizing  G.T.R.  to  rebuild 
overhead  bridge  K.E.  43.64  carrying  McNab  St, 
Hamilton,  Ont.,  over  its  tracks. 

30.209.  Oct  11. — Amending  order  30.189.  Oct. 
0.  re  Canadian  National  Rys.  stopping  trains  6 
and  6  at  Richmond,  Ont,  by  striking  out  the 
words   "on   flag." 

30.210.  Oct  12.— Ordering  Grand  Trunk  Pa- 
cific Ry.  to  enlarge  station  and  waiting  room, 
install  team  track  and  cut  away  bank  west  of 
station    at   Hazelton.    B.C. 

30.211.  Oct  12. — Amending  order  30.115.  Sept. 
20.  re  C.P.B.  diversion  of  road  allowance  in  n.e. 
'I'Sec.  22.  Tp.  13  .Range  22,  west  principal  meri- 
dian,  mile   16.04   MinioU   Subdivision.  Man. 

30  212.  Oct.  12. — Approving  location  of  por- 
tion of  C.P.R.  Moose  Jaw  Southwesterly  Branch,, 
Assiniboia  to  Consul,  mile  57.5  to  65.22,  and 
authorizing    crossing    of    certain    highways. 

80.213.  Oct.  13.- Ordering  Atlantic.  Quebec  & 
Western  Ry.  to  make  ditch  along  center  of  P. 
Tcnnier's  land,  Little  Pabos.  Que.,  18  in.  deep 
and  2  ft  wide  from  culvert  under  track  to  water 
course   along   his   property. 

30.214.  Oct.  13. — Extending  for  two  months 
time  for  installation  of  automatic  bell  at  C.P.R. 
crossing  about  a  mile   north   of   Guelph.   Ont. 

30.215.  Oct.  13.— .Authorizing  Saskatchewan 
Highways  Department  to  build  highway  crossing 
in  n.w.  VI  Sec.  21,  Tp.  36,  Range  8.  west  Srd 
meridian.  _  ,    , 

80.216.  Oct  12.— Approving  agreement  between 
Bell  Telephone  Co.  and  Ennismoro  Tp.,  Ont 

30.217.  to  30,220.  Oct  15.— Extending  for  two 
months  time  within  which  St.  Thomas  Municipal 
Ry.  may  operate  its  one-man  operated  cars  over 
the  Pere  Martiuette  Rd.  on  Wilson  Ave.,  and 
over  London  &  Port  Stanley  Ry.  on  Elm,  Wel- 
linirton  and  Talbot  Sts.,   St  Thomas.  Ont. 

30.221.  Oct  14.— Authorizing  C.P.R.  to  build 
two  spurs  for  Dominion  Construction  Co.  Ltd., 
and  Bamsay,  at  mile  109.5.  Winchester  Subdivi- 
.sion.   Ont. 

80.222.  Oct.  14. — Approving  revised  route  map 
of  general  location  of  Interprovincial  &  James 
Bay  By  (C.P.B.1  from  terminus  of  its  line  already 
built  at  mile  10,  to  mile  70,  near  Eivicre  des 
Quinze,    Ont  

30.223.  Oct.  15.— Authorizing  C.P.B.  to  use 
bridge  3.1  over  Assiniboine  Biver,  at  St.  James, 
Man.  ,    ., , 

30.224.  Oct.  15.— Authorizing  C.P.B.  to  rebuild 
bridges  24.0  and  24.1,  over  Mississippi  River,  at 
Almonte.   Ont.  .    „     .^ 

30.225.  Oct.  15.— Ordering  Grand  Trunk  Pacific 
Ry.  to  grade  to  tie  level,  a  driveway  along  com- 
mercial trpck.  about  14  ft.  wide.  suiUble  for 
wagon  traffic  and  long  enough  so  that  3  cars  at 
a  time  may  be  driven  alongside  and  loaded ;  a 
drivpwpy   access   to  be  made  thereto. 

30.226.  Oct.  14.— AuthorizinT  C.P.R.  to  build 
five  spurs  for  Kipawa  Co.,  Gordon  Creek.  Ont. 


30.227.  Oct  15.- Authorizing  Canadian  North- 
ern Quebec  By.  to  cross  highway  in  lots  242  and 
243,  St.   Ursule  Parish,  Que. 

30.228.  Oct.  IB.— Amending  order  28,071  to 
provide  that  Toronto  Terminals  Ry.  Co.  be  author- 
ized to  lay  its  conduits  containing  pressure  steam 
pipes  across  Bay.  Yonge  and  Scott  Sts.,  along  and 
across  Esplanade  St.,  between  point  west  of  Yonge 
St  and  point  east  of  Scott  St.,  Toronto. 

30.229.  Oct.  15. — Approving  relocation  of  G. 
T.R.  across  Muskoka  Road,  David,  James,  First 
and   Philip  Sts.,   Gravenhurst.  Ont 

30.230.  Oct.  15.— Extending  to  Dec.  31,  time 
within  which  C.P.B.  may  complete  spur  for 
Northwestern  Milling  &  Export  Co.,  Moosomin. 
Sask. 


Quebec  &  Saguenay  Railway  taken 
over  by  Dominion  Government.  * 

The  Quebec  &  Safruonay  Ry.,  which  ex- 
tends from  St.  Joachim  to  Murray  Bay, 
Que.,  63  miles,  has  been  taken  over  for 
operation  as  part  of  the  Canadian  Na- 
tional Rys.  Construction  of  the  line  was 
started  in  1911,  but  owinfr  to  financial 
difficulties  work  was  suspended.  After 
two  or  three  years  of  negotiations,  the 
Dominion  Government  in  1916  took  power 
to  acquire  the  line  as  a  branch  line  for 
the  Canadian  Government  Rys.,  the  value 
to  be  settled  by  the  Exchequer  Court, 
the  total  price,  however,  not  to  exceed 
$4,000,000.  A  contract  wa.s  let  to  M.  J. 
O'Brien  and  H.  Doheny,  who  had  been 
ensrajjed  in  the  construction  of  the  line 
from  the  start,  to  complete  the  work, 
Gordon  Grant  being  put  in  charge  as 
Chief  Engineer  for  the  Government.  Af- 
ter some  delay  the  purchase  price  was 
fixed,  and  finally  paid  over,  but  while  the 
line  has  been  completed  and  has  been 
operated  for  nearly  two  years  by  the 
contractors,  it  was  only  finally  inspected 
and  taken  over  for  operation  by  the  Can- 
adian National  Rys.  Oct.  8. 

Connection  is  obtained  with  Quebec 
over  the  Quebec  Ry.,  Light  &  Power  Co.'s 
line.  Heretofore  a  service  of  three  trains 
a  week  in  each  direction  was  provided, 
but  the  Canadian  National  Rys.  is  giving 
a  daily  train  service  in  each  direction. 

The  Q.  &  S.  Ry.  has  been  designated 
as  the  Murray  Bay  Subdivision,  Sague- 
nay Division,  Quebec  District,  C.N.R., 
which  is  under  the  jurisdiction  of  J.  E. 
Morazain,  General  Superintendent.  The 
following  district  officers  also  have  juris- 
diction over  the  Murray  Bay  Subdivision: 
C.  H.  N.  Connell,  District  Engineer;  H. 
W.  Sharpe,  Master  Mechanic;  E.  G.  Theo- 
bald, District  Car  Foreman.  The  juris- 
dictions of  the  following  Saguenay  Divi- 
sion officers  have  been  extended  over  the 
Murray  Bay  Subdivision: — R.  Colclough, 
Superintendent;  L.  St.  Oge,  Assistant 
Superintendent;  L.  C.  Dupuis,  Division 
Engineer;  J.  C.  Riddock,  Bridge  and 
Building  Master;  H.  B.  Cassidy,  Road- 
master;  J.  L.  Alain,  Chief  Dispatcher;  J. 
M.  Kerr,  Assistant  Master  Mechanic. 


Russian   Railway   Material   at   Coquit- 

1am. — A  Vancouver  press  report  states 
that  about  30,000  tons  of  railway  ma- 
terial ordered  by  Russia,  and  lying  in 
the  C.P.R.  yards  at  Coquitlam,  B.C.,  is 
about  to  be  sold  by  instruction  of  the 
British  Government,  on  whose  credit  the 
orders  were  placed.  When  the  Russian 
Imperial  Government  was  overthrown, 
goods  awaiting  shipment  were  held  up 
pending  developments. 

The  C.P.R.  Social  and  Athletic  Club  of 
Vancouver,  B.C.,  is  reported  to  have 
elected  the  following  officers: — Honorary 
President,  F.  W.  Peters;  Honorary  Vice 
Presidents,  W.  F.  Salsbury,  H.  J.  Gam- 
ble, C.  A.  Cotterell;  President,  J.  I.  Mac- 
Kay;  Vice  President,  J.  T.  Brooks;  Sec- 
retary, A.  E.  Tennant;  Treasurer,  A.  J. 
Calderhead. 


r>io 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


November.  1920. 


Canadian  National  liailways  Construction,  Better- 
ments, Ktc. 


S»dnr)  TrrminalM. — Thr  l)oiiiinum  I'm- 
liniiK'iiI  laot  Houston  vntoil  thf  I'viblir 
Work"  IVpnrtintnt  $100,000  i>ti  Bitdunt 
for  a  tcmtinal  wharf  at  Sydney,  N.S. 
N'othiiiK  ha»  hrrn  cinnt'  with  this  appro- 
printinn.  it  hrini:  •ttatcd  that  the  ilt-lny 
has  horn  oauM'd  hy  thi-  C.N.K.  inanutrr- 
iiit'iit  huvint;  nior«-  rumprvhfnKivo  plan» 
f(ir  tt'rniinal  impnivfment.s  thoriv  When 
at  Sydnry  on  Sept.  :tO,  Prpsidont  I>.  B. 
Hannn  <liRru!i!>o<l  the  matter  with  ii  dele- 
(ration  of  citixen!".  On  Oct.  6,  Mr.  Ilanna 
teleirraphed  J.  ('.  DouKla.s,  M.l'..  CMarc 
Bay,  ax  follows:  "It  is  the  opinion  and 
was  so  expressitl  by  our  board  of  nian- 
aeemeht  when  at  Sydney  that  the  dock 
>hould  be  built  by  the  railway,  as  it  is 
"ur  belief,  from  information  that  has 
'•  .1  k'lven  us  from  time  to  time  by  rep- 
M  -.  ntative  wholesale  houses,  that  larger 
■;  Til  ss  could  be  done,  particularly  in 
water  trade,  if  proper  dock  facili- 
A.re    provided.      We    therefore   ex- 

■  '  .i  to  i<imrnittee  which  we  met  that 
t   the  vote  of  $100,000  which  wa.s  to  be 

■  xpended    by    Public   Works   Department 
vas  transferred  to  us,  we  would  under- 

ike  to  use  it  in  the  buildint;  of  a  dock 
ionp  the  lines  of  plan  laid  down  by  our 

■  npinecrs  some  time  npo.  Will  be  very 
t'lad.  therefore,  if  you  will  see  Minister 
of  Public  Works,  and  if  he  is  aRreeable 
to  the  transfer,  we  will  immediately  sub- 
mit our  recommendation  to  the  Minister 
of  Railways  and  sub-committee  of  Privy 
Council,  recommendinp  that  work  be  pro- 
ceeded with  under  our  management  at 
earliest  date  possible.  Our  Board  is  of 
opinion  that  such  dock,  in  connection  with 


railway  o|K-ration,  would  add  substun- 
lially  to  revenue  of  railway." 

The  Dominion  Public  Works  Depart- 
ment advised  Canadian  Rjiilway  and  Ma- 
rine World  Oct.  14  that  plans  and  speci- 
fications for  the  Sydney  wharf  had  been 
prepared  and  that  tenders  would  prob- 
ably  be  invited  early   in  November. 

.St.  John  Station.  — We  are  advised  that 
the  debris  of  the  old  train  shed  at  St. 
.Ifihn,  N.B..  which  fell  down  durinif  the 
past  summer,  has  been  removed  and  that 
two  temporary  wooden  umbrella  roofs, 
beinp  extensions  of  the  existing  roofs, 
have  been  erected  in  place  thereof.  These 
temporary  roofs  are  about  500  ft.  lonR 
by   17  ft.  wide. 

.St.  John  Grain  Elevator. — The  Cyclone 
Blow  Pipe  Co.,  Port  Arthur,  Ont.,  has 
been  jriven  a  contract  for  the  manufac- 
ture, delivery  and  installation  of  a  dust 
collector  system  for  the  trrain  elevator 
at  St.  John,  N.B. 

Chaudiere  Jet,  CoalinR  I'lanl. — Tenders 
were  received  to  Oct.  23  for  the  construc- 
tion of  a  350  ton  mechanical  coalinc 
plant  at  Chaudiere  Jet.,  Que. 

NipJKon  Subdivi.sion  BridKes.  —  The 
Board  of  Railway  Commissioners  has  ap- 
proved of  certain  works,  consisting  of  a 
diversion  of  waters  at  Orient  Bay,  Ont., 
and  the  filling  in  of  two  bridges  at  mile 
43.67,   Nipipon   Subdivision,   Ont. 

Humboldt  Revision. — The  Board  of 
Railway  Commissioners  ha.';  approved  of 
revised  location  of  the  Canadian  North- 
ern Ry.  throuEh  Victoria  Park,  Humboldt, 
Sask.,  mile  53.09  to  53.62,  and  has  au- 
thorized    the     construction    of    the    line 


Grain  in  Store  at  Elevators. 


Grvin  in  storr  at  public  ttfrmtnal 
em    DfTiaion,   and   public   rlevaton   in   eaat. 
Dominion   Buiran  of  Statiitica.  Internal  T: 

Wr,  k  onilo<l  on 
Fort     William     ..-. 
C.P.R. 


ronioli<lated   Elevator  Co.  _-_ 

Odilvie  Flour  Mill*  Co.   

WMUm   Terminal   Elevator  Co.   -. 

G.    T.    Paciflc   _ 

Grain    Grower*'   Grain   Co _. 

Fort   William   Elevator  Co.  — __ 

Northwrslem    Elevator    Co -... 

Port   Arthur- 
Port    Arthur   Elevator   Co. 

Saik.   Co-op.   Elevator  Co.   

Canadian    Government   Elevator   ... 
Davidson    and    Smith    

Total     Public    Terminal    Elevaton 


ToUl     Private    Terminal     Elevator* 

Saikatoon :    Can.    Gov't    Elp\'ator    

MooM  Jaw:    Can.   Gov't    EIrvator 

Calirarv :    Can.    Gov't    Elevealor 

Vancouver.  B.C. :  Can.  Gov't  Elevator 


*Total   Interior  Terminal  Elevator* 
Midland- 
Aberdeen    EI«Tator    Co _„ _.... 

Port    McNIcoll   

Goderlfh- 

Elrvator  and  Tranalt  (^. 

Weat   Can.    Floor   Mill*   Co..    Ltd 

Toronto;    Campbell    Flour    Mill*   Co 

Kmiftnn 

Cnmmrrrial    Elevator   Co 

Port    Colbome — 

Dnm.     Gov't    Elevator    .__. __.„_. 

•Maple   I<-af  .Millins   Co.,   Ltd. 

Harbor  Comml**lon*r*   No.   I   and  2 
Monirr*!    Wurehouninv  Co 

OitiUie    Flour   MIIU   Co. 

Qucliec    lUrbor    Cnmml«Blonrr«    

ToUl    Public    Elevmton    

•Total    Countn-    Elevator*    

"^nta?    r  S     Atlantic   Seaboard    Porta 

Iialtimore.     Md 

S     Atlantic  RMboard    Port*— 

iMial    Ouantitr    in    Slor*    ..__ 

•f>    .r-hippe,!. 


nal  elevatoi 
antic    seabc 

Barter. 
Biub. 

98.105 
22,924 
79.99.1 
13.496 
28.441 

140.703 
38.138 

109.108 

114.974 
35.762 
22.644 
1.067 

m.  country 
>ard    port3. 

Flax. 
Bu*h. 

elevator* 
Prepare 

Rjre. 
Buab. 

94,862 
564 

13.202 
4.100 
8.072 

61.268 

56.893 
1.134 

1.1.102 

12,714 

7.044 

422 

in   We»t- 

■aat,    a\fo    nl 

Trade   Uivi. 

Wheat. 

Buih. 

:   U.S.    Atl 

OaU. 
Boah. 

30.609 
31,964 
26,472 
3.1.881 
86.601 
205.8.14 
89,495 
46,18.1 

174.777 

49.028 

I0H.248 

98.1 

■d    by    the 

ToUl*. 
Bosh. 

'.•81.668 

45,079 

1.082.07'.! 

tiOl.629 
273.780 
»7 1.828 

16.017 
24.112 

671.123 
421.0OA 

:<1.'..0S2 
:i4:<.3'tK 

779.772 

1.363,J66 

3ir.,89!i 

C.6.'<3 

19.675 
44 

927 
58.114 
98.600 

519.228 
499.761 

1.085,5.12 

1.518.784 

647.385 

9.127 

6.H40.456 

885.939 

705,847 

257.468 

266.877 

8.964.587 

1.348.927 
10,714 

393.096 

8.517 

31.485 

48.377 

.194 

88.973 

118,436 
181 

67,618 

1.664 

1.268 

29 

8.828 

23,400 

1,946,375 
21,066 

107.907 

6,664 
166 

20.693 

8oH 

4.865 

69.119 

140.172 

6.04S 

11,764 

6,709 

246.664 

436.34C 

200 
2.699 

-.6.8IU 

;:"!:::::: 

49.246 

.1.739 
6,146 

16.078 
6.I7S 

siiiiiMO 

7,828 
8.1(1 

29.645 

678,126 

"'i'jibi 

1 49.920 

3,672.099 
949,217 

291.464 

4,226.449 

46.974 

;;;•;;;;;;; 

2.629 

15.427 

6.B64.4SS 

aM.2n 

i.iR'iTJiiri" 

801.448 

i.iii'liVi' 

7,t&t 
XliToM 

6.6(0.361 

109.060 

109,060 

14.2811.040 

12.316 
12.316 

306.802    1 

121.366 
121.866 

7.W9.34S 

III  lo.-s  six   streits. 

itordrn  Nonhraatrrl)  Rranrh.  The 
Hoard  of  Railway  CommiaKioners  ha*  ap- 
proved of  route  map  and  general  loca- 
tion tif  a  branch  line  frm  Borden,  S««k., 
northerly,  mile  0  to  5I.f>.  Borden  is  a 
?<t»tion  on  the  Canadian  Northern  Ry. 
main  line,  521  milcR  from  Winnipeg,  and 
■  !05  mileii  from  Ktlmontfin,  Alta. 

Hanna,  Northerly  and  WeHt*rl) .  -^  A 
press  report  states  that  an  engineering 
party  has  been  in  the  field  for  some  time 
making  surveys  northerly  and  west^-ly 
from    Hanna,   Alta. 

Rosebud  Valley  OivprHion. — A  press  re- 
port from  Calgary,  Alta.,  Oct.  8,  report-i 
progress  being  made  on  the  diversion  and 
iniprovemenLs  in  the  Rosebud  Oeck  val- 
ley, on  the  line  between  .Munson  Jet.  and 
I'algary.  The  report  refers  particularly 
to  the  clearing  away  of  a  hill,  60  ft.  high, 
c.n  the  route  of  the  cut  off,  by  the  setting 
off  of  a  large  quantity  of  explosive 
charges,  on  that  date.  Details  of  the 
work  were  given  in  Canadian  Railway 
and  .Marine  World,  Mar.  19iy,  pg.  128; 
April,  1919,  pg.  192,  and  Oct.,  1919,  pg. 
535. 

KamloopH,  Vernon,  Kelowna,  Lumby 
Branch.— The  Board  of  Railway  Com- 
missioners has  approved  of  revised  loca- 
tion plans  for  this  branch  as  follows: — 
Between  mile  63  and  65  cast  from  Kam- 
loops  Jet.;  from  mile  11.5  to  14.3  south 
from  Vernon,  and  from  mile  9.6  to  12  on 
the  I.umby  branch.      (Oct.,  pg.  552.) 


Direct  Cable  Communication  Be- 
tween Great  Britain  and  Canada. 

The  Secretary  of  the  British  Post  Of- 
lice  issued  a  circular  to  British  Cham- 
bers of  Commerce,  etc.,  recently,  as  fol- 
lows:—"I  am  directed  by  the  Postmaster 
General  to  draw  the  attention  of  your 
chamber  to  the  fact  that  a  state  owned 
cable  is  now  working  between  this  conn- 
try  and  Canada,  and  that  telegrams  for 
North  .America,  the  West  Indies  and  Au- 
stralia may  be  sent  over  it  if  handed  in 
at  the  post  office.  It  is  the  desire  of  His 
Majesty's  Government  that  this  cable, 
which  is  known  as  the  Imperial  cable, 
.should  "be  used  mainly,  if  not  exclusively, 
for  traffic  between  this  country  and  Bri- 
tish Dominions.  It  is  well  adapted  for 
this  purpose,  as  it  works  direct  between 
the  Central  Telegraph  Office,  London,  and 
Halifax,  N.S.,  where  connection  is  made 
with  Canadian  land  lines  as  well  as  with 
a  British  cable  to  the  West  Indies.  Aus- 
tralasian traffic  is  sent  by  a  special  line 
direct  from  Halifax  to  Bamfield  (Van- 
couver Island),  and  thence  by  the  state 
owned  Pacific  cable  to  .\ustralia  and  New 
Zealand.  A  telegram  from  London  to 
.Australia  thus  reaches  the  Pacific  cable 
with  only  one  retransmission  (at  Hali- 
fax). 

"The  rates  for  ordinary  telegrams  sent 
by  the  Imperial  cable  are  the  same  as 
those  by  other  .\tlantic  cables;  but  the 
imperial  route  is  at  present  the  only  At- 
lantic route  on  which  the  deferred  ser- 
vice has  been  restored.  Deferred  tele- 
grams can  be  sent  by  the  Imperial  cable 
at  the  following  rates  per  word:  Canada 
—  Eastern  Provinces,  4'ad.;  Manitoba. 
7<1.;  western  Provinces  (excluding  the 
more  inaccessible  parts  of  British  Col- 
umbia and  the  Yukon),  7'-3d.;  Jamaica 
and  Bermuda.  Is.  3d.;  Australia,  Is.  M.; 
New  Zealand,  Is.  4d.  .-\  deferred  ser- 
vice is  in  operation  at  the  same  rates  in 
the  reverse  direction,  for  telegrams  rout- 
ed for  transmission  by  the  Imperial  cable 
— or,  in  the  case  of  Australa.sia.  by  the 
Pacific  cable." 


November,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


on 


Telegraph,  Telephone  and  Cable  Matters. 


Among  the  Express  Companies. 


The  British  Radio  Corporation  of  Am- 
erica Ltd.  has  been  incorporated  under 
the  Dominion  Companies  Act,  with  $10,- 
000  authorized  capital  and  office  at  Mont- 
real, to  manufacture  and  deal  in  wireless 
telegraph  and  telephone  apparatus. 

A  London,  Ont.,  press  dispatch  of  Oct. 
19  states  that  the  Direct  United  States 
Cable  Co.'s  shareholders  have  accepted 
the  British  Government's  offer  of  £.570,- 
000  for  the  company's  cables  and  equip- 
ment. It  is  said  that  the  shareholders 
will  receive  about  £G  a  share. 

The  Manitoba  Government  telephones 
show  a  deficit  on  operation  for  the  cur- 
rent year  of  about  $200,000  and  the  Pre- 
mier is  reported  to  have  stated  at  Win- 
nipeg, Oct.  15,  that  this  was  due  to  in- 
creased w-ages  and  operating  expenses, 
and  that  an  increase  of  rates  will  be 
necessary. 

The  British  Columbia  Forestry  Depart- 
ment is  reported  to  have  placed  a  con- 
tract with  the  Canadian  Marconi  Co.  for 
the  erection  of  4  land  stations  and  5 
launch  equipments  for  use  in  forestry 
fire  protection  work.  It  is  stated  that 
the  central  station  at  Vancouver,  and  the 
equipment  of  one  of  the  boats,  have  al- 
ready been  completed. 

The  Great  North  Western  Telegraph 
Co.  has  opened  offices  at  Flamand,  Que.; 
Colborne,  Grafton,  James  Bay  Jet.,  Thor 
Lake,  Ont.;  and  Lucky  Lake,  Sask.,  and 
has  closed  its  offices  at  Kiskisink  Club 
House,  Little  Metis  Beach,  Manoir  Riche- 
lieu (Pointe  au  Pic),  and  Pointe  au  Pic, 
Que.;  Clifton  House,  Niagara  Falls,  Lake 
Joseph,  Muskoka  Lakes,  Royal  Muskoka 
Hotel  and  Sparrow  Lake,  Ont.;  East  Sel- 
kirk, Grand  Beach,  Scanterbury  and  Vic- 
toria Beach,  Man.;  and  Alberta  Beach, 
Alta. 

Amongst  the  interesting  items  of  the 
war  period,  which  are  now  being  made 
public,  is  one  relating  to  cable  connec- 
tions between  Canada  and  Great  Britain, 
reported  recently  by  F.  J.  Brown,  C.B.E., 
•Assistant  Secretary  to  the  British  Post- 
master General,  and  one  of  the  delegates 
at  Washington,  D.C.,  to  consider  the  final 
allocation  of  the  cables  owned  formerly 
by  Germany.  He  is  reported  to  have 
stated  that  the  two  cables  formerly  con- 
necting Germany  with  the  U.S.,  were  cut 
by  the  British  Navy,  and  diverted,  one 
to  France  and  the  other  to  operate  be- 
tween Great  Britain  and  Canada.  The 
latter  was  cut  about  'M  miles  from  Penz- 
ance, on  the  southwest  coast  of  England, 
and  again  in  the  Atlantic  Ocean,  about 
fiOO  miles  from  New  York,  the  ends  be- 
ing connected  to  other  cables,  giving  a 
direct  cable  between  London,  Eng.,  and 
Halifax,  N.S.  This  cable  was  utilized 
entirely  for  Government  business  during 
the  war,  but  is  now  open  for  general 
commercial  business,  and  is  being  operat- 
ed by  the  Imperial  Cable  Co.  in  conjunc- 
tion with  the  C.P.R.  Telegraphs. 

United  States  Radio  Stations  are  stead- 
ily growing  in  number.  It  is  stated  that 
the  government  shore  radio  stations  num- 
ber 135,  of  which  88  are  in  continental 
United  States,  20  in  Alaska,  19  in  the 
Philippines,  '.i  in  the  Canal  Zone,  2  in 
Hawaii,  and  one  each  in  Porto  Rico, 
Guam  and  Samoa.  The  government  ship 
stations  total  470. 

Cable  Construction. — Despite  the  great 
development  of  wireless  telegraphy,  sub- 
marine cables  are  still  being  constructed, 
and  with  the  great  increase  in  commer- 
cial and  newspaper  messages  are  still 
regarded   as   a    necessary   alternative   to 


wireless,  and  by  no  means  obsolete  or 
likely  to  fall  into  disuse.  In  fact,  a  new 
cable  to  the  Far  East  from  Great  Britain 
through  the  Mediterranean,  involving  a 
length  of  7,000  miles,  is  being  laid  sec- 
tion by  section  as  ready,  and  the  possibil- 
ity of  a  new  cable  from  Vancouver  to 
Fanning  Island  is  being  discussed. 

Britain's  Wireless  Chain. — The  long- 
contemplated  plan  to  connect  all  parts  of 
the  British  Empire  by  wireless  telegraph 
has  received  fresh  impetus  through  the 
issue  of  a  report  of  the  committee  ap- 
pointed by  the  government  to  formulate 
such  a  scheme.  The  committee's  report, 
which  is  unanimous,  recommends  that  the 
Empire  shall  be  linked  up  wirelessly  by 
stages  of  about  2,000  miles  each  and  that 
the  system  employed  shall  be  that  of  the 
generation  of  radio-telegraphic  energy 
by  vacuum  tubes.  The  scheme  contem- 
plates two  main  chains  of  wireless,  one 
receiving  dispatches  from  Africa,  and  the 
other  from  Asia  and  Australasia,  both 
with  Cairo  as  their  first  station.  For  the 
first  link  of  the  first  chain  a  connection 
would  be  made  on  the  Poulsen  arc  sys- 
tem between  Oxford  and  Caii'o,  which  the 
Post  Office  Department  has  nearly  com- 
pleted. 

High  Speed  Wireless. — Manual  opera- 
tion is  apparently  doomed  as  far  as  long 
distance  radio  traffic  is  concerned.  The 
ever  increasing  cost  of  high  powered  sta- 
tions makes  it  necessary  to  handle  a  far 
greater  volume  of  traffic  than  can  be 
handled  by  the  usual  method.  Thus  some 
of  the  present  transatlantic  stations  are 
operating  at  50  to  100  words  a  minute 
by  means  of  automatic  transmitters  and 
receivers.  In  England  experiments  have 
been  going  on  for  some  time  with  auto- 
matic transmitters  capable  of  a  normal 
speed  of  450  words  a  minute,  and  even 
1,000  words  a  minute  during  demonstra- 
tions. The  recording  is  eff'ected  by  means 
of  a  special  electro  chemical  apparatus, 
which  consists  of  a  specially  prepared 
paper  drawn  between  a  roller  and  a 
marking  pointer.  The  arrival  of  a  sig- 
nal causes  a  current  to  pass  through  the 
paper,  producing  discoloration. 

France's  Wireless  Plans. — A  dispatch 
from  Paris  states  that  the  French  Gov- 
ernment has  announced  plans  for  an  ela- 
borate wii'eless  system  whose  center  will 
be  in  Paris  and  which  will  cover  Europe, 
Asia,  Africa  and  South  America  and  con- 
nect with  North  America.  If  this  system, 
part  of  which  is  already  in  existence,  is  in- 
part  of  which  is  already  in  existence,  is 
integrally  applied  as  now  proposed, 
France's  wireless  communications 
throughout  the  world  will  be  able  to  rival 
with  Great  Britain's  cable  communica- 
tions. According  to  the  details  made 
public  at  a  recent  meeting  at  Rennes, 
wireless  communication  was  established 
with  Hungary  May  20,  and  will  soon  be 
opened  with  Belgrade.  For  commercial 
communication  with  the  United  States 
there  is  a  station  at  Doual,  near  Lyons, 
in  addition  to  the  Lafayette  station  near 
Bordeaux.  Between  France  and  its  col- 
onies there  will  be  stations  with  a  range 
of  7,500  miles  at  Saigon  and  at  Tahiti. 
Stations  with  a  radius  of  at  least  4,:i75 
miles  will  be  established  at  Djiboutil, 
Antananarivo,  Noumeau,  and  French 
Guinea.  In  Africa  the  system  will  include 
stations  at  Saida  and  Bamako,  which 
will  take  care  of  the  traffic  between  Paris, 
Algeria  and  West  Africa;  another  sta- 
tion in  Senegal,  near  Dakar,  and  finally 
that  of   Brazzaville. 


Among  the  many  interesting  incidents 
of  the  war,  which  can  be  contemplated 
with  considerable  pride  by  those  who 
were  concerned,  some  details  of  which 
have  been  made  public,  the  transporta- 
tion of  bullion  safely  across  both  the  At- 
lantic and  Pacific  Oceans,  occupies  a  po- 
sition of  some  prominence.  V.  G.  R. 
Vickers,  formerly  in  charge  of  the  Money 
Order  Department,  Dominion  Ex.  Co., 
and  now  Vice  President,  The  Holden  Co., 
Montreal,  is  the  authority  for  the  infor- 
mation that  during  the  war,  $700,000,000 
in  gold  was  received  at  Halifax,  N.S., 
and  on  the  Pacific  coast  $262,000,000  of 
Russian  gold  was  landed  and  shipped  to 
Ottawa.  The  Russian  shipments  came 
in  at  different  times,  the  smallest  ship- 
ment being  $40,000,000  in  gold  bullion, 
while  the  largest  was  $98,000,000,  which 
took  an  all  steel  train  of  l.'i  cars  to 
transport  it  from  Vancouver  to  Ottawa. 
These  shipments  were  usually  taken  from 
Japanese  warships  at  sea  by  H.M.C.S. 
Rainbow,  which  put  to  sea  under  sealed 
orders  and  steamed  in  various  directions 
to  deceive  any  enemy  craft  as  to  her  pos- 
sible destination  or  object,  then  she  made 
for  some  small  cove  on  the  coast,  as  re- 
mote from  shipping  as  possible,  and  un- 
inhabited for  preference,  where  the  bul- 
lion ship  would  be  met.  The  ships  would 
warp  alongside  each  other,  and  the  cases 
would  be  transferred  through  chutes 
slung  between  the  ships.  All  this  work 
was  done  under  the  supervision  of  Do- 
minion Government  and  Dominion  Ex. 
Co.'s  officials.  The  Rainbow  would  then 
proceed  to  Vancouver  by  devious  routes 
and  get  alongside  the  C.P.R.  wharf  in 
darkness,  and  transfer  her  cargo  to  a 
waiting  train.  These  trains  were  amply 
guarded  by  long  service  Dominion  Ex. 
Co.'s  men  and  C.P.R.  special  police, 
heavily  armed,  and  the  train  was  equip- 
ped with  telephone  communication 
throughout.  On  one  occasion  after  the 
enemy  menace  on  the  Pacific  coast  had 
been  reduced  to  a  practical  nullity,  the 
transfer  of  bullion  took  place  in  Esqui- 
mau harbor,  and  at  another  time,  two 
Japanese  warships  steamed  into  Vancou- 
ver in  broad  daylight,  and  the  bullion 
was  transferred  to  the  train  direct.  At 
Halifax,  bullion  was  received  in  the  har- 
bor direct  from  British  cruisers,  which 
ran  alongside  the  Naval  Dockyard  piers, 
the  cases  being  discharged  into  wagons 
under  a  guard  of  marines,  who  walked 
alongside  the  wagons  to  the  waiting 
train  at  the  south  gate  of  the  yard.  No 
traffic  was  permitted  near  the  bullion 
train,  and  guards  were  placed  at  every 
possible  point.  Some  shipments  were 
sent  to  New  York,  and  others  to  Ottawa. 
Canadian  Express  Co. 

M.  J.  Dundas,  general  chairman  of 
express  employes  of  the  Canadian  Bro- 
therhood of  Railway  Employes,  announc- 
ed in  Ottawa,  Oct.  19,  that  the  Canadian 
Ex.  Co,  had  been  served  with  a  notice 
by  its  employes  asking  for  increased 
wages.  It  is  stated  that  the  employes 
are  asking  for  the  same  proportionate 
raise  as  has  been  granted  to  railway  em- 
ployes. 

Canadian   National   Express  Co. 

Offices  have  been  opened  at  Orleans, 
Ont.,  Notre  Dame  des  Lourdes,  Libeau, 
Man.;  the  office  at  St.  Proser,  Que.,  has 
been  abandoned  and  the  agent  transfer- 
red to  St.  Proser  Jet.,  Que.,  and  the  fol- 
lowing offices  have  been  closed: — Norway 
Bay,  Que.,  Lake  Joseph  and  Balla  Paik, 
Ont,  and  Cardiff  Jet.,  Alta. 


.12 


November,  1920. 


Electric  Railway  Department 

Proposed  Purchase  of  Ottawa  Klectric  Railway. 


Thi<    OtUwn    City    Council    had    under 

•1!  I.I.  r.itinii  on  Oct.  n  a  rocommonda- 
•  .■  board  of  control  that  the 
.  niikfd  to  vote  at  the  muni- 
■n  on  .Inn,  1  on  the  question 
An  y.'U  in  favor  of  the  city  applying 
<r  legislation  onnl>linir  it  to  borrow 
M.iTu-y,  without  n  further  vote  of  the 
•  11,  to  nr(|uiro  the  property  nnd 
.•f  the  Ottawa  Klectric  Ky.  un- 
;•  •  ttii'  ajrriH'ment  between  the  city  and 
Uu'  company,  at  a  price  to  be  fixed  by 
arbitration,  as  provided  for  by  the  agree- 
ment. And  in  the  event  of  the  question 
beinu  answered  in  the  affirmative,  that 
leKislation  be  applied  for  conferring  the 
neces.sary  borrowing  powers.  The  Board 
of  control  further  recommended  that  the 
council  give  it  authority  to  obtain  a  valu- 
ation of  the  Ottawa  Electric  Ry.  before 
the  vote  is  taken. 

.After  a  Icnirthened  discussion,  the 
council  decided  not  to  adopt  the  recom- 
mendation of  the  board  of  control  for  an 
immediate  valuation  of  the  company's 
property,  but  agreed  to  the  taking  of  a 
vote  on  the  lines  suggested,  and  adopted 
a  suggestion  of  Alderman  Kllis  for  tak- 
ing a  vote  on  the  same  day  asking  if  the 
ratepayers  are  in  favor  of  application 
being  made  for  legislation  to  provide 
that  the  city  will  not  be  compelled  to 
acquire  the  property  and  assets  of  the 
Ottawa  Electric  Ry.,  pursuant  to  the 
agreement  between  the  city  and  the  rail- 
way company,  unless  a  bylaw  setting 
out  the  amount  of  the  arbitration  award 
shall  first  be  submitted  to  and  receive 
the  assent  of  the  electors  entitled  to  vote 
on  money  bylaws,  or  for  such  plebiscite  as 
in  the  opinion  of  the  city  solicitor  will 
carry  out  the  intention  of  this  motion. 

The  Ontario  Legislature  passed  an  act 
at  its  last  session  authorizing  the  Ottawa 
Oity  Council  to  appoint  a  commission 
with  the  title  of  the  Ottawa  City  Trans- 
portation Commission;  such  commission 
to  be  a  body  corporate,  and  to  consist  of 
three  resident  electors  of  Ottawa,  ap- 
pointe<l  by  the  City  Council  upon  the 
nomination  of  the  Board  of  Contral.  The 
first  appointment  to  the  Commission  shall 
be  for  one,  two  and  three  years  respec- 
tively, so  that  annually  thereafter  one 
member  shall  be  elected  for  the  full  term 
of  three  years.  A  member  of  the  Com- 
mission is  eligible  for  reappointment,  but 
no  member  of  the  City  Council  may  be 
appointed  a  commissioner.  A  bylaw  may 
be  passed  providing  for  the  payment  of 
"alnriis   to   the   commissioners. 

Upon  the  acquisition  by  the  city  of  the 
Ottawa  Electric  Ry.  Co.'s  property  used 
in  connection  with  the  working  thereof, 
under  the  terms  of  the  agreement  of 
June  2K.  \H'X\,  the  control  and  manage- 
ment thereof,  and  of  all  extensions  of  and 
additions  thereto  shall  be  vested  in  the 
Commission,  which  shall  have  all  the 
powers  conferred  upon  or  exercisable  by 
the  City  Council,  except  the  power  to 
borrow  money  upon  debentures  or  by 
way  of  a  charge  upon  the  plant  or  pro- 
perty of  the  railway. 

The  Coii>misslon  is  given  power  to  com- 
plete, alter,  extend,  maintain  nnd  oper- 
.ite  a  railway,  tramway,  and  any  other 
ivstem  of  Ifxal  transportation  npernted 
..Ih-rwise  than  by  steam,  in  Ottiiwn  nnd 
Hi  il,  and  in  Gloucester  and  Nepean  Tps., 
us  may  be  authorised,  but  no  rights  shall 


be  exercised  in  the  Province  of  Quebec 
until  authorized  by  the  Dominion  Parlia- 
ment or  the  Quebec  Legislature.  The 
Commission  may  buy  rolling  stock,  plant 
nnd  other  equipment  necessary  for  its 
lines;  carry  passengers  and  freight;  ap- 
point workmen,  officers,  etc.,  .nt  ojt  tiu^r 
duties  nnd  enter  into  agreements  with 
the  .same  for  pericnls  of  not  exceeding 
three  years  at  a  time;  provide  a  pension 
fund  for  its  officers  and  employes;  ond 
make  agreements  with  banks  for  tem- 
porary advances. 

The  Commission  may  regulate  and  fix 
the  fares  and  tolls  so  that  they  will  pro- 
duce a  sufficient  revenue  for  the  opera- 
tion and  maintenance  of  the  railway,  pro- 
vide for  renewals  and  replacements,  and 


Canadian  Electric  Railway 
Association. 

Honorary  Prnidtnt,  Licat.-Col.  J.  E. 
Hutfheson.  Genera]  Manaircr,  Montreal 
Tramways    Co. 

Honorary  Viea  Prealdcnt,  Acton  Borrowt, 
Proprietor  and  Editor,  Canadian  Railway 
and   Marine   World. 

President,  A.  Gabour>-,  Superintendent, 
Montreal  Tranawaya   Co. 

Vice  President,  G.  Gordon  Gale.  Vice 
President  and  General  Manager,  Hull  BUee- 
tric  Co. 

Honorary  Secretary-Treasnrer,  pro  t«m, 
A.  Eastman,  Vice  President  and  General 
Manneer.  Windsor,  Essex  &  Lake  Shore 
Rapid    Railway   Co. 

ExecatiTs  Committee,  The  President,  Vic* 
President,  and  F.  D.  Burpee.  Manager, 
Ottawa  Electric  Railway  Co. :  C.  C. 
Curtis.  Manaeer,  Cape  Breton  Electric  Co. : 
A.  Eastman.  Vice  President  and  General 
Manager.  Windsor,  Essex  &  Lake  Shore 
Rapid  Railway  Co. :  Geo.  Kidd,  General 
Manntrer.  British  Columbia  Electric  Rail- 
way Co. :  M.  W.  Kirkwood,  General  Man- 
aicrr.  Grand  River  Railway  Co.  and  L,ake 
Erie  A  Northern  Railway  Co.;  A.  W.  Me- 
I.imont.  Vice  President  and  General  Man- 
ager. Winnipt^g  Electric  Railway  Co. ;  R. 
M.  Reade.  Superintendent.  Quebec  Railway 
Light  A  Power  Co.  :  LU-Col.  G.  0.  Royce, 
General  Manager.  Toronto  Suburban  Rail- 
way Co.  ;  C.  L.  Wilson.  Assistant  Manager, 
Toronto  &  York   Radial   Railway   Co. 

Official  Organ — Canadian  Railway  and 
Marine   World.  Toronto. 


for  the  payment  of  principal  and  interest 
of  all  outstanding  debentures,  encum- 
brances, fixed  and  floating  liabilities. 
Should  the  revenue  in  any  one  year  fall 
short  of  meeting  these  obligations,  the 
Commission  shall  increase  the  fare  for 
the  ensuing  year  to  such  an  extent  as 
will  wipe  off  the  deficit  and  provide  suffi- 
cient to  meet  the  estimated  expenditures 
for  the  ensuing  year.  In  the  event  of 
the  accounts  of  any  year  showing  a  sur- 
plus Qver  all  expenditures,  it  shall  re- 
main at  the  dispo.sal  of  the  Commission, 
to  be  expended  by  it  for  the  purposes 
authorized  by  the  ai't.  The  financial  year 
is  to  end  Oct.  .'il,  and  the  Commission  is 
to  present  report,  with  an  audited  state- 
ment of  accounts,  to  the  City  Council  on 
or  before  Dec.  l.S;  nnd  on  or  before  Feb. 
15  is  to  present  to  the  Council  an  esti- 
mate of  the  revenues  nnd  c^xnenditures 
for  the  then  current  year.  The  money 
necessary  to  pay  principal  and  interest 
on  debentures  is  to  be  paid  over  at  due 
times  by  the  Commission  to  the  City 
Council.  When  debentures  are  required 
for  the  purposes  of  the  Commission,  the 
Council,  by  a  two  thirds  vote  may  pass 
a    bylaw    to    provide    the   ?ame,   without 


obtaining  the  ratepayers'  consent,  but  in 
the  event  of  such  bylaw  not  obtaining  a 
two  thirds  vote,  or  in  the  event  of  the 
Council  failing  to  vote  a  bylaw  within  six 
weeks  of  receiving  the  Commission's  ap- 
plication, the  Commission  shall  submit 
a  question  to  the  ratepayers  whether 
such  debentures  should  be  issued,  and 
should  the  electors  assent  thereto  the 
Council  shall,  within  a  month  thereafter 
pass  the  necessary  bylaw. 

The  Council  may,  by  bylaw,  authorize 
the  Commission  to  have  charge  of  and 
super%'ision  over  the  negotiations  for  ac- 
quiring the  Ottawa  Electric  Ry.  The 
Council  is  authorized  to  acquire  the  O.E. 
Ry.  property  outside  the  province  of  On- 
tario, but  such  agreement  shall  not  be 
binding  on  the  City  unless,  within  three 
months,  it  shall  have  been  approved  by 
the  Ontario  Railway  and  Municipal 
Board.  The  Council  is  authorized  to  bor- 
row money  upon  debentures,  after  ob- 
taining the  ratepayers  assent,  for  the 
purpose  of  paying  for  the  property  taken 
over  from  the  Ottawa  Electric  Ry.,  in 
Ottawa,  and  in  the  adjoining  municipali- 
ties, together  with  the  costs  of  the  Coun- 
cil in  the  valuation  proceedings.  Provi- 
.-ion  is  made  for  the  payment  of  such 
jirice  by  the  City's  debentures,  and  the 
Commission  may  assume  outstanding 
mortgages  and  liabilities  of  the  company 
in  connection  with  the  purchase.  The 
value  of  the  lines  outside  Ottawa,  situat- 
ed in  Ontario,  is  to  be  determined  by  a 
board  of  arbitration. 


Electric  Railway  Connection   with 
Toronto  Island. 


A  press  report  states  that  the  Domin- 
ion Minister  of  Public  Works  has  advised 
the  Mayor  of  Toronto  that  directions 
have  been  given  to  the  Department's  Dis- 
trict Engineer  at  Toronto  to  report  upon 
the  advisability  of  building  a  tunnel  un- 
der the  western  gap,  Toronto  harbor,  so 
as  to  permit  the  passing  of  street  cars 
from  the  city  to  Toronto  Island,  as  a  sub- 
stitute for  the  proposed  bascule  bridge 
over  the  gap. 

The  -Assistant  City  Engineer  is  credit- 
ed with  saj-ing: — In  view  of  the  fact 
that  it  is  proposed  to  dredge  the  channel 
for  ocean  going  vessels,  the  tunnel  would 
have  to  be  considerably  over  30  ft.  below 
water  level.  It  would  depend  upon  the 
nature  of  the  soil  as  to  how  deep  the 
tunnelling  would  be.  That  under  the  bay, 
for  the  water  supply,  is  200  ft.  deep  at 
the  island  side.  "The  approaches  would 
have  to  be  at  least  1,000  ft.,  to  give  the 
proper  grades  at  the  two  ends  of  the 
tunnel. 


Winnipeg  Electric  Ry.  Wages  Pay- 
ments:—  For  the  first  eight  months  of 
this  yenr  the  eross  earnings  from  oper- 
ation of  the  Winnipeg  Electric  Ry.  to- 
talled $:l,40fi.068.76.  Out  of  these  re- 
ceipts the  company  paid  in  wages  and 
salaries  to  its  employes  (exclusive  of 
ninnn'Terial  and  office  expenses),  $2.98ii,- 
o;n.88.  This  means  that  .V».2'>  of  the 
comiiany's  gross  takings,  or  in  other 
words.  5i).2c.  out  of  every  dollar  the  com- 
pany received  from  January  to  August, 
was  paid  out  again  to  more  than  1,300 
Workers  in  the  company's  employ. 


November,  1920. 


613 


Montreal  Tramways  Co's  Annual  Report,  Etc. 


Following  are  extracts  from  the  report 
for  the  year  ended  June  30: — 
ReTcnae : 

Allowance    from   contract    (2.317.444.80 

Other    revenue    68.134.78 

Gross   revenue    $2. :<7i;. 579.68 

Expenses: 

Interest   on    bonds    $1,044,169.20 

Interest    on    debentures....      830,000.00 
Other  expenses  26,902.25 

Total    expenses (1,923,071.46 

Net    income    (    452..i08.18 

Less  dividends  of  2^%  for  quarters 
ended  Dec.  31,  1919,  Mar.  31,  1920, 
June   30,    1920   290,330.00 

Surplus  for  the  year  (    1«1,958.13 

Add  surplus  at  June  SO.  1919  1,039,817.86 

ToUl   $1,201,775.99 

From  which   has   been   appropriated   for: 

Donation  to  Mrs.  Robertson  $  5.000.00 

Deferred  dividends  on  com- 
mon stock:  2i4%  for 
quarters  ended  June  30, 
Sept.  SO,  and  Dec.  31, 
1918     255.600.75 

ToUI    260.600.75 

General    surplus    $    941,175.24 

The  gross  revenue  for  the  vear  was 
$2,375,579.58,  and  the  expenses  $1,923,- 
071.45,  leaving  a  net  income  of  $452,- 
508.13,  from  which  there  have  been  de- 
clared three  quarterly  dividends  of  2*4% 
each,  amounting  to  $290,550.00,  leaving  a 
balance  carried  to  the  credit  of  the  gen- 
eral surplus  account  of  $161,958.13,  which 
added  to  $1,039,817.86  at  the  credit  of 
this  account  in  1919  makes  a  total  of 
$1,201,775.99,  from  which  there  has  been 
appropriated  $260,600.75,  of  which  $255,- 
600.75  was  on  account  of  deferred  divi- 
dends paid  during  the  year,  and  $5,000 
voted  by  your  directors  to  the  widow  of 
one  of  the  company's  oldest  and  most 
valued  officials,  Donald  S.  Robertson,  who 
died  during  the  past  year;  leaving  a  bal- 
ance at  the  credit  of  the  general  surplus 
account  of  $941,175.24. 

Your  directors  desire  to  point  out  that 
from  the  coming  into  force  of  the  con- 
tract, viz.,  Feb.  10,  1918,  to  June  30, 1920, 
the  revenue  has  not  been  sufficient  to 
meet  the  requirements  of  the  contract, 
the  shortage  being  $1,728,811.94,  of  which 
$1,192,694.05  is  papable  to  the  City  of 
Montreal,  when  received;  and  $223,546.80, 
which  should  be  placed  to  the  credit  of 
contingent  reserve  fund  under  the  terms 
of  the  contract.  The  amounts  to  be  re- 
ceived by  the  company  from  revenue  for 
account  of  the  City  of  Montreal  of  $1,- 
192,694.05,  and  for  the  contingent  reserve 
fund  of  $223,546.80,  are  only  payable 
when  the  revenue  received  by  the  com- 
pany, under  the  terms  of  the  contract,  is 
sufficient  to  pay  these  charges,  after  pay- 
ment of  all  prior  charges.  These  amounts 
have  not  been  brought  into  the  statement 
of  assets  and  liabilities,  but  are  shown 
on  statement  of  operations  under  new 
contract. 

Under  the  terms  of  the  contract  the 
company  has  to  provide  from  its  own 
funds  a  guarantee  fund  amounting  to 
$500,000,  in  amounts  of  not  less  than 
$100,000  a  year.  Your  directors  beg  to 
report  that  $200,000  is  on  deposit  with 
a  trust  company,  in  accordance  with  the 
provisions  of  the  contract. 

During  the  year  the  company  resumed 
paying  its  usual  quarterly  dividends  on 
its  common  stock  at  the  rate  of  2'4% 
per  quarter,  starting  from  the  quarter 
ended  Dec.  31,  1919;  and  also  paid  the 
quarterly  dividend  in  arrears  for  the 
quarters  ended  June  30,  Sept.  30  and  Dec. 
31,    1918,   leaving    three    quarterly    divi- 


dends still   in  arrears. 

The  employes  submitted  a  demand  for 
a  general  increase  in  wages,  amounting 
to  about  $3,500,000  a  year,  which  the 
company  declined  to  accept.  The  matter 
was  referred  to  a  board  of  conciliation, 
appointed  under  the  Industrial  Disputes 
Act  of  1907,  who  unanimously  agreed  to 
grant  them  an  increase  of  approximately 
$800,000,  which  was  accepted. 

The  Tramways  Commission,  after  con- 
sideration of  the  operations  of  the  past 
year,  and  after  taking  into  consideration 
the  requirements  for  the  forthcoming 
year,  decided  on  an  increase  in  fares,  ef- 
fective Sept.  1,  1920. 

The  company  commenced  during  the 
course  of  the  year  the  construction  of  a 
modern  sub-station  at  Cote  St.,  and  has 
placed  orders  for  all  the  equipment 
thereof.  It  is  hoped  to  have  the  same  in 
operation  during  the  coming  year. 


the  payment  of  the  amounts  due  them. 
The  company's  receipts  must  be  applied 
in  the  following  order  to  the  payment 
of:  1.  Operating  expenses  and  taxes.  2. 
Maintenance  and  renewals  fund.  3.  Re- 
muneration of  capital  value.  4.  City 
rental.     5.  Contingent  reserve  fund. 

"At  the  end  of  the  fiscal  period  of  op- 
eration (Feb.  10,  1918,  to  June  30,  1919), 
the  gross  receipts  could  only  meet  the 
operating  expenses  and  taxes,  the  main- 
tenance and  renewals  expenses  and  a 
part  of  the  remuneration  on  capital  value 
($2,787,446.63,  out  of  $3,030,208.66).  The 
accompanying  statement  shows  that  at 
the  end  of  the  past  year  the  gross  re- 
ceipts were  ufficient  to  pay  not  only  the 
operating  expenses  and  taxes  and  the 
maintenance  and  renewals  fund,  but  the 
whole  of  the  interest  on  capital  value, 
also  on  addition  to  capital,  and  working 
capital  as  well  as  a  part  of  the  financing 


statement    of    Operations    under    New    Contract. 


Oross    earnings    

Operating  expt  nscs   and   taxe, 
X)paratinEr    profit 
Maintenance  and   renewals 

Total    .    . 

Balance    . 

.\lIowances    due    company  — 
69f   on  capital  value 
6%    on    worhin^   capital 
7%  on  additions  to  capital 
E.xp3nse    of    financini; 

Total    .    . 

Balance  debit  

Payable  when  earned  — 
City  of  Montreal  rental 
Contingent  reserve 

Total    

Deficit 

•Surplus. 

The  annual  meeting  was  held  Sept.  28. 
The  directors  and  officers,  who  were  re- 
elected, were  as  follows: — E.  A.  Robert, 
President;  J.  W.  McConnell,  Vice  Presi- 
dent; Hon.  G.  G.  Foster,  K.C.,  Vice  Presi- 
dent; W.  C.  Finlev,  P.  J.  Mcintosh,  W. 
G.  Ross,  J.  M.  Mclntyre,  Hon.  J.  M. 
Wilson  and  Hon.  L.  C.  Webster.  Lt.  Col. 
J.  E.  Hutcheson  is  General  Manager. 

The  Montreal  Tramways  Commission 
has  also  issued  its  report  for  the  year 
ended  June  30,  stating  it  had  226  meet- 
ings during  the  year.  Following  are  ox- 
tracts  from  the  report. 

General  Statistics. 

ToUI  tracks  miles          264.60 

Tracks   in   operation    miles  246.03 

Gross  receipts  per  mile  of  total  tracks..  (40,750.07 
Gross    receipts    per    mile    of    tracks    in 

operation     43,825.88 

Percentage  of  gross   receipts   devoted  to 

operating    expenses   and    taxes    54.68% 

Percentage  of  gross   receipts   devoted   to 

maintenance   and    renewals    20.82% 

Percentage  of  gross   receipts  devoted  to 

operating    expenses    75.00% 

Passengers,    total    number  of   .255,685,986 

Revenue    passengers    191.941,835 

Transfers    63.744,151 

Percentage   of    transfers    to    number    of 

revenue    passengers    33.21% 

Gross    receipts    per    passenger,     total....  4.22c. 

Gross   receipts  per  revenue   passenger....  5.62c. 

Receipts    per   passenger    (transportation 

of  passen^rers   only)    5.51c. 

Total  operating  expenses  and  taxes  per 

revenue    passenger    4.21c. 

In  referring  to  the  deficit  on  the  year's 
operations,  the  Commission  says: — "The 
contract  has  not  foreseen  the  existence 
of  deficits.  In  order  to  avoid  an  exces- 
sive rate  of  fare,  the  interested  parties 
have   agreed    not    to    exact   immediately 


l"eb.   10.   1918 

to  June  30.  Year  ended  Feb.  10,   1918, 

1919  June  30.  1920  to  June  30.  1920 

$11,572,210.48  $10,782,470.09  $22,354,680.57 


6,640.715.22  5.849.911.89  12,490.627.11 

45.927.82  46.606.68  92.534.50 

2.098,120.81  2.190,557.43  4,288,678.24 


3,018.224.42 
40,646.44 
32.919.35 
251.353.01 


2.177.177.70 
23.832.96 
69.827.46 
181,431.47 


5,195.402.12 
64,478.40 
102.746.81 
432,784.48 


expense  ($120,212.39  out  of  $432,784.48). 
There  is  every  indication  that,  at  the 
end  of  this  year,  the  situation  will  be 
further  improved  so  that  the  City  of 
Montreal  will  receive  at  least  a  portion 
on  the  $500,000  annual  rental." 


Answers  to  Electric  Railway 
Questions. 


The  following  are  among  answers  to 
question  sent  to  the  American  Electric 
Railway  Association's  question  box: — 

Near  or  Far  Side  Stops. — Do  you  use 
the  near  side  or  far  side  stop  or  a  com- 
bination of  both?  Is  this  required  by 
ordinance  or  other  legal  measure?  In 
view  of  the  increase  in  vehicular  traffic, 
which  do  you  now  recommend  and  what 
are  your  reasons  for  same  ? 

A.  Gaboury,  Superintendent,  Montreal 
Tramways  Co.,  Montreal:  (1)  Near  side 
stop  is  used  in  general,  though  far  side 
is  used  in  a  few  instances,  where  stop 
is  at  the  foot  of  a  hill.  Near  side  is 
much  preferable  in  order  to  facilitate 
movement  of  crossing  traffic.  Law 
obliges  vehicles  to  stop  behind  a  stand- 
ing street  car,  therefore  in  case  of  far 
side  stop  at  congested  corners  vehicles 
behind  car  would  block  crossing  traffic. 
In  case  of  far  side  stop  at  heavy  traffic 
cross  streets  car  would  have  to  make 
near  side  top  until  crossing  traffic  had 
cleared.  Near  side  stop  tends  to  prevent 
accidents  as  car  is  under  control  ready 
to  stop  before  reaching  cross  streets. 


'•.M 


TANADIAX  RAILWAY  AND  MARINE  WORLD 


November.  1920. 


Yhv  ToronUi  Railway's  Future  Manauemcnt. 


The  Toronl"  Tinns|ii>i  tatimi  Coinnu*- 
-H.n,  which  in  «rnin»rinjf  mnttorfi  in  con- 
•..•.„n  with  thr  tnlsinj:  ov«r  of  ihf  To- 
t  .  Ky.,  by  the  city,  in  IWl.  hns  mp- 
:..|  II.  H.  ('nuMn.i.Ctcncrnl  Mannjror. 
l,.r.iilo  Hydro  KIcctrir  ('<inimii>!»ion.  n» 
(icncrnl  Mnnapor.  Toronto  TransnorU- 
lion  I'ommisHion.  nml  has  also  made  the 
followinir  appointments:  — 

K.  M.  Ashworth,  horclofort'  Ansistant 
('•(■noral  Manaircr.  and  now  acting  Gen- 
eral .ManaRcr.  Toronto  Hydro  Electric 
Commisgion.  is  to  Ik-  also  acting  Secre- 
tary, Toronto  Transportation  Commis- 
sion. 

I.  S.  Fairly,  heretofore  AssisUnt  C  ity 
Solicitor,  to  be  Solicitor,  Toronto  Trans- 
portation Commission. 

The  Commission  has  also  appointed  R. 
C.  Harris,  City  Commissioner  of  Works; 
E.  L.  Cousin.s,  General  Manager  of  the 
Harbor  Commission;  and  F.  A.  Gaby. 
Chief  Enirini-er  of  the  Hydro  Electric 
Power  <'ommission  of  Ontario,  in  a  con- 
sulting capacity,  with  a  view  to  co-ordi- 
nating the  interests  which  they  represent 
and  obtaining  the  benetit  of  their  advice 
on  the  problems  with  which  they  are 
familiar. 

The  Toronto  Transportation  Commis- 
.sion,  which,  as  stated  in  Canadian  Rail- 
way and  Marine  World  for  September. 
consist.1  of  P.  W.  Ellis,  wholesale  jewel- 
ler. President  Toronto  Hydro  Electric 
Commission  and  Chairman  Queen  Vic- 
toria Niagara  Falls  Park  Commission,  as 
Chairman;  Frod.  Miller,  of  Roger  Miller 
&  Sons,  railway  and  harbor  contractors, 
Toronto;  and  Geo.  Wright,  hotel  proprie- 
tor, who  is  a  member  of  the  Toronto 
Hydro  Electric  Commission,  was  appoint- 
ed uniler  the  authority  of  an  act  passed 
at  the  Ontario  Legislature's  last  session, 
authorizing  the  Toronto  City  Council  to 
pass  a  bylaw  establishing  a  Commission 
under  the  title  of  the  Toronto  Transporta- 
tion Commission,  which  shall  be  a  body 
corporate.  The  Commission  is  to  be  com- 
posed of  three  resident  ratepayers  of 
Toronto,  who  shall  hold  office  for  three 
years,  and  until  their  successors  are  ap- 
pointed, and  shall  be  eligible  for  reap- 
pointment. No  member  of  the  City  Coun- 
cil is  eligible  to  be  appointed  a  member 
of  the  Commission.  Appointments  to  the 
Commission  are  to  be  made  by  the  City 
Council,  on  the  nomination  of  the  Board 
of  Control,  r.r  by  a  two  thirds  vote  of  the 
Council  in  the  absence  of  such  nomina- 
tion. The  members  of  the  Commission 
are  to  be  paid  such  salary  as  may  be 
fixed  by   bylaw. 

Upon  the  City  Council  acquiring  the 
Toronto  Ry.  umler  the  terms  of  the  agree- 
ment, schedule  A,  chap.  !•!•.  Ontario  stat- 
utes of  r,h  Victoria,  it  shall  by  bylaw 
transfer  the  control,  maintenance  and 
operation  of  the  same  to  the  Commis- 
sion, and  the  Council  may.  by  other  by- 
laws transfer  to  the  Commission  the  con- 
trol, maintenance  and  operation  of  the 
civic  railway  lines,  or  authorize  it  to  con- 
struct and  operate  tube  and  subway  lines, 
and  operate  lines  of  motor  busses.  It 
"hall  be  the  duty  of  the  Commission  to 
ronsider  generally  all  matters  relating  to 
local  transportation  in  Toronto,  to  con- 
struct such  new  lines  of  street  railway, 
and  to  provide  such  plant,  ecpiipment 
and  other  facilities  ns  it  may  consider 
necessary  to  be  con.«tr\icted  or  provided, 
in  anticipation  of  the  taking  over  by  the 
city   of  the  Toronto   Fty. 

The   Commission    shall,    in    particular, 
but  not  so  as  to  restri'-t  its  general  pow- 


ers  and  duties,  have  power  to  conilruct 
and  operate  new  lines  of  street  railway 
in  addition  to  or  in  extension  of  existing 
lines;  fix  such  tolls  and  fares  so  that  it« 
revenue  shall  be  sufficient  to  make  all 
transportation  facilities  under  its  con- 
trol and  management  self  sustaining,  af- 
ter providing  for  maintenance,  renewals, 
depreciation  and  debt  charges;  and  to 
make  requisitions  upon  the  City  Council 
for  all  sums  of  money  necessary  to  carry 
out  its  powers  and  duties.  The  Commis- 
sion is  to  make  an  annual  report  to  the 
City  Council,  and  publish  an  audited  bal- 
ance sheet. 

The  City  Council  may  pass  bylaws, 
without  submitting  them  to  the  ratepay- 
ers, to  borrow  money  to  acquire  the  To- 
ronto Ry.  under  its  agreement;  to  pro- 
vide for  such  plant,  equipment  and  other 
facilities  as  may  be  necessary  to  be  pro- 
vided in  anticipation  of  the  taking  over 
of  the  railway,  and  to  meet  such  other 
expenditures  as  may  be  necessary  in 
making  arrangements  for  the  operation 
of  the  property  when  taken  over;  and  to 
provide  the  Commission  with  money  to 
construct  new  lines,  and  extensions  of 
existing  lines,  to  procure  rolling  stock, 
buildings,  equipment,  etc.  The  deben- 
tures issued  for  these  purposes  shall  not 
be  counted  in  ascertaining  the  limit  of 
the  city's  borrowing  powers  for  other 
purposes. 

The  London  Street  Railway  Situa- 
tion. 

The  London.  Ont.,  City  Council's  spe- 
cial street  railway  committee  is  reported 
to  have  decided,  after  a  conference  with 
a  number  of  representative  men.  to 
recommend  to  the  city  council  to  submit 
five  questions  to  a  vote  of  the  ratepayers, 
as  follows: — 

1.  Cancellation  of  the  London  St.  Ry. 
Co.'s  franchise  and  purchase  by  the  city 
at  a  price  to  be  fixed  by  arbitration. 

2.  Purchase  and  operation  on  behalf  of 
the  city  by  the  Hydro  Electric  Power 
Commission  under  hydro  radial  legisla- 
tion. 

.'{.  Continuance  of  present  ownership 
with  operation  by  the  Ontario  Railway 
Board  on  a  service  at  cost  agreement. 

4.  Company  ownership  and  operation, 
with  a  service  at  cost  agreement. 

.'i.  Cancellation  of  the  franchise,  ejec- 
tion of  the  company  from  the  city  street.* 
and  establishment  of  some  other  muni- 
cipally owned  transportation  system, 
probably  motor  busses. 

Further  consideration  was  given  to 
these  questions  by  the  committee  on  Sept. 
■J".i.  and  prior  to  the  city  council's  meet- 
ing on  Oct.  4.  when  the  recommendations 
were  to  have  come  up.  Sir  Adam  Beck 
is  reported  to  have  stated  that  a  vote  on 
the  questions  suggested  would  not  settle 
anything,  and  further  that  he  would  not 
recommend,  and  the  Legislature  was  not 
likely  to  pass,  the  legislation  necessary 
to  give  the  Hydro  Electric  Power  Com- 
mission of  Ontario  jiuthority  to  operate 
the  railway  for  the  people. 

Suggestions  are  reported  to  have  been 
made  subsequently  to  have  a  vote  taken 
on  .Ian.  1.  as  to  the  purchase  of  the  rail- 
way, but  up  to  the  time  of  writing  notli 
ing   had   been   settled. 

A  press  report  states  that  owing  to 
the  fact  that  no  arrangement  has  been 
made  between  the  London  City  Council 
and  the  London  St.  Ry.  as  to  the  various 
natters    about    whi<  h    they    differ.     \     \' 


Ingram,  Vice  Chairman  of  the  Ontario 
Railway  and  .Municipal  Board,  having 
1  harge  of  the  operation  of  the  radway. 
has  intimated  that  the  Board  does  not 
intend  to  go  on  indefinitely  with  the  man- 
agenii-nt.  and   may   relinquish   control. 

Employes  of  the  Ix)ndon  St.  Ry.  arc,  it 
is  reported,  taking  steps  to  enforce  a  de- 
mand for  an  increa.se  of  wage*  from  48c. 
to  .'>2c.  an  hour;  and  a  press  report  of 
Oct.  I'i  stated  that  the  city  council's  fin- 
ance committee,  has  asked  the  Ontario 
Railway  and  Municipal  Board  to  forego 
payment  of  bond  redemption  charices,  so 
that  increased  wages  may  be  paid. 

Increases    in     Kleclric    Railwa> 
Passenger  Fares. 

British  Columbia  Electric  Ry.  —  The 
Victoria,  B.C.,  City  Council  on  Oct.  4 
agreed  to  allow  the  company  to  increase 
its  fare  on  city  lines  from  5c.  to  6c.,  with 
six  tickets  for  3.5c.,  and  school  children's 
tickets  ."ic.  each,  all  fares  to  carry  trans- 
fer privilege^.  The  company  had  aske<l 
for  a  7c.  fare,  but  A.  T.  Goward,  Local 
Manager,  wrote,  stating  that  the  increase 
to  that  amount  would  not  be  pressed  and 
that  the  company's  final  offer  was  a  Ck. 
fare  with  tickets,  etc.,  as  stated  above. 
Heretofore  the  fare  has  been  .Sc.  straight, 
with  no  transfer  privileges  or  reduced 
rates  for  school  children.  The  council 
also  agreed  to  take  steps  to  eliminate 
jitney  competition.  The  company  is  to 
take"  over  the  maintenance  of  certain 
portions  of  the  streets.  The  final  de- 
tails of  the  agreement  are  now  worked 
out.  and  it  is  not  anticipated  that  there 
will  be  much  delay  in  putting  the  new- 
rates   into  effect. 

Hull  Electric  Co. — A  letter  from  G. 
Gordon  Gale,  Vice  President.  Hull  Elec- 
tric Co..  is  reported  to  have  been  read 
at  a  meeting  of  the  Hull.  Que..  City  Coun- 
cil, Oct.  4,  asking  that  the  present  agree- 
ment governing  street  car  fares  which 
has  some  years  to  run  yet.  be  set  aside 
and  new  rates  based  on  the  present  cost 
of  operation  be  made  eff<^tivc.  In  the 
letter  Mr.  Gale  claims  that  since  the 
agreement  with  the  city  was  made  about 
26  years  ago,  an  uninterrupted  street  car 
service  has  been  provided.  He  also  states 
thiit  the  same  fares  as  charged  in  1896 
are  still  being  charged,  that  in  the  mean- 
time the  wages  of  employes  have  in- 
creased 300'^r,  and  that  the  cost  of  ma- 
terials for  car  repairs,  track  renewals, 
and  repairs  to  pavements  have  increased 
in  like  manner,  and  further  that  during 
this  long  period,  the  company  has  been 
unable  to  make  a  profit. 

.Saskatoon  Municipal  Ry. — Cash  fares 
on  the  Saskatoon.  Sask..  Municipal  Ry. 
were  advanced  on  Oct.  1  from  7c.  to  lOr  . 
and  unlimited  tickets  are  now  cold  4 
tickets  for  2,'Sc..  instead  of  6  for  35c.  No 
change  has  been  made  in  school  child- 
ren's tickets.  Following  is  a  comparison 
of  the  old  and  new  rates:  — 

New.  ow. 

Ciu.h    !"><■  •»«•• 

Pnlimili^    tick»t»     <  for  S-'x-.      «forS.V. 

Sch.ol    rhililrrn's    tickrU    ..       S  for  :S<.     sforii*. 

Sudbury-Copper  Cliff  Suburban  Elec- 
tric Ry.— .\  press  report  states  that,  on 
Oct.  1,  the  company  put  in  operation  a 
."ic.  increase  on  the  return  fare  between 
Sudbury  and  Copper  Cliff,  Ont..  the  new 
fare  being  30c. 

Winnipeg  Electric  Ry. — The  Winnipeg 
City  Council  on  Oct.  11  made  an  interim 
appr«>priation  of  $.5,000  to  carry  on  an 
appeal  against  the  Manitoba  Public  Utili- 
ties Commissioner's  order  of  Aug.  23  au- 
thorizing an  incrca.se  of  fares  on  the  W. 
V     M  .   vhwti    «.rt    int..  .-ffeit    I^ept.    1. 


November,  1920. 


CANADIAN  RAILWAY  AM)  MARINE  WORLD 


615 


Why    Winnipeg    Electric    Railway 

Asked  Abolition  of  Workmen's 

Tickets. 

The  Winnipeg  Electric  Ry.  has  pub- 
lished the  following  statement  in  refer- 
ence to  the  recent  abolition  of  workmen's 
tickets: — "When  we  applied  to  the  Mani- 
toba Public  Utilities  Commission  to  re- 
adjust fares,  we  asked  the  Commission 
to  abolish  workmen's  tickets  for  the  fol- 
lowing, anions  other  reasons: — 

"To  relieve  rush  hour  peak  traffic.  We 
found  that  because  red  tickets  were 
cheaper  than  ordinary  tickets,  shoppers 
waited  until  red  ticket  hours  to  travel. 
The  shopper  load,  coupled  with  the  other 
rush  hour  traffic,  accentuated  the  peak. 
It  is  well  known  that  in  order  to  take 
care  of  this  peak  traffic  we  have  to  main- 
tain extra  crews,  and  these  extra  crews 
had  to  be  paid  standby  time;  so  we  found 
ourselves  in  the  position  of  giving  a  more 
expensive  service  in  the  rush  hours  and 
getting  less  for  it. 

"Sunday  car  service  costs  more  than 
week  day  service.  The  reason  for  this  is 
that  we  have  to  pay  our  motormen  and 
conductors  5c.  an  hour  more  for  the  time 
they  work  on  Sundays  than  on  week 
days.  It  surely  is  not  sound  business  to 
sell  service  on  Sundays  at  a  lower  rate 
than  we  sell  it  for  on  week  days,  when 
it  actually  costs  us  more  to  supply  it  on 
Sundays  than  on  week  days. 

"There  was  no  justification  for  dis- 
crimination. Red  tickets  meant  cheaper 
fares  for  those  workers  who  happened  to 
finish  work  earlier  than  another  set  of 
workers.  Probably,  when  the  street  cars 
started  operating  in  1892  the  laboring 
man  received  $1  a  day.  These  work- 
men's tickets  were  designed  to  be  used 
by  the  workers  travelling  to  and  from 
their  work.  But  the  $1  a  day  man  is  no 
longer  with  us,  and  we  are  all  workers 
now.  There  is  no  justification  for  any 
particular  class  in  the  community  being 
permitted  to  buy  its  street  railway  trans- 
portation at  a  lower  rate  than  any  other 
class.  Some  one  has  to  pay  for  the  sei^- 
vice,  and  our  contention  is  that  the  man 
who  uses  the  cars  should  pay  a  fair  price 
for  the  service  he  receives,  and  no  one 
should   get    any    special    consideration." 

Electric  Railway  Employes'  Wages, 
Working  Conditions,  Etc. 

British  Columbia  Electric  Ry.  —  Some 
time  ago  the  employes  applied  for  an 
increase  in  wages,  the  conductors  and 
motormen  asking  for  an  increase  from 
the  existing  rate  of  60c.  an  hour  to  75c. 
A  press  report  of  Oct.  5  stated  that  the 
company  had  offered  increases  varying 
from  Ic.  to  8'4C.  an  hour,  according  to 
the  class  of  work  engaged  in.  The  com- 
pany's offer  was  laid  before  the  employes 
at  Vancouver,  New  Westminster  and 
Victoria,  and  the  men  voted  to  accept  it. 
The  report  states  that  the  new  rates,  as 
compared  with  the  old  rates  are  as  fol- 
lows : — 

Per  hour. 

New.  Old 

City  motormen  and  conductors  65c.  60c. 

Intcrurban    motormen   and    conduc- 
tors    _ 6"c.  62c. 

Car    repairers    70c.  62c. 

Mechanics'    helpers    «Rc.  62c. 

Car   cleaners   58c.  58c. 

Carpenters   77c.  69c. 

Blacksmiths   and   machinists    80c.  71c. 

Trackmen   60c.  59c. 


Mainly  About  Electric  Railway  People. 


E.  H.  Bronson,  who  died  at  Ottawa, 
Ont.,  Oct.  19,  aged  76,  after  a  long  ill- 
ness, was  a  director  of  the  Ottawa  Elec- 
tric Ry.  Co. 

Henry  Herbert  Couzens,  A.M.I.E.E., 
who  has  been  appointed  General  Mana- 
ger, Toronto  Transportation  Commission, 
was  born  at  Totnes,  Devonshire,  Eng., 
Oct.  16,  1877,  and  was  educated  at  the 
Independent  College  (Taunton  School), 
Taunton,  Eng.  He  subsequently  served 
as  an  articled  pupil  in  both  mechanical 
and  electrical  engineering,  with  Allen  & 
Sons,  Taunton,  and  the  Taunton  Corpor- 
ation Electrical  Works  respectively,  and 
in  1898  was  appointed  Assistant  Engi- 
neer, Bristol  Corporation  Electrical  De- 
partment, Bristol,  Eng.,  and  held  that 
position  until  1901,  when  he  was  appoint- 
ed Deputy  City  Electrical  Engineer,  Bris- 
tol. He  resigned  in  1909  on  his  appoint- 
ment  as    Manager   and   Engineer,    West 


The  Sherbrooke  Ry.  &  Power  Co.  has 
bought  2  safety  one-man  operated  cars, 
and  is  in  the  market  for  another  2  of  the 
same,  or  similar,  type. 


Ham  (London,  Eng.)  Corporation  Elec- 
tric Supply,  and  in  1912  was  appointed 
to  a  similar  position  with  the  Hampstead 
Borough  (London,  Eng.)  Council,  and 
continued  for  a  year  as  Consulting  En- 
gineer for  West  Ham.  He  resigned  that 
position  at  the  end  of  1912,  on  his  ap- 
pointment as  General  Manager,  Toronto 
Hydro  Electric  System,  and  tooH  up  the 
duties  of  the  latter  position  early  in  191.'?. 
He  has  been  given  an  indefinite  leave  of 
absence  pending  the  full  organization  of 
the  Transportation  Commission,  after 
which,  it  is  said,  that  he  will  act  as 
General  Manager  of  the  combined  sys- 
tems. 

A.  H.  Dion,  Manager,  Moose  Jaw  Elec- 
tric Ry..  Moose  Jaw,  Sask.,  is  contem- 
plating resigning  to  engage  in  commer- 
cial work. 

W.  Marrigan,  member  of  the  Public 
L'tilities  Commission,  Port  Arthur.  Ont., 
who  died  there.  Oct.  18,  aged  60,  was 
formerly  a  railway  and  general  contrac- 


tor, and  carried  out  several  subcontracts 
on  the  Intercolonial  Ry.,  New  Brunswick 
Ry.,  Bangor  &  Aroostook  Rd.,  Bale  des 
Chaleurs  Ry.,  Soulanges  and  Welland 
canals  and  Port  Colborne  breakwater. 

Fred.  R.  Miller,  who  has  been  appoint- 
ed one  of  the  members  of  the  Transpor- 
tation Commission,  which  has  charge  of 
the  preparation  for  the  taking  over  of 
the  Toronto  Railway  by  the  city,  and 
which  will  be  in  charge  after  this  is  ac- 
complished, was  born  at  St.  Catharines. 
Ont,  Oct.  81,  1878.  He  was  educated  at 
Ingersoll,  Ont.,  and  the  Applied  Science 
Faculty,  Toronto  University,  graduating 
in  civil  engineering  in  1898.  He  was 
subsequently  associated  witli  Haney  & 
Miller,  general  contractors,  Toronto,  and 
from  1902  to  1909  was  engaged  in  the 
construction  of  the  waterworks  tunnel 
under  Toronto  Bay,  the  Montreal  Loco- 
motive Co.'s  plant  at  Montreal,  the  break- 
water at  Port  Stanley,  Ont.,  and  other 
works.  In  1909  he  joined  the  firm  of 
Roger  Miller  &  Son  Ltd.,  and  was  elect- 
ed Vice  President  in  1917.  In  1916  he 
took  charge  of  the  production  of  muni- 
tions under  the  Imperial  Munitions  Board 
in  Toronto  district,  and  until  the  wind- 
ing up  of  that  company  was  Vice  Presi- 
dent and  General  Manager  of  British 
Forgings  Ltd.,  Toronto. 

G.  Pettingell,  formerly  Superintendent, 
Winnipeg,  Selkirk  &  Lake  Winnipeg  Ry., 
a  subsidiary  of  the  Winnipeg  Electric 
Ry.,  has  resigned,  and  the  position  is  be- 
ing filled  temporarily  by  L.  E.  McCall. 

P.  Pocock,  Vice  Chairman,  London. 
Ont.,  Railway  Commission,  is  spending 
some  months  in  Europe. 

Miss  Eleanor  A.  Soper,  daughter  of 
Warren  Y.  Soper,  Vice  President,  Ottawa 
Electric  Ry.,  Ottawa,  was  married  at  Ot- 
tawa, Oct.  9  to  A.  C.  Bethune. 

John  F.  Zebley,  a  Boston,  Mass., 
banker,  who  is  reported  to  have  died  sud- 
dently  there  recently,  is  said  to  have  fin- 
anced the  construction  of  the  St.  John, 
N.B.,  Ry.,  the  contractor  being  his  bro- 
ther, H.  B.  Zebley,  of  New  York.  The 
first  cars  were  operated  Oct.  17,  1887.  A 
prior  street  car  line  from  Indiantown  to 
Market  Square,  St.  John,  was  built  in 
1869,  but  was  abandoned  after  a  few 
years   operation. 

The  Toronto  Ry.  city  percentage  case 

was  before  the  High  Court  at  Toronto, 
during  October,  on  the  company's  appli- 
cation for  a  declaratory  judgment  that 
the  unpaid  percentage  payments  due  to 
the  city  by  the  company  as  provided  for 
in  the  franchise  agreement,  constitute  a 
lien  on  the  company's  assets  in  priority 
to  the  claims  of  the  bondholders.  Mr. 
Justic  Orde,  in  delivering  judgment,  Oct. 
22,  stated  that  he  was  unable  to  see  what 
rights  of  the  company  were  affected,  the 
matter  being  one  as  between  the  city  and 
the  bondholders,  who  had  expressed  no 
desire  to  have  the  question  determined, 
and  therefoi-e  dismissed  the  motion  with 
costs. 

Winnipeg  Electric  Ry.  Expenditures, 
Etc. — The  Winnipeg  Electric  Ry.  states 
that  it  has  disbursed  among  its  employes 
during  the  past  4 '4  years  $8,700,000; 
that  the  number  of  people  in  the  city 
which  it  supports  aggregates  about  5,000; 
that  during  the  past  4'2  years  it  has 
purchased  goods  and  material  from  local 
business  houses  which  represent  $5,400,- 
000;  that  it  is  one  of  the  biggest  individ- 
ual employers  of  labor  in  the  city. 


616 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


November,  1920. 


Klectric  Railway  Projects,  Construction,  Better- 
ments, Ktc. 


I'-algiir)  Municipal  K).— The  new  in- 
UTdCcUon  for  EJKhth  Avp.  and  Centre 
St  h«5  iH-en  lieliverod  in  Cnlcnry,  Alta.. 
and  in  boinc  instnlled.  Whin  the  work 
m  completed  the  ninninc  of  .lome  lines 
will  be  renrrnnced,  thereby  elTectinc  im- 
provements in  the  service.  (Oct.,  pR. 
Ml.) 

Grand  River  Ry.— The  Board  of  Rail- 
way fommisdioners  lias  authorized  the 
coniiiany  to  make  deviations,  chnnites, 
reiiairs,  etc.,  on  its  line  in  North  Dum- 
fnos  Tp.,  and  in  Gnlt.  Ont.;  to  build  a 
.ttation  immediately  south  of  Main  St., 
Gait;  to  cross  certain  G.T.R.  trnck.s,  and 
to  build  uniier  the  C.P.R.;  to  cross  the 
G.T.R.  south  of  Hundas  Road,  and  to  in- 
stal  diamond  with  interlockinK  plant,  de- 
rails, home  and  distant  sipnals,  etc.;  to 
connect  with  the  C.P.R.  and  cross  nt 
(Trade  10  streets  or  roads  in  Gait,  and 
three  roads  in  North  Dumfries  Tp.  The 
Board  has  also  authorized  the  company 
to  build  an  additional  track  (double  track) 
across  Speedwell  and  Bresleau  Roads, 
Waterloo  Tp.,  Ont.   (Oct.,  pp.  561.) 

Hydro  Electric  Tower  Commission  of 
Ontario. — A  press  report  states  that  the 
Commission  has  filed  plans  of  its  pro- 
jected electric  railway  lines  through  the 
City  of  Hamilton,  and  the  County  of 
Wentworth.  The  plans,  it  is  stated,  pro- 
vide for  a  terminal  station  on  James  St., 
Hamilton,  near  Stuart  St.  Hamilton 
city  officials  are  reported  to  have  said 
that  the  filinj;  of  the  plans  was  neces- 
sary to  conform  with  the  Railway  Act,  in 
order  that  they  may  be  examined  by  in- 
terested parties,  and  objected  to  if  neces- 
sary. The  plans  filed,  so  far  as  they 
affect  Hamilton,  will  be  examined  by  the 
City  Council's  railway  committee. 

Hydro  Electric  Ry.,  Essex  Division. — 
We  are  officially  advised  that  the  work 
in  progress  on  this  railway  consists  of 
the  replacement  of  the  existing  sinple 
track  line  extending  from  Ouelette  Ave., 
along  London  St.,  Windsor,  Ont.,  to  the 
Michigan  Central  Rd.,  a  little  over  one 
mile.  The  work  has  been  undertaken  to 
facilitate  operating  conditions,  and  it  is 
expected  to  have  it  completed  during  this 
year. 

A  press  report  states  in  order  to  pro- 
vide funds  for  the  extensions  of  the  street 
railway  system  in  Windsor  and  adjacent 
municipalities,  the  Hydro  Electric  Power 
Commission  of  Ontario  will  ask  author- 
ity to  sell  another  block  of  debentures, 
and  that  when  the  Ontario  Government 
has  taken  the  necessary  action,  the  muni- 
cipality may  then  submit  the  plan  to  the 
people.     (Oct.,  pg.  561.) 

London  &  Port  Stanley  Ry.— The  Board 
of  Railway  Commissioners  has  under  con- 
sideration an  application  for  authority 
to  build  a  second  track  across  Bridge 
St..  Port  SUnlcy,  Ont.     (Oct.,  pg.  561.) 

New  Hnin8wick  Power  Co.— The  St. 
John,  N.H.,  City  Council  has  been  asked 
to  have  the  company's  car  tracks  remov- 
ed fmni  Queen  St.  Wi'.xt.  It  was  stated 
that  the  laying  of  the  tracks  in  this  area 
had  been  opposed  by  the  residents,  and 
that  the  city  had  finally  given  its  appro- 
val for  the  laying  of  th(>  tracks  for  three 
years.  This  period  has  expired,  and  it 
is  desired  to  have  the  tracks  removed. 
An  alternative  route  for  the  tracks  was 
FUggested  and  the  applicants  were  asked 
to  submit  their  desires  in  writing  in  or- 
der that  the  city  officials  could  take  up 
the   matter  with   the  company. 


Port  llurKcll,  A)lm<T  and  London,  Ont. 
A  precK  report  sU»l»»  that  the  project,  dis- 
cussed at  length  ."ome  years  ago  for  the 
construction  of  an  electric  railway  from 
Port  Burwell,  on  Lake  Erie,  via  Aylmer 
to  London,  is  again  being  agitated. 

Quebec  Ry.,  I-ight  &  Power  Co.— Work 
is  reported  to  have  been  started  on  the 
construction  of  the  extensions  on  St.  V'a- 
lier  St.,  and  in  Belvedere  Ward,  Quebec. 
It  is  expected  that  they  will  be  complet- 
ed by  tne  end  of  November.  (Oct.,  pg. 
561.) 

Sarnta  St.  Ry. — A  press  report  states 
that  public  support  ia  being  given  to  a 
suggestion  that  this  railway  be  extended 
to  Corunna,  Ont. 

Saskatoon  Municipal  Ry. — We  are  offi- 
cially advised  that  there  is  now  being 
built  about  3,000  ft.  of  double  track  on 
existing  lines  in  Saskatoon,  Sask.  A  con- 
tract has  been  given  L.  S.  Masterson, 
Pas,  Man.,  for  5,000  track  ties,  and  an- 
other contract  has  been  given  C.  S.  Suth- 
erland, Edmonton,  Alta.,  for  65  gross  tons 
of  56  lb.  relaying  rails  with  angle  bars, 
holts,  etc.     (Sept.,  pg.  503.) 

Tobique  to  Bathurst,  N.B. — A  press  re- 
port states  that  a  proposition  is  being  con- 
.^idered  for  the  building  on  an  electric  rail- 
way from  Tobique  to  Bathurst,  N.B., 
about  110  miles.  Tobique  Narrows  is  a 
.station  on  the  C.P.R.  branch  line  from 
Perth  Jet.  to  Plaster  Rock,  and  Bathurst 
is  a  station  on  the  Canadian  National 
Rys.  Such  a  line  would  run  through  Vic- 
toria, Northumberland  and  Gloucester 
Counties,  a  very  large  undeveloped  ter- 
ritory containing  considerable  resources 
of  timber  and  water  powers. 

Winnipeg  Electric  Ry. — .\  press  report 
of  Oct.  11  stated  that  it  was  expected  to 
start  laying  the  stone  sets  on  Logan  Ave. 
on  Oct.  1.3,  that  the  loop  will  be  the  first 
part  to  be  completed,  and  that  the  car 
tracks  will  be  laid  on  Catherine  Ave.  and 
Quelch  St.  instead  of  Gallagher  Ave., 
this  bringing  it  300  ft.  closer  to  the  C.P. 
R.  shops  than  its  original  location.  (Sept., 
pg.  503.) 


Public  Utilities  Should  be  Self  Sup- 
porting. 

The  recent  conirress  of  chambers  of 
commerce  of  the  British  Empire,  in  To- 
ronto, adopted  the  following  resolution, 
moved  by  E.  P.  Fredericks,  Secretary- 
Manager,  Belleville,  Ont.,  Chamber  of 
Commerce:— "In  the  operation  of  public 
utilities  throughout  the  Empire  such  util- 
ities, where  operated  by  the  nation  or  a 
municipality,  should  be  conducted  on  a 
self  supporting  basis  and  charges  for 
such  service  should  be  sufficient  to  pay 
the  actual  cost  of  the  service  rendered, 
without  having  to  make  up  a  deficit  by 
taxation,  and  thus  adding  to  the  already 
heavy  burdens  of  taxpayers  in  all  parts 
of  the  Empire." 

Mr.  Fredericks  said  that  the  resolution 
was  founded  on  the  very  sound  commer- 
cial principle  that  any  business  worthy 
of  the  name  should  he  at  lea.«t  self  sup- 
porting. He  pointed  out  that  there  is  a 
growing  tendency,  particularly  on  this 
side  of  the  Atlantic,  to  foist  broken  down 
public  utilities  on  communities,  with  the 
idea  that  by  some  process  of  magic  the 
community  can  conduct  the  business  at  a 
loss  without  anyone  having  to  make  up 
the    deficit.      He    added    that    most    cities 


an-  running  just  about  all  the  charity 
inilitutions  that  they  can  afford  at  prea- 
rnt,  and  he  urged  that  public  utilitie*  be 
nuifle  to  nay  their  own  way,  by  charging 
tin-  people  who  use  the  service  enough 
to  cover  the  cost  of  such  service.  Am  the 
congress  was  being  held  in  Toronto,  he 
used  that  city  as  an  example  of  how  a 
public  utility  would  probably  work  out 
under  public  operation.  He  said  that  if 
a  reasonable  charge  for  street  railway 
fares  of  about  He.  had  been  permitted 
two  years  ago  the  people  would  have 
been  able  to  secure  the  improvements  in 
service  for  which  they  have  been  clamor- 
ing. As  the  matter  stood  he  did  not  see 
how  it  would  be  possible  to  get  these 
improvements  now  inside  of  two  or  three 
years,  and  at  that  time  the  people  will 
be  fortunate  if  they  did  not  have  to  pay 
more  than  25c.  for  four  rides.  He  used 
these  figures,  because  he  assumed  that 
the  transportation  commission  which  will 
operate  the  road  will  endeavor  to  make 
the  service  at  least  break  even  in  the 
matter  of  cost,  because  he  did  not  believe 
that  the  city  should  be  asked  to  make 
up  any  annual  deficit  in  the  operation  of 
this  important  utility.  The  people  who 
use  the  ser\'ice  should  pay  for  it  and  this 
opinion  was  unanimously  endorsed  by  the 
congress,  in  fact,  the  resolution,  after  be- 
ing seconded  by  Wm.  Taylor  of  Owen 
Sound,  Ont.,  was  adopted  without  a  dis- 
senting voice,  and  after  it  had  been  thor- 
oughly considered  by  representatives  of 
some  of  the  biggest  business  interests 
from  all  parts  of  the  Empire. 


Ottawa's  Traction  Problem. 


O.E.R.  News,  published  by  Ottawa 
Electric  Ry.,  has  the  following  in  a  re- 
cent issue: — Those  of  our  readers  who 
have  followed  the  reviews  of  the  United 
States  Federal  Commission's  report  on 
street  railway  conditions  in  that  country 
will  now  be  in  a  position  to  appreciate 
the  local  electric  railway  problem,  the 
features  of  which  may  be  summed  up  in 
a  few  words.  In  Aug.,  192^1,  the  Ottawa 
Electric  Ry.  Co.'s  franchise  expires.  Two 
courses  will  then  be  open  to  the  citizens 
of  Ottawa,  to  purchase  the  street  railway 
under  arbitration,  as  provided  for  by  the 
franchise,  or  to  effect  a  new  operating 
agreement  with  the  company.  If  the  citi- 
zens of  Ottawa  desire  that  the  electric 
railway  become  the  property  of  the  city, 
and  be  operated  municipally,  the  com- 
pany will  do  everything  in  its  power  to 
effect  a  transfer  of  its  property  with  as 
little  delay  as  possible.  If  the  citizens 
decide  not  to  purchase,  a  new  contract 
with  the  company  becomes  necessary  if 
the  present  good  service  is  to  be  per- 
manently maintained. 

In  Ottawa  today  we  have  an  operat- 
ing company  with  an  expiring  franchise. 
Such  a  situation  is  one  that  has  been 
duplicated  in  many  cities  on  this  con- 
tinent, and  because  the  two  parties  to 
the  contract  were  unable  to  get  together 
in  good  time  and  decide  upon  the  best 
course  for  the  future,  many  places  have 
)ia?sed  through  a  period  that  has  been 
most  unfortunate  for  the  business  and 
social  life  of  the  communit..  There  is 
no  doubt  that  in  the  course  of  a  vc-^-  few 
years  extensions  will  be  required  I.c^ 
into  new  areas,  and  possibly  additional 
traffic  routes  in  the  districts  now  served. 
To  finance  such  construction  will  require 
a  definite  clear  cut  understanding  that 
will  permit  those  who  will  operate  the 
railway  to  regard  the  future  without 
fear. 

We  believe  that  a  contract  somewhat 
along    the   lines    of    the    Tayler   Grant, 


November,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


617 


which  has  been  in  operation  in  Cleve- 
land for  the  past  10  years,  would  be  the 
best  possible  arrangement  for  Ottawa. 
The  Cleveland  contract  has  been  describ- 
ed by  a  prominent  U.S.  public  service 
commission  as  supplying  "the  best  street 
railway  service  at  the  lowest  cost  of  any 
city  in  the  U.S."  It  provides  competent 
public  supervision  and  at  the  same  time 
expert  and  practical  operation  under  men 
who  have  devoted  their  lives  to  success- 
ful railway  management.  Contracts  of 
this  kind  require  a  flexible  fare,  which 
means  that  the  rates  of  fare  are  adjusted 
by  a  publicly  appointed  commission  at 
the  end  of  each  year's  operations.  If 
the  commission  find  the  revenue  more 
than  sufficient,  the  rates  for  the  following 
year  are  reduced,  and  if  not  sufficient 
they  are  advanced.  In  this  manner  the 
revenue  is  always  just  enough  to  pro- 
perly operate  the  railway,  and  provide  a 
reasonable  return  to  the  owners  of  the 
property,  thus  making  it  possible  at  any 
time  to  make  such  extensions  and  im- 
provements as  the  citizens  through  their 
commission,  desire.  The  flexible  fare 
idea  has  proved  conclusively  to  be  the 
proper  modem  system  of  street  railway 
operation,  so  much  so  that  a  number  of 
municipalities  that  own  and  operate  their 
street  railways  are  adopting  it.  The  U. 
S.  Federal  Commission  found  that  "the 
fixed  fare  contract  failed  to  meet  the  re- 
quirements of  the  industry  and  was  a 
relic  of  a  bygone  age." 

Perhaps  our  readers  know  of  some 
better  way  of  dealing  with  the  problem. 
If  so,  their  suggestions  should  be  put 
into  workable  form,  for  mere  theorizing 
is  of  no  avail  where  the  situation  de- 
mands a  practical  conclusion.  The  ser- 
vice at  present  provided  is  good.  Is  it 
not  wise  to  carefully  consider  the  whole 
matter  in  good  time,  and  adopt  the  best 
possible  means  to  make  sure  that  the 
present  good  service  be  permanently 
maintained? 


"The  Company  Spirit"  in  British 
Columbia. 

Geo.  Kidd,  General  Manager,  B.  C. 
Electric  Ry.,  has  addressed  the  following 
to  the  employes: — "At  the  beginning  of 
another  winter  season,  let  me  extend  to 
every  employe  of  the  company  my  heart- 
iest wishes  for  a  thoroughly  enjoyable 
time.  As  the  various  social  and  recrea- 
tional organizations  in  the  company  get 
under  way,  I  hope  everyone  will  enter 
into  the  spirit  of  comradeship  and  good 
feeling  that  has  been  a  feature  of  the 
company's  existence  in  the  past. 

"We  have  passed  our  trying  times, 
both  as  a  country  and  as  a  company,  and 
while  we  have  problems  to  face  every 
day,  there  is  no  reason  why,  through  the 
clubs  and  social  organizations  of  the 
company,  we  should  not  at  the  proper 
time  forget  such  worries  and  join  to- 
gether in  the  spirit  of  friendship  rather 
than  merely  as  fellow  workers.  To  this 
end,  the  management  has  provided  such 
facilities  as  should  enable  employes  to 
get  together  from  time  to  time,  and  I 
trust  they  will  be  made  full  use  of. 

"Club  rooms,  billiard  tables  and  such 
material  goods,  however,  do  not  make  a 
company  spirit.  It  is  the  human  factor 
that  counts,  the  living  organization  built 
up  of  the  will  to  help.  Nothing  the  com- 
pany can  do  will  provide  pleasant  rela- 
tions among  the  employes  unless  each 
employe  puts  his  heart  into  the  game. 
Neither  is  everybody  constituted  the 
same  way.  Some  are  born  leaders,  some 
are  not.  But  those  who  are  not  can  be 
receptive    to    the    company     spirit     tha^ 


others  are  fostering.  By  taking  an  in- 
terest in  social  gatherings,  by  entering 
into  competitions,  by  attending  club  func- 
tions and  otherwise  expressing  their  de- 
sire to  help,  employes  can  do  a  lot  in 
their  individual  ways  to  make  it  pleas- 
anter  for  everyone  else.  Maybe  you  are 
not  much  of  a  mixer,  but  you  can  at  any 
rate  meet  others  half  way.  This  is  espe- 
cially necessary  for  new  employes  of  the 
company.  Needless  to  say,  we  welcome 
them  to  our  winter  activities  and  I  hope 
the  older  employes  will  make  them  feel 
at  home. 

"If  it  is  true  that  we  should  know  how 
to  work,  it  is  equally  so  that  we  should 
know  how  to  play  and  when  to  play.  It 
is  the  earnest  hope  of  the  management 
that  every  employe  will  enter  fully  into 
the  spirit  of  the  social  activities  around 
the  company  so  that  the  coming  season 
may  be  the  most  enjoyable  and  success- 
ful we  have  ever  had." 


Winnipeg  Electric  Ry.  and  allied  com- 
panies:— 

8  mos.  to    8  moe.  u^ 

Aos.  81,    Aiur.  31. 

Aug.  1920     Auk.  1919       1920  1919 

Gross  $368,616  t3.'>3,194   $3,405,002  $2,565,812 

Expenses  284,990     288,650     2,537,871     2,030,161 

Net  83.626       64,544        867.131        685,661 

There  wrs   a   deficit   for   Autrust   after  allowintr 

for   fixed   charges,   of  $1,294.34. 


Electric    Railway    Finance,  Meet- 
ings, Etc. 

Brantford  Municipal  Ry. — Brantford, 
Ont.,  press  dispatch,  Oct.  6. — A  statement 
from  the  Brantford  Municipal  Ry.  Com- 
mission shows  for  eight  months  of  this 
year  gross  receipts  $120,419  and  gross 
expenditures  $98,307.49,  a  gross  gain  of 
$28,111.5,5.  After  deducting  therefrom 
interest  on  bonds  and  debentures,  and 
making  provision  for  sinking  fund,  the 
net  gain  for  the  eight  months  was  $2,584. 
From  the  net  gain  are  deducted  $1,66G 
for  depreciation  of  pavement  and  $800 
for  injuries  and  damages,  leaving  a  small 
surplus  of  $117.57.  The  rate  of  operat- 
ing expense  has  gone  up  from  73..32'/r 
in  1919  to  79 'f  this  year.  Patronage  of 
the  West  Brantford  bus  service  is  grow- 
ing i-apidly. 

British  Columbia  Electric  Ry.  and  allied 
companies : —  ■,  mos.  to  2  mos.  to 

Aug  31.     Aug.  31, 

Aug.  1920     Aug.  1919       1920  1919 

Gross  $7.i6.543      $667,170  $1,496,743  $1,309,260 

Expenses       .i68.559        500.362     1.134.074        993.343 

Net  187,984         166.808         362,669         315.917 

Cape  Breton  Electric  Co: — 

8  mos.  to  8  mos.  to 

Aug.  31,  Aug.  31. 

Aug.  1920     Aug.  1919       1920  1919 

Gross                 $.'56,886     $50,927      $397,491  $377,110 

Expenses             49.691        38,023         353.155  290.34:! 

Net                        7.195       12,904          44,336  86.767 

Regina  Municipal  Ry. — A  Regina,  Sask., 
press  dispatch  of  Oct.  2  states  that  not- 
withstanding the  recent  increase  in  fares 
the  Regina  Municipal  Ry.  had  then  a  de- 
ficit of  $40,882  for  this  year,  and  that 
there  is  a  net  deficit  on  the  three  public 
utilities  of  $79,213,  the  waterworks  de- 
partment alone  showing  a  surplus. 

Toronto  Civic  Railway. — 

Sept.  1920 

Passenger    revenue    $      46,.S58 

Passengers    carried    2,775,708 

Toronto  Railway. — 

1920  1919 

City  City 

ReceiptB    percentage  Receipts  percentage 

Jan.       $    652,350     $110,950  $    588,923     %  88,339 

Feb             595,861       119.172  545,771         96,663 

Mar            745,706       149.141  615,526       123,105 

Apr.            653.340       130,668  600,231       120,046 

May            644.468       132,892  620,068       124,014 

June          544,838       103.966  431,082,       86,217 

July            641,793       128.539  534.412       128,359 

Aug.           631.521       126.304  629.540       125,908 

Sept.            690.516          55.21.i  641.422          51.313 


Electric  Railway  Notes. 


$5,820,408    $1,061,695         $5,206,975     $943,864 

Toronto  Ry.,  Toronto  &  York  Radial 

Ry.  and  allied  companies: — 

8  mos.  to    8  mos.  tt 

Aug.  31.     Aucr.  31 

Aug.  1920     Aug.  1919       1920  1919 

Gross         $1,225,682  $1,083,741   $9,460,745  $8,194,209 

Expenses      871.180       721,687     6,504,768     6,060.010 

Net  354,502         362,054     2,955.987      3,161,289 


Winnipeg  Electric  Ry.  employes  re- 
ported joining  of  the  One  Big  Union  is 
denied. 

The  Point  Grey,  B.C.,  Municipal  Coun- 
cil is  reported  to  have  notified  the  British 
Columbia  Electric  Ry.  that  a  20-minute 
service  is  required  on  Oak,  Dunbar  and 
Crown  Sts.,  as  provided  for  in  the  fran- 
chise. 

The  Montreal  Tramways  Co.  took  pro- 
ceedings in  the  Recorder's  Court  recent- 
ly against  E.  Renaud  and  Mrs.  I.  Maggell 
for  using  transfers  illegally,  by  giving 
them  away.  The  accused  were  fined  $40 
each,  or  in  default  of  payment,  two 
months  in  jail. 

The  Regina,  Sask.,  City  Council  is  re- 
ported to  have  decided  to  take  another 
vote  of  the  ratepayers  on  the  bylaw  to 
authorize  the  operation  of  one-man  cars 
on  the  municipal  railway,  which  was  de- 
feated by  428  to  321  when  it  was  sub- 
mitted in  July. 

The  London,  Ont.,  Railway  Commis- 
sion, has  under  consideration  a  sugges- 
tion for  the  reduction  of  the  train  service 
between  London  and  Port  Stanley.  A  re- 
port on  the  matter  is  being  prepared  by 
the  Manager  for  consideration  at  an 
early  meeting  of  the  Commission. 

The  Assiniboia,  Man.,  municipal  coun- 
cil is  reported  to  be  making  arrange- 
ments for  operating  motor  bus  lines  in 
the  municipality,  owing  to  some  differ- 
ences with  the  Winnipeg  Electric  Ry. 
An  effort  is  being  made  to  have  the  diffi- 
culties adjusted  through  the  Public  Utili- 
ties Commissioner. 

The  Winnipeg  City  Council's  transpor- 
tion  committee  has  recommended  "that 
on  the  advice  of  solicitors,  application 
be  made  to  the  .attorney  General  for  a 
stated  case  as  to  the  constitutionality  of 
The  Public  Utilities  Act  and  that  any  ac- 
tion that  may  have  been  taken  by  the 
solicitors  with  this  end  in  view  be  con- 
firmed." 

The  British  Columbia  Electric  Ry.  has 
issued  a  folder,  "Fishing  and  Shooting 
along  the  B.C.  Electric,"  which  contains 
very  full  information  about  fish  and  game 
to  be  found  near  the  company's  lines, 
with  maps  of  districts,  dates  of  open 
seasons,  particulars  of  train  service  and 
a  map  of  the  company's  mainland  sys- 
tem, which  includes  the  interurban  to 
Chilliwack,  "the  longest  interurban  line 
in    Canada." 

The  Dominion  labor  party  in  Winni- 
peg has  the  following  in  its  platform 
programme  for  the  forthcoming  munici- 
pal elections: — "We  demand  that  the 
street  railway  company  live  up  to  the 
terms  of  the  original  contract  with  the 
city,  or  surrender  the  monopoly;  and  that 
if  the  street  railway  company  does  not 
accede  to  this  demand,  this  party  will 
seek  to  elect  a  city  council  pledged  to 
the  establishment  of  a  municipal  motor 
bus  service  and  take  such  other  steps  as 
may  be  necessary  to  remove  the  city's 
transportation  system  from  private  con- 
trol." 

The  Quebec  Public  Service  Commission 
at  Montreal,  Oct.  7,  heard  the  Montreal 


618 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


November.  1920. 


Trmmway*  Co.'*  appt'*!  afcain^l  thv  Mont- 

f.il  Triiiiiwnv   ('■.iiiiiii"-ii.ii'>  (li  l■|^l«ln  r»- 


hac< 

■  virti 


oontract    b«twr<'n   thr   (-ampan\    niul   the 


ril>'.  Thr  Tntiiiwnyn  rommiiision  dinal- 
lowrd  thr  rluini.  Thr  Public  Srrvicc  Com- 
iiiimiion  adj<iumi'>l  thr  hearinir  of  thr 
iiiattrr  prmlinK  thr  drcinion  uf  a  court 
on  two  iithrr  poinlM  arininit  out  of  thr 
amount  of  capital  on  which  the  company 
i»  entitled  to  n  rrtum  of  6''r. 


MARINE  DErAKTMENT. 


Motor  Busses  (  annot  Compete  with  Trolley  Tars  in  Winnipeg. 


Thr    WmniprK    Klcctric    Ry.'.i    ex|HTi- 
oiiir  with  it^  motor  bus  scnicc,  in  oprr- 
^liiy.  r.'lK,  provrs  fairly  con- 
it    the    motor   bus    is    not   nn 
<  .'-titutr  for  an  rlrctric  ^trrrt 

liL.u.ij,  iiml  can  h.-st  be  used  to  advant- 
.ik-i'  in  a  nrw  district  where  travel  does 
not  justify  the  initial  cost  of  railway  con- 
struction. The  company  is  oprratinp 
seven  lG-pa>sen>rer  busses,  nn  ro'itcs 
which  »rr%e  as  feeders  to  the  railway. 
Only  five  are  m  regular  operation,  the 
others  brinif  held  in  reserve  for  emer- 
gencies. The  bus  ser\'ices  were  inauR- 
rat.  il  ns  an  expedient,  and  it  is  the  com- 
;'.i:  >'.-  intention  to  replace  these  services 
w.i).  electric  railway  .«er\-ice  when  con- 
ilitinns  warrant. 

The  results  of  operation  show  that  the 
motor  bus,  in   Winnipeg  at  any  fate,   is 
ot  ns  economical  as  the  electric  car  op- 
rated  over  steel  rails.     In  the  matter  of 
M'grular  and  dependable  ser\'ice,  too,  the 
iiotor   bus   does   not    compare    favorably 
wth  the  street  car;   the  severe  dimatic 
"nditions  of  that  northern  city   makintr 
ill  the  ytar  round  efficient  operation  of 
he   motor   bus  almost   impossible.     The 
■mpany  has  furnished  Canadian  Railway 
iiid    Marine    World    with    the    following' 
latement   of   the   cost  of   operatinjr   live 
■  •f    these    busses    for    the    seven    months 
ended   July   31,    11120.     The   cost   of    the 
live   busses   was    $12,y.10,   and    the   total 
miles  operated  66,18."}: — 

Cost  prr 

ToUl  costj  milp 

Driwr.                               *S.SS«.SO  K.12C. 

Tir«                                                               980.84  1.4tlc. 

f5»»olir                                                        S.I-.9S.H  .-..IJc. 

Oil    .    .                                                                  S2S.90  .<»<•. 

l^boT    !■■!         la: 2.036.42  .1.11c. 

Materials     fur    itpmin    _ 1,072.91  l.«2c. 

Storece    rrnUI    S.'>0.00  .Mc. 

InsarBDce 

I-Ublllty  KSO.OO 

Kil»   BI.7e 

692.78  1.06c. 
Taxn,  includiDB  drivrr's  1ic«iua>. 

provincial  and  city  car  license*        K,2.00  .2.1c. 
'  — fwral    nprnsc*.    including    su- 
porvisiun.        acccmntinc        and 

■thiT     uvrrhrad     cxpen«r*       .             312.91  .17c 


(><-pn>ciation    

JnlercBl    on     invrstmrnt 


114.896.22  22.52c. 
.  1..'>08.A0  2.28c. 
..      601.40  .91 

ToUl    cnsu    .   .tl7.00H.l2     2.'i.71c. 

It  will  be  noted  from  the  table  that 
motor  bus  coats  total  2.">.71c.  a  bus  mile. 
The  cost  of  electric  street  railway  ser- 
vice in  Winnipeg  <lurinjf  the  same  period 
wa.s  27.*)nc.  a  car  mile.  In  a  comparison 
it  is  seen  that  thrre  is  n  difference  of 
l.Xi»c.  a  mile  in  fa\iir  of  the  bus,  but  when 
"nsideration  is  Riven  to  the  relative  car- 
:•  inir  capacity  of  the  bus  and  the  street 
■ir.  there  is  no  question  that  street  car 
operation  is  the  more  economical.  An- 
other factor  bearing  on  this  point  is  the 
increasing  price  of  irasoline,  and  the  com- 
paratively constant  price  of  electricity. 
Gasoline  in  Winnipe;r  cost  :i7c.  a  ffallon 
m  .lanuary  last,  47c.  in  June  and  ."ilc.  in 
•  Utober. 

In  commentinir  on  this  matter,  the 
Winnipeir  Electric  Ry.  says: — "Anyone 
who  suirirests  that  Winnipec  can  operate 
H  municipal  bus  service  in  competition 
with  th"  street  railway,  at  rates  less  than 
those  charged  at  present  in  the  city,  is 
not  well   informed.     Even   if  there  were 


no  trolley  system  at  all  to  compete 
utrainst,  a  bus  sen'ice  could  not  provide 
anythinir  like  adequate  transportation  for 
the  people  of  Winnipeir,  and  could  not 
be  operated  as  cheaply  as  the  present 
trolley  system. 

"Picture  for  yourself  the  situation  in 
WinnipeK  during  the  evening  rush  per- 
iod. Although  sometimes  in  severe  wea- 
ther in  the  90  minutes  between  5  and  6..30 
p.m.  as  many  as  120  street  cars  pass 
through  the  'neck  of  the  bottle'  at  the 
<orner  of  Portage  Ave.  and  Main  St.  go- 
ing west  on  Portage  Ave.,  the  street  cars 
at  times  are  taxed  to  the  utmost  to  carrj' 
all  the  people  who  want  to  ride.  A  street 
car  can  carry  four  and  five  times  as  many 
passengers  as  a  bus,  and  if  busses  were 
to  take  the  place  of  street  cars  it  would 
take  500  busses  to  handle  the  crowd  go- 
ing west  on   Portage  Aw.  alone. 

"But  apart  altogether  from  the  serv'ice 
point  of  view,  there  is  the  question  of 
cost.  We  operate  several  motor  busses 
ourselves,  and  our  experience  with  them 
is  common  to  the  experience  of  other 
cities  where  a  bus  service  is  operated. 
The  service  life  of  a  motor  bus  averages 
three  years.  After  this  period  they  have 
to  be  replaced.  The  average  life  of  a 
street  car  is  25  years.  Then  again  there 
is  the  cost  of  motive  power.  A  street 
car  will  use  up  2c.  worth  of  electricity 
in  going  a  mile.  To  go  the  same  distance 
a  motor  bus  absorbs  about  6c.  worth  of 
gasoline,  a  difference  of  200'^'^  in  the  cost 
of  motive  power  for  one  mile  of  opera- 
tion. Elsewhere,  as  in  Winnipeg,  experi- 
ence shows  that  it  costs  practically  as 
much  for  a  bus  to  travel  one  mile  as  it 
docs  for  a  street  car  to  travel  one  mile, 
but — the  street  car  carries  five  times  as 
many  people  as  the  bus.  In  other  words, 
for  the  same  cost  of  operation  per  car 
mile,  a  street  car  can  produce  five  times 
as  much  revenue  as  a  bus." 


One-man  cars  in  St.  Thomas. — The  St. 

Thomas  Street  Ry.,  which  is  owned  by 
the  City  of  St.  Thomas,  is  operating  one- 
man  cars,  which  are  old  single  truck  cars, 
converted  for  one-man  operation  with 
double  end  ilrive.  It  still  has  two  cars 
which  are  operated  by  two  men  each,  on 
busy  days  or  holidays.  .An  official  writes: 
"We  find  these  one-man  cars  very  satis- 
factory. One  of  our  greatest  troubles  is 
to  get  the  (leople  educated  to  have  their 
fares  ready  when  iretting  on  the  cars. 
We  have  put  out  tickets  among  the  mer- 
chants for  sale,  so  that  people  can  get 
them  easily,  and  thus  save  time  for  the 
one-man  operator." 

Ontario  Hydro-Rleclrir  Railway.s  Com- 
mission.— The  Commission  appointed  by 
the  Ontario  Ciovernment,  with  Mr.  .Jus- 
tice Sutherland  as  Chairman,  to  investi- 
gate matters  connected  with  the  proposed 
construction  and  operation  of  radial  elec- 
tric railways  by  the  Hvdro-EIectric  Pow- 
er Commission  of  Ontario,  held  its  first 
public  sitting  in  Toronto,  Sept.  29,  and 
had  several  other  sittings  during  October 
for  examination  i>f  witnesses,  most  of  the 
time  l>eing  occupied  in  the  examination 
of  F.  A.  Gaby,  Chief  Engineer.  Hydro 
Electric  Power  Con-n-i«5ion  of  Ontario. 


.Australian  I'ort  Improvements. 

B.  Millin,  Canadian  (iovcmment  Com- 
merciiil  Agent  at  Sydney,  New  South 
Wales,  writes:  — Sydney  continues  to  out- 
krrow  its  wharfage  accommodation,  and 
th>-  Harbour  Trust  Commissioners  have 
it.  view  a  scheme  which  contemplat4»i  the 
provision  of  a  large  amount  of  additional 
accommodation.  This  scheme  is  to  Vn- 
undertaken  in  stages  and  its  develop- 
ment will  take  place  in  accordance  with 
the  rate  of  increase  of  shinping  trading 
to  the  port.  In  1901,  witn  few  excep- 
tions, the  Sydney  wharves  were  in  pri- 
vate hands,  and  owing  to  the  steep  na- 
ture of  the  foreshores  access  was  in  most 
cases  very  difficult.  .All  this  has  been 
altered  and  communication  is  now  easy 
and  convenient.  In  the  year  before  men- 
tioned, the  wharves  were  assumed  by  the 
Sydney  Harbour  Trust  at  a  cost  of  £4,- 
700,000,  and  since  that  date  an  additional 
£4,000,000  has  been  spent  in  new  wharves 
and  reconstruction. 

The  port  of  Newcastle  is  to  have  bet- 
ter provision  made  for  deep  sea  ships, 
whiih  at  present  are  unable  to  load  to 
their  full  capacity,  owing  to  lack  of  suf- 
ficient depth  of  water  at  the  entrance. 
.At  present  the  bar's  mean  depth  is  24  ft. 
at  low  water,  and  it  is  to  be  deepened  to 
.!."  ft.  The  rise  and  fall  of  tides  at  New- 
castle is  from  4  to  6  ft.,  and  when  the 
proposed  work  is  completed  the  port  will 
be  able  to  deal  with  the  largest  vessels 
that  come  to  .Australia. 

Dredging  in  St.  John  Harbor.— The  Do- 
minion Public  Works  Department  has 
awarded  a  contract  to  J.  .A.  Gregory,  of 
West  St.  John,  N.B.,  for  the  following 
dredging:  —  Completing  deep  water 
berths  5,  6  and  7  to  30  ft.  below  low 
water;  deep  water  berths  1,  2,  3  and  4 
to  2.i  ft.  below  low  water;  deep  water 
berth  no.  7  extension  to  15  ft.  below  low- 
water;  deep  water  berths  15  and  16  to 
:!0  ft.  below  low  water  level,  and  to  com- 
plete the  berth  on  the  east  side  of  Cana- 
dian National  Rys.  long  wharf  to  30  ft. 
below  low  water.  The  names  given  above 
are  those  by  which  the  berths  are  known, 
which  coiTespond  with  their  location  in 
the  harbor. 

Inlen.sity  of  Wireless  Signals.  —  A 
method  of  measuring  and  comparing  the 
intensities  of  signals  received  by  a  radio 
station  has  been  v*orked  out  in  France 
with  good  results.  This  method,  which 
can  be  employed  only  for  undamped 
waves,  essentially  consists  in  comparing 
the  intensities  of  reception  of  the  signal 
and  of  the  sound  produced  by  a  local 
source  of  oscillations,  of  the  same  fre- 
•luency  and  form,  constituted  by  an  or- 
dinary heterodyne.  By  modifying  the  in- 
tensity of  the  action  of  the  auxiliary  oscil- 
lation generating  device  upon,  say,  the 
antenna,  a  rough  equalization  is  first  ob- 
tained, afterwards,  by  manoeuvering  con- 
venient shunts  to  the  telephone  an  abso- 
lute equality  of  intensity  is  obtained.  The 
ratio  of  intensities  is  proportional  to  the 
shunt  resistances.  Moreover,  by  insert- 
ing a  thenno  galvanometer  in  the  an- 
tenna the  absolute  value  of  the  intensity 
of  the  auxiliary  signals  can  be  obtained. 
.Marpole  Coal  Co.  Ltd.  has  been  incor- 
porated under  the  British  Columbia  Com- 
panies .Act.  with  authorized  capital  of 
J200,000.  to  take  over  a  contract  made  be- 
tween Canadian  Collieries  (Dunsmuir). 
and  R.  F.  Marpole,  for  handling  coal, 
and  to  own  and  operate  steam  and  other 
ships,  railways,  etc. 


November,  1920. 


G19 


Marine  Department 

The  Port  of  Victoria,  British  Columbia 


By   Thos.  C.  Sorby.  Secretary. 


Harbor   Association   of   Victoria. 


The  Port  of  Victoria,  B.C.,  is  situate 
at  the  southeastern  end  of  Vancouver 
Island,  and  is  the  first  landfall  of  ships 
coming  inward  from  the  Pacific  Ocean 
toward  lower  British  Columbia  or  Pu- 
sret  Sound,  and  it  is  a  port  of  call  for 
nearly  all  ships  passing  inward  or  out- 
ward. It  has  a  wireless  telejjraph  sta- 
tion which  can  communicate  with  ships 
250  to  300  miles  in  the  open  Pacific 
Ocean  and  has  cable  communication  with 
all  parts  of  the  globe.  Victoria  is  the 
capital  of  British  Columbia,  with  direct 
railway,  telegraphic,  telephonic  and  wat- 


ligrhted,  and  abundantly  supplied  with 
water;  its  residential  streets  are  boule- 
varded,  with  pretty  homes  on  either  side 
in  well  kept  private  gardens.  Beacon 
Hill  Park,  with  its  placid  lakes,  sur- 
rounded still  by  numbers  of  old  forest 
trees,  its  shady  glades  and,  in  its  sea- 
son, the  hill  ablaze  with  the  golden 
broom,  overlooks  the  Straits  of  San  Juan 
de  Fuca,  with  a  magnificent  view  of  the 
distant  snow-clad  mountains,  and  pre- 
sents a  scene  of  ever  varying  beauty. 
The  presence  of  the  arbutus  tree  and  the 
native   dog-wood    tree   are    evidences    of 


the  center  of  the  sheds. 

The  wharves  of  the  inner  harbor  are 
privately  owned,  and  have  a  developed 
frontage  of  about  15,.i00  lin.  ft.  (exclu- 
sive of  shipyards)  and  have  a  large  shed 
area  with  a  depth  of  water  ranging  from 
16  to  20  ft.  at  low  tide,  the  latter  being 
the  objective  depth  throughout  the  har- 
bor. Amongst  these  commercial  whaives 
are  included  the  outer  wharf  (Rithet's), 
with  a  water  frontage  of  about  2,680  ft. 
in  30  to  33  ft.  of  water  at  low  tide  and 
a  freight  capacity  of  some  7,000  tons; 
the    whole    property    covering    10   acres; 


Victoria.   B.C.— Janus    Bay,    Inner    Harbor,    from    th 

er  communication  to  all  part?  of  Van- 
couver Island  and  the  mainland.  Vic- 
toria is  so  geographically  placed  that  it 
enjoys  a  remarkably  equable  climate, 
free  from  storms,  with  a  temperature 
that  seldom  exceeds  80  degi'ees  in  sum- 
mer or  descends  below  20  degrees  in 
winter.  It  has  a  moderate  rainfall  (about 
29  in.)  and  a  maximum  of  sunshine  and 
relatively  small  amount  of  fog,  and  out- 
door work  is  practicable  nearly  every 
day  throughout  the  year.  The  climate  is 
moderated  greatly  by  the  Japanese  cur- 
rent to  the  south  in  winter  and  the  cool 
winds  from  the  mountains  in  summer, 
and  it  is  by  reason  of  this  equable  cli- 
mate that  the  Dominion  Government  se- 
lected Victoria  for  the  location  of  its 
astrophysical  observatory,  erected  a  short 
distance  north  of  the  city  limits.  The 
city    is    exceptionally     well     paved     and 


vhar 


dian    Pacific   Ry. 
at  the   riKht. 


the   mildness  of  the  climate. 

The  port  antl  harbor  of  Victoria  is  sit- 
uate on  an  arm  of  the  sea,  the  entrance 
being  between  McLaughlin  Point  and  the 
western  end  of  Ogden  Point  breakwater, 
from  which  the  Dominion  Government 
has  recently  completed  a  breakwater 
2,750  ft.  long,  at  a  cost  of  $2,003,000. 
This  structure  protects  about  90  acres 
of  w-ater  from  the  heavy,  southeasterly 
seas.  Inside  the  breakwater  are  two 
concrete  piers,  erected  at  a  cost  of  $2,- 
300,000,  providing  about  4,000  ft.  of 
berthage  in  35  ft.  of  water  at  low  tide. 
On  the  piers  are  sheds,  one  700  x  200  ft. 
and  another  200  x  200  ft.  These  have 
rails  along  the  sides  and  down  the  cen- 
ter, connected  with  the  car  ferry  slip, 
enabling  the  cars  of  all  the  mainland  sys- 
tems to  be  run  from  the  manufactories 
of  the  east,  alongside  the  ships  or  into 


at   the   left   and   Grand   Trunk    Pacific   Coast  Steam- 

the  Brackman-Ker  mills  and  wharf;  the 
Victoria  Chemical  Co.'s  wharf,  336  ft. 
frontage  in  20  ft.  of  water;  British  Am- 
erican Paint  Works,  with  a  wharf  front- 
age of  about  .SOO  ft.;  the  wharves  of  the 
C.P.R.  (British  Columbia  ('oast  Service), 
with  a  wharf  frontage  of  1,600  ft;  the 
Victoria  Dock  Co.,  about  360  ft.;  the 
Grand  Trunk  Pacific  Coast  Steam- 
ship Co.,  about  1,200  ft.;  the  Canadian 
Puget  Sound  Timber  &  Lumber  Co.,  about 
550  ft.;  the  Consolidated  Whaling  Co., 
with  a  frontage  of  about  300  ft.,  and 
many  small  wharves. 

Itailway  Communication. — Victoria  is 
the  southern  terminus  of  the  Esquimalt 
&  Nanaimo  Ry.,  running  from  Victoria 
to  Nanaimo  and  Courtenay,  the  coal  fields 
on  the  north,  and  Alberni  on  the  west 
coast.  This  line  is  an  integral  part  of 
the   C.P.R. 's   great   transcontinental   sys- 


620 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


November,  1920. 


trm.  nnH  rnr^  from  all  p«rt«  ff  thn  Can- 
■■■■■'  iiro 


•  .  rn     rncific    Ry. 
•    ,    .    ..Ti  NAtionnl  Ryu.) 

f.iii|Mirary      tri-stlr    bridge 
!  k  Wntcr.  with  «  70  ft.  ba»- 

Tho  trmpornry  tiTminalii 
of  tile  niiUvay  ort>  on  thi-  nurthorn  siilo 
of  the  KnquimAlt  Koiid,  nt  the  wt-stond 
of  Point  Kllir«>  bridRc.  This  will  bt-  Iho 
tomponir>'  l«Tminun  of  the  Saonirh  Pcn- 
inxular  branch.  In  connection  with  itn 
temporary-  terminus  at  Point  Ellice,  the 
C.N.K.  proposes  erecting  a  car  ferry  slip- 
way, south  of  the  bridge,  so  that  cars  to 
or  frtjm  the  mainland  can  lie  taken  at 
any  time  to  or  from  the  slip  at  the  oi-can 
docks  at  Ogden  Point,  or  to  or  from  any 
of  the  wharves   in  the   harbor. 

Car  Ferry  Service. — The  development 
of  the  car  ferry  coasting  trade  is  having 
an  important  effect  upon  indu.itric.s  on 
the  Pacific  coast,  and  is  doing  much  to 
assist  their  gro«-th.  These  ferries  call 
at  various  points  along  the  coast,  bring- 
ing railway  freight  cars  to  mills  and 
uther   concerns    which    are    not    situated 


nula. 

Thu»  it  will  bo  seen  that  the  KnuUr 
part  of  Vancouver  Island  is  directly  con- 
nected with  the  Port  of  Victoria  as  the 
distributing  center  of  an  island  of  16,000 
scjuare  miles  in  area,  which  occupies  a 
most  conspicuious  position  both  geogra- 
phically and  strat4'gically  on  the  map  of 
Western  Canada.  This  area  is  one  of 
intinite  and  undeveloped  wealth;  its  for- 
esL«,  coal  mines,  mineral  deposits  and 
fisheries  all  accessible  from  a  lengthy 
coast  line,  or  by  rail. 

CoastwiHe  Service. — The  f'.P.R.  Co.  has 
about  2,riOO  ft.  of  wharfage  in  James  Bay, 
with  spacious  warehouse  accommodation. 
It.s  B.C.  Coast  Steamship  Service  is  op- 
erating Ifi  steamships  out  of  Victoria 
this  year,  giving  semi-weekly  sers'ice  in 
summer,  and  fortnightly  in  winter,  to 
Alaska,  and  a  weekly  service  to  Prince 
Rupert  throughout  the  year;  a  regular 
service  to  the  west  coast  of  Vancouver 
Island;  two  ships  a  day  to  and  from  Van- 
couver, and  a  daily  ship  to  Seattle  every 
afternoon.  These  ships  all  use  the  Vic- 
toria inner  harboi;  and  make  their  head- 
quarters at  the  company's  piers,  and  con- 
nect with  their  main  line  and  continental 
system  at  Vancouver. 


Line),  sailing*  every  28  days  to  Japan, 
■  long   Kong,  Philippine  Islands,  etc. 

Nippon  Yusen  Kaisha  (Japan  Mail  S. 
.S,  Co.),  sailings  every  10  days  to  and 
from  Japan  and  China,  in  connection  with 
I'.S.   railways. 

The  Harrison  Direct  Line,  monthly 
sailings,  to  and  from  Antwerp,  Glasgow, 
London,  Liverpool,  etc. 

The  Royal  Mail  Steam  Packet  Co.. 
monthly  sailings  to  and  from  Rurop<-. 
Hong  Kong,  China,  Ceylon,  Manila,  ar.f! 
the  North   Pacific  Coast. 

The  Pacific  S.S.  Co.,  weekly  sailings 
to  and  from  5?an  Francisco  and  Cali- 
fornia ports. 

The  (irace  Line,  to  and  from  Mexico 
and  South  American  ports,  via  San  Fran- 
cisco, and  from  New  York  via  the  Pana- 
ma Canal. 

The  O.saka  Shosen  Kaisha,  to  and  from 
Japan,  Hong  Kong,  Manila,  in  connec- 
tion with  the  Milwaukee  Railway. 

The  Canadian-.Australian  Royal  Mail, 
Line  with  monthly  sailings  to  and  from 
Auckland,   Sydney,   Honolulu,   Suva,   etc. 

In  addition  to  these  lines  of  steam- 
ships, there  are  a  number  of  tramp 
steamships,  carrying  sulphur,  nitrate  of 
■•oda,    superphosphate    of    lime,  fuel  oil. 


Victoria.  B.C.— Hnd  of  Jamra  Baj,  itoai  C.P.R.  Undinx,  looliinK  nortli,  ihowins  Emprms   Ilolrl 


near  a  railway.  The  cars  are  either 
landed  and  loaded,  or  loaded  directly  on 
their  barge^^.  In  this  way,  industrial 
roncerns  that  are  actually  a  considerable 
ilistance  from  a  railway  are  given  direct 
rail  connection.  A  car  ferry  service  is 
maintained  ever>"  day  in  the  year  by  the 
C.P.R. ,  with  four  car  hargci  and  three 
tugs  between  Vancouver  and  Victoria 
and   Vancouver   Island    points. 

The  Canadian  National  Rys.  are  main- 
taining a  similar  service  between  Port 
Mann,  on  the  south  side  of  the  Fraser 
River,  and  Patricia  Bay.  on  Vancouver 
Island,  by  the  new  car  ferry  Canora, 
which  is  .'!08  ft.  long,  with  a  beam  of  52 
ft.  and  a  moulded  depth  to  the  shelter 
Uck  of  2K  ft.  The  draft  loaded  is  14 >4 
ft.,  with  a  displacement  of  :i,400  tons, 
and  I  apacity  of  20  cars.  Iltr  speed  on 
"crvice   is   14  miles  an   hour. 

The  B.C.  Electric  Hy.  hn-;  a  complete 
'■trcet  railway  ser\'ice.  about  12  miles  in 
extent,  connecting  F^squaniilt  and  the 
Naval  Station  on  the  west.  (Ink  Bay  on 
the  east;  and  also  by  interurban  line 
(some  2.'1  miles  long),  giving  rapid  ser- 
vice to  the  municipalities,  summer  re- 
ports and  villages  on  the  Sannich  Penin- 


There  is  a  weekly  service  to  west  coat>t 
points  on  the  mainland  and  three  trij^s  a 
month  to  the  west  coast  of  Vancouver 
Island  and  four  trips  a  month  to  the  Gulf 
Islands. 

The  Grand  Trunk  Pacific  Coast  Steam- 
ship Co.  ha.»  a  wharf  frontage  on  James 
Bay  of  about  1,4.">0  ft.,  and  operates  four 
steamships,  using  its  own  piers  in  the 
inner  harbor.  This  fleet  makes  trips 
twice  a  week  between  Seattle.  Victoria, 
Vancouver.  Ocean  Falls,  Swanson  Bay. 
Prince  Rupert,  and  Anyox.  The  G.T.P. 
Ry.,  with  its  western  terminus  at  Prince 
Rupert,  is  operating  trnn.scontinental 
trains  between  Prince  Rupert  and  points 
east,  making  direct  connection  with 
steamships  both  northbound  and  south- 
bound. 

The  Puget  Sound  Navigation  Co.  oper- 
ates steamship  between  Seattle  and  Vic- 
toria, B.C..  anil  all  other  important  points 
on    Piigct    Sound. 

SIrnmNhip  Lines,  running  in  and  out 
of  the  port  of  Victoria,  calling  at  the 
outer   wharf:  — 

Canadian  Pacific  Ocean  Services,  Ltd., 
to  and  from  China  and  Japan. 

The    Ocean    S.    S.    Co..    (Blue    Funnel 


tlir  lr(l.  and   LriciilatiTr  Ruildincs  to  the  rixliU 

rice,  fish,  etc.  The  low  port  charpes 
make  it  possible  for  these  lines  to  call 
and  discharge  freight  and  passengers 
for  Victoria  and  Vancouver  or  Seattle 
in    passing. 

Ordinary   Port  CiiarK**.  Victoria. 
II<<*.piuI    Hum.    per    net    ton.    p«>-ablc    three 

timos    annually    lO.OlVa 

((nrbor    dues,    payable    twice    annually S.00 

Hill    of    health    1.0« 

I'ort   Hireney   I'p   from  tlS.OO 

DfK-kafre  chanre  (no  earvo  landed),  14  for  firvt 
:00   tona   and   I'^c.   for  each  additional  ton. 

Sttvedorinc. 
I..gidinB— 

Salmon    or   rrneral    carvo.    per   ton....70c.  to  80e. 

Lumber  and  timber,  per  m.   ft tZ.2S  to  %l.it 

FiiacharRinr — 

General  canto   (wcisht  and  mcaaur«a«iit). 
per    ton    „ -  10.$^ 

CmI.    per    ton    _ _..      I.l» 

Bunker  Coal. — At  Union  Bay,  120  miles 
from  Victoria,  the  Canadian  Collieries 
(Dunsmuir)  Ltd.  has  ample  facilities  for 
the  rapid  bunkering  of  all  clas.ses  of 
steamships  with  Comox  steam  coal.  Dis- 
patch can  be  given  at  the  rate  of  400  tons 
an  hour.  The  company  contracts  for  the 
supply  of  this  coal  to  the  British  .\d- 
miralty.  Imperial  Japanese  Navy,  Cana- 
dian Pacific,  Nippon  Yusen  Kaisha.  Blue 
Funnel,  and  other  steamship  companies. 


November,  1920. 


CANADIAN  RA1L\VAY  AND  MARINE  WORLD 


621 


There  are  also  the  Canadian  Western 
Fuel  Mines  at  Nanainio,  and  the  Pacific 
Coast  coal  mines  at  South  Wellington. 

Fuel  Oil. — Inside  McLaughlin  Point 
and  opposite  the  outer  wharf  is  the  Im- 
perial Oil  Co.'s  wharf,  where  fuel  oil, 
gasoline,  distillate,  lubricating  oils,  etc., 
may  be  obtained. 

The  principal  industrie.s  of  the  port  of 
Victoria  are  luniberinjr,  shipbuilding  with 
steel  and  wood,  ship  repairing,  whaling, 
grain  milling,  fish  canning,  and  fruit 
growing   and   preserving. 

The  lumbering  business  is  in  a  very 
flourishing  condition,  the  present  month- 
ly cut  of  the  five  mills  bordering  the 
harbor  being  about  8,000,000  ft.  and  of 
the  shingle  mill  about  600,000  ft.,  and 
these  figures  would  be  considerably  in- 
increased  if  a  sufficiency  of  tonnage  was 


in  a  forest  stand  of  hemlock  and  spruce, 
from  which  there  are  cut  250,000  ft.  a 
day  and  there  are  exported  05  tons  of 
the  finished  product,  about  half  of  which 
is  sulphite,  bleached  or  unbleached.  With 
the  development  of  the  adjacent  water 
power  the.>*e  fii:ures  would  rapidly  be 
increased. 

Shipbuilding. — The  Harbour  Marine 
Co.  has  two  ways  about  400  ft  long  for 
building  ships  of  about  8,100  d.w.  tons. 
This  yard  is  fitted  with  the  most  modern 
shipbuilding  appliances,  including  the 
largest  bar-bending  furnace  on  the  coast. 
The  2  ships  now  building  are  for  the 
Canadian  Government  Merchant  Marine 
Ltd.,  400  ft.  long,  52  ft.  moulded  breadth, 
;U  ft.  moulded  depth,  with  a  draft  of 
about  25  ft.  loaded.  They  will  have  car- 
rying capacity  of  about  8,100  tons,  with 


^^^^^^ ' 

'^m 

w.  •     ---^ 

'H^^ 

^^^N 

{ t- 

n*^^ 

*i 

Doasrlas  Fir  Trees,  on  the  road  to  Alberni,  Vfi 


available  for  the  tran-sportation  of  the 
manufactured  products  to  the  markets 
needing  the  goods. 

Wood  pulp  and  paper  making  woods, 
in  inexhaustible  quantities,  border  the 
ocean  and  navigable  »aters  within  easy 
transportation  to  Victoria.  The  products 
of  the  mills  find  ready  market  in  Aus- 
tralia, Japan,  China.  Great  Britain, 
Europe  and  the  northwestern  United 
States.  The  Powell  River  mills  have  a 
daily  capacity  of  250  tons  of  news  print. 
For  export  purposes  ships  can  load  di- 
rect at  Swanson  Bay.  The  sulphite  and 
fiber  mills  are  capitalized  at  $2,500,000 
and  have  a  capacity  of  from  60  to  70 
tons  a  day,  the  product  being  shipped  to 
Vancouver  and  Prince  Rupert  for  rail 
transportation.     These  mills  are  situate 


an  estimated  speed  of  12  knots.  They 
are  of  the  two-deck  type,  with  poop, 
bridge  and  forecastle,  straight  stem  and 
elliptical   stern. 

The  Cholberg  Ship  Co.,  established  for 
the  building  of  wooden  ships,  has  built 
4-masted  sailing  schooners  210  ft.  long, 
45  ft.  beam.  22  ft.  moulded  depth,  cargo 
capacity  1,500  d.w.  tons,  or  1,100,000  ft. 
b.m.  lumber,  built  to  British  Lloyd's  re- 
quirements, adapted  for  the  installation 
of  auxiliary  engines  on  their  completion. 
The  ships  now  building  will  be  of  2,400 
d.w.  tons,  with  a  capacity  of  1,500,000 
ft.  of  lumber.  Heavy  metal  knees  of 
forged  steel  will  replace  the  usual  wood- 
en ones,  resulting  in  there  being  room 
for  75,000  ft.  more  lumber  than  with  or- 
dinary methods.     The  timbers  and  bolts 


are  heavier  than  usual,  and  the  construc- 
tion generally  will  be  above  classification 
requirements".  The  barquentines  will 
have  a  large  sail  spread  and  will  have 
fine  lines,  permitting  fast  sailing.  Pro- 
vision is  being  made  for  the  complete 
repairing  of  wooden  ships,  this  being  the 
nearest  yard  to  the  open  ocean  immedi- 
ately available  to  a  ship  in  distress. 

The  Douglas  fir,  of  which  these  vessels 
are  mainly  built,  is  indigenous  to  Van- 
couver Island  and  grows  to  greater  size 
and  of  finer  quality  on  the  island  and 
western  slope  of  the  mainland  than  any- 
where else.  Douglas  fir  is  exceptionally 
strong  for  its  weight,  a  fact  more  im- 
portant in  the  shipbuilding  industry  than 
almost  any  other  business.  It  is  import- 
ant that  the  material  used  in  ship  con- 
struction be  as  light  as  the  desired 
strength  will  permit,  and  Douglas  fir  is 
one  of  the  few  woods  whose  strength  is 
above  the  value  set  by  the  well  establish- 
ed law  of  weight  vs.  strength,  and  fre- 
quently squares  45  in.  for  a  length  of  90 
ft.  In  addition  to  the  large  timbers  and 
planks  obtainable  from  Douglas  fir  trees, 
the  stumps  yield  the  finest  and  largest 
ship  knees  in  the  world.  These  knees 
are  an  important  item  to  the  shipbuilder, 
for  as  many  as  200  or  300  are  used  in  a 
single  boat.  For  many  years  the  large 
masts  and  spars  for  ships  built  in  vari- 
ous shipyards  of  the  world  have  been 
supplied  from  the  Douglas  fir  forests. 

Ship  Repairing. — In  the  upper  harbor, 
or  basin,  are  the  Victoria  Machinery  De- 
pot Co.'s  works,  having  a  frontage  of 
about  .'ieO  ft.  The  marine  ways  are  fit- 
ted with  a  cradle  280  ft.  long  by  60  ft. 
wide,  providing  dry  dockage  for  repair- 
ing, cleaning,  etc.,  for  ships  up  to  3,000 
tons  displacement;  larger  ships  are  dock- 
ed by  the  firm  at  Esquimalt  drydock.  At 
the  plant  are  up  to  date  machine  shops, 
boiler  shops,  blacksmith's  shop,  foundry 
and  pattern  shop  and  an  extensive  wharf 
area  for  receiving  and  storage  of  goods. 
.'V  9-ton  steam  hammer,  an  oil  furnace 
and  another  oxy-acetylene  welder  have 
been  added  to  the  equipment  of  the  com- 
pany's blacksmith  shop,  which  was  re- 
cently enlarged  by  an  addition  measur- 
ing 36  X  40  ft.  The  old  steam  hammer 
in  the  shop  delivers  a  blow  of  three  tons, 
while  the  new  one  is  the  largest  in  the 
citv. 

Yarrows  Limited  shipbuilding,  engi- 
neering and  ship  repairing  plant  is  situ- 
ated in  Esquimalt  Harbor  near  Victoria, 
close  to  the  government  drydock,  and  is 
adjacent  to  the  site  of  the  new  dry  dock. 
This  yard  is  specially  equipped  to  cope 
with  ship  repair  work  and  the  facilities 
for  the  quick  dispatch  of  repairs  have 
been  steadily  improved  and  added  to. 
The  marine  railway  can  accommodate 
ships  up  to  315  ft.  long  and  3,000  tons 
displacement,  larger  ships  up  to  480  ft. 
being  accommodated  in  the  adjacent  dry- 
dock.  The  wharf  is  600  ft.  long,  can 
accommodate  ships  on  both  sides  up  to  23 
ft.  draft,  and  is  equipped  with  shearlegs 
capable  of  lifting  60  tons,  and  is  fitted 
with  compressed  air,  water  and  electric 
leads,  etc.  There  is  a  floating  crane  of 
10  tons  capacity,  and  also  a  floatin"- com- 
pressed air  plant  and  other  facilities. 
The  yard  is  equipped  with  up  to  date 
machine  shops,  boiler  shops,  joiner  shop, 
pattern  shop,  and  foundry,  also  copper- 
smith and  pipe  shop,  powerful  portable 
electric   welding   and   galvanizing   plant. 

Dry  Docks. — The  Esquimalt  drydock, 
near  Victoria,  is  owned  by  the  Dominion 
Government.  Leneth  of  dock  to  gate, 
450  ft.  at  keel  blocks;  480  ft.  at  curb; 
width  at  gates,  65  ft.;  depth  of  water, 
27   to  29  ft.;   minimum  charge,  $100  a 


622 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


November,  1920. 


day.  Thr  nAmfninn  novcmmcnt  pro- 
IKKPi   In  .  the  coniitruc- 

tion  of  h  !    qiiimnlt  hnr- 

bor.    in  ■  :     to    Ynrrow'g 

•fi'l  i  hii  'I   pr.ipixo  the  follow- 

Irir  IxTiirth    from    rnisnon 

»t.  wnll.    l.ir.O    ft.:    width    of 

pnlr.ii.  I,  r.'ii  ft  :  Hrpth  on  Kill  nt  ordin- 
ary hiirh  wntcr  uprine  tides.  40  ft.;  width 
«t  ropinc  of  di>rk  wall.",  144  ft.  The 
dock  will  he  divided  into  two  nections, 
650  ft.  and  fiOO  ft.  renpertively,  each  part 
to  li.  il..-^.  .1  t.y  .1  ship  Bteel  caisson.  For 
thi  ■•.  inir  the  dock,  three 

o<'  M-h  with  a  pumpini; 

cap  il.  a  minute,  will  be 

instiiilvi.  Kltitru-  power,  generated  by 
the  dock  power  plant,  will  run  the  pumps 
and  other  machinery.  The  walls  of  tne 
dock  will  l>e  of  concrete  with  pranitc 
copinjrs.  The  keel  and  bilire  blocks  will 
rest  on  trranito  strips  extendintr  the  full 
lenprth  of  the  dock,  and  pranitc  will  be 
used  for  the  cais.son  stops.  A  basin,  560 
X  200  ft.,  will  be  provided  on  the  south 
aide  of  the  drydock,  for  the  repairing  of 
ship."!  while  afloat  and  to  permit  the  un- 
loadini;  of  carcoes  before  "hips  enter 
the  frrayinp  basin.  The  ."structure  around 
the  basin  will  be  built  of  reinforced  con- 
crete. Other  units  of  the  drydock  plant 
will  include:  boiler  shop,  128  x  60  ft.; 
machine  shop,  240  x  100  ft.;  copper  and 
pipe  shop.  120  x  60  ft.;  peneral  store, 
12.3  X  60  ft.;  forpe  and  smith  shop,  144 
X  60  ft.;  smith  repair  shop,  240  x  80 
ft.;  slab  furnace  and  ancle  smith  shop, 
sail  loft,  paint  shop  and  store.  Other 
buildinirs  to  be  erected  in  connection  with 
the  drj'dock  will  include  a  spacious  gen- 
erator house,  oil  service  tanks,  and  oil 
cistern,  lined  with  concrete,  oflice  build- 
ings and  various  details  associated  with 
an  industrial  plant  of  this  magnitude. 

Fishing  Industry. — The  B.C.  salmon 
fisheries  are  a  most  important  industry, 
the  activities  of  which  spread  over  all 
the  rivers  and  inlets  of  the  B.C.  coast. 
One  canncrj-  at  Esquimalt,  close  to  Vic- 
toria, puts  up  about  .30,000  cases  a  year. 
The  fish  are  caught  in  traps  in  Straits 
of  San  Juan  de  Fuca.  They  are  shipped 
mostly  over  the  C.P.R.  and  other  rail- 
ways to  the  European  markets.  There 
are  two  or  three  other  canneries  on  Van- 
couver Island  doing  an  extensive  busi- 
ness, and  many  more  on  the  mainland. 
The  totel  pack  in  B.C.  in  1919  was  1,- 
.39.3,156  cases,  valued  at  $1.1,000,000,  of 
which  the  Vancouver  Island  pack  was 
165,000  cases,  made  up  principally  of 
sockeyes,  red  springs,  echoes  and  pinks, 
the  balance  being  chums  and  white 
springs.  The  annual  export  of  salmon 
is  about  175,000  tons,  of  cod  about  1,000 
tons,  of  herring  23,000  tons,  with  hali- 
but, oolachans,  trout  and  clams  in  cor- 
responding large  quantities.  Seventy- 
five  per  cent,  are  exported  to  Great  Bri- 
tain and  other  large  consumers  are 
France,  Italy  and  Greece. 

The  Consolidated  Whaling  Corpora- 
tion Ltd.  (late  Victoria  Whaling  Co.) 
has  been  incorporated  recently  with  head 
offices  at  Toronto  and  a  capital  of  $2,500,- 
000.  Large  consignments  of  whale  oil 
have  been  brought  to  Victoria  recently 
from  the  various  stations  on  the  west 
coast  of  Vancouver  Island  and  the  Queen 
Charlotte  Islands.  The  oil  is  loaded  at 
the  wharf  side  into  tank  cars,  owned  by 
the  whaling  company,  each  having  a  ca- 
pacity of  200  barrels.  The  Canadian 
National  Rys.  ferry  barge,  with  a  capa- 
city of  ciirht  cars,  is  towed  to  Port  Mann, 
on  the  mainland,  where  the  oil  is  ship- 
ped to  ea."tern  markets.  Victoria  is  the 
nonie  port  for  the  company's  fleet. 

The    Vancouver     Island     Whaling    Co. 


operates  from  Berkley  Sound.  Its  ships 
are  the  largest  on  the  coast,  fitted  with 
the  most  mo<lern  appliances  and  having 
a  speed  of  14  knots.  In  addition  to  oil 
prruluction,  the  company  manufactures 
fertilizer,  for  which  there  is  confiderablo 
ilemand,  from  the  whale,  dog-fish  and 
other   fish   offal. 

Fruit  Induntry. — At  the  southern  end 
of  Vancouver  I.sland,  the  district  around 
Keetings  and  Gordon  Head,  contiguous 
to  Victoria,  is  remarkable  for  fruit- 
growing. It  produces  the  finest  straw- 
berries on  the  American  continent  for 
flavor,  color  and  keeping  qualities.  The 
fruit  begins  to  ripen  early  in  June,  and 
picking  lasts  about  six  weeks.  The 
earlier  pickings  are  larger  and  firmer, 
packed  in  boxes  and  used  fresh;  the  later 
pickings  are  .tmaller,  and  are  mostly  used 
for  jam.  Next  to  the  strawberry  is  the 
logan  berry,  a  most  delicious  fruit,  either 
eaten  fresh  or  made  into  jam.  It  grows 
rapidly  to  a  large  size,  over  trellis  work. 
It  is  seldom  attacked  by  pests,  continues 
to  bear  for  years,  and  forms  a  valuable 
crop  each  succeeding  year,  with  but  little 
attention.  Amongst  the  pit  fruits, 
cherries  and  Italian  prunes  are  the  most 
profitable  ones  to  cultivate  in  this  local- 
ity and  yield  good  results.  There  is 
practically  an  unlimited  market  for  these 
small  fruits  and  producers  need  not  be 
afraid   of   over-producing. 

Poultry  Raising. — The  climatic  condi- 
tions of  the  southern  portion  of  Vancou- 
ver Island  are  particularly  favorable  for 
poultrv  raising.  With  a  small  capital 
investment,  the  poultry  business  shows 
a  greater  income  return  than  any  other 
branch  of  industry. 

The  foregoing  paper  will  be  read  be- 
fore the  American  Association  of  Port 
Authorities  at  Chicago  in  October. 

The  manufacture  of  Portland  cement 
by  the  British  Columbia  Cement  Co.  at 
Pemberton  and  Todd  Inlet  ,is  one  of  the 
important  industries  in  the  immediate 
neighborhood  of  Victoria.  These  two 
plants  are  capable  of  turning  out  1,500,- 
000  barrls  a  year.  Both  plants  are  on 
tidewater  and  possess  the  latest  manu- 
facturing machinery. 

Water  Powers. — Vancouver  Island  is 
rich  in  available  sources  of  hydraulic  and 
hydro  electric  power,  and  this  factor  is 
one  of  its  great  natural  assets.  Taking 
Jordan  River  and  Goldstream  as  stra- 
tegic to  Victoria,  the  B.C.  Electric  Ry. 
Co.  has  25,000  h.p.  developed  out  of  an 
estimated  capacity  of  38,000  h.p.;  and 
out  of  the  25,000  h.p.  there  is  still  12,000 
available  for  prospective  industrial  use, 
over  and  above  the  present  maximum  de- 
mand, enough  to  supply  the  needs  of 
Greater  Victoria  and  the  Saanich  Penin- 
sula. On  the  Puntledge  River,  near  Co- 
mox,  there  is  a  development  of  19,000 
h.p.,  of  which  9,500  is  installed,  and  ap- 
proximately 5,000  h.p.  available  over  and 
above  the  present  maximum  load.  In 
the  Albcrni  district  there  are  about  a 
dozen  available  sites  of  varying  capa- 
cities from  1,000  to  20,000  h.p.,  at  pres- 
ent undeveloped,  at  Quatsino  some  10,- 
000,  at  Nanaimo  River  some  20,000.  and 
at  Campbell  River  there  is  upwards  of 
100,000  h.p.  available  at  one  site,  which 
is  specially  suitable  for  electric  trans- 
mission over  a  considerable  area  of  min- 
ing country  within  feasible  transmis- 
."ion  distance.  On  the  mainland,  within 
a  radius  of  100  miles  from  the  City  of 
Vancouver,  there  is  upwards  of  750,000 
h.p.  available,  present  developments  be- 
ing greatly  in  excess  of  the  demand.  The 
same  plentitude  of  available  power  fa- 
cilities is  found  along  the  lines  of  rail- 
way development  all   over  the   province. 


only  waiting  to  be  harnessed  up  for  in- 
du.'trial  purposes.  The  water  powers 
along  the  coast  arc  within  a  short  dis- 
tance of  tidal  water;  the  harbors  are 
open  and  accessible  at  all  times  of  the 
year. 


Longshoremen's  Waces  at   Prince 
Rupert. 


A  board  of  conciliation,  to  adjust  long- 
shoremen's wages  at  Prince  Rupert,  B.C., 
presented  a  unanimous  report  recently, 
and  an  agreement  was  entered  into  be- 
tween the  Pacific  Stevedoring  &  Con- 
tracting Co.,  Grand  Trunk  Pacific  Ry., 
and  G.T.  Pacific  Coast  Steamship  Co.  and 
International  Longshoremen's  local  38- 
41,  the  following  rates  of  wages  being 
at'reed  on,  retroactive  to  July  16: — 

General  lonffihore  work — 90c.  p*r  hoar  dar 
time  and  SI. 10  overtime.  Eiirht  hotin  to  con- 
stitute  n   day*!   work. 

Coal  and  ore  in  balk — $1  per  hour  day  tirae  and 
11.20    overtime. 

Cement  in  lota  of  over  25  ton*. — II  per  hour 
day   time  and  J1.20  overtime. 

Fertilizer  and  plaster  in  lota  of  over  2S  tons. — 
Sl.l.'i    itraiKht  time. 

Powder,    any    qaantitr. — SI. 10    straisht    time. 

Sulphur    in    bulk,   any  quantity.— tl..U   straisht 


The  following  conditions  also  govern: 
Eight  hours,  viz.,  8  a.m.  to  12  noon  and 
1  to  5.00  p.m.  will  constitute  a  day's 
work.  All  time  before  8  a.m.  and  after 
5  p.m.  and  meal  hours  when  worked  will 
be  considered  overtime. 

Longshoremen  will  line  up  to  G.T.P. 
no.  2  shed  each  morning  at  8  o'clock,  re- 
maining for  half  an  hour.  If  men  are 
not  hired  in  that  time,  they  may  retire 
to  hall,  where  they  will  be  subject  to  call 
up  to  11  a.m.  The  men  shall  line  up  for 
work  in  the  afternoon  at  1  o'clock,  re- 
maining for  half  an  hour,  when  they  shall 
then  retire  to  the  hall,  and  will  be  sub- 
ject to  call  up  to  5  p.m.  The  men  requir- 
ed for  night  work  shall  be  notified  at  the 
hall  not  later  than  5  p.m.,  when  informa- 
tion as  to  requirements  for  night  duty  is 
possible  to  be  obtained  at  that  time.  In 
either  cases,  if  there  are  not  sufficient 
men,  either  at  dock  or  hall,  the  union 
shall  endeavor  to  supply  the  requisite 
number,  and  failing  that  the  employer 
shall  obtain  men  wherever  available. 

All  men  hired  for  night  work  and  re- 
porting for  duty  between  7  p.m.  and 
midnight,  shall  be  entitled  to  a  minimum 
of  two  hours  pay  at  regular  rates.  After 
midnight  up  to  6  a.m.  to  four  hours  pay, 
when  boat  fails  to  arrive  at  the  time  for 
which  the  men  are  ordered.  If  kept  un- 
der orders  for  longer  periods,  they  shall 
receive  regular  rates  for  such  further 
time  they  are  kept  under  orders. 

It  is  understood  that  these  rates  of 
wages  and  conditions  will  govern  long- 
shoremen employed  on  the  docks  at 
Prince  Rupert,  B.C.,  and  shall  be  applic- 
able to  coastwise  work  only,  subject  to  30 
days  notice  of  cancellation  or  revision 
from  either  party. 


Toronto   HarboM  Commission.   —   The 

City  of  Toronto  has  re-appointed,  for  a 
further  term  of  three  years,  its  three 
representatives  on  the  Commission,  viz., 
Lieut.  Governor  Lionel  Clarke.  Mayor  T. 
L.  Church  and  R.  Home  Smith.  The 
other  members  of  the  Commission  are 
John  Laxton,  appointed  by  the  Dominion 
Government,  and  R.  S.  Gourlay,  appoint- 
ed by  the  Dominion  Government  on  the 
Toronto  Board  of  Trade's  nomination. 
Their  terms  of  ofllcc  expired  Oct.  22  and 
at  the  time  of  writing  no  announcement 
had  been  made  as  to  tb->  re-appointment. 


I 


November,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


623 


Port  Arthur   Shipbuilding  Co.'s 
Annual  Report. 


Following  are  extracts  from  the  Port 
Arthur  Shipbuilding  Co.  Ltd.  annual  re- 
port for  the  year  ended  June  30,  1920: — 

The  compan.v  has  this  year  experi- 
enced a  reduction  in  gross  earnings  due 
to  a  decrease  in  volume  of  business.  The 
falling  off  of  work  has  been  in  ships  for 
new  construction;  business  from  dry  dock 
and  repair  work  being  very  satisfactory, 
showing  an  increase  of  80','c  over  last 
year.  A  falling  off  in  the  building  of 
ships  has  been  general,  affecting  all  the 
shipyards  in  Canada.  The  chief  causes 
have  been  the  international  exchange 
situation,  which  has  operated  against 
Canadian  yards  securing  contracts  from 
European  countries  requiring  tonnage, 
and  the  cessation  of  building  by  the  Can- 
adian Government. 

Of  ships,  construction  of  which  was 
commenced  last  year,  the  company  com- 
pleted and  delivered  four  freight  steam- 
ships of  3,400  d.w.  tons  each,  and  launch- 
ed two  freight  steamships  of  approxi- 
mately 4,500  d.w.  tons  each,  which  will 
be  completed  and  delivered  one  in  Sep- 
tember and  one  in  October.  All  of  these 
ships  are  for  the  Canadian  Government 
Merchant  Marine  fleet.  New  ship  con- 
struction commenced  this  period  consists 
of  one  freight  steamship  of  approximat- 
ly  4,000  d.w.  tons  for  the  Canadian  Gov- 
ernment, and  one  freight  steamship  of 
about  3,000  d.w.  tons. 

In  view  of  the  present  situation  in  re- 
gard to  ship  construction,  your  directors 
have  deemed  it  advisable  to  authorize 
the  company  to  enter  upon  other  work 
than  shipbuilding  to  which  your  plant  is 
adaptable.  Work  has  already  been  com- 
menced upon  a  contract  for  20  compress- 
ed air  mine  shovels  for  one  company,  and 
negotiations  with  other  companies  re- 
quiring this  class  of  machine  have  ad- 
vanced to  a  point  where  other  contracts 
seem  assumed.  The  undertaking  of  other 
suitable  work,  including  the  manufacture 
of  pulp  machinery  and  digesters,  is  also 
contemplated.  If  nothing  unforeseen 
arises  to  interfere  with  plans  at  present 
under  consideration,  which  appear  as  far 
as  investigation  has  gone  to  be  entirely 
feasible,  developments  along  these  lines 
may,  within  a  short  time,  result  in  an 
amount  of  business  equal  to,  if  not  great- 
er, than  the  falling  off  in  new  construc- 
tion, and  this  at  very  small  additional 
capital  expenditure. 

During  the  year  the  company  redeem- 
ed $126,500  par  value  of  preferred  stock, 
and  retired  $60,000  par  value  of  mort- 
gage bonds.  Capital  expenditures  made 
this  year  have  been  for  ordinary  addi- 
tions and  betterments  only,  including  the 
installation  of  Rome  improved  machinery, 
and  amounted  to  $94,846.  A  recent  ap- 
praisal of  the  company's  permanent  as- 
sets, book  value  of  which  is  $2,091,522, 
shows  the  present  net  cash  value  to  be 
$3,250,000. 

Financial   Statement,    June   30,    1920. 

ASSETS. 

Cash,  accounts  receivable  and  mer- 
chandise  inventory   $l,088.960.fiS 

■Construction    work    in    process    1,974.027.1.') 

Land,  buildini7s,  machinery,  etc.    (less 

depreciation)   2.091.522.18 

Good     will     713,369.61 

Miscellaneous  accounts,  notes  and  pre- 
paid   expenses    114.292.69 

$5,982,162.13 

LIABILITIES. 

Acceptances,     accounts     payable     and 

accrued     $    166.274.40 

Dividends    payable    49,141.00 

Provision  for  Dominion  tax  (estimat- 
ed)          241.512.9.'; 


Advances  on  construction  contracts....  1,801,910.00 

Bonded    debt    460,000.00 

Reserves   for  construction  work  127,701.92 

Capital  stock — 

Preferred,   7%  cumu- 
lative     J    665,200.00 

Common    1,500.000.00 

2,165,200.00 

Surplus    980.421.86 


$5,982,162.13 
Earnintrs  for  June  30,  1920. 

Gross  profit  from  operations  after  de- 
ducting cost  of  material,  labor,  and 
manu''acturine    overhead    $    638,369.28 

Less,  general  and  administrative  ex- 
pense         164,183.24 


Add,    miscell 


$    483,296.12 
Deduct,    amortization    of    plant    addi- 
tions,   bond    interest   and    miscellan- 
eous    charges,     including    estimated 
Dominion    tax    182.081.66 


Net  earnings  for  year  $    301.214.66 


The  directors  are:  Jas.  Whalen,  Port 
Arthur,  President;  P.  G.  Chace,  Port  Ar- 
thur, First  Vice  President;  R.  D.  Hub- 
bart,  Chicago,  Second  Vice  President;  A. 
J.  McComber,  Port  Arthur,  Third  Vice 
President;  Jno.  Burnham  and  E.  W.  Rog- 
ers, Chicago,  and  Jas.  Playfair,  Midland, 
Ont.  The  principal  officials  are:  J.  H. 
Smith,  General  Manager;  A.  B.  Conmee, 
Secretary-Treasurer,  and  N.  S.  Thrasher, 
Purchasing  Agent. 


Oil  Fuel  Results  on  s.s.  Empress  of 
Britain. 


Engineer  Rear  Admiral  G.  W.  Roome, 
O.B.E.,  Chief  Superintendent  Engineer, 
Canadian  Pacific  Ocean  Services,  Lon- 
don, Eng.,  is  reported  to  have  made  the 
following  statement  recently,  on  oil  ver- 
sus coal  for  liners,  as  exemplified  by  the 
recent  double  voyage  of  the  reconditioned 
Empress  of  Britain  between  Liverpool 
and  Quebec: — 

"The  use  of  oil  fuel  on  this  double  trip 
of  the  Empress  of  Britain  was  an  un- 
qualified success,  about  20'7o  above  the 
full  power  designed  was  obtained  on  the 
trip  westward.  The  speed  was  as  great 
as  the  fastest  run  ever  made  when  the 
ship  was  new.  The  run  eastward  was  in- 
tended to  show  the  most  economical  pos- 
sible running  to  maintain  the  scheduled 
time  on  arrival.  The  speeds  were  ap- 
proximately, 181,4  knots  outward,  and 
17%    knots   homeward. 

"The  whole  installation  for  burning  oil 
fuel  worked  perfectly  throughout,  and 
the  machinery,  which  is  now   14  years 


old,  did  not  give  the  slightest  trouble. 
At  present  it  is  moi-e  expensive  to  burn 
oil  than  coal,  but  the  wage  cost  of  about 
100  men  is  saved,  with  the  consequent 
reduction  in  the  pay  and  food  account. 
There  is  also  a  saving  in  the  cost  of  clean- 
ing the  ship.  The  inherent  dustiness  of 
coaling  used  to  involve  days  of  cleaning 
work  by  300  to  400  men  each  trip.  Also, 
only  half  a  dozen  men  are  required  to  put 
oil  on  board,  whereas  150  to  200  were 
required  to  coal  the  ship.  Finally,  with 
oil,  a  more  uniform  steam  pressure  is 
obtainable,  and  less  dirt  forms  in  the 
boilers  and  furnaces,  all  of  which  lead 
to  economy. 

"Experience  over  a  period  will  show 
whether  there  will  be  a  total  saving  in 
cost.  We  have  four  ships  being  built,  all 
fitted  to  burn  oil  fuel  only.  A  trial  with 
them  will  decide  whether  we  will  have 
our  other  ships  converted  from  coal  to 
oil." 


Navigation  Lights  on  Great  Lakes 
and  St.  Lawrence  River. 

All  Canadian  lights  and  fog  alarms  on 
Lake  Superior  will  be  kept  in  operation 
this  autumn  until  the  close  of  navigation, 
with  the  exception  of  those  at  Otter  Is- 
land, Caribou  Island,  Quebec  harbor,  Da- 
vieux  Island,  and  Michipicoton  Island  east 
end,  which  will  be  closed  on  Dec.  15,  and 
with  the  exception  of  Gargantua,  Michi- 
picoten  harbor,  Corbeil  Point,  and  He 
Parisienne,  which  will  be  closed  on  Dec. 
20;  also  Slate  Island,  Battle  Island,  Lamb 
Island,  Shaganash,  Point  Porphyry, 
Thunder  Cape,  Welcome  Island,  Pie  Is- 
land, and  Victoria  Island,  which  will  be 
closed  after  the  last  sailing  to  or  from 
Port  Arthur  and  Fort  William.  All  Can- 
adian lights  and  fog  alarms  on  Lake  Hur- 
on, Georgian  Bay,  Lake  St.  Clair,  Lake 
Erie,  Lake  Ontario,  and  connecting  wat- 
ers, will  be  maintained  in  operation  un- 
til the  close  of  navigation,  excepting  the 
southeast  shoal  lightship.  Lake  Erie, 
which  may  be  removed  after  Dec.  1,  and 
also  Lonely  Island  light,  Georgian  Bay, 
which  may  be  closed  before  the  general 
close  of  navigation.  All  Canadian  lights 
on  the  River  St.  Lawrence  will  be  main- 
tained in  operation  until  the  close  of  na- 
vigation. All  gas  buoys  and  other  float- 
ing aids  to  navigation  will  be  maintained 
in  position  as  long  as  ice  conditions  will 
permit,  and  in  cases  where  it  is  neces- 
sary to  remove  gas  buoys  before  the 
close  of  navigation,  the  more  important 
points  will  be  marked  by  spars. 


Sault  Ste.  Marie  Canals  TrafBc. 


The  followinK 


Articles 

Lumber    Eastbound 

Flour    

Wheat    

Grain,  other  than  wheat. " 

Copper    „ " 

Iron    Ore    " 

Pig   Iron " 

Stone     " 

General    Merchandise    " 

Passengers    " 

Coal,    soft    Westbound 

Coal,    hard    ** 

Iron  Ore  " 

Manufactured  Iron  and  Steel..          " 

Salt    

Oil    

Stone    

General  Merchandise  " 

Passengers    " 

Summary 

Vessel     Passages     „... 

Registered    Tonnage    „ 

Freight — Eastbound     

Wejtbcund     i 

Total    Freight    _ 


passed  through  the  Sault  Ste.  Marie  Canals  during  September.    1920: 
Canadian 
Canal 
2.372 
1S1,4G0 
2.253.01.''. 
838,000 
1,658 
169,966 


M.  ft.  B. 
Barrells 
Bushels 
Bushels 
Short  tons 
Short  tons 
Short  tons 
Short  tons 
Short  tons 
Numb?r 
Short  tons 
Short  tons 
Short  tons 
Short  tons 
Short  tons 
Short  tons 
Short  tons 
Short  tons 
Number 


U.S.  Canal 

30.020 

469.550 

9.371,473 

2,264.770 

4,809 

8,561,446 


Total 

32,392 

621,010 

11,624.448 

3,102,770 

6,467 

8.721,412 


2.137 

600 

2.824 

42,364 


3.200 

2.373 

1,956 

1,998,410 

177,123 

26.320 

1,14G 

12,.616 

60,627 

71,844 

30,597 

1.160 


6.337 

2,973 

4.780 

2.040.774 

177.123 

26,320 

5.271 

14.384 

60.627 

71.844 


Number  490  2,184  2,674 

Net  645.616  7.823,527  8.4G9.143 

Short  tons  285,662  9.004.467  9.290.129 

Short  tonS  79.319  2,378.683  2.458.002 

Short  tons  364.981  11,383,150  11,748,131 


624  November.  1920. 

Canadian   (lovernment   Merchant  Marine  Ltd.,   Shipbuilding^,  Operation,  Etc. 


In<i 


(Inlinn 

t.-.l      III 

,    -r!.!    r. 


for    Wc-t 

(  iiniiiliiin 

1    ().  t..t,.  r. 


I.,  .nt:  l-jilt  Ijy  'ri'li' 


(».t.  II,  !...•«.  (Bnailian  .Skirini-hrr;  M.i 
rinr  Drpnrtmont  contract  M;  hiiildcr'n 
ynrd  no.  lO-l;  iipproximntoly  H.'MH)  <l.w. 
l<.nn;  Wullnif  Sliiplmililini:  &  Dry  Dock 
('»..   North    Vancouver.   H.C. 

I.nunchine  of  StramNhipK. — Since  Cnn- 
nilian  linilway  and  Marine  World  for  ()■■ 


tons;   WiiiL-ir.-   Sli:i,l,uil.i.iiv:   A:    Dry   Dork 
Co..  North  Vancouver.  B.C. 

Oct.  19.  K.n.  Canadian  Rover;  Marine 
Department  contract  57;  builder's  yard 
no.  07;  approximately  .i^SO  d.w.  ton«; 
Collin>r»'f>o<l  ShiphuildinK  f'o.,  CoIlipK- 
wood,  Ont. 


Sl««l   Carco   Slramnhip.   Canadian    Victor,   S^IJ   d.w.   una.   built  for   Canadian  C^avemmrnt  MtrchanI  Marin?.  Ltd.,  br  Canadian  Vickrra.  Ltd..  Maatraal. 


water  Shipbuilders  Ltd.,  Three  Rivers, 
Que.,  for  Canadian  Government  Merchant 
Marine,  have  been  changed  from  the  ori- 
ginal plan.s,  so  as  to  provide  accommo- 
dation for  2S  passengers  on  each  ship. 
The  Canadian  Fisher  wa.s  launched  Aup. 
14,  and  Canadian  Forester,  Sept.  20,  and 
it  is  expected  that  they  will  start  run- 
ning, early  in  1921,  for  the  winter  sea- 
son, bt>tween  St.  John,  X.B.,  the  Bahamas, 
Jamaica  and  British  Honduras,  as  pro- 
vided for  in  the  Canada-West  Indies 
Trade  Agreement,  entered  into  at  Ot- 
tawa in  July,  between  the  Dominion  Gov- 
ernment and  the  povemments  of  the 
other  colonies  mentioned,  which  calls  for 
a  fortnit'htly  service. 

The  last  four  steel  cargo  steamships 
ordered  by  the  Marine  Department  from 
Canadian  Vickers  Ltd.,  Montreal,  for 
Canadian  Government  Merchant  Marine, 
each  of  approximately  H.^'JO  d.w.  tons, 
viz.,  Canadian  Victor,  which  was  deliv- 
ered Aue.  2r>;  Canadian  Conqueror,  which 
was  delivered  Sept.  .30;  Canadian  Com- 
mander, the  launching  of  which  was  fixed 
for  Oct.  20,  are  each  being  provided  with 
accommodation  for  four  passengers,  sn 
that  commercial  travellers  and  other- 
may  be  carried.  The  accommodation, 
which  is  located  on  the  bridge  deck,  con- 
8i»t.<i  in  each  ship  of  2  staterooms,  one 
outside  and  one  inside,  each  9  x  12  ft., 
and  each  containing  two  berths,  sofa, 
wardrobe  and  folding  lavatory;  dininu' 
room  18  X  12  ft.,  containing  2  tables,  each 
with  .T  chairs  and  couch,  to  accommodate 
12  at  a  sitting;  smoking  room.  18  x  I'J 
ft.,  containing  2  tables,  -1  chairs,  and 
couch  seats  all  round.  Illustrations  of 
these  rooms  on  s.s.  Canadian  Victor  are 
given    herewith. 

Keel  Laying. — Since  Ciituidinn  Rail- 
way and  Marine  World  f"r  October  was 
issued  we  have  been  advi^iil  of  the  fol- 
lowing' laying  of  keel  for  steel  cargo 
steamship  for  Canadian  Covtrnment 
Merchant  Marine. 


tober  was  issued,  we  have  been  advised 
of  the  following  launchings  of  steel  cargo 
steamships  for  Canadian  Government 
Merchant  Marine. 

Sept.  29,  s.s.  Canadian  Traveller;  Ma- 
rine   Department    contract    HO;    builder's 


Oct.  30.  S.6.  Canadian  Commander; 
Marine  Department  contract  52;  build- 
er's yard  no.  79;  approximately  8,390  d. 
w.  tons,  Canadian  Vickers  Ltd. 

Deliveries  of  Steamships. — In  addition 
to  the  steamships  mentioned  in  Canadian 


rnl    Mrrch.nl    M. 


yard  no.  22;  approximately  8,;<90  d.w. 
tons,  Harbour  Marine  Co..  Victoria,  B.C. 
Oct.  14.  s.s.  Canadian  Highlander:  Ma- 
rine Department  contract  .'>5;  builder's 
yard   no.    lo:!;   approximately   8..190  d.w. 


Railway  and  Marine  World  previously, 
the  following  have  been  delivered  to  Can- 
adian Government  Merchant  Marine,  for 
operation. 

Sept.  :10.  s.s.  Canadian  Conqueror;  Ma- 


November,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


625 


rine  Department  contract  51;  builder's 
yard  no.  78;  approximately  8,39  d.w. 
tons;  Canadian  Vickers  Ltd.,  Montreal. 
This  ship  loaded  a  general  carffo  at  Mont- 
real, and  sailed  theme,  Oct.  "i,  for  Liver- 
pool. 


porated,  under  the  Dominion  Companies 
Act,  as  another  Canadian  Government 
Merchant  Marine  Ltd.  subsidiary,  to 
operate  the  steamship  Canadian  Coaster, 
appro.ximately  8,390  d.w.  tons,  built  re- 
cently by  Collinjrwood  Steamship  Co. 


.  Canadian  Victor,  Canadii 


nt  Merchant  Marine  Ltd. 


Oct.  4,  S.S.  Canadian  Runner;  Marino 
Department  contract  32;  builder's  yard 
no.  43;  approximately  4,350  d.v^'.  tons; 
Port  Arthur  Shipbuilding  Co.,  Port  Ar- 
thur, Ont.  This  ship,  after  takinsj  a 
cargo  of  coal  from  Port  Arthur  to  Port 
Colborne,  was  cut  in  two  for  taking 
through  the  Welland  and  St.  Lawrence 
canals,  and  was  joined  together  at  Cana- 
dian Vickers  Ltd.  plant  at  Montreal.  Af- 
ter delivery  to  Canadian  Government 
Merchant  Marine,  she  loaded  a  cargo  of 
lumber  at  Campbellton,  N.B.,  for  the 
United   Kingdom. 

Oct.  15,  s.s.  Canadian  Carrier;  Marine 
Department  contract  33;  builder's  yard 
no.  43;  approximately  4,350  d.w.  tons; 
Port  Arthur  Shipbuilding  Co.,  Port  Ar- 
thur, Ont.,  This  ship  was  cut  in  two  on 
Lake  Erie,  to  go  through  the  Welland  and 
St.  Lawrence  canals,  and  was  joined  to- 
gether at  Canadian  Vickers  Ltd.  plant  at 
Montreal.  After  delivery  to  Canadian 
Government  Merchant  Marino,  she  load- 
ed a  general  cargo  at  Montreal  for  Glas- 
gow and  was  expected  to  sail  thence 
about  Oct.  26. 

Officers  of  Steamships. — The  following 
officers  have  been  appointed  to  Canadian 
Government  Merchant  Marine  steamships 
since  those  mentioned  in  our  last  issue: — 

Masters. — Canadian  Carrier,  Capt.  H. 
W.  Robson;  Canadian  Highlander,  Capt. 
R.  J.  Fisher,  formerly  of  Canadian  Troop- 
er; Canadian  Signaller,  Capt.  D.  O.  Da- 
vies,  vice  Capt.  R.  D.  Maxwell,  transfer- 
red; Canadian  Trader,  Capt.  G.  Foy,  vice 
Capt.  J.  Murray;  Canadian  Trooper,  Capt. 
R.  D.  Maxwell,  formerly  of  Canadian  Sig- 
naller, vice  Capt.  R.  J.  Fisher  transfer- 
red; J.  A.  McKee,  Capt.  .J.  F.  Smeltzcr, 
vice  Capt.  J.  Lintlop;  Sheba,  Capt.  M. 
Fraser,  vice  Capt.  J.  C.  Shaw,  deceased. 

Engineers. — Sheba,  J.  A.  McLarty;  T. 
J.  Drummond,  C.  B.  Scott. 

Canadian  Coaster  Ltd.  has  been  incor- 


British     American     Shipbuilding     Co., 

Welland,  Ont.,  advised  us  Oct.  13  that  the 
two  sections  of  the  s.s.  Canadian  Squat- 


and  the  ship  delivered  to  Canadian  Gov- 
eninient  Marine  by  the  end  of  October. 

Canadian  Vickers  Ltd.,  Montreal,  de- 
livered the  steel  cargo  steamship  Cana- 
dian Conqueror;  Marine  Department  con- 
tract 51;  builder's  yard  no.  78;  approxi- 
mately 8,390  d.w.  tons;  for  Canadian  Gov- 
ernment Merchant  Marine,  on  Sept.  30. 
She  was  loaded  with  general  cargo  at 
Montreal,  and  sailed  Oct.  5  for  Liverpool. 

('anadian  Vickers  Ltd.  advised  us  Oct. 
12  that  it  expected  to  launch  steel  cargo 
steamships  for  Canadian  Government 
Merchant  Marine  as  follows: — s.s.  Cana- 
dian Commander;  Marine  Department 
contract  52;  builder's  yard  no.  79;  ap- 
proximately 8,390  d.w.  tons;  on  Oct.  30. 
Canadian  Leader;  Marine  Department 
contract  53;  builder's  yard  no.  80;  ap- 
proximately 8,390  d.w.  tons;  on  Nov.  20. 

Canadian  Vickers  Ltd.,  launched  the 
steel  cargo  steamship  Canadian  Com- 
mander; Marine  Department  contract  52; 
builder's  yard  no.  79;  approximately 
8,390  d.w.  tons;  on  Oct.  30,  the  christen- 
ing being  jierformed  by  Mrs.  C.  C.  Bal- 
lantyne,  wife  of  the  Minister  of  Marine 
and  Fisheries  and  of  the  Naval  Service. 

Collingwood  Shipbuilding  Co.,  Colling- 
wood,  (int.,  launched  the  steel  cargo 
steamship  Canadian  Rover;  Marine  De- 
partment contract  57;  builder's  yard  no. 
r>7;  approximately  3,890  d.w.  tons,  for 
Canadian  Government  Merchant  Marine, 
Oct.  19,  the  christening  being  performed 
by  Mrs.  H.  B.  Smith,  wife  of  the  Colling- 
wood  Shipbuilding  Co.'s  President. 

After  the  launching,  Mr.  Smith  enter- 
tained a  number  of  the  business  and  pro- 
fessional men  of  Collingwood  at  luncheon 
there,  and  in  speaking  referred  to  the 
Collingwood  Shipbuilding  Co.'s  industry, 
and  in  regard  to  shipbuilding  and  steel 
manufacturing  generally.  J.  S.  Leitch, 
Managing  Director,  responded  to  the 
toast  of  the  company,  which  was  propos- 


Corner  of  Smoking   Room.  s.s.   Canadian   Victor,  Canadian   Gover 


nt  Merchant   Ma 


ter,  which  was  cut  in  two  to  go  through 
the  Welland  and  St.  Lawrence  canals, 
were  docked  on  Oct.  13,  at  Canadian  Vick- 
ers Ltd.  plant,  Montreal,  and  that  it  was 
expected    to   have   them   joined   together. 


ed  by  the  Mayor. 

J.  Coughlan  &  Sons,  Vancouver,  B.C., 
advised  us  Oct.  6  that  they  expected  to 
lay  the  keels  of  steel  cargo  steamships 
Canadian     Transporter     and     Canadian 


626 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


November,  1920 


Frrichtrr:  Murine  Department  contrmcU 

,-  y'n  yard  noii.  20  and  21; 

.  ly     8.390     d.w.     tonii; 

>hi|>huiMinc   &    Repair   Co.. 

n    It    n!i!ii»rno<l    on    July    •'". 
■(ni>ti«in  for  Canniiinn  Gov. 
'    Mnnnp.  two  stoci  car- 
nndinn   I'nthlindor  and 
,  .  r.   each  approximntvly 

.'i.'.iHi  ,1  w  til.'  I  hey  wcTo  both  in  franu-, 
awaitinjr  fholl  platen  boforo  furtiier  eroc- 
ti..i,  ./  thr  hulln  could  be  proceeded  with. 
\  Cnnnclinn  Railway  and   Ma- 

r  OctoluT,  the  interim  liqui- 
Wade.  intimated  to  the  Ma- 
ni  .  |i.  p^irtment  hid  willincness  to  co- 
o|n'nite.  so  that  the  Ions  sustained  by  the 
Government  micht  be  reduced  to  the 
minimum,  either  by  the  liquidator  con- 
tinuing the  work  on  a  co."t  plus  ba.sis,  or 
by  permittinir  the  Govemnunt  to  pro- 
ceed it.self.  The  liquidator  ndvi.scd  us 
Oct  i:i  that  the  court  had  made  an  order 
directing  him  to  deliver  the  hulls,  en- 
gines, etc..  to  the  Dominion  Government, 
and  that  bills  of  sale  had  been  executed, 
but  that  he  had  not  had  any  advice  as  to 
when  the  Government  proposed  to  com- 
mence operations  for  the  completion  of 
the   ships. 

Halifax  Shipyards  Ltd.,  Halifax,  N.S., 
expects  to  deliver  the  steel  carRo  steam- 
ship Canadian  Mariner;  Marine  Depart- 
ment contract  21;  builder's  yard  no.  1; 
approximately  8,:;90  d.w.  tons;  for  Can- 
adian Government  Merchant  Marine;  be- 
tween Nov.  15  and  20. 

The  company  expects  to  launch  the 
steel  steamship  Canadian  Explorer;  Ma- 
rine Department  contract  22;  builder's 
yard  no.  2;  approximately  8,390  d.w. 
tons;  for  Canadian  Government  Merchant 
Marine;  early   in  December. 

The  launching  dates  of  steel  cargo 
steamships  Canadian  Cruiser  and  Cana- 
dian Constructor;  Marine  Department 
contracts  38  and  .'i9;  builder's  yard  nos. 
3  and  4;  each  approximately  10,500  d.w. 
tons;  will  depend  entirely  on  weather 
conditions  during  the  winter,  but  if  they 
are  normal  the  launchinirs  will  probably 
be  in  April  and  June,  1921. 

Harbour  Marine  Co.,  Victoria,  B.C., 
launched  the  steel  cargo  steamship  Cana- 
dian Traveller;  Marine  Department  con- 
tract ."^O;  builder's  yard  no.  2;  approxi- 
mately 8,390  d.w.  tons;  for  Canadian 
Government  Merchant  Marine;  Sept.  29, 
the  christening  being  performed  by  Mrs. 
Mcintosh,  wife  of  J.  C.  Mcintosh,  M.P. 
for  Nanaimo.  We  are  advised  that  this 
is  the  153rd  ship  to  be  built  under  the 
direction  of  J.  S.  Clark,  M.I.N.A.,  who 
is  now  the  company's  naval  architect. 
Ex-.service  men  provided  85''r  of  the  la- 
bor for  this  ship. 

Harbour  Marine  Company  expects  to 
deliver  the  steel  cargo  steamship  Cana- 
dian Winner;  Marine  Department  con- 
tract 29;  builder's  yard  no.  1;  approxi- 
mately S,390  d.w.  tons;  for  Canadian  Gov- 
ernment Merchant  Marine,  during  the 
first  week  in  November. 

Nova  Scotia  Steel  &  Coal  Co..  New 
Glasgow,  N.S. — We  were  advL-^cd  Oct.  5, 
that  the  contract  between  this  company 
and  the  Marine  Department,  fur  build- 
ing the  steel  cargo  steamship  Canadian 
Sapper;  Marine  Department  contract  59; 
builder's  yard  no.  8;  approximately  2,800 
d.w.  tons;  for  Canadian  Government  Mer- 
chant Marine,  had  been  agreed  upcii  and 
was  in  the  Department's  hands  fi^r  sig- 
nature. 

The  company  expects  to  launch  thi'  s.s. 
Canadian  Rapper  on  November  9. 

Port  Arthur  Shipbuilding  Co.,  Port  Ar- 
thur,   Ont.-— The    steel    cargo    steamship 


sji.  Canadian  Runner,  Marino  Depart- 
ment contract  .'52;  buililcr's  yard  no.  43; 
approximately  4,350  d.w.  tons,  built  by 
this  company  for  Canadian  Government 
Merchant  Marine,  and  which  left  Port 
.Arthur,  Aug.  H,  with  a  cargo  of  grain 
for  Port  Colbomc,  was  cut  in  two  for 
taking  through  the  Wellanil  and  St.  I^w- 
rence  canals,  and  was  joined  together  at 
Canadian  Vickers  Ltd.  plant,  Montreal, 
being  delivere<l  to  Canadian  Government 
Merchant  Marine  for  operation  on  Oct.  4. 
She  loaded  a  cargo  of  lumber  at  Camp- 
bellton,  N.B.,  for  the  United  Kingdom. 

The  g.s.  Canadian  Carrier;  Marine  De- 
partment contract  33;  builder's  yard  no. 
44;  approximately  4,350  d.w.  tons;  built 
by  the  Port  Arthur  Shipbuilding  Co.  for 
Canadian  Government  Merchant  Marine, 
and  which  was  cut  in  two  on  I.ake  Eric, 
to  go  through  the  Welland  and  St.  Law- 
rence canals,  and  was  joined  together  at 
Canadian  Vickers  Ltd.  plant  at  Montreal, 
was  delivered  to  Canadian  Government 
Merchant  Marine,  for  operation,  on  Oct. 
15,  when  she  proceeded  to  load  a  gen- 
eral cargo  for  Glasgow  and  was  expected 
to  .sail  from  Montreal  about  Oct.  26. 

The  company  advised  Canadian  Rail- 
way and  Marine  World  recently  that  it 
expected  to  launch  the  steel  cargo  steam- 
ship Canadian  Harvester;  Marine  De- 
partment contract  61 ;  builder's  yard  no. 
45;  approximately  3,890  d.w.  tons;  for 
Canadian  Government  Merchant  Marine, 
on  Oct.  30. 

Wallace  Shipbuilding  &  Dry  Dock  Co.. 
North  Vancouver,  B.C.,  which  laid  the 
keel  of  the  steel  cargo  steamship  Cana- 
dian Highlander;  Marine  Department  con- 
tract 55;  builder's  yard  no.  103;  approxi- 
mately 8,390  d.w.  tons;  for  Canadian  Gov- 
ernment Merchant  Marine,  on  Mar.  30, 
launched  her  on  Oct.  4. 

The  company  laid  the  keel  of  the  steel 
cargo  steamship  Canadian  Skirmisher; 
Marine  Department  contract  56;  build- 
er's yard  no.  104;  approximately  8,390 
d.w,  tons;  for  Canadian  Government 
Merchant  Marine  on  Oct.  14. 


The    Bear    River   Steamship   Co.   Ltd., 

the  incorporation  of  which,  with  office  at 
Bear  River,  N.S.,  was  announced  in  a  re- 
cent issue,  has  an  authorized  capital  of 
$150,000  and  intends  operating  a  steam 
packet  service  between  Bear  River,  N.S., 
and  St.  John,  N.B.  It  will  take  over  the 
shipping  business  carried  on  heretofore 
by  Clark  Brothers,  Ltd.,  Bear  River.  The 
company  has  a  subsidy  from  the  Provin- 
cial Government  of  $650  a  year  for  a 
local  steamship  service  and  at  one  time 
the  Dominion  Government  also  gave  a 
subsidy.  The  officers  are: — President,  W. 
W.  Clark;  Vice  President,  A.  G.  Mcln- 
tyre;  Secretary,  J.  H.  Cunningham. 


The  Necessity  of   Increasinc   Bri- 
tish Shipbuilding  UrKed. 


The  recent  congress  of  chambers  of 
commerce  of  the  British  Empire,  in  To- 
ronto, adopted  the  following  resolution, 
moved  by  E.  P.  Fredericks,  Secretary 
Manager,  Belleville,  Ont.,  Chamber  of 
Commerce: — "That  the  British  merchant 
marine  be  maintained  in  iU  commanding 
position  and  that  every  colony  possessing 
the  facilities  to  aid  in  this  purpose  be 
encouraged  to  maintain  shipyards  and  to 
contribute  all  the  British  bottoms  pos- 
sible, thus  retaining  for  the  benefit  of 
the  Empire  the  skilled  mechanics  who 
arc  being  sought  by  other  countries,  and 
also  to  ensure  British  marine  supremacy." 

In  supporting  the  resolution,  Mr.  Fred- 
ericks said  it  was  inspired  by  the  appar- 
ent falling  off  in  British  shipbuilding  op- 
erations, which  had  been  made  evident 
by  the  fact  that  Canada,  as  well  as  the 
mother  country,  has  within  the  past  year 
lost  several  thousand  mechanics  skilled 
in  shipbuilding  work,  because  of  the  let- 
ting down  of  shipbuilding  operations  of 
this  character  throughout  the  Empire.  He 
pointed  out  that  the  clearances  at  Cana- 
dian ports  as  well  as  ships  passing 
through  the  Panama  Canal,  Indicated  that 
other  countries  were  pressing  the  Bri- 
ish  Empire  very  closely  in  the  number  of 
.«hips  in  commission,  and  that,  where 
three  or  four  years  ago  Great  Britain  had 
a  commanding  lead,  the  figures  of  the 
past  year  showed  that  the  margin  in  her 
favor  was  so  slight  as  to  be  almost  neg- 
ligible. He  contended  that  if  the  Bri- 
tish supremacy  on  the  sea  was  to  be 
maintained,  and  if  the  extension  of  trade 
throughout  the  world  was  to  be  realized, 
it  would  be  necessary  to  keep  shipbuild- 
ing very  prominently  in  the  foreground 
of   present  activities. 


Prince  Eklward  Island  Car  Ferry  Ser- 
vice.— In  consequence  of  the  large  freight 
traffic  between  Prince  Edward  Island  and 
the  mainland  of  New  Brunswick,  partic- 
ularly in  potatoes,  it  was  thought  pos- 
slsiblc,  early  in  the  autumn,  that  the  car 
ferr>-  steamship  Prince  Edward  Island 
might  not  be  able  to  handle  all  the  busi- 
ness offering.  We  were  advised  Oct.  1, 
that  the  car  ferry  Scotia  No.  1.  used 
heretofore  on  Canso  Strait,  had  been 
altered  at  one  end,  so  that  she  could  be 
operated  between  Port  Borden.  P.E.L. 
and  Cape  Tormentine,  N.B.,  and  that  if 
the  business  warranted  it  she  would  be 
put  on  that  route,  to  assist  the  car  ferrj' 
Prince  Edward  Island,  and  would  be  kept 
running  until  ice  conditions  and  storms 
were  too  heavy  to  permit  of  her  operat- 
ing. 


Ships  Added  to  and  Deducted  From  the  Canadian  Register  During: 
Julv.  1920 


Addtd. 

Iluilt    in    Canii 

I'urchurd    from    foi»lBn«i» — _... 

Tn>n>rrrrF<l    from    BritUh    PosMuiona   _.. 

OUirr    (hipa     

A(Jdr<l   un    rrmcsBurcracnta    


ToUU 


^Tonnage — 
Gro««.  lUffiaiend. 
6.9S3  4.0S4 


4S        14.047  H.tSO 


— Tonn&gt — 
Gran.  R«s'r>d 
3.036         l,8«& 


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NVw    rvvUUr* .— — — —- .— 

Other  vcucU  _„...„-.—» — 


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49 

12 

1.194 

1.150 

1.706 

1.U7 

IS 

l.S2» 

l.O&l 

S.SOl 

2.6sa 

1 

17 

17 

05.1 

s«s 

s 

174 

249 

Totml* 


November,  1920- 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


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November,  1920. 


General  Shipl)uil(linj^  .Matters  Throujjhout  Canada. 


w.  h 

Ih.    ,    ,     ..    ;, :..:.    .: it 

i*  biiililiiiK  for  thi-  lludiiun'n  Kay  l'i>., 
•bout  the  vn<\  of  (Vtobor.  or  t-nrly  in 
NovfmbtT,  nnil  lo  drlivi-r  the  coniplvtcd 
■hip  by  thi'  I'lid  of  Novcmbpr. 

R.('.  Marinr  KneinrrrN  &  Shipbultdrrn 
Ltd..  Vnnriiiivrr,  H.C.  which  wno  incor- 
i>oratr<l  rrmitly,  ns  i<t«ted  in  Canadian 
Kailwny  and  Marine  Worlil  for  Ortobor. 
to  acquire-  B.C.  Marino  Ltd.,  a.s  a  iroinK 
conci-m.  ha.x  In-en  orirnnizcd,  with  the 
followintr       dln'cfons:      Innrs        Hopkins. 


hmt  i»iiur.  underwent  her  trial  Iripn  Oct. 
\1,  when  xhe  attained  a  upeed  of  \'2.'l  knot.« 
over  the  measured  nide,  and  panned  her 
endurance  trial  of  nix  hourit  without  a 
hiti-h.  She  in  bcinir  operate<l  by  Van- 
couver Steani.ihips  Ltd.,  a  iiub-tidiury 
company  uf  the  builders,  and  loaded  luni- 
l)or  at  Vancouver  recently  for  the  United 
Kingdom. 

Kratier,  Hraco,  Ltd.  bus  been  incorpor- 
ate<l  under  the  Dominion  Companies  Act 
a.s  a  private  company,  with  S.'i.lO.OOO  au- 
thorized capital,  and  oflice  at  Montreal, 
to  take  over  the  shipyards  and  other 
liusines.«es   of   Fniser.   Brace   *    Co.    Ltd., 


iM  huiil  that  the  tendency  >n  future  will 
likely  be  for  the  prwluction  of  smaller 
shipi".  it  bcinK  alleged  that  the  timber 
available  i.i  not  suitable  for  ships  of 
iiMire  than  LSO  tons." 

Nova  Scotia  St*el  &  Coal  Co.,  New 
(;iuMfow,  N.S.,  completed  it.n  seventh  steel 
curk'o  steamship,  Volunda,  approximately 
2,hO(i  <l,w.  tons,  on  Sept.  2.").  This  ship, 
which  will  be  employed  in  the  coal  and 
iron  trade  on  the  Atlantic  coast,  and  to 
and  from  Newfoundland,  was  described 
in  Canadian  Kailway  and  Marine  World 
fur   September.   pK.   •">1'>. 

I'ort  Arthur  .Shipbuildine  Co.,  Port  Ar- 


Stnl  C'«r(o  8U«lBship.  Dtr   of   Vanroutrr.   >ppro\ii 

<'hainnan  and  Mana^int;  Director;  J.  K. 
McKenr.ie,  General  Superintendent;  C.  J. 
Isted,  Secretary;  C.  C.  Bushby,  11.  F. 
Bullcr,  Capt.  W.  M.  Crawford. 

Canada  StearoHhip  Lines.  —  We  were 
advised  Oct.  2,  that  it  had  not  been  de- 
cided whether  to  fabricate  the  niiilerial 
for  this  conifianv's  4,000  pa.ssent'cr  steam- 
.ship,  for  the  Toronto-Ninirnr.i  nmte,  at 
Collinirwoo<l,  and  ship  it  to  Toronto  for 
ere<-tion,  or  to  have  it  fabricated  at  To- 
ronto.  At  stated  in  Canadian  Kailway 
and  Marine  World  for  September,  the 
steel  has  been  ordered,  but  it  i.s  impos- 
sible to  say  when  work  on  the  ship  will 
commence,  as  <leliveries  of  steel  are  very 
uncertain. 

J.  CouKhlan  &  Sohk,  Vancouver,  B.C.— 
The  B.s.  City  of  Vancouver,  which  was 
launched   Sept.   10,  as  announced   in  our 


•  lrl>    N.KOO  d.w.  tons,  built    for    Vanroutrr    Slmnohi 

and   Fraser,  Brace  Shipyards  Ltd. 

Harbour  .Marine  Co,  Victoria,  B.C.,  re- 
ports that  pood  progress  is  bcins:  made 
in  building  the  car  ferry  for  the  C.P.R. 
and  that  it  should  be  ready  for  launch- 
ing early   in   November. 

Newfoundland. — Canadian  Trade  Com- 
missioner W.  B.  Nicholson  writes  as  fol- 
lows:— "The  shipbuilding  industry  was 
fairly  active  durintr  the  war,  though  not 
on  a  larKC  scale.  .\  Norwegian  company 
operating  at  Harbour  (iracc  went  into 
liquidation,  while  other  plants,  anticipat- 
ing a  fall  in  prices  through  the  belief 
that  business  was  beinu  overdone,  re- 
duced operations.  Marine  underwriters 
reconled  a  disastrous  year  for  Newfound- 
land sailing  ships,  the  losses  of  foreign 
and  local  ships  numbered  more  than  1.30, 
excee<iinK  anything  in  previous  years.    It 


■     l.ld..    by    J.    CouxhUn    &    Sons.    Vanroavrr.    B.C. 

thur,  Ont. — The  company's  annual  re- 
port, published  on  another  page  of  this 
issue,  refers  to  the  construction  of  a 
steel  cargo  steamship  of  about  .'{,000  d.w. 
tons.  We  were  advised,  Oct.  11,  that 
all  the  material  for  this  ship  was  on 
hand,  and  that  the  keel  would  be  laid 
about  the  end  of  October,  the  intention 
iK'ing  to  complete  the  ship  by  the  open- 
ing of  navigation  next  spring.  It  is  be- 
ing built  on  the  company's  account,  and 
negotiations  for  its  sale  are  going  on. 

Wallace  .Shipbuilding  &  Dry  Dock  Co.. 
North  \'ancouver,  B.C..  advised  us,  Oct. 
l.'i,  that  it  expected  to  lay  the  keel  for  a 
steamship  for  the  C.P.R.  British  Colum- 
bia (^oast  Steamship  Service,  about  the 
end  of  October.  Particulars  of  this  ship 
were  given  in  Canadian  Railway  and  Ma- 
rine SVorld  for  October,  pg.  564. 


November,  1920. 


629 


Canadian  Notices  to  Mariners. 


The  Marine  Department  has  issued  the 
followins;:  — 

British  Columbia,  Queen  Charlotte  Is- 
lands.— A  jras  beacon,  consisting  of  a 
white  acetylene  light,  automatically  oc- 
culted at  short  intervals,  visible  8  miles 
from  all  points  of  approach,  at  an  eleva- 
tion of  22  ft.,  on  a  concrete  base,  sur- 
mounted by  a  staff  carrying  a  slatwork 
ball  with  ligrht  on  top,  has  been  estab- 
lished on  the  most  easterly  islet  of  the 
Straie  Islet  group  on  the  west  side  of  the 
entrance  to  Masset  harbor. 

The  radiotelegraph  station  at  Ikeda 
Point,  call  letters  V.A.I.,  has  been  per- 
manently  discontinued. 

Newfoundland,  I'lacentia  Bay.  —  The 
occulting  white  light  on  Point  Verde  has 
been  replaced  by  a  flashing  white  acety- 
lene gas  light  showing  14  flashes  every 
minute.     The  liyht  is  at  an  elevation  of 


which  lies  about  HOO  ft.  57"  from  the 
north  end  of  the  south  breakwater  in 
Richibucto  harbor,  Northumberland 
Strait. 

St.  John  Harbor. — A  black  wooden 
spar  buoy  has  been  established  off  Col- 
lins point  at  the  entrance  to  Glenwood 
channel;  a  red  wooden  spar  buoy  has 
been  established  off  the  inner  end  of  Ca- 
tons  Island  bar  and  about  300  yards  east 
of  Glenwood  public  wharf. 

Shippigan  Island. — A  fixed  red  light, 
shown  from  an  anchor  lens  lantern,  at 
an  elevation  of  26  ft.,  has  been  estab- 
lished on  the  warehouse,  on  the  outer  end 
of  the  wharf,  at  Lamek,  on  the  west 
coast. 

North  Atlantic  Ocean. — The  captain  of 
the  steam  trawler  Commandant-Roquigny 
reported  passing  a  capsized  wooden  ship 
on   Sept.  fi   in   lat.   ii.  44°   fi'  0",  long.  w. 


northerly  from  the  outer  end  of  the  west 
pier  to  G7.5  ft.  north  of  Government  ware- 
house, to  a  least  depth  of  17  ft.  for  a 
width  of  50  ft.;  and  the  turning  basin  in 
the  inner  harbor  to  a  least  depth  of  14  ft. 

A  steel  cylindrical  gas  and  bell  buoy, 
painted  in  black  and  white  vertical 
stripes,  showing  a  white  light,  automat- 
ically occulted  at  short  intervals,  and 
with  bell  rung  by  motion  of  the  waves, 
has  been  established  on  line  of  range 
about  3  miles  from  front  range  light  at 
the  entrance  to   Port  Colborne. 

Lake  Huron. — W.  W.  Ransbury,  Tob- 
ermory, reports  the  existence  of  a  shoal 
in  the  main  channel  north  of  Cove  Island. 
The  locality  will  be  examined  by  a  Hy- 
drographic  Survey  oflScer  as  soon  as  pos- 
sible. 

Lake  Superior. — A  diaphone  fog  alarm, 
operated  by  air  compressed  by  an  oil  en- 


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the  Atlantic  coast  and 


90  ft.  with  square  open  wooden  frame 
work  with  sloping  sides. 

Ragged  Harbor. — A  fixed  white  light 
on  a  red  wooden  stand  has  been  estab- 
lished on  White  Point  at  the  northwest 
entrance  to  Ragged  Harbor.  The  light 
will  only  be  in  operation  during  open 
navigation. 

Jacques  Cartier  IsIand.A  flashing  white 
acetylene  light,  giving  one  flash  of  0.3 
sec.  duration  every  3  sec,  has  been  es- 
tablished on  the  northeast  point  of 
Jacques  Cartier  Island  (Noble  Island), 
at  the  entrance  to  Quirpon  harbor.  The 
light  is  at  an  elevation  of  78  ft.,  and  has 
a  white  square  wooden  structure  with 
sloping  sides  surmounted  by  a  red  lan- 
tern. 

New  Brunswick,  Bay  of  Fundy. — The 
St.  John  harbor  range  lights  on  the  west 
side  will  be  discontinued  without  further 
notice.  The  fixed  white  light  on  the 
northeastern  corner  of  freight  shed  16 
will  be  changed  to  red  light. 

Northumberland  Strait.  —  Temporary 
range  lights  have  been  fixed  at  St.  Louis 
gully,  Kouchibougouac  Bay. 

A  green  spar  buoy  has  been  establish- 
ed on  the  channel  side  of  an  old  wreck, 


52°   12'  0". 

A  floating  mine  was  sighted  Oct.  2  in 
lat.  n.  47  53'  long.  38  5'. 

Nova  Scotia,  Cape  Breton  Island.  — 
The  fixed  white  catoptric  light  on  the 
summit  of  the  middle  of  Sea  Wolf  Island 
at  Margaree  will  be  replaced  by  group 
occulting  white  lights  of  the  second  or- 
der, with  the  following  characteristic: — 
light  6  sec,  eclipse  3  sec,  light  18  sec, 
eclipse  3  sec. 

The  group  revolving  white  light  on  the 
summit  of  Henry  Island,  on  the  west 
coast,  at  the  entrance  to  Port  Hood,  lias 
been  replaced  by  a  flashing  white  catop- 
tric light  showing  two  flashes,  with  an 
interval  of  7'/2  sec.  between,  every  30 
seconds.  For  half  the  revolution,  or  1.5 
sees.,  the  light  will  be  totally  eclipsed, 
and  for  the  other  half  a  fixed  light  of 
500  c.p.  will  be  visible,  through  which 
the  flashes  of  50,000  c.p.  will  show. 

Ontario,  Lake  Erie.  —  The  Dominion 
Public  Works  Department,  during  1920, 
carried  out  the  following  dredging  at 
Port  Stanley, — the  area  between  the  ent- 
rance piers,  the  outer  harbor,  and  in  the 
car  ferry  slip  to  a  least  depth  of  18  ft.; 
the  channel   between   the   piers   running 


gine,  giving  two  blasts  of  2  sees,  dura- 
tion every  minute,  has  been  established, 
in  a  white  square  wooden  building,  near 
the  edge  of  the  cliff,  about  400  ft.  west 
of  the  lighthouse  at  Otter  Island. 

An  uncharted  rock  has  been  discovered 
almost  midway  between  the  southwest 
corner  of  Commercial  pier  and  the  outer 
end  of  the  railway  wharf,  at  Michipi- 
coten  harbor.  The  following  sextant  an- 
gles fix  the  position  of  the  rock, — flag- 
staff on  Clorgue  Island  0°;  east  tangent 
of  west  point  104°  40';  southwest  tan- 
gent of  ore  dock  64°  05';  hack  range 
light  (old  position)  98°  35'. 

Prince  Edward  Island.  —  The  Public 
Works  Department  has  dredged  berths 
at  Charlottetown  as  follows;  between 
Queens  wharf  and  Buntin  and  Bell's 
wharf,  a  berth  345  ft.  long,  80  ft.  wide 
at  the  outer  end  and  narrowing  to  50  ft. 
at  the  inner  end,  to  a  depth  of  20  ft.  at 
the  outer  end,  grading  up  to  14  ft.  at  the 
inner  end;  on  the  east  side  of  the  wharf 
a  berth  425  ft.  long,  averaging  50  ft. 
wide,  has  been  dredged  to  a  depth  of  20 
ft.  in  the  outer  half  and  12  ft.  in  the 
inner  half;  at  the  C.N.R.  wharf  on  the 
west  side  a  berth  400  ft.  long  and  110  ft. 


630 


CANADIAN  RAILWAY  AM)  MARINp:  WORLD 


November,  1920. 


widr  ha*  h^n  Hrvdircd,  the  outer  7&  ft. 

wid.  r  ft  .  to  ■  (Ippth  of  20  ft. 

in  ft  '  •  ft  .  and  Irt  ft.  fnr  the 

rrnui  ■    went  nido  of  Pickard'n 

whart  11  r.  rtn  i.<0  ft.  lone,  ■vrrnk'inir  80 
ft.  widr,  hnii  been  dre<lKed,  the  mitor  100 
ft.  wtili-ninir  to  120  ft.  on<l  thr  inner  KO 
ft.  narrowinK  to  :J0  ft.,  to  n  dipth  of  M 
ft.  for  the  outer  .300  ft.  •ml  jrradinK  up 
to  12  ft.  for  the  remainder. 

Quebre.  (lulf  of  St.  Ijiwrrnre.  —  The 
uteel  !it;ht.ship.  with  two  maxlH  and  no 
bownprit.  has  i)een  replaced  on  her  sta- 
tion in  22  fathoms,  K  miles,  104"  from 
Heath  Point,  Anticosti.  At  the  clone  of 
navigation  in  the  Gulf  of  St.  Ijiwrence 
she  will  Ih*  replaced  on  the  Sambro  sta- 
tion. 

A  new  f-nct  nnco  lipht  h*"  hecn  cs- 
taniiKhed  on  the  outer  end  of  the  Gov- 
ernment wharf  at  Great  Fox  River,  CJulf 
of  St.  Ijiwrence.  con.«istin;r  of  a  fixed 
red  liKht,  shown  from  n  reflector  Inntcm, 
at  an  elevation  of  20  ft.  The  back  ranjre 
lijrht  has  been  placed  1,100  ft.  18:t  In' 
from  the  front,  and  consists  of  a  fixed 
red  liRht,  shown  from  a  reflector  lantern 
at  an  elevation  of  .I.S  ft. 

llydrojrrnphic  information  is  issued  re- 
latin;:  to  uncharted  shoals  off  the  .Map- 
dalen  Islands,  Gulf  of  St.  Lawrence,  as 
follows: --("lark  shoni,  8'i  miles  from 
Old  Harry  Head,  at  a  depth  of  21  ft.; 
Goodwin  shoal,  6'^  miles  from  Old  Harrj- 
Head,  at  a  depth  of  18  ft.;  Glawson 
patch,  4»-4  miles  from  North  Cape,  at  a 
depth  of  5\  fathoms.  A  shoal  shown  on 
the  charts,  6  miles,  102'  from  Old  Harry 
Head,  docs  not  exist,  and  should  be  ex- 

f tunned  from  charts.  The  Grindstone 
ight  10.3.3.5  in  the  list  of  lights  is  in  lat. 
n.  47  23'  lone.  w.  61  50'  45",  as  piven, 
and  not  in  the  position  as  shown  on  the 
chart. 

Macdalen  Islands. — A  black  wooden 
spar  buoy  has  been  established  on  the 
western  end  of  Meule  rock,  about  1,500 
ft.  southwest  from  the  outer  end  of  the 
breakwater;  and  a  red  wooden  spar  buoy 
has  been  established  on  the  east  side  of 
the  channel,  about  'y*  mile  off  shore,  in 
the  entrance  to  House  harbor,  Church 
rock. 

River  St.  Lawrence,  below  Quebec. — 
The  Port  Joli  pas  buy  65B  will,  without 
further  notice,  be  moved  to  a  new  posi- 
tion 750  ft.  334°  from  its  present  posi- 
tion. 

River  St.  Lawrence,  Lake  St.  Louis. — 
A  temporary  steel  cylindrical  pas  buoy, 
painted  black,  showinp  a  fixed  red  lipht, 
has  been  established  at  the  west  entrance 
to  the  Lachinc  Canal. 

United  States,  St.  Clair  River. — A  pas 
buoy  flashinp  a  red  lipht  of  0.3  sec.  dura- 
tion every  3  sees,  has  been  established  to 
mark  an  isolated  spot  with  a  least  depth 
of  18'/4  ft.  off  south  end  of  Woodtick 
Island. 


St.  John.  N.B..  Pilotapc  Di.stricU— The 
pilotape  district  of  St.  John,  which  has 
for  some  time  been  indirectly  under  the 
jurisdiction  of  the  Minister  of  Marine, 
came  directly  under  his  jurisdiction  Oct. 
1,  when  the  repulations  as  published  in 
Canadian  Railway  and  Marine  World  for 
October  became  effective.  J.  C.  Chesley, 
Apent,  Marine  Department,  at  St.  John, 
has  been  appointed  nrtinp  Superintend- 
ent of  Pilot-s,  and  G.  I'.  Thomas,  former- 
ly Secretary  of  Pilotape  Commission,  has 
been  appointed  pilotiipu  clerk.  The  pilot- 
ape  office  has  been  moved  to  the  customs 
house  and  collections  are  beinp  made 
throuph  the  collector  of  customs.  The 
supperannuation  office  has  been  trans- 
ferred to  Ottawa  and  will  be  administer- 
ed directly  by  the  Marine  Department. 


Wreck  iif  (Jriinrj   Trunk  Pacific 

('f>a.s(  .Stfaniship  Co.'.s  s.s. 

Prince  Rupert. 

The  Grand  Trunk  Pacific  Coast  SU-am- 
»hip  Co.'s  s.s.  Prince  Rupert,  which  ran 
apround  in  Swanson  Bay,  H.C.,  426  mile.t 
north  of  Vancouver,  Sept.  2'J,  and  event- 
ually i-ank  in  about  70  ft.  of  water,  was 
built  at  WallMend-on-Tyne,  Enp.,  in  lUlO, 
with  steel  hull,  and  was  screw  driven  by 
enpine  of  8U0  h.p.  Her  dimensions  arc, — 
lenpth  306.7  ft.,  breadth  42.2  ft.,  depth 
23.'J  ft.;  tonnape,  3,370  pross,  1,626  net. 

She  left  Swanson  Bay,  B.C.,  bound 
north,  Sept.  20,  about  3..')0  a.m.,  the  wea- 
ther beinp  foppy,  and  closinp  in  to  thick 
fop  as  she  entered  the  channel.  She 
struck  on  the  east  side  of  the  channel, 
3'.-i  or  4  miles  north  of  Swanson,  dam- 
apinp  herself  so  that  holds  1  and  2  were 
both  flooded,  and  makinp  water  very  ra- 
pidly. As  the  captain  could  not  find  a 
proper  place  for  beachinp  her,  he  started 
back  for  Swanson  Bay,  where  the  ship 
was  beached  at  the  mouth  of  the  creek 


Prince  Albert  wai  especially  diapatchcd 
to  the  wreck,  with  A.  L.  Hrownlic,  the 
company's  Superintendent  F-npineer,  and 
arrived  at  Swanson  Bay  early  on  Oct.  1. 
C.  H.  Nicholson,  Manaper,  G.T.P.  Coast 
Steamship  Co.,  left  Vancouver  on  the  B.S. 
I'rince  Georpc,  on  Sept.  30,  arrivinp  at 
Swanson  Bay  Oct.  2.  It  is  expected  that 
the  salyape  work  will  be  lonp  and  tedious, 
and  will  probably  necessitate  rollinp  the 
i^hip  to  an  upripht  position,  and  then 
probably  buildinp  a  coffer  dam,  before 
pumpinp  operations  can  l>c  undertaken. 
The  damape  will  probably  be  some  $3.50,- 
000.  The  interior  fittinps  will  probably 
require  renewal,  on  account  of  beinp  so 
lonp  submerped,  and  damaped  by  fuel 
oil.  An  official  investipation  into  the 
circumstances  attendinp  the  wreck  has 
been  asked  for. 


Canadian  Grovernment  Awards  to 
Seamen. 


The  Dominion  Government  has  award- 
ed silver  cups  to  Capt.  Wilfred  Fairchild 
Gore,  Master;  Gordon  Grieve,  Chief  Of- 


aboul  20.000  croM  toiM,  beinc  Imilt  for  Canadian  PaciSc  Ocean 

a  Canndian   Kailway  and  Marine  World  for  September,  pw.   Sll. 


enterinp  the  bay.  As  she  was  beached 
on  a  soft  bottim,  it  was  seen  that  no  im- 
mediate danper  would  occur  and  such 
steps  as  were  possible  were  taken  to  pro- 
tect other  than  the  damaped  holds  beinp 
filled.  The  risinp  tide,  however,  soon 
made  it  advisable  that  passenpers  and 
crew  bo  landed,  which  was  done  without 
unusual  discomfort,  nocasualties  nor  acci- 
dents occurinp.  At  about  11  a.m.,  the 
tide  had  risen  so  hiph  that  the  main  deck 
became  flooded  throuph  the  hatches  of 
holds  1  and  2  and  as  a  result  the  after 
portions  of  the  ship,  includinp  boiler  and 
enpine  spaces,  filled,  and  she  sank  rapid- 
ly, takinp  nn  awkward  list  of  from  55 
to  60"  to  starboard,  and  rcstinp  in  that 
position,  her  stern  beinp  in  about  70  ft. 
of  water.  Most  of  the  mails,  express, 
passenpers'  check  bappapc,  and  all  the 
carpo,  exceptinp  some  iron  on  deck,  were 
submerped. 

The  Pacific  Salvape  Co.'s  salvape 
steamship  Alperine  was  ordered  to  pro- 
ceed  to  the  wreck,  with  all  dispatch,  and 
left  Victoria  on  Sept.  30  at  noon,  with 
Capt.  W.  H.  Lopan,  of  the  London  Sal- 
vape Association,  on  board.  She  pro- 
ceeded to  Nanaimo,  and  left  there  for 
the    north    at    10    p.m.     The    steamship 


fleer;  W.  A.  Michie,  Second  Officer;  Wal- 
ter Greenwood,  Third  Officer,  and  Thomas 
Nicholson  Littlewood,  Chief  Enpineer, 
and  a  sum  of  money  to  Chang  Chinp, 
Storekeeper,  of  the  s.s.  British  Isles  of 
London,  in  recognition  of  their  services 
to  the  shipwrecked  crew  of  the  s.s.  Manx- 
man of  Montreal,  which  was  abandoned 
in  the  North  Atlantic  Ocean  on  Dec.  18, 
I'.il'J. 

Silver  cups  have  also  been  piven  by  the 
Dominion  Government  to  Capt.  M.  "W. 
Mackay,  Master,  and  J.  D.  Dryburph, 
Chief  Officer  of  the  s.s.  War  Jandoll  of 
London,  for  their  services  to  the  ship- 
wrecked crew  of  the  schooner  B.  B.  Hard- 
wick  of  Annapolis,  N.S.,  which  was  aban- 
doned in  the  North  Atlantic  on  Oct.  6, 
VJVJ.  Monetary  awards  have  been  made 
to  C.  W.  Masson,  Wireless  Operator;  Al- 
bert Hornby,  Boatswain,  and  Jos.  School- 
er, Fireman  of  the  War  Jandoll. 


Former  Enemy  Merchant  Ships  Sold. 
.\  London,  Enp.,  press  dispatch  of  Oct. 
19  states  that  the  British  Government 
has  sold  48  enemy  steamships,  apprepat- 
inp  247,409  tons,  to  British  purchasers, 
for  £4,786,975. 


November,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


631 


Atlantic  and  Pacific  Ocean. 


The  Cunard  Line  reopened  its  steam- 
ship service  between  London  and  Canada, 
Oct.  6,  with  the  sailing:  of  the  s.s.  Ca- 
ronia  from  London,  Eng.,  for  New  York, 
calling  at  Halifax,  N.S. 

Elder  Dempster  &  Co.'s  s.s.  Chama, 
outward  bound  to  African  ports,  ran 
aground  on  Belleehasse  Island,  15  miles 
below  Quebec,  Oct.  2L  She  was  released 
subsequently  by  the  s.s.  Lord  Strathcona, 
without  material  damage. 

The  Fracanda  Line's  s.s.  Georgie, 
which  ran  ashore  in  the  St.  Lawrence 
River,  shortly  after  leaving  Quebec  for 
Montreal.  Oct.  21,  was  released  the  fol- 
lowing day  and  put  back  to  Quebec, 
where,  it  was  stated,  some  slight  repairs 
would  be  made. 

The  s.s.  Lagerfos,  which  docked  at 
Montreal  late  in  September,  under  the 
management  of  the  Walford  Shipping 
Co.,  is  stated  to  be  the  first  direct  steam- 
ship to  Canada  from  Iceland.  She  car- 
ried 34  first  class  and  39  second  class 
passengers,  mostly  for  Winnipeg,  and 
stated  to  be  natives  of  Iceland. 

The  Icelandic  Steamship  Co.  is  report- 
ed to  be  arranging  for  the  establishment 
of  a  direct  steamship  line  between  Ice- 
land and  Canada,  with  Montreal  as  the 
summer  port  and  Halifax  for  the  winter. 
It  is  proposed  to  operate  two  steamships 
in  the  service,  and  attempts  are  being 
made  to  interest  the  Dominion  Govern- 
ment in  the  project. 

Furness  Withy  &  Co.'s  report  for  the 
financial  year  ended  Apr.  30,  published 
recently,  shows  a  profit  of  £1,004,821,  to 
which  has  been  added  £120,583,  brought 
forward,  giving  an  available  surplus  of 
£1,125,404,  compared  with  £873,083  for 
the  previous  year.  Of  this  surplus,  £500,- 
000  has  been  placed  to  depreciation,  and 
£452,500  is  being  paid  in  dividends  on 
preference  and  ordinary  stock,  that  on 
the  ordinary  stock  being  at  the  rate  of 
10%  free  of  income  tax.  A  balance  of 
£172,900  has  been  carried  to  the  current 
year's   accounts. 

The  s.s.  Kron  Prinz  Friedrich  Wilhelm, 
one  of  the  German  passenger  steamships 
assigned  to  Great  Britain,  and  loaned  to 
Canadian  Pacific  Ocean  Services  for  the 
purpose  of  deciding  whether  she  could 
be  suitably  used  in  that  company's  ser- 
vice, has  been  returned  to  Great  Britain 
as  unsuitable.  It  is  stated  that  although 
she  was  the  largest  passenger  steamship 
which  had  come  up  the  St.  Lawrence, 
there  were  serious  drawbacks.  The  third 
class  accommodation  planned  on  the  Ger- 
man standard  would  have  to  be  entirely 
remodelled  to  come  up  to  the  Canadian 
standard. 

Maritime  Provinces  and  Newfound- 
land. 

The  s.s.  Hugo  Stinnes  I,  which  went 
ashore  early  in  October,  off  Cape  John, 
N.S.,  was  refloated  Oct.  6,  and  towed  to 
Pictou  for  examination. 

The  Maggie  Belle  Shipping  Co.'s  share- 
holders met  at  St.  John's,  Nfld.,  Oct.  30, 
to  receive  and  act  on  the  report  of  the 
liquidator,  G.  Somerville. 

The  Reid  Newfoundland  Co.  has  re- 
started its  Bonavista  Bay  steamship  ser- 
vice, and  added  Bunyan's  Cove  as  a  call- 
ing place,  instead  of  Broad's  Cove,  for 
its  steamships  Charlottetown  and  Watch- 
ful. 

The  suction  dredge,  which  is  owned 
and  in  use  by  the  St.  John  Drydock  & 


Shipbuilding  Co.,  on  the  Courtenay  Bay 
development  works  at  St.  John,  N.B.,  is 
the  Tornado,  not  Toronto,  as  stated  in 
Canadian  Railway  and  Marine  World  for 
October. 

The  Dominion  Public  Works  Depart- 
ment advised  Canadian  Railway  and  Ma- 
rine World  that  plans  and  specifications 
had  been  prepared  for  the  wharf  at  Syd- 
ney, N.S.,  for  which  $100,000  was  voted 
by  the  Dominion  Parliament  last  session, 
and  that  tenders  would  probably  be  in- 
vited early  in  November. 

The  Minister  of  Customs  and  Inland 
Revenue,  is  reported  to  have  stated  at 
St.  John,  N.B.,  Oct.  7,  that  the  extension 
of  the  Negro  Point  breakwater  to  Part- 
ridge Island  would  be  commenced  imme- 
diately and  that  an  order  had  been  issued 
for  the  transfer  of  stone  from  the  site 
of  the  dry  dock  at  Courtenay  Bay,  to  pro- 
tect any  ships  mooring  at  the  new  docks 
this  winter. 

The  Reid  Newfoundland  Co.'s  s.s.  Mei- 
gle  was  di-ydocked  at  the  company's  plant 
at  St.  John's  recently,  for  general  over- 


Bay,  Cat  Harbor,  Inner  Wadham  Islands, 
Peckfords,  Carmanville,  Main  Point,  Vic- 
toria Cove,  Indian  Island,  Tilting  Harbor, 
Joe  Batt's  Arm,  Change  Islands,  Hor- 
wood's  (Dog  Bay),  Seldom  Come  By  and 
Fogo.  Nfld..  in  the  postal  mail  service, 
commencing  May  1,  to  the  close  of  navi- 
gation in  each  year  for  seven  years,  for 
$4,000  a  month. 


Dominion  Marine  Association. 

President.  A.  E.  Mathews.  ManairinK  Di- 
rector. Mathews  Steamship  Co.,  Toronto. 

First  Vice  President.  H.  W.  Cowan,  Di- 
rector of  Operation,  Canada  Steamship 
Lines.    Montreal. 

Second  Vice  President.  A.  A.  Larocque, 
President.  Sincennes  -  McNaughton  Line, 
Montreal. 

Eiecutive  Committee,  W.  E.  Burke.  Can- 
ada Steamship  Lines,  Montreal :  T.  R.  En- 
derby,  Montreal  Transportation  Co..  Mont- 
real :  L.  Henderson.  Montreal  Transporta- 
tion Co..  Montreal :  W.  J.  McCormack.  Al- 
Koma  Central  Steamship  Line,  Sault  Ste. 
Mario.  Ont.  :  G.  J.  Madden,  Georse  Hall 
Coal  Co.  of  Canada,  Montreal :  E.  W.  Oliver, 
NiaKara.  St.  Catharines  &  Toronto  Navi- 
(ration  Co..  Toronto  ;  W.  H.  Smith.  Ontario 
Car  Ferry  Co..  Montreal ;  ,T.  F.  Sowards, 
Sowards  Coal  Co..  KinRston.  Ont.:  J.  F. 
M.  Stewart.  Point  Anne  Quarries  Ltd.. 
Toronto:  J  no.  Waller.  Keystone  Transpor- 
tation Co..  Montreal :  Lome  C.  Webster. 
Webster  Steamship  Co..  Montreal :  J. 
Wilkie.  Imperial  Oil  Ltd.,  Toronto:  A.  A. 
Wrisht.   honorary  member,   Toronto. 


haul  and  repairs,  and  for  the  extension 
of  her  first  class  passenger  accommoda- 
tion. It  is  stated  that  it  is  the  intention 
to  utilize  her  in  the  regular  passenger 
and  freight  service  between  St.  John's, 
Halifax  and  Sydney. 

Two  steam  trawlers  and  three  drifters 
sailed  from  Halifax,  N.S.,  Oct.  10,  for 
Inverness,  Scotland,  and,  on  Oct.  14,  one 
of  the  trawlers  returned  to  port  and  re- 
ported the  loss  of  two  of  the  drifters 
during  heavy  weather  off  the  Cape  Bre- 
ton coast.  She  brought  the  crews  of  both 
the  drifters  with  her,  and  reported  that 
the  other  trawler,  when  last  seen,  was 
headed  for  Sydney  with  the  third  drifter 
in  tow.  These  ships  are  a  part  of  a  num- 
ber of  similar  ones  built  during  the  war 
in  Canadian  shipyards  for  war  purposes, 
and  which  are  now  being  utilized  in  the 
British  fisheries. 

The  Newfoundland  Government  has 
confirmed  a  contract  entered  into  by  it 
with  the  Susu  Shipping  Co.  last  year, 
for  the  operation  of  the  s.s.  Susu,  between 
St.  John's,  Catalina,  Groenspond,  Wesley- 
ville.  Outer  Wadham  Islands,  Musgrave 
Harbor,  Ladle  Cove,  Fredericton,  Gander 


Province  of  Quebec  Marine. 

The  water  gauge  at  Montreal  showed  a 
depth  of  28  ft.  9  in.  in  the  St.  Lawrence 
channel,  Oct.  19,  which  is  stated  to  be 
within  an  inch  of  the  lowest  mark  ever 
reached. 

Canada  Steamship  Lines'  s.s.  Saguenay 
ran  ashore  at  Sillery  Cove,  near  Quebec, 
Oct.  21,  but  refloated  with  high  tide, 
without  damage,  and  proceeded  to  Que- 
bec. 

A  somewhat  complicated  suit  respect- 
ing a  steamship  is  in  progress  in  the 
Quebec  Admiralty  Court,  on  claims 
against  the  s.s.  Maplecourt,  registered 
as  owned  by  Davie  Shipbuilding  &  Re- 
pairing Co.  The  history  of  the  case 
commences  with  the  purchase  of  the  s.s. 
North  West  from  the  Northern  Steam- 
ship Co.,  Bufl'alo,  N.Y.,  and  the  cutting 
in  two  of  the  ship  there,  for  the  passage 
of  the  canals  to  Levis,  where  she  was  to 
be  rejoined.  It  appears  that  the  two 
parts  of  the  ship  were  insured,  on  the 
understanding  that  if  one  of  the  sections 
became  a  loss,  the  full  insurance  was  to 
be  paid.  One  section  did  become  a  total 
loss,  the  other  section  arriving  at  Levis 
in  safety,  where  a  new  section  was  added 
and  she  became  the  Maplecourt.  Some 
seizures  have  been  made  on  account  of 
claims  against  the  ship,  and  the  matter 
has   become  greatly  complicated. 

Ontario  and  the  Great  Lakes. 


The  Great  Lakes  Transportation  Co. 
will  not  moor  a  ship  at  Windsor,  Ont., 
for  hotel  purposes,  as  stated  in  a  recent 
press  report.  The  company  only  operates 
freight   ships. 

Canada  Steamship  Lines'  s.s.  Joyland, 
which  went  ashore  near  Garden  Island, 
opposite  Kingston,  early  in  October,  with 
a  cargo  of  grain  for  Montreal,  was  re- 
leased by  the  Donnelly  Wrecking  &  Sal- 
vage Co.,  Oct.  13,  and  proceeded  to  her 
destination. 

The  U.S.  s.s.  Lakeport,  operating  be- 
tween Conneaut,  Ohio,  and  Canadian 
ports,  was  tied  up  at  Conneaut,  recently, 
and  the  passports  of  the  master,  Capt. 
T.  B.  Greenway,  taken  away,  and  he  was 
sent  to  Cleveland.  Ohio,  to  atinoar  on  a 
charge  of  illegally  transporting  intoxi- 
cating liquors. 

The  Toronto  Harbor  Commissioners 
have  deposited  with  the  Public  Works 
Department,  Ottawa,  a  desrrintinn  of  the 
site  and  plans  of  a  breakwater  to  be  bnilt 
in  Toronto  harbor,  extending  nortnwest- 
erly  into  Lake  Ontario,  from  the  wester- 
ly extremity  of  the  northerly  pier  of  the 
west  entrance  to  Toronto  Bay. 

The  new  channel  for  down  bound  ships 
in  the  St.  Clair  River,  which  is  being  pro- 
vided by  the  U.S.  Government,  will  not, 
it  is  reported,  be  ready  for  the  opening 
of  navigation  next  spring,  as  was  ex- 
pected, but  it  is  stated  that  every  effort 
will  be  made  to  have  it  ready  as  early  as 
possible,  to  accommodate  the  large  in- 
crease of  freight  traffic  which  is  antici- 
pated next  year. 

The  Steamship  Julius  Kessler  Corpor- 


CANADIAN  KAILWAY  AND  MARINE  WORLD 


November,  1920. 


nticn,  MontrTBl.  hn«  hrnicht  the  "  ^    .fiilitiB 

K.-  ..■    ''   ■     ■     "' 

it  < 

UTf    !■     "!      tl..      I'ur.      ' 

Shr  I*  mrcw  ilrivrn  1 

ami     i.ii.     Il.r     f.'ll- 

.';■;  ."' 

Mi 

•  t  ,1  III.  '.',  I.v   till-   Uv- 

tr  ...   for   C.'A.   Tom- 

lit  ■         .  the-  christi-ninjr  bc- 

inu  I'll  fi'i  null  by  Mrs.  CI.  A.  Tomlinson, 
(Uuirhtcr  of  ("npt.  Jus.  Davidson,  nflcr 
whom  Ihp  »hip  wb5  nnmcH,  Bnd  who  was 
prrsvnt  at  the  Inunrhinc.  This  ship  is 
the  thirii  of  tho  typr  to  bo  Inunrhpd  this 
year  for  the  samp  ou-ncr,  by  the  same 
buildinc  company.  Hrr  dimen.iions  are, — 
Icnirth  ov«r  all  <">00  ft.,  breadth  60  ft., 
depth  .32  ft.,  with  carryinK  capacity  for 
i:i,.'>00  tons  of  iron  ore.  The  propellinff 
machinery  will  consist  of  triple  expan- 
sion encinc,  with  cylinders  24,  •'>4.1  and 
65  in.  diar.  by  4'2  in.  stroke,  supplied 
with  steam  by  :!  Scotch  boilers  each  13.5 
ft.  diar.  by  11  ft.  O'a  in.  long. 

J.  F.  Sowards,  of  the  Sowards  Coal 
Co.,  Kingston,  is  reported  to  have  boupht 
the  s.s.  Mapleprove  from  Canada  Stoani- 


•  trnrn   pump  wellii  and  electric  llirhtinK. 
11  ns    were,— lenjrth    324    fL, 

ft.,  depth  26  ft.;  tonnatre, 
'  -46  net.  .She  was  equipped 
uiih  tii|.ic  I  xpnnsion  enifines  with  cyl- 
inilem  IN,  21) '-ti  and  4H  in.  diar.  by  .'16  in. 
utroke,  1,07U  h.p.  at  HI  r.p.m.,  and  sup- 
plied with  iitram  by  2  Scotch  boilers,  each 
V.i\.  ft.,  by  10 Va  ft.  at  1«0  lb. 


British  Columbia  and  Pacific  Coast. 

The  Yukon  Kivcr  was  reported  closed 
by  ice  Oct.  17,  the  earliest  dale  on  record. 

The  Nanaimo  Navigation  Co.  Ltd.  has 
had  its  name  removed  from  the  rcffister 
of  companies  incorporated  under  the  Bri- 
tish   Columbia    Companies    Act. 

The  C.r.K.  s.s.  Princess  Victoria  had 
a  new  mast  stepped  by  the  Victoria  Ma- 
chinery Depot,  Victoria,  recently.  The 
one  replaced  had  done  duty  since  the  ship 
was  built  in  1!»0:!.  While  she  was  out  of 
service,  her  place  was  taken  by  the  s.s. 
Princess  Mary. 

n.M.C.S.  Rainbow,  the  hull  of  which 
was  sold  to  Nieder  &  Marcus,  Seattle, 
Wash.,  recently,  for  $67,777,  after  all 
armament  had  been  removed,  will,  it  is 
said,    be   converted    into    an    ore   hulk    .<jt 


inKine  of  60  h.p.  Her  dlmensiona  were — 
l.nKth  118  ft.,  breadth  22  ft.,  depth  11.6 
ft.,  tonnace  23:1  irrowi,  t>7  net. 

.Some  anxiety  was  felt  at  Juneau, 
Alaska,  towards  the  end  of  October,  on 
account  of  the  non  arrival  to  the  White 
Pass  nnil  Yukon  Uy.  steamships  Cases, 
Nasutlin  and  White  Horse,  with  passen- 
gers. The  closing  of  the  Y'ukon  River 
by  ice  was  very  much  earlier  this  year 
than  before,  and  it  was  feared  that  the 
ships  were  stuck  on  a  bar  alraut  100 
miles  up  stream  from  Dawson,  and  that 
they  micht  be  frozen  in  for  the  winter. 
The  company's  s.s.  Washburn,  which  was 
sent  out  from  White  Horse.  Oct.  20,  to 
help  the  other  ships  over  the  Kirkman 
bar,  struck  a  rock  near  Little  Salmon  on 
the  Upper  Yukon  River,  and  sank,  being 
re(raraed  as  a  total  loss.  There  was  no 
loss  of  life. 


Coal  Exportation  and  the  s.s.  Lydia. — 
Mention  was  made  in  our  last  issue  of 
the  holdinc  of  the  s.s.  Lydia  at  Port 
Hastinps,  N.S.,  with  her  carpo  of  4,500 
tons  of  coal,  which  it  was  intended  to 
export  to  Europe  in  contravention  of 
the  Board  of  Railway  Commissioners'  or- 
der prohibitinK  the  export  of  Canadian 
(  c.al.   txitpt    to  a   Newfoundland   or  U.S. 


ship  Lines,  for  the  coal  trade  between  De- 
troit, Oswejfo  and  Montreal.  The  Maple- 
trrove  was  formerly  the  Cherokee,  and 
was  built  at  Marine  City,  Mich.,  in  1889, 
and  underwent  considerable  repairs  in 
Idl.'i.  She  has  an  oak  hull,  and  is  of  the 
well  deck  type,  with  diagonal  .strapping 
on  the  frames, .steel  arches,  and  with  bow 
sheathed  for  operating  in  ice.  Her  di- 
mensions are,— lenjrth  208  ft.,  breadth 
.15?i  ft.,  depth  14  ft.;  tonnatre,  1,177 
gross,  6.'i6  net.  She  is  equipped  with  fore 
and  aft  compound  enjrine,  with  cylin- 
ders 25  and  50  in.  diar.  by  40  in.  stroke, 
575  i.h.p.  at  86  r.p.m.,  an<l  supplied 
with  steam  by  a  firebox  boiler  11  ft.  4  in. 
diar  by  16  ft.  long  at  124  lb. 

The  s.s.  Ci.  R.  Crowe,  which  was  wreck- 
ed by  nn  explosion,  presumably  of  her 
oil  cargo,  at  New  York,  Oct.  7,  was  own- 
ed formerly  by  the  St.  Lawrence  &  Chi- 
cago Steam  Navigation  Co.,  Toronto,  and. 
rn  the  early  stages  of  the  war.  was  sold 
to  the  Montezuma  Transportation  Co., 
Toronto,  and  etiuipped  as  an  oil  tanker 
for  ocean  service.  Khc  was  built  at  Dun- 
dee, Scotland,  in  1007,  and  was  lengthen- 
ed 72  ft.  in  li»10.  Her  hull  was  of  steel, 
with  steel  tank  tops  where  no  wood  ceil- 
ings are  fitted,  '\  watertight  and  2  non 
watertight  bulkheads,  steel  boiler  house. 


Seattle,  for  the  transportation  of  ore 
from  northern   ports. 

A  Victoria  press  dispatch  states  that 
the  C.P.R.  is  considering  the  establish- 
ment of  a  tourist  steamship  service 
around  Vancouver  Island,  on  a  weekly 
."chedulc,  for  next  summer.  It  is  stated 
that  the  s.s.  Princess  Maquinna,  now- 
running  to  Quatsino  Sound,  will  be  used 
for  the  purpose. 

C<mtract  no.  2,  covering  the  erection 
of  the  pier  and  sheds  of  the  Ballantyne 
pier  on  Burrard  Inlet,  Vancouver,  is  re- 
porteil  to  have  been  awarded  to  the 
Northern  Construction  Co.  for  approxi- 
mately 14,000.000.  The  pier  will  be  1.250 
ft.  long  and  ;{40  ft.  wide,  with  4  concrete 
sheds,  each  approximately  500  ft.  long. 
e(|uipped  with  the  most  modern  cargo 
handling  appliances. 

The  s.s.  .lames  Carruthers.  owned  by 
the  Canadian  Fish  &  Cold  Storage  Co., 
Prince  Rupert,  B.C.,  collided  with  the 
U.S.  s.s.  Sur\eyor,  Oct.  12,  otT  Green  Is- 
land, during  a  storm,  cutting  a  hole  in 
the  Surveyor  about  8  ft.  above  the  water- 
line,  after  which  she  sank  in  deep  water. 
Four  of  the  crew  of  the  James  Carruthers 
were  reported  missing.  The  James  Car- 
ruthers was  built  at  Beverley,  Eng.,  in 
ini2.  and  was  of  steel,  screw  driven,  by 


port.  As  then  stated,  the  ship  was  re- 
lea.'Jcd  Sept.  10,  after  having  given  a 
$10,000  bond,  that  the  coal  would  be  sold 
and  delivered  to  a  Canadian  or  New- 
foun<lland  port,  or  discharged  and  con- 
sumed at  a  U.S.  port.  It  was  announced 
at  Ottawa,  Oct.  20,  that  despite  the  fact 
of  the  bond  having  been  given,  the  s.s. 
Lydia  had  arrived  at  Rotterdam  with  a 
cargo   of    Inverness    coal. 

Japanese  Shipbuilding.  —  The  United 
States  Consul  General  at  Y'okohama  re- 
ports that  the  shipbuilding  programme 
of  Nippon  Y'usen  Kaisha,  which  called 
for  the  construction  of  500,000  tons  in 
five  years,  has  been  revised,  owing  to  the 
recent  depression  in  the  shipbuilding 
business.  Orders  have  already  been 
placed  for  some  100.000  tons  with  Ja- 
panese and  British  shipyards.  The  de- 
cision is  to  suspend  shipbuilding  from 
the  next  financial  year. 

Culf  of  St.  Ijiwrence  Shipping  Co.  Ltd. 
has  been  incorporated  under  the  Do- 
minion Companies  Act.  with  $.^^00,000  au- 
thorized capital,  and  otTice  at  Montreal, 
to  transport  passengers,  mail,  freight, 
etc.,  on  land  and  water,  and  to  own  and 
operate  steam  and  other  ships  for  such 
pur|>oses,  and  for  towing,  WTecking  and 
salvaging. 


November,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


63$ 


The  Royal  Mail  Steam  Packet  Co.'s 
Canada-West  Indian  Service. 

Jno.  Alsop,  General  Agent,  R.M.S.P. 
Co.,  Halifax,  N.S.,  is  credited,  in  a  press 
dispatch  as  having  stated  there  recently 
that  the  company  is  losing:  $15,000  to 
$20,000  a  trip  on  its  Canada-West  Indies 
service,  and  that  if  an  increase  in  freight 
rates,  for  which  it  has  applied  to  the 
Dominion  Government,  is  not  granted,  it 
will  have  to  discontinue  the  service.  He 
attributes  the  loss  to  increased  cost  of 
operation,  especially  bunkering,  and  to  a 
heavy  slump  in  north  bound  freights 
from   the  West  Indies. 

The  R.M.S.P.  Co.  operates  the  follow- 
ing steamships  between  Halifax  and  the 
West  Indies,  viz.,  Caraquet,  Chaleur, 
Chaudiere,  and  Chignecto,  for  which  it 
receives  a  subsidy  from  the  Dominion 
Government,  the  estimates  for  the  year 
ending  Mar.  PA,  1921,  having  the  follow- 
ing item,  among  mail  subsidies  and 
steamship  subventions:  "Canada  and 
West  Indies,  or  South  America,  or  both, 
$"40,G66."  Under  the  subsidy  agreement, 
the  freight  rates  are  subject  to  the  Do- 
minion Government's  approval,  and  the 
R.M.S.P.  Co.  has  applied  for  authority 
to  advance  them. 

In  this  connection  Sir  Geo.  Foster, 
Minister  of  Trade  and  Commerce,  is  re- 
ported to  have  said  at  Ottawa  on  Oct.  21: 
"In  consequence  of  the  fact  that  the 
Canadian  Government  Merchant  Marine 
has  placed  ships  on  the  different  routes 
connecting  with  the  West  Indies,  which 
to  some  extent  interferes  with  the  freight 
carryings  of  the  R.M.S.P.  Co.,  especially 
on  the  northbound  passage  during  the 
slackness  of  the  sugar  season,  and  the 
fact  that  the  freight  rates  of  this  com- 
pany have  been  controlled  by  the  Gov- 
ernment, and  the  company  has  not  been 
free,  therefore,  to  take  advantage  of  the 


greatly  increased  rates  during  the  war 
and  since,  and  also  owing  to  the  great 
increase  in  the  price  of  coal,  as  well  as 
ship  commodities,  the  company  has  made 
application  for  an  increase  in  freight 
rates,  which  is  being  considered  by  the 
Trade  and  Commerce  Department,  as  also 
by  the  St.  John,  N.B..  and  Halifax,  N.S., 
Boards  of  Trade." 


Newfoundland  Steamship  Services. 

Canadian  Trade  Commissioner  W.  B. 
Nicholson  writes  from  St.  John's,  Nfld., 
as  follows: — "Transportation  was  retard- 
ed during  the  year  ended  June  30  by  the 
shortage  of  sea  tonnage  and  the  run 
down  condition  of  the  railway  system, 
which  had  been  overworked  and  under- 
repaired  during  the  period  of  the  war. 
The  volume  of  freight  carried  by  the 
Reid  Newfoundland  Co.'s  railway  and 
steamships  far  exceeded  that  of  previous 
years. 

"The  steamship  service  with  the  outside 
world  showed  some  improvement  during 
the  year.  The  Furness-Withy  Co.  re- 
sumed sailings  between  Liverpool,  Hali- 
fax and  St.  John's,  and  return,  and  an 
excellent  passenger  and  freight  steam- 
ship has  been  put  on  the  New  York,  Hali- 
fax and  St.  John's  route  by  the  Red 
Cross  Line,  while  the  Canadian  Govern- 
ment Merchant  Marine  has  established  an 
efficient  line  of  freieht  steamships  on 
the  Montreal-St.  •John's,  Nfld.,  route, 
which  calls  at  Gulf  ports  for  freight  of- 
fering, and  the  steamship  Sable  I.,  Far- 
quhar  &  Co.,  performs  a  weekly  passen- 
ger and  freight  service  between  North 
Sydney  and  St.  John's.  The  Nova  Sco- 
tia Steamship  Co.  has  two  steamships 
running  between  Boston,  Halifax  and  St. 
John's.  It  is  the  intention  of  the  latter 
company  to  put  two  passenger  and 
freight    steamships    on    this    route    next 


season,  accommodating  about  200  passen- 
gers, and  a  steamship  from  Halifax  to 
develop  Canadian  trade  in  flour  and  other 
Canadian  manufactures  on  the  west  coast 
of  Newfoundland.  A.  E.  Hickman  Co., 
St.  John's,  are  agents  for  the  Nova  Sco- 
tia Steamship  Co." 

Removal  of  Shipping  Offices  from 
the  U.S.  to  Canada. 

London,  Eng.,  Oct.  12. — Canada  prom- 
ises to  benefit  from  some  proposed  dis- 
criminatory L^nited  States  legislation, 
such  as  the  Jones  Shipping  Act,  and  the 
reported  taxation  of  the  total  profits  of 
foreign  companies  with  branches  in  the 
U.S.  A  director  of  George  Wills  &  Sons,, 
merchant  shippers  and  London  a"'ents  for 
the  Holt  Line,  which  is  now  putting  on  a 
new  steamship  service  to  the  Far  East 
in  co-operation  with  the  Canadian  Gov- 
ernment Merchant  Marine,  states  that 
his  company  is  considering  transferring 
its  office  from  New  York  to  MontreaL 
This  action  is  being  taken  partly  because 
of  the  high  costs  in  the  U.S.  ports  and 
partly  because  of  the  discriminatory  leg- 
islation referred  to,  although  the  direc- 
tor did  not  think  that  the  latter  would 
prove  of  any  great  benefit  to  the  U.S. 
mercantile  marine,  which,  in  his  opinion, 
is  doomed  to  failure. — Copyright  cable  to 
Montreal  Gazette. 

"The  s.s.  War  Fundy,  one  of  the  war 
series  of  wooden  steamships  built  in 
Canada  for  the  British  Government  un- 
der orders  from  the  Imperial  Munitions 
Board,  is  reported  to  have  been  wrecked 
at  Grundkellesgrund,  in  the  Gulf  of  Bos- 
nia, off  the  Adriatic,  and  to  have  become 
a  total  loss.  She  was  built  by  Grant  & 
Home.  St.  John,  N.B.,  had  approximately 
3,080  d.w.  tons  capacity,  and  was  launch- 
ed Aug.  24,  1918. 


Ships  Registered  in  Canada 

During  July,  1920. 

ts.   operated  by   engines   of  le 

«   th 

In   compilini?   t#»e  followinfr   lists  of  vessels  registered,   steamboats  and  motor   boa 
ape  aailinK  shipa  of  less  than  100  tons  register. 

STEAM. 

an    10   n.h.p..   are  eliminated,   as   also 

No.              Name 

Port  of  Kegistry                   Where  and  when  built                 eg 

1 

9 
a 

OH 

8i 

MH 

Owners  or  managing  ownen 

...Sault  Ste.  Marie,  OntKillamey.   Ont.   1920     64.5 

15.0 
21.0 
47.7 
21.6 
41.0 

32.0 
85.0 

43.7 
19.2 
21.7 
36.2 

42.0 

19.2 
14.7 

27.7 
15.1 

23.6 

7.0 
7.0 

23.2 
6.9 

16.3 

11.4 
13.1 

22.2 
10.0 
10.8 
15.1 

21.3 

10.0 
9.3 

10.0 
4.9 

12.2 

20 
165 

3610 
141 

1676 

595 
584 

2546 
113 
195 
866 

2404 

113 

105 

202 
42 

229 

14 

83 

2169 

26 

999 

350 

281 

1472 

14 

84 

646 

1333 

14 

55 

130 
15 

54 

11   Sc. 
16  Sc. 
231   Sc. 
38  Sc. 
86  Sc. 

72  Sc. 
32  Ms  Sc. 

140  Sc. 
24  Sc. 
40  Sc. 
15  Sc. 

191  Sc. 

24  Sc. 
22  Sc. 

49Vi  Sc. 
13'/-  Sc. 

70  Sc. 

138456  Antenteuil 

141769  Canadian  Hunter.... 

141768  Charlemaene 

150231  Cicora 

1384.^8  Coal  Baree  no.  « 

..Montreal  Lauzon.    Que 1920  331.0 

Charlemacne,    Que 1920     94.3 

...Midland,    Ont.    West  Superior,  WU 1903  241.0 

...Sorel.    Que                        Sorcl,    Que 1915   160.5 

1915  140.0 

Minister    of    Marine,    Ottawa,    Ont. 
St.    Maurice    Paper  Co..   Montreal. 
Great     Lakia     Tran.sportation     Co.. 

Midland.    Ont. 
Minister  of   Marine.    Ottawa.   Ont. 

141837  .lulius  Kcssler 

...Montreal    .                         Duluth.    Minn 1920  251 

.Halifax.   N  S.                 Sorel.    Que 1917     84.0 

tion.    Montreal. 
T.    M.    Kirkwood.    Montreal, 
Minister   of    Marine,    Ottawa.    Ont. 

Sy,.^!    Q,.<.                               "                                     1912     84.5 

141712  Leon  L.  (1) Quebec  T  .                                "                 1920  188.8 

141836  Monalo Montreal  .   .                   Cleveland.    Ohio    1890  249.7 

Lauzon,     Que 1920 

1414.-S  Mary  Francis  Whalcn.Halifax.    N.S Montreal    1917     84.0 

138274  Opco   (1) St.  Catharines,  Ont.  ..Milwaukee,    Wis 1918  104.8 

14157S  Rozana  Burton  (1) Weymouth,    N.S Grosses  Coques,    N.S 1920  120.0 

141767  Sapin   (2) Montreal   Noank,    Conn 1901     68.3 

117528  Stella  Maria Windsor.   N.S London,    En^ 1882  124.5 

Transportation      &      Shipping      Co.^ 
Quebec. 

Montreal  Transportation  Co,.  Mont- 
real. 

T,    M,    Kirkwood.    Montreal 

Ontario  Transportation  &  Pulp  Co,, 
Thorold.   Ont, 

J,   Burton,  North  Sydney.  N.S. 

Port    Aux    Quilles    Lumber    Co.. 
Montreal. 

Faniuhar   &   Co.,    Halifax.    N.S, 

(1)  Motor  ships.     (2) 

Formerly.  Vega. 

SAILING. 

No.          Name 

Port  of  Reeistry          Rig              Where  and  when  built 

t 

O 

ii 

OH 

2b 

Owner  or  Manacini?  Owner, 

141625  B.  R.  Tower 

141642  General  Trenchard. 
141821  M.  W.  W.  No.  3 

141787  M.  W.  W.  Vln 

141693  Mary  L.  Oxner 

141626  Whitebell? 

....Parrsboro,    N.S Schr....DiliKent   River,    N.S 1920     140.0     33.0     10,9 

...Liverpool.    N.S "    ...Allendale.     N.S 1920     106.5     26.2     10.4 

...Vancouver.    B.C Si:ow...Victoria.    B.C 1911       90.0     30.0       7.8 

Vancouver.    B.C 1920 

...New   Westminster   Scow.. .New   Westminster,    B.C 1920       91.3     30.0       7.3 

...Lunenbure,    N.S Schr....Chester    Basin.    N.S 1920     120.0     28.0     11.0 

...Pansboro.   N.S "    ....Parrsboro.    N.S 1920     172,0     27.4     13.0 

379 
184 
173 

171 
218 
£15 

343 
149 
173 

171 
169 
572 

J,   N,    Pu<jsley.    Parrsboro.   N.S. 
G,    C,    Harris.    Grand    Bank.    Nfld. 
McNeill.     Walsh     &     Wilson,     Ltd.. 

Vancouver.  B,C, 
J.   Crone,   N.^w  Westminster,   B.C. 
W.   nuff.   M.O.,   LunenburB,  N.S, 
C.  T.  White  *  Son.  Sussex.  N,B. 

CANADIAN  RAILWAY  AND  MARINE  WOULD 


November,  1920. 


Mainly  About  Marine  People. 


Great  I..akefl  Leveki. 


J''  I  ^  l.».  hrr.'ti>fon'  An.Mdlnnt 
M..  .'cn   nppointrd    .Mann»:t'r, 

I'l  !•  Co.   of   llritinh   Coliim- 

hio.  11.  w.i;.  for  »onio  yvnrt  with  the 
Itofirowitz  Stoamfihip  Co.,  brforc  it  wnii 
Ukrn  ovrr  l>y  tho  I'nion  Strnni!>hi|>  Co. 
of   liritiHh  Culumbia. 

Sir  Alfred  llooth.  Chairman,  Cunard 
Ctcani.nhip  Co.,  was  in  Quebec,  Oct.  21, 
prior  to  t'oinc  to  New  York,  whence  he 
Mailed  for  Knt;land  on  the  s.s.  Aquitania. 
He  expects  considerable  development  in 
the  C-anadian  steamship  8cr%'icc  forncxt 
year. 

J.  Chcfilej-,  Airent,  Marine  Department, 
St.  John,  N.B.,  is  actinR-  ns  Superintend- 
ent of  Pilots,  St.  John  pilotaj^c  district, 
for  the  present. 

Lieut.  Cnmmnnder  C.  I".  Edwards,  Oin- 
oral  Superintendent  ,  Radiotelegraph 
Brnnch,  Navnl  Ser\-ice  Department,  Ot- 
tawa, has  been  attendinfr  a  meetinc  of 
rrpre.sentetives  of  Great  Britain,  the 
United  States,  France,  Italy  and  Japan, 
in  Washinirton,  to  discuFs  international 
wire  and  wireless  communications. 

R.  S.  Elworlhy,  General  Apcnt,  Pas- 
senger Department,  Canadian  Pacific 
Ocean  Services  Ltd.,  ChicaRO,  returned 
home  early  in  October  from  Europe,  af- 
ter a  business  trip  on  the  continent. 

H.  E.  A.  Hawken,  heretofore  Assistant 
Deputy  Minister  of  Marine,  has  been  ap- 
pointed acting  Deputy  Minister  of  Marine, 
consequent  on  the  resitrnation  of  Alex. 
Johnston.  He  was  born  Sept.  28, 1879,  and 
entered  the  civil  service  Jan.  7,  1902,  and 
prior  to  Mar.  31  was  Chief  Registrar  of 
Shipping.  On  the  latter  date  he  was  ap- 
pointed acting  Assistant  Deputy  Minis- 
ted  of  Marine  and  Assistant  Deputy 
Minister  of  Marine,  in  July. 

CapL  Hose,  R.N.,  acting  Director,  Can- 
adian Naval  Ser\'ice,  is  reported  to  have 
been  named  as  Director,  Canadian  Naval 
Ser\ice,  effective  Jan.  1,  1921,  vice  Ad- 
miral Sir  Charles  Kingsmill,  R.N.,  at 
present  on  leave  of  absence,  prior  to  re- 
tirement. 

Alex.  Johnston,  Deputy  Minister  of 
Marine  and  Fisheries,  is  resigning  from 
the  Dominion  Government's  service,  and 
it  is  .said  that  he  will  enter  the  British 
Empire  Steel  Corporation's  ser\'ice,  an 
Ottawa  press  dispatch  stating  that  he 
will  be  General  Assistant  to  the  Presi- 
dent, at  a  .salary  of  $18,000  a  year.  Can- 
adian Railway  and  Marine  World  was 
advised,  Oct.  25,  that  no  definite  conclu- 
sion had  been  reached  as  to  the  exact 
nature  of  the  work  he  will  undertake, 
that  no  consideration  had  been  given  to 
the  question  of  title,  that  he  will  not 
enter  on  his  new  duties  until  Jan.  1,  and 
that  his  headquarters  had  not  been  de- 
cided on,  but  that  he*  will  not  be  remov- 
ing from  Ottawa  for  the  next  year. 

Major  A.  C.  Lewis,  formerly  Secretary, 
Toronto  Harbor  Commission,  and  now 
Secretar>',  Canadian  Deep  Waterways  & 
Power  Association,  has  Ix'on  nominated 
as  the  Conscr\'ativc  candidate  at  the  en- 
suing by-election  for  tho  representation 
of  Northeast  Toronto  in  the  Ontario  Leg- 
islature. 

Thos.  LoHK,  President  'I'hos.  Long  & 
Co.,  general  merchants,  <  dllingwood 
Ont.,atone  time  a  director  of  the  North- 
em  Navieation  Co.  of  Onliirio.  and  a 
former  President  of  the  I'ollingwood 
Shipbuilding  Co.,  died  at  his  house  in 
Toronto,  Oct.  7,  aged  84. 

W.  Mrl,aurin,  of  the  C.G.S.  Stadacona, 


Ksi|uinwilt,  B.C.,  a  returned  soldier,  has 
been  appointed  Dock  Yanl  Foreman, 
Halifax  Dockyard,  N.S.  Naval  Service 
Department,  at  an  initial  salary  of  $2,400 
a  year.  Particulars  of  duties,  classifica- 
tions, etc.,  were  given  in  Canadian  Rail- 
way and  .Marine  World  for  October,  page 
578. 

MiHS  Hilda  Murphy,  daughter  of  the 
late  Dennis  Murphy,  formerly  President, 
Ottawa  Transportation  Co.,  was  married 
at  Ottawa,  Oct.  24,  to  Lt.  Col.  K.  M. 
Perry,  D.S.O.,  son  of  Commissioner  Per- 
ry of  the  Royal  Canadian  Mounted  Police. 

J.  W.  NorcrosH,  President  and  Manag- 
ing Director,  Canada  Steamship  Lines 
Ltd.,  and  Mrs.  and  Miss  Helen  Norcross, 
sailed  from  Quebec,  Oct.  6,  on  the  s.s. 
Empress  of  France,  for  England. 

Thos.  Robb,  Manager,  Shipping  Fed- 
eration of  Canada,  left  Montreal  at  the 
end  of  October,  to  attend  the  first  meet- 
ing of  the  advisory  committee  on  mari- 
time matters,  of  the  League  of  Nations, 
at  Geneva,  Switzerland,  Nov.  8. 

Capt.  John  C.  Shaw,  master  of  the 
Dominion  Government  s.s.  Sheba,  died 
suddenly,  Oct.  9,  on  board  his  ship,  whilst 
en  route  from  Levis,  Que.,  to  Sydney, 
N.S.  He  had  been  engaged  in  coast  na- 
vigation for  several  years,  and  before 
entering  the  Dominion  Government's  ser- 
vice, was  first  ofTicei*  of  the  s.s.  Oruro, 
operated  by  Pickford  &  Black  Ltd.,  to 
the   West   Indies. 

Richard  Welsford  has  been  appointed 
Managing  Director,  Union  Steamships  Co. 
of  British  Columbia,  Vancouver,  B.C., 
succeeding  E.  H.  Beazley,  who  lost  his 
life  recently  in  an  aeroplane  accident. 
He  is  a  son  of  J.  H.  Welsford,  of  J.  H. 
Welsford  &  Co.,  Liverpool,  Eng.,  which 
firm  controls  the  Union  Steamship  Co.  of 
British  Columbia,  and  he  has  been  in  that 
company's  ser\'ice  for  several  years.  He 
was  in  Vancouver  recently,  and  returned 
to  England,  and  will  assume  his  new- 
duties  in  Vancouver  about  Jan.  1,  1921. 


Manchester  Liners  Ltd.  report  for  the 
year  ended  June  30,  shows  that  after 
providing  for  depreciation  and  all 
charges,  including  debenture  interest, 
preference  dividends,  excess  profits,  cor- 
poration and  income  taxes,  there  is  an 
amount  available  of  £181, 09G,  including 
i'13,911  brought  forward.  Of  this  amount, 
£100,000  is  placed  to  resers-e,  and  a  divi- 
dend of  1.5''r  free  of  tax  paid  on  the  or- 
dinary shares,  leaving  £14,316  carried 
forward  to  this  year's  accounts. 

The  U.S.  Emergency  Fleet  Corpora- 
tion's office  in  Montreal  will  be  closed  at 
the  end  of  the  St.  Lawrence  navigation 
season.  This  office  was  opened  during 
the  war,  for  the  accommodation  of  busi- 
ness connected  with  the  passage  of  a 
number  of  steamships  from  the  Great 
Lakes  to  the  ocean.  During  the  current 
year  about  GO  have  passed  out,  and  it  is 
expected  that  two  or  three  more  will  pass 
before  the  season  closes. 

U.  S.  Shipbuilding. — An  enormous  de- 
crease has  taken  plaace  in  ship  tonnage 
under  construction  in  the  U.S.  during  the 
last  18  months.  At  the  end  of  May.  1919, 
4.18."),.'>23  tons  were  actually  buildini:  in 
the  U.S.,  but  by  the  end  of  September, 
1920,  that  total"  was  reduced   by  .')8'"f. 

British  shipbuilders  are  reported  to 
have  offered  to  build  tankers  for  tho 
United  States  at  $ir>7.r>0  a  ton,  which  is 
said  to  be  $10  lower  than  a  French  offer, 
and  $32.50  lower  than  U.S.  prices. 


The  U.S.  I>akc  Sur\'ey  report*  the 
monthly  mean  stages  of  the  Great  Lakes 
for  September,  1920,  in  feet  above  mean 
sea  level,  as  follows: — Superior,  602.81; 
.Michigan-Huron,  .'■>80.87;  St.  Clair,  575.- 
44;  Erie,  .'■)72J9;  OnUrio,  245.47. 

l,ake  Superior  was  0.12  ft.  lower  than 
August,  0.28  ft.  highef  than  a  year  ago, 
0.17  ft.  above  the  average  September 
stage  of  the  last  10  years,  1.27  ft.  be- 
low the  high  sUge  of  Sept.  1869,  and  1.32 
ft.  above  the  low  stage  of  Sept.,  1879. 

Lakes  Michigan  and  Huron  were  0.14 
ft.  lower  than  August,  0.06  ft.  higher 
than  a  year  ago,  0.20  ft.  above  the  aver- 
age September  stage  of  the  last  10  years, 
2..")0  ft.  below  the  high  stage  of  Sept., 
1H76,  and  1.21  ft.  above  the  low  stage 
of  Sept.,  1911.  During  the  last  10  years 
the  September  level  has  averaged  0.2  ft. 
lower  than  the  August  level  and  0.2  ft. 
higher  than  the  October  level. 

Lake  Erie  was  0.26  ft.  lower  than  Au- 
gust, 0.36  ft.  lower  than  a  year  ago,  0.02 
ft.  below  the  average  September  stage  of 
the  last  10  years,  1.55  ft.  below  the  high 
stoge  of  Sept.,  1876,  and  1.11  ft.  above 
the  low  stage  of  Sept.,  189.").  During  the 
last  10  years  the  September  level  has 
averaged  0.2  ft.  lower  than  the  August 
level,  and  0.3  ft.  higher  than  the  October 
level. 

Lake  Ontario  was  0.15  ft.  lower  than 
August,  1.39  ft.  lower  than  a  year  ago, 
0.72  ft.  below  the  average  September 
stage  of  the  last  10  years,  2.14  ft.  below 
the  high  stage  of  Sept.,  1862,  and  1.47 
ft.  above  the  low  stage  of  Sept.,  1895. 
During  the  last  10  years  the  September 
level  has  averaged  0.4  ft.  lower  than  the 
.\ugust  level,  and  0.4  ft  higher  than  the 
October   level. 


Increased  Shipbuilding  Costs  in  Bri- 
tain.— The  Westminster  Gazette,  in  cora- 
nieting  upon  the  increased  shipbuilding 
costs  in  Great  Britain  as  a  result  of 
higher  wage  demands,  pointed  out  re- 
cently that  many  order  with  British  ship- 
builders were  being  cancelled,  and  added: 
"Lord  Weir  has  sized  up  the  situation  in 
the  engineering  line,  and  is  rapidly  de- 
veloping his  interests  in  Japan  and  Can- 
ada; while  the  action  of  the  Yarrows  a 
considerable  time  ago  showed  even  then 
how  the  wind  was  blowing,  and  is  likely 
to  continue  to  blow." 

New  Zealand  Harbor  Improvements. — 
Plans  are  well  under  way  for  the  com- 
pletion of  wharves  and  sheds  at  Auck- 
land, as  well  as  the  construction  of  three 
more  wharves  to  meet  the  demands  of 
the  constantly  increasing  commerce  of 
that  city.  Frequently  the  wharves  are 
so  badly  congested  that  shipping  must 
wait  its  turn.  The  Auckland  Harbor 
Board  has  been  authorized  to  place  a 
loan  of  $4,866,500  for  the  developments 
mentioned,  and  the  chairman  of  the  board 
has  announced  that  work  will  be  pushed 
as  rapidly  as  possible. 

H.M.S.  Shearwater.— The  Naval  Ser- 
vice Department  will  receive  tenders  to 
November  10,  for  the  purchase  of  H.  M. 
S.  Shearwater,  now  lying  at  Halifax.  N. 
S.  She  was  built  in  England  in  1899, 
with  steel  hull,  wood  sheathed,  and  is  fit- 
ted with  single  screw,  two  bladed  pro- 
peller, triple  expansion,  convertible,  sur- 
face condensing,  reciprocating  engines  of 
1.400  i.h.p..  and  4  water  tube  Belleville 
boilers  with  a  working  pressure  of  260 
lb.  Her  dimensions  are, — length  300  ft., 
beam  33  ft.,  draft  12.5  ft.,  displacement 
980  tons. 


November,  1920. 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


635 


Radiotelegraph  and  Other  Electric 
Aids  to  Navigation. 

As  detailed  in  Canadian  Railway  and 
Marine  World  from  time  to  time  recent- 
ly, the  Dominion  Naval  Service  Depart- 
ment's Radiotelegraph  Branch  has  estab- 
lished several  wireless  telesrraph  direc- 
tion findin;;  stations  which  have  been 
operated  very  successfully  on  the  At- 
lantic coast  and  another  one  is  being 
erected  at  St.  John,  N.B. 

The  U.S.  Commerce  Department's  Na- 
vigation Bureau  is  studyinji  the  deter- 
mination of  ship  location  by  radio  signal. 
The  system  in  use  at  present  by  the  U.S. 
Navy  employs  radio  compass  stations  on 
shore  which  measure  the  angle  from 
which  the  signal  is  sent  by  the  vessel  to 
be  located.  By  a  system  of  triangula- 
tion  two  or  more  stations  working  to- 
gether can  determine  the  location  of  a 
vessel.  The  new  system  under  test  by 
the  Department  of  Commerce  reverses 
the  operations  by  sending  the  signals 
from  shore  stations  and  doing  the  radio 
compass  work  aboard  ship.  Recent  tests 
on  this  system  are  reported  to  have  been 
very  successful,  but  further  investiga- 
tion both  as  to  apparatus  and  methods  of 
manipulation  are  anticipated  before  any 
extensive  application  will  be  commended. 
In  connection  with  the  radio  location 
of  ships  the  U.S.  Navy  Department  has 
under  consideration  the  establishment  of 
a  large  number  of  additional  radio  com- 
pass stations.  These  will  be  placed  along 
the  western  seaboard  and  on  the  Great 
Lakes.  It  is  anticipated  that  they  will 
find  extensive  use  in  directing  the  mer- 
chant marine,  though  they  will  be  de- 
signed primarily  for  naval  service.  It  is 
said  that  stations  will  be  established  on 
the  Great  Lakes  at  Detour,  Grand  Marais, 
Whitefish  Point,  Eagle  Harbor,  Thunder 
Bay  Island,  Wind  Point  or  Grosse  Point, 
and  several  other  points. 

A  Paris  cablegram  says  that  the  French 
Ministry  of  Marine  has  decided  as  soon 
as  possible  to  lay  down  in  all  French 
ports  and  across  the  Channel,  in  collabor- 
ation with  the  British  Admiralty,  electric 
cables  which  will  enable  ships  to  steer 
safely  into  port  in  the  densest  fogs.  The 
invention  which  is  to  be  used  is  that  of 
the  French  engineer,  Loth,  which,  it  ap- 
pears from  the  account  given  at  the  Aca- 
demy of  Sciences  by  Admiral  Fournier, 
resembles  in  its  general  principles  that 
recently  experimented  with  in  America. 
An  electric  cable  along  which  a  current 
of  alternative  frequency  is  passed  is  sub- 
merged in  the  fairway.  Secondary  cur- 
rents which  such  a  cable  induces  at  a 
distance  are  picked  up  by  ship's  instru- 
ments and,  according  to  the  distance  of 
the  sound,  the  pilot  can  judge  whether 
he  is  in  the  middle  or  at  the  outskirts  of 
the  fairway.  Even  an  aeroplane  fitted 
with  receiving  instruments  can  follow 
the  submerged  cable,  and  the  pmposal  is 
made  that  the  sea  cable  should  have  an 
overland  connection  to  the  aerodromes, 
to  enable  pilots  to  steer  through  fog. 

The  United  States  Navy  Department 
is  reported  to  be  completing  a  series  of 
tests  in  New  York  harbor  on  a  system 
using  what  is  called  a  "radio  piloting 
cable."  This  system  was  first  tried  by 
the  Navy  Department  nearly  a  year  ago 
but  the  first  tests  were  not  successful, 
due  to  damage  of  the  cable  by  fishing 
operations.  A  new  cable  designed  by 
the  Radio  Division  of  the  Bureau  of  En- 
gineering of  the  Navy  Department  has, 
however,  proved  successful  and  recent 
tests  are  reported  to  be  exceedingly  en- 
couraging.    The   work   requires   a   cable 


energized  by  a  low  frequency  alternating 
current  laid  along  the  center  of  the  chan- 
nel through  which  vessels  are  to  be 
guided.  The  magnetic  waves  from  this 
cable  are  picked  up  by  any  one  of  several 
types  of  receiving  equipment  aboard  the 
ship  and  the  pilot  lays  his  course  in  ac- 
cordance with  the  relative  intensity  of 
the  signals  from  the  right  or  the  left 
receiving  units.  A  full  report  upon  this 
work  will  be  available  on  completion  of 
the  present  tests. 


The  Cunard  Co.'s  Canadian  Ser- 
vices. 


London,  Eng.,  Oct.  13.— The  Cunard 
Co.  will  probably  supplement  the  partial 
service  to  Canada  now  being  provided  by 
the  Saxonia  and  the  Caronia  with  several 
of  the  13  ships  now  under  construction 
for  the  company.  As  the  new  ships  will 
all  be  oil  burners,  of  approximately  20,000 
tons  each,  the  Cunard  Co.  expects  to  be- 
come serious  competitors  of  the  Canadian 
Pacific  Ocean  Services.  The  sailings  will 
be  from  London  to  Halifax  and  New 
York.  The  British  offices  of  the  Cunard 
Co.  refuse  to  confirm  the  report  that  the 
company  will  put  a  passenger  fleet  on 
the  Pacific  Ocean  to  compete  with  the 
C.P.O.S.  there,  using  the  Canadian  Na- 
tional Rys.  across  Canada. — Copyright 
cablegram  to  Montreal  Gazette. 


Francis  King  on  the  Proposed  St. 
Lawrence  River  Improvements. 

At  a  sitting  of  the  International  Joint 
Commission  at  Kingston,  Ont.,  Oct.  11, 
Francis  King,  M.A.,  Chairman  of  the 
Kingston  Board  of  Trade's  marine  com- 
mittee, stated  that,  as  General  Counsel 
for  the  Dominion  Marine  Association,  he 
had  at  Buffalo,  N.Y.,  on  Mar.  1  last,  ex- 
plained the  attitude  of  Canadian  ship 
owners  towards  the  proposals  so  far  as 
their  position  was  indicated  by  the  As- 
sociation's records.  They  had  made  no 
declaration  then  and  had  made  on  declar- 
ation since  on  the  question  whether 
transportation  would  benefit  by  the  adop- 
tion of  the  proposed  scheme  of  improve- 
ment, but  they  had  asked  for  some  such 
plan  as  a  solution  of  their  difficulties  in 
relation  to  power  development.  They  had 
objected  to  the  present  system  of  par- 
celling the  river  out  to  private  individu- 
als, and  to  corporations,  with  the  result 
that  navigation  was  imperilled  and  that 
the  Government  was  in  danger  of  losing 
control  of  the  stream.  Mr.  King  stated 
that  the  Association  and  mariners  them- 
selves recognize  that  power  is  a  very  im- 
portant factor,  and  that  the  demand  for 
more  of  its  must  be  met  soon.  The  As- 
sociation therefore  asked  the  Government 
for  a  scheme  which  would  protect  navi- 
gation interests  and  at  the  same  time 
permit  the  development  of  power.  To 
that  extent  the  Association  agreed  on 
the  proposals,  and  in  spite  of  other  dif- 
ferences among  individuals,  such  as  those 
engaged  in  freight  and  passenger  traffic, 
th(3se  with  ships  of  large  size  and  those 
with  ships  which  can  already  navigate 
the  canals,  those  who  have  strong  views 
on  the  non  adaptability  of  lake  ships  for 
ocean  trade,  or  ocean  ships  for  lake 
trade,  and  those  who  believe  a  new  type 
might  develop  or  that  transhipment 
would  in  any  event  take  place  at  Mont- 
real; in  spite  of  these  differences  the  As- 
sociation believes  that  some  scheme  must 
be  adopted,  and  the  one  before  the  Com- 
mission seems  practical  and  might  be 
decided  upon. 

Mr.  King  said  the  Association  should 


go  farther,  and  suggested  that  if  the 
change  must  come,  dams  and  slack  water 
lakes  in  the  river  would  be  preferable  to 
canals.  Speaking  for  Kingstonians,  he 
pointed  out  that  in  advocating  the  St. 
Lawrence  waterway,  on  account  of  the 
need  of  power,  they  were  quite  unselfish, 
as  when  the  Welland  Canal  deepening 
was  proposed,  it  was  felt  that  it  would 
make  the  foot  of  Lake  Ontario  the  end 
of  deep  water  navigation  and  build  up 
Kingston.  With  the  deepening  of  the  St. 
Lawrence  this  advantage  would  be  gone, 
but  they  believed  the  good  of  the  great- 
est number  must  be  considered  and  must 
prevail. 

Marine  Public  Works  Contracts. 

The  Dominion  Public  Works  Depart- 
ment has  awarded  the  following  con- 
tracts:—Repairs  to  checkwater  pier,  Co- 
bourg,  Ont.,  York  Construction  Co.,  To- 
ronto, Sept.  15,  schedule  of  rates.  Re- 
pairs to  public  wharf.  Owl's  Head,  N.S., 
Naugle  &  Hiltz,  Lawrencetown,  N.S., 
Sept.  14,  schedule  of  prices.  Dredging  in 
deep  water  berths,  St.  John,  N.B.,  J.  A. 
Gregory,  West  St.  John,  N.B.,  Sept.  20, 
class  B,  32c.  a  cu.  yd.  scow  measure. 
Wharf,  Thetis  Island,  B.C.,  Vancouver 
Pile  Driving  &  Contracting  Co.,  Vancou- 
ver, B.C.,  Sept.  15,  schedule  of  prices.  Re- 
construction of  superstructure  of  west 
pier,  Pelee  Island,  Ont.,  Border  Cities 
Construction    Co.,    Windsor,    Ont.,    Sept. 

22,  schedule  of  prices.  Repairs  to  wharf, 
Campbell  River,  B.C.,  W.  Grecnlees, 
Vancouver,  B.C.,  Sept.  23,  schedule  of 
prices.  Construction  of  wharf,  Lyall 
Harbor,  B.C.,  Vancouver  Pile  Driving  & 
Contracting   Co.,  Vancouver,   B.C.,   Sept. 

23,  schedule  of  prices.  Renewal  of  wharf, 
Moresby  Island,  B.C.,  Vancouver  Pile 
Driving  &  Contracting  Co.,  Vancouver, 
B.C.,  Sept.  23,  schedule  of  prices.  Re- 
construction of  wharf,  Owen  Sound,  Ont., 
E.  Conroy,  Peterborough,  Ont.,  Sept.  27, 
schedule  of  prices.  Ice  breakwater,  St. 
Joseph  de  Sorel,  Que.,  A.  Lacroix  and  H. 
Gravel,  Montreal,  Oct.  1,  $2,800.  Public 
floating  wharf.  Princess  Creek,  B.C.,  F. 
Cogle  and  H.  Perryheake,  Proctor,  B.C., 
Sept.  27,  $7,980.  Reconstruction  of  466 
ft.  of  superstructure  of  east  pier,  eastern 
channel  to  Toronto  harbor,  Toronto,  C. 
S.  Boone  Dredging  &  Construction  Co., 
Toronto,  Oct.  12,  schedule  of  prices. 

Wreck  Commissioner's  Enquiries 
and  Judgments. 


Investigations  have  been  held  and  judg- 
ments delivered  in  connection  with  the 
following  casualties: — 

Stranding  of  s.s.  Edward  Pyke. 
Held  at  Quebec,  Oct.  7,  before  Capt. 
L.  A.  Demers,  Dominion  Wreck  Commis- 
sioner, assisted  by  Capts.  C.  Lapierre 
and  J.  Couette,  as  nautical  assessors,  in- 
to the  stranding  of  the  steam  tug  Ed- 
ward Pyke,  near  Pointe  a  Pizeau,  Quebec 
harbor,  Sept.  5,  while  towing  the  sailing 
ship  Grand  Duchess  Maria  Nicolaeroe. 

The  court  found  that  the  master  of  the 
tug,  Capt.  A.  Larsen,  and  the  pilot,  A. 
Arcand,  failed  to  exercise  the  prudence 
required  by  their  respective  positions  and 
responsibilities.  The  fact  that  the  cas- 
ualty was  trivial  in  a  monetary  sense 
was  no  concern  of  the  court,  but  on  the 
principle  involved  the  court  held  that  the 
action  of  each  of  the  parties  brought  the 
tug  and  her  tow  into  danger,  and  or- 
dered Capt.  A.  Larsen  to  pay  the  costs 
of  the  enquiry,  and  fined  the  pilot,  A. 
Arcand,  $150,  to  be  paid  by  Nov.  1.  With 
respect  to  E.  deVillers,  pilot  of  the  sail- 


636 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


November,  1920. 


intr  nhtp.  nlfhmiirh  ht<  «hip  titrl  not  cnmv 
iiuli'd, 

■  only 

■  w.  it 
Mil  wiirii  (r.v  ^irMiiil  th«t 
he   w                           into   dainror." 

A  !.fl  (..  the  rourl'n  find- 

inu.  1        '        !    ;   .rtnnt  point 

wji!<  ■  •  li  pilot  wns 

iin.l'  ■  I    hn<l  no  in- 

•  ■  y\\i-  .T  n  •  live  from  the 
■  rach  w«»  rarinir  for  hus  own 
•  i  felt  thnt  ni'ithcr  one  had  any 
i..n..ri-.  fur  the  other.  The  court  held 
this  to  bo  a  wroni;  and  danirerous  prin- 
ciple. If  pilot.i  intend,  ns  the  court  wa.s 
informed,  each  separately  to  pilot  a  tUE 
and  her  low,  and  the  powers  that  be  per- 
mit it,  iitriPRent  instruction.s  and  regula- 
tions must  necessarily  be  issued  at  once, 
in  view  of  the  foreiroinir,  to  prevent  dual 
control,  which  can  only  be  destnictive  of 
any  policy,  and  danfrerous  to  St.  I..nw- 
rcncc  naviiration. 


Trade  and  Supply  Notes. 


TJi*  nutlr 
compilf^.  in 
pi  I'd  br  the 
•  rtirlm    rrf.- 


mi>i>t    eajn'*,    fntm 
nuinuracturrn   of.   c 


il.-nl.' 


n.   the 
•ame 


pubtishinc  th^ 
At  the  «nme  lime  we 
>  unilersuind  that  we 
ition  of  any  of  this 
cnnsider  any  propo- 
'r  in  our  columns  for 
cts   will 


'ini; 


we  R.-  Ibility. 

wish  mctly 

are    i  '  ■'    publi 

malt.  -  .    will   n. 

sition   t-   .:;   ■  rt   r-a.linit  mat! 

pay   or   its   e^iuivalent.      A«lv 

nol    be    Uken    with    any    rnmlitii 

them  will  oblitre  us  to  publiKh   rr 

other  words,  our  readini;  columns  arc  not  for  sale, 

either  to  advertisers  or  others. 

The  Barrett  Co.,  with  Canadian  offices 
at   Sydney   and   Halifax,   N.S..   St.  John, 


N.B.,    Montreal,   Toronto,   Winntprp'   nnd 

Vancouver,    haii    isnued    "Hi'    i  ' 

Handbook,     DeUilx    and    S; 

drulinK    with    standard    fla."!  . 

are  fully  described  and  illustnit*'!,  niauy 

of   the   illustrations  bointr   in   blue   print 

form. 

DaviM-ltnurnanvJIJe  Co.,  Jersey  City, 
N,J.: — "Autogenous  Weldinif."  this  com- 
pany's house  orKan,  for  October,  deals 
further  with  the  performance  of  it.s  I'yro- 
craph,  in  the  fabrication  of  fiance  boiler 
plates,  in  shipyards.  The  setting  up  of 
portable  weldintr  equipment  is  also  de- 
scribed and   illustrated,  step  by  step. 

DaviH-Roumonville  Co.,  Jersey  City, 
N.J.,  has  issued  a  booklet  of  instructions 
for  the  use  of  the  Rndiacraph,  a  portable 
machine  for  cuttinf;  to  straight  and 
curved  lines,  urinK  (rrooved  truck  to 
K-uide  for  straifrht  cutting,  and  a  radius 
bar  and  center  point  for  circular  cutting. 
The  illustrations  show  cutting  on  oval 
opening  in  a  marine  boiler  combustion 
chamber  head,  ship  plate  cutting  and 
trimming  a  ship  plate  to  a  straight  line. 

Dominion  Oxygen  Co.  has  opened  a 
charging  plant  at  Hillcrcst  Park,  Toron- 
to, where  a  supply  of  Dominion  oxygen, 
in  loaned  cylinders  of  standard  size",  will 
be  carried  at  all  times. 


Transportation  Associations, 
Club.s.  Etc. 


of  pi^rsons  iriven  bflow  arc  those 
rs   unlcf  s  otherwise  stnted : 
Axsociation   of    Port    Authorities.      1 
Jr.,    .''iT    Common   St.,    Montreal. 


IWIInllU     Railway     Men's     EdocaUonal     Club. 
1.^1.    ...rh   Tnrwlay.   7  JO  p.m.     f.   A.    PlnkatoB. 

(Int. 
lar  Demurrace  Ihlreaa- W    J.  Collin. 
.1    SI     Kirh.,1..    liuiMlnir.    Monlraal 
yt  .ir.r       l!.,:..r      AsaorialtoD  —  A . 

(  ..  Y-tMlmra    lli>«a)  — 

I     .  IM  ).,      Montreal. 

(  ,  .\„i,m  UrmI  — 


Itl 


,.       liuulh. 
at  Munlrral   Zod 
.,    oacept     June. 


Thorps.    U 


Charr..n  .St.  MolitiM.1.  Mvclx 
Tuexlay.  rarh  month.  8.30 
July  and   August. 

Canadian      Traffie      Leasw, 
Balsam     Ave..    Toronto. 

[.'ominion  Manns  Aasoeiation- F.  Kins,  Cooa- 
sel.    Kiniraton.    Ont. 

Canadian  Ticket  AcenU'  Aaaoeiation— E.  ds  U 
Hooke.    I»ndan.   Ont. 

F.:ittrra  Canadian  Psssen«er  Association— C.  H. 
Webster.   54    Iteaver  Hall    Hill.   Montreal. 

En  ineers'  Club  of  Montreal— C.  M.  Strange. 
9    (leaver    Hall    ."iquare.    Montreal. 

En;  ineers'  Club  of  Toronto— K.  B.  Wolaer.  M 
KinT   Street    West.   Toronto. 

En-'ineerini  Institute  of  Canada— F.  S.  Kcllb. 
176    Manafleld    St..    Montreal. 

F.xpresB  Traffic  Association  of  Canada — C.  N. 
Ham.    Montreal. 

Great  Lak  s  and  St.  L.awrenee  Rieer  Rate  Com- 
mittee A.  E.  Storry.  310  G.T.K.  General  Offices. 
Montreal. 

Hydro-Electric  Railway  Association  of  OnUrio 
-T.   J.  Uannisan.   Guelph,  Ont. 

Int'maiional  Water  Lines  Pasaenscr  Associa- 
(inn— M.  R.  Nelson,  89  Chatham  Ave.,  Buffalo. 
N.Y. 

Niaeara  Frontier  Summer  Rate  Committtae— 
Jamen    Morrison.    Montreal. 

Quebec  Trnn^porliition  Clul>— A.  F.  Dion.  Har- 
bor   Commi' sinner's    Office.    Queb^.    Que. 

Railway    Association    of    Canada— C.    P.    Riddell. 


.Mo 


Shippinir  Federation  of  Canada — Thos.  Robb. 
.Manairer.    42    St.    Sscrament    Street.    Montreal. 

TransporUtion  Club  of  Toronto — W.  A.  Gray. 
2.'i7    Roxton    Road.   Toronto. 

Traniportation  Club  of  Vancouver- C.  E. 
Ulaney.  Travellini;  Passenger  Airent.  Canadian 
Pacific    Ocean    Services    Ltd..    Vancouver.    B.C. 


WALTER   LAMBERT 


14   Place   Royale 


Phone   Main  4199 
Sole   Canadian   Agent  for 


Naval     Architect, 
Marine  Surveyor 

MONTREAL 


Loveridse  Marine  Equipment. 
Framcless  Wooden  Ship  Construction. 
Fleminj;:  &  Ferguson,  Ltd.,  Dredgers 
Cochran  Boilers, 

The  illustration  s-hows  The    Cochran    Donkey  Boiler,  Coal  or  Oil    Kired. 


c 


OLUMBIA     PYRAMID    BRUSHES 

for  street  cur  motors 

Uniform  in  Structure. 
LIniform  in  Capacity, 
llniform  in  Size. 
Uniform  in  Performance. 

THERE  is  one  best  type  of  Cdiuinliia 
Pyramid  Brush  for  your  motors.  Let 
lis  put  on  exactly  the  brush  you  neetl. 

CAN.XDI.^N   NATIONAL  CARBON   CO..  LIMITED.   TORONTO 


Canadian  Railway  and  Marine  World 


December,   1920 


How  to  Heat  Railway  Buildings  Economically. 


By  R.  H.  Black,  Engineer,  Power  Plant  Construction,  Grand  Trunk  Railway,  Montreal. 


Heating  systems  in  railway  buildings 
often  compare  unfavorably  with  those 
used  in  buildings  owned  by  private  in- 
dustrial concerns,  the  reason  being  that 
railways  usually  make  their  own  instal- 
lations, and  the  men  employed  are  not 
always  heating  tradesmen,  but  are  pick- 
ed up  from  other  departments  and  are 
not  primarily  interested  in  heating  work. 
What  they  know  has  been  learned  from 
actual  contact  with  other  railway  heat- 
ing plants  so  that  obsolete  practice  has 
a  strong  tendency  to  be  perpetuated. 
What  is  mostly  needed  is  a  campaign  of 
education,  and  any  railway  contemplat- 
ing extensive  improvement  in  its  heat- 
ing systems  would  be  well  advised  to 
study  this  problem  from  the  start. 

It  is  sometimes  claimed  that  the  use 
of  steam  traps  and  other  devices  is  im- 
practicable, as  they  need  too  much  care 
and  attention.  It  will  always  be  found, 
however,  where  such  has  been  the  case, 
that  the  trouble  lies  in  the  want  of  care 
in  choosing  the  right  article  or  in  pro- 
perly protecting  it  from  dirt  and  scale, 
or,  more  often  still,  in  neglecting  to  give 
the  very  small  amount  of  attention  which 
is  needed  periodically  by  all  mechanism, 
no  matter  how  simple.  When  it  is  real- 
ized that  the  modern  air  brake  is  far 
more  complicated  than  the  most  elabor- 
ate heating  system,  it  will  be  conceded 
that  there  is  no  valid  reason  why  the  lat- 
ter should  give  any  trouble  in  the  hands 
of  the  mechanics  who  are  available  at 
shops,  and  locomotive  houses,  provided 
they  are  given  the  necessary  instructions. 
It  is  the  intention  of  this  paper  to  recom- 
mend a  standard  practice  in  designing 
new  heating  plants,  and  in  remodelling 
those  that  are  inefficient  or  out  of  date. 
In  so  doing  it  is  not  sufficient  to  decide 
on  a  system  that  will  be  efficient  if  cor- 
rectly operated,  but  to  consider  what 
chance  it  has  of  being  correctly  operat- 
ed, or  if  it  would  not  be  better  to  make 
some  sacrifices  in  certain  directions  rath- 
er than  take  a  chance  on  personal  equa- 
tions that  are  beyond  control.  For  in- 
stance, it  is  needless  to  state  that  it  is 
quite  impossible  to  depend  on  anyone 
turning  radiators  on  or  off',  with  a  view 
to  economy,  unless  he  is  paying  for  the 
coal.  It  simply  is  not  done,  and  no  num- 
ber of  circular  letters  or  printed  instruc- 
tions will  ever  make  any  difference.  It 
therefore  remains  to  control  the  heat  at 
its  source,  to  make  one  man  responsible, 
to  make  the  system  as  automatic  as  may 
be,  or  to  so  arrange  it  that  it  is  to  some- 
body's personal  advantage  or  comfort 
that  economy  be  observed.  Also  to  pay 
the  greatest  attention  to  details,  particu- 
larly in  regard  to  protection  from  dirt, 
and  external  injury,  and  from  being  tam- 
pered with  by  unauthorized  persons,  and 
to  arrange  that  waste  becomes  visible. 
It  is  with  the  above  ideas  in  mind  that 
the  following  recommendations  and  sug- 
gestions are  made,  being  followed  out 
fi-om  the  beginning  and  incorporated  in 
the  design. 

The  Choice  of  a  New  System. — A  heat- 
ing system  in  its  simplest  form  consists 


of  a  series  of  stoves  placed  in  different 
rooms,  and  these  are  fairly  economical, 
the  possibilities  of  waste  lying  in  the 
overheating  of  the  premises  (usually  on- 
ly occasional)  and  the  throwing  out  of 
unburnt  fuel  with  the  ashes.  This  latter 
may  be  serious,  but  can  only  be  due  to 
carelessness  on  the  paart  of  the  attend- 
ant and  the  remedy  is  obvious.  Almost 
as  simple  is  the  Baker  heater,  which  is 
often  available  w'hen  released  from  old 
cars,  and  works  very  well  in  a  small 
building,  where  not  more  than  one  heater 
is  required.  These  two  methods  of  heat- 
ing are,  everything  considered,  most  eco- 
nomical for  the  smallest  of  passenger 
stations  and  small  buildings,  or  sheds  at 
a  considerable  distance  from  other  build- 
ings, and  where  they  can  be  attended  by 
baggage  men,  or  other  employes,  in  the 
course  of  their  ordinary  duties. 

For  stations  of  from  l,.50O  to  7,500  sq. 
ft.  total  floor  area,  which  embrace  the 
majority  of  ordinary  stations,  a  hot  wat- 
er heating  system  should  be  used,  with 
cast  iron  radiators,  and  sectional  cast 
iron  boiler,  burning  hard  coal  and  placed 
perferably  in  a  basement.  In  the  small- 
er sizes,  a  hot  water  heating  system  is 
better  than  a  steam  system,  in  many 
ways,  although  its  first  cost  is  about 
359'r  more.  The  large  volume  of  water 
in  circulation  acts  as  an  ideal  heat  stor- 
age, giving  up  heat  when  fire  is  low  and 
storing  heat  when  the  fire  is  bright,  thus 
preventing  to  a  large  extent  the  losses 
due  to  overheating  of  the  rooms,  and 
calling  for  less  aattention  to  the  furnace. 
Any  man  with  a  furnace  in  his  home  will 
know  how  to  run  such  a  system  econom- 
ically and  will  usually  do  so,  if  for  no 
other  reason  than  to  save  himself  trou- 
ble. 

When  we  come  to  a  larger  station,  such 
as  is  found  at  a  division  point,  which  is 
usually  of  two  stories,  with  offices  above, 
and  sometimes  a  number  of  buildings  ar- 
ranged in  a  row,  the  hot  water  system 
may  offer  increased  cost,  and  construc- 
tion difficulties  which  make  it  advisable 
to  use  a  steam  heating  system.  In  most 
respects  the  one  pipe  gravity  steam  sys- 
tem with  boiler  in  basement  using  hard 
coal  or  other  suitable  fuel  is  the  most 
economical  steam  heating  system  that 
can  be  adopted,  and  it  is  certainly  the 
simplest.  There  is  no  possibility  of  waste 
of  either  hot  water  or  steam  when  the 
proper  air  valves  are  used.  Not  only  the 
radiators,  but  the  boiler  and  piping  them- 
selves .supply  heat  to  the  building,  and 
need  only  be  covered  when  they  are  like- 
ly to  give  out  more  heat  than  is  requir- 
ed in  the  immediate  vicinity.  Long  hori- 
zontal mains  also  need  covering  to  avoid 
excessive  condensation. 

The  system  has  the  inherent  disad- 
vantage that  the  radiators  must  be  either 
on  or  off.  However,  with  the  boiler  on 
the  premises,  and  the  attendant  firing  it 
to  suit  fluctuating  weather  conditions, 
what  actually  happens  is  that  the  radia- 
tors are  alternately  heating  and  cooling, 
as  not  suflficient  steam  is  made  to  heat 
them  all  the  time,  and  this  prevents  over- 


heating the  rooms.  To  take  advantage 
of  this  feature  it  is  most  important  to  so 
arrange  the  piping  that  the  colder  rooms 
and  more  exposed  portions  of  the  building 
are  given  the  preference  by  receiving  their 
steam  first.  Otherwise,  it  will  be  found 
necessary  to  overheat  one  portion  of  the 
building  in  order  to  adequately  heat  an- 
other. With  this  attended  to,  it  will  be 
found  that  the  system  will  work  well  for 
two  or  three  buildings  which  are  not 
more  than  100  ft.  apart  and  which  have 
good  basements,  but  under  certain  cir- 
cumstances, where  there  is  a  great  dif- 
ference in  exposure,  or  in  distance  from 
boiler  to  radiators,  it  will  be  necessary 
to  use  special  air  valves  on  each  radia- 
tor and  connect  them  all  to  a  small  air 
pump,  or  ejector  through  a  system  of 
piping,  which,  however,  need  only  be 
vei-y  small.  This  is  known  as  the  air 
line  system  and  has  many  recommenda- 
tions, but  is  usually  an  unnecessary  re- 
finement for  railway  buildings.  In  de- 
signing a  one  pipe  heating  system,  pro- 
per size  of  piping,  proper  grading,  and 
provision  for  expansion,  and  care  in  plac- 
ing the  radiatoi-s,  are  the  points  on  which 
the  success  of  the  installation  depends. 

We  now  come  to  the  first  condition  in 
which  there  is  a  really  serious  oppor- 
tunity for  waste.  A  station,  office,  or 
small  shop  has  to  be  heated,  and  as  a 
supply  of  high  pressure  steam  is  avail- 
able a  short  distance  away  at,  say,  the 
locomotive  house,  it  is  proposed  to  use 
this.  Now  it  is  usually  not  economical 
to  do  so.  To  begin  with,  there  is  the 
loss  of  heat  in  the  underground  pipe 
supplying  the  building.  With  the  very 
best  construction  this  will  be  about  1% 
per  100  ft.,  but  if  the  pipe  is  merely 
buried  in  sand,  or  set  in  a  wooden  box- 
ing, the  loss  may  be  as  much  as  10% 
or  more.  The  condensed  steam,  instead 
of  draining  back  to  the  boiler  direct, 
must  be  separated  by  means  of  a  steam 
trap.  Certain  of  these  steam  traps  will 
then  return  the  condensation  direct  to 
the  high  pressure  boiler  with  very  little 
loss,  but  these  traps  need  careful  atten- 
tion, as  with  a  none  pipe  system,  should 
the  trap  stop  working,  the  system  will 
rapidly  fill  with  water,  and  it  will  take 
some  time  to  get  it  working  again. 

The  greatest  loss,  however,  is  due  to 
the  imperfections  of  humai)  nature.  With 
an  unlimited  supply  of  steam  from  a  dis- 
tant point  it  will  always  be  found  that 
the  building  is  overheated,  and  doors  and 
windows  left  open,  even  in  very  cold 
weather.  In  fact,  radiators  are  rarely, 
and  in  some  cases  never,  shut  off.  One 
has  only  to  imagine  what  his  coal  bill 
would  be  if  he  were  to  keep  his  furnace 
at  home  going  full  blast,  from  October 
to  May,  to  realize  what  this  means.  It 
may  be  argued  that  the  agent  or  officer 
in  charge  should  not  permit  this  condi- 
tion, but  a  second  thought  will  show 
that  this  is  one  of  all  duties  that  can  and 
will  be  neglected.  The  only  practical 
way  to  control  the  heating  of  buildings 
is  at  the  source  of  heat,  and  if  the  bag- 
gage man  or  other  employe  has  to  at- 


r,:\» 


CANADIAN  UAILW  AV  AND  MAlilNK  WUKLD 


DcLL-mber.  1920 


■    •  ,1   !*-,.■   fiiriiii.c-     ir.  ii.l.litn.n   t.>  hill  other 

■  •  nmki-  it 

,  will  far 

r    nf  hnnl 

It    IK    iiiiirc    thun    likely 

!  ..f  the  undcrirroiiTKl  pipinir 

,n«  will  oqual  or  c"xrpc<l  the 

i-B.it  iron  boiler,  mid 

stntions  it  will  often 

i  ...    til  have  n  certain  em- 

1  trie  furnace,  in  fact,  where 

I  .  H,  a  janitor  is  uKually  em- 

|,,..,. . ..    ,,,   ..,.;.    case. 

ihe  conciitionji  that  make  it  ndviitable 
to  heat  n  huildinc  from  an  external 
source  of  steam  are  as  follows:  —  (1) 
When  the  buildinK  is  ver>-  small,  requir- 
ing only  one  or  two  coils  or  radiators,  and 
is  used  by  a  number  of  men  continually 
oominp  in  and  out.  A  switch  shanty  is 
a  gnf"!  example.  There  is  no  one  to  at- 
tend to  a  stove  and  the  steam  will  not 
amount  to  much.  In  this  case  pipe  coils 
may  he  used,  with  a  small  steam  trap 
on  "  each  coil,  properly  protected  from 
sediment  by  a  dirt  trap  or  dirt  pocket  (a 
separator  off  a  freicht  car  is  a  Rood 
thinK  to  use,  and  can  often  by  obtained 
from  stores.)  The  trap  should  have  no 
by-pa.'is  and  should  bo  non-adjustable, 
except  by  taking  it  apart.  Run  con- 
densation back  to  the  boiler  room,  if  not 
more  than  200  ft.  away,  otherwise  let  it 
drip  outside,  where  it  can  be  seen.  A 
reducing  valve  is  not  necessary,  no  prcat 
care  need  be  taken  in  pradinK  pipes,  and 
as  the  steam  is  at  high  temperature  on- 
ly a  small  coil  is  required.  (2)  When  it 
is  intended  to  heat  an  cxistinR  buildin;;, 
and  there  is  no  basement,  or  convenient 
place  for  a  boiler,  or  when  the  building 
IS  quite  large,  over  15,000  sq.  ft.  floor 
area,  and  two  or  more  stories,  such  as 
large  stations  or  freight  sheds,  or  two 
or  more  buildings  some  distance  apart. 
In  this  case  the  one  piping  gravity  sys- 
tem is  no  longer  the  best  to  employ. 

We  come  now  to  the  two  pipe  vacuum 
system.  On  the  return  end  of  every  radi- 
ator is  placed  a  small  steam  trap,  the 
discharge  of  which  is  led  back  through 
a  separate  arrangement  of  piping  to  a 
vacuum  pump,  which  maintains  a  va- 
cuum up  to  the  outlet  from  every  radia- 
tor. This  means  that  all  condensation  is 
positively  removed,  and  should  the  steam 
pressure  at  a  remote  part  of  the  system 
be  so  low  that  the  steam  cannot  flow  in- 
to the  radiator  by  itself,  the  trap,  being 
cold,  will  remain  open  until  the  vacuum 
has  drawn  the  steam  in.  Radiator  traps 
should  be  thermostatic  in  principle  and 
absolutely  non-adjustable.  Such  a  sys- 
tem is  operated  on  a  very  low  pressure, 
1  to  4  lb.  being  sufficient  in  any  well  de- 
signed plant.  Its  advantages  are  many, 
for  besides  the  positive  circulation,  which 
overcomes  all  troubles  due  to  long  dis- 
tance and  low  pressure,  it  gives  a  low 
temperature  radiator  (an  important  point 
in  economy,  as  it  will  not  readily  cause 
overheating),  and  also  by  using  special 
inlet  valves,  with  graduated  opening,  the 
so-called  modulating  system  is  obtained, 
which  allows  the  heat  in  individual  ra- 
diators to  be  controlled.  This  is  a  con- 
venience, but,  as  pointed  out  before,  little 
economy  can  be  expected  therefrom,  and 
mmlulating  valves  are  only  justified  in 
the  better  grade  of  office.  The  use  of 
traps  on  every  radiator  safeguards  the 
system  from  serious  interruption,  as  the 
failure  of  a  single-  trap  only  nff'ects  its 
own  radiator,  or  at  most  those  nearby, 
whereas  the  failure  of  a  trap  controlling 
the  whole  system  may  result  in  water- 
logging the  system  for  hours.  The  va- 
cuum system  is  not  ((uite  perfect,  as  it 
cannot  be  controlled  from  a  central  point. 


It  can  be  made  automatic  to  operate  with 
therniiifitatji,  but  these  are  very  expen- 
sive l$.%0  a  radiator),  and  need  conntant 
attention,  so  that  it*  grcatert  claims  to 
economy  are  its  low  temperature  and 
abfcnce   oT   leakage. 

It  is  ver>'  necesnary  in  designing  the 
building  to  make  provision  for  easy  ac- 
cess to  the  heating  pipes.  If  a  proper 
bn."enient  is  not  provided,  there  should 
be  at  least  4  ft.  of  open  space  between 
the  floor  joists  and  the  ground,  or,  where 
mastic  or  tile  flooring  is  u.scd,  ample 
pipe  trenches  should  be  provided,  which 
can  be  reached  without  destroying  the 
floor.  The  writer  knows  of  a  new  sta- 
tion that  has  all  the  steam  heating  pipes 
buried  in  the  sand  beneath  a  terazzo 
floor.  The  piping  will  last  for  many 
years,  but  some  of  it  will  have  to  be  re- 
newed sooner  or  later,  and  at  any  time 
a  leak  may  develop,  which  will  necessi- 
tate the  destruction  of  a  large  part  of 
the  flooring. 

In  providing  water  for  wash  basins  a 
separate  jacket  heater,  or  small  boiler, 
using  hard  coal,  is  much  to  be  preferred 
to  a  heating  coil  in  the  main  boiler,  and 
owing  to  the  fact  that  hot  water  con- 
stantly renewed  is  extremely  corrosive 
it  is  desirable  to  use  brass  pipe  and  fit- 
tings. Because  of  the  expense,  extra 
heavy  galvanized  iron  pipe  is  sometimes 
.substituted,  but  even  this  will  give  trou- 
ble in  time. 

Locomotive  house  heating  is  a  prob- 
lem in  itself  and  a  very  difficult  one  in 
this  climate.  It  is  well  recognized  that 
the  hot  blast  system,  in  which  a  fan, 
driven  by  mechanical  power,  draws  air 
through  a  nest  of  steam  pipes,  or  cast 
iron  sections,  and  discharges  it  through 
ducts  to  difl'erent  points,  usually  the  lo- 
comotive pits,  is  the  most  satisfactory 
system  that  can  be  used.  It  is  not  al- 
ways recognized,  however,  what  an  enor- 
mous amount  of  steam  is  required  to  run 
these  plants,  and  they  are  therefore  of- 
ten made  much  too  large  for  the  boiler 
capacity  provided.  Incorporated  with  a 
vacuum  system  to  heat  the  offices,  the 
best  way  to  remove  the  condensation  from 
the  blast  coils  is  by  connecting  it  to  the 
same  system,  using  a  large  size  thermo- 
static trap  on  every  coil.  The  fan  should 
be  engine  driven,  as  this  permits  the 
widest  variation  in  speed,  the  exhaust 
steam  being  used  in  the  coils. 

Handling  locomotives  in  winter  is  such 
a  difficult  matter  that  the  most  enthusi- 
astic economist  cannot  justify  fuel  sav- 
ing at  the  expense  of  cutting  down  the 
heat  or  reducing  the  ventilation  in  the 
locomotive  house.  The  only  justifiable 
saving  is  that  which  prevents  waste  of 
conden.'iation  or  steam.  In  designing  the 
air  ducts  it  should  be  borne  in  mind  that 
the  speed  of  the  air  can  be  much  in- 
creased over  standard  practice  and  there- 
fore the  ducts  may  be  made  smaller.  As 
these  are  usually  most  unwieldy,  at  the 
large  end,  whether  placed  overhead  or 
underground,  this  is  a  point  worth  re- 
membering. 

Heating  Shops. — It  is  scarcely  within 
the  scope  of  this  paper  to  discuss  the 
heating  of  very  largo  shops.  It  may  bo 
."itated,  however,  that  the  writer  favors 
forced  circulation  hot  water,  in  wall  ra- 
diators combined  in  the  larger  buildings 
with  the  hot  blast  system  of  hot  air  heat- 
ing using  live  steam  in  the  heating  ele- 
ments. The  generation  of  electricity  by 
steam  power  and  the  use  of  the  exhaust 
stoani  as  a  by-product  in  the  hoatinK  sys- 
tem, is  justified  only  when  the  alterna- 
tive is  the  purchase  of  power  from  steam 
driven  central  stations,  and  is  not  justi- 
fied where  (as  is  usually  the  case  in  Can- 


ada) power  can  be  obtained  from  hydro 
cliTlric  development. 

The  suggeiitiun  in  made  that  compresF- 
ed  air  should  be  produced  by  steam  driv- 
en machined,  the  exhaust  being  used  for 
heating  in  winter  and  for  generating 
about  2^i'c  of  the  electric  requirement* 
in  summer,  by  means  of  a  mixe<l  pre^- 
sure  turbine,  the  same  turbine  in  winter 
using  live  steam,  and  exhausting  into  the 
heating  system.  Such  an  arrangement 
will  require  no  increa-se  in  boiler  capa- 
city over  heating  requirement.^  alone, 
would  appear  to  offer  a  reasonable  sav- 
ing in  power  cost,  and  would  provide  a 
very  valuable  insurance  against  a  com- 
plete shut  down  in  the  event  of  trouble 
with   the  external   supply. 

The  provision  of  the  correct  amount 
of  radiation  or  heat  supply  has  an  im- 
portant bearing  on  economy.  In  this  cli- 
mate it  is  necessarj'  to  somewhat  in- 
crease the  usual  allowance  taken  as  cor- 
rect for  the  Eastern  States,  viz.,  70° 
room  temperature,  with  an  outside  tem- 
perature of  zero.  For  Eastern  Canada 
70°,  at  5  below  zero,  is  about  right.  This 
will  give  a  temperature  of  about  60'  at 
20  below  zero.  The  above  is  for  offices. 
For  stations  and  shops  the  following  is 
recommended: 

Station  waiting  rooms,  65°  at  zero; 
machine,  and  erecting  shops,  60°  at  zero; 
forge  and  blacksmith  shops,  50°  at  zero 
(when  not  working);  paint  and  varnish 
shops,  65°  at  zero,  with  an  additional 
section  to  maintain  this  temperattire 
down  to  20°  below  zero;  locomotive 
house,  60°  at  zero,  based  on  one  air 
change  per  hour. 

Remodelling  Existing  Syst«ms.  —  We 
often  find  a  boiler  or  boilers  supplying 
steam  to  a  system  of  pipe  coils,  the  coils 
having  valves  at  each  end.  The  inlet 
valve  is  wide  open,  the  discharge  valve 
is  supposed  to  be  just  cracked,  discharg- 
ing the  condensation  and  also  enough 
steam  to  make  sure  of  it.  The  resulting 
steam  and  water  are  discharged  into  a 
so-called  hot  well,  a  wood  or  concrete 
tank  placed  underground,  and  the  hot 
water  is  pumped  back  into  the  boilers. 
Not  so  uneconomical  on  the  face  of  it,  but 
let  us  see  what  is  really  happening. 
Some  of  the  coils  are  discharging  steam 
full  bore,  for  someone  feels  cold  and 
wants  all  the  heat  he  can  get.  Cold 
water  is  entering  the  hot  well,  to  make 
up  the  waste,  and  as  the  float  valve  is 
out  of  order  (for  who  can  get  in  and  fix 
it?)  it  is  overflowing  to  the  sewer,  after 
being  heated  to  boiling  point  by  the 
steam  from  the  heating  system.  The 
feed  water  is  hot,  there  is  no  steam  to 
be  seen  anywhere  and  no  evidence  of 
waste,  unless  the  singing  of  the  steam 
through  the  coils  means  anj-thing. 

There  are  a  great  many  such  plants 
still  in  use.  Now  what  is  the  remedy? 
To  place  a  steam  trap  on  the  discharge 
to  the  hot  well  may  answer,  but  usually 
does  not.  The  pipes  do  not  slope  in  the 
direction  of  flow,  as  they  should,  they 
sag  and  slope  the  wrong  way,  and  al- 
though they  worked  when  there  was  a 
current  of  steam  blowing  out  the  water 
all  the  time,  they  will  fill  with  water, 
and  stop  the  circulation  if  the  pressure 
at  the  outlet  is  retained  by  means  of  a 
trap.  Usually  such  a  system  can  be 
made  to  work  economically  by  putting  a 
steam  trap  on  each  radiator.  These  may 
be  thermostatic  or  float,  but  unlike  va- 
cuum traps,  they  will  be  required  to 
withstand  a  pressure  of  as  much  as  25 
lb.  and  must  be  chosen  accordingly.  A 
reducing  valve  on  the  steam  line  should 
lin\it  the  pressure  to  this,  or  less  if  po.'- 
sible,  but  it  may  be  necessary  to  put  in 


December,  1920 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


639 


extra  radiators  to  make  up  for  the  re- 
duced temperature  due  to  the  lower  pres- 
sure. Unless  the  hot  well  is  used  as  a 
storage  for  boiler  washing,  it  should  be 
discarded  and  an  open  type  feed  water 
heater  used.  The  returns  from  the  heat- 
ing system  should  return  into  this  and 
will  then  be  pumped  direct  to  the  boilers 
without  loss  of  heat.  Steam  traps  which 
return  the  condensation  direct  to  the 
boiler  use  much  less  steam  than  a  pump, 
and  should  be  used  when  all  the  steam 
from  the  boilers  is  used  in  the  heating 
system,  but  where  much  cold  water  has 
to  be  used  as  feed,  the  pump  exhaust  can 
be  used  to  heat  it,  and  a  pump  is  then  as 
good  as  a  trap  and  will  usually  be  fav- 
ored as  being  more  easily  understood. 
The  overflow  from  the  hot  well,  where 
such  must  be  used,  should  run  over  a 
weir,  where  it  can  be  seen  and  heard  and 
a  proper  ball  valve  must  regulate  the 
supply  of  cold  water,  but  should  be 
placed  in  a  little  pit  beside  the  hot  well 
where  it  can  be  reached. 

Another  type  of  obsolete  system  is  a 
two  pipe  vacuum  system,  using  exhaust 
steam  from  engine  or  pumps,  but  with 
no  traps  on  the  radiators,  and  none  of 
the  refinements  necessary  to  a  good  job. 
The  back  pressure  on  the  engine  is  10  or 
12  lb.,  the  pipes  and  coils  are  partly 
choked  with  oil  from  the  exhaust  steam, 
and  as  the  steam  is  short  circuiting 
through  the  nearer  radiators,  the  more 
distant  ones  are  difficult  to  heat. 

The  installation  of  radiator  traps  and 
some  slight  alteration  to  the  piping  will 
usually  make  quite  a  good  vacuum  sys- 
tem. The  oil  troubles  can  be  prevented 
by  means  of  an  oil  separator  and  the 
surplus  steam  relieved  by  a  back  pres- 
sure valve. 

It  is  necessary  to  make  special  provi- 
sion when  using  live  steam  that  it  shall 
not  escape  through  the  back  pressure 
valve.  A  gate  valve  should  be  placed  in 
the  line,  to  isolate  this  valve  and  the 
feed  water  heater,  when  live  steam  is  be- 
ing used,  a  safety  valve  protecting  the 
heating  main  from  over  pressure.  This 
is  a  somewhat  unusual  arrangement,  but 
is   considered   important. 

The  trouble  with  badly  graded  piping 
that  cannot  be  readily  changed  may  of- 
ten be  overcome  by  trapping  it  at  the 
low  points. 

After  an  efficient  vacuum  system  has 
been  installed,  there  is  a  great  tempta- 
tion to  turn  the  discharge  from  high 
pressure  steam  traps  or  even  open  drains 
from  steam  hammers  into  the  vacuum 
line.  This  must  on  no  account  be  done, 
as  the  temperature  of  the  water  leaving 
a  high  pressure  line  is  around  100°  hot- 
ter than  the  temperature  of  the  vacuum 
line  and  enough  water  will  flash  into 
steam   to  kill  the  vacuum. 

If  it  is  necessary  to  install  additional 
radiators  and  no  vacuum  traps  are  on 
hand,  their  returns  should  be  kept  open 
until  such  traps  can  be  pbtained. 

If  a  remodelled  system,  using  live 
steam  at  25  lb.  pressure  exists  at  the 
far  end  of  a  low  pressure  vacuum  sys- 
tem, which  is  often  the  case,  and  it  is 
too  costly  to  run  a  separate  return  back 
to  the  boiler,  it  may  connect  into  the 
vacuum  line,  with  a  spray  of  cold  water 
supplied  by  a  V4in.  pipe  to  condense  the 
steam. 

One  pipe  heating  system,  supplied  with 
steam  from  a  distance,  and  discharging 
their  returns  to  the  sewer  through  a 
partly  open  valve  are  fairly  common,  and 
are  rather  difficult  to  handle.  A  con- 
tinuous discharge  trap  of  the  float  pat- 
tern, or  better  still,  two  connected  in 
parallel,   well   protected   by   large   sedi- 


ment pockets,  are  the  best  that  can  be 
used  for  this  service.  If  the  system  fails 
to  heat  properly  with  the  traps  in  ser- 
vice, which  is  quite  possible,  the  trouble 
must  be  looked  for  in  badly  graded  pip- 
ing or  too  small  piping.  This  is  particu- 
larly liable  to  happen  where  the  risers 
drain  back  into  the  steam  main  instead 
of  into  a  separate  return. 

The  next  system  is  one  in  which  the 
exhaust  steam  and  perhaps  some  live 
steam  is  discharged  to  the  hot  well,  and 
steam  driven  pumps  are  used  to  circu- 
late the  hot  water  through  pipe  coils  or 
radiators  in  the  various  buildings.  A 
splendid  system  in  principle,  it  has  gain- 
ed a  very  bad  reputation  through  poor 
design  aiid  inattention  to  detail. 

Badly  proportioned  piping  causes  short 
circuiting  of  the  water  and  consequent 
unequal  heating  of  the  coils.  Insufficient 
surface  and  low  temperature  gives  ina- 
dequate heat  supply. 

Oil  from  the  exhaust  steam  mixed  with 
pipe  scale  chokes  the  piping  badly,  and 
corrosion,  due  to  air  liberated  from  a 
continual  change  of  water,  eats  holes  in 
the  pipe  in  a  few  months. 

Propci-ly  proportioned  the  heating  is 
perfect.  With  centrifugal  pumps  forc- 
ing water  through  closed  heaters,  there 
is  no  trouble  with  oil,  scale  or  corrosion. 
Piping  is  much  smaller  than  with  steam, 
the  multiplicity  of  radiator  traps  is  dis- 
pensed with,  and  all  the  advantages  of 
thermal  storage  and  control  of  heat  at 
its  source,  as  claimed  for  the  gravity  hot 
water  system,  are  retained.  The  system 
is  applicable  to  the  most  remote  build- 
ings, in  fact  it  shows  to  greatest  advant- 
age thus  and  is  particularly  adapatable 
for  exhaust  steam.  For  large  shops 
spread  over  considerable  area,  its  first 
cost  is  slightly  less  than  that  of  a  va- 
cuum system.  In  this  system,  as  in 
every  other,  hot  water  supplied  to  wash 
basins  and  for  other  purposes  (including 
boiler  feeding)  must  be  supplied  by  a 
separate  system  entirely. 

Now  let  us  take  a  typical  case  and  see 
what  can  be  saved  by  reconstruction 
along  the  above  lines.  A  locomotive  house 
of  30  stalls  built  many  years  ago,  but 
in  good  condition  and  fairly  modern  as 
regards  locomotive  facilities,  may  never- 
theless have  any  or  all  of  the  following 
defects  with  their  corresponding  prevent- 
able waste  of  fuel,  the  figures  given  be- 
ing tons  per  year: — 

Due  to  bare  blower  line  127 

Due    to    obsolete    steam    driven    compressor....     163 
Due    to    leakage   of   st«am    and    loss    of    con- 
densation   from    heating    system    in    offices 

and  stores  50 

Due  to  feed  water  taken  from  hot  well  at  a 
temperature  of   130°,   instead  of  heat«d  to 

210*    140 

Due  to  badly  insulated   underground  piping..       25 
Due   to   excessive    back    pressure    on    exhaust 
steam    mains    owing    to    absence    of    traps 
on    locomotive   house   heating  system 87 

592 
When  locomotive  type  boilers  are  used — 

Waste    due   to   lower    efficiency   than    return 
tubular  boilers  100 

Waste  due  to  use  of  steam  blowers  for  draft 
where  same  are  used  continually  200 

300 

Where  other  buildings  are  heated  the  following 
preventable   losses  occur; — 

Due  to  loss  of  condensation,  25*^  above  proper 
heating  requirements,  when  boiler  pressure  is 
used,  and  15%  when  boiler  pressure  is  reduced 
to    10   lb. 

Due  to  leakage,  owing  to  absence  of  traps  on 
radiators.  5  to  50*7^.  above  proner  heating  re- 
quirement'!,  probable  average  10%. 

The  preventable  loss  from  underground  steam 
mains,  at  present  buried  in  a  wood  box,  with- 
out any  draininirs  or  insulation,  amount  to  from 
5  to  10  tons  a  year  per  100  ft.  of  pipe. 

Proposed   Devices   for   Improving   Steam 
Economy  at  Locomotive  House. 
Open   type   feed  water   heater. — Heat- 
ing boiler  feed  to  210°  F. 


Oil  separator  on  e.xhaust  main. — Keep 
heating  system  at  full  efficiency  by  pre- 
venting it  choking  with  oil  and  scale. 

Back  pressure  valve  on  exhaust  main. 
Regulate  back  pressure  to  minimum  ne- 
cessary. 

Vacuum  traps  on  pipe  coils  or  fan 
coils. — Ensure  even  heating,  full  value 
from  exhaust  steam  and  minimum  back 
pressure. 

Magnesia  or  sponge  felt  covering  on 
high  pressure  steam  pipes. — Reduce  con- 
densation to  a  minmum  and  provide  a 
durable  covering,  reduce  corrosion. 

Asbestocel  covering  on  low  pressure 
and  heating  pipes. — Assist  steam  circu- 
lation in  heating  system  and  provide 
durable  covering  which  will  prevent  cor- 
rosion. 

Reducing  valves  (properly  protected  by 
dirt  traps)  on  live  steam  heating  sys- 
tem'.— Provide  maximum  efficiency  and 
reduce  possible  loss  due  to  radiation  and 
leakage. 

Steam  traps  and  return  pipes  on  live 
steam  heating  system. — Prevent  loss  of 
steam  and  return  condensation  either  di- 
rect to  boiler  or  to  feed  water  heater 
according  to  circumstances. 

Float  valves,  readily  accessible  in  hot 
wells,  and  visible  hot  well  overflow. — 
Prevent  great  loss  due  to  hot  water  pass- 
ing from  hot  wells  unnoticed. 

Underground  st.eam  conduit  properly 
drained. — Prevent  loss  of  heat  due  to 
heating  the  ground  and  melting  snow. 

Replace  shop  engine  with  electric  mo- 
tor wherever  possible, — Eliminate  this 
wasteful  use  of  steam. 

Replace  present  obsolete  compressor 
with  new  machine,  either  steam  or  elec- 
tric driven. — Old  single  stage  compressor 
is  inefficient  as  a  compressor  and  as 
steam  engine.  Can  save  half  of  fuel  it 
requires. 

The  replacement  of  locomotive  type 
boilers  can  scarcely  be  justified  at  some 
points.  It  is  doubtful  whether  these 
boilers  are  particularly  inefficient,  when 
provided  with  good  chimney  draft  and 
not  forced  above  70  boiler  h.p.,  that  is 
half  the  power  of  a  standard  return  tube 
boiler.  When  provided  with  poor  draft, 
and  where  forced  by  means  of  steam 
jets,  they  waste  enormous  quantities  of 
fuel  and  should  be  replaced  as  soon  as 
possible. 

Underground  piping  may  be  protected 
in  various  ways,  but  any  really  good 
method  is  very  expensive  and  needs  the 
most  careful  workmanship  and  supervi- 
sion while  being  installed.  For  long  dis- 
tances with  steam  pipes  of  from  2', 2  in. 
to  10  in.  and  return  pipes  half  the  size, 
the  split  tile  steam  conduit  cannot  be 
beaten,  when  proper  attention  is  paid  to 
grading  and  drainage.  It  cannot  be  used 
under  tracks,  unless  protected  by  con- 
crete walls  or  cast  iron  pipe.  For  dis- 
tances of  less  than  200  ft.  a  concrete 
trench,  with  double  board  top  screwed 
down  to  cleats  set  into  the  concrete,  may 
be  used  to  advantage.  The  pipe  cover- 
ing should  be  sponge  felt,  or  diatoma- 
ceous  material;  magnesia  is  too  fragile. 
For  piping  above  10  in.  or  where  several 
pipes  are  to  be  run,  a  tunnel  should  be 
considered.  For  pipes  smaller  than  2V4 
in.  and  distances  of  not  more  than  800 
ft.,  it  is  permissible  to  use  a  wooden 
boxing,  if  the  ground  is  dry,  as  the  loss 
in  heat  will  cost  less  than  the  interest 
on  the  cost  of  the  more  expensive  con- 
struction. If  the  ground  is  wet,  the  pipe 
had  better  be  carried  overhead,  or,  if 
this  is  impossible,  it  may  be  cased  in  an 
outer  pipe  which  will  just  fit  over  the 
covering  the  outer  pipe  being  well  cov- 
ered with  a  mixture  of  pitch  and  sand. 


640 


CANAIJIAN  UAILWAV  AM)  MAKINK  WOIU.D 


December,  1920 


All    umlrrirrounil    pIpinK   nhoulil    be    full 
wrinht,    with    rxtra    hr«vy   rouplinir*. 
('holer    of    Matrrial. — A    few    hukkcs- 

t..  .,.    ..■■    On-   choice   of   appamtuii    hove 

to  this  paper,  loiri-ther  with 

iln   to   jfivo  a   rouKh   idea   of 

■>    and   size.     Comnleto   infor- 

only    be   obtninecl    from    the 

•  f8  of  indivtdiml  nrtirles.  The 

r,,.iT h.uitionH  rover  type  and  not  any 

«l>i-<ml  make.  There  are  at  least  four 
dilTennt  manufacturers  of  each  type  suK- 
Keste,l. 

1.  Steam  traps,  stationary  pattern. 
HiKh  iircs^tirr.  draininK  steam  piping 
and  -■  .itors.  Use  open  float, 
buck.  ■  valve  and  seat  renew- 
able A-  !<■  by  removinc  a  small 
cap. 

For  locomotive  house  blower  lines 
place  a  V4  in.  trap  everj'  12  pits.  For 
undertrround  conduit  use  a  '^  in.  trap 
every  700  ft.  I'se  a  \  in.  trap  to  drain 
main  steam  header,  on  a  battery  of  two 
or  three  boilers  of  150-200  h.p.  each. 

Low  pressure,  draining  one  pipe  heat- 
in>r  systems,  or  heatinir  mains.  Use  con- 
tinuous dischnrpe  float  type,  easy  accessi- 
bility of  interior  and  integral  by-pass 
and  sediment  traps  are  an  advantage. 
Specify  size  and  working  pressure.  One 
\  in.  trap  will  serve  800  sq.  ft.  of  radia- 
tion; one  1  in.  or  two  ^  in.  traps  will 
serve  1,600  sq.  ft.  of  radiation;  one  IVi 
in.  or  two  1  in.  traps  will  serve  2,800  sq. 
ft.  of  radiation;  one  l',4  in.  or  two  IVi 
in.  traps  will  serve  5,500  sq.  ft  of  radia- 
tion. 

2.  Steam  traps,  tiltinR  pattern.  Di- 
rect return  trap,  placed  on  top  of  boiler 
and  discharRintr  into  it  directly. 

Three  valve  liftinp  trap,  raises  low 
pressure  condensate  from  heatinc  sys- 
tem into  direct  return  trap  or  storage 
tank. 

Non-return  trap  may  take  the  place 
of  an  ordinary  trap  when  very  large  ca- 
pacity is  required. 

These  traps  vary  Rreatly  in  price,  the 
cheaper  patterns  need  greater  attention, 
but  may  give  good  satisfaction.  The 
sediment  trap  and  necessary  check  valves 
are  not  included  and  must  be  ordered 
specially.  Give  size  and  working  pres- 
sure and  all  possible  information  on  pro- 
posed arrangement  as  manufacturers 
should  guarantee  the  installation. 

\   in.   trrnp  will  trrve     4,000  »q.   ft.   of  radiation. 

1       in.   trap  will  M-i^'p     7,000  sq.   ft.  of  radiation. 

1^(  in.  trap  will  s^rxT  12,000  sq.  ft.  of  radiation. 

1^   in.  trap  will  srrvc  20.000  aq.   ft.  of  radiation. 

3.  Radiator  traps.  Vacuum  system. 
Use  traps  working  on  the  thermostatic 
principle,  which  are  non-adjustable.  They 
should  be  guaranteed  to  operate  under  a 
maximum  pressure  of  not  less  than  10  lb. 
and  a  higher  pressure  is  often  a  great 
advantage. 

Medium  pressure.  Those  should  be 
similar  to  the  foregoing,  but  guaranteed 
for  a  maximum  working  pressure  of  not 
less  than  25  lb. 

High  pressure,  should  be  as  above,  and 
guaranteed  for  a  maximum  pressure  of 
100  lb.  A  certain  make  of  tloat  trap, 
having  a  plain  floating  ball,  may  also 
be  used  to  advantage  in  this  and  the 
foregoing  type.  As  the  smallest  radia- 
tor traps  are  about  100  sq.  ft.  radiation 
capacity,  it  is  rarely  necessary  to  use 
any  larger. 

4.  Vacuum  pumps,  if  steam  driven, 
should  be  fitted  with  a  mechanical  force 
fed  lubricator.  Very  small  hydrnstatic 
lubricators  are  unsatisfactory.  Vacuum 
pumps  are  often  much  too  large,  a  5  x 
6  X  6  in.  pump  will  care  for  7,000  aq.  ft. 
radiation,  a  6  x  i)  x  10  in.  pump  is  suffi- 


cient for  25,000  sq.  ft.  of  radiation. 

5.  Pressure  gaugett,  to  register  pres- 
sures up  to  ■')  lb.,  are  often  very  iniic- 
curate.  For  such  low  pressures  n  rnn.- 
pound  gauge  reading  from  a  p^r'eit  va- 
cuum up  to  15  lb.  pressure  should  l>e 
used.  Care  must  b*-  taken  to  avn:  1  wafer 
pockets  in  piping  which  may  add  hydro- 
static pressure  to  the  gauge. 

0.  Air  vents,  or  air  valves,  for  use  on 
steam  radiators,  should  work  on  the  sy- 
phon principle  having  a  floating  member. 
Thermostatic  valves  are  liable  to  cause 
flooding. 

Trap  capacities  arc  given  in  terms  of 
normal  radiation,  i.e.,  cast  iron  radia- 
tors with  a  room  temperature  of  70  deg. 

Recommended  Practice  for  New  Heat- 
ing Planta. 

Wayside  station  and  small  buildings: 
Stoves  or  Baker  heaters. 

SUtion  1,,500  to  7,.i00  sq.  ft.  floor  area: 
Gravity  hot  water  heating  system  with 
cast  iron  boiler  and  hard  coal. 

Other  buildings  7,500  to  13,000  sq.  ft. 
floor  area:  1  pipe  gravity  steam  heating 
system  with  cast  iron  boiler  burning  hard 
coal. 

Stations  to  where  high  pressure  steam 
must  be  supplied  for  heating  coaches: 
1  pipe  boiler  return  trap  system,  with 
boiler  in  basement  or  2  pipe  vacuum 
system  with  boiler  at  a  distance. 

Stations,  hotels  or  large  exposed  build- 
ings 11,000  to  15,000  sq.  ft.:  1  pipe  grav- 
ity steam  system,  with  vacuum  air  line 
and  down  draft  boiler  using  soft  coal. 

Stations,  hotels  or  large  exposed  build- 
ings 11,000  to  15,000,  located  near  power 
plant:  2  pipe  vacuum  system,  using  steam 
from  power  plant. 

Small  and  medium  sized  shops:  2  pipe 
vacuum  system,  or  forced  circulation  hot 
water  system,  using  wall  radiator.". 

Large  shops:  Forced  circulation  hot 
water,  and  live  steam  fan  coils. 

Locomotive  houses:  Live  or  exhaust 
steam,  or  both,  in  fan  coils  and  wall  ra- 
diators, in  machine  shop  and  offices. 

Recommended   Practice   for   Remodelling 
Heating   Plants. 

(1)  High  pressure  two  pipe  system. 
Reduce  pressure  as  low  as  possible,  15 
to  25  lb.,  using  a  trap  on  each  radiator. 
Return  condensation  direct  to  boiler  by 
means  of  tilting  traps,  if  steam  is  used 
only  in  heating  system.  If  steam  is  used 
for  other  purposes,  use  open  feed  water 
heater  and  boiler  feed  pump. 

(2)  Two  pipe  vacuum  system  using 
exhaust  steam.  Use  thermostatic  trap 
and  sediment  pocket  on  each  coil.  In- 
stall oil  separator,  back  pressure  valve 
and  reducing  valve,  so  arranged  that 
live  steam  through  reducing  valve  does 
not  reach  feed  water  heater  or  back 
pressure  valve.  Place  thermostatic  traps 
on  low  points  in  heating  main  and  cover 
heating  mains   if  these  are  too  small. 

(3)  One  pipe  heating  system  low  pres- 
sure, supplied  from  a  distance.  Dis- 
charge condensation  to  return  line, 
through  two  continuous  discharge  traps 
in  parallel,  well  protected  by  sediment 
pockets,  or  use  boiler  return  traps,  if 
these  can  be  arranged  in  boiler  room. 

(4)  Forced  circulation  hot  water  sys- 
tem. Install  closed  water  heaters  and 
operate  a  "do.sed"  system,  using  the  same 
water  in  circulation  indefinitely.  Install 
separate  system  for  wash  basin  and  bath 
supply,  using  extra  heavy  galvanized 
pipe  (brass  pipe  is  used  in  hotels  and 
offices)  as  a  fresh  supply  of  hot  water 
is  very  corrosive. 

The  foregoing  paper  was  read  before 
the  Canadian  Railway  Club  recently. 


Lake  Superior  Corporal  Ion's  Sub- 
sidiary Railways. 

The  I.,ake  Superior  Corporation's  re- 
port, for  the  three  months  ended  Sept. 
30,  has  the  following  references  to  it* 
two  subsidiary  railways: — 

Algoma  Central  &  Hudson  fiay  Ky. — 
The  President  of  the  Ailway  company 
reports  that  the  results  for  the  first  three 
months  of  the  fiscal  year  show  a  grati- 
fying improvement.  The  recent  increase 
in  freight  rates  granted  by  the  Board  of 
Railway  Commissioners,  although  accom- 
panied by  a  raise  in  wages,  has  improv- 
ed  the  situation.  It  is  expected  that  the 
earnings  for  the  year  will  show  a  grati- 
fying  improvement. 

Algnma  Eastern  Ry. — Operating  re- 
sults for  the  three  months  have  been 
highly  satisfactory.  Traffic  conditions 
are  expected  to  continue  favorable.  The 
increased  freight  rates,  effective  Sept. 
13,  will  increase  operating  revenue  ma- 
terially. The  railway  goes  into  the  win- 
ter with  track  and  equipment  in  good 
condition. 


The  C.P.R.  not  to  be  Nationalized. 


The  Prime  Minister,  Right  Hon.  Ar- 
thur Meighen,  in  speaking  at  Calgary, 
Alta.,  Nov.  9,  after  referring  to  the  na- 
tionalization of  the  Canadian  Northern, 
Grand  Trunk  Pacific  and  Grand  Trunk 
Railways,  is  reported  to  have  said: — "We 
are  asked  as  to  the  future.  We  are 
asked  if  we  are  to  embark  still  further 
upon  the  sea  of  nationalization,  whether, 
in  short,  it  is  our  policy  to  bring  all  the 
railways  of  the  country  under  public 
ownership  and  control.  Let  me  say  that 
such  is  not  our  intention.  The  C.P.R., 
an  institution  which  does  credit  to  this 
country,  constitutes  a  great  rival,  a  ne- 
cessary rival,  as  well  as  a  model  upon 
which  we  can  fashion  the  national  lines. 
And  until  such  time  as  the  Canadian  Na- 
tional Rys.  can  be  brought  to  the  splen- 
did efficiency  of  the  C.P.R.  and  for  the 
present,  because  of  circumstances  over 
which  we  have  no  control,  that  is  impos- 
sible, the  Government  has  no  intention  of 
interfering  with  the  C.P.R." 


Sir  Alexander  Gait  and  Railways. — In 

the  "Life  and  Times  of  Sir  Alexander 
Tilloch  Gait,  sometime  Dominion  Finance 
Minister,  by  O.  D.  Skelton,  published  re- 
cently, it  is  stated  that  for  many  years 
Sir  Alexander  was  actively  connected 
with  railway  construction,  especially  dur- 
ing the  railway  boom  of  the  fifties,  be- 
ing associated  as  a  contractor  with  Sir 
David  Macpherson  and  Sir  Casimir 
Gzowski,  and  in  later  years  he  played  a 
conspicuous  part  in  the  developing  of 
the  northwest  along  with  his  son  Elliot 
T.  Gait,  through  the  AlberU  Ry.  &  Coal 
Co.,  afterwards  changed  to  the  Alberta 
Ry.  &  Irrigation  Co.,  which  built  the 
railway  from  Dunmore  Jet.  to  Leth- 
bridge,  Alta.,  with  some  short  branches, 
and  also  from  Lethbridge  to  Great  Falls, 
Montana. 

Italian  Railway  Rate.s  Increased.  —  A 
Rome  press  dispatch  says  that  a  royal 
decree  has  been  issued  increasing  pas- 
senger rates  on  steam  and  electric  rail- 
ways from  a  maximum  of  180'"f  to  a 
minimum  of  lOO'V  over  pre-war  charges. 
On  street  cars  the  raise  in  fare  in  day 
time  will  be  from  6c.  to  9c.  A  ride  on  a 
street  car  at  night,  therefore,  now  costs 
50'~'r  more  than  a  ride  in  a  cab  prior  to 
the  war. 


December,  1920 


641 


The  Upkeep  of  Freight  Car  Equipment. 


By  J.  W.  Senger,  Superintendent  of  Rolling  Stock,  New  York  Central  Railroad  (Lines  West),  Cleveland,  Ohio. 


This  subject  is  one  of  vital  importance 
and  all  of  its  phases  cannot  be  fully 
covered  with  a  paper  of  this  kind.  There- 
fore only  a  few  of  the  most  important 
subjects  are  presented  for  your  consider- 
ation. Those  who  are  directly  connected 
with  and  responsible  for  upkeep,  care 
and  maintenance  can  best  appreciate  the 
difficulties  experienced  in  passing  through 
the  period  of  the  war.  At  present,  dur- 
ing the  reconstruction  period,  due  to  the 
shortage  of  labor  and  material,  and  the 
increased  traffic  that  is  moving,  and  the 
scarcity  of  freight  equipment,  we  are 
facing  perhaps  a  bigger  problem  than 
the  one  with  which  we  had  to  contend 
during  the  great  conflict  for  the  period 
mentioned.  During  the  past  three  or 
four  years  a  limited  amount  of  freight 
equipment  having  been  purchased,  it  is 
necessary  to  maintain  equipment  that  in 
normal  times  would  have  been  retired. 
Therefore,  in  order  to  bring  this  subject 
before  you  the  writer  has  confined  him- 
self to  the  most  important  parts  and 
divided  the  subject  as  follows:  Facilities, 
material,  organization  and  repairs. 

Facilities  are  the  most  important  in 
car  repairs,  next  to  labor,  up  to  date 
shops  equipped  with  modern  machinery 
and  labor  saving  devices.  Being  limited 
to  taking  care  of  the  equipment,  it  must 
be  realized  that  a  lOO'c  output  cannot 
be  had  at  all  times;  particularly  is  this 
true  during  the  winter  season.  For  ob- 
vious reasons  the  facilities  for  repairs 
have  not  kept  pace  with  the  increased 
equipment.  This  matter  should  be  one 
of  careful  consideration  with  a  view  of 
increasing  the  facilities  as  quickly  as 
possible. 

Shop  organization  is  also  a  vital  point, 
and,  in  order  to  produce  the  maximum 
output,  should  consist  of  capable  men. 
The  most  important  of  these  are  the 
shop  superintendent,  or  general  foreman, 
and  his  assistants.  It  is  generally  found 
that  when  the  work  is  divided  better 
results  are  obtained  than  to  have  the  en- 
tire shop  or  shop  yard  covered  by  one 
man,  as  this  practice  makes  the  head  of 
each  division  responsible.  Junior  super- 
visors should  be  educated  to  fill  the  posi- 
tion immediately  ahead  of  them,  so  that 
in  the  absence  of  the  foreman  the  work 
will  proceed  without  loss  of  eflSciency. 
Men  in  supervisory  capacities  should  be 
selected  from  the  ranks  when  possible 
to  do  so.  This  practice  is  an  incentive 
to  others.  They  should  be  men  of  a  good 
personality,  broad  minded  in  their  deal- 
ings with  men  and  thoroughly  convers- 
ant with  the  details  of  the  work. 

Valuable  results  are  obtained  by  hold- 
ing monthly  meetings  of  the  supervisors, 
bringing  them  into  closer  touch  with  each 
other  and  the  practices  in  vogue  at  their 
respective  points.  Meeting  places  should 
be  changed  from  time  to  time,  giving  all 
an  opportunity  to  observe  the  conditions 
at  the  different  points.  Much  valuable 
information  can  thus  be  obtained  that 
will  result  in  saving  and  greater  effi- 
ciency and  due  credit  given  to  those  who 
are  responsible  for  same. 

Material. — The  shortage  of  material  is 
a  handicap  in  production,  often  necessi- 
tating the  substitution  of  one  kind  for 
another.  Careful  attention  should  be 
given  to  the  use  of  material,  that  none 
is  wasted,  and  all  is  used  to  the  best  ad- 
vantage. Full  co-operation  should  be 
had  between  the  mechanical  and  stores 
departments,  in  the  handling  of  material, 


that  no  unnecessary  delay  be  had  in  sup- 
plying material  at  hand.  Advantage 
should  be  taken  of  the  scrap  dock  as  much 
good  material  can  be  obtained.  The  ne- 
cessary machinery  and  supervision  to  re- 
claim material  should  be  furnished. 

Repairs. — Under  this  heading  the  writ- 
er has  divided  the  subjects  into  three 
classes,  viz.:  general  repairs,  light  re- 
pairs and   running  repairs: 

General  repairs  refers  to  both  wooden 
and  steel  equipment  receiving  heavy  re- 
pairs, or  that  are  rebuilt,  at  which  time 
due  consideration  should  be  given  to  the 
strengthening  of  all  weak  parts,  the  ap- 
plication of  betterments,  such  as  steel 
underframes,  steel  ends,  improved  doors 
and  fixtures,  etc.,  the  thorough  overhaul- 
ing and  modernizing  of  trucks,  eliminat- 
ing unnecessary  parts  and  bolts,  and 
providing  safety  irons  to  prevent  brake 
beams  falling  down.  After  the  comple- 
tion of  general  repairs  a  final  inspection 
should  be  made  to  know  that  all  parts 
are  in  a  serviceable  condition  before  the 
car  is  released  for  service. 

Light  repairs. — Under  this  caption  the 
writer  refers  to  cars  repaired  on  the  or- 
dinary repair  track,  and  comprises  such 
repairs  as  replacement  of  draft  timbers, 
end  sills,  sill  splices,  parts  of  floors,  parts 
of  roof,  doors  and  door  fixtures,  journal 
boxes,  column  castings,  truck  bolsters, 
side  bearings,  brake  beams  and  connec- 
tions, etc.  Cars  on  light  repair  tracks 
should  be  gone  over  carefully  for  defects 
which  may  send  them  to  the  heavy  repair 
track  and  avoid  making  light  repairs 
when  the  condition  is  such  as  to  warrant 
general  overhauling.  In  connection  with 
the  light  repairs  enumerated,  attention 
should  be  given  to  the  brake  equipment 
doing  all  the  necessary  work  to  put  the 
brake   in  first  class  operative  condition. 

This  is  also  an  opportune  time  to  in- 
spect the  car  for  worn  parts,  spreading 
of  cotter  keys,  adjustment  of  the  piston 
travel,  seeing  that  proper  connections 
and  brake  levers  are  applied,  and  that 
the  hand  brake  and  uncoupling  levers  are 
efficient,  and  periodical  packing  of  boxes. 
If  this  is  done  it  would  prevent  the  cut- 
ting of  cars  when  returned  to  service. 

Running  Repairs. — This  is  generally 
understood  as  repairs  made  in  the  classi- 
fication or  train  yard,  either  by  inspec- 
tors or  what  are  termed  "follow-up  men." 
I  wish  to  impress  upon  everybody's  rnind 
the  importance  of  having  the  little  things 
taken  care  of  which  are  at  times  neglect- 
ed; that  is,  renewing  short  or  broken 
knuckle  pins,  wornout  brake  hangers  and 
keys,  bolts,  the  application  and  proper 
spreading  of  cotter  keys,  removal^  of 
worn  brake  shoe  keys  application  of  miss- 
ing parts  and  correction  of  safety  ap- 
pliance defects.  At  this  time  the  hand 
brake  should  also  receive  a  thorough  in- 
spection, journal  boxes  should  be  exam- 
ined to  see  that  brasses  and  keys  are  in 
place,  that  no  sign  of  previous  heating 
exists  and  that  packing  is  in  its  proper 
place  and  that  there  is  enough  lubrica- 
tion to  run  the  car  to  its  destination.  By 
giving  proper  attention  to  cars  in  the 
classification  yard,  which,  of  course,  in- 
cludes proper  inspection,  nearly  all  of 
our  road  delay  and  expense  of  setting  out 
cars  enroute  could  be  avoided. 

Quite  frequently  wo  hear  complaints 
from  other  departments  on  account  of 
too  much  time  being  consumed  in  in- 
spection and  repairs  in  the  classification 
yards,  and  as  explained  above,  I  believe 


I  have  made  it  clear  to  you  that  inspec- 
tion and  light  repairs  are  very  necessary 
to  ensure  the  train  going  safely  to  its 
destination  without  delay.  While  the 
work  should  be  done  as  quickly  as  pos- 
sible, we  should  insist  upon  proper  time 
for  inspection  and  repairs  being  allowed 
to  accomplish  this. 

The  equipment  department  of  the  rail- 
way is  passing  through  and  experiencing 
one  of  the  most  strenuous  periods  of  its 
history.  The  demand  that  has  been  made 
upon  it  by  the  operating  department, 
due  to  the  necessity  for  car  equipment 
suitable  for  transportation  purposes,  has 
tended  to  make  it  necessai-y  to  use  all 
classes  of  equipment  to  the  maximum. 
We  have  been  called  upon  to  supply  cars 
which  can  be  placed  in  service  to  relieve 
were  originally  built,  but  for  other  classes 
of  service  for  which  they  could  be  fit- 
ted by  temporary  repairs.  As  a  conse- 
quence we  now  find  ourselves  with  equip- 
ment on  hand  which  will  require  some 
time  to  build  up  to  its  former  usefulness 
and  which  cannot  be  very  well  accomp- 
lished unless  all  railways  provide  them- 
selves with  newly  constructed  equipment 
not  for  the  commodities  for  which  they 
equipment  now  running,  to  enable  the 
cars  to  be  brought  into  the  shop  and  re- 
ceive general  repairs  or  overhauling 
which  will  fit  them  for  the  service  for 
which  they  were  originally  built. 

The  foregoing  paper  was  read  before 
the  Central  Railway  Club,  in  Buffalo, 
N.Y.,  recently. 


Suggestions  for  Relief  of  Railway 
Congestion. 


Double  tracking  of  main  lines  from 
each  important  terminal  to  the  first  pass- 
ing track,  and  a  more  general  use  of 
automatic  block  signals,  are  among  the 
measures  recommended  by  the  American 
Train  Dispatchers  Association  to  relieve 
the  serious  congestion  of  railway  traffic. 
Considerable  attention  has  been  given  to 
facilitating  operations  within  freight 
yards  for  the  relief  of  this  congestion, 
but  a  frequent  cause  of  interruption  in 
traffic  movements  is  a  delay  to  trains 
approaching  or  getting  away  from  yards 
on  single  track  lines.  On  double  track 
lines,  with  especially  heavy  traffic,  there 
may  be  an  equal  advantage  in  providing 
trackage  for  several  miles  from  a  ter- 
minal or  division  point  in  order  to  facili- 
tate the  movements  of  freight  trains 
within  the  congested  district.  The  ad- 
vantages of  automatic  block  signals  for 
a  similar  purpose  are  obvious,  since  they 
permit  of  short  blocks  at  comparatively 
small  expense,  while  with  the  manual 
system  the  cost  of  installation  and  oper- 
ation makes  short  blocks  prohibitive.  In 
the  earlier  days  of  automatic  block  sig- 
nalling on  American  railways  there  were 
numerous  objections  from  operating  of- 
ficials, to  the  effect  that  the  introduction 
of  this  system  would  make  it  impossible 
to  handle  heavy  traffic.  Experience  very 
soon  showed,  however,  that  the  heavier 
the  traffic  the  greater  were  the  advant- 
ages of  the  automatic  block  system.  Near 
terminal  points  it  is  especially  desirable 
to  reduce  the  length  of  the  block  sec- 
tions to  a  minimum,  in  order  to  increase 
the  traffic  capacity;  the  automatic  system 
meets  this  condition  with  efficiency  and 
economy. 


642 


December,  1920 


The  KOicient  llandlinjj:  of  Freight  Trains. 


At  thr  Travollinir  Enirinvcri   AmocU- 
tion'n  annunl  convrntion   in   Chicairo  rv- 
"•i-nlly.  a  coinniittfo,  of  which   K.   Kcrby, 
naltiiii..!.-    ,C     Ohio    R(|..    waj    chaiminn, 
•  i^'-n  ljii)uay,  G.T.K..  was 
•••H  a  rrport  from  which 
■  \tr:u  t  ■       In   ordtT  to 
•  ly  anil  cco- 
■  ly   to   take 
I "tivo  which 
uiil  ii.s  all  other  equip- 
■  i:  the  work;  therefore, 
iiMt  be  put  in  the  best 
Ini.-.s:tjU-     Luiniition     before     loavinR     the 
.shop,  so  that  it  can  handle  the  train  effi- 
ciently and  economically.     The  steamintr 
<)ualitiex  of  the  locomotive  must  be  Rood, 
so  that  there  will  always  be  a  sufficient 
amount  of  steam  at  hand  to  do  the  work. 
In  order  to  have  a  free  steaminp  locomo- 
tive,  the   flues   must   be   kept  clean,   the 
(rrates  and  >rrate  bars  kept  in  pood  con- 
dition, ash   iMins   should   have   plenty   of 
opening,    the    extension    front    end    kept 
titrht,    steam    pipes,    exhaust    base,    and 
superheater  units  kept  free  from   leaks, 
exhau!=t  tip  of  the  proper  size  to  pive  the 
proper   draft  and   not   cause  back   pres- 
sure,   fire    box   and    flues    must   be    kept 
tipht,  and  a  pood  prade  of  fuel  furnish- 
ed, then  one  should  have  plenty  of  steam 
to  haul  the  train. 

It  should  next  be  known  that  the  valves 
are  square,  so  that  there  will  be  an  equal 
distribution  of  the  steam.  One  should 
also  know  that  the  valve  and  cylinder 
packinp  is  not  blowinp,  so  that  steam  will 
not  be  wasted,  and  that  there  will  be  full 
power  apainst  the  piston  heads  to  haul 
the  load  assipned  to  it,  within  the  piven 
time,  for  time  i.*;  a  preat  factor  at  the 
present  day  of  railroadinp,  with  the  8- 
hour  day  and  time  and  half  time  for 
overtime  in  vopue. 

In  order  to  earn  sufficient  revenue,  both 
efficiency  and  economy  must  be  practised, 
and  to  do  so,  the  locomotive  must  haul 
the  allotted  tonnape  over  the  division  in 
as  short  a  time  as  possible.  This  cannot 
be  done  with  a  50' V  locomotive;  in  addi- 
tion to  what  has  been  said  in  repard  to 
the  condition  of  the  locomotive,  the  in- 
jectors, sandinp  apparatus  and  air  brake 
equipment  must  be  kept  in  pood  condi- 
tion. 

Cars  should  be  in  pood  condition  be- 
fore beinp  .sent  out  in  a  train  to  avoid 
delays,  due  to  accidents,  on  line  of  road. 
In  order  to  do  this,  cars  should  be  pro- 
perly inspected  and  repairs  made,  or 
the  cars  switche<l  out.  With  the  increas- 
ed business  that  some  railways  are  do- 
inp,  the  yards  become  conpested  very 
•  luickly  and  it  is  important  that  trains 
lie  passed  throuph  the  yards  as  soon  as 
I)ossible;  in  order  to  do  this,  sufficient 
power  must  be  kept  in  readiness  to  move 
trains  as  soon  as  they  are  made  up,  so 
that  other  trains  can  be  moved  into  the 
yard  and  inspected  promptly  and  pro- 
perly. 

It  is  neces.sary  to  have  the  receivinp 
yard  laid  out  so  that  the  work  can  be 
done  quickly,  and  facilities  should  be  pro- 
vided to  take  care  of  all  the  details  of 
inspection  at  one  time,  such  as  testinp 
the  air  brakes,  examininp  couplers,  car- 
rier plates,  worn  knuckles,  broken  knuckle 
pins,  hot  journal  boxes,  iind  all  other 
parts  of  the  equipment.  All  trains  when 
stopped  in  receivinp  yards  should  have 
"■ouplers  stretched  from  linnmotivo  to 
caboose;  thi.s  can  be  done  by  havinp  some 
hand  brakes  set  on  the  rear  of  the  train 
and  have  the  locomotive  pull  the  slack 
out   of   the   train.     By   doinp   this   they 


could  be  inspected  and  if  the  knuckle.t 
are  worn  Imiily  they  could  be  fouml  ami 
repaired  before  poinp  out  on  the  road  in 
bad  condition  and  havinp  coupler  slip  by 
and  cause  the  brakes  to  apply  in  emer- 
pency  and  damape  other  cars  in  the  train, 
and  probably  injure  some  one.  or  block 
the  opposite  track  and  have  an  accident 
to  opposinp  trains  runninp  into  derailed 
cars.  It  is  better  to  delay  a  train  in  the 
yard  for  inspection  and  repairs  than  it  is 
to  have  it  delayed  out  on  the  line  of  road. 
While  in  the  yard  such  a  train  blo<ks  on- 
ly one  track,  and  other  trains  can  pass 
it  on  some  other  track,  but  on  the  line  of 
road,  when  stopper  by  an  accident,  other 
followinp  and  opposinp  trains  that  are 
in  charpe  of  crews  makinp  overtime  are 
blocked,  which  means  time  and  half  time 
at  present.  When  a  train  is  delayed  in 
the  yard  there  is  no  crew  to  be  consid- 
ered. The  same  can  be  .said  of  hot  boxes. 
When  a  train  has  to  stop  on  the  line  of 
road  to  repack  a  hot  box  or  set  out  a  car 
with  a  hot  box,  it  very  often  runs  the 
crew's  time  into  overtime  and  likewise 
crews  of  followinp  trains. 

The  trains  on  level  divisions  should 
consist  of  all  throuph  loads  as  much  as 
possible,  and  the  train  should  consist  of 
as  much  tonnape  as  the  locomotive  can 
handle  and  make  an  averape  speed  of  at 
least  14  miles  an  hour.  If  it  is  necessary 
to  fill  out  a  train  with  cars  for  interme- 
diate points  or  to  pive  the  train  local 
cars,  they  should  be  switched  on  the 
front  part  of  the  train  in  station  order, 
so  that  only  the  cars  to  be  set  off  will 
have  to  be  handled.  With  the  lonp  heavy 
trains  that  are  beinp  handled  at  present, 
after  a  train  has  started  out  of  the  yard 
it  should  be  kept  movinp  as  much  as  pos- 
sible, for  the  stoppinp  and  startinp  of 
the  lonp  and  heavy  trains  is  what  causes 
damape  to  equipment  and  also  delays. 
The  train  should  not  be  stopped  for  coal 
over  the  division,  and  only  stopped  for 
water  as  few  times  as  is  necessary.  The 
water  stations  should  be  located  so  that 
it  will  be  possible  for  the  locomotive  man 
to  make  as  lonp  a  run  as  the  amount  of 
water  in  the  tank  will  permit,  but  in  case 
of  an  accident  he  could  stop  at  a  water 
station  between  repular  points  and  not 
run  out  of  water.  The  locomotive  men 
should  be  educated  to  po  as  far  as  they 
can  before  stoppinp  for  water.  In  mak- 
inp stops  for  coal  and  water,  the  locomo- 
tive man  should  be  very  careful  in  doinp 
so  and  not  try  to  make  spot  stops  with  a 
freipht   train. 

Stoppinp  Trains. — All  lonp  and  heavy 
freipht  trains  should  be  stopped  with  one 
application  of  the  air  brakes  and  in  mak- 
inp the  stop  the  locomotive  man  should 
endeavor  to  keep  the  slack  bunched  from 
the  front  end.  This  can  be  done  by  mak- 
inp the  initial  reduction  just  sufficiently 
heavy  to  run  the  slack  in  and  follow  up 
with  lipht  reductions  until  the  train  is 
stopped.  In  order  to  keep  the  front  end 
from  runninp  out,  the  locomotive  man 
should  make  a  reduction  of  about  cipht 
or  ten  pounds  about  sixty  feet  before 
cominp  to  a  full  stop  and  have  brake 
pipe  exhaust  blowinp  at  the  time  of  the 
stop.  This  is  to  keep  the  brakes  apply- 
inp  stronper  on  the  front  end  to  hold  the 
slack  in  and  leave  the  brake  applied  on 
the  train  when  the  enpine  is  cut  off'. 

There  are  two  kinds  of  slack,  known 
as  loose  slack  in  the  drawheads  and 
couplers,  and  sprinp  slack,  which  is  in 
the  sprinp  in  couplers.  The  sprinp  slack 
is  more  danperous  than  the  loose  slack 
in  makinp  a  stop,  on  account  of  the  re- 


action of  name,  after  they  have  been  com- 
pressed. Therefore,  by  makinp  the  ap- 
plication with  lipht  reductions  the 
sprinps  are  compressed  more  pradually 
throuphout  the  entire  train,  and  by  do- 
inp so  the  compre.ssion  on  the  Kprinp  ia 
less,  and  not  so  danperous  as  it  is  with 
a  heavy  reduction. 

All  train.^  after  beinp  stopped  in  ter- 
minal yards  should  have  a  few  hand 
brakes  .set  up  on  the  rear  part  of  the 
train,  and  then  the  train  stretched  out 
by  the  incominp  locomotive  and  the  air 
brakes  applied  with  a  full  service  appli- 
cation and  held  until  the  anple  cock  on 
the  rear  of  tank  is  closed.  Then  the  lo- 
comotive can  be  cut  off'  the  train.  This 
is  to  pive  the  air  brake  inspectors  a 
chance  to  check  up  the  piston  travel  and 
brakes  that  do  not  apply  or  leak  off. 
The  air  brake  inspectors  should  make  the 
inspection  for  brakes  that  leak  off  and 
for  lonp  piston  travel,  and  mark  the 
.same  as  quick  as  possible,  so  that  cars 
with  defective  brakes  can  be  switched 
out  of  the  train  while  passinp  over  the 
hump  or  being  classified,  so  that  when 
the  train  has  passed  from  the  receiving 
to  the  dispatching  yard  there  will  be  no 
more  switching  in  train.  Before  switch- 
inp  a  train  all  air  hose  should  be  un- 
coupled to  save  damape  to  paskets  and 
rupturinp  hose  at  the  nipples. 

Dispatching  Train-s  from  Yards. — All 
train.s  should  be  coupled  properly  and 
the  air  hose  connected  up,  and  where  the 
yard  is  equipped  with  an  air  brake  test- 
ing plant  the  train  will  be  charged  up 
with  air  and  all  leakes  taken  up  and  the 
air  hose  and  gaskets  renewed  when  ne- 
cessary. Where  a  yard  testinfe  plant  is 
not  available,  the  work  should  be  done 
after  the  locomotive  is  coupled  to  the 
train;  this,  of  course,  will  take  some 
time  and  the  length  of  time  depends  on 
the  force  you  have  to  do  the  work.  The 
success  of  the  trip  greatly  depends  on 
the  start  one  gets  out  of  the  yard. 

After  the  train  leaves  the  yard  in  good 
condition,  with  the  proper  tonnage  and 
the  locomotive  in  condition  to  do  the 
work  required  of  it,  the  train  dispatcher 
and  operators  must  do  their  part  to  get 
the  train  over  the  road  in  the  allotted 
time.  The  train  dispatcher  must  know- 
that  the  force  in  the  telegraph  and  block 
.-signal  offices  are  performing  their  duties 
and  that  orders  are  ready  for  the  trains, 
and  not  stop  train  unnecessarily,  for  an 
extra  or  avoidable  stop  made  by  a  heavy 
freight  train  means  a  loss  of  time  in 
stoppinp  and  then  getting  the  flagman  in 
and  startinp,  and  very  often  the  train  is 
parted  in  trying  to  start,  which  probably 
would  not  happen  if  the  train  had  not 
been  stopped.  On  sinple  track  railways 
it  is  not  possible  to  haul  as  heavy  ton- 
nape as  economically  as  it  is  on  double 
or  three  or  four  track  railways,  on  ac- 
count of  the  extra  time  consumed  in 
nieetinp  and  passing  trains.  The  lost 
time  will  have  to  be  taken  care  of  by  in- 
creased speed  while  runninp  in  order  to 
make  the  run  over  the  division  within 
the  cipht  hours.  There  is  no  economy 
in  loadinp  a  freight  train  so  that  it  can- 
not pet  over  the  division  without  making 
overtime. 

On  divL^ions  where  the  prade  are  heavy 
and  it  is  the  practice  of  usinp  one  or 
more  helpers  on  the  ascendinp  prades,  it 
is  important  to  know  that  the  equipment 
is  in  pood  condition  and  that  no  weakly 
constructed  cars  be  used  in  hca\-y  ton- 
nage freight  trains,  if  possible  to  avoid 


December,  1920 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


643 


it,  for  as  a  general  rule  the  heaviest 
power  is  used  in  helping  service  and  with 
the  high  tractive  effort  of  the  locomo- 
tives that  are  used  at  present,  such  as 
the  Mallet  and  Santa  Fe  types,  with  a 
tractive  effort  of  from  70,000  to  105,000 
lb.,  the  cars  have  to  be  built  and  main- 
tained strong,  to  stand  the  pulling  and 
pushing  of  these  monster  locomotives. 
The  trains  are  both  long  and  heavy,  and 
cars  with  weak  end  and  center  sills  or 
weak  couplers  are  very  dangerous  to 
handle  in  trains  of  this  kind.  There 
should  be  instructions  given  to  all  yard 
masters  and  car  inspectors,  that  cars 
that  appear  to  be  old  or  of  weak  con- 
struction should  be  switchwl  out  of  heav'y 
trains,  where  helpers  are  used,  and  plac- 
ed in  a  train  to  be  run  without  a  helper 
or  a  train  hauling  light  tonnage. 

In  handling  freight  trains  with  power 
brakes  as  well  as  with  hand  brakes  it  is 
necessary  to  keep  the  speed  low  and  not 
let  the  train  get  up  to  a  high  rate  of 
speed  at  the  start  from  top  of  grade,  for 


if  this  is  done  it  will  require  a  great  deal 
more  power  to  get  it  under  control  and 
very  often  is  the  primary  cause  of  trains 
running  away  on  the  grades.  By  holding 
the  speed  down  at  the  start  and  by  mak- 
ing the  applications  often  and  as  light 
as  possible,  so  as  to  keep  the  retaining 
valves  charged  up  as  equal  as  possible 
at  all  times,  you  will  have  full  control  of 
the  train  and  a  lower  temperature  on 
wheels  and  less  liability  of  cracked 
wheels. 

Some  roads  handle  trains  on  level 
tracks  as  well  as  on  heavy  mountain 
grades  with  electric  power,  and  some 
other  roads  are  figuring  very  strongly 
on  electrification.  While  this  method  of 
operation  applies  only  to  a  few  roads, 
we  are  of  the  opinion  that  more  roads 
will  take  up  the  matter  of  electrification 
in  the  near  future,  from  the  fact  that 
with  the  electric  locomotive  the  terminal 
delays  can  be  reduced  considerably,  also 
delays  in  stopping  for  water  and  coal, 
and    it    has    been   demonstrated    that   an 


electric  locomotive  can  be  run  over  three 
divisions  of  over  100  miles  each,  by 
changing  crews,  without  any  delays  to 
the  locomotive.  This  would  indicate  a 
high  point  of  efficiency  and  economy,  from 
the  fact  that  it  could  be  a  no-stop  opera- 
tion from  one  end  of  the  division  to  the 
other.  This  would  eliminate  the  pulling 
of  draw  bars  and  damage  to  equipment 
due  to  starting  and  stopping.  It  would 
also  reduce  the  cost  of  brake  shoes  and 
other  equipment  by  not  using  the  same, 
due  to  no  stops. 

On  heavy  grades  the  speed  of  the  train 
is  controlled,  while  descending,  by  regen- 
eration. This  reduces  the  wear  on  brake 
shoes,  also  reduces  expense  to  a  great 
extent  in  the  maintenance  of  the  entire 
brake  equipment;  but  it  must  be  under- 
stood that  by  regeneration  the  speed  of 
the  train  is  only  held  under  control  and 
it  will  be  necessary  to  use  the  air  brakes 
to  stop  the  train,  just  the  same  as  if  you 
have  been  controlling  the  speed  of  the 
train  with  the  air  brakes. 


Improving  Maintenance  of  Way  Methods. 


By  A.  M.  Burt,  formerly  Assistant  Director,  Division  of  Operation,  U.S.  Ilailroad    Administration. 


The  expenditure  for  maintenance  of 
way  and  structures  on  class  1  railways 
of  the  United  States  for  1919  was  in  the 
neighborhood  of  $750,000,000,  represent- 
ing about  one-sixth  of  the  total  operat- 
ing expenses  of  these  roads.  Reduced  to 
a  daily  basis,  this  means  that  it  requires 
more  than  §2,000,000  a  day  to  keep  the 
railways  in  condition  for  use.  While 
this  is  much  less  than  the  amount  spent 
for  conducting  transportation  and  con- 
siderably less  than  'the  cost  of  one  of 
maintenance  of  equipment,  it  is  never- 
theless the  major  items  that  go  to  make 
up  the  total  cost  of  operation.  The  in- 
creased cost  of  maintenance  of  way  pur- 
poses has  been  very  large,  so  that  now 
fully  §1,000,000  a  day  more  is  being 
spent  for  this  purpose  than  was  spent 
three  years  ago. 

The  magnitude  of  these  expenditures 
and  the  very  large  increases  should  make 
us  all  stop  and  take  thought.  The  ques- 
tion that  immediately  presents  itself  in 
connection  with  them  is  whether  pro- 
gress is  being  made  toward  increased 
efficiency — if  so,  whether  the  mainten- 
ance of  way  department  is  keeping  in 
step  with  the  other  departments  in  this 
essential  matter,  and  whether  some 
changes  in  methods  can  be  made  to  se- 
cure better  resuts.  It  is,  therefore,  of 
value  to  consider  the  differences  that  now 
exist  in  methods  designed  to  increase  ef- 
ficiency as  between  the  maintenance  of 
way  and  the  other  departments  of  a  rail- 
way. In  comparing  these  methods  we 
find  the  following  conditions  standing 
out  very  prominently: 

In  connection  with  transportation  oper- 
ations, many  measures  of  work  done 
have  been  devised  and  are  in  daily  use 
and  the  supervisory  officer  is  constantly 
in  touch  with  the  situation  through  vari- 
ous reports.  In  maintenance  of  equip- 
ment work  some  measures  of  work  done 
have  been  devised,  although  their  appli- 
cation is  much  less  general  than  in  the 
transportation  department. 

In  maintenance  of  way  work  any  meas- 
ures of  work  done  are,  generally  speak- 
ing, conspicuous  by  their  absence.  There 
is,  in  this  work,  no  way  of  striking  a 
balance  between  cost  and  output  or  of 
showing  in  any  definite  way  whether  the 
work  is  being  done  with  greater  or  less 
efficiency  than  heretofore.  On  many  roads 
3t  budget  system  is  in  use,  but  no  mat- 


ter how  well  such  a  system  is  carried 
out  it  does  not  supply  the  measure  of 
work  done.  The  roadmaster  knows  that 
he  has  been  allowed  a  certain  amount 
and  believes  that  he  has  spent  this 
amount  judiciously,  but  he  has  no  way 
of  knowing  definitely  whether  he  has 
accomplished  more  or  less  than  the  road- 
master  on  an  adjoining  district  or  of 
knowing  whether  he  is  making  an  im- 
provement or  the  reverse  as  compared 
with  his  past  record.  It  seems  clear  that 
some  measure  of  work  accomplished  is 
very  desirable.  There  is  nothing  that 
stimulates  thought  and  initiative  to  such 
an  extent  as  a  little  competition  with 
one's  neighbor.  It  puts  an  element  of 
sport  into  the  job  and  not  only  helps  the 
work  but  is  a  most  developing  condition 
for  the  individual. 

It  is  realized  that  the  character  of 
maintenance  work  makes  it  especially 
difficult  to  establish  measures  of  work 
accomplished,  such  as  are  in  common  use 
in  connection  with  transportation  mat- 
"ters,  but  there  is  apparently  a  tendency 
to  magnify  the  difficulties  of  the  subject 
and  to  assume  the  attitude,  "What's  the 
use?  It  can't  be  done."  It  surely  must 
and  will  be  done  in  a  much  larger  meas- 
ure than  it  is  being  done  at  present,  and, 
if  it  is  to  be  well  done,  the  practical 
maintenance  men  must  take  an  active 
interest  in  the  subject  and  do  their  bit  in 
solving  the  problem.  When  we  have  done 
anything  in  one  way  for  years  we  all 
are  apt  to  consider  that  way  as  being  the 
only  right  one  and  to  consider  the  sub- 
ject as  a  closed  book.  This,  in  a  measure, 
is  the  present  attitude  of  mind,  but  we 
must  shake  ourselves  loose  from  such  an 
attitude  if  progress  is  to  be  made. 

If  the  practical  maintenance  men  do 
not  take  an  active  part  in  this  matter 
there  is  danger  of  the  work  being  put  on 
a  statistical  basis  to  such  an  extent  that 
no  good  results  will  be  accomplished. 
"There  has  been  some  of  this  in  the  past 
in  other  departments,  where  in  some  in- 
stances statistics  have  been  undertaken 
so  involved  in  detail  that  the  result  was 
nothing  more  than  a  work  of  the  ima- 
gination. The  maintenance  men  must 
make  a  special  effort  to  ensure  against 
such  a  mistake  as  this  in  connection  with 
their  work.  On  the  other  hand,  some 
progress  is  possible,  and  something  of 
this  kind  must  be  undertaken. 


To  illustrate  what  might  be  done  but 
is  not:  Several  years  ago  a  certain  rail- 
way used  its  maintenance  forces  for  pack- 
ing ice.  The  work  was  completed  in  De- 
cember or  January,  and  the  following 
spring,  about  the  time  the  mosquitoes 
began  to  get  bad,  a  statement  of  the  cost 
of  the  work  was  returned  to  the  division 
from  a  source  generally  unknown.  This 
report  was  turned  over  to  the  roadmas- 
ter, who  was  then  very  much  engrossed 
in  his  spring  work  and  who  usually  clasi- 
fied  it  as  "Interesting,  if  true,"  checked 
it  with  a  lead  pencil  and  filed  it  away  in 
its  proper  box  where  it  could  be  used 
by  his  clerk  in  the  event  of  his  being 
called  upon  to  make  any  explanation. 
No  daily  records  were  kept  while  the 
work  was  in  progress.  Some  time  later 
the  work  of  packing  the  ice  was  turned 
over  to  a  contractor,  and  immediately 
the  job  was  organized  on  a  business  basis. 
The  foremen  were  required  to  make  a  re- 
port each  night  showing  the  amount  of 
ice  packed,  the  pay  roll  in  total  and  per 
ton  and  the  delays  in  time  and  labor 
cost.  In  this  way  each  foreman  was  kept 
in  close  touch  with  his  work,  without  be- 
ing unreasonably  burdened  with  details. 
If  he  was  delayed  for  switching,  he  had 
something  tangible  to  show  the  yard- 
master;  if  he  had  an  unreasonable 
amount  of  trouble  with  his  hoisting  en- 
gine, the  fact  immediately  showed  up 
and  received  attention;  or,  if  his  force 
was  out  of  balance,  that  fact  was  imme- 
diately called  to  his  attention  by  the  in- 
crease in  his  unit  cost.  It  would  have 
been  entirely  feasible  to  have  had  a 
similar  plan  when  the  railway  was  do- 
ing the  work  with  its  own  forces,  but  no 
such  plan  was  used. 

Many  similar  instances  could  be  cited, 
going  to  show  that  advantage  has  not 
been  taken  of  the  opportunities  that  are 
readily  available.  Every  maintenance 
man  should  be  giving  this  problem  the 
most  thoughtful  and  constant  attention, 
and  without  question  the  subject  deserves 
more  attention  from  managers  than  it 
has  had  in  the  past.  The  following  is 
offered  by  way  of  suggestion: 

Better  facilities  should  be  provided  for 
the  exchange  of  ideas.  Local  roadmas- 
ters'  associations  should  be  encouraged. 
Such  associations  are  most  helpful  if  dis- 
cussions are  kept  along  general  lines  and 
away  from   matters  having  only  a  nar- 


644 


CANADIAN  liAlLW  AV  AND  MARINE  WORLD 


December,  1920 


row  anii  local  intorvnt.  The  time  of  the 
mt-n  nwiiy  from  ihfir  routine  work  i» 
Mill  Hpriit.  Tlu-re  in  lo»ii  experience  with 
fnriiii'n'.H  aKHix-iationii,  but  apparently 
•■'.•'■i-     In-neUt    miKht    be    derived 

'  nt  national  maintenance  of 
s  iihould  be  actively  encour- 
I'cral  allownnceit  nhould  be 
•  •  expense  of  men  attending 
^11.,,   ,,.,  >  i,i.,ii'.     The   men   nlwnyn   brine 


back  idean  and  innpirationi  that  result 
in  more  efflcient  work. 

The  <|Ueiition  of  i^ettinir  a  more  Ren- 
oral  dinsemination  of  idean  and  infor- 
mation throuich  publication)!  hhould  be 
conitidored.  There  ithould  l>o  a  more  gen- 
eral uiie  of  the  railwoy   perio<lical8. 

The  problem  Hhould  bo  worked  out  from 
the  inside  and  by  the  talent  olready  on 
the  individual  railwoyo.  There  Ik  plenty 
of  Kuch   tnlcnt,   iind,   by   enciniratrinjr   the 


local  men  to  work  out  the  problem!, 
morale  will  be  improved.  They  can  do 
the  work  much  bettor  than  it  can  pos- 
nibly  be  done  by  any  no  called  cfTicicncy 
expert  from  the  outaide.  In  doing  this 
each  man  ohould  be  jfivcn  proper  credit 
for  hifi  ideaH  and  bin  part  in  the  work. 

The  opportunity  of  the  maintenance  of 
woy  man  is  here.  We  look  forword,  con- 
fidently, to  his  makini;  the  most  of  that 
opportunity. 


Cuban  Purchasers  of  Railway  Rolling  Stock. 


Canadian  Trade  rommi-ssioniT  11.  A. 
•  hi.Hholm,  writes  from  Havana,  CuIjo:  — 
There  nre  three  classes  of  purchasers  of 
mllintr  stock  in  Tuba.  First,  there  arc 
the  steam  railways  for  the  public  ser- 
vice, which   were  nil    Imilt    nnd   jirf   con- 


In  the  third  place,  ciuite  a  consiilerable 
railway  mileage  is  owned  by  incenios  or 
individual  sufrar  mill  corporations. 
ThrouRhout  the  island  the  su^ar  mill 
owners  have  laid  their  own  tracks  within 
the  area  from   which  their  cane  is  dcriv- 


Typf  of  C»nt  C»r 

trolled  by  private  capital.  The  two  lead- 
ing railways  operating  in  Cuba  are  the 
United  Railways  of  Havana,  scrvinpr  the 
western  end  of  the  island,  and  the  Cuba 
Railroad,  ?er\'inR  the  eastern  end  of  the 
island.  Both  these  lines  were  built  by 
British  capital,  the  latter  beintr  the  ori- 
(rinal  Van  Home  railway,  but  now  con- 
trolled by  New  York  interests.  The 
United  Railways  of  Havana,  which  in- 
cludes several  subsidiary  roads,  is  still 
controlled  from  London  and  the  major- 
ity of  its  senior  officers  are  British.  Dur- 
ing the  war  many  of  its  officers  were 
from  the  United  States,  but  durins:  re- 
cent months  several  British  enprineers 
and  railway  officials  have  arrived  to  take 
over  various  departments.  G.  A.  Mor- 
8on,  General  Manager  for  many  years, 
has  been  superseded  by  Bricadicr-Gen- 
cral  Jack,  formerly  director  of  British 
railways  in  France.  The  United  Rail- 
ways of  Havana  is  buying  larKC  quanti- 
ties of  rollinpr  stock,  of  which  it  is  badly 
in  need,  and  all  of  which  has  come  from 
the  U.S.  Brifradier-General  Jack,  how- 
ever, is  very  keen  to  jrive  British  manu- 
facturers every  opportunity  to  submit 
quotations   on  all   his   requirements. 

There  are  several  smaller  railways  in 
Cuba,  constructed  to  serve  isolated  por- 
tions of  the  island.  Most  of  these  are 
standard  4  ft.  H'^  in.  RauRc.  however. 

Second,  there  arc  the  electric  tram 
lines  built  for  passenger  traffic  in  the 
leading  cities.  Most  of  these  are  natur- 
ally comparatively  small  corporations,  as 
Havana  is  the  only  city  with  a  popula- 
tion of  over  lOn.ono.  The  United  Rail- 
ways of  Havana  control  all  iIh'  Havana 
electric  properties,  except  the  Havana 
Electric  Railway,  Lifrht  &  Power  Co. 


ed.  Such  tracks  are  built  primarily  for 
conveyinjr  the  cane  from  the  colonias  or 
cane  plantations  to  the  mills  to  bo  prround. 
In  some  parts  of  the  island  not  well 
served    by    the    railway    companies    the 


own  rollinjr  stock.  The  track  mileage 
owned  by  a  single  mill  runs  from  60 
kilometres  to  over  300  kilometres.  A 
prominent  engineer  recently  estimated 
that  100  sujrar  mills  in  Cuba  each  oper- 
ate an  average  of  1.50  cars  and  G  loco- 
motives, and  laid  or  used  annually  15 
kilometres  of  track.  This  estimate  would 
mean  that  Cuban  sugar  mills  themselves 
own  and  operate  a  minimum  of  15,000 
cane  cars  and   GOO  locomotives. 

The  buildinp:  of  cane  cars  alone  for 
f'uba  would  offer  a  splendid  market  for 
the  car  manufacturer.  The  attached  il- 
lustrations show  the  types  of  cane  car 
generally  supplied  the  Cuban  sugar  mill 
by  the  U.S.  manufacturer. 

The  U.S.  car  manufacturer  considers 
that  he  need  never  fear  competition  in 
the  Cuban  market.  The  Cuban  customs 
tariff  has  placed  a  heavy  general  ad 
valorem  rate  on  railway  rolling  stock  of 
all  kinds,  amounting  to  .31.25';'r.  The 
U.S.  manufacturer,  then,  gets  a  reduc- 
tion from  this  rate  of  20'^,'r .  This  means 
that  a  Canadian  car  would  pay  'M.'Z'i'r 
duty  as  against  only  25'~'r  charged  the 
U.S.  car.  The  result  has  been  that  for 
many  years  U.S.  rolling  stock  has  had 
practically  a  monopoly  of  the  Cuban 
market,  although  previous  to  the  war 
Cuba  imported  some  IC^r  of  her  rolling 
stock  from  the  United  Kingdom  and  Ger- 
many. 

Editor's  Note. — We  think  Mr.  Chis- 
holm  is  somewhat  astray  in  speaking  of 


Typcii  of  Canr  C'l 

mills  have  built  narrow  gauge  (3  ft.) 
roads.  For  the  most  part,  however,  the 
cane  roads  arc  standard  gauge  and  laid  to 
connect  up  with  the  larger  railways,  so 
that  rolling  stock  may  move  freely  over 
all  lines.  .Ml  the  narrow  gauge  cane  roads 
buy  their  own  rolling  stock.  Many  of 
the  starfdard  gauge  cane  roads  have  been 
using  railway  rolling  stock.  Recently 
the  tendency  has  been  for  the  larger 
sugar  mills  to  buy  their  own  cane  cars 
and  locomotives.  The  reasons  for  this 
have  been  the  difficulty  of  procuring  suf- 
ficient cars  from  the  railways  for  mov- 
ing the  cane  to  the  mills,  and  the  desire 
of  the  mill  owners  to  be  independent  of 
the  railways. 

There  are  193  operating  sugar  mills  in 
Cuba,  with  some  IG  or  20  more  in  course 
of  construction.  These  mills  vary  in  ca- 
pocity  from  4,000  bags  (a  bap  contains 
,!20  lb.)  annually  to  700,000,  the  total 
production  of  the  island  being  in  the 
neighborhood  of  30,000,000  bags  for  the 
Inst  season.  It  is  estimated  that  at  least 
half  of  the  Cuban  sugar  mills  buy  their 


rs.  usrd  in  Cuba. 

the  Cuba  Co.'s  railway  as  having  been 
built  by  British  capital.  Of  course  its 
founder,  Sir  William  Van  Home,  and  a 
few  Canadian  associates,  invested  large- 
ly in  its.  but  Sir  William  also  secured 
the  co-operation  of  a  number  of  U.S. 
capitalists. 


Engli.sh  Channel  Tunnel.  —  Prospects 
for  the  realization  of  the  project  for  a 
tunnel  under  the  Knglish  Channel,  to 
connect  England  and  France  have  prac- 
tically disappeared,  according  to  recent 
reports  from  English  engineering  circles. 
It  is  thought  that  military  and  political 
reasons  played  a  part  in  determining  an 
apathetic  attitude  toward  the  project, 
but  its  great  cost,  and  the  uncertainly 
of  earnings  sufficient  to  justify  the  cost 
were  also  of  influence.  Moreover,  be- 
cause of  conditions  resulting  from  the 
war  England's  national  energies  will  be 
devoted  largely  to  maintenance  ond  re- 
construction for  some  years,  it  is  stated, 
and  few  new  works  of  magnitude  will  be 
undertaken. 


December,  1920 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


645 


Railway  Development,  Projected  Lines,  Surveys,  Construction 
Betterments,  Etc. 


Reid  Newfoundland  Co.'s  Annual 
Meeting,  Re-incorporation,  Etc. 


English     River    Pulpwood    &    Timber 

Limit  Ry. — The  Ontario  Government  will 
receive  tenders  to  Dec.  18  for  the  rigrht 
to  cut  forest  products  on  an  area  in  the 
Enfclish  River  water  shed,  havinp  a  total 
area  of  3,046  square  miles.  The  limit 
commences  at  the  intersection  of  the 
northerly  limit  of  the  National  Trans- 
continental Ry.  rifrht  of  way  with  the 
boundary  between  Ontario  and  Manitoba; 
thence  north  along:  the  boundary  to  the 
southerly  shore  of  the  English  River; 
thence  northeasterly  following  the  south- 
erly shore  of  the  river,  lake  e.Kpansions 
and  Lac  Seul  to  the  intersection  with  the 
west  limit  of  Indian  reserve  28;  thence 
southeast  and  south  following  the  west- 
erly and  southerly  boundaries  of  the  re- 
serve to  its  southwesterly  angle  near 
Lost  Lake;  thence  south  to  the  northerly 
limit  of  the  N.T.R.  right  of  way;  thence 
westerly  following  the  right  of  way  to 
the  point  of  commencement. 

The  conditions  provide  that  the  suc- 
cessful tenderer  shall  erect  a  pulp  and 
paper  mill  and  operate  sawmills  in  Ken- 
ora,  at  which  the  timber  cut  shall  be 
manufactured.  The  product  of  the  limit 
will  have  to  be  conveyed  to  Kcnora  for 
manufacturing  purposes,  and  to  do  this 
the  contractor  will,  it  is  said,  have  to 
build  a  railway  from  some  central  point 
of  the  limit  on  the  National  Transcon- 
tinental Ry.  to  Kenora,  or  to  the  C.P.R. 
which  at  present  serves  that  town.  The 
only  other  railway  connection  would  be 
easterly  on  the  National  Transcontinen- 
tal Ry.  to  Superior  Jet.;  thence  by  the 
G.  T.  Pacific  Ry.  line  into  Fort  William, 
and  thence  by  the  C.P.R.  to  Kenora;  or 
westward  by  the  National  Transcontin- 
ental Ry.  to  Winnipeg,  and  then  by  the 
C.P.R.  to  Kenora.  The  suggested  inde- 
pendent line  would,  it  is  stated,  be  about 
100  miles  long.  Surveys  for  such  a  line 
were  made  some  years  ago  by  the  Lac 
Seul,  Rat  Portage  &  Keewatin  Ry.  Co., 
incorporated  by  the  Ontario  Legislature 
in  1903  and  re-incorporated  in  1908,  or 
by  another  company  chartered  by  the 
Dominion  Parliament  to  build  a  line 
from  the  Canadian  Northern  Ry.  west  of 
Port  Arthur  northerly  to  the  English 
River. 

Esquimau  &  Nanaimo  Ry. — The  plans 
for  the  highway  portion  of  the  Johnson 
St.  bridge,  Victoria,  have  been  finally 
approved  by  the  E.  &  N.R.  management, 
and  tenders  for  the  substnacture  were 
received  by  the  City  Council  to  Nov.  22. 
The  work  will,  it  is  expected,  be  com- 
pleted in  about  nine  months.  It  is  said 
that  contracts  for  the  steel  superstruc- 
ture and  for  the  bascule  span  will  be  let 
in  Feb.,  1921.     (Nov.,  pg.  606.) 

Essex  Terminal  Ry.  —  The  Dominion 
Parliament  will  be  asked  next  session  to 
extend  the  time  within  which  the  com- 
pany may  build  the  line  authorized  in 
1917,  from  its  existing  line  near  Ojibway 
to  Pelton,  Ont.,  seven  miles.  (Sept., 
1919,   pg.  491.) 

Flinflon  Mining  District.  —  We  are 
oflicially  advised  that  the  Manitoba  Gov- 
ernment has  arranged  with  the  Canadian 
National  Rys.  to  have  a  sui-vey  made,  at 
the  Government's  expense,  for  a  line  from 
some  point  on  the  Hudson  Bay  Ry.  to 
the  Flonflon  mining  district.  E.  M.  M. 
Hills  will  be  the  engineer  in  charge  of 
the  survey.  The  actual  date  of  starting 
the  survey  depends  upon  when  sufficient 
ice  has  formed  to  permit  of  being  tra- 
velled over.     It  is  expected  that  the  first 


party,  in  charge  of  J.  E.  Silcox,  will- 
start  early  in  December,  and  the  second 
party,  in  charge  of  A.  J.  Sill,  as  soon  as 
possible  thereafter.  It  is  stated  that  the 
Manitoba  Legislature  will  be  asked  next 
session  to  provide  for  the  construction 
of  the  railway.     (Nov.,  pg.  606.) 

Grand  Trunk  Pacific  Ry. — A  press  re- 
port states  that  contracts  have  been  let 
to  Olaf  Hansen,  J.  McNeil  and  Jennings 
Bros.,  for  the  supply  of  900,000  ties  at 
varies  points  between  Prince  George  and 
Prince  Rupert,  B.C.     (Sept.,  pg.  489.) 

Kettle  Valley  Ry.  —  The  branch  line 
from  Princeton  to  Copper  Mountain,  B. 
C,  14  miles,  is  reported  to  be  completed, 
and  application  has  been  made  to  the  Bri- 
tish Columbia  Government  for  the  pay- 
ment of  the  subsidy  of  $5,000  a  mile 
which  was  voted  by  the  Legislatui'e  to- 
wards its  construction.     (Oct.,  pg.  550.) 

Newfoundland  Ry.— The  St.  John's  City 
Council  has  been  asked  by  the  Newfound- 
land Railway  Commission  to  reconsider 
its  decision  regarding  the  proposed  tem- 
porary erection  east  of  the  St.  John's 
railway  station.  The  letter  was  referred 
to  the  city  solicitor  for  consideration. 
The  matter  came  before  the  Municipal 
Commission  Nov.  11,  when  the  applica- 
tion was  refused  on  the  grounds  that  the 
proposed  building  is  not  in  accordance 
with  the  law,  and  that  the  site  on  which 
it  was  proposed  to  erect  it  is  reserved 
for  city  purposes.     (Nov.,  pg.  607.) 

Pacific  Great  Eastern  Ry. — A  press  re- 
port states  that  the  last  girder  of  the 
bridge  over  Deep  Creek  was  put  in  posi- 
tion Oct.  28,  and  that  track  was  laid 
over  it  on  Nov.  1.  The  bridge,  which 
was  under  construction  for  about  14 
months,  was  fully  described  in  Canadian 
Railway  and  Marine  World,  Dec.  1919, 
pg.  654.  Canadian  Bridge  Co.  had  the 
contract  for  the  steel  work. 

A  press  report  states  that  with  favor- 
able weather  conditions  it  is  expected 
that  track  will  be  laid  into  Quesnel,  B. 
C,  by  Christmas.     (Nov.,  pg.  607.) 

Pere  Marquette  Rd. — A  press  report 
states  that  tenders  will  be  asked  shortly 
for  the  construction  of  a  station  at  Sar- 
nia,  Ont.,  the  work  to  be  gone  on  with  in 
the  spring.     (Oct.,  pg.  551.) 

Quebec  &  Chibougamau  Ry. — See  "The 
Quebec  &  Chibougamau  Ry.  Project,"  on 
another  page  of  this  issue. 

Timi.skaming  &  Northern  Ontario  Ry. 
A  press  report  states  that  Timmins,  Ont., 
Board  of  Trade  has  asked  the  Ontario 
Government  to  build  a  line  from  Tim- 
min.s,  on  the  T.  &  N.O.R.  to  the  Cana- 
dian National  Rys.  near  Sudbury.  Such 
a  line,  it  is  said,  would  pass  through  a 
well  timbered  and  mineralized  country, 
and  estimates  as  to  its  probable  length 
vary  from  44  to  75  miles.  The  Premier 
is  stated  to  have  advised  the  deputation 
that  while  a  wagon  road  would  probably 
be  built  through  the  district  in  the  near 
future,  the  question  of  extending  the 
railway  must  wait  for  a  time. 


Steel  Rails  Suit.  —  Arguments  were 
concluded  Nov.  9  in  the  Court  of  Ex- 
chequer in  the  case  of  the  Dominion  Iron 
&  Steel  Co.  vs.  the  Dominion  Government 
for  compensation  under  the  War  Meas- 
ures Act.  The  company  was  ordered  by 
the  Government  to  make  certain  quanti- 
ties of  steel  rails  at  certain  prices  at  a 
time  when  the  company  could  have  made 
greater  profits  on  turning  out  steel  for 
shells.     Judgment  was  reserved. 


The  Reid  Newfoundland  Co.'s  annual 
meeting  was  held  at  St.  John's,  Oct.  28, 
at  3  p.m..  President  H.  D.  Reid  in  the 
chair.  The  directors'  report  contrasted 
the  industrial  depression  prevailing  al- 
most all  over  the  world  with  the  unusual 
activity  in  the  pulp  and  paper  industry 
in  Newfoundland,  which  gives  hopes  of 
a  very  large  development  of  the  water 
'  powers  ami  timber  areas  of  that  Domin- 
ion. The  company's  railway  and  steam- 
ship operations  showed  an  increased  de- 
ficit, owing  to  the  rising  costs  of  coal 
and  labor,  but  the  Newfoundland  Gov- 
ernment has  undertaken  to  improve  the 
standard  of  the  railway.  Shortage  of 
coal  supplies  retarded  operation  during 
the  winter  of  1919-1920,  which  was  the 
most  severe  for  50  years.  Extensive 
ballasting  has  been  continued  and  the 
roadbed  is  in  excellent  condition.  Loco- 
motive power  is  in  first  class  shape.  The 
earnings  from  the  electric  and  dock  de- 
partments maintained  steady  progress, 
but  extensions  and  improvements  to 
these  are  necessary  and  will  be  under- 
taken during  1921.  Group  insurance  on 
all  employes  has  been  effected  and  is  ex- 
pected to  encourage  co-operation  and  ef- 
ficiency. The  retiring  directors  were  re- 
elected. At  a  special  meeting  later  on 
the  same  day,  held  under  the  provisions 
of  the  Companies  Act,  it  was  decided  to 
register  the  company  under  that  act  so 
as. to  get  the  benefit  of  the  code  of  pro- 
cedure which  the  act  provides  and  which 
is  not  available  to  chartered  companies. 

On  Nov.  4  Reid  Newfoundland  Co.  Ltd. 
was  incorporated  under  the  Newfound- 
land Companies  Act,  with  authorized 
capital  of  $15,000,000  in  150,000  shares. 
The  objects  of  the  newly  incorporated 
company,  as  set  forth  in  the  memoran- 
dum of  association,  are,  briefly,  to  oper- 
ate and  further  develop  the  present  rail- 
way system  and  its  branch  lines,  to  oper- 
ate the  present  street  railway,  electrical 
plants,  dry  dock,  etc.,  to  operate  the 
steamship  services  now  under  the  com- 
pany's control,  to  bjild,  purchase  or 
otherwise  acquire  ships  for  the  purpose 
of  maintaining  or  developing  these  ser- 
vices, to  develop  the  natural  resources 
of  the  country  or  that  section  thereof 
for  which  it  has  grants,  such  as  mining, 
timber,  etc.,  and  in  the  operation  of  the 
railway  and  steamship  services,  the  com- 
pany is  to  have  priority  over  all  other 
railways  operated  in  Newfoundland, 
whether  run  by  steam,  electricity  or 
otherwise. 

A  protest  against  the  incorporation 
was  filed  by  Sir  William  D.  Reid  and  by 
C.  H.  Cohen,  attorney  for  Miss  Harriet 
Reid. 

The  directors  of  the  newly  incorporat- 
ed company  are  H.  D.  Reid,  President; 
R.  G.  Reid,  Vice  President;  C.  O'N.  Con- 
roy,  Treasurer;  J.  P.  Powell,  H.  B.  Thom- 
son and  J.  M.  Forbes. 


The  Minister  of  Railways  in  England. 

Hon.  J.  D.  Reid  is  reported  to  have  said 
at  the  Canadian  Club  luncheon  in  Lon- 
don, Eng.,  Nov.  15,  that  the  proprietors 
of  the  Grand  Trunk  and  the  Grand  Trunk 
Pacific  Railways,  through  the  Canadian 
Government  taking  over  these  systems, 
would  have  their  investments  absolutely 
safe  for  all  time  and  would  never  have 
to  fear  for  their  dividends  or  their  prin- 
cipal. The  Canadian  Government  had 
been  criticized  for  building  in  advance 
of  requirements,  but  such  building  had 
hastened  the  development  of  the  country. 


(vl6 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


December.  1920 


Railway  KollinK  Stock  Orders  and  Deliveries. 


Imprrfnl  Oil  I. til.  him  iiKTiv«'d  IH  tank 

III'      '  ■   ir\  Car  &   Koumlry  Co. 

inllnncl  Cii.  hn»  orclcr- 

1  from   Hahlwin   1,<k-o- 

inulur     Willi.... 

The  C.I'.R.,  iH'twocn  Oct.  16  and  Nov. 
17,  reci-ivitl  6  vans  from  its  Winnipeg 
fop.. 

The  G.T.R.  has  recei%cd  4  »ix-wheel 
«wit«-hinjr  loconiolivos  from  it-s  Point  St. 
Charli-K  .nhops,  Montreal,  and  7  eight- 
whfcl  Rwil«-hin>r  liH-oniotivi'.s  from  Cana- 
dian  LiM-oniotive  Works. 

Canada  Crt-osotinjr  Co.  ha.s  ordered  200 
tie  carsi  from  Canadian  Car  &  Foundry 
Co.  for  delivery  by  May  21,  1921.  Kol- 
lowintr  are  the  chief  details: — 

l^rntfth    ovrr    bufTrr    raatinin> f*    ft.    A\   in. 

Kitrrmr    width    6    fL    7'^,  in. 

II|»Unrr   brtwrrn    haclu   of  whwia 2    ft.   3\    in. 

ll«-tKht  from  top  of  rmtl  to  top  of  rrmovablr 

h«lr  hkI   _ 6  ft.  »  27  32  in. 

Ilriirht  fnim  tup  of  reoil  to  top  of  mil  •iU..U\  in. 

Canadian  Car  &  Foundry  Co.,  between 
Oct.  15,  and  Nov.  15,  made  the  follow- 
in>:  deliveries: — .■!75  box  cars  from  Mont- 
real, and  165  refrigerator  cars  from  Am- 
heri^t,  N.S.,  to  Canadian  National  Rys.; 
12  dining  car  frames  and  10  baertraKe 
car  frames  from  Montreal  for  C.P.R.; 
;t  locomotive  caboose."  and  G  motor  trucks 


urfar*.    Iub««    » 
itrtmfr,    flrrbox 
urfftrv,    total 


_   U*  -I.  ft. 

....  t»  tq.  (I. 
I.OU  xi.  ft. 
20.2  HI.  ft. 
.    22.100    lb. 

._ - (4« 

.  H«n4  )vv«r 
_  t.OOO  nlL 
:.70»    lb. 


Ilralit« 


Krvrnr  iirsr  ... 
Capacity.  wat«r 
Caparity.    roal 

The  TimiskaminK  Si  Northern  Ontario 
Ry.  has  ordered  4  I'acilic  type  (4-6-2) 
locomotives  from  Canadian  Locomotive 
Co.  They  will  be  the  first  in  Canada  to 
he  equipped  with  the  booster  enRine. 
Following  are  the  chief  details: — 

Wriitht   on   .Irivpn   _ 1S5.000  lb. 

Wciicht.    toUl 2&2.000  lb. 

Whr»l    ba>r  of  pnsinr.   rtarM  12   fU  2   in. 

Whi^l   lui.c   of  cnvinr,   toUl   82   ft.   6  in. 

Whi-rl  banc  of  cnicinc  and  trndrr SO  ft.  a'-i   in. 

(■•■nlinii  aurfacc.  nrrbai  and  arch  tubn  217  tii.  ft. 

liratiiiK   Kurfacc,    tub<->  and   flua   2.716   xi.  ft. 

Il.-atJnii  Kurfacc.  toUl  2,933  »n.   ft. 

Iirivinif   wh.Tlii.   diar 69  in. 

PriMni;    wh<-<'l   ccntcra   Ca»t   atwl 

Drivinir    joumala    10    x    13  in. 

Cylinilom.  diar.  and  atrake  „ 23  x  28  in. 

Holier,    type    „ Radial    aUyrd 

Itoilrr    preaaure    «„.. „„.... 200    lb. 

Tube.  no.  and  diar.  170— 2^  In.:  »2— SVi  in. 

Tubi-«.    lenKth    18    ft.    8  in. 

Inji?ctora  „ Ontario 

Safely    valve*   _ Coale 

Mrakca  Weatiitffhouac  American 

ParltinK     Paxton-Mitchcll 

Supt-rht-ater  Superheater  Co. 'a  type   A 

rinc  Franklin  Railway  Supply  Co. 


.•^p.o,l 


Itol 


Railway  Finance,  Meetings,  Etc. 

Canadian  Pacific  Rjr. — A  dividend  of 
ZliVc  has  iM'en  declared  on  the  common- 
stock  for  the  quarter  ended  Sept.  30,  be- 
inK  at  the  rate  of  lOTc  a  year.  Of  this, 
7^^  is  paid  out  of  revenue,  and  3''r  from 
special  income  account.  The  dividend  is 
payable  Dec.  31,  to  shareholders  of  rec- 
ord of  Dec.  1. 

Guelph  Junction  Ry. — A  press  report 
states  that  at  the  quarterly  meetinif  of 
directors  at  Guelph,  Ont.,  Nov.  17,  a 
statement  was  submitted  from  the  C.P. 
R.,  which  operates  the  line,  showing  that 
there  had  been  a  slight  decrease  in  the 
earnings  for  the  three  months  ended 
Sept.  30,  compared  with  the  correspond- 
ing three  months  of  1919.  A  substantial 
dividend  is  said  to  have  been  declared 
and  paid  to  the  Guelph  City  Council. 

New  York  Central  Rd. — There  has  been 
deposited  with  the  Secretary  of  State  at 
Ottawa  a  copy  of  a  lease  dated  Sept.  27, 
Guaranty  Trust  Co.,  New  York,  as  trus- 
tee, to  the  New  York  Central  Rd.  Co., 
under  the  New  York  Central  Rd.  Co. 
Equipment  Trust  of  1920. 

Pacific  Great  Eastern  Ry. — The  follow- 
ing statement  is  reported  to  have  been 
given  out  by  the  British  Columbia  Prime 
Minister  at  Victoria  Nov.  12: — "The 
Comptroller   of   the   railway   advises   me 


""^inlfc    ^^ 

^m.  — 1 —                -=>  .... 

"t  a  a  J       1 

^W^^^^^^KCgMM^r^  '  W-^^Am^JI 

.  .*.  -.:u.ffl 

•  —  ^,jw.r^ 

Kiitht-whccl    Switchini:    I.' 


r.ind    Trunk    l{ail> 


from  Muntreal  fur  Hydro  Klectric  Power 
Comniis.sion  of  Ontario  and  IS  tank  cars 
from  Montreal  for  Imperial  Oil  Ltd. 

The  G.T.R.  has  received  7  eight-wheel 
switching  locomotives  from  Canadian  Lo- 
comotive Co.,  an  illustration  of  which 
appears  on  this  page.  These  complete 
an  order  for  25  placed  in  March.  Fol- 
lowing are  the  chief  dimensions: — 

Holler,    type    Radial    aUyed 

Holler  diar..   front   „ 60  9,  16  in. 

Holler    diar.     larscat    76  in. 

Kirrboz    _ 96'<,    X   7514 

Tul«Ti.   no.  and  diar.  IgX  2  In.— 25  S%  In. 

Tube.,    lenirth    12    ft.   4  in. 

Healinif   aurface.   firebox   „ _„..._..    168  aq.  ft. 

II. limit    aurface.    tube*    „    1.168   a<].   ft. 

Halirii;    .urface,    flu.Ti    608,r.    aq.   ft. 


rfare 


urface.   total 


ch  tubta 


26  aq.   ft. 


- 1,970,,',   aq.   ft, 

i.rale   are*    r>0.6a   aq.   ft. 

SUtybolta    Drown'a    iron 

The  Hydro  Electric  Power  Commission 
of  Ontario  has  ordered  2  four-wheel  sad- 
dle tank  kicomotives  from  Montreal  Loco- 
motive Works.  Following  are  the  chief 
details:  — 
WeiihU    toul    .,.„ 

Wheel    baae _ „.. 

Cylinder*,   diar.  and  ■ink*. 
Drivinir   wheela.  diar.  ......... 

Drivlnif    journal*   ...„..__..._.. 

Boiler,   type      

Roller    pre*au 

Holler   diar..    inaide   flnt   rins 

Kireboi.   length   and  width 

Tube*,    nu.    and    diar „.. 


„,    99,800  lb. 

7  ft. 

16  X   24  in. 

42  In. 

Sl^   X   9  in. 

Straiitht   top 

180    lb. 

f.l   In. 

..S2  3/1*  X  66%  In. 
1S«     2  in. 


Cab    Vestibule    type,    nil    etoel 

WciEht   of   tender   loaded   1.^6.000  lb. 

Tender  capacity,   water   6.500   imp.   KftU. 

Tender    capacity,    coal    12    tons 

Tender,   type.  „WaUr  bottom,  veatibule  atUchment 

Truck,  type   4  wheel.  Commonwealth 

Truck    wheel,   diar 36    in. 

Wheel,   type   Steel   tired,   caat  ateel   center 

Truck  joumala  _ 6Vi  x  10  in. 

Brake  beams  Simplex  hish  apeed 


Inverness  Railway  &  Collieries  Ltd. — 

As  stated  in  Canadian  Railway  and  Ma- 
rine World  recently,  the  Inverness  Ry. 
&  Coal  Co.'s  properties  in  Cape  Breton 
have  been  sold  to  M.  E.  C.  Henderson,  of 
H.  I).  McKenzie  Co.,  Halifax,  N.S.,  and 
the  name  of  the  company  has  been 
changed  to  Inverness  Railway  &  Col- 
lieries Ltd.,  of  which  M.  E.  C.  Hender- 
son is  President,  and  J.  F.  Smith,  Hali- 
fax, Vice  President;  F.  C.  Bigelow  is 
Railway  Superintendent,  and  S.  G.  Davis, 
General  Sales  Agent,  both  being  at  Port 
Hastings,  N.S. 

Thefts  by  C.P.R.  Employes.  —  L.  C. 
Smith  and  .1.  L.  Derrick,  C.P.R.  employes 
at  Regina,  Sask.,  were  sentenced  to  six 
months  imprisonment  each,  Nov.  10,  for 
receiving  a  quantity  of  whiskey  stolen 
from  a  shipment  to  Winnipeg.  The  judge 
said  he  was  not  at  all  sure  that  the  men 
did   not  actually   steal    the  goods. 


that  from  Jan.  1,  1917,  to  Feb.  23,  1918, 
during  which  time  the  operation  of  the 
railway  was  under  the  control  of  P. 
Welch,  the  percentage  of  loss  of  opera- 
tion as  compared  with  the  revenue  was 
117.  From  Feb.  23,  1918,  to  July  31, 
1920,  the  percentage  of  loss  in  propor- 
tion to  revenue  was  58.7  During  August 
and  September,  under  the  present  man- 
agement, the  percentage  of  loss  to  reve- 
nue was  43.5." 

SUnstead.  ShelTord  &  Chambly  Ry. 
Co. — The  following  officers  and  direc- 
tors have  been  elected  for  the  current 
year: — Chairman,  Howard  G.  Kelley, 
Montreal;  President,  Hon.  G.  G.  Foster, 
Montreal;  Vice  President,  Hon.  M. 
Smith,  Cowansville,  Que.;  other  direc- 
tors: W.  H.  Robinson,  Granby,  Que.;  W. 
H.  Miner,  Granby,  Que.;  J.  P.  Noyes, 
Cowansville,  Que.;  B.  R.  Corless  and  J. 
G.  Smith,  St.  Albans,  Vt.;  SecreUry- 
Treasurer,  J.  H.  Lefebvre;  Assistant 
Secretary-Treasurer,   B.   R.  Corless. 


Port   Haney    I.oRginK    Railway.   —    A 

press  report  states  that  a  contract  has 
been  let  to  Northern  Construction  Co.. 
Vancouver,  to  build  about  five  miles  of 
logging  railway  in  the  Port  Haney  sec- 
tion of  Maple  Ridge  municipality,  B.C. 


December,  1920 

Canadian  National  Railways  Construction,  Betterments  Etc. 


647 


Sydney,  N.S. — The  city  council  has 
asked  the  C.N.R.  to  repair  the  portion  of 
Dood  St.,  adjoining  the  station,  which  is 
owned  by  the  Railways  Department.  The 
section  owned  by  the  city  is  only  12  ft. 
wide,  the  Government  owning  the  rest. 

Yarmouth  Locomotive  House  Destroy- 
ed.— The  Halifax  &  Southwestern  Ry.'s 
frame  locomotive  house  at  Yarmouth,  N. 
S.,  with  its  equipment,  tools,  and  a  quan- 
tity of  railway  supplies,  was  destroyed 
by  fire  recently. 

St.  John  Yards. — The  work  in  progress 
during  the  summer  at  the  St.  John,  N.B., 
yards,  is  reported  to  be  practically  com- 
pleted. In  addition  to  the  installation  of 
a  number  of  private  sidings,  and  e.xtra 
tracks  on  Water  St.,  accommodation  for 
about  GOO  more  cars  has  been  provided. 

National  Transcontinental  Uy.  Yards, 
Moncton. — A  press  report  of  Nov.  12 
stated  that  most  of  the  woi-k  of  dis- 
mantling the  N.T.R.  yard  at  Moncton, 
N.B.,  had  been  done.  The  locomotive 
house  was  almost  entirely  demolished, 
the  machine  shop  was  being  taken  down, 
and  th,e  coaling  plant  was  entirely  de- 
molished. It  is  reported  that  the  yard 
will  be  done  away  with  entirely,  except 
possibly  for  the  storage  of  old  cars. 

Quebec  Hotel. — A  Quebec  dispatch  of 
Nov.  9  said  that  it  was  unofficially  re- 
ported there  that  tentative  plans  were 
being  entertained  by  the  C.N.R.  for  the 
erection  of  a  large  hotel  there,  along  the 
line  of  the  Chateau  Laurier,  Ottawa.  We 
are  officially  advised  that  the  report  was 
without   foundation. 

Chaudiere  Jet.  Coaling  Plant. — Tend- 
ers were  received  recently  for  the  con- 
struction of  a  350  ton  mechanical  coal- 
ing plant  at  Chaudiere  Jet.,  Que. 

Fresniere-St.  Jerome  Line.  —  Tenders 
were  received  to  Nov.  30  for  clearing, 
fencing,  grading,  culverts  and  bridge  sub- 
structures on  a  line  rfom  mile  25.16,  La- 
chute  Subdivision,  near  Rinfret  Jet.,  Que., 
to  mile  23,  Grenville  Subdivision,  near 
Fresniere,  Two  Mountains  County,  about 
12  miles.  We  are  officially  advised  that 
this  line  will  extend  from  near  Fresniere, 
on  the  Grenville  Subdivision,  about  23 
miles  from  the  Montreal  tunnel  termi- 
nal station,  to  near  Rinfret  Jet.,  which 
is  the  point  of  connection  of  the  Mont- 
fort  Subdivision  with  the  Lachute  Sub- 
division. There  is  considerable  summer 
traffic  on  the  Montfort  Subdivision,  which 
serves  the  Laurentian  Mountains  sum- 
mer resorts.  Access  to  this  country  has 
been  greatly  handicapped  through  want 
of  direct  train  service  with  Montreal. 
At  present,  passengers  from  the  Mont- 
fort Subdivision  transfer  to  the  C.P.R. 
at  Montfort  Jet.,  and  are  taken  to  the 
Place  Viger  station,  Montreal.  This  has 
never  been  a  very  satisfactory  arrange- 
ment for  travellers  on  this  line  and  has 
held  back  the  development  of  the  sum- 
mer resorts.  To  reach  Rinfret  Jet.  at 
present  on  the  C.N.R.  it  is  necessary,  if 
going  from  the  tunnel  terminal  sta- 
tion, to  travel  via  Gushing  Jet.,  a  dis- 
tance of  86  miles;  from  Moreau  St.  sta- 
tion, Montreal,  the  distance  is  70  miles. 
The  new  line  will  give  a  route  of  35  miles 
from  the  tunnel  terminal  station.  The 
gradients  and  curvature  on  the  existing 
lines  are  not  e-xcessive,  and  there  will  be 
no  change  in  these,  the  whole  improve- 
ment being  in  the  distance  to  be  tra- 
velled, particularly  between  Rinfret  and 
the  tunnel  terminal  station.  The  line 
from   Fresniere    to    St.   Jerome   is  very 


straight,  with  few  gradients   of  any  ac- 
count. 

There  will  be,  on  the  new  construction, 
a  steel  bridge  over  the  Deschenes  River, 
immediately  after  leaving  the  Grenville 
Subdivision,  but,  outside  of  about  half  a 
dozen  concrete  culverts,  there  will  be  no 
other  structure  of  any  account.  The 
grading  will  be  very  light.  It  is  intend- 
ed to  start  work  as  soon  as  the  frost  is 
out  of  the  ground  in  the  spring,  and  to 
have  track  laid  and  the  line  finished  by 
next  autumn. 

Toronto  to  Parry  Sound  Betterments. 
Construction  gangs  between  Toronto  and 
Parry  Sound,  which  have  been  engaged 
during  the  summer  and  autumn  on  bet- 
terments, are  finishing  up  for  the  season. 
The  work  covered  the  putting  in  of  con- 
crete culverts,  concrete  abutments  for 
permanent  bridges,  replacing  temporary 
trestle  structures;  some  new  steel  bridge 
superstructures;  widening  embankments 
and  cuts;  improving  the  drainage  at  the 
sides  of  the  tracks;  ballasting;  enlarg- 
ing existing  buildings  and  putting  up  ad- 
ditional buildings.  The  ballasting  has 
been  done  at  a  number  of  points,  the 
track  being  raised  and  levelled  up,  a  num- 
ber of  sags  being  taken  out.  A  con- 
siderable mileage  in  all  has  been  given 
a  big  coating  of  ballast,  and  at  some 
points  the  track  has  been  raised  from 
3  to  5  ft. 

One  of  the  larger  bridge  structures 
replaced  is  at  the  crossing  of  the  Trent 
Valley  Canal,  where  the  old  120  ft.  truss 
span,  which  was  28  ft.  above  water 
level,  has  been  replaced  by  a  135  ft. 
through  truss  span  35  ft.  above  water 
level. 

Surveys  are  reported  to  have  been 
made  at  various  points  on  the  line  be- 
tween Beaverton  and  Washago,  with  a 
view  to  linking  up  the  C.N.R.  with  the 
G.T.R.,  so  as  to  do  away  with  dupli- 
cate tracks,  and  provide  for  an  inter- 
change of  traffic  between  the  two  lines. 
Some  improvement  along  this  line  is  re- 
ported to  have  been  made  in  the  vicinity 
of  Orillia,  and  it  is  reported  that  fur- 
ther work  is  to  be  done  which  will  have 
the  effect  of  doing  away  with  the  C.N. 
R.  stub  line  from  Udney  into  Orillia.  A 
connection  between  the  two  lines  has 
been   completed    at   Washago. 

Trestle  Fill  near  Parry  Sound.  — 
There  has  been  completed  on  the  line 
between  Toronto  and  Capreol,  Ont.,  a 
large  trestle  fill  at  mile  5.2  north  of 
Parry  Sound,  the  work  on  which  was 
begun  in  1918.  The  trestle,  which  was 
built  in  1905,  was  925  ft.  long,  with  a 
maximum  height  of  60  ft.  A  15  ft. 
concrete  culvert  was  built  to  take  care 
of  the  water,  which  required  1,539  yards 
of  concrete,  and  a  15  ft.  flat  culvert 
under  the  roadway  required  298  yards 
of  concrete.  The  approximate  quantity 
of  material  required  to  fill  the  trestle 
was  197,000  yards.  The  work  was  done 
by  the  Dominion  Construction  Co.  un- 
der the  superintendence  of  Resident 
Engineer   Mcllwain,    of   Parry    Sound. 

Westree  to  Kenogami  Lake. — The  con- 
struction of  a  railway  to  branch  off 
from  the  C.N.R.  at  Westree,  64  miles 
west  of  Capreol,  Ont.,  to  Kenogami 
Lake,  four  miles  west  of  Swastika,  and 
on  the  Timiskaming  &  Northern  On- 
tario Ry.,  is  being  advocated.  The  dis- 
tance is  approximately  80  miles,  and 
the  country  through  which  it  would 
pass  is  said  to  possess  timber  and  min- 
eral   resources. 


Hornepayne   Terminal    Buildings. —   A 

locomotive  house,  machine  shop  and 
other  buildings  are  under  construction 
at  Hornepayne,   Ont. 

Bridge  at  Beardmore. — A  bridge  is 
under  construction  near  Beardmore, 
Ont.,  between  Jellicoe  and  Orient  Bay, 
the  contractors  being  Campbell  &  Lati- 
mer. 

Saskatchewan  Branch  Lines.  —  The 
following  resolution  was  passed  by  the 
Saskatchewan  Legislature  Nov.  17: — 
"That,  in  the  opinion  of  this  Assembly, 
the  Dominion  authorities  should  be  peti- 
tioned to  appropriate  at  the  earliest  pos- 
sible date  sufficient  sums  of  money  to 
complete  the  Canadian  National  Rys. 
branch  lines  which  are  already  projected 
into  various  sections  of  the  province,  and 
that  they  should  be  urged  to  continue 
construction  work  on  such  branch  lines 
and  complete  them  at  the  earliest  pos- 
sible date." 

Oliver  to  St.  Paul  de  Metis. — Grading 
was  started  in  1915  on  a  line  from  Oliver 
to  St.  Paul  de  Metis,  about  125  miles, 
for  100  miles  of  which  the  Alberta  Leg- 
islature guaranteed  the  bonds.  It  was 
reported  to  the  Alberta  Legislature  in 
1916  that  86.5  miles  of  grading  had  been 
completed,  and  in  1917  that  grading  on 
the  whole  100  miles  to  Villette  post  office 
was  completed.  Track  laying  was  start- 
ed in  Jan.  1917,  and  this,  with  bridge 
building,  was  proceeded  with  as  far  as 
Sucker  Creek,  44  miles,  where  work  was 
suspended.  Track  laying  and  other  fin- 
ishing up  work  was  resumed  during  1919, 
when  track  was  laid  for  100  miles,  and 
about  20  miles  of  additional  grading  was 
done;  A  press  report  states  that  track 
was  laid  into  St.  Paul  de  Metis,  Oct.  29, 
1920.  The  railway  enters  the  town  on 
the  northern  side  and  a  station  is  to  be 
built  a  short  distance  north  of  the  pres- 
ent business  center  on  Main  St. 

An  order  passed  by  the  Board  of  Rail- 
way Commissioners  at  the  end  of  1916, 
described  the  line  as  the  Oliver-Battle- 
ford  branch.  This  would  suggest  the 
continuation  of  the  line  easterly  from 
St.  Paul  de  Metis  and  its  ultimate  con- 
nection with  the  branch  line  from  Battle- 
ford,  now  terminating  at  Turtleford, 
Sask. 

Onoway  to  Whitecourt. — A  branch  line 
from  Onoway  to  Sangudo,  Alta.,  has 
been  in  operation  for  several  years,  and 
in  1913  grading  was  completed  to  White- 
combe,  on  the  Athabasca  River.  Work 
was  then  abandoned  and  nothing  was 
done  until  the  summer  of  1919,  when  the 
grades  was  gone  over  and  track  laying 
was  resumed  in  Dec.  1919,  with  the  re- 
sult that  the  line  was  completed  and  put 
in  operation  as  far  as  Robinson,  34.9 
miles  from  Onoway,  two  miles  beyond 
Sangudo,  early  this  year.  Some  track 
was  laid  beyond  Robinson,  but  the  work 
was  never  finished,  and  owing  to  spring 
floods  it  got  into  very  bad  condition.  A 
gang  of  men  is  reported  to  have  been 
engaged  during  the  past  summer,  lifting 
the  track  westward  from  Roljinson's 
Crossing.  Rails  are  reported  to  be  on 
hand  to  lay  track  to  mile  59,  and  some 
miles  of  grading  are  required  to  be  com- 
pleted, together  with  the  repair  or  con- 
struction of  25  bridges  of  various  sizes, 
none  of  them,  however,  being  large  struc- 
tures, before  the  line  is  completed  to 
Whitecourt.  At  this  point  access  will  be 
had  to  large  gravel  pits  for  ballast. 

Vancouver  Terminals. — A  press  report 
states  that  a  contract  has  been  let  to  the 


G4M 


CANADIAN  KAILWAY  AND  MAUINK  WOULD 


December,  1920 


Tn.  ifl>-  ri.nstru.  ti..n   C.    for  th.'   ...mplc- 

uith 

.\<T. 

Ihc 

■  linn 

..1  of 
t!.  M:iin  St.  I'li'lkrc;  llllint  I'l  wlirri'  Tv- 
i|uiri-<l;  thi-  pnvini;  of  Mnin  St.  to  tho 
M-n  wnll:  and  othiT  inriilcnlnl  work. 
Work  wns  rv|>orti'<l  to  have  Won  started 
Nov.  I,  line)  it  in  mtid  that  it  will  be  fin- 
ichi'il  cnrly  in   I'.i'Jl. 

Vanrourrr  iNland  RxtrnNionn. — A  press 
rrpnrt  states  that  thi-  Premier  of  British 


rolumbia  di*cuBtcd  with  D.  B.  Hanna, 
President,  C.N.R.,  reeently,  the  question 
of  the  c-onipletion  of  the  extension  of  the 
line  from  Cowirhan  Ijike  to  Alliemi  anil 
the  Nitinnt  country.  It  is  stated  that 
I'nited  States  owners  of  timtK-r  limits 
on  Vancouver  Island  want  to  develop 
their  properties  and  to  establish  mills  at 
Alberni,  and  are  only  awaitintr  the  ex- 
tension of  the  railway  in  order  to  pro- 
ceed with  the  work.  The  distance  from 
Cowichnn  Ijike  to  AllK-rni  is  about  30 
miles,  (irudinir  on  the  section  is  report- 
ed to  be  practically  completed.  (Nov., 
PK.  610.) 


Traffic  Orders  by  Board  of  Railway  Commissioners. 


Fre«   Transportation    .Authorized. 

General  order  ;U7.  Oct.  27.  —  Kc  ap- 
plication of  Railway  As."ociation  of  Can- 
ada, on  behalf  of  railway  companies  sub- 
ject to  the  Board's  jurisdiction,  for  au- 
thority to  issue  free  transportation  un- 
der sec.  .'!4.i  of  the  Railway  Act,  1919. 
Tpon  rendintr  the  application  and  con- 
-i«lerin>:  what  has  been  urped  in  support 
t  hereof,  the  Board  orders  that  railway 
•  ompanies  be  permitted,  until  further 
'>rder,  to  issue  free  transportation  in  the 
lollowintr  instances,  viz.:  Apents  of  the 
lmmi(rration  and  Colonization  Depart- 
ments. Governments  of  Ontario,  Quebec, 
New  Brunswick,  Nova  Scotia,  and  Prince 
Edward  Island,  actually  accompanyinp: 
parties  of  immifrrantf  from  the  Atlantic 
seaboard  to  points  within  their  respec- 
tive provinces,  or  when  travellinK  to  the 
seaboard  for  this  purpose. 

Railway  Y.M.C.A.  officers  and  em- 
ployes, bona  tide  cnpaped  in  railway 
work,  and  dependent  members  of  their 
families,  over  railway  upon  which  rail- 
way branch  of  Y.M.C.A.  at  which  em- 
ployed is  located;  also  such  jreneral  offi- 
cers of  the  Y.M.C.A.  as  are  bona  fide  en- 
jraped  in  railway  work. 

Such  officers  and  apents  of  the  Salva- 
tion Army  as  are  bona  fide  engaped  in 
immigration    work. 

Cumberland  Coal  &   Railway. 

.30,284.  Nov.  1.— Re  application  of  Cum- 
berland Railway  &  Coal  Co.,  under  see.  334 
of  the  Railway  Act,  1919,  for  approval  of 
its  Standard  Passenper  Tariff,  Supple- 
ment 1  to  C.R.C.  5.  Upon  the  report  and 
recommendation  of  the  Board's  Chief 
Traffic  Officer,  it  is  ordered  that  the  said 
tariff  supplement  be  approved;  the  said 
tariff,  with  a  reference  to  this  order,  to 
Ik.'  published  in  at  least  two  consecutive 
weekly  issues  of  The  Canada  Gazette. 

.■!0,2S.'i.  Nov.  1. — Re  application  of  Cum- 
berland Railway  &  Coal  Co.,  under  sec.  331 
of  the  Railway  Act,  1919,  forapproval  of 
its  Standard  Freipht  Tariff,  Supplement 
1  to  C.R.C.  10.  Upon  the  report  and 
recommendation  of  the  Board's  Chief 
Traffic  Officer,  it  is  ordered  that  the  said 
tariff  supplement  be  approved;  the  said 
tariff,  witn  a  reference  to  this  order,  to 
be  published  in  at  least  two  consecutive 
weekly  i.^sues  of  The  Canada  Gazette. 
FreJKht  Rate  for  Fir  Piles. 

.30,310.  Nov.  10.— Re  application  of 
Great  I.,akes  Dredpinp  Co.  for  an  order 
requirinp  that  the  cubical  contents  of 
shipments  of  quantities  of  fir  piles,  ship- 
ped by  the  company  from  British  Col- 
umbia to  Ojibway.  Ont.,  be  ascertained 
by  the  formula  jtiven  for  round  timber 
in  Canadian  Freipht  Classification,  and 
that  the  freipht  charpes  be  based  on  an 
estimated  weipht  of  3.2  lb.  per  footboard 
measure  of  the  piles.  Upon  hearinp  the 
application   at    Ottawa,    July    6,    in    the 


presence  of  counsel  for  the  applicant 
company,  and  the  Canadian  Pacific,  and 
Canadian  National  Railways,  and  upon 
readinp  the  written  submissions  filed, 
the  Board  orders  that  the  application  be 
refused. 
Interswitching  Toll  on  Lumber  at  To- 
ronto. 

.30,312.  Nov.  9.— Re  complaint  of  R. 
Laidlajv  Co.,  Toronto,  that  the  C.P.R. 
exacts  the  team  track  interswitchinp  toll 
of  2c.  per  100  lb.  on  cars  unloaded  by  it 
on  the  Toronto  Power  Co.'s  private  sid- 
inp  at  North  Toronto.  Upon  hearinp  the 
complaint  at  Toronto,  Sept.  3rd,  in  the 
presence  of  representatives  of  the  ap- 
plicant, the  C.P.R.  and  the  Canadian 
Manufacturers'  Associations,  the  Board 
declares  that  the  said  interswitchinp  toll 
of  2c.  per  100  lb.  was  wronpfully  made; 
and  the  C.P.R.  is  authorized  to  repay  to 
the  applicant  the  excess  amount  charped 
and  collected  by  it  on  cars  consipned  to 
the  applicant  and  placed  by  the  C.P.R. 
on  the  Toronto  Power  Co.'s  private  sid- 
ing. 

Western  Power  Co.'s  Freight  Tariff. 

30,303.  Nov.  9. — Re  application  of 
Western  Power  Co.  of  Canada,  under  sec. 
331  of  the  Railway  Act,  1919,  for  ap- 
proval of  its  Standard  Freipht  Mileape 
Tariff  C.R.C.  B-11.  Upon  the  report  and 
recommendation  of  the  Board's  Chief 
Traffic  Officer,  it  is  ordered  that  the  said 
toriff  be  approved;  the  said  tariff,  with  a 
reference  to  this  order,  to  be  published 
in  at  least  two  consecutive  weekly  issues 
of  The  Canada  Gazette. 
Live  Stock  Unloading  and  Reloading 
Charge.s. 

30,339.  Nov.  8.— Re  complaint  of  Cal- 
pary  Live  Stock  Exchanpe  apainst  charpe 
made  by  the  railway  companies  for  un- 
loading and  reloadinp  live  stock.  Upon 
hearinp  the  complaint  at  Calpary,  Alta., 
October  20,  the  complainant,  and  the 
Canadian  Pacific,  and  Canadian  National 
Railways  beinp  represented,  the  Board 
orders  that  the  complaint  be  dismissed. 


Mount  Royal  Tunnel  &  Terminal  Co.'s 

Aassessment. — Montreal  assessors  placed 
a  value  on  the  company's  tunnel  in  the 
city  for  taxation  purposes,  which  was 
upheld  in  the  Recorder  s  Court,  to  which 
the  company  appealed.  This  decision  was 
appealed  to  the  Practice  Court  on  two 
prounds,  first  that  the  tunnel  was  not 
subject  to  taxation,  and  secondly  that 
an  exapperated  value  had  been  placed 
upon  the  property.  Judpment  was  de- 
livered Nov.  3,  both  appeals  beinp  dis- 
missed with  costs. 

Newfoundland  Railway  Commission  is 
reported  to  hove  started  a  motor  truck 
ser\'ice  between  the  (^alfields  at  South 
Branch,  and  the  railway,  the  trucks  car- 
rying 6  tons  of  coal  each. 


Tran.spfirtatinn  IntereHLs  Contribu- 
tions to  McGill  University. 

In  connection  with  the  centennial  en- 
dowment campaign  to  raise  $.'>,000,000 
for  .Mc(iill  University,  Montreal,  K.  W. 
Beatty,  K.C.,  President,  C.P.R.,  on  behalf 
of  the  governors,  was  chairman  of  an 
inaugural  dinner  at  Montreal  on  Nov.  13. 
Among  the  contributors  to  the  fund  arc 
the  following:— 1250,000,  C.P.R.  Co.; 
$100,000,  R.  B.  Angus,  director,  C.P.R.; 
Sir  Herbert  Holt,  director,  C.P.R.;  $.'.0,- 
000,  Senator  L.  C.  Webster,  President, 
WebsUr  Steamship  Co.,  etc.;  $2.i.000,  E. 
W.  Beatty,  K.C.,  President,  C.P.R.;  C. 
R.  Hosmer,  director,  C.P.R.;  Canadian 
Consolidated  Rubber  Co.;  Canadian  Ex- 
plosives Ltd.;  I.,ake  of  Woods  Milling 
Co.;  $15,000,  Sir  Vincent  Meredith,  di- 
rector, C.P.R.;  $10,000,  Hon.  C.  C.  Bal- 
lantyne,  Minister  of  Slarine  and  Fish- 
eries, Lord  Shaughnessy.  Chairman,  C.P. 
R.;  Hugh  Paton,  President,  Shedden  For- 
warding Co.;  Canadian  Fairbanks-Morse 
Co.;  Steel  Co.  of  Canada;  Dominion 
Bridpe  Co.;  Canadian  Car  &  Foundry  Co.; 
P.  Lyall  &  Sons  Co.;  $5,000,  Farquhar 
Robertson,  member,  Quebec  Harbor  Com- 
mission; Sir  Montapu  Allan;  G.  H.  Dug- 
pan,  President,  Dominion  Bridge  Co.; 
Lady  Van  Home;  Miss  Van  Home;  Mrs. 
R.  W.  Reford;  Northern  Electric  Co.; 
Sherwin  Williams  Co.  of  Canada;  W.  F. 
Anpus,  Vice  President,  Dominion  Bridge 
Co.;  $2,500,  C.  A.  Barnard,  K.C..  direc- 
tor, Canada  Steamship  Lines;  R.  W.  Re- 
ford,  President,  Robert  W.  Reford  Co.; 
W.  I.  Gear,  Vice  President,  Robert  W. 
Reford  Co.;  Dominion  Wire  Rope  Co.; 
Canada  Iron  Foundries;  Dominion  Trans- 
port Co.;  $1,000,  Hon.  W.  J.  Shaugh- 
nessy, director,  C.P.R.;  Sir  Thomas  Tait, 
President,  Fredericton  &  Grand  Lake  Ry. 
&  Coal  Co.;  A.  D.  MacTier,  Vice  Presi- 
dent. Eastern  Lines,  C.P.R.;  W.  G.  Ross, 
President,  Montreal  Harbor  Commission- 
ers; N.  J.  Holden,  President,  The  Holden 
Co.;  Canadian  Ingersoll  Rand  Co.;  Wil- 
liams &  Wilson  Ltd.;  A.  Ramsay  &  Son 
Co..;  George  Hall  Coal  Co.  of  Canada; 
Fraser  Brace  &  Co. 


Unloading  Coal  on  Team  Tracks,  etc. 

The  liaihvay  .Association  of  Canada  has 
issued  the  following  circular  to  railway 
companies: — Consideration  has  been  piv- 
en  to  action  that  should  be  taken  with 
respect  to  practice  of  unloadinp  coal, 
through  hoppers  of  cars  placed  for  de- 
livery on  team  tracks  and  other  delivery 
sidings.  Generally,  where  this  is  per- 
mitted, switchinp  operations  arc  more  or 
less  seriously  interfered  with,  resulting 
in  delay  to  equipment.  It  is,  therefore, 
recommended  to  member  lines  that  they 
should  instruct  their  agents  not  to  per- 
mit coal  to  be  unloaded  throuph  hoppers 
of  cars  on  deliverj*  tracks,  unless  con- 
sipnees  undertake  to  have  the  track  clear- 
ed of  coal,  and  hoppers  closed  prior  to 
switchinp  hour  to  be  desipnated  by  local 
agent,  and  that  record  be  kept  of  con- 
sipnees  who  do  not  comply  with  this 
reputation,  in  order  that  further  action 
may  be  taken,  either  penerally  or  with 
individual  receivers  of  coal,  if  this  ap- 
pears  to   be   desirable. 

The  Interstate  Commerce  Commission 
announces  it  has  approved  a  loan  of  $1,- 
840.700  to  the  Erie  Rd.  to  aid  in  recon- 
structinp  freipht  train  equipment,  in 
niakinp  improvements  to  existinp  equip- 
ment and  in  makinp  additions  and  bet- 
terments to  roadway  and  structures  at 
estimated  cost  of  $6,680,000.  The  com- 
pany itself  is  required  to  finance  about 
$4,840,000  to  meet  the  Government  loan. 


December,  1920 


649 


Canadian  Railway  Board  of  Adjustment  No  1.  Report. 


The  following:  report  has  been  issued 
over  the  signatures  of  the  Chairman,  S. 
N.  Berry,  Vice  President,  Order  of  Rail- 
way Conductors,  and  the  Vice  Chairman, 
Geo.  Hodpre,  Assistant  to  Vice  President, 
Eastern  Lines,  C.P.R.: — 

Two  years  having  elapsed  since  the 
creation  of  Canadian  Railway  Board  of 
Adjustment  No.  1,  it  is  deemed  advisable 
to  issue  in  condensed  form  an  outline  of 
the  circumstances  leading  up  to  the  for- 
mation of  the  Board  and  of  its  work 
during  the  two-year  period. 

On  July  26,  1918,  in  response  to  a  re- 
quest made  by  the  dominion  Government 
through  the  then  Acting  Minister  of  La- 
bor, Senator  G.  D.  Robertson,  officials, 
representative  of  the  various  railways  in 
Canada,  and  vice  presidents  and  general 
chairmen  from  practically  all  lines  in 
Canada  for:  the  Brotherhood  of  Locomo- 
tive Engineers,  the  Brotherhood  of  Lo- 
comotive Firemen  and  Enginemen,  the 
Order  of  Railway  Conductors,  the  Bro- 
therhood of  Railroad  Trainmen,  the  Or- 
der of  Railroad  Telegraphers,  and  the 
International  Brotherhood  of  Mainten- 
ance of  Way  Employes,  met  at  Mont- 
real. Senator  Robertson,  acting  as  chair- 
man, explained  that  the  purpose  for  the 
call  of  the  meeting  was  to  arrive  at  an 
understanding  as  to  the  methods  to  be 
adopted  for  the  application  of  the  pro- 
visions of  general  order  27  of  the  Direc- 
tor General  of  the  United  States  Rail- 
road Administration,  to  Canadian  rail- 
ways, and  also  to  consider  and,  if  pos- 
sible, arrange  for  some  agreement  where- 
by all  differences  arising  between  the 
railways  and  the  employes  concerned 
could  be  disposed  of  in  a  mutually  satis- 
factory manner.  General  questions  re- 
lative to  the  application  of  the  provi- 
sions of  general  order  27,  and  other  mat- 
ters of  mutual  concern  to  the  railway 
companies,  their  employes  and  the  Cana- 
dian people  were  discussed,  the  general 
concensus  of  opinion,  both  from  the 
viewpoint  of  those  in  charge  of  the  rail- 
ways and  those  representing  the  em- 
ployes, being  that  some  tribunal  could 
and  should  be  created  to  which  all  dif- 
ferences not  otherwise  disposed  of  be- 
tween the  railways  and  their  employes 
could  be  referred  for  decision. 

On  July  27,  1918,  a  joint  committee, 
representing  the  railways  and  the  em- 
ployes' organizations,  met  and  prepared 
a  tentative  draft  of  a  memorandum  of 
agreement  for  the  above  purpose,  such 
draft  being  in  line  with  the  terms  of 
general  order  13  of  the  U.S.  Railroad 
Administration,  under  which  Railway 
Board  of  Adjustment  No.  1  at  Washing- 
ton had  been  instituted  some  months  pre- 
viously, the  only  difference  in  the  draft 
as  proposed  being  that  the  language  was 
made  applicable  as  a  mutual  agreement 
between  the  Canadian  Railway  War  Board 
and  the  chief  executives  of  the  six  or- 
ganizations, parties  to  the  proposed 
agreement.  After  the  preparation  of  the 
memorandum  of  agreement,  and  its  sub- 
mission to  and  adoption  by  the  repre- 
sentatives of  the  employes  in  confer- 
ence, a  few  days  adjournment  was  tak- 
en, in  order  that  the  Railway  War  Board 
might  submit  the  tentative  draft  of  the 
proposed  memorandum  of  agreement  to 
its  member  roads  for  consideration  and 
endorsation,  if  approved,  and  so  that  the 
approval  of  the  chief  executives  of  the 
organizations    might   also   be    secured. 

On  Aug.  7,  1918,  a  further  meeting 
was  held  between  the  Canadian  Railway 
War    Board's    administrative     executive 


and  the  vice  presidents,  or  other  repre- 
sentatives, of  the  organizations  speci- 
fied, and  on  the  same  date  the  following 
memorandum  of  agreement  was  adopted 
and  signed  by  the  Canadian  Railway  War 
Board  and  by  the  chief  executives  of  the 
organizations,  parties  to  the  agreement. 
"Memorandum  of  Agreement  made  be- 
tween the  Canadian  Railway  War  Board, 
acting  for  the  railways  of  Canada,  mem- 
bers thereof,  of  the  one  part;  and  the 
Brotherhood  of  Locomotive  Engineers, 
the  Brotherhood  of  Locomotive  Firemen 
and  Enginemen,  the  Order  of  Railway 
Conductors,  the  Brotherhood  of  Railroad 
Trainmen,  the  Order  of  Railroad  Tele- 
graphers, and  the  International  Brother- 
hood of  Maintenance  of  Way  Employes, 
acting  for  the  said  classes  of  employes 
on  the  said  railways;  of  the  other  part. 
Whereas  the  parties  hereto,  in  united 
desire  to  avoid  disputes  or  misunderstand- 
ings which  would  tend  to  lessen  the  effi- 
ciency of  transportation  service  in  Can- 
ada during  the  war,  have  resolved  upon 
the  appointment  of  a  board  composed  of 
members  to  be  selected  as  hereinafter 
prescribed,  which  shall  have  full  power 
and  authority  to  determine  all  differences 
which  may  arise  between  any  of  the  said 
railways  and  any  of  the  classes  of  its 
employes  above  mentioned  and  which 
shall  not  be  promptly  adjusted  between 
the  officers  and  employes  of  the  railway 
concerned;  including  the  interpretation 
or  application  of  wage  schedules  or 
agreements,  and  the  application  to  Can- 
adian railways  of  general  order  27  of 
the  Director  General  of  the  U.S.  Rail- 
road Administration;  with  authority  to 
make  such  amendments  or  additions  in 
line  with  such  amendments  or  additions 
as  may  be  made  thereto  for  the  railways 
in  the  U.S.  as  may  be  necessary,  having 
due  regard  to  the  rights  of  the  several 
classes  of  employes  and  of  the  railways 
respectively.  Now  therefore  it  is  agreed 
by  and  between  the  parties  as  follows: 

"1.  There  shall  be  at  once  created  a 
board  to  be  known  as  Canadian  Railway 
Board  of  Adjustment  No.  1,  to  consist 
of  12  members,  six  to  be  selected  by  the 
Canadian  Railway  War  Board,  and  com- 
pensated by  the  railways,  and  six  by  the 
executive  officers  of  the  organizations  of 
employes  hereinbefore  named,  and  com- 
pensated by  such  organizations. 

"2.  The  Canadian  Railway  Board  of 
Adjustment  No.  1  shall  meet  in  Mont- 
real within  15  days  after  the  selection 
of  its  members  and  select  a  chairman 
and  a  vice  chairman,  who  shall  be  mem- 
bers of  the  board.  The  chairman  or  vice 
chairman  will  preside  at  meetings  of  the 
board,  and  both  will  be  required  to  vote 
upon  the  adoption  of  all  decisions  by  the 
board. 

"3.  The  board  shall  meet  regularly,  at 
stated  times  each  month,  and  continue 
in  session  until  all  matters  before  it  are 
considered. 

"4.  Unless  otherwise  mutually  agreed, 
all  meetings  of  the  Board  shall  be  held 
in  Montreal;  provided,  that  the  board 
shall  have  authority  to  empower  two  or 
more  of  its  members  to  conduct  hearings 
and  pass  upon  controversies  when  pro- 
perly submitted  at  any  place  designated 
by  the  board;  provided,  further,  that 
such  division  of  the  board  will  not  be 
authorized  to  make  final  decision.  All 
decisions  shall  be  made,  approved  or  rati- 
fied by  the  board  as  herein  provided. 

"5.  Should  a  vacancy  occur  in  the  board 
for  any  cause  such  vacancy  shall  be  im- 
mediately filled  by  the  same  appointive 


authority  which  made  the  original  selec- 
tion. 

"6.  The  Canadian  Railway  Board  of 
Adjustment  No.  1  shall  render  decisions 
on  all  matters  of  controversy  arising  from 
interpretations  of  wage  agreements  and 
other  matters  in  dispute  as  provided  in 
the  preamble  hereof,  and  when  properly 
submitted  to  the  board. 

"7.  Wages  and  hours  established  by 
general  order  27  of  the  Director  General 
of  the  U.S.  Railroad  Administration  and 
amendments  thereto  shall  be  incorporat- 
ed into  existing  agreements  on  the  sev- 
eral railways,  and  .should  differences  arise 
between  the  management  and  the  em- 
ployes on  any  of  the  railways  as  to  such 
incorporation,  such  questions  of  differ- 
ences shall  be  decided  by  the  Canadian 
Railway  Board  of  Adjustment  No.  1  when 
properly  presented  thereto. 

"8.  Personal  grievances  or  controver- 
sies arising  under  interpretation  of  wage 
agreements,  and  all  other  disputes  aris- 
ing or  now  properly  pending  between  ofli- 
cials  of  a  railway  and  its  employes  cov- 
ered by  this  understanding  will  be 
handled  in  their  usual  manner  by  gen- 
eral committees  of  the  employes  up  to 
and  including  the  chief  operating  officer 
of  the  railway  (or  some  one  officially 
designated  by  him)  when  if  an  agree- 
ment is  not  reached,  the  chairman  of  the 
general  committee  of  employes  may  refer 
the  matter  to  the  executive  officer  of  the 
organization  concerned,  and  if  the  con- 
tention of  the  employes'  committee  is  ap- 
proved by  such  executive  officer,  then 
the  chief  operating  officer  of  the  railway 
and  the  executive  officer  of  the  organi- 
zation concerned  shall  refer  the  matter, 
with  all  supporting  papers,  to  Canadian 
Railway  Board  of  Adjustment  No.  1, 
w;hich  board  shall  promptly  hear  and  de- 
cide the  case,  giving  due  notice  to  the 
chief  operating  officer  of  the  railway  in- 
terested and  to  the  executive  officer  of 
the  organization  concerned  of  the  time 
set  for  hearing. 

"9.  No  matter  will  be  considered  by 
the  Canadian  Railway  Board  of  Adjust- 
ment No.  1  unless  officially  referred  to 
it  in  the  manner  herein  prescribed,  pro- 
vided, however,  that  no  case  having  ori- 
gin in  circumstances  occurring  prior  to 
the  date  hereof  shall  be  referred  to  the 
board  except  those  arising  out  of  the  ap- 
plication of  the  general  order  27,  or  aris- 
ing out  of  disputes  properly  pending  at 
the  date  of  this  agreement  as  mentioned 
in  clause  8. 

"10.  In  hearings  before  the  Canadian 
Railway  Board  of  Adjustment  No.  1  in 
matters  properly  submitted  for  its  con- 
sideration, the  railway  shall  be  repre- 
sented by  such  person  or  persons  as  may 
be  designated  by  the  chief  operating  offi- 
cer, and  the  employes  shall  be  repre- 
sented by  such  person  or  persons  as  may 
be  designated  by  the  executive  officers  of 
the  organizations  concerned. 

"11.  All  clerical  and  office  expenses 
will  be  borne  equally  by  the  Canadian 
Railway  War  Board  and  the  organiza- 
tions above  mentioned.  The  railway  di- 
rectly concerned  and  the  organization  in- 
volved in  a  hearing  will,  respectively, 
assume  any  expense  incurred  in  present- 
ing a  case. 

"12.  In  each  case  an  effort  should  be 
made  to  present  a  joint  concrete  state- 
ment of  the  facts  as  to  any  controversies, 
but  the  board  is  fully  authorized  to  re- 
quire information  in  addition  to  the 
concrete  statement  of  facts,  and  may  call 
upon  the  chief  operating  officer  of  the 


CANADIAN  RAILWAY  AND  MAKINK  WORLD 


December,  1020 


onranization     rnnrrmrd     for     additionat 
<\  iclniic,  i-ithrr  (iral  or  written. 

■  1.:     All    <l,..si,.n.i    of    Cnnndian    Itjiil- 

\Mi;.    I'.i.iinl  iif  AiljuAtnicnt  No.  1  »hull  he 

ii|i]i.viil  liy  a  mnjonty  vote  of  all  mcm- 

I.  I      <■(  th.>  hoard. 

■■!  1     \ft<r  n  matter  han  boon  con«idcr- 

ard,  and  in  the  event  a  ma- 

anncit  bo  olitninod,  then  any 

(•f   the   hoard   may   ideet   to 

■  itt.  1   upon  which  no  dcci.sion 

I    .1      ■   !     to    u    referee     to    be 

i.w    n.  Ml  .>    ji;  iiiil   upon  by  the  board, 

ami   in  fnilurc  li>  nK^ree,  application  Rhall 

be     n\nde     to     the    Governor-Gencral-in- 

iciuncil    for    appointment   of   a    referee, 

whose  deci.'ion   shall   be   final. 

"l.">.  The  Canadian  llaiiway  Board  of 
.\dju.'>lmcnt  No.  1  .shall  keep  a  complete 
ami  Bi-curnte  record  of  all  matters  sub- 
mitted for  its  consideration  and  of  all 
decisions  made  by  the  board. 

"Ifi.  A  report  of  all  cases  decided,  in- 
cludini:  the  decision.^,  will  be  filed  with 
the  Canadian  Railway  War  Board,  and 
with  the  chief  operalinK  officer  of  the 
railway  afTi'cte<l  and  with  the  executive 
officer  of  the  orKani7.ation  concerned. 

"17.  The  Canadian  liailway  War  Board 
further  aKrec.s  that  the  Canadian  Rail- 
way Hoard  of  Adjustment  No.  1  shall 
have  like  authority  to  determine  differ- 
ences between  any  of  the  railways  rep- 
resented herein  and  any  other,  classes  of 
employes  of  such  railways  who  may  re- 
quest and  consent  to  submitting:  differ- 
ences to  the  Canadian  Railway  Board  of 
Adjustment  No.  1,  and  to  apree  that  the 
decision  of  the  .said  board  shall  be  final. 
"18.  This  apreenient  shall  remain  in 
full  force  and  effect  durinp  the  period  of 
the  present  war,  and  thereafter,  unless 
the  Canadian  Railway  War  Board,  on 
the  one  hand,  as  representing  the  rail- 
ways, or  a  majority  of  the  executive 
officers  of  the  ortran ligations,  on  the  other 
hand,  as  representing  the  employes,  shall 
desire  to  terminate  the  same,  which  can, 
in  these  circumstances,  be  done  on  30 
days   formal   notice. 

The  memorandum  of  agreement  was 
signed  by  the  following: — The  Canadian 
Railway  War  Board,  U.  E.  Gillen,  Chair- 
man, by  S.  R.  Payne.  W.  M.  Neal,  Gen- 
eral Secretary.  The  Brotherhood  of  Lo- 
comotive Engineers,  W.  S.  Stone,  Grand 
Chief  Engineer,  by  Ash  Kennedy,  As- 
sistant Grand  Chief  Engineer.  The  Bro- 
therhood of  Locomotive  Firemen  and  En- 
gincmen,  Timothy  Shea,  Acting  Presi- 
dent, by  Geo.  K.  Wark,  Vice  President. 
The  Order  of  Railway  Conductors,  A.  B. 
Garretson,  President,  by  S.  N.  Berry, 
Vice  President.  The  Brotherhood  of 
liailroad  Trainmen,  W.  G.  Lee,  President, 
by  James  Murdock,  Vice  President.  The 
Brotherhood  of  RJailroad  Telegraphers, 
J.  M.  Mein,  Deputy  President.  The  In- 
ternational Brotherhood  of  Maintenance 
of  Way  Employes,  A.  E.  Barker,  Presi- 
dent, by  W.  V.  TumbuU,  Vice  President. 
Pursuant  to  the  terms  of  the  agree- 
ment the  following  persons  were  appoint- 
ed to  the  Board: — S.  N.  Berr>-,  Vice  Pre- 
sident, Order  of  Railway  Conductors;  F. 
}'.  Brady,  General  Manager,  Eastern 
Lines,  Canadian  National  Rys.;  Wm. 
Korey,  General  Chairman,  International 
Briitherhood  Maintenance  of  Way  Em- 
ployes; U.  E.  Gillen,  Vice  President,  G. 
T.R.  System;  Geo.  Hodge,  Assistant  to 
Vice  President,  Eastern  Lines,  C.P.R.; 
A.  J.  Hills,  Assistant  to  President,  Can- 
adian National  Rys.;  S.  .1.  liungerford, 
Assistant  Vice  President,  Canadian  Na- 
tional Rys.;  Ash  Kennedy,  Assistant 
Grand  Chief  Engineer,  Brotherhood  of 
Locomotive  Engineers;  A.  D.  MacTier, 
Vice  President  Eastern  Lines,  C.P.R.;  J. 


M.  Mein,  Deputy  President,  Order  of 
Kailrond  Telegrnphers;  Jan.  Murdock, 
Vice  President,  Brotherhood  of  Railroad 
Trainnirn;  G.  K.  Wark,  Vice  President, 
Brotherhood  of  Locomotive  Firemen  and 
Enginemen. 

Messrs.  Gillen  and  liungerford  have 
since  resigned  from  the  board  and  have 
been  replaced  by  G.  C.  Jones,  Assistant 
to  President,  G.T.R.,  and  W.  II.  Sample, 
Superinten<lent  Motive  Power  and  Car 
Department,   G.T.R. 

During  the  two  years  ended  Aug.  31, 
1920,  the  board  has  been  in  session  SO 
<lays  to  deal  with  cases  submitted  to  it. 
It  is  apparent  that  misunderstanding 
still  exists  in  the  minds  of  some  regard- 
ing the  position  of  this  board,  as  inde- 
pendent of  the  Railway  Association  of 
Canada  (formerly  the  Canadian  Railway 
War  Board),  although  this  matter  was 
dealt  with  in  a  circular  issued  by  the 
board,  on  Oct.  17th,  1918,  reading  in 
part  as  follows: — "It  seems  desirable  to 
point  out  at  this  time  that  the  body 
known  as  Canadian  Railway  Board  of 
Adjustment  No.  1  should  not  in  any  way 
be  confused  with  the  Canadian  Railway 
War  Board,  which  is  an  association  of 
the  Canadian  railways  through  which 
joint  action  is  taken  in  connection  with 
important  transportation  matters  affect- 
ing their  operation.  It  is  composed  of 
railway  officers  who  represent  and  act 
for  practically  all  lines  in  Canada.  Cana- 
dian Railway  Board  of  Adjustment  No. 
1  is  a  body  of  12,  composed  of  six  rail- 
way officers  and  six  representatives  of 
the  following  railway  brotherhoods,  viz.: 
Brotherhood  of  Locomotive  Engineers, 
Brotherhood  of  Locomotive  Firemen  and 
Enginemen,  Order  of  Railway  Conduc- 
tors, Brotherhood  of  Railroad  Trainmen, 
Order  of  Railroad  Telegraphers,  Inter- 
national Brotherhood  of  Maintenance  of 
Way  Employes.  As  the  War  Board  takes 
joint  action  for  all  railways,  the  repre- 
sentatives of  the  railways  on  Board  of 
Adjustment  No.  1  were  selected  by  the 
War  Board  from  the  official  staff  of  the 
railways.  The  board  having  been  so 
constituted,  no  actual  connection  remain- 
ed between  the  War  Board  and  Canadian 
Railway  Board  of  Adjustment  No.  1.  The 
function  of  Board  of  Adjustment  No.  1 
is  to  settle  all  disputes  that  arise  between 
the  railways  and  their  employes  who  are 
members  of  the  Brotherhoods  named." 
Appended  to  the  report  is  a  condensed 
statement  of  the  87  cases  which  have 
come  before  the  board  and  of  the  deci- 
sions rendered.  The  board's  receipts 
from  Aug.  7,  1918,  to  Aug.  31,  1920,  were 
?17,868.98,  half  of  which  was  paid  by  the 
railways  and  half  by  the  employes  or- 
ganizations. The  expenditures  were 
$15,700.47,  the  principal  items  being 
salaries  to  office  staff,  $7,992.29;  rent  and 
taxes,  $2,651.05;  printing,  $1,943.07;  fur- 
niture, $1,345.25. 

The  board's  Secretary  is  R.  Chapclle, 
and  its  office  is  at  263  St.  James  Street, 
Montreal. 


C.P.R.  Discontinuing  use  of  Fuel  Oil. 
On  account  of  the  uncertainty  of  oil  sup- 
ply, the  C.P.R.  is  converting  all  its  oil 
burning  locomotives  in  British  Columbia 
back  to  coal,  and  the  same  action  is  be- 
ing taken  in  connection  with  its  steam- 
ships in  the  B.C.  Coast  Ser\-ice,  and  also 
in  the  hotels,  which  are  now  using  oil. 

The  advertising  in  connection  with  the 
train  service  on  the  Newfoundland  Ry. 
and  the  coastal  steamship  ser%'ice8  is 
being  done  in  the  name  of  the  Govern- 
ment Railway  Commission,  the  title  of 
the  Reid  Newfoundland  Co.  not  being 
used. 


(■rand    Trunk    Railway   Construc- 
tion, IkttermentA,  Etc. 

Ottawa  Oofuttown  Trackx. — Hon.  A.  L. 
Sifton,  acting  Minister  of  Railways,  is 
reported  to  have  promised  favorable  con- 
sideration of  a  request  for  the  removal 
of  the  G.T.R.  crosstown  tracks  in  Otta- 
wa. It  is  expected  that  an  engineer  of 
the  Railways  Department  will  be  au- 
thorized to  look  into  the  matter. 

Hamilton  Street  CroKHings. — A  press 
report  states  that  the  railway  crossings 
of  a  number  of  street  in  Hamilton,  Ont., 
are  to  be  repaired,  that  at  Canon  St.  to 
be  the  first  to  be  taken  in  hand. 

Ilrantford  Subway.  —  A  press  report 
states  that  it  is  estimated  that  the  cost 
of  the  proposed  subway  un<ier  the  G.T. 
R.  at  St.  Paul's  Ave..  Brantford,  Ont., 
already  approved  by  the  ratepayers,  will 
be  about  double  the  original  estimate. 

EaHt  lyondon  Interswitehing  Track. — 
A  press  report  states  that  track  will  be 
laid  on  a  new  piece  of  line,  over  900  ft. 
long  at  East  London,  from  the  inter- 
switch  to  the  Stratford  line. 

London  Subway  and  Track  E^levation. 
G.  A.  Mountain,  Chief  Engineer,  Board 
of  Railway  Commissioners,  was  author- 
ized recently  to  visit  London,  Ont.,  to 
confer  with  the  city  council  with  regard 
to  the  proposed  subway  under  the  Cr.R. 
tracks  at  Rectory  St.  'This  piece  of  work 
is  part  of  the  plant  for  the  elevation  of 
the  G.T.R.  tracks  in  the  city,  and  the 
elimination   of  level  crossings. 

Detroit  Coaling  Plant. — A  press  re- 
port states  that  a  contract  has  been  let 
for  the  installation  of  an  electric  elevat- 
ing equipment  in  the  coaling  station  at 
Milwaukee  Jet.  yards.   Detroit,  .Mich. 

Port  Huron-Chicago  Improvement.s. — 
Windsor,  Ont.,  press  report  of  Nov.  14 
stated  that  improvements  estimated  to 
cost  $10,000,000  were  to  be  made  on  the 
line  between  Port  Huron,  Mich.,  and  Chi- 
cago, 111.  G.  A.  Bell,  C.M.G.,  Deputy  Min- 
ister of  Railways,  Ottawa,  is  reported  to 
have  said  Nov.  15  that  no  such  expendi- 
ture was  contemplated,  adding  that  some 
day  a  lot  of  money  would  be  needed  for 
betterment  and  terminals  on  the  line  be- 
tween the  points  mentioned. 

Kalamazoo  Locomotive  House.  —  A 
press  report  states  that  it  is  contem- 
plated to  start  construction  in  the  spring 
on  a  frame  locomotive  house  at  Kala- 
mazoo,  Mich.      (Nov.,  pg.  607.) 


Roumanian  Locomotive  Orders. — L.  D. 

Wilgress,  Canadian  Trade  Commissioner, 
writes  from  Bucharest  as  follows: — Or- 
ders have  been  placed  or  are  pending  for 
the  supply  of  several  hundred  new  loco- 
motives to  Roumania.  In  view  of  the 
great  deficiency  of  railway  transport, 
this  is  considered  the  most  urgent  ne- 
cessity of  the  country  at  present.  "The 
economic  life  of  Roumania  has  been  prac- 
tically paralysed  owing  to  the  difficulties 
of  transporting  the  exportable  products. 
The  first  contract  for  new  locomotives 
was  placed  last  April  with  the  Baldwin 
Locomotive  Co.,  Philadelphia,  for  50  con- 
solidation locomotives  at  $65,000  each, 
payment  to  be  effected  in  cither  dollars 
or  oil  products.  The  first  lot  of  these 
locomotives  is  expected  to  arrive  in  the 
country  shortly.  Another  order  was 
placed  lately  with  Czecho-Slovakia  for  80 
new  locomotives  and  the  repair  of  500 
old  ones.  Five  hundred  are  also  to  be 
repaired  in  Austria.  The  representative 
of  Canadian  interests  has  been  in  the 
country  for  several  months  negotiating 
for  the  supply  of  locomotives  to  Rou- 
mania. 


December,  1920 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


651 


Canadian  Pacific  Railway  Construction,  Betterments,  Etc. 


St.  John  River  Bridse.— The  Board  of 
Railway  Commissioners  is  reported  to 
have  recently  fixed  Nov.  25  as  the  date 
for  hearinpr  representations  from  inter- 
ested parties  as  to  the  height  of  the 
bridge  over  the  St.  John  River  at  St. 
John,  N.B.,  above  high  water  mark.  The 
C.P.R.  proposed  to  erect  the  bridge  at 
the  same  height  as  the  existing  bridge, 
and  the  city  council  and  marine  interests 
asked  that  it  be  provided  with  the  same 
clearance  as  the  highway  bridge  along- 
side. 

The  construction  of  the  substructure 
for  the  bridge  is  expected  to  have  been 
completed  during  December  by  the  Foun- 
dation Co.,  Montreal.  The  work  is  re- 
ported to  have  involved  the  excavation  of 
11,000  cu.  yd.  of  rock,  4,000  cu.  yd.  of 
earth  and  the  setting  of  800  cu.  yd.  of 
gravel  in  concrete,  as  well  as  I'cmoving 
a  heavy  rock  cut  for  the  purpose  of 
straightening  out  the  line  at  the  east  ap- 
proach of  the  bridge.  The  10  concrete 
masonry  piers  on  land,  and  the  two  gran- 
ite piers  in  the  river  are  reported  to  be 
well   advanced   to  completion. 

St.  John  Street  Crossing. — The  ques- 
tion of  the  elimination  of  the  level  cross- 
ing at  Douglas  Ave'.,  St.  John,  N.B., 
came  before  the  City  Council  in  com- 
mittee Nov.  4.  The  City  Engineer  is 
said  to  have  reported  that  an  overhead 
crossing  would  cost,  including  expropria- 
tion, from  $100,000  to  $110,000.  A  sug- 
gestion was  made  that  the  question  of  a 
viaduct  should  also  be  considered,  and  the 
Mayor  stated  that  the  whole  matter  could 
be  taken  up  with  the  Board  of  Railway 
Commissioners. 

Ottawa  West  Station.  —  The  Ottawa 
Board  of  Control  has  been  advised  that 
the  permanent  station  at  Ottawa  West 
will  be  at  Victoria  Ave.,  in  conformity 
with  the  Board  of  Railway  Commission- 
ers' order. 

Timiskaming,  Que.,  District. — We  are 
officially  advised  that  a  contract  has  been 
signed  by  the  Canadian  Pacific  Ry.,  Que- 
bec Government,  and  the  Interprovincial 
&  James  Bay  Ry.  Co.  for  the  construc- 
tion of  a  line  as  authorized  by  the 
statutes  of  1920,  chap.  2,  sec.  1,  par  F, 
which  provided  for  a  grant  of  $1,600  a 
mile,  in  addition  to  4,000  acres  of  land 
a  mile,  authorized  in  1919,  towards  the 
construction  of  a  line  from  near  Timis- 
kaming or  Kipawa  to  the  Quinze  River 
via  Ville  Marie,  66  miles,  and  a  further 
subsidy  of  $6,400  a  mile  in  case  the  com- 
pany does  not  receive  a  subsidy  of  the 
same  amount  from  the  Dominion  Gov- 
ernment. The  contract  provides  that  con- 
struction shall  be  started  before  Mar.  17, 
1921,  and  completed  subject  to  the  terms 
fixed  by  the  Government,  under  the  stat- 
utes of  1912,  chap.  5,  sec.  9. 

Under  the  Interprovincial  &  James  Bay 
Ry.  Co.'s  charter,  the  C.P.R.  graded  and 
laid  track  on  a  10  mile  stretch  of  line 
from  Kipawa  to  Mercier  Y,  some  years 
ago,  and  completed  surveys  for  its  ex- 
tension towards  Quinze  River.  These 
surveys  were  resumed  early  last  sum- 
mer in  order  to  locate  the  line  to  the 
proposed  terminus  at  Quinze  River  ra- 
pids. 

The  Board  of  Railway  Commissioners 
has  passed  the  following  orders  recently: 
30,420,  Oct.  22. — Approving  Interprovin- 
cial &  James  Bay  Ry.  revised  route  map 
of  general  location  from  terminus  of  its 
line  already  built,  at  mile  10,  to  mile  70, 
near  the  Quinze  River.  30,292.  Nov.  3. 
Authorizing  Chief  Commissioner  to  ap- 


prove route  map  showing  general  loca- 
tion of  Interprovincial  &  James  Bay  Ry. 
branch  line  from  mile  48.2  to  Ville  Marie, 
8  miles. 

Acme  to  Drumheller,  Alta. — A  press  re- 
port states  that  it  is  intended  to  complete 
the  grading  of  the  line  along  the  Kneehill 
between  Acme  and  Drumheller,  Alta., 
next  spring.  D.  C.  Coleman,  Vice  Presi- 
dent, Western  Lines,  who  was  in  Calgary 
Nov.  15,  is  reported  to  have  said  that  on 
the  completion  of  the  line  to  Drumheller 
it  will  be  continued  down  the  north  side 
of  the  Red  Deer  River  to  connect  with 
the  Bassano-Empress  line  at  either  Du- 
chess or  Rosemary.     (Nov.,  pg.  594.) 


United  States  Railway  Notes. 


The  Bureau  of  Railway  Economics  an- 
nounces that  the  net  operating  income 
for  September  of  class  1  U.S.  railways 
fell  approximately  $29,343,000,  or  26.9',f, 
short  of  amount  expected  under  increas- 
ed rates.  This  is  based  on  reports  from 
207  railways  of  that  class  operating  237,- 
899  miles. 

The  Interstate  Commerce  Commission 
announces  it  has  approved  a  loan  of  $9,- 
630,000  to  the  New  York,  New  Haven  & 
Hartford  Rd.  to  aid  the  carrier  in  pro- 
viding itself  with  equipment,  and  addi- 
tions and  betterments  to  way  and  struc- 
tures, at  a  total  estimated  cost  of  $13,- 
525,000. 

The  Railroad  Information  Bureau,  New 
York,  has  announced  that  the  average 
cost  of  running  freight  trains  one  mile 
as  indicated  by  comparison  of  principal 
items  of  expense  selected  by  Interstate 
Commerce  Commission  for  statistical 
purposes,  was  23.29r  greater  in  July, 
1920,  than  in  July,  1919.  The  total  of 
selected  accounts  was  $1.89  a  mile  this 
year  and  $1.54  last  year. 

The  Interstate  Commerce  Commission 
on  Nov.  18  ordered  railways  in  New  York 
State  to  establish  passenger  and  bag- 
gage rates  on  intrastate  traffic,  confrm- 
ing  to  advanced  interstate  schedules,  in 
its  first  decision  on  the  right  of  the  Fed- 
eral Government  under  the  Transporta- 
tion Act  to  require  railway  rates  within 
a  state  to  correspond  to  higher  levels 
of  interstate  tariff's.  Similar  proceed- 
ings are  pending  affecting  more  than  half 
the  states  in   the   Union. 

As  a  result  of  special  drives  to  speed 
up  the  release  and  return  of  freight 
equipment,  the  New  York,  New  Haven 
&  Hartford  Rd.  to  Oct.  17  reports  that 
15,333  loaded  cars  were  placed,  and  19,- 
710  empty  cars  picked  up.  The  rail- 
road's plan  of  operation  included  the  run- 
ning of  way  freights,  supported  by  extra 
switching  service  on  Sundays,  taking 
empties  from  industrial  sidings  an(l 
freight  houses,  for  movement  to  con- 
necting lines,  and  placing  cars  for  un- 
loading on  Mondays.  On  many  Sundays 
the  number  of  loaded  cars  placed  ex- 
ceeded 1,000. 

Reports  of  passenger  train  operation 
on  the  Pennsylvania  Rd.  for  the  past  six 
months  show  that  for  every  10,000  miles 
run  by  locomotives,  there  were  total  de- 
lays to  trains  aggregating  1  hr.  7  min., 
due  to  locomotive  failures,  something 
wrong  happening  to  the  machinery  of  a 
locomotive.  Similarly  for  every  10,000 
passenger  car  miles,  the  total  delays  to 
trains  due  to  car  trouble,  such  as  a  hot 
box  amounted  to  3.9  min.  In  every  10,- 
000  miles  operated  by  passenger  locomo- 


tives there  was  an  average  of  not  quite 
three  delays  to  passenger  trains  because 
of  locomotive  trouble.  The  total  number 
of  minutes  lost  by  all  of  the  129,745  pas- 
senger trains  on  the  whole  railway  be- 
cause of  locomotive  and  car  trouble,  in 
September,  was  53,183,  compared  with 
60,792  in  April,  when  106,508  trains  were 
operated. 

Reports  compiled  by  the  American 
Railway  Association's  Car  Service  Divi- 
sion show  that  progress  is  being  made  in 
the  return  of  freight  cars  to  the  home 
lines.  On  Oct.  1,  30%  of  the  freight 
cars  were  on  the  lines  of  the  owning 
road,  a  gain  of  2%  from  Sept.  1.  On 
Mai".  1,  when  the  railways  were  relin- 
quished by  the  U.S.  Government,  only 
2.19',(  of  all  the  cars  were  on  their  home 
lines,  as  compared  with  449'r  at  the  end 
of  1917,  when  the  railways  were  taken 
over.  Progress  is  noted  in  all  districts 
and  with  all  types  of  equipment  except 
refrigerator  cars.  The  return  of  freight 
cars  to  their  owning  lines  as  rapidly  as 
it  can  be  done  consistently  with  the  de- 
mands of  commerce  is  one  of  the  objects 
set  for  themselves  by  the  railways  since 
their  return  to  private  management.  In 
general  the  railways  have  provided  them- 
selves with  the  types  of  cars  best  suited 
for  the  traffic  of  their  respective  terri- 
tories and  car  repairs  can  be  more  satis- 
factorily made  on  the  home  roads.  There- 
fore, relocation  is  important  in  the  pro- 
gramme of  providing  more  and  better 
service  to  the  public. 


Grand  Trunk  Railway  Stock  Arbi- 
tration. 


The  three  arbitrators.  Sir  Walter  Cas- 
sells.  Sir  Thomas  White  and  W.  H.  Taft, 
who  will  fix  the  price  to  be  paid  by  the 
Dominion  for  certain  G.T.R.  stocks,  in 
connection  with  the  taking  over  of  the 
line  by  the  Government,  met  in  Montreal 
Nov.  5.  The  G.T.R.  was  represented  by 
its  counsel  and  F.  H.  Chrysler,  K.C.,  of 
Ottawa,  appeared  for  the  Government, 
with  other  counsel.  After  the  meeting 
Sir  Walter  Cassels  issued  a  statement  in 
which  he  .said: — "The  meeting  was  held 
for  the  purpose  of  determining  definitely 
the  date  at  which  the  presentation  of  the 
case  should  begin.  Counsel  for  the  G.T. 
R.  applied  to  the  board  to  fix  the  date  as 
Feb.  1  next.  Counsel  for  the  Govern- 
ment demurred.  The  G.T.R.  counsel  then 
made  it  clear  that  they  had  organized  a 
technical  staff  of  engineers  and  others 
when  the  statute  was  passed,  which  had 
been  engaged  continuously  since  that 
time  in  preparing  the  necessary  evidence, 
as  to  the  valuation  of  the  physical  as- 
sets of  the  system,  and  that  their  lead- 
ing expert,  Mr.  Berry,  reported  that  the 
case  could  not  be  ready  with  their  expert 
evidence  until  Jan.  1;  they  said  that  they 
had  not  only  been  engaged  in  preparing 
their  own  case,  but  a  considerable  time 
had  been  taken  in  furnishing  matter  for 
the  Government  upon  enquiries  directed 
from  time  to  time.  Counsel  said  as  soon 
as  the  case  was  prepared  they  desired  a 
month  in  which  to  analyze  the  evidence, 
in  order  that  they  might  present  it  in  as 
clear  a  way  as  possible  and  thus  save 
the  time  of  the  board.  After  some  fur- 
ther discussion  the  board  granted  the 
application  and  fixed  the  time  for  the 
beginning  of  the  presentation  of  the  case 
on  Feb.  1,  1921." 

It  is  said  that  after  the  arbitrators' 
sittings  there  was  a  meeting  of  all  the 
counsel  engaged  on  the  arbitration  to 
discuss  methods  of  procedure,  etc. 


652 


December,  1920 


Mainly  About  Railway  People  Throughout  Canada. 


Sir  Janirs  |(.  Itrll.  Chii'f  EnKincvr,  Lon- 
don. IiriK)>l»n  it  South  Coaat  Ry.,  (IUhI 
in   KnKlnnd  riTontly. 

M.  Ho>  lirnNon.  who  ha«  l>ocn  Appoint- 
ed (ii'iuTiil  Kurcninn,  Mirhi^Bn  C'ontral 
K<l.,  Si.  rhonm.H,  Out..  »ns  born  thi-rc, 
Mny  .'11,  IKlt'i.  anil  cntrred  railway  m-r- 
vio«"  in  lUOO,  xinco  whrn  hr  has  Ih'i-h,  to 
lylO,  appri-ntico,  Michigan  Ci-ntral  R<1. 
shopn,  St.  ThomaK.  Ont.;  IIMO  to  11»12. 
mifhanic  in  various  automobile  shops  in 
Detroit.  Mich.;  lt»12  to  1914,  machini.'tt 
and  leading  hand.  ('.T.K.,  at  various 
points  in  Ontario;  1U14  to  Oct.  1920,  suc- 
ri's.Hively,  piece  work  inspector,  crectintt 
shop  foreman,  Koncral  piece  work  in- 
spector, general  locomotive  house  fore- 
man, and  assistant  general  foreman.  Mi- 
chigan C"entral  Rd.,  St.  Thomas,  Ont. 

Thomas  Harrison  Ik-st,  whose  appoint- 
ment as  Assistant  to  Treasurer,  Cana- 
dian Northern  Ry.  System,  and  Grand 
Trunk  Pacific  Ry..  Toronto,  was  an- 
nounced in  our  last  issue,  was  bom  at 
Toronto,  Oct.  6,  ISg."!,  and  entered  trans- 
portation ser\'icc  in  July  1912,  since 
when  he  has  been,  to  Nov.  191.3,  clerk. 
Treasurer's  office,  Canadian  Northern 
Ky..  Toronto;  Nov.  191.5  to  Oct.  1915. 
cashier.  Canadian  Northern  Steamships 
Ltd..  Montreal;  Oct.  1915  to  Jan.  1918, 
clerk,  Treasurer's  office,  Canadian  Nor- 
thern Ry..  Toronto;  Jan.  1918  to  Sept. 
1920.  chief  clerk.  Treasurer's  office,  Can- 
adian Northern  Ry.  System,  Toronto. 

Lt.-Col.  Frank  liond,  who  died  at  Mont- 
real, Nov.  21,  aged  76,  was  father  of 
Major  F.  L.  C.  Bond.  Chief  Engineer,  G. 
T.  R.,  there. 

W.  liorbridge.  Master  Mechanic,  Mont- 
real Division,  Quebec  District,  C.P.R., 
Montreal,  was  presented  with  a  purse  of 
money,  Nov.  10,  by  a  number  of  friends, 
on  the  occasion  of  his  retirement  on 
su|)crannuation.  He  was  bom  at  St. 
Johns,  Que.,  Apr.  12.  1855.  and  entered 
railway  service  in  1872.  since  when  he 
has  been,  to  1874.  brakeman.  Brockville 
&  Ottawa  Ry.  and  Canada  Central  Ry.; 
1874  to  1879,  fireman,  and  fitter  in  loco- 
motive house,  same  roads;  1879  to  1898, 
locomotive  man,  same  roads,  and  their 
successor,  the  C.P.R.;  1898  to  May  1907, 
Road  Foreman  of  Locomotives,  C.P.R.; 
May  1907  to  Mar.  1910,  District  Master 
Mechanic.  C.P.R.,  OtUwa,  Ont.;  Mar. 
1910  to  his  retirement.  Master  Mechanic, 
District  •'!.  Quebec  Division;  Master  Me- 
chanic. District  2  and  Montreal  Termi- 
nals. Quebec  Division;  and  Master  Me- 
chanic, Montreal  Division,  Quebec  Dis- 
trict. C.P.R.,   Montreal. 

F.  P.  Brady,  who  has  been  appointed 
Assistant  to  the  Executive,  Canadian  Na- 
tional Rys..  Toronto,  was  born  at  Hav- 
erhill, N.H..  June  22,  IS.'S.'!.  and  entered 
railway  service  18f',9  as  station  baggage- 
master  Passumpsic  Ry..  since  when  he 
has  been  consecutively:  187.'?  to  1880, 
train  dispatcher  Northern  Rd.,  at  Con- 
cord, N.H.;  1880  to  1888.  Chief  Train 
Dispatcher  Southeastern  Ry.,  at  Rich- 
ford,  Vt.;  1888  to  1889.  Trainmaster,  C.P. 
R.;  1HK9  to  1898,  Assistant  Superintend- 
ent. C.P.R.;  1898  to  May,  1901,  Superin- 
tendent, C.P.R.  at  Smiths  Falls,  Ont.; 
May  1901  to  Sept.  1902.  Superintendent 
districts  10  and  11,  C.P.R.,  at  Toronto; 
Sept.  1902  to  May,  190.'!.  Superintendent 
district  19.  C.P.R.,  at  Fort  William.  Ont.; 
June  1,  190.'!  to  Feb.  1904,  Assistant 
General  Superintendent,  Central  Division. 
C.P.R.,  Winnipeg.  Man.;  Fob.  1904  to 
Sept.  If).  Ift08,  General  Superintendent. 
Lake    Superior    Division,    C.P.R.,    North 


Hay.  Ont.;  .May  1.  \'MX  to  June  1909. 
Mrniber  of  Canadian  Government  Itail- 
ways  Board  of  .Management;  June,  1909, 
to  June  191.'1,  also  General  Superintend- 
ent, Canadian  Government  Fiailways, 
Moncton.  N.B.;  June  19I.'l,  on  the  aboli- 
tion of  the  Canadian  Government  Itail- 
ways  Managing  Board,  to  May  1915.  Gen- 
eral Superintendent.  Canadian  Govern- 
ment Rys.,  Moncton.  N.B.;  .May,  1915, 
to  June  1,  1917,  General  Superintendent, 
Canadian  Government  Rys.,  Cochrane. 
Ont.;  June  1,  1917,  to  Dec.  1,  1918,  Gen- 
eral Manager,  Western  Lines,  Canadian 
Govemment  Rys.,  Winnipeg,  Man.;  Dec. 
1,  1918  to  Nov.  1920,  General  .Manager. 
Eastern  Lines,  Canadian  Northern  Ry.. 
and  latterly  Canadian  National  Rys., 
Montreal. 

Charles  Edward  Brooks,  who  has  been 
appointed  .Mechanical  Assistant,  Loco- 
motive Department,  to  Vice  President, 
Operation  and  Maintenance,  Canadian 
National  Rys.,  Toronto,  was  born  at  Con- 


J.   R.   Cameron. 
AuisUnt    General    Mnn«Kor,    Linc«    Went    of    Ed- 
monton.   AlU..    Canadian    National    Railways. 

stantinople.  Turkey,  July  3,  1886.  and 
entered  railway  service  in  1905,  since 
when  he  has  been,  to  1908,  apprentice, 
G.T.R.,  Montreal,  1908  to  1914,  machin- 
ist, draftsman,  and  Locomotive  Fore- 
man, Grand  Trunk  Pacific  Ry.,  succes- 
sively. Portage  la  Prairie  and  Rivers, 
Man.,  Watrous  and  Regina.  Sask.,  Wain- 
wright  and  Edmonton,,  Alta.;  1914  to 
May  1915,  General  Foreman,  G.T.P.R., 
Trnnscona,  Man,;  May  1915  to  Oct.  1, 
l!t20.  Superintendent  of  Motive  Power, 
G.T.P.R..  Transcona. 

C.  B.  Brown,  Engineering  Assistant  to 
Vice  President,  Operation  and  Mainten- 
ance, Canadian  National  Rys.,  Toronto, 
was  presented  with  a  silver  tea  service 
by  tne  engineering  staff  at  Moncton. 
N.B.,  Nov.  18.  on  leaving  there,  where 
he  was  Chief  F^ngineer,  for  Toronto. 

G.  B.  Burpee,  General  Agent,  Passen- 
ger Department,  C.P.R. ,  Cleveland,  Ohio, 
was  married  at  St.  John.  N.B.,  Nov.  11, 


to  MiKS  E.  Kimball. 

Lady  Bury,  wife  of  Sir  Geo.  Bury, 
formerly  Vice  President,  C.P.R.,  is  sr>end- 
ing  some  time  in   Montreal. 

JoHcph  Robert  Cameron,  whose  ap- 
pointment as  A.'sistant  General  Mana- 
ger. Western  Lines,  Canadian  National 
Rys.,  Vancouver,  B.C..  wa«  announced 
in  our  last  issue,  was  bom  at  Truro,  N. 
S.,  Nov.  5,  1865,  and  educated  there.  He 
entered  railway  service  in  1882.  since 
when  he  has  been,  to  1885,  in  C.P.R.  ser- 
vice in  Winnipeg;  1886  to  1901.  in  North- 
ern Pacific  Ry.  service  at  Winnipeg,  and 
Grand  Forks,  N.D.;  1902  to  1906,  Super- 
intendent of  lines  under  construction, 
Canadian  Northern  Ry.,  Winnipeg;  1906 
to  1908,  Superintendent,  C.N.R.,  Port 
Arthur.  Ont.;  1908  to  1911,  General  Sup- 
erintendent, Westem  Lines.  C.N.R..  Win- 
nipeg; 1911  to  Aug.  M,  1920.  Assistant 
General  Manager,  Western  Lines,  Cana- 
dian  National   Rys.,  Winnipeg. 

D.  R.  Campbell,  whose  appointment 
in  charge  of  Construction  Department, 
Westem  Lines,  Canadian  National  Rys., 
Winnipeg,  was  announced  in  our  last 
issue,  was  presented  with  a  purse  of 
money  and  an  engraved  gold  match  case 
by  the  local  staff,  Nov.  10,  on  leaving 
Vancouver,  where  he  was  General  Sup- 
erintendent,  Pacific   Division,   C.N.R. 

Ronald  Chisholm.  whose  appointment 
as  Inspector  of  Agencies.  Westem  Lines. 
Canadian  National  Rys..  and  Grand 
Trunk  Pacific  Ry.,  Edmonton,  Alta.,  and 
east,  at  Winnipeg,  was  announced  in  our 
last  issue,  was  born  at  Georgeville,  N.S.. 
Feb.  25,  1871.  and  entered  C.P.R.  ser- 
vice Dec.  1,  1891,  resigning  therefrom 
.July  .3,  1918,  when  he  entered  Canadian 
National  Rys.  service  and  was  Inspector 
of  .Agencies,  Westem  Lines.  Winnipeg. 

E.  J.  Chamberlin,  of  Ottawa,  formerly 
President.  G.T.R.,  and  G.T.  Pacific  Ry., 
and  .Mrs.  Chamberlin.  will  spend  the  win- 
ter in  the  southern  states. 

D.  C.  Coleman,  Vice  President.  C.P.R. 
■Western  Lines,  returned  to  Winnipeg  re- 
cently after  a  trip  of  inspection  over 
the  company's  lines  between  Winnipeg 
and  the  Pacific  coast.  He  was  accom- 
panied on  the  trip  by  A.  Kclley,  G.  F. 
(;alt,  and  G.  W.  Allan,  M.P..  of  Winni- 
peg, and  Mayor  Whitmore,  of  Regina, 
Sask. 

W.  G.  Connolly,  whose  appointment  as 
City  Passenger  Agent.  Canadian  National 
Rys.  and  Grand  Trunk  Pacific  Ry.,  Van- 
couver. B.C..  was  announced  in  a  recent 
issue,  was  born  at  Mc.\dam  Jet.,  N.B.. 
.May  28.  1889,  and  entered  railway  ser- 
vice July  1,  1906,  since  when  he  has 
been,  to  Mar.  9,  1909,  stenographer  and 
ticket  clerk.  G.T.R.,  Ottawa.  Ont.;  Mar. 
9,  1909.  to  June  1,  1910,  ticket  clerk,  G. 
T.R.,  Montreal;  June  1,  1910.  to  Nov.  1, 
1914,  Assistant  City  Passenger  and 
Ticket  Agent,  Grand  Trunk  Pacific  Ry., 
Vancouver,  B.C.;  Nov.  1,  1914,  to  June 
1,  1915,  acting  City  Passenger  and  Ticket 
•Vgent.  G.T.P.R.,  Vancouver,  B.C.;  June 
1,  1915,  to  Sept.  10,  1920,  City  Passenger 
and  Ticket  Agent,  G.T.P.R.,  Vancouver, 
B.C. 

.Mrs.  John  Crerar.  who  died  at  Hamil- 
ton. Ont..  Nov.  22,  after  a  short  illness, 
was  the  mother  of  I^dy  George  Mc- 
Ijtren  Brown,  wife  of  the  General  Euro- 
pean  Manager.  C.P.R.,  London,  Eng. 

David  Crombie,  whose  apiwinl-nent  as 
Transportation  Assistant  to  Vice  Presi- 
dent. Operation  and  Maintenance.  Cana- 
dian   National    Rys..    Toronto,    was    an- 


December,  1920 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


653 


nounced  in  our  last  issue,  was  born  at 
Hamilton,  Ont.,  May  13,  1864,  and  en- 
tered railway  service  in  June,  1882,  since 
when  he  has  been,  to  1887,  telecrraph  op- 
erator, G.T.R.;  1887  to  1889,  ticket  ajrent, 
same  road,  Chatham,  Ont.;  1889  to  1890, 
dispatcher,  same  road,  London,  Ont.;  1890 
to  1892,  dispatcher,  Flint  and  Pere  Mar- 
quette Rd.,  Saginaw,  Mich.;  1892  to  1894, 
car  distributor,  same  road;  1894  to  Jan. 
1,  1900,  Superintendent  of  Car  Service, 
same  road;  Jan.  1  to  July  1900,  Super- 
intendent of  Car  Service,  Pere  Marquette 
Rd.,  Detroit,  Mich.;  July  1900  to  1893, 
Superintendent  of  Transportation,  same 
road;  1903  to  Feb.  1907,  in  private  busi- 
ness; Feb.  to  Oct.  1907,  Master  of  Trans- 
portation, Middle  Division,  G.T.R.,  Lon- 
don, Ont.;  Oct.  1907  to  Nov.  22,  1910, 
Assistant  to  General  Transportation 
Manager,  same  road,  Montreal;  Nov.  22, 
1910,  to  Jan.  14,  1913,  Assistant  to  Vice 
President,  Transportation,  Maintenance 
and  Construction,  same  road,  Montreal; 
Jan.  14  to  Aug.  1,  1913,  General  Superin- 
tendent of  Transportation,  same  road, 
Montreal;  Aug.  1913  to  May  1914,  In- 
spector of  Transportation,  Pere  Mar- 
quette Rd.,  Detroit,  Mich.;  May  1914  to 
Nov.  1916,  Inspector  of  Transportation, 
Canadian  Northern  Ry.,  Toronto;  Nov. 
1916  to  Nov.  1,  1920,  General  Superin- 
tendent, Ontario  District,  Canadian  Na- 
tional   Rys.,  Toronto. 

M.  C.  Dunn,  who  has  been  appointed 
City  Passenger  Agent,  Canadian  Na- 
tional Rys.  and  City  Freight  Agent,  Can- 
adian National-Grand  Trunk  Rys.,  King- 
ston, Ont.,  was  born  at  Enterprise,  Ont., 
Dec.  16,  1864,  and  entered  railway  ser- 
vice in  Oct.  1888,  since  when  he  has 
been,  to  Mar.  1912,  agent  and  operator, 
Bay  of  Quinte  Ry.,  Yarker,  Ont.;  Mar. 
1912  to  Oct.  1920,  City  Freight  and  Pas- 
senger Agent,  Canadian  Northern  Ry., 
latterly,  Canadian  National  Rys.,  King- 
ston, Ont. 

W.  H.  Ellis,  formerly  Dean,  Applied 
Science  Faculty,  Toronto  University,  who 
died  in  Muskoka,  Aug.  23,  left  an  estate 
valued  at  $43,348,  to  his  widow. 

Frank  C.  Foy,  who  has  been  appointed 
Canadian  Passenger  Agent,  New  York 
Central  Rd.,  Toronto,  was  bom  there, 
July  5,  1881,  and  entered  transportation 
service  in  Oct.  1900,  since  when  he  has 
been,  to  Sept.  1902,  stenographer,  Nia- 
gara Navigation  Co.,  Toronto;  Sept.  1902 
to  Oct.  1903,  stenographer.  New  York 
Central  Rd.,  Toronto;  Oct.  1903  to  Oct. 
1908,  City  Ticket  Agent,  N.Y.C.R.,  To- 
ronto; Oct.  1908  to  June  1918,  Canadian 
Passenger  Agent,  N.Y.C.R.,  Toronto; 
June  to  Sept.  1918,  Passenger  Agent,  N. 
Y.C.R.,  Buffalo,  N.Y.:  Sept.  to  Dee.  1918, 
Passenger  Agent,  N.Y.C.R.,  Albany,  N. 
Y.;  Dec.  1918  to  Sept.  1919,  acting  Gen- 
eral Agent,  N.Y.C.R.,  Utica,  N.Y.;  Sept. 
1919  to  Nov.  1,  1920,  City  Passenger 
Agent,  N.Y.C.R.,  New  York,  N.Y. 

Major  Robt.  Douglas  Galbraith,  M.C., 
C.E.,  son  of  the  late  John  Galbraith, 
sometime  Dean  Applied  Science  Faculty, 
Toronto  University,  who  died  in  Toron- 
to, Sept.  12,  as  a  result  of  war  injuries, 
left  an  estate  valued  at  $15,359. 

Thomas  Ginnelly,  whose  appointment 
as  Assistant  Freight  Claims  Agent,  C.N. 
R.  Western  Lines,  Grand  Trunk  Pacific 
Ry.,  and  Grand  Trunk  Pacific  Coast 
Steamship  Co.,  Vancouver,  B.C.,  was  an- 
nounced in  our  last  issue,  was  born  in 
Ireland,  Feb.  11,  1880,  and  entered  trans- 
portation service  Nov.  18,  1898,  since 
when  he  has  been,  to  Oct.  1900,  clerk. 
Local  Freight  Department,  Midland  & 
Great  Western  Ry.,  Sligo,  Ireland;  Oct. 
1900  to  Sept.  1901,  clerk.  Passenger  De- 


partment, same  road,  Clanmorris,  Ire- 
land; Sept.  1901  to  June  1902,  clerk.  Lo- 
cal Freight  Department,  same  road,  Bal- 
linasloe,  Ireland;  June  to  Dec.  1902,  clerk, 
Local  Freight  Department,  same  road, 
Westport,  Ireland;  Dec.  1902  to  July  1903, 
assistant  local  agent,  same  road,  Ballisa- 
dare,  Ireland;  July  1903  to  Mar.  1909, 
Assistant  Superintendent,  same  road, 
Sligo,  Ireland;  Mar.  1909  to  June  1910, 
clerk.  Freight  Claims  Department,  C.P. 
R.,  Winnipeg;  June  1910  to  1914,  clerk. 
Freight  Claims  Department,  Canadian 
Northern  Ry.,  Winnipeg;  1914  to  Oct. 
1920,  chief  clerk.  Freight  Claims  De- 
partment, Canadian  Northern  Ry.,  lat- 
terly Canadian  National  Rys.,  Winnipeg. 
A.  S.  Goodeve,  member  of  the  Board 
of  Railway  Commissioners  for  Canada, 
died  at  the  Toronto  General  Hospital, 
Nov.  22,  following  an  operation  which 
he  underwent  on  Nov.  11.  He  was  born 
at  Guelph,  Ont.,  Dee.  15,  1860,  and  edu- 
cated at  the  public  and  high  schools 
there.  He  was  a  graduate  and  medallist 
of  the  Ontario  College  of  Pharmacy,  and 
was  in  business  as  a  druggist  at  Ches- 
ley,   Bruce   County,    Ont.,   from    1884   to 


A.   S.  Goodeve. 

Member,     Board    of    Railway    Commissioners     for 

Canada. 

1896.  He  went  to  Rossland,  B.C.,  in 
1896,  in  the  same  business,  and  was  for 
three  years  a  member  of  the  city  coun- 
cil, and  Mayor  in  1899-1900.  In  1902 
he  was  Provincial  Secretary  for  British 
Columbia;  1909-1910,  member  of  the  B. 
C.  Forestry  Commission;  wes  elected  to 
the  Dominion  Parliament  for  Kootenay 
in  1908,  and  was  ai)pointed  Conservative 
western  whip,  and  assistant  chief  whip 
in  1911.  He  was  appointed  a  member  of 
the  Board  of  Raihvay  Commissioners  for 
Canada,  in  Apr.  1912.  The  funeral  took 
place  at  Ottawa,  Nov.  24. 

Frederick  Passmore  Gutelius,  Vice  Pre- 
sident and  General  Manager,  Delaware 
Hudson  Rd.,  Albany,  N.Y.,  who  has  been 
retained  by  the  Ontario  Government  Com- 
mission enquiring  into  the  proposed  hy- 
dro radial  railway  system,  arrived  in 
Toronto,  Nov.  24,  was  born  at  Mifflin- 
burg,  Pa.,  Dec.  21,  1864,  and  graduated 
from  Lafayette  College  as  civil  engineer 
in  1887.     He  entered  railway  service  in 


1888,  since  when  he  has  been,  to  1892, 
Assistant  Engineer  and  Assistant  Super- 
visor, Pennsylvania  Rd.,  Pittsburg,  Pa.; 
1885  to  1898,  General  Superintendent, 
Columbia  &  Western  Ry.;  1898  to  1900, 
Superintendent,  C.P.R.,  Nelson,  B.C.; 
1900  to  1902,  in  various  positions  in  En- 
gineering Department,  C.P.R.;  1902  to 
Mar.,  1906,  Engineer,  Maintenance  of 
Way,  C.P.R.,  Montreal;  Mar.  1906  to 
Sept.  15,  1908,  Assistant  Chief  Engineer, 
Eastern  Lines,  C.P.R.,  Montreal;  Sept. 
15,  1908,  to  Dec.  30,  1910,  General  Sup- 
intendent.  Lake  Superior  Division,  C.P. 
R.,  North  Bay,  Ont.;  Dec.  30,  1910,  to 
Jan.  1913,  General  Superintendent,  East- 
ern Division,  C.P.R.,  Montreal;  Jan.  1912 
to  Apr.  30  1913,  one  of  the  commission- 
ers investigating  expenditures  and  other 
matters  in  connection  with  the  construc- 
tion of  the  National  Transcontinental 
Ry.  On  the  abolition  of  the  Government 
Railways  Managing  Board  in  May,  1913, 
he  was  appointed  General  Manager,  Can- 
adian Government  Railways,  with  all 
powers  usually  vested  in  the  executive 
of  railway  corporations,  reporting  to  the 
Minister  of  Railways  and  Canals.  He 
resigned  in  May  1917,  on  his  appoint- 
ment as  Vice  President,  Delaware  & 
Hudson  Co.,  Albany,  N.Y.,  and  on  the 
taking  over  of  the  management  of  the 
U.S.  railways  by  the  U.S.  Railroad  Ad- 
ministration, during  the  war,  he  was  ap- 
pointed Federal  Manager,  Delaware  & 
Hudson  Rd.,  and  on  the  relinquishment 
of  that  control,  Mar.  1,  was  appointed 
Vice  President  and  General  Manager  of 
that  road  and  its  allied  properties. 

Miss  Madeleine  M.  Hall,  daughter  of 
Grant  Hall,  Vice  President,  C.P.R.,  is 
announced  as  being  engaged  to  H.  S. 
Day,  of  Montreal. 

Geo.  Ham,  of  the  headquarters  staff, 
C.P.R.,  Montreal,  was  entertained  to  din- 
ner at  Toronto,  at  the  end  of  October, 
by  the  Toronto  Women's  Press  Club. 

Jas.  Higgins,  who  was  a  boiler  maker 
in  Leaside  shops,  Canadian  National 
Rys.,  and  gave  up  -his  position  to  become 
a  soldier-labor  candidate  for  the  repre- 
sentation of  Northeast  Toronto  in  the 
Ontario  Legislature,  at  the  by-election 
on  Nov.  8,  polled  1,882  votes,  against 
8,035  for  Major  A.  C.  Lewis,  Conserva- 
tive, and  4,351  for  Major  W.  H.  Kippen, 
Liberal. 

Sir  Hormidas  Laporte,  one  of  the  Can- 
adian National  Railways'  directors,  re- 
turned to  Montreal  from  Europe  on  Nov. 
13. 

Z.  A.  La.sh,  K.C.,  Senior  Counsel,  Cana- 
dian National  Rys.,  and  President,  Great 
North  Western  Telegraph  Co.,  who  died 
at  Toronto,  Jan.  24,  left  an  estate  valued 
at  $756,586,  which  will  be  divided  equally 
between  his  three  sons,  Miller  Lash,  Z. 
G.  Lash,  and  J.  F.  Lash,  Toronto,  and 
his  daughter,  Mrs.  K.  D.  Macmillan, 
Aurora,  N.Y. 

Louis  Lavoie,  who  has  been  appointed 
General  Purchasing  Agent,  Canadian  Na- 
tional Rys.,  Toronto,  was  born  at  Ri- 
mouski.  Que.,  June  22,  1879,  and  entered 
railway  service  Oct.  1,  1894,  since  when 
he  has  been,  to  Nov.  1901,  clerk.  General 
Manager's  office.  Intercolonial  Ry.,  Mono- 
ton,  N.B.;  Nov.  1901  to  Aug.  1902,  sten- 
ographer to  Manager's  Assistant,  I.R.C., 
Moncton,  N.B.;  Aug.  1902  to  Sept.  1904, 
secretary  to  General  Superintendent,  I.R. 
C,  Moncton,  N.B.;  Sept.  1904  to  Nov. 
1909,  chief  clerk  to  General  Superintend- 
ent, I.R.C.,  Moncton,  N.B.;  Nov.  1,  1909, 
to  Mar.  1910,  Purchasing  Agent,  Cana- 
dian Government  Rys.,  Ottawa,  Ont.; 
Mar.  1910  to  Nov.  1918,  Purchasing 
Agent,  Canadian  Government  Rys.,  Rail- 


f>r>i 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


December,  1920 


wnvi  mill  <"niuili<  Dcpnrtmcnt,  Oltnwn, 
■  n.i  from  I'.M.l  to  Nov.  I'JlS.  aUo  I'ur- 
.):.i^  tu'  \k'''t  f.-r  Mu.-Ncin  lUy  Ky.  «ncl 
.:-.;  Nov.  I'.MH  to 
■  ml  Purrhnsinc 
\  il  Rys.,  Toronto. 

(rank  l^c,  Ki.>:;ii>ti  .Mnintrnnnco  of 
Wny,  C.r.R..  Winnipi'tr.  was  ninrricil  to 
Mi!.!i  Ruth  Skovl,  of  fU-vilBnil.  Ohio,  re- 
ii'iitly. 

C'apl.  G.  l^  l.umwlen,  formerly  of  the 
..vi-r!>i'nn  air  force,  and  non  of  Mujrh  11. 
I.iini-^dvn.  at  one  time  Chief  Knginccr, 
National  Trnnscontinental  Ry.,  and  now 
iif  Orillia.  Ont..  was  married  at  Brant- 
ford.  Oi-t.  :to,  to  Mifig  E.  H.  Diirby. 

M.  H.  Macl/eod,  Vice  President,  Con- 
struction, Canadian  National  Rys.,  and 
K.  IjinKham,  who  has  retired  from  the 
position  of  General  Purchasing  Acont, 
will  sail  from  Vancouver,  B.C.,  towards 
the  end  of  December,  by  Canadian  Gov- 
ernment Merchant  Marine,  s.s.  Canadian 
lliirhlander,  for  a  trip  to  Australia  and 
New   Zealand. 

.M.  J.  MaKuire  has  been  appointed  Gen- 
eral .ManaKer,  Dublin  &  Southeastern  Ry. 
in    Ireland. 

Charles  Frederick  Martin,  whose  ap- 
pointment as  Superintendent  of  Trans- 
portation, lines  west  of  Edmonton,  Alta., 
Canadian  National  Rys.,  Vancouver,  B.C., 
was  announced  in  a  recent  issue,  was 
bom  at  Famham,  Que.,  Jnly  27.  1886, 
and  entered  railway  service  in  Oct.  1900, 
since  when  he  has  been,  to  Oct.  1903, 
nicssenRer,  C.P.R.,  Famham,  Que.;  Oct. 
1903  to  July  1904,  car  checker,  C.P.R., 
Famham,  Que.;  July  1904  to  Apr.  1906, 
clerk.  Mechanical  Department,  C.P.R., 
Farnham,  Que.;  Apr.  1906  to  Nov.  1908, 
.■^tenoprapher.  C.P.R..  Farnham,  Que.; 
Nov.  1908  to  Apr.  1910,  secretary  to 
General  Superintendent,  Western  Divi- 
.Mon,  C.P.R.,  CalKar>-,  Alta.;  Apr.  1910 
to  Mav  1911,  secretary  to  General  Man- 
ager, Western  Lines,  C.P.R..  Winnipeg; 
Mav  1911  to  June  1912,  chief  clerk,  C.P. 
R.,'Kenora,  Ont.;  June  to  Nov.  1912.  Gen- 
eral Yardmaster.  C.P.R..  Souris,  Man.; 
Nov.  1912  to  Aug.  1915.  in  private  busi- 
ness in  Winnipeg;  Sept.  1915  to  Oct. 
1917,  chief  clerk.  Car  Sen-ice  Depart- 
ment. Canadian  Northern  Ry.,  Winni- 
peg; Oct.  1917  to  Aug.  31,  1920,  Inspec- 
tor of  Transportation,  Canadian  National 
Rys.,  Winnipeg. 

Herbert  Robert  Mathewson.  who  has 
been  appointed  Assistant  General  Agent, 
Passenger  Department.  C.P.R..  Chicago, 
111.,  was  bom  in  July,  1883,  and  entered 
C.P.R.  service  Feb.  1.  1904.  since  when 
he  has  l)een.  to  Aug.  25.  1905,  clerk  and 
stenographer.  Passenger  Department, 
Montreal;  Aug.  25.  1905,  to  Mar.  15. 
r.tnfi,  not  in  railway  service;  Mar.  15. 
I'.tOr.,  to  Mar.  17,  1911.  stenographer  and 
clerk.  District  Pas.senger  .^gent's  office, 
Toronto;  .Mar.  17,  1911,  to  Mar.  29,  1912, 
chief  clerk.  General  Agent's  office.  Pas- 
senger Department,  Chicago,  111.;  Mar. 
29  to  May  20.  1912.  acting  District  Pas- 
senger Agent.  Toronto;  May  20.  1912,  to 
July  29,  1913,  chief  clerk  to  Eastern  Pas- 
senger Agent,  New  York;  July  29,  1913, 
to  June  13,  1916,  chief  clerk  to  District 
J'assenger  Agent.  Toronto;  June.  1916, 
June  1910.  Travelling  Passenger  Agent, 
Chicago,  III.;  and  subsequently  to  Dec.  1, 
1917,  excursion  clerk.  General  Passenger 
Department.  Montreal;  Dec.  1,  1917,  to 
.Nov.  1920,  Travelling  Passenger  Agent, 
St.  John,  N.B. 

George  G.  McKay,  who  has  been  ap- 
pointed General  Agent.  Passenger  De- 
partment, Canadian  Pacific  Ocean  Ser- 
vices Ltd.,  Chicago.  III.,  was  bom  at 
Hamilton,  Ont.,  June   13,   1878,  and   en- 


tered transportation  setA-icc  in  1893,  since 
when  he  has  b«>en,  to  June  1905,  opera- 
tor and  ticket  agent,  G.T.R.,  at  various 
points  in  Ontario;  June  1905  to  June 
1906,  ticket  agent,  Pere  Marquette  Rd. 
and  Cincinnati,  Hamilton  &  Dayton  Rd., 
Detroit,  Mirh.;  June  1906  to  Oct.  1911, 
City  Passenger  and  Ticket  Agent,  C.P.R.. 
Detroit,  .Mich.;  Oct.  1911  to  June  1916. 
Citv  Passenger  and  Ticket  Agent.  C.I'.R.. 
Chicago.  111.;  June  1916  to  June  1920. 
Travelling  Passenger  Agent.  C.P.R..  De- 
troit. .Mich.;  June  to  Nov.,  1920.  Assist- 
ant General  Agent.  Passenger  Depart- 
ment. C.P.R..  Chicago,  III. 

Mrs.  McNicoll,  widow  of  David  McNi- 
coll.  formerly  Vice  President.  C.P.R..  re- 
turned to  Montreal,  early  in  November, 
after  spending  several  weeks  in  British 
Columbia  and   Alberta. 

E.  V.  Merritt  has  been  appointed  Works 
Manager.  Lancashire  &  Yorkshire  Ry. 
carriage  and  wagon  works,  at  Newton 
Heath,  Eng. 

Donald  Miller,  a  Wabash  Ry.  locomo- 
tive man.  was,  it  is  stated  in  a  press  dis- 
patch, presented  recently  at  St.  Thomas. 
Ont..  with  the  Brotherhood  of  Locomo- 
tive Engineers  long  service  badge,  after 
40  years  active  membership.  He  is  said 
to  have  driven  a  locomotive  44  years, 
and  to  be  the  oldest  member,  in  years  of 
service,  of  the  order  in  Canada,  and 
among   the  twenty  oldest  in  America. 

Jas.  Mills,  at  one  time  President,  On- 
tario Agricultural  College,  Guelph,  af- 
terwards a  member  of  the  Board  of  Rail- 
way Commissioners,  and  now  the  Board's 
Librarian  at  Ottawa,  has  been  honored 
by  a  new  building  at  the  college  being 
named  Mills'  Hall. 

A.  J.  Mitchell,  Vice  President,  Finance 
and  Accounts,  Canadian  National  Rys., 
who  left  Toronto,  Sept.  28,  for  England, 
on  official  business,  returned  to  Toronto 
Nov.  13. 

S.  N.  Parent,  at  one  time  Chairman. 
National  Transcontinental  Ry.  Commis- 
sion, who  died  at  Montreal,  Sept.  7.  left 
an  estate  valued  at  $470,200. 

T.  P.  Phelan,  President,  Canada  Rail- 
way News  Co.,  Toronto,  bought  three 
horses  in  the  United  States  recently, 
which  will  race  under  his  colors,  on  Can- 
adian tracks,  next  year. 

Prince  Purachatra.  brother  of  the 
King  of  Siam,  and  who  is  Commissioner 
General  of  the  Siamese  State  Railways, 
visited  Canada  during  November,  and 
spent  some  time  in  the  C.P.R.  Angus 
shops,  Montreal.  He  was  educated  in 
England,  and  is  visiting  various  coun- 
tries, to  obtain  hints  for  the  improve- 
ment  of   the   Siamese  railways. 

Mrs.  Rutherford,  wife  of  J.  G.  Ruther- 
ford, C.M.G..  one  of  the  Board  of  Rail- 
way Commissioners,  and  Miss  Ruther- 
ford, have  returned  to  Ottawa,  after 
spending  some  time  in  British  Columbia. 

Hon.  J.  D.  Reid,  Minister  of  Railways 
and  Canals,  who  left  for  England  about 
the  middle  of  September,  accompanied 
by  Mrs.  and  Miss  Reid,  returned  to  Ot- 
tawa Nov.  29. 

Brig.  General  H.  N.  Ruttan,  C.M.G., 
who  has  been  elected  an  honorary  mem- 
ber of  the  Engineering  Institute  of  Can- 
ada, was  one  of  the  charter  members  of 
the  Canadian  Society  of  Civil  Engineers 
in  1887,  and  was  President  in  1910.  He 
entered  G.T.R.  service  in  1866,  on  the 
engineering  staff,  and  three  years  later 
transferred  to  the  Intercolonial  Ry.,  and 
in  1872-73,  was  in  charge  of  the  engi- 
neering and  construction  of  50  miles  of 
that  line  along  the  Bale  des  Chaleurs. 
He  transferred  to  the  Dominion  Govern- 


ment's service  in  connection  with  the  C. 
P.R.,  in  1874,  and  made  some  of  the  fimt 
surveys  for  that  line  along  the  north 
■bore  of  I^ke  Superior,  and  in  the  fol- 
lowing year  was  in  charge  of  a  sur>'ey 
party  to  select  a  line  for  the  C.P.R.  be- 
tween Edmonton,  Alta.,  and  the  Yellow- 
head  Pass.  He  was  engaged  on  this  for 
nearly  two  years,  and  located  the  line 
now  generally  followed  by  the  Canadian 
Northern  and  Grand  Trunk  Pacific  Rys. 
From  1877  to  1880  he  was  in  charge  of 
the  engineering  work  b<-tween  Winnipeg 
and  Kenora  (then  Rat  Portage),  and  in 
the  latter  year  he  commenced  private 
practice  in  Winnipeg.  He  was  appointed 
City  Engineer,  Winnipeg,  in  1886,  and 
retired  in  1914,  being  appointed  Con- 
sulting  Engineer. 

Lord  and  Ijidy  .ShaughneHsy  spent  the 
first  week  end  in  November  with  the 
Governor  General  and  Duchess  of  Devon- 
shire, at  Rideau  Hall,  Ottawa. 

Hon.  .Mrs.  A.  T.  .Shaughnessy.  the  wid- 
owed daughter  in  law  of  Lord  Shaugh- 
nessy.  Chairman.  C.P.R..  was  married  to 
Hon.  Piers  Legh,  son  of  Lord  Newton, 
at  London,  Eng.,  Nov.  15.  The  Prince 
of  Wales  was  present  and  gave  gifts  to 
the  bride  and  bridegroom.  Among  the 
other  givers  of  presents  were  the  Duke 
of  Connaught,  the  Prince  of  Wales'  house- 
hold. Lord  Shaughnessy,  and  C.  R.  Hos- 
mer,  one  of  the  C.P.R.  directors. 

Henry  J.  Small,  formerly  Superintend- 
ent of  Motive  Power  and  Machinery, 
Southern  Pacific  Co.,  Sacramento,  Cal., 
died  at  Barkeley,  Cal.,  at  the  end  of  Oc- 
tober. He  was  bom  at  Cobourg,  Ont., 
and  educated  at  the  Normal  School,  To- 
ronto. He  entered  railway  ser\-ice  in 
1863,  with  the  Chicago  &  Northwestern 
Ry.  at  Chicago,  111.,  the  whole  of  his  rail- 
way service  being  in  the  U.S. 

E.  Stephenson,  town  ticket  agent,  G.T. 
R..  Whitby.  Ont..  died  Nov.  22,  as  a  re- 
sult of  a  paralytic  stroke. 

Sir  Thos.  Tait,  President,  Fredericton  & 
Grand  Lake  Coal  &  Ry.  Co.,  and  here- 
tofore Vice  President,  Canadian  Salt  Co., 
Windsor,  Ont.,  has  also  been  elected  Pre- 
sident of  the  latter  company,  succeeding 
E.  G.  Henderson,  who  died  recently. 

W.  K.  Thomp.son.  formerly  Superin- 
tendent. District  3.  Ontario  Division.  C. 
P.R..  Toronto,  and  who  retired  from  the 
service  about  6  years  ago,  died  at  To- 
ronto Nov.  22.  aged  66. 

H.  H.  Vaughau.  consulting  engineer, 
Montreal,  formerly  Assistant  to  Vice 
President,  C.P.R.,  is  now  engaged  for 
the  G.T.R. .  in  connection  with  the  valu- 
ation of  its  equipment,  for  the  arbitra- 
tion to  settle  the  amount  to  be  paid  by 
the  Dominion  Government  for  certain  of 
the  company's  capital  stock. 

R.  C.  Vaughan.  who  has  been  appoint- 
ed Vice  President  in  charge  of  Purchases. 
Supplies,  and  Stores,  Canadian  National 
Rys..  Toronto,  was  born  there.  Dec.  1. 
1883.  and  entered  railway  service  Oct.  3. 
1808.  since  when  he  has  been,  to  Mar. 
1902.  office  boy.  clerk  and  stenographer. 
General  Freight  Agent's  office.  C.P.R.. 
Toronto;  July  to  Dec.  1902.  in  Freight 
Department,  G.T.R.,  Toronto;  Jan.  1903 
to  July  1.  1910,  clerk,  secretary  to  Third 
Vice  President  and  General  Manager, 
and  chief  clerk  to  Third  Vice  President, 
Canadian  Northem  Ry.,  Toronto;  July 
1,  1910,  to  Oct.  1918,  Assistant  to  Third 
Vice  President,  C.N.R.,  Toronto;  Oct. 
1918  to  Nov.  1920.  Assistant  to  Presi- 
dent. Canadian  National  Rys..  Toronto. 

N.  B.  Walton,  whose  appointment  as 
Assistant  General  Superintendent.  Cana- 
dian National  Rys..  with  jurisdiction  over 
Grand   Trunk    Pacific   Ry.   lines   between 


December,  1920 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


655 


Edmonton,  Alta.,  and  Prince  Rupert,  B. 
C,  with  office  at  Prince  Rupert,  was  an- 
nounced in  a  recent  issue,  was,  on  Oct. 
26,  when  he  relumed  to  Edmonton  to 
remove  his  family,  presented  with  $1,000 
and  a  set  of  Crown  Derby  china,  for 
Mrs.  Walton,  by  the  G.T.P.R.  staff  there, 
where  he  was  Superintendent  formerly. 

Archibald  Watt,  whose  appointment  as 
Assistant  Master  Mechanic,  Canadian 
National-Grand  Trunk  Pacific  Rys., 
Smithers,  B.C.,  was  announced  in  our 
last  issue,  was  born  at  St.  Louis,  Que., 
Mar.  5,  1874,  and  entered  railway  service 
July  26,  1890,  since  when  he  has  been, 
to  Sept.  1892,  wiper,  G.T.R.,  Montreal; 
Sept.  1892,  to  Oct.  1897,  fireman,  G.T.R., 
Montreal;  Oct.  1897  to  Oct.  1901,  loco- 
motive man,  G.T.R.,  Montreal;  Oct.  1902 
to  Aug:.  1906,  machinist,  G.T.R.,  Mont- 
real; Aug.  1906  to  Mar.  1907,  Locomo- 
tive Foreman,  Central  Vermont  Ry.,  St. 
Albans,  Vt.;  Mar.  to  Sept.  1907,  Loco- 
motive Foreman,  G.T.R.,  Montreal;  Sept. 

1907  to  Jan.  1908,  machinist,  G.T.R.; 
Mar.  to  Auk.  1908,  machinist.  Grand 
Trunk  Pacific  Ry.,  Saskatoon,  Sask.; 
Auk.  to  Dec.  1908,  Locomotive  Foreman, 
G.T.P.R.,  Melville,  Sask.;  Dec.  1908  to 
June  1909,  Locomotive  Foreman,  G.T.P. 
R.,  Wainwripht,  Alta.;  June  to  Dec.  1909, 
machine  foreman,  G.T.P.R.  Edmonton, 
Alta.;  Jan.  1910  to  June  1912,  Locomo- 
tive Foreman,  G.T.P.R.,  Prince  Rupert, 
B.C.;  June  1912  to  Apr.  1916,  General 
Foreman,  G.T.P.R.,  Prince  Rupert,  B.C.; 
Apr.  1916  to  Nov.  1920,  District  Master 
M.echanic,  Mountain  Division,  G.T.P.R., 
Smithers,   B.C. 

James  Waugh,  who  has  been  appoint- 
ed Commercial  Agent,  Canadian  National 
Rys.,  G.T.R.,  G.T.  Pacific  Ry.  and  G.T. 
Pacific  Coast  Steamship  Co.,  San  Fran- 
cisco, Cal.,  entered  G.T.R.  service  in  1891 
as  clerk  in  the  Commercial  Express  Line 
office  at  Milwaukee,  Wis.,  since  when  he 
has  been,  from  1894  to  1900,  Soliciting, 
Freight  Agent,  same  line,  Chicago,  111.; 
1900  to  July  1,  1905,  Travelling  Freight 
Agent,  same  line,  Detroit,  Mich.;  July  1, 
1905,  to  July  1908,  Michigan  State  Agent, 
Reading    Despatch    Line,    Detroit;    July 

1908  to  Oct.  31,  1911,  Travelling  Freight 
Agent,  G.T.R.,  Philadelphia,  Pa.;  Oct.  31, 
1920,  Commercial  Agent,  G.T.R.  System, 
1911  to  July  1915,  Commercial  Agent,  G. 
T.R.,  Omaha,  Neb.;  July  1915  to  Oct.  25, 
San  Francisco,  Cal. 

R.  H.  Webstor,  Commercial  Agent, 
Canadian  National  Rys.,  Moncton,  N.B., 
was  presented  with  a  silver  tea  service 
by  the  local  Freight  Department  staff, 
Nov.  6,  on  the  occasion  of  his  marriage 
with  Miss  A.  Crandall,  of  St.  John,  N.B., 
Nov.  9. 

H.  K.  Wick.steed,  B.A.Sc,  Chief  Engi- 
neer of  Location,  Canadian  National  Rys., 
Toronto,  has  gone  to  Brazil,  expecting  to 
be  away  three  months. 


The  Quebec  and  Chibougamau  Railway  Project. 


Responding  to  petitions  received  from 
carriers  throughout  the  U.S.  showing 
that  further  time  is  necessary  to  make 
changes  in  freight  and  passenger  rates 
under  the  provisions  of  section  4  of  the 
Act  to  Regulate  Commerce,  the  Inter- 
state Commerce  Commission  on  Nov.  2 
postponed  effective  date  of  its  orders 
heretofore  issued  until  Mar.  1,  1921,  as 
to  rates  and  charges  for  transportation 
of  freight;  and  until  Mar.  1,  .June  l,and 
Oct.  1,  1921,  as  to  various  classes  of  pas- 
senger fares  and  charges. 

The  Montreal  Chamber  of  Commerce 
is  reported  to  have  passed  a  resolution 
asking  the  Board  of  Railway  Commis- 
sioners to  re-establish  the  pre-war  cus- 
tom of  issuing  excursion  tickets  at  re- 
duced fares  for  week  ends  and  holidays. 


Canadian  Railway  and  Marine  World 
is  officially  advised  that  the  Quebec  Gov- 
ernment has  made  a  contract  with  the 
Quebec  and  Chibougamau  Ry.  Co.  for 
building  the  first  50  miles  of  its  railway 
from  Chicoutimi  to  St.  Felicien.  Con- 
struction is  to  be  started  by  May  1,  1921, 
and  the  50  miles  is  to  be  completed  and 
ready  for  operation  by  May  1,  1923.  This 
piece  of  line  will  form  part  of  120  miles 
of  main  line  and  branches  for  which  the 
Quebec  Legislature  last  session  voted  a 
subsidy  of  4,000  acres  of  land  a  mile, 
not  convertible  into  cash  by  the  Gov- 
ernment. The  line  to  be  constructed  is 
described  as  follows: — From  the  Quebec 
&  Lake  St.  John  Ry.,  near  Chicoutimi,  as 
far  as,  or  near  a  point  on,  the  James  Bay 
Ry.  in  Demeules  Tp.,  to  the  west  of  Lake 
St.  John,  running  through  the  region 
east  and  north  of  the  lake,  the  length 
of  the  main  line  and  branches  being  120 
miles. 

Chicoutimi,  on  the  Saguenay  River,  is 
the  terminus  of  a  section  of  the  Quebec 
&  Lake  St.  John  Ry.,  227  miles  from 
Quebec,  and  51  miles  from  Chambord 
Jet.,  whence  another  section  of  the  line 
12.01  miles  long  extends  to  Roberval, 
from  where  a  17.6  mile  section,  built  un- 
der the  James  Bay  Ry.'s  charter,  carries 
the  line  to  St.  Felicien,  on  the  Chamou- 
chouan  River.  The  proposed  new  line 
when  completed  will  therefore  extend 
from  St.  Felicien,  on  the  west  side  of 
Lake  St.  John,  round  its  northern  and 
eastern  shores,  to  Chicoutimi,  on  the 
Saguenay  River,  which,  flowing  from  the 
eastern  side  of  the  lake,  carries  its  wat- 
ers to  the  Gulf  of  St.  Lawrence,  and  will 
form,  with  the  sections  of  the  Quebec  & 
Lake  St.  John  Ry.  and  James  Bay  Ry., 
referred  to,  a   belt  line  round  the  lake. 

The  Quebec  &  Chibougamau  Ry.  Co. 
was  incorporated  at  the  Quebec  Legis- 
lature's last  session  to  build  a  railway 
from  Quebec  to  Chicoutimi,  and  thence 
northerly  along  the  Mistassini  River  val- 
ley to  Lake  Chibougamau,  about  180 
miles  north  of  Lake  St.  John,  with  branch 
line.  The  total  length  of  the  line  from 
Quebec  to  Lake  Chibougamau  is  esti- 
mated at  400  miles,  irrespective  of  branch 
lines.  The  projected  route  of  the  line 
from  Chicoutimi  to  St.  Felicien  connect- 
ed with  the  route  of  the  line  subsidized 
by  the  Legislature,  hence  the  contract 
with  the  Q.  &  C.  Ry.  Co. 

The  company  is  reported  to  have  de- 
posited a  considerable  sum  with  the 
Government  as  a  guarantee,  and  to  have 
agreed  to  wait  until  the  completion  of 
construction  of  the  whole  line  before  re- 
ceiving the  subsidy.  The  surveys  for 
the  line  are  reported  to  have  been  prac- 
tically completed,  and  contracts  for  ties 
and  other  timber  to  have  been  let. 

The  route  of  the  projected  line  from 
Quebec  to  Chicoutimi  would  follow  the 
valleys  of  the  Montmorency  and  the 
Jacques  Cartier  Rivers,  and  would  give 
a  line  approximately  137  miles  long, 
against  the  present  C.N.R.  line  of  227 
miles  via  Chambord  Jet.  From  Chicou- 
timi the  line  would  run  north  of  the  Sa- 
guenay River,  to  the  north  of  Lake  St. 
John,  and  along  the  Mistissani  River 
valley  to  Lake  Chibougamau,  approxi- 
mately 180  miles  north  of  the  lake.  The 
country  through  which  the  first  section 
of  the  line  would  pass  through  a  good 
deal  of  timber  ,and  is  generally  very 
similar  to  that  through  which  the  Que- 
bec &  Lake  St.  John  Ry.  runs.  The  ter- 
ritory between  Chicoutimi  and  St.  Feli- 
cien is  reported  to  be  twice  as  great  in 


area  as  the  district  already  settled  on 
the  south  shore  of  Lake  St.  John.  It 
possesses  valuable  untouched  forests, 
large  areas  of  level  agricultural  land, 
and  an  excellent  climate.  There  are  in 
operation  at  Jonquiere,  Kinoganii,  Chicou- 
timi and  Port  Alfred  large  paper,  pulp 
and  sulphite  mills  to  which  the  pulpwood 
taken  will  be  handled.  The  Mistissani 
River  valley  is  reported  to  be  rich  in 
timber,  and  to  have  numerous  large 
waterpowers,  and  at  Lake  Chibougamau 
there  are  reported  to  be  deposits  of  mag- 
netic iron,  copper  and  asbestos  awaiting 
development. 

The  Q.  &  C.  Ry.  Co.  is  being  financed 
by  New  York  and  London,  Eng.,  capi- 
tal, the  syndicate  being  represented  in 
Canada  by  a  provisional  board  of  direc- 
tors consisting  of  H.  C.  Thomson,  Lon- 
don, President;  Captain  M.  C.  Eastman, 
of  the  Royal  Engineers,  Vice  President 
and  General  Manager;  H.  L.  F.  Blake, 
mining  expert;  J.  G.  Scott,  formerly 
General  Manager,  Quebec  &  Lake  St. 
John  Ry.  and  General  Manager,  Great 
Northern  Ry.;  and  J.  F.  Grenon,  C.E., 
Chicoutimi. 


Scarcity  of  Cross  Ties  in  the  United 
States. 

Owing  to  the  unprecedented  levels  to 
which  prices  of  railway  cross  ties  have 
risen,  the  Pennsylvania  Rd.  has  decided 
to  investigate  the  adaptability  of  the 
hardwoods  of  Central  and  South  America 
for  this  purpose.  Enquiries  have  been 
started  along  several  lines,  not  only  to 
ascertain  how  much  more  cheaply  ties, 
or  the  material  for  ties,  can  be  purchas- 
ed in  those  countries,  but  also  to  investi- 
gate the  question  of  the  longer  life  of 
ties  made  from  the  southern  hardwoods, 
as  compared  with  those  made  from  the 
North  American  native  woods  hereto- 
fore chiefly  used.  Under  normal  condi- 
tions the  Pennsylvania  Rd.  uses  from 
5,000,000  to  6,000,000  annually.  White 
oak,  the  most  desirable  North  American 
wood  for  this  purpose,  is  becoming  ra- 
pidly scarcer.  The  other  available  woods 
in  the  U.S.  have  a  very  short  life  as 
ties,  unless  creosoted,  which  adds  ma- 
terially to  their  cost  The  average  net 
cost  of  railroad  ties  ready  for  placing  in 
the  roadbed  has  risen  fully  1007o  since 
the  beginning  of  the  war. 


Manganese   Steel    Rails   Ordered — The 

Southern  Pacific  Co.  has  ordered  2,000 
tons  of  manganese  steel  rails,  at  a  re- 
ported cost  of  $375,000.  It  is  to  be  used 
on  curves  of  from  6  to  12  deg.  between 
Kern  Jet.  and  Tehachapi,  Cal.,  47  miles, 
and  between  Truckee  and  Blue  Canyon, 
Nev.,  41  miles.  It  is  said  that  the  deci- 
sion to  use  manganese  rail  for  curves  on 
these  divisions  is  primarily  a  safety 
measure  and  is  based  on  the  experience 
of  the  Delaware,  Lackawanna  &  West- 
ern Rd.  The  Southern  Pacific  Co.  will 
use  the  manganese  rail  both  for  outer 
and  inner  rail.  The  manganese  content 
will  be  10.5-15.0' f,  carbon  running  0.92 
to  l.lO'^f.  The  rail  will  be  quenched  in 
water  immediately  after  passing  the  hot- 
saws.  The  rail  webs  at  the  ends  will  be 
drilled  with  high  speed  drills  and  copper 
plugs  will  be  pressed  and  sweated  in,  to 
provide  for  rail  bonding,  since  track  drills 
are  not  capable   of  drilling  the  steel. 

The  C.P.R.  is  reported  to  have  arranged 
for  a  heavy  movement  of  grain  from 
Goderich,  Ont.,  during  this  winter. 


656 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


December.  1920 


Locomotive  lioiisr  OrKani/jition. 


To  h«vi-  a  proper  locomotive  houiif  or- 

rnnirntif<n  it  wniild  Im-  neceniiiiry  lir«t  to 

ri      Thin  mcnnK  to 

.  ht   cIbrk   of   men 

•  rilintr  to  the  Kire 

of    t!  ii.u'-i'   nnd   the   iiumlier 

of  I...  putihed   per  day.     The 

next   >  M   with  the  orcnnization 

in  the  ■•y-liin   ■•f   hnndlinir  the  work. 

When  the  locomotive  arrives  nt  the 
conl  dock  after  making  it.H  trip,  and  has 
a  full  pressure  of  air,  the  air  hrake  in- 
siH-ctor  should  be  assi»rned  to  inspect  all 
the  air,  steam  heat  and  scoop  operatinK 
equipment  and  report  any  defects  which 
he  may  notice.  This  inspection  should 
take  place  while  the  locomotive  man  is 
inspectinir  the  locomotive,  and  be  report- 
ed to  the  enpine  house  office  as  soon  an 
the  inspection  is  finished,  so  that  the 
work  report  will  he  made  out  at  the  same 
time  that  the  work  is  reported  by  the 
locomotive  man. 

The  liH-omotive  is  then  handled  by  the 
hostlers,  coaled,  sanded,  fire  dumped,  wat- 
ered. wa.«hed  off  and  placed,  in  the  loco- 
motive house.  As  soon  as  the  locomo- 
tive arrives  in  the  locomotive  house,  boil- 
er, machinery  and  tank  inspectors  should 
thoroufrhly  inspect  it  and  the  work  be  re- 
ported to  the  locomotive  house  office  as 
quickly  as  possible,  so  that  it  may  be  in- 
cluded with  reports  by  the  locomotive 
man  and  air  inspector.  This  work  should 
be  copied  off  on  forms  and  distributed  to 
the  different  departments.  When  it  is 
finished  the  heads  of  these  departments 
should  have  the  men  who  have  done  the 
■work  sism  the  slips  so  that  in  case  of  in- 
ferior work  or  other  trouble,  the  work 
can  be  traced  to  those  responsible.  The 
foreman  should  then  take  the  slips  into 
the  locomotive  house  office,  where  the 
■work  is  checked  off  the  ■work  book  and 
the  slip  filed.  As  soon  as  the  foreman 
of  each  department  completes  the  work 
on  a  locomotive  he  should  o.k.  the  loco- 
motive on  a  board,  which  should  be  in 
ever}'  locomotive  house,  and  made  so  that 
there  is  a  place  for  each  foreman  of  a 
department  to  o.k.  his  work.  When  the 
locomotive  is  reported  o.k.  on  the  board, 
final  inspectors  should  then  po  over  the 
locomotive  and  see  that  the  work  has 
been  done  properly  and  that  nothing  has 
been  missed.  The  board  or  reports  to 
the  locomotive  house  foreman  should 
then  be  o.k'd.  The  locomotive  is  then 
ready  for  service. 

In  case  a  locomotive  comes  in  that  is 
due  for  quarterly  or  monthly  inspection, 
or  hydrostatic  test,  orifice  test  or  wash- 
out, a  man  designated  to  look  after  the 
report.t,  should  have  a  stenciled  sipn 
placed  on  the  front  of  the  locomotive 
showintr  any  or  all  inspections  due. 

Proper  drop  pits,  machine  shops,  and 
tool  rooms  are  a  very  essential  part  of 
the  locomotive  house  equipment,  and 
should  be  kept  up  to  a  hijrh  standard  so 
that  the  very-  quickest  turns  that  are  al- 
■«'ays  occurrinir  in  locomotive  houses  will 
not  be  delayed  on  account  of  havinp  in- 
ferior machines,  tools  or  drop  pits. 

It  is  also  verj-  important  that  the  road 
foreman  of  locomotives  shoulil  keep  in 
close  touch  with  the  locomotive  house 
orjrani7.ation  and  report  nee<l<'(|  work,  so 
that  the  renort  of  needed  work  is  in  the 
locomotive  house  office  when  the  locomo- 
tive arrives  at  a  terminal. 

Many  other  essential  features  in  con- 
nection with  the  locomotive  house  equip- 
ment add  to  its  efficiency,  such  ns  heat, 
litfht    and    ventilation,    proper    f.icilifiis 


for  handlmtr  material,  waiih  room*  and 
lunch  ruomii.  Kvery  effort  xhould  be 
made  by  the  men  in  connection  with  the 
locomotive  house  oriraniution  to  main- 
tain the  force  in  a  harmonious  nnd  will- 
init  spirit,  as  it  is  ecsential  that  all  in 
such   an    ori;nnization    pull   together. 

The  forek'oink'  paper  was  read  before 
the  Central  Itailway  Club  in  Huffiilo,  N. 
Y.,  nc.ntly. 

Additional  St.  I.«wrence  Hridue  for 
Montreal. 

The  question  of  additional  bridge  ac- 
commodation across  the  St.  I.,awrence 
River  between  Montreal  and  the  south 
shore  has  been  under  consideration  for 
some  time,  and  special  attention  has  been 
directed  to  it  recently  by  the  fact  that 
the  Montreal  Harbor  Commission  has 
suKPested  the  buildinj;  of  a  low  level 
bridge,  with  a  draw  span  to  provide  for 
naviRation.  The  only  bridjre  providinR 
for  peneral  traffic  across  the  river  is  the 
Victoria  Jubilee  bridpe,  ©■wned  by  the  G. 
T.R.,  which  has  a  1.1  >4  ft.  roadway  in 
additional  to  railway  tracks.  A  meetinp 
of  representatives  of  Montreal  business 
interests  was  held  Oct.  29,  Lord  Shauph- 
ncssy  presiding,  ■when  the  question  was 
discussed.  A  deputation  headed  by  Lord 
Shauphnessy  waited  on  the  Quebec  Gov- 
ernment Nov.  19  and  presented  the  case 
for  the  provision  of  additional  accom- 
modation. Hon.  L.  A.  Taschereau,  Prime 
Minister,  expressed  sympathy  with  the 
plan,  and  pointed  out  that  it  was  pro- 
posed to  ask  the  Lepislature.  at  its  next 
session  to  provide  for  the  erection  of  a 
bridpe  at  He  Perrot,  and  that  the  Do- 
minion Government  had  already  refused 
to  aid  such  a  bridpe.  He  could  not  say 
what  the  Quebec  Government  mipht  be 
prepared  to  do  in  the  way  of  buildinp  a 
bridpe,  but  the  matter  would  be  dis- 
cussed and  taken  up  apain  with  the  depu- 
tation at  a  future  meetinp. 

In  this  connection  the  Montreal  Cen- 
tral Terminal  Co.'s  plans  were  laid  be- 
fore the  Montreal  Chamber  of  Commerce, 
Montreal,  on  Nov.  ,3,  when  C.  N.  Arm- 
stronp  explained  the  project,  which  ■was 
introduced  in  1890.  The  company,  he 
stated,  provided  plans  for  a  bridpe,  and 
obtained  financial  support  in  New  York, 
but  the  project  was  turned  down  on  three 
successive  occasions  by  the  Dominion 
Government.  The  project  was  revived 
in  1912,  and,  after  beinp  approved  by 
the  then  Minister  of  Public  Works,  the 
company  acquired  lands  at  a  cost  of 
about  $1,000,000  in  the  Cote  St.  Michel 
district.  The  plans  provided  for  the 
erection  of  a  bridpe  from  somewhere  be- 
tween Lonpueuil  and  St.  I^mbert,  east 
of  St.  Helen's  Island,  and  therefrom  with 
a  sinple  span  of  1  250  ft.  reach  Mont- 
real near  Ontario  St..  the  bridpe  to  be 
l.'>0  ft.  above  water  level.  At  a  subse- 
quent period  the  charter  was  amended 
so  as  to  provide  for  the  construction  of 
a  tunnel.  The  war  inten-ened  and  noth- 
inp  was  done.  After  some  discussion  a 
resolution  was  passed  askinp  the  Domin- 
ion Government  to  appoint  a  commis- 
sion to  investipate  the  question  of  the 
construction  of  a  bridpe  or  tunnel  be- 
tween Montreal  and  the  south  shore  and 
of  the  provision  of  additional  railway  ac- 
commodation  in  and  about   Montreal. 

A  proposition  is  reported  to  have  been 
submitted  to  the  Montreal  City  Council 
by  H.  G.  Tyrrell,  formerly  of  Toronto, 
and  now  President  of  the  Tyrrell  En- 
pineerinp  Co.,  New  York,  for  a'  franchise 
for  a  toll  bridpe  between  Montreal  and 
I.dinrueuil. 


Canadian  TrafHc  LeaRue's  .Annual 
.Meeting.  Ktc. 

The  Canadian  Traffic  I.«apue,  which  is 
composed  of  traffic  directors,  manapcrs. 
commissioners,  and  other  officials  in 
charpe  of  traffic  for  industrial  and  com- 
mercial orpanizations,  held  its  annual 
meetinp  at  Toronto,  Nov.  '.i,  the  Pre»i- 
il.nt,  A.  W.  Bell,  of  General  Motor  Co., 
O.shawa,  Ont.,  in  the  chair.  Reports 
were  presented  from  the  followinp  com- 
mittees:— Classification,  export,  express, 
freipht  claims,  orpanization,  railway  lep- 
islation  and  bills  of  ladinp,  rate  con- 
struction, refrigerator  and  heated  cars, 
also  a  special  committee  on  shippers  load 
and  count.  A  number  of  other  matters 
were  dealt  with,  including  the  revision 
of  the  constitution. 

The  League's  objects,  as  stated  in  the 
revised  constitution,  are: — To  promote  a 
better  understanding  by  the  public,  pro- 
vincial and  Dominion  governments,  of 
the  needs  of  the  traffic  world.  To  secure 
modification  of  present  laws,  regulations 
and  rulings,  where  they  are  harmful  to 
the  free  interchange  of  commerce.  To 
advance  fair  dealing.  To  promote,  con- 
serve and  protect  commercial  and  trans- 
portation interests.  To  co-operate  with 
the  Board  of  Railway  Commissioners  for 
Canada,  other  organizations,  and  the 
transportation  companies,  thus  bringing 
about  better  conditions  generally. 

The  following  officers  were  elected: — 
Honorary  President,  J.  E.  Walsh.  Gen- 
eral Manager,  Canadian  Manufacturers 
Association;  Honorary  Vice  President,  T. 
Marshall.  Manaper.  Transportation  De- 
partment. Toronto  Board  of  Trade;  Pre- 
sident, F.  W.  Dean.  Steel  Company  of 
Canada,  Hamilton,  Ont.;  President,  G.  P. 
Ruickbie,  Pulp  and  Paper  Association, 
Toronto;  Executive  Committee,  S.  Brown, 
Manager,  Transportation  Department, 
Canadian  Manufacturers  Association,  To- 
ronto; N.  Boyd.  Gutta  Percha  &  Rubber 
Co.,  Toronto;  W.  S.  Campbell,  Canadian 
General  Electric  Co.,  Toronto;  W.  R. 
Caldwell,  Dominion  Canners  Ltd.,  Ham- 
ilton, Ont.;  L.  R.  Howe,  Assistant  Traf- 
fic Manaper,  Transportation  Department. 
Toronto  Board  of  "Trade. 

In  the  evening,  the  League  held  its 
annual  supper  in  the  Toronto  Board  of 
Trade  rooms,  the  President,  A.  W.  Bell, 
in  the  chair.  The  principal  speaker  was 
D.  B.  Hanna.  President.  Canadian  Na- 
tional Rys..  who  received  a  very  hearty 
welcome,  spoke  on  a  number  of  interest- 
ing topics,  and  was  enthusiastically  ap- 
plauded on  resuming  his  seat.  Other 
speakers  were:— J.  E.  Walsh,  General 
.Manager,  Canadian  Manufacturers  As- 
sociation; T.  Marshall,  Manager,  Trans- 
portation Department,  Toronto  Board  of 
Trade;  W.  J.  Grant.  District  Freight 
Apent,  C.P.R.,  Hamilton;  R.  W.  Long, 
District  Freipht  Apent,  G.T.R.,  Toronto; 
F.  W.  Dean,  the  Association's  President 
elect;  and  Acton  Burrows.  Proprietor, 
Canadian  Railway  and  Marine  World. 


The  Pacific  Great  Eastern  Ry.  is,  ac- 
cordinp  to  a  press  report,  about  to  begin 
carryinp  mails  from  Vancouver  to  Prince 
Georpe,  and  other  points  in  the  Caribou 
District  of  British  Columbia.  The  mails 
will  be  taken  from  Vancouver  to  Squam- 
ish  by  steamboat  and  will  be  carried 
thence  by  rail  to  Soda  Creek,  which  is  as 
far  as  the  railway  is  completed,  where 
they  will  be  transferred  to  a  steamboat 
on  the  Eraser  River  for  Prince  George. 
Heretofre  the  Cariboo  mails  have  been 
transferred  at  Ashcroft  by  stages  to 
Barkerville  and   Prince  George. 


December,  1920 


657 


Transportation  Appointments  Throughout  Canada. 


The  information  under  this  head,  which  is  gath- 
ered almost  entirely  from  official  sources,  is  com- 
piled with  the  irreatest  care,  so  as  to  ensure  abso- 
late  accuracy.  Anyone  who  may  notice  any  error 
in  our  aunounccments  will  confer  a  favor  by  ad- 
vising   us. 

Canadian  National  Rys. — A.  G.  BARK- 
ER, heretofore  Assistant  to  General  Sup- 
erintendent. Maritime  District,  also  Su- 
pervisor of  Tele.erraphs  and  Time  Service, 
Eastern  Lines,  Moncton,  N.B.,  has  been 
appointed  Superintendent,  Moncton  Divi- 
sion, Maritime  District,  vice  W.  R.  Dev- 
enish,  appointed  General  Superintendent, 
Ontario  District,  Eastern  Lines.  Office, 
Moncton,  N.B. 

F.  P.  BRADY,  heretofore  General  Man- 
ager, Eastern  Lines,  Montreal,  has  been 
appointed  Assistant  to  the  Executive. 
Office,  Toronto. 

L.  S.  BROWN,  heretofore  General  Sup- 
erintendent, Maritime  District,  Eastern 
Lines,  Moncton,  N.B.,  has  been  appoint- 
ed Assistant  General  Manajrer,  Eastern 
Lines,  vice  W.  A.  Kingsland,  appointed 
General  Manager,  Eastern  Lines.  Office, 
Montreal. 

F.  F.  CAREY,  heretofore  Assistant 
Master  Mechanic,  Canipbellton,  N.B.,  is 
reported  to  have  been  appointed  Assist- 
ant Master  Mechanic,  St.  Maurice  Divi- 
sion. 

J.  W.  CONNELL  has  been  appointed 
Assistant  Freight  Claims  Agent,  West- 
ern Lines,  Winnipeg. 

W.  R.  DEVENISH,  heretofore  Super- 
intendent, Moncton  Division,  Maritime 
District,  Moncton,  N.B.,  has  been  ap- 
pointed General  Superintendent,  Ontario 
District,  vice  D.  Crombie,  appointed 
Transportation  Assistant  to  Vice  Presi- 
dent, Operation  and  Maintenance,  as  an- 
nounced in  Canadian  Railway  and  Ma- 
rine World  for  November.  Office,  To- 
ronto. 

A.  DEVINE  is  reported  to  have  been 
appointed  Assistant  Master  Mechanic, 
Campbellton,  N.B.,  vice  P.  F.  Carey, 
transferred. 

J.  GL.A.ZEBROOK,  heretofore  Car 
Foreman,  Mirror,  Alta.,  has  been  ap- 
pointed Car  Foreman,  Biggar,  Sask. 

A.  P.  GORBELL,  heretofore  Car  Ac- 
countant, Maritime  District,  Eastern 
Lines,  Moncton,  N.B.,  has  been  appointed 
Superintendent  of  Car  Service,  with  jur- 
isdiction over  all  lines  south  and  east  of 
the  St.  Lawrence  River,  vice  W.  N.  Rip- 
pey,  appointed  Superintendent  of  Tran.';- 
portation.  Maritime  District,  Eastern 
Lines.     Office,  Moncton.  N.B. 

J.  W.  .JOHNSTON,  Chief  Inspector  of 
Car  Lighting,  C.N.R.,  Toronto,  has  had 
his  jurisdiction  extended  over  the  Grand 
Trunk   Pacific   Ry. 

W.  A.  KINGSLAND,  heretofore  As- 
sistant General  Manager,  Eastern  Lines, 
has  been  appointed  General  Manager, 
Eastern  Lines,  succeeding  F.  P.  Brady, 
appointed  Assistant  to  the  Executive. 
Office,  Montreal. 

E.  LANGHAM,  heretofore  General 
Purchasing  Agent,  Toronto  has  retired 
from   the  service. 

LOUIS  LAVOIE,  heretofore  Assistant 
General  Purchasing  Agent,  has  been  ap- 
pointed General  Purchasing  Agent,  suc- 
ceeding E.  Langham,  who  has  retired. 
Office,  Toronto. 

J.  D.  McAULAY,  heretofore  Commer- 
cial Agent,  Grand  Trunk  Pacific  Ry., 
Prince  Rupert,  B.C.,  is  reported  to  have 
been  transferred  to  Foreign  Freight  De- 
partment, Canadian  National  Rys.,  Mont- 
real. 


J.  McCLELLAND,  h(  ntcfiuv  Car  Fore- 
man, Calgary,  Alta.,  has  lucn  appointed 
Car  Foreman,  Mirror,  Alta.,  vice  J. 
Glazebrook,  transferred. 

L.  McCUTCHEON,  heretofore  Export 
and  Import  Freight  Agent,  Vancouver, 
B.C.,  has  been  appointeil  Foreign  Freight 
Agent  there,  and  his  former  position  has 
been   abolished. 

J.  D.  MacNUTT,  heretofore  Inspector 
of  Train  Dispatching,  Maritime  District, 
Eastern  Lines,  Moncton,  N.B.,  has  been 
appointed  Assistant  Superintendent,  Hali- 
fax Division,  Maritime  District,  Eastern 
Lines.     Office,  Truro,  N.S. 

H.  C.  MEACHAM  has  been  appointed 
Import  Freight  Agent,  with  supervision 
of  import  freight  traffic  via  Atlantic  and 
Pacific  coast  ports.     Office,  Montreal. 

R.  M.  MITCHELL,  Right  of  Way  and 
Property  Commissioner,  C.N.R.,  has  had 
his  jurisdiction  extended  to  include  the 
G.T.P.R. 


R.  C.   VauKhan. 

Vice    President.     Purchases,    Supplies    and    Stores, 
Canadian    Niiticmal    Railways. 

H.  M.  MORGAN,  General  Agent,  Pas- 
senger Department,  G.T.B.,  Buffalo,  N. 
Y.,  will  act  in  the  same  capacity  there 
for  the  C.N.R. 

J.  C.  O'DONNELL,  heretofore  Super- 
intendent, Manitoba  Division,  Central 
District,  Western  Lines,  Winnipeg,  has 
been  appointed  General  Superintendent, 
Maritime  District,  Eastern  Lines,  vice 
L.  S.  Brown,  appointed  Assistant  General 
Manager,  Eastern  Lines.  Office,  Monc- 
ton, N.B. 

W.  N.  RIPPEY,  heretofore  Superin- 
tendent, Car  Service,  Maritime  District, 
Eastern  Lines,  Moncton,  N.B.,  has  been 
appointed  Superintendent  of  Transporta- 
tion, Maritime  District.  Office,  Monc- 
ton, N.B.  His  duties  are  to  supervise 
transportation  on  the  district  generally; 
receive  from  the  Superintendent  of  Car 
Service  all  car  service  orders  and  trans- 
mit them   to   district  officers  concerned; 


distribute  cars  between  various  divisions 
of  the  district  and  generally  supervise 
car  supply  on  district;  distribute  locomo- 
tives between  divisions  (master  mechanic 
to  select  the  individual  locomotives  of 
each  class  involved);  see  that  freight 
trains  and  cars  are  properly  loaded,  check 
up  overtime  and  delays  and  be  responsi- 
ble for  the  economical  operation  of  train 
service  generally;  prepare  and  distribute 
working  time  tables;  arrange  for  special 
passenger  trains;  supervise  the  exami- 
nation of  train  and  locomotive  men  in 
connection  with  vision  and  hearing,  also 
knowledge  of  train  rules,  air  brakes,  car 
heating  and  lighting,  etc.;  and  perform 
such  other  duties  as  the  General  Super- 
intendent may  specify  from  time  to  time. 

W.  LE  B.  ROSS,  heretofore  Local 
Treasurer,  G.T.P.R.,  Winnipeg,  has  been 
appointed  Local  Treasurer,  C.N.R. ,  West- 
ern Lines  and  G.T.P.R.,  vice  C.  H.  Ilickie, 
transferred  to  other  duties.  Office,  Win- 
nipeg. 

J.  G.  SWALWELL,  heretofore  Auditor 
of  Revenue,  Grand  Trunk  Pacific  Ry., 
Winnipeg,  has  been  assigned  to  other 
duties  in  the  C.N.R.  offices  there,  and 
his  former  position   has  been  abolished. 

R.  C.  VAUGHAN,  heretofore  Assist- 
ant to  President,  has  been  appointed  Vice 
President  in  charge  of  Purchases,  Sup- 
plies and  Stores.  His  jurisdiction  ex- 
tends also  over  the  Canadian  National 
Rys.'  afiiliated  and  subsidiary  companies. 
Office,    Toronto. 

.JAMES  WAUGH,  Commercial  Agent, 
G.T.R.,  San  Francisco,  Cal.,  will  act  in 
(he  same  capacity  for  the  C.N.R.,  G.T. 
K.  and  G.T. P.  Coast  Steamship  Co.,  vice 
W.  F.  Barry,  transferred  to  the  Passen- 
Kir  Department. 

Canadian  Pacific  Ry.— F.  L.  HUTCH- 
INSON, Manager  in  Chief  of  Hotels,  has 
resigned,  to  take  effect  Dec.  31.  Up  to 
Nov.  17  no  appointment  of  a  successor 
had  been  made. 

D.  JONES,  heretofore  Locomotive 
Foreman,  Windsor,  Ont.,  has  been  ap- 
pointed Locomotive  Foreman,  London, 
Ont.,  vice  B.  Pendleton,  transferred. 

D.  R.  KENNEDY  has  been  appointed 
Assistant  District  Passenger  Agent,  St. 
John,  N.B.,  during  winter,  and  Quebec, 
Que.,  during  summer,  the  supervision 
over  rail   traffic,  ex  Atlantic  steamships. 

II.  R.  MATHEWSON,  heretofore  Tra- 
velling Passenger  Agent,  St.  John,  N.B., 
has  been  appointed  Assistant  General 
Agent,  Passenger  Department,  C.P.R., 
Minneapolis,  St.  Paul  &  Sault  Ste.  Marie 
Ry.,  and  Duluth,  South  Shore  &  Atlantic 
Ry.,  vice  G.  G.  McKay,  transferred  to 
Canadian  Pacific  Ocean  Services  Ltd.  Of- 
fice, Chicago,  111. 

B.  PENDLETON,  heretofore  Locomo- 
tive Foreman,  London,  Ont.,  has  been  ap- 
pointed Locomotive  Foreman,  Ottawa, 
Ont. 

E.  .T.  SEMMENS,  Travelling  Indus- 
trial Agent,  Department  of  Colonization 
and  Development,  Calgary,  Alta.,  has  had 
his  headquarters  transferred  to  Vancou- 
ver, B.C.,  reporting  to  J.  F.  Sweeting, 
Industrial   Agent,  Winnipeg. 

A.  A.  SHEPPARD,  heretofore  Loco- 
motive Foreman,  Ottawa,  Ont.,  has  been 
appointed  Locomotive  Foreman,  Windsor, 
Ont.,  vice  D.  Jones,  transferred. 

Canadian  Pacific  Ocean  Services  Ltd. 
G.  G.  McKAY,  heretofore  Assistant  Gen- 
eral Agent,  Passenger  Department,  C. 
P.R.,  Minneapolis,  St.  Paul  &  Sault  Ste. 
Marie   Ry.,  and  Duluth,  South  Shore  & 


GnU 


CANADIAN  RAILWAY  AND  MARINK  WORLD 


December.  1920 


I  luiBtii,   ill..   riiiK   l>ccn  ad- 
ral     AKPnt,    r.P.O.S.     Ltd.. 


Canadian  National  RailwayB 
F^arninRs. 


I:\KHIRN.  K  n.K  .  hir.to- 
f  ativp  of  the  Briti-ih  Minis- 

li  •  kT.  in   New  York,  hn.t  lu-rn 

opi-i'ii-.i  iirnrrnl  Manni;pr  for  Scotlnnd, 
(•P.O.S.  Ltd.  Offlcp,  2.1 .  Bothwoll  St.. 
Glanirow. 

(Jrmnd  Trunk  Ky J.  F.  .MTfJIISON. 

hcTfloforr  Auditor  of  ni.Khursfnimts,  G. 
T  n  .  iiJ  !  f;  T.P.R.,  i.i  now  Auditor  of 
Ii  ,  C.T.R..  Montreal,  his  du- 

t  to    Cf.T.r.R.    having    been 

t;i'  ;.    thi-   Auditor  of   I)i.«bursc- 

nu'iit.i.  (  ai'.iiiiian   National   Ry.s. 

P.  T.  CRAWKOKn.  heretofore  In.spec- 
tor  of  Trnnsportntion,  ("hirajto.  111.,  has 
been  appointed  Superintendent,  ChiraKO 
Oivision,  Western  Lines,  vice  J.  Ehrke, 
promoted,  and  his  former  po.sition  has 
been  aboli.ihed.  Office,  Battle  Creek. 
Mich. 

J.  KHRKE,  heretofore  Superintend- 
ent. Battle  Creek,  Mich.,  has  been  ap- 
pointed A.'si.-itant  to  General  Superin- 
tendent. Western  Lines.  Office.  Chicapo, 
III. 

n.  W.  MATTHEWS,  heretofore  Sup- 
erintendent Terminals.  Sarnia  Tunnel, 
Port  Huron.  Micb.,  is  reported  to  have 
been  appointed  Superintendent,  St. 
Thomas,  Ont.,  vice  J.  C.  Crombie,  trans- 
ferred. 

S.  L.  TRUSLER,  heretofore  Passen- 
ger Trainmaster.  Ontario  Lines.  Toron- 
to, has  been  appointed  Superintendent, 
Terminals,  Sarnia  Tunnel,  vice  H.  W. 
Matthews,  promoted.  Office,  Port  Huron, 
Mich. 

Inverness  Ry.  &  Collieries  Ltd. — F.  C. 
BIGELOW  has  been  appointed  Railway 
.Superintendent.  Office,  Port  Hastings, 
N.S. 

S.  G.  D.WIS  has  been  appointed  Gen- 
eral Sales  Agent.  Office,  Port  Hastings, 
N.S. 

Minneapolis.  St.  Paul  &  Sault  Ste. 
Marie  Ry.,  Duluth.  South  Shore  and  At- 
lantic Ry.— H.  R.  MATHEWSON,  here- 
tofore Travelling  Passenger  Agent.  C.P. 
R..  St.  John.  N.B..  has  been  appointed 
Assistant  General  Agent.  Passenger  De- 
partment. C.P.R..  M..  St.  P.  &  S.S.M.R.. 
and  D.S.S.  &  A.R..  vice  G.  G.  McKay, 
transferred  to  Canadian  Pacific  Ocean 
Services   Ltd.     Office,  Chicago.   III. 

New  York  Central  Rd.,  West  Shore 
Rd.— F.  C.  FOY.  heretofore  City  Pas- 
senger Agent.  New  York.  N.Y.,  has  been 
appointed  Canadian  Passenger  Agent,  in 
charge  of  passenger  traffic  in  Ontario. 
we.«t  of  Sharbot  Lake  and  Kingston.  Of- 
fice. 407  Royal  Bank  BIdg..  Toronto. 

J.  W.  HICKSON.  formerly  Canadian 
Freight  Agent.  Toronto,  and  latterly  in 
Freight  Department.  Buffalo.  N.Y..  has 
been  appointed  Canadian  Freight  Agent 
in  charge  of  traffic  originating  at,  or  des- 
tined to,  points  in  Canada  west  of  Shar- 
bot Ijike  and  Kingston,  Ont.  Office,  407 
Royal  Bank  Building,  Toronto. 

Timiskaming  &  Northern  Ontario  Ry. 
A  .St.  Thomas,  Ont.,  press  report  of  Nov. 
12  slated  that  labor  circles  there  had 
been  8dvi.sed  that  A.  E.  HOOKWAY, 
Michigan  Central  Rd.  conductor,  an  ex- 
nldemian  of  the  city,  and  chairman  of 
its  board  of  healt,  had  been  appointed 
Chairman  of  the  T.  &  N.  O.  R.  Com- 
mission, to  succeed  J.  E.  Englehart,  re- 
signed. We  were  officially  advised  Nov. 
18  that  no  appointment  had  been  made 
to  the  Chairmanship,  but  that  Mr.  Hook- 
way  had  applied  for  the  position.  Ap- 
parently he  is  one  of  a  considerable  num- 
ber who  have  done  similarly. 


IVbruary    ., 
March  .  . 
April    .    .   . 

»l«y   

Jnn*  .  .  - 
Juir  .  .  _ 
Auiuat  .  . 
S4*pt«fnb«r  . 
October    . 


T.TtLlM 

S.tM.IM 

7.TT«.»M 
9.0M.ri4 

t.Mt.tn 

9.M&.U1 

1Z.U1.I«T 


7.IM,M« 
«.tM.«U 

i.M*.un 

t.4U.0U 

7.B»«.Mi 
R.4I6.8M 
8.S.M.00T 
•.6«l,«28 


tM.4tH.sa&    iTe.i;4.:-,R 

AppmxlnuiU  ramlnKB  for  two  wrrka  rnflr«l  Nov . 
It.   (Ii.«&l.32l,   ■oiiut   tS.<)8(I.J57    for  •>mr   period 

iai». 
Canmdian  Northern  Railway  Syatem. 


1»20 

1»1> 

Janiury 

t4.20O.70e 

84.026.00* 

Frbruary  .  .  

S.8«2.S00 

8.8*8.800 

March   .   .   

4.S87.700 

8.554.850 

April   .   .   

4.7S2.(2S 

8.878.14S 

May 

4.888.500 

4.887.75* 

4.864.600 

8.131.000 

July   .   .  ........»»..»..«».«. 

6.168.500 

4.847.800 

Auinut  

6.900.700 

4.901.1.1* 

Srptrinb«r 

6.140..''i00 

5,260.500 

$43,821,123 

f6.T99.9M 

Canadian  Pacific  Railway  Earn- 
ings, Expenses,  Etc. 


Grou  eamfnfri,  working  exp«nft«fl.  net  ' 
and  iner«as«a  or  decrvaa«*,  from  Jan. 
compared    with   thofl«   of    1919: 


Grou  Exprntn 

Jan.     J1S.9I 4.569  $13.S28,62S  $ 

Fob.       13.557.104  12,843.231 

Mar.      15.715.937  13.758.171 

15.929.416  13.587.570 

16.459.986  13.262.044 

16.480.574  13.849.757 

17.375.761  15.756.275 


Apr. 
May 
June 
July 
Aujr. 
Sept. 
Oct. 


24.S00.632      17.099.810 


In 
Net 

585.941 
713.873 
1.957.766 
2.341.846 
8.197.942 
2.630.817 
1.619,486 
2,200.818 
3.908.655 
7.700.822 


creaaef  or 
deereaaaa 

•967.571 

•267.242 

418.721 

253,222 

164.182 

•3.59.604 

•1.377.218 

•1.577.355 

•183.265 

2.353.010 


8172.238. 035  8145.380.074  $26,857,961  •$1,643,090 

Incr.     29.701,408      31.244.498    

Deer $1,563,090    

Approxlmati>  eaminKH  for  two  weeks  ended  Nov. 
U.  $11,400,000.  against  $7,904,000  for  same  per- 
iiMl    1919. 


Grand  Trunk  Railway  Earnings, 
Expenses,  Etc. 


Groaa  eamintca.  workintc  exp«na«a,  net  eamlnv*. 
and  increases  or  decreases,  from  Jan.  1.  1*1*. 
compared   with   thoae  of   1919: 

Cnwn  Expenses  Net 

January  $.1,0.'.  1,031         $5,867,445       $*81S,441 

February  4,660,831  5,159.742         '498.911 

March  5.756.372  6.491.298  265.079 

April  6.477.816  6.187.840  290.476 

May  5.878.984  6.647.518  881.421 

June  6.645.488  6.146.600  4*0.888 

July  7.592.000  6.568.053         1,028.947 

August  7.764.280  6.273.621         1.4*0,659 


$48,829,700       $46,241,607      $2,688,0*8 

Incr.  $6,500,568         $8,266,180  

r>ecr.  $1,765,627 


Aerial  Transportation  Notes. 

R.  B.  Daville.  in  a<ldressing  the  Engi- 
neers' Institute  in  Montreal,  Nov.  H,  on 
commercial  aviation  in  Canada,  said  that 
Canada  and  the  United  States  arc  far 
behind  Great  Britain  and  other  European 
countries  in  the  post-war  development 
of  aviation.  The  slow  development  in 
Canada  is  due  to  lack  of  capital,  and  gen- 
eral distrust  of  aviation  as  a  practical 
and  safe  method  of  transportation,  cou- 
pled with  a  comparatively  small  popu- 
lation   and    immensely    long    distances. 

J.  W.  Norcross.  President  and  Manag- 
ing Director.  Canada  Steamship  Lines, 
who  returned  from  England  recently,  is 
reported  to  have  stated  that  an  air  ser- 
vice between  Montreal.  Toronto  and  New 
York  will   be  started  next   siimnuT,  and 


that  while  in  England  he  ordered  two 
Vickers-Vimy  Re*  plane*.  These  plane* 
will,  it  is  said,  have  accommcMlation  for 
12  passengers  each  in  addition  In  two 
op<Tators,  and  will  be  capable  of  develop- 
ing a  speed  of  127  miles  an  hour.  He 
added  tnat  as  Cana'la  Steamship  Line* 
is  the  largest  inland  water  transporta- 
tion system  in  the  world,  there  is  no 
reason  why  it  should  not  also  become  the 
premier  aerial  one  as  well. 

Transportation    for   Fort    Norman 
Oil. 


The  discovery  of  oil  near  Fort  Norman 
on  the  Mackenzie  River,  in  what  is  re- 
ported to  be  in  paying  quantities  has 
directed  attention  to  the  question  of 
transportation.  D.  R.  Crichton,  Calgary, 
Alta.,  in  a  letter  to  the  press  points  out 
that  there  is  water  transportation  down 
the  Mackenzie  River  from  Fort  Norman 
to  the  Arctic  Ocean,  which  is  open  for 
navigation  for  five  months  of  the  year. 
The  navigation  through  Behring  Straits 
is  only  open  for  three  months  in  the 
year.  Mr.  Crichton  discusses  the  possi- 
bility of  building  about  300  miles  of 
railway  from  a  point  on  the  Edmonton. 
Dunvegan  &  British  Columbia  Ry.  down 
the  Peace  River  Valley,  and  then  down 
the  Hay  River  Valley  to  Great  Slave 
Lake,  whence  tank  steamers  could  oper- 
ate to  Fort  Norman  or  five  or  six  months 
in  the  year.  In  either  case  large  tanks 
would  be  required  for  storage  during  the 
season  when  navigation  is  impossible. 
However,  the  question  of  the  value  of 
the  oil  discovered  and  whether  or  not  the 
discovery  is  of  sufficient  sire  to  justify 
the  investment  of  so  much  money  for 
transportation  purposes  has  not  yet  been 
determined. 


C.P.R.   Observation  Cars   in  lUly.  — 

During  the  war,  considerable  interest 
was  aroused  as  to  what  had  happened  to 
the  C.P.R.  rolling  stock,  which,  prior  to 
the  war.  was  operated  over  the  Austrian 
State  Railways,  between  .Arlberg  and 
Vienna,  and  Innesbruck  and  Trieste.  It 
has  been  announced  that  while  the  war 
was  on,  the  Austrian  War  Department 
used  them  as  Red  Cross  cars,  and  on  the 
conclusion  of  peace,  handed  them  back  to 
the  C.P.R.  in  comparatively  good  condi- 
tion, and  that  they  have  been  sold  to  the 
Italian  Government,  for  operation  on  the 
Italian  State  Railways,  for  special  pur- 
poses. 

Electric  Siglials  for  Gniding  Ships. — 
A  French  periodical  describes  a  French 
method  for  guiding  ships  in  foggy  wea- 
ther through  narrow  channels,  harbors 
and  so  on.  The  method  consists  essen- 
tially in  feeding  with  alternating  current 
submarine  cables  or  cables  laid  in  the  air 
along  the  piers  and  in  observing  on  board 
.<;hip  the  positions  of  said  cables  by  the 
aid  of  frames  connected  to  telephones. 
The  frame  can  be  rotated  around  an  axis 
))arallel  to  the  fore  and  aft  line  of  the 
.*hip.  so  that  it  can  be  acertaincd  if  the 
cable  is  "starboard"  or  "port"  of  the  ship. 

The  Newfoundland  Railway  Commis- 
sion is  reported  to  have  taken  over  con- 
trol of  the  operation  of  the  Newfound- 
land Ry.,  and  the  steamship  ser%-ices  op- 
erated in  connection  therewith  by  the 
Reid  Newfoundland  Co.  A  press  report 
of  Oct.  8  sUtes  that  all  bills  relating  to 
the  railway  service  arc  being  paid  by  the 
Commission,  and  in  advertisements  of 
the  trips  of  the  coastal  steamers  the 
words  "Government  Railway  Commis- 
sion" have  been  substituted  for  "Reid 
Ni'wfiiundlnnd    Co." 


December,  1920 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


659 


Canadian  Railway 
MaririeWorld 


1699 


Position  of  Canadian  Northern  and 

Grand  Trunk  Pacific  Railway 

Securities. 


change  the  legal  position  of  the  deben- 
ture holders,  but  the  fact  that  the  Gov- 
ernment was  the  sole  shareholder  would 
tend  to  strengthen  the  position  of  the 
security  holders  rather  than  otherwise." 


Devoted   to   Steam  and   Electric   Railway, 
Marine.    Shipbuilding    and    Railway,    Harbor    and 

Canal    Contractora*    Interests. 
OfHcial    Organ    of    various    Canadian    Transporta- 
tion   Associations. 

Published  on   the  first  of  each   month  at 
70  Bond  Street,  Toronto,  Canada. 


ACTON    BURROWS. 
Proprietor  and   Editor. 


AUBREY    ACTON    BURROWS, 
Business  Manager. 


Assistant  Editors, 
John  Keir  and  Donald  F.  Kei  i 


United  States   Business   Representative, 

A.  Fenton  Walker.  143  Liberty  St.,  New  York 

Member  of 
Associated       Business       Papers, 
Audit    Bureau    of    Circulations 
Canadian    National   Newspapers 

and    Periodicals    Association, 
Canadian       Press       Association, 


Authorized  by  the  Postmaster  General  for  Can- 
ada,  for  transmission  as  second  class  matter. 


SUBSCRIPTION  PRICE,  including  postage  any- 
where,  $2  a  year  in  advance. 

SINGLE  COPIES,  25  cents  each,  including 
postage. 

The  best  method  of  reinitting  is  by  express  or 
post  office  money  order.  If  remittance  is  made 
by  cheque.  15  cents  should  be  added  to  cover  cost 
of  collection  unless  cheque  is  payable  at  par  in 
Toronto  or  Montreal. 

NOTICE    TO    ADVERTISERS. 
ADVERTISING  RATES  furnished  on  application. 
ADVERTISING  COPY   must  reach   the  publishers 
by  the  10th   of  the  month  preceding  the  date  of 
the  issue  in  which  it  is  to  appear. 

TORONTO.    CANADA.    DECEMBER,    1920 

PRINCIPAL  CONTENTS. 

Appointments,     Transportation     657 

Birthdays    of    Transportation    Men    666 

Board    of    Railway    Commissioners, — 

Orders    by.    Summaries    of    660 

Traffic    Orders    648 

Canadian    National    Rys.,    Construction.  Etc....  647 

Locomotives,    Numbering   of    668 

Canadian   Northern   Ry.   Securities   659 

Canadian    Pacific    Ry.,    Construction,    Etc 651 

60   Ton    Hopper    Bottom    Box    Car    665 

Canadian    Railway    Board   of   Adjustment   No. 

1.    Report 649 

Canadian    Traffic    League    656 

Car    Equipment,    Freight.    Upkeep    of    641 

Electric  Railway  Department  670  to  676 

British    Columbia    Electric    Ry.    Fares    and 

Expenditures    670 

Jurisdiction    Over    671 

Dominion  Power  &  Transmission  Co.'s  Bond 

Issue    676 

Electric   Railway   Questions   672 

Finance,    Meetings,    Etc 674 

Guelph    Radial    Ry.    Matters    673 

OnUrio   Hydro   Radial    Railway   Projects 673 

Projects.     Construction,     Etc 672 

Rate    Increases     675 

Winnipeg    Electric    Ry.    Stock    Issue    670 

Express   Companies,   Among   the   669 

Freight    Trains.    Efficient    Handling    of    642 

Grand    Trunk    Pacific    Ry.    Securities    659 

Grand    Trunk    Ry.    Construction,    Etc 650 

Stock     Arbitration     : 651 

Heating    Railway    Shops    Economically    637 

Locomotive    Booster    Engine    661 

Locomotive    House    Organization    656 

Mainly     About     Railway     People     652 

Maintenance  of  Way  Methods,  Improving  643 

Marine   Department    677   to   692 

Canadian      Government     Merchant     Marine 

Shipbuilding.     Operation,     Etc 679 

Owners'    Rights     in     Partially     Built    Ships 

Under    Liquidation    Proceedings    684 

Prince  Rupert  Drydock   &  Engineering  Co...  658 
Shipbuilding.    General,   Throusrhout  Canada..  677 

Wreck  Commissioners'  Enquiries.  Etc 690 

Quebec    &    Chibougamau    Ry.    Project   655 

Railway    Development    645 

Railway    Earnings    658 

Railway    Finance.    Meetings.    Etc 646 

Railway   Rolling   Stock   Orders   and   Deliveries  646 

Railway    Situation    in    Newfoundland     667 

Reid     Newfoundland     Co.'s     Annual     Meeting, 

Etc 645 

St.  Lawrence  Bridge.   Additional,  for  Montreal  656 
Telegraph,  Telephone  and  Cable  Matters,  669,  676 


The  Canadian  Gazette,  London,  Eng., 
of  Oct.  28,  said: — An  important  state- 
ment, which,  although  unofficial,  should 
be  of  great  interest  to  holders  of  Cana- 
dian Northern  Ry.  b'/o  income  charge 
convertible  debenture  stock  and  of  Grand 
Trunk  Pacific  A':'c  debenture  stock,  was 
made  recently  at  a  private  gathering  of 
business  men  in  London  by  X.  J.  Mitchell, 
Vice  President,  Canadian  National  Rys., 
who,  however,  made  it  perfectly  clear 
that  he  was  not  speaking  in  an  official 
capacity.  As  regards  the  Canadian  Nor- 
thern Ry.  h''/c  income  debenture  stock, 
it  may  be  recalled  that  no  interest  has 
been  paid  since  Oct.  1914.  Apart  from 
the  question  of  interest,  stockholders  are 
even  more  concerned  as  to  the  security 
of  the  principal,  which  is  repayable  at 
par  on  May  6,  1930  (or  at  the  option  of 
the  company  at  any  time  after  May  6, 
1920,  at  six  months  notice).  Ever  since 
the  Canadian  Northern  Ry.  was  taken 
over  by  the  Canadian  Government  an 
official  announcement  has  been  awaited 
as  to  the  Government's  intentions  in  re- 
gard to  the  repayment  of  this  stock,  and 
it  may  be  gratifying  to  stockholders  to 
learn  that  Mr.  Mitchell,  speaking  (as  we 
have  already  intimated)  in  his  personal 
capacity,  expressed  his  conviction  that 
the  Government  will  pay  off  this  stock 
at  par  in  19.30.  The  amount  outstanding 
is  £5,144,000.  As  regards  the  Grand 
Trunk  Pacific  4^0  debentures,  the  inter- 
est is  guaranteed  by  the  Grand  Trunk 
Ry.,  subject  to  the  payment  of  interest 
on  its  own  loan  capital.  The  debentures 
are  irredeemable,  except  at  the  company's 
option,  on  one  year  notice  after  Mar.  1, 
1936.  This  stock  has  paid  no  interest 
since  Mar.,  1919.  The  question  in  this 
case  is  whether  the  Canadian  Govern- 
ment on  acquiring  the  G.T.R.,  will  as- 
sume responsibility  for  the  interest  on 
the  G.T.  Pacific  4'r  debenture  stock.  In- 
asmuch as  the  Government,  under  the 
purchase  terms,  will  in  effect  be  paying 
interest  on  G.T.R.  guaranteed  stock, 
which  clearly  ranks  after  the  G.T.  Pacific 
debentures,  it  is  inconceivable  that  the 
debentures  will  be  allowed  to  remain  in 
default.  Mr.  Mitchell  supported  this 
view,  giving  his  opinion  that  the  Gov- 
ernment will  assume  responsibility  for 
all  the  G.T.R. 's  guarantees  as  soon  as  it 
takes  possession  of  the  railway.  The 
present  quotation  of  the  Canadian  Nor- 
thern 59r  income  debenture  stock  is  29.32, 
and  the  quotation  of  Grand  Trunk  Paci- 
fic 49'r  debentures  is  4.5.,50.  If  Mr. 
Mitchell's  statement  ultimately  carries 
official  confirmation,  the  Canadian  Nor- 
thern stock,  now  standing  at  about  30, 
will  be  worth  100  in  10  years,  while  as 
regards  the  G.T.  Pacific  4'~'r  debenture, 
if  it  becomes  an  acknowledged  liability 
of  the  Canadian  Government,  it  will  stand 
at  a  higher  price  than  50,  at  which  the 
yield  would  be  S'/r. 

The  Canadian  Gazette  of  Nov.  4  re- 
ported Mr.  Mitchell  as  saving  to  itis  rep- 
resentative:— "The  article  re  Canadian 
Northern  Ry.  f>'"c  income  debentures  and 
Grand  Trunk  Pacific  Ry.  i''/^  debentures 
in  the  Canadian  Gazette  of  Oct.  28  stated 
that  I  supported  the  view  expressed  with 
reference  to  the  payment  of  interest  on 
Grand  Trunk  Pacific  4%  debenture  stock. 
This  does  not  correctly  report  me.  The 
view  expressed  by  me  was  that  the  acqui- 
sition of  the  Grand  Trunk  Ry.  stock  by 
the    Government   did   not    in    any   way 


The  Greater  Winnipeg  Water  Dis- 
trict Railway's  Position. 

In  connection  with  procuring  a  water 
supply  from  Shoal  Lake,  adjoining  Lake 
of  the  Woods,  for  Winnipeg  and  adja- 
cent municipalities,  the  Greater  Winni- 
peg Water  District  Commissioners  built 
a  railway  from  St.  Boniface  to  Shoal 
Lake,  92  miles,  principally  to  facilitate 
the  taking  in  of  construction  materials, 
but  as  progress  was  made  with  the  work, 
a  considerable  number  of  settlers,  now 
said  to  number  over  900,  went  in  and 
considerable  freight  and  passenger  traffic 
was  developed.  The  commissioners  de- 
cided to  maintain  the  operation  of  trains 
on  the  line  after  construction  of  the  water 
pipe  line  was  completed,  with  the  result 
that  the  railway  did  not  earn  operating 
expenses,  a  recent  report  stating  the  de- 
ficit as  $60,000  a  year.  The  Mayor  of 
Winnipeg  is  reported  to  have  favored 
taking  up  the  rails  and  selling  them  on 
the  ground  that  the  city  went  into  a 
water  works  project,  and  not  a  land  de- 
velopment and  colonization  one.  One  al- 
derman claimed  that  the  line  should  be 
subsidized  by  the  Dominion  Government, 
which  owns  land  along  its  route. 

A  deputation  representing  the  G.  W. 
W.  D.  Commissioners  is  reported  to  have 
waited  on  Premier  Meighen  when  he  was 
in  Winnipeg  recently,  and  urged  that  the 
line  be  taken  over  and  operated  by  the 
Government,  or  that  it  be  given  a  land 
grant  or  a  cash  subsidy.  The  Premier 
is  said  to  have  stated  that  the  matter 
would  be  considered,  but  he  could  not 
hold  out  any  hope  that  it  would  be  grant- 
ed. A  subsequent  press  report  states 
that  the  Premier  informed  the  Commis- 
sioners that  after  consideration  it  was 
found  impossible  for  the  Government  to 
take  over  the  line,  or  aid  it  by  a  land 
grant  or  cash  subsidy. 


Grand  Trunk  Railway  Bonds  Sold. 


Wm.  A.  Read  &  Co.,  the  National  City 
Company,  Blair  &  Co.,  Bankers  Trust  Co., 
Guaranty  Trust  Co.,  Lee,  Higginson  & 
Co.,  and  the  Continental  and  Commercial 
Trust  and  Savings  Bank,  all  of  New 
York,  offered  recently  for  subscription  at 
par  there  $25,000,000  Grand  Trunk  Ry. 
of  Canada  (Canadian  National  Rys. 
System)  7%  20-year  sinking  fund  gold 
debenture  bonds,  and  the  issue  was  over 
subscribed.  The  bonds  are  guaranteed 
as  to  both  principal  and  interest  by  en- 
dorsement by  the  Dominion  of  Canada, 
the  prospectus  stating  that  they  are  a 
direct  obligation  of  the  G.T.R.  of  Canada 
which  the  Dominion  has  agreed  to  pur- 
chase and  merge  with  the  Canadian  Na- 
tional Rys.  System,  have  interest  pay- 
able April  1  and  Oct.  1,  and  the  princi- 
pal is  repayable  at  par  Oct.  1,  1940.  The 
bonds  are  callable  as  a  whole  after  Oct. 
1,  1935,  at  102%,  on  30  days  notice,  on 
any  interest  date.  A  sinking  fund  of 
$500,000  a  year,  available  half  yearly, 
beginning  April  1,  1921,  is  to  be  provid- 
ed for  the  purchase  of  the  bonds  in  the 
market  if  obtainable  at  or  below  par,  but 
if  bonds  are  not  so  obtainable  during 
the  succeeding  six  months,  the  unexpend- 
ed balance  is  to  revert  to  the  company. 
Interest  is  payable  in  gold  at  the  Bank 
of  Montreal  agency  in  New  York. 


fifiO 


December.  1920 


Orders  by  Hoard  of  Railway  Commissioners  for  Canada. 


■  ,n  tUllwar 
rarh  l»u<- 
I    or    lUll. 

■.Iinu-ui«     n-<-onl    of    th* 

other    papvr    ha*    ilon* 


It,.-   II.. 


Oi l,;u,      __         i;        .      ..,.-. .1     In 

imm..iaU.i.    »uiV.. 

Onrrvl  ontiT  »U.  Nov.  IJ.-  AmrnHina  ir«i- 
rrat  ..rirr  III   rr  fori  control  adminiatrmtion. 

M       Approvinir  murrfmrnt  between 
1  lo     anil    Korrat    Home    Trirphono 

I  intr.    Onl. 

Am.n.lini-    ..rl.r.    29..'.97    and 

I  y.S.   Carlc- 

I 

niutr   map 
,1  cVntral    Ry. 

fr>.i,  ii.nr  j;.--.',!  •  •tmi..n,  ."it  Mnn.-  Pariah,  to 
ronnmlon  with  Canadian  National  Kya.  at  Drum- 
m.n.l  Jet.,  Qur. 

30.2.1t.  Oct.  14.-  Apprr.vin«  aKrcemrnt  txv 
twren  Brll  Tclrphonr  Co.  an.l  The  Somcract  Tele- 
phone   Co..    Merantic    County.    Que. 

10.2.V..  Oct.  13.  -Authoriiinu  C.P.R.  to  divert 
mad  allowance  in  a.e.  "-t  Sec.  6.  Tp.  2'i.  Ransc  l.^. 
weat  Srd  meridian,  acroaa  itn  Roaetown  South- 
eaaterly  Itranch  at  mile  AT,  and  to  cloae  aamc 
within    rivht   of   war    limita. 

.lO.J.IS.  Oct.  !!>.-  Aathoriiinit  C.P.R.  to  make 
hichway  cn>»«init  at  mile  r,7.6.  Ijiurentinn  Sut>- 
diviaion.   Que.,   and  to  cloae  croasinit  at  mile   .17.7. 

S0.2J7.  Oct.  21.-  Approvinir  Dominion  Atlantic 
Ry  Co.'a  rrleaae  form  eitendlnx  to  ahippera  the 
pnvileve  of  ahippinK  appl.>a  in  ordinary  box  cars 
to    Maritime    Provincea   and    Quebec. 

S0.2.*tM.  Oct.  21.  Approving  airreement  between 
Hell  Telephone  Co.  and  Brockville  Road  Rural 
Telephone    Co..     l^eeda    County.    Ont. 

S0.2J9.  Oct.  21.-  AnthoriiinB  G.T.R.  to  build 
apur  on  aidinsr  for  Northumberland  Paper  A  Elec- 
tric   Co..    Seymour   Tp.,    Ont. 

.10.210.  Oct.  21.  Authorizine  Canadian  Na- 
tional Rya.  to  build  apun  for  Blocks  7S  and  72, 
Brandon.    Man. 

30.241.  Oct.  21. — Approving  agreement  between 
Bell  Telephone  Co.  and  Villaee  of  Blyth,  Ont.. 
and    reacindinir    order   2.1.362.    Feb.   2.%.    191.1. 

30.242.  OcL  16.— RelievinE  Canadian  National 
Rya.  from  proviilinff  further  protection  at  croaa- 
inif    near    Kredenathal,    Man. 

30.243.  Oct.  22.— Authoriiinit  C.P.R.  to  build 
apur    for   Swift    Canadian    Co.,    Reirina.    Saak. 

30,214.  Oct.  23. — Authorizintr  Eaaex  Terminal 
Ry.  to  build  aidins  for  Motor  Products  Corpora- 
tion.   Walkerville,    Ont. 

30.24.'..  Oct.  21.~AuthorizinK  C.P.R.  to  build 
apur  for  BelKo-Canadian  Pulp  A  Paper  Co.,  St. 
Flore    Pariah,  Que. 

30.246.  Oct.  21.— Authorizinif  C.P.R.  to  rebuild 
feniler  protection  at  its  ferry  alip  at  Port  Bur- 
well.    Ont. 

30.247.  Oct.  22.— AuthorizinK  Western  Coun- 
ti.-a  Electric  Co.  to  erect  iU  220  volt  power  line 
.icroaa   O.T.R.    on    Wharf  St.,    Brantford.    Ont. 

ao.jtH  Oct.  22.-  AuthorizinK  C.P.R.  to  build 
apur  for  l>oomia.Dakin  Cofutruction  Co.,  Drum- 
mondville.    Que. 

.10.249.  Oct.  21-  Authnrizins  G.T.R.  to  build 
apur  for  Toronto  Harbor  Commiaaioners  on  Lot 
17.    Con.    1.    Pickerinu    Tp.,    Ont. 

30.2.10.  Oct.  22.  Relievintr  G.T.R.  from  pro- 
vidinir  further  protection  at  ftrat  public  crosainir 
north    of    Fort   Covinirton,    Que. 

30.2.11.  Oct.  19.  Onlerinit  C.P.R.  to  erect 
atoek  paaa  6  ft.  hish  and  .1  ft.  wide,  and  farm 
cmasinv,  for  H.  Thompaon.  Tuberoae.  Saak. 

30.2.12.  Oct-  22.— Aulhorizinit  Grand  Trunk 
Pacific  Ry.  to  tranafer  its  aitent  from  Entwiatle 
to  Gainford,  Alta..  caretaker  to  be  appointed  at 
Entwiatle. 

30,263.  Oct.  22.— Aulhorizinit  Grand  Trunk 
Pacific  Ry.  to  make  croaainic  and  rond  diveraion 
in  n  w.  l,i  Sec.  9,  Tp.  4.1,  Ranee  7.  weat  4th 
meridian,  at  mile  (71.8.  BatlUe  River  niral  muni- 
cipality   423.    AlU. 

30.214  Oct.  2S.-  Onlerini  G.T.R.  to  build 
aUtion  8  X  10  ft.  at  Gould'a  Cmaainir.  Ont..  by 
Dec.    1. 

30,2.11.      Oct    23.— Diamiaainir    application    of    C. 

Cunninirham,     Alamo,     B.C  ,     for     oriler     redurinir 

r  V  n     r.-.l.    <.n    erode   ore    from    Sandon.    B.C.,    to 

.ntrator,    from    70c     to   31c.    a   net 

•inp     rrpamtlon     acconlinirly     from 

•  r    ahlppinif    in    June.    1919. 

'   ■      .'1        Authorizinir    CPR.    to    build 

•  i.iir    f.  r    I,     II.    Gandet.    St    Gabriel    de    Brandon 

Pariah.     Que. 

30.217.  OcL  21.- Approrlnu  revined  location 
of  Grand  Trunk  Pacific  Branch  l.inea  Co.'a  aU- 
tlon    at    Uney,    Saak. 

30.21H.  Oct,  23  Authorixins  <;  T.R.  to  build 
•pur    for    'amea    Cole,    Owen    Soun  I.    Onl. 

30.2.1*.      OcL    22.-  Amendint    orler    30,171.    n 


1     I    li      Tur     f.r     I'ralrie     Itiu-uit    4k     I  ..nf  "I  ...nr  > . 
(o.     Iteiiina.    tiaak. 

.I0.2fi0  Orl.  23  Authortzinc  Canadian  Na- 
tional Kya.  to  build  apur  for  Theo.  Hurrowa  l.um- 
l»r  Co.,  in  Sec.  I,  Tp.  M,  Ran**  27,  weat  prin- 
cipal   meridian,    Man. 

30,261.      UcL    23.     AuthorizInK    C.P.R.    to    build 
•  I'ur    for    r.    T.    Cmaa.    at    mile    32  4S    ManiwakI 
■  ion,    Man. 

Oct.    23.      Appntvlnff    plan    ahowinr    re- 
.if   cri.aainit    Batea   at    Weaton    Road,    near 
1       Weat    Toronto    aUlion,    Ont. 

:i'>..'i',3  OcL  27.  Authorizlnv  City  of  Medicine 
HaL  AlU.,  to  build  footbndite  over  C.P.R.  at 
en.l    of    Second    Ave.    Northwest. 

30.264.  Oct.  26  Authorizing  Canadian  Norih- 
em  Quebec  Ry.  to  make  highway  cmaainK  in  IjoX 
1,1.    Haniie   3,   SL    lloniface    ParUh.    Que. 

30.261.  OcL  26.  Authorizing  C.P.R.  to  rebuild 
hridiie  HI. 14,  New  Brunawick  Coal  *  Ry..  over 
Sarveaon     River, 

30,266.  Oct.  26.-  Extendlnv  for  three  months 
time  within  which  G.T.R.  may  complete  apurs 
for  Windaor  Petndrum  *  Refininii  Co.,  Tecumaeh, 
OnL,   authorized    by   order   29,411, 

30,269.  OcL  26.  Amending  order  30.184,  .  re 
Saskatchewan  Government  crosaintr  of  Canadian 
National  Rya.  in  Royal  Canadian  rural  muni- 
cipality   261,    Saak, 

30,268.  OcL  26. — Apprdvinv  location  of  por- 
tion of  C.P.R.  I.eader  Southeaaterly  Branch,  mile 
31.16  to  10.07,  and  authorizinir  it  to  croaa  hiith- 
ways. 

30,269  to  30.271.  OcL  27.  Extendinit  to  Nov. 
30,  time  within  which  bells  and  wiKwaira 
may  be  installed  at  Canadian  National  Rya.  croaa- 
intrs  of  Amelia.  Francis  and  Brock  Sts..  Fort 
Willinm,    OnL 

30.272.  Oct.  27.— Authorizinj  Saskatchewan 
Government  to  make  highway  eroSsinu  over  C.P. 
R.    station    irrtiunds    at    East    End.    Saak. 

30.273.  OcL  28.— Authorizing  Canadian  North- 
ern Quebec  Ry.  to  build  branch  from  mile  47.9 
from  Quebec  to  National  TranscontinenUl  Ry.,  at 
SL    March,    Que. 

.10.274.  OcL  27. — Approving  airreement  between 
Bi'll  Telephone  Co.  and  R.  H.  Edgar  (Edgar  Tele- 
phone   System),    Dufferin    County,    OnL 

30.275.  OcL  28.— Amending  order  30.091,  re 
C.P.R.  diversion  at  mile  96,  Rcston  Subdivision. 
Sask. 

30.276.  Oct.  26.— Authorizing  Canadian  North- 
em  Ontario  Ry.  to  build  bridgre  over  Sinclair 
Ave.,    Hawkesbury.    Ont. 

30.277.  OcL  29.— Authorizing  Grand  River  Ry. 
to  build,  at  grade,  across  G.T.R.,  and  Dandas 
and    Beverley    SU..    GalL    OnL 

30.278.  OcL  29.— Ordering  Canadian  National 
Rys.  to  build  new  station  at  Dropmore,  Man.,  by 
SepL    1,    1921. 

30.279.  Oct.  28.— Authorizins  G.T.R,  to  re- 
move station  agent  at  Rose  PoinL  OnL.  and  to 
appoint    a   caretaker. 

80.280.  OcL  29.— Dismissing  application  of 
City  of  Windsor,  OnL.  to  extend  Moy  Ave.  across 
Essex    Terminal    Ry, 

30.281.  OcL  29.— Relieving  G.T.R.  from  pro- 
viding further  protection  at  first  crossing  north 
of    Orillia,    OnL 

30,2S2.  OcL  27.— Authorizing  Shawinigan  Water 
&  Power  Co.  and  C.P.R.  to  operate  over  crossing 
of   SL    Maurice    SL,    Three    Rivers.    Que. 

30.283.  OcL  80.  — Authorizing  City  of  Windsor, 
OnL,  to  extend  Hall  Ave.  over  E.«sex  Terminal  Ry. 

80.284,  30,281.  Nov.  1.— Approving  Cumberland 
Ry.  &  Coal  Co.  Standard  Passenger  TarilT.  Sup- 
plement 1  to  C.R.C.  .1.  and  SUndard  Freight 
Mileage  TarilT.  Supplement   1   to  C.R.C.   10. 

30.286.  OcL  29. -Relieving  C.P.R.  from  Pro- 
viding further  protectTon  at  crossing  S.2  mile* 
west  of    Point   Dulac.   Que. 

30.287.  Nov.  1.— Authorizing  G.T.R.  to  build 
spur  for  JelTerson  Glass  Co.,  Toronto, 

80.288.  Nov.  1.— Authorizing  C.P.R.  to  build 
spur  for  Western  School  Supply  Co.,  Regina,  Sask. 

80.289.  Nov.  2.-  Dismissing  application  of  City 
of  Windaor,  Ont.,  for  order  reacinding  order 
30.028  .authorizing  C.P.R.  to  lay  tracks  to  pro- 
posed  freight   yards,    at  grade,   across    Caron    Ave. 

30.290..  Nov.  3.- Relieving  G.T.R.  from  pro. 
viding  further  protection  at  first  croaaing  east  of 
Kinburn,    OnL 

30.291.  Nov.  2.-  Onlering  SL  Jerusalem  Parish. 
Que.,  to  carry  out  certain  improvement*  to  water 
course  along  Canadian  National  Rys.,  Lachute 
SuMlviaion. 

30.292.  Nov.  3. —  Approving  route  map  ahowing 
general  location  of  Interprovincial  A  Jamea  Bay 
Ry.  (C.P.R.)  Branch  Line,  mile  48.2  to  Ville 
Marie.    Que.,    8    milea. 

30.203.  Nov.  1.  Approving  agreement  l»etween 
Bell  Telephone  Co.  and  Tyendinaga  Tp..  OnL. 
and   reacinding  order  27,733,  Sept.  80. 

30.294.  Nov.  3.-  Approving  location  of  Cana- 
dian National  Rya.  propoaeil  3rd  claaa  station  at 
Pathlow,   Saak. 

30,291.  Nov.  6.-  Authorizing  C.P.R.  to  build 
apur  for  Uniteil  I.aat  Co.,  mile  11  57,  Sic.  Agathe 
Subdlviaion,  SL  Jerome   Pariah,   Que. 

30.296.  Nov.  1.-  Relieving  G.T.R.  from  pro- 
vliling  further  protection  at  croasing  of  Kingalon 
Roa<l,  near  Weat  Hill,  OnL,  and  onlering  that 
coat  of  Installing  wigwag  aignal  under  order 
29,710   be   paid   21'}    out  of   Railway   Grade  Croaa- 


II 

.  2  Authorizing  Rujulmalt  A  Na- 
..oimr.  ivr  lo  rebuild  bride*  Ill.O  over  Englkab- 
man.     Kiver,     B.C. 

30,29N.  Nov.  H. .  Approving  agrvvment  bvtween 
Hen  Allen  Telephone  Co.  and  Bell  Telephone  Co.. 
Oct.    II. 

30.209.  Nov,  «,— Authorizing  G.T.R.  to  build 
•pur  for  Joaeph  Slokaa  Rubber  Co.,  WellaD4l,  OnL 

30.300.  Nov,  R.— RellcAing  C.P.R.  fraia  pro- 
viding further  protection  at  croasing  at  Agin- 
rourL     OnL 

30.301.  Nov.  8.  Authorizing  City  of  N--w 
Weatminater,  B.C..  to  build  croaaing  over  C.P.H. 
and  Vancouver,  Victoria  A  F.aatem  Ry.  at  Braid 
SL 

30.302.  Nov.  8.-  Relieving  G.T.R.  from  pro. 
viding  further  protection  at  aecond  croaaing  w«st 
of    Amigari    aUtion,    OnL 

.10.303.  Nov.  9.— Approving  Weatem  Power 
Co.  of  Canada  SUndard  Freight  Mileage  Tar<R. 
C.R.C.    no.    B-ll. 

30,.104.  Nov.  9.— Extending  to  July  1,  1921, 
time  within  which  C.P.R.  may  build  aUlion  at 
Victoria  Ave.,  Weatboro,  temporary  aUtion  and 
platform  to  be  built,  and  agent,  freight  expreaa, 
paaaenger  and  telegraph  aervice  provided  and  a 
apur  to  Uke  care  of  carload  traffic,  to  be  built 
by    Dec.    1.    1920. 

30.30.1.  Nov.  10. — Approving  plan  and  apeci- 
ficationa  of  work  to  be  done  on  Hauler  drain, 
under  C.P.R.  in  Lot  18.  Con.  4.  Momington  Tp., 
OnL 

30.306.  Nov.  9.— Authorizing  Canadian  National 
Rys.  to  cross  highway  between  Sec.  2>*  and  S3. 
Tp.    82,    Range    22.    west    principal    meridian.  Man. 

80.307.  Nov.  9— Amending  order  29.661.  May 
21,  re  Canadian  National  Kya.  croasing  at  SL 
Malo.  Que.,  to  provide  that  nothing  obstructing 
the  view  shall  be  placed  along  the  lane  within  at 
least  10  fL  from  right  of  way  fence  northerly : 
and  that  C.N.R.  shall  pay  J.  B.  Merrier  tlOO  as 
compensation, 

30.308.  Nov.  9. —  Approving  agreement  between 
Bell  Telephone  Co.  and  Brooke  Tp.,  OnL,  and  re- 
scinding   order    22.007,    June    8,    1014. 

30.309.  Nov.  9.— Approving  deviation  of  C.P. 
R.  as  built  between  mile  1.38  and  1.93,  SL  John 
Subdivision,  New  Brunswick  DistricL  and  author- 
izing it  to  croas  New  Brunswick  Power  Co.'i 
tracks  ISL  John  Ry.),  and  Douglas  Ave.  and 
Cushings    Mill    Road. 

30.310.  Nov.  10. — Dismissing  application  of 
Great  l^kes  Dredvring  Co.  for  order  requiring  that 
cubical  contents  of  shipments  of  quantities  of  fir 
piles  from  British  Columbia  to  Ojibway,  OnL,  to 
tie  asceruined  by  formula  given  for  round  tim- 
ber in  Canadian  Freight  Classification,  and  that 
freight  charges  be  based  on  an  estimated  weight 
of   3.2    lbs.   per   fL    b.m. 

30.311.  Nov.  10— Ordering  Canadian  National 
Rys.  to  extend  passint;  and  elevator  tracks  at 
Craik.    Sask. 

30.312.  Nov.  9. — Declaring  that  the  team  track 
inter^witching  loll  of  2c.  per  100  lb.  exacted  by 
C.P.R.  on  cars  unloaded  by  it  on  Toronto  Power 
Co.'s  private  sidin^r  at  North  Toronto  was  wrong- 
fully made,  and  authorizing  it  to  repay  to  R. 
Ijii.llnw    Lumber    Co.    excess    amount   collected. 

;^0.313.  Nov.  9.—  Approving  agroement  between 
Bell  Telephone  Co.  and  Centre  Thorah  Telephone 
A»..iocialion.    OnUrio    County.    OnL 

30.314.  Nov.  10.— Authorizing  G.T.R.  to  oper- 
ate o\.er  aiding  and  spur  to  be  built  by  Toronto 
HnrlKir  Commissioners  for  C.  R.  Pecko\-er,  To- 
ronto. 

30.311.  Nov.  11.-  Relieving  C.P.R.  from  pro- 
viding further  protection  at  thini  crossing  east 
of    Grand    Forks    (Columbia)    sUtion.    B.C. 

30.316.  Nov.  12— Relieving  C.P.R.  from  pro- 
viding further  protection  at  crossing  one  mile 
west    of    Arkwood,    OnL 

30.317.  Nov.  12.-  Amending  order  30.182,  OcL 
1.  re  highway  croaaing  over  Grand  Trunk  Pacific 
Ry.  north  of  n.w.  •.,  Sec.  86,  Tp.  42,  Range  36, 
west    2nd  meridian,   Sask. 

30.318.  Nov.  9.-  Authorizing  Vancouver  A  Dis- 
trict Joint  Sewerare  and  Drainage  Board  to 
cross  British  Columbia  Electric  Ry.  Port  Moody- 
Cixiuitlam   line  in   Coquitlam. 

30.319.  Nov.  9. — Authorizing  British  Columbia 
Electric  Ry.  to  cross  highway  with  its  Lulu 
Island    Branch    in    Richmond. 

30.320.  Nov.  9.— Authorizing  Town  of  Brooks, 
AlU..  to  make  highway  croasing  over  C.P.R.  be- 
tween Sees.  28  and  29,  and  32  and  83,  Tp.  18, 
Range     14,    west    4th    meridian. 


Railway  I^nds  Patented. — Letters  pat- 
ent were  issued  diirinir  October  for  Do- 
minion railway  lands  in  Manitoba,  Sas- 
katchewan, Alberta  and  British  Colum- 
bia as   follows: — 


December,  1920 


661 


The  Booster  Engine  for  Locomotives. 


The  four  Pacific  type  locomotives, 
which  the  Timiskaniinpr  &  Northern  On- 
tario Ry.  has  ordered  from  Canadian  Lo- 
comotive Co.,  are  to  be  equipped  with 
the  locomotive  booster,  and  as  far  as 
Canadian  Railway  and  Marine  World  is 
aware  they  will  be  the  first  locomotives 
in  Canada  to  have  this  appliance. 

Description. — The  following  descrip- 
tion is  taken  from  a  bulletin  issued  by 
the  manufacturers,  Franklin  Railway 
Supply  Co.  The  booster  consists  of  a 
simple  2-cylinder  steam  engine,  upon  a 
special  design  cast  steel  bed  plate,  which 
bed  plate  also  forms  the  axle  bearings 
and  truck  support. 


ricates  all  bearings,  except  the  main 
ones  on  the  traiing  axle,  which  are  lubri- 
cated in  the  same  manner  as  is  employed 
for  car  journal  boxes,  i.e.,  a  waste  pack- 
ed oil  box. 

The  Westinghouse  control  valves  are 
air  operated.  The  control  is  simple.  The 
locomotive  man  decides  that  he  needs  the 
booster,  he  makes  contact,  the  rest  is 
automatic,  viz.:  1.  The  booster  goes  into 
gear.  2.  The  steam  goes  from  the  boos- 
ter throttle  to  the  booster  engine.  3. 
The  booster  power  is  applied  to  the  axle 
through  an  idler  gear,  which  is  out  of 
contact  when  the  booster  is  out  of  gear. 
4.  At  the  proper  time  the  steam  cuts  off 


weights  bordering  on  the  limit  the  track 
structure  will  boar.  Yet  their  speed  pull 
curves  nearly  coincide  with  those  of 
lighter  locomotives  of  the  same  type. 
Great  starting  and  accelerating  power  is 
the  principal  advantage.  The  locomo- 
tive booster  gives  an  increase  in  start- 
ing and  accelerating  power  equal  to  what 
50,000  lb.  additional  locomotive  weight 
would  give.  And  the  booster  weighs  on- 
ly 3,500  lb.  It  defers,  if  not  wholly 
eliminates,  large  investments  for  im- 
proved roadway  to  carry  bigger  locomo- 
tives. 

The  booster  puts  any  locomotive  with 
trailing  wheels  into  the  next  class  above, 


Locomotive    Booster 


liler   Truck  of   Locomotiv 


booster  assembled,     Cov 


Three-point  suspension  is  provided; 
two  bearings  fitting  on  the  trailing  axle, 
and  a  third,  which  is  a  ball  joint,  fitting 
on  the  back  member  of  the  trailing  truck 
frame.  This  suspension  gives  sufficient 
flexibility  to  compensate  for  any  tor- 
sional movement  between  trailing  truck 
frame  and  axle  due  to  equalizing,  and  in 
addition  the  ball  joint  is  located  near  the 
center  of  gravity  of  the  booster  engine, 
thereby  relieving  the  bearings  on  trail- 
ing axle  normally  of  the  weight  and 
minimizing  wear  of  the  booster  bearings. 

The  piston  rod,  connecting  rod  and 
crank  shaft  follow  liberal  locomotive 
practice.  The  crank  shaft  and  driving 
piston  are  integral  and  are  of  heat  treat- 
ed steel,  liberally  designed. 

Lubrication  is  taken  care  of  by  enclos- 
ing the  entire  engine  and  connections  in 
an  oil  tight  steel  case  and  using  the 
splash  method.     This  automatically  lub- 


and  the  booster  goes  out  of  gear. 

Advantages  Claimed. — The  manufac- 
turers of  the  booster  make  the  following 
claims  for  it: — For  heavy  loads  at  speed, 
the  steam  making  capacity  of  locomo- 
tive boilers  has  been  enormously  increas- 
ed. To  carry  this  increased  boiler  capa- 
city trailing  wheels  have  become  univer- 
sal. A  large  surplus  of  steam  is  avail- 
able in  starting.  A  lot  of  weight  on  the 
trailing  wheel  is  avaiable  for  starting. 
The  booster  makes  use  of  the  surplus 
steam  applying  it  to  the  trailing  wheels 
in  starting.  It  capitalizes  idle  weight 
and  spare  steam  with  negligible  addition 
to  the  weight  of  the  locomotive,  and 
without  increased  demands  on  the  en- 
gineman.  Control  is  semi-automatic  giv- 
ing the  locomotive  man  maximum  re- 
source and  a  negligible  minimum  of  at- 
tention to  its  operation. 

Locomotives     built     recently     employ 


r   removed  to  show  construction  and    operation. 

in  starting  effort,  because  the  trailing 
wheels  act  as  an  additional  pair  of  driv- 
ers. On  freight  trains  this  means  more 
tons  annually,  because  of  greater  start- 
ing effort  and  acceleration,  and  avoids 
damage  to  machinery  and  equipment,  be- 
cause of  a  smooth  steady  start.  On  pas- 
senger trains  it  means  smooth  starting 
and  quick  acceleration  to  road  speed. 
This  adds  to  the  comfort  of  the  traveling 
public,  protects  the  equipment  from 
damage,  and  renders  schedules  more  eas- 
ily maintained,  by  avoiding  delays  in 
starting. 

Tests  on  New  York  Central  Rd.— The 
manufacturers  have  supplied  the  follow- 
ing information: — For  approximately 
two  years  Pacific  type  locomotive  3149, 
equipped  with  the  booster,  has  been  in 
operation  on  the  New  York  Central  Rd. 
To  determine  the  booster's  operating  ad- 
vantages a  series  of  tests  were  conducts 


662 


CANADIAN  KAII.WAY  AND  MARINK  WOKLI) 


December,  1920 


•    ■    ' ■    '     •     '<nvrn« 

l.in 
■  ir.7 

at 

•  tivc 

.       "    It... 

■  ir    ^.".    ji...    iiliii     ttiii  i  nr    cf- 

Ml)     lb.         It      WUH     |-Xhlt>lt<-)I     lit 

.antic  City   railwny  nu'chiini- 


pumplnR  up  the  train  linv  ainnr,  bvforv 
It  ran  ttvl  ntartrd  after  ruuplinir  up,  thuK 
nioro  than  ilmihlint;  the  tlnw  In^t.  In 
thi'  tout  run  thi-  prnctice  ri-fi-rrcd  to  wan 
nut  foliowfd.  I.tK'onintivv  :'.I4U  hauled 
tho  train  tu  the  water  pluK  intact,  took 
water  and  ntnrted  up  the  tirade  with  full 
tram,  with  the  hooHter  in  optration.  An 
Khown    hy    the   dynamometer   re<-ord,    fle. 


to  iip<-ed  on  the  irrade;  without  the  booi- 
tcr  thiH  pt-rformance  would  have  been 
impoRHlhle. 

At  thm  point  an  important  time  iiav- 
inir  oporatinir  Hituation  develop<-d.  Be- 
cauBe  of  the  time  waved  at  (aUtkill,  Went 
Point  wan  reached  three  minutt-s  before 
an  expremi  was  due.  The  exprt-nK  wa« 
followed  to  Weehawken,  whercan  usually 


% 


cal  convention  and  has  bc«n  in  continu- 
ous road  scr%ice  since  that  time;  no  spe- 
cial preparations  being  made  for  the 
te.st.  A  dynomometcr  car  was  used  to 
obtain  the  neccssarj'  data.  In  making 
these  tests  information  was  wanted  on 
the  following:  points: — 1.  Practical  in- 
crease in  tonnatre  that  could  be  hauled 
over  the  division  because  of  the  booster. 
2.  Effect  of  the  booster  on  train  opera- 
tion over  the  division.  ."5.  Maximum 
drawbar  pull  with  boo.ster  in  action.  4. 
Maximum  drawbar  pull  without  booster. 
5.  Time  saved  over  the  division  because 
of  the  booster.  G.  Increased  train  accel- 
eration by  use  of  the  booster.  7.  Effect 
of  a  crew  inexperienced  with  the  boo.ster, 
operating  a  locomotive  equipped  with  a 
booster. 

The  first  test  was  made  Koini;  east 
from  Ftavena  to  Weehawken.  Without 
the  booster,  locomotive  .'{149  is  rated 
from  Ravena  with  2,600  tons,  and  runs 
to  Ncwburph,  where  the  tonnage  is  re- 
duced to  2,100  tons,  a  reduction  of  19.2'"'r. 
The  following  is  the  ruling  tonnage  for 
the  West  Shore  Division: — 

DbUnrr  in  Miln. 
Wc»h»wkcn  Cornw»ll  Nrwburgh   Kinimton  RjivpnB 
0  !<2  .'.7  88  129 

Tonnwr  fiain(   Eul   Without   noonlrr. 

::.ioo         ii.f.oo       

Tannxr    Coinc    Eul    Wilh    noonlrr. 

2.M2  2. .-.82 

Tonnacr   (ioinc    Wnl    Without    Booatrr. 
l.HOO  2.100  2.600 

Tonnwr    fioini    Wnt    With    Baml«r. 
2.01.'.  2.r.T-    2.?45  

In  making  the  test  it  was  decided  to 
endeavor  to  take  2,582  tons  through  to 
Weehawken.  Thi.s  not  only  involved  get- 
ting over  the  ruling  grade  at  Ilaverstraw, 
but  also  introduced  other  interesting  anj 
important  operating  problems.  At  {'at- 
skill,  the  water  plug  is  located  at  the 
bottom  of  two  grades.  It  is  th"  usual 
practice  to  leave  the  train  at  the  top  of 
the  grade  west  of  the  water  plug,  run 
two  miles  for  water,  back  up  to  the  train, 
and  make  a  run  down  grade  to  get  suf- 
ficcnt  momentum  to  carry  over  the  up 
grade.  The  profile  of  the  road  at  this 
point,  fig.  1,  shows  a  down  grade  of 
0.5.')';'r  and  an  up  grade  oveniging  0..'i7r)'"f . 
Running  for  water  in  this  way  consumes 
20  to  .no  minutes  time  in  gnod  weather. 
When  the  weather  is  bad,  with  sleet  and 
snow,  ^0  minutes  more  is  u.'^uallv  lost  in 


LocomotiTi   booilrr.  appllrd   to  >   Mikado   LocomotiTr 

2,  the  locomotive,  with  the  booster  in 
operation,  accelerated  to  5  miles  an  hour 
very  quickly,  the  drawbar  pull  showing 
41,067  lb.  at  this  point,  and  in  a  distance 
of  580  ft.  the  speed  increased  from  5  to 
8'/i  miles  an  hour,  or  an  increase  of  70% 
as    to    acceleration.      When    the    booster 


two  or  three  local  passenger  trains  are 
allowed  to  go  ahead.  At  times  this  adds 
another  30  minutes  delay  in  addition  to 
the  time  lost  at  Catskill.  After  leaving 
Catskill,  the  booster  was  used  for  start- 
ing whenever  the  train  was  stopped  for 
signals     or     other    reasons,    each    start 


was  dieengaged,  and  the  locomotive  tnuk 
the  load  entirely,  the  drawbar  null  s-howed 
.■!.1,4!t7  lb.,  a  difference  of  7,570  lb.  draw- 
bar pull. 

Reference  to  fig.  1,  showing  the  road 
jirofile,  and  fig.  2,  showing  the  dynamo- 
meter record,  clearly  indicate  the  part 
the  booster  played  in  making  possible 
the  starting  of  the  train  and   getting  up 


.   with  booatfr. 

showing  rapid  acceleration. 

The  ruling  grade  on  this  division  is 
known  as  the  Haverstraw  grade,  fig.  3. 
It  is  over  6  miles  long  and  an  average  of 
about  0.46' r.  This  grade  was  approch- 
eil  at  a  speed  of  'XI  miles  an  hour,  with 
the  booster  idle,  and  continuing  up  grade 
at  the  end  of  the  first  mile  the  speed  was 
28 '-J  mile?  per  hour;  at  the  end  of  second 


December,  1920 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


663 


mile,  19  miles  an  hour;  at  the  end  of  the 
third  mile,  12  miles  an  hour;  at  the  end 
of  the  fourth  mile,  8  miles  an  hour;  at 
the  end  of  the  fifth  mile  the  speed  was 


point  the  booster  was  cut  in,  on  a  jrrade 
of  0.5290  and  in  432  ft.  the  speed  reach- 
ed 8  miles  an  hour  and  the  drawbar  pull 
42,900  lb.,  an  increase  of  6,459  lb.  draw- 


cause  of  the  booster  in  three  quarters  of 
a  mile  of  33  l/3"<',  with  a  train  tonnage 
of  22.9','r  above  normal.  In  taking  this 
train  over  the  ruling  grade,  the  booster 


FiB.    1.      Profile  of   N 


.   Cnlskill.   N.Y. 


Speed  Dafum 


^^ 


^: 


-*-  -DirecHon 


Grade  Dcrfum 


of  Traffic 


Miles  from  jVeeharrken. 


Speed  DaHjm 


42.000 
iS.OOO  ^ 
34.000'^ 
30.000  ^ 

i 

26.000   5 


Y'lg.  2.     Locomotive  booste 


of  2.582  tons. 


Speed  Dafvm 

9^ 

— 

s 

=i 

= 

- 

- 

- 

— 

- 

— 

- 

d 

=: 

-I 

~ 

'1 

4  1 

SZ,0OO  <$ 
■U.00O  ^ 

^ 

-i 

• 

- 

- 

E 

= 

E 

= 

Oj 

•e 

1 

01 

0 

' 

ha 
n 

fi 

- 

- 

r 

E 

E 

' 

^'■ 

;e 

= 

4C 

«^| 

^ 

1. 

04 

- 

- 

- 

- 

- 

- 

V 

1 

- 

- 

- 

'■ 

i2i 

- 

Sraeh 

») 

l/f 

M 

s 

14 

6 

a 

.7 

Tig.  3.     Performance  of  locomotj 


7%  miles  an  hour,  and  falling  rapidly. 
The  drawbar  pull  showed  36,441  lb. 
Without  the  assistance  of  the  booster 
the   train   would    have   stalled.     At  this 


Miles  from  tteeharrlren 

Fiff.   5.   Stalling   test  of  locomotive,  with  booster,  to  determine  maximum  draw- 
bar pull. 


bar  pull,  or  \l.T7r  because  of  the  booster. 
In  the  first  %  mile  after  the  booster  was 
working  the  speed  reached  10  miles  an 
hour.     This    shows   an   acceleration,   be- 


was  used  for  about  1%  miles,  and  just 
before  being  disengaged  a  drawbar  pull 
of  45,080  lb.  was  recorded  on  the  dyna- 
mometer car.    The  train  arrived  at  Wee- 


tiG-1 


CANADIAN  RAILWAY  AND  MAKINK  WORLD 


December.  1920 


II. 
h' 
t> 

c>. 

Wn^     naT..i,i >     II     iri«      iii.t     iiv:ijiiiri\ 

•imiK'ni'H  to  tlip  liicomotivp.  Sjnrp  Ihn 
|p«»  »n«  n'i»i)»'  thr  crew  rrirularly  opcr- 
•  t  •'        '  •   ..     hus    hnuli.l    'J.filH 

t.'  ■•n,    nn    inoroRSo    of 

21  ■',uT  tonnairc. 

1  III    the    Uibulntrd    Ftntc- 

in'  ■■  noted   thnl   th<'   tonnnKc 

ni'  locomotive    without    the 

txx't.r  1-  l.suO  tons  to  Ncwhiirirh.  at 
which  point  it  in  inrroascd  to  2.100  ton-i 
to  Kinirston,  where  it  in  aicnin  inrrcnsed 
to  J.fiM  tonii  to  Ravena.  The  use  of  the 
booster  permitte<l  inrrensinir  the  tonnnse 
to  2,015  nut  of  Weehawken.  increasinK 
it  to  2,577  at  Cornwall,  and  acain  in- 
creasinK it  to  2.74.'i  at  Kintfston,  which 
tonnntrr   wn^   hnuleii   to   Ravena. 

T  k-rade   poinir   west  on   this 

di-  7    I /'A   miles   from   Wce- 

hii  I'ota.     It   is  a   UV    irrade, 

ai  :  1\   niile.o   lontr.     The  dy- 

nii  ifd  was  started  at  Smiles 

fr-  .   where   the  speed   was   25 

mills  nil  hi.ur,  and  about  two-thirds  of 
the  way  up  the  speed  haif  dropped  to  13 
miles  an  hour.  At  this  point  the  booster 
was  cut  in.  The  drawbar  pull  immediate- 
ly increase<l  from  :U,22H  to  ;J8,79.T  lb.,  an 
increa.«e  of  4,565  lb.,  as  shown  in  fip.  4. 

At  West  Nyack,  a  test  was  made,  to 
determine  the  combined  power  of  the  lo- 
comotive with  the  booster.  The  pradc  at 
this  noint  is  1.04'"^.  The  train  was 
broujrnt  to  a  standstill,  and  a  start  made 
by  takin^r  slack.  As  shown  by  the  dyna- 
mometer car  record,  fip.  5,  the  train 
proceeding  0.2.35  of  a  mile,  when  it  ."tail- 
ed, and  the  maximum  drawbar  pull  at 
zero  speed  registered  51,1.?8  lb.  The 
boiler  pressure  remained  constant;  the 
throttle  was  wide  open  and  the  reverse 
lever  in  the  comer. 

To  determine  the  maximum  drawbar 
pull  of  the  locomotive  without  the  boos- 
ter, a  test  was  made  on  an  0.86'^f  grrade 
into  Contrers,  the  tonnafre  at  this  point 
befnir  1,9.">8  tons,  one  car  havinf;  been 
set  off,  on  account  of  hot  boxes.  With 
the  booster  workintr,  the  train  was 
broupht  entirely  on  the  (rrade.  the  boos- 
ter then  cut  out,  and  the  locomotive  pro- 
ceeding until  stalled.  As  shown  by  the 
dynamometer  car  record,  fie.  fi.  the  draw- 
bar pull  registered  40,421  lb.  at  zero 
speed.  To  get  the  train  moving  aprain, 
the  booster  was  entraeed  and  the  maxi- 
mum drawbar  pull  repistrrod  4!i.95:!  lb., 
showing  an  increase  of  11,532  lb.  in  favor 
of  the  booster. 

At  Cornwall  the  tonnage  was  increas- 
ed to  2,577  tons,  the  usual  tonnajre  from 
there  to  Newburgh  beinjr  1,800  tons.  At 
West  Park,  on  a  0.52' r  prade,  it  was 
found  neces.sary  to  again  use  the  booster, 
as  the  speed  had  dropped  to  12  miles  an 
hour,  t'pon  arrival  at  Kingston,  the 
train  was  increased  to  2,745  tons,  which 
is  145  tons  over  regular  ratini;  of  2,(>00 
tons,  and  the  train  continued  to  Ravena, 
successfully   handling   this   tonnage. 

One  of  the  important  fcatun's  of  the 
booster  emphasized  by  these  ir.sts  was 
the  rapid  acceleration  which  is  accom- 
plished at  practically  no  in.  iiase  in 
weit'ht,  as  the  booster  weifrhs  li'ss  than 
4.000  lb.  The  following  tabulation  shows 
clearly  the  reason  for  this. 


num     tlni«Uir     initl     of     lacu»«Uv«.         lli. 
ilniwlMr    pull    nagiwry    for   work..  .     S4.44I 


lb. 


I     In     . 

■  lifTrrvnr*  fm    :. 


ItMl 
1,»M 


Itt«rva««4l    fnrr*    «vallobU    fur    •cc*Ur»Uon 
nn    Mitnv    lo«'onv>itw    with    booatvr   opvr- 

■lUn*    ».1»7 

llrnr,>  ll.l<i;   I.VHO  niuaU  2ll'i    Inrmu*  in  furrr 

ft%Bil«lilr    f<ir    arci'lrrmtlon    purtNwc«. 

On  freight  trains  this  is  important,  as 
it  enables  a  quick  get-away  and  the  in- 
crease in  available  starting  power  means 
a  smooth,  even,  start.  This  often  saves 
suflirient  time  to  permit  a  freight  train 
to  continue  on  its  run,  when  otherwise  it 
might  necessarily  have  to  take  a  siding 
to  permit  other  trains  to  pass.  In  aildi- 
tion  it  avoids  damage  to  rolling  stock 
by  avoiding  the  need  of  taking  slack.  On 
passenger  trains,  it  means  .saving  time 
in  starting  from  station  or  other  stops. 
A  few  minutes  saved  at  each  stop  with 
a  heavy  train  helps  to  maintain  operat- 
ing schedules.  The  smooth  ea.sy  start 
also  adds  to  the  comfort  of  the  travelling 
public. 


^  S0.OOO 

^  49.000 


Grade  Derfum 


Maiimum    ilntwbar    pull    ni    IncomoUn  10,431 

l>rswh«r  pull   of   locomotlv*   nMMianr  f..r 
work    on    Riv«n   vrmd*   _„._.._„...  >*,44l 

nKTirrnri-    (fnrri>    nfillablr    for    BCMkni' 


Fie.  C.     Stailinr   t<~.l   of    Loromntivr.   with   boontcr, 

to    drtrrminc    maiiraum    drawbar    pull    without 

booster. 

Conclusions. — The  manufacturers  make 
the  following  claims: — 1.  The  booster 
renders  possible  increasing  the  tonnage 
that  a  locomotive  can  haul.  2.  It  pro- 
vides quick  acceleration,  that  helps  to 
maintain  schedules  more  easily,  and  re- 
duces the  time  over  the  division.  In 
several  instances  under  observation,  the 
time  consumed  for  get-away  of  freight 
out  of  terminals  and  yards  was  reduced 
50' f.  3.  It  eliminates  the  need  for  tak- 
ing slack  in  starting.  4.  It  reduces  tire 
and  rail  wear,  as  slipping  of  drivers  is 
avoided.  5.  It  increases  the  average 
speed  over  grades  and  eliminates  stall- 
ing. 6.  The  booster  power  is  always  in- 
stantly available  at  speed  below  12  miles 
an  hour.  7.  It  helps  to  relieve  traflic 
congestion,  increasing  the  maximum  ton 
miles  over  the  division.  8.  No  extra  coal 
is  consumed  because  of  the  booster,  and 
fuel  economy  should  result,  because  the 
time  required  over  the  division  is  reduc- 
ed. 0.  It  in  automatic  in  opera- 
tion and  control,  and  adds  no 
extra     duties     to     the    locomotive    crew. 

10.  Because  of  its  smooth  steady  pull  at 
starting,  it  reduces  wear  and  tear  on 
equipment,  and  eliminates  break-in-twos. 

11.  It  gives  the  effective  increase  in 
drawbar  pull  in  starting,  and  at  slow- 
speeds,  that  an  additional  (Miir  of  drivers 
would  give,  but  avoids  hauling  around 
50,000  lb.  or  more  weight  that  large  loco- 


motivcii  would  involve,  weight  that  is 
UKi'lt'ss  a  large  percentage  of  the  time, 
and  that  prenent  track  and  bridge  struc- 
ture will  nol  carT>'.  12.  The  boonter  ia 
in  motion  less  than  10' V  of  the  time.  Its 
maintenance  is  negligible,  l.t.  It  avoids 
stalling  where  sudden  weather  changes 
while  en  route  would  render  impossible 
the  hauling  of  normal  tonnage.  14.  It 
provides  a  reserve  capacity  that  helps  to 
even  out  the  difference  between  an  ex- 
perienced   and    inexperienced    crew. 

The  linoHter  in  Canada. — As  stated  at 
the  commencement  of  this  article,  the  4 
I'acific  type  locomotives  which  the  Timis- 
kaming  &  Northern  Ontario  Ey.  has  or- 
dered from  the  Canadian  Locomotive  Co. 
will  be  the  first  in  Canada  to  be  equipped 
with  the  booster,  Canadian  Locomotive 
Co.  having  advised  us  that  it  has  not 
been  applied  on  any  locomotives  built  at 
Kingston  up  to  this  time,  and  Montreal 
Locomotive  Works  having  advi.sed  us 
that  it  has  not  been  applied  on  any  loco- 
motive built  there.  We  are  also  advised 
that  the  C.P.R.  Mechanical  Department 
is  investigating  the  booster,  but  that  this 
investigation  has  not  progressed  far 
enough  to  enable  anything  to  be  said  as 
to  its  merits,  or  whether  it  will  be  used 
by  that  company.  The  Canadian  National 
Rys.  management  informs  us  that  it  does 
not  intend  to  take  any  action  at  present, 
as  it  understands  the  booster  has  not  yet 
passed  beyond  the  experimental  stage  on 
the  several  U.S.  railways  on  which  it  is 
being  tested.  The  Grand  Trunk  Ry.  man- 
agement states  that  it  has  not  equipped 
any  of  its  locomotives  with  the  booster, 
and  its  use  is  not  being  considered. 


C.P.R. 


Tools  Returned  by  a  Con- 
vert. 


'From    the    Vancouver    World.) 

The  equipment  of  the  Canadian  Pacific 
Ry.  i.<  this  day  enriched  by  the  addition 
of  a  shop  drill  and  steel  saw.  both  very 
much  the  worse  for  wear,  which  some 
years  ago  belonged  in  the  local  shops.  "I 
have  been  saved  and  squared  myself 
with  God,"  reads  the  letter  that  accom- 
panied the  tools,  which  comes  from  a 
mechanic  formerly  in  the  employ  of  the 
company  here,  "and  I  want  to  square 
myself  with  man,  so  I  am  sending  these 
back."  F.  W.  Peters,  General  Superin- 
tendent, to  whom  the  letter  was  address- 
ed, commented  on  the  fact  that  the  donor 
had  "got  religion"  a  short  time  after 
leaving  the  company's  employ,  the  result 
of  which  was  a  substantial  consignment 
of  tools  which  had  previously  found  their 
way  out  of  the  company's  shops.  Those 
which  arrived  today  are  something  which 
the  offender  states  he  "overlooked,"  and 
the  C.I'.K.  officials  are  looking  forward 
to  another  shipment  as  the  religious  in- 
fluences  become   stronger. 


Railway  Engineers  Nominated.  —  The 

Engineering  Institute  of  Canada's  nomi- 
nating committee,  for  officers  for  1921, 
has  named  J.  M.  R.  Kairbairn,  Chief 
Knginecr,  C.P.R.,  as  Presiilent.  .\mong 
those  nominated  for  councillors  are  Ma- 
jor F.  L.  C.  Bond,  Chief  Engineer,  G.T. 
R..  Montreal,  for  di.strict  1 ;  S.  S.  Oliver, 
Chief  of  Stores,  Quebec  Ry.,  Light,  Heat 
&  Power  Co.,  Quebec,  for  district  2;  C. 
C.  Kirby,  District  Engineer,  C.P.R.,  St. 
.lohn,  N.B.,  and  S.  B.  Wass.  Division  En- 
gineer, Canadian  National  Rys.,  Moncton, 
N.B.,   for   district   3. 

The  C.P.R.  I'o.  has  given  $250,000  to 
the  centennial  endowment  fund  of  Mc- 
Gill  I'niversity,  Montreal,  and  $50,000  to 
the  University  of  Montreal. 


December,  1920 

Canadian  Pacific  Railway  60-ton  Hopper  Bottom  Box  Car. 


665 


As  stated  in  Canadian  Railway  and 
Marine  World,  when  the  orders  were 
placed  last  spring  and  summer,  the  C.P. 
R.  is  having  3,500  sixty-ton  hopper 
bottom  box  cars  built.  Hoppers  are  being 
provided  at  the  side  door  openings,  as  a 
result  of  very  satisfactory  service  hav- 
ing been  obtained  from  200  cars  similar- 
ly equipped  which  were  placed  in  spe- 
cial service  between  Port  McXicoU  and 
West  St.  John,  N.B.,  commencing  Oct., 
1911.  The  general  dimensions  are  as 
follows : — 

Type   Single  sheathed,  steel  framinK 

Length    inside   40   ft.   6  in. 

Width    inside  8  ft.   6  in. 

Heiuht    inside    9    ft. 

HeiKht   from    roil   to   top   of   floor 3   ft.    7  in. 

Width   of   door   openinff    6    ft. 

Capacity    in    cubic    ft.,    exclusive    of 

hoppers    3.098   cu.   ft. 


pressed  steel  diaphragms,  riveted  to  cen- 
ter and  side  sills,  and  covered  top  and 
bottom  by  14  x  '-i  in.  plates.  The  cross- 
bearers  are  made  up  of  '4  in.  pressed 
steel  diaphragms,  riveted  to  center  and 
side  sills,  and  covered  at  top  by  a  6  x 
7/16  in.  plate  and  bottom  by  a  6  x  %  in. 
plate. 

The  underframe  is  fitted  with  four 
crosstie  webs  or  stifFeners,  pressed  from 
Vi  in.  plate.  Two  of  these  stiffeners  are 
located  between  each  bolster  and  cross- 
bearer.  Between  the  centr  sills  at  each 
crossbearer  and  stiffener  a  M  in.  pressed 
diaphragm  is  used. 

Side  Framing. — The  side  plate  is  a 
special  rolled  angle  6  x  oVj  x  %  in., 
having  an  87°  root  angle.  The  posts  and 
braces  are  U  shaped,  pressed  from  %  in. 


are  the  Burnett  type.  When  used  for 
freight  that  cannot  be  dumped  through 
the  hopper,  the  car  has  a  solid  level  floor 
the  same  as  an  ordinary  box  car;  when 
grain,  coal,  etc.,  are  to  be  loaded  the  spe- 
cially constructed  sections  of  the  floor 
over  the  hoppers  are  turned  up  against 
the  side  door  posts.  This  arrangement 
allows  the  load  to  go  directly  into  the 
hoppers,  and  also  saves  considerable  tem- 
porary door  lumber.  When  the  cars  are 
unloaded,  it  is  only  necessary  to  remove 
the  pin  that  locks  the  hopper  doors;  the 
doors  open  quickly  by  gravity  and  im- 
mediately a  large  percentage  of  the  con- 
tents of  the  car  discharges  through  the 
hoppers.  The  balance  of  the  load  may 
be  shoveled  to  the  middle  of  the  car  by 
hand,     or     if     the     unloading     plant     is 


Silly  Ton    lloppir    l;ciil,.;i     !;     .     i            '    (iiadian   Pacific    Raili 

LiEht   weight   about   48.300  lb.  plate,  flattened  at  side  sill  and  plate,  to 

UmTroad  '.?.1.'"x^  lOin.-  iournais:!'!"'.  JsmSo  lb!  Provide  large  riveting  surface.     The  side 

Ratio  of  ladinic  to  weieht  of  car  at  rail....7i.irj,  sill  is  9  in.,  17..5  lb.  per  foot.     The  door 

The  arch  bar  trucks  are  composed  of  posts  are  made  of  4  in.  8.2  Z  bars. 
1%  X  6  in.  top  and  bottom  members,  with  The  side  doors  represent  what  is  be- 
east  steel  column  posts,  designed  to  take  lived  to  be  the  best  obtainable.  The  in- 
either  Harrigan  pinless  brake  beam  ban-  terlocking  front  and  back  edges  afford 
.ger  or  A.R.A.  standard  type.  The  spring  exceptional  protection  against  weather 
plank  is  a  l.S  in.  no.  32  channel,  with  and  pilfering.  The  top  edge  is  thorough- 
ends  at  arch  bar,  and  spring  seat,  rein-  ly  weatherproof,  yet  so  arranged  that  it 
forced  by  heavy  steel  castings.  An  un-  cannot  become  blocked  with  ice.  The 
usual  feature  is  the  use  of  a  rivet  bottom  of  the  door  is  fitted  with  turned 
through  the  spring  plank  on  each  side  of  rollers,  that  fit  on  very  substantial  and 
the  spring  plate,  the  heads  of  the  rivets  rigidly  supported  track.  This  track  is 
preventing  the  springs  from  slipping  out  not  likely  to  be  blocked  with  ice,  but  in 
of  position.  case    it    should    be,    the    interference    is 

Underframe. — The     center     sills     are  plainly  visible  and  easily   removed.  The 

composed  of  two  12  in.  35  lb.  ship  chan-  location  of  rollers  at  the  bottom  of  the 

nels,  tied  together  by  V4,  x  20  in  top  cover  door    does    away    with    the    binding,    or 

plate.      Steel    striking    casting,    coupler  cramping,  so  frequently  noticed  on  doors 

carrier,  draft  lugs  and  center  brace  are  suspended  from  the  top. 

used.  The  grain  hoppers,  located  at  the  side 

The  bolsters  are  made  up  of  5/16  in.  door  opening,   on   each   side   of  the  car. 


equipped  with  power  shovels,  as  most 
elevators  are,  the  floor  door  on  one  side 
of  the  car  is  released  from  the  door  post, 
and  the  cables  taken  through  the  door 
opening  as  usual.  The  hopper  doors 
have  no  operating  mechanism ;  they  are 
closed  directly  by  hand  and  secured  by 
simple  locking  bar  arrangement. 

End  Frame. — Murphy  horizontal  cor- 
rugated ends,  in  two  pieces,  are  used. 
The  top  section  is  formed  to  secure  am- 
ple connection  to  side  plates,  and  pro- 
vide a  very  strong  end  plate.  The  bot- 
tom edge  of  the  end  is  securely 
riveted  to  a  C  x  4  x  V2  in.  angle  forming 
end  sill,  which  is  in  turn  securely  fasten- 
ed to  side  sills  and  diagonal  braces  as 
well  as  center  sills. 

Roof. — Murphy  outside  metal  roofs, 
with  13/16  in.  t.  and  g.  boards,  laid  lon- 
gitudinally, are  used  in  connection  with 
strong  Z  bar  carlines,  providing  ample 
supports  at  side  plates.    Part  of  the  cars 


CANADIAN  KAII.WAV  AND  MAUINK  WOULD 


DecembtT,  1920 


art'  i-qtiipiml  with  anxlo  type  carlinra. 

Lining  and  Derkinc — The  aide  and  pnd 
liniiiK-  1^  m  X  r.  in.  t.  and  «.  and  niunt 
ahow  lUMn-  than  C-  r  difn-ani'  in  wriif  ht, 
aftor  iM'inc  |>ln<-oil  for  l'f>  hours  in  n  hot 
niphonrd,  the  t«ni|H'rntiiri'  of  which  is 
mair'.Ttrcl  nt  from  ItW  to  IHO^  F.  The 
lit.  ■  •  inc   nulU><l,   is   dipprd   in 

pn  i  hfforo  application.    The 

d«-.  ,  I    in.    thick,   and    si-curely 

boltr.l  t..  ',  in.  pinto  at  side  sills,  and 
fastenril   to  center  sills   hy   floor  clips. 

The  ap«*lalllcs  used  are: — 

I>u«t    Kiurifai - Thombttnt 

Jonrnal   bntn   .  Mrrord  &S  z  10  in.   rmind  bottom 

Brmk*    hmBW        - _..    M.C.B.    no.    2 

Four   point    •uapvn*ion    Crtco. 

Truck    h.)l«l»ni SImplrx 

SIdr    bMirtnci    Stuck! 

Pmfi    rrtr  Moirmr   Typ»   H.    Cl» 


liirthdays  of  Transportation  Mtn  in  DttemlKr. 


Do.^- 
K.- 

r.. 

Br.. 

P.r......    .ui"    .....    ...■»... 

Cxniplrr    y^.km    

f-.m..!     K..tt,,in  hung 
.If  mcUl 
Trv   n 

KC   1012 
K-     J..,.^.-M«nvill« 

CMt    itMl 

Improvements  in  Cast  Iron  Wheels. 

For  the  railway  material  industry,  the 
United  States  Bureau  of  Standards  has 
worked  out  a  numher  of  important  prob- 
lems. It  ha.s  completed  an  investiRation 
of  the  irraphltization  of  white  cast  iron 
upon  annealing.  This  problem  arose  in 
connection  with  other  investipations  of 
the  properties  and  characteristics  of 
chilled  iron  car  wheels  and  in  particular 
the  best  ranpe  of  annealing  tempera- 
tures. This  was  brought  to  the  attention 
of  the  Bureau  by  one  of  the  car  wheel 
manufacturers.  The  composition  is  so 
chosen  and  the  wheel  is  so  cast  that  the 
tread  and  inside  of  the  flange  show  white 
iron  and  the  remainder  graphitized  or 
pray  iron.  In  order  to  relieve  the  stresses 
set  up  during  the  cooling  of  the  wheel 
under  drastic  conditions,  the  wheels  are 
piled  in  pit.«,  while  red  hot,  and  allowed 
to  cool  ver>'  slowly.  Investigation  de- 
veloped that  the  highest  temperature  at 
which  no  graphitization  of  the  tread  and 
flanges  takes  place  is  about  700  degrees 
Centigrade,  which  is  also  the  maximum 
annealing  temperature  for  car  wheels. 

The  investigation  of  stresses  in  chilled 
iron  car  wheels  caused  by  heat  from 
brake  action  has  been  nearly  completed, 
says  the  Bureau  report.  A  very  large 
percentage  of  car  wheel  failures  are  at- 
tributed to  stresses  caused  by  heating  of 
the  {read  by  brake  action,  the  central 
part  of  hub  of  the  wheel  remaining  rela- 
tively cool.  It  is  the  purpose  of  the  in- 
vestigation to  determine  and  record  for 
adoption  the  most  suitable  material  and 
design  of  wheels  to  resist  stresses  of 
this  kind.  In  this  investigation  the  tread 
of  the  wheel  is  heated  by  passing  an 
electric  current  through  a  curculator  re- 
sistor insulated  from  the  tread.  The 
wheel  remains  stationary,  thus  readily 
pennitting  the  taking  of  the  tempera- 
ture and  strain  gauge  readings.  Con- 
siderable differences  have  been  found  in 
the  behavior  of  wheels  differing  in  de- 
sign and  weight. 


Freight  and  fasscngor  Train  Costa. — 
A  United  States  National  Coal  Associa- 
tion bulletin  states  that  the  average  cost 
of  running  n  freight  train  one  mile  (on 
the  basis  of  .luly  returns)  was  $1,897, 
and  the  cost  of  running  a  passenger  train 
was  $1.03.  By  sections  the  cost  per 
freight  train  per  mile  was:  New  Eng- 
land, $2.39;  Great  I^kes,  $2,095;  Ohio- 
Indiana- Alleghany,  $2.2iri;  Pocohontas, 
$2.1.'>5;  Southern,  $l.r>45;  Northwestern, 
$1.6.33;  Central  WesUm,  $1,832,  and 
Southwestern  $1,724. 


.Many  happy  returns  of  the  day  to: — 

K.  T.  Agate,  ex-Assistant  Superintend- 
ent, I^ke  Superior  Division,  Canadian 
Northern  Ky.,  Capreol,  Ont.,  now  of  To- 
ronto, bom  at  I'ittsford,  N.Y.,  Dec.  7, 
1874. 

A.  C.  Albertsen,  General  Agent,  Pas- 
senger Department,  C.P.R.,  Minneapolis, 
Minn.,  bom  at  Copenhagen,  Denmark, 
Dec.  .il,  1887. 

J.  H.  Barber,  Engineer,  Toronto  Ter- 
minals Division,  Ontario  District,  C.P.R., 
Toronto,  born  at  Cobourg,  Ont.,  Dec.  20, 
1856. 

W.  E.  G.  Bishop,  District  Freight  and 
Passenger  Agent,  Canadian  National 
Rys.,  Cochrane,  Ont.,  bom  at  Central 
Clarence,  N.S.,  Dec.  4,  1888. 

H.  E.  Bissell,  I-and  and  Tax  Agent, 
Grand  Trunk  Pacific  Ry.,  Winnipeg,  bom 
near  Noyan,   Que.,   Dec.  31,   1867. 

N.  E.  Brooks,  ex-Engineer,  Mainten- 
ance of  Way,  Western  Lines,  C.P.R.,  now 
at  Sherbrooke,  Que.,  bom  there,  Dec.  25, 
1866. 

W.  W.  Butler,  Presdent,  Canadian  Car 
&  Foundry  Co.,  Montreal,  bom  at  Dan- 
ville, Ohio.  Dec.  9,  1862. 

J.  M.  Cameron,  General  Superintend- 
ent, Alberta  District,  C.P.R.,  Calgary, 
born  at  Lochaber.  N.S.,  Dec.  18,  1867. 

W.  C.  Casey,  General  Agent,  Passen- 
ger Department,  Canadian  Pacific  Ocean 
Services  Ltd.,  Winnipeg,  bom  at  Monc- 
ton,  N.B.,  Dec.  12,  1882. 

G.  W.  Caye,  General  Purchasing  Agent, 
G.T.R.,  Montreal,  bom  at  Malone,  N.Y., 
Dec.  1,  1865. 

R.  J.  Foreman,  Foreign  Freight  Agent, 
Canadian  National-Grand  Trunk  Rys., 
Montreal,  bom  at  Toronto,  Dec.  31,  1878. 

A.  H.  Foster,  Manager,  Brantford  Mu- 
nicipal Ry.,  Brantford,  Ont.,  bom  at 
Guelph.  Ont.,  Dec.  24,  1888. 

W.  II.  Gardiner,  City  Freight  Agent, 
C.P.R.,  and  District  Freight  Agent,  Es- 
quimalt  &  Nanaimo  Ry.,  Victoria,  B.C., 
bom  there,  Dee.  6,   1859. 

A.  S.  Goodeve,  member  Board  of  Rail- 
way Commissioners  for  Canada,  born  at 
Guelph,  Ont.,  Dec.  15,  1860. 

A.  J.  Gorrie,  ex-Superintendent  Dis- 
trict 1,  Transcontinental  Division,  Can- 
adian Government  Rys.,  Quebec,  now  of 
Toronto,  born  at  Raith,  Kirkcaldy,  Scot- 
land, Dec.   10,  1868. 

W.  H.  Grant,  General  Tie  Agent,  Can- 
adian National-Grand  Trunk  Pacific  Rys., 
Toronto,  bom  at  Acton,  Ont.,  Dec.  8, 
1858. 

F.  P.  Gutelius,  Vice  President  and  Gen- 
eral Manager,  Delaware  &  Hudson  Rd., 
Albany,  N.Y.,  born  at  Mifflinburg,  Pa., 
Dec.  21,   1864. 

J.  T.  Hallisey,  Superintendent,  Halifax 
Division,  Maritime  District,  Canadian 
National  Rys.,  Truro,  N.S.,  born  at 
Beaver   Bank,  N.S.,   Dec.  29,   1862. 

D.  B.  Hanna,  President,  Canadian  Na- 
tional Rys.,  Canadian  Government  Mer- 
chant Marine  Ltd.,  etc.,  Toronto,  born  at 
Thomliebank.  Scotland,  Dec.  20.  18.58. 

R.  W.  P.  Harris,  ex-Trainmaster, 
Moose  Jaw  Division,  Saskatchewan  Dis- 
trict, C.P.R.,  Moose  Jaw,  now  of  Tappen, 
B.C..  born  at  Victoria,  B.C.,  Dec.  12,  1879. 

J.  J.  Hennigar,  District  Freight  Agent, 
Great  I^akes  Transportation  Co.,  Wind- 
sor, Ont.,  born  at  Topeka,  Kan.,  Dec.  21, 
1884. 

W.  J.  Kelly,  Superintendent  of  Tele- 
graphs and  Telephones.  Timiskaming  & 
Northern  Ontario  Ry.,  North  Bay,  Ont., 
bom  nt  Renfrew.  Ont..  Dec.  17,  1875. 

L.  S.  Landers,  Division  Engineer,  Can- 
adian National  Rys.,  Edmundston,  N.B., 


bom  at  Famham,  Que.,  Dec.  16,  1888. 

J.  G.  Legrand,  Bridge  Engineer,  Cana- 
dian National  Rys.  Westi'm  Lines  and 
Grand  Trunk  I'nciflc  Ry.,  Winnipeg,  bom 
at  Sompuis,   France,   Dec.  24.   1861. 

J.  M.  MacArthur,  Superintendent, 
Medicine  Hat  Division,  Alberta  District, 
Medicine  Hat,  Alta.,  bom  at  Toronto, 
Doc.  8,  1885. 

H.  M.  MacCallum,  General  Freight 
Agent,  Canadian  Pacific  Ocean  J?erviccg, 
Ltd.,  Toronto,  bom  at  Huntingdon,  Que., 
Dec.  3,  1882. 

A.  McCowan,  Master  Car  Builder,  Can- 
adian National  Rys.  Western  Lines  and 
Grand  Trunk  Pacific  Ry.,  Winnipeg,  bom 
at  Perth,  Scotland,  Dec.  5,  1868. 

J.  T.  McGrath,  ex-Superintendent  of 
Motive  Power  and  Equipment,  Chicago 
&  Alton  Rd.,  Bloomington,  111.,  bom  at 
Toronto,  Dec.  6,  1869. 

A.  T.  McKean,  Division  Freight  Agent, 
C.P.R.,  Calgary,  AlU.,  born  at  St.  John, 
N.B.,  Dec.  18,  1886. 

Capt.  R.  McKillop,  Superintendent, 
London  Division,  Ontario  District,  C.P.R., 
London,  Ont.,  bom  at  Perth,  Scotland, 
Dec.  26,  1884. 

A.  D.  MacTier,  Vice  President,  Eastern 
Lines,  C.P.R.,  Montreal,  bom  at  Blair- 
gowrie, Scotland,  Dec.  27,  1867. 

J.  C.  O'Donnell,  Superintendent,  Divi- 
sions 2  and  3,  Central  District,  Canadian 
National  Rys.,  Winnipeg,  bom  at  Cobden, 
Ont.,  Dec.  17,  1879. 

Alfred  Price,  General  Manager,  East- 
ern Lines,  C.P.R.,  Montreal,  bom  at  To- 
ronto,  Dec.  6,  1861. 

W.  J.  Radford,  Assistant  Manager,  To- 
ronto Suburban  Ry.,  Toronto,  born  at 
Boldrc,  Hants,  Eng.,  Dec.  23,  1870. 

G.  D.  Robinson,  ex-European  Freight 
Agent,  Canadian  Pacific  Ocean  Services 
Ltd.,  Montreal,  bom  at  St.  John,  N.B., 
Dec.  7,  1877. 

H.  W.  Sharpe,  Master  Mechanic,  Que- 
bec District,  Canadian  National  Rys., 
Quebec,  Que.,  born  at  Campbellton,  N.B., 
Dec.  6.  1869. 

G.  E.  Smart,  Mechanical  Assistant 
(Car  Department)  to  Vice  President,  Op- 
eration and  Maintenance,  Ontario  Dis- 
trict, Canadian  National  Rys.,  Toronto, 
bom  at  Edinburgh,  Scotland,  Dec.  23, 
1873. 

W.  Tansley,  Car  Service  Agent,  On- 
tario District,  C.P.R.,  Toronto,  bom  at 
Shelburne,  Ont.,  Dec.  27,  1872. 

M.  F.  Tompkins,  General  Freight 
Agent,  Eastern  Lines,  Canadian  National 
Rys.,  Moncton.  N.B.,  bom  at  Margaree, 
N.S.,  Dec.  G,  1878. 

H.  H.  Vaughan,  ex-Assistant  to  Vice 
President.  C.P.R..  now  Consulting  Engi- 
neer, Montreal,  bom  at  Forest  Hill,  Es- 
sex, Eng.,  Dec.  26,  1868. 

R.  C.  Vaughan,  Vice  President.  Pur- 
chases, Supplies  and  Stores,  Canadian 
National  Rys.,  Toronto,  bom  there,  Dec. 
1,   1883. 

A.  P.  Walker,  Assistant  Engineer,  On- 
tario District,  C.P.R.,  Toronto,  bom  at 
West  Hartlepool.  Eng.,  Dec.  9.   1860. 

E.  B.  Walker.  Electrical  Engineer.  Can- 
adian National  Rys.,  Toronto,  born  there, 
Dec.  15,  1S79. 

J.  B.  Way,  Freight  and  Ticket  Agent, 
C.P.R..  Saulte  Ste.  Marie,  Ont.,  bom  at 
Port  Hope,  Ont.,  Dec.  10,  186.5. 


U.  W.  Burnett,  Engineer  and  Works 
Manager.  Joliet  Railway  Supply  Co.,  Chi- 
cago, 111.,  formerly  General  Master  Car 
Builder,  C.P.R.,  writes: — "I  read  Cana- 
dian Railway  and  Marine  World  each 
month  with  great  interest." 


December,  1920 


667 


The  Railway  Situation  in  Newfoundland. 


Like  the  rest  of  the  world,  Newfound- 
land has  its  railway  problem,  not  the 
less,  but  perhaps  the  move  difficult  to 
solve,  because  it  is  a  country  of  but  some 
250,000  people,  and  it  is,  in  the  opinion  of 
many  authorities,  largely  over  supplied 
with  this  expensive  method  of  transpor- 
tation. Even  before  the  war,  the  New- 
foundland Railway  was  not  a  paying 
concern,  losing  on  an  average  about 
$100,000  a  year  for  about  10  years,  on 
an  average  annual  income  of  about  $650,- 
000,  according  to  figures  supplied  the 
Government.  The  railway,  originally 
built  for  the  colony  by  the  late  Sir  Rob- 
ert Reid,  of  Montreal,  a  contractor  who 
had  previously  undertaken  many  large 
railway  ventures  in  Canada,  is  a  narrow 
gauge  line. 

The  actual  mileage  operated  is  about 
1,000,  and  the  road  is  being  worked  by 
Sir  Robt.  Reid's  sons,  under  a  lease  for  50 
years  from  the  Newfoundland  Govern- 
ment, the  company  being  paid  for  the 
operation  by  mail  subsidies  and  grants 
of  land  along  the  railway  line,  or,  in 
other  parts  of  the  country,  accepted  by 
the  Reids  in  preference  to  cash,  because 
of  the  possible  value  of  the  timber,  min- 
eral and  farmland  wealth  in  the  coun- 
try and  its  eventual  development.  With 
the  outbreak  of  war,  the  railway  situa- 
tion became  complicated  in  Newfound- 
land, and  while  traffic  fell  off,  the  cost 
of  coal,  labor  and  other  supplies  increas- 
ed enormously,  the  reconditioning  of  the 
line  proved  difficult,  locomotives  and  cars 
could  not  be  procured,  and  all  the  other 
phenomena  of  the  situation  in  Canada 
and  the  United  States  were  reproduced 
here.  The  annual  loss  steadily  increased, 
reaching  $350,000  for  the  year  ended 
June  30,  1918,  and  amounting  to  $310,000 
for  the  seven  months  ended  Jan.  31, 1919, 
the  latest  figures  available,  with  little 
reason  to  suppose  there  has  been  any 
drop  in  the  rate  of  losses  since  these  de- 
ficits have  been  incurred  on  an  income 
of  about  $1,250,000  a  year. 

At  the  same  time,  rolling  stock  and 
roadbed  have  been  allowed,  according  to 
critics,  to  run  down,  accidents  increased, 
and  public  confidence  in  the  road  as  a 
safe  means  of  travel  became  shaken.  A 
great  deal  of  criticism  was  engendered 
by  politics,  because  the  railway  has  play- 
ed a  large  part  for  30  years  in  the  poli- 
tics of  the  country,  each  succeeding  gov- 
ernment finding  it  more  or  less  neces- 
sary to  become  closely  associated  with 
the  railway  management,  and  the  party 
in  opposition  using  this  as  a  ground  for 
criticism  and  hostility.  In  the  general 
election  of  just  a  year  ago,  for  instance, 
the  then  opposition  bitterly  attacked  the 
then  Government  for  having  been  under 
the  domination  of  the  Reids  and  pledged 
themselves,  as  others  had  done  before 
them,  to  make  the  Reids  toe  the  mark 
and  carry  out  their  contract.  A  political 
change  took  place,  the  opposition  was 
elected,  and  now  the  tables  are  turned 
and  the  new  administration  is  charged 
with  being  more  closely  allied  with  the 
Reids  than  any  of  its  predecessors.  The 
reason  for  this  is  that  at  the  legislative 
session  last  spring  an  act  was  passed 
creating  a  commission  to  study  and  act 
upon  acute  problems  of  the  railway.  The 
Reids  had  claimed  in  effect  that  it  was 
impossible  for  them  to  continue  the  op- 
erating of  the  system  much  longer,  with- 
out Government  help,  the  Government 
agreed  to  furnish  $1,000,000  for  recon- 


By  P.  T.  Magrath,  St.  John's,  Newfoundland. 

ditioning  purposes,  provided  the  Reids 
agreed  to  supervision  by  a  commission 
on  which  the  Government  would  have 
four  members,  one  being  the  charman, 
and  the  Reids  three.  The  Government 
planned  to  have  one  of  its  four  an  Eng- 
lish railway  manager,  and  another  an 
accounting  expert,  but  these  have  not 
yet  been  selected.  The  other  two  were 
to  be  a  Government  representative,  who 
would  be  chairman,  and  the  Colonial  En- 
gineer, himself  a  competent  railway  au- 
thority, and  adviser  to  the  Government 
on  these  matters.  The  $1,000,000  was 
ear-marked  for  the  purchase  of  locomo- 
tives, freight  cars,  and  new  fish-plates 
for  fastening  the  rails,  those  at  present 
in  use  being  condemned  as  too  small  for 
effective  service,  and  provision  was  made 
for  a  thorough  study  of  the  general  busi- 
ness. It  was  also  understood,  according 
to  critics,  that  this  commission  scheme 
was  to  be  merely  a  tentative  one,  to  con- 
tinue only  for  a  year,  and  that  at  the 
next  session  of  the  Legislature  some 
permanent  plan  for  the  operation  of  the 
railway  hereafter  would  be  submitted. 

Whether  or  not  it  be  correct  that  the 
commission  appointed  recently  by  the 
Government  has  exceeded  its  powers,  the 
programme  upon  which  it  has  resolved  is 
as  follows: — 

The  mid-interior  section  of  the  railway, 
where  the  line  ascends  the  range  of  hills, 
known  as  the  Topsails,  and  which  form 
the  backbone  of  the  country,  at  a  height 
far  above  sea  level,  is  to  be  abandoned 
for  the  winter  in  future,  at  any  rate  for 
passenger  traffic,  and  a  new  route  is  to 
be  operated  in  winter  via  Argentia,  in 
Placentia  Bay,  and  Sydney,  N.S.,  giv- 
ing passenger,  mail  and  express  freight 
transit  probably  once  a  week  by  the 
steamship  Kyle,  with  an  alternative  ser- 
vice between  Halifax  and  Argentia  by 
the  steamship  Meiglc.  By  this  means  it 
is  hoped  that  delays  of  past  years  will 
be  avoided,  because  virtually  every  win- 
ter since  the  trans-insular  railway  began 
trains  have  been  at  times  two  or  three 
weeks  making  the  trip  of  540  miles  be- 
tween St.  John's  and  Port  aux  Basques, 
and  last  winter  this  section  of  the  road 
had  to  be  abandoned  at  the  end  of  Janu- 
ary and  was  not  reopened  until  well  into 
May. 

A  local  passenger,  mail  and  freight 
service  is  to  be  maintained  each  winter, 
while  the  through  lino  is  closed,  semi- 
weekly  between  St.  John's  and  Grand 
Falls  (the  seat  of  the  great  Northcliffe 
paper  mills)  on  the  east  coast,  a  dis- 
tance of  about  500  miles,  while  a  similar 
service  will  be  conducted  on  the  west 
coast,  between  Port  aux  Basques  and  be- 
yond Bay  of  Islands,  the  seat  of  the  main 
herring  industiy,  a  distance  of  about 
150  miles,  the  interior  section  of  the 
Topsails  already  described,  and  totalling 
about  another  100  miles,  with  practic- 
ally no  settlers,  being  abandoned. 

To  make  this  Argentia-Sydney  service 
effective,  Argentia,  heretofore  without 
railway  connection  and  three  miles  from 
the  nearest  point  on  the  track,  is  to  be 
connected  by  a  spur  line  covering  that 
distance,  and  now  under  construction,  and 
at  Argentia  it  is  proposed  to  build  piers 
extensive  enough  to  take  large  ocean 
freight  steamships  and  to  use  it  as  a 
winter  shipping  port  for  the  Harmsworth 
paper  mills  operating  in  the  interior  of 
the  country,  and  at  present  suffering  dif- 
ficulty from   this  cause,  if  the  company 


will  agree  to  make  it  a  terminal  for  such 
purposes. 

The  whole  system  of  the  in-bay  and 
coastwise  steamship  connection,  hereto- 
fore partly  owned  and  operated  by  the 
Reids,  and  partly  by  the  Government, 
has  been  taken  over  by  the  commission 
and  is  being  operated  in  conjunction  with 
the  railway  line.  The  Reids  formerly 
had  10  ships  connecting  with  the  trains 
at  convenient  points  for  the  great  bays 
and  at  other  sections  of  the  coast  into 
which  the  country  naturally  divides 
itself,  because  nearly  the  whole  of  the 
population  are  settled  around  the  sea- 
board in  countless  harbors  whence 
they  ply  their  fishery  pursuits  and  the 
railway  without  such  auxiliaries  would 
be  virtually  useless  to  them.  Some  of 
the  Reid  steamships  were  taken  for  war 
purposes,  and  others  were  lost  by  perils 
of  the  sea  and  the  Government  procured 
others  in  England,  and  in  America,  while 
the  previous  administration  bought  two 
locally  which  did  the  main  services  from 
St.  John's,  north  and  west,  and  it  is 
claimed  that  better  results  can  be  ob- 
tained by  combining  all  these^Reid  and 
Government — as  a  single  agency  in  con- 
nection with  the  railway. 

The  Government  also  made  provision 
whereby  the  commission  could  undertake 
the  development  of  certain  coal  areas  on 
the  west  coat  of  the  island,  adjacent  to 
the  railway  line,  for  the  purpose  primar- 
ily of  affording  a  supply  for  the  operat- 
ing of  the  line,  and,  secondarily,  for  the 
utilization  of  any  surplus  for  general 
economic  purposes,  if  a  report  by  a  Can- 
adian Government  geologist  whose  ser- 
vices were  requested  was  favorable.  He 
came  to  the  island,  examined  the  area, 
and  reported  in  sufficiently  encouraging 
terms  as  to  its  possibilities  to  warrant 
the  authorities  in  undertaking  work  upon 
it,  and  this  in  a  preliminary  stage  has 
been  started,  and  five  large  motor  trucks, 
each  weighing  two  tons  and  to  carry  five 
tons  of  coal,  have  been  bought  and  taken 
to  the  scene,  to  be  used  in  getting  the 
coal  to  the  main  line  of  the  railway,  four 
miles  distant.  It  is  hoped  to  accomplish 
this  the  present  autumn  before  snow 
falls,  but  otherwise  next  spring,  as  the 
road  to  the  mine  is  but  newly  built  and 
rough  in  construction  and  could  hardly 
be  utilized  during  the  severe  winters  of 
this  region. 

The  commission  has  cut  off  all  passes 
to  legislators  and  others,  and  is  working 
on  the  basis  that  everybody  who  travels 
on  the  railway,  no  matter  what  his  state 
or  condition,  must  pay  his  fare.  It  also 
proposes  to  begin  next  spring  the  run- 
ning of  a  daily  trans-insular  service, 
which  was  in  effect  for  two  years  before 
the  war,  but  was  then  abandoned  until 
last  year,  when  it  was  resumed;  but  it 
was  dropped  again  this  year  on  the 
ground  that  there  was  a  shortage  of 
rolling  stock. 

The  commission  has  also  re-arranged 
the  terminals  and  ports  of  call  for  the 
various  coasting  steamships,  and  expects 
to  effect  substantial  improvements  in 
this  way. 

What  the  net  result  will  be  it  is  diffi- 
cult to  say.  The  saving  which  the  can- 
celling of  passes  would  represent  is  but 
small  and  can  only  be  a  drop  in  the 
bucket  as  compared  with  general  expense 
of  the  service,  though  the  step  meets  no 
criticism.  As  against  it,  however,  the 
employes  of  all  branches  of  the  railway 


668 


CANADIAN  RAIL\VA\  AND  MAKINK  WORLD 


December,  1920 


h.i\,      Mil!     )^(..r       tl.i      >c.Miliii'>.'<l<>tl     n     (Ic- 

.    nil 
<    nil 
..»;  of 
.   ixUiil  ihi- 
Not    im- 
....  .  i.y  n  nimilnr 

m    thr    i-tTW5    iif    Ihf    rini5tnl 
Thcro  will  br  n  iiub^tnntinl 
1..      ..i..,>..i..t,ii,,.    th«<    iToss 
L'   the  win- 
■•    from   the 
,,,..,     ,,  i  ,  ,,..i,   ,..,    ;,i.     :...i  ;;uliffi'  Co.  is 
not  rn.Hily  stn-n,  iHTmiso  nt  prcxcnt  n  lot 
of    th<'    fwpor    IS    shipprd    by    ihm    firm 
.1-      .1.   ii,.,rt'^  Contont.  in  Trinity  Bay, 
St.  .Iohn'.«,  and  whili-  thp  i-om- 
■-hip  mort-  through  Arcentia, 
II  w.iiiid  not  likely  exceed  an  extra  carno 
of    4,000    tons    annually,   and    the    extra 
freitrht  on  thi.s  would  not  pay   in  years, 
for    the    sheds    that    would    have    to    be 
erected  to  protect  the  paper,  while  wait- 
ing for  shipment,  if  the  Government  had 
to  put   them   up,  and  as   the  Northcliffe 
people  have  such  an  equipment  at  Heart's 
Content   already,   they   arc  not  likely   to 
repeat  the  experiment  at   Arpentia. 

The  view  is  expres.oed  in  non-political 
quarters  that  the  Government  is  takinR 
a  bip  risk  in  associatinj:  itself  too  closely 
with  the  operation  of  the  raifway  in  the 
lipht  of  the  experience  of  Canada  and 
the  I'nited  States  in  this  very  same  pro- 
position. The  U.S.,  it  is  arpued,  had  to 
abandon  the  experiment  within  two 
years  after  havinjr  sunk  a  billion  dollars 
therein.  Canada  bet'an  exactly  as  New- 
foundland, by  appointinK  frovcrnment 
members  on  a  board  of  directors  to  oper- 
ate the  Canadian  Northern  Ry.,  and  had 
as  a  result  to  advance  such  larpe  sums 
of  money  to  finance  the  project  that  it 
had  to  take  the  line  over  altogether,  do- 
inp  fomewhat  the  same  thinp  with  the 
Grand  Trunk  Ry..  and  now  findinf:  itse|f 
with  an  annual  liability  that  may  be  this 
year  $1,000,000,000. 

As  shown  already,  the  cost  of  operat- 
infT  the  Newfoundland  Ry.  alone  was  to 
the  Reids  for  the  fiscal  year  1918-1919 
about  $.500,000.  That,  it  is  understood, 
did  not  include  the  operatinjr  of  the 
steams'hips,  and  it  is  not  believed  here 
that  these  could  have  been  operated  at 
a  profit.  The  steamships  the  Govern- 
ment is  operating  in  addition  to  these, 
are  likewise  believed  to  be  unprofitable, 
and  many  people  expect  that  a  year  from 
now,  when  the  figures  of  the  workinp  of 
the  combined  system  arc  available,  they 
will  show  a  shortape  stapcerinp  in  its 
proportions. —  Montreal    Star. 

Automatic  Train  Control  Commit- 
tee. 

At  a  recent  meeinp.  In  New  York,  of 
the  joint  committee  on  automatic  train 
control,  which  was  appointed  by  Presi- 
dent R.  H.  Aishton,  of  the  American 
Railway  Association,  the  follnwinp  ap- 
pointments were  made: — Chairman  of 
committee,  C.  E.  Denney,  Vice  President 
anil  General  Manager,  New  York,  Chi- 
caKo  &  St.  Louis  Rd.;  vice  chairman  for 
operatinv:  division,  T.  H.  ni-aconi,  Vice 
President  and  General  Manager.  Chicago, 
Rook  Island  &  Pacific  Ry.;  vi.e  chair- 
man for  encineerinK  division,  A.  M. 
Burt,  Assistant  to  Operating  Vice  Presi- 
dent, Northern  Pacific  Ry.;  vice  chair- 
man for  sijrnal  division,  W.  .1.  Kck,  Sig- 
nal and  Electrical  .Superintenilrtit.  South- 
ern Ry.;  vice  chairman  for  mechanical 
division,  .1.  T.  Wallis.  Chief  of  Motive 
Power,  Pennsylvania   System. 

The  duties  of  the  joint  committee  arc 


to  confer  with  the  Int4Tiit«t«  Commerce 
Commission,  to  prescribe  rules  for  tesl.«, 
and  to  nrrnnce  for  actual  tests,  rmlir 
tho  Trnnsporlation  Act,  the  Interslntc 
<'ommerce  Commission  bos  authority  to 
oriler  any  carrier,  upon  two  years  notice, 
to  install  automatic  stops  and  train  con- 
trol of  ■  dcniK'n  approved  by  the  Com- 
mission. 


ate  between  Port  Arthur  and  Sioux  Look- 
out, running  to  and  from  the  C.N.R.  pa«- 
."••nirer  stations  at  Port  Arthur  and  r'orl 
William,  and  the  use  of  the  C.P.R.  Fort 
William  station  by  them  has  been  dis- 
continued. 


Co-ordination   of  .Station   Services, 
C.N.K.  and   G.T.IMl, 


Under  the  irencral  plan  of  co-ordina- 
tion of  Canadian  National  and  Gran<l 
Trunk  Pacific  Rjiilways  at  points  where 
both  lines  have  had  stations  heretofore, 
and  where  rail  facilitie.s  will  permit,  but 
one  station  will  be  used  for  passenper 
business,  and  all  passenger  trains  will 
operate  in  and  out  of  such  stations.  The 
stations  to  be  used  are:  at  Yorktim,  Sask., 
G.T.P.R.:  Canora,  Sask.,  (^N.R.;  Saska- 
toon, Sask.,  C.N.R. ;  Moose  Jaw,  Sask., 
C.N.R. ;  Battleford.  Sask.,  C.N.R.;  Prince 
Albert,  Sask.,  C.N.R.;  PorUpe  la  Prarie, 
Man.,  G.T.P.R. 

At  Reirina,  Sask.,  separate  stations 
are  still  maintained.  All  G.T.P.R.  trains 
and  C.N.R.  Repina-Gravelbourp  trains 
!y'.i  and  .54  operate  to  and  from  the  G.T. 
P.R.  station.  All  other  trains  operate 
to  and  from  the  union  station. 

Port  Arthur-Fort  William-Sioux  Look- 
out, Ont.,  trains  181  and  182  now  oper- 


Irish  IL'iilway  Operation  Discon- 
tinuances. 

The  followinir,  reproduced  from  the 
Railway  Magazine,  London,  Rng.,  is  a 
sample  of  advertisements  which  have 
been  appearing  in  Irish  newspapers  re- 
cently. 

Great  Northern  Itailway  of  Ireland. 

Owing  to  the  refusal  of  certain  mem- 
bers of  the  company's  staff  to  carry  out 
their  duties,  a  state  of  affairs  has  arisen 
which  necessitates  the  closing  of  por- 
tions of  the  line  for  public  traffic. 

In  addition  to  the  Bundoran  Branch 
the  following  sections  of  the  line  will  be 
closed  for  possenger,  goods,  and  live 
stock  traffic  ON  AND  FROM  .MONDAY, 
SEPT.  20,  1920:— 

Dundalk  to  Enniskillen; 
Carrickmacross  Branch; 
Cootehill  Branch. 

(Then  follows  a  list  of  trains  discon- 
tinued.) 

For  full  particulars  see  posters  at  sta- 
tions. 

.lOHN  BAGWELL.  General  Manger. 

Dublin,  Sept.   In,  1920. 


Numbering  of  Canadian  National  Railways  Locomotives. 


A  subscriber  wrote  Canadian  Railway 
and  Marine  World  recently  as  follows: 
"I  would  appreciate  it. very  much  if  you 
could  advise  me  what  system  the  Cana- 
dian National  Rys.  have  adopted  in  re- 
numbering locomotives  of  the  Canadian 
Government,  Canadian  Northern  and 
other  lines  absorbed  by  the  Canadian 
National.  I  know  the  Pacific  type  is 
.5000  to  5999,  ten-wheel  type  1000-1999, 
etc.,  but  would  like  information  to  cover 
all  classes,  consolidation,  Sante  Fe, 
switch,  road,  etc." 

The  Canadian  National  Rys.  Mechani- 
cal Department  has  furnished  us  with  a 
copy  of  its  general  scheme  of  locomotive 
classification,  in  tabular  form,  as  fol- 
lows:— 


Each  of  these  classes  is  sub-divided 
J-1.  J-2,  K-1,  K-2,  etc.  Locomotives  that 
are  of  radically  different  design  and  size 
are  put  in  different  sub-classes,  but  when 
there  are  two  or  more  classes  which  are 
all  of  the  same  general  design,  but  mere- 
ly differ  in  details,  a  further  sub-division 
is  made,  as  for  instance,  J-l-a,  J-l-b, 
K-l-a,  K-l-b,  etc.,  so  that  the  classifica- 
tion symbol  on  the  cabs  of  locomotives 
shows  not  only  the  type  but  the  class 
and  sub-class  of  each,  and  this  classifi- 
cation symbol  is  used  insteod  of  the  loco- 
motive numbers  in  referring  to  any  par- 
ticular class  of  locomotive. 

.Miscellaneous  types  are  classified  un- 
der the  class  letter  X,  which  includes  any 
narrow     gauge     locomotives,    no    matter 


Cla.<: 

leltoi 

X 

MiKcel 

A 

Amerii 

n 

S-whet 

c 

MoEUl 

Type. 


4-4-0 

tL»Io 


L    ConsolIiUtion  .  . 


MounUin    .    ■ 
6-»hr»I     •wilrh 
S-whwl    switch    .... 
in.whcol   twitch  *» 
Kl-rtric 


Drivinir   whe«l   diameters. 

All    diameten    

63  in.   or  IcM  _ — ■ 

Over  63  in — — 

r,2   in.  or  less  ............ 

.'•8  in.  or  less,  bat  over  62  In — 

Over  58   in 

r.2  in.  or  less  — - 

I'.S  in.  or  less,  but  over  62  in.. 
63  in.  or  less,  but  ovar  S8  in.. 

Over    63    in. _ -. 

52  in.  or  less   — _. 

r.S  in.  or  li-ss.  bat  over  B2  in — 

Over  68  in 

r.8   in.  or  less  

63  in.  or  less,  bat  over  68  In... 

68   in.  or  less  ._...-...— 

"0   in.  or  less  — 

Over  70   in. 


Road  nos 
sjtsitrned. 
1  to 


100  to  199 
200  to  S99 
403  to  46!) 
4T0  to  529 
630  to  999 
1000  to  101.1 
1016  to  1199 
1200  to  1499 
1600  to  1799 
1800  to  1801 
ISO-,  to  2200 
2201  U>  2999 
SOOO  to  3199 
S200  t.i  3999 
4000  to  4999 
.'.000  to  6499 


4-8-2 
0-S-O 
0-R-O 
0-10-0 


All  dismeters 
All  diameters 
All  diameten  . 


It  will  be  noted  that  the  variotis  types 
of  locomotives,  such  as  consolidation.  Pa- 
cific. 10-wheel,  etc.,  are  sub-divided,  and 
these  sub-divisions  are  governed  by  the 
diameters  of  the  drivers.  For  instance, 
in  classifying  Pacific  type  locomotives, 
all  with  drivers  70  in.  or  less  are  in  class 
.1.  and  all  with  drivers  over  70  in.  in 
diameter  are  in  class  K. 


what  their  particular  type  may  be.  also 
saddle  tank  locomotives,  type  0-4-0,  and 
any  other  odd  types  which  do  not  come 
under  any  of  which  may  be  called  the 
standard   types. 

The  C.N.R.  has  no  mountain  type  loco- 
motives, so  no  class  letter  has  been  as- 
signed to  them,  but  nos.  fiOOO  to  6999  have 
been  reserved  for  them. 


December,  1920 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


669 


Improving  Car  Service  on  the 
Northern  Pacific  Railway. 

On  account  of  the  extensive  territory 
and  widely  varying  conditions  on  the 
Northern  Pacific  Ry.,  it  must  necessarily 
use  different  methods  best  suited  to  local 
conditions  on  each  division.  Cars  are 
distributed  as  between  divisions  by  the 
Superintendent  of  Transportation,  who 
has  his  headquarters  in  St.  Paul,  Minn. 
There  cars  are  then  distributed  locally  on 
each  division  by  a  car  distributor,  who 
reports  direct  to  the  superintendent  of 
that  division.  Local  distribution  and  lo- 
cal movement  of  cars  is  checked  by  tra- 
velling car  service  agents,  who  are  on 
the  line  continuously  and  who  report  di- 
rect to  the  Superintendent  of  Transpor- 
tation. 

Each  travelling  car  service  aprent  is  as- 
signed to  a  territory  comprising  mileage 
which  he  can  cover  effectively.  Each 
general  superintendent  has  an  assistant, 
who  also  devotes  his  attention  almost 
exclusively  to  checking  terminal  move- 
ments and  devising  methods  for  improve- 
ment of  car  service  at  terminals  and  at 
local  industries  in  his  territory.  All  op- 
erating officers  are  working  direct  with 
shippers  and  consignees  for  more  prompt 
unloading  and  for  prompt  and  heavier 
loading.  This  direct  appeal  is  regarded 
as  more  effective  than  distribution  of 
literature. 

The  Northern  Pacific  is  getting  very 
satisfactory  co-operation  from  shippers, 
and  is  inaugurating  a  plan  of  having 
shippers  and  consignees  advised  in  ad- 
vance of  arrival  of  cars  for  unloading 
and  loading,  so  that  they  may  be  pre- 
pared to  begin  unloading  or  loading,  as 


0  may  be,  promptly  when  the  car 

In  the  case  of  consignees,  this 

will    frequently    avoid    delay    in 

of  car  at  point  where  consignee 

it,  and   also   perhaps   some  delay 

taking  up  bill  of  lading  in  case  of 

consigned  to  "shipper's  order." 


the  cas 

arrives 

method 

placing 

wants 

due  to 

freight 


Grain  Inspected  at  Western  Points. 

The  following  figures,  compiled  by  the 
Dominion  Bureau  of  Statistics'  Internal 
Trade  Division,  show  the  number  of  cars 
of  grain  inspected  at  Wininpeg  and  other 
points  on  the  Western  Division,  during 
October,  and  for  two  months  ended  Oct. 
1920  and  1919:—  2  mos,  to  2mo«.to 

Oct,  1920  Oct.  1920  Oct.  1919 

Canadian  National  Rys.  10.362  l.'5.864         15.745 

Canadian    Pacific   Ry.    ..  2S.607  35.202         24.594 

Grand  Trunk  Pacific  Ry.    3,095  4,647           6,887 
Great  Northern    Ry. 

(Duluth)    16  117              340 


of  Railway  Service,  Eastern  Division,  E. 
Kenward,  Toronto;  Superintendent  of 
Railway  Service,  Western  Division,  R. 
M.  MciMillan,  Winnipeg;  District  Traffic 
Superintendent,  Montreal  District,  G.  H. 
Walters,  Montreal;  District  Traffic  Sup- 
erintendent, Western  Division,  B.  S. 
Round,  Winnipeg;  Chief  Electrician,  H. 
K.  Clarke,  Toronto;  Supervisor  Wire  Ser- 
vice, Geo.  T.  Trowhill,  Toronto;  Super- 
viser  of  Traffic, _C.  C.  Stewart,  Toronto. 

Among  the  Express  Companies. 


Telegraph,  Telephone  and  Cable 
Matters. 

As  stated  in  Canadian  Railway  and 
Marine  World  for  October,  the  jurisdic- 
tion of  G.  D.  Perry,  General  Manager, 
Great  Northwestern  Telegraph  Co.,  To- 
ronto, has  been  extended  over  the  Grand 
Trunk  Pacific  Ry.  telegraph  lines.  The 
position  of  Manager  of  Telegraphs,  held 
formerly  by  H.  Hulatt,  has  been  abol- 
ished. Mr.  Hulatt  continues  as  Mana- 
ger of  Telegraphs,  G.T.R. 

The  following  appointments  have  been 
made  in  the  Great  Northwestern  Tele- 
graph Telegraph  Co.'s  Traffic  Depart- 
ment:— General  Traffic  Superintendent, 
C.    E.    Davies,    Toronto;    Superintendent 


Grain  in  Store  at  Ek 

!vators. 

lal  elevators 
intic    seaboa 

Barley. 
Bush. 

178.151 
11.033 
69.866 
23.134 
43,561 

119..544 
42,361 
14,014 

215.648 
18.367 
37.753 

•15 

1.  country 
ird    ports. 

Flax. 
Bosk. 

elevators 
Prepare 

Rye. 
Bush. 

119.408 
563 
3.464 
4.860 
17.581 
58.242 
21.019 
•29 

51.376 

23.924 

33.739 

201 

Grain   in  store  at  public  terminal   cl< 
em    Division,    and    public    elevators    in    c; 
Dominion    Bureau  of  Statistics,   Internal 

Week    ended    Nov.   5th.    1920: 
Fort     William    _ 

?vators.   interior  termir 
ast,   also   at   U.S.    AtU 
Trade  Division. 
Wheat.         Oats. 
Buah.          Bush. 

1.622.199         3hn.9hi 
1.169,12.1           47.875 
708,323          72.242 
940.450          90.262 
861.929       .274,911 
1,180,299        583,390 
590,479        176.832 
625,538          33.645 

2.262.382        557.364 

2,320,799         177,096 

258.887        318,934 

19.955              3.189 

in  West- 
d   by   the 

ToUls. 
Bush. 

2,275,715 

Consolidated   Elevator   Co - 

43.624 

1.262,520 
952,895 

Western   Terminal   Elevator  Co.  __™ 
G.    T.    Pacific    

90.170 
41.369 

1.148.876 
1,239,351 

Fort   William    Elevator   Co. 

Northwestern    Elevator    Co 

Port   Arthur- 
Port    Arthur   Elevator   Co -       _ 

Sask.    Co-op.   Elevator  Co 

Canadian    Government    Elevator    

62,356 
43 

272 
104.710 
235.526 

893,047 
673.211 

3,087,042 

2,644,896 

774,839 

25.330 

Total     Public    Terminal    Elevators    ... 

12,649,665 

2.691,698 

773,417 

125,289 
181 

578.070 

334,348 

17.027.198 

Total    Private    Terminal    Elevators 

1,804.675 

43,906 

148,603 

115,253 

2,574 

987.171 

9.121 

100,456 

165.791 

13,310 

1.654 

1.302 

29 

53,148 

3,105,593 
54,862 

4.2.57 
6,002 

Cal(!ar>' :    Can.    Gov't    Eleveator 

11.553 

298.628 
2,574 

•Total  Interior  Terminal  Elevator*  .. 
Midland- 

310,336 

275.368 

11,734 

2.985 

10.259 

610,682 

81,191 
738.944 
58,501 

74,403 
243.169 
20,160 

1,647 

693,498 

110,356 

2.081.18C 

362.443 

268,727 
2,629 

81.191 

Port    McNicoU    

287.432 
12.047 

39,722 

385.655 

Goderich — 

5,822 

West  Can.   Flour  Mills  Co..   Ltd.  

243,169 

3.049 
2,805 
50,013 

23.209 

Kingston- 

14.873 

19,325 

Port  Colbome— 

743.511 

673.036 
163.856 

169,106 

119,076 

4.987 

2,823.328 

645,375 

OKilvie  Flour  Mills   Co 

273,714 

3,926 

6,555 

388,758 
1,338,322 

4.786,854 
17,816.641 

413,216 

413,216 

37,731.887 

1,065.170 
5,378,011 

5,822 
825,100 

50.274 
60,274 
448,029 

25.358.074 

US.    Atlantic   Seaboard    Ports- 

463.490 

463.490 

Total    Quantity    in    Store    

•Overshipped. 

tWeek    endinc    Oct.    29th,    1920. 

10,387.418 

2,637.520     : 

1,547,287 

52,751,641 

The  Canadian  National  Ex.  Co.  has 
opened  offices  at  Van  Bruyssels,  Que., 
and  Elsas,  Sask  (formerly  Endat) ;  and 
has  closed  its  offices  at  Perthuis,  Que., 
Agate,   Ont.,  and   Darwell,   Alta. 

The  Express  Traffic  Association  calls 
the  attention  of  shippers  to  the  suscepti- 
bility to  damage  by  frost,  of  shipments 
during  winter,  and  points  out  the  ne- 
cessity for  better  protective  packing  for 
fruits,  vegetables,  flowers,  liquids,  etc. 
Shipments  are  not  always  carried  in 
heated  trains,  but  are  frequently  hauled 
considerable  distances  in  wagons  in  cities 
and  towns,  and  are  of  necessity  moved 
on  station  platform  trucks  where  heated 
protection  cannot  always  be  provided. 
The  association  points  out  that  express 
companies  are  not  liable  for  any  loss  or 
damage  to  shipments  caused  by  weather 
conditions  which  are  beyond  their  con- 
trol. 

The  second  anniversay  of  the  signing 
of  the  armistice  was  celebrated  by  a  din- 
ner in  honor  of  returned  men  now  en- 
gaged with  Dominion  Express  Co.  and 
attached  to  Montreal  staff.  The  pro- 
gramme included  speech,  songs  and 
recitations  by  local  officials  and 
employes.  There  was  present  a  man 
who  had  seen  service  with  the  Italian 
Army,  also  one  who  fought  side  by  side 
with  those  attached  to  the  U.S.  forces. 
Among  the  invited  guests  were:  T.  E. 
McDonnell,  Vice  President  and  General 
Manager;  V.  G.  R.  Vickers,  former  Sup- 
erintendent of  Atlantic  Division,  Mont- 
real; J.  J.  Murray,  General  Superintend- 
ent, Eastern  Division,  Toronto;  F.  W. 
Branscombe,  Superintendent,  Atlantic 
Division,  Montreal;  H.  A.  Woodhouse, 
Assist.  Superintendent,  Atlantic  Divi- 
sion, Montreal;  D.  Doody,  Route  Agent, 
Atlantic  Division,  Montreal;  W.  A.Clark, 
General  Agent,  Montreal;  A.  C.  Thorn, 
Agent  (in  chai'ge  of  operations),  Mont- 
real, and  all  returned  soldiers  at  present 
engaged  in  the  Montreal  office,  82  in 
number.  Two  officials  of  the  Brother- 
hood of  Dominion  Express  Employes, 
Grand  President  Allan  Paton,  Montreal, 
and  Grand  Financial  Secretary-Treasur- 
er, J.  Donaldson,  Toronto,  were  also  in- 
vited. C.  Benson  acted  as  chairman.  The 
toast  to  the  returned  men  was  proposed 
by  A.  Paton  and  responded  to  by  R.  M, 
Robertson,  a  late  member  of  the  78rd 
Royal  Highlanders.  The  dinner  was  a 
great  success  and  has  sown  a  seed  that 
will  result  in  bringing  together  employer 
and  employe  in  social  festivities  on  more 
occasions  in  the  future  than  in  the  past 
with  a  view  to  maintaining  the  same 
high  spirit  of  loyalty  and  co-operation 
essential  to  the  successful  carrying  on  of 
service  to  the  public.  W.  Frankton  and 
F.  Hipkin,  of  the  Montreal  city  office, 
were  chairman  and  secretary  of  the  din- 
ner committee. 


S.    C.    Graham,    General    Yardmaster, 

'  Calgary    Terminals,    C.P.R.,    writes: — "I 

would  not  be  without  Canadian  Railway 

and  Marine  World,  as  there  are  so  many 

interesting  articles  therein." 


Decemljer,  1920 


Electric  Railway  Department 


Thr   Ontario   Hydro    Kloclric    ILtil- 
«!iys  Enquiry. 

Suthcrlntul,  chnirninn  of 
tl'.  :.  «piK>inU'd  by  the  Ontario 

t;.  i   i-nquiro    into   the    Hydro 

Kl'  ('nmmission  of  Ontario's 

rn  projects,    issued    the   fol- 

Iciu  •  lit   Nov.   13: — "The  mem- 

bt-r."  "(  til.  Kjidial  Railway  Commission, 
a  day  or  two  after  their  last  public  meet- 
ing on  Oct.  26,  visited  the  New  England 
and  middle  west  states  to  see  the  lines 
of  rnilial  railways.  sugK^'sted  in  the  evi- 
deniT  already  taken  as  to  some  extent 
analognus  to,  or  comparable  with,  the 
lines  of  radial  railways  in  Ontario  in 
question,  and  other  lines,  and  to  make 
enquiries  as  to  cost  of  construction,  stock 
ana  bond  issues,  upkeep,  maintenance 
and  passenger  and  freight  revenue.  In 
the  course  of  their  investigations  they 
met  and  conferred  with  the  managers 
and  operating  officials  of  the  railways. 
It  is  the  intention  of  the  commission,  if 
possible,  to  call  several  of  these  men 
and  obtain  their  experiences  and  expert 
testimony.  They  have  also  retained  F. 
P.  Gutelius,  an  experienced  railway  en- 
gineer and  operating  expert,  to  investi- 
gate and  report  on  the  questions  involv- 
ed in  the  enquiry',  and  to  give  evidence, 
if  deemed  advisable,  before  it.  They 
have  also  secured  the  services  of  the 
firm  of  auditors,  Price,  Waterhouse  & 
Co. 

"When  the  Commission  adjourned,  it 
■was  expected  that  a  public  meeting,  for 
the  purpose  of  continuing  taking  evidence 
would  be  held  at  the  end  of  this  week, 
or  the  beginning  of  next,  at  which  W.  S. 
Murray,  the  engineer  who  made  a  report 
to  the  Hydro  Electric  Power  Commis- 
sion in  May  last  with  reference  to  the 
proposed  construction  of  the  Toronto  and 
Bowmanville,  the  Toronto,  Hamilton  and 
Niagara  Falls  and  the  Hamilton,  Guelph 
and  Elmira  radials,  would  be  called,  and 
certain  other  witnesses.  It  has  been 
found  impossible  to  secure  their  attend- 
ance before  Nov.  22,  when  the  next  meet- 
ing will  be  held." 

The  commis.sion  appointed  by  the  On- 
tario Government  resumed  its  sittings  in 
Toronto  Nov.  22,  the  first  witness  called 
being  W.  S.  Murray,  Consulting  Engi- 
neer, New  York,  who  made  a  report  os 
the  Hydro  Electric  Power  Commission 
of  Ontario's  Railway  Projects  in  May  at 
Sir  Adam  Beck's  request.  His  evidence 
was  largely  a  defence  of  his  report.  On 
subsequent  days,  up  to  Nov.  24,  when 
this  matter  was  written,  other  witnesses 
examined  were  C.  E.  Friend,  Comptroll- 
er, Canadian  National  Rys.,  who  testi- 
fied in  regard  to  Niagara,  St.  Catharines 
&  Toronto  Ry.  and  Toronto  .Suburban 
Ry.  earnings,  etc.;  Lt.  Col.  G.  C.  Royce, 
General  Manager,  Toronto  Suburban  Ry., 
and  E.  P.  Coleman,  General  Manager, 
Dominion  Power  &  Transmission  Co., 
who  gave  information  in  regard  to  their 
respective  lines.  The  principal  examina- 
tion of  witnesses  was  conducted  by  I.  F. 
Hellmuth,  K.C.,  counsel  for  the  Govern- 
ment commission,  the  cross  examinations 
being  made  by  R.  A.  Mackay,  K.C.,  rep- 
resenting the  Ontario  Hydro  Electric 
Railway  Association,  and  R.  S.  Robert- 
son, representing  municipalities  either 
opposed  or  not  interested  in  the  hydro 
electric  railway   projects. 


ItfUina   I'uhlif  I'tililii-.s'  Dt-firits. 

The  Regina,  Sask.,  city  aldermen  met 
as  a  sp<'cial  committee  recently,  to  dis- 
cuss the  deficit  in  the  operation  of  the 
city's  public  utilities  for  the  current  fin- 
ancial year.  It  was  reported  that  the 
civic  utilities,  which  include  the  muni- 
cipal railway,  the  electric  lighting  and 
power  plant,  and  the  waterworks,  showed 
a  deficit  for  the  nine  months  ended  Sept. 
.'to  of  $115,000,  and  that  it  was  expected 
that  with  the  installation  of  the  new  unit 
at  the  power  house  the  deficit  would 
be  redeemed  by  the  end  of  the  year.  Com- 
missioner Thornton  expressed  the  opin- 
ion that  the  deficit  on  the  light  and  pow- 
er plant  might  be  reduced  from  about 
$GG,UOO  to  about  $20,000  by  the  end  of 
the  year. 

The  deficit  of  the  municipal  railway 
for  the  9  months  ended  Sept.  30  was  re- 
ported to  be  $46,000,  and  Commissioner 
Thornton   is  reported   to  have  expressed 


Canadian  Electric  Railway 
Association. 

Honorary  Pmidrnt.  Lirat.-Col.  J.  E. 
Hutchcson,  General  Manaeer,  Montreal 
Tmmwayn   Co. 

Honorary  Vice  Preaidcnt.  Acton  Barrowi, 
Proprietor  and  Editor,  Canadian  Railway 
and    Marine    World. 

Preaidcnt,  A.  Gaboury,  Superintendent, 
Montreal   Tmniways  Co. 

Vic*  Preaidcnt.  G.  Gordon  Gala,  Vice 
Preeident  and  General  Manniter,  Hull  Elec- 
tric Co. 

Honorary  Secretary-Treasurer,  pro  tem, 
A.  Eaatman.  Vice  President  and  General 
Manaser.  Windsor,  Essex  A  Lake  Shore 
Rapid    Railway   Co. 

EieeotiTe  Coramittec,  The  President.  Vice 
President,  and  F.  D.  Burpee.  Manazer, 
Ottawa  Electric  Railway  Co. :  C.  C. 
Curtis.  Manaeer,  Cape  Breton  Electric  Co. : 
A.  Eastman,  Vice  President  and  General 
Manager,  Windsor.  Essex  &  Lake  Shore 
Rapid  Railway  Co. :  Geo.  Kidd.  General 
Manaeer,  British  Columbia  Electric  Rail- 
way Co.:  M.  W.  Kirkwood.  General  Man- 
aeer, Grand  River  Railway  Co.  and  Lake 
Erie  A  Northern  Railway  Co. ;  A.  W.  Me- 
Limont,  Vice  President  and  General  Man- 
ager, Winnipeg  Electric  Railway  Co. :  R. 
M.  Reade.  Superintendent.  Quebec  Railway 
LlBht  A  Power  Co. :  Lt.-Col.  G.  C.  Royce, 
General  Manaeer.  Toronto  Suburban  Rail- 
way Co.  ;  C.  L.  Wilson.  Assistant  Manager, 
Toronto  A   York   Radial   Railway  Co. 

Official  Ortan — Canadian  Railway  and 
Marine   World.   Toronto. 


the  opinion  that,  given  favorable  condi- 
tions, the  deficit  might  be  reduced  to 
$36,000  by  Dec.  31. 

A  report  from  D.  W.  Houston,  Super- 
intendent of  the  municipal  railway,  which 
was  considered,  is  reported  to  have  stat- 
ed that  the  weekly  average  receipts  for 
three  months  ended  April  30  were  $20,- 
000,  compared  with  $1G,.''>00  for  the  three 
months  ended  July  31  and  $1.3,694  for 
the  three  months  ended  Oct.  31.  These 
figures  were  for  the  second  week  only  in 
each  of  the  months  and  excluded  returns 
for  Saturdays  and  Mondays,  which  are 
very  variable.  The  people  generally,  the 
report  added,  were  not  patronizing  the 
street  railway  as  they  should.  Mr.  Hous- 
ton suggested  that  better  results  would 
be  secured  if  citizens,  instead  of  paying 
the  deficit  in  taxes,  were  to  use  the 
money  for  riding  on  the  cars  when  they 
would  reap  the  additional  advantage  con- 
ferred by   the  service  given. 


Hritish  Columbia  Electric  ilailway 
Fares  and   ExpenditureH. 

Geo.  Kidd,  General  Manager,  British 
Columbia  Electric  Ky.,  is  reported  to 
have  said  in  a  recent  interview  that  un- 
til the  question  of  whether  the  company's 
lines  arc  to  remain  under  the  Board  of 
Railway  Commissioners'  jurisdiction  or 
not  is  settled,  no  capital  expenditures 
will  be  made.  He  is  also  reported  to 
have  said: — "Since  the  6c.  fare  went  into 
effect  about  $1,225,000  has  been  granted 
in  wage  increases.  Last  year  wages  and 
salaries  totalled  $3,4.i2,5C5,  and  the  in- 
crease which  went  into  effect  on  Oct.  1 
amounted  to  $2.S0,000.  There  are  2,600 
employes.  To  think  of  a  .">c.  fare  would 
be  impossible.  Few  street  railways  are 
operating  on  a  5c.  fare  today.  The  re- 
cent increa.ses  in  wages  make  it  impossi- 
ble to  return  to  the  5c.  fare.  Some  effort 
should  be  made  to  stabilize  the  com- 
pany's revenue,  either  by  agreement  or 
iiy  other  methods.  The  further  raising 
of  fares  is  not  under  consideration  by 
the  company. 

Winnipeg  Electric  Railway  Pre- 
ferred Stock  Issue. 


The  Winnipeg  Electric  Ry.  is  issuing 
$3,000,000  cumulative  ?<:'<■  stock  prefer- 
red as  to  dividends  and  assets,  which 
will  make  its  capitalization  as  follows: — 

Out- 

Authoriz^.  standing. 

Common   stock    Jll.000.000  tU.000.000 

7';    Preferred   stock    (this 

i.suil     3.000,000  3,000.000 

Il.indi  and  debenture  stock 

lincludine     subsidiaries)  10,24S,000 

The  stock  is  being  offered  at  90,  yield- 
ing T^i'^'f,  with  a  bonus  of  SOT'r  common 
.■^tock.  Following  are  extracts  from  the 
prospectus  issued  by  Nesbitt,  Thompson 
<t  Co.,  Montreal. 

The  company  does  a  power,  lighting 
and  gas  business,  and  operates  the  entire 
street  railway  system  of  the  City  of 
Winnipeg,  consisting  of  120  miles.  It 
has  a  hydro  electric  development  of  33,- 
000  h.p.  capacity  and  an  auxiliao'  steam 
plant  of  13,000  h.p.  In  addition  the  com- 
pany controls  a  large  undeveloped  water 
power  capable  of  170,000  h.p.  develop- 
ment capacity.  The  franchises,  we  con- 
.=  ider,  arc  very  satisfactory. 

The  properties  (exclusive  of  the  large 
undeveloped  water  power),  were  valued 
by  the  Manitoba  Public  Utilities  Com- 
mission at  $24,369,431.  This  replace- 
ment value  is  equivalent  to  over  $450  a 
share  for  the  preferred  stock,  or  about 
$100  a  shore  for  the  common  stock. 

Average  annual  net  earnings  for  the 
three  pre-war  years  ended  Dec.  31,  1914 
(which  would  have  been  available  for 
dividends  on  the  present  issue  of  pre- 
ferred stock),  were  $1,148,193.  .\verage 
annual  net  earnings  for  the  three  years 
ended  Dec.  31,  1919,  under  very  adverse 
and  war  conditions,  which  would  have 
been  available  for  dividends  on  present 
issue  of  preferred  stock,  were  $496,637. 

Preferred  stock  dividend,  $210,000 
(equal  to  almost  two  and  one  half  times 
preferred  dividend). 

Estimated  net  earnings  for  current  fis- 
cal year,  based  on  actual  figures  for  first 
eight  months,  are  $630,000  (equal  to  three 
times  preferre<l  dividend). 

The  Public  Utilities  Commissioner  au- 


December,  1920 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


671 


thorized  the  company  to  increase  its 
street  railway  fares  to  7c.  cash  or  4  tick- 
ets for  25c.,  and  to  increase  the  price  of 
gas  to  $1.75  per  1,000  ft.  as  from  Sept. 
1,  1920,  and  made  the  following  state- 
ment in  connection  therewith:  "To  en- 
sure continuance  of  a  satisfactory  ser- 
vice the  rate  must  be  such  as  will  be 
attractive  to  investors.  In  my  judgment 
S'r  is  the  proper  rate  to  fix." 

The  management  of  the  company  was 
taken  over  in  Oct.,  1917,  by  A.  W.  Mc- 
Limont,   who  possesses   a   broad   experi- 


ence in  the  operation  of  public  utility 
companies.  Since  his  inception  as  Vice 
President  and  General  Manajrer,  the  pro- 
gress of  the  company,  both  as  regards 
the  goodwill  of  its  patrons,  and  from  an 
operating  standpoint,  has  been  very  gra- 
tifying. 

The  proceeds  of  this  issue  will  be  used 
to  retire  notes  and  bank  loans.  With 
these  paid  off  it  is  expected  that  the  com- 
pany will  be  in  a  position  to  recommence 
payment  of  dividends  on  its  common 
stock  within  a  reasonable  time. 


Winnipeg  Street  Railway  Situation. 


The   Question  of  Jurisdiction   Over  British   Columbia  Electric 

Railway. 


The  British  Columbia  Electric  Ry.  ap- 
plied, last  summer,  to  the  Board  of  Rail- 
way Commissioners,  for  approval  of  a 
tariff  of  commutation  fares.  The  Chief 
Commissioner  expressed  himself  as  not 
being  altogether  satisfied  that  the  Rail- 
way Act,  as  amended  and  consolidated 
in  1919,  placed  the  company  under  the 
Board's  jurisdiction,  inasmuch  as  the 
company's  undertaking  had  not  been  de- 
clared a  work  for  the  general  advantage 
of  Canada,  and  in  order  to  satisfy  him- 
self as  to  the  Board's  jurisdiction,  he 
submitted  a  stated  case  to  the  Supreme 
Court,  a  draft  copy  of  which  has  been 
furnished  Canadian  Railway  and  Marine 
World  as  follows: — 

"In  the  matter  of  the  application  of 
the  British  Columbia  Electric  Ry.  Co., 
Ltd.,  for  approval  of  tariff  of  commuta- 
tion fares,  B.C.E.R.  30,  C.R.C.  21,  between 
points  on  its  Central  Park  line.  District 
1,  between  Vancouver  and  New  West- 
minster. The  following  case  is  stated  by 
the  Board  of  Railway  Commissioners  for 
Canada  for  the  opinion  of  the  Supreme 
Court   of   Canada : 

"1.  The  company  was  incorporated  in 
England,  under  the  Imperial  Companies 
Act,  1862  and  1893,  with  head  oflice  in 
London,  and  was  licensed  under  the  B.C. 
Companies  Act  to  carry  on  business  in 
B.C.,  with  its  head  oflice  at  Vancouver, 
for  the  purpose  (among  other  things)  of 
taking  over  and  acquiring  all  the  busi- 
ness, franchises,  rights,  powers,  and  all 
the  other  assets  of  the  Consolidated  Ry. 
Co.,  a  company  incorporated  by  special 
act  of  the  B.C.  Legislature  by  57  Vic- 
toria, chap  56,  being  The  Consolidated 
Railway  and  Light  Company's  Act,  1894, 
•which  act  was  amended  and  consolidated 
with  certain  other  acts  by  special  act  of 
the  B.C.  Legislature  by  59  Victoria,  chap. 
55,  being  The  Consolidated  Railway  Com- 
pany's Act,  1896. 

"2.  The  B.C.  Electric  Ry.  Co.  has  leas- 
ed and  operates,  as  part  of  its  system, 
the  railway  lines  Vancouver  &  Lulu  Is- 
land Ry.  Co.  and  the  Vancouver,  Eraser 
Valley  &  Southern  Ry.  Co.,  the  under- 
takings of  which  companies  have  been 
declared  by  Parliament  to  be  works  for 
the  general  advantage  of  Canada. 

"3.  That,  so  far  as  the  operation  by 
the  B.C.E.R.  Co.  of  the  Vancouver  &  Lulu 
Island  and  the  Vancouver,  Eraser  Val- 
ley &  Southern  Ry.  is  concerned,  it  is 
admitted  that  such  operation  is  under  the 
Board's  jurisdiction. 

,   "4.  Sec.  6,  par.  (c),  of  the  Railway  Act, 
1919,  provides  as  follows: — 

"  'Every  railway  or  portion  thereof,  whether 
constructed  under  the  authority  of  the  Parliament 
of  Canada  or  not.  now  or  hereafter  owned,  con- 
trolletl,  leased,  or  operated  by  a  company  wholly 
or  partly  within  the  legislative  authority  of  the 
Parliament  of  Canada,  whether  such  ownership, 
control,  or  first  mentioned  operation  is  acquired 
or  exercised  by  purchase,  lease,  agreement,  or 
other  means  whatsoever,  and  whether  acquired  or 


exercised  under  authority  of  the  Parliament  of 
Canada,  or  of  the  legislature  of  any  province,  or 
otherwise  howsoever :  and  every  railway  or  por- 
tion thereof,  now  or  hereafter  so  owned,  con- 
trolled, leased,  or  operated  shall  be  deemed  and 
is  hereby  declared  to  be  a  work  for  the  general 
advantage    of    Canada.' 

"5.  By  act  of  the  Parliament  of  Can- 
ada, passed  in  1920,  chap.  65,  it  was 
provided   as   follows:— 

"  'Sec.  G  of  The  Railway  Act.  1919,  chap.  68  of 
the  statutes  of  1919.  is  amended  by  adding  thereto 
the   following   subsection : 

"  '2.  The  provisions  of  paragraph  (c)  of  this 
section  shall  be  deemed  not  to  include  or  apply 
to  any  street  railway,  electric  suburban  railway 
or  tramway  constructed  under  the  athority  of  a 
provincial  legislature,  and  which  has  not  been 
declared  to  be  a  work  for  the  general  advantage 
of  Canada  otherwise  than  by  the  provisions  of 
the  said  paragraph.  Provided  that  this  subsec- 
tion shall  not  affect  or  come  into  force  with  re- 
spect to  any  street  railway,  electric  suburban 
railway,  or  tramway  in  the  Province  of  British 
Columbia  until  the  expiration  of  one  year  from 
the  passing  of  this  act.* 

"6.  Objection  has  been  taken  to  the 
jurisdiction  of  the  Board  to  deal  with 
this  application,  on  the  ground,  shortly 
stated,  that  a  general  provision,  declar- 
ing the  undertaking  of  unnamed  com- 
panies' works  for  the  general  advantage 
of  Canada,  is  not  effective  to  bring  such 
companies  within  the  legislative  author- 
ity of  the  Parliament  of  Canada,  and 
therefore  under  the  jurisdiction  of  the 
Board;  that  such  declaration  to  be  ef- 
fective must  be  made  in  express  words, 
specifying  particularly  the  company  or 
companies   sought   to  be  affected. 

"7.  The  question  which  the  Board,  in 
pursuance  of  the  powers  conferred  upon 
it  by  the  Railway  Act,  1919,  submits  for 
the  opinion  of  the  Supreme  Court  of 
Canada  is:  'Whether,  under  the  above 
facts  and  legislation,  those  portions  of 
the  system  of  the  B.C.E.  Ry.  Co.,  other 
than  the  Vancouver  &  Lulu  Island  and 
the  Vancouver,  Eraser  Valley  &  South- 
ern Ry.  Companies,  wholly  situate  in  the 
Province  of  British  Columbia,  have  been 
declared  by  Parliament  to  be  a  work  or 
works  for  the  general  advantage  of  Can- 
ada, or  whether  specific  reference  to  the 
company  in  the  foregoing  legislation  will 
be  necessary  for  that  purpose?'" 

The  matter  came  before  Mr.  .Justice 
Anglin,  of  the  Supreme  Court,  at  Otta- 
wa, Sept.  29,  who  ordered  that  it  be 
provisionally  set  down  for  hearing  at  the 
end  of  the  western  list  of  cases  inscribed 
for  the  Court's  autumn  session,  notice  of 
the  hearing  to  be  given  to  all  parties  who 
appeared  on  the  application  to  the  Board 
of  Railway  Commissioners  and  that  any 
parties  desiring  to  file  factums  do  so 
before  Oct.  20. 

We  were  officially  advised  Nov.  18  that 
there  was  not  time  for  the  parties  to 
prepare  and  file  their  factums  for  the 
Supreme  Court's  October  session,  and, 
by  consent,  the  case  was  enlarged  and 
will  probably  be  heard  at  the  February 
sittings. 


Krom    Winnipeg    Electric    Railway    Public    Service 

News. 

The  story  is  told  of  the  fly  that,  riding 
on  the  wheel  of  a  racing  chariot,  ex- 
claimed "My!  what  a  dust  I  am  raising." 
The  professional  trouble  makers  and 
others  who  seek  to  ride  into  public  favor 
at  the  expense  of  the  public  utilities  are 
very  much  like  the  fly. 

The  efforts  to  create  an  unreasonable 
opposition  to  what  is,  perhaps,  Winni- 
peg's most  important  utility — the  street 
railway — is  contrary  to  the  spirit  of 
united  effort  which  is  so  generally  urged 
at  this  time.  During  this  period  of  re- 
construction there  should  be  no  divided 
interests  in  matters  that  are  so  close  to 
the  public  welfare  and  to  the  progress 
of  any  community  as  its  street  railway 
system. 

The  trend  of  events  in  every  section  of 
the  country  shows  that  municipalities 
are  awakening  to  the  fact  that  street 
railways  should  be  treated  as  friends  and 
not  as  enemies.  Where  this  spirit  is 
dominant  it  is  significant  that  the  ser- 
vice is  the  best,  that  extensions  are  pro- 
ceeding and  the  needs  of  the  community 
served  to  the  best  advantage.  If,  in 
Winnipeg,  the  street  railway  service  is 
not  to  be  lessened,  if  general  business  de- 
velopment is  not  to  be  stunted,  the  street 
railway  problnis,  which  are  of  necessity 
the  problems  of  the  city,  must  be  ap- 
proached in  a  spirit  of  honest  co-opera- 
tion and  in  a  desire  to  give  careful  and 
fair  minded  consideration  to  all  the  facts. 
There  must  be  sane  discussion  and  com- 
mon sense.  It  is  easy  to  criticise,  it  is 
easy  to  cripple,  but  it  is  a  difficult  thing 
to  build  for  the  future. 

The  street  railway  must  have  the  co- 
operation of  the  public  if  it  is  to  grow, 
and  likewise  nothing  can  deaden  the  pro- 
gressive movement  of  Winnipeg  so  much 
as  the  stagnation  of  its  street  railway. 

Rows  make  good  newspaper  copy,  and 
co-operation  does  not,  but  in  the  long 
run  the  public,  through  its  representa- 
tives, and  the  street  railway  will  have 
to  pool  their  interests  and  pull  together 
if  either  is  to  prosper — and  they  will 
not  prosper  separately. 


Canadian  Street  Car  Fares. 


A  very  small  percentage  of  car  riders 
in  Winnipeg  pay  the  cash  fare  of  7c. 
Most  of  them  buy  tickets  which  give 
them  their  ride  for  6Vic.  Compared  with 
many  oWier  cities  in  Canada  and  the 
United  States,  Winnipeg's  street  carfare 
is  low.  In  the  United  States  170  cities 
have  7c.  fares,  55  cities  have  8c.  fares, 
and  in  26  cities  the  rate  is  7c.  with  Ic. 
extra  for  transfer.  The  number  of  cities 
in  which  the  fare  is  10c.  is  now  approach- 
ing the  one  hundred  mark. 

We  have  just  had  compiled  a  list  of 
street  car  fares  in  cities  in  Canada.  This 
compilation  shows  that  in  Sydney,  N.S., 
Levis,  Que.,  and  on  the  Regina,  Calgary 
and  Saskatoon  municipally  owned  lines, 
the  rate  of  fare  is  10c. ,  with  no  reduced 
tickets  except  for  children. 

Sherbrooke,  Que.,  has  an  8c.  fare, 
while  t\\e  following  cities  have  a  7c. 
fare: — Quebec,  Fort  William  (municipal- 
ly owned),  Halifax,  Montreal  and  Ed- 
monton. In  the  last  city,  the  street 
railway  is  municipally  owned  and  the 
city  commissioners  have  applied  for  a 
10c.  fare  because  the  7c.  fare  did  not 
meet  the  cost  of  giving  service. — Winni- 
peg Electric  Railway  Public  Service 
News. 


672 


CANADIAN  RAILWAY  AND  MARINK  WORLD 


December,  1920 


KUrtri(  li;iil\\;i>  I 'rojocts.  Construction,  Betterments,  Etc. 


llr  l>ia     KIcclrir    K).       Thr 

run  '  <l  rtTonlly  by  Viincnu- 

,.  r  f'T    an    fxlrimion    of 

■  r  thi-  coniifi'tinK 

viniluct,  mill   the 

■  I,    uti    it    anil    for 

■  f    Ihi' 

,t    thf 

•    wtTl' 

i.ol  jii-lilu.i.     In  iuUi.;  •  ■!  out 

th«l  as  lontf  ns  the  fni  ne  in 

ji'o|>ar<ly,   owinf   to   tli'  that 

tho  ciim|>any  niieht  hv  l)wu.-t   l>ai  k  upon 

tho   t«Tiii!i   of   tho   orijrinal   franchise,  no 

furthiT    capital    fxponditurfs     could     be 

imiclc  on   the   railway.     The  company   is 

proTnted    from    obtaining    more    rolling 

xtnrk.  owinir  to  the  proposed  chanjte  in 

the  nile  of  the  road. 

Bumaby  munici|uility  applied  to  the 
Board  of  Railway  Commissioners  re- 
cently for  an  order  for  a  crossinK  over 
the  company's  interurban  railway  at 
Salisbury  road,  but  the  matter  was  de- 
ferred pendinK  the  Supreme  Court's  de- 
cision as  to  the  Board's  jurisdiction  over 
the  company. 

Hamilton  Itadial  liy. — A  press  report 
states  that  a  contract  has  been  let  by  the 
Dominion  Government  for  the  erection 
of  a  new  bridge  across  the  canal  at  Bur- 
linirton  Beach,  Ont.  The  work  is  not  ex- 
pected to  be  completed  for  about  a  year. 
Pending  tho  erection  of  the  bridge  the 
Ilamilton  Radial  Ry.  will  operate  its  cars 
from  Hamilton  to  the  canal  bank,  and 
from  the  opposite  bank  of  the  canal  to 
Oakville,  passengers  walking  from  one 
car  to  the  other  along  a  temporary  foot 
bridge.  It  was  expected  that  an  arrange- 
ment could  have  been  made  for  the  op- 
eration of  the  cars  across  the  G.T.R. 
bridge,  but  the  matter  of  terms  could 
not  bo  agreed  upon.     (May,  pg.  2.57.) 

London  &  Port  Stanley  Ry.— The  Lon- 
don, Ont.,  City  Council  has  approved  of 
the  submission  of  a  bylaw  to  a  vote  of 
tho  ratepayers  on  .Ian.  1,  1921,  to  issue 
debentures  for  $2.")7,.iOO  for  the  L.  &  P. 
S.  Ry.  It  is  said  that  the  whole  of  the 
line  will  have  to  be  reballastod  next  year, 
and  that  other  expenditures  will  have 
to  be  incurred  to  maintain  the  roadbed 
in  good  condition. 

Hamilton  St.  Ry. — A  press  report  of 
Nov.  f).  stated  that  no  further  work 
would  be  done  on  the  lines  in  Hamilton, 
Ont.,  during  this  year,  and  that  there  was 
no  prospect  of  the  tracks  on  Wontworth 
St.  being  relaid,  as  the  city  coifncil  was 
not  prepared  to  go  on  with  the  necessary 
paving.     (Oct.,  pg.  .561.) 

Montreal  Tramways  Co. — A  press  re- 
port states  that  the  company  has  been 
instructed  by  the  Montreal  Tramways 
Commission  to  replace  two  sections  of 
track  on  St.  Catherine  St.,  which  had 
been  removed  from  tho  usual  location 
and  laid  close  to  the  sidewalk  as  a  tem- 
porary measure,  during  sewer  recon- 
.struction  by  the  city  council.  (Sept.,  pg. 
.503.) 

We  are  ofRcially  advised  that  the  com- 
pany has  under  construction  the  follow- 
ing sections  of  new  single  track:  Kelly  St. 
extension,  Alimistic  St.  to  Bordeaux  St., 
2..'{0  miles;  Park  Ave.  extension,  Atlantic 
Ave.  to  Ball  St.,  O.Vt.5  of  a  mile.  The 
following  bettonnents  are  al.«o  being  car- 
ried out:- Cote  St.  Catherines  Rd.,  l.fiO 
miles  single  track;  St.  Catherines  lino, 
.Marboro  to  Prefontaine,  0.22  of  a  mile, 
single  track;  Notre  Dame  lino,  Montcalm 
to  Craig,  1.25  miles,  single  track;  St. 
Catherine   line,  Victoria   to  (Hen.  0.1.5  of 


a  mile-,  sinRb'  Inn  k,  and  (Jreelie  to  .\t- 
WBter,  0.48  of  a  mile,  Hinglc  traik.  Th<  re 
is  iils<i  under  c(in!<tructi<in  a  fuli.Htalinn 
nl   Cote  .St.      (S«pt.,  pg.  .503.) 

Three  Rivrrn  'rrarlion  Co.  h*»,  we  arc 
oflicially  a<lvised,  completed  the  cn-ction 
of  a  small  brick  car  barn  of  'J  cars  ca|>a- 
city  at  Three  Rivern,  Que.,  and  it 
has  also  made  some  extensions  to  its  old 
car  barn. 

Niagara,  St.  CalharineM  &  Toronto  Ry. 
A  press  report  states  that  the  company 
is  building  an  addition  to  iU  car  Imms 
and  shops  on  Welland  Ave.,  St.  Cathar- 
ines, Ont.,  that  tho  addition  is  100  x  200 
ft.,  is  of  brick  and  steel  with  concrete 
floor,  that  tho  machine  shop  will  be  in 
the  center  of  the  building,  and  that  when 
completed  the  entire  building  will  be  200 
X  400  ft.     (Sept.,  pg.  .50:?.) 

Ottawa  Electric  Ry. — A  press  report 
of  Nov.  16  stated  that  automatic  switches 
had  been  installed  at  the  corner  of  Bank 
and  Sparks  Sts.;  at  the  corner  of  Bank 
and  Queen  St«.;  two  at  the  junction  of 
Elgin  and  Sparks  Sts.;  at  the  corner  of 
Sussex  and  Ridoau  Sts.,  and  that  it  is 
expected  that  automatic  switches  will  be 
installed  at  other  junction  points  next 
summer.     (May,  pg.  257.) 

Sherbrooke  Ry.  &  Power  Co.  is,  we 
are  oflicially  advised,  contemplating  mak- 
ing a  small  extension  to  its  car  barns. 
(Dec,  1919,  pg.  670.) 


Mainly  About  Electric  Railway 
People. 


R.  .A.  Brown,  who  is  Superintendent, 
Calgary  Municipal  Ry.,  as  well  as  hav- 
ing charge  of  the  Calgary  city  electric 
light  and  power  plant,  has  been  elected 
a  councillor  of  the  recently  formed  Al- 
berta Association  of  Professional  Engi- 
neers. 

Ernest  P.  Fredericks,  who  came  to 
Canada  from  Massachusetts,  some  two 
or  three  years  ago,  and  organized  the 
Association  of  Holders  of  Public  Utili- 
ties Securities,  in  Toronto,  who  subse- 
quently located  in  Ottawa,  and  later  be- 
came Secretary-Manager  of  the  Belleville, 
Ont.,  Chamber  of  Commerce,  has  re- 
signed that  position. 

T.  H.  McCauley,  General  Manager, 
New  Brunswick  Power  Co.,  is  reported  in 
St.  John,  N.B.,  papers  as  having  resign- 
ed. He  was  appointed  last  spring,  hav- 
ing previously  been  Manager  of  Calgary 
Municipal  Ry. 

H.  A.  McLean,  of  Samia,  Ont.,  has 
been  appointed  Manager,  Moose  Jaw 
Electric  Ry.,  Moose  Jaw,  Sask.,  succced- 
in>;  A.  H.  Dion,  whose  resignation  was 
announced  in  our  last  issue.  He  is  a 
brother  of  J.  A.  McLean,  President, 
Manitoba  ITniveraity,  and  is  a  graduate 
in  mechanical  and  electrical  engineering 
of  Ann  Arbor  University,  Mich.  Ho  was 
engaged,  during  tho  war,  on  munitions 
work,  at  Trenton,  Ont. 

W.  (i.  Murrin,  Assistant  General  Man- 
ager, British  Columbia  Electric  Ry.,  has 
boon  elected  President,  Vancouver  Cana- 
dian Club,  of  which  he  was  Vice  Presi- 
dent during   the   past   term. 

E.  F.  Seixas,  General  Manager,  Mon- 
terey Ry.,  Light  &  Power  Co.,  Monterey, 
Mexico,  spent  a  Short  time  in  Toronto  re- 
cently and  returned  to  Monterey,  with 
his  wife  and  family,  who  had  been  in 
Toronto  during  tho  summer. 


.\nswcrs  (o  Electric  Railway 
({uentionH. 

The  following  are  among  annwem  to 
(luestions  nont  to  tho  American  Electric 
Railway  Association's  i|uestion  box:  — 

Equipment. — What  are  the  relative  ad- 
vantages at  the  present  time  of  chilled 
cast  iron  wheels  vs.  steel  wheels? 

D.  E.  Blair,  Sup<'rintendent  of  Rolling 
Stock,  Montreal  Tramways  Co.:  —  For 
city  service  we  find  a  good  cast  iron 
wheel  just  as  satisfactory  as  any  .•tool 
wheel  and  very  much  more  economical. 
The  chief  objection  to  cast  iron  wheels 
is  liability  to  chipped  and  broken  flanges. 
These  troubles  have  been  practically 
eliminated,  by  careful  attention  to  mould- 
ing practice.  Our  flange  dimensions  are 
1  3/16  X  %  in.,  and  we  in.°ist  on  the 
elimination  of  any  sign  of  the  partini; 
line  between  sand  mould  and  chill.  This 
is  ground  off  by   the  manufacturer. 

W.  G.  Murrin,  Assistant  General  Man- 
ager, British  Columbia  Electric  Ry.: — 
None  from  our  experience.  We  are  re- 
placing cast  iron  and  rolled  steel  wheels, 
which  when  worn  and  turned  to  limit 
arc  made  into  centers  upon  which  tires 
are  .shrunk,  restoring  the  wheel  to  ori- 
ginal diameter.  In  operation  cast  wheels 
are  rougher  and  make  more  noise,  tend- 
ing to  reduce  life  of  axles  and  bearings, 
unless  ground  smooth  when  put  on,  which 
would  materially  shorten  their  life.  They 
also  show  a  greater  tendency  to  skid,  and 
when  flat  spots  develop  have  to  be  scrap- 
ped. Other  troubles  are  clipped  flanges 
and  broken  treads,  neither  of  which  oc- 
cur to  steel  wheels,  which  are  almost  in- 
variably sent  to  shop  for  worm  flanges, 
and  since  this  condition  comes  gradually, 
steel  wheels  can  be  shopped  at  the  con- 
venience of  the  shops  and  all  the  wheels 
of  a  car  attended  to  at  once.  On  the 
other  hand  cast  wheels  fail  one  at  a  time, 
and  must  be  shopped  at  once,  and  for 
this  reason  cast  iron  equipments  are  sent 
to  shop  five  times  for  every  twice  the 
steel  equipments  are  shopped.  Unless 
they  are  severe,  flat  spots  on  steel  wheels 
disappear  in  a  few  days  without  requir- 
ing attention  in  the  shop.  As  to  the 
comparative  cost,  I  give  below  figures 
based  on  last  market  quotations  receiv- 
ed, the  ultimate  cost  in  ten  years  being 
for  seven  renewals  of  cast  wheels,  com- 
pared with  one  renewal  of  steel  wheels, 
and  two  sets  of  tires  on  an  original  set 
of  wheels:  c«t    Roiw 

City    »or\'ic*    wheels.           iron  »teel  Tirr« 

Pinmoter   of   whe«l,   new,.        S.^'  S«'  W 

Wcivht,  new.   in   lb> MO  600  S40 

.AvirnKO   life,    in   mile*   ....  46,000  195.000  ITt.OOO 

Av..mee  life,  in  months..  14  iS  &i 
Wi-ijiht  after  removal, 

in    lh».    .    „ 420.460  (S00>  100 

Cunt  when  new  (1920)....  $27.00  »«4.00  UO.OO 
Machinery,   moantinir  and 

renewal     1.00  1.00  l.SO 

Coet   of   three  tominn _.  l.«S  l.«S 

Cn-<lit  for  >rrap   (1920).„.       7.00  (nil)  .K 

Total  net  eo>t  per  wheel  .$21.00  $.S«.«.<)  tS!.»< 
Total    coat  at  end   of   10 

>.«r»    - $17S.OO  tl«8.«0  S120.00 

Av.TiiKe  per  1.000  mile»   ..      0.4SI1  0.(21  0.S00 

Motor  Commutator's. — Do  you  practice 
undercutting  of  mica  of  the  commutators 
of  railway  motors,  with  the  use  of  soft 
brushes,  and   if   so,  with   what  results? 

D,  E,  Blair,  Superintendent  of  Rolling 
Stock,  Montreal  Tramways  Co.: — We 
have  practiced  undercutting  of  mica  in 
commutators  for  several  years.  The  re- 
sults have  been  such  that  the  life  of 
comniutntors  will  likely  full  equal  that 
of  the  armature  cores  themselves. 

Ekiuipmcnt  .Standardization.  —  Please 
furnish  a  list  of  simple  equipment  parts 
which  in  your  opinion  should  be  stand- 
ardized. 


December,  1920 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


673 


W.  G.  Murrin,  Assistant  General  Man- 
ager, British  Columbia  Electric  Ry.:  — 
Brake  heads  and  hangers  (to  conform 
with  A.E.R.A.  standard  shoes).  Journal 
boxes,  wedges  and  check-plates.  Motor 
bearing  liners  (for  standard  sizes  of 
axles  and  motors)  and  system  of  lubrica- 
tion. 

Trolley  wheels — depth  and  contour  of 
grooves  and  dimensions  of  hub  and  pin. 

Standard  flexible  cables  for  car  wiring 
and  motor  connections — for  each  stand- 
ard rating  of  motor,  including  insula- 
tion for  600,  1200  and  1500  volts. 

Schedule  Speeds.  —  Please  furnish  a 
statement  of  the  schedule  speed  on  three 
of  your  typical  routes  in  city  operation, 
representing  respectively  a  high,  medium 
and  slow  speed  line  Please  furnish  speed 
both  with  and  without  layover  and  for 
both  base  and  rush-hour  schedule. 

W.  G.  Murrin,  Assistant  General  Man- 
ager, British  Columbia  Electric  Ry.: — 
During  morning  hours,  6  to  10.30  a.m., 
speed  without  layover,  10.2  miles  an  hour. 
With  layover,  9.3  miles  an  hour. 

Normal  time  throughout  day,  9.3  miles 
an  hour  without  layover  and  8.8  with  lay- 
over. 

Evening  rush,  8.4  without  layover  and 
7.8  miles  an  hour  with  layover. 

Owl  cars  (after  midnight),  11.2  miles 
an  hour  without  layover.  (No  layover 
provided  for  after  midnight.) 


he  not  only  pays  for  a  ride,  but  helps  to 
pay  for  a  paving  block  and  a  tax  bill 
every  time  he  boards  a  car.  It's  not  the 
company's  fault.  It's  the  law. — Winni- 
peg Railway  Public  Service  News. 


Street  Railway  Fare  Advances. 

The  Cleveland,  Ohio,  Ry.  has  increased 
its  fares  from  Sc.  to  6c.  cash,  or  9  tickets 
for  50c.,  with  a  charge  of  Ic.  for  trans- 
fers. 

The  residents  in  345  United  States 
cities  with  a  population  of  over  22,000,- 
000  people  are  now  paying  street  car 
fares  of  7e.  or  more.  Six  and  a  half 
million  people  pay  10c.  cash. 

Illinois  Public  Utilities  Commission 
has  sustained  the  8c.  street  car  fare  in 
Chicago  and  made  it  permanent.  The 
city  opposed  the  application  and  asked 
that  the  franchise  rate  of  5c.  be  restored. 

Italian  street  car  fares  have  been  rais- 
ed in  the  day  time  from  6c.  to  9c.,  and 
at  night  from  8c.  to  l5c.  It  is  said  that 
a  ride  on  a  night  street  car  now  costs 
50'/'  more  than  a  ride  in  a  cab  prior  to 
the  war. 

Manchester,  Eng.,  has  a  municipal 
tramway  system.  According  to  official 
figures  it  has,  for  the  past  two  years, 
been  losing  at  the  rate  of  $20,000  weekly. 
To  increase  revenues,  the  length  of  zones 
has  been  reduced. 

A  short  time  ago  it  was  found  that  the 
6c.  fare  in  Kansas  City,  Mo.,  was  not 
suflicient  to  permit  the  company  to  meet 
operating  expenses,  and  so  it  was  ad- 
vanced to  8c.  But  even  this  fare  failed 
to  produce  the  revenue  required  and  the 
company  went  into  bankruptcy.  The 
press  and  public  bodies  of  Kansas  City 
are  criticising  those  who  permitted  the 
city  to  receive  such  a  black  eye,  and  are 
loud  in  deploring  the  situation. 

Two  weeks  ago  street  car  fares  in 
Philadelphia  were  raised  from  5c.  to  7c. 
One  week  ago  car  fares  in  Cleveland 
were  boosted  to  6c.  Both  these  cities 
have  been  freely  referred  to  by  press 
and  public  as  "low  fare  cities  of  the  con- 
tinent." Speaking  about  Cleveland,  re- 
minds us  that  Cleveland  riders  do  not 
have  to  include  any  such  enormous  fran- 
chise taxes  and  paving  obligations  in 
their  car  fares  as  Winnipeg  car  riders 
do.  This  Cleveland  Street  Ry.  operates 
under  an  ideal  franchise.  In  Cleveland 
the  rider  pays  for  a  ride.     In  Winnipeg 


London  Street  Railway  Situation. 

The  Ontario  Railway  and  Municipal 
Board  is  reported  to  have  advised  the 
London,  Ont.,  city  council  that  the  re- 
sults of  the  operation  of  the  line  during 
October  were  that  after  paying  the  con- 
ductors and  mcjtormen  the  guaranteed 
maximum  wages  of  48c.  an  hour,  and  af- 
ter making  provision  for  bond  redemp- 
tion and  other  charges,  there  was  a  sur- 
plus of  $17.36. 

It  is  only  out  of  any  surplus  so  re- 
maining that  any  increase  of  wages  can 
be  given  the  men.  The  men  agreed  to 
operate  the  cars  for  a  certain  time  at 
maximum  rate  of  48c.  an  hour,  with  a 
hope  of  getting  an  increase  to  52c.  The 
Ontario  Railway  and  Municipal  Board, 
which  continues  to  operate  the  line,  has 
never  had  anything  in  the  way  of  a  sur- 
plus which  would  justify  the  granting  of 
any  proportion  of  the  increased  wages 
asked,  with  the  result  that  the  whole 
question  of  wages  is  still  unsettled.  The 
men  continue  to  threaten  to  strike,  but 
have  not  done  more  than  threaten  up  to 
date.  It  is  claimed  that  the  Ontario 
Railway  and  Municipal  Board  may  aban- 
don the  accumulation  of  the  necessary 
amount  for  the  redemption  of  bonds  and 
so  release  a  considerable  sum  for  an  in- 
crease of  wages.  Hovi-ever.  nothing  has 
been  done;  the  line  is  still  being  oper- 
ated, and  developments  are  being  await- 
ed by  all  parties. 

Hydro  Electric  Power  Commission 
of  Ontario's  Railway  Projects. 

Several  matters  in  connection  with  the 
proposed  electric  railway  lines  into  Ham- 
ilton came  up  for  discussion  between  F. 
A.  Gaby,  Chief  Engineer,  Hydro  Electric 
Power  Commission  of  Ontario,  and  the 
city  council's  railway  committee  Nov.  13. 
The  particular  matter  considered  was  the 
entrance  of  the  provincial  highway  into 
the  city,  and  its  relation  to  projected 
electric  railway  construction.  It  was  de- 
cided to  ask  the  Ontario  Highway's  De- 
partment to  reconsider  its  plans  for  tak- 
ing for  a  highway  entrance  the  route 
planned  for  the  electric  railway  entrance. 
Some  other  matters  in  connection  with 
bridges  were  discussed,  but  it  was  stated 
tliat  nothing  definite  could  be  settled  un- 
til after  the  Royal  Commission  on  the 
hydro  electric  radial  railway's  projects 
reports. 

Representatives  of  municipalities  with- 
in which  the  Niagara,  St.  Catharines  & 
Toronto  Ry.  operates,  met  at  Thorold, 
Nov.  12,  to  decide  what  steps  should  be 
taken  to  have  the  N.,  St.  C.  &  T.  Ry. 
made  part  cf  the  projected  hydro  electric 
radial  railway  system  in  the  Niagara 
peninsula. 

A  press  report  states  that  arrange- 
tween  the  Hydro  Electric  Power  Com- 
ments are  being  made  for  a  meeting  be- 
mission  of  Ontario  and  representatives 
of  municipalities  between  Port  Burwell 
and  London,  as  to  plans  for  building  of 
an    electric    railway. 

A  plan  showing  the  proposed  route  of 
the  Toronto  Eastern  Ry.  through  the 
City  of  Toronto  and  York  and  Scarbor- 
ough townships  is  reported  to  have  been 
filed  in  the  country  registry  office.  The 
line  will,  it  is  said,  start  at  the  foot  of 
Bay    St.    and   will    run    east   on    private 


right  of  way  on  land  to  be  made  by  the 
Harbor  Commission.  After  crossing  the 
Don  the  road  will  run  along  Keating  St. 
nearly  to  Leslie  St.,  where  it  turns  slight- 
ly north  and  runs  through  a  block  be- 
tween Leslie  St.  and  Morley  Ave.  south 
of  Eastern  Ave.,  which  has  already  been 
acquired  by  the  Hydro  Electric  Power 
Commission.  The  route  laid  out  con- 
tinues northerly  and  easterly  to  Danforth 
Ave.,  and  theii  easterly  across  blocks  of 
unbuilt-on  property,  a  good  deal  of 
which,  however,  is  laid  out  for  building 
lots— leaving  York  Tp.  at  Dawes  Road, 
and  then  across  Scarborough  Tp.  to  Scar- 
borough Jet. 


Guelph  Radial  Railway  Matters. 

We  are  officially  advised  that  the 
Guelph,  Ont.,  City  Council  has  decided 
to  terminate  the  agreement  between  the 
city  and  the  Hydro  Electric  Power  Com- 
mission of  Ontario,  under  which  the  Com- 
mission was  to  acquire  the  railway.  This 
course,  we  are  advised,  is  rendered  ne- 
cessary because  of  the  Ontario  Govern- 
ment's decision  that  until  all  the  muni- 
cipalities interested  in  the  Hamilton- 
Guelph-Elmira  hydro  electric  railway  line 
project  have  voted  to  include  the  Guelph 
Radial  Ry.,  it  cannot  approve  of  the  pro- 
posed purchase. 

The  city  council  has  decided  to  apply 
at  the  next  session  of  the  Ontario  Legis- 
lature for  permission  to  increase  the 
Guelph  Radial  Ry.'s  capital  stock  by 
$250,000,  and  to  increase  the  fares  from 
5c.  cash  or  6  tickets  for  25c.,  to  7c.  cash 
or  4  tickets  for  25c.,  and  double  fares 
after  11  p.m.  The  fares  on  the  line  are 
fixed  by  statute,  and  can  therefore  only 
be  changed   by   statute. 

The  city  council  intends,  provided  as- 
sent is  given  by  the  Ontario  Government, 
to  submit  to  the  ratepayers  a  question 
asking  them  whether  they  wish  the  mu- 
nicipality to  operate  its  own  electric  rail- 
way, or  whether  they  wish  the  Hydro 
Electric  Power  Commission  of  Ontario 
to  operate  it  under  existing  arrange- 
ments; and,  in  addition,  whether  they 
would  care  to  have  the  city  enter  into  an 
agreement  with  the  C.P.R.,  satisfactory 
to  both  parties,  for  the  operation  of  the 
municipal  railway. 

In  connection  with  the  suggestion  as 
to  the  C.P.R.  operating  the  line,  F.  L. 
Wanklyn,  General  Executive  Assistant, 
C.P.R.,  has  written  a  city  official  that  as 
citizens  had  voted  against  entering  into 
a  contract  with  the  C.P.R.  in  Aug.  1919, 
the  company  has  no  wish  to  reopen  nego- 
tiations in  any  way. 

The  Hydro  Electric  Power  Commis- 
sion of  Ontario  is  reported  to  be  ready 
to  enter  into  a  contract  for  the  opera- 
tion of  the  line. 


Xegotiation.s  for  sale  of  Toronto  Rail- 
way, etc. — The  Toronto  City  Council  will 
meet  specially,  Dec.  1,  to  receive  a  report 
on  negotiations  for  the  purchase  of  the 
electric  railway,  power  and  light  interests 
of  the  Toronto  Ry.,  and  itis  subsidiary 
and  allied  companies,  by  the  City  of  To- 
ronto and  the  Hydro  Electric  Power  Com- 
mission of  Ontario. 

Lambeth  Motor  Transport  Co.  was  in- 
augurated about  two  years  ago  to  carry 
freight  and  passengers  between  Lambeth 
and  London,  Ont.,  following  the  aban- 
donment of  the  London  &  Lake  Erie  Ry. 
and  Transportation  Co.'s  electric  line.  A 
meeting  of  shareholders  was  called  to  be 
held  in  Lambeth,  Nov.  12,  to  consider 
the  company's  financial  position  and  to 
decide  relative  to  its  being  wound  up. 


674 


CANADIAN  RAILWAY  AND  MARINK  WORLD 


December,  1920 


Calcary  Municipal  Railway's  Finances. 


Klectric    Riiilway    Finance, 
ines.  Etc. 


Meet- 


'  .ty  Counril  fuifi.s- 
nuthoriKtnt;  the 
;  lyiTs  nt  Ihr  Pc- 
.  .  nu.  r  .;..iiMiv.  ..t  a  liylaw  to  rninc 
$i;rtf>.(KHi  by  (Ictionturfii  to  ndjuitt  the 
<"Bl(rnr>'  MuniripBl  Ry.  flnnnri'S.  The 
ini-nclinir  the 
\Vc  riTom- 
"H  to  adjust 
(111    '  t  liiiiwny  depart- 

ment ;    suliniittcd    to    a 

vote  ■  :it  the  forthrom- 

injr  imiii.  ipal  ili.ticiis.  With  the  ap- 
proval of  the  counril  there  will  have  been 
.  xprnrtrH  by  I>ec.  31.  1920,  on  capital 
-  - '..  It  is  estimated  there 
sale  of  the  debentures 
i'ri>xin\ately  .'!'<  ).  mak- 
.!"  .^'JSfi.OOO.  The  sum  of 
:is  been  expende<l  on  capital 
■  the  creation  of  various  assets 
jiT-.il  s)=(>u!.|  now  be  included  in  a  bylaw, 
thereby  converting  the  temporao'  debt 
into  a  lontr  term  one.  This  expenditure 
extends  over  a  period  from  1914  to  1920. 
Durinc  that  period  the  department  hii.s 
contributed  to  its  sinking  fund  reserve 
$.'?ll,.'i.').i.09.  At  the  time  authorizations 
were  made  by  council,  this  expenditure 
was  ordered  charged  to  revenue  surplus, 
and  depreciation  reserve,  temporarily,  to 
be  later  included  in  a  bylaw.  These  ac- 
counts will  now  be  relieved  of  these  tem- 
porary charges  and  a  sufficient  amount 
can  be  transferred  from  surplus  revenue 
to  bring  the  depreciation  reserve  to  what 
it  would  have  been  had  no  reduction 
taken  place  on  account  of  the  war."  It 
was  also  explained  that  the  capital  ac- 
count of  the  railway  included  $15,000, 
cost  of  installing  a  new  intersection  on 
Center  St.;  $1,391. ."59  for  handling  and 
store  charges  on  rails  for  the  Center  St. 
extension,  and  $1,098.45  for  similar 
charges  on  other  street  railway  material 
and  switehes.  The  total  cost  of  the  in- 
tersection at  Center  St.  was  reported  to 
have  been  about  $51,000. 

The  city's  request  to  the  Alberta  Pub- 
lic I'tilities  Commission  for  authority  to 
issue  bonds  for  the  amount  mentioned 
in  the  bylaw  has  been  considered,  and 
the  Commission's  Secretary  wrote  the 
Mayor,  Nov.  4,  as  follows: — "In  refer- 
ence to  the  application  made  by  you  on 
behalf  of  the  city  for  permission  to  issue 
debentures  to  the  amount  of  $265,000  to 
cover  over-expenditure  on  capital  account 
of  the  street  railway  company.  I  am  di- 
rected by  the  Board  to  indicate  the 
Board's  position  in  regard  to  it.  It  is  de- 
sired in  the  first  place  to  point  out  that 
the  city's  application  is  made  after  the 
expenditure  has  actually  been  incurred, 
and  that  the  time  for  any  application 
for  permission  to  borrow  on  debentures 
should  be  made  before  the  expenditure 
of  the  money,  and  not  afterwards.  It 
will  be  reailily  seen  that  the  course  adopt- 
ed by  the  different  councils  of  the  City 
of  Calgary  within  the  last  few  years 
is  entirely  contrary  to  the  spirit,  not 
only  of  the  Public  lUilifios  Act,  but  also 
of  the  Calgary  city  charter. 

"The  city  charter  provides  that  all 
money  bylaws  will  be  first  submitted  to 
the  burges.ses,  while  the  Public  Utilities 
Act  provides  that  all  applications  for 
approval  of  debenture  issues  shall  be 
made  to  the  Board  of  Public  Utility  Com- 
missioners prior  to,  or  immediately  be- 
fore, the  first  reading  of  the  bylaw.  Both 
these  provisions  provide  a  check  upon 
the  expenditure  of  monies  by  the  city 
council,  and  it  will  be  seen  that  if  the 
money  is  first  expended,  an<l  the  appro- 


Mil  iif  the  board  and  the  asHent  »f  the 
rati'payers  is  afterwards  sought,  the 
power  to  prevent  the  expenditure  is  ren- 
dered prnctically  ineffective.  While  the 
Board  ilesires,  therefore,  to  express  its 
disapproval  uf  the  course  followed  in 
this  instance,  as  well  as  to  indicate  that 
consideration  of  applications  of  this  na- 
ture is  liable  to  be  refused  in  the  future, 
it  is  willing  to  consider  the  present  ap- 
plication apart  from  the  objection  just 
mentioned. 

"The  proposed  deU-nture  issue  is  to 
cover  capital  expenditure  made  on  the 
street  railway  system  during  the  last 
seven  years  or  so.  From  the  statement 
submitted  to  the  Board  and  from  the 
information  derived  at  the  Board's  in- 
terview with  you  and  Mr.  Brown,  it  ap- 
pears that  out  of  the  amounts  covered 
by  proposed  debentures  $I5S,216.61  was 
taken  from  the  depreciation  fund  of  the 
street  railway,  and  a  further  $98,092  was 
taken  from  what  was  tenned  the  sur- 
plus revenue  account  of  the  railway.  It 
appears,  however,  that  in  1914  or  there- 
abouts the  amount  to  be  set  aside  an- 
nually on  account  of  depreciation  was 
so  reduced  as  to  fail  to  meet  the  require- 
ments of  the  depreciation  account.  In 
other  words,  what  was  placed  in  this  sur- 
plus revenue  account  cluring  this  period 
was  placed  there  at  the  expense  of  the 
depreciation  fund.  The  whole  amount, 
therefore,  covered  by  the  proposed  de- 
benture issue  represents  the  impairment 
of  the  railway  company's  depreciation 
account. 

"If,  therefore,  the  Board  approves  of 
the  whole  issue,  it  must  be  on  the  un- 
derstanding that  the  whole  proceeds  will 
be  placed  in  this  depreciation  account. 
If  the  council  does  not  desire  to  do  this 
the  Board  is  willing  to  approve  of  a  por- 
tion of  this  amount  to  the  extent  of 
$1.58,216.61,  which  is  the  amount  by 
which  the  actual  depreciation  account  is 
shown  to  be  now  impaired,  without  tak- 
ing into  account  any  insufficiency  in  the 
amount  hitherto  set  aside  for  this  pur- 
pose. It  will  be  understood,  of  course, 
that  the  proceeds  of  any  such  issue  are 
to  be  placed  in  the  depreciation  account." 

The  letter  from  the  Public  Utilities 
Commission  was  discussed  at  a  meeting 
of  the  city  council,  Nov.  8.  A  letter 
from  City  Comptroller  W.  C.  Wood  is  re- 
ported to  have  been  laid  before  the  coun- 
cil stating  in  effect  that  the  money  had 
not  been  "taken"  from  the  depreciation 
account,  but  had  simply  been  temporar- 
ily borrowed.  The  mayor  and  several 
aldermen  are  said  to  have  expressed  the 
opinion  that  the  Public  Utilities  Com- 
mission's criticism  was  justified.  A  reso- 
lution was  passed  for  the  submission  of 
a  bylaw  to  raise  $265,000  for  street  rail- 
way purposes,  and  aprreeing  to  the  terms 
outlined  in  the  Public  Utilities  Commis- 
sion's letter,  viz.,  that  the  total  capiltai- 
zation  of  the  expended  borrowings  shall 
be  placed  to  the  credit  of  the  street  rail- 
way depreciation  account. 


Motor  Bus  Limitations. — English  trans- 
portation authorities  consider  motor 
busses  all  right  up  to  a  certain  point, 
beyond  which  street  cars  are  imperative. 
J.  B.  Hamilton,  General  Manager  of  the 
Leeds  Corporation  Tramways,  .said  re- 
cently: "To  serve  industrial  centers  with 
busses  is  like  taking  soup  with  a  tea- 
spoon, or  eating  haggis  with  a  tooth- 
pick." He  added  that  it  was  economical 
to  use  the  bus  only  as  a  feeder  to  the 
city  service. 


Brilinh  Columbia  KIrrtrir  Ky.  Co. — 
We.Htern  Canada  Power  Co. —  At  a  meet- 
ing the  bondholders  of  the  Western  Can- 
ada Power  Co.,  in  Montreal,  Nov.  1,  a 
resolution  was  passed  waiving  the  right 
to  issue  any  further  bonds  of  the  au- 
thorize<l  issue  of  $20,000,000  authorizing 
the  cancellation  of  $1,000,000  of  the  au- 
thorized issue  held  by  the  company,  and 
making  certain  alterations  in  the  trust 
deed;  the  resolution  to  become  effective 
upon  the  British  Columbia  Electric  Ry. 
Co.  giving  an  unconditional  guarantee 
of  the  principal  and  interest  of  the  $5,- 
000,000  of  the  authorized  issue  of  bonds 
which  were  sold  to  the  public.  The  ef- 
fect of  the  resolution,  when  it  becomes 
operative,  will  be  that  the  company's 
bond  issue  will  be  restricted  to  the  $5,- 
000,000  now  in  the  hands  of  the  public. 

British  Columbia  Electric  Ry.  and  allied 
companies: —  2  moa.  to  2  m™  to 

S<-pL  so.     S.  p-    ""1. 
Srpt  1920     Sept.  1919       1920 
Grou  t7.'i£.9r.O     t6S4.94«  t2.2.S>.999   T 

Expviua        BT3.623        .^O-LU.',      1.70T.897 
Nct  173.327        181,811         54S.99« 

Cape  Breton  Electric  Co: — 

9.nia«.  to  9  mos.  to 

SrpL  .10.  ixpt.  SO. 

Sept  1920     Sept.  1919        1920  19W 

Grou                t59.478        M9.404       t4:.6.9«9  S426.S14 

ExpenH*           49.S91          39.809         402.816  330.152 

Not                       9.787           9..';95          .14.123  9«.S«2 

Montreal  &  Southern  Counties  Ry.  — 

Following  are  the  officers  and  directors 
as  elected  recently: — President,  Howard 
G.  Kelley;  Vice  President  and  Treasurer, 
F.  Scott;  Vice  President  in  charge  of 
Operation,  W.  D.  Robb;  Vice  President  in 
charge  of  Traffic,  J.  E.  Dalrymple;  Gen- 
eral Counsel,  W.  H.  Biggar;  Secretary, 
J.  A.  Yates;  General  Auditor,  J.  M.  Rose- 
vcar;  General  Manager,  W.  B.  Powell. 
Toronto  Railway. — 

1920  1919 

City  CitT 

Receipts  percentase  Receipts  percentsR* 

Jan.       $    652.SS0  $110,950  t    588.923     t  S8.339 

Feb.             69S.861  119.172  645.771         98.56* 

Mnr.             745.706  149.141  615.526        12S.10B 

Apr.            653.340  130.668  600.231       120.046 

May            644.458  132.892  620.068       124.014 

June          644.833  108.966  431.082.       86.217 

July            641.793  128.539  634.412       12S.3S9 

Auk.           631.521  126.304  629.540       125.908 

.Sc-pt.            690.r.46  55.243  641.422          51.313 

Oct.              671.294  60.940  650.913          57.919 


$6,491,702    $1,122,635  $5,857,888  $1,001,783 

Toronto  Ry.,  Toronto  &  York  Radial 

Ry.  and  allied  companies: — 

9m«i.  to    9  mtw.  to 

Sept-  30.     Sopt,  30. 

Sent  1920     Sept  1919        1920  1919 

Gro»»         $1,270,651   $1,124,159  $10,731,396  $9,318,458 

Expenses       904,6,52         726.221       7.409.410    5.78S.231 

Net  365.999         397.938       3.321.986    3,532.227 

Winnipeg  Electric  Ry.  Co. — A  special 
meeting  of  shareholders  has  been  called 
to  be  held  in  Winnipeg,  Dec.  4,  to  ratify 
a  bylaw  passed  by  the  directors  amend- 
ing a  bylaw  to  issue  $3,000,000  of  7'"r 
cumulative  preference  stock  approved  by 
the  shareholders  May  3,  1920,  by  making 
provision  for  giving  voting  powers  to  the 
holders  of  such  preference  stock,  and  by 
providing  that  no  further  issue  of  pref- 
erence stock  in  excess  of  $3,000,000  shall 
be  authorized  unless  the  authority  is  ob- 
tained of  the  holders  of  two-thirds  in 
amount  of  the  preferred  stock  issued  and 
outstanding,  and  to  ratify  a  bylaw  of  the 
directors  increasing  the  common  capital 
stock  to  $11,000,000. 

Winnipeg  Electric  Ry.  and  allied  com- 
panies:—  9nio«.  to  9  mo«.  to 
Sept  SO.  Sept  90. 
Sept  1920  Sept  1919  1920  1919 
Cross  $426,647  $.381,248  $3,831,649  $2,947,060 
Kxpenw*  325. ISS  316.037  2.863.054  2.346.188 
Nst                    101.464          65.211         968.575         «a0.-<72 


December.  1920  CANADIAN  RAILWAY  AND  MARINE  WORLD  '  675 

Electric  Railway  Notes.  Toronto  Transportation  Matters. 


Winnipeg  Electric  Ry.  is  addinfr  20 
cars  to  its  equipment. 

The  Toronto  Ry.  is  reported  as  now 
owins  the  city  $480,000  for  percentages. 

The  Sherbrooke  Ry.  &  Power  Co.  has 
ordered  two  safety  cars  from  J.  G.  Brill 
Co.,  and  will  probably  order  another  two 
in   the  near  future. 

Winnipeg  Electric  Ry.  has  added  6 
snow  sweepers  to  its  snow  fighting  equip- 
ment and  put  them  in  use  during  a  storm 
on  Nov.  8. 

A.  B.  Lambe  addressed  members  of 
Ottawa  branch,  Engineering  Institute  of 
Canada  at  the  Hull  Electric  Co.'s 
Deschesnes  car  sheds,  Nov.  6,  on  "The 
common  street  car." 

Winnipeg  Electric  Ry.  was  given  per- 
mission, Nov.  9,  by  the  City  Council  to 
operate  a  limited  motor  bus  service  on 
Notre  Dame  Ave.  West.  The  permis- 
sion is  said  to  be  merely  a  temporary 
one. 

Montreal  Tramways  Co.'s  employes 
who  are  members  of  the  Union  of  Tram- 
ways Employes  are  reported  to  have 
been  discussing  the  pension  system,  and 
to  have  appointed  a  special  committee  to 
study  it. 

Winnipeg  Electric  Ry.  winter  schedules 
went  into  effect  Nov.  16,  providing  for 
.'lo  additional  runs  a  day,  to  take  care  of 
the  increasing  traffic  during  winter  when 
many  motorists  and  cyclists  turn  to  the 
street  cars. 

The  London,  Ont.,  City  Council  has  de- 
cided to  submit  to  the  ratepayers  at  the 
annual  elections  on  Jan.  1,  1921.  a  bylaw 
to  raise  $100,000  to  buy  motor  busses 
in  order  to  assist  in  solving  the  trans- 
portation  problems   there. 

T.  J.  Hannigan,  Secretary,  Ontario 
Hydro  Electric  Railway  Association,  is 
reported  to  have  stated,  at  a  meeting  in 
Toronto  recently,  that  the  shortage  of 
power  in  Guelph  had  been  so  acute  that 
it  had  been  necessary  to  cease  operating 
the  municipal  railway  in  the  mornings, 
and  for  two  hours  in  the  afternoons. 

Calgary  Municipal  Ry.,  according  to  a 
local  press  report,  is  better  off,  as  re- 
gards rolling  stock,  than  it  has  been  for 
a  long  time.  During  the  past  six  months, 
12  cars  have  been  added  to  the  equip- 
men,  six  having  been  bought  from  Saska- 
toon Municipal  Ry.,  and  six  in  the  U.S. 
It  is  now  operating  84  passenger  motor 
cars  and  6  trailers. 

The  Amalgamated  Association  of 
Electric  Railway  Employes  of  America 
is  reported  to  have  announced  that  a  sat- 
isfactory re-establishment  of  the  Inter- 
national Union  has  been  effected  in  Win- 
nipeg. The  report  adds  that  the  Street 
Railway  Employes  Unit,  One  Big  Union, 
claims  to  have  more  than  900  of  the  1,000 
Winnipeg  street  car  men  on  its  roll. 

The  Montreal  Administrative  Commis- 
sion has  declined  to  act  on  a  suggestion 
that  it  arrange  with  the  Montreal  Tram- 
ways Co.  that  the  hours  during  which 
school  children's  tickets  are  available 
should  be  extended  so  as  to  run  from 
7.30  a.m.  to  6.30  p.m.  The  Commission 
took  the  ground  that  this  would  be  a  re- 
vision of  the  contract,  which  might  lead 
to  agitation  for  other  changes  in  it. 

The  Port  Arthur,  Ont.,  Public  Utilities 
Commission  is  reported  to  have  decided 
to  remove  the  telephone  pole  line  from 
the  right  of  way  of  the  electric  railway 
between  Port  Arthur  and  Fort  William 


to  another  route  to  remedy  "noisy  lines," 
which  are  believed  to  be  caused  by  in- 
duction. It  is  expected  that  the  work 
will  be  done  next  spring. 

The  new  agreement  made  between  the 
British  Columbia  Klectric  Ry.  Co.  and 
the  Victoria  City  Council  is  expected  to 
come  into  operation  Dec.  1.  The  terms 
of  the  agreement  as  to  fares  were  given 
in  Canadian  Railway  and  Marine  World 
for  November,  the  other  matters  includ- 
ed, outside  the  terms  for  sale  of  electric 
light  and  power,  have  not  been  made 
public. 

The  assessment  of  the  London  &  Port 
Stanley  Ry.'s  property  at  Port  Stanley, 
Ont.,  came  before  the  Ontario  Railway 
and  Municipal  Board  at  St.  Thomas,  Nov. 
3.  The  local  assessor  increased  the  as- 
sessment of  the  property  in  the  village 
from  $31,000  to  $113,000.  An  appeal  was 
taken  to  the  county  court  judge,  who  re- 
duced the  assessment  to  $89,000,  against 
which  the  London  Railway  Commission 
appealed  to  the  Ontario  Railway  and 
Municipal  Board,  which  now  has  the  mat- 
ter   under    consideration. 

The  St.  Thomas,  Ont.,  City  Council  has 
been  considering  a  bylaw  to  permit  the 
municipal  railway  to  operate  its  cars 
within  the  city  on  Sundays,  which  will 
be  submitted  to  the  ratepayers  at  the 
municipal  elections  on  Jan.  1,  1921.  The 
Ontario  Legislature  passed  an  act  at  its 
last  session  amending  sec.  235  of  the 
Ontario  Railway  Act,  by  substituting 
"15,000"  for  "50,000,"  wherever  neces- 
sary, so  as  to  permit  cities  of  under 
50,000  to  vote  on  bylaw  to  authorize  the 
operation  of  street  cars  on  Sundays. 

Regina,  Sask.,  City  Council  was  asked 
recently  to  operate  the  municipal  rail- 
way's Eastview  extension,  and  to  put 
on  some  other  services  on  the  lines.  Com- 
missioner Thornton  is  reported  to  have 
advised  the  council  that  no  expenditures 
should  be  made,  on  extensions  or  addi- 
tional services,  until  the  lines  have  been 
brought  to  a  paying  basis.  The  city 
commissioners  recommended  that  the  ad- 
ditional service  be  not  given,  and  this 
has  been  adopted  by  the  aldermen  in 
committee. 

The  Quebec  Court  of  Appeal  recently 
dismissed  the  Montreal  &  Southern  Coun- 
ties Ry.'s  appeal  against  a  judgment  of 
the  Supreme  Court  giving  Mrs.  J.  Du- 
ludc  $10,000  damages  for  the  death  of 
her  husband,  who  was  killed  when  knock- 
ed from  the  seat  of  the  vehicle  he  was 
driving  on  Mill  St.,  Montreal.  The  Su- 
perior Court  held  that  under  the  terms 
of  its  contract  the  company  was  respon- 
sible for  the  keeping  of  the  street  in  good 
order,  and  that  at  the  time  of  the  acci- 
dent which  resulted  in  Dulude's  death, 
the  road  was  in  very  bad  order. 

Montreal  Tramways  Co.'s  employes 
have  been  raising  some  questions  re- 
specting the  new  form  of  transfer  used, 
and  it  is  reported  that  their  representa- 
tives discussed  the  matter  with  some  of 
the  company's  officials  on  Nov.  11.  The 
employes  state  that  the  new  system 
causes  much  loss  of  time  and  inconven- 
ience to  conductors.  They  say  they  can- 
not perform  their  work  efficiently  under 
the  present  system.  The  officials  called 
their  attention  to  an  official  publication 
issued  on  Aug.  2."),  stating  that  conduc- 
tors must  punch  transfers  only  when 
they  are  able  to  do  so  without  interfer- 
ing with  the  collection  of  all  fares. 


The  Toronto  Transportation  Commis- 
sion is  reported  to  be  making  extensive 
investigations  into  matters  connected 
with  electric  railway  and  other  methods 
of  transportation,  and  P.  W.  Ellis,  the 
Chairman,  is  said  to  have  stated  that  in 
making  plans  the  commission  ought  to 
have  in  view  the  needs  of  a  city  of  2,- 
000,000. 

The  Transportation  Commission,  after 
giving  some  general  consideration  to 
matters  submitted  to  it,  applied  to  the 
City  Council  recently  for  the  passing  of 
a  bylaw  to  provide  funds  for  buying  mo- 
tor busses.  It  is  reported  that  the  com- 
mission has  decided  on  spending  $1,000,- 
000  upon  busses.  Several  types  have 
been  submitted  to  the  commission,  one 
of  which,  it  is  stated,  would  have  a 
speed  of  35  miles  an  hour,  and  a  seating 
capacity  of  82  persons. 


Increases    in    Electric    Railway 
Freiglit  and  Passenger  Rates 


British  Columbia   Electric  Ry.  —  The 

proposed  fare  increases  on  the  Central 
Park  line  must  await  a  decision  of  the 
Supreme  Court  of  Canada  upon  the  jur- 
isdiction of  the  Board  of  Railway  Com- 
missioners over  the  company.  An  ap- 
peal for  higher  fares  on  this  line  between 
Vancouver  and  New  Westminster  was 
made  recently  to  the  Board,  but  objected 
to  by  Burnaby  municipality  on  the  ground 
that  the'  Board  had  no  jurisdiction.  The 
Board  has  accordingly  requested  a  stated 
case  and  the  Supreme  Court  has  set  it 
down  for  February. 

The  Grand  River  Ry.,  and  the  Lake' 
Erie  &  Northern  Ry.,  are  applying  to 
the  Board  of  Railway  Commissioners  for 
authority  to  increase  freight  rates  40%, 
and  passenger  rates  20';'c. 

Guelph  Radial  Ry.  —  The  City  of 
Guelph,  which  owns  and  operates  this 
line,  has  decided  to  apply  to  the  Ontario 
Legislature,  for  authority  to  increase 
fares  from  ."ic.  to  7c.  cash,  and  from  6 
tickets  for  25c.  to  4  tickets  for  25c.,  the 
present  rates  being  fixed  by  statute. 

Picfou  County  Electric  Co. — Halifax 
press  report: — Some  time  ago  the  Pictou 
County  Electric  Co.,  operating  in  New 
Glasgow,  and  with  lines  connecting  the 
towns  of  Stellarton,  Westville  and  Tren- 
ton, obtained  permission  from  the  Nova 
Scotia  Public  Utilities  Board  to  raise  the 
fare  5c.  to  7c.  Recently  it  applied  for 
permission  to  charge  10c.  Higher  costs 
for  equipment  and  heavy  charges  for 
labor  are  the  reasons  adduced.  The  Board 
reser\'ed  its  decision. 

Winnipeg  Electric  Ry. — In  connection 
with  the  Manitoba  Public  Utilities  Com- 
missioners recent  decision  authorizing 
the  company  to  increase  passenger  fares, 
a  deputation  from  Winnipeg  City  Coun- 
cil and  the  councils  of  the  adjacent  muni- 
cipalities in  which  the  company  operates, 
either  on  its  own  account  or  by  its  sub- 
sidiary companies,  waited  on  the  Mani- 
toba Attorney  General  recently  and  re- 
quested that  the  Government  submit  a 
stated  ease  on  the  constitutionality  of 
the  Public  Utilities  Act  to  the  Manitoba 
Court  of  Appeal.  A  press  report  states 
that  the  Attorney  General,  in  assenting 
to  the  request,  said  that  he  did  not  wish 
that  the  Government's  action  should  have 
any  effect  on  the  present  litigation  be- 
tween the  Winnipeg  City  Council  and  the 
company.     Another   press   report   states 


G76 


CANADIAN  KAILWAY  AND  MAKINK  WOULD 


December,  1920 


fhat  thf  rnurf  wi!l  prohnhly  >«■  «l'n!t  with 


I>oinlnJon  Power  &  Tmnsmis 
(o.'s  liond  Issue. 


Ilarrin,  Forhcii  &  Co.,  New  York  and 

I'.  i..n|..,   iir.    •■(Tirmir,   iit    priics   to  yiold 
nion  I'ow- 
■  l()  bondu, 
I  Lilly   from 
\,:       1.   V.'2l,  u>  Ajiri:    I,   KCil'.  intt-rest 
I  .1    il'lr    hnlf   yearly    in    Ni-w    York    and 
'  '     .1.  ■•       Kollowini:   are   extracts    from 
'  1'^:-  The  Dominion  I'ower  4 
r<i..  through  it.s  suhsidiary 
!  'fji     an     electric    liKht    and 
■  -s   and   controls   the   entire 
•iterurhan    railway    hut>ines8 
I'r.t..  and  vicinity,  ser^•in(J 
•Kin   of  about   200.000. 
■■•r  power  plant  is  one 
::iical  and  valuable  hy- 
iliitiiiu    |>lunl.H   III   America,  havini;  Lake 
Knr  n.H  a  .storage  basin,  and  a  Inrtre  and 
iiinstant    (low    of    water   under   a    static 
head   of  256  ft.   (or  over  hO  ft.  prcater 
than  at   Niagara   Falls).     A   new  steam 
!<LBtion    has    been    built    recently    near 
Hamilton,   havinc  an    initial   2C,600   h.p. 
nnil     an     ultimate    SO.OOO    h.p.    capacity. 
With  the  addition  of  this  new  station  the 
company  now  has  a  total  installed  Kcn- 
eratinK  capacity  of  77,000  h.p.  The  street 
and  interurban  railway  system  comprises 
over  119.  miles  (sincle  track  equivalent), 
and  the  rijrht  of  way  for  nearly  the  en-  ■ 
tiro  interurban  milea^re  is  owned  in  fee. 
The   franchise.";,   where   same  are   neces- 
sary, are  satisfactor>'.     There  is  a  large 
equity   in   the   property   of  the  company 
over   and   above   its    bonded    debt.      The 
eaminirs  of  properties  controlled  by  the 
company   for   the   year   ended    Sept.   30, 
1920,  were  as  follows: — 

CmM    Mrninm    13.714.884 

OprnilinK   rxpnta,    u.t«>.   «tc 2.M.'>,066 

N«    nmlnri    _.... _ tl,04»,S18 

Annual    intrivnt    on    bondi   outatmndins 

»ilh    pul.lic    436.700 

B«l»ne«    tCIZ.618 

S'ri  nrninK*  over  2.4  tlma  above  intcrot  charsn. 


Chanice    of    Opinion    Towards    Public 

Utilities. — A.  W.  .McLimont,  Vice  Presi- 
dent, Winnipeg  Electric  Ry.,  on  retum- 
intr  recently  from  the  United  States,  is 
reported  to  have  said: — "The  public  gen- 
erally is  beginning  to  appreciate  the  im- 
portance of  the  ser\'ice  which  the  public 
utility  performs  for  them.  The  entire 
.«tatus  of  the  public  utility  is  undergoing 
a  change  for  the  better  in  the  United 
States  and  the  change  in  sentiment  there 
i.«  going  to  be  followed  by  a  change  in 
sentiinint  in  this  country  regarding  the 
utilities." 

OriKin  of  TramwayH. — In  Aug..  1800, 
the  Surrey  Iron  Ry.  Co.  was  incorporat- 
ed in  England  to  build  a  line  to  carry 
mineral  traffic  on  cars  on  iron  rails  laid 
on  the  highway  between  Wandsworth  nn<i 
Croydon,  just  south  of  London.  In  1802 
it  was  proposed  to  carry  passengers  in 
vehicles  running  on  rails  on  higlnv;iys, 
anrl  the  plans  were  perfected  by  Itcnja- 
min  Outran],  the  first  passenger  linrs  of 
this  kind  being  called  Outranuvnys. 
Sometime  later  they  were  called  tram- 
w-ays,  which  word  was  always  used  to 
designate  horse  drawn  street  cars  in 
England. 


In.slrurlion.s   (o  WinnipvK  Cnnduc- 
lor>  and  Molormen. 

\\.  K.  Kdwurds,  Tratlic  Supirintend- 
eiit.  Winnineg  Electric  Ry.,  hn.-«  iMBiii-d  the 
fiillnwing  bulletin  to  conductors  and  mo- 
:  1  I  'ii:  "Yiiur  attention  in  particularly 
•■!  Ill  thr  necessity  of  pruiHTly  car- 
I  ■  f'lr  our  patrons,  to  see  that  none  are 
|iii>Md  ui)  on  the  street,  particularly  at 
points  where  passengers  are  required  to 
transfer  from  one  line  to  another.  Be- 
fore proceeding,  both  conductor  and  mo- 
torman  shoulil  ob."er\-e  whether  or  not 
there  is  a  car  approaching  from  the  other 
line,  or  whether  or  not  passengers  are 
unloading  from  a  car  at  the  intersection, 
and  all  transferring  passengers  should 
be  given  sufficient  time  to  board  your 
car. 

"At  a  point  where  lines  diverge  the 
conductor  and  the  motorman  on  the  load- 
ing car  .should  be  particular  to  see  that 
all  pjissengera  on  the  car  immediately 
following  have  an  opportunity  to  board 
their  car  before  proceeding. 

"The  climatic  conditions  of  Winnipeg 
during  the  winter  are  extremely  severe, 
and  your  first  consideration  should  be 
the  comfort  of  our  patrons.  If  men, 
women  and  children  are  required  to  wait 
for  a  car  at  transfer  points,  or  if  in- 
tending passengers  are  passed  up,  they 
are  exposed  to  an  extreme  hardship. 

"We  earnestly  ask  your  co-operation 
and  insist  that  you  use  your  best  judg- 
ment in  this  and  all  matters  appertain- 
ing to  the  handling  of  patrons  of  this 
company." 


Poor  Old  Utility. 


A  lady  observing  a  mule  owned  by  a 
colored  boy  asked:  "What  do  you  call 
your  mule?" 

"I  calls  him  'Utility.'  " 

"How  did  you  come  to  give  him  such  a 
name?" 

"I'se  been  studyin'  de  animal  and  read- 
in'  de  papers.  Dat  mule  gets  mo'  blame 
an'  abuse  dan  anything  else  in  de  city, 
an'  goes  ahead  doin'  his  level  best  just 
de  same." — Wall   Street  Journal. 


Telegraph,  Telephone  and  Cable 
Matters. 

K.  J.  Dunstan,  Manager,  Western  Di- 
vision, Bell  Telephone  Co.  of  Canada, 
Toronto,  has  been  appointed  Vice  Presi- 
<lent,  and  A.  T.  Smith,  Division  Superin- 
tendent, has  succeeded  him  as  Manager, 
Western  Division. 

G.  D.  Perry,  General  Manager,  Great 
Northwestern  Telegraph  Co.,  Toronto, 
was  one  of  the  British  delegates  to  the 
preliminary  allied  conference  on  electri- 
cal communications  which  met  in  Wash- 
ington, n.C,  recently,  the  countries  rep- 
resented being  Great  Britain,  France, 
Italy,  .Inpan  and  the  United  States. 

Sir  Charles  Bright,  the  British  cable 
pioneer,  speaking  in  connection  with  the 
U.S.  complaint  of  the  virtual  control  of 
U.S.  telegraphs  by  the  British,  is  report- 
ed to  have  said  that  such  complaints  arc 
strange,  having  regard  to  the  fact  that 
in  1912,  all  British  trans-Atlantic  cables 
of  that  time  went  under  the  control  of 
the  Western  Union  Telegraph  Co.,  and 
have  since  remained  under  that  control. 

The  Great  North  Western  Telegraph 
Co.  has  openecl  offices  at  Casey,  Fisher 
an<|  Gouin  station.  Que.,  Elmira,  Endat, 
.Madoc,  Mowat  and  Pass  Lake,  Ont.,  Deep- 


dale,  I.ibau  and  Notre  Dame  de  I^>urdes, 
.Man..  Ardill  and  Lucky  Lake,  Sask.,  and 
Port  Kells,  B.C.,  and  has  closed  its  of- 
fices nt  Inch  Arran  House,  Dalhousie, 
N.B.,  Abcnuki.i  Springs  and  (irand  Metis, 
Que.,  and  ChufTeys  Locks,  Harriston, 
MisHonga   and    Rosseau,   Ont. 

I'nder  legislation  pajised  at  the  New- 
foundland Parliament's  last  session  a  De- 
(lartment  of  Posts  and  Telegraphs  has 
been  established,  under  the  Minister  of 
Posts  and  Telegraphs,  with  the  supervi- 
sion and  control  of  all  matters  relating 
to  Newfoundland's  postal  and  telegraph 
services.  The  act  abolishes  the  position 
of  Postmaster  General,  and  all  the  du- 
ties hitherto  undertaken  by  him  are 
transferred   to  the  new  department. 

It  is  reported  that  the  U.S.  Navy  is 
making  use  of  radio  telephone  seta  for 
seaplanes,  with  which  a  transmission  ra- 
dius of  over  1.50  miles  has  been  obtained. 
The  transmitter  radiates  at  two  wave 
lengths,  1,600  and  600  meters.  For  the 
former  wave  length  a  trailing  wire  an- 
tenna of  0.0004  mfd.  is  employed,  for 
the  latter  an  emergency  aerial  of  0.00026 
mfd.  The  transmitter  is  supplied  with 
two  3-electrode  tubes  of  the  pliotron 
type.  One  tube  is  employed  as  an  oscil- 
lator for  the  production  of  radio-fre- 
quency currents  and  the  other  tube  is 
employed  as  a  modulator  and  as  an  am- 
plifier of  the  voice  currents  that  are  com- 
municated to  it  by  the  microphone. 

A  report  that  the  Western  Union  Tele- 
graph Co.  intended  to  land  a  submarine 
cable  at  Miami,  Fla.,  connecting  with  the 
British  cable  to  South  America,  without 
obtaining  U.S.  permission,  was  denied 
by  G.  W.  E.  Atkins,  Vice  President  of 
the  company,  Nov.  12.  The  British  cable 
.^hip  engaged  in  the  work  intended  land- 
ing the  cable  at  Miami,  in  July,  and  the 
U.S.  Government  sent  a  destroyer  to  pre- 
vent the  ship  from  entering  the  three 
mile  limit,  the  British  Ambassador  at 
Washington  sending  a  message  to  those 
in  charge  of  the  cable  ship  that  the  oper- 
ation was  not  to  be  carried  out  without 
a  legal  permit.  The  company's  inten- 
tion is  to  connect  with  the  British  cable 
to  Brazil,  with  which  country  the  British 
have  exclusive  cable  rights. 

.■\  review  of  telegraph  line  construc- 
tion (luring  1920,  by  a  Montreal  press 
lorrcspondent  states  that  the  C.P.R.  has 
strung  1,6.59  miles  of  new  wire  and  re- 
built 5:1.5  miles;  and  that  the  Great  North 
Western  Telegraph  Co.  has  strung  two 
wires  between  Quebec,  Que.,  and  Winni- 
peg, a  wire  between  Edmonton  and  Van- 
couver, and  another  between  Saskatoon 
and  Calgary.  In  Manitoba  District,  the 
C.P.R.  strung  846  miles  of  wire  and  re- 
built 91  miles.  New  wires  were  erected 
between  Fort  William,  Ont..  and  Moose 
Jaw,  Sask.,  and  lines  rebuilt  between 
.Macgregor  and  Varco,  and  Winnipeg  and 
Portage  la  Prairie.  In  the  Saskatche- 
wan District  .'387  miles  of  new  wires  were 
erected  and  97  miles  rebuilt,  two  new 
wires  were  strung  between  Saskatoon 
and  Ijinigan,  a  single  wire  between  Sas- 
katoon and  Colonsay,  two  between  Moose 
Jaw  and  Regina,  and  one  between  Moose 
Jaw  and  Saskatoon.  In  the  Alberta  Dis- 
trict 272  miles  of  new  wire  were  erected 
and  167  miles  rebuilt.  A  new  wire  was 
erected  between  Wetaskiwin  and  Iji- 
combe  and  two  wires  between  Calgary 
and  I^ke  Louise,  while  portions  of  the 
Edmonton  line  were  rebuilt.  In  the  Bri- 
ti.sh  Columbia  District  1.54  miles  of  new 
wire  were  erected  and  180  of  pole  line 
rebuilt,  chiefly  on  the  main  line.  New 
W|ires  were  erected  between  Nanaimo  and 
Victoria,  and  between  Hope  and  Lyt>fln. 


December,  1920 


677 


Marine  Department 

General  Shipbuilding  Matters  Throughout  Canada. 


T.  K.  Bentley,  West  Advocate,  N.S., 
launched  the  schooner  T.  K.  Bentley,  472 
tons  net,  Oct.  30.  She  is  owned  by  Bent- 
ley &  PuRsley,  and  immediately  on  com- 
pletion loaded  cargo  for  Cuba.  This  is 
the  last  ship  to  be  built  here  for  the 
present,  and  the  yard  has  been  closed. 

B.C.  Marine  Engineers  &  Shipbuilders 
Ltd.,  Vancouver,  B.C.,  which  was  incor- 
porated recently,  as  stated  in  Canadian 
Railway  and  Marine  World  for  October, 
took  over  the  business  of  B.C.  Marine 
Ltd.  on  Nov.  1.  The  officers  are  Innes  _ 
Hopkins,  Chairman  and  Managing  Di-  ' 
rector;  J.  K.  McKenzie,  General  Super- 
intendent; and  C.  J.  Isted,  Secretary- 
Treasurer. 

Canadian  Allis-Chalmers  Ltd.,  Bridge- 
burg,  Ont. — The  steel  cargo  steamship 
North  American,  built  by  this  company, 
which  is  illustrated  on  page  678,  is  a 
sister  ship  of  the  s.s.  South  American. 
These  ships  were  built  respectively  for 
the  North  American  Steamship  Co.  and 
the  South  American  Steamship  Co.,  which 
are  subsidiary  companies  of  the  Ameri- 
can Metal  Transport  Co..  New  York. 
The  ships  are  registered  in  Canada,  and 
the  office  of  the  subsidiary  companies  is 
at  Toronto,  the  officers  being  the  same 
in  each  case,  viz.:President,  W.  E.  Brady; 
Vice  President,  F.  W.  Miller;  Treasurer, 
J.  Beatty.  The  ships  are  of  the  same 
type  as  those  ordered  by  the  Imperial 
Munitions  Board  for  the  British  Govern- 
ment during  the  war,  and  have  approxi- 
mately 3,.')00  d.w.  tons  capacity.  The  s.s. 
South  America,  which  was  completed 
some  little  time  ago  and  left  the  yards 
early  in  November  for  Dalhousie,  N.B., 
was  driven  ashore  during  a  heavy  snow 
storm  on  the  ledges  at  Little  Cape,  about 
12  miles  east  of  the  Fame  Point  in  the 
St.  Lawrence  River. 

A  Bridgeburg  press  report  of  Nov.  23 
states  that  the  yard  has  been  closed,  and 
that  no  intimation  has  been  made  as  to 
what  use  may  be  made  of  the  plant  on 
the  reopening  of  navigation.  Since  the 
reopening  of  the  plant  during  the  later 
stages  of  the  war,  four  steel  cargo  steam- 
ships have  been  built,  two  for  the  Bri- 
tish Government,  under  orders  from  the 
Imperial  Munitions  Board,  and  the  two 
mentioned  above,  viz..  North  American 
and   South   American. 

Canadian  Concrete  Shipbuilding  Co., 
North  Sydney,  N.S. — The  concrete  ship 
Permanencia,  built  for  W.  N.  McDonald, 
Sydney,  N.S.,  is  reported  to  be  complet- 
ed and  to  have  been  taken  to  Sydney, 
N.S.,  preparatory  to  proceeding  to  New- 
foundland on  her  maiden  trip.  She  is 
to  be  operated  from  Sydney,  N.S.,  to 
Newfoundland  and  Prince  Edward  Island 
ports.  She  was  built  under  Lloyd's  spe- 
Aa\  survey  for  the  highest  rating,  and 
has  a  deadweight  capacity  of  from  4.50 
to  500  tons,  and  there  is  sleeping  accom- 
modation for  10  passengers  in  addition 
to  the  crew.  The  propelling  machinery 
consists  of  a  Bolinder  crude  oil  engine 
of  240  b.h.p.,  for  a  speed  of  from  9  to  10 
knots  an  hour.  Her  dimensions  are, — 
length  120  ft.,  breadth  27  ft.,  depth  12.7 
ft.,  tonnage  338  gross,  292  net. 

Harbour  Marine  Co.,  Victoria,  B.C., 
advised  Canadian  Railway  and  Marine 
World  recently  that  the  car  ferry  being 
built   for    the   C.P.R.   will    probably   be 


ready  for  launching  during  the  first  week 
in   December. 

L.  P.  McLean,  St.  John,  N.B.,  on  Nov. 
10,  launched  the  three  niasted  schooner, 
Peter  Mclntyre.  500  tons  net,  for  Capt. 
P.  Mclntyre,  St.  John. 

New  Burrell  Johnson  Iron  Co.,  Yar- 
mouth, N.S. — The  Dominion  Government 
s.s.  Laurentian,  which  has  been  under- 
going repairs  by  this  company  for  some 
time,  has  been  completed  and  she  has 
left  the  yard  for  St.  John,  N.B.  The 
engine  and  boilers  have  been  thoroughly 
overhauled,  new  deck  winches  of  increas- 
ed capacity,  new  windlass,  steering  gear 
and  other  deck  machinery  have  been  in- 
stalled. There  ha\;e  also  been  supplied 
a  new  dynamo  and  lighting  system  and 


Dominion  Marine  Association. 

President,  A.  E.  Mathews.  Managing  Di- 
rector, Mathews  Steamship  Co..  Toronto. 

First  Vice  President,  H.  W.  Cowan,  Di- 
rector of  Operation,  Canada  Steamship 
Lines,    Montreal. 

Second   Vi 

President,     i 
Montreal. 

Execatire  Committee.  W.  E.  Burke,  Can- 
ada Steamship  Lines.  Montreal ;  T.  B.  En- 
derby,  Montreal  Transportation  Co..  Mont- 
real :  L.  Henderson,  Montreal  Transporta- 
tion Co..  Montreal  ;  W.  J.  McCormack.  Al- 
goma  Central  Steamship  Line.  Sault  Ste. 
Marie.  Ont.  ;  G.  J.  Madden,  Georce  Hall 
Coal  Co.  of  Canada.  Montreal  :  Lt.  Cnl.  G. 
P.  Murphy.  C.M.G..  President,  Ottawa 
Transportation  Co..  Ottawa,  Ont.  :  E.  W. 
Oliver.  Niairara.  St.  Catharines  &  Toronto 
Navigation  Co..  Toronto  ;  W.  H.  Smith.  On- 
tario. Car  FeriT  Co.. Montreal  :  J.  F.Sowards. 
Sowards  Coal  Co.,  Kingston,  Ont.:  J.  F. 
M.  Stewart.  Point  Anne  Quarries  Ltd., 
Toronto :  Jno.  Waller.  Keystone  Transpor- 
tation Co.,  Montreal ;  Lome  C.  Webster. 
Webster  Steamship  Co.,  Montreal :  J. 
Wilkie,  Imperial  Oil  Ltd.,  Toronto:  A.  A. 
Wright,   honorary  member.  Toronto. 


all  sanitary  and  heating  equipment  has 
been  remodelled  and  brought  up  to  date. 
While  she  was  on  the  marine  slip  a  num- 
ber of  new  plates  and  frames  were  plac- 
ed in  the  hull. 

Nixon  Construction  Co.,  Vancouver,  B. 
C— The  steam  tug,  which  the  C.P.R.  or- 
dered, together  with  a  tow  barge,  for  ser- 
vice on  Okanagan  Lake,  as  mentioned  in 
a  previous  issue,  was  launched  at 
Okanagan  Landing,  Oct.  20.  The 
hull  is  of  coast  fir  throughout,  ex- 
cept the  heads,  and  it  is  sheathed  with 
cedar,  planked  with  2 'A  in.  and  ceiled 
with  2  in.  coast  fir.  The  hull  is  salted, 
and  protected  with  galvanized  sheets,  16 
gauge,  to  enable  the  tug  to  operate  in 
10  in.  of  ice,  should  it  be  necessary.  The 
propelling  machinery  consists  of  a  single 
set  of  compound  vertical  condensing  type 
of  engines  of  27.3  n.h.p.,  with  cylinders 
12  X  3  X  6  in.  driving  a  single  screw 
about  80  in.  diar.  Steam  is  supplied  by 
a  marine  cylindrical  type  boiler,  with 
two  furnaces,  at  a  working  pressure  of 
160  lbs.  The  condenser  is  of  the  jet  type 
10  X  18  X  12  ins.,  and  there  are  two  du- 
plex pumps,  one  6  x  3%  x  7  in.  and  one 


5>4  X  3  X  6  in.  The  lighting  plant  is  a 
Sisson  4  k.w.  55  volt  machine.  The  boat 
is  electrically  lighted  throughout,  and  a 
searchlight  is  mounted  on  top  of  the 
pilot  house. 

Prince  Rupert  Drydock  &  Engineering 
Co. — See  under  "Prince  Rupert  Drydock 
&  Engineering  Co.,"  on  another  page  of 
this  issue. 

Reid  Newfoundland  Co.,  St.  John's, 
Nfld. — The  Hudson's  Bay  Co.'s  s.s.  Peli- 
can is  being  docked  here  for  the  winter, 
and  several  repairs  and  a  general  over- 
hauling will  be  undertaken.  While  the 
ship  was  in  Hudson  Strait  recently,  she 
encountered  heavy  ice,  and  had  her  bow 
stove  in  and  her  rudder  badly  damaged. 
Three  Rivers  Shipyards  Ltd.,  Three 
Rivers,  Que. — This  company,  which  is 
now  in  liquidation,  and  which  is  a  sub- 
sidiary of  the  National  Shipbuilding 
Corporation,  Wilmington,  Del.,  and  also 
said  to  be  in  liquidation,  has  several 
claims  against  it  which  are  being  dealt 
with  by  the  Superior  Court.  One  of  the 
claims  heard  at  the  end  of  October  was  by 
La  Societe  Naphthes  Transports,  France, 
for  the  possession  of  a  steel  tank  steam- 
ship of  6,000  tons.  The  company  placed 
a  contract  for  the  building  of  this  ship 
with  the  National  Shipbuilding  Corpora- 
tion, and  the  contract  was  transferred 
to  Three  Rivers  Shipyards,  Ltd.  It  is 
claimed  that  the  ship  was  to  cost  a  little 
over  $1,000,000,  which  was  to  be  paid  in 
four  instalments  and  that  $600,000  has 
already  been  paid.  Considerable  work 
has  been  done  on  the  ship,  and  it  is  stat- 
ed that  a  few  weeks  work  will  make  her 
ready  for  launching.  The  application  for 
possession  of  the  ship  was  contested  by 
Molson's  Bank,  and  the  liquidator,  the 
former  claiming  to  have  a  mortgage  on 
all  the  assets  of  Three  Rivers  Shipyards 
Ltd.  The  judgment,  rendered  Nov.  6,  is 
given  in  full  on  another  page  of  this 
issue.  Another  claim  which  has  yet  to 
come  before  the  court  is  in  behalf  of  the 
French  government,  which  seeks  to  ob- 
tain possession  of  five  steam  barges,  re- 
ported to  be  near  completion.  The  con- 
tracts for  these  are  stated  to  have  been 
given  to  National  Shipbuilding  Corpora- 
tion and  transferred  to  Three  Rivers 
Shipyards  Ltd.  Other  claims  which  will 
also  be  dealt  with  by  the  court  are  as 
follows: — Crown  Trust  Co.,  for  posses- 
sion of  company's  assets,  under  a  deed 
of  trust  for  the  security  of  the  bond- 
holders; liquidators  of  National  Ship- 
building Corporation,  claiming  all  the 
company's  assets,  and  General  Supply 
Co.  of  Canada  for  possession  of  certain 
machinery. 

The  wooden  steamships  Bouxwiller, 
Bouzonville,  Brumath,  Cattenon  and  Cer- 
nay  have  been  completed  and  placed  on 
the  Canadian  register  by  the  liquidator. 
These  ships  were  ordered  by  the  French 
Government,  but  are  in  litigation.  They 
are  each  equipped  with  wireless,  and  are 
screw  driven  by  engines  of  48  h.p.,  and 
have  the  following  dimensions, — Boux- 
willer, length  195.3  ft.,  breadth  40.3  ft., 
depth  15.2  ft.,  tonnage  1,138  gross,  660 
net;  Bouzonville,  —  length  195.1  ft., 
breadth  40.4  ft.,  depth  15.4  ft.,  tonnage 
1,135  gross,  658  net;  Brumath, — length 
195.5  ft.,  breadth  40.1  ft.,  depth  15.3  ft., 
tonnage  1,141  gross,  662  net;  Cattenon, — 


CANADIAN  KAII.W  AV  AND  MAKINK  WOlilJ) 


Detember,  1920 


I'.x".    ft..    Iircadth    40.;»    ft.,   ili-pth 

•  ,    lonnsKc    1.131    irroim,   6.V.t    net; 

I  iiiiay.—lcnirth    l»6.l    ft.,   brcndth    40.1 

ft..  Wt-pth    15..i   ft.,  Innnnirr    1.I2.J   irromi, 

r.'i   n.t 

'  '  '  ■■      '  lilt*   in   pnrliiilly 

i'  r'n     lu|iiiilntl<>ii 

'■     '    ■  I      ]>»KV     "f     tlUN 

1..J..H.-. 

Virloria  (B.('.)  .Shipowners  Ltd..  Vic- 
tot  .i.  l!l  Tli.  Iii-t  ..(■  111.  f.,iir  wooden 
'  )>uilt    at 

'  I'cciolaid 

'  It,   i.i   cx- 

I  lor   luurirhiiif;  about 

I  nl)or.     It  lit  snid  that 

:m.I  S.  F.  Tolniie.  Her 
ilinuiiMuii.-  will  lie. —  lenirth  over  all  '250 
ft.,  breadth  4fi  ft.  8  in.,  depth  moulded 
L'T's  ft.,  with  a  loaded  draft  of  21  ft.  10 
in.  It  !.•*  reported  that  the  second  .ship, 
to  he  nametl  Sir  Henry  Drayton,  will  be 
launched  about  the  ?niddle  of  Jan..  11*21. 
Work  on  the  third  ship  is  procecdinir. 
and  the  keel  of  the  fourth  will  be  laid 
immediately  after  the  launchini;  of  the 
fir.'"!.  The  ships  will  !«•  rijrpred  as  bar- 
i|uentines.  with  a  sail  area  of  .■(3.000  sq. 
ft.,    which    is    considerably    in   excess   of 


rnnKed  for  about  200  tint  claim  panscn- 
irrnt,  with  carryinir  capacity  for  about 
noo  tons  of  carKo.  .She  will  be  enuipped 
to  burn  oil  fuel,  and  will  \m!  eamly  con- 
vertible into  II  colli  burning  ^hip.  She 
will  Ik-  amnly  lik'hted,  and  provided  with 
hot  and  cold  riitininK  water  in  every  state- 
nioiii.  with  cvcrv  modem  convenience. 
The  cost  of  the  ship  completed  and  fully 
furnished  will  be  about  $1,500,000. 

Yarrows  Ltd..  Victoria,  B.C.— W.  W. 
.Marriner,  Works  .ManaKer,  Yarrow  & 
Co.  Ltd.,  GlasKow,  Scotland,  was  in  Vic- 
toria j-ecently  to  look  over  the  plant,  and 
to  formulate  a  plan  of  expansion.  It  is 
stated  that  the  company  intends  sonic 
further  development  in  connection  with 
the  building  of  shallow  draft  steamships, 
of  which  a  number  were  built  at  Vic- 
toria during  the  war,  for  use  in  India 
and  Mesopotamia. 


.Sloaniship    In.spertion    Fees    Fixed 
by  Order  in  Council. 

The  following  Dominion  Order  in  Coun- 
cil 2,711  was  passed  Nov.  6: — Whereas 
the  .Minister  of  Marine  and  Fisheries  re- 


the  sail  area  usually  carried  by  ships  of 
this  class. 

Wallace  ShipbuildinK  &  Dry  Dock  Co., 
North  Vancouver,  B.C.— We  arc  officially 
advised  that  the  C.P.R.  has  definitely 
placed  a  contract  for  the  buildin^r  of  a 
steel  pa.ssenirer  ship  for  its  British  Col- 
umbia Coast  Ser\'ice,  with  thsi  company. 
The  Keneral  plans  and  specifications  were 
prepared  under  the  immediate  direction 
of  .1.  W.  Troup.  Manager,  B.C.  Coast 
Service.  C.P.R. ,  the  workinj:  out  of  the 
structural  design  of  the  ship  beinR  left 
to  the  builders.  The  ship  is  to  conform 
to  the  requirements  of  the  British  Cor- 
poration Registry,  under  special  survey, 
to  das."  B2X  with  freeboard.  The  ma- 
chinery is  to  be  built  by  the  shipbuildintt 
company,  under  the  supervision  of  .lames 
McGown.  .Superintendent  Knirineer.  Can- 
adian Pacific  Steamship  Lines.  Her  di- 
mensions will  be.— lencth  b.p.  .'UT  ft., 
beam  4K  ft.,  depth  of  hold  IH'a  ft.  She 
will  have  cellular  double  bottom,  and  the 
hull  wil  be  divided  by  8  transverse  buk- 
heads.  She  will  be  single  screw,  driven 
by  reciprocating  engines,  balanced  on  the 
Yarrow,  Schlick  and  Twecdie  system,  for 
n  speed  of  Ifi  knots  an  hour.  She  is  dc- 
.siRnod  for  an  all  around  service  on  the 
coa»t.     The   accommodation    will    he   ar- 


ports  that  he  has  had  under  considera- 
tion a  report  of  the  Chairman  of  the 
Board  of  Steamship  Inspection,  stating — 

That  under  the  provisions  of  sees.  643 
and  644  of  The  Canada  Shipping  Act,  as 
amended,  a  scale  of  fees  was  approved 
by  order  in  council  of  May  31,  1920,  P.C. 
1236.  for  the  inspection  of  steamships 
repistered  in  Canada; 

That  under  the  provisions  of  an  order 
in  council  of  .\pril  11.  I!t04.  a  fee  of  8c. 
per  ton.  jrross  repistered  tonnajre.  is 
charped  for  the  inspection  of  passcnper 
steamships  inspected  in  Canada,  when 
such  ships  are  not  registered  in  Canada; 

That  under  the  provisions  of  sec.  .169 
of  The  Canada  Shipping  Act.  the  Gov- 
ernor in  Council  is  authorized  to  direct 
that  part  7  of  the  act  or  certain  jirovi- 
sions  thereof  .oball  apply  or  shall  not  ap- 
ply to  steamboats  repistered  elsewhere 
than  in  Canada  and  further  authorizes 
the  Governor  in  council  to  fix  a  rate  or 
duty  for  the  inspection  of  such  steam- 
boats; 

That  as  the  matter  now  stands  Cana- 
dian registered  steamships,  passenjrer 
ami  non-passentrer,  are  subject  to  a  fee 
for  annual  inspection  and  passenger 
steamships  refrisfered  elsewhere  than  in 
Canada   but  comin?  under  Canadian   in- 


apection.  owinir  to  the  fmct  that  they  are 
operated  out  of  Canadian  ports  are  sub- 
iect  to  an  inspection  fee  of  8c.  per  ton. 
but  as  regards  non- passenger  ships  not 
regist^-rwl  in  (  anada  there  appears  to  be 
some  doubt  In  the  matter  of  inspection 
fees ; 

Anil  whereas  the  Chairman  of  the 
Hoard  of  Steamship  InH|>ection  re<-om- 
menrls  that  authority  Ik-  obtained  for  the 
cidli-ction  of  fees  for  the  inspection  of 
steamships  registered  other  than  in  Can- 
aila.  at  the  same  rate  as  is  now  required 
to  be  paid  for  the  inspection  of  steam- 
ships registered  in  Cana<ia,  applicable  to 
both  passenger  and  non-possenger  steam- 
ships, dating  from  June  1,  1920,  in  which 
the  Deputy  .Minister  of  the  Department 
of  Marine  and  Fisheries  concurs, — 

Therefore,  the  Governor  General  in 
council,  on  the  recommendation  of  the 
.Minister  of  Marine  and  Fisheries  and  un- 
der the  provisions  of  sec.  .569  of  The  Can- 
ada .Shipping  Act.  is  pleased  to  order 
that  the  fees  for  the  inspection  of  pas- 
senger and  non-passenger  steamships, 
registered  in  Canada,  as  approved  by 
order  in  council  1236  of  May  31,  1920. 
shall  be  and  the  same  are  hereby  made 
applicable  to  similar  steamships  regis- 
tered elsewhere  than  in  Canada,  dating 
from  June  1,  1920. 


Canada  Steamship  Lines  Operating 
Results. 


With  the  season  of  navigation  on  the 
(Ireat  Lakes  drawing  to  a  close,  a  sur- 
vey of  operations  of  the  Canada  Steam- 
ship Lines,  Ltd.,  for  the  period,  it  was 
stated  officially  Nov.  16,  discloses  earn- 
ings of  a  very  satisfactory  character  and 
well  up  to  the  1919  level,  which  consti- 
tuted a  record  in  the  transportation  con- 
solidation's historj'-  Net  earnings  in 
1 9 19  were  $4,.580.272,  the  company's  fis- 
cal year  ending  Dec.  31;  those  for  1920, 
liasiiifT  the  estimate  for  November  and 
December  on  booked  contracts  and  pres- 
1  nt  prospects,  will  reach  approximately 
?4,400,000,  or  well  up  to  the  level  of  a 
year  ago. 

The  net  profit  for  1919  was  $2,236,679, 
after  all  deductions  for  fixed  charges, 
depreciation,  taxes,  etc.;  that  for  this 
year,  barring  unforseen  developments, 
will  closely  approximate  the  1919  result, 
according  to  the  statements  of  officials 
of  the  company.  .After  allowing  for  di- 
vidends on  the  $12,.500,000  preferred 
stock  outstanding,  necessitating  the  pay- 
ment of  $87.5,000  onnually,  the  1920  net 
profit,  therefore,  represents  earnings  of 
approximately  12..")'">  on  the  junior  se- 
curities. 

October,  officials  stated,  produced  the 
best  results  in  the  way  of  earnings  for 
any  corresponding  period  in  the  com- 
pany's history;  the  weather  conditions 
prevailing  on  the  Great  Lakes  were  such 
as  to  allow  the  steamships  operated 
there  to  make  quick  returns  for  cargoes, 
thus  greatly  facilitating  the  handling  of 
business  offering.  The  volume  of  freight 
available  at  lake  ports,  it  was  stated,  is 
the  most  substantial  for  several  seasons 
past  and  earnings  prospects  between  now 
and  the  close  of  navigation  were  stated 
to  be  of  the  most  satisfactor>'  nature. 

Ocean  business,  on  the  other  hand, 
showed  a  shrinkage  from  the  level  of 
last  year,  but  inland  troffic  neutralized 
the  decline  in  this  respect,  it  wos  said. 
The  tourist  and  other  passenger  receipts 
for  the  1920  season,  which  is  now  prac- 
tically closed,  was  the  heaviest  on  rec- 
ord.—Montreal  Gazette,  Nov.  17. 


December,  1920 


679 


Canadian   Government  Merchant  Marine  Ltd.,   Shipbuilding,  Operation,  Etc. 


Contracts  Signed. — We  are  officially 
advised  that  contract  59,  between  the 
Marine  Department  and  the  Nova  Scotia 
Steel  &  Coal  Co.,  for  the  construction 
of  the  s.s.  Canadian  Sapper;  builder's 
yard  no.  8;  approximately  2,800  d.w.  tons, 
was  signed  Oct.  26.  AlthouKh  there 
was  considerable  delay  in  the  signing  of 
this  contract,  the  keel  was  laid  May  4, 
1920,  and  the  hull  launched  Nov.  9. 

Passenger  Accomodation. — The  steel 
cargo  steamships,  Canadian  Fisher  and 
Canadian  Forester;  Marine  Department 
contracts  15  and  16;  builder's  yard  nos. 
7  and  8;  each  approximately  5,100  d.w. 
tons;  which  are  being  built  for  Canadian 
Government  Merchant  Marine,  by  Tide- 
water Shipbuilders  Ltd.,  are  being  fitted 
with  accommodation  for  28  passengers 
each,  to  supply  the  service  between  Can- 
ada, the  Bahamas,  Jamaica  and   British 


passengers. 

Refrigeration  .\ccommodation.  —  The 
no.  4  'tween  decks  in  13  of  the  steel  car- 
go steamships  to  form  part  of  the  Cana- 
dian Government-  Merchant  Marine  fleet 
are  being  fitted  up  as  cold  chambers  with 
refrigerating  machinery  of  20,000  cu.  ft. 
capacity.  The  ships,  some  of  which  have 
been  finished,  the  others  being  under 
construction  and  the  names  of  the  build- 
ers are  as  follows: — Canadian  Exporter, 
Canadian  Inventor,  Canadian  Prospec- 
to,  J.  Coughlan  &  Sons;  Canadian  Vic- 
tor, Canadian  Conqueror,  Canadian  Com- 
mander, Canadian  Leader,  Canadian 
Vickers  Ltd.;  Canadian  Highlander,  Can- 
adian Skirmisher,  Wallace  Shipyards 
Ltd.;  Canadian  Traveller,  Canadian  Win- 
ner, Harbour  Marine  Co.;  Canadian  Crui- 
ser, Canadian  Constructor,  Halifax  Ship- 
yards Ltd. 


rine  Department  contract  45;  builder's 
yard  no.  5;  approximately  4,575  d.w. 
tons.  This  ship  was  built  by  the  British 
American  Shipbuilding  Co.,  Welland, 
Ont.,  and  cut  in  two  for  taking  through 
the  canals  to  Montreal,  where  the  sec- 
tions were  joined  together  at  Canadian 
Vickers  Ltd.  plant.  She  sailed  Nov.  13, 
for  Chicoutimi,  Que.,  to  load  a  full  cargo 
of  pulp  wood  for  Rouen,  France. 

Nov.  17,  s.s.  Canadian  Rover;  Marine 
Department  contract  57;  builder's  yard 
no.  67;  approximately  3,890  d.w.  tons; 
Collingwood  Shipbuilding  Co.,  Colling- 
wood,  Ont.  She  sailed  from  Collingwood 
Nov.  18,  for  Erie,  Pa.,  to  load  coal  for 
Montreal,  and  will  sail  from  Montreal 
for  Glasgow,  Scotland. 

The  s.s.  Canadian  Recruit,  which  went 
ashore  at  Vache  Point,  in  the  St.  Law- 
rence River,  in  Dec.  1919,  and  which  was 


Steel  Cargo  Steamship,  Canadii 


atrl>    4,33U   d.' 


vernmcnt  Merchant  Ma 


Ltd.,  by  Port  Arthur  Shipbuildins 


Honduras,  provided  for  in  the  Canada- 
West  Indies  trade  agreement,  entered 
into  at  Ottawa  in  .July  between  the  Do- 
minion Government  and  the  colonies  men- 
tioned, which  calls  for  a  fortnightly  ser- 
vice. The  accommodation  will  consist 
on  the  upper  deck  of  a  dining  room  44 '2 
X  20  ft.;  and  on  the  bridge  deck  of  a 
lounge  36 Vi  x  14  ft.;  smoking  room, 
17'/2  X  8V2  ft.;  two  suite  rooms,  each  10 
X  8  ft.;  and  11  staterooms,  each  6 '2  x 
8  ft.  The  suite  rooms  will  each  accom- 
modate two  persons  if  necessary,  being 
designed  to  be  either  intercommunicat- 
ing or  separate.  When  intercommuni- 
cating the  bathroom  will  open  directly 
to  the  suite  room,  or  when  the  rooms 
are  used  separately  the  bath  room  will 
open  to  each  suite  room  from  the  corri- 
dor, or  the  forward  suite  I'oom  could  be 
used  separately  and  the  after  suite  room 
in  conjunction  with  the  bathroom.  Each 
of  the  staterooms  will  accommodate  two 


Launchings  of  Steam.ships. — Since  Can- 
adian Railway  and  Marine  World  for 
November  was  issued,  we  have  been  ad- 
vised of  the  following  launchings  of  steel 
cargo  steamships  for  Canadian  Govern- 
ment Merchant  Marine: — 

Nov.  9,  s.s.  Canadian  Sapper;  Marine 
Department  contract  59;  builder's  yard 
no.  8;  approximately  2,800  d.w.  tons; 
Nova  Scotia  Steel  &  Coal  Co.,  New  Glas- 
gow, N.S. 

Nov.  20,  s.s.  Canadian  Harvester;  Ma- 
rine Department  contract  61;  builder's 
yard  no.  45;  approximately  3,890  d.w. 
tons;  Port  Arthur  Shipbuilding  Co.,  Port 
Arthur,  Ont. 

Deliveries  of  Steamships. — In  addition 
to  the  steamships  mentioned  in  Canadian 
Railway  and  Marine  World  previously, 
the  following  have  been  delivered  to  Can- 
adian Government  Merchant  Marine  for 
operation:  — 

Nov.   12,   s.s.  Canadian   Squatter;   Ma- 


rcleased  in  the  spring  of  1929,  having 
suffered  considerable  damage,  has  been 
thoroughly  overhauled  and  repaired  by 
Fraser  Brace  Shipyards  Ltd.,  Montreal, 
was  handed  over  to  Canadian  Govern- 
ment Merchant  Marine  Ltd.  Nov.  20,  for 
operation,  and  will  take  a  general  cargo 
to  St.  .John's.  Nfld.  The  work  done  in- 
cludes complete  overhaul,  and  renewal 
where  necessary.  Practically  the  whole 
of  the  bottom  plating,  floors,  etc.,  and  a 
considerable  portion  of  the  side  plating 
was  replaced,  and  new  deck  winches, 
derricks  and  gear  were  supplied.  The 
accommodation  for  passengers,  oflicers 
and  crew  was  all  practically  renewed.  A 
complete  new  cast  steel  stern  post  and 
rudder  were  fitted,  and  the  main  engines, 
boilers,  propellers,  shafting  and  auxil- 
iaries were  thoroughly  overhauled.  The 
approximate  cost  of  the  repairs  is  $300,- 
000. 

British     American     Shipbuilding     Co., 


mo 


CANADIAN  KAIl.WAV  AND  MAKINK  WORLD 


December.  1920 


Wi-ll«n<l.  Ont,— Thf  ii.ii.  ('miailiiin  S<|u«l- 
ti  r  Miirii^i'  III  Kill  itni'iit  I'lintrart  4'i; 
1-,  Miimtrly  4.r>7S 

fl  ■  •   hy  thin  runi- 

jm-  .■    Ill    two   til   KO 

tl  :innii<      til      Mnntrral,    WAK 

ji  :   nt  Cnnadinn  Vickcru  I.td. 

pUi.,  .  .1  til  Cnnailinn  GovomnuTit 

Sli-n-hnnt  Marim-,  No%".  12,  and  naili-d 
Nov.  n  fur  Chicoulimi,  Que.,  to  load  a 
full  >-iin:<'  <if  pulp  womi  for  Rouen, 
Franco. 

4'nlllnewnod  ShipbuildinK  Co.,  Collin^- 
u.  T)n'   sfi'fl   cnr(ro   .ttrnmship 

(  :,  i;  Murine  Department  con- 

tr..  •  r's  yard  n<i.  t>7;  approxi- 

nini'  1;.  .'-.'i'  'i  w.  tons;  for  Cnnndian  (lov- 
ernnu-nt  Merchant  Marine,  \va."<  delivered 
to  Canadian  Government  Merchant  .Ma- 
rine Ltd.,  Nov.  17,  and  sailed  Nov.  1«  for 
Erie.  I'a.,  to  load  coal  for  .Montreal.  She 
will  sail  from  Montreal  for  ClasKow, 
Scotland. 

Dominion  ShipbuildinR  &  Repair  Co., 
Toronto,  when  it  assipned  on  July  -tl, 
had  under  construction  for  Canadian  Gov- 
ernment Merchant  Marine,  two  steel  cnr- 
jTO  steamships,  Cnnadinn  Pathfinder  and 
Canadian  Engineer,  each  approximately 
3,500  d.w.  tons.  They  were  both  in  frame 
awaitinc  shell  plates  before  further  erec- 
tion of  the  hulls  could  be  proceeded  with. 
As  stated  in  Canadian  Railway  and  Ma- 
rine World  for  October,  the  interim  liqui- 
dator. Osier  Wade,  intimated  to  the  Ma- 
rine Department  his  willinpnes.s  to  co- 
operate, so  that  the  loss  sustained  by  the 
Government  mipht  be  reduced  to  the 
minimum,  either  by  the  liquidator  con- 
tinuing; the  work  on  a  cost  plus  basis,  or 
by  permittinK  the  Government  to  pro- 
ceed itself.  The  liquidator  advised  us 
Oct.  1.3  thai  ti.e  court  had  made  an  order 
directinfr  him  to  deliver  the  hulls,  en- 
pines,  etc.,  to  the  Dominion  Government, 
and  that  bills  of  sale  had  been  executed, 
but  that  he  had  not  had  any  advice  as  to 
when  the  Government  proposed  to  com- 
mence operations  for  tne  completion  of 
the  ships,  and  at  the  time  of  writinf: 
there  has  been  no  change  in  the  situa- 
tion. On  Nov.  10  a  Toronto  daily  paper 
stated  that  the  Marine  Department  had 
requested  Henry  Hope  &  Sons,  Canada, 
Ltd.,  manufacturers  of  steel  casements, 
etc., Peterboroujrh,  Ont.,  to  complete  them, 
but  we  were  officially  informed  a  few- 
days  later  that  this  was  incorrect.  On 
Nov.  16,  the  Mayor  of  Toronto  tele- 
graphed the  Minister  of  Marine,  urKinp 
the  completion  of  the  ships,  and  the 
Minister  replied  that  the  matter  was 
actively  cnsraKinc  his  department's  at- 
tention and  that  he  expected  to  complete 
arrangements  shortly  to  carry  on  the 
work. 

The  Toronto  Board  of  Control  re- 
ceived a  deputation  representing  the 
discuss  the  probable  completion  of  two 
steel  cargo  steamships,  under  construc- 
tion for  Canadian  Government  Merchant 
Marine  Ltd.,  and  which,  it  was  claim- 
ed, were  only  nbout  35' r  com- 
pleted. The  deputation  stated  that 
during  1918  the  companv  sold  six  ships 
at  a  profit  of  $2,289,000.  It  was  also 
stated  that  during  1919  the  Dominion 
Government  paid  $18.")  a  ton  to  the  com- 
pany for  a  ship,  the  cost  being  $105  a 
ton,  while  shipbuilding  costs  in  1920  de- 
creased to  $15G  a  ton,  the  Dominion  Gov- 
ernment price  remaining  as  in  1919. 
These  statements  drew  the  remark  from 
a  member  of  the  ISoard  of  Control,  that 
it  "looks  like  profiteering  even  on  ships." 

As  far  as  the  profiteering  charge  is 
concerned,  the  statement  issued  by  Osier 
Wade,  F.C.A.,  interim  liquidator  of  the 
company,  as  published  in  Canadian  Rail- 


way and  Marine  World  for  October, 
nhown  that  the  net  lo»s  on  the  laat  hull 
laid  down  in  the  yard  wbb  $.'100,  to  which 
had  to  U-  nildid  pennltieK  of  $72,000. 
making  a  toUl  loiiii  of  $72,:)00.  In  UMS. 
labor  cost  $49  and  materials  $7(1  a  ton; 
m  1919,  labor  cost  $49  nnd  materials 
$ll)i  a  ton;  and  in  1920,  labor  cost  $•>! 
and  material.H  $95  a  ton.  Although  the 
company  may  have  sold  six  iiteamships  in 
191H,  these  ships  were  not  all  built  in 
that  year,  and  it  is  understood  that  they 
were  built  on  shop  account,  with  the 
prospect  of  selling  them  on  completion. 
The  statement  that  there  was  a  profit 
of  $2,289,000  on  the  six  ships,  must  be 
taken  with  reserve.  The  deputation  is 
also  reported  to  have  stated  that  the 
Dominion  Government  in  1919  paid  $185 
a  ton  for  a  ship,  the  cost  being  $l)i5  a 
ton.  The  only  ships  which  the  Dominion 
Government  ordered  from  the  company 
are  the  two  at  present  there,  uncomplet- 
ed, and  for  which  the  contract  price  is 
$180  a  d.w.  ton,  and  on  these,  the  interim 
liquidator  estimated  that  if  they  were 
completed,  there  would  be  a  profit  for  the 
company  of  $182,000,  representing  the 
d inference  between  the  amounts  received 
for  work  done,  and  the  charges  for  work 
done  to  July  31. 

Halifax  Shipyards  Ltd..  Halifax,  N.S., 
expects  to  launch  the  steel  cargo  steam- 
ship Canadian  Explorer;  Marine  Depart- 
ment contract  22;  builder's  yard  no.  2; 
approximately  8,390  d.w.  tons;  for  Cana- 
dian Government  Merchant  Marine,  be- 
tween Dec.  15  and  18. 

The  steel  cargo  steamship  Canadian 
Marine;  Marine  Department  contract  21; 
builder's  yard  no.  1;  approximately  8,390 
d.w.  tons;  built  for  Canadian  Govern- 
ment Merchant  Marine  by  Halifax  Ship- 
vards  Ltd.,  underwent  her  trial  trips 
Nov.  22. 

Midland  Shipbuilding  Co.,  Midland, 
Ont.,  which  laid  the  keel  of  the  steel 
cargo  steamship  Canadian  Logger;  Ma- 
rine Department  contract  54;  builder's 
yard  no.  10;  approximately  3,890  d.w. 
tons,  for  Canadian  Government  Merchant 
Marine  on  June  9,  advises  us  that  she 
will  not  be  launched  until  next  spring. 

Nova  Scotia  Steel  &  Coal  Co.,  New 
Glasgow,  N.S.,  launched  the  steel  cargo 
steamship  Canadian  Sapper;  Marine  De- 
partment contract  59;  builder's  yard  no. 
8;  approximately  2,800  d.w.  tons;  for 
Canadian  Government  Merchant  Marine, 
Nov.  9,  the  christening  being  performed 
by  Mrs.  G.  D.  MacDougall,  wife  of  the 
company's  General  Superintendent.  The 
ship  is  expected  to  be  completed  nbout 
Dec.  12.  She  is  the  same  in  every  par- 
ticular as  the  Canadian  Miner  and  Cana- 
dian Sealer,  built  previously  by  the  com- 
pany for  Canadian  Government  Merchant 
chant  Marine,  except  that  she  has  twin 
(leeks  on  forward  hold. 

Port  Arthur  Shipbuilding  Co.,  Port 
Arthur,  Ont.,  launched  the  steel  cargo 
steamship  Canadian  Harvester;  Marine 
Department  contract  61;  builder's  yard 
'no.  45;  approximately  3,890  d.w.  tons; 
for  Canndinn  Government  Merchant  Ma- 
rine, Nov.  20.  the  christening  being  per- 
formed by  Mrs.  Keefer,  wife  of  F.  H. 
Keefer,  -M.P.  for  Port  Arthur  and  Kenora. 

Prince  Rupert  Drydock  &  Engineering 
Co.  —  See  under  "Prince  Rupert  Drydock 
&  Engineering  Co.  Suspends  Operations," 
on  another  page  of  this  issue. 

Tidewater  .Shipbuilders  Ltd.,  Three 
Rivers,  Que. — The  steel  cargo  steamships 
Canadian  Fisher  and  Canadian  Forester; 
Marine  Department  contracts  15  and  16; 
builder's  yard  nos.  7  and  8;  approxi- 
jiiately  5.100  d.w.  tons  each,  which  were 


launched  Aug.  14  and  Sept.  20,  retpec- 
tively,  have  been  completed,  with  the  ex- 
ception of  the  interior  fittings  for  the 
passenger  accommodation,  and  the  fur- 
nishings, which,  we  are  advised,  are  to 
lie  put  in  at  Halifax,  N.S.  The  Canadian 
Fisher  left  Three  Rivers  Nov.  13  under 
tier  own  steam,  for  Halifax,  and  we  were 
advised  on  that  date  that  it  was  expected 
to  similarly  dispatch  the  Canadian  For- 
ester about  a  fortnight  later.  It  was 
considered  advisable  to  have  the  interior 
fittings  of  the  passenger  accommodation 
installed  at  Halifax,  rather  than  take 
chances  of  the  ships  freezing  in,  as  there 
are  so  many  delays  in  getting  the  neces- 
.sary  materials,  both  as  regards  the  var- 
ious manufacturers  and  transportation  in 
general.  The  plans  of  both  these  ships 
were  changed  while  they  were  being 
built,  so  as  to  provide  accommodation 
for  28  passengers.  On  completion,  they 
will  be  placed  on  the  West  Indian  r6ute. 
Wallace  Shipbuilding  &  Drydock  Co^ 
North  Vancouver,  B.C.,  which  launched 
the  steel  cargo  steamship  Canadian 
Highlander;  Marine  Department  contract 
55;  builder's  yard  no.  103;  approximate- 
ly 8,390  d.w.  tons;  for  Canadian  Govern- 
ment Merchant  Marine,  on  Oct.  14,  ex- 
pects  to  deliver  her  early   in   December. 


Vancouver  Drydock  Contract  Let. 


A  contract  was  signed  Oct.  27,  between 
the  Dominion  Government  and  J.  Cough- 
Ian  &  Sons  Ltd.,  for  the  construction  of 
a  second  class  drydock  at  Vancouver.  B. 
C,  under  the  terms  of  the  Dry  Docks 
Subsidies  Act,  by  which  the  Government 
will  pay  a  subsidy  of  ili'^'t  for  35  years 
on  the  cost  of  the  drydock,  which,  for 
the  purpose  of  subsidy  calculation,  has 
been   placed  at  $2,500,000. 

The  plans  and  specifications,  as  ori- 
ginally drawn  up,  snowed  a  clear  width 
of  the  dock  entrance  of  100  ft.,  and  have 
been  amended  to  provide  for  a  clear 
width  of  dock  entrance  of  110  ft.,  and 
all  the  figures  in  the  original  plans  and 
specifications  affected  by  this  change 
have  been  increased  by  10  ft.  The  cais- 
son gate  is  to  be  redesigned  to  agree  with 
the  amended  entrance  width.  Order  in 
council  413,  of  Feb.  21,  dealing  with  the 
matter  was  given  in  full  in  Canadian 
Railway  and  Marine  World  for  March, 
page  156,  the  increased  dimensions  be- 
ing provided  for  therein,  the  amended 
figures  concerning  only  the  original  plans 
and  specifications,  which  are  annexed  to 
the    contract. 

The  dimensions  of  the  drydock  are  to 
be  as  follows: — 

Lcnirth    from   caisson   stop  to  head  wall 72.i  ft. 

Li-nath  fnim  back  of  sin  to  hrail  wall 700  ft- 

Clrar    wiilth    of    entrance    at    bottom 110  ft. 

Wi.Uh    of    entrance   at    top... 116    ft    2'..  in. 

Ilipth    over  sill    at   extreme    hish    water....S2.23  ft. 
llepth  over  sill  at   higher  water   le<]ui\-alent 

to   hiyh   water  ordinary   sprinff   tidel SO  ft. 


As.sistant  Pilots  for  Winter  Naviga- 
tion.— The  Montreal  United  Pilots  .\sso- 
ciation  has  requested  the  Marine  Depart- 
ment to  order  that  from  Nov.  20  to  the 
close  of  St.  Lawrence  navigation,  all 
ships  navigating  between  Quebec  and 
.Montreal,  shall  carry  an  assistant  pilot. 
The  request  states  that  at  that  time  the 
weather  is  such  as  to  bear  very  hardly 
on  a  pilot  who  is  on  duty  for  the  whole 
distance  between  the  ports  named.  It 
also  states  that,  in  former  years,  the 
season  closed  somewhat  earlier,  but  it 
hos  been  lengthened  by  the  use  of  addi- 
tional aids  to  navigation.  It  was  an- 
nounced Nov.  24  that  the  Marine  Depart- 
ment had   refu.sed   the   request. 


December,  1920 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


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CANADIAN  RAILWAY  AND  MAUINK  WORLD 


December.  1920 


U  r«Tk  of  (irand  Trunk  I'acifir  Coast  Slcamship  ("o.'s  s.s.  Prinri' 

Kll|HTt. 


Great  Lakes  Levels. 


Thp 

illuntnit 

.  A     ..1    1), 

on*   on    thin    paK<'    kHow 

•  "  •    I'rinri'  KiifHTl  fnun 

.w.     Sin-  loft  Sw»n- 

h  in  nhout  42*;  milox 

r 

'  k   on   thf   I'lint 
nboiit   4   niilcH 

,     i iistninintc  surh 

ilniimirt 

Ciut    .1 

thAt    h 
On  lire 

)iii.M     1    ami    '1    werr    both 

nunt  of  nut  lu'inK  alilo  to 

plnrc    for    bi-nchinK    the 

built  rotinil  the  nhip.  DurlnK  thp  rnrlitT 
piirt  of  Novcnil>vr,  the  whip  wim  reported 
1(1  Im'  in  on  upright  pomtion,  anil  »ix 
ilivcrs  wort-  ciriliini:  rolon  in  the  hull  pre- 
parntory  to  fixini;  bolts  to  bv  utilizol  in 
the  lifting  operationo. 

The  cnc|uiry  into  the  raKualty  oprnt-fl 
nt  VuncouviT,  Nov.  15,  before  ('apt.  J.  D. 
Mnrpheriton,  Wreck  CommisHionrr  for 
Hriti.sh  Columbia,  assisted  by  Capt.s.  G. 
Uriilire,  Esqtiininlt,  nnri  Cnpt.  .lohn   I'.'irk. 


The.  U.S.  Ijike  Sun-ey  rcpfirts  the 
monthly  mean  xtaKex  of  the  Great  Ijikefi, 
for  October,  in  feet  nl>ove  mean  iiea  level, 
ns  follown:  — .Superior,  602.08;  Michifcan 
nnil  Huron,  T,m.hU;  .St.  flair,  675.14;  Erie. 
.'i72.0.S:  Ontario,  24r..2<J. 

Lake  .Superior  wan  0.1.1  ft.  lower  than 
September,  0.27  ft.  hiirher  than  o  year 
a>fo.  O.O.'i  ft.  above  averajce  iitaire  of  Oc- 
tober of  the  last  10  yearn,  Oi<«  ft.  below 
the  hik'h  .sUKe  of  Oct.  1869,  and  1.10  ft. 
above  the  low  stafre  of  Oct.  1879. 


Wrrrk    al    (;rand    Trunk    I'aririr   ('ami    Sir 
phiitournphii   loanrd  by  C.  J.   Ilnntini;*.   M.D.,  > 


Hhip,  the  captain  decided  to  return  to 
Swannon  Bay,  and  was  able  to  beach  the 
.ship  nt  the  mouth  of  a  creek  nt  the  ent- 
rance to  the  bny.  Aa  the  tide  continued 
to  rise,  nfter  portion.s  of  the  ship,  in- 
cluding; the  boiler  and  enk'ine  .spaces,  be- 
came flooded,  and  she  unnk  rapidly,  with 
a  lixt  of  about  60  deg.  to  starboard,  her 
.stern  beinvr  in  about  70  ft.  of  water. 

Snlvnite  operations  \vire  undertaken 
immediately  by  the  Pacil'u-  SalvBRc  To., 
under  the  direction  of  Capt.  W.  H.  Lo- 
Knn  of  the  London  Salv8k'e  .A«.sociation. 
To  aid  in  the  work,  a  cofTeidnm  hn.s  been 


maa.ster  of  the  s.s.  City  of  Victoria.  At 
the  time  of  writinK  (Nov.  2.'U  the  Judjr- 
nient  had  not  been  received,  but  a  Van- 
couver press  <hspatch  states  that  thi  eii- 
(|uiry  wns  concluded  Nov.  IS,  it  beinj: 
held  that  the  primary  cause  of  the  cns- 
ualty  was  that  the  helm  whs  put  to  port 
instead  of  to  starboard,  and  that  the 
ship  was  considerably  out  of  her  course 
at  the  time.  It  is  also  stated  thnt  the 
certificate  of  the  master,  Capt.  Duncan 
Mackenzie,  was  suspended  for  four 
months,  and  that  of  the  first  officer,  Capt. 
R.    Mackenrie.   for  three   months. 


who   »•«..   one   of   th.    p;i»nnwri. 

ft.  lower  than  September,  0.10  ft.  lower 
than  a  year  afro,  0.08  ft.  above  averafre 
statre  of  October  of  the  last  10  years. 
2..;!t  ft.  below  the  hitrh  staKC  of  Oct.  1S7G. 
and  0.'.'.")  ft.  above  the  low  statre  of  Oct. 
i;ill.  Durinir  the  last  10  years  the  Oc- 
tober level  has  avernKod  0.2  ft.  lower 
than  the  September  level,  and  0.02  ft. 
hi^'her   than   the   November  level. 

Lake  Kric  is  0.:!4  ft.  lower  than  Sep- 
tember, 0.42  ft.  lower  than  a  year  ago. 
0.10  ft.  below  averape  statre  of  October 
of  the  last  10  years,  1.6.^  ft.  below  the 
hieh    stajre    of    Oct.    188.1.    and    12,^    ft. 


December,  1920 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


683 


above  the  low  stage  of  Oct.  1895.  Dur- 
ing the  last  10  years  the  October  level 
has  averaged  0.3  ft.  lower  than  the  Sep- 
tember level,  and  0.3  ft.  higher  than  the 
November  level. 

Lake  Ontario  is  0.18  ft.  lower  than 
September,  1.06  ft.  lower  than  a  year 
ago,  0.52  ft.  below  average  stage  of  Oc- 
tober of  the  last  10  years,  2.52  ft.  below 
the  high  stage  of  Oct.  1861,  and  1.62  ft. 
above  the  low  stage  of  Oct.  1895.  Dur- 
ing the  last  10  years  the  October  level 
have  averaged  0.4  ft.  lower  than  the  Sep- 
tember level,  and  0.2  ft.  higher  than  the 
November  level. 


Canal  Traffic  Statistics. 


Following  is  a  summary  of  the  canal 
statistics  for  September,  compiled  by 
the  Dominion  Bureau  of  Statistics' 
Transportation   Division: — 

Sault  Ste.  Marie  Canal. — There  was 
considerable  increase  in  the  traffic 
through  the  Canadian  and  U.S.  locks, 
despite  the  strike  of  the  seamen  on  the 
Canadian  lines  on  Sept.  16.  There  was 
an  increase  over  Sept.  1^19  of  1,545,674 
tons,  but  a  decrease  from  Aug.  1920  of 
677,031  tons,  the  big  increases  being  in 
wheat,  iron  ore,  and  soft  coal.  Soft  coal 
fell  behind  August  by  492,840  tons,  and 
this  season  is  behind  1919  by  889,072 
tons.  Hard  coal  is  also  behind  by  77,223 
tons,  and  wheat  by  15,563,017  bushels, 
while  the  iron  ore  is  ahead  of  last  year 
by  4,909,504  tons.  The  total  traffic  for 
the  season  is  55,194,179  tons,  against 
52,887,710  in   1919. 

Welland  Canal. — There  was  an  in- 
crease in  traffic  over  Sept.  1919  of  53,- 
849  tons,  but  a  decrease  from  Aug.  1920 
of  34,396  tons,  and  the  total  for  the  sea- 
son is  42,077  tons  behind  1919,  being  1,- 
693,717  tons,  against  1,735,794  last  year. 
The  big  increases  for  the  season  are 
barley  88,442  tons,  wheat  83,066  tons, 
oils  53,331  tons,  while  soft  coal  is  208,- 
088  tons  over  last  season. 

St.  Lawrence  Canal. — Traffic  for  Sep- 
tember was  10,936  tons  over  Sept.  1919, 
but  108,977  tons  under  Aug.  1920,  and 
for  the  season  42,113  tons  under  1919. 
There  was  a  decrease  of  1,273,630  bush, 
of  wheat  from  Sept.  1919,  and  an  in- 
crease of  86,178  tons  of  soft  coal.  The 
total  cargoes  were  422,486,  against  411,- 
550  for  Sept.  1919.  The  totals  for  the 
season  are  2,237,426,  against  2,279,539 
for  1919.  The  soft  coal  shipments  are 
199,203,   against   237,956   in   1919. 

The  Trent,  Rideau  and  St.  Peters  Ca- 
nals show  decreases,  while  the  Ottawa, 
Chambly,  Murray  and  St.  Andrews  Ca- 
nals show  increases.  All  these  canals 
show  increase  for  the  season,  with  the 
exception  of  St.  Peters. 


The    North    American    Steamship    Co. 

Ltd.,  which  was  incorporated  under  the 
Dominion  Companies  Act,  with  $750,000 
authorized  capital,  and  office  at  Toronto, 
was  formed  to  acquire  and  operate  the 
s.s.  North  American  out  of  New  York. 
This  ship  was  built  by  Canadian  Allis- 
Chalmers,  Bridgeburg,  Ont..  and  is  screw 
driven  by  engine  of  146'2  h.p.  Her  di- 
mensions are, — length  251  ft.,  breadth 
43.6  ft.,  depth  20.5  ft.,  tonnage  2,280 
gross,  1,315  net.  She  is  of  the  same  type 
of  steel  steamship  as  was  adopted  by  the 
Imperial  Munitions  Board  for  3,500  d.w. 
tons,  and  of  which  Canadian  AUis- 
Chalmers  built  two  for  the  British  Gov- 
ernment. The  s.s.  South  American  was 
built  by  the  same  builders  for  the  South 
American  Steamship  Co.,  controlled  by 
the  American  Metal  Transport  Co. 


Royal  Mail  Steam  Packet  Co.'s 
Canada-West  Indies  Service. 

As  stated  in  Canadian  Railway  and 
Marine  World  for  November,  the  Royal 
Mail  Steam  Packet  Co.  applied  to  the 
Trade  and  Commerce  Department  for  au- 
thority to  increase  its  rates  between  Can- 
adian and  West  Indian  ports  by  25'''r,on 
account  of  the  high  prices  of  coal,  wages, 
etc.,  and  the  Minister  of  Trade  and  Com- 
merce has  advised  us  that,  after  consult- 
ing the  Halifax,  N.S.,  and  St.  .lohn,  N.B., 
boards  of  trade,  he  has  authorized  the 
increase.  The  clause  in  the  company's 
contract  with  the  Dominion  Government, 
under  which  the  rates  are  controlled,  is 
as  follows: — 

"The  contractors  shall,  at  least  three 
weeks  prior  to  the  first  sailing  under  this 
contract,  furnish  the  Minister  with  a 
schedule  of  the  freight  rates  proposed  to 
be  charged  between  the  different  ports 
on  both  north  and  south  bound  trips, 
which  schedule  shall  at  all  times  be  sub- 
ject to  the  approval  of  the  Minister,  and 
after  being  approved  by  him  shall  not 
be  changed  except  with  his  consent;  and 
the  Minister  may  at  any  time,  if  he 
deem  it  advisable,  fix  the  maximum  rates 
to  be  charged  on  any  article  or  class  of 
goods;  and  the  contractors  shall  carry 
between  the  ports  hereinbefore  named  on 
all  voyages  of  the  said  steamships  em- 
ployed under  the  terms  of  the  contract, 
all  passengers  or  freight  that  may  be 
offered,  or  that  can  reasonably  be  pro- 
cured, at  rates  which  shall  not  be  in 
excess  of  such  maximum  rates  as  fixed 
by  the  Minister,  should  he  deem  it  ad- 
visable to  so  fix  such  maximum  rates, 
and  in  no  case  shall  any  discrimination 
be  made  as  regards  rates,  or  otherwise, 
directly  or  indirectly  against  Canadian 
merchants  or  shippers,  who  shall  always 
have  precedence  for  their  freight  and 
goods  over  all  other  merchants  and  ship- 
pers; and  it  is  agreed  and  understood 
that  the  freight  rates  on  south  bound 
trips,  sailing  from  Halifax  or  St.  John, 
as  hereinbefore  provided,  on  through 
bills  of  lading  from  any  places  in  On- 
tario and  Quebec,  or  from  any  Canadian 
points  farther  west,  shall  in  no  case  be 
greater  than  from  the  same  place  via 
any  United  States  routes  or  ports;  and 
on  north  bound  trips  the  rates  from  any 
port  in  the  British  West  Indies  to  any 
place  in  Ontario  or  Quebec  or  other  Can- 
adian points  farther  west,  shall  be  as 
favorable  as  via  any  United  States  route 
or  port,  to  the  same  place;  and  it  is  fur- 
ther understood  and  agreed  that  the  said 


steamers  shall  not  carry  between  the 
ports  hereinbefore  stipulated,  on  any  voy- 
age run  under  the  terms  of  this  contract, 
either  deals  or  lumber  or  timber  to  a 
greater  extent  than  50'y  of  the  total 
quantity  of  the  cargo  carried  on  such 
voyage,  and  such  quantity  only  in  case 
other  Canadian  products  are  not  offering 
or  cannot  be  obtained.  Provided,  how- 
ever, that  in  the  event  of  other  cargo  not 
being  obtainable,  satisfactory  evidence 
of  that  fact  being  furnished  to  the  Min- 
ister, then  the  contractors  shall  be  al- 
lowed to  make  up  the  balance  of  the 
cargo  with  deals,  boards  or  timber." 

The  four  steamships  which  the  R.M. 
S.P.  Co.  has  in  the  Canada-West  Indies 
service  are  as  follows,  the  figures  show- 
ing gross  tonnage: — Caraquet,  4,889; 
Chaleur,  4,746;  Chignecto,  4,744;  Chau- 
diere,  4,019.  They  sail  fortnightly  from 
St.  John  and  Halifax  to  Bermuda,  St. 
Kitts,  Antigua,  Montserrat,  Dominca,  St. 
Lucia,  Barbados,  St.  Vincent,  Grenada, 
Trinidad  and  Demerara. 


Magdalen     Islands    Shipping.   —   The 

Magdalen  Islands  are  situated  in  the 
center  of  the  Gulf  of  St.  Lawrence,  about 
50  miles  from  East  Point,  Prince  Ed- 
ward Island,  and  the  same  distance  from 
Cape  Breton.  The  Trade  and  Commerce 
Department's  Weekly  Bulletin  states  that 
the  small  fleet  of  10  schooners,  with  an 
average  tonnage  of  about  65  tons  each, 
which  belong  to  the  islands,  have  all  they 
can  do  to  carry  from  the  islands  the 
bulk  herring  and  cod  fish,  and  bring  back 
the  fuel  and  building  materials  needed; 
in  fact,  during  the  last  few  years,  owing 
to  irregular  service  by  the  mail  steam- 
ship, these  schooners  have  been  obliged 
to  carry  a  part  of  the  goods  which  the 
steamship  might  have  brought,  and  in 
consequence  there  has  been  a  scarcity  of 
fuel  during  the  winter,  especially  in  1919- 
20,  as,  although  the  people  of  the  islands 
chartered  what  outside  schooners  they 
could  get,  very  few  are  willing  to  make 
trips  to  the  island  owing  to  the  shoal 
water  and  the  absence  of  harbors  around 
the    islands. 

Ormes  Steamship  Co.  Ltd.  has  been 
incorporated  under  the  Dominion  Com- 
panies Act,  with  $1,000,000  authorized 
capital,  and  office  at  Montreal,  to  carry 
on  business  as  ship  owners,  shippers, 
steamship  agents,  etc.,  and  to  own  and 
operate  ships  of  every  description  for 
passenger  and  freight  service,  salvage 
and  towing,  etc.,  and  to  undertake  the 
laying  of  submarine  telegraphs  in  any 
part  of  the  world. 


Sault  Ste.  Marie  Canals  Traffic 


The  followin?  commerce  passed  throunh  the  Sault  Ste.  Marie 

Lumber    Eastbound  M.  ft.   M.   B. 

Flour    "  Barrels 

Wheat    "  Bushels 

Grain,  other  than  wheat "  Bushels 

Copper    ".  Short  tons 

Iron    Ore    "  Short  tons 

PiK   Iron    "  Short  tons 

Stone     "  Short  tons 

General    Merchandise    "  Short  tons 

Passengers    "        ,  Number 

Coal,    soft    ..~ - Westbound  Short  tons 

Coal,    hard    -  "  Short  tons 

Iron  Ore  ~ "  Short  tons 

Manufactured  Iron  and  Steel..          "  Short  tons 

Salt    "  Short  tons 

Oil    "  Short  tons 

Stone    "  Short  tons 

General  Merchandise  « "  Short  tons 

Passengers    "  Number 

Sanunar7  „,      , 

Vessel     Passaecs    "•■  'j"'"'""" 

RcBistcre'l    Tonnage    ~...- -  S**'      . 

FreiKht— Eastbound     Short  tons 

Westbound    ~ Short  tons 

ToUl   Freight   Short  tons 


.ffic. 

inals  during 

October,  1920: 

Canadian 

Canal 

U.S.  Canal 

Total 

1,114 

24,060 

25,174 

447,940 

695.051 

1,142.991 

S.269.479 

25,201,217 

28,470,696 

2.038,481 

5,164.830 

7,198.311 

66 

6.633 

6.699 

40.768 

8,616,055 

8,656,828 

250 

.5.2.'>0 

14.932 

20.182 

3.52 

3,256 

3.608 

431 

18 

449 

27,969 

2.465.938 

2,493.907 

376.388 

376,388 

27.664 

27.664 

1.447 

5,658 

7.105 

1.812 

16.243 

18,055 

45,849 

45,849 

95,876 

95.876 

30,630 

28.184 

58.814 

373 

2 

875 

452 

2.293 

2.745 

6.58.407 

8,872.397 

9,030.804 

287.702 

9,638.939 

9.876.641 

61.858 

3.061.800 

3,123.658 

299,.560 

12,700,739 

13,000,299 

Decembor,  1920 


UwniTh    Kightii  in  i'artially  Built  Siiips,  I  ndcr  Uuildcrs'  Liquidatiun  Proceedings. 


Il:      ,  .,11  ...  ti,,l       \llltl      II,.-      ll.iuidAtion     of 

I  •  I  .  Thrc-o 

I;  \  hrrr     in 

I  :.iinii    (favc 

i>.Tiiir  (  nurt  lit  Mont- 
1  '.ivor     of     Im    Socicte 

N  ^'Mrivillcn,  Franco, 

of  n  partially 
t  ..f  t;..",()0  cross 

'.  ^Mi  lii|ui(lator  of 
.:  y,  and  onlpri-d  that 
:  over  to  thi'  owninjf 
r  lis  it  stands,  toKPther 
T  lal  nn  hand  and  intrndcd 
anil  the  ship's  machinery 
UI..I.  1  .  ■i.^iniction,  hut  this  latfer  ma- 
tonal  IS  only  to  be  handed  over  on  pay- 
ment of  any  amount  due  thereon,  and 
rescrs-ed  the  liquidator's  riKht.s  with  re- 
gard to  any  additional  amounts  that  may 
become  due  under  the  contract,  less  such 
amounts  as  the  owners  have  to  expend 
for  completing  the  ship. 

TV. iiliact   for   the   construction   of 

t  .ntered  into  Mar.  12,  1919, 

\  .     Shipbuilding  Corporation, 

\\  i'el.,  and   the  carrying  out 

of  llii.-  Liiiitract  was  entrusted  to  "Three 
Rivers  Shipyards,  Ltd.,  which  the  judg- 
ment described  as  beinp  "treated,  re- 
garded, known  and  publicly  designated 
as  an  operating  division,  or  branch  of 
National  Shipbuilding  Corporation."  Af- 
ter the  payment  of  two  installments  of 
the  contract  price  to  the  builders,  a 
mortgage  was  executed  by  the  builders, 
Oct.  30.  1919.  under  the  provision  of  the 
Canada  Shipping  Act,  in  favor  of  the 
owners,  as  security  for  the  ship's  com- 
pletion. Building  operations  proceeded 
until  the  winding  up  order  was  made 
July  2.3,  1920,  when  four  installments  of 
the  contract  price  had  been  paid,  and 
nothing  further  was  due  until  the  ship 
had  been  launched,  and  as  the  liquidator 
declined  to  complete  and  deliver  the  ship, 
the.se  proceedings  was  commenced. 

The  liquidator  contested  the  claim  on 
the  ground  that  Three  Rivers  Shipyards, 
Ltd.  was  not  a  party  to  the  contract, 
that  it  never  received  any  installments 
of  the  contract  price,  the  four  install- 
ments paid  going  to  National  Shipbuild- 
ing Corporation,  that  it  did  a  large 
amount  of  work  for  which  it  had  not 
been  paid,  that  the  mortgage  mentioned 
was  invalid  for  want  of  necessary  for- 
malities, in  not  having  been  approved  or 
authorized  by  the  Minister  of  Marine, 
and  was  of  no  effect  as  far  as  it  pur- 
ported to  mortgage  any  materials  in- 
tended for  the  ship,  and  he  claimed  that 
to  hand  the  ship  over  to  the  owners 
would  prejudice  creditors'  claims  in  li- 
quidation. Molson's  Bank  also  opposed 
the  claim,  on  the  ground  that  the  ma- 
terials intended  for  the  ship,  and  not 
already  incorporated  in  the  hull,  had 
been  assigned  to  the  bank  as  security 
for  advances. 

The  judgment  declared  that  there  were 
two  main  questions  to  be  determined,  (1) 
did  the  mortgage  executed  by  Three 
Rivers  Shipyards,  Ltd.,  in  favor  of  the 
owners,  entitle  the  latter  to  the  posscs- 
.tion  of  the  ship  as  it  stood,  or  to  the 
ship  and  all  materials  intended  therefor, 
and  which  had  been  orderrd  or  were  on 
hand  in  the  shipyard;  anil  cJi  had  Mol- 
son's Bank  a  valiil  secured  •laini  on  the 
materials  on  hand  in  the  shipyards  which 
had  been  ordered  for,  or  were  suitable 
for,  the  completion  of  the  ship. 

The  owners  based  their  rlami  on  the 
mortgage  and  not  on  the  contract.  The 
contract   contained   no   provision   for  the 


iMts^ing  of  the  property  qntil  final  de- 
liviry  and  acceptance  of  the  ship,  and  the 
mortgage  was  executed,  not  by  National 
Shipbuilding  Corporation,  but  by  Three 
Rivers  Shipyards,  Ltd.  It  wo»  abund- 
antly clear  that,  for  all  practical  pur- 
poses, the  comitany  at  Three  Rivers  was 
an  operating  division  or  branch  of  the 
National  Shipbuilding  Corporation,  which 
was  apparently  the  mainspring  of  the 
inilustry  carried  on  at  Three  Rivers,  and 
it  existed  and  was  operated  on  the  credit 
borrowings  and  contracts  obtained  by 
National  Shipbuilding  Corporation.  The 
Three  Rivers  Shipyards,  Ltd.,  however, 
had  a  separate  corporate  existence,  and 
us  a  subsidiary  company  assumed  the 
contract  in  question.  The  mortgage  was 
in  terms  an  assumption  for  a  considera- 
tion of  National  Shipbuilding  Corpora- 
tion's obligations  under  the  contract, and 
the  execution  of  the  mortgage  was  itself 
a  fulfilment  and  one  of  the  obligations 
entered  into  by  the  corporation  in  this 
contract.  The  mortgage,  being  on  a  ship 
in  process  of  construction,  was  author- 
ized under  the  Canada  Shipping  Act. 
The  ship  had  not  been  registered  in  Can- 
ada as  a  British  ship,  in  fact  it  was  not 
a  British  ship,  but  was  being  built  for 
foreign  owners,  and  in  the  court's  opin- 
ion the  mortgage  did  not  require  the  Min- 
ister of  Marine's  approval  under  George 
V,  sees.  9  and  10,  chop.  42.  The  court  was 
also  of  opinion  that  the  mortgage,  being 
mainly  to  secure  the  completion  of  the 
ship,  was  not  executed  in  violation  of 
the  Dominion  Companies  Act,  and  it 
therefore  ruled  that  Three  Rivers  Ship- 
yards, Ltd.,  had  power  and  authority  to 
execute  it.  While  the  Canada  Shipping 
Act  authorizes  a  mortgage  on  a  ship 
about  to  be  built,  it  does  not  authorize 
a  mortgage  on  materials  provided  and 
intended  for  a  ship.  This  contract  was 
for  a  complete  ship,  not  for  a  ship,  and 
the  materials  intended  for  it,  and  the 
court's  opinion  was  that  the  principles 
laid  down  by  the  House  of  Lords  in  Seath 
vs.  Moore  (11  Appeal  Cases  350)  and 
Reid  vs.  MacBeth  (1904)  A.  C.  223,  73 
L.J.P.C.  57,  were  applicable  to  the  pres- 
ent case,  hence  its  conclusion  was  that 
the  mortgage  was  effective,  only  in  so 
far  as  the  ship  had  been  actually  built, 
and  did  not  cover  any  of  the  materials 
or  machinery  intended  for  the  ship,  but 
not  yet  incorporated  into  it. 

The  Canada  Shipping  Act  provides  in 
sec.  45  that  the  mortgagee  shall  be 
deemed  owner,  for  all  purposes  necessary 
for  making  the  ship  available  as  security 
for  the  mortgage,  which  in  this  case 
was  not  only  the  four  installments  paid, 
but  also  the  completion  and  delivery  of 
the  ship.  Unless  put  into  possession,  the 
owner  would  be  unable  to  exercise  the 
rights  given  to  it  by  the  mortgage,  to 
have  the  ship  completed  and  delivered 
in  accordance  with  the  contract.  The 
corporation,  by  its  contract,  undertook 
to  give  such  a  mortgage  on  both  the 
ship  and  the  materials  intended  for  it, 
but,  for  the  reasons  stated,  the  mort- 
gage could  not  be  held  to  apply  to  the 
materials.  The  owners  having  paid  all 
installments  due  to  date,  the  court  ruled 
that  the  mortgage  entitled  them  to  take 
possession  of  the  ship  as  it  stands.  How- 
ever, they  could  not  proceed  to  complete 
the  ship  without  the  materials,  and  as 
these  were  olready  assembled,  it  was  or- 
dered that  the  liquidator  should  transfer 
them  as  required,  on  payments  that  would 
1)0  adjusted  afterwards,  the  shipyard 
plant  at  the  .same  time  to  be  leased  on  a 


rental  of  |2.'>0  a  week.  In  regard  to  the 
cloim  of  .Molson's  Bank  regarding  stoel 
plates,  angles,  and  other  materials  at 
the  \M"i  "•  ■'■  >•  !'ive  assignments  by  Na- 
tionii  ■  Corporation  and  Three 

Rivei  Ltd.  to  the  bank,  un- 

der til.  i.,>.:r.  ...  i,  sec.  8H,  the  court  held 
that  when  these  assignments  were  taken 
by  the  bank,  both  National  .Shipbuilding 
Corporation  and  Three  Rivers  Shipyards, 
Ltd.  were  insolvent,  and  to  the  bank's 
knowledge.  Its  claim  was  therefor  dis- 
missed  with  costs. 

Molson's  Bank  has  entered  an  appeal 
against  the  judgment  dismissing  its 
claim. 

An  application  by  La  Societe  Naphthes 
Transports,  to  be  allowed  to  proceed  with 
the  completion  of  the  ship,  was  granted 
by  the  Court  of  Appeals,  Nov.  16,  on  the 
company  furnishing  a  bond  to  guarantee 
Molson's  Bank  payment  for  a  quantity  of 
steel  plates,  bars,  etc.,  required  for  the 
ship,  and  on  which  the  bank  claims  to 
have  a  privileg^,  which  is  the  subject  of 
appeal. 


Furness,  Withy  &  Co.'s  .Vnnual 
Report. 


Following  are  extracts  from  Furness, 
Withy  &  Co.,  Ltd.,  report  for  the  year 
ended  April  30,  1920:— 

The  profits,  including  the  balance 
brought  forward,  and  after  providing  for 
taxation,  were  £1,125,404  Is.  8d.  The 
usual  half  yearly  dividend  on  preference 
shares  and  an  interim  dividend  on  ordi- 
nary shares,  at  the  rate  of  5T<  per  an- 
num, free  of  income  tax,  for  the  six 
months  to  October  31,  1919,  were  paid 
Nov.  1,  1919,  leaving  an  available  bal- 
ance of  £999,154  Is.  8d.  Out  of  this  bal- 
ance the  directors  transferred  £500,000 
to  depreciation  account,  and  they  recom- 
mend the  payment  of  a  bonus  of  5"~'r 
free  of  income  tax,  on  ord;nar>-  shares 
for  the  past  twelve  months,  representing 
a  total  distribution  for  the  year  of  lOrV, 
free  of  income  tax.  The  appropriation 
of  the  available  balance  of  JK)99,154  Is. 
Sd.  will  therefore  be: — 

Transferred  to  deprecifttion  account  loOO.OOO  0  0 
ti     months'     dividend      on      preference 

shnrcs  at  5'~r  per  annum,  less  in- 
come  Ux.    May   1,    IMO    2S.250  0  0 

r>      months'      dividend      on      ordinary 

shnres.   at   S'^r   Per  annum,   free  of 

income    tax.    paid    May    1.    1920 100.000  0  0 

llonu5  of  5<;r   free  of  income  tax.  on 

onlinar>-    shares,    payable   Sept.    15. 

1920    200.000  0  0 

Balance  carried  forward  to  next  year's 

account     172.904  1  8 

f999.1&4   1  8 

Since  the  previous  annual  meeting,  J. 
E.  Furness,  of  Halifax,  N.S.,  retired 
from  the  board  to  the  regret  of  his  col- 
leagues, and  the  vacancy  was  filled  by 
the  appointment  of  Sir  Osbom  G.  Holm- 
den. 


Canadian   Lake  Protective  .\ssoriatjoii 

has  discontinued  the  issue  of  bulletins 
reporting  action  taken  upon  each  casual- 
ty report  filed  by  masters  of  ships.  Mas- 
ters are  now  notified  individually  with 
respect  to  their  particular  cases,  and  it 
i.;  believed  that  the  change  will  lead  to  a 
more  complete  disclosure  of  the  circum- 
stances connected  with  each  casualty, 
and  eoch  master  will  have  confidence  of 
careful  consideration,  ond,  if  necessary, 
re-consideration  of  his  case,  before  final 
action  is  taken. 


December,  1920 


685 


Prince  Rupert  Drydock  &  Engineering  Co.  Suspends  Operations. 


Prince  Rupert  and  Ottawa  press  dis- 
patches stated  early  in  November  that 
the  Prince  Rupert  Drydock  &  Engineer- 
ing Co.  had  suspended  operations,  beinjr 
in  arrears  for  wages,  and  that  some  800 
men  had  been  thrown  out  of  employment. 
Writs  were  issued  against  the  company, 
among  others  by  Canada  Metal  Co.  for 
$2,714.15,  and  by  Prince  Rupert  Coal  Co. 
for  $5,250,  and  it  was  reported  that  the 
company  owed  a  considerable  amount  to 
the  Grand  Trunk  Pacific  Ry.  for  freight, 
etc.  It  was  also  stated  that  the  Marine 
Department  had  telegraphed  that  efforts 
were  being  made  to  secure  the  guarantee 
company's  permission  to  settle  the  wages 
due  and  that  the  shipbuilding  company 
had  been  asked  to  state  their  amount. 
It  is  said  that  the  total  liabilities  will 
be  between  $350,000  and  $400,000. 

The  shipbuilding  plant  and  floating 
drydock  operated  by  the  company,  which 
wei-o  fully  described  and  illustrated  in 
Canadian  Railway  and  Marine  World  for 
Feb.,  1912,  were  built  by  the  Grand  Trunk 
Pacific  Development  Co.,  a  subsidiary  of 
the  Grand  Trunk  Pacific  Ry.  Co.,  of  which 
the  Minister  of  Railways  is  now  Re- 
ceiver, on  behalf  of  the  Dominion  Gov- 
ernment, and  which  is  now  under  Cana- 
dian National  Rys.  management.  They 
were  leased  to  the  John  L.  Mullen  Con- 
struction Co.,  Pittsburg,  Pa.,  in  Aug., 
1918,  and  the  Prince  Rupert  Dry  Dock 
&  Engineering  Co.  was  incorporated  Dec. 
23,  1918,  with  authorized  capital  of  $500,- 
000,  and  office  at  Prince  Rupert,  to  take 
over  the  lease  and  operate  the  property, 
by  building  steel  and  wooden  ships.  The 
provisional  directors  were:  Newman  Erb, 
W.  M.  Wadden  and  H.  Blanchard,  New- 
York ;  John  L.  Mullen,  Pittsburg,  Pa., 
and  A.  M.  Manson,  Prince  Rupert.  In 
Jan.,  1919,  an  order  in  council  was  pass- 
ed authorizing  the  placing  of  contracts 
with  the  company  for  the  building  of 
two  steel  cargo  steamships  of  approxi- 
mately 8,100  d.w.  tons  each,  for  Cana- 
dian Government  Merchant  Marine  Ltd., 
and  Marine  Department  contracts  42  and 
43  were  signed  Feb.  21, 1919,  for  building 
the  ships,  which  were  stated  later  to  be  ap- 
proximately 8.390  d.w.  tons  each,  at  $198 
a  d.w.  ton.  These  were  given  builder's 
yard  nos.  1  and  2,  were  designated  Cana- 
dian Reaper  and  Canadian  Thrasher  re- 
spectively, and  the  keels  were  laid  Sept. 
27  and  Oct.  20,  1919.  In  September  1920, 
the  company's  acting  General  Manager 
advised  Canadian  Railway  and  Marine 
World  that  the  s.s.  Canadian  Reaper 
■would  probably  be  launched  early  in  No- 
vember and  s.s.  Canadian  Thrasher  about 
a  month  later,  but  they  had  not  yet  been 
launched. 

On  the  organization  of  the  company, 
the  following  officers  were  elected: — 
Chairman  of  the  Board,  Newmian  Erb, 
New  York;  President,  John  L.  Mullen, 
Pittsburg,  Pa.;  Vice  President,  F.  F. 
Schellenberg,  Prince  Rupert,  B.C.;  Treas- 
urer, W.  M.  Wadden,  New  York;  Secre- 
tary, H.  Blanchard,  New  York;  Super- 
intendent of  Plant,  J.  H.  Pillsbury,  Prince 
Rupert,  B.C.;  and  the  Vice  President  and 
the  Superintendent  of  Plant  were  placed 
in  active  charge  of  shipbuilding.  To- 
wards the  end  of  1919  there  were  differ- 
ences among  the  directors,  and  litigation 
followed  to  determine  their  rights,  the 
Erb  interests  claiming  damages  from  the 
Mullen  interests,  alleging  fraudulent 
conspiracy  to  obtain  control  of  the  com- 
pany. The  result  was  that  the  Mullen 
interests  were  acquired  by  Newman  Erb 
for  $75,000.     In   the   early  part   of  this 


year,  Newman  Erb  was  reported  to  have 
stated  that  he  and  his  associates  had 
control  of  the  company's  stock,  through 
the  Empire  Ship  &  Dry  Dock  Corpora- 
tion, having  bought  the  Mullen  interests. 
He  claimed  that  the  company  had  spent 
$550,000  in  fixed  assets,  that  it  had  no 
floating  debt,  but  had  on  deposit  in  banks 
$180,000,  of  which  $1GO,000  was  a  trust 
fund  for  emergency  use  to  ensure  the 
completion  of  work  in  hand.  At  that 
time  he  reported  the  steamships  Cana- 
dian Reaper  and  Canadian  Thrasher  to 
be  about  GO'i  completed,  and  about  45"}; 
paid  for.  A  balance  sheet,  dated  Mar. 
31,  1920,  showed  assets  of  $2,835,596.77 
and  liabilities  of  $2,092,957.38,  and  a  bal- 
ance at  credit  of  profit  and  loss  of  $742,- 
639.39.  The  oflicers  of  the  company  are: 
Chairman  and  Managing  Director,  New- 
man Erb;  Treasurer,  W.  M.  Wadden; 
Secretary,  H.  Blanchard;  acting  Ger<eral 
Manager,  J.  H.  Pillsbury.  At  a  meetiUA' 
of  local  creditors  early  in  November,  it 
was  stated  that  Mr.  Erb  was  in  New 
York  with  the  intention  of  raising  fur- 
ther capital,  or  obtaining  some  assistance 
from  the  Dominion  Government,  in  both 
of  which  he  was  unsuccessful.  It  is  esti- 
mated that  the  liabilities  are  between 
$350,000  and  $400,000.  Arrangements 
are  reported  to  be  in  progress  for  the 
completion  of  the  two  ships  now  on  the 
ways,  it  being  estimated  that  it  will  re- 
quire about  $1,200,000  to  finish  both,  and 
that  the  amount  due  from  the  Govern- 
ment for  the  completed  contracts  will  be 
about  $1,000,000.  In  the  early  part  of 
this  year,  negotiations  were  reported  to 
have  been  undertaken  with  several  oil 
companies  in  New  York  and  Holland  for 
the  building  of  about  20  oil  tank  steam- 
ships for  approximately  $36,000,000,  and 
we  were  advised  that  the  settlement  of 
the  order  was  merely  a  question  of  ad- 
justment as  far  as  rate  of  exchange,  etc., 
was  concerned,  between  Canada  and  the 
U.S.  The  lack  of  construction  facilities 
at  Prince  Rupert  also  tended  to  hold 
back  the  order,  but  the  company  an- 
nounced that  in  the  event  of  securing  it, 
it  would  immediately  commence  building 
two  additional  ways  on  about  75  ft.  cen- 
ters, and  also  build  at  least  200  houses, 
with  accommodation  each,  for  a  man, 
wife  and  two  children,  so  that  it  might 
employ  approximately  500  men  in  carry- 
ing out  the  shipbuilding  programme.  The 
orders  for  the  oil  tank  steamships  did 
not  materialize  at  the  time  anticipated, 
and  we  were  advised  later  that  the  plac- 
ing of  them  depended  on  legislation  be- 
ing enacted,  authorizing  the  Dominion 
Government  to  assist  in  shipbuilding  by 
extending  credit  to  buyers.  The  act 
which  the  Dominion  Parliament  passed 
authorizing  a  certain  credit,  details  of 
which  have  already  been  given  in  Cana- 
dian Railway  and  Marine  World,  was 
not  considered  to  be  sufficiently  attrac- 
tive to  the  parties  concerned,  in.  view,  it 
was  stated,  of  the  U.S.  Shipping  Board's 
policy  of  extending  a  ten  year  credit  and 
otherwise  more  favorable  terms  to  pur- 
chasers of  cargo  ships  built  by  the  Board. 
A  suggestion  was  made  that  a  66  2/39^ 
credit  by  the  Dominion  Government 
would  be  sufficiently  attractive  to  give 
Canadian  shipyards  sufficient  orders  to 
keep  them  occupied  for  18  months  at 
least. 

Newman  Erb,  who  has  been  associated 
with  the  company  from  its  inception,  was 
born  in  Germany,  and  educated  at 
St.  Louis,  Mo.,  where  he  was  engaged 
in   law  practice  from    1872  to  1892.     In 


1SS5  and  1886,  he  was  General  Attorney 
for  Arkansas,  Tennessee  &  Missouri,  of 
the  Fort  Scott  &  Memphis  Rd.,  and  from 
1886  to  1898,  President,  Western  Tele- 
graph Co.,  now  owned  by  Western  Union 
Telegraph  Co.  He  is  President,  Ann 
Arbor  Rd.,  and  is  also  said  to  be  Presi- 
dent, British  Columbia  Copper  Co.,  Vice 
President,  New  Dominion  Copper  Co., 
and  an  officer  of  Canadian  Copper  Co., 
and  has  an  office  at  42  Broadway,  New 
York,  N.Y.  W.  M.  Wadden,  Treasurer 
and  a  director,  is  Erb's  Secretary,  and 
I.  M.  Dittenhoefer,  another  director,  is  a 
New  York  attorney. 

An  Ottawa  press  dispatch  of  Nov.  19, 
stated  that  the  London  Guarantee  &  Ac- 
cident Co.,  which  gave  a  bond  for  10% 
of  the  contract  price,  which  is  $1,661,220, 
for  each  ship,  had  failed  to  reply  to  tele- 
grams and  letters  from  the  Marine  De- 
partment asking  it  to  agree  to  the  De- 
partment advancing  sufficient  funds  to 
pay  wages,  and  that  without  this  consent 
no  advance  could  be  made.  The  dispatch 
also  stated  that  the  guarantee  bond  pro- 
vided that  in  the  event  of  failure  by  the 
contractors  to  complete  the  work  the 
guarantee  company  had  the  option  of 
doing  so. 

A  Vancouver  press  dispatch  of  Nov. 
15  states  that  Newman  Erb  has  made  an 
offer  to  creditors  to  pay  all  claims  of 
$100  and  under,  and  one  third  of  all  re- 
maining claims,  at  once,  another  third 
on  receipt  of  the  ninth  instalment  to  be 
paid  by  the  Government  on  account  of 
the  construction  of  the  two  ships  for  Can- 
adian Government  Merchant  Marine  Ltd., 
and  the  remaining  one  third  on  receipt 
of  the  tenth  instalment. 


Disposal  of  Steel  Plates  by  Marine 
Department. 


Ottawa  press  dispatch,  Nov.  19. — Cable 
advices  from  G.  H.  Flood,  Purchasing 
and  Contract  Agent,  Marine  Depart- 
ment, who  is  in  England  looking  into  the 
market  for  Canadian  steel  plates,  indi- 
cated that  Canada  will  be  able  to  dispose 
of  but  few  of  the  plates  in  Great  Britain. 
The  Dominion  Government  entered  into 
a  contract  with  the  Dominion  Iron  & 
Steel  Co.  to  take  a  portion  of  the  pro- 
duct of  the  Sydney  plant  and  dispose  of 
it.  Consequently,  the  Government  is 
now  trying  to  dispose  of  a  portion  of 
the  1921  output  of  the  plant,  but  Mr. 
Flood  states  that  German  and  Belgian 
competition  in  Great  Britain  is  now  an 
appreciable  factor,  and  that  Canada  will 
meet  with  strong  competition. 

While  the  Dominion  Government  is 
trying  to  dispose  of  steel  plates,  it  is 
stated  at  the  Marine  Department  that  a 
contract  for  2,500  tons  of  plates  for  use 
on  Hydro  electric  power  construction  at 
.Niagara  Falls  will  be  filled  in  the  United 
States.  The  situation,  therefore,  appears 
to  be  that,  while  the  Dominion  Govern- 
ment is  seeking  a  market,  plates  for  pro- 
vincial work  are  being  purchased  in  the 
U.S. 

Sale  of  Canadian  Naval  .Service  Ships. 

We  are  officially  advised  that  the  two 
submarines  which  were  purchased  by  the 
Government  in  the  early  stages  of  the 
war  for  service  on  the  Pacific  coast,  and 
H.M.C.S.  Niobe  have  been  sold  to  the 
New  Brunswick  Rolling  Mills,  St.  John, 
N.B.  The  understanding  is  that  the 
Niobe  is  to  be  dismantled  for  scrap  pur- 
poses. The  ships  Canada  and  Grilse  have 
not  yet  been  disposed  of. 


t\m 


December.  1920 


Mainly  About  Marine  People 


\1    :M.iUU    Alliin,    ■  i'u> 

'  niii!>)ii|i  »■"  '  'l- 

,     of    Ihr    »...  of 

Aimrirn. 

(,  M.  lloMworlh.  ChnirmAM,  CnniKlinn 
Oci'un  Scrv-icoK  Ltd.,  wnd  Mr». 
ith,  have  rotumcd  to  Monlrcnl, 
,  viiiit  to  Viritinin  Hot  SprinKH. 

M.ijor  I'.  J.  A.  Puff,  !<on  of  Thomas  A. 
hurT,  I'ifncrnI  ("oiiiisol  and  Assistant  to 
Cciurnl  Mnnnccr.  Croat  Ijikos  Transpor- 
tntit>n  Co.,  etc.,  was  married  at  Toronto, 
Nov.  H,  to  Miss  I,.  K.  Kmmctt. 

(;.  H.  Flood,  PurchasinK  and  Contract 
AK<'nt.  .Marino  and  Fisheries  Depart- 
Mi.nt.  loft  Ottawa,  early  in  November, 
for  Kngland,  on  official  business,  accom- 
(wnied  by  Mrs.  Flood.  Durinc  his  ab- 
sence his  duties  are  boinp  attended  to 
by  .1.  J.  Skclly.  Assistant  to  PurchasinK 
and  Contract  .^itont. 

R.  S.  Gourlay  has  been  reappointed 
one  of  the  Toronto  Harbor  Commission- 
ers, by  the  Dominion  Government,  for 
thri'o  vears  from  Oct.  22. 

James  H.  Hall,  formerly  President, 
Wostorian  Transportation  Co..  Ottawa, 
who  died  at  l/Orijrnal.  Ont..  Sept.  2.3, 
loft  an  esUto  valued  at  $7:i,271,  his  wife 
boinjr  appointed  sole  executor.  The  es- 
tate inclu<le<l  78  shares  in  Ottawa  Trans- 
portation Co.,  valued  at  $3,900.  109  shares 
in  P'orwarders  Ltd.,  Kintrston,  Ont.,  men- 
tioned as  of  no  value,  and  shares  in  the 
Montreal  Transportation  Co.,  valued  at 
$7,9.'!.'?,  due  on  afjreemcnt  with  Canada 
Steamship   Lines  Lt<i. 

H.  E.  A.  Hawken.  who  has  been  ap- 
pointed actinp  Deputy  Minister  of  Ma- 
rino and  Fisheries,  as  stated  in  Canadian 
Railway  and  Marine  World  for  Novem- 
ber, was  born  at  Ottawa,  Sept.  28,  1879, 
was  educated  in  public  and  hiKh  schools 
in  Ottawa,  and  was  for  some  time  em- 
ployed in  the  lumber  business  there  by 
the  W.  C.  Edwards  Co.  He  entered  the 
Dominion  Government's  sers'ice,  as  a 
junior  clerk,  Jan.  7,  1902,  receivinp  hU 
first  permanent  appointment  Feb.  3.  190.5. 
and  workinK  up  throuRh  the  different 
ffrades  of  the  service  until  he  was  ap- 
pointed Chief  Repistrar  of  Shipping.  April 
1.  1917.  On  April  1.  1920,  he  was  ap- 
appointed  Assistant  Deputy  Minister  of 
Marine,  and  on  Nov.  1,  1920,  acting  Dep- 
uty Minister. 

C.  Gardner  Johnson,  of  C.  Gardner 
Johnson  &  Co.,  ship  brokers  and  peneral 
Brents,  also  Lloyd's  apent  for  British 
Columbia,  and  C.P.R.  Co.'s  Marine  Not- 
ary, Vancouver,  has  left,  accompanied 
by  Mrs.  Johnson,  for  an  extended  trip. 
They  will  sail  from  New  York  for  Tan- 
gier, and  expect  to  visit  Italy  and 
France  en  route  to  England,  where  Mr. 
Johnson  will  visit  Lloyd's  and  attend  to 
other  business.  From  London  he  will 
probably  go  to  Stockholm,  and  sail  back, 
via  San  Francisco,  by  one  of  the  John- 
son Line  of  Stockholm  steamships,  for 
which  ho   is  agent. 

Alex.  Johnston,  who  resigned  his  posi- 
tion of  Deputy  Minister  of  Marine  and 
Fisheries  recently,  to  enter  the  British 
Empire  Steel  Corporation's  service,  ap- 
peared before  the  Dominion  Government's 
Tariff  Commission  at  Halifax.  Nov.  8, 
and  asked  that  the  Corporation's  Presi- 
dent. R.  M.  Wolvin.  be  allowed  to  submit 
the  corporation's  case  to  the  Commission 
at   Montreal. 

Walter  Lambert.  M.LN. A.,  naval  archi- 
tect, and  marine  surveyor.  Montreal,  has 
been  commissioned  by  pulp  and  paper 
liitiri'il')  nil  Iho  (Julf  (if  St.  l-awronce.  to 


niiiko  Mil  iiivo.«tigation  of  thoir  tin  hum  >.. 
to  ilotormino  the  bent  means  of  trans- 
|Mirtation  for  moving  pulpwcMid  from 
their   lands    to   thoir  mills. 

Major  A.  C.  Ix-wU,  formerly  Secre- 
tary, Toronto  Harbor  Commission,  and 
now  Secretary,  Cana<lian  Deep  Water- 
ways and  Power  Association,  who  was 
the  Conservative  candidate  at  the  by- 
election  for  the  representation  of  North- 
east Toronto  in  the  Ontario  I^egislature, 
on  Nov.  8,  was  elected,  polling  8,0:t.'> 
votes,  against  4,351  for  Major  W.  H. 
Kippen,  Liberal,  and  1,882  for  Jas.  Hig- 
gins,   soldier-labor. 

ThoB.  Long,  President,  Thos.  Long  & 
Co.,  general  merchants,  Collingwood,  at 
one  time  a  director  of  the  Northern  Navi- 
gation Co.  of  Ontario,  and  a  former  I're- 
sident  of  Collingwood  Shipbuilding  Co., 
who  died  at  his  house  in  Toronto,  Nov.  7, 
loft  an  estate  valued  at  ?l,.i2 1,900.43, 
apart  from  insurance  and  personal  trusts 
made  by  him  in  his  lifetime,  and  which 
do  not  form  part  of  the  estate. 

Capt.  C.  Lorway.  who  died  at  Sydney, 
N.S.,  Oct.  31,  aged  .")6,  was  at  different 
times  in  command  of  several  ships  sail- 
ing out  of  that  port,  but  retired  from 
seafaring  life  about  20  years  ago,  and 
had  since  held  a  position  in  the  Supreme 
Court  of  Nova  Scotia.  John  Lorway.  in 
Canadian  National  Rys.  service  in  Bri- 
tish Columbia,  is  a  brother. 

Capl.  E.  P.  McGannon.  mate  of  the 
Prescott  and  Ogdensburg  Kerry  Co.'s  s.s. 
Miss  Vandenberp,  died  at  Prescott,  Ont., 
Oct.  28. 

Lieut.-Col.  Geo.  I'.  Murphy.  C.M.G., 
President,  Ottawa  Transportation  Co., 
Ottawa,  has  been  elected  a  member  of 
the  Dominion  Marine  Association's  exec- 
utive committee,  in  place  of  E.  H.  Beaz- 
ley.  General  Manager,  Union  Steamship 
Co.  of  British  Columbia,  Ltd.,  Vancou- 
ver, who  was  killed  in  a  aeroplane  acci- 
dent at  Lulu  Island,  B.C.,  May  24. 

James  J.  Nelligan,  who  was  appointed 
Managing  Director,  Walford  Shipping 
Co.,  Montreal,  recently,  was  born  at 
Hamilton,  Ont.,  Jan.  20,  1876,  and  en- 
tered transportation  service  in  1892,  since 
when  he  has  been,  to  1904,  in  various 
positions,  G.T.R.,  at  Hamilton,  St.  Ca- 
tharines, Ingersoll,  Ont.,  and  Montreal; 
1904  to  1907,  Travelling  Freight  Agent, 
Northern  Navigation  Co.  of  Ontario, 
Montreal;  1907  to  Mar.  1904,  General 
Agent,  Canadian  Lake  Line,  Montreal; 
Mar.  1914  to  the  date  of  his  present  ap- 
pointments. Division  Freight  Agent,  Can- 
ada   Steamship   Lines,   Montreal. 

J.  W.  Norcross,  President  and  Manag- 
ing Director,  Canada  Steamship  Lines, 
returned  to  Canada  at  the  end  of  No- 
vember, after  a  business  trip  to  Great 
Britain.  He  is  reported  to  have  stated 
that  he  has  obtained  numerous  contracts, 
which  will  have  a  far  reaching  effect, 
not  only  for  his  company,  but  for  Canada. 

Sir  Frederick  Orr-Lewis,  President. 
Canadian  Vickers  Ltd..  and  Ijidy  Orr- 
Lewis  and  family,  left  Montreal,  Nov.  4, 
after  spending  some  months  in  Canada, 
to  sail  from  New  York,  for  England. 

Sir  Ernest  Manifold  Raeburn,  K.B.E., 
who  retired  recently  from  the  position  of 
ro|iresontativo  of  the  British  Ministry  of 
Shipping  in  New  York,  has  been  appoint- 
ed Gonoral  Manager  for  Scotland  for 
Canadian  Pacific  Ocean  Services,  Ltd., 
with  otVice  in  Glasgow.  He  is  a  son  of 
Sir  William  H.  Raeburn.  M.P..  and  is  at 


(III  -.  Hi  II  111.11I1..I  of  the  firm  of  Raeburn 
&  Verel.  Rhtpownem.  Glasgow.  He  n-rv- 
ed  the  Government  in  various  capacities 
during  the  war,  and  was  create<l  a  K.B. 
E.  for  his  iervices  in  America.  He  will 
assume  his  new  duties  Jan.  1. 

Thomas  Robb,  Manager,  Shipping  Fed- 
oration  of  Cunnda,  sailed  from  Now  York 
on  the  s.s.  Mauretania.  for  Great  Bri- 
tain. Oct.  28,  on  his  way  to  Geneva, 
Switzerland,  to  represent  Canadian  ship- 
ping interests  in  connection  with  tne 
League  of  Nations. 

Henry  U.  Smith,  President,  Colling- 
wood Shipbuilding  Co.,  Davie  Shipbuild- 
ing &  Repairing  Co.,  and  Halifax  Ship- 
yards Ltd.,  who  removed  from  Owen 
Sound  to  Toronto,  a  few  months  ago, 
was  entertained  at  dinner  by  the  Owen 
Sound  Board  of  Trade  and  City  Council, 
Nov.  7,  and  presented  with  an  illumi- 
nated address. 

A.  R.  Tibbitfi,  Inspector  of  Harbor 
Commissions,  is  acting  as  Assistant 
Deputy  Minister  of  Marine  and  Fisheries, 
at  Ottawa,  consequent  on  the  appoint- 
ment of  H.  E.  A.  Hawken,  Assistant  Dep- 
uty Minister,  as  acting  Deputy  Minister. 

J.  A.  Warner,  General  Manager,  Mer- 
sey Dock  &  Harbor  Board,  Liverpool, 
Eng.,  who  is  making  a  tour  of  Atlantic 
ports  in  Canada  and  the  U.S.,  inspected 
the  Quebec  harbor  and  the  Davie  Ship- 
building &  Repair  Co.'s  plant  at  Lauzon, 
Que.,  Nov.  10.  He  visited  Montreal  Nov. 
11  and  subsequently  left  for  New  York, 
whence  he  sailed  for  Liverpool. 

Senator  Lome  C.  Webster,  President, 
Webster  Steamship  Co.,  etc.,  and  Mrs. 
Webster,  have  returned  to  Montreal,  af- 
ter a  visit  to  Japan. 

R.  M.  Wolvin,  President,  Dominion 
Steel  Corporation,  etc.,  and  Mrs.  Wohin. 
will  leave  Montreal,  in  December,  for 
Europe. 


Navigation  on  Welland  Canal.  —  The 

Superintending  Engineer  of  the  Welland 
canal,  L.  D.  Hara,  has  issued  the  follow- 
ing notices  to  mariners: — Attention  is 
drawn  to  the  fact  that  Joseph  Battle,  in 
connection  with  his  contract  for  riprap- 
ping  the  banks  of  the  Lake  Erie  level, 
is  loading  scows  with  stone,  on  the  west- 
erly side  of  the  canal,  in  the  rock  cut 
between  Ramey's  Bend  and  Humber- 
stonc.  and  unloading  them  chiefly  be- 
tween Welland  and  Port  Robinson.  .\11 
vessels  |»assing  this  plant  must  do  so  at 
low  speed,  and  with  great  caution,  other- 
wise the  penalty  provided  in  i>ar.  19  of 
the  Canal  Rules  and  Regulations  will  be 
imposed.  Ships  should  not  attempt  to 
pass  each  othed  adjacent  to  the  plant  in 
the  rock  cut.  Considerable  damage  and 
inconvenience  has  already  occurred  to  the 
plant  on  account  of  the  excessive  speed 
at  which  ships  pass. 

Shoaling  in  Uke  St.  Clair.— The  U.S. 
Kngineor  Office  has  issued  a  notice  to 
ship  masters  advising  that  recent  sur- 
vey dcvelopes  shoaling  in  I^ke  St.  Clair, 
in  prolongation  of  the  center  dike,  St. 
Clair  Flats  Canal.  A  gas  buoy  has 
been  placed  to  mark  the  outer  end  of 
this  shoal  about  1,800  ft.  from  the  lower 
end  of  the  canals.  Ships  leaving  or  en- 
tering said  canals  will  find  greatest 
depth  by  proceeding  on  courses  along  the 
center  linos  of  upbound  and  downbound 
channels,  departing  from  or  entering, 
the  main  lake  channel,  below  said  gas 
buoy. 


December,  1920 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


687 


Atlantic  and  Pacific  Ocean. 


The  Canadian-Australian  Royal  Mail 
Line's  s.s.  Makura,  which  is  under  over- 
haul at  San  Francisco,  Cal.,  is  also  being 
converted  into  an  oil  burner.  It  is  ex- 
pected that  she  will  return  to  service  be- 
tween Victoria,  B.C.,  and  Sydney,  N.S.W., 
about  Dec.   1.5. 

An  ag-reenient  is  reported  to  have  been 
concluded  by  the  Dominion  Government 
with  Canadian  Pacific  Ocean  Services 
Ltd.  for  the  carriage  of  all  Canadian  mail 
to  the  Orient,  from  Vancouver  and  Vic- 
toria, at  a  fixed  price  per  pound.  It  is 
stated  that  the  terms  are  similar  to  those 
in  force  for  the  carriage  of  United  States 
mails   to   the   Orient. 

In  one  week  recently  the  Canadian  Pa- 
cific Ocean  Services  made  a  record  for 
the  St.  Lawrence  with  si.\  big  ocean  lin- 
ers, with  approximately  5,000  passen- 
gers, en  route  to  Canada  simultaneously. 
It  is  stated  that  no  other  company  has 
ever  had  this  number  of  liners  making 
the  westbound  trip  to  Canada  at  the  one 
time. 

The  White  Star  Line's  s.s.  Olympic, 
which  was  reconditioned  recently,  after 
her  war  service,  and  equipped  with  oil 
burning  apparatus,  has  made  a  record 
trip  between  New  York  and  Cherbourg, 
France.  She  sailed  from  New  York,  Nov. 
6,  and  arrived  at  Cherbourg,  Nov.  12, 
completing  the  voyage  in  5  days  13  hr. 
and  12  min.  at  an  average  speed  of  22.53 
knots  an  hour. 

Elder  Dempster  &  Co.'s  s.s.  Chama, 
which  grounded  on  Bollechasse  Island, 
during  October,  while  outbound  for  West 
and  South  African  ports,  was  released  at 
the  end  of  the  month  and  taken  to  Que- 
bec, where  she  discharged  cargo,  and 
subsequently  was  taken  to  Montreal, 
where  she  was  drydocked  for  repairs  by 
Canadian  Vickers  Ltd.  The  repairs  were 
expected  to  be  completed  by  the  end  of 
November. 

The  s.s.  Koenig  Friedrich  August, 
which  Canadian  Pacific  Ocean  Services 
Ltd.  has  purchased  from  the  British 
Government,  is  one  of  the  German  steam- 
ships which  came  into  the  hands  of  the 
allies  on  the  conclusion  of  the  war.  She 
was  operated  formerly  by  the  Hamburg- 
American  Line,  to  New  York.  She  was 
built  by  Blohm  &  Voss,  Hamburg,  Ger- 
many, in  1906,  and  is  of  9,462  tons  net. 
Her  dimensions  are, — length  47!5.7  ft., 
breadth  h^M  ft.,  depth  .S0.9  ft.  We  are 
officially  advised  that  she  will  probably 
be  renamed  Montreal,  but  that  it  had  not 
then  been  decided  on  what  route  she  was 
to  be  run. 


Maritime  Provinces  and  Newfound- 
land. 


The  French  s.s.  Poinsot,  bound  from 
Florida  to  France,  put  in  at  Halifax, 
N.S.,  Nov.  15,  for  minor  repairs  to  ma- 
chinery. 

Eastern  Steamship  Lines  withdrew  its 
s.s.  governor  Dingley  from  the  St.  John, 
N.B.-Boston  service,  Oct.  29,  for  the  win- 
ter, and  stated  that  it  expected  to  re- 
sume service  about  April,  1921. 

The  British  s.s.  Anglesea,  which  had 
been  in  the  Reid  Newfoundland  Co.'s 
dock  undergoing  repairs  to  her  bilge 
pumps,  etc.,  left  St.  John's.  Nfld.,  Nov. 
1,  on  her  return  voyage  to  Rotterdam. 

The  French  s.s.  Pro  Patria,  which  ran 
aground  at  the  entrance  to  False  Bay, 
Sydney,  N.S.,  Nov.  16,  was  released  on 
the  following  day  by   the  tug  Roebling. 


She  sustained  no  damage  and  proceeded 
on  her  voyage  to  St.  Pierre,  Miquelon. 

The  s.s.  Lady  Evelyn,  owned  by  the 
Gulf  of  St.  Lawrence  Shipping  &  Trad- 
ing Co.,  Quebec,  and  operating  between 
Nova  Scotia  and  Magdalen  Island  ports, 
was  attached  at  Pictou,  N.S.,  Nov.  5, 
on  a  claim  for  ?  12,000,  for  repairs  made 
to  the  ship  last  winter,  by  Pictou  Foun- 
dry  Co. 

Samuel  Harris  Ltd.  and  others,  owners 
of  the  s.s.  General  Currie,  her  cargo  and 
freight,  have  entered  action  in  the  New- 
foundland Admiralty  Court  at  St.  John's, 
Nfld.,  against  the  s.s.  Portia,  for  $15,000 
damage  sustained  in  a  collision  in  Mor- 
tier  Bay,  Nfld.,  June  29.  The  s.s.  Gen- 
eral Currie  was  built  during  this  year  by 
the  Dominion  Shipbuilding  Co.,  Toronto. 

The  St.  John  Dry  Dock  &  Shipbuild- 
ing Co.,  which  has  the  contract  for  the 
Courtenay  Bay  improvement  works  and 
a  dry  dock  at  St.  John  N.B.,  has  bought 
the  tug  Katherine  K.  from  the  Dominion 
Public  Works  Department.  She  was  built 
at  Montreal  in  1915,  and  is  screw  driven, 
by  engine  of  6  h.p.  Her  dimensions  are, 
length  58.4  ft.,  breadth  18.4  ft.,  depth 
5.9  ft.;  tonnage,  58  gross,  23  registered. 

The  Hudson's  Bay  Co.'s  s.s.  Nascopie 
arrived  at  St.  John's,  Nfld.,  towards  the 
end  of  October,  about  a  month  overdue, 
after  her  usual  trip  to  Fort  Churchill, 
and  various  trading  stations  in  Hudson 
Bay  and  Labrador.  After  taking  on  sup- 
plies at  St.  John's  she  proceeded  to  Lon- 
don, Eng.,  with  a  large  cargo  of  furs.  It 
is  stated  that  she  was  delayed  on  her 
voyage,  through  making  calls  at  certain 
ports  which  should  have  been  made  by 
the  company's  s.s.  Pelican,  but  which 
she  was  prevented  from  making  owing 
to  being  damaged  by  ice  in  Hudson  Strait. 

A.  R.  Dufresne,  Manager  and  Chief 
Engineer,  St.  John  Drydock  &  Shipbuild- 
ing Co.,  is  reported  to  have  stated  at  St. 
John,  N.B.,  Nov.  1,  that  the  excavation 
in  connection  with  the  drydock  will  be 
completed  during  January  and  it  is  an- 
ticipated to  have  the  drydock  ready 
within  the  contract  time,  also  that  he 
anticipated  that  the  breakwater  in  Cour- 
tenay Bay  would  be  completed  during 
January  and  that  good  progress  was  be- 
ing made  with  the  dredging.  The  soil 
taken  out  by  dredging  is  being  used  to 
reclaim  about  25  acres  of  land  on  which 
will   be   built  shops  for  the  drydock. 

Province  of  Quebec  Marine. 

The  Keystone  Transportation  Co.'s  s.s. 
Keywest  grounded  on  the  Chateauguay 
shoals  in  Lachine  Lake,  Oct.  31. 

The  Sincennes-McNaughton  Line's 
barge  Augustus,  which  sank  in  the  Sou- 
langes  canal,  Nov.  11,  was  raised  Nov. 
13.  There  was  little  delay  to  naviga- 
tion, only  the  larger  ships  being  affected, 
as  the  channel  iJvas  not  completely  block- 
ed. 

The  Imperial  Oil  Co.'s  s.s.  Chinampa, 
which  ran  aground,  about  .300  ft.  from 
the  company's  wharf  at  Montreal,  to- 
wards the  end  of  October,  was  released 
by  si,x  of  the  Sincennes-McNaughton 
Line's  tugs,  Oct.  28,  without  apparent 
damage,  owing  to  having  stuck  in  the 
soft  bottom. 

R.  A.  Wiallard,  agent.  Marine  Depart- 
ment, Montreal,  announced  Nov.  11.  that 
the  removal  of  gas  buoys  from  the  St. 
Lawrence  River  would  be  commenced  be- 
tween Nov.  20  and  25,  as  weather  per- 
mitted, and  the  gas  buoys  removed  would 
be  replaced  by  steel  buoys  until  the  ac- 


tual close  of  navigation. 

A  report  concerning  shipping  at  the 
port  of  Montreal,  to  the  end  of  October, 
shows  582  ship  arrivals  this  vear.  having 
a  tonnage  of  1,767,879,  against  641  ar- 
rivals with  a  tonnage  of  1,825,128,  for 
the  same  period  of  1919.  The  decrease  is 
said  to  be  chiefly  in  the  export  of  grain, 
the  passenger  trade  having  been  heavier 
than   in   1919. 

The  Kirkwood  Steamship  Co.,  Mont- 
real, which,  through  T.  M.  Kirkwood, 
Montreal,  bought  the  yacht  Spcedv  II. 
from  the  Government,  and  which  has  also 
bought  a  number  of  steam  trawlers  built 
in  Canada  during  the  war  for  the  British 
Government,  is  reported  as  likely  to  in- 
augurate a  river  steamboat  service  on 
the  reopening  of  navigation  in  the  spring. 

The  schooner  Mina  Nadeau,  which  was 
launched  at  Port  Daniel,  Que.,  Oct.  1, 
and  which,  owing  to  the  failure  of  the 
tide  to  rise  to  the  anticipated  height, 
stuck  in  the  sand,  has  been  floated  suc- 
cessfully, and  towed  to  the  breakwater. 
She  has  been  chartered  to  load  at  Port 
Daniel  for  Cuba.  She  is  of  327  tons,  and 
IS  owned  by  Nadeau  &  Tyer,  of  Port 
Daniel  and  Halifax. 

The  s.s.  Zephyr  P.,  owned  by  Caugh- 
nawaga  Transport  Co.,  Lachine,  Que., 
ha.s  been  re-registered  as  Sault  St.  Louis, 
owing  to  material  alterations,  having 
been  lengthened  5  ft.  She  was  built  at 
Sorel,  Que.,  in  1910,  and  rebuilt  there  in 
1920,  and  is  screw  driven  by  engine  of 
16'2  h.p.  Her  dimensions  are, — length 
98.3  ft.,  breadth  22.3  ft.,  depth  7  ft., 
tonnage  202  gross,  124  net. 


Ontario  and  the  Great  Lakes. 

The  Montreal  Transportation  Co.'s  s.s. 
Atikokan,  engaged  in  the  coal  trade,  ar- 
rived at  Halifax,  N.S.,  from  St.  John, 
N.B.,  Nov.  14,  for  repairs  to  one  of  her 
boilers. 

The  s.s.  Samuel  Marshall,  owned  in 
Montreal,  was  tied  up  at  lock  2  on  the 
Welland  Canal,  Nov.  8,  on  a  writ  of  the 
Admiralty  Court's  Ontario  Division  on 
a   claim   against   the   owners. 

Low  water  in  the  Detroit  River  in  the 
early  part  of  November  contributed  con- 
siderably to  delays  in  navigation.  "The 
chief  sufferers  were  ore  carriers  taking 
ore  to  U.S.  ports. 

Canadian  Steamship  Line's  s.s.  Stor- 
mount,  while  en  route  from  Port  .Arthur 
to  Montreal,  with  a  cargo  of  wheat,  ran 
aground  in  the  Rapide  du  Plat,  near  the 
upper  entrance  of  Morrisburg  Canal, 
Nov.  4. 

The  s.s.  John  B.  Ketchum  2nd,  owned 
by  the  George  Hall  Coal  Co.  of  Canada, 
Montreal,  which  grounded  on  a  shoal 
near  Morrisburg,  Ont.,  during  a  heavy 
fog,  towards  the  end  of  October,  was 
released  after  a  few  days. 

Two  steamships,  Juvigny  and  Chippe- 
wa, each  2,305  gross  tons,  built  by  the 
Detroit  Shipbuilding  Co.  at  Wyandotte, 
Mich.,  left  the  yards  for  the  coast,  via 
the  Welland  Canal  and  the  St.  Lawrence 
River,  during  November.  They  are  own- 
ed by  Independent  Steamship  Co.,  Wyan- 
dotte, Alich. 

It  is  announced  that  the  assets  of  the 
Rideau  Steamboat  Co.  Ltd.,  Ottawa,  are 
to  be  sold.  The  company  owns  the  s.s. 
Wanakewan,  which  was  built  at  King- 
ston in  1910.  She  is  screw  driven  by 
engine  of  8  h.p.,  and  her  dimensions  are, 
length  70.2  ft.,  breadth  15.4  ft.,  depth 
5.2  ft.;   tonnage.   68  gross,  44  net. 

The  s.s.  Maplegrove,  formerly  Chero- 


G»» 


CANAUiAX  RAIIAVAY  AND  MARINK  WORLD 


December,  1920 


•hip 


,nnl. 

■  ■.: If.! 

1  lifc-n  rc'inovril  from 
'iT.  Thf  wnvk  i,«  re- 
'  t'D  Htitd  at  J.  K.  So- 
<»nt. 

'  •,    ownwl    by    Landbo 

,    Snntin.    Ont.,    and 

Ijiki'  Huron.  Auk.  1. 

m.vimI  front   the  t'ann- 

Mu-    was    built    at   West 

.  h..  in  ISitO.  rebuilt  in  1904. 

'  nt    larice    repairs    in    1914. 

■  inerly    named    Nynnza    and 

i;tn  and  Cornelius,  Erie.  Pa. 

'        lion    Public   Works    Depart- 

nuii!  Ill  lived  tenders  to  Nov.  2.'J  for  the 

purchase  of  the  steam  tuir.  Sir  John  and 

dredite  120  (Sir  Robert!,  as  they  are  no 

lonirer  required  by  the  ileparlment.    The 

tUK  Sir  John  v\'as  built  nt  Sorel,  Que.,  in 

1902,  and  is  screw  driven  by  engine  of  8 

h.p.      Her   dimensions    are, — lenRth    81.2 

ft.,  breadth  17.:!  ft.,  depth  8  ft.,  tonnafte 

94  ;rross,  41  net. 

The  S.S.  Compton,  owned  by  the  George 
Hall  Coal  Co.  of  Canada  Ltd.,  Montreal, 
was  libelled  at  OgdensburR',  N.Y.,  for 
$2.">.000,  at  the  instance  of  the  U.S.  own- 
ers of  the  s.s.  Lakewood,  for  damages 
su.-^tainod  when  the  s.s.  Compton  carried 
away  the  gates  when  emerging  from  the 
Cornwall  canal  recently.  It  is  claimed 
that  the  s.s.  Lakewood  was  struck  by 
one  of  the  gates,  causing  her  to  sink. 

The  steam  tug  Eleanor,  owned  in  Port 
Palhousic,  was  considerably  damaged  by 
fire  at  St.  Catharine".  Nov.  7.  She  was 
engaged  on  the  repair  of  the  pier  there, 
and  it  was  .said  that  fires  were  left  burn- 
ing on  board  when  she  was  tied  up  at 
night.  The  upper  works  were  completely 
destroyed.  She  was  built  at  Port  Mait- 
land,  Ont.,  in  189.5,  and  was  screw  driven 
by  engine  of  12  h.p.  Her  dimensions 
are,— length  .56  ft.,  breadth  12  ft.,  depth 
5.8  ft.,  tonnage  26  gross,  18  net. 

J.  E.  Russel,  harbor  contractor,  Toron- 
to, has  bought  the  wreck  of  the  s.s.  T.  P. 
Phelan  from  the  underwriters,  and  has 
commenced   salving   the   ship.     The   s.s. 


T.  I'.  Phi'Inn  wan  owned  formerly  by  Can- 
ada .Stcanii<hip  Linca,  wnii  wrecked  on 
Ihr  lro(|iioiM  shoal,  in  the  River  .St.  Ijiw- 
ri'nce,  near  Hrockville,  Aug.  19,  and  wan 
later  abandoned  to  the  underwril^Ts.  She 
was  built  at  Three  Riverx,  Que.,  in  1918, 
and  was  screw  driven  by  engine  of  66 
h.p.  Her  dimensions  arc,— length  241  ft., 
breadth  41  ft.,  depth  14.4  ft.,  tonnage 
1,:120  gross,   769  net. 

The  Circuit  Court,  at  Port  Huron, 
Mich.,  has  decided  that  the  Reid  Wreck- 
ing Co.,  Sarnia,  Ont.,  is  entitled  to  re- 
tain $.5,000  paid  to  it  by  C.  Kurz,  Phila- 
delphia, Pa.,  for  a  90  day  option  on  the 
s.s.  John  Sharpies.  The  prospective  pur- 
chaser claimed  that  the  ref|uirements  of 
an  ocean  going  steamship  were  not  ful- 
fdled  in  the  John  Sharpies,  and  he  did 
not  become  aware  of  this  until  after  the 
payment  had  been  made.  The  contract 
price  was  $90,000,  and  the  judge  held 
that  the  financial  loss  sustained  by  the 
owners  in  not  having  the  sale  go  through, 
warranted  them  in  retaining  the  amount 
paid. 

The  s.s.  Keystomi,  owned  formerly  by 
Keystone  Transportation  Co.,  Montreal, 
and  which  was  wrecked  in  Chippewa  Bay, 
St.  Lawrence  River,  in  1912,  will,  it  is 
reported,  be  raised  shortly.  The  ship 
was  abandoned  to  the  underwriters,  and 
the  wreck  is  reported  to  have  passed  to 
the  Great  Lakes  Transportation  Co., 
Midland.  It  is  stated  that  a  contract  is 
being  arranged  with  J.  E.  Russell,  har- 
bor contractor,  Toronto,  for  salving  the 
ship,  which  will  be  undertaken  chiefly 
by  the  use  of  steel  pontoons.  For  sev- 
eral years,  continuous  attempts  have 
been  made  to  raise  this  ship,  which  is 
lying  on  her  side  in  130  ft.  of  water,  and 
it  is  said  to  be  the  deepest  salvage  job 
ever  attempted  in   Canada. 

The  s.s.  Huron,  which  was  bought  re- 
cently by  A.  E.  Mathews,  Toronto,  from 
Mutual  Transit  Co.,  Buffalo,  N.Y.,  has 
been  transferred  to  the  Canadian  regis- 
ter and  renamed  Huronton.  She  was 
built  at  Lorain,  Ohio,  in  1898,  and  is  of 
the  awning  deck  type,  with  steel  hull 
built  on  the  channel  system,  with  double 
bottom  for  water  tight  ballast,  3  water- 


tight and  2  non  watertiKbt  bulkheads, 
steel  boiler  house,  electric  lighting, 
hatches  spaced  24  ft.  centers.  Her  di- 
nicnHions  ore, — length  b.p.  2.'J8  ft., 
breadth  moulded  42  ft.,  depth  moulded 
26 ';i  ft.,  tonnage  1,94.5  gross,  1,309  net. 
She  is  equipped  with  triple  expansion 
engines,  with  cylinders  18 '-a,  31  and  51 
in.  diar.,  by  36  in.  stroke,  900  i.h.p.,  at 
90  r.p.ni.,  supplied  with  steam  under 
forcecl  draft  by  a  Scotch  boiler  14 ',-4  ft. 
diar.  by  11'^  ft.  long  at  170  lbs. 

The  Columbia  Steamship  Co.'s  sj. 
Francis  Widlar  ran  aground  on  Pancake 
shoals,  near  Whitcfish  Bay,  Lake  Su- 
perior, Nov.  13,  during  a  heavy  storm, 
and  is  believed  to  be  a  total  loss,  the 
crew  being  rescued  with  considerable 
difTiculty.  The  ship  was  built  at  Cleve- 
land, Ohio,  in  1904,  and  has  a  steel  hull 
on  the  channel  system,  with  steel  tank 
top  where  no  wood  ceilings  arc  fitted,  3 
watertight  and  2  non  watertight  com- 
partments, steam  pump  wells,  etc.  Her 
dimensions  are, — length  b.p.  416  ft., 
breadth  moulded  50  ft.,  depth  moulded 
28  ft.,  tonnage  4,682  gross,  3,368  net. 
She  is  equipped  with  triple  expansion 
engines,  having  cylinders  22,  .35  and  58 
in.  diar.  by  40  in.  stroke,  1,460  i.h.p.,  at 
S5  r.p.m.,  supplied  with  steam  under  in- 
duced draft  by  two  Scotch  boilers,  each 
13  ft.  2  in.  diar.  by  IP-i  ft.  long  at  170 
lb. 

Quebec  Admiralty  Court,  on  Nov.  11, 
dismissed  the  claim  of  C.  A.  Finnegan, 
Buffalo,  N.Y.,  for  $76,997.62,  as  balance 
due  on  a  mortgage  executed  in  Buffalo, 
Nov.  19,  1918,  and  payable  in  U.S.  funds 
at  Buffalo,  July  1,  1919,  with  interest  at 
6Cr,  on  the  s.s.  North  West  (now  Maple- 
court,  registered  in  Canada  under  the 
name  of  the  Davie  Shipbuilding  &  Re- 
pair Co.,  Lauzon,  Que.).  In  dismissing 
the  claim,  it  was  pointed  out  that  the 
mortgage  was  registered  according  to 
New  York  State  law  and  regulations,  and 
at  the  time  of  instituting  the  proceed- 
ings, the  ship  was  not  under  arrest  or 
seizure,  and  the  Canadian  court  had  no 
jurisdiction.  Leave  was  given  to  amend 
the  claim,  and  it  was  then  alleged  that 
C.  A.  Barnard,  K.C.,  Montreal,  had  agreed 
to  place  the  ship  on  the  Canadian  regis- 


Ships  Registered  in  Canada  During  August,  1920. 


Jn  conpilinK  the  followlnc  U«U  of  vnuU  r«Ut«ro<I.  steamboats  and  motor  boat*,  operated  bj  enginea  of  Ic 
arc  aailimt  ahip*  of  Icaa  than  100  ton*  rcciiter. 

STEAM. 


than  10  n.h.p..  are  eliminated.  a<  alae 


Port  of  ReslitrT 


150241   Alice  L.  Smith Halifax,     N.S. 

unto  CanadUn  Ottrr' .Montreal    

141S>4  Canadian  Runner* "  

14I7U  Canadian  Victor* "  .    ... 

»S»S2  Guide „       "  

141743  Labrador Quebec,    Qne. 


Where  and  when  built 


OH 


..Montreal,    Que. 

..Welland.    Ont.    1920  319.8  43.9  22.7  8097  1887 

..Port  Arthur.  Ont  1920  320.0  43.8  22.B  S091  1812 

..Montreal   1920  400.0  A2.4  28.6  5464  3340 

..Dumbarton.  Scotland  1891  114.3  21.0  11.4  1S6  82 

..Lauton,  Que 1918  I2.n.0  23.4  13.6  317  174 


M 

24  Sc. 
188  Se. 
198  Sc. 
266  Sc. 

24  Sc. 

61  Sc. 


141839  Lehiirh Montreal 


..Wyandotte.  Mich.  .  .. 

Levli,    Que 

..Sorel,    Que 

..Bridseburs.   Ont.  .   .. 


1880  247.9  3!>.6  15.3  1506  888     183  Sc 

1920 

1917  84.0  19.2  10.0  98  M      24  Sc. 

1920  261.0  48.«  20.5  2280  1816 14(V&  Se. 


Owncn  or  managine  own 


A.    Smith,    nartmouth.    N.S. 

Minister  of  Marine,  Ottawa. 

Minister  of  Marine.   OtUwa. 

Minister  of  Marine,   OtUwa. 

J.   E.   Bcmier.   Lauion.   Quo. 

Gulf  of  St.  Lawrence  Shippinff  ft 
Tradins   Co..    Montreal. 

Georve  Hall  Coal  Co.  of  Canada. 
Ltd..    MohtroAl. 

A.    Smith.    Dartmouth,    N.S. 

North  American  Steamahip  Co.,  To- 
ronto;  


'Equipped   with   wireleaa. 


Port  of  ReslitT7 


Big 


Where  and  when  ballt 


m       a     OH  hK 


Owner  or  Uanaslns  Owner. 


141SM  O.  and  M.  No. !..-». — Vanconvar,    B.C.    Scow...Ncw   Wealmlnalcr.    B.0 -KIT    80.0    SO.O      7.2     164     1«4 

1920  108.9     27.3     10.8     196     l.SO 


185289  .Sir  J.  J.  I.d.  No.  T J4rw    Wealmintter 

185290  Sir  J.  J.  I.d.  No.  8 

I8629I  Sir  J.  J.  Ixl.  No.  9 

1886-.0  Sir  J.  J.  !.d.  No.  28 


..Barre.. Vancouver,    B.C. 


.1920  147.6     88.9     12.1     414     878 


.1918  90.0  32.7 

..1913  90.0  82.7 

1913  90.0  82.7 

1S11S  90.0  31  r. 


9.9  246  246 

9.9  245  246 

9.9  245  246 

1>.«  231  231 


Grant  *  MacDonald,  Ltd..  Vancou- 
ver.   B.C. 

R.    K.    Hollett,   et  al.    Burin.   Nfld. 

A.  O.  Seaman,  et  al.  Parr»boro.  N.S. 

Grant  A  MacDonald,  Ltd..  Vancou- 
ver.  B.C. 


December,  1920 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


G89 


ter,  and  to  mortgage  it  in  plaintiff's 
favor,  but  had  failed  to  do  so.  This 
claim  was  also  dismissed,  as  the  judg- 
ment declared  that  neither  the  Admiralty 
Court  Act  of  1S40,  nor  that  of  18G1,  gave 
it  the  right  to  adjudicate  on  a  claim  aris- 
ing out  of  a  breach  of  contract.  The 
court  pointed  out  that  the  motion  to  dis- 
miss could  have  been  made  at  an  earlier 
stage,  and  would  thus  have  saved  useless 
proceedings  and  expense  to  the  parties 
concerned. 


Manitoba,  Saskatchewan  and 
Alberta. 

The  freight  carried  on  the  Red  River 
during  this  year  was  considerably  in  ex- 
cess of  that  carried  in  any  year  since 
the  outbreak  of  war,  and  included  wood 
and  slabs,  1,000  cords;  lumber  2,000,000 
ft.  b.m.,  and  ice,  45,000  tons.  A  large 
quantity  of  cordwood  is  reported  to  have 
been  held  up  on  Lake  Winnipeg  owing 
to  lack  of  central  storage  facilities  in 
Winnipeg  and  St.  Boniface.  It  is  anti- 
cipated that  facilities  at  the  Winnipeg 
end  will  be  greatly  increased  in  the  near 
future  and  that  large  quantities  of  lum- 
ber and  building  material  will  be  taken 
in  by  the  river  route  next  year. 


British  Columbia  and  Pacific  Coast. 

The  Canadian  Fish  &  Cold  Storage 
Co.'s  s.s.  James  Carruthcr;^,  which  was 
expected  to  be  a  total  loss,  after  her 
collision  with  the  s.s.  Surveyor,  as  men- 
tioned in  our  last  issue,  is  to  be  salved. 

The  Coast  Steamship  Co.'s  s.s.  Clans- 
man, sank  at  her  dock  at  Vancouver, 
Nov.  8.  She  was  raised  by  the  Vancou- 
ver Dredging  &  Salvage  Co.,  the  chief 
damage  sustained  being  to  her  cargo  of 
salt. 

The  C.P.R.  British  Columbia  Coast 
Service  s.s.  Princess  Royal  had  her  star- 
board rail  damaged,  in  a  collision  with 
the  barge  Louisiana,  in  tow  of  the  s.s. 
Marmion,  in  the  Granville  channel,  Nov. 
10,  during  a  dense  fog. 

The  C.P.R.  s.s.  Princess  Beatrice  was 
hauled  out  at  Yarrows  Ltd.  yards,  Vic- 
toria, Nov.  10,  for  general  cleaning  and 
painting,  and  afterwards  replaced  the  s. 
s.  Princess  Royal  on  the  Prince  Rupert 
run,  the  latter  returning  to  Victoria  for 
cleaning  and  painting. 

The  British  Columbia  Express  Co.'s 
s.s.  B.X.,  which  was  wrecked  near  Fort 
George  Canyon,  on  the  Upper  Fraser 
River,  Aug.  34,  1919,  has  been  salved 
and  taken  to  South  Fort  George  by  the 
same  company's  s.s.  B.C.  Express.     On 


account  of  her  condition,  the  salvaged 
ship  was  lashed  to  the  other's  side. 

The  wooden  steamships  which  were 
built  at  Victoria,  by  the  Foundation  Co., 
during  the  war,  for  the  French  Govern- 
ment, are,  according  to  reports,  being 
dismantled  in  France,  and  converted  into 
motor  ships.  It  is  stated  that  the  boil- 
ers and  engines  have  been  removed,  also 
the  masts,  and  that  they  are  being  equip- 
ped with  twin  Diesel  engines  and  two 
baldheaded  masts. 

The  Vancouver  Island  Whaling  Co., 
which  has  been  organized  at  Victoria,  re- 
cently, is  reported  to  have  acquired  four 
steamships  in  Great  Britain  from  the 
.•Vdmiralty  for  whaling  purposes.  S.  C. 
Ruck,  General  Manager,  and  W.  M.  Kelly, 
engineer,  with  Capt.  B.  Johnson,  have 
been  in  Groat  Britain  for  some  time  in 
connection  with  the  acquiring  and  pre- 
paring of  the  ships. 

The  Vancouver  Harbor  Commissioners 
have  prepared  a  statement  of  the  ship- 
ping handled  in  the  harbor  for  the  year 
ended  Aug.  31,  1920,  showing  a  total  of 
430  deep  sea  ships,  with  a  tonnage  of 
2,.')4.5,000,  dealing  with  cargo,  725,000 
cubic  tons  inward,  and  425,000  cubic  tons 
outward;  8,220  coastwise  ships  with  ton- 
nage of  7,810,000,  and  cargo  735,000  cu- 
bic tons  inward,  and  298,000  cubic  tons 
outward. 

The  Terminal  Steam  Navigation  Co.'s 
s.s.  Ballena  was  badly  damaged  by  fire 
at  Union  Steamship  Co.'s  wharf,  Van- 
couver, Nov.  13,  one  of  the  fireman  los- 
ing his  life,  being  cut  off  from  escape 
by  the  flames.  The  fire  is  believed  to 
have  been  caused  by  the  ignition  of  oil 
fuel.  The  s.s.  Ballena  was  foi-merly 
named  Joan,  and  was  owned  by  the  C.P. 
R.  and  operated  in  its  B.C.  Coast  Ser- 
vice. She  was  built  at  Victoria,  B.C., 
in  1892,  and  is  screw  driven  by  engine 
of  85  h.p.  Her  dimensions  are, — length 
176.8  ft,  breadth  30  ft,  depth  11  ft.;  ton- 
nage, 869  gross,  577  register. 

A  Vancouver  press  report  states  that 
the  wreck  of  the  freight  steamship  San 
Pedro,  which  went  ashore  on  Brotchie 
Ledge,  off  the  entrance  to  Victoria  har- 
bor, about  30  years  ago,  has  been  sold 
to  Capt.  Gardner  of  Victoria,  B.C.  The 
San  Pedro  sailed  from  Comox,  B.C.,  for 
San  Francisco,  Cal.,  with  a  cargo  of 
4,500  tons  of  coal  and  struck  on  Brotchie 
Ledge,  Nov.  22,  1891.  At  that  time  the 
cargo  was  valued  at  $2.50  a  ton,  but  is 
now  stated,  if  it  still  exists,  to  be  worth 
$11  a  ton  landed  on  the  wharf  and  it  is 
stated  that  the  purchaser  hopes  to  salve 
it.  The  ship  is  lying  in  8'/i  fathoms  of 
water,  and  it  is  not  believed  possible 
that  the  hull  can  be  raised. 


Advice  to  Lake  Sailors. 


Ships  Added  to  and  Deducted  From  the  Canadian  Register  During 
August.  1920 


Added. 

Built    in    Canada    

Purchased    from    foreigners 

Transferred    from    United   Kingdom 

RcKistered    anew    

Added   on    remeasurementa    

Totals   

Deducted. 

Wrecked    or    otherwise    lost 

Broken  up  or  unflt  for  use 

Sold  to  foreigners 

Transferred    to    British    Possessions 

Registered    anew    

Other  vessels 

Deducted   on   remeasurementa    

Totals    - 


No. 
23 

Steam. 

— Tc 

Gross. 

14.743 

i.rioe 

166 
222 

1 

16,62S 

1.470 

848 

3,510 

innage — 
Registered. 

888 
82 
165 

9,968 

825 

565 

1,926 

49 

23 
242 

No. 
6 

"k 

10 

9 
20 

"2 
5 

Sailing. 
— Ton 
Gross. 

843 

"966 

1.809 

1.049 
1.255 

"'246 
494 

nsge — 
Res'red 

761 

966 

29 

1,727 

1,001 

36 

1,233 

5 

176 

3 

77 
hi 
3.-,.1 

494 

1 

The  U.S.  Lake  Carriers  Association 
has  issued  a  statement  reviewing  the 
past  season's  work  by  the  Great  Lakes 
fleets  which  says  in  part: — "In  so  far  as 
the  near  future  is  concerned  signs  do 
not  indicate  any  material  falling  off  in 
the  movement  of  commerce  on  the  Great 
Lakes.  Therefore,  it  looks  as  if  all  of 
those  men  now  aboard  the  bulk  freight- 
ers will  have  jobs  at  the  beginning  of 
1921,  and  by  sticking  to  the  boats  will 
have  employment  during  the  entire  sea- 
son. Bu  there  are  conditions  already 
well  developed  against  which  the  lake 
sailor  cannot  afford  to  close  his  eyes  or 
refuse  to  accept  when  making  plans  for 
the  future. 

"Along  many  lines  the  state  of  after 
war  readjustment  is  completed,  and  with 
the  general  tightening  up  which  is  preva- 
lent during  winters  in  normal  periods 
the  extent  will  be  more  widespread.  K 
general  reduction  of  prices  has  occur- 
red, and  this  means  increased  efficiency 
of  production.  History  has  ever  shown 
that  rate  of  production  is  low  when  there 
is  one  man  for  two  jobs,  and  that  it  is 
high  when  there  are  two  men  for  one 
job.  When  sailors  leave  their  boats  for 
the  winter  they  will  not  find,  as  a  whole, 
the  shore  jobs  with  the  consummate  ease 
that  prevailed  for  three  or  four  winters 
back.  In  all  parts  of  the  country  there 
is  an  abundance  of  shop  help  looking 
for  work.  With  the  readjustment,  the 
purchasing  power  of  the  dollar  will  in- 
crease, but  money  should  at  the  same 
time  become  scarcer,  so  be  thrifty  and 
save  your  dollars  now. 

"While  next  year's  prospects  are  good, 
the  indications  are,  there  will  be  many 
more  men  available,  so  that  men  with  a 
job  will  have  something  worth  while. 
This  condition  is  being  brought  about  by 
the  situation  on  the  sea.  The  shipping 
trade  in  British,  French,  Scandinavia, 
Japanese  and  American  waters  all  has 
slumped,  with  no  immediate  sign  of  re- 
cuperation. While  coastwise  shipping  on 
seaboard  was  in  bloom  many  lake  sailors 
went  down,  for  the  novelty  as  well  as 
experience.  The  U.S.  Shipping  Board  is 
laying  up  boats,  so  they  will  have  to 
come  back." 

The  lake  sailors  have  exhibited  thrift 
in  hanking  their  earnings,  it  is  observed 
in  reports  of  leading  banks  in  Great 
Lakes  ports.  The  deposits  with  the  U.S. 
Postal  Savings  Banks,  maintained  on  the 
mail  boat  C.  F.  Bielman,  Jun.,  operating 
on  the  Detroit  River,  were  higher  than 
in  previous  seasons. 


Grain  Handling  Charges  Against  Ships. 

The  Dominion  Marine  Association  has 
recommended  that  it  is  desirable  that 
ships  carrying  grain  should  discontinue 
pavment  o"f  any  charges  for  shovelling, 
ilfVating,  trimming  or  handling  grain  in 
any  way,  in  fact  that  it  should  be  loaded 
and  unloaded  free.  The  U.S.  Lake  Car- 
riers Association  has  informed  the  grain 
trade  that  its  member  companies'  ships 
will  not  pay  shovelling  charges  after  the 
reopening  of  navigation  in  1921,  and  a 
special  committee  has  been  appointed  to 
w(5rk  in  conjunction  with  the  Dominion 
Marine  Association  with  regard  to  the 
larger  proposal. 

John  AUsop,  General  Agent  for  Canada 
Royal  Mail  Steam  Packet  Company,  Hali- 
fax, N.S.,  writes:  "As  a  regular  subscrib- 
er to  Canadian  Railway  and  Marine 
World,  I  always  peruse  its  contents  with 
much   interest." 


December,  1920 


Wreck  Commissioners'  inquiries  and  Judgments. 


P-T:^Hi"^    hnvr    hrrn    hold    and    Jii.ii 
'  tii«n  with  Mini 


..    •:        .   '.  i.i:>    IluKO  SlinncH   I. 

nt   I'irtou,   N.S.,   Oct.    14.  before 

-.Irr  II    St.  <:    I.in.Nnv,  fnmmij- 


I   ..n   A/.-t  sli,.„I.  Pii-- 

Si-|.t.   :iO.      The   court. 

•  \  idfiirp,  which  it  stat- 

ii;   a   porfortly  »trai»rhtfor- 

^  .   foiiiiil   that   the  .strandin); 

\i  1  y   thf  ship  having  been  set 

til   till    M'uUiward  of  her  course,  by  the 

HikhI   title,   which   is   very   strong   in   the 

\iii::;;.     i.f   Cape    Tormentine.    and    was 

I  ■■•  consideration  when  shap- 

I  •   after  passing  Cape  Jouris- 

probal>ly,  by  the  difference 

■■in  allowed   on   that  course, 

li  was   found  ultimately  by 

taken    later.      The    master, 

lap!.    K.   11.    Nesbitt.   showed   a   lack   of 

judirment   in  not  stopping   his   ship  and 

iniikiin:  certain  of  his  position,  either  by 

■  k's     or    bearings,    after    si^htinK 

ir.d  for  this  he  was  severely  cen- 

The  court  sujrKestcd   that  when 

of  ships  choose  to  navit;ate  the 

Miberland  Strait   in  preference  to 

the    outside    route,    they    should 

avail  themselves  of  the  latest  official 
publications   regardinsr   tides,   etc. 

Stranding  of  s..s.  Georgie. 
IlfM  at  Montreal,  Oct.  2R,  before  Capt. 
1..  A.  Demers,  Dominion  Wreck  Commis- 
sioner, assisted  by  Capts.  J.  B.  Henry 
and  C.  A.  Lapierre,  as  nautical  assessors, 
into  the  stranding  of  the  ("racanda  Line's 
s.s.  Gcorgie,  near  Sillery,  Que.,  in  the 
River  St.  Lawrence.  Oct.  21.  In  sum- 
marizing the  evidence,  the  court  stated 
that  the  master  and  his  oflicers  were  all 
sti-angcrs  to  these  waters.  The  master 
.«aw  plainly  that  his  ship  was  nearing 
piles,  remnants  of  old  wharN'es,  but  did 
not  think  it  necessary  to  interfere,  being 
under  the  impression  that  it  was  usual 
to  pass  close,  as  is  done  in  many  locali- 
ties. The  weather  conditions  were  not 
such  as  to  prevent  a  course  being  follow- 
ed, or  seeing  objects.  The  evidence  from 
all  witnesses,  including  the  pilot,  was 
straightforward  and  intelligent,  without 
attempts  at  subterfuge  or  excuse;  the 
master  and  his  oflicers  were  at  their 
posts,  and  the  wheelsman  performed  his 
task  without  reproach.  The  pilot's  only 
excuse  was  that  he  thought  himself  far- 
ther away.  The  court  declared  itself 
nonplussed  in  establishing  a  reason  for 
altering  a  course  II  deg.  from  the  first 
course,  which  would  have  led  the  ship 
clear  of  all  danger.  The  only  conclusion 
it  coulil  <lraw  was  that,  after  passing  the 
buoy  nt  Iji  Mouche,  the  pilot's  mental 
|H>wei.'<  an<l  judgnunt  became  temporar- 
ily defective,  for  some  reason  which 
scientists,  who  have  established  the  ex- 
istence of  such  temporary  conditions, 
have  failed  to  finil  a  cause.  Whatever 
may  be  the  reason,  or  his  conilition,  the 
court  exonerated  the  master  and  oflicers 
of  the  ship,  and  found  that  the  pilot,  J. 
R.  Angers,  who  has  had  several  acci- 
dents, was  solely  to  blame,  in  that  he 
erred  in  altering  hi.s  course  as  much  as 

II  deg.,  and  that  he  was  in  default  for 
hazardous  navigation.  His  certificate  was 
therefore  suspended  for  the  remainder  of 
1920,  and  he  was  ordered  to  pay  the 
costs  of  the  investigati'in. 


Mnntrrnl-llenry    It.   Mall   (olliNinn. 

Held  nl  ,\lontrenl,  Oct.  1.'..  before  (apt. 
L.  A.  Demers,  Dominion  Wreck  Com- 
mifsioner,  assisted  by  Capts.  C.  La- 
pierre and  J.  B.  Henry,  as  nautical  as- 
sessors, into  the  collision  between  Can- 
ada .Steamship  Lines'  s.s.  Montreal  and 
the  Wilson  Patterson  Clifford  Co.'s  s.s. 
Henry  B.  Hall,  near  Sorel  in  the  St. 
Ijiwrence  River.  Sept.  20.  The  evidence 
showed  that  the  .Montreal  left  her  wharf 
at  Sorel  downhound,  and  when  leaving 
she  backed  as  far  as  the  long  wharf,  and 
then  began  to  turn  to  head  down  the 
river.  In  doing  so  she  showed  the  Henry 
H.  Hall,  a  down  coming  vessel,  first  her 
green  light  and  then  her  red  light.  The 
Henry  B.  Hall's  green  light  was  also 
seen.  When  the  Montreal  had  partly 
turned,  a  one  blast  signal  was  given 
which  was  unanswered  by  the  Henry  B. 
Hall.  The  Montreal  heard  the  Henry  B. 
Hall's  signal  of  three  blasts,  but  that 
signal  was  intended  for  the  Henry  B. 
Hall's  engine  room  and  not  for  the  Mont- 
real. While  turning,  the  after  port  part 
of  the  Montreal  came  in  contact  with  the 
Henry  B.  Hall,  with  slight  damage  to 
both  ships.  The  weather  was  clear,  and 
the  wind  was  not  strong  enough  to  in- 
fluence either  ship.  The  pilot  on  the 
Henry  B.  Hall  stated  that  he  did  not 
know  where  the  Montreal  was  going,  and 
that  the  one  blast  signal  given  by  the 
Montreal  may  have  been  for  the  infor- 
mation of  another  ship  also  going  down 
astern  and  to  the  south  of  the  Henry  B. 
Hall.  The  court  expressed  the  opinion 
that  under  the  circumstances  existing, 
the  Henry  B.  Hall  was  justified  in  not 
maintaining  her  course,  and  the  fact  that 
the  Montreal  could  not  be  turned  quickly 
did  not  afford  any  excuse  for  the  colli- 
sion. The  crossing  rule  does  not  apply 
in  this  instance,  as  the  one  blast  signal 
had  been  given  some  time  before  the  col- 
lision, when  the  Montreal  was  south  of 
the  Henry  B.  Hall.  The  Henry  B.  Hall's 
procedure  when  the  collision  was  immi- 
nent, to  check  and  starboard,  was  pro- 
per. Had  she  gone  astern,  she  would 
have  neutralized  the  effect  of  her  helm, 
as  the  speed  at  which  she  was  going 
would  not  have  been  given  in  time,  and 
the  result  of  a  full  speed  astern,  or  a 
port  helm,  would  have  been  disastrous 
to  both  ships.  Therefore  the  court  found 
that  Capt.  F.  X.  Lafrance,  master  of  the 
s.s.  Montreal,  was  in  default  for  con- 
travention of  article  .■?2.  and  he  was  se- 
verely reprimanded.  The  pilot,  O.  Per- 
ron, of  the  s.s.  Henry  B.  Hall,  was  exon- 
erated from  blame. 

Stranding  of  s.s.  Chama. 

Held  at  Montreal,  Nov.  ."),  before  Capt. 
L.  A.  Demers,  Dominion  Wreck  Com- 
missioner, assisted  by  Capts.  .1.  B.  Henry 
and  C.  J.  Stuart,  as  nautical  assessors, 
into  the  stranding  of  Elder  Dempster  & 
Co.'s  s.s.  Chama,  near  Bellechasse  Reefs, 
in  the  St.  Lawrence  River,  Oct.  21,  whiL> 
outward  bound  from  Montreal  to  Afri- 
can ports.  The  court  exonerated  the 
master,  Capt.  A.  D.  Burroughs,  from  all 
blame,  and  although  he  \^■as  absent  from 
the  deck  at  the  time,  such  absenc'>  was 
excu.sable  and  permis.sable.  The  second 
oflicer,  W.  T.  Lane,  failed  to  realize  the 
importance  of  his  duties,  in  not  assuring 
himself  of  the  lights  that  were  passed, 
and  were  in  .sight,  and  when  he  called 
the  pilot's  attention  to  the  fact  that  the 
ship  was  dangerously  near  the  Belle- 
chasse  light,   he  should   have   called   the 


master  immediately.  Had  he  followed 
the  progress  of  the  ship,  the  error  of 
porting  could  have  been  remedied.  He 
was  therefore  severely  n  |,ritnaiidid  for 
not   realizing   his    resp'  •  "The 

fiilot.   A.    Banuet.   if   h  :-sion 

le  accented  Inat  he  d)';  r..-  the 

Crane  island  light  for  the  licUcchasw; 
light,  and  that  his  onler  was  a  mistaken 
one,  ought  to  have  discovered  the  error 
sooner  than  he  did,  as  the  ship  described 
the  angle  between  her  and  tne  light  to 
the  extent  of  four  points  or  4.5',  and  a 
complete  minute  elapsed.  It  was  only 
after  the  lookout  man  had  called  a  warn- 
ing that  a  rectification  was  attempted. 
For  this  unaccountable  mistake  the  pilot's 
license  was  suspended  for  6  months  to 
May  .'J,  1921,  and  he  was,  in  addition,  or- 
dered to  pay  the  costs  of  the  enquiry. 


I'niled  Slates  Shipping  and  Ship- 
builditiK  Notes. 


The  U.S.  Shipping  Board's  new  per- 
sonnel is  as  follows:— Admiral  W.  S. 
Benson,  reappointed  as  Chairman  for  six 
years;  F.  I.  Thompson,  of  Alabama;  J. 
N.  Teal,  of  Oregon;  J.  A.  Donald,  of  New 
York;  C.  H.  Rowell.  of  California;  G. 
I).  Goff,  of  Wisconsin;  and  Charles  Sut- 
ter, of  Missouri. 

The  U.S.  Bureau  of  Navigation  has 
issued  a  summary  of  reports  from  ship- 
yards showing  number  and  gross  ton- 
nage of  steel  ships  under  construction 
or  contract  for  private  owners  Oct.  1. 
On  that  date  private  U.S.  shipyards  were 
building,  or  under  contract  to  build  for 
private  shipowners,  331  steel  ships  of 
i,23fi,227  gross  tons,  compared  with  345 
ships  of  1,236,.547  gross  tons  on  Sept.  1. 
These  figures  do  not  include  government 
shipbuilding,  or  ships  contracted  for  by 
L'.S.  Shipping  Board. 

.Admiral  Benson,  Chairman,  U.S.  Ship- 
ping Board,  has  made  a  statement  re- 
garding the  new  agency  agreement  which 
has  been  adopted  by  the  Board  for  man- 
agement of  its  ships.  The  agreement  for 
operation  of  the  Board's  fleet  is  the  re- 
sult of  seven  months  study  by  its  stand- 
ing committee  on  agent's  agreement, 
composed  of  representatives  of  the  Board 
and  of  all  steamship  associations  of  the 
country.  Under  this  agreement  the  agent 
will  get  nothing  at  all  if  he  lets  a  ship 
lie  idle.  His  commissions  are  based  on 
freight  collected;  he  must,  in  order  to 
make  anything,  not  only  secure  cargo 
for  the  ship,  but  secure  it  at  best  pos- 
sible freight  rates,  and  dispatch  his  ship 
quickly. 

.Admiral  Benson,  Chairman,  U.S.  Ship- 
ping Board,  is  reported  to  have  said  in 
addressing  the  American  Petroleum  In- 
stitute at  Washington  recently: — "Com- 
paratively little  is  known  of  our  enor- 
mous requirements  of  fuel  oil  and  I  be- 
lieve that  a  brief  resume  of  the  efforts 
of  the  Shipping  Board  to  purchase  its 
fuel  oil  requirements  and  of  problems 
which  have  confronted  us  in  this  respect 
during  recent  years,  is  essential  to  full 
appreciation  of  the  extent  to  which  the 
interests  of  the  Shipping  Board  and  of 
the  American  petroleum  industry  arc  in- 
terwoven. For  191'.'  our  requirements  of 
fuel  oil  were  approximately  18.000,000 
barrels;  for  1920.  30,000,000  barrels;  and 
for  1921,  we  estimate  our  requirements 
will  amount  to  approximately  40,0)0.000 
barrels." 


December,  1920 


CANADIAN  RAILWAY  AND  MARINE  WORLD 


691 


Canadian  Notices  to  Mariners. 


The  Marine  Department  has  issued  the 
followinp: — 

British  Columbia,  Vancouver  Island. — 

The  channel  south  of  Limestone  Island. 
Quatsino  Sound,  has  been  examined  by 
a  Hydropraphic  Survey  officer,  and  it  ap- 
pears to  be  clear  of  dangrer  for  a  ship 
passing  north  of  the  Foul  Islets  and  Sin- 
gle Island.  The  track  recommended  is 
from  one  cable  north  of  the  large  west- 
ern island  of  the  Foul  Islets  to  two 
cables  north  of  Single  Island,  and  thence 
in  midchannel,  passing  two  cables  north 
of  Pender  Point  and  900  ft.  off  shore. 
The  set  of  the  current  across  the  west- 
ern end  of  the  channel  is  to  the  south- 
ward toward  Foul  Islets,  and  in  the  vi- 
cinity of  the  latter  the  depths  are  very 
irregular  and  some  caution  should  be 
exercised.  A  rock  lying  950  ft.  from  the 
south  point  of  the  largest  western  Foul 
Islet  has  been  found,  with  11  ft.  of  water 
on  it  at  low  water.  The  drying  bank  off 
the  south  shore  extends  to  within  900  ft. 
of  this  rock  and  the  channel  is  therefore 
practically  useless  for  navigation. 

The  Public  Works  Department  has 
completed  the  dredging  of  a  basin  465 
ft.  long  and  200  ft.  wide  with  a  least 
depth  of  35  ft.  alongside  the  main  wharf 
at  the  William  Head  quarantine  station. 

Strait  of  Georgia.— The  Government 
wharf  at  Powell  River  has  been  complet- 
ed. It  adjoins  the  north  side  of  the 
breakwater  at  its  outer  end,  and  is  340 
ft.  long  by  60  ft.  wide.  On  the  north 
face  of  the  wharf  the  Public  Works  De- 
partment has  dredged  a  basin  70  ft.  wide, 
the  full  length  of  the  wharf,  with  a  least 
depth  of  19  ft.  alongside  the  wharf. 

Cousins  Inlet. — The  depth  of  water 
over  the  uncharted  rock,  situated  4.6 
cables  128  deg.  from  the  light  at  Wear- 
ing Point.  Wallace  Bay,  is  3  ft. 

The  Public  Works  Department  has  re- 
moved the  rocky  patch  150  ft.  from  the 
middle  of  the  Western  Fuel  Co.'s  load- 
ing wharf.  Nanaimo  harbor,  to  a  least 
depth  of  29  ft. 

Malaspina  Strait.  Texada  Island. — An 
occulting  white  acetylene  gas  light,  shown 
from  a  lens  lantern  on  a  concrete  base, 
surmounted  by  a  staff  carrying  a  wooden 
slatwork  drum,  has  been  established  on 
the  top  of  the  existing  day  beacon  on 
Cyril  rock,  off  Grilse  Point.  The  light  is 
unwatched. 

Broughton  Strait. — An  occulting  white 
acetylene  gas  light,  shown  from  a  lens 
lantern,  has  been  established  on  Lewis 
Point,  on  the  west  side  of  the  entrance 
to  Beaver  Cove.    The  light  is  unwatched. 

New  Brunswick,  Northumberland 
Strait. — The  back  range  light  on  the 
Kouchibouguac  Bar  has  been  discontin- 
ued temporarily,  owing  to  the  shifting 
of  the  channel.  The  front  range  light  is 
on  the  east  side  of  the  south  beach,  in 
Kouchibouguac  Bay. 

Nova  Scotia.  North  Coast.  —  Range 
lights  have  been  established  on  the  Pic- 
tou  River  as  follows: — Albion  Range, 
front  light,  on  west  shore  of  East  River, 
near  abandoned  coal  loading  piers,  oc- 
culting white  acetylene  gas,  shown  from 
a  lens  lantern,  at  an  elevation  of  13  ft.; 
back  light,  on  shore  of  bay,  1,550  ft. 
from  front  light,  similar  light  at  an  ele- 
vation of  23  ft.  Trenton  Range,  front 
light  near  outer  end  of  east  pier  at  en- 
trance to  Stonehouse  Point,  occulting 
white  acetylene  light,  shown  from  a  lens 
lantern  at  an  elevation  of  14  ft.;  back 
light  on  point  1.300  ft.  from  front  light, 
similar   light   at  an    elevation   of   30   ft. 


The  lights  are  unwatched.  Ships  going 
up  the  river  will  keep  the  Albion  range 
lights  in  one,  144  deg.  30  min.,  until  the 
Trenton  range  lights  come  in  one,  119 
deg.  30  min.  This  alignment  leads  to  the 
piers  at  the  entrance  to  Stonehouse  Point 
lock. 

Ontario,  Lake  Ontario. — The  govern- 
ing depths  in  the  entrances  to  Toronto 
harbor  are, — western  entrance  channel 
14  ft.  and  eastern  entrance  channel  16 
ft.  below  zero  of  the  harbor  master's 
gauge,  which  is  245  ft.  above  mean  sea 
level  at  New  Yoi-k.  While  improvements 
are  in  progress  in  the  harbor,  mariners 
can  secure  additional  information  regard- 
ing depths  in  the  different  parts  of  the 
harbor,  from  the  harbor  master. 

St.  Clair  River. — Two  lights  have  been 
established  on  Walpole  Island,  lower  St. 
Clair  River.  Both  lights  are  occulting 
red  acetylene  gas,  and  are  shown  from  a 
lens  lantern  at  an  elevation  of  18  ft., 
from  a  pole,  with  a  shed  at  base,  on  plat- 
form supported  on  piles.  The  lower  light 
is  in  5  ft.  of  water  on  east  side  of  chan- 
nel, midway  between  Russell  Island  light 
12,  and  Russell  Island  shoal  gas  buoy, 
and  the  upper  light  is  on  east  side  of 
channel  nearly  opposite  Russell  Island 
shoal  gas  buoy,  and  about  1,800  ft.  north 
of  the  lower  light. 


Of  the  world's  shipping,  16.3';'<;  are  re- 
ported to  be  oil  burners,  76'';  coal  burn- 
ers, 1.790  internal  combustion  engines, 
and  69'f    sailing. 

Hard  times  are  predicted  in  ship- 
building yards  in  the  north  of  England, 
according  to  a  London  press  dispatch, 
which  says  that  shipowners  are  refusing 
orders  to  build  owing  to  fluctuating  prices 
and  conditions  due  to  high  wages. 

Toronto  Harbor  Bridge. — The  Domin- 
ion Marine  Association  has  recommend- 
ed that  the  opening  in  the  bridge  pro- 
posed to  be  built  over  the  western  gap, 
at  Toronto  Harbor,  should  be  250  ft. 
clear  space. 

Overhead  Wires  Across  Welland  Canal. 
The  Dominion  Marine  Association  has 
recommended  to  the  Dominion  Govern- 
ment that  wires  across  the  Welland  Canal 
should  not  be  placed  at  a  less  height 
than  that  adopted  as  a  minimum  in  the 
construction  of  the  Quebec  bridge,  and 
in  the  erection  of  overhead  wires  at 
Three  Rivers,  Que. 

Ships  on  Canadian  Register. — An  Ot- 
tawa dispatch  states  that  the  number  of 
steamships  on  the  Canadian  register  has 
decreased  from  4,457  last  year,  to  4,435, 
but  that  the  gross  tonnage  has  increased 
from  930,367  last  year  to  1.060,477;  also 
■that  sailing  ships  decreased  from  4,220 
to  3,887,  the  tonnage  increasing  from 
512,992  to  513,492. 

Dues  on  Quebec  Ships  at  U.S.  Ports. — 
Negotiations  are  proceeding  with  the  U. 
S.  Government  to  relieve  ships  from  Que- 
bec Province  from  payment  of  tonnage 
dues  now  imposed  on  them  in  LT.S.  ports, 
and  to  offset  this,  the  Dominion  Marine 
Association  has  taken  action  to  secure 
an  amendment  to  the  Dominion  law  next 
session,  recommending  an  amendment  to 
the  Canada  Shipping  Act  to  relieve  U.S. 
ships  entering  Quebec  ports  from  pay- 
ment of  hospital  dues.  Ships  from  On- 
tario ports  do  not  pay  tonnage  dues  on 
entering  the  U.S.  ports,  as  no  tax  is  im- 
posed on  U.S.  ships  in  Ontario  ports. 

Hudson  Straits  Customs  Station.— An 
Ottawa  press  dispatch  says  that  a  Can- 


adian customs  station  is  to  be  establish- 
ed at  Port  Burwell,  in  Hudson  Straits. 
Heretofore  there  has  been  practically 
no  check  on  ships  going  into  Hudson 
Bay  and  northern  coast  territories  to 
trade,  but  now  all  ships  will  be  required 
to  pass  customs  at  Port  Burwell.  The 
customs  officials  will  be  materially  as- 
sisted by  the  Royal  Canadian  Mounted 
Police  patrol. 

Oil  Burning  Ships  to  be  Reconverted 
to  Coal  Burners. — We  are  advised  that 
owing  to  the  seriousness  of  the  fuel  oil 
situation  on  the  Pacific  Coast,  the  C.P.R. 
has  decided  to  reconvert  its  coast  steam- 
ships, so  that  coal  may  be  used  as  fuel, 
and  that  this  work  will  be  undertaken 
early  next  year.  At  present,  the  com- 
pany has  three  of  its  coast  steamships 
using  coal  as  fuel,  viz..  Princess  Beatrice, 
Princess  Royal  and  Otter,  together  with 
three  tug  boats. 

Overloading  Ships  for  Lachine  Canal 
Transport. — The  Superintendent  of  the 
Lachine  Canal  is  reported  to  have  an- 
nounced that,  owing  to  the  phenomenally 
low  river  levels,  particularly  in  Lake  St. 
Louis,  it  is  dangerous  for  ships  to  be 
loaded  beyond  a  depth  of  13  ft.  10  in. 
It  is  difficult  to  maintain  the  canal  lock 
levels,  and  ships  are  running  into  dan- 
ger through  loading  beyond  that  depth, 
apart  from  the  damage  being  done  to 
the  lock  sills.  At  normal  times,  the 
canal  depth  is  14  ft.  4  in. 

The  Canadian  Robert  Dollar  Steam- 
ship Co.'s  annual  meeting  was  held  at 
Vancouver,  B.C.,  Nov.  11.  It  was  stated 
that  the  facilities  at  Vancouver  are  good, 
and  that  the  company  has  decided  to 
maintain  its  headquarters  there.  During 
the  year,  the  company  established  a  ser- 
vice" between  New  York  and  Vancouver, 
with  calls  at  Cuban  ports,  and  refriger- 
ating systems  were  installed  on  the  ships 
running  to  Oriental  ports.  The  officers 
for  this  year  are:— Melville  Dollar,  Presi- 
dent; .r.  Harold  Dollar,  Vice  President; 
K.  J.  Burns,  Secretary;  other  directors, 
Robert  Dollar  and   Stanley  Dollar. 

Walford  Shipping  Co.  Ltd..  the  incor- 
poration of  which,  with  office  at  Mont- 
real, was  announced  recently,  is  acting 
as  general  shipping  agents,  and  local 
agents  for  Walford  Shipping  Co.,  New 
York,  and  Walford  Ltd.,  shipping  agents 
and  ship  owners,  London,  Eng.  The  offi- 
cers are: — President,  .Tas.  Donald,  New 
York;  Vice  President,  A.  S.  Roberts, New 
York;  Managing  Director,  .1.  J.  Nelligan, 
formerly  Division  Freight  Agent,  Canada 
Steamship  Lines  Ltd.,  Montreal.  C.  A. 
Barnard,  K.C.,  Montreal,  is  a  director. 

Freeboard  Regulations  on  Great  Lakes. 
The  U.S.  Government  is  considering  the 
question  of  the  establishment  of  load- 
line  or  freeboard  regulations  for  ships  on 
the  Great  Lakes,  and  the  Dominion  Mar- 
ine Association  has  been  active  in  mak- 
ing enquiries  as  to  progress.  The  U.S. 
Department  of  Commerce  appointed  a 
committee  to  study  the  subject,  and  this 
was  subdivided.  A  special  committee 
known  as  the  Lake  Committee,  consist- 
ing of  Prof.  H.  C.  Sadler,  of  Michigan 
University,  and  H.  N.  Harriman.  of  the 
Great  Lakes  Register.  Cleveland.  Ohio, 
is  investigating  conditions  on  the  lakes. 
The  U.S.  Lake  Carriers  Association  is  in 
close  touch  with  this  committee,  and  the 
Dominion  Marine  Association  is  in  cor- 
respondence with  the  lake  carriers.  An 
Atlantic  Coast  committee  made  its  re- 
port, omitting  the  coasting  ships  from 
the  recommendations.  The  recommenda- 
tion for  load  line  retrulations  for  deep 
sea  ships  will  probably  go  through  at 
the  coming  session  of  the  U.S.  Congress. 


CANADIAN  RAILWAY  AND  MARINK  WORLD 


December.  1920 


NiiMil  SiT\irf  Di'piirlnienC.s  H,vdr«i- 
ffraphir  Surveys  DuriiiK  15)20. 


'  '     •     "  -  ny   nnci    Muririr    ^^liIl.l 

'  ^  ith   the   followiMK  <>f- 

'  ..to  wiirk  (Idiic  liy  the 

■  i>r|i«rtnH'nt'»    HydroKrn- 

pii^t  nnviriitiiiii   si-nxnn,  H. 

wore    t-n- 

■  I   In  .Hur- 

■    Superior 

n.l  otter  Upad, 

.irouml  Mirhipi- 

Thi.s  district 

•  r    but    no    nt'W 

'kcd  up.     With 

'  '  iison'.s  work  the 

I  iiiik'Tiijiliu-    Sur\'oy    of    the 

'  iiiiy  111'  .'^uid  to  bo  complet- 

'  '    will   nlways   bo   nece.s.sary 

n'-.iur\iys   of   new   districts,  and   a    few 

bay.s,  that  have  boon  unfrequented,  have 

boon    loft    unsurveyod.      It    has    not    yet 

boon   detemiinod   where   Mr.   Fra.sor  and 

his  party  will  bo  stationed  next  year. 

The  party  under  Chas.  Savary,  using 
the  s.s.  Cartier,  have  returned  to  head- 
nuarters  after  a  successful  season  sur- 
voyinK  off  the  north  shore  of  Gaspe  pen- 
insula. Quite  a  considerable  work  has 
been  done  in  the  neiphborhood  of  Martin 
River  light  to  Cape  Madeleine  lighthouse, 
including  the  entrances  to  St.  Anne  Riv- 
er, Marsonis  harbor  and  Mont  Louis  Bay 
and  River.  In  addition  to  the  work  car- 
ried out  from  the  ship  a  party  under 
Edouard  Ghy.sens  was  detached  to  make 
a  survey  of  the  harbor  of  Seven  Islands 
and  Clarke  City.  This  has  been  com- 
pleted and  a  new  plan  of  this  important 
p'lrt  will  be  issued  shortly  after  the 
fiening  of  navigation. 
On  the  British  Columbia  coast  the  sur- 
\oy  parties  have  returned  to  headquar- 
ters at  Victoria.  The  first  party,  under 
command  of  H.  D.  Parizeau,  who  used 
•he  s.s.  Lillooet,  was  engaged  in  the  early 
.irt  of  the  season  in  making  a  rc-sur\-ey 
:'  First  Narrows.  Vancouver  harbor,  not 
imly  sounding  it.  but  giving  it  a  thor- 
ough sweeping  to  pick  up  any  lumps  that 
might  have  been  loft  by  dredging.  The 
new  suney  did  not  develop  any  spots 
with  less  than  2()  ft.  on  them,  and  it 
showed  that  nearly  all  of  the  old  Parthia 
shoal  had  been  removed  to  a  depth  of  .30 
ft.,  with  the  exception  of  one  spot  with 
only  27  ft.  over  it,  and  that  none  of  the 
dredging  has  filled  in  with  debris  from 
Capilano  Creek. 

The  second  party  under  Commander 
J.  n.  Knight,  R.X..  had  the  tug  Restless, 
and  was  engaged  in  a  ro-survey  of  Quat- 
sino  Sound,  where  the  Whalcn  Pulp  & 
Paper  Co.  has  establi.=  hed  a  large  indus- 
try at  Port  .Mice.  This  work  will  enable 
the  Naval  Ser\ice  Department  to  issue 
a  new  and  accurate  chart  of  that  sound. 


The  Australian  GovernmenCs  Mer- 
chant .Marint'. 

D.  H.  Ross,  Canadian  Trade  Commis- 
sioner, writes  from  Melbourne  as  fol- 
lows:—In  a  statement  Ubied  in  the  Aus- 
tralian Parliament  recently  liy  the  Com- 
monwenlth  Cmvornment,  it  was  explained 
that  the  object  in  establishing  the  Com- 
monwealth line  of  steamships  was  to 
provide  for  the  transportjilion  of  Aus- 
tralian produce  to  the  wnrlil's  markets. 
The  primary  object  was  not  profits,  but 
rather  to  prevent  Australia  being  iso- 
lated  through   the  world's   shipping  dis- 

Thp  Commonwoalth  Shipping  Line  now 


(ipomlos  IH  «hlpR  (aKirrafratc  tonnage 
I.'. ''M  tons).  Ifi  n-quisitinnod  px-Cerman 
Mip-i  (aggregate  t<innage  77.74fi 
and  five  wouclen  rteanixhipH  lag- 
,.  „.ilr  tonnage  U.'JOl  lonit).  The  fleet 
runipriiipit  :iU  stoamshipi,  aggregating 
ir.H.r.tS  tonit. 

In  all  six  steamships  of  about  .'i.OOO  d. 
w.  tons  rapacity  have  been  built  in  Aus- 
tralia and  are  being  operated  as  part  of 
the  (Jovommont  Merchant  .Marine.  An 
extensive  shipbuilding  .scheme  is  also  be- 
ing carried  out,  which  will  result  in  con- 
siderable additions  to  the  fleet.  Five 
large  steel  ships,  each  of  12.800  tons,  are 
on  order  in  Kngland,  and  six  similar 
ships  will  be  built  in  Australia,  provided 
a  satisfactory  agreement  is  completed 
with  the  unions  connected  with  ship- 
building. There  are  now  some  10  steam- 
ships of  the  shelter  deck  type  under  con- 
struction in  various  parts  of  the  Com- 
monwealth, as  well  as  six  steamships 
of  another  type. 

The  gross  earnings  of  the  line  during 
the  financial  year  ended  June  30,  1919, 
were  i"2, 187,627,  and  the  gross  expendi- 
ture was  £l..'i27..'>92,  the  net  profit  being 
il.lf.O.O.-?.^.  The  profit  earned  from  the 
inception  of  the  line  up  to  June  30,  1919, 
was  i'2.063,5;i4.  Allowing  for  deprecia- 
tion, the  capital  value  of  the  fleet  at  the 
close  of  the  financial  vear,  1918-19,  was 
£1.:?.38.759. 

The  net  profits  for  the  year  1919-20 
are  estimated  at  £220.000,'  the  marked 
decrease  being  due  to  the  extended  mari- 
time strike  on  the  Australian  coast  in 
that  period,  which  practically  rendered 
the  whole  fleet  idle  from  two  to  four 
months. 

It  is  claimed  by  the  Commonwealth 
Government  that  the  line  has  had  to  face 
the  strongest  competition  of  the  British 
shipping  combine,  but  has,  notwithstand- 
ing, received  a  fair  share  of  support.  It 
is  not  the  Commonwealth  Government's 
intention  at  present  to  undertake  the 
carriage  of  mails  between  Australia  and 
Great  Britain,  for  the  reason,  it  is  offi- 
cially stated,  that  the  steamships  which 
are  at  present  owned  and  being  built  by 
the  Commonwealth  Government  are  es- 
sentially cargo  ships,  and  are  unsuitable, 
both  as  regards  speed  and  accommoda- 
tion, for  mail  ships. 

Trade  and  Supply  Notes. 

Tho  mattt-r  which  nppenre  under  this  hpndini?  ia 
compiled,  in  moat  caaes,  -from  information  iup- 
plie.1  by  the  manuracturera  of,  or  dealers  in.  the 
articles  referred  to.  and  in  publishine  the  same 
we  accept  no  responiibility.  At  the  aame  time  we 
wiah  our  readers  distinctly  to  undersUnJ  that  we 
are  not  paid  for  the  publication  of  any  of  thia 
matter,  and  that  we  will  not  consider  any  propo- 
sition to  insert  readinit  matter  in  our  columns  for 
pay  or  ita  c<iuivalcnt.  Advertisintr  contracta  will 
not  be  taken  with  any  cnmlition  that  accepline 
them  will  nbliKe  us  to  publish  readinir  notices.  In 
other  words,  our  rradint?  columns  are  not  for  aale. 
either  to  advertisers  or  others. 

Davis-Bournonvillo  Co.,  Jersey  City, 
N.J.,  has  issued  Bulletin  lA  and  2,  do- 
scribing  and  illustrating  the  oxygraph, 
for  cutting  steel  up  to  20  in.  thick  with 
oxy-acetylcno  or  oxy-hydrogon,  the  illus- 
trations showing  a  variety  of  shapes  cut 
in  shipyards,  tool  shops,  electric  works 
and  manufacturing  plants. 

Galena-Signal  Oil  Co.  of  Canada  Ltd. 
has  been  granted  supplemontar>'  letters 
patent  authorizing  the  increase  of  its 
capital  stock  from  $.=S00,000  to  $1,000,000, 
the  increase  to  consist  of  6.000  shares  of 
$100  each. 

Independent  Pneumatic  Tool  Co.,  Chi- 
cago. Montreal  and  Toronto,  has  issued 
circular  .S4  "Thor  Pneumatic  Tools — Aids 
fo  Industry." 


Whiting  FoaiMlry  Equipmrnt  Co.,  Har- 
vey, III.,  has  ifsucd  a  booklet  of  50  pages, 
II  X  H'l  in.,  "Foundries,  their  complete 
equipment.  Correct  layout  and  equip- 
ment, for  complete  grey  iron,  .itcel, 
brass,  car  wheel  and  malleable  iron 
foundries." 

Tran.sportation  AsHociations, 
Clubs,  Etc. 


Tht  name*  of  penona  given  below  are  thoa«  of 
the   secrvtaries   unless  othrrwlae   stated: 

American  Association  of  Port  Authorities.  M 
r.    Kennell,   Jr..   r.7    Common   St-.    Montreal. 

BellrrilU  Railway  Men's  Educattonal  Club. 
Meets  each  Tuesday.  7. SO  p.m.  K.  A.  Plnkatoo. 
llellevllle,    Onl. 

Canattian  Car  Demurrmse  Bureau^ W*.  J.  Collins. 
Manaiier.    401    St.    .Nicholas    Buildini,    Montreal. 

Canadian  Elecuic  Railway  Aaaociation  —  A. 
Eastman.   70  Bond  Street.  Toronto. 

Canada  Freight  Aasoeiation  (EaaUm  line*)  — 
G.    C.    Ransom.   »0»   Shaurhnessy    Bldg  .    Montreal. 

Canadian  Freight  Aaaociation  (Western  Line*)  — 
W.    E.   Campbell.    SO",    Hoyd    lll.K-k.    Winnip.-«. 

Canadian  Railway  Hoard  of  Adjuatment  No.  1— 
R.    Chappie.    2(3    St.   James   Street,    .Montreal. 

CanadUn  Railway  Club  —  W.  A.  Booth.  131 
Charron  St.,  Montreal.  Meetings  at  Montreal  Snd 
Tuesday,  each  month.  8.30  p.m..  except  June. 
July  and   Auguat. 

Canadian  Traffic  League.  A.  B.  Thorpe.  21 
Balsam    Ave.,    Toronto. 

Dominion  Marins  Aaaociation — P.  King.  Cotia- 
sel.    Kingston.    Ont. 

Canadian  Ticket  Agenta'  Association — E.  da  la 
Hooke.  London.  Ont. 

Eastern  Canadian  Passenger  Association— G.  B. 
WebsUr.   54   Beaver  Hall   Hill,  Montreal. 

Eni:incers'  Club  of  Montreal— C.  M.  Stranse, 
9    Reaver   Hall    Square.    Montreal. 

Engineers'  Club  of  Toronto— R.  B.  Wolsey.  9* 
King  Street   West,  Toronto. 

Engineering  Institute  of  Canada— F.  8.  Keith. 
176    MansHeld    St..    Montreal. 

Express  Traffic  Association  of  Canada — C.  N. 
Ham.    Montreal. 

Great  Lakes  and  St.  Lawrence  River  Rate  Com- 
mittee—A. E.  Storey.  310  G.T.R.  General  Offices, 
Montreal. 

Hydro-Electric  Railway  Association  of  Ontario 
— T.   J.   Hannigan,    Guelph.  Ont. 

International  Water  Lines  Passeitger  Associa- 
tion—M.  R.  Nelson.  89  Chatham  Ave.,  Buffalo. 
N.Y. 

Niagara  Frontier  Summer  Rate  Committt<«^ 
James  Morrison.   Montreal. 

Quebec  Transportation  Club — A.  F.  Dion.  Har- 
bor  Commissioner's   Office.   Quebec.   Que. 

Railway  Association  of  Canada — C.  P.  Riddell. 
.Montreal. 

Shipping  Federation  of  Canada — Thos.  Robb, 
.Manaeer.    42    St.    Sacrament    Street.    Montreal. 

Transportation  Club  of  Toronto — W.  A.  Gray, 
2.'t7    Roxton    Road.   Toronto. 

Transportation  Club  of  Vancouver. — C.  E. 
BInney.  Travelling  Passenger  Agent.  Canadian 
Pnciflc    Ocean    Services    Ltd..    Vancouver.    B.C. 


Transportation  Conventions  in 

1921. 


The  names  of  persons  given  below  are  those  of 
the    secretaries,    unless    otherwise    mentionel : — 

Jan.  2ii  to  27. — American  Wood  Preserx'ers'  Aaso- 
cialion.  San  Francisco,  Cal.  :  F.  J.  Angier,  Balti- 
more «   Ohio  Rd..   Baltimore.  Md. 

Jan.  27.  28.— National  Association  of  Railroad 
Tie  Producer*,  San  Francisco.  Cal. :  E.  E.  Pershall. 
720   Security    Bl.lg..    St.    Louis.    Mo. 

Mar.  l,->  to  17.-  American  Railway  Association. 
Division  1.  Engineering,  Chicago.  111.  :  E.  H. 
Fritch.    4S1    .South    Dearborn   St..   Chicago,   111. 

May  11.  — Railway  Accounting  Officers'  Associa- 
tion, Atlantic  City.  N.J.  :  E.  R.  Woodson.  1.116 
Woodwani    Bldg..     Washington.    DC. 

May.—  International  Railway  f^iel  Association. 
Chicago.  111.  ;  J.  G.  Crawford^  702  East  Slst  St., 
Chicago.    III. 

June  l.^  to  22.  —  American  Railway  Association. 
Division  .i.  Mechanical.  AUantic  City.  N.J.  ;  V. 
R.  Hawthorne.  431  South  Dearborn  St..  Chicago. 
111. 


111. 

June  20.—  American  Train  Dispatchers*  .\sso. 
elation.  Kansas  City.  Mo. :  C.  U  Darling.  North- 
ern   Pacific    Ry..   Spokane.    Wash. 

Aug.  21  to  26.  American  Association  of  Rail- 
road Superintendents.  Kansas  City,  Mo. :  J.  Roths- 
child.   I'nion    Station.    Kansas    Cit)-,    Mo. 

Sept.  20  to  22. — Roadmastera'  and  Maintenance 
of  Way  Association,  Chicago,  111;  P.  J.  Mc- 
Andrews.  Chicago  A  North  Western  Ry,  Sterling. 
111. 

Oct.  4  to  6.-  Maintenance  of  Way  Master 
Painleni-  Association.  Buffalo.  N.V. :  E.  E.  Mar- 
tin.  I'nion   Pacific   Rd..   Kansas  City,  Mo. 


HE       Canadian  transportation 

1 

C35 

1920 


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